Chapter 6	Mobility Standards
	Part 1	Access Management
	Part 2	Streets and Rights-of-Way
	Part 3	Street Name Change, Street Closing, Street Naming and

                                          >                                                            
                                          > **Site Addressing**                                        |

6.1.1 Intent

The intent of this section is to manage vehicular access to land development, while preserving traffic flow in terms of safety, capacity, and speed. The site access approval procedures established herein are intended to balance the right of reasonable access to private property with the right of the citizens of Louisville and Jefferson County to safe and efficient travel. These regulations are intended to implement the Mobility Goals and Objectives of Cornerstone

2020, and Guideline 7 of the Plan Elements.

6.1.2 Approval Required

Construction of curb cuts or access to a public right-of-way serving any new development shall occur only after review of plans and receipt of the necessary permits from the Director of Works or the Kentucky Transportation Cabinet. All new development shall be reviewed for compliance with the Access Management Design Manual. The Director of Works may approve deviations from the Design Manual when site conditions prevent adherence to the manual, based on a determination that the deviation is in accordance with AASHTO standards and will not create a public safety hazard. Deviations from portions

of the Design Manual relating to joint access and connections between adjacent uses may be approved if the Director of Works and the Planning Director jointly determine such deviations are consistent with public safety, the form district standards and the intent of the Comprehensive Plan.

In addition to new development, the following changes to existing development are subject to this Part:

A. existing structure is replaced by new structure or improvements; or

B. existing structure or parking lot is expanded by 20% or more beyond the size existing at the effective date of this regulation (incremental changes that cumulatively increase the size by 20% fall within the regulated activities of this paragraph); or

C. an existing use is changed to a use for which Chapter 9 of the Land

Development Code specifies a higher parking ratio.

6.1.3 Residential Developments

When a residential subdivision is proposed that abuts an arterial or collector roadway, it shall be designed to provide lots abutting the roadway with access only from an alley, frontage road or interior local road.

Direct driveway access to individual one and two family dwellings from arterial and collector roadways are prohibited unless the Planning Commission determines, in consultation with the Director of Works, that there is no acceptable access alternative.

Developments with an aggregate of 200 or more dwellings (single family or multi-family) shall have at least two separate access roadways connecting directly to existing roadway(s). Developments created prior to the effective date of this paragraph and not in compliance with it may be modified, including

NOTE: Refer to the Access Management Design Manual(Appendix

6A) for specific design guidance.

construction of ancillary facilities and improvements to existing structures, provided that the modifications do not increase the number of dwelling units.

6.1.4 Corridor Access Management Overlay Zones

Segments of a roadway corridor may be designated as corridor access management zones for the purpose of applying special access management controls that exceed the requirements and standards in this part. The purpose of this designation is to avoid significant traffic congestion problems, reduce

vehicular and pedestrian conflict areas, and to ensure appropriate development within the designated area in accordance with the Comprehensive Plan.

The controls in such districts are not intended to be substitute for other Land Development Code provisions but can be superimposed over such provisions and should be considered additional requirements.

Corridor access management zones shall be created in accordance with the public involvement and public hearing requirements applicable to the creation of any form district.

6.2.1 Applicability and General Standards

A. All new streets located in or adjoining any subdivision of land hereafter proposed shall conform to the standards of design established in this Part. In any subdivision of land hereafter proposed, the subdivider shall

agree to make all dedications and complete all physical improvements as required in Table 6.2.1 before the Commission may approve the preliminary plan or minor plat. In no case shall any new lots be created or new street constructed that does not meet a pavement width of at least 18 feet, except that a five lot, five acre per lot subdivision may be accessed

by a 12 foot gravel road with 3 foot earthen shoulders.

B. All new development meeting one of the criteria listed in 1 through 6 below and having frontage on a public right-of-way shall dedicate land necessary to meet the minimum right -of-way width established in Table

6.2.1, unless exempted by the Planni ng Director and the Director of

Works.

Category 3 Review (includes Major Subdivisions)

Rezoning/Plan Certain Development

Conditional Use Permit

Developments adjacent to legislatively adopted roadway improvement projects.

Developments with road impr ovements as required by Metro

Public Works and/or the LDC.

Minor Subdivision Plats creating lots.

C. Developments meeting one of the cr iteria listed above that contain land that is depicted for future roadways shown in the comprehensive plan, legislatively adopted roadway plans , or an approved road alignment study shall dedicate right-of-way as outlined within the applicable plan or study.

D. All single family residential developments or detached unit condominium developments shall not create private streets unless written approval is obtained from the Directors of Works and Planning.

E. All new development and subdivi sions having frontage on roadways proposed for bicycle facilities in t he Comprehensive Plan shall provide right-of-way necessary to accommodate such facilities. The applicant shall construct the bicycle facilitie s, unless the Planning Director and the Director of Works determine, based on roadway conditions or the status of adjacent segments of the bicycle facility, that construction would not be appropriate.

6.2.2 Relationship of Streets to Topography

New streets shall be so related to the topography and to existing streets as to

Streets and Rights-of-Way

promote the public convenience and safety and to facilitate the proper use of

the land they are constructed to serve. In particular, streets shall be designed to facilitate the drainage and storm water runoff objectives set forth in Appendix

4H (Erosion Prevention Sediment Control). Street Grades shall conform, as closely as practicable to the original topography.

6.2.3 Grade

No street grade shall be less than one per cent nor more than ten percent, unless a different grade is expressly approved by the Director of Works because of special topographical conditions.

The maximum grade at any point on a street constructed without curb and gutter shall be 6 percent, unless approved by Director of Works.

6.2.4 Street Intersections

A. Number of Approaches - Intersections involving more than four basic street legs or approaches shall be prohibited. Merging lanes, deceleration lanes, '"Y" intersections and traffic circles are not included in this prohibition, but are considered as being parts of one street leg or approach.

B. Angle of Intersection - For a tangent distance of at least one hundred feet measured from the intersection of right-of-way lines, all streets shall intersect at an angle of ninety degrees, where practical, but in no case shall the angle be less than seventy five degrees.

C. Intersection Offset - Streets entering opposite sides of another street shall be laid out either directly opposite one another or with a minimum offset of one hundred feet between their centerlines.

D. Intersection Spacing - All local and cul-de-sac streets intersecting with and entering the same side of other collector, local or cul-de-sac streets shall be located at least two hundred feet apart measured from centerline to centerline. When the intersected street is an arterial, the distance between intersecting streets shall be at least 1,000 feet. All other streets intersecting with and entering the same side of any other street shall be located at least five hundred feet apart, measured from centerline to centerline, unless a closer spacing is expressly approved by the Director of Works, to promote the public convenience and safety and to facilitate the proper use of the surrounding land.

E. Grades at Intersections - Where the grade of any street at the approach to an intersection exceeds three percent, a leveling area shall be provided, having not greater than a three per cent grade for a distance of fifty feet from the intersection of the street centerline. A sag immediately adjacent to the intersecting street and a vertical curve shall be used to connect the intersection grades.

6.2.5 General Layout of Streets

A. Coordination with Surrounding Streets - A proposed street shall recognize and extend the plan and profile of off-site existing streets, and shall make possible the future extension of streets into adjacent

undeveloped land. Collector streets shall intersect with surrounding collector or arterial streets at safe and convenient locations.

B. Ingress and Egress - Access from new lots or a new street connecting an existing street shall not be approved unless the existing street has adequate pavement width to provide for ingress and egress to the proposed development.

C. Alignment - The alignment of all streets shall be related to the centerline and shall be as follows, unless a different alignment is required by the Director of Works because of special topographical considerations or sound engineering practices:

Major and Minor Arterials and Collectors - the radius of all horizontal curves shall be at least 573 feet and horizontal curves shall have a desired stopping site distance of 325 feet with the minimum stopping sight distance of 275 feet. All vertical crest and sag curves shall conform to the formula L = KA. The desired K value shall be 80 with a minimum K value of 55. The design of the horizontal and vertical curves may vary based on the design speed of the roadway as determined by the Director of Works.

Local and Cul-de-sac Streets - All local and cul-de-sac streets shall be related to the topography of the subdivision and shall generally tend to discourage fast or through traffic.

D. Corner Radii - The minimum radii at the pavement edge, or the back of the curb where required, shall be twenty-five feet for all street intersections, unless a different figure is expressly approved by the commission because of special topographical considerations or sound engineering practices. The minimum radii at the property line shall be fifteen feet for all street intersections, unless a different figure is expressly approved by the Director of Works because of special topographical considerations or sound engineering practices.

E. Continuation of Existing Streets – Subdivisions shall be designed to ensure that existing public and private streets, which stub into the subject property must be extended through the subject property. For subdivisions creating any lot that abuts or has access to any proposed stub street extension, right-of-way shall be dedicated sufficient to accommodate the extension of the street, and the street shall be constructed in accordance with the requirements of this Land Development Code for constructing public or private roads.

F. Cul-de-sac or Dead End Streets – Proposed closure of a section of cul-de- sac or dead end streets shall require installation of a turn-around or

cul-de-sac unless waived by the Directors of Public Works and Planning or their designees. Signs shall be installed meeting the Manual on Uniform Transportation Control Devices (MUTCD).

6.2.6 Requirements for Specific Types of Streets and Alleys

A. Minimum Requirements - New streets shall provide right-of-way and improvements specified in Tables 6.2.1 and 6.2.2, according to the

Streets and Rights-of-Way

functional class of the street and the form district in which it is located, subject to the following exception:

B. Development activity that meets the thresholds in the form district for Street and Roadside Design and new streets shall provide sidewalks in accordance with Tables 6.2.1 and 6.2.2 subject to the following exceptions:

� Sidewalks shall not be required on lots that are five acres or

greater in area and developed for single family residential uses unless they connect with existing sidewalks on both sides of the property.

� Lots within approved major subdivisions in which the sidewalk(s)

were waived as part of the subdivision approval for the applicable street frontage shall not be required to provide sidewalks.

Fee in Lieu Option - The Director of Works and the Director of Planning or designees may allow the payment in lieu of sidewalk construction upon a finding that construction of a sidewalk is not appropriate due to one of the following applicability requirements:

� Sidewalks construction is impracticable due to topographical conditions or site constraints; or

� A determination by the Director of Works and the Director of Planning or designees that sidewalks do not exist in the area and there is not a likelihood for sidewalks to be constructed in the future, except for areas where sidewalks are recommended within a Planning Commission or legislatively adopted plan recommending sidewalk construction.

a. Amount of fee shall be set by Metro Public Works based on average sidewalk construction. The fee in lieu amount for single family residential property that is not part of a major subdivision plan shall be calculated based on the minimum lot frontage of the applicable zoning district or actual lot width, whichever is less. All fees paid shall be used for sidewalk

construction within the same Metro Council District. It should be noted that payment of a fee in lieu of sidewalk construction is an option available to developers that must be approved by the Director of Works and the Director of Planning or designees. Applicants retain the right to request a sidewalk waiver (see B.2 below); in no case shall the Planning Commission or Director of Works require the payment of a fee in lieu of sidewalk construction. The fee in lieu option shall not be approved and the sidewalk shall be constructed when one of the following situations apply:

� Where an existing sidewalk network can be completed or extended, except in locations where site constraints cause construction difficulties as determined by the Director of Works and the Director of Planning or designees.

� The required sidewalk would provide a direct means of

access to a lot that contains a pedestrian generator such as a school, church, library, community center or park.

b. A new fee in lieu or sidewalk shall not be required in the future for a street frontage in which a fee in lieu has already been

approved and paid.

Sidewalk Waiver a. Applicability:

Any development site required to provide a sidewalk in accordance with applicable form district threshold tables of Chapter 5 of this

code may submit an application for a sidewalk waiver in accordance with the submittal requirements of paragraph 2b below.

b. Submittal Requirements:

i. A plan (e.g. development plan (plan certain or category review), minor plat, preliminary subdivision plan or conditional use permit plan.)

ii. A justification document, which addresses as applicable the following items:

(a) How the proposed waiver conforms to the Comprehensive Plan and the intent of this Land Development Code;

(b) Why compliance with the regulations is not appropriate and granting of the waiver will result in a development more in keeping with the Comprehensive Plan and the overall intent of this Land Development Code;

(c) What impacts granting of the waiver may have on adjacent property owners;

(d) Why strict application of the provision of the regulations would deprive the applicant of the reasonable use of the land or would create an unnecessary hardship on the applicant.

c. Review Process:

i. Notice shall be given in accordance with the provisions of LDC

waivers as listed in Chapter 11 of this code.

ii. The Planning Commission or designee or BOZA (only in conjunction with a review of a variance or conditional use permit request) shall review the waiver request in order to hear comments from concerned citizens and to review comments from Planning and Design Services staff and other agencies.

iii. The Planning Commission or designee or BOZA (only in conjunction with a review of a variance or conditional use permit request) may approve waivers or modifications of standards upon a finding that:

(a) The waiver will not adversely affect adjacent property owners; and

(b) The waiver will not violate the Comprehensive Plan; and

(c) The extent of waiver of the regulation is the minimum necessary to afford relief to the applicant.

Streets and Rights-of-Way

iv. The Planning Commission or designee or BOZA (only in conjunction with a review of a variance or conditional use permit request) may grant a waiver to allow a reduced sidewalk requirement where less than 50% of the street frontage is being developed. A reduction waiver shall not exempt future development on the parcel from the construction of the remainder of the sidewalk.

Table 6.2.1

| General

Standard | Major
>
> Arterial | Minor
>
> Arterial | Collector | Local | Cul-de- sac | Alley | |--------------------|----------------------------------------------------------------------------------------------------------------------------------|--------------|--------------|------------------------------------|---------------|-----------| | R.O.W Width | 130 feet | 120 feet | 80 feet | 60 feet/50 feet if curb & gutter | 50 feet | 25 feet | | Pavement

Width | As determined by the Director of Works; refer to Street
>
> Cross Sections for general guidance on pavement widths | | Sidewalk | Required1 | Required1 | Required1 | Required | See Table
>
> 6.2.2 | N.A. | | Bicycle Lane | Bike Plan2 | Bike Plan2 | Bike Plan2 | Bike Plan2 | | N.A. | | Verge3

(Planting Strip) | Width to be determined by Director of Works; refer to form district standards for recommended width (if adequate right-of-way) | N.A. |

1 Sidewalk is required on both sides of all streets. Minimum sidewalk width is 5 feet unless different width specified in Form Districts. With approval of the Director of Works, meandering sidewalks are specifically allowed.

2 Bicycle facilities will be required along selected streets based on the adopted Bicycle and Pedestrian Plan.

3 Verge width will be determined by the Director of Works, depending on right-of-way width and site specific factors. Recommended widths are listed in the table.

Table 6.2.2


Form District

Standards | The following standards are specific to the form district in which a roadway is located | | | Major
>
> Arterial | | Neighborhood | Sidewalk:
>
> 5 feet; Verge: 15 feet | | Traditional

Neighborhood | Sidewalk:
>
> 5 feet Verge: 5 feet | | Village | Sidewalk:
>
> 6 feet in Center Verge: 6 feet | | Town Center | Sidewalk:
>
> 5 feet; Verge: 5 feet | | Traditional

Marketplace | Sidewalk:
>
> 6 feet; Verge: 5 feet | | Suburban

Marketplace | Sidewalk:
>
> 5 feet; Verge: 6 feet | | Traditional

Workplace | Sidewalk:
>
> 5 feet, Verge: 5 feet | | Suburban

Workplace | Sidewalk:
>
> 5 feet; Verge: 15 feet | | Regional

Center | Sidewalk:
>
> 5 feet; Verge: 10 feet |

4 Local level through streets that have no more than 20 single family lots when fully developed may be built to cul-de-sac right-of-way and pavement width standards, with a finding from the Director of Works that through traffic is adequately accommodated.

Streets and Rights-of-Way

Table 6.2.2 continued

Form District Standards	The following standards are specific to the form district in which a roadway is located
	Major

                         >                                                                                          
                         > Arterial                                                                                 |

| Campus | Sidewalk:
>
> 5 feet; Verge: 10 feet | | Downtown

* | Sidewalk:
>
> 7 feet |

* 5 ft. sidewalk width is acceptable in some situations

C. Exceptions – The Director of Works may approve exceptions from the standards of Tables 6.2.1 and 6.2.2 where new development extends an established pattern of roadway design that has been shown to adequately serve the area’s transportation needs. The Planning Commission, with comments from the Director of Works, may approve deviations from the standards (reductions and exceedences) of Table

6.2.1 and Table 6.2.2.

