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HomeMy WebLinkAboutResolution 3789-09-2009A Resolution NO 3789 -09 -2009 ADOPTING A MASTER PLAN FOR THE TEXAS MOTOR SPEEDWAY AREA AND AMENDING THE COMPREHENSIVE PLAN TO INCORPORATE THE MASTER PLAN WHEREAS Fort Worth is the fastest growing large city in the United States and the 17th largest city overall with over 720 250 residents and WHEREAS the Far North sector of Fort Worth has been the fastest growing sector of the city over the last decade and WHEREAS Texas Motor Speedway Alliance Airport, and The Burlington Northern Santa Fe Intermodal Facility are recognized as three of the strongest economic engines in the North Central Texas region and the need to restrict incompatible land uses from encroaching on the facilities is vital to their long term viability and WHEREAS Fort Worth hosts the five largest single -day sporting events in the state of Texas at Texas Motor Speedway each year with up to 200 000 spectators and WHEREAS new residential uses near Texas Motor Speedway may be adversely impacted by noise and traffic congestion associated with events at Texas Motor Speedway and WHEREAS coordination with other jurisdictions near Texas Motor Speedway is necessary to promote sustainable growth and development practices in the sub region and WHEREAS a multi modal transportation network in the Texas Motor Speedway area is critical to achieving a sustainable regional growth pattern and WHEREAS the Texas Motor Speedway Area Master Plan Study Committee recommended adoption of the Master Plan to City Council on March 12 2009 WHEREAS the City Plan Commission recommended adoption of the Master Plan to City Council on May 27 2009 0' J �A RESOLUTION NO 3789 09 2009 NOW THEREFORE BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF FORT WORTH TEXAS THAT 1 The Texas Motor Speedway Area Master Plan is hereby adopted and 2 The Comprehensive Plan shall be amended to incorporate the Texas Motor Speedway Area Master Plan by reference and 3 This resolution shall be transmitted to each jurisdiction within the Texas Motor Speedway study area immediately upon adoption and Adopted this 22nd day of September 2009 ATTEST. I!- APPROVED CITY COUNCIL r B y SEP 2 2 2009 - - - --- -- rMty Hendrix C ity,cretary city at Secretar of the Texas Xf1 I 111,411,11111, ,,..�� ��; .� • ; � ,max /%/jisYlf�1rsn., -,,.. i+ ° -:''° � % • �.A' = :`'' -�� ^fir.» ff -- . \.... -- _ Vii^• a 'q.�� � � e-a. , 4� �x i..^ 43n1'w.. January, 7009 Texas 1lotor Speedway Area "Ni4tster Advisory Committee Texas Xfolor Speedway Area Mader Plan January 2009 Texas Motor Speedway Area Master Plan January 2009 4 (f i Id FoR W-Oes 'T Texas Motor Speedway Area Master Plan for the City of Fort Worth, Texas Prepared for the Fort Worth City Council, Fort Worth City Plan Commission and the Texas Motor Speedway Master Plan Advisory Committee January 2009 W Texas kfolor Speedway Area Master Plan January 2009 Texas Motor Speedway Area Master Plan January 2009 City Officials and TMS Advisory Committee Members Michael J Moncrief, Mayor City Council Carter Burdette Joel Burns Sal Espino Kathleen Hicks Jungus Jordan Frank Moss Danny Scarth W.B. `Zim" Zimmerman City Plan Commission Ramon Romero, Jr (Chair) Derek Brown Jacq Duncan Charles Edmonds Namon Hollis Kim Martin Charles Rand Robert Rouse Texas Motor Speedway Advisory Committee Members Mac Churchill, Chair Joan Adams Mark Barnes Mike Berry Bill Boecker Andy Eads Sal Espino Casey Elliott Bill Hale, PE Colleen Demel Mayor Pete Dewing Mayor Scooter Gierisch Eddie Gossage Katrina Keyes Frank Kribbs Dave Larson Rosa Navejar Sally Michalak Sam Oliasami Karen G. Rue, Ed.D Bill Thornton Elizabeth Thornton Tim Ward Erik With Chairman, 35W Coalition Harriet Creek Ranch District 2, City Plan Commissioner President, Hillwood Properties President, Fine Line Diversified Development Precinct 4 Denton County Commissioner District 2, City of Fort Worth Councilmember Chadwick Farms Dallas District Engineer, Texas Department of Transportation Executive Director, North Fort Worth Alliance Mayor of Northlake Chair, Northwest Communities Partnership President and CEO, Texas Motor Speedway Representative, Fort Worth Metropolitan Black Chamber of Commerce Harriet Creek Ranch HOA President Representative, Beechwood Creeks HOA President and CEO Fort Worth Hispanic Chamber of Commerce President, Northwest Metroport Chamber of Commerce General Manager, Doral Tesoro Hotel and Golf Club Superintendent, Northwest I.S.D. President and CEO, Fort Worth Chamber of Commerce Representative, Tarrant County College President, Alliance Air Services Office of U.S. Congressman Michael C. Burgess Texas Motor Speedway A -ea Master Plan January 2009 vi Texas Motor Speedway Area Master Plan January 2009 Cooperating Jurisdictions and City Staff Co2Reratmg Jurisdictions Town of Northlake Town of Argyle Town of Bartonville City of Denton Town of Flower Mound City of Haslet City of Justin City of Keller City of Roanoke Town of Trophy Club Town of Westlake City of Fort Worth contributing staff Planning and Development Department Eric Fladager Comprehensive Planning Manager David Gaspers, Urban Design Planner Noah Heath, Research Planner Susan White, GIS Senior Planner Havan Surat, Urban Design Planner Transportation and Public Works Department Mark Rauscher, Transportation Manager David Jodray Senior Planner Julia McCleeary Planner Vii Texas Motor Speedway Area Master Plan January 2009 viii t t L Z Texas Motor Speedway Area Master Plan January 2009 Table of Contents Executive Summary xiii 1. Background 1 Growth and Development in the TMS Study Area 2 Residential Development in the TMS area 4 Commercial Development 6 Master Planned Communities 7 Transportation Issues 8 2. Goals and Policies 11 Fort Worth Mayor and Council Charge 12 Comprehensive Plan Goals, Policies, and Strategies Related to the 13 TMS Master Plan 3. Case Studies 19 Comparison of Land Use and Planning at Other NASCAR Tracks 20 Atlanta Motor Speedway 22 Daytona International Speedway 24 Indianapolis Motor Speedway 27 Las Vegas Motor Speedway 30 Lowe s Motor Speedway 32 Kansas Speedway 37 4. Economic Impact Analysis 41 Establishment of the Texas Motor Speedway Tax Increment Financing 42 District Insight Research Corporation Economic Impact Analysis Review 43 Economic Recommendations 45 5. Land Use 47 Existing Future Land Use Designations in the TMS Study Area 48 Existing Land Uses Adjacent to TMS 48 Land Use Issues Near TMS 52 Land Use Recommendations 54 6. Transportation 59 TMS Transportation Plan Summary 60 Transportation Plan Findings and Recommendations 65 7 Water and Sewer Infrastructure 73 Water and Sewer Infrastructure in the TMS Study Area 74 Infrastructure Recommendations 75 ix Texas Motor Speedway A ea Master Plan January 2009 Texas Motor Speedway Area Master Plan January 2009 8. Environment Impact 81 Storm Water Runoff at TMS 82 Noise Pollution Generators in the Study Area 83 Natural Gas Well Drilling and Production 89 Environmental Recommendations 91 9. Regional Context, Cooperation and Future Planning Opportunities 93 Population and Employment Projections Summary 95 Land Use 96 Potential Development Patterns 99 Communication with TMS Study Area Communities 102 Regional Planning Issues and Observations 102 Recommendations for All Communities and Jurisdictions Within the 103 TMS Population and Employment Projection Study Area Appendices A. TMS Area Transportation Plan Kimley -Horn and Associates, Inc., May 2008 B. TMS Area Alternative Population and Employment Projections Methodology Report City of Fort Worth Planning and Development Department, October 2007 C. Texas Motor Speedway Complex Historic and Forecast Economic, Employment, and Tax Revenue Impact Analysis Insight Research Corporation, March 2004 id Texas Afolor Speedway Area Master Plan January 2009 xil Texas Motor Speedway Area Master Plan Executive Summary At the direction of the Fort Worth City Council, and under the guidance of a Mayor - appointed advisory committee made up of a broad range of stakeholders, City staff prepared the following master plan for the Texas Motor Speedway (TMS) area. In accordance with Council direction, the master plan provides the following desired results: Assessment of the speedway's economic and environmental impacts on the surrounding area and the broader region. Recommendations for compatible land uses within the speedway's noise and traffic impact area. Recommendations for appropriate infrastructure improvements to support policies.and strategies in the adopted Comprehensive Plan. Background The economic impact of the Texas Motor Speedway on the metropolitan region is considerable, with the annual economic benefit generated being comparable to hosting the Super Bowl every year Due to TMS, the five largest single -day sporting events in the state of Texas are held in Fort Worth each year TMS currently hosts three nationally sanctioned race weekends and numerous smaller events throughout the year The grounds include 660 acres of parking for up to 80,000 vehicles and 6,800 camp sites, providing amenities for up to 40,000 campers on NASCAR Sprint Cup Series race weekends. With up to 200,000 spectators in attendance at one time, no other Metroplex sports or entertainment venue can generate the traffic or noise of a Sprint Cup Series race at TMS. Due to the unique activities at TMS; special attention to compatibility is essential near the racetrack. When racing began in 1997 most of the land surrounding the facility was rural or undeveloped. In recent years, however, the City of Fort Worth has experienced rapid growth in the Far North Planning Sector and development interest has increased significantly around TMS. This rapid growth around TMS is expected to continue, in part due to its central location between three major Metroplex growth centers: the City of Fort Worth to the south, the City of Denton to the north and Dallas -Fort Worth International Airport to the southeast. As development pressure increases in the TMS area, it will be critical to promote the continued economic success of the racetrack, as well as future development opportunities on nearby properties. The large amount of traffic and noise generated by TMS during race events is expected to result in compatibility issues with new development without effective land use and transportation Executive Summary January 2009 TE " Yk Ow 9080149 *e !$ Figure ES -1 The TMS plan study area includes 15 different jurisdictions. xiii Texas Motor Speedway Area Master Plan _ January 2009 Figure ES -2 Map of comparable NASCAR tracks. planning. The Texas Motor Speedway Area Master Plan addresses the complex and potentially competing needs of stakeholders throughout the TMS area. The plan reviews development opportunities and plans, identifies potential compatibility concerns, and describes transportation facility needs and plans to serve the area. The plan acknowledges the multiplicity of planning efforts by the many jurisdictions within the TMS plan study area, and melds elements of these plans into a more understandable long -range view of the TMS study area. Finally based on stakeholders desires to more sustainably accommodate the strong growth projected for the area, the plan introduces alternative — and potentially more sustainable — development patterns for the subregion within which TMS is located. Planning Process City staff prepared this plan under the direction of the Texas Motor Speedway Advisory Committee. This Mayor- appointed committee, chaired by Mac Churchill of the I 35W Coalition, met four times between May 2007 and March 2009 The planning process began with City staff identifying the most pertinent goals, policies, and strategies of the 2008 City of Fort Worth Comprehensive Plan. Staff then conducted a study of six comparable NASCAR tracks to provide contextual information on how other communities handle transportation, economic and land use compatibility issues associated with a race facility such as TMS. With guidance from the Texas Motor Speedway Advisory Committee, City staff analyzed existing conditions, trends, and established plans within a six -mile radius of the speedway and outlined recommendations concerning economic development, land use, transportation, water and sewer infrastructure, environmental impacts and regional cooperation. Economic Impact The continued success of TMS is vital to the local economy Working with the Fort Worth Housing and Economic Development Department, the Planning and Development Department analyzed existing economic impact reports and reviewed the existing TMS tax increment finance district (TIF District #2). Selected Recommendations Consider a joint planning effort between Fort Worth, Executive Summary xiv Texas Motor Speedway Area Master Plan January 2009 Northlake, and other adjacent communities to capitalize on and promote the TMS area as a sports entertainment district. Support an economic analysis of the entire TMS study area, which would assist in future land use, transportation, and economic development decisions. Support commercial development in the southwest quadrant of the 1-3 5W and SH 114 interchange. Continue to encourage appropriate uses and development forms to locate within the adjacent Alliance Industrial Growth Center Land Use City staff identified and analyzed the existing and planned future land uses in the TMS study area. As a. starting point, staff analyzed each of the individual communities' comprehensive plans and future land use maps affecting a six -mile radius TMS study area. This information was then aggregated at a sub= regional scale into a standardized, color -coded future land use map for the entire study area (Figure ES -4). Opportunities exist to enhance the compatibility of the existing land uses in the TMS study area by identifying and encouraging appropriate land uses for currently vacant or under - utilized land. Because of their importance to the economic vitality of the region, the special characteristics and needs of TMS, Alliance Airport and the BNSF Intermodal Facility should be considered in the process of determining appropriate land uses for nearby Figure ES-3 Kansas City KS has established a sports entertainment district surrounding Kansas Speedway The Legends at Village West Lifestyle Center (pictured) is one of many destinations adjacent to the race track. Executive Summary X' Texas Motor Speedway Area Mdster Plan January 2009 Figure ES -5 Recommended amendments to the City of Fort Worth Future Land Use map. Area City Future Land Use Current Zoning Potentlai,Changes n� 1 Fort Worth Single Family ETJ Light Industrial, General fi Commercial, institutional u x} � 2 Fort Worth Suburban Residential ETJ Rural Residential 3 Fort Worth Suburban Residential ETJ Rural Resldenl:1 d'K'�- i 4 Fort Worth Suburban Residential ETJ General Commercial 5 Fort Worth General Commercial ETJ Light Induatrtal �' �k 1 ° .y 6 Northlake Mixed Use /Industrial Rural Residential, ETJ Resflct Residential" `" 7 Northlake Mixed Use /industrial Commercial, Industrial, ETJ Restrict R®sidentia'l Table ES-1 Recommended amendments to the City of Fort Worth Future Land Use map. Executive Summary xvi Texas Motor Speedway A -ea Master Plan January 2009 undeveloped properties. Land use plans within the larger TMS study area should be based, at least in part, on the capacity of the transportation infrastructure to support the planned uses. Future development projects located adjacent to major transportation facilities in the area, such as SH -114 and FM 156, will necessarily rely on these