R-04-11-23-9C1 - 11/23/2004 r
RESOLUTION NO. R-04-11-23-9C1
WHEREAS, pursuant to Senate Bill 361, adopted in September
2003, the Texas Transportation Code was amended to allow
municipalities to assume responsibility for issuing permits for
access connections to state highways within the municipality' s
jurisdiction, and
WHEREAS, the City of Round Rock wishes to formally adopt an
Access Management Manual for State Highways regarding the issuance of
permits for driveways on state highways in conjunction with the
City' s development process, Now Therefore
BE IT RESOLVED BY THE COUNCIL OF THE CITY OF ROUND ROCK,
TEXAS,
That Access Management Manual for State Highways, attached
hereto as Exhibit "A" and incorporated herein, is hereby approved and
adopted.
The City Council hereby finds and declares that written notice
of the date, hour, place and subject of the meeting at which this
Resolution was adopted was posted and that such meeting was open to
the public as required by law at all times during which this
Resolution and the subject matter hereof were discussed, considered
and formally acted upon, all as required by the Open Meetings Act,
Chapter 551, Texas Government Code, as amended.
RESOLVED this 23rd day of November, 00 4A,7111v-
NYI
EL yo
Ci y f Round Rock, Texas
AT T�a� , �• �- .� .
CHRISTINE R. MARTINEZ, City Secreta ly
@PRDesktop\::ODMA/WORLDOX/O:/WDOX/RESOLUTI/R.41123C1.WPD/sc
I
Chanter 1 - Overview
Chapter 1 - Overview
Proper access management aids in the protection of the substantial municipal
investment in transportation systems by safeguarding roadway efficiency and
enhancing traffic safety, resulting in the reduction of the necessity for costly ad-
ditional improvements. It as been noted that access management practices
can promote a more coordinated intergovernmental, long term approach to land use and
transportation decisions in the context of quality of life, economic development, livable
communities, and public safety. Additionally, access management can significantly
lower traffic accidents, personal injury, property damage as well as encouraging
the orderly development and community sustainability.
In September 2003, Senate Bill 361 was approved to amend the State's Trans-
portation Code (See Appendix). These revisions allow a municipality to include
roadways on the state highway system in its local access management plan.
The intent of the TxDOT was to allow municipalities, on request, to assume responsibility
for issuing permits for access connections to state highways within the jurisdiction of the
municipality under a local access management plan when the municipality has the abil-
ity to issue permits.
As a result of this law, the City of Round Rock prepared this manual to imple-
ment access permitting for State Highway System roadways within its jurisdiction
and extraterritorial jurisdiction of the City. In preparing this publication, the City
used portions of its Transportation Criteria Manual, TxDOT's Access Management
Manual, AASHTO's Po/icy of Geometric Design of Highways and Streets and other
sources.
[:EXHIBIT
City of Round Rock Access Management Manua/for State Highways 1-1
r
Chapter.Z__-„_Access_Management,Genera/ '
Chapter 2 - Access Management General
2.1 Introduction
The access management criteria contained in this manual are applicable to
all classes of state highways and freeways except new highways on new
alignments. Access connections along the new highways on new alignments
will be determined by the Department during the design phase. This man-
ual also provides a mechanism for local agencies to be granted permitting
authority to the state highway system. Local agencies that choose to han-
dle access permitting for state highway system roadways within their juris-
diction can either develop or use their own access management guidelines
or they can adopt the guidelines contained in this manual. Because they
have authority to implement subdivision and zoning regulations, local agen-
cies also have the ability to apply access management techniques: shared
access, cross access, lot width requirements, driveway throat length, inter-
nal street circulation, and general thoroughfare planning. It is through a co-
operative relationship with local governments that the safety and opera-
tional benefits of access management will be realized. The following section
provides an overview of access management and discusses some of its prin-
ciples.
2.2 Overview
Proper access management assists in protecting the substantial public in-
vestment in transportation by preserving roadway efficiency and enhancing
traffic safety, thus reducing the need for expensive improvements. Fur-
thermore, access management can significantly reduce traffic accidents
personal injury, and property damage, as well as promote the orderly lay-
out and sustainability of a community. To appreciate how access manage-
ment fits into the entire spectrum of the roadway network, one should un-
derstand that freeways, arterials, collectors, and local streets serve varying
levels of through-traffic movement and access to property (see Figure 2-1).
• Freeways - provide the highest level of mobility and are intended
to carry the greatest amount of traffic at the highest speeds. Ac-
cordingly, freeway mainlanes provide no direct access to property
and access to the freeway mainlanes is provided only at inter-
changes and ramps.
• Arterials - provide the next highest level of mobility and are in-
tended to carry substantial amounts of traffic over relatively long
distances and at relatively high speeds. Direct property access
City of Round Rock Access Management Manua/ 2-1
Chapter 2_....- Access_lanagement_General
may be provided but must be carefully managed to preserve mo-
bility and avoid creating unsafe and congested conditions.
Figure 2-1 Access Function
1.4gh Lore
Arti�et' M�lit�
mum"
Art�wraols
Pun
Cavia tors
N hood.
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C) IfUkAmtrs'
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�ts� n�Exs�i
Ca2lesatats '
Laid
1.easd Aaooss
Loop Struts
C#A-sus-*O:'
----------------------->----_----_-----_------_w--__------------- --_
Souroft Adepted fr=n AA -Geamotrzc DesIgon of H&ShKOWS OFW 'SU_Oot,s,
• Collectors - provide lower mobility and are intended to carry
lower volumes of traffic at lower speeds. Since most of the trips
on collectors are shorter distance local trips, these streets can
safely provide a higher amount of property access.
• Local streets - provide the lowest level of mobility and are in-
tended to provide direct access to properties, preserve the
City of Round Rock Access Management Manua/ 2-2
Cha,Ater,Z___-..Aecess_Management Genera/ '
neighborhood environment and enhance pedestrian and bicycle
safety.
2.3 Definitions
Acceleration Lane;
A speed-change lane, including tapered areas, for the purpose of enabling
a vehicle entering a roadway to increase its speed to a rate at which it can
more safely merge with through traffic.
Access Connection;
Facility for entry and/or exit such as a driveway, street, road, or highway
that connects to the highways under the jurisdiction of the department or
local agency.
ADT;
The average daily traffic volume. It represents the total two-way traffic on
a roadway for some period less than a year, divided by the total number of
days it represents, and includes both weekday and weekend traffic. Usually,
ADT is adjusted for day of the week, seasonal variations, and/or vehicle
classification.
Auxiliary Lane;
A lane striped for use as an acceleration lane, or deceleration lane, right-turn
lane, or left-turn lane, but not for through traffic use.
Capacity;
The number of vehicles that can traverse a point or section of a lane or
roadway during a set time period under prevailing roadway, traffic and con-
trol condition.
City of Round Rock Access Management Manua/ 2-3
Chapter Z - Access Management General
Connection Spacing;
The distance between connections, which is measured along the edge of the
traveled way from the closest edge of pavement of the first access connec-
tion to the closest edge of pavement of the second access connection.
Corner Clearance;
The distance along the edge of the traveled way from the closest edge of
pavement of the intersecting roadway to the closest edge of pavement of
the nearest access connection.
Corner Lot:
A lot located at the intersection of two roadways that has frontage on each
roadway.
Deceleration Lane:
A speed-change lane, including tapered areas, for the purpose of enabling a
vehicle that is exiting a roadway to leave the travel lanes and slow to a safe
exit.
Directional Median Opening;
An opening in a nontraversable median that accommodates specific move-
ments, such as U-turn movements and/or left-turn movements from the
highway, and physically restricts other movements.
Divided Highway;
A highway with a median designed to separate traffic moving in opposite
directions.
City of Round Rock Access Management Manual for State Highways 2-4
Chapter 2 - Access Management Genera/
Frontage Road;
A local street or road along an arterial highway allowing control of access
and service to adjacent areas and property. A frontage road may also be
referred to as a service road.
Full Median Opening;
In a nontraversable median, an opening that allows all turning movements
from the highway and the adjacent connection, as well as crossing move-
ments.
Function/Area(Intersection);
The area of an intersection necessary to provide all required storage
lengths for separate turn lanes and for through traffic plus any maneuver-
ing distance for separate turn lanes. The functional boundary of an inter-
section includes more than just the physical area of the intersection.
Functional Classification;
A system that classifies roadways according to the competing functions of
traffic movement and access. The extremes of the classification categories
are the fully access-controlled freeway that provides no local access func-
tion and the cul-de-sac that provides no through movement.
Intersection;
Any at grade connection with a roadway, including two roads or a driveway
and a road.
Level of Service(LOS);
A measure of traffic flow and congestion. As defined in the Highway Capac-
kv Manual, it is a qualitative measure describing operational conditions
within a traffic stream, generally described in terms of such factors as speed
and travel time. freedom to maneuver, traffic interruptions, comfort and
convenience, and safety.
City of Round Rock Access Management Manua/for State Highways 2-5
Chanter 2 - Access Management Genera/
Limited Access Roadway;
A roadway especially designed for through traffic and over, from, or to
which owners or occupants of abutting land or other persons have no right or
easement of access by reason) of the fact that their property abuts such lim-
ited access facility or for any other reason. Interstate highways, parkways,
and freeways are usually developed as limited-access facilities.
Loca/Access Road;
A local public street or road that is generally parallel to a highway under the
jurisdiction of the Department. Access for businesses or properties located
between the highway and the local access road is provided to the local ac-
cess road rather than the highway. A local access road may also be called a
lateral road, or reverse frontage road, depending on individual location and
application.
Median:
That portion of a divided highway separating the opposing traffic flows. A
median may be traversable or nontraversable.
Median, Nontraversab/e;
A physical barrier in a roadway or driveway that separates vehicular traffic
traveling in opposite directions. Nontraversable medians include physical
barriers (such as a concrete barrier, a raised concrete curb and/or island,
and a grass or a swale median) that prohibit movement of traffic across the
median.
Median, Traverab/e;
A median that by its design does not physically discourage vehicles from
entering or crossing over it. This may include painted medians.
Median Opening Spacing;
The allowable spacing between openings in a non-traversable median to al-
low for crossing the opposing traffic lanes in order to access property or for
City of Round Rock Access Management Manua/for State Highways 2-6
Chanter 2 - Access M,anaoement Genera/
crossing the median to travel in the opposite direction (U-turn). The dis-
tance is measured from centerline to centerline of the openings along the
traveled way.