6.2.7 Construction Standards

Construction plan showing materials, methods of construction and detailed specifications for all required physical improvements, for public and private roadways, shall be submitted to and approved by the Director of Works before construction is begun.

A. Materials - The engineer shall be guided by sound engineering practices in the selection of materials for street construction and other physical improvements. Wearing surfaces shall be limited to high-type asphalt or Portland cement concrete. Base courses may be of, but not limited to, the following: Portland cement concrete, hot mixed asphalt concrete, crushed limestone, stabilization of acceptable soils with soil-cement, asphalt, lime or other recognized materials or combinations thereof. Sub-base stabilization with recognized materials may also be used.

B. Design Standards - The engineer designing the subdivision and the approving agency shall be guided by recognized procedures for determining adequacy of the various structures. Examples and guidelines are as follows:

Drainage - MSD Design Criteria or the Kentucky Department of Highways Drainage Manual will be acceptable for determining hydraulic adequacy of drainage facilities.

Structures - Design shall be by acceptable methods using

AASHTO design loading as follows:

a. Local and Cul-de-sac H - 15 b. Collector H - 20

c. Arterial and All Industrial and As required

Commercial Zoning Districts by Director of Works

Street Pavement and Base - Design methods suggested by, but not limited to, trade associations, such as Asphalt Institute, Portland Cement Association, National Limestone Institute, and others shall be used. The following basic elements shall be considered: soil characteristics, design life, traffic usage, material strengths and provisions for maintenance.

Pavement Design Criteria - Pavement design for all street classifications shall conform to the current pavement design standards established by the Director of Works.

Road Shoulder Design - The design of new roadway shoulders must comply with the most recent AASHTO publication.

Construction Sequencing- The construction phasing of all sections within an approved preliminary plan shall be contiguous to completed subdivision sections. Any deviation from this scheduling must be approved by the Director of Works prior to beginning of construction.

Construction Specifications - The construction plans shall include complete specifications to guide construction and fully explain the intent of the drawings. Because of general familiarity by contractors, the current edition of MSD or Kentucky Transportation Cabinet Standard Specifications for Road and Bridge Construction or other adopted standards may be incorporated by reference to the extent applicable, or separate detail specifications may be written to satisfy the conditions. In any event, complete specifications shall be provided which include, but are not limited

to the following:

a. Materials and requirements for acceptance b. Methods of construction, and

c. Basis for acceptance or rejection of the project

Private Roadways – All private roadways shall meet the right-of- way width and construction standards of sections 6.2.6 and 6.2.7, unless the Planning Director, with concurrence of the Director of Works, approves in writing a waiver of said standards, or unless eligible for the standards contained in section 6.2.8. Private streets/access easements located in the OR, OR-1, OR-2, OR-3, OTF, CN, CR, C-1, C-2, C-3, CM, EZ-1, M-1, M-2, M-3, PD, PRO and PEC zones shall make all dedications and complete all physical improvements or provide a financial instrument adequate to ensure completion of the improvements as required under these regulations before the Commission may approve the subdivision plat.

Sidewalks shall maintain an unobstructed passage way (clear of

Streets and Rights-of-Way

fire hydrants, street trees, utility poles, other obstructions) at least

4 feet wide, or other dimension as approved by the Director of

Works.

6.2.8 Private Roadways

A. Standards – Private roadways serving no more than five lots restricted for single family residential use may be constructed in accordance with the following standards:

Minimum Physical Improvements for Private Roadways

Number of Lots Private Street

1 - 2 lots P 18/R30

3 - 5 lots P 18/R50

P = Pavement width

R = Right-of-way or easement width

B. Grade - No private access easement grade shall be less than one percent nor more than ten percent, unless a different grade is expressly approved by the Commission and the Director of Works because of special topographical conditions.

C. Minimum Pavement Standards - The Pavement/roadway design shall conform to the minimum physical improvements for private access easements issued by the Director of Works and to the requirements of the Louisville Metro Code of Ordinances, Chapter 94.80 - 94.82.

D. Lots - All applicable zoning regulations, as pertaining to minimum yard requirements, shall be interpreted as being measured from the nearest boundary of the private access easement.

Right-of-Way Illustrations

The following illustrations depict right-of-way configurations based on the standards contained in Tables 6.2.1 and 6.2.2. Streets developed prior to adoption of these standards may diverge significantly from the

illustrations. Subdivisions and new developments along pre-existing routes may be required to dedicate right-of-way or make improvements in accordance with the Tables 6.2.1 and 6.2.2 standards and the following illustrations.

Notes*: (applicable to all roadway types)*

Greater or lesser right-of-way widths may be needed, depending on topography and other circumstances.

Shared use paths and bicycle lanes will be provided in selected locations based on the Bicycle and Pedestrian Plan. These facilities will not be constructed along every roadway. A wide curb lane may substitute for a bike lane, if the standards of the “Kentucky Transportation Cabinet Pedestrian and Bicycle Task Force Policy Recommendations” are met. Bike lanes and shared use paths are shown with various street types and configurations

for purposes of illustration; these renderings are not intended to limit the type of bicycle facility provided with a certain road configuration.

Type, size and location of landscaping within the right-of-way must be in accordance with the requirements of the entity responsible for the right-of-way. Street trees shall be placed in accordance with requirements of the agency having jurisdiction over the roadway and applicable form district standards. Ground cover and low growing vegetation (two feet maximum height) compatible with

utility line maintenance are recommended for the verge.

Sidewalk widths and setbacks vary according to form district; refer to the applicable form district regulation. A minimum five feet width is required in all form districts other than local level roadways in the Neighborhood Form District. Meandering alignment of walkways is permitted.

Streets and Rights-of-Way

Streets and Rights-of-Way

Streets and Rights-of-Way

Local Street

Rural: Two-way, two-lane no curb and gutter

15'-0" Common Easement (electric, phone,

cable, gas)

£ £

2_

f'CL=-''------- Righl-of-way 60'-0" -----"CL'-"-'=t

15'-0" Common

Easement

(electric, phone, cable,gas)

Local Street

Urban: Two-way, two-lane street with curb and gutter

• (Trees may be planted 1n verge, depending upon established planting pattern)

15'-0" Common Easement (el eclnc, phone, cabel , gas)

15'-0" Common Easement (eleclnc, phone,

cable,gas)

Alley Neighborhood Form Alley Traditional Neighborhood

I

0

par ng Right-of-way 15'-0'

Street Naming and Site Addressing

6.3.1 General Provision

A. Purpose

These standards and procedures are es tablished to promote and protect the public health, safety and welfare within Jefferson County by providing common and effective methods for assigning and changing street names and site addresses, and permanent clos ure of public rights-of-way and access easements. Such methods ensure the efficient delivery of emergency services to individual homes and businesses, and appropriate determination of the continued use of lands dedicated for public purpose.

B. Effect

No application for a building permit or subdivision plat shall be approved that contains street names or site addresses that do not comply with the requirements and procedures provided herein.

The following terms relating to Street Names are included in the

Definitions (Chapter 1 Part 2): Commission, Planning Director,

Fire Protection District, Louisville and Jefferson County Information

Consortium (LOJIC, Person, Street Index File

6.3.2 Street Name Change

| | A. | Authorization and Procedure
>
> Street and alley names may be changed in accordance with this section. | | |--------------|------|----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|---------| | | B. | Who May Initiate a Street or Alley Name Change | | | | | Applications for changing a street or alley name may be initiated by the Planning Commission, any governmental unit having jurisdiction over any part of the street or alley, property owners representing fifty-one percent of all parcels adjacent to the public right-of-way to be renamed, or by property owners whose property includes more than fifty-one percent of the linear front feet of the portion of the street or alley to be renamed. | | | | C. | Application Requirements | | | | | The following information items are required for acceptance of a formal application to the Louisville and Jefferson County Planning Commission to change the name of any public or private street or alley*.* | | | March 2006 | | LAND DEVELOPMENT CODE | 6.3-1 |

The formal application shall contain the following items:

a. The existing street or alley name.

b. The proposed street or alley name. c. Justification for request.

d. The application shall be signed by the applicant or a person authorized by the applicant.

e. Signed, notarized, consent and address of each adjoining property owner who has requested the name change, or an affidavit authorizing an agent to act on behalf of said adjoining property owner(s).

f. Statement of the availability of the proposed street name, in accordance with Section 6.3.5.

g. Additional information as required.

Ten copies of a scaled 8 1/2 x 14 inch drawing showing the entire street or alley involved and including names, sources of title, and addresses of all adjacent property owners along the street as reflected by information and maps maintained by the Property Valuation Administrator. Vacant lots shall be designated as such in the scaled drawing. A location/vicinity map showing the

distance of the street proposed for re-naming to the nearest arterial street shall be on the drawing.

The appropriate application fee as defined in the Schedule of

Application Fees.

Fee to record the final documents in the Office of the County Clerk.

D. Review and Action for Applications

Complete applications for a street name change shall be reviewed and action taken in accordance with the following procedures.

The Planning Commission or its designee shall determine the technical accuracy of the request and establish the Planning Commission public hearing date.

A notice of the proposal to change the street or alley name and the opportunity to request a public hearing shall be sent to all property owners adjacent to the affected portion of the street or alley and all governmental units having geographical jurisdiction. Notice shall be sent no less than 14 days prior to the Planning Commission’s consideration of any proposed street name change.

If requested to do so by any interested party, the Planning Commission shall hold a public hearing on any proposed street or alley names changes. The Planning Commission may waive the public hearing if no such request is received, and affected governmental units having geographical jurisdiction agree to the proposed name change.

Notice of public hearing shall be published in accordance with the provisions of Kentucky Revised Statutes, Chapter 424 (minimum

14 calendar day notice).

Following a public hearing or business session at which the proposed street or alley name change was considered, the Planning Commission shall:

a. If the street or alley is entirely within one jurisdiction with zoning authority, the Planning Commission shall make a recommendation to the legislative body of that jurisdiction for final action; or,

b. If the street or alley is located in more than one jurisdiction with zoning authority, the Planning Commission shall make

a recommendation to Fiscal Court, or, after January 1, 2003, the council of the consolidated local government.

Upon receipt of an ordinance from the legislative body approving a name change, a copy of the ordinance and the approved map shall be recorded in the Office of the County Clerk.

6.3.3 Permanent Street Closing

A. Authorization and Procedure

Publicly dedicated right-of-way may be permanently closed in accordance with this section. Temporary street closures may be authorized by the Director of Works; such closures are not subject to this regulation.

This regulation is not applicable to any streets or alleys located entirely within 5th or 6th class cities.

B. Who May Initiate an Application for Permanent Closing or Abandonment of a Public Right-of-Way or Easement.

Applications for permanently closing a public right-of-way may be initiated as follows:

By the Planning Commission;

Any governmental unit having geographical jurisdiction over the public right-of-way;

Property owners representing a minimum of fifty-one percent of all parcels adjacent to the public right-of-way or section of right-of-way proposed to be closed, from intersection to intersection;

Property owners representing a minimum of fifty-one percent of the linear street frontage feet of the public right-of-way or section of public right-of-way proposed for closure from intersection to intersection;

Property owners representing a minimum of fifty-one percent of the adjoining parcels or adjoining linear frontage feet of a cul-de-sac or dead end street andalleyways or other rights of way adjacen to the section of right-of-way proposed for closure. See section 6.2.5

General Layout of Streets for additional requirements. C. Application Requirements

The following information items are required for acceptance of a formal application to the Louisville and Jefferson County Planning Commission to permanently close a public right-of-way.

Pre-Application Conference - The staff of the Division of Planning and Development Services will meet with applicants prior to formal submittal of the request to discuss the requirements, procedures and standards of the street closure process.

Formal Application – A complete application form available through the Division of Planning and Development Services including the following information and attachments:

a. A metes and bounds description of the public right-of-way proposed for closure signed and sealed by a registered Land Surveyor in the Commonwealth of Kentucky.

b. Justification for the request.

c. The application shall be signed by the applicant or a person authorized by the applicant.

Plat of Survey - A recent plat of survey that describes the area proposed for permanent closure with the street or alley name(s) clearly labeled where appropriate. The plat shall show how the area proposed for closure is to be divided. The plat shall be signed and sealed by a land surveyor registered in the Commonwealth of Kentucky. Multiple copies of the plat shall be submitted, as determined by the Planning Director.

Site Plan - Closures related to any proposed development shall submit a site plan as part of the application. Where transportation or utility facilities are to be relocated, the site plan shall indicate specific locations for the relocation of these facilities and label as existing or relocated.

Notification List - The applicant shall provide a list of the names and mailing addresses of all property owners adjacent to the

proposed street or alley closing extending to the nearest intersecting streets. This list may be prepared from maps and records maintained by the Jefferson County Property Valuation Administrator. A map shall be submitted illustrating the location of each of the property owners identified above. Vacant lots shall be designated in the map.

Notarized Consent - The applicant shall provide an original and one (1) copy of notarized consent to the closing from property owners of the adjoining properties along the proposed area of closure who have requested the closure, or an affidavit authorizing an agent to act on behalf of the said property owners.

Additional Information – The Planning Commission may request the applicant to provide other information based upon consultation with other local agencies (i.e., Air Pollution Control District, Department of Public Works), including but not limited to traffic impact analyses and utility relocation data.

Fees – The application and recording fees as defined in the

Schedule of Application Fees.

D. Considerations for Approval of a Street or Alley Closing

In determining whether a proposed street closing should be approved, the Planning Commission shall consider the following:

Adequate Public Facilities - Whether and the extent to which the request would result in demand on public facilities and services (both on-site and off-site), exceeding the capacity or interfering with the function of such facilities and services, existing or programmed, including transportation, utilities, drainage, recreation, education, emergency services, and similar necessary facilities and services. No closure of any public right-of-way shall be approved where an identified current or future need for the facility exists. Where existing or proposed utilities are located within the right-of-way to be closed, it shall be retained as an easement or alternative locations shall be provided for the utilities.

Cost for Improvement - The cost for a street or alley closing, or abandonment of any easement or land dedicated to the use of the public shall be paid by the applicant or developer of a proposed project, including cost of improvements to adjacent rights-of-way or relocation of utilities within an existing easement.

Comprehensive Plan – The extent to which the proposed closure is in compliance with the Goals, Objectives and Plan Elements of the Comprehensive Plan.

Other Matters - Any other matters which the Planning Commission may deem relevant and appropriate.

E. Findings for Street Closings

The Planning Commission shall make a recommendation on the proposed street or alley closing based on its findings relating to the various considerations listed in section D, above or its designee shall review the application for compliance with Cornerstone 2020 (comprehensive plan).

F. Review and Action for Applications

Complete applications for a street closing shall be reviewed and action taken under the following procedures.

The Planning Commission or its designee shall determine the

Planning Commission public hearing date.

The Planning Commission shall hold a public hearing on all proposed street or alley closings, unless waived in accordance with paragraph 4, below.

Notice of public hearing shall be published in accordance with the provisions of Kentucky Revised Statutes, Chapter 424. In addition, signs giving notice of the public hearing shall be placed in the area so as to be conspicuous for passing motorists or pedestrians using the affected street or alley and at or near the closest street intersections. Signs shall be posted at least 14 days prior to the public hearing. A notice of the proposal to close the street or alley shall be sent to all property owners adjacent to the street or alley segment defined by the nearest intersecting streets, and all governmental units having geographical jurisdiction. This Notice shall be mailed to property owners at least 30 days prior to any public hearing.

The Planning Commission may waive the public hearing if all owners of property adjacent to the street or alley, and affected governmental units having geographical jurisdiction, agree to the proposed closure.

Following a public hearing concerning a proposed street or alley closure, the Planning Commission shall make a recommendation to the affected legislative body for final action. If the street or alley is entirely within more than one jurisdiction with zoning authority, the Planning Commission shall make a recommendation to all of the affected legislative bodies for final action.

Upon receipt of an ordinance from the legislative body approving a street closure, a copy of the ordinance, approved plat and the metes and bounds description shall be recorded in the Office of the County Clerk.

6.3.4 Release or Modification of Private Access Easement

A. Authorization and Procedure

Private access easements created by documents or plats approved by the Planning Commission may be modified or

released in accordance with this section. Applications for closing a private access easement shall be made in accordance with the procedures established in Chapter 11.

B. Non-Utility Access Easements

If an easement was established for private access only (and does not include an easement for sewer, dr ainage, or utilities), the Planning Director or designee may approve the re lease or modification of a private access easement if all of the following conditions are satisfied:

The applicant has submitted the notarized consents of 100% of the property owners adjoining the easement to be modified or released, extending in either direction to the nearest intersecting streets (three or four way intersection).