facilities for access, but such projects should be designed to minimize their impacts on traffic congestion,in the study area. Selected Recommendations Discourage future residential development within one mile of TMS. Discourage future residential development within the 65 decibel DNL contour of Alliance Airport, including the Bell Helicopter facility adjacent to TMS. Amend the Fort Worth Future Land Use map as indicated in Table ES -1 and depicted in Figure ES -5 Support annexation of land within one mile of TMS for the purpose of establishing zoning that protects existing rural residential uses, while restricting new residential subdivisions and facilitating appropriate non - residential uses. Support annexation of land within the 65 decibel DNL contours of Alliance Airport and the Bell Helicopter facility for the purpose of establishing zoning that protects existing rural residential uses, while restricting new residential subdivisions and facilitating appropriate non - residential uses. Support commercial and industrial development in Northlake at appropriate locations to act as a buffer between TMS and residential uses. Developments adjacent to I 35W SH 114 and FM 156 should include multiple points of access onto an existing or anticipated local street to improve connectivity emergency vehicle access, and the opportunity to use secondary routes during race weekends. Transportation The City of Fort Worth Transportation and Public Works Department retained Kimley -Horn and Associates, Inc., to develop the transportation component of the plan. A primary task included analyzing year 2015 and 2030 transportation demand, based on forecast modeling work completed by the North Central Texas Council of Governments. Because the existing regionally approved population and employment projections were outdated at the time of this analysis, the City of Fort Worth Planning and Development staff provided an alternative set of 2015 and 2030 study area population and employment projections for this modeling. The purpose of the transportation analysis was to Executive Summary xvii Texus kfolor Speedwav A ea Master Plan January 2009 determine if the proposed transportation system would be adequate to serve the area s projected population and employment growth, including the additional growth projected by City staff. The full transportation plan and the alternative population and employment projection methodology can be found as Appendices A and B of this report. Selected Transportation Findings and Recommendations Under existing conditions, multiple roadways within the study area are operating at or above their capacity SH 114 adjacent to the TMS and US 377 from FM 1171 to SH 114 are both over capacity FM 156 from FM 407 to SH 114 and FM 1171 east of I 35W also appear to be quickly approaching capacity The daily traffic volumes on SH 114 adjacent to the TMS are projected to almost double between 2007 and 2015 (22,000 in 2007 and a projected 37,200 in 2015). FM 156 and US 377 are protected to be deficient in their current two -lane configurations in all 2015 model runs. Traffic along the S14 114 frontage roads between I 35W and US 377 begins to experience an unacceptable level of service in 2015 The primary means for regional travel and connectivity is and will likely continue to be via the study area s TxDOT facilities. Nearly all of the existing and proposed City arterial facilities will serve local development and will likely only be constructed with adjacent development projects. Based on 2030 model runs, build out of the planned roadway network is projected to adequately support the future land use plan within the transportation study area. In order to construct the proposed 2030 roadway network, the total cost of these improvements (excluding I 35W and SH 114) is approximately $297 million (in 2008 dollars). Approximately half of these improvements are located along TxDOT facilities. Recommended prioritization of roadway improvements in the TMS transportation study area are depicted in Figure ES -6. Three special event commuter rail options have been developed to serve TMS in the future. ROW preservation should begin for these alignments, considering the rapid pace of development in the area. The three proposed rail alignments for the commuter rail spur should be identified in the comprehensive plans of the respective involved municipalities. The special event commuter rail line should be established with the intent of providing a future daily commuter rail line from the TMS. Executive Summary xviii Texas Motor Speedway Area Master Plan- January 2009 Figure ES-6 Prioritization of Roadway Improvements in the TMS Transportation Study Area Executive Summary xix Texas Motor Speedway Area Master Plan Janum7, 2009 The municipalities should continue to work together and coordinate their transportation planning efforts to develop consistent comprehensive and thoroughfare plans. The TMS Advisory Committee should continue to meet and work together to identify funding opportunities for regional roadway and transit facilities. The findings of this study should be presented to various city and town councils within the study area to solicit their support. Due to the visual impact that the SH 114 corridor will have on thousands of visitors per year as well as the economic impact to the area, all reasonable efforts should be made by utility providers to reduce the visual blight of overhead utilities by constructing underground lines when possible and when underground construction is not possible consolidating lines on shared overhead structures. Water and Sewer Infrastructure Much of the TMS area currently lacks the necessary water and sewer infrastructure needed for appropriate development to occur at suburban or urban densities. The Planning and Development Department, in coordination with the Water Department and the Town of Northlake, reviewed existing and planned future water and sewer infrastructure in the TMS area. While long range plans are in place for water and sewer line extensions within the study area, the installation of these facilities (and any treatment or storage capacity improvements to support them) is typically tied to the pace and specific requirements of individual development projects. For this reason, property owners and developers should consult with the appropriate service provider (s) prior to purchasing property or making development plans within the TMS study area. Selected Recommendations Communities should continue to work cooperatively to establish an adequate regional water and sanitary sewer system. Seek authority to enact an Adequate Public Facilities Ordinance (APFO): APFOs require that public facilities —such as water and sewer lines, roadways, fire stations, schools, and parks —be available concurrently with new development to more efficiently and cost - effectively accommodate growth. Environmental Impact A primary task of the plan was to address compatibility concerns between TMS and new residential development. The Planning Executive Summary xx Texas Motor Speedway Area Master Plan January 2009 and Development Department used information provided by the Transportation and Public Works Department, the Town of Northlake, and TMS consultants, to assess the known environmental impacts of TMS on the surrounding area. Selected Recommendations Use environmentally sensitive areas as undeveloped buffers between TMS and residential areas. All study area jurisdictions should establish floodplains as natural green corridors. This could be achieved either through zoning or subdivision ordinances that prohibit development within the 100 -year floodplain. These green corridors would provide valuable open space for residents, be available for hiking and biking trails, and provide habitat and act as a migration routes for wildlife. Consider an additional noise study during race events to establish a more broadly focused noise level contour map of the study area. This map could then be used to establish any city ordinances necessary to minimize residential development within areas impacted by high noise levels. Regional Context, Cooperation and Future Planning Opportunities Planning and Development staff recognized the need to begin to address development pressure in the TMS area from a sub - regional perspective. The alternative population and employment projections developed for the TMS transportation plan provided the data needed to produce an alternative development pattern map (See Figure ES -9). City staff met with communities in the study area where growth centers could be located to present this alternative development pattern and to begin a sub,- regional Executive Summary Figure ES -7 100 -year floodplain in the TMS study area. Table ES -2 Comparison between 2003 NCTCOG regionally- approved and TMS study alternative projections. xxi Population Employment Base 2007 143,119 45,896 NCTCOG 2015 207 488 123,627 CFW Alternative 2015 245,022 130,846 NCTCOG 2030 303,994 183,930 CFW Alternative 2030 364,658 192,770 Table ES -2 Comparison between 2003 NCTCOG regionally- approved and TMS study alternative projections. xxi Texas Motor Speedway Area Master Plan dialogue on growth and development. January 2009 Selected Recommendations Engage the North Central Texas Council of Governments to assist communities in the study area to adopt ordinances that emulate the regional `best practices" in land use, zoning, and subdivision regulations. Consider future land use map and other Comprehensive Plan amendments intended to attain a more sustainable development pattern across the subregion. Support planning to bring commuter rail to northern Tarrant and southern Denton counties, and to link Fort Worth, Denton, Dallas, and adjacent communities by passenger rail. Identify appropriate locations for new mixed -use growth centers in Fort Worth and other communities and adopt supporting future land use designations and implementation tools. Direct higher density development into these growth centers across the subregion. Seek greater municipal control over special infrastructure districts in the Extraterritorial Jurisdiction (ETJ): These districts (municipal utility districts, water control and improvement districts, and fresh water supply districts) can be used to promote high quality development, but they may also facilitate development that bypasses undeveloped areas more economically served by public facilities and services. Seek greater municipal land use authority in the ETJ Successful long -range land use and infrastructure planning relies heavily on a municipality's ability to control the location, type, and ultimate density of development in the Municipal Utility District ® Water control and Improvement District ® Fort Worth Extraterritorial Jurisdiction (ETJ) Figure ES-8 Special Infrastructure Districts within Fort Worth's ETJ near TMS. Executive Summary xxii Texas Motor Speedway Area Master Plan ry y2® - - - --- �.�r.,.�• Ma..Qn,, wiai changes TO tuture land use plans. Executive Summary xxiii Texas Motor Speedwav Area Master Plan January 2009 Executive Summary T.cin Texas Motor Speedway Area Master Plan January 2009 Texas Motor Speedway Area Master Plan January 2009 .00 .50 ! .00 z5O 710 .00 .50 .00 FM VVOM .AMb Ph".ix W WP. 8" M "io Figure 1 1 Fastest Growing Large Cities in the U.S. 2000 -2008 Growth and Development in the TMS Study Area Fort Worth is the fastest growing large city in the United States and the 17th largest city overall with over 702,850 residents. The Far North sector of Fort Worth has been the fastest growing sector of the city over the last decade. Growth in this area has not been limited to Fort Worth, as many of the communities in northern Tarrant County and southern Denton County have experienced tremendous growth. The City of Roanoke s recent growth trend illustrates this point. The 1990 U S. Census population figure for Roanoke was 1,616. The North Central Texas Council of Government's ( NCTCOG) 2007 population estimate for Roanoke is 5 700 an increase of 352 percent. Texas Motor Speedway (TMS) is in the center of this rapidly developing area. In 1990, there were 36,993 people living within a six -mile radius of TMS. The U.S. Census counted 51 123 residents within the six -mile study radius by the year 2000 The NCTCOG estimated 109,016 residents were living within the six -mile radius by 2005 and projects that 153 139 people will reside within 6 miles of TMS by 2010 Rapid growth around TMS is expected to continue in part due to its central location between three major Metroplex growth centers. the City of Fort Worth to the south, the City of Denton to the north, and Dallas -Fort Worth International Airport to the southeast. The area is served by Interstate 35W a designated primary interstate corridor and is home to the Fort Worth Alliance Airport as well as the Burlington Northern Santa Fe Intermodal Facility a1T811tCAUtty 19,230 23,833 57,584 78,154 �i1, r nty` f.._ 15,374 23,864 42,575 65,609 b_ 399 1426 6,852 7,366 36,993 51 123 109,016 153,139 1990 & 2000 census, North Central Texas Council of Governments. Table 1 1 Population Figures for TMS Master Plan Area by County Chapter I Background 2 Texas Motor Speedway Area Master Plan Development of Texas Motor Speedway The construction of TMS began in 1995 after the City of Fort Worth was selected by Speedway Motorsports Incorporated (SMI) as the location of a new speedway The speedway is located on 1,500 acres of land at the northwest quadrant of I 35W and SH 114 in Denton County The City of Fort Worth and the Town of Northlake executed a land swap for this property with Fort Worth annexing the land after the exchange. The City of Fort Worth established a tax increment financing district (TIF District #2) to provide a mechanism for the purchase of TMS as a public improvement and to provide for the development of future public improvements within the District. The TIF provides $20 million for the purchase of the Speedway The TIF district is scheduled to terminate in 2035 or earlier if all funding obligations are met. Initial construction costs for the speedway totaled $150 million, with an additional $100 million of construction occurring after 1997 The inaugural Interstate Batteries 500 was the first race event at TMS in April 1997 Currently the annual race schedule at TMS includes an Indy Racing League event, two NASCAR Sprint Cup Series races, two NASCAR Nationwide Series races, and a NASCAR Craftsman Truck Series Race. The races take place during three major race weekends each year Table 1.2 Races and Attendance at TMS. Source: TMS; attendance figures from published sources. AllianceTexas Development of the Fort Worth Alliance Airport and the associated 17,000 -acre AllianceTexas master planned development by the Hillwood Development Company has brought significant employment growth to northern Tarrant county and southern Denton County Alliance Airport is a Chapter / Background January 2009 Awn TE; mmmm GtY. Tb Ow 9wededw Of"We Figure 1.2 Construction of the Texas Motor Speedway grandstands began in 1995. Alhance*rexase Figure 1.3 Hillwood Development Company's AilianceTexas is over 17,000 acres. 