Reverse Frontage Road;
See "Loca/Access Road
Right-of-Way;
A general term denoting land, property, or interest therein, usually in a strip,
acquired for or devoted to transportation purposes.
Service Road;
See "Frontage Road ".
Shared Access;
A single connection serving two or more adjoining lots or parcels.
Sight Distance;
The distance visible to the driver of a passenger vehicle measured along the
normal travel path of a roadway from a designated location and to a speci-
fied height above the roadway when the view is unobstructed by traffic.
Signal.,
A traffic control signal.
Stopping Sight Distance(SSD).-
The
SSD);The distance required by a driver of a vehicle, traveling at a given speed, to
bring the vehicle to a stop after an object on the roadway becomes visible. It
City of Round Rock Access Management Manua/for State Highways 2-7
Chanter 2 - Access Management General
includes the distance traveled during driver perception-reaction time and the
vehicle braking distance.
Storage Lane Length;
The portion of an auxiliary lane required to store the maximum number of
vehicles likely to accumulate in the lane during a peak period.
TemporaryAlccess:
Time-limited provision of direct access to a roadway. Such access must be
closed when permit conditions for access removal are satisfied. Typically,
such conditions relate to such time when adjacent properties develop in ac-
cordance with a joint access agreement or frontage road plan.
TMUTCD;
Texas Manual on Uniform Traffic Control Devices
TXD0T.,
Texas Department of Transportation
City of Round Rock Access Management Manual for State Highways 2-8
Chapter.3,-Eng�neeri�,Ana/ysis
Chapter 3 - Engineering Analysis
3.1 Overview
Conformance with the City of Round Rock's driveway access policy does
not preclude the need for engineering driveway locations. Any changes to
drainage or hydraulics on the State Highway System resulting from access
connections must be approved by TxDOT prior to any local access
connection approval. Consideration also needs to be given to the actual
driveway design, utility location (or relocation), traffic control during
construction, compliance with the Americans with Disabilities Act (ADA)
and Texas Accessibility Standards (TAS), environmental requirements,
wetland considerations, if applicable, and the need to follow all applicable
State and Federal laws, rules and regulations.
Engineering studies or analyses can be used to assist in the evaluation of
future access connections to the State Highway System within the City of
Round Rock. In most cases, such as low volume or rural access
connections, an engineering study will not be needed. The need for an
engineering study, and the level of detail, will be determined by City of
Round Rock.
The purpose of engineering study is to determine the safety, mobility, and
operational impacts that the access connection will have on the highway
system. In addition, such studies can also assist in the determination that
such studies also determine the compatibility between the proposed land
use and the transportation network.
3.2 Early Coordination
As early as possible in the development process, applicants are encouraged
to meet with the Department of Transportation Services staff to discuss
specific requirements associated with obtaining access to the state highway
system. This meeting, in addition to bringing all affected parties together
regarding access connection issues, will also help to define the
requirements of any needed engineering study.
When determining the need for and level of detail of an engineering study,
the following questions should be considered:
• Do the proposed driveway(s) meet the minimum spacing requirements
per Tables 5-1, 5-2 and/or 5-3?
City of Round Rock Access Management Manua/ 3-1
Chapter 3-_Enc,lingering_Analysis
• Will the proposed driveway(s) require a deceleration or acceleration
lane?
• Are there any sight distance or physical obstructions that will result in a
safety problem?
• Are there any environmental or hydraulic issues associated with the
proposed driveways)?
• What are the traffic volume and classifications of the intersecting
street at the proposed driveway location?
• Is there an unusual lot configuration?
The responses to the above list of questions will determine the level of detail
required in an engineering study. If necessary, specifics regarding needed
level of study, time of day analysis, phasing of development, and project
area can be defined and agreed upon at the initial coordination meeting.
Additional information and analysis may be required if the access
connection cannot meet the minimum spacing requirements, or there is an
operational or safety impact. The City of Round Rock will make such
determination jointly with the applicant.
3.3 Engineering Study versus Traffic Impact Analysis (TIA)
A Traffic Impact Analysis (TIA) is defined in the requirements described
below. The following section outlines the purpose and requirements of an
engineering study and a TIA.
In all cases where the access requirements set forth herein are satisfied, a
TIA will not be required. Typically, the impacts of an access point along a
state facility can be ascertained by means of an engineering study that
indicates the forecasted turning movements at the proposed access
connections. The forecasted turning movements, used in conjunction with
the TxDOT Roadway Design Manual, will determine the need for and the
required length of left turn and/or right-turn deceleration lanes.
3.4 Requirements for Engineering Studies and TIAs
The intent of this section is to identify the possible criteria for engineering
studies and TIAs. It is the intent of the City of Round Rock to require only
those elements of an engineering study or TIA that are necessary to
answer the specific questions that arise during the permitting process for
specific access points. It is not the intent of the City of Round Rock to
City of Round Rock Access Management Manua/ 3-2
Chapter 3,-Engineerin_g.Ana�ss '
require an exhaustive TIA for every application for a driveway permit on a
State roadway. The early coordination meeting, as discussed above, will be
the mechanism to identify whether or not an engineering study or TIA is
necessary and, if so, the level of detail that will be required.
3.5 Engineering Study
Should an engineering study be required, it may include the following
elements: trip generation, trip distribution, and traffic assignment at the
proposed access points. Additionally, the engineering study may require
that existing traffic volume data be collected.
The trip generation will be conducted using the latest edition of the
Institute of Transportation Engineer's Trip Generation manual unless
there is acceptable data that supports the use of another trip generation
source. Trip distribution will be performed with input from the local
TxDOT District staff (and the local agency, if applicable). The traffic
assignment will be conducted to determine the forecasted turning
movements attributable to the proposed development. The existing
traffic counts will be adjusted, using an annual growth rate as agreed by
the Department of Transportation Services to the build-out year of the
proposed development. As an example, if the proposed development
will take two years to construct and occupy, the existing traffic volumes
will be adjusted by the agreed upon growth factor for two years. The
resulting traffic volumes will be used as background traffic volumes, and
the assigned forecasted turning movements will be added to the
background traffic volumes resulting in the total traffic volumes.
The total traffic volumes will be used to determine the need for left-turn
and right-turn lanes. If such lanes are needed, refer to the TxDOT
Roadway Design Manua/to determine their lengths and other design criteria.
3.6 Traffic Impact Analysis (TIA)
In the instances where a TIA is required by the Department of
Transportation Services, it may include the above mentioned elements as
well as the same type of data for intersections adjacent to the proposed
site (specific study limits to be defined by Department of Transportation
Services). Additionally, the TIA may require operational analyses (including
LOS and capacity analyses) for the study intersections as determined
during the initial meeting between the applicant and the Department of
City of Round Rock Access Management Manua/ 3-3
Chapter 3 Engineering Aness
Transportation Services staff. Furthermore, the applicant's TIA should
include recommendations for mitigation measures should the impact of the
proposed access point(s) on the state highway system results in
unacceptable levels of service.
3.7 Examples of Levels of Engineering Studies
This section presents examples of scenarios under which an engineering
study or TIA would likely be require by the City of Round Rock and the
level of detail that would be needed to address the issues associated with
the requested access connection. These scenarios are for illustration
purposes only and should not be used as thresholds for study level
requirements.
I. The first- scenario involves a request that meets the driveway spacing
criteria, but is a major development that consists of more than 200,000
square feet of retail development, along with additional pad-type
developments. Even though the driveway spacing criteria (as defined
herein) have been met, it is important for the City to understand the
impacts that this large development will have on the adjacent roadway
network and the intersections adjacent to the site. The parameters of
the engineering study or TIA would be defined by Department of
Transportation Services based on the characteristics of the existing
traffic, the major intersections relative to the site access, and other
operational or safety concerns.
Additionally, the engineering study or TIA would likely examine multiple
phases of development, assuming that---the entire site will not be
developed at one time. The phased study or TIA would enable the
Department of Transportation Services to determine the necessary
mitigation measures for each phase of development and the specific
improvements that should be in place to accommodate the
development's traffic. As noted previously, the intent of a City-required
Engineering Study or TIA is not to determine the compatibility of the
land use with the surrounding area, but rather to determine the impact
of the development and its associated traffic ate roadway.
2. The Second scenario involves the application for a driveway for a small
development, such as a single residential unit, single retail unit or
similar use. The driveway spacing requirements, as set forth herein, are
satisfied by the applicant. The existing traffic volumes along the state
City of Round Rock Access Management Manua/ 3-4
Chapter 3_-Engineering Ana/yss
roadway are relatively low. Neither an Engineering Study nor a TIA
would be required in this scenario.
3. A third scenario would be the application for a driveway for a moderate-
sized development that meets the spacing criteria outlined herein, but
there is concern over the proper length of a right turn deceleration lane
and if there is a need for a left-turn lane. The Department of
Transportation Services staff may require an Engineering Study to
examine these issues. The applicant would need to provide forecasted
turning movement volumes at the subject driveway location as well as
background traffic volumes that will also pass through the intersection.
These forecasted volumes, along with the state roadway's design
speed, can then be used in conjunction with the City's Transportation
Criteria Manua/to determine if a right-turn deceleration lane and/or left-
turn lane is needed. If it is determined that either are required, an
operational analysis can be performed by the applicant to determine the
appropriate length of the required turn lane.
4. The fourth scenario involves an application for a driveway that does not
meet the spacing requirements set forth herein. As necessary, the
Department of Transportation Services may request an Engineering
Study or TIA to determine the operational impacts of the proposed
driveway on the existing state roadway and adjacent driveways or
intersections. The level of detail of this study or TIA will be dependent
upon the intensity of the traffic expected to be generated by the
planned development. The study may include trip generation,
distribution and assignment, but may also include operational analyses at
the proposed driveway and the adjacent intersections and driveways.
Further analyses may be necessary to determine the operational and
safety impacts of the sub-standard spacing on the overall roadway
system.