The easement is not necessary for access, or alternate appropriate access is provided.

If the easement was created by a minor plat, the applicant must obtain approval of a revised minor plat in accordance with the Subdivision Regulations. If the easement was created by a recorded major subdivision plat, the applicant must obtain approval of an amendment to the record plat in accordance with the Subdivision Regulations.

C. Joint Use Easements

If the easement is for private access, as well as sewer, drainage, or utilities, the Planning Director or designee may approve the release or modification of the easement if all of the following conditions are satisfied:

The applicant has submitted the notarized consents of 100% of the property owners adjoining the easem ent to be modified or closed, extending in either direction to the nearest intersecting streets (three or four way intersection).

Written approval of the closure or modification is received from

MSD, Public Works, Louisville Water Company and Louisville Gas

& Electric (or successor organization).

Thirty (30) days advance writt en notice of the proposed closure or modification is given to the fo llowing agencies/utilities (or their successors) and no objections are received within that time period:

a. BellSouth;

b. Louisville & Jefferson County Board of Health;

c. Planning and Design Services (E-911);

d. Agency responsible for police and fire services e. Clerk of the legislative body having jurisdiction;

All necessary utility easements are preserved or provided in alternate locations.

The easement is not necessary for access or alternate appropriate access is provided.

Easements created by minor plat must obtain approval of a revised minor plat in accordance with the Subdivision Regulations. Easements created by a recorded major subdivision plat, must obtain approval of an amendment to the record plat in accordance with the Subdivision Regulations.

D. Limitation of Commission Authority

The above conditions may not be waived by the Planning Commission. If all of the above conditions are not satisfied, neither Planning and Design Services staff nor the Planning Commission may approve the closure or modification.

E. Recording

Documentation of the release or modification shall be recorded in the office of the Jefferson County Clerk.

6.3.5 Street Names

A. Requirement for Naming

All public streets shall be named in accordance with the provisions of this section. All private streets, frontage roads and ingress/egress

easements providing the principal means of access to residential, commercial, industrial, or other properties or buildings shall be named.

Exceptions: Private streets and easements that provide secondary means of access to parcels that are accessible from and qualify for an address on a named public or private street are not required to be named. Easements through a parking lot that link parcels in shopping centers or other multiple lot developments with the public street system shall be named if the Planning Director in consultation with the appropriate Fire Department determines that naming is required for emergency services purposes. The Planning Director, with comments

from the appropriate Fire Department, may waive the requirement to name private streets based on a finding that naming would not benefit emergency service providers.

Street Signs: All street signs, for public and private streets shall conform to the requirements of the Manual on Uniform Traffic Control Devices. Permanent signs shall be installed no later than the date on which the road(s) are open to public use. Temporary signs may be required if the Director of Public Works determines they are necessary. The Director may determine the installation schedule and acceptable design (size, height, materials) of temporary signs. The party(ies) responsible for maintenance of private roads and access easements required to be named by this section shall provide, install and maintain street signs adequate to identify the private roads.

B. Agency Responsible for Assignment and Change of Street Names

The assignment or change of all public and private street names shall be approved by the Louisville and Jefferson County Planning Commission or its designated representative for approval of street names. Street names that have been approved by the Commission are considered official

street names and are to be included in the Louisville and Jefferson

County Street Index File (SIF).

C. Responsibility for Coordination of Street Name Assignments

The Division of Planning and Design Services (DPDS) shall be responsible for coordination with fire and police departments, public agencies, utility providers and others for the assignment or change of street names. This coordination will occur during the street name approval processes defined in this Chapter. DPDS will also be responsible for notification of all appropriate agencies of approved street names that have been entered into the Street Index File.

D. How Street Name Assignments May be Initiated

The approval process for new street names may be initiated as part of any of the following development approval procedures. Applicants for preliminary subdivision plan review are encouraged to seek street name approval as part of the preliminary plan application.

Preliminary Plan for Major Subdivision: Street names may be submitted for approval with a Preliminary Plan for Major Subdivision. Approval of the preliminary plan with street names may be given by the Planning Commission, the Technical Review Committee or the Planning Director. A street name review fee is not required for street name assignments that are part of an application for preliminary subdivision plan review.

Record Plat for Major Subdivision: Approved street names shall be shown on all major subdivision record plats. A street name

review fee is not required for street name assignments that are part of an application for major subdivision record plat review.

Minor Subdivision: Street names must be submitted for approval with a Minor Subdivision Plat. Approval of the plat with street names may be given by the Planning Commission or the Planning Director. A street name review fee is not required for street name assignments that are part of an application for minor subdivision plat.

Condominium Property Regime Plan: Street names may be submitted for approval with a Condominium Property Regime Plan. Approval of the plan with street names may be given by the Planning Commission or the Planning Director. A street name review fee is required for street name assignments within condominium property regime plans.

Development Plan Review: Street names may be submitted for approval with a General Development or Detailed District Development Plan associated with a zoning district change. Approval of street names may be given by the Planning Commission or the Planning Director. A street name review fee is not required for street name assignments that are part of an application for general or detailed district development plan approval.

Street Name Change: Street name assignment requests that cannot be submitted as part of one of the development approvals listed above may utilize the street name change application process. Approval of these types of requests shall be given in accordance with Section 6.3.2 of this Land Development Code. A street name review fee is required for street name assignments.

E. Time Limits for Street Name Approvals

Street name approvals are limited to the effective period of the associated development approval as listed in this Code. For example, a street name approval contained with a preliminary subdivision plan approval is effective for one year. At the end of the one year period, the preliminary subdivision plan and street name approvals would expire if the applicant has not filed a record plat for the property or requested an extension of the preliminary approval as provided in this Code.

F. Reservation of Street Names

Property owners and registered agents may apply to the Division of Planning and Design Services for a street name reservation. Street name reservations have a maximum effective period of six months and

may not be extended except through a new application process. A street name review fee is required.

G. Duplication of Existing Street Names Not Permitted

To eliminate potential confusion and delay of emergency response, duplication of street names shall not be permitted. Streets with the same name but different street type designations shall be considered duplicate street names (e.g., Chesterfield Drive and Chesterfield Road are duplicates). Proposed street names and name changes shall be compared with street names listed in the Street Index File (SIF) to determine if the proposal would create a duplicate name.

H. Similar or Confusing Spelling of Street Names Not Permitted

To eliminate confusion resulting from diction problems when individuals are reporting street names under stress, similar (text or phonetic) or confusing spelling of street names shall not be approved. The following are examples of the issues described in this section.

Example	Problem
Stonehenge vs. Stonehedge	Similar Spelling
Rumplestiltskin	Difficult to spell
Jotunheimen	Obscure
Phunny	Phonetically confusing spelling

I. Length of Street Names

Street names of 12 or fewer characters are encouraged to maximize visibility of street signs. New street names shall not contain more than 16 characters, which does not include either the direction (north, east, etc.)

or the street type (lane, drive, etc.). Names shall not contain hyphens, apostrophes, or other non-letter characters. New street names shall not contain more than two words, exclusive of direction or street type.

J. Permanent Voids (Use of Same Name For Interrupted Streets)

To preserve the continuity of street names, and accommodate permanent interruptions to streets including limited access freeways, streams or railroad facilities, the same street name shall not be continued on both sides of a permanent physical interruption to the road.

K. Continuation of Street Names

Streets continuing through an intersection shall keep the same name. For commercial, multi-family, or townhouse developments that have an entrance or access through a publicly maintained cul-de-sac, a separate street name will be required for the entrance or access road in the event that it serves or is intended to serve two or more address numbers.

Street names shall not be changed due to a change in direction of the street, nor shall a new prefix be used for those streets that meet the criteria for using a directional indicator in the street name.

L. Use of Directional Indicators in Street Names

Directional indicators, such as north and west, shall not be included in street name proposals as a prefix or suffix to a street name. When streets cross the east/west or north/south zero baseline the appropriate

directional indicator may be assigned by DPDS as part of the street name approval process.

M. Street Type Designations

Street type designations shall be assigned by the Planning Commission or its designee. Street names submitted for review will be evaluated for conformance with the criteria provided below. Street type designations that appear on approved subdivision, development and condominium plans shall be consistent with approved designations. Abbreviations of street type designations shall be consistent with NENA (National Emergency Number Association) standards as depicted in Appendix 6B. See table below for the categories which comprise the range of street types that may be approved.

| Category | Criteria | Possible Street Type
>
> Designations | |----------------------------------|------------------------------------------------------------------------------------------------------|-------------------------------------------------------------------------------| | Limited Access Roadway | Four or more lanes, divided, limited access | Pike, Freeway, or
>
> Expressway | | Major Arterials | Multi-lane, high volume, through movement of traffic | Thoroughfare, Avenue, Road, Boulevard, Parkway (County Designated), Highway | | Minor Arterials and

Collectors | Two or more lanes, moderate traffic volumes and trip lengths | Avenue, Street, Road, Drive, Trace | | Local Residential or

Commercial | Two or more lanes, provide access to individual residences or businesses | Lane, Drive, Way, Circle, Trail, Loop | | Residential or

Commercial

Cul-de-sacs | Typically two travel lanes, providing access to fewer than twenty sites | Court, Place, Terrace | | Shopping Center ingress/egress | Typically two travel lanes, providing access to business sites within a larger planned development | Square, Arcade, Center, Plaza | | Service Facilities | One or more travel lanes providing service access to residences and businesses | Alley, Walk, Court, Terrace |

Street type designations that are proposed that do not meet the criteria listed above will not be approved.

6.3.6 Street Address Assignment

A. Street Address Assignment

Street addresses shall be assigned to all residential and commercial lots, each home site within mobile home parks, condominium and apartment units, individual business, office and commercial uses and sites, and accessory structures and uses that represent separate living or business units. Addresses shall be assigned based on the Jefferson County Addressing Manual (see Appendix 6C).

B. Administrative Procedures

Authority, Duties and Responsibilities of Planning Director

a. The Planning Director shall be responsible for the updating, interpretation, administration, and enforcement of all aspects of the addressing manual which are not the specifically reserved authority of the Louisville and Jefferson County Planning Commission, and shall have the necessary authority to ensure compliance herewith, including the issuance of violation notices and any other appropriate action.

b. The Planning Director shall maintain records of all addresses for each property and building on the parcel identification maps that are maintained by LOJIC. Such records and maps shall be made available to all public safety, law enforcement and emergency agencies for their use in the performance of their respective duties.

c. When street address numbers are noted by the Planning Director as either incorrect or otherwise in need of reassignment, the Planning Director is authorized to change the address in accordance with the provisions contained herein.

Cooperation with Fire Protection Districts

The Planning Director shall cooperate with the Fire Protection Districts prior to the assignment and change of addresses and street names.

Enforcement of Numbering System

a. Whenever there is reason to believe that any person is in violation of any provision of this ordinance, the Planning Director or any Fire Protection District acting through one of its regular firefighters may give notice of such violation to the person failing to comply with any such provision and order said

person to take such corrective measures as are necessary within 30 days from the date of notification. Said notice shall also advise that the recipient may, within 14 days from the date of notification, submit written evidence to the Planning Director or the Fire Protection District, as the case may be, of why there is no violation of this ordinance. Copies of all violation notices and any response thereto shall be provided to both the

Planning Director and Fire Protection District having jurisdiction regardless of the source that issued the original violation notice.

b. Such notice and order shall be sent via certified mail, with return receipt requested, to the property owner. The date

shown on the return receipt shall be the date from which the 30- day period shall commence for compliance or submission of written evidence of non-violation.

c. If such person fails to comply with the order issued pursuant to this section, the Planning Director may initiate such actions as are necessary to terminate the violation, including criminal citations and applying to courts of competent jurisdiction for injunctive relief, or any other appropriate action. If the original violation notice was issued by a regular firefighter, such firefighter may pursue and prosecute a criminal citation or complaint.

Preparation of Street Name and Address Maps, Address Files, and

Emergency Service Numeration (ESN) District Boundary Maps

The Planning Director shall have prepared and shall maintain a series of maps of the entire county and such maps, to the extent possible, shall depict each street property address as well as the boundaries of all emergency service numeration districts. Due to the limitations of mapping to effectively portray each address for each building or building sub-unit, the Planning Director shall also cause to be prepared a listing of each address for each parcel and building and/or sub-units within buildings. The official street name, address maps are available through LOJIC and other related computer files.

Display of Address Number

Address numbers shall be displayed in accordance with Louisville Metro

Code of Ordinances 97.10 through 97.14. (See Appendix 6D)

Building and Occupancy Permits – Duty of Owner

a. No building permit shall be issued for any structure until the owner or developer has procured the official address number of the premises from the Planning Director or designee. An

occupancy permit for any structure erected or repaired shall be withheld until permanent and proper address numbers have

NOTE: Louisville Metro Ordinance 224-2003, effective 12-15-2003

been affixed to such structure in accordance with the requirements of this regulation.

b. In the event that a structure is modified in use or design so that either a change in address or the assignment of additional addresses is required for continued compliance with this ordinance, the changed address or additional addresses must be acquired from the Planning Director in accordance with the provisions of this article. No building permit or occupancy permit shall be issued until the proper street address

number(s) for a modified structure has been assigned.

Penalty

Any person, firm or corporation failing to comply with the provisions of this regulation after written notice by the Planning Director

issued under the provisions shall be guilty of a violation and fined in accordance with Chapter 97.16 of the Jefferson County Code of Ordinances.

Design Standards for Transit

6.4.1 DESIGN STANDARDS FOR TRANSIT

A. Relationship to the Comprehensive Plan

These regulations are intended to implement the Mobility Goals A2, A3 and I6 of Cornerstone 2020, and Guidelines 7 and 9 of the Plan Elements.

B. Adoption of Design Manual

The Planning Commission is authorized to approve and revise as necessary the “Transit Design Standards Manual” or successor document, based on guidance from the Director of Works and of the Executive Director of the Transit Authority of River City, or successor agencies. The manual shall specify the type and design of transit- related amenities and transit-related site design features to be provided, as well as thresholds for provision of various types of transit-related features.

NOTE: The Transit Design Standards Manual is located in Appendix 6F.

March 2006 LAND DEVELOPMENT CODE 6.4**-**1

Traffic and Air Quality Assessment

6.5.1 Traffic and Air Quality Assessment

A. Intent

These regulations are intended to implement the Mobility Goals and Objectives of Cornerstone 2020, and Guidelines 7 and 12 of the Plan Elements.

B. Analysis Required

The applicant shall be required to file a traffic impact study or air quality analysis or both, if the Director of Works or the Director of the Air Pollution Control District determines that the development meets the conditions and thresholds established in the current version of the “Guidelines for Traffic Impact Studies and Air Quality Analysis in Jefferson County, Kentucky” or successor document as approved by the

Planning Commission (See Appendix 6E). The content and methodology of the traffic impact study and air quality analysis shall be in accordance with the Guidelines or successor document.

C. Planning Commission Approval

The Planning Commission may approve or deny a development plan, based on recommendations concerning the air quality or traffic study provided by the Air Pollution Control Board, Director of Works or the Director of APCD.

The Planning Commission is authorized to approve, revise and replace the “Guidelines for Traffic Impact Studies and Air Quality Analysis in Jefferson County, Kentucky” document, based on guidance from the Directors of Public Works and of the Air Pollution Control District, or successor agencies.

NOTE: Part II A of the “Guidelines” establishes the conditions currently used to determine need for a traffic/air quality study:

1. 200 or more peak hour trips

2. location near heavily congested roadways

3. location near roadway needing to be improved

4. project entails installation or modification of traffic signal

project affects air quality “hot spot” or area of special concern

March 2006 LAND DEVELOPMENT CODE 6.5-1

Appendix 6A

Access Management Design Standards

Part 1 Access Management

1.1 Intent and Applicability

This manual presents design guidelines for m anaging vehicular access to land development, while preserving traffic flow in term s of safety, capacity, and speed. Major thoroughfares and collectors serve as the primary network for moving people and goods. Thes e corridors also provide access to busin esses and homes and have served as the focus for commercial a nd residential developm ent. The design principles described herein are in tended to balance the right of reasonab le access to private property with the right of the citizens of Louisville and Jefferson County to safe and efficient travel.

1.2 Relationship to the Comprehensive Plan

This manual is intended to assist in implem enting the Goals, Objectives and Plan Elem ents of Cornerstone

1.3 Access Classification System and Standards

A. The Director of Works (City or County depending upon location) is responsible for approving the number and location of curb cuts. The Director issues permits in accordance with the design principles presented in this manual, AASHTO standards and good engineering practice.