3 Iitn „ Series Average Attendance Month ASCAR Nationwide 97,000 April 9Wfh ASCAR Sprint Cup 190,000 April •_ ASCAR Craftsman 51,000 June I `F*AEJ��ii ndyCar 83,000 June ASCAR Craftsman 72,000 November `F1IlYC; V G ASCAR Nationwide 94,000 November attE ,°i5Q, _ `' ; ASCAR Sprint Cup 183,500 November Table 1.2 Races and Attendance at TMS. Source: TMS; attendance figures from published sources. AllianceTexas Development of the Fort Worth Alliance Airport and the associated 17,000 -acre AllianceTexas master planned development by the Hillwood Development Company has brought significant employment growth to northern Tarrant county and southern Denton County Alliance Airport is a Chapter / Background January 2009 Awn TE; mmmm GtY. Tb Ow 9wededw Of"We Figure 1.2 Construction of the Texas Motor Speedway grandstands began in 1995. Alhance*rexase Figure 1.3 Hillwood Development Company's AilianceTexas is over 17,000 acres. 3 Texas Motor Speedway Area Master Plan January 2009 Figure 14 The first race at TMS was in 1997 Figure 1.5 The TMS study area has seen tremendous growth since 1990. cooperative public /private sector development between the City of Fort Worth, the Federal Aviation Administration, and Hillwood that began operations in 1990 Alliance was the world s first industrial- use -only airport. Between 1990 and 2006, the Alliance area generated over $537 million in property taxes for the cities of Fort Worth, Haslet, and Roanoke, the counties of Denton and Tarrant, and the Keller and Northwest Independent School Districts (2008 City of Fort Worth Comprehensive Plan). The total share going to the City of Fort Worth was approximately $102 million in property taxes, with $14.9 million received in 2006. Since 1990, approximately 28 million square feet of space has been developed at Alliance, with most owned and managed by Hillwood. The Alliance area houses more than 150 companies and, as of January 2007 created over 27,000 jobs. Much of the development is industrial space to capitalize on the proximity of Alliance Airport. Alliance is far from completion, with only 5,500 developed out of a total of 17,000 acres. At full build -out, the development is projected to house 88 million square feet of commercial space and employ 92,000 workers. Alliance Texas also has a residential component, with 6,200 single - family homes already built. Phase one of Monterra Village, the first multifamily development in Alliance, is also completed. Alliance Town Center, a major mixed -use project, broke ground in 2007 When completed, the town center is expected to house approximately 7,000 people in several different multifamily housing types. Residential Development in the TMS area Four single - family subdivisions have residential lots within one mile of the TMS facility (see Figure 16 on next page). These neighborhoods experience the most direct impacts from race events at TMS. As the first residential subdivisions in the area, they are not contiguous with each other and lack connectivity beyond access to SH 114 and FM 156. The four developments have a total of over 3 400 single - family lots with an estimated population at build out of 10,300 residents. Harriet Creek Ranch The Harriet Creek Ranch development was initially platted in 1999 Located on 394 acres west of Texas Motor Speedway Harriet Creek Ranch is the closest subdivision to the speedway At its closest point the subdivision is less then one - quarter mile from TMS property Harriet Creek Ranch has collector streets that connect to both FM 156 and SH 114 The development has 1 415 single - family lots. Chapter I Background 4 Texas Motor Speedway Area Master Plan January 2009 Figure 1.6 Residential development near 'CMS Chapter I Background 5 Texas Motor Speedway Area Master Plan January. 2009 Figure 1 7 The entrance to Beechwood Creek Estates with TMS in the distance. Figure 1.8 Over 3,000 single family homes are within 2 miles of TMS. Chadwick Farms This development is located south of SH 114 and east of I -35W approximately one -half mile from TMS property Chadwick Farms is in both Fort Worth and Northlake s jurisdiction. Within Fort Worth, 783 single - family lots are platted on 336 acres. Multifamily and commercial uses are expected in the Northlake portion of the development. The neighborhood accesses SH 114 to the north and Litsey Road to the south. Beechwood Creek Estates Beechwood Creek Estates is a golf course community directly south of TMS. Begun in 2002, the 529 single - family lots occupy 119 acres surrounding the Marriott Hotel Golf Club. At its closest point, the subdivision is approximately one - quarter mile from TMS property and just over one mile from the center of the track infield. Beechwood Creek Estates only ingress /egress is via SH 114 Oak Creek Trails The Oak Creek Trails subdivision received a preliminary plat in 2005 for 710 single - family lots. This 190 -acre development is located directly west of Beechwood Creek Estates and connects to FM 156. TMS property is just over one -half mile from Oak Creek Trails and the center of the infield is just over 1.5 miles away Rivers Edge The Rivers Edge development began construction in 2007 on 631 single - family homes located to the west of Harriet Creek Ranch. This 213 -acre subdivision received its preliminary plat in 2004 At its closest point, Rivers Edge is just over one mile from TMS property and 2.5 miles from the center of the infield. Rivers Edge is accessed by SH 114 Commercial Development The study area has seen significant growth in population and employment over the last two decades, and much more is on the horizon. Most retail development has occurred to the east of TMS in the vicinity of the SH 114 intersection with SH 170 and US 377 Existing retail and service uses are also located adjacent to US 377 in the City of Keller To meet the demand of the growing residential population, increased commercial development activity is anticipated in the TMS area. Chapter l Background 6 Texas Motor Speedway Area Master Plan January 2009 Hillwood Retail Development The Hillwood Development Company has recently started construction of Alliance Town Center, a mixed -use development including 1.3 million square feet of retail space, located at I 35W and Heritage Trace Parkway Hillwood is also developing Lone Star Crossing, a 14 million square -foot destination retail site with Cabela s, located at the junction of I -35W and SH 170, as its anchor. In Westlake, Hillwood has a 1.3 million square foot power center planned for a site north of SH 170 and the 14 million square feet Circle T Ranch Mall, to be located east of the junction of SH 114 and SH 170 Fine Line Diversified Development Champions Circle is a 279 -acre mixed -use development planned with retail, office, entertainment, and town center multi- family residential components. This plan for 2.4 million square feet of retail and office is located directly south of TMS at the junction of I 35W and SH 114 Trophy Design and Development The Speedway Town Center at Northlake is a 158 -acre mixed -use development at the junction of I 35W and FM 1171 The plan includes 1.3 million square feet of retail, 500,000 square feet of office and 800,000 square feet of mixed -use development. Master Planned Communities Several proposed master planned communities near TMS will have a significant impact on the area. These projects are at various stages of the planning and development process, but all have residential and commercial components. Inspiration Communities The Aperion Company has two master planned communities near TMS. The Inspiration at Fort Worth development, a 3 100- acre project, is located two miles west of TMS adjacent to SH 114 The Aperion Company established the Tradition Municipal Utility District to provide water and sewer infrastructure to this project. Up to 9 700 residential single - family and multifamily units are planned to be built out over the next 20 years. A mixed - use village center is located near the entrance of the development adjacent to SH 114 and additional retail and office components are located throughout the development. Seven miles north of TMS along the I -35W corridor is the 3,500 -acre Inspiration at Hunter's Ranch development in the City of Denton. This development has over 15,000 dwelling units with 481 acres of land zoned for retail, office and mixed -uses. Chapter I Background CHAMPIONS CIRCLE F O R T W O R T H Figure 1.9 The Champions Circle development is located in the southwest quadrant of the 1- 35W /SH 114 interchange. Figure 1 10 Proposed master planned communities near TMS. 7 Texas Motor Speedway Area Master Plan January 2009 Figure 1 11 The 35W Coalition is focused on improving the transportation network in North Fort Worth, particularly on capacity improvements for Interstate 35W Belmont Hanover Property Company and Realty Capital are working on the Belmont development, which is located just west of 1-3 5W five miles north of TMS. Plans call for 3,200 single-family- homes, 600 multifamily homes and 600,000 square feet of commercial development. Canyon Falls This McGinnis Real Estate project is located five miles from TMS. Canyon Falls is a 1,250 -acre development located in the jurisdictions of Northlake, Argyle, and Flower Mound. Canyon Falls stretches from 1-3 5W east to US 377 north of FM 1171 The development will have 2,400 single - family and multifamily homes, commercial, office, and mixed -use space. Cole Ranch The Stratford Company is developing Cole Ranch, a 3 400 -acre project nine miles from of TMS, north of the Inspiration at Hunter's Ranch development. The development will have over 7,500 housing units and 450 acres of land for commercial and office uses. Cole Ranch is within the City of Denton. Transportation Issues As the population grows and the intensity of development increases within the study area, greater pressure will be applied to the current transportation network. Roadway improvements are necessary to relieve congestion and increase mobility in the study area. A key component of these improvements will be the North Tarrant Express project. This three billion dollar project, scheduled to begin in 2009 will add managed lanes to portions of I 35W I -820 and SH 121 /SH 183 The managed lanes on I 35W will be constructed from the junction of 130 near downtown Fort Worth, to the junction of SH 170 near Alliance Airport. Other important TxDOT projects needed to handle growth in the study area include improvements to SH 170, SH 114 FM 156, FM 1171 and FM 407 Improvements to arterial roadways in the study area are also needed to relieve congestion, improve connectivity and increase safety for motorists, bicyclists, and pedestrians. 35W Coalition The 35W Coalition is a nonprofit membership organization that advocates for transportation improvements along the I 35W North Corridor. The coalition provides a unified voice in support of regional transportation and planning projects, including the North Chapter I Background 8 Texas Motor Speedway Area Master Plan January 2009 Tarrant Express project and regional rail service, as well as advocating for design guidelines to foster quality development along I -35W Railroad Corridor Congestion The study area is served by two heavily used, north -to -south rail corridors. TheBNSF line runs through western Denton County before crossing SH 114 and entering into the BNSF intermodal facility to the west of Alliance Airport. The intermodal facility is a key component to the logistical capability of the Alliance Industrial Growth Center The Union Pacific (UP) north -to -south corridor runs parallel to US 377 between the City of Denton and Fort Worth. Both rail corridors are heavily used for freight traffic due to the demand in the NAFTA corridor. Congestion occurs in part due to the delays at the Tower 55 at -grade rail crossing near downtown Fort Worth. Efforts are underway to alleviate delays at Tower 55 which is one of the busiest at -grade railroad crossings in the country Chapter I Background 9 Texas Motor Speedway Area Master Plan January 2009 i' Texas Motor Speedway Area Master Plan January 2009 •w.MwrYAr.dr4tlfcwa� sbsx7�w PALW !11l.EtT: /..prb�l.�r. larw�.lb 7.wi.� b..11w. ti N.4 rpradb Qsl Cbu44tq'aM'w.aW.ib.mrt. �.r.+dvrw4r.db b Mi..wgq....r bptapl....bYpbu RI p T..i ll.4lpwea,.1.r T.q.Ib.r k....+r rtwlsmt.ar..tmb nls m I.sss srad W r b .INS uta.w�srb.. n..y..d2WA00.F.d.11r...rarli / rMrr.w.wa.rl, rslrr...r..Manbl)M.r4 1.LLj.Nrnrw.nr.r.r.b..wipl4ab pr. n+wm.us -'r- apprYlY��bW4WD00 .ed4.M8a0�a.b. . 'VOwrbrnr.ti..btprtl,000sa.paar lsu.rfl9l.s...s. e.lsrid. rlr bilk.ai .meefe dM. �yelbpe .C�l'M4ef.m4nFbrO.r�dbr.e.0 f r[oe�[sp�pyitrd/ R.w�bWrMYTa.7000 .lblbi n0 bbC.. dr..N'bb aesl.q baaMriMb r/iA bFar 1peot�s F4brigyelr, M[m.e.ertwCen....y �I..4V�wDaYrnrl bYft.PWM" .rw.r�ro.ImsF.rrq. nr4.ierb.r.rFa•ere.we,buar� waM.r�M.Wrip'p. aM.bsrsarNrrpfp.pb . mea .r�rebrr.4..b,..+.swa.....rre,r Msra.d.s�M sf.YUtY.a�rYrn..b br,prlprer.a.l wary.. b r ,s�r� ce.nrrrr Fst. +.r.a.na a.r... br+ ralaunw..r.awodit.b.ra�r..r.p.. f..rdns..da.b.gbwl... rdarrrwrro u.Or'rdb aq ra eabnata.wnoe+c:ro . rara ararl.i.. Nn.bnrrrartr. ..rMUSa.rw.wwb Mrb —*"am mmsynamanym i A.b�oo. w. 11arr4.wa.aww�.o.er- wro...�bb. tu.. a.r rr ra.brt NM a�.a.., Trrh %ps0. tie mrd aae .bb dts a.arl.b Figure 2.1 The Informal Report was presented to the Fort Worth City Council on March 20, 2007 Fort Worth Mayor and Council Charge TMS Goals Outlined in Informal Report The Mayor and City Council charged the Planning and Development Department— in coordination with the Economic and Community Development Department, the Transportation and Public Works Department, and the Aviation Department —to address development interest and associated compatibility issues for the area surrounding Texas Motor Speedway In accordance with Council direction, the master plan addresses the following goals: Assessment of the speedway's economic and environmental impacts on the surrounding area and the broader region. Recommendations for compatible land uses within the speedway's noise and traffic impact area. Recommendations for appropriate infrastructure improvements to support policies and strategies in the adopted Comprehensive Plan. Research Tasks To achieve these goals, City staff conducted research and analysis on six key areas: 1 Existing land use and current future land use plans for the study area. 2. Economic impact data and analysis. 3 Proposed infrastructure improvements by city county and state departments. 4 Building permits and change of assessed property valuation within the study area since 2000. 5 Noise contours and stormwater runoff management. 