City of Round Rock Access Management Manua/ 3-5
Chapter 4-Driveway Permit Application Process
Chapter 4 - Driveway Permit Application Process
4.1 General
Applications for driveway permits within the jurisdictional limits of the City
of Round Rock shall be submitted to the Department of Transportation
Services, which will review applications for driveway permits to ascertain
their impact on vehicular traffic, pedestrian traffic and safety; approval of
such applications will be based on these applications. In making a final
determination on a driveway permit application, the following factors will
be evaluated:
I. Topography of site;
2. Land use (including the intensity of the proposed development
and trip attraction and/or generation potential, mix of vehicles
and turning movements);
3. Function of public street (including number of lanes, medians (if
any), median openings, vertical and horizontal alignment, sight
distance, operating speeds, existing and projected traffic
volumes, entrance and/or exit ramps and frontage roads);
4. Location of nearby streets and driveways;
5. Proposed Site Plan (including on-site circulation, delineation of
intended paths, parking stalls, location of buildings and location
of loading areas);
6. Physical constraints of the site;
7. Unusual lot configurations;
8. Actual or anticipated increases in vehicular traffic resulting from
the permit application, which will be routed on to adjacent
streets;
9. Potential traffic movements which are unsafe or will have an
adverse effect on traffic operations; and,
10. Joint access, at the time of subdivision or site approval, for
abutting lots which have insufficient frontage to allow for a
driveway approach for each lot.
City of Round Rock Access Control Manual for State Highways 4-1
Chapter 4-Drivewav PermitAonlication Process
No driveway permit shall be issued unless the design of the driveway
approach is in accordance with the City's Traffic Criteria Manua/as well as
Standard Specifications and Standards or is established in accordance with
a City-approved site plan.
City of Round Rock Access Control Manua/for State Highways 4-2
Chapter -Dt vaway Spacing Criteria
Chapter 5 - Driveway Spacing Criteria
5.1 STATE HIGHWAYS OTHER THAN FRONTAGE ROADS
This classification applies to all state highway systems routes that are not
new highways on new alignments, freeway main lanes or frontage roads
within the City limits of Round Rock.
Connection Spacing Criteria
Table 5-1 provides minimum connection spacing criteria for other state
systems highways. However, a lesser connection spacing than set forth in
this document may be allowed without deviation in the following situa-
tions:
• Where land locking of a parcel would result; or
• Replacement or re-establishment of access to the state
highway system under highway reconstruction and/or re-
habilitation projects.
Table 5-1 —Minimum connection Spacing
Posted Speed Distance (1)
(mph) feet
less than 30 125
30 200
35 200
40 325
45 325
greater than or equal to 50 450
(1) Distances shown are for passenger cars on level grade. These
distances may be adjusted for downgrades and/or significant
truck traffic.
Corner Clearance
Table 5-1 is also to be used to provide minimum corner clearance criteria.
In the event inadequate access connection spacing can be achieved, the
City of Round Rock will allow for lesser spacing, providing that shared ac-
City of Round Rock Access Management Manua/for State Highways 5-1
Chapter 5ivway__Spdcing Criteria
cess is established with abutting property. Where no other viable alterna-
tives exist, construction of an access connection will be allowed along the
property line farthest from the intersection. This accommodation will pro-
vide reasonable access under these conditions as well as provide for safe
operation. In such conditions, consideration will be given to designing the
connection to allow only right-in turning movement or right-in / right-out
turning movements to provide continued flow with minimal interruption.
Width of Access
The width of access driveways shall be determined in accordance with Ta-
ble 5-2. However, in no case shall an individual, undivided driveway width
be greater than 35 feet.
Table 5-2 Driveway Dimensions
Urban Rural
Residential Commercial Industrial Residential Commercial Industrial
Minimum
Width ft 10 15 20 10 15 20
Ma)amum
Width (ft) 30 35 35 30 35 1 35
The minimum width of commercial driveways applies to one-way opera-
tions. In high pedestrian areas, such as in the central business district or
in the same block with an auditorium, school, library or similar facility, the
maximum basic widths shall be 30 feet. The widths shown are measured
along the right-of-way line at the inner limit of the driveway.
The minimum radius for proposed drives shall be determined based on in-
tended usage including volumes and sizes of truck traffic. However, in no
case shall the drive return radius be less than 15 feet.
Existing Driveways
If a driveway is being reconstructed in its original location, documentation
must be submitted verifying the driveways location and width is not being
altered for the proposed reconstruction. This documentation can be in the
form of a scaled drawing showing the roadway, the existing driveway lo-
cation, the new location and material proposed for construction.
If, however, the reconstruction is due to a change in property usage or
zoning, resulting in the modification of the configuration of the driveway,
City of Round Rock Access Management Manua/for state Highways 5-2
Chapter 5-_Driveway Spacing Criteria
the same policies and procedures will be followed as if the driveway ac-
cess was being requested for the first time. However, existing driveways
will not be removed unless additional driveway accesses are included in
the request for change in land use.
In cases where roadway widening or realignment is necessary at the dis-
cretion of the City of Round Rock or TxDOT, relocation of removal of ex-
isting driveways will be at the expense of the public entity. Any compen-
sation for loss of access will be applied to the project as compensation to
the private landowner.
5.2 DRIVEWAY SPACING FOR FRONTAGE ROADS
This subsection describes the spacing of driveways directly accessing In-
terstate frontage roads as well as the methodology that will be applied for
access connections on these facilities. Frontage roads are roadways that
are generally constructed parallel to an Interstate Highway, freeway or
other controlled access highway.
Frontage roads will be considered in order to provide direct access to
abutting properties where:
• alternative access is not available and the would be other-
wise landlocked;
• where it is not feasible to purchase access; and
• where the frontage road allows for improved mobility, to-
gether with the property access.
Connection Spacing Criteria for Frontage Roads
Table 5-3 provides the minimum connection spacing criteria for frontage
roads. However, a lesser spacing than set forth in this document may be
allowed without deviation in the following situations:
• To keep from land-locking a property; or
• Replacement or re-establishment of access to the State
Highway System as part of highway reconstruction / reha-
bilitation projects.
City of Round Rock Access Management Manua/for State Highways 5-3
Chapter 5—OrivgWay Spacing Criteria
It should be noted that, for areas with conventional diamond ramp pat-
terns, the most critical areas for operations are between the exit ramp
and the arterial street and between the arteria/ street and the entrance
ramp. In "x — ramp" configurations, the most critical areas are between
the exit ramp and the subsequent entrance ramp. While Table 5-3 pro-
vides minimum connection criteria, the critical areas with respect to the
ramp pattern may need greater spacing for operational, safety and weav-
ing efficiencies.
The distance between access connections is measured along the edge of
the traveled way from the centerline of the pavement of the first access
connection to the centerline of the second access connection (See Figure
5-1). Additionally, the access connection spacing in the proximity of the
frontage road ""u-turn" lanes will be measured from the inside edge of the
"u-turn" lane to the centerline of the first access connection (See Figure 5-
2).
In the situation where frontage roads are provided, access will be con-
trolled for operational purposes, at ramp junctions with frontage roads,
through access restrictions to control driveway location and design. Fig-
ures 5-3 and 5-4 show recommended access control strategies for
planned or existing exit and entrance ramps, respectively, and should be
used where practical.
Table 5-3 Frontage Road Connection Spacing Criteria
Posted Minimum Connection Spacing feet cls
Speed One-Way Two-Way
(mph) Frontage Road Frontage Roads
less than 30 125 200
35 200 300
40 325 360
45 325 435
greater than 50 450 510
(1) Distances shown are for passenger cars on level grade. These
distances may be adjusted for downgrades and/or significant
truck traffic.
The placement of streets and driveways, in the vicinity of freeway ramps
or frontage road intersections, will be carefully considered and permitted
only after overall local traffic operations are considered. Table 5-3 shows
the spacing to be used between exit ramps and driveways, side streets or
City of Round Rock Access Management Manua/for State Highways 5-4
Chapter 5-Drivewa,�Spacing..Criteria
cross streets, if applicable. The number of weaving lanes is defined as the
total number of lanes on the frontage road downstream from the ramp.
Table 5-3 Desirable Spacing between Exit Ramps and Driveways
Total Volume Driveway or Spacing feet
(Frontage Rd. +Ramp) Side Street Number of Weavin Lanes
(vph) Volume 2 3 4
< 2500 <250 460 460 560
>250 520 460 560
>750 790 460 560
>1000 1000 460 560
> 2500 <250 920 460 560
>250 950 460 560
>750 1000 600 690
>1000 1000 1000 1000
Driveway or side street access on the frontage road in close downstream
proximity to exit ramp terminals increases the weaving that occurs on the
frontage road and may lead to operational problems. For this reason, it is
important to maintain appropriate separation between the intersection of
the exit ramp and the frontage road travel lanes, and downstream drive-
ways or side streets, where practical.
Figure 5-1 Access Connection Spacing Diagram
(refer Eo Loble 5-1 or 5-3)
ACCO C9nn G ion "P Eng y,
City of Round Rock Access Management Manua/for State Highways 5-5
Chapter,5_-Driveway__Spacing.Criteria
It is recognized that there are occasions when meeting these exit ramp
exit ramp separation distances may not be possible due to the nature of
existing development, such as a high number of closely spaced driveways
and/or side streets, especially when in combination with closely spaced in-
terchanges. In these cases, at least 250 feet of separation should
be provided between the intersection of the exit ramp and the
frontage road travel lanes and the downstream driveway or side
street. Inasmuch as the use of only 250 feet of separation distance may
negatively impact the operation of the frontage road, exit ramp, driveway
and/or side street traffic, careful consideration should be given to its use.
When the 250 feet separation distance cannot be obtained, consideration
should be given to channelization methods that would restrict access to
driveways within this 250 foot distance. Refer to the Texas Manua/of Uni-
form Trac Control Devices (TMUTCD) for specific types of channeliza-
tion.
There will be similar occasions when meeting the entrance ramp separa-
tion distances may not be possible due to the same existing development
conditions associated with exit ramps. In these cases, at least 100 feet of
separation distance should be provided between the intersection of the
entrance ramp and the frontage road lanes and the upstream driveway or
side street.
Since the use of only 100 feet of entrance ramp separation distance may
also negatively impact the operation of the frontage road, entrance ramp,
driveway and/or side street traffic, careful consideration should be given
to its use. As with exit ramps, when the 100 foot entrance ramp separa-
tion cannot be obtained, consideration should be given to channelization
methods that would restrict access to driveways within this 100 foot dis-
tance. Refer to the TMUTCD for specific types of channelization.
Existing Driveways
If a driveway is being reconstructed in its original location, documentation
must be submitted verifying the driveways location and width is not being
altered for the proposed reconstruction. This documentation can be in the
form of a scaled drawing showing the roadway, the existing driveway lo-
cation, the new location and material proposed for construction.