B. Roadways within Jefferson County are classified for the purposes of access management as shown in

Core Graphic 10, “Roadway Classification and Projected Corridors.”

C. Separation between access points on all City and County maintained roadways should meet or exceed the following minimum standards for that classification.

Table 4: Jefferson County Access Classification System & Standards: 1

Functional Classification	Driveway Spacing	Spacing of Median Openings or Major Intersections 2	Signal Spacing
Major Arterial with a

Median | 600 ft. 3, 400 ft. 4 | 1200 ft. 3, 800 ft. 4 | ¼ - ½ mile | | Minor Arterial | 600 ft. | 600 ft | ¼ mile | | Collector | 300 ft. | 300 ft. to 600 ft. | ¼ mile |

(1) It is recognized that some locations, due to existing development characteristics, may not meet the standards provided in this section.

Access to such properties is allowed to continue.

(2) Applies to full median openings on roadways with medians. Directional median opening spacing shall be ¼ mile on all major arterials. (3) Applies to facilities with a speed of 45 mph or greater. Speed refers to posted speed or 85th percentile speed, whichever is lower.

(4) Applies to facilities with a speed of less than 45 mph. Speed refers to posted speed or 85th percentile speed, whichever is lower.

1. To provide reasonable flexibility in administration, some deviation from access spacing standards may be permitted, if the Director of Works finds that a property is otherwise una ble to m eet minimum driveway spacing standards and allowing such a deviation would not create a safety hazard on the public road.

The Director of Works m ay establish some or all of the following conditions as the basis for approving deviation from the driveway spacing standards:

a) A traffic im pact study, prepared at th e expense of the applicant, dem onstrates that the devia tion will not create a public safety hazard;

b) A joint-use dr iveway will be estab lished wherever feasible, to se rve two abutting building sites, with cross-access easem ents provided in accordance with Section);

c) The building site is designed to provide cross access and unified circulation with abutting sites;

d) The property owner shall agree to close any pr e-existing curb-cuts that are nonconfor ming on the building site, after the construction of both sides of the joint-use driveway.

1.4 Corner Clearance

Preferred Corner Development

A. Locate new driveways outside the functional area of an intersection, as defined by the driveway spacing standards of this article. Exceptions to this stand ard may be approved if the Di rector of W orks finds that:

Lot

Road having Higher Functional Class

Road

No other reasonable access to the property is

available, including jo int and cro ss access with adjacent properties, and

The connection does not create a safety or operational problem, upon revi ew of a site-specific

Driveway should be positioned along the property line farthest from the intersection.

Frontage is less than driveway spacing standards

having lower Function al Class

Only one driveway is permitted along the road frontage having the lower functional classification

study of the proposed connection prepared by a qualified professional.

B. If the Director finds that no other alternatives exist and provided appropriate sight distance standards are met, a driveway within the f unctional area of the intersection may be constructed. It shall be located as close to the property line and as far from the inters ection as site conditions allow. Only one driveway will be pe rmitted and it sha ll access the roa d frontage of the stre et having th e lower f unctional classification, unless th e Director determines that this would create a safety or operational pro blem on the public street system.

1.5 Joint and Cross Access

A. Properties located on arterial or collector roadways should provide a cross acces s drive and p edestrian access to a llow circulation between adjacent sites as required by the Director of Works. Such connection is generally required in th e following circumstances:

Retail commercial use adjacen t to other commercial, office, industrial or multi-family development.

Other connections as required in the form district regulations.

B. Required cross-access corrido rs shall be shown on any

subdivision or site plan. A system of joint use driveways and *= *

cross access easements shall be required to provide unified access and circulation among parcels and assist in local

traffic movement. In such cases, the building site shall incorporate the following:

1. A continuous cross-access or serv ice drive with sufficient width to accommodate two-way travel aisles for automobiles, service vehicles, and loading

vehicles.

Stub-outs and other design features to m ake it visually obvious that abutting vacant p roperties should be tied in to pro vide cross access at the tim e they are developed.

Building sites shall be designed to ensure parking, access and circu lation may be easily tied in to future adjacent development.

C. Where joint- and cross-access is provided pursuant to this section, property owners shall:

1. Record an easem ent in the office of the Clerk of Jefferson County Ke ntucky, allowing cross- access to an d from other properties served by the joint use driveways or service drive, which shall be a covenant running with the land;

Record an agreement in the office of the Clerk of Jefferson County Ke ntucky that any pre- existing curbcuts providing for access in th e interim shall be closed and elim inated after construction of the joint-use driveway, which shall be a covenant running with the land; and

Record a joint maintenance agreement in the office of the Clerk of Jefferson County Kentucky, defining maintenance responsibilities of property owners th at share the joint u se driveway and cross access system, which shall be a covenant running with the land.

Items described in paragraphs 1 –3, above, shall be recorded prior to requesting a building permit; if no new construction, the items shall be recorded before requesting a certificate of occupancy.

1.6 Requirements for Unified Access and Circulation

A. In the interest of promoting uni fied access and circula tion systems, integrated development sites comprised of m ore than one buildin g or m ore than one lot are not co nsidered separate properties in relation to the access managem ent standards of this code. T his will also apply to phased develo pment plans. In addition, the following standards apply:

1. The number of curb cuts permitted shall be the minimum number necessary to provide reasonable access to the ov erall site and not the maximum available for that frontag e. Reasona ble access shall b e determined by the Director of Works.

All necessary easements, agreements, and stipu lations required under Section 1.5 (C) shall be m et. Subsequent owners and lessees within the affected area are responsible for compliance with these requirements.

Outparcels should be accessed via the shared circulation system of the principal de velopment or retail center. Access to outparcels should be designed to avoid

excessive movement across parking aisles and queuing across surrounding parking and driving aisles.

B. Where abutting properties are in di fferent ownership and not part of an overall developm ent plan, cooperation between the various owners to create a unified access and circulation system is encouraged.. Abutting properties shall provide un ified access and circ ulation at the tim e that they are develop ed, or are redeveloped as provided in Section 1.8.

1.7 Driveway Location and Design

A. Sight distance at driveway approaches m ust be located and designed in conform ance with appropriate AASHTO, ITE or other applicable standards.

B. The Director of Works may require deceleration or storage lanes where deemed necessary due to traffic volumes, speed lim its, or where there m ay be a safety or operational problem . The design of left- turn and right-turn deceleration/storage lanes shall conform to appropriate agency standards.

C. Due to the potential for vehicular weaving conflicts and crashes, constructi on of driveways along acceleration or deceleration lan es, left turn sto rage

Avoid:

Driveways not aligned

Drivew ays along turning lanes, and close to intersections

lanes and tapers is to be avoided, unless no other access to the property is available.

D. Driveways across from median openings should be consolidated wherever feasible, to coordinate access at the median opening.

E. Driveways on undivided roadways should be aligned directly oppos ite driveways on the opposite side of the road, or offse t from each other in accordance w ith applicable County or State Highway Standards, due to the potential for conflicting left turns or jog m aneuvers and resulting safety or operational problems.

F. Driveway width and return radius or flare shall be adequate to serve the volum e of traffic and provide for efficient m ovement of vehicles onto and off of t he major thoroughfare. However, the width of driveways shall not be so excessive as to

pose safety hazards for pedestrians and bicycles. The Director of Works may require longer radii and/or wider throats where deemed necessary to accommodate trucks.

G. Driveways with m ore than two lanes should incor porate channelization featur es. Double-yellow lines may be considered instead of medians where truck off-tracking is a problem.

H. Driveways shall be designed with a dequate on-site storage for entering and exiting vehicles to reduce unsafe conflicts with through or on-s ite traffic and to avoid congestion at the entrance. These guidelines are intended for the principal access to the property and are not intended for minor driveways.

1.8 Redevelopment

Preferred:

Access connections to roadways in place as of the date of adoption of this article that do not conform with the standards herein are considered nonconform ing. Properties with nonconfor ming connections should be brought into com pliance with th is article as changes to the roadway design allow or when an existin g development is changed in any of the following ways:

a) existing structure is replaced by new structure or improvements; or

b) existing structure or parking lot is expanded by 20%

or more beyond the size existing at the effective date

of this regulation (incremental changes that cumulatively increase the size by 20% fall within the regulated activities of this paragraph); or

c) an existing use is changed to a use for which Chapter 9 of the Land Development Code specifies a higher parking ratio.

1.9 Corridor Access Management Overlay Zones

A. Segments of a roadway corridor m ay be designa ted as corridor access m anagement zones for the purpose of applying special access m anagement controls that exceed the requirements and standards in this article. The purpose of this designation is to avoid significant traffic congestion problem s, reduce vehicular and pedestrian conflict areas, and to e nsure appropriate development within the designated area in accordance with the Jefferson County Comprehensive Plan.

B. The controls in such districts are not intende d to be su bstituted for other general zoning district provisions but can be superim posed over such distri ct provisions and should be considered additional requirements.

C. Corridor access m anagement zones shall be designa ted and approved in acco rdance with the public involvement and public hearing requirements of Jefferson County that govern the creation of all land use designations and zoning districts.

1.10 Access to Homes and Subdivisions

A. When a residential subdivision is pr oposed that abuts an arte rial or major collector roadway, it shall be designed to provide lots abutting th e roadway with access only from an interior local road or frontage road.

B. Direct Driveway access to individual one and two family dwellings on arterial and collector roadways are prohibited unless the Planning Commission determines that there is no acceptable access alternative.

Preferred:

Collectors

Alleys

Locals

LDC

Appendix 6B Abbreviations for Streets and Thoroughfares

APPENDIX 6B

NENA* RECOMMENDED ABBREVIATIONS FOR STREETS AND THOROUGHFARES

STREET TYPE	ABBREVIATION	STREET TYPE	ABBREVIATION
Alley	Aly	Parkway	Pky
Arcade	Arc	Pass	Pass
Avenue	Ave	Path	Path
Boulevard	Blvd	Pike	Pike
Bypass	Byp	Place	Pl
Center	Ctr	Plaza	Plz
Circle	Cir	Point	Pt
Court	Ct	Ridge	Rdg
Cove	Cv	Road	Rd
Drive	Dr	Row	Row
Expressway	Expy	Run	Run
Fork	Frk	Square	Sq
Freeway	Fwy	Street	St
Harbor	Hbr	Terrace	Ter
Highway	Hwy	Trace	Trce
Hill	Hl	Trail	Trl
Hollow	Holw	Turnpike	Tpke
Landing	Lndg	Village	Vlg
Lane	Ln	Walk	Walk
Loop	Loop	Way	Way
Park	Park	-	-

*National Emergency Number Association

APPENDIX 6C

JEFFERSON COUNTY ADDRESSING MANUAL

A. Authority of the Planning Director

The Planning Director or designee shall assign addresses in accordance with the following procedures. When circumstances dictate, the Planning Director may authorize address assignments that diverge from the standards in this section.

B. Address Grid System

Each new subdivision parcel, each pad in a mobile home park, commercial unit, apartment, condominium, or townhouse shall be assigned an address on the street providing access to the parcel. Addresses will be assigned based on a countywide grid system.

The grid system allows a series of numbers to be assigned for approximately every 500 feet. The address grid includes the NW, NE, SW, and SE quadrants of Jefferson County and uses primary routes within the County as zero baselines.

C. Address Grid Baselines

Jefferson County’s address numbering system shall be on a grid system that divides Jefferson County into quadrants establishing zero baselines from which numbers are assigned. The grid system, as shown on the property numbering map on file in the office of the Commission, indicates the point at which block numbers will change in increments of 100.

Assigned address numbers under the grid system will ascend numerically from 100 to the north and to the south based on Main Street/Shelbyville Road as the boundary or zero baseline for streets that are aligned basically North and South. Streets that are aligned basically east and west shall be assigned address numbers ascending numerically from 100 to the east and to the west based on First Street as extended to the county boundary representing the boundary or zero baseline. The directional orientation of a number street shall be determined by the Planning Director or the Commission. Numbers on the north side of the east-west streets shall be odd and numbers on the south side of the east-west streets shall be even. Numbers on the west side of the north-south streets shall be even and numbers on the east side of the north-south

streets shall be odd.

D. Application of Address Grid

Application of the address grid will vary, as few streets run directly north, south, east or west. Most streets run at angles to the cardinal directions and often change direction. The primary consideration for assigning addresses on streets that diverge from the cardinal directions is the even distribution of address numbers. The grid shall be used to assist in assigning numbers by orienting the grid parallel to the direction of the street. In this manner, an appropriate distance between address numbers can be maintained.

E. Addressing Single Family Dwelling Lots

Addresses for single family dwelling lots shall be assigned consecutively on the odd and even sides of the street.

F. Addressing Mobile Home Parks

Addresses for home sites in mobile home parks are assigned consecutively on the odd and even sides of the street. A separate street address number shall be assigned for each mobile home pad. No unit numbers shall be assigned to mobile home park developments.

G. Addressing Townhouse Developments

Addresses for townhouse units are to be assigned consecutively on the odd and even sides of the street. A separate street address number shall be assigned for each townhouse lot. No unit numbers, such as apartment numbers, shall be assigned to townhouse developments.

H. Addressing Commercial, Office, and Warehouse Developments

Staff shall evaluate commercial, office and warehouse developments for address assignment based on the maximum potential number of units. Large stores, offices and warehouses may be divided into smaller spaces many years after the center is constructed. Staff will take into account the potential for readdressing the potential must be taken into account to avoid potential readdressing.

I. Addressing Commercial Shopping Centers

Commercial shopping centers shall generally be addressed in a manner similar to townhouses. Because the frontage dimension for each store may change as the use changes, site development plans for shopping centers shall include the maximum number of potential use units within the center in order to provide the maximum number of addresses. The location of the door to an individual use unit providing primary access is the critical factor in determining which available address applies.

In the event that a shopping center may allow more street addresses than are available with the segment of street, the Planning Director may assign one street address to the shopping center as a whole, and assign unit numbers for each of the potential use units within the center. Unit numbers for the stores shall run as consecutive whole numbers in the same direction as the addresses on the street. Unit numbers shall begin with 101 and progress until all use units have been addressed. No lower numbers, including 100, shall be used. The same procedure and information shall be used in assigning addresses and unit numbers for office and warehouse

developments.

In shopping centers with multiple stories, each story shall be assigned four digit addresses beginning with 2100 on the second story and increasing by 1000 for each additional story. For example, stores on the first floor of a shopping center may run from 100 to

122, while stores on a second level of the shopping center may run from 2100 to 2122, and stores on a third level of the shopping center may run from 3100 to 3122. In this manner, it will be easier to locate a store in an emergency by providing a logical separation between levels in the shopping center.

J. Addressing Commercial Shopping Malls

Malls shall be addressed with one street address number assigned to the street intersecting with the main vehicular entrance. Separate address numbers shall not be assigned to each entrance of shopping malls. The maximum number of stores is to be included on the site development plans as well as the minimum potential store frontage. Based on this information, unit numbers shall be assigned using an odd and even distribution on either side of the mall corridor(s). Unit numbers shall begin with 101 on the odd (north and east) side and

100 on the even (south and west) side.

In malls with multiple corridors, each corridor shall be assigned numbers in higher hundred divisions. For example, stores in one corridor may run from 100 to 147, and stores in an adjoining corridor would run from 200 to 238. In this manner, it will be easier to locate a store in an emergency by providing a logical separation between corridors in the mall.

In malls with multiple stories, each story shall be assigned four digit addresses beginning with 2100 on the second story and increasing by 1000 for each additional story. For example, stores on the first floor of a commercial shopping mall may run from 100 to 147, while stores on a second level of the shopping mall may run from 2100 to

2147, and stores on a third level of the shopping mall may run from

3100 to 3147. In this manner, it will be easier to locate a store in an emergency by providing a logical separation between levels in the mall.

K. Addressing Offices and Multi-Family Dwellings

These procedures include residential and office buildings of the same construction design as apartment buildings. Multi-family housing units, such as apartments and condominiums, will have a separate whole number street address assigned to each door/entrance providing access to units within an individual building(s). Street addresses shall be assigned based on the normal criteria for assignment, skipping numbers in accordance with the grid and using the appropriate odd and even numbering scheme for building entrances.

Within structures having dwelling units placed one above another, a consecutive whole unit number (referred to as apartment, suite, or unit number) shall be assigned for each separate dwelling unit. The numbers shall be assigned in the same direction as the street numbers. The lowest floor shall begin with 101, progressing with

102, 103, etc., until all units have been assigned unit numbers. Successively higher floors shall begin with successively higher increments of hundreds. The complete official street address for each unit will consist of the street address, street name, and unit number.