6. Traffic impact, traffic control and crime data. These research areas generated the information provided in the following chapters. In additional, to these tasks, staff produced alternative population and employment projections for the years 2015 and 2030 to support the transportation study led by the Transportation and Public Works Department. Chapter 2 Goals and Policies 12 Texas Motor Speedway Area Master Plan Comprehensive Plan Goals, Policies, and Strategies related to the TMS Master Plan City staff conducted a review of the citywide goals, policies, and strategies identified in the 2008 City of Fort Worth Comprehensive Plan. The following list includes the most relevant goals, policies, and strategies of that document as they pertain to the TMS study area. Land Use Locate large industrial uses along rail lines, highways, or airports within industrial growth centers and other appropriate locations. Do not locate residential uses or schools in areas adjacent to airports having a noise level of 65 or more decibels DNL (average Day or Night Level). Locate commercial and institutional uses adjacent to arterial streets, preferably at the intersections of other arterials and highways. Promote transit- oriented development, which encourages compact urban development adjacent to transit stops and interchanges. Mixed uses in a single building, minimal setbacks, and taller structures help achieve the higher densities necessary to support transit. Parking facilities, retail businesses, and services for commuters should be located close to transit stops. Encourage single - family and low- density residential development and open space beyond growth centers. Promote estate type developments and agricultural uses on land designated as agricultural. Encourage the use of floodplains as a boundary between incompatible land uses. Leave floodplains in their natural state to improve water quality and minimize flooding. Utilize traffic impact analysis to determine the transportation system s ability to serve proposed land uses. Parks Each year, build partnerships with willing Independent School Districts (ISDs) serving the City of Fort Worth to pursue cooperative use of facilities in the delivery of recreation and community programs and services. PACS works with the Independent School Districts to avoid January 2009 Chapter 2. Goals and Policies 13 Texas Motor Speedway Area Master Plan January 2009 Figure, 2.4 Northwest ISD Stadium Figure 2.5 Road construction on SH- 114 east of TMS Figure 2.6 Alliance Airport Is an important revenue generator for Fort Worth and North Texas. TMS is visible in the background. duplication of park and recreational facilities. School facilities play an important role in meeting the recreational needs of Fort Worth youth. The City has shared facility agreements for many park sites, athletic facilities, educational facilities and services, and transportation. Human Services Establish shared facility agreements with independent school districts and other agencies for the provision of community services for seniors and children. Economic Development Recognize the importance of tourism to Fort Worth s economic development, and support programs such as Linkages. Transportation Evaluate the impacts of land use and platting decisions on the overall transportation system, and the impacts of transportation decisions on land use. Encourage appropriate development through the planning and implementation of a multi-modal transportation system. Identify and promote potential locations for the expansion of rail transit. Identify and promote potential locations for transit- oriented development, especially in designated growth centers and urban villages. Facilitate travel between growth centers and urban villages through thoroughfare improvements and public transportation opportunities. Participate with The T and NCTCOG on passenger rail and bicycle route studies. Continue to work with The T to expand and integrate public transit into the City's transportation system. Promote park -and -ride facilities to encourage the use of public transit. Incorporate the various modes of transportation into corridor studies to determine possible alternatives. Studies are to focus on congestion, safety issues, and level of service analysis. Foster roadway designs that decrease noise and improve air quality along major arterials. Modify existing guidelines for traffic impact and assessment studies to allow more flexibility Chapter 2 Goals and Policies 14 Texas Motor Speedway Area Master Plan January 2009 for the different sizes of new developments. Support airport operations that are currently bringing in revenue. The Comprehensive Plan should address linkages to future growth centers in the ETJ Consideration should be given to the study of key thoroughfares in terms of their impact on new development patterns as they extend into the ETJ Such thoroughfares would include, but not be limited to, the proposed alignment of SH 121 as it extends into southwest Tarrant County the westward alignment of I -30 as it extends into Parker County the westward alignment of SH 114 as it extends into Wise County the proposed development of the Outer Loop as it extends from SH 170 to the north to FM 1187 to the south, and the U.S. Highway 287 corridor in the northwest portion of Tarrant County Education The City of Fort Worth and Fort Worth area school districts will maintain a working relationship to cooperatively address issues that affect both, such as land use and historic buildings. When possible, school and City facilities will be shared to provide efficient access to services Urban Design Integrate policies aimed at improving environmental quality with innovative urban design approaches. An example of this integration is using pervious or semi- pervious surfaces that absorb stormwater within surface parking lots. Police Services Create and support plans for the expansion of public safety services into developing areas. Support community partnerships to improve safety in neighborhoods, schools, and businesses. Fire Respond to and mitigate emergency and service calls in a timely and competent manner with adequate resources. Dispatch appropriate resources and respond to needs of on- scene personnel in a timely manner. Environmental Quality Encourage regional public transportation by working with Figure 2.7 Northwest ISD campus includes several schools, athletic facilities, and administration and operations buildings. Figure 2.8 Fire Station 11 at SH -114 and Harriet Creek Drive opened in January 2009. Chapter 2. Goals and Policies 15 Texas Motor Speedway Area Master Plan January 2009 Figure 2.9 Fort Worth City Limits and Extraterritorial Jurisdiction j M � _ Y! u,+ �$bR fig L� f �rt ��ry b Figure 2.9 Fort Worth City Limits and Extraterritorial Jurisdiction Figure 2.10 Potential City- initiated annexations, 200 &2012 other cities in the Metroplex to create efficient commuter rail, light rail, bus service, and other types of mass transit. Provide potable water in the service area as required by the projected growth. Assure adequate raw water resources to meet projected demand. Utilize natural areas to retain and filter storm water runoff. When feasible, develop linear parks with walking and biking trails along drainage ways as an effective means of filtering out water pollutants and connecting neighborhoods. Support innovative efforts that are cost and environmentally effective in addressing water quality issues associated with new development and extensive redevelopment. Municipal Facilities Anticipate future needs of the community by identifying and purchasing sites in developing areas that will serve multiple departments in the efficient provision of services. Development Regulations Seek authority to enact an Adequate Public Facilities Ordinance (APFO)- APFOs require that public facilities —such as roadways, water and sewer lines, fire stations, schools, and parks —be available concurrently with new development to more efficiently accommodate growth. Seek greater municipal control over special infrastructure districts in the ETJ These districts (municipal utility districts, water control and improvement districts, and fresh water supply districts) may be used to promote high quality development, but they may facilitate development that bypasses undeveloped areas more economically served by public facilities and services. Seek greater municipal land use authority in the ETJ Successful long -range land use and infrastructure planning relies heavily on a municipality's ability to control the location, type, and ultimate density of development in the ETJ Annexation Policy Strategies Promote Economic Growth Fort Worth should use annexation as a major component for the establishment of public - private sector partnerships intended to stimulate local and regional economic growth and Chapter 2 Goals and Policies 16 j u,+ �$bR fig L� f �rt ��ry Y AIR Figure 2.10 Potential City- initiated annexations, 200 &2012 other cities in the Metroplex to create efficient commuter rail, light rail, bus service, and other types of mass transit. Provide potable water in the service area as required by the projected growth. Assure adequate raw water resources to meet projected demand. Utilize natural areas to retain and filter storm water runoff. When feasible, develop linear parks with walking and biking trails along drainage ways as an effective means of filtering out water pollutants and connecting neighborhoods. Support innovative efforts that are cost and environmentally effective in addressing water quality issues associated with new development and extensive redevelopment. Municipal Facilities Anticipate future needs of the community by identifying and purchasing sites in developing areas that will serve multiple departments in the efficient provision of services. Development Regulations Seek authority to enact an Adequate Public Facilities Ordinance (APFO)- APFOs require that public facilities —such as roadways, water and sewer lines, fire stations, schools, and parks —be available concurrently with new development to more efficiently accommodate growth. Seek greater municipal control over special infrastructure districts in the ETJ These districts (municipal utility districts, water control and improvement districts, and fresh water supply districts) may be used to promote high quality development, but they may facilitate development that bypasses undeveloped areas more economically served by public facilities and services. Seek greater municipal land use authority in the ETJ Successful long -range land use and infrastructure planning relies heavily on a municipality's ability to control the location, type, and ultimate density of development in the ETJ Annexation Policy Strategies Promote Economic Growth Fort Worth should use annexation as a major component for the establishment of public - private sector partnerships intended to stimulate local and regional economic growth and Chapter 2 Goals and Policies 16 Texas Motor Speedway Area Master Plan January 2009 implement sound capital improvement programming. The City should utilize its ETJ as a marketing and planning resource by anticipating candidate areas for annexation. Such areas would primarily consist of raw land, be accessible to public utilities provided by Fort Worth, and be within three years of being developed. Prior to annexation, the City should coordinate with the property owners in developing a service plan for the logical extension of infrastructure and services to the proposed development. Once service plan commitments have been established, the City should verify funding sources (both public and private) for implementation of the plan. Sources may include, but not be limited to, the following: special taxation districts, water and sewer impact fees, community facilities agreements, capital improvement program budgets, and other sources deemed appropriate for the specific project. Facilitate Long Range Planning Fort Worth should use annexation to regulate development on the fringe of the city in accordance with the Comprehensive Plan. Some annexations can be approved without being included in the annexation plan, including sparsely developed unincorporated areas with less than 100 residential tracts, industrial areas, vacant properties, and voluntary annexations. As unincorporated areas become more densely developed, the Comprehensive Plan should identify additional growth centers in the ETJ which should be considered for annexation. Protect Future Development Fort Worth should use annexation as a means of extending the City's land use regulations and building codes to protect future development from inadequate design and construction standards that may proliferate in unincorporated areas. Figure 2.11 Potential City- initiated annexations, 2013 -2027 Chapter 2 Goals and Policies 17 T is Xlotor Speedway A -ea Master Plan January 2009 Chapter 2 Goats nd Policies 18 Texas Motor Speedway Area Master Plan January 2009 CASE STUDIES 10 Texas Motor Speedway Area Master Plan January 2009 Figure 3.1 Map of comparable NASCAR Tracks. Comparison of land use and planning at other NASCAR tracks The Texas Motor Speedway is a unique land use in the Dallas- Fort Worth Metroplex. With up to 200,000 spectators in attendance at one time, no other local sports or entertainment venue can generate the traffic or noise of a NASCAR Sprint Cup Series race. In fact, TMS is the second largest sports venue in the United States. Even though TMS is unique within the region, there are currently 31 venues in the United States, Mexico, and Canada that host NASCAR affiliated events. The first large speedway built in the United States was the Indianapolis Motor Speedway in 1909 The oldest original NASCAR speedways were built in the southeastern United States during the 1950's. A study of comparable NASCAR speedways from different regions of the country was conducted to understand how other communities addressed: • Adjacent existing and future land uses. • Race- related traffic issues. • Access to major highways. • Location within a greater metropolitan area. The race tracks examined were• • Atlanta Motor Speedway a 1.5 -mile oval located 25 miles south of downtown Atlanta. • Daytona International Speedway a 2.5 -mile oval located in Daytona Beach, Florida. • Indianapolis Motor Speedway a 2.5 -mile oval located in Speedway Indiana, five miles from downtown Indianapolis. • Las Vegas Motor Speedway a 1.5 -mile oval located 12 miles north of downtown Las Vegas. • Lowe's Motor Speedway a 1.5 -mile oval located 12 miles north of downtown Charlotte, in Concord, North Carolina. • Kansas Speedway a 1.5 -mile oval located 15 miles west of downtown Kansas City Missouri. Appropriate planning and development departments were interviewed during the spring of 2007 If possible, developers and other „private stakeholders were also interviewed. Comprehensive Plans, zoning ordinances, and other relevant documents were reviewed. Future land use and current zoning maps were acquired when available. Speedway Motorsports Inc., the owner of Texas Motor Speedway owns the facilities in Chapter 3 Case Studies 20 Texas Motor Speedway Area Master Plan January 2009 Atlanta, Charlotte, and Las Vegas. International Speedway Corporation owns the tracks at Daytona and Kansas City while Indianapolis Motor Speedway Corporation owns the track in Indianapolis. Additional research was done on the Charlotte and Kansas race facilities, having the strongest similarities to TMS. Case Study Observations Four of the six tracks have single- family homes within one mile of the facility Indianapolis, the oldest of the facilities, has neighborhoods directly adjacent to the track. Daytona and Charlotte have several neighborhoods in very close proximity to the race track. Atlanta has minimal, low- density residential -areas nearby Kansas and Las Vegas, the newest of the tracks, do not have any residential development within a mile. Residential development is handled differently from jurisdiction to jurisdiction. Most cities that have residential uses near a speedway encourage property owners to take a buyer- beware approach. Roadway improvements have increased lane capacity for race event traffic. These improved roadways have also increased access to nearby commercial developments. Contra -flow measures are commonly used during race events. Airports are a common adjacent land use. Four tracks have an airport in close proximity Trends indicate that NASCAR speedways are being used as catalysts for large sports entertainment districts that attract visitors from across the region and the country Adjacent uses in these districts include destination retail, resort style lodging, and water parks. The preservation of environmentally sensitive areas and open space can be an effective buffer between a speedway and residential neighborhoods. Figure 