City of Round Rock Access Management Manua/for State Highways 5-6
Chapter 5_-Dri_veway_Spaci Criteria
Figure 5-2 Frontage Road U-Turn Spacing Diagram
y �
k 4.
((refer to Table 5-1 or 5-3) -
FRt NT-AGE ,ROAD ?: ,
1 L!
FREEWA MA NLAN EIS
C�
F90NITAGE ROAD
G
# (refer ko Table 5-1 or 5-3)
w
If, however, the reconstruction is due to a change in property usage or
zoning, resulting in the modification of the configuration of the driveway,
the same policies and procedures will be followed as if the driveway ac-
cess was being requested for the first time. However, existing driveways
will not be removed unless additional driveway accesses are included in
the request for change in land use.
In cases where roadway widening or realignment is necessary at the dis-
cretion of the City of Round Rock or TxDOT, relocation of removal of ex-
isting driveways will be at the expense of the public entity. Any compen-
sation for loss of access will be applied to the project as compensation to
the private landowner.
City of Round Rock Access Management Manua/for State Highways 5-7
Chapter 5_--Driveway Spacing_Criteria
Figure 5-3 Recommended Access Control at Exit Ramp Junction with Frontage Road
k; Intersection of
R Roadway Surface Intersection
�o of Trove C Lanes
weavin-9 Lanes
Frontage Rood
X�'
Control of
ocdes 1 ine � +
a
variable 50 ft Variable
Access dented where practicoI
(1) For exit ramps to driveway, side street or cross street spacing, see Table 5-2.
(2) When the recommended minimum separation distance cannot be obtained,
consideration should be given to channelization methods that would restrict
access to driveways within the minimum separation distance.
Ramp Location
In the preparation of schematic drawings, care should be exercised to de-
velop design in sufficient detail to accurately shown locations of ramp
junctions with frontage roads and the location of access control limits.
These drawings may be displayed at meetings and/or hearings and could
become the basis for right-of-way instruments or, in some cases, the
City's regulation of driveway location(s).
In some cases, ramps must be shifted to satisfy level of service considera-
tions or geometric design controls. As necessary, the access control limits
should also be shifted if rights-of-way have not been previously pur-
chased.
City of Round Rock Access Management Manua/for State Highways 5-8
2riveway Spacing Criteria
Figure 5-4 Recommended Access Control at Entrance Ramp
Junction with Frontage Road
Intersection of
Intersection o
Roadway Surface ce
of Travel, Lanes
Frontage Road
v�
3 r
+>
aGC@SSS I of
s..
•200 ft des i r 1 e i 00 ft: var i.ab.t
c300
i {34`C SS d I d
l,
Access denied where pratticai`
(1) For exit ramps to driveway, side street or cross street spacing, see Table 5-2.
(2) When the recommended minimum separation distance cannot be obtained,
consideration should be given to channelization methods that would restrict
access to driveways within the minimum separation distance.
5.3 WAIVERS
In the event circumstances, no matter the reason, do not allow the pre-
ceding criteria to be met, a waiver from the criteria may be requested.
The documentation required for application for a waiver be determined by
the Director of Transportation Services in accordance with the Section 3.1
entitled Overview.
Inasmuch as other potential factors may exist that could be sufficient to
warrant consideration for an exception to the policy, the Department of
Transportation Services should be consulted for a recommendation as to
specific documentation requirements.
City of Round Rock Access Management Manua/for State Highways 5-9
AooendixA - Texas Administrative Code
Title 43 Transportation
Part 1 Texas Department of Transportation
Chapter 11 - Design
SUBCHAPTER C. ACCESS CONNECTIONS TO STATE HIGHWAYS
Rule §11.50. Access Management.
(a) Purpose and need. Access management is an engineering and planning method of
balancing the needs of mobility and safety on a highway system with the needs of access to
adjacent land uses. Access management is one method of preserving the substantial public
investment in the ground transportation system by preserving the roadway level of service. Further,
access management can significantly enhanoe traffic safety by reducing traffic accidents, personal injury,
and property damage. It as been noted that access management practices can promote a
more 000rdinated irftgovemrnental,long germ approach to land use and transportation decisions in the oxkxt
of quality of life, economic developrnerk ivable oxnmunities, and pubic safety. Given the bend tD the
ground transportation system and public safety, It is the intention of the department to promote the use of
aooess management on the state highway system.
(b) Applicability. This subchapter applies to all new access connections constructed
on highways on the state highway system. It also applies to existing access connections that
may be reconstructed or otherwise as part of a department project.
(c) Effective date. The provisions of this subchapter are effective January 1, 2004.
(d) Transition period. Prior to January 1, 2005, exceptions to the provisions of this
subchapter may be granted acoess connection requests where significant prior commitments have been
made based on previous department policy.
Rule §11.51. Definitions.
The following words and terms, when used in this subchapter, shall have the following meanings,
unless the comet dearly indicates otherwise:
City of Round Rock Access Management Manua/for State Highways A-1
AQoendix A - Texas Administrative Code
(1)Access Connection—Facility for entry and/or exit such as a driveway,street road,or highway that
connects toa highway on the state highway system.
(2) Commerclal driveway An entrance to, or exit from, any commercial, business,or similar type
establishment
(3) Commission The Texas Transportation Commis-lo .
(4) Department—The Texas Department of Transportation.
(5) Engineering study—An appropriate level of analysis as determined by the department, which
may include a traffic impact analysis, that determines the expected impact that permitting access will
have on mobility,safety,and the efficient operation of the state highway system.
(6) local access management plan—A plan or guideline in a formally adopted municipality
rule or ordinance that is related to the application of access management within the
municipality's jurisdiction.
(7)Local access road—A local public street or road,generally one parallel to a highway on the state
highway system to which access for businesses or properties located between the highway and the local access
road is provided as a substitute for access to the highway. A local access road may also be called a lateral road or
reverse frontage road,depending on individual location and application.
(8) Permitbee—A property owner or its authorized representative who receives an access connection
permit from the department to construct or modify an access connection from the property to a highway
on the state highway system.
(9)ate d ivevvar An entrance to or ext from a residential dwelling, farm, or ranch for the
exclusive use and benefit of the permittee.
(10)Public driveway An approach from a county or city maintained road or street or an entranoe or eat
fiom a public school,a publicly owned cemetery,or other publicly owned places or buildings that provide for
public access.
City of Round Rock Access Management Manua/for State Highways A-2
A,aoendix A - Texas Administrative Code
(11)Traffic impact analysis--A traffic engineering study to the IeMel of analysis determined by
the department that determines the potential current and future traffic impacts of a proposed traffic generator
and is signed,sealed,and dated by an engineer licensed to practice in the State of Texas.
Rule §11.52. Delegation of Access Permit Authority to Municipalities.
(a) Intent. A municipality may include highways on the state highway system in its
local access management plan. The intent of the department is to allow municipalities, upon request,to
assume responsibility for issuing permits for acoess ooruxections to state highways within the jurisdiction of the
municipality under a local access management plan when the municipality has the ability to issue
permits.
(b) Precedence. A local access management plan supersedes an order of the oxnmission
underTransportation Code,§203.031(a)(2)or (4)to the extent that they conflict, unless:
(1) the United States Department of Transportation Federal Highway Administration notifies the
department that enforcement of the local access management plan would impair the
ability of the state or the department to receive funds for highway construction or
maintenance from the federal government; or
(2)the department owns the access rights.
(c) Application. The department will apply a local access management plan under this
section when the municipality provides its local access management plan to the department with an
indication of its desire that the plan be applied within its jurisdiction and an implementation date. The
department will implement any subsequent changes to the local aooess management plan when the
municipality submits the changes to the department with a proposed implernentafm date for the changes.
(d) Local access permitting function. A municipality that desires to urxlertake the aooess
permitting pivoess on highways on the state highway system shall submit its
proposed permitting procedures
City of Round Rock Access Management Manua/for State Highways A-3
Appendix A - Texas Administrative Code
to the department. If the department determines that the proposed procedures adequately address
the requirements in subsection (f) of this section, it will transfer to the municipality the access
permitting function within the municipality's jurisdiction. The municipality shall submit to the
department a copy of each appmved access permit on the state highway system within ten working days of its
approval.
(e)Assumption of permitting function optional. Municipalities are not required to take over the access
permitting function for state highways within their jurisdiction.
(f)Engineering. Granting access bcation permit authority to municipalities does not preclude the
need to properly engineer access locations. Any impacts to drainage or hydraulics on highways
on the state highway system resulting from access connections must be coordinated with the
department prior to any local access approval. Issuance of access permits by a municipality
must address driveway geometries, utility location or relocation, compliance with the Americans
with Disabilities Act (ADA) and Texas Accessibility Standards (TAS), environmental
requirements, wetland considerations if appropriate, and all other applicable state and federal
laws, rules, and regulations.
Rule §11.53. Locations Where the Department Controls the Access.
(a) Access purchase requests. Where new access connections are requested on highways
where the adjacent owner has no ung right of access, requests to purchase access will be considered
under the provisions of this section. The request must include an engineering study acceptable
to the department.
(b) Approval. The commission will make the final determination concerning new access
connections under this section. The commission may consider the findings of the engineering study
and the mobrTity and safety of the h4wray system, or any other relevant factors.
(c) Documentation. When the commission approves the sale of access to the owner
of property adjoining the highway facility, the sale will be accomplished under Transportation
City of Round Rock Access Management Manua/for State Highways A-g
A,ovendix A - Texas Administrative Code
Code, Chapter 202, Subchapter B. Access points approved by the commission under this section
will be specifically described by a metes and bounds property description.
Rule §11.54. Construction and Maintenance of Access Connection Facilities.
(a)For commercial and private drivevyays,the cost of materials,installation,and maintenance shall be
the responsibility of the permittee.
(b)For Public driveways,the cost of materials and installation shall be the responsibility of the
permitee. The department shall maintain all portions of public access driveways that lie within
the state highway right of way and that connect to highways that are the maintenance
responsibility of the department.
(c)Any easting access connections that are destroyed or removed in the construction or reconstruction
of a section of highway will be reestablished by the department to the extient necessary to provide reasonable
access.
(d)The department may undertake actions deemed necessary to correct drainage or safety mblems
related to e>asting or new access connection facilities.
Rule§11.55 Local Access Roads.
(a) If local access roads are necessary to restore circulation or to resolve a landlock condition on a
remaining parcel of land,or will otherwise benefit the state highway system,local access roads may be included
in a department project on a standard participation basis as established in Appendix A of§15.55 of this title
(relating to Corisirixtion Cost Participation).