When a single story multi-family structure has frontage along two streets, and has doors/entrances to individual dwelling units from each street, a separate street address will be assigned to each dwelling unit.

L. Addressing Marinas

This procedure includes all water-based facilities for the long term (more than six months) docking and storage of boats that may be used as dwelling units. Marinas shall be addressed in the following manner. The marina will be assigned a street address, and each dock providing access to individual boat slips shall be designated by a letter of the alphabet, beginning with “A” for the dock closest to the street entrance to the marina.

A whole unit number (1,2, etc.) shall be assigned for each separate boat storage slip beginning on the right side of the dock and continuing around the dock to the slip closest to the beginning of the dock on the left side. The complete official street address for each unit will consist of the street address, street name, dock indicator (alpha) and slip indicator (numeric).

M. Assignment of Addresses to Corner Lots

Residential and commercial lots which have frontage on two streets that are required to be named (See 06-03-05A), regardless of whether the streets are private or public, shall be assigned an address for each frontage street which the lot abuts. After the building is established, the Fire Protection District with jurisdiction shall determine which address will be used for the lot and report their decision to the Planning Commission.

LDC Louisville Metro Code

Appendix 6D

of Ordinances

Display of Address Numbers

POSTING OF ADDRESS NUMBERS

Editor's Note: This subchapter is based on Ord. 21-1982, adopted 5-19-82.

97.010 DEFINITIONS.

(A) For the purposes of this ordinance, the following terms shall have their assigned meanings:

COMMERCIAL or INDUSTRIAL STRUCTURE. Any building, structure, premises, or establishment used for commercial, industrial, or business enterprises as opposed to residential purposes.

COMMISSION The Louisville/Jefferson County Planning Commission.

FAMILY. One or more persons occupying residential premises and living as one housekeeping unit.

FIRE PROTECTION DISTRICT. Any lawfully created agency est ablished for the ostensible purpose of fire suppression and enforcement of laws and regulat ions related to fire prevention, protection, and suppression.

MULTIPLE-FAMILY DWELLING A building or portion thereof designed for or occupied by two or more families living independently of each other, and doi ng their own cooking in separate kitchens. It shall also include residential dwellings which are grouped or clustered on a single parcel of land such as a townhouse, rowhouse, or condominium developm ent. The term multiple-family dwelling shall include but not be limited to apartments, apartment buildings, condominiums, duplexes and patio homes.

REGULAR FIRE FIGHTER The regular members of a fire department in a Fire Protection District, except volunteer fire fighters, who have the same powers of arrest as now given by law to sheriffs of the Commonwealth in the manner prescribed in KRS 75.160.

SINGLE-FAMILY DWELLING. A detached building designed for or occupied exclusively by one family.

(1994 Jeff. Code, § 97.10) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996)

97.011 DISPLAY OF STREET ADDRESS NUMBER.

All residential, commercial, and industrial property located in Jefferson County, shall conspicuously display the appropriate street address approved or assigned by the Louisville/Jefferson County Planning Commission in accordance with §§ 97.030 through 97.042.

January 2006 LAND DEVELOPMENT CODE 6D-1

(1994 Jeff. Code, § 97.11) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996)

97.012 SINGLE-FAMILY DWELLINGS.

(A) All street address numbers for new single-fam ily dwellings shall comply with the following requirements, except as explicit ly set forth herein. Numbers always must be clearly visible to vehicles traveling in either direction on the nearest fronting road, in addition to all of the following:

(1) Form.

(a) Standard Arabic numerals (numbers shall not be written out); (b) In a color distinguishable from its background;

(c) At least four inches in height, unless:

Street numbers posted prior to the effective date of §§ 97.012 and 97.013 that were in compliance with previous ordinance requirem ents as to numeral height will be considered to remain in compliance, until they are removed for any reason, including routine maintenance or replacement;

Street numbers that are constructed of laser-cut masonry may be allowed at the height of the cut brick, with a minimum height of three inches.

(2) Placement.

(a) Free and clear of any obstructions hindering clear visibility;

(b) Placed at, on, or about the front of t he dwelling; however, numbers which are painted only on the road curb do not comply with this requirement; and

Placed on the back of such buildings, garages, fences, or other structures on the property, if the back of the property abuts an unnamed alley;

If dwelling sits back 100 feet or more from the nearest fronting road, thenumbers may be a minimum of three inches in height and permanently affixed to the mailbox, or, if there is no mailbox available on the fronting road, to a freestanding sign that is:

a. Located no closer than 6 feet, and no more than 12 feet from the driveway; and b. At least 18 inches in height.

(1994 Jeff. Code, § 97.12) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996; Lou. Metro Am. Ord. No. 224-2003, approved 12-15-2003)

97.013 MULTIPLE-FAMILY DWELLINGS.

(A) All street address numbers for new multiple-f amily dwellings shall comply with the following requirements, except as explicit ly set forth herein. Numbers always must be clearly visible to vehicles traveling in either direction on the nearest fronting road, in addition to all of the following:

(1) Form.

(a) Standard Arabic numeral form;

(b) In a color distinguishable from its background;

(c) At least six inches in height with regard to street address/building numbers, and four inches in height with regard to individual unit numbers in buildings with street address/building numbers also posted, unless:

Street numbers posted prior to the effective date of §§ 97.012 and 97.013 that were in compliance with previous ordinance requi rements as to numeral height will be considered to remain in compliance, until they are removed for any reason, including routine maintenance or replacement;

(2) Placement.

(a) Free and clear of any obstructions hindering clear visibility;

(b) Placed at, on, or about the front of t he dwelling; however, numbers which are painted only on the road curb do not comply with this requirement; and

Placed on the back of such buildings, garages, fences, or other structures on the property, if the back of the property abuts an unnamed alley;

If dwelling sits back 100 feet or more from the nearest fronting road, or is not clearly visible to vehicles traveling in either direction on the nearest fronting road, the numbers shall be permanently affixed to a freestanding sign, or the owner of any such building may submit an alternate form of placement of street address/building numbers to the Fire Department or Fire District having jurisdiction, that is reasonably calculated to readily identify such buildings to emergency and public safety personnel. The parties shall work together to insure proper identification wi thout undue expense to the owner. The written proposal shall be signed off by the Fire Depar tment or Fire District once approved, and submitted to the Commission as proof of compliance with §§ 97.012 and 97.013.

(1994 Jeff. Code, § 97.13) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996; Lou. Metro Am. Ord. No. 224-2003, approved 12-15-2003)

97.014 COMMERCIAL OR INDUSTRIAL STRUCTURES.

(A) The street address number shall be placed at, on, or about the front of each individual commercial or industrial structure so it is clearly visi ble to vehicles traveling in either direction on the nearest fronting road or parking area and in order to in sure prompt identificat ion of the location of each separate building. The address shall be kept free and clear of any obstructions hindering clear visibility to vehicles traveling in either direction on the nearest fronting road or parking area.

(B) (1) After the effective date of this ordinanc e, the street address numbers for all new commercial or industrial structures shall be in standard Arabic form of a size at least six inches in height or larger so as to be clearly visible to vehicles traveling in either direction on the nearest fronting road or parking area, and the street address number shall be in a color distinguishable from its background.

(2) All commercial or industrial structures in existence upon the effectiv e date of this ordinance which have existing posted street address numbers in standard Arabic form of a size at least five inches in height shall be deemed in compliance with this ordinance unless:

(a) The street address number for such commerc ial or industrial structure is determined to be in violation of §§ 97.030 through 97.042; or

(b) The street address number is replaced as a result of routine maintenance, replacement, or for any other reason.

(3) In either event set forth in divisions (B)(2 )(a) and (b) of this section, such commercial or industrial structure will be required to have at least six-inch Arabic numerals for its posted street address.

(C) In the event that a commercial or industrial structure is more than 100 feet from the nearest fronting road or is otherwise not clearly visible from the nearest fronting road, the owner of such structure shall use a system of street address identification, approved by the Fire Protection District having jurisdiction, that is reasonably calculated to readily identify the structure to emergency and public safety personnel. The owner shall propose any su ch identification system in writing to the Fire Protection District having jurisdicti on, and the Fire Protection District shall work with such owner to insure proper identification wit hout undue expense to the owner. The Fire Protection District shall give written approval for any qualifying identificat ion system, with a copy to the Commission, and such written approval shall be prima facie evidence of compliance with this ordinance.

(1994 Jeff. Code, § 97.14) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996)

97.015 ENFORCEMENT PERSONNEL.

(A) The Code Enforcement Officer, or his authoriz ed representatives, and all regular fire fighters are hereby designated as enforcement personnel for this ordinance, which shall be enforced with the intent to insure that each residential, commercia l, and industrial structure in Jefferson County is clearly identified by its assigned street address in order to enable emergency and other public service personnel to promptly identify same at all times.

(B) Prior to the issuance of any citations for viol ation of this ordinance, an enforcement officer shall deliver a written warning, either in person or by first class mail, which shall describe the violation and direct the correction of such viol ation within ten business days of the written notice. Thereafter, if subsequent inspection reveals the violation has not been corrected, then the enforcement officer shall issue a citation for the violation.

(1994 Jeff. Code, § 97.15) (Jeff. Ord. 41-1996, adopted and effective 11-12-1996)

GUIDELINES FOR

TRAFFIC IMPACT STUDIES AND

AIR QUALITY ANALYSIS IN

JEFFERSON COUNTY, KENTUCKY

Prepared by:

Public Works and Transportation Division and Air Pollution Control District

December 1990

Revised

July 1992

August 1995

GUIDELINES FOR

TRAFFIC IMPACT STUDIES AND AIR QUALITY ANALYSIS IN JEFFERSON COUNTY, KENTUCKY

Prepared by: Jefferson County

Public Works and Transportation Division

401 Fiscal Court Building

Louisville, Kentucky 40202-3320

(502)574-5810

And Air Pollution Control District of Jefferson County

850 Barret Avenue Louisville, Kentucky 40204-1745 (502) 574-6000

Table of Contents

I. INTRODUCTION……………………………………….…………………………..6E-5

II. WARRANTS FOR REQUIRING AN IMPACT STUDY…………………...……..6E-5

III. RECOMMENDED CONTENTS OF AN IMPACT STUDY………………..…….6E-6

IV. HOW THE TRAFFIC IMPACT STUDY WILL BE USED……….…………..….6E-9

APPENDIX A TECHNICAL NOTES ………… ………… ...… ……… ………… ……… ..... 6E-11

A.	Trip Generation	6E-11
B.	Peak Hour Percent	6E-11
C.	Peak Hour	6E-11
D.	Directional Split	6E-11
E.	Pass By Trips	6E-11
F.	Diverted Linked Trips	6E-11
G.	Internal Circulation Trips	6E-12
H.	Trip Distribution	6E-12
I.	Trip Assignment	6E-12
J.	Capacity Analysis	6E-12
K.	Traffic Data	6E-12
L.	Adequate Accommodation of Traffic	6E-13
M	Air Quality Analysis Model	6E-14
N.	Mapping	6E-14
O	Receptor Location	6E-14
P.	Free Flow Speed	6E-15
Q.	Emission — Mobile 5a	6E-15
R.	National Ambient Air Quality Standards	6E-15
S.	Persistence Factor	6E-15
T	Background Concentrations	6E-16
U.	Meteorological Conditions	6E-16

Table A-1

ELVEL OF SERVICE CRITERIA FOR SIGN ALL INTERSECTIONS………6E-17

Table of Contents (continued)

APPENDIX B STUDY ELEMENTS………………………………..…………………….…6E-18

A	Text	6E-18
	Part One: Traffic Impact Studies	6E-18
	Part Two: Air Quality Analysis .	6E-19
B	Maps	6E-20
C	Tables and Figures	6E-21
D	Appendix	6E-22

APPENDIX C. TYPICAL TRAFFIC IMPACT STUDY FINAL REPORT OUTLINE…….…..6E-23

APPENDIX D SAMPLE FORMS………………………………………………………………….6E-25

Figure 1	Traffic Count Graphic Summary Sheet	6E-26
Figure 2	Vehicle Turning Movement Summary Sheet	6E-27
Figure 3	Traffic Signal Warrants Analysis Form	6E-28

APPENDIX E AIR POLLUTION CONTROL DISTRICT EMISSION FACTORS……………….6E-29

Table E-l	CO Emission Factors	6E-30
Table E-2	CO Idle Emission Factors	6E-32
	Derivation of Tables E-l and E-2 .	6E-32

APPENDIX F TECHNICAL REFERENCE…………………………………………..…………..6E-18

I. INTRODUCTION

The Louisville and Jefferson County Planning Commission requires that a ll traffic data and/or a nalysis either by a project proponent or opponent m ust be first reviewed by the Jefferson County Public Works and Transportation Division. This is to insure compliance with these guidelines and the comprehensive plan.

The purpose of this docum ent is to pr ovide guidance to devel opers and consultants re garding traffic i mpact studies and air quality analysis su bmitted as attachments to proposed development plans in J efferson County, Kentucky. These studies can be usef ul decision m aking tools and. whe n warranted, are an important component of a development petition. These guidelines are intended to provide consistency in the preparation of im pact studies. The y are provided as a reference only. The analysis required for a traffic impact study shoul d be conducted onl y under the supervision of a transportation engineer with specific training in traffic engineering. The air quality analysis should be conducted only by a professional certified by the Air Pollution Control District.

Notes which provide definitions for the technical terms discussed herein and those that should be addressed in an impact study are included in Appendix A. Elements of a recommended impact study are presented in Appendix B and sample traffic analysis forms are shown in Appendix D. The e mission data required for air quality analysis generated by the Ai r Pollution Control District is presented in Appendix E. The major acceptable sources of information and reference are presented in Appendix F.

II. WARRANTS FOR REQUIRING AN IMPACT STUDY

The Jefferson County Public Works and Transportation Division (PW&T), as the in itial step in the r eview process of a proposed develo pment plan, will evaluate th e need for a traffic im pact study. The need for a traffic impact study will be determined on a case-by-case basis. The criteria described below will be used by the PW&T staff in its recommendations of need for a traffic impact study. The final decision to require a traffic impact study will be determined by th e Director of Public Works, based on staff recommendations. If a traffic im pact study is determ ined to be n ecessary, a report of the study's findings must be transmitted to and reviewed by PW&T staff before a recommendation on the proposed development plan will be made to the Planning Commission. For air quality concerns the APCD shall determine when an analysis perform ed by or f or the developer is required. In m ost instances a traffic and air quality impact study would be jointly performed, however, either or both may be waived when conditions warrant.

The normal maximum time required for review and comment is two weeks. Should action be r equired of the APCD's Board this time would be extended to be compatible with the Boards regular mont hly meeting every third Wednesday. An impact study may be requested if any of the following conditions are present:

A. Significantly Sized Project: The proposed developm ent is of sufficient size to have a substantial impact on a particular local area. The proposed developm ent is considered to meet this criteria if it generates two hundr ed (200) or more peak hour trips according t o the current editions of Trip Generation, published by the In stitute of Transportati on Engineers, locally generat ed data or other acceptable source.

B. Nearby Congestion: The proposed development, of any size, is l ocated near roadways, intersections or set of intersections w hich have been identified by the Di rector of Public W orks as being already heavily congested.

C. Modification to Roadway: When the proposed developm ent is located near a roadway s egment identified by the Di rector of Public Works as within a problem area, needing to be w idened or improved. This crit eria will also be satisfied if the proposed development plan inc ludes modifications to the State or County roadway system.

D. Traffic Control Signal: This warrant will be satisfied if the proposed development plan includes the installation of a new or the modification of an existing traffic control signal.

E. Air Quality: The proposed development is located in or will affect potential "Hot Spot" a rea, as identified in the Core Graphics of the Comprehensive Plan or an area of special air quality concern.

III. RECOMMENDED CONTENTS OF AN IMPACT STUDY

The developer shall be responsible for all data collection, an alysis, and reporting ass ociated with the tr affic and air quality studies. The results of the developer's effo rts will be reviewed by P W&T and AP CD for content, results and acceptability. A single report documenting the traffi c and air quality studies should b e prepared. Traffic should be presented first since air quality analysis is dependent on traffic data.