3.2 Due to large crowds, traffic issues are common at NASCAR facilities. Figure 3.3 Traffic congestion SH 114 after a race at TMS. Chapter 3 Case Studies 21 Texas Motor Speedway Master Plan _ _..: January 2009 Atlanta Motor Speedway Figure 3.4 Aerial view of.Atlanta -Motor Speedway "W IF OM sNOwar Built: 1960 870 acres 124,000 permanent seats Location. West of Hampton, GA, on Highway 19 & 41 S, 25 miles south of Atlanta Two Sprint Cup Series Race weekends Owner- Speedway Motorsports Incorporated Existing nearby land uses: agricultural, transportation (airport) Future nearby land uses: commercial and services, transportation, communication, utilities, and low density residential Atlanta Motor Speedway is located near Hampton, Georgia, in southwestern Henry County one of the fastest - growing counties in the state. Henry County grew from 119,341 residents in 2000 to 186,307 residents in 2007 Hampton is growing quickly itself, with a 2007 population estimate of 4,994, a 29 percent increase since the 2000 census. The racetrack is located within the jurisdiction of Henry County in an area that has not seen significant development pressure. Race day fans access the track from U.S. Highway 19 -41 a five -lane divided highway Property along the highway is designated for commercial uses. Current zoning near the speedway is mostly agricultural. Chapter 3 Case Studies 22 Texas Motor Speedway Master Plan January 2009 Daytona International Speedway Figure 3.7 Aerial view of Daytona International Speedway Built 1959 168,000 permanent seats Location. Daytona Beach, FL, just east of 195 and west of downtown t Four major race weekends Owner- International Speedway Corporation Existing nearby land uses. commercial, aviation,. industrial, recreation residential Future nearby land uses. commercial, aviation, industrial, recreation, residential NASCAR got its start in Daytona Beach under the leadership of founder Bill France, Sr The racetrack is located west of downtown Daytona Beach' in a fully suburbanized area. Daytona is one of the busiest racetracks in the country having numerous other races besides NASCAR using the facility, throughout the year Interstate -95 provides freeway access to the area.. International Speedway Boulevard, a six -lane arterial, provides direct access to the facility Contra -flow traffic control measures best use the lane capacity on the Boulevard during race events. Minimal on-site parking is available for race events, with adjacent properties, such as the Volusia Mall, providing event parking. Additional off -site parking is located west of I -95, with fans Chapter 3. Case Studies 24 Texas Motor Speedway Area Master Plan January 2009 being shuttled to the speedway Daytona USA, an interactive motorsports attraction that features an IMAX theatre, and a Sam Bass (NASCAR artist) exhibit, is on site. The Volusia Mall, a regional shopping center is located across International Speedway Boulevard to the northeast. In May 2007 the International Speedway Corporation announced plans for Daytona Live, a joint venture, 71 -acre mixed -use development with the Cordish Company Preliminary conceptual designs call for a 200,000 square-foot mixed -use retail/dining/ entertainment area as well as a 2,500 -seat multi- screen movie theater a residential component, and a 160 -room hotel located on the Speedway grounds. Construction costs are estimated to be $250 million dollars. Figure 3.8 Daytona Live, a $250 million dollar mixed -use development Chapter 3 Case Studies 25 Texas Motor Speedway Master Plan January 2009 Indianapolis Motor Speedway •, Built 1909 • 1,025- acres • Seating Capacity 250,000 + • Location: Speedway Indiana; four miles northwest of downtown Indianapolis • Three major race weekends (Indy NASCAR, F1) • Owner- Indianapolis Motor Speedway • Existing nearby land uses: commercial; residential; industrial, recreation: Future nearby land uses: commercial, residential, industrial, recreation, mixed -use, transit oriented development The Indianapolis Motor Speedway (IMS) was, the first major speedway built in"'the United States. It is, the largi sk sports: venue in the world ;. with permanent seating for over 250,000 spectators. Approaching its 100t1i' anniversary the race track is an important part of the history culture of the town of Speedway and the larger community of Indianapolis. It is the only facility to host an Iridy Racing. League, NASCAII, and Formula One event. IMS hosts numerous other races throughout the year and an 18- hole championship golf course is integrated into the facility Interstate -74 is the closest major roadway, located two miles to the west of IMS. Single family neighborhoods surround the Chapter 3 Case Studies Figure 3.11 Aerial view of Indianapolis Motor Speedway Texas Motor Speedway Area Master Plan January 2009 facility on the north, east, and west. A small amount of parking is located near the track, with most of the parking handled by the neighborhood street network. In addition, many local race fans avoid the race day traffic by using a shuttle service provided by the Indianapolis Public Transportation Corporation. Large, auto - related industrial uses have been traditionally located south of the speedway near the town s main street. Allison Transmissions and Praxair are major employers for the area. The Speedway Town Council formed the Speedway Redevelopment Commission to address blighted areas of the community American StructurePoint, a planning and design firm, completed a redevelopment plan for the 400 acres directly to the south of the IMS in 2007 The mixed -use, transit- oriented development plan recommends traffic improvements, increased greenspace, and redevelopment of Speedway's Main Street, combining ground floor retail uses with condos above. The plan also provides for the integration of existing industrial uses. The design of new pedestrian walkways, improved race day amenities, Motorsports museums, and Speedway offices increase the prominence of the racing industry for the area. Figure 3.12 Conceptual drawings of the Speedzone redevelopment plan directly south of Indianapolis Motor Speedway Source: Speedway Redevelopment Commission /American Structure Point Chapter 3 Case Studies 28 Texas Motor Speedway Area Master Plan January 2009 Figure 3.13 Speedzone Redevelopment Figure 3.14 Speedway Indiana Future Land Use Map r Chapter 3 Case Studies 29 Texas Motor Speedway Master Plan January 2009 Las Vegas Motor Speedway Figure 3.15 Aerial view of Las Vegas Motor Speedway -io�- LAS VEGAS �� � MOTOR SPEO0Y Built 1996 1600 acres 142,000 permanent seats Location. South of I 15 north of the City of Las Vegas, east of the City of North Las Vegas One Sprint Cup Series race weekend, one Craftsman Truck Series race weekend Owner- Speedway Motorsports Incorporated Current nearby land uses. Aviation (USAF), industrial, manufacturing, resort commercial Future nearby land uses. Aviation, heavy industry employment centers, resort commercial The Las Vegas Motor Speedway is one of the most complete racing complexes in the world, including road courses, a % mile oval, a dirt track, and drag racing facility Adjacent auto auction and warehouse buildings add a commercial component to the facility Located along Interstate 15 on the northeast edge of the Las Vegas metropolitan region, the speedway has two large federally owned properties nearby Nellis Air Force Base is located directly to the south and a National Guard training grounds is to the north. The track is located within Clark County's planning jurisdiction, with the City of North Las Vegas surrounding the facility on the west, north, and east. Chapter 3 Case Studies 30 Texas Motor Speedway Area Master Plan January 2009 Figure 3.16 -Clark County Nevada Zoning Map. -,, Ngure 3. i I North Lids Vegas, Nevada Zoning Map C-2 General Commercial P- F,Publlc Facility R-U Rural Open Land M-D Designed Manufacuring M-1 Light Manufacturing M-2 Industrial H -2 General Highway Frontal ing C-2 General Commerdal O•L Open Land PUD Planned Unit Development M -1 Business Park Industrial M -2 General Industrial Chapter 3 Case Studies 31 Texas Motor Speedway Master Plan January 2009 Lowe's Motor Speedway Figure 3.18 Aerial view of Lowe's Motor Speedway "t�l•.,�.. Lei �_ �. `� Built 1959 2,000+ acres 165,000 permanent seats Location. Concord, NC, east of I -85 at the junction of Speedway Blvd. and Concord Pkwy Three Sprint Cup Series race weekends Owner- Speedway Motorsports Incorporated Facility includes industrial park, modern landfill operation, and natural wildlife habitat Existing nearby land uses: commercial, residential, hospitality/tourist related industry Future nearby land uses. commercial, residential, mixed -use Hosts six driving school companies First racetrack with condominiums on site (1984) Lowe s Motor Speedway is located in Concord, North Carolina, a quickly developing suburb of the Charlotte metropolitan area. Speedway Boulevard, the major arterial connecting the speedway to I -85 has seen extensive commercial development in the last ten years after significant road improvements occurred in 1998- 99 The Concord Mills Mall is located in the southwest quadrant of the I -85 /Speedway Boulevard junction. An Embassy Suites Hotel & Convention Center a Great Wolf Lodge Hotel and Water Chapter 3 Case Studies 32 Texas Motor Speedway Area Master Plan January 2009 Park, and three additional hotels have recently opened or are in construction phases along Speedway Boulevard. The North Carolina State Highway Patrol uses contra -flow measures during races events, especially along U.S. 29 (Concord Parkway), which provides an alternative route to I -85 south to Charlotte. Zoning around the speedway consists of commercial and industrial uses. The Concord Regional Airport is located nearby at the northwest quadrant of the I -85 /Speedway Boulevard junction. Environmental areas and open space, including a golf course, have been used to create buffers from residential uses. The closest residential subdivisions, built approximately terr years ago, are located approximately one mile from the racetrack. Conflicts have occurred between the speedway and homeowners, most recently when SMI announced plans to build a drag racing facility across U.S. 29 northwest of the current raceway City officials initially denied zoning for the facility but after negotiations with SMI, approval was granted, including economic incentives. (The noise of the drag cars was a primary concern.) The speedway has taken steps to mitigate the noise during drag race events and funded studies indicating that the noise levels at race events at the drag strip would not be noticeably higher than the levels during NASCAR events at the speedway SMI is currently building the 60,000 -seat drag racing venue, which will host its first NHRA drag race event this September City of Charlotte Charlotte's jurisdiction lies just south of the speedway Minimal development has occurred in this area, primarily along State Highway 29 which is the most direct route from Charlotte to the speedway Residential uses are designated in the future land use map, while current zoning allows residential development up to three units per acre. Closer to I -85 a mix of commercial uses is anticipated. Planning is underway for the Northeast Light Rail line, currently anticipated to be operational by 2015 This line will terminate at I -485, approximately two miles southwest of the speedway The City of Concord and Carrabus County are now in discussions with the Charlotte Area Transit Authority to examine the potential of extending the line north to the speedway and the nearby Concord Mills Mall. Figure 3.19 A drag racing facility is currently under construction at. Lowe's Motor Speedway �ror�.ra nr.�r�isnwr Figure 3.20 Charlotte Area Transit System, or CATS is planning the Northeast Light Rail line, which could serve Lowe's Motor Speedway in a future extension. Chapter 3 Case Studies 33 Texas Motor Speedway Area Master Plan January 2009 AG Agricultural District RE Rural Estate District RL Residential Low Density RM -I Residential Medium Density RM -2 Residential Medium Density RV Residential Village RC Residential Compact B -1 Neighborhood Commercial/Office District O -I Office - Institutional District CC City Center District C 1 Light Commercial and Office District C 2 General Commercial District Figure 3.21 Concord, North Carolina Zoning Map CD Campus Development District I -1 Light Industrial District I -2 Heavy Industrial District PID Public Interest District PUD Planned Unit Development District TND Traditional Neighborhood Development District PRD Planned Residential Development District TOD Transit Oriented Development District MX -NC Mixed Use Neighborhood Center MX -CC 1 Mixed Use Commercial Center Small MX -CC2 Mixed Use Commercial Center Large MX -IB Mixed Use Industrial/Business Center Chapter 3 Case Studies 34 Texas Motor Speedway Area Master plan January 2009 Planned Lend Use Mixed Use Node Mixed Use Node FE mill-WC.-t. f Smai Area Plan d � +•bnr�sa..wdaru�� " • �p 1.i t�1i. M�f a� - Cwnmerdal - Industrial tnsft*.w Mo mPorts Related MuftWan* Ofd - Open Space Open Spans Preservation Public Single Family Residential Sngle Fam. Rea: Open Space Encouraged Chapter 3 Case Studies M.9owWy LJ = .4 ew�a.y t� PMb Sgqud c«.ad aq u1.a. Oca*a ea rw w� BAN" o Pia �OftftMilnc - — P^is.d -IV m ftd . e.wW WOW P1eyy.d V*, R-ft WW �— P1ge.d►6r 35 Texas Motor Speedway Master Plan January 2009 0 AAXP2 R - -3 Wt R-12W � 3.24 Charlotte, North Carolina Zoning Map for the area Chapter 3 Case Studies R -3 Single Family Residential R -12 MF Multifamily Residential R -22 MF Multifamily Residential MX -2 Planned Development CC Commercial Center B -1 Neighborhood Business 1 -2 General Industrial southwest of the 36 r� ,_ ,yam.. . �,► , �, �,a _ _'- ��; OF e , e. 0 AAXP2 R - -3 Wt R-12W � 3.24 Charlotte, North Carolina Zoning Map for the area Chapter 3 Case Studies R -3 Single Family Residential R -12 MF Multifamily Residential R -22 MF Multifamily Residential MX -2 Planned Development CC Commercial Center B -1 Neighborhood Business 1 -2 General Industrial southwest of the 36 Texas Motor Speedway Master Plan January 2009 Kansas Speedway • Built: 2001 • Approximately 1000 acres • 81,000 permanent seats • Location. Junction of I -435 & 170, Wyandotte County KS • One Sprint Cup Series weekend, one Craftsman Truck Series weekend • Owner- International Speedway Corporation • Existing nearby land uses. commercial, agricultural, recreation • Future nearby land uses: commercial, recreation, residential, tourism • The Legends of Village West Lifestyle Center at approximately 400 acres, is adjacent • Other retail include Nebraska Furniture Mart, Cabela s • Other activities includes Great Wolf Lodge, Schlitterbahn Vacation Village (under construction), Casino (proposed) • Minor League baseball stadium adjacent to the north The Kansas Speedway is the catalyst project for a tourist destination area near the junction of I-435 & I -70 on the western edge of the Kansas City metropolitan area. The area benefits from multiple access points to two interstate roadways as well as Figure 3.25 Aerial view of Kansas Speedway A y . Chapter 3 Case Studies 37 Texas Motor Speedway Area Master Plan January 2009 other major arterial streets. Since the construction of the speedway in 2001 several million square feet of adjacent commercial space have been developed. Included in this development are the destination retail tenants Cabela s and Nebraska Furniture Mart, as, well as The Legends, a lifestyle shopping center A