(b)CAmrnission approval must be obtained prior to the department entering into any agreements to
provide local access roads in conjunction with a department project.
(c)Local access roads will not be considered service projects as defined in§15.56 of this title(relating
to Local Financing of Highway Improvement projects on the State Highway System).
City of Round Rock Access Management Manual for State Highways A-S
DATE: November 18, 2004
SUBJECT: City Council Meeting - November 23, 2004
ITEM: 9.C.1. Consider a resolution adopting an Access Control Manual for use on
State Highways.
Deaartment: Transportation Services
Staff Person: Thomas G. Martin, P.E., Director of Transportation Services
Justification:
With the adoption of this resolution and acceptance of the City's Access Manual for State
Highways, the City will be able to issue permits for driveways on State Highways in
conjunction with our development process.
Funding•
Cost: None
Source of funds: N/A
Outside Resources: Texas Department of Transportation
Background Information:
In conjunction with legislation from the last Legislative Session, the State Transportation
Code was revised to allow municipalities to be responsible for the permitting of access
control within their boundaries, providing the municipality had developed an Access Control
Manual consistent with the State's policies.
Public Comment: None
EXECUTED
DOCUMENT
FOLLOWS
Chanter 1 - Overview
Chapter 1 - Overview
Proper access management aids in the protection of the substantial municipal
investment in transportation systems by safeguarding roadway efficiency and
enhancing traffic safety, resulting in the reduction of the necessity for costly ad-
ditional improvements. It as been noted that access management practices
can promote a more coordinated intergovernmental, long term approach to land use and
transportation decisions in the context of quality of life, economic development, livable
communities, and public safety. Additionally, access management can significantly
lower traffic accidents, personal injury, property damage as well as encouraging
the orderly development and community sustainability.
In September 2003, Senate Bill 361 was approved to amend the State's Trans-
portation Code (See Appendix). These revisions allow a municipality to include
roadways on the state highway system in its local access management plan.
The intent of the TxDOT was to allow municipalities, on request, to assume responsibility
for issuing permits for access connections to state highways within the jurisdiction of the
municipality under a local access management plan when the municipality has the abil-
ity to issue permits.
As a result of this law, the City of Round Rock prepared this manual to imple-
ment access permitting for State Highway System roadways within its jurisdiction
and extraterritorial jurisdiction of the City. In preparing this publication, the City
used portions of its Transportation Criteria Manual, TxDOT's Access Management
Manual, AASHTO's Po/icy of Geometric Design of Highways and Streets and other
sources.
City of Round Rock Access Management Manua/for State Highways 1-1
Chapter 2 Access Management General
Chapter 2 - Access Management General
2.1 Introduction
The access management criteria contained in this manual are applicable to
all classes of state highways and freeways except new highways on new
alignments. Access connections along the new highways on new alignments
will be determined by the Department during the design phase. This man-
ual also provides a mechanism for local agencies to be granted permitting
authority to the state highway system. Local agencies that choose to han-
dle access permitting for state highway system roadways within their juris-
diction can either develop or use their own access management guidelines
or they can adopt the guidelines contained in this manual. Because they
have authority to implement subdivision and zoning regulations, local agen-
cies also have the ability to apply access management techniques: shared
access, cross access, lot width requirements, driveway throat length, inter-
nal street circulation, and general thoroughfare planning. It is through a co-
operative relationship with local governments that the safety and opera-
tional benefits of access management will be realized. The following section
provides an overview of access management and discusses some of its prin-
ciples.
2.2 Overview
Proper access management assists in protecting the substantial public in-
vestment in transportation by preserving roadway efficiency and enhancing
traffic safety, thus reducing the need for expensive improvements. Fur-
thermore, access management can significantly reduce traffic accidents
personal injury, and property damage, as well as promote the orderly lay-
out and sustainability of a community. To appreciate how access manage-
ment fits into the entire spectrum of the roadway network, one should un-
derstand that freeways, arterials, collectors, and local streets serve varying
levels of through-traffic movement and access to property (see Figure 2-1).
• Freeways - provide the highest level of mobility and are intended
to carry the greatest amount of traffic at the highest speeds. Ac-
cordingly, freeway mainlanes provide no direct access to property
and access to the freeway mainlanes is provided only at inter-
changes and ramps.
• Arterials - provide the next highest level of mobility and are in-
tended to carry substantial amounts of traffic over relatively long
distances and at relatively high speeds. Direct property access
City of Round Rock Access Management Manua/ 2-1
Chapter 2 _- Access Management General
may be provided but must be carefully managed to preserve mo-
bility and avoid creating unsafe and congested conditions.
Figure 2-1 Access Function
w-iraway s Lowy
V*hmiler
Mta,par- Mabxlity
hlu�cr ,
Aransas
R-ama�y
�Ildctars
MergF�ronc�od.
Ca,
and Indust-se
colleettwo
�t+sarader�sAt
doll:otos
Gsr►s"rel
Lacsei
S#e-s�ta�
-and Access
Loup Stroota
& Gvl-da�s •
Low ugh,
S004 Adeptod from AASHTO— sa
trac bsgn of tUand-
+�xStrOsta 1980
• Collectors - provide lower mobility and are intended to carry
lower volumes of traffic at lower speeds. Since most of the trips
on collectors are shorter distance local trips, these streets can
safely provide a higher amount of property access.
• Local streets - provide the lowest level of mobility and are in-
tended to provide direct access to properties, preserve the
City of Round Rock Access Management Manual 2-2
Chapter 2 Access Management General
neighborhood environment and enhance pedestrian and bicycle
safety.
2.3 Definitions
Acceleration Lane;
A speed-change lane, including tapered areas, for the purpose of enabling
a vehicle entering a roadway to increase its speed to a rate at which it can
more safely merge with through traffic.
Access Connection;
Facility for entry and/or exit such as a driveway, street, road, or highway
that connects to the highways under the jurisdiction of the department or
local agency.
ADT;
The average daily traffic volume. It represents the total two-way traffic on
a roadway for some period less than a year, divided by the total number of
days it represents, and includes both weekday and weekend traffic. Usually,
ADT is adjusted for day of the week, seasonal variations, and/or vehicle
classification.
Auxiliary Lane:
A lane striped for use as an acceleration lane, or deceleration lane, right-turn
lane, or left-turn lane, but not for through traffic use.
Capacity.,
The number of vehicles that can traverse a point or section of a lane or
roadway during a set time period under prevailing roadway, traffic and con-
trol condition.
City of Round Rock Access Management Manua/ 2-3
Chanter 2 - Access Management General
Connection Spacing;
The distance between connections, which is measured along the edge of the
traveled way from the closest edge of pavement of the first access connec-
tion to the closest edge of pavement of the second access connection.
Corner Clearance;
The distance along the edge of the traveled way from the closest edge of
pavement of the intersecting roadway to the closest edge of pavement of
the nearest access connection.
Corner Lot..
A lot located at the intersection of two roadways that has frontage on each
roadway.
Deceleration Lane.
A speed-change lane, including tapered areas, for the purpose of enabling a
vehicle that is exiting a roadway to leave the travel lanes and slow to a safe
exit.
Directional Median Opening;
An opening in a nontraversable median that accommodates specific move-
ments, such as U-turn movements and/or left-turn movements from the
highway, and physically restricts other movements.
Divided Highway.,
A highway with a median designed to separate traffic moving in opposite
directions.
City of Round Rock Access Management Manual for State Highways 2-4
Chanter 2 - Access Management General
Frontage Road:
A local street or road along an arterial highway allowing control of access
and service to adjacent areas and property. A frontage road may also be
referred to as a service road.
Full Median Opening;
In a nontraversable median, an opening that allows all turning movements
from the highway and the adjacent connection, as well as crossing move-
ments.
Function/Area (Intersection);
The area of an intersection necessary to provide all required storage
lengths for separate turn lanes and for through traffic plus any maneuver-
ing distance for separate turn lanes. The functional boundary of an inter-
section includes more than just the physical area of the intersection.
Functional ClassiRcation;
A system that classifies roadways according to the competing functions of
traffic movement and access. The extremes of the classification categories
are the fully access-controlled freeway that provides no local access func-
tion and the cul-de-sac that provides no through movement.
Intersection;
Any at grade connection with a roadway, including two roads or a driveway
and a road.
Level of Service(LOS);
A measure of traffic flow and congestion. As defined in the HighwayCapac-
ity Manual, it is a qualitative measure describing operational conditions
within a traffic stream, generally described in terms of such factors as speed
and travel time. freedom to maneuver, traffic interruptions, comfort and
convenience, and safety.
City of Round Rock Access Management Manual for State Highways 2-5
Chanter 2 - Access Management Genera/
Limited Access Roadway;
A roadway especially designed for through traffic and over, from, or to
which owners or occupants of abutting land or other persons have no right or
easement of access by reason) of the fact that their property abuts such lim-
ited access facility or for any other reason. Interstate highways, parkways,
and freeways are usually developed as limited-access facilities.
Loca/Access Road:
A local public street or road that is generally parallel to a highway under the
jurisdiction of the Department. Access for businesses or properties located
between the highway and the local access road is provided to the local ac-
cess road rather than the highway. A local access road may also be called a
lateral road, or reverse frontage road, depending on individual location and
application.
Median;
That portion of a divided highway separating the opposing traffic flows. A
median may be traversable or nontraversable.
Median, Nontraversab/e;
A physical barrier in a roadway or driveway that separates vehicular traffic
traveling in opposite directions. Nontraversable medians include physical
barriers (such as a concrete barrier, a raised concrete curb and/or island,
and a grass or a swale median) that prohibit movement of traffic across the
median.
Median, Traverab/e;
A median that by its design does not physically discourage vehicles from
entering or crossing over it. This may include painted medians.
Median Opening Spacing;
The allowable spacing between openings in a non-traversable median to al-
low for crossing the opposing traffic lanes in order to access property or for
City of Round Rock Access Management Manua/for State Highways 2-6
Chanter 2 - Access Management General
crossing the median to travel in the opposite direction (U-turn). The dis-
tance is measured from centerline to centerline of the openings along the
traveled way.
Reverse Frontage Road•
See "Loca/Access Road
Right-of-Way:
A general term denoting land, property, or interest therein, usually in a strip,
acquired for or devoted to transportation purposes.
Service Road:
See "Frontage Road
Shared Access;
A single connection serving two or more adjoining lots or parcels.