A. Traffic Impact

Generally a traffic impact study w ill provide operating capacity and level of service analysis for critical roadway segments and/or intersections within a prede termined impact area. Upon determination that a traffic impact study is required, the PW&T staff, with the petitioner, will identify the area of impact, the critical intersections to be analyzed and the scope of the study. Capacity and level of service analysis will be conducted for the following conditions:

Existing traffic, to establish the current conditions as a point of reference;

Existing plus expected natural traffic growth, and approved development projects not yet completed, if any, to establish the short term future traffic conditions without the proposed development;

Full development traffic condition (including existing traffic, expected natural growth, approved development projects, and expected site generated traffic), to estimate future traffic conditions once the project is completed.

[NOTE: If t he proposed development is expect ed to be construc ted in phases, over a period of years, analysis for each phase of development m ust be provided for each of the above c onditions and shoul d include a predetermined rate for natural growth of through traffic.]

If the proposed development includes a request for rezoning, t he study should also include an a nalysis comparing the traffic generated by t he proposed developme nt with the traffic generated by the existing zoning or land use/zoning recommendations in Corridor Plans or Neighborhood Plans. This analysis should be very brief, possibly consisting only of a table compar ing the expected number of new trips generated by the recommended zoning and the propos ed development plan. In addition, a short narrative should be present comparing the percentage or basic differences between the two scenarios.

The individual parameters of the traffic impact stu dy will be agreed upon during an initial review m eeting between the petitioner and PW&T staff. These parameters may include, but not be limited to, the following:

Boundary of the traffic impact area;

2 Roadway segments and critical intersections to be included in the traffic impact study;

Adequacy of available turning movement counts and need for additional data;

Period of analysis (A.M. and/or P.M. pea k hour weekday and/or weekend, depending on the development);

Trip generation rates or acceptable sources to be used;

Reductions to driveway trips due to internal circulation (if applicable);

Percentage of trip reassignment to account for pass-by and diverted traffic.

Directional distribution of site-generated traffic;

Mode split assumptions (if applicable);

Programmed projects in KIPDA's Transportation Improvemen t Program, the Comprehensive Plan's Core Graphics, along with travel demand estimating procedures for any assumptions relating to traffic diversion to new programmed facilities;

Roadway capacity and trends in traffic growth;

Acceptable methodologies to be used;

The range of feasible traffic engineering and operational improvements associated with the development;

Feasibility of including measures in the development proposal to promote transit ridership. This would require coordination with TARC and may include such provisions as transit stops a nd shelters with adequate pedestrian access, park-n-ride lots.

Possibility of implementing other transportation system management strategies such as flex-time and variable work hour programs to redistribute peak hour traffic, employer ridesharing programs, preferential parking for ridesharers, etc.;

Possibility of implementing provisions for alternative modes of transportation, such as bikeways, pedestrian walkways, including the provision of sidewalks along State Highways and along the County through roads system.

The identification of high accident locations; and

A formal cost esti mate of mitigation measures, (including construction, design, right-of-way and utility relocation cost). Approval of the above parameters must be given by the PW&T at this initial meeting. It is recommended that the developer, or his representative, document the discussions at this meeting and submit a lett er of conformati on to PW &T for approval. This confirmation should be obtained prior to the begi nning of analysis. F ailure to obt ain approval for the methodologies, parameters or assumptions used, in the traffic impact study, may result in rejection of the entire study by PW&T.

Proposed site plans shou ld be submitted to AP CD and P W&T as soon as possible. The Public Works and Transportation Division w ill then coordinate, for APCD , the collection and analysis of a ll traffic data, by the developer. A representative f rom APCD will be as ked to attend the initial m eeting discussed above and will be informed of all mee tings, which may affect air quality, t hroughout the review Process.

No traffic data, however, will be submitted to APCD by the developer. All existing and expected t raffic data will be submitted to and review by P W&T. The Pu blic Works and Transp ortation Division will forward, to APCD, only traffic data required for air quality analysis. Any discussions b etween the Developer and APCD, concerning site or gen eral traffic related issues, must be coordinated through the Public Works and Transportation Division.

Should any of the proposed development's ingress/egress points be located on a ro adway controlled by the Commonwealth of Kent ucky, the petitioner is reco mmended to cont act the Kent ucky Department of Highway's district office, (District 5). A copy of the proposed development site plan should be sub mitted to the District Permit Engineer. The District Permit Engineer will be informed o f all meetings concerning traffic issues and asked to attend. A copy of the traffic impact study, (both draft and final), report should be submitted to the District Permit Engineer for their review and comment. Proposed mitigation measures, if any, on roadways cont rolled by the State must be approved by the Di strict Permit Engineer before approval by PW&T will be granted and recommendations to the Planning Commission will be made.

B. Air Quality Analysis

The traffic impact study will generate a substantial amount of data required for the air quality analysis. The traffic data used for the air quality analysis m ust be identic al to that used for traffic a nalysis. Coordination of all traffic studies shall be the responsibility of PW&T, even in those cases when only an air quality analysis is performed. Upon determination an air quality analysis is required the APCD staff will identify the intersections to be analyzed. These may or may not be the same intersections identified by PW&T for traffic analysis.

Prior to beginning any air quality analysis the petitioner will atte nd the initial review meeting where APCD staff will be available to discuss th e petitioner's a ir quality analysis plan. At that m eeting data col lection, analysis techniques, assumptions, and products s hall be discussed. The following study elements relative to air quality will be covered:

APCD's certification process for air quality analyst;

Relationship between traffic studies and air quality studies;

Critical intersections included for air quality analysis;

Criteria for locating receptors;

Acceptable air quality model;

Intersection drawing requirements;

Emission rates from MOBILE 5 a;

Traffic counts needed for persistence factor;

Assumptions for meteorological condition;

Background emission levels;

Mitigation of air quality impacts; and

National Ambient Air Quality Standards;

The guidelines set forth in this document and those discussed at the initial review meeting shall be followed. Any proposed deviation from the guidelines shal l be well documented and thoroughly justified in writing prior to their use. Mitigation measures should be developed with co nsideration given to their e ffects on traffic and air quality. Although most m itigation measures t hat improves traffic flow also improves air quality, this is not true for all mitigation measures.

Mitigation measures should be c learly identified and should be im plementable. Before a mitigation measure can be accepted there m ust be a formal enforceable agreem ent with the party responsible fo r implementation.

IV. HOW THE IMPACT STUDY WILL BE USED

The Jefferson County Public Works and Transportation Division staff will relate the findings from the traffic impact study to the following:

A. Changes in operating delays, levels of service and volume-to-capacity ratios; B. Cost of making any necessary improvements to the transportation system;

C. Comparing the impacts of a proposed rezoning with those which would occur by adherence to the

Comprehensive Plan;

D. Assessing the necessary capacity of the transportation system in the context of a fully developed impact area; and

E. Improvements proposed by the petitioner to mitigate traffic impacts.

The Air Pollution Control District staff has one major concern: Whether the air quality model predicts an exceedence of the National Ambien t Air Quality Standards. Also of concern is the i mpact on the identified potential "Hot Spots".

Major conclusions reached by the PW&T and APCD will be discussed with the petitioner and incorporated into the st affs' comments and reported to the Lo uisville and Jeffers on County Planning Commission. Three (3) copies of the fi nal study report shall be submitted, by the petitioner, to the Jefferson County Public Works and Tran sportation Division, two (2 ) copies to the Air Pollu tion Control District of Jefferson County, and one (1) copy to the Planning Commission at a mini mum of two (2) weeks prior to its Land Development and Transportation (LD&T) Committee, which is held on alternating Thursdays. Where applicable one (1) copy shou ld be submitted to the District permit Engineer at the Kentucky Department of Highways' District 5 Office. Informa tion presented within the final repor t, backup supporting data and staff comments from PW&T and APCD, will be made available to concerned citizens of Jefferson County requesting this information. A detailed descri ption of the information to be included and a typical outline for the final report is presented in Appendix C. In addition, the study may be used by the PW&T staff to identify needed transportation improvements, right-of-way re quirements and the potential for developer contributions to need ed improvements. Written commitmen ts regarding these issues may be incorporated, for plan approval, in the form of binding elements by the developer.

Based on this analysis the APCD will make recommendations to the Planning Commission, in regards to the proposed development's impact on air quality. Any ne gative recommendation must h ave official approval of the APCD Board. Tr affic improvements required to reduce the developments impact on air quality may be identified, with the assistance of PW&T. If these mitigation measure represent sound traffic engineering practices, they may be incorporated in to proposed binding elements for the approved plans.

APPENDIX A TECHNICAL NOTES

A. Trip Generation: Average trip generation rates or regression equations for the peak hour of the adjacent street will be obtained from the current edition of the Institute of Transportation Engineer's Trip Generation Manual or Local Trip Generation Study published i n October 1993. Other local data may be acceptable provi ded it was collected using r ecommended methodology and can be properly documented.

B. Peak Hour Percent: A peak hour percentage of 10 pe rcent of the daily trips will be assumed for existing traffic unless hourly counts are available.

C. Peak Hour: The petitioner shall use the peak one hour period which occurs during either 7-9

A.M. or 4-6 P.M. periods or both, as agreed to by the staff and petitioner. In some cases, however, the PW&T staff may require additional hour s, for example, Friday nights or S aturday afternoon, to also be analyzed.

D. Directional Split: The directional split of the entering an d exiting traffic associated with t he development will be derived from the ITE Trip Generation manual unless other acceptable locally generated data is available.

E. Pass-by Trips: The percent of pass-by-tr ips shall be app lied to the trips generated by the proposed development and a ssigned to the adjacent street networ k. This rate does not affect t he proposed project's driveway volumes but rather reassi gns existing trips to movements entering and existing the proposed developm ent. The pass-by trip rates w ill be agreed upon during the preliminary meeting. The following pass-by trip rates have been determined for some land uses in Jefferson County:

Retail 30-35% Quality and Sit Down Restaurants 25% Fast-Food Restaurants 30-50% Banks 55% Convenience/Gas Stations 55-60%

These rates were determined as part of a Local Tr ip Generation Study. The use of these rates ar e recommended, however, the develo per may su pply additional information for rev iew and consideration.

F. Diverted Linked Trips: A reassignment for diverted trip s will generally occur outside the impacted study area; therefore, for the purpose of these traffic impact studies, diverted trips would be considered "new trips" within the st udy area and can be ignored in most cases. This factor, if applicable, will be decided during the preliminary meeting.

G. Internal Circulation Trips: Reductions for internal circula tion trips are applicable for projects such as shopping centers with out-lots and represents a reduction in projected driveway trips. The internal circulation trip rate will be agreed upon during the preliminary meeting and shall not exceed

10 percent.

H. Trip Distribution: The directional distri bution of the generated trips entering and exiting th e proposed development via all access points must be justi fied by the re lative locations of other traffic generators (e.g., employment centers, transportation terminals, etc.) and/or trip table information. These factors, or other factors agre ed upon by the st aff, shall be applied to the traffic generated by the proposed development as well as the traffic generated by nearby approved projects.

I. Trip Assignment: The distribution factors shall be applie d to the trips genera ted by the proposed development and nearby approved projects and assigned to the existing traffic on the road network providing access to the proposed development.

J. Capacity Analysis: At the identified critical inter section(s), the existing and generated traffic is to be related to the adequacy of the intersection by using the techniques described in Chapters 9 and 10 of the 1985 Highway Capacity Manual. Special Report 209. The PW&T staff has the necessary computer program to review and veri fy this analysis. Link volume analysis shall also be related to the Highway Capacity Manual standards. The a nalysis should be carried out for the A.M. and/or P.M. peaks, as agreed to by the staff and petitioner. This analysis should use traffic data for non- holiday weekdays, unless specifically requested by PW&T staff to analyses other periods. It is also recommended that the operational methodology be used in the analysis of signalized intersections. If so desired, alternative capacity and level of s ervice analysis techniques may be used, provided data is presented in such a form that the results may be duplicated using the latest version of the Highway Capacity Software and Signal Software sponsored by FHWA and McTrans, respectively.

K. Traffic Data:

1 Traffic volume data IS NOT available from PW&T at this time. Average Daily Traffic volumes, turning movement counts and traffic control signals data on roadways m aintained by the Commonwealth of Kentucky MAY B E available from the Department of Highways or KIPDA. The above sources s hould be contacted concerning the a vailability of traffic data. If, however, acceptable data is not available, the petitioner is responsible for obtaining such data.

Traffi c count data should be adjusted to the current year, or new counts should be made by t he applicant if, in the opinion of the PW&T staff, traffic volumes have significantly increased due to some change(s) in t he traffic pattern, such as the completion of a d evelopment project after the count was made.

If turning movement data is outdated or if there are locations fo r which dat a is n on- existent, data must be acquired at the applicant's expense.

Intersection traffic counts conducted by the pe titioner should be com prised of manual t urning movement counts covering the period of 7-9 A.M. a nd 4-6 P.M. in order to allow f or the selection of the peak hour wi thin the nearest fifteen minutes (e.g., 4: 00-5:00, 4:15-5:15, etc). The inclusion of all 7-9 A.M. and 4-6 P.M. turning movement data is requested as part of the petitioner traffic i mpact analysis., Su mmaries of each fifteen m inute period should be submitted, under separate cover, to PW&T. (A typical turning movement count summary form is present in Appendix D.)

Ideally the traffic analysis should be performed for the design hour which represents the 30t h highest hourly traffic volume on an annual ba sis. However most peak hour traffic volumes counts in urban areas closely approximately the 30th highest hour. Excepti on to this generalization are when special events occur, holidays (and holiday per iods), and the month of December. Although these periods should be avoided for traffic counting, on occasions because of scheduling considerations counts are made. Such counts should be adjusted to approximate the

30th highest hourly traffic volumes. Historical counts a nd staff knowledge of the area will be used to judge the adequacy of counts used by the applicant.

If the proposed development includes plans for the installation of a new traffic control signal, the petitioner must conduct a Traffic Signal Warrant Analysis. This analysis would produce documentation that indicates the conditions at th e proposed location w arrant a traffic signal by meeting the recommended m inimum warrants presented in the M anual for Uniform Traffic Control Devices. (MUTCD). Documentation of this analysis should be included in the appendix of the final report and should include, but n ot be limited to, the methodology used, daily traffic count data used in the analysis, and the resulting capacity analysis results at this location. A simple analysis form is presented in Appendix D.

L. Adequate Accommodation of Traffic: The ability of a high way system to carry traffic is expressed in terms of volum e-to- capacity (V/C) ratios an d level of s ervice at the critical l ocations, usually intersections. The V/C ratios clearly define the degree of saturation at an intersection. A V/C ratio of

1.0 indicates that the intersection is operating at its theoretical capacity, that is, the traffic volume demand equals the estimated number of vehicle that may pass through the intersection in a given period of t ime. A val ue of over 1.0 depi cts a s ituation where the demand exceeds the intersection's capacity and operational problems exist, either in geometries or signalization. As the V/C ratio approaches 0.9, breakdowns in the operational efficiency of the intersection tend to develop. When the V/C increases above 0.9, operational breakdowns also increase in freque ncy and m ay result in a high level of delay to motorists.

In considering mitigation measures, the change in V/C ratio and level of service must be taken into account as well as the actual V/C values for individual approaches a nd the overall i ntersection. If no mitigation exists or if the impr ovements required are beyond what could r easonably be expected from the petitioner, then negotiations between the petitioner and PW&T staff members will be conducted to determine the level of petitioner responsibility for improvements at the intersection.

Level of service for sig nalized intersections is defined by the Transportation Research B oard's Special Report 209, 1985 Highway Capacity Manual, in terms of delay. Generally, d elay is considered a measure of driver discomfort, frustration, lost time and fuel consumption. Delay at signalized intersections is a result of a number of factors, including the signal's cycle length, phasing, progression in relation to other signals, traffic volumes and the intersection's lane configuration and geometries. Although they are an important c onsideration in intersection analysis, delay and level of service results should not be used in determ ining mitigation measures. The PW&T staff will rely primarily on the V/C ratio in determining the effectiveness of proposed mitigation measures.

"Levels of service" as d efined by the 1985 Highway Capacity Manual are presented in T able

A-1.

M. Air Quality Analysis Model: The recommended model for roadway and signalized intersections is CAL3QHC. A copy of the com puter program and user's guide prepared by t he U.S. Environmental Protection A gency may be purchased from Pollution C ontrol District. CAL3QHC is a microcomputer-based modeling methodology developed to predict the level of carbon monoxide (CO) emitted from motor vehicles traveling near roadway intersections.