Great Wolf Lodge Hotel and Water Park is located between the track and I -435 Directly to the east of I -435 a 300 -acre Schlitterbahn Vacation Village has begun construction on the former Wyandotte County Fairgrounds. Land Use and Zoning Conceived as a entertainment district, the future land use designation for the Kansas Speedway is `Entertainment" Designations for the remaining part of the district allow for commercial uses. Vacant land to the northwest of the speedway has commercial and office designations. Varying densities of residential uses are planned on large amounts of land near the track in all directions. The most dense of these would be the mixed residential future land uses found to the north and west of the track. Current zoning for much of the adjacent vacant land is for agricultural uses. Proposed Casinos In September 2007 International Speedway Corporation and the Cordish Company proposed plans to jointly develop a state owned, 600 million dollar casino on the grounds of the speedway The casino s proposed location is near turn two of the track, at the northwest quadrant of the junction of I -435 and 170 This is one of six sites being considered for a destination casino selected for Wyandotte County by the Kansas State Legislature in 2007 All six of the proposals are within two miles of the Kansas Speedway Edwardsville, Kansas Planning Two of the other proposed casino locations are directly south of the speedway at the junction of I -70 and 110th Street in the City of Edwardsville. Edwardsville currently does not have the infrastructure in place to support development along 170. Current zoning allows for agricultural and low density residential uses, as well as a small amount of commercial development. In response to a high level of development inquiries near the speedway the city adopted an overlay zone, the Riverview Avenue Special Area District, to ensure high quality development. This overlay encourages a mix of uses while requiring architectural and signage standards. The Kansas State Patrol currently blocks all race event traffic from entering the city at the junction of 1=70 and 110th Street. Chapter 3 Case Studies 38 Texas Motor Speedway Area Master Plan January 2009 ►,.,GLOW Legend LOW DENSITY RESIDENTIAL SUBURBAN RESIDEN IA_ MIXED RESIDENnAi. OFFICE . BUSINESSPARK PLANNED COMMERCIAL PUBLIC I SEMI -PUBLIC .OPEN SPACE . ENTERTAINMBJT SMALL COMMERCIAL POTENTIAL OPEN SPACE »I M PARKWAY +••� CREEK ...�.� WATERSHED Figure 3.29 Wyandotte County Kansas Future Land Use Chapter 3 Case Studies 40 Texas Motor Speedway Area Master Plan January 2009 ECONOMIC MP Sr i Texas Motor Speedway Area Master Plan January 2009 Figure 4 1 Tax Increment Finance District #2, Texas Motor Speedway TMS Tax Increment Finance District The economic impact of TMS on the metropolitan region is considerable. Due to TMS, Fort Worth hosts the five largest single -day sporting events in the state of Texas each year According to an Insight Research Corporation report, the economic benefit generated by TMS annually is comparable to hosting a Super Bowl every year As the area around TMS transitions from a generally rural to a suburban or urban area, it will become critical to strike a balance between protecting the economic impact of TMS and supporting appropriate new commercial and industrial development. Projects such as Champion s Circle, the Speedway Distribution Center and new projects in the Alliance Airport Industrial Growth Center will continue to expand the employment and tax base in the study area. Additional racing and entertainment- oriented developments could expand the economic impact of TMS on the region significantly Establishment of the Texas Motor Speedway Tax Increment Financing District The City of Fort Worth created the Fort Worth Sports Authority as a nonprofit industrial development corporation to own Texas Motor Speedway The Sports Authority purchased TMS as a public improvement in 1996 through the creation of tax increment finance district #2. The district is divided into two Chapter 4 Economic Impact 42 Texas Motor Speedway Area Master Plan January 2009 zones. The original zone (TIF 2A) is the Texas Motor Speedway itself, with the City of Fort Worth and Denton County as the only taxing entities participating. In 1999 the Northwest ISD and the Beechwood Company joined an expanded TIF district (TIF 2B). The primary purpose of the expansion was to provide a mechanism for the development of necessary infrastructure and to fund joint use educational facilities as public improvements. Northwest Independent School District agreed to participate as a taxing entity in TIF 2A. The school district is the only taxing entity in TIF 2B. The TIF devotes $20 million to the purchase of the speedway annually The remaining funds are dedicated to infrastructure improvements for the speedway and community educational facilities, including the construction of a natatorium. The TIF district is scheduled to terminate on December 31 2035 or earlier if all funding obligations associated with the purchase of the speedway are met. Insight Research Corporation Economic Impact. Analysis Review In 2004 the Sports Authority commissioned an analysis of the historic and future economic impact of Texas Motor Speedway by the Insight Research Corporation. The report provided current findings quantifying economic, employment, and tax revenue impact of the speedway and how activities at TMS have benefited the City of Fort Worth, Denton County the Northwest Independent School District, and the State of Texas. Five components of the TMS facility were examined separately- Acquisition and construction phase of the Texas Motor Speedway site; Year -to -year operations of the Texas Motor Speedway and Speedway Club Tower- 'Benefits of visitor spending related to activities at the Texas Motor Speedway - Privately owned condominium portion of the LoneStar Tower and Office portion of the LoneStar Tower, also a privately owned structure. Economic Impact Cumulative economic impact 1995 -2003 $2 billion dollars. Forecasted economic impact 1995 -2008: $3 11 billion dollars. Figure 4.2 Construction of the Speedway Club Tower construction. Chapter 4. Economic Impact 43 Texas Motor Speedway Area Master Plan January 2009 Economic impact of 2nd NASCAR race event: $295 7 million dollars. Estimated total economic impact of TMS 1995 -2008 $3 41 billion dollars. Employment Impact 1995 through 2003 413 new jobs and 15 163 years of work. 1995 through 2008. 20,963 years of work. Tax Revenue Impact Total direct and indirect tax benefits 1995 -2003 $134.3 million dollars. City of Fort Worth total direct and indirect tax benefits 1995- 2003 $21.9 million dollars. cohr 1; a =sltril� Year Annual Impact Cumulative Impact 1995 $15.8 $15.8 1996 $269.9 $285.7 1997 $419.8 $705.5 1998 $232.8 $938.2 1999 $235.7 $1173.9 2000 $208.9 $1,382.9 2001 $200.4 $1,583.3 2002 $203.9 $1787.2 2003 $211.3 $1,998.5 2004 $2144 $2,212.9 2005 $218.8 $2,4317 2006 $223.2 $2,654.8 2007 $2277 $2,882.6 2008 $232.4 $3,114.9 mmmmj Table 4 1 TMS Annual and Cumulative Economic Impact. (Source: Insight Research Corporation, 2004) Chapter 4 Economic Impact 44 Texas Motor Speedway Area Master Plan January 2009 TMS added a second Sprint Cup Series race in 2005 after the release of the economic analysis report. The report estimated the value of adding a second NASCAR event to the schedule would total $295 million dollars in new economic activity between 2005 and 2008. This increase raises the total economic impact of TMS between 1995 and 2008 to an estimated $3 41 billion dollars. The 2004 Insight Research Corporation report is attached as Appendix C. Chapter 4 Economic Impact 45 T zxas AVlotor ,Speedway A Master Plan January 2009 Chapter 4 Economic Impact 46 Texas Motor Speedway Area Master Plan January 2009 F 1 Texas Motor Speedway Area Master Plan January 2009 Figure 5.1 The TMS facility is approximately 1500 acres. Land use refers to how land is currently used and how it should be used in the future. Ensuring compatibility of adjacent land uses is a key component of any small area planning effort. Due to the unique uses of land at the Texas Motor Speedway special attention to compatibility is essential near the racetrack. TMS is expansive, occupying approximately 1500 acres of land. The site generates noise and traffic levels on specific race weekends not seen anywhere else in the Dallas -Fort Worth Metroplex. Developers built several single - family subdivisions near TMS after the track's opening in 1997 These subdivisions often did not provide for adequate street connectivity with adjacent residential developments and arterial roadways, contributing to significant traffic and access problems during race events. In addition, even with large amounts of parking and open space as buffers, race weekend noise generated by TMS affects these neighborhoods. For these reasons, an evaluation of Future Land Use designations within the TMS area is needed, and recommendations for Future Land Use map amendments may be warranted. The noise generated by nearby Alliance Airport also impacts some properties within the study area. Existing Future Land Use Designations in the TMS Study Area As a starting point, Fort Worth Planning and Development staff analyzed each of the individual communities comprehensive plans and future land use maps affecting a six -mile radius TMS study area. This information was then aggregated at a sub - regional scale into a standardized, color -coded future land use map for the entire study area (Figure 5.2). Much of the undeveloped land in the TMS study area to the north and west does not have improved roads and infrastructure. These areas generally have agricultural and rural future land use designations. Lands to the south and east of TMS currently served by major roadways and infrastructure experienced most of the recent growth in the study area. These developed areas generally have single - family commercial, and industrial future land use designations. Future land use designations along the I -35W corridor are generally commercial and industrial. Existing Land Uses Adjacent to TMS Existing land uses in the study area can be separated into five categories. Rural/Vacant, Commercial, Industrial, Institutional, and Residential Uses. Chapter 5 Land Use 48 January 2009 Texas Motor Speedway Area Master Plan Figure 5.2 TMS Area Standardized Future i_ano uuu 49 Chapter 5 Land Use Texas Motor Speedway Area Master Plan Shoe Famay ,Mt Mobile Homes Q Mt&Family RM Instlk*X%W EM Commercial O Indusift Q infrastruckrre Q Existing Park Land So Open Space IYacara a Figure 5.3 Existing Land Uses near TMS clqp >a a Figure 5.4 Rural or vacant land uses are common near TMS. Alf ell y �2t r' January 2009 EA 9 Rural/Vacant Uses When TMS began construction in 1995 rural uses and vacant parcels were the predominant land use types adjacent to the track. Currently areas north and northeast of TMS are still characterized by rural uses or vacant land. Parcels to the south and southwest of TMS currently have rural uses but do have more intense uses proposed. Champions Circle is a retail development proposed for land directly south of TMS across from SH 114 and the Speedway Distribution Center has received preliminary plat approval for the land directly southwest of TMS and construction is underway on a large industrial building on the site. It is expected that more development will be proposed for the remaining undeveloped land near TMS in the future. Appropriate Future Land Use designations with corresponding zoning will ensure that rural lands and vacant parcels can be profitably developed in a manner that is compatible with TMS and consistent with the stakeholders vision for the area. Commercial Uses Apart from the TMS property commercial uses are currently sporadic in the area and oriented towards automobile access. Two convenience stores are located in the study area, one in the southeast quadrant of I -35W and SH 114 and the second at the northwest quadrant of the SH 114 and FM 156 junction. A self- Chapter 5 Land Use 50 Texas Motor Speedway Area Master Plan January 2009 storage facility is located on the west side of FM 156 A small bank is located at the junction of SH 114 and Championship Drive, directly south of TMS. Industrial Uses The largest industrial use near TMS is the 550,000 square- foot Clorox Distribution Center, located east of TMS across I 35W in the Northlake Business Center The Sunmount Corporation, a company specializing in highway airfield, and race track construction is located on Dale Earnhardt Way directly north of TMS. Other small industrial uses can be found throughout the study area. Although not adjacent to TMS, the Alliance Airport Industrial Growth Center, a major regional employment center, is located one mile south of TMS. Institutional Uses The Northwest Independent School District (1`1ISD) campus is home to three schools, athletic facilities, and administration buildings. NISD is west of TMS at the intersection of SH 114 Residential Development QTMS Property Boundary d- Figure 5.5 The Northlake Business. Center directly east'of TMS across I- 35W is home to several Industrial land uses. Figure 5.6 Residential 00evel6p= near TMS Chapter 5 Land Use Sl Texas Motor Speedway Area Master Plan January 2009 Figure 5.7 Creekside Estates is a multifamily complex southeast of TMS. Figure 5.8 Chadwick Farms is one of several single - family neighborhoods in close proximity to TMS. and FM 156. City of Fort Worth Fire Station #11 is located near the NISD campus. Residential Uses There are several single - family and multifamily developments near TMS. Harriet Creek Ranch is located west of FM 156, less the one -half mile from the main west entry to TMS. The Rivers Edge subdivision is currently being built to the southwest of Harriet Creek Ranch, adjacent to SH 114 Beechwood Creek Estates, located south of TMS across SH 114 is near completion. The proposed location of the Oak Creek Trails subdivision is west of Beechwood Creek Estates. To the southeast of TMS along SH 114 is the Chadwick Farms subdivision, which is in both Fort Worth and Northlake s jurisdiction. Single - family residences have already been built and multifamily residences are planned. The existing Creekside Estates multifamily complex is southeast of TMS adjacent to I -35W Land Use Issues Near TMS Proposed Developments Two anticipated developments adjacent to the speedway will impact TMS in the near future. The Speedway Distribution Center, located on 204 acres at the northeast corner of SH 114 and FM 156 will contain over 3 million square feet of industrial space. The distribution center is located in an enclave (Area #66) designated in the Fort Worth annexation program for annexation in 2009 Champions Circle, a 279 -acre development, located directly south of TMS, will have up to 3 million square feet retail, office, and mixed -use space, including the possibility of some multifamily homes. SH 114 Improvements The Texas Department of Transportation (TxDOT) currently anticipates a 2010 completion date for the frontage roads of SH 114 from I 35W to FM 156. TxDOT anticipates a 2011 completion date for the four -lane rural section of SH 114 from FM 156 to the Wise County line. These improvements will increase access to properties along SH 114 increasing the opportunity for commercial development to occur in the area. Potential for Complaints From More Residential Uses Without future land use and zoning map changes, additional residential development could occur in close proximity to