Sight Distance;
The distance visible to the driver of a passenger vehicle measured along the
normal travel path of a roadway from a designated location and to a speci-
fied height above the roadway when the view is unobstructed by traffic.
Signa/••
A traffic control signal.
Stopping Sight Distance(SSD);
The distance required by a driver of a vehicle, traveling at a given speed, to
bring the vehicle to a stop after an object on the roadway becomes visible. It
City of Round Rock Access Management Manual for State Highways 2-7
Chapter 2 - Access Management General
includes the distance traveled during driver perception-reaction time and the
vehicle braking distance.
Storage Lane Length;
The portion of an auxiliary lane required to store the maximum number of
vehicles likely to accumulate in the lane during a peak period.
TemporaryAccess:
Time-limited provision of direct access to a roadway. Such access must be
closed when permit conditions for access removal are satisfied. Typically,
such conditions relate to such time when adjacent properties develop in ac-
cordance with a joint access agreement or frontage road plan.
TMLITCD;
Texas Manual on Uniform Traffic Control Devices
TXD0T.,
Texas Department of Transportation
City of Round Rock Access Management Manual for State Highways 2-8
Chapter 3 7.Engineering Analysis
Chapter 3 - Engineering Analysis
3.1 Overview
Conformance with the City of Round Rock's driveway access policy does
not preclude the need for engineering driveway locations. Any changes to
drainage or hydraulics on the State Highway System resulting from access
connections must be approved by TxDOT prior to any local access
connection approval. Consideration also needs to be given to the actual
driveway design, utility location (or relocation), traffic control during
construction, compliance with the Americans with Disabilities Act (ADA)
and Texas Accessibility Standards (TAS), environmental requirements,
wetland considerations, if applicable, and the need to follow all applicable
State and Federal laws, rules and regulations.
Engineering studies or analyses can be used to assist in the evaluation of
future access connections to the State Highway System within the City of
Round Rock. In most cases, such as low volume or rural access
connections, an engineering study will not be needed. The need for an
engineering study, and the level of detail, will be determined by City of
Round Rock.
The purpose of engineering study is to determine the safety, mobility, and
operational impacts that the access connection will have on the highway
system. In addition, such studies can also assist in the determination that
such studies also determine the compatibility between the proposed land
use and the transportation network.
3.2 Early Coordination
As early as possible in the development process, applicants are encouraged
to meet with the Department of Transportation Services staff to discuss
specific requirements associated with obtaining access to the state highway
system. This meeting, in addition to bringing all affected parties together
regarding access connection issues, will also help to define the
requirements of any needed engineering study.
When determining the need for and level of detail of an engineering study,
the following questions should be considered:
• Do the proposed driveway(s) meet the minimum spacing requirements
per Tables 5-1, 5-2 and/or 5-3?
City of Round Rock Access Management Manua/ 3-1
Chapter 3-Engineering Anaiys.!
• Will the proposed driveway(s) require a deceleration or acceleration
lane?
• Are there any sight distance or physical obstructions that will result in a
safety problem?
• Are there any environmental or hydraulic issues associated with the
proposed driveways)?
• What are the traffic volume and classifications of the intersecting
street at the proposed driveway location?
• Is there an unusual lot configuration?
The responses to the above list of questions will determine the level of detail
required in an engineering study. If necessary, specifics regarding needed
level of study, time of day analysis, phasing of development, and project
area can be defined and agreed upon at the initial coordination meeting.
Additional information and analysis may be required if the access
connection cannot meet the minimum spacing requirements, or there is an
operational or safety impact. The City of Round Rock will make such
determination jointly with the applicant.
3.3 Engineering Study versus Traffic Impact Analysis (TIA)
A Traffic Impact Analysis (TIA) is defined in the requirements described
below. The following section outlines the purpose and requirements of an
engineering study and a TIA.
In all cases where the access requirements set forth herein are satisfied, a
TIA will not be required. Typically, the impacts of an access point along a
state facility can be ascertained by means of an engineering study that
indicates the forecasted turning movements at the proposed access
connections. The forecasted turning movements, used in conjunction with
the TxDOT Roadway Design Manual, will determine the need for and the
required length of left turn and/or right-turn deceleration lanes.
3.4 Requirements for Engineering Studies and TIAs
The intent of this section is to identify the possible criteria for engineering
studies and TIAs. It is the intent of the City of Round Rock to require only
those elements of an engineering study or TIA that are necessary to
answer the specific questions that arise during the permitting process for
specific access points. It is not the intent of the City of Round Rock to
City of Round Rock Access Management Manua/ 3-2
Chapter 3-Engineering Analysis
require an exhaustive TIA for every application for a driveway permit on a
State roadway. The early coordination meeting, as discussed above, will be
the mechanism to identify whether or not an engineering study or TIA is
necessary and, if so, the level of detail that will be required.
3.5 Engineering Study
Should an engineering study be required, it may include the following
elements: trip generation, trip distribution, and traffic assignment at the
proposed access points. Additionally, the engineering study may require
that existing traffic volume data be collected.
The trip generation will be conducted using the latest edition of the
Institute of Transportation Engineer's Trip Generation manual unless
there is acceptable data that supports the use of another trip generation
source. Trip distribution will be performed with input from the local
TxDOT District staff (and the local agency, if applicable). The traffic
assignment will be conducted to determine the forecasted turning
movements attributable to the proposed development. The existing
traffic counts will be adjusted, using an annual growth rate as agreed by
the Department of Transportation Services to the build-out year of the
proposed development. As an example, if the proposed development
will take two years to construct and occupy, the existing traffic volumes
will be adjusted by the agreed upon growth factor for two years. The
resulting traffic volumes will be used as background traffic volumes, and
the assigned forecasted turning movements will be added to the
background traffic volumes resulting in the total traffic volumes.
The total traffic volumes will be used to determine the need for left-turn
and right-turn lanes. If such lanes are needed, refer to the TxDOT
Roadway Design Manua/to determine their lengths and other design criteria.
3.6 Traffic Impact Analysis (TIA)
In the instances where a TIA is required by the Department of
Transportation Services, it may include the above mentioned elements as
well as the same type of data for intersections adjacent to the proposed
site (specific study limits to be defined by Department of Transportation
Services). Additionally, the TIA may require operational analyses (including
LOS and capacity analyses) for the study intersections as determined
during the initial meeting between the applicant and the Department of
City of Round Rock Access Management Manual 3-3
Chapter 3-EngineedlIg Analysis
Transportation Services staff. Furthermore, the applicant's TIA should
include recommendations for mitigation measures should the impact of the
proposed access point(s) on the state highway system results in
unacceptable levels of service.
3.7 Examples of Levels of Engineering Studies
This section presents examples of scenarios under which an engineering
study or TIA would likely be require by the City of Round Rock and the
level of detail that would be needed to address the issues associated with
the requested access connection. These scenarios are for illustration
purposes only and should not be used as thresholds for study level
requirements.
1. The first scenario involves a request that meets the driveway spacing
criteria, but is a major development that consists of more than 200,000
square feet of retail development, along with additional pad-type
developments. Even though the driveway spacing criteria (as defined
herein) have been met, it is important for the City to understand the
impacts that this large development will have on the adjacent roadway
network and the intersections adjacent to the site. The parameters of
the engineering study or TIA would be defined by Department of
Transportation Services based on the characteristics of the existing
traffic, the major intersections relative to the site access, and other
operational or safety concerns.
Additionally, the engineering study or TIA would likely examine multiple
phases of development, assuming that the entire site will not be
developed at one time. The phased study or TIA would enable the
Department of Transportation Services to determine the necessary
mitigation measures for each phase of development and the specific
improvements that should be in place to accommodate the
development's traffic. As noted previously, the intent of a City-required
Engineering Study or TTA is not to determine the compatibility of the
land use with the surrounding area, but rather to determine the impact
of the development and its associated traffic ate roadway.
2. The Second scenario involves the application for a driveway for a small
development, such as a single residential unit, single retail unit or
similar use. The driveway spacing requirements, as set forth herein, are
satisfied by the applicant. The existing traffic volumes along the state
City of Round Rock Access Management Manual 3-4
Chapter 3-Engineeriljg Analysis
roadway are relatively low. Neither an Engineering Study nor a TIA
would be required in this scenario.
3. A third scenario would be the application for a driveway for a moderate-
sized development that meets the spacing criteria outlined herein, but
there is concern over the proper length of a right turn deceleration lane
and if there is a need for a left-turn lane. The Department of
Transportation Services staff may require an Engineering Study to
examine these issues. The applicant would need to provide forecasted
turning movement volumes at the subject driveway location as well as
background traffic volumes that will also pass through the intersection.
These forecasted volumes, along with the state roadway's design
speed, can then be used in conjunction with the City's Transportation
Criteria Manua/to determine if a right-turn deceleration lane and/or left-
turn lane is needed. If it is determined that either are required, an
operational analysis can be performed by the applicant to determine the
appropriate length of the required turn lane.
4. The fourth scenario involves an application for a driveway that does not
meet the spacing requirements set forth herein. As necessary, the
Department of Transportation Services may request an Engineering
Study or TIA to determine the operational impacts of the proposed
driveway on the existing state roadway and adjacent driveways or
intersections. The level of detail of this study or TIA will be dependent
upon the intensity of the traffic expected to be generated by the
planned development. The study may include trip generation,
distribution and assignment, but may also include operational analyses at
the proposed driveway and the adjacent intersections and driveways.
Further analyses may be necessary to determine the operational and
safety impacts of the sub-standard spacing on the overall roadway
system.
City of Round Rock Access Management Manual 3-5
Chanter 4-Drivewav Permit Application Process
Chapter 4 - Driveway Permit Application Process
4.1 General
Applications for driveway permits within the jurisdictional limits of the City
of Round Rock shall be submitted to the Department of Transportation
Services, which will review applications for driveway permits to ascertain
their impact on vehicular traffic, pedestrian traffic and safety; approval of
such applications will be based on these applications. In making a final
determination on a driveway permit application, the following factors will
be evaluated:
1. Topography of site;
2. Land use (including the intensity of the proposed development
and trip attraction and/or generation potential, mix of vehicles
and turning movements);
3. Function of public street (including number of lanes, medians (if
any), median openings, vertical and horizontal alignment, sight
distance, operating speeds, existing and projected traffic
volumes, entrance and/or exit ramps and frontage roads);
4. Location of nearby streets and driveways;
5. Proposed Site Plan (including on-site circulation, delineation of
intended paths, parking stalls, location of buildings and location
of loading areas);
6. Physical constraints of the site;
7. Unusual lot configurations;
8. Actual or anticipated increases in vehicular traffic resulting from
the permit application, which will be routed on to adjacent
streets;
9. Potential traffic movements which are unsafe or will have an
adverse effect on traffic operations; and,
10. Joint access, at the time of subdivision or site approval, for
abutting lots which have insufficient frontage to allow for a
driveway approach for each lot.