N. Mapping: The application of the CAL3QH C model requires a s cale drawing of each critical intersection. It is recommended that the scale be 1" = 50'. Alternative scales may be c onsidered at the initial review meeting. When a grid system is placed on the sc ale drawing the spatial relationship between the driving lanes and receptors may be rep licated within the computer model. A transparent grid has been successfully used on recent projects. The d rawings should provide existing lane configuration, lane wi dths, and location of all-rights-of-way. Contour lines and spot elevations also must be presented on each drawing. Separate drawings showing existing and proposed conditions should be provided. Copies of these drawing shoul d be submitted along with the impact analysis report.

O. Receptor Location: The receptors should be located where the maximum total projected concentration is likely to occur (not on the roadway itself). As a rule a receptor should be l ocated outside the "mixing zone" of the travel lanes. The distance from the travel lanes should be 10 feet (3 meters) or at the right-of-way line (if no peopl e generating activity o ccurs within the right-of- way), whichever is the greatest distance.

All space outside the right-of-way is considered to be available to the general public whether or not it is presently used. A dedicated buf fer zone boundary legally iden tified for landscaping purposes on which routine public access is not intended may be used to locate receptor locations rather than the right-of-way line.

P. Free Flow Speeds: At an intersection, vehicles are consider ed to be idling when the traffic signal is red, all other times the vehicles are considered to be in a free flow mode. The speed for a free flow link represents the speed experienced by drivers tr aveling along the link d uring the time the traffic signal is not red. A free flow speed must be assigned to each link.

Based on the posted speed limit the following speeds should be used as default values: Posted Speed (mph) Free Flow Speed (mph)

55	40
45	35
40	30
35	25
25	20

Actual free flow speeds may be substituted for the above default values based on an acceptable documented study. The techniques in Chapter 9 of the Highway Capacity Manual ( TRB 1985) to estimate adjusted vehicle speed may be used.

Q. Emissions - MOBILE 5 a: Separate emission rates are used as input data to CA L3QHC for each free flow and queue link. The U.S. EPA m obile source emission factor model (MOBILE 5 a) has been applied by APCD to generate both free flow and idling emission rates. Appendix E contains approved emission rates for the years 1991 through 2000. No ot her emission rates may be used without prior approval, in writing, of APCD.

R. National Ambient Air Quality Standards: The ambient air quality st andards for carbon monoxide applicable in Jefferson County are the following Federal Standards.

One Hour - 35 ppm or 40 mg/m3

Eight Hour - 9 ppm or 10 mg/m3

These values may not be exceeded more than once per year. Any m odeled concentrations above 35 ppm or 9 ppm is considered a violation.

S. Persistence Factor: The CAL3QH C model is to be used to predict the one-hour worst-case concentrations. A persistence factor is used to convert the one-hour worst-case modeling results to a

predicted 8-hour average concentration. The persistence factor primarily accounts for the variation in traffic over the eight hour peri od and can be estimated by using tr affic counts made over the eight hour period on each leg of the intersection. The se counts may be made with an automatic traffic counting machine, manual counts are not necessary. T he persistence factor is determined by dividing the average of the ei ght highest hours by the peak hour. The calculated factor shall be used if it is greater then 0.60 or less then 0. 80. if lower then 0.60 use 0.60 and if greater than 0.80 use 0.80. The eight highest hours must be continuous and must contain the peak hour.

The counts on the legs of the inte rsection should be sum med for this calculation to determ ine one overall persistence factor for each intersection. Th e calculations used to de termine the pers istence factor shall be documented in the impact study report.

T. Background Concentrations: All concentrations of carbon mo noxide that are not emitted b y the sources being m odeled are backgr ound concentrations. They can be wind blown from far away or from nearby sources such as pa rking lots and adjacent inters ections. The following background concentrations (one hour) should be used for the conditions described:

Background

Condition Concentration (ppm)

CBD or intersection with congested adjacent 3.0 intersection(s) and nearby parking facilities.

Intersection with nearby parking facilities 2.0

Isolated intersection (no nearby congested 1.5 intersection or nearby parking facilities).

The use of background concentrations other than the above must receive prior approval, in writing, of the APCD.

U. Meteorological Conditions: The CAL3QHC User' s Guide di scusses various meteorological parameters that are input to the model. The following values or responses shall be used for air quality analysis in Jefferson County.

Wind Speed 1 Meter/Second

Wind Angle 0°

Multiple Wind Angles Yes Increment Angle 10° First Increment Multiplier 0

Last Increment Multiplier 36

Mixing Height 1000M Stability Class D

Surface Roughness

CBD 321 cm Office Area 175 cm Suburban Area 108 cm

TABLE A-l

LEVEL OF

LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTION

SERVICE DESCRIPTION

A Describes operations with very lo w delay, i.e., less than 5.0 s econds per vehicle. This occurs when progression is extremely favorable, and m ost vehicles do not stop at all. S hort cycle lengths may also contribute to low delay.

B Describes operations with delay in the range of 5.1 to 15.0 seconds per vehicle. This generally occurs with good progression and/or shor t cycle lengths. More ve hicles stop than for LOS A, causing higher levels of average delay.

C Describes operations with delay in the range of 15.1 to 25.0 seconds per vehicle. These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear in this le vel. The num ber of vehicles st opping is significant at this level, although many still pass through the intersection without stopping.

D Describes operations with delay in the range of 25 .1 to 40.0 seconds per vehicle. Longer delays may result from some combination of unfavorable progressi on, long cycle lengths, o r high V/C ratios. Many vehicles stop, and the proportion of vehi cles not stopping declines. Individual cycle failures are noticeable.

E Describes operations with delay in the ra nge of 40.1 to 60.0 seconds per vehicle. This is considered to be the limit of acceptable delay. These high delay values generally indicate p oor progression, long cy cle lengths, and high V/C ratios. Individual cycle failures are f requent occurrences.

F Describes operations with delay in excess of 60.0 seconds per vehicle. This is considered to be unacceptable to most driver s. This condition often occurs with over-saturation, i.e., when arrival flow rates exceed the capacity of the intersection. It may also occur at high V/C ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels.

SOURCE: Highway Capacity Manual. Special Report 209, Transportation Research Board, Washington, D.C., 1985.

APPENDIX B STUDY ELEMENTS

The following items should be included in the impact studies submitted to the Jefferson County Public

Works and Transportation Division and the Air Pollution Control District of Jefferson County.

A. Text

The text should be brief and to the p oint. It should be presented in num bered sections which contain the information as outlined below:

Part One: Traffic Impact Studies

Section 1: Introduction — this sec tion should ide ntify clearly the developer of the proposed development and the consultant perform ing the analysis. It should also prov ide a d escription of the site's location, using a location map to depict its location in Jefferson County. In addition, this section should detail the site's current zoning, any proposed zoning changes, zoning of the surrounding area and the total acreage to be de veloped. The Comprehensive Plan recommendations for the proposed site should also be described in this section. In addition, th is section should briefly describe the proposed project in terms of total square footage, by land use, or the number of dwelling units to be constructed. This descr iption also should inc lude the pr oposed construction schedule and the number of units, by land uses, to be constructed in each development phase.

Section 2: Section two of the report shoul d describe the dat a collection process, t hat is, the type of data collected and when, if necessary, traffic counts were taken. This section should also include a description of the relationship between the site and the existing transportation system. This should include driveway locations, existing geo metry, average daily traffic, l ane configurations, traffic control devices at critical intersec tions, and existing and expected future functional classifications, as presented in the Comprehensive Plan Core Graphics. If applicable, the availability of public transit to the site should also be discussed.

Section 3: This sect ion should indicate t he procedures used in the anal ysis, street segment(s)/intersection(s) to be analyzed, t rip generation rates used and their source, ti me period(s) to be analyzed, and the range of trip reassignmen ts for pass-by, divert ed, and trip r eductions for internal circulation, identifying the source of the ra tes used, expected traffic entering and exiting the site, and the assignment of those trips to the street system, expressed as a percentage of total new trips generated.

Section 4: Discussion of the results for each condition analyzed should be submitted in section 4. A subsection should address committed roadway and intersection improvements in the area and their effect on the proposed developm ent. If the street segment(s)/intersection(s) are scheduled for improvement, a description of these improvements and the expected completion date should be included. Planned roadway or intersection improvements may also be identif ied in this section. However, planned improvements may not be co nsidered in th e analysis of the proposed development. Only projects committed to by th e state, county or loca l jurisdiction should be considered. In addition to committed improvemen ts additional mitigatio n measures should b e identified, if necessary. Analysis should be conducted and compared with results without t hese measures. Tables comparing the analysis results; should be presented within this section, and d etailed result should be presented in the appendices of the report.

It should be the goal of any proposed mitigation meas ure to maintain an a cceptable V/C ratio and level of service at all critical intersections. Wh enever feasible, mitigati on measures should be developed to ensure that resulting conditions at the critic al intersections are no w orse than currently exist or are expected to exist wi th committed improvements without the proposed development. .It is realized that this is not always possible or desirable; therefore, t he main objective is to maintain an acceptable V/C ratio fo r the intersection. Detailed supporting data and analysis results used in the determination of mitigation measures should be submitted to PW&T under separate cover.

Section 5: The final section should briefl y describe the roadway system' s ability to handle the traffic generated for each condi tion analyzed. Identify needed street improvements over a nd above those currently programmed and a reasona ble cost estimate for making the improvements. This section should also be used to document reasons for those street improvements above those currently programmed.

Part Two: Air Quality Analysis

The air qua lity analysis shoul d be well documented, however, the text should be brief. The CAL3QHC modeling printouts provide most of the details needed fo r review and verification b y the APCD. A diskette containing the data used for the CAL3QHC model runs should be p rovided. The text of the impact report should summarize the analysis. The certified air quality analyst should be identified in the report.

Section 1: Briefly described the process and in making the air quality analysis. If the procedure in the guideline were followed, a statement to that effect is all that is needed for this Section. Tables or maps describing the input or out put of the model should be r eferenced. Should a value not recommended in the guide lines be used, the full d ocumentation justifying the deviation shoul d be presented here. (Caution: Although the documentation is presented in this report the appr oval to deviate from the guidelines must be obtained prior to the analysis.)

Section 2: The conclusions and findings re lative to air qualit y are presented here. Mitigation measures proposed by the developer to reduce air quality impacts should be described. If the mitigation measure is to be implemented by som eone or agency other tha n the developer an offi cial statement must be included (letter of commitment) from the other party.

B. Maps

The following m aps, as a m inimum, should be provided for refere nce with the impact study rep ort submitted for review and acceptance.

An area or location map which locates the proposed development in the context of the existing area wide street system.

A site plan of the proposed development which identifies the proposed land uses, access to the site from the existing roadway system, the proposed i nternal circulation system, parking layout and parking breakdown, (num ber of spaces required a nd number of spaces provided), as defined in Article 10 of the Louisville/Jefferson County Zoning Regulations.

A map o f the traffic impact area which identifi es existing roads in the area, the proposed development, critical intersections and other approved projects in the area using the following status categories:

a. under construction

b. zoning and/or construction approval c. proposed, but not yet approved.

A map which identifies co mmitted roadway i mprovements, if any, that are included in the Regional Transportation Improvement Program, the Commonwealth of Kentucky's Six Year Plan or identified by the Director of Public Works, which may affect traffic at the critical intersection(s) being studied.

A map whi ch identifies existing A.M. and/or P.M. peakhour t raffic volumes assigned to t he affected street system. (NOTE: Both volumes, if needed, may be presented on the same map).

A map which identifies the trip distribution pattern, as a percent of total traffic generated, for the proposed development during the time period(s) agreed upon.

A map which identifies the trip distribution pattern, as a percent of tota l traffic generated, for approved projects in the impact area during the time period(s) agreed upon.

A map which identifies the actual traffic volumes generated by the proposed site and

other approved projects within the im pact area assigned to the affected str eet system for the time period agreed upon. The map should distinguish between the two sources of t raffic and identify the sum of the two.

Scaled drawings (1" = 50') of critical intersections with a grid overlay showing the location of the receptors, distance to adjacent intersections, length of storage lanes, and location of stop bar.

C. Tables and Figures

The following is a minimum list of tables and figures which should be included in a traffic impact study within Jefferson County.

A ta ble which provides the following information about the land uses/trip generation characteristics of the traffic impact area identified in Map 3.

a. ITE land use code used in the study;

b. Units to be developed (sq. ft., D.U., etc);

c. Trip generation rate/trip ends generated (for the adjacent street peak hour, entering/exiting the facility for the period(s) analyzed);

d. Reassignment rates for pass-by, and diverted trips and reduction rates for internalcirculation;

e. Total new Trip ends added to the new existing (and/or committed) street system.

A table which summarizes the volume-to-capacity ratios delay and level of service for each of the critical intersections, by approach and movement, for each of the conditions analyzed.

Dia grams of the existing geometry and lane utilization for the road segment(s) and/or critical intersection(s) being analyzed.

Diagram of the im proved geometry and lane utilizatio n for the road segm ent(s) and/or intersection(s) being analyzed. Diagrams identifying both planned improvements and mitigation measures should also be provided.

5. A receptor location description table (including coordinates).

Tables showing maximum 1-hour and 8-hour concentrations (including background) at each receptor point.

Modeling printouts with input listing and output files showing maximum concentration calculated.

Should be submitted as a separate document.

D. Appendix

The appendix should include the output summary from the Highway Capacity software, or, if other procedures are used, equivalent docu mentation which would permit PW&T staff to easily replicate the procedures. Documentation should be provided for each conditi on analyzed. (Detailed results from the Highway Capacity Software should be provided under separate cover to PW&T).

All relevant data neces sary to con duct an analys is using the Highway Capacity software s hould be provided within the appendix. This da ta includes assumptions or actual counts of truck and transit traffic, right turns on red, pedestrian traffic and parking m aneuvers. This data should also include a di agram showing the iissumed phasing and ti ming for each signalized intersection analyzed. (If actual signal phasing and ti mings are us ed, phasing diagrams and ti me charts shoul d be provide under separate cover to PW&T).

If the intersection level of analysis is being performed, existing intersection turning movement counts for the time period(s) analyzed should be included for each intersection. The counts should be presented in such a fashion mat the PW&T staff may determine the peak traffic hour for the tim e period(s) analyzed. In addition expected peak hour turni ng movement counts should also be provided for each critical intersection for the total build condition. If the project is to be const ructed in phases, expect ed peak hour turning movements should be provided for each phase. A sam ple turning movement summary sheet is provided in Appendix D, Figure 2. This ex ample provides a summary of all data required to determine the expected peak hour turning movements.

It is also requested that copies of the original tu rning movement field sheets be provided, under separated cover, to the PW&T st aff. It is requested that th ese counts be summari zed in 15 minute intervals. The purpose of this request is to devel op a histori cal turning movement count file throughout Jefferson County. This data will be useful in m ore accurately determining the impacts of future development in the area and provide Jefferson County and devel opers with an accessi ble traffic count dat abase. The recommendation for the installation of a traffic control signal and the es timated cost for installation should be presented within the text of the report, with other recommended improvements.

If the petitioner or the consultant feels that the insta llation of a new traffic cont rol signal is w arranted, documentation supporting this recommendation should be provided in the a ppendix. This documentation should include a discussion of the signal warra nt expected to be satisf ied and the methodology used in that determination. This nar rative should be supported w ith tables and figures that clearly present any assumptions, calculations and results used in the analysis. Reference material used for this analysi s should also be noted

In addition, possibilities of providing an interconnect signal system or to provide optimum signal progression should be discussed. Figure 3 of Appendix D provides an example of the type of table that should be present in this analysis to support the justification of signal installation.

APPENDIX C

TYPICAL TRAFFIC IMPACT STUDY FINAL REPORT OUTLINE

PART ONE: TRAFFIC IMPACT STUDY

I. INTRODUCTION

II. TRAFFIC DATA COLLECTION AND INVENTORY

A. Critical roadway segments/intersections

B. Existing traffic volumes

C. Traffic control devices

D. Functional classifications

III. PROJECT GENERATED TRAFFIC

A. Trip generation

B. Pass By/Diverted Traffic and internal circulation

C. Trip distribution and assignment

IV. TRAFFIC ANALYSIS

A. Methodology

B. Existing level of service C. Future level of service D. Mitigation Measures

E. Traffic signal warrant analysis (if required)

V. TRAFFIC IMPACT CONCLUSIONS

PART TWO: AIR QUALITY ANALYSIS

I. AIR QUALITY PROCEDURES

II. FINDINGS AND RECOMMENDATIONS

PART THREE ; APPENDICES

A. Existing traffic count data

B. Expected traffic count data

Future without proposed development

Future with proposed development

C. Existing capacity analysis results

D. Expected capacity analysis results

Future without proposed development

Future with proposed development

Future with proposed development and mitigation measures.