TMS. While most current residents understand the noise and traffic Chapter 5 Land Use 52 Texas Motor Speedway Area Master Plan January 2009 trade -offs inherent in living near a speedway additional housing could increase complaints about noise and traffic during race weekends. The TMS operators have expressed concern about the potential for increased noise and traffic complaints that could accompany nearby residential developments. In addition, the weekend traffic associated with additional housing units, particularly in comparison to industrial uses, could also potentially affect the City's ability to provide emergency services during race events. Alliance Airport Noise Contours The scheduled expansion of the Alliance Airport runways will enlarge the area affected by noise generated by airport operations. Areas experiencing a future average day -night noise level (DNL) above 65 decibels will include the-Northwest ISD campus and some properties north of SH 114 In addition, portions of: TMS property will.fall within the 65 decibel DNL contour of the Bell Figure 5.9 The Haniet,Creek Ranch neighborhood, just west of TMS. r OPP" � a �o /,` Eral fill, ��,�s A .01 35W Figure 4 Afiance Airpco and 8611, elkop r 066,11liv 1461" Exposure c. Texas Motor Speedway Area Master Plan January 2009 Helicopter facility located northwest of the racetrack. The City of Fort Worth discourages residential development within a 65 deci- bel DNL level contour This further reduces the land suited for residential development in the study area. Figure 5.11 Beechwood Creek Estates is located south of TMS. The TMS grandstands are visible in the background. Chapter 5 Land Use 54 Texas Motor Speedwav Area Master Plan January 2009 Chapter 5 Land Use 55 Texas Motor Speedway Area Master Plan January 2009 - l School School a f �y v T street network Well- connected street network Figure 5.12 Well- connected street networks improve residents' mobility and provide alternative access routes for emergency vehicles. Area City Future Land Use Current Zoning Y ° Potentlai.Changes ,', 1 Fort Worth Single Family ETJ Light industrial; General`, :; >t Commercial;` Institutionak" 2 Fort Worth Suburban Residential ETJ Rural Residential, ", 3 Fort Worth Suburban Residential ETJ Rural Residential;;: r. 4 Fort Worth Suburban Residential ETJ General 6mrner la) y- 5 Fort Worth General Commercial ETJ Light indusbial " 6 Northlake Mixed Use/industrial Rural Residential, ETJ Restrict Residentlair ; 7 Northlake Mixed Use /industrial Commercial, Industrial, ETJ Restrict Reskential,; Table 5.1 Recommended Future Land Use Changes near TMS (see Figures 5.13 and 5.14) Chapter 5 Land Use 56 A � i L Tmi.. • � z"RtL. "ia fs i 1` 'iY.L Y . } E► Ow A t t W1rc * w ., r s to 4y C. y "rye - lgyixed �f 4..' i4 i Texas Motor Speedway Area Muster Plan January 2009 Chapter 5 Land Use 58 Texas Motor Speedway Area Master Plan January 2009 TRANSPORTATIO 0 Texas Motor Speedway Area Master Plan January 2009 Figure 6.1 TMS has taken steps to improve the efficiency of loading and unloading the parking facility on race days. TMS Transportation Plan .Summary The goal of the transportation study was to evaluate existing plans and to develop a revised Texas Motor Speedway Transportation Plan to serve anticipated future development within the Texas Motor Speedway area. The transportation plan was developed in conjunction with the City of Fort Worth Planning & Development Department, which developed a complementary land use plan for the study area and alternative population and employment projections intended to more accurately portray future development in the area compared to existing, outdated projections that were required to be used for modeling purposes. The new projections created by the City of Fort Worth showed approximately a 20% increase in population and a 5% increase in employment as compared to the existing regionally approved projections prepared from 2003 data (See Table 6.1). The City of Fort Worth Transportation & Public Works Department retained Kimley -Horn and Associates, Inc., to develop the transportation plan. A primary task of the study was to analyze year 2015 and 2030 transportation demand, based on forecast modeling work completed by the North Central Texas Council of Governments. The purpose of the transportation analysis was to determine if the proposed transportation system would be adequate to serve the area s projected population and employment growth, including the additional growth projected by Chapter 6. Transportation 60 Texas Motor. Speedway Area Master Plan January 2009 city staff. The study area defined for the transportation plan was FM 407 to the north, Eagle Parkway to the south, FM 156 to the west, and US 377 and the SH 114 / SH 170 interchange to the east (See Figure 6.2). The study area encompasses portions of nine different municipalities. This study was also intended to serve as an extension of the existing Mobility / Air Quality Plan (MAQ), the goal of which is to `develop a balanced, strategically sound, financially feasible, and environmentally responsible approach to providing a high degree of mobility for the residents of Fort Worth and surrounding communities. The TMS Plan incorporates appropriate features of the MAQ plan, but focuses on a specific geographic area. The challenges and goals of the transportation study are listed below Challenges What land use plan changes should be implemented to be compatible with the Texas Motor Speedway? How can a transportation plan be developed and implemented to support local circulation needs and regional transportation demands? Goals Identify existing transportation system deficiencies. Identify anticipated transportation deficiencies (2015 & 2030 with alternative population and employment projections). Analyze the transportation system using basic measures of effectiveness. Develop a regionally consistent area master transportation plan in order to have continuity in the roadway network among governing municipalities. Generate a prioritization plan for transportation improvements. Create the framework for special event and daily commuter rail service to the area. 2015 and 2030 Transportation Modeling The purpose of the 2015 and 2030 transportation modeling was to make planning level decisions regarding future transportation needs. This report analyzed six modeling runs. Three runs were conducted for an interim year 2015, with the remaining three runs for a horizon year of 2030. The interim year model runs helped to determine the immediate needs and assist in prioritizing the needed transportation projects. Models estimate the overall demand on a roadway system based on the proposed land uses. Level of Service (LOS) is a measure of effectiveness to forecast demand based on roadway capacity as depicted in Figures 6.3 and 6.4. This allows transportation planners to answer questions Chapter 6. Transportation Table 6.1 Comparison between NCTCOG regionally approved projections and TMS Study altemative projections. 61 Population Employment Base 2007 143,119 45,896 NCTCOG 2015 207 488 123,627 CFW Alternative 245,022 130,846 2015 NCTCOG 2030 303,994 183,930 CFW Alternative 364,658 192,770 2030 Table 6.1 Comparison between NCTCOG regionally approved projections and TMS Study altemative projections. 61 Texas Motor Speedway Area Master Plan rill • lies ■ ■ Legend 2015 Level of Service — LOS A. S. or C (Acceptable) LOS D or E (Tolerable) — LOS F (Severe) ■ ■ ■ TIVIS Transportalion plan Study Area FEIVIAFloodplain 7'4-f4071 ■■■m■u■ 170 ? 377 January 2009 lr"3 77 4V ■ It PJ-tT MIEN TMS Level of Service (13M) '41r-2015 Alternative Demographl Run 3 Unconstrained 0 1 2 A Miles N Chapter 6. Transportation 62 Texas Motor Speedway Area Master Plan _ /nwunry �nno Chapter 6. Transportation - - - 63 Texas Motor Speedway Area Master Plan January 2009 Isuch as the number of lanes required along a given roadway or the need for anew roadway or interchange. Figure 6.5 TMS has more parking than Walt Disney World in Orlando, Florida. In addition to transportation modeling, this study examined various horizontal alignments for a potential commuter rail line to serve the Texas Motor Speedway The Regional Rail Corridor Study identified a special event line serving Texas Motor Speedway This study is the first formal effort to determine the feasibility of this connection, with three different alignment options developed for future consideration. This study also examined the various municipalities Master Thoroughfare Plans to promote consistency between the plans. Also, a cursory review of the proposed SH 114 schematic west of IH 35W was performed. Transportation findings and recommendations are provided for the following .six categories: Land Use, Roadway Transit, Thoroughfare Planning, SH 114 Schematic Review and Stakeholder Involvement (Advisory Committee, Municipalities, and Public & Private Entities). A summary of these findings and recommendations follows. Figure 6.6 Race day traffic on the TMS grounds. Chapter 6 Transportation 64 Texas Motor Speedway Area Master Plan January 2009 Figure 6.7 1-35W southbound traffic after a NASCAR Sprint Cup'Series race at TMS. Chapter 6. Transportation 65 Texas Motor Speedway Area Master Plan January 2009 Figure 6.8 The majority of parking at TMS is not hard surface. Figure 6.9 Traffic congestion occurs before and after race events at TMS. Chapter 6 Transportation 66 Texas Motor Speedway Area Master Plan 1—F-vum®nts m me FM_ S Trans portadon Study Area. Chapter 6. Transportation 67 Texas Motor Speedway Area Master Plan January 2009 Figure 6.11 SH 114 eastbound after a NASCAR Sprint Cup Series race at TMS. Chapter 6 Transportation 68 Texas Motor Speedway Area Master Plan January 2009 Figure 6.13 Commuter service similar to the Trinity Railway Express could be initially established as a special event service to TMS. Chapter 6 Transportation 70 ` ME', 21" . ......... r. ga� 6,31 Air ,I. WIT commuier. Rail Alignments WE ' Texas Motor Speedwav A Master Plan Antueiry 2009 Chapter 6 Transportation 72 Texas Motor Speedway Area Master Plan January 2009 WATER AND SE INFRASTRUCTU Texas Motor Speedway Area Master Plan January 2009 Figure 71 Fort Worth provides water and sewer services to TMS. Figure 7.2 Adequate water and sewer infrastructure is necessary before significant development occurs in the TMS study area. Water and Sewer Infrastructure in the TMS Study Area Streets and other transportation infrastructure are addressed in Chapter 6 of this plan. Non - transportation infrastructure is also a necessary component for development to occur in a given area. The City of Fort Worth s 2008 Comprehensive Plan contains the following goals, objectives, and policies regarding water and sewer infrastructure: Provide potable water in the service area as required by the projected growth. Assure adequate raw water resources to meet projected demand. Provide water service in an effective manner while meeting all federal and state water quality standards. Large portions of the TMS study area currently do not have adequate access to potable water and sanitary sewer services to develop at suburban or urban densities. Due to the topographic and floodplain constraints in the area, as well as the high cost of constructing water and sewer infrastructure, much of the area is anticipated to remain underserved for the foreseeable future. Much of the current development in the area uses individual fresh water wells and septic systems. These methods will continue to be used in the TMS study area to support new development at rural densities. However the large - scale, higher intensity developments contemplated in the comprehensive plans of surrounding cities like Northlake will require water and sewer service provided by the municipality district, or private utility with rights to serve the development site. Water and sewer service provider boundaries do not necessarily follow municipal boundaries. Certificates of Convenience and Necessity (CCNs) designate areas within which private or municipal suppliers are authorized by the state of Texas to supply water or sewer service. Because the service boundaries are independent of local political boundaries, opportunities for misunderstanding and miscommunication between service suppliers and developers exist. Prior to purchasing property in the TMS area for development purposes, the appropriate water and sewer providers should be consulted to identify potential service constraints and requirements. Chapter 7 Water and Sewer Infrastructure 74 Texas Motor Speedway Area Master Plan January 2009 Fort Worth Water and Sewer Infrastructure Currently the City of Fort Worth provides water and sewer services to Texas Motor Speedway and the residential subdivisions in the TMS area. The northern boundary of Fort Worth's Certificate of Convenience and Necessity which indicates the exclusive right to supply water service to a specified area, currently ends at TMS and the Harriet Creek Ranch subdivision (See CCN maps, Figures 7.5 and 7.6). Several urban developments in the TMS study area have been approved outside the City of Fort Worth s CCN These new communities are served by urban water systems authorized under state law as special infrastructure districts. Municipal utility districts, water control and improvement districts, and fresh water supply districts operate outside the control of adjacent municipalities. These districts can be used to promote high quality development, but they may also facilitate development that bypasses undeveloped areas more economically served by public facilities and services. The City has successfully negotiated development agreements with several special infrastructure districts to ensure compliance with urban standards and long -term transfer of the CCN to the city for orderly provision of services. This has allowed the City to impose greater authority in the ETJ than is normally possible. In addition, the City successfully pursued State legislation during Figure 7.3 Sewer construction in Fort Worth Figure 7 4 Special Infrastructure Districts in Fort Worth's ETJ near TMS. t Chapter 7 Water and Sewer Infrastructure 75 Texas Motor Speedway Area Master Plan January 2009 Figure 7.5 Fort Worth has agreed to provide water to the southern portion of Northlake. the 2007 session to require adequate water for fire flow in these districts which will encourage the districts to develop adequate urban water systems rather than groundwater sources. Northlake Water and Sewer Infrastructure The 2004 Northlake Comprehensive Plan includes a plan for the future implementation of water and sewer services. As development occurs in Northlake, it is critical that adequate water and sewer infrastructure be constructed. Previously Northlake had been operating on a totally rural basis, being served by rural water companies (such as AquaSource) and individual septic treatment systems. This service may remain satisfactory for situations that do not require higher residential density or higher intensity commercial uses. However, Northlake currently anticipates the need to serve even large -lot development with a centralized collection system for wastewater, and a distribution system for water due to environmental constraints. Northlake recently entered into an agreement with the City of Fort Worth to supply water to the southern portion of Northlake. Currently the town is investigating possibilities for improving its water and sewer systems by adding the additional capacity and pressure needed for commercial development. In June 2008, Northlake, Argyle, Flower Mound, and the Trinity River Authority entered into an agreement to construct a regional sewer system along the I 35W corridor This agreement, which includes funding by the developers of the Belmont and Canyon Falls master planned communities, will have the potential to facilitate increased development activity in the TMS study area. Chapter 7 Water and Sewer Infrastructure 76 Texas Motor Speedway Area Master Plan Chapter 7 Water and Sewer January 2009 njrastructure 77 I IMJ Rt3ylU1Wl JWUy ouuIludly y k N3 ' Mme- I _ . Ski .bra.,...Ml ... ®I I I w7e ras blofor.