City of Round Rock Access Control Manual for State Highways 4_I
Chanter 4-Driveway Permit Application Process
No driveway permit shall be issued unless the design of the driveway
approach is in accordance with the City's Traffic Criteria Manua/as well as
Standard Specifications and Standards or is established in accordance with
a City-approved site plan.
City of Round Rock Access Control Manua/for State Highways 4-2
chapter 5-Driveway Spacing criteria
Chapter 5 - Driveway Spacing Criteria
5.1 STATE HIGHWAYS OTHER THAN FRONTAGE ROADS
This classification applies to all state highway systems routes that are not
new highways on new alignments, freeway main lanes or frontage roads
within the City limits of Round Rock.
Connection Spacing Criteria
Table 5-1 provides minimum connection spacing criteria for other state
systems highways. However, a lesser connection spacing than set forth in
this document may be allowed without deviation in the following situa-
tions:
• Where land locking of a parcel would result; or
• Replacement or re-establishment of access to the state
highway system under highway reconstruction and/or re-
habilitation projects.
Table 5-1 - Minimum Connection Spacing
Posted Speed Distance (1)
(mph) feet
less than 30 125
30 200
35 200
40 325
45 325
greater than or equal to 50 450
(1) Distances shown are for passenger cars on level grade. These
distances may be adjusted for downgrades and/or significant
truck traffic.
Corner Clearance
Table 5-1 is also to be used to provide minimum corner clearance criteria.
In the event inadequate access connection spacing can be achieved, the
City of Round Rock will allow for lesser spacing, providing that shared ac-
City of Round Rock Access Management Manua/for State Highways 5-1
Chapter 5-_Driveway Spacing Criteria
cess is established with abutting property. Where no other viable alterna-
tives exist, construction of an access connection will be allowed along the
property line farthest from the intersection. This accommodation will pro-
vide reasonable access under these conditions as well as provide for safe
operation. In such conditions, consideration will be given to designing the
connection to allow only right-in turning movement or right-in / right-out
turning movements to provide continued flow with minimal interruption.
Width of Access
The width of access driveways shall be determined in accordance with Ta-
ble 5-2. However, in no case shall an individual, undivided driveway width
be greater than 35 feet.
Table 5-2 Driveway Dimensions
Urban Rural
Residential Commercial Industrial Residential Commercial Industrial
Minimum
Width ft 10 15 20 10 15 20
Maximum
Width (ft) 30 35 35 30 35 35
The minimum width of commercial driveways applies to one-way opera-
tions. In high pedestrian areas, such as in the central business district or
in the same block with an auditorium, school, library or similar facility, the
maximum basic widths shall be 30 feet. The widths shown are measured
along the right-of-way line at the inner limit of the driveway.
The minimum radius for proposed drives shall be determined based on in-
tended usage including volumes and sizes of truck traffic. However, in no
case shall the drive return radius be less than 15 feet.
Existing Driveways
If a driveway is being reconstructed in its original location, documentation
must be submitted verifying the driveways location and width is not being
altered for the proposed reconstruction. This documentation can be in the
form of a scaled drawing showing the roadway, the existing driveway lo-
cation, the new location and material proposed for construction.
If, however, the reconstruction is due to a change in property usage or
zoning, resulting in the modification of the configuration of the driveway,
City of Round Rock Access management manual for State Highways 5-2
Chapter S-Driveway Spacing Criteria
the same policies and procedures will be followed as if the driveway ac-
cess was being requested for the first time. However, existing driveways
will not be removed unless additional driveway accesses are included in
the request for change in land use.
In cases where roadway widening or realignment is necessary at the dis-
cretion of the City of Round Rock or TxDOT, relocation of removal of ex-
isting driveways will be at the expense of the public entity. Any compen-
sation for loss of access will be applied to the project as compensation to
the private landowner.
5.2 DRIVEWAY SPACING FOR FRONTAGE ROADS
This subsection describes the spacing of driveways directly accessing In-
terstate frontage roads as well as the methodology that will be applied for
access connections on these facilities. Frontage roads are roadways that
are generally constructed parallel to an Interstate Highway, freeway or
other controlled access highway.
Frontage roads will be considered in order to provide direct access to
abutting properties where:
• alternative access is not available and the would be other-
wise landlocked;
• where it is not feasible to purchase access; and
• where the frontage road allows for improved mobility, to-
gether with the property access.
Connection Spacing Criteria for Frontage Roads
Table 5-3 provides the minimum connection spacing criteria for frontage
roads. However, a lesser spacing than set forth in this document may be
allowed without deviation in the following situations:
• To keep from land-locking a property; or
• Replacement or re-establishment of access to the State
Highway System as part of highway reconstruction / reha-
bilitation projects.
City of Round Rock Access Management Manua/for State Highways 5-3
Chapter 5—_Driveway Spacing Criteria _
It should be noted that, for areas with conventional diamond ramp pat-
terns, the most critical areas for operations are between the exit ramp
and the arterial street and between the arterial street and the entrance
ramp. In "x — ramp" configurations, the most critical areas are between
the exit ramp and the subsequent entrance ramp. While Table 5-3 pro-
vides minimum connection criteria, the critical areas with respect to the
ramp pattern may need greater spacing for operational, safety and weav-
ing efficiencies.
The distance between access connections is measured along the edge of
the traveled way from the centerline of the pavement of the first access
connection to the centerline of the second access connection (See Figure
5-1). Additionally, the access connection spacing in the proximity of the
frontage road "u-turn" lanes will be measured from the inside edge of the
"u-turn" lane to the centerline of the first access connection (See Figure 5-
2).
In the situation where frontage roads are provided, access will be con-
trolled for operational purposes, at ramp junctions with frontage roads,
through access restrictions to control driveway location and design. Fig-
ures 5-3 and 5-4 show recommended access control strategies for
planned or existing exit and entrance ramps, respectively, and should be
used where practical.
Table 5-3 Frontage Road Connection Spacing Criteria
Posted Minimum Connection Spacing feet
Speed One-Way Two-Way
(mph) Frontage Road Frontage Roads
less than 30 125 200
35 200 300
40 325 360
45 325 435
greater than 50 450 510
(1) Distances shown are for passenger cars on level grade. These
distances may be adjusted for downgrades and/or significant
truck traffic.
The placement of streets and driveways, in the vicinity of freeway ramps
or frontage road intersections, will be carefully considered and permitted
only after overall local traffic operations are considered. Table 5-3 shows
the spacing to be used between exit ramps and driveways, side streets or
City of Round Rock Access Management Manual for State Highways 5-4
Chapter 5—_Driveway Spacing Criteria
cross streets, if applicable. The number of weaving lanes is defined as the
total number of lanes on the frontage road downstream from the ramp.
Table 5-3 Desirable Spacing between Exit Ramps and Driveways
Total Volume Driveway or Spacing feet
(Frontage Rd. +Ramp) Side Street Number of Weavin Lanes
(vph) Volume (vph) 2 3 4
< 2500 <250 460 460 560
>250 520 460 560
>750 790 460 560
>1000 1000 460 560
> 2500 <250 920 460 560
>250 950 460 560
>750 1000 600 690
>1000 1000 1000 1000
Driveway or side street access on the frontage road in close downstream
proximity to exit ramp terminals increases the weaving that occurs on the
frontage road and may lead to operational problems. For this reason, it is
important to maintain appropriate separation between the intersection of
the exit ramp and the frontage road travel lanes, and downstream drive-
ways or side streets, where practical.
Figure 5-1 Access Connection Spacing Diagram
[reFer to table 5-1 or 5-3)
Aeo"�� Connection $pocing ,
City of Round Rock Access Management Manua/for State Highways 5-5
Chapter 5-Driveway Spacing Criteria _
It is recognized that there are occasions when meeting these exit ramp
exit ramp separation distances may not be possible due to the nature of
existing development, such as a high number of closely spaced driveways
and/or side streets, especially when in combination with closely spaced in-
terchanges. In these cases, at least 250 feet of separation should
be provided between the intersection of the exit ramp and the
frontage road travel lanes and the downstream driveway or side
street. Inasmuch as the use of only 250 feet of separation distance may
negatively impact the operation of the frontage road, exit ramp, driveway
and/or side street traffic, careful consideration should be given to its use.
When the 250 feet separation distance cannot be obtained, consideration
should be given to channelization methods that would restrict access to
driveways within this 250 foot distance. Refer to the Texas Manua/of Uni-
form Trac Control Devices (TMUTCD) for specific types of channeliza-
tion.
There will be similar occasions when meeting the entrance ramp separa-
tion distances may not be possible due to the same existing development
conditions associated with exit ramps. In these cases, at least 100 feet of
separation distance should be provided between the intersection of the
entrance ramp and the frontage road lanes and the upstream driveway or
side street.
Since the use of only 100 feet of entrance ramp separation distance may
also negatively impact the operation of the frontage road, entrance ramp,
driveway and/or side street traffic, careful consideration should be given
to its use. As with exit ramps, when the 100 foot entrance ramp separa-
tion cannot be obtained, consideration should be given to channelization
methods that would restrict access to driveways within this 100 foot dis-
tance. Refer to the TMUTCD for specific types of channelization.
Existing Driveways
If a driveway is being reconstructed in its original location, documentation
must be submitted verifying the driveways location and width is not being
altered for the proposed reconstruction. This documentation can be in the
form of a scaled drawing showing the roadway, the existing driveway lo-
cation, the new location and material proposed for construction.
City of Round Rock Access Management Manua/for State Highways 5-6
Chapter 5-Driveway Spacing Criteria
Figure 5-2 Frontage Road U-Turn Spacing Diagram
c �
Access Cauuec#lan spaor
0
1. (refer Eo Table 5-1 or 5-3) dy
i ar
FRONTAGE ROA(
FREEWAY MA I NL ANE
i
i U1
id
trf
FRONTAGE ROAD
at
ratucess section s ire ,
c
(refer Eo Table 5-1 or 5-3)
r
4'
If, however, the reconstruction is due to a change in property usage or
zoning, resulting in the modification of the configuration of the driveway,
the same policies and procedures will be followed as if the driveway ac-
cess was being requested for the first time. However, existing driveways
will not be removed unless additional driveway accesses are included in
the request for change in land use.