E. Traffic signal warrant analysis (if necessary) F. Air Quality modeling printouts with input

APPENDIX D SAMPLE FORMS

TRAFFIC COUNT

GRAPHIC SUMMARY SHEET

**REMARKS: **

FIGURE 1

VEHICLE TURNING MOVEMENTS

**PROJECT_ INTERSECTION **

**COMPLETION YEAR TIME_ **

N N

EXISTING VOLUME

**+ GROWTH **

N

N

GENERATED VOLUME

TOTAL VOLUME

FIGURE 2

TRAFFIC SIGNAL WARRANTS ANALYSIS FORM

**Major Street _Critical Approach Speed mph Lanes_ **

**Minor Street_ _Critical Approach Speed mph Lanes_ **

Critical speed of major street traffic > 40 mph

In built up area of isolated community of < 10,000 pop. Applicable Minimum Volume Requirements:

70% VOL. 100% VOL.

YES NO

YES NO

70% 100%

WARRANT 1 — Minimum Vehicular Volume

Minimum Requirements

HOUR

(80% Shown in Brackets)

100% SATISFIED

YES NO

100% 70% I00% 70% Approach Lanes 1 2 or more

80% SATISFIED

1 2 3 4 5 6 7 8

Both Approaches

Major Street

500 (400)

350 (280)

600 (480)

420 (336)

Highest Approach

Minor Street

150

(120)

105

(84)

200

(160)

140

( 112 )

TIME PERIOD FROM M TO _M

WARRANT 2 — Interruption of Continuous Traffic

Minimum Requirements

HOUR

(80% Shown in Brackets)

100% SATISFIED

YES NO

IO0% 70% IO0% 70% Approach Lanes 1 2 o r m ore

80% SATISFIED

I 2 3 4 5 6 7 8

Both Approaches

Major Street

750 (600)

525 (420)

900 (720)

630 (504)

Highest Approach

Minor Street

75

(60

53

(42)

100

(80)

70

(56)

TIME PERIOD FROM M TO _M

FIGURE 3

APPENDIX E

AIR POLLUTION CONTROL DISTRICT EMISSION FACTORS

Emission factors fo r air quality analy sis in Jefferson County are presente d in the following tables. Table E -1 contains the carbon monoxide emission factor during the operating mode (when vehicle is in motion) and Table E-2 shows the em ission factors to vising when th e vehicles are in the idling m ode of o peration. The factors are provided by the Air Pollu tion Control District and may not be changed without prior approval. The factors were generated using MOBILE 5a and MOBILE 4. Ic.

TABLE E-1

CO EMISSION FACTORS (GRAMS PER MILE)

1990- 2000

MOBILE 5a (Version 26 Mar 93) Emission Factors –Carbon Monoxide (CO) SIP 93 Method 07-27-93 Composite Emission Factors

WINTER Jefferson County

GM/MI

@ MPH 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

3 233.533 217.272 199.029 177.538 166.651 138.000 131.331 124.476 117.334 110.642 105.354

4 179.842 167.317 153.561 137.290 129.070 107.053 101.968 96.792 91.472 86.494 82.555

5 146.370 136.359 125.478 112.528 106.016 88.125 84.056 79.936 75.747 71.830 68.725

6 123.499 115.274 106.388 95.732 90.403 75.326 71.964 68.570 65.151 61.958 59.420

8 94.368 88.461 82.136 74.410 70.602 59.100 56.652 54.192 51.753 49.480 47.660

10 76.715 72.201 67.426 61.470 58.583 49.241 47.351 45.460 43.619 41.903 40.519

12 64.943 61.336 57.586 52.801 50.523 42.615 41.100 39.591 38.150 36.808 35.713

14 56.555 53.577 50.552 46.592 44.745 37.857 36.610 35.374 34.219 33.144 32.256

16 50.267 47.753 45.267 41.922 40.396 34.272 33.225 32.195 31.255 30.381 29.649

18 45.357 43.207 41.139 38.274 36.998 31.470 30.580 29.711 28.939 28.222 27.613

20 41.495 39.618 37.846 35.309 34.197 29.110 28.310 27.529 26.852 26.233 25.695

25 34.687 33.026 31.443 29.186 28.147 23.823 23.059 22.297 21.587 20.905 20.312

30 29.951 28.492 27.064 25.025 24.052 20.262 19.531 18.788 18.059 17.342 16.720

35 26.565 25.259 23.945 22.065 21.141 17.734 17.026 16.296 15.552 14.809 14.165

40 24.198 22.971 21.719 19.936 19.033 15.894 15.195 14.467 13.707 12.938 12.274

45 22.612 21.386 20.150 18.407 17.502 14.540 13.834 13.099 12.319 11.522 10.833

50 21.955 20.702 19.458 17.718 16.801 13.912 13.196 12.450 11.655 10.840 10.136

55 22.087 20.821 19.564 17.811 16.886 13.983 13.259 12.506 11.705 10.885 10.176

60 41.464 38.352 35.354 31.501 29.316 23.726 22.099 20.438 18.782 17.144 15.764

65 61.001 56.028 51.273 45.307 41.852 33.557 31.017 28441 25.921 23.460 21.405

I/HR

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

IDLE 695.282 647.185 593.062 529.524 497.456 411.267 391.261 370.839 349.449 329.468 313.411

TABLE E-1 (CONTINUED)

CO EMISSION FACTORS (GRAMS PER MILE)

2000-2010

MOBILE 5a (Version 26 Mar 93) Emission Factors –Carbon Monoxide (CO) SIP 93 Method 07-27-93 Composite Emission Factors

WINTER Jefferson County

GM/MI

@ MPH

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

3 105.354 99.169 95.120 92.714 91.138 90.018 88.161 88.051 87.977 87.914 87.88

4 82.555 77.929 74.926 73.145 71.972 71.149 69.851 69.764 69.705 69.657 69.62

5 68.725 65.065 62.703 61.298 60.370 59.726 58.731 58.660 58.611 58.569 58.54

6 59.420 56.417 54.489 53.338 52.573 52.049 51.236 51.174 51.131 51.096 51.07

8 47.660 45.495 44.118 43.287 42.730 42.356 41.735 41.684 41.649 41.620 41.60

10 40.519 38.862 37.822 37.187 36.755 36.472 35.937 35.894 35.864 35.839 35.82

12 35.713 34.397 33.585 33.084 32735 32.515 32.022 31.983 31.957 31.934 31.92

14 32.256 31.185 30.538 30.132 29.844 29.667 29.197 29.162 29.138 29.117 29.10

16 29.649 28.763 28.240 27.906 27.664 27.520 27.063 27.030 27.008 26.988 26.97

18 27.613 26.871 26.445 26.168 25.962 25.843 25.395 25.365 25.343 25.325 25.31

20 25.695 25.028 24.646 24.395 24.205 24.099 23.665 23.634 23.614 23.596 23.58

25 20.312 19.562 19.120 18.836 18.631 18.504 18.151 18.121 18.105 18.091 18.08

30 16.720 15.921 15.440 15.133 14.918 14.776 14.483 14.454 14.440 14.430 14.42

35 14.165 13.330 12.821 12.498 12.275 12.123 11.879 11.851 11.838 11.830 11.82

40 12.274 11.406 10.872 10.536 10.307 10.147 9.9948 9.920 9.910 9.902 9.89

45 10.833 9.931 9.375 9.029 8.794 8.628 8.472 8.445 8.435 8.429 8.42

50 10.136 9.211 8.642 8.289 8.053 7.883 7.762 7.734 7.725 7.720 7.71

55 10.176 9.245 8.672 8.318 8.081 7.910 7.816 7.789 7.779 7.774 7.77

60 15.764 13.954 12.820 12.127 11.672 11.351 11.141 11.098 11.085 11.077 11.07

65 21.405 18.707 17.007 15.975 15.302 14.828 14.530 14.471 14.454 14.444 14.43

I/HR

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

IDLE 313.411 294.734 282.911 275.633 270.664 267.293 258.158 257.826 257.607 257.425 257.33

All Rates are subject to future modification by the Air Pollution Control District as new information becomes available.

TABLE E-2

(Derivation of above values is described below under Table E-2)

CO IDLE EMISSION FACTORS (GRAMS PER MINUTE)

1990-2010

24 Feb 1992 MOBILE version 4.1c (4 Nov 91)

YEAR 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

IDLE 9.019 8.111 7.354 6.735 6.214 5.708 5.191 4.734 4.349 4.050 3.781

YEAR 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

IDLE 3.781 3.558 3.380 3.245 3.068 2.994 2.929 2.867 2.836 2.794 2.773

All Rates are subject to future modification by the Air Pollution Control District as new information becomes available.

Derivation of Tables E-l. and E-2;

Vehicle emissions per mile and idle emissions per minute from results of MO BILE 5a and MOBILE 4 .1c (version of 4 Nov 91) model runs as prepared by AP CDJC personnel to reflect reas onable predictions of future emissions rates. MOBILE 5a model default registration distribution is used. RVP of local gasoline is set to 15.0 as a realistic winter supply condition. The temperature used by the model was 28.5 degrees Fahrenheit, determined to be th e average mini mum daily temper ature for January 1992, and refl ects reasonable expectations of real-world low temperatures (CO emissions go up when temperature goes down).

The model assumed that an i nspection/maintenance program equivalent to the EPA minimum performance-based standard is implemented for all vehicles in the area for all year s. This specification does not take into account local i mprovements over title minimum I/M program but is realistic and m eaningful, since the Clean Air Act manda tes the minimum specification or better in all covered areas, and thus emission rates should be NO HIGHER than those shown. Using the minimum standard allows f or more stable predictions of the future, since as-yet-undetermined program variations are ignored.

These assumptions should be adequate for the inte nded purpose of evaluating individual land-use or transportation projects. Only changes in the MOBILE m odel version should bring about a need to revise t hese rate tables.

APPENDIX F TECHNICAL REFERENCE

Manual of Traffic Engineering Studies. Box, Paul C. and Jos eph C. Oppenlander, Inst itute of

Transportation Engineers, Washington, D.C., 1976

Quick Response Urban Travel Estimation Techniques and Transferable Parameters: User Guide. NCHRP Report 187, Sosslau A.B., et al., National Cooperative Highway Research Program, Transportation Research Board, 1978.

Trip Generation. 5th edition, Institute of Transportation Engineers, Washington, D.C., 1991

Local Trip Generation Study. Barton Aschman Associates, Inc., October 1993,

Development and Application of Trip Generation Rates, Mehra, Joe a nd C. Ri chard Keller, Federal

Highway Administration, Washington, D.C. 1985.

Highway Capacity Manual. Special Report 209, Transportati on Research Board, Washi ngton, D.C.,

Manual on Uniform Traffic Control Devices. National Committee on Uniform Traffic Control

Devices, U.S. Department of Transportation, Federal Highway Administration, 1978.

Transportation and Traffic Engineering Handbook. 2nd. Edition, Institute of Transportation

Engineers, Washington, D.C., 1982.

User's Guide to CAL3OHC. U.S. Environmental Protection Agency, Technical Support D ivision, Research Triangle Park, N.C. July, 1990.

Traffic Engineering Handbook. 4th edition, Institute of Transporta tion Engineers, Washington, D.C.

1992

Transportation Planning Handbook. 1st edition Institute of Transportation Engineers, Washington, D.C., 1992

Appendix 6F

Transit Design Standards Manual

Purpose & Intent

The location and type of transit amenities to be provided with various developments depends primarily on three factors: the

planned use of the development, the scope of the development and the presence of transit service in the area. Other contributing factors include surrounding land uses, character of the neighborhood, environmental, and / or topographic factors. This appendix is not intended to dictate where transit facilities are to be installed. Rather, it is designed to ensure that all developments are accessible by any means of transport and that all developments provide a physical place for transit passengers to access the transit vehicle and their final destination. These needs are especially crucial for young people, the elderly, and people with disabilities. In addition to the surrounding environment, transit amenities need to be sited based on service demands and transit agency policies. All of these factors are to be considered when locating a transit amenity.

Transit Amenities

Transit amenities are define d as physical de sign features that assist in the provision of transit service. They are to be considered part of the property as a p arking lot or si dewalk in fron t of the building would be and maintenance should be

provided as it is for those areas. The amenities are provided to ensure that transit patrons and other pedestrians have a safe, accessible, and pleasant place to board a tran sit vehicle and travel to a nd from the boarding area t o the building. Larger

developments or developments of a certai n use may warrant the provision of additional amenities at the boarding area,

including, but not limited to, seats, shelte rs, park-n-ride spaces, bicycle storage, trash cans, and increased lighting. Som e developments, based on size, scale, or use, may require on-site transit access to be determined by transit agency and Planning and Design Services. For this appendix, specific transit amenities are defined:

Boarding Area – a safe , accessible, thirty-two (32) square foot minimum concrete pad (or pavers) that has a well- marked link from the main entrance of the building to the street th at is free fro m physical obstructions and has minimal conflicts with vehicular traffic. Tran sit agency and Public Works will determine when and specifically where the transit sign will be located. In all cases, the transit agency will work with the developer and Public Works as needed to best configure the necessary details and specifications of the boarding area.

Boarding Area with seats and shelter – Boarding Area features and a place for seating and a covered waiting area to protect from the elements. Shelters or awnings and benches are the most common elements, but a more c reative design concept may be allowed based on approval by the Planning Director and Executive Director of transit agency (or designees).

Additional Review Needed - Certain developments based on size, scale, or particular use may warrant additional review by the Planning Director and Executive Director of the transit agency (or designees.) The additional review will be use d to determ ine the num ber of park and ride spaces from the size of parking lot, to determine if on-site transit access i s necessary, to determ ine if there a re any special nee ds for tra nsit service for that site , to determine whether pull-off lanes are ne eded, or to decrease the requirem ent. Additiona l review shall take into account the existing character of the roadway in which an amenity may be located.

Transit Amenities to be provided (or verification of adequate existing facilities for a new development) based on Use Any development should provide at m inimum a boarding a rea to provide access for em ployees, or a ny persons with disabilities that may need to access the site. Additional requirements are outlined below.

| | Boarding Area | Boarding Area +
>
> seats & shelter | Additional
>
> Review Needed | |---------------------------------|---------------------|------------------------|---------------------| | Single Family Residential | | | | | | | | | | Between 25 to 100 | | | X | | Over 100 lots | | X *could be part of | X |

LDC

Appendix 6F Transit Design Standards Manual

| | Boarding Area | Boarding Area +
>
> seats & shelter | Additional
>
> Review Needed | |-----------------------------------------------------------------------------------------------------------------------------|---------------------|-----------------------|---------------------| | | | signature entrance | | | Multi Family Residential | | | | | | | | | | Between 25 to 100 | | | X | | Over 100 units | | X | X | | Other Residential | | | | | Any | X | | X | | General / Professional / Medical Office | | | | | | | | | | under 50,000 SF | | | X | | 50,000 to 100,000square feet | X | | X | | Over 100,000 square feet | | X | X | | Industrial & Manufacturing | | | | | under 250 employees | | | X | | 250 to 500 employees | X | | X | | 500 to 1,000employees | X | | X | | Over 1,000 employees | | X | X | | Retail / Commercial / Grocery & Drug

Stores / Pharmacies / Convenience Stores

/ Gas Stations / Department & Discount Stores / Shopping Centers & Malls / Other similar uses | | | | | | | | | | under 50000 SF | | | X | | 50,000 to 100,000 square feet | X | | X | | Over 100,000 square feet | | X | X | | | | | | | Non-retail Commercial / Recreational | | | | | Coliseums, Stadiums, and Similar facilities | X | | X | | Movie Theaters and Cinemas (more than five screens) | X | | X | | Any use generating an average of more than 200 trips per day (only applies in TMC,TC, TW, SMC, RC, and SW form districts) | X | | X | | Institutional | | | | | Any institutional use | | | X |

| | Boarding Area | Boarding Area +
>
> seats & shelter | Additional
>
> Review Needed | |---------------------------------------------------------------------|---------------------|-----------------------|---------------------| | Churches | X | | X | | Any school, college, or university | X | | X | | Hospitals, Asylums, Institutions, Penal / Correctional Facilities | | X | X | | Libraries, Museums, Art Galleries, and similar uses | X | | X | | Airport / Bus / Train or other transportation facility | | X | X | | Any other use not specifically listed above (at minimum) | | | X |

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