In cases where roadway widening or realignment is necessary at the dis-
cretion of the City of Round Rock or TxDOT, relocation of removal of ex-
isting driveways will be at the expense of the public entity. Any compen-
sation for loss of access will be applied to the project as compensation to
the private landowner.
City of Round Rock Access Management Manua/for State Highways 5-7
Chapter 5—_Driveway Spacing,Criteria
Figure 5-3 Recommended Access Control at Exit Ramp Junction with Frontage Road
C-V i Intersection of
Intersection
�R Roadwadwa y Surface
ace of Travel Lanes
Weaving Lone$
Frontage Rood
To
Control of
occess line ain
10 r5' 1:10 0
Vor i ab 4 I e ft- Var.-i ob I e�_
Access dere iea wriere practical
(1) For exit ramps to driveway, side street or cross street spacing, see Table 5-2.
(2) When the recommended minimum separation distance cannot be obtained,
consideration should be given to channelization methods that would restrict
access to driveways within the minimum separation distance.
RamR Location
In the preparation of schematic drawings, care should be exercised to de-
velop design in sufficient detail to accurately shown locations of ramp
junctions with frontage roads and the location of access control limits.
These drawings may be displayed at meetings and/or hearings and could
become the basis for right-of-way instruments or, in some cases, the
City's regulation of driveway location(s).
In some cases, ramps must be shifted to satisfy level of service considera-
tions or geometric design controls. As necessary, the access control limits
should also be shifted if rights-of-way have not been previously pur-
chased.
City of Round Rock Access Management Manual for State Highways 5-8
Chapter S—Driveway Spacing Criteria
Figure 5-4 Recommended Access Control at Entrance Ramp
Junction with Frontage Road
Intersection
Intersection of �o
of Travel Fangs Roadway Surface Ge
._ .. III __�� .�.---�----_ .►�+'
Frontage Road
; .
Controj of
access line
_200 ft desirable 100 ft Variable
I
i access denied
Access denied where_ practical
(1) For exit ramps to driveway, side street or cross street spacing, see Table 5-2.
(2) When the recommended minimum separation distance cannot be obtained,
consideration should be given to channelization methods that would restrict
access to driveways within the minimum separation distance.
5.3 WAIVERS
In the event circumstances, no matter the reason, do not allow the pre-
ceding criteria to be met, a waiver from the criteria may be requested.
The documentation required for application for a waiver be determined by
the Director of Transportation Services in accordance with the Section 3.1
entitled Overview.
Inasmuch as other potential factors may exist that could be sufficient to
warrant consideration for an exception to the policy, the Department of
Transportation Services should be consulted for a recommendation as to
specific documentation requirements.
City of Round Rock Access Management Manua/for State Highways 5-9
Appendix A - Texas Administrative Code
Title 43 Transportation
Part 1 Texas Department of Transportation
Chapter it - Design
SUBCHAPTER C. ACCESS CONNECTIONS TO STATE HIGHWAYS
Rule §11.50. Access Management.
(a) Purpose and need. Access management is an engineering and planning method of
balancing the needs of mobility and safety on a highway system with the needs of access to
adjacent land uses. Access management is one method of preserving the substantial public
investment in the ground transportation system by preserving the roadway level of service. Further,
access management can significantly enhance traffic safety by reducing traffic accidents, personal injury,
and property damage. It as been noted that access management practices can promote a
more coordinated intergovernmental,long term approach to land use and transportation decisions in the context
of quality of life, economic development; livable communities, and public safety. Given the benefits to the
ground transportation system and public safety, it is the intention of the depariment to promote the use of
access management on the state highway system.
(b) Applicability. This subchapter applies to all new access connections constructed
on highways on the state highway system. It also applies to existing access connections that
may be reconstructed or otherwise as part of a department project.
(c) Effective date. The provisions of this subchapter are effective January 1, 2004.
(d) Transition period. Prior to January 1, 2005, exceptions to the provisions of this
subchapter may be granted access connection requests where significant prior oommitrnents have been
made based on previous department policy.
Rule §11.51. Definitions.
The following words and terms, when used in this subchapter, shall have the following meanings,
unless the context dearly indicates otherwise:
City of Round Rock Access Management Manua/for State Highways A-1
Appendix A - Texas Administrative Code
(1)Access oDnnecbon— Facility for entry arid/or exit such as a driveway,street, road,or highway that
connects toa highway on the state highway system.
(2) Commercial driveway—An entrance to, or exit from, any commercial, business, or similar type
establishment.
(3) Commission The Texas Transportation Commission.
(4) Department The Texas Department of Transportation.
(5) Engineering study—An appropriate level of analysis as determined by the department, which
may include a traffic impact analysis, that determines the expected impact that permitting access will
have on mobility,safety,and the efficient operation of the state highway system.
(6) Local access management plan—A plan or guideline in a formally adopted municipality
rule or ordinance that is related to the application of access management within the
municipality's jurisdiction.
(7) Local access road--A local public street or road,generally one parallel to a highway on the state
highway system to which access for businesses or properties located between the highway and the local access
road is provided as a substitute for access to the highway. A local access road may also be called a lateral road or
reverse frontage road,depending on individual location and application.
(8) Permittee—A property owner or its aud)orized representative who receives an access connection
permit from the department to oonstrW or modify an access connection from the property to a highway
on the state highway system.
(9)Private driveway An entrance to or exit from a residential dwelling, farm, or ranch for the
exclusive use and benefit of the permittee.
(10)Public driveway An approach from a county or city maintained road or street or an entrance or ed
from a public school,a publicly owned cemetery,or other publicly owned places or buildings that provide for
public access.
City of Round Rock Access Management Manua/for State Highways A-2
Appendix A - Texas Administrative Code
(11)Traffic impact analysis--A traffic engineering study to the level of analysis determined by
the department that determines the potential cunient and future traffic impacts of a proposed traffic generator
and is signed,sealed,and dated by an engineer licensed to practice in the State of Texas.
Rule §11.52. Delegation of Access Permit Authority to Municipalities.
(a) Intent. A municipality may include highways on the state highway system in its
local access management plan. The intent of the department is to allow municipalities, upon request,to
assume responsibility for issuing permits for access connections to state highways within the jurisdiction of the
municipality under a local acoess management plan when the municipality has the ability to issue
permits.
(b) Precedence. A local access management plan supersedes an order of the omynission
underTransportation Code,§203.031(a)(2) or (4) to the extent that they conflict, unless:
(1) the United States Department of Transportation Federal Highway Administration notifies the
department that enforcement of the local access management plan would impair the
ability of the state or the department to receive funds for highway construction or
maintenance from the federal government; or
(2)the department owns the access rights.
(c) Application. The department will apply a local access management plan under this
section when the municipality provides its local access managernent plan to the department with an
indication of its desire that the plan be applied within its jurisdiction and an implementation date. The
department will implement any subsequent changes to the kcal access management plan when the
municipality submits the changes to the department with a proposed implementation date for the changes.
(d) Local access permitting function. A municipality that desires to undertake the acoess
permitting process on highways on the state highway system shall submit its proposed permitting procedures
City of Round Rock Access Management Manual for State Highways A-3
Appendix A - Texas Administrative Code
to the department. If the department determines that the proposed procedures adequately address
the requirements in subsection (f) of this section, it will transfer to the municipality the access
permitting function within the municipality's jurisdiction. The municipality shall submit to the
department a copy of each approved access permit on the state highway system within ten working days of its
approval.
(e)Assumption of permitting function optional. Municipalities are not required to take over the access
permitting function for state highways within their j u ri sd i cti on.
(f) Engineering. Granting access location permit authority to municipalities does not preclude the
need to properly engineer access locations. Any impacts to drainage or hydraulics on highways
on the state highway system resulting from access connections must be coordinated with the
department prior to any local access approval. Issuance of access permits by a municipality
must address driveway geometries, utility location or relocation, compliance with the Americans
with Disabilities Act (ADA) and Texas Accessibility Standards (TAS), environmental
requirements, wetland considerations if appropriate, and all other applicable state and federal
laws, rules, and regulations.
Rule §11.53. Locations Where the Department Controls the Access.
(a) Access purchase requests. Where new access connections are requested on highways
where the adjacent owner has no existing right of access, requests to purchase access will be considered
under the provisions of this section. The request must include an engineering study acceptable
to the department.
(b) Approval. The commission will make the final determination concerning new access
connections under this section. The commission may consider the findings of the engineering study
and the mobility and safety of the highway system, or any other relevant factors.
(c) Documentation. When the commission approves the sale of access to the owner
of property adjoining the highway facility, the sale will be accomplished under Transportation
City of Round Rock Access Management Manua/for State Highways ,q-4
Appendix A - Texas Administrative Code
Code, Chapter 202, Subchapter B. Access points approved by the commission under this section
will be specifically described by a metes and bounds property description.
Rule §11.54. Construction and Maintenance of Access Connection Facilities.
(a)For commercial and private driveways,the cost of materials, installation,and maintenance shall be
the responsibility of the permittee.
(b) For public driveways,the cost of materials and installation shall be the responsibility of the
permitee. The department shall maintain all portions of public access driveways that lie within
the state highway right of way and that connect to highways that are the maintenance
responsibility of the department.
(c)Any existing acoess connections that are destroyed or removed in the construction or reconstruction
of a section of highway will be reestablished by the department to the extent necessary to provide reasonable
aooess.
(d)The department may undertake actions deemed necessary to eons drainage or safety problems
related to existing or new acoess omnection facilities.
Rule§11.55 Local Acoess Roads.
(a) If local access roads are neoessary to restore circulation or to resolve a landlock condition on a
remaining parcel of land,or will otherwise benefit the state highway system,local aooess roads may be included
in a department project on a standard participation basis as established in Appendix A of§15.55 of this title
(relating to Construction Cost Participation).
(b)Commission approval must be obtained prior too the department entering into any agreements th
provide local aooess roads in conjunction with a department project.
(c)Local access roads will not be considered service projects as defined in§15.56 of this title(relating
to Local Financing of Highway Improvement Projects on the State Highway System).
City of Round Rock Access Management Manua/for State Highways A-5