`. IF,\ �`� 9 _ z 3,-• sq K'�r r< ry 1 \n. i.; 1, d\5ay A ♦Y,' ¢.•; I ir All fR�I I ' ,rat i +ep li �:I Y 'r '�"'� 3 r:�t r r•�_.� 1 t �,l 19� ;Ira 7"7t'� t• I �}I''�� � v � � rn s I� y= „I J;f•s -�. N L -i l I A1!lHnr } )w '}' rAIY orf \ 9 -, 4 '-,\. ) I P rw,�ya+ w II IVy, Y Lf N'1'j' Er!�l .'II a1 ''Yr�� d '4 1 i, VAIU Ig VI -, ^x- v�, .._. >, I,JI " \ I-,. �`�..:� r�A,A,,� .I X471 ♦'i n TA 4 1 A$s ;• s�3� - yid 'c 1 r d z kca i .} `I n-) III-j IN, Air ]I III-j IN, Texas Motor Speedway Area Master Plan January 2009 ENVIRONMENTAL _ v. I r �� a __ Ctark$� Texas Motor Speedway Area Master Plan January 2009 Figure 8.1 Race day traffic passing the TMS retention pond. Figure 8.2 The TMS retention pond handles runoff from the southern portion of the site. As the area around TMS changes from a mostly rural landscape to a more suburbanized landscape, the impact on the natural environment will increase. Through regional planning efforts such as Vision North Texas, the individual communities in the TMS area can work together to maintain environmental quality connect community open space, and preserve environmentally sensitive areas. City of Fort Worth Comprehensive Plan Environmental Goals that inform and support planning in this area include: Utilize natural areas to retain and filter storm water runoff. When feasible, develop linear parks with walking and biking trails along drainage ways as an effective means of filtering out water pollutants and connecting neighborhoods. Support innovative efforts that are cost and environmentally effective in addressing water quality issues associated with new development and extensive redevelopment. Leave floodplains in their natural state to improve water quality and minimize flooding. Storm Water Runoff at TMS Several storm water drainage documents exist for TMS. Huitt Zollars produced the initial drainage design for TMS Freese and Nichols prepared a TMS Storm Water Pollution Prevention Plan (SWP3) in 1998. Freese and Nichols also produced three drainage studies for TMS. A February 1998 study was a re- evaluation of the infield drainage design. The second drainage study prepared in November 1999 determined the pre - development peak flow rate leaving the TMS site and evaluated modifications to the downstream retention pond. A January 2002 study evaluated the effects of deepening the downstream retention pond. Site Hydrology The TMS site drains into two different branches of the Denton Creek watershed, which empties into Lake Grapevine. The northern portion of the TMS site drains towards the Catherine Branch, while the southern portion of TMS, including the infield, drains towards the Elizabeth Branch. A downstream retention pond, located in the quadrant of SH 114 and I -35W interchange, retains runoff from the southern portion before crossing under I 35W and entering the Elizabeth Branch. Chapter 8. Environmental Impact 82 Texas Motor Speedway Area Master Plan January 2009 I a • The grading of the TMS site during construction increased the drainage area to the downstream retention pond from 585 acres to 742 acres. The amount of runoff from the TMS site also increased due to the paving and construction of facilities. The drainage study findings indicate that although the downstream retention pond lowers the peak discharges from the TMS site, they are still above pre- development discharge levels. Although the peak discharges are higher since the construction of TMS, no complaints of adverse impacts from this additional drainage have been filed from downstream owners. The 2002 study concludes that an update of the Storm Water Pollution Plan should be completed to address current site conditions. Noise Pollution Generators in the Study Area The study area is subject to two large noise generators, Fort Worth Alliance Airport and TMS itself. Even though both produce high levels of noise specific to each facility's main operation, the types and duration of noise pollution can vary greatly e� w TMS Race Track ® 100 Year Floodplain - Storm Water Runoff WATERBODY RIVERS Figure 8.3 Stormwater runoff patterns near TMS. Chapter 8. Environmental Impact 83 a • The grading of the TMS site during construction increased the drainage area to the downstream retention pond from 585 acres to 742 acres. The amount of runoff from the TMS site also increased due to the paving and construction of facilities. The drainage study findings indicate that although the downstream retention pond lowers the peak discharges from the TMS site, they are still above pre- development discharge levels. Although the peak discharges are higher since the construction of TMS, no complaints of adverse impacts from this additional drainage have been filed from downstream owners. The 2002 study concludes that an update of the Storm Water Pollution Plan should be completed to address current site conditions. Noise Pollution Generators in the Study Area The study area is subject to two large noise generators, Fort Worth Alliance Airport and TMS itself. Even though both produce high levels of noise specific to each facility's main operation, the types and duration of noise pollution can vary greatly e� w TMS Race Track ® 100 Year Floodplain - Storm Water Runoff WATERBODY RIVERS Figure 8.3 Stormwater runoff patterns near TMS. Chapter 8. Environmental Impact 83 Texas Motor Speedway Area Master Plan Figure 8.4 Estimated Impervious Surface Area on the TMS Site. Figure 8.5 The high -bank configuration of the track and obstacles such as the Speedway Club Tower help reduce the noise levels further away from the track. January 2009 Impervious Surface 100 Year Floodplain Stone water Runofl Estimated Impervious Surface Area: 784 acres Alliance Airport Noise The scheduled expansion of the runway at Alliance Airport will modify the area affected by noise generated from aircraft taking off 'and landing at the facility The federal noise measure used for assessing aircraft noise exposures in communities near airports is the day -night average sound level (DNL, or Ldn), which is described in terms of decibel noise level (dB). DNL is an average sound lever generated by all aviation - related operations during an average 24 -hour period (Wyle Report, 2004). The Alliance Airport 2014 noise exposure map indicates that large areas to the north and northeast of the runway will be subjected to day -night average sound'levels greater than 65 decibels, the established threshold for discouraging residential uses by the City of Fort Worth. These areas include the Northwest I.S.D campus, parcels to the west of the complex, parcels north of SH 114,�and onto TMS property The exposure Chapter 8. Environmental Impact 84 Texas Motor Speedway Area Master Plan January 2009 w ��� 0 � x I ;Nois 4avels�Di�rin�i��ce� Cotidition�t� 3 � fi � b Location A rox. Distance to PP Track (ft) Avg. Sound Level (Leq dBA) Min. Sound Level (Lorin dBA) Max. Sound Level (Lmax dBA Monitoring Period (min:sec) Monitoring Start Time 1 4 400 70.0 60.8 76.8 5:00 7.12 p.m. 2 2,500 73.0 68.8 77.3 5:00 7:23 p.m. 3 1,900 65.4 57.3 70.8 5:00 7 40 p.m. 4 3,100 61.2 69.8 54.8 4:00 8:12 p.m. 5 2,200 74.8 71.3 78.8 3:00 8:23 p.m. 6 3,100 79.6 71.3 86.3 3:06 8:45 p.m. 7 3,100 811 70.3 86.3 3:00 8:53 p.m.. auie u. 1 noise ieveis during indy Racing League event in June, 2001 FiAure 8.8-_ Combined Map ofAlliance Airport proiected noise contours and TMS noise monitor locations Chapter 8: Environmental Impact 85 Texas Motor Speedway Area Master Plan January 2009 Figure 8.7 Alliance Airport is a major source of noise in the TMS .area. map also indicates high noise levels associated with the Bell Helicopter training facility adjacent to TMS to the northwest of the racetrack. To implement the Fort Worth policy of discouraging residential uses in airport noise impact areas, amendments to the City's Future Land Use maps may be required. Similar amendments may be appropriate to Northlake s Future Land Use map. Noise Levels During TMS Race Events TMS hired Freese and Nichols to take noise level readings during an Indy Racing League auto race in June 2001 The result of these noise readings are shown in Table 8.1 Freese and Nichols used A weighted readings, which approximate the human ear's response to sound, but are not the day -night average sound level used to measure noise generated from activities at Alliance Airport. TMS officials assisted Freese and Nichols in choosing seven locations on the grounds of TMS for monitoring (see Figure 8.6). Four of these locations were west of the grandstand, one was directly north of the track and two were southeast of track. Readings from these locations indicated a varied level of noise impact during race events. The highest average sound level, 81 1 dBA, was found at location #7 approximately 3 100 feet west of the track. The lowest average sound level, 61.2 dBA, was recorded 3 100 feet southeast of the track at location #4 Location #7 is shielded from the track by the main grandstand. Location #4 is partially shielded from the track by the Lonestar Condominium Tower and the Lil Texas Dirt Track. The TMS facility has large parking lots that act as an initial buffering space from the track itself but there is minimal natural vegetation, such as trees and shrubs, between the track and nearby neighborhoods to act as a sound barrier The typical NASCAR automobile generates noise in excess of 130 decibels, a level considered harmful to human hearing. Many variables go into the noise levels emanating from TMS during race events, including wind speeds, temperature, and time of day Structures such as the grandstand and The LoneStar Condominium Tower also affect how noise carries in different directions from the track on race day Lessons Learned From Other Noise Studies Recently the City of Fort Worth co- sponsored the Joint Land Use Study Report (2007), which addressed land use compatibility and. Chapter 8. Environmental Impact 86 Texas Motor Speedway Area Master Plan January 2009 Figure 8.8 Aer aVview of Alliance Airport; looking north. other issues, involving the Joint. Reserve Base Naval Air Station JRB/NAS) in west Fort Worth. An examination of the noise related issues for residences near the JRB/NAS was a part of the study. Lessons learned form this study may be instructive for managing noise impacts in the TMS Study area. In general, housing is compatible with an exterior noise exposure up to 55 dB DNL. Standards indicate that with exposure between 65 -75 dB DNL, additional protective measures, such as indoor noise reductionlisolation for residential and certain other types of indoor uses may be warranted. Noise exposure that exceeds 75 dB DNL is incompatible with all residential uses, but many uses, such as manufacturing, retail, government facilities, and agriculture can be suitable even within a relatively high noise setting, with strict conditions (JLUSII -25) The City of Fort Worth discourages new construction of homes located in areas subject to average noise levels above 65 decibels. This most often applies to airports such as the Joint Reserve Base Naval Air Station and Alliance Airport, but during race conditions at TMS, noise levels exceed 65 decibels at locations beyond the racetrack. These high decibel. levels occur during races, qualifying events, practice sessions, or whenever TMS is being used in a similar capacity The Freese and Nichols noise Chapter & Environmental Impact T ?xas Alotor,Speedtitiay Area Alaster Plan January 2009 study indicates high noise levels during typical race conditions, but these should not be compared with the noise levels generated by the Alliance Airport or other similar facilities. Further noise level readings would be necessary to establish a decibel DNL noise exposure map for TMS during race weekends. The Air Installations Compatible Use Zones Update (AICUZ) prepared for JRB/NAS in 2002 also addressed noise compatibility issues. The study suggests several options for cities to minimize complaints about noise levels. Areas currently zoned for incompatible uses should be rezoned to those uses compatible with AICUZ criteria (criteria which outline land uses compatible with air installations). Future land use plans for these cities should also revise the proposed uses for undeveloped land within the AICUZ footprint, in order to achieve compatible development with air operations. Some local bodies have adopted a `truth in sales and rental ordinance that requires local real estate and rental agents to provide prospective purchasers and renters with current information detailing the special circumstances within the AICUZ footprint. Under the terms of the ordinance, notice in writing would be given to prospective purchasers, stating that the seller is required by law to show the buyer copies of the recorded subdivision plat, the approved site plan, and the current AICUZ footprint. A similar notice to prospective lessees would be required of rental agents. Currently Fort Worth Alliance Airport is updating its FAR Part 150 Noise Compatibility Study which is considering several land use alternatives to mitigate noise exposure to impacted residences. Recommendations may include: Revisions to the current Airport Zoning Overlay District to incorporate and buffer the 2014 DNL 65 dB noise contour Approval of a Real Estate Disclosure ordinance to ensure that prospective buyers of property are aware of the noise exposure issues. This is the same as the `truth in sales and rental' option suggested by the AICUZ. Acquisition of avigation easements for existing residential dwellings and platted undeveloped residential lots within the DNL 65 dB contour. Avigation easements are property rights acquired from a land owner that grant the right of flight, including the right to cause noise related to aircraft flight. Chapter 8 Environmental Impact 88 Texas Motor Speedway Area Master Plan January 2009 Even though Alliance Airport and TMS are not air installations such as JRB/NAS, similar regulations could prove applicable in the TMS study area. Recommendations in Chapter 4 of this plan address zoning and future land use for area impacted by noise in the study area. Natural Gas Well Drilling and Production Barnett Shale natural gas well drilling is a prominent activity in the TMS study area. The Barnett Shale is a large natural gas reserve encompassing more than 5,000 square miles and covering at least 17 counties in North Texas, including all of the TMS study area. There are numerous issues associated with gas well drilling and the related pipelines that deliver the gas to market. The Fort Worth gas well ordinance does not permit a new gas well to be drilled within 600 feet from any residences, religious institutions, public buildings, hospitals, schools, or public parks. The current ordinance does provide a waiver process to reduce the required gas well setback. The ordinance also does not allow new structures to be built within 200 feet of an existing gas well or over abandoned wells. Importantly gas wells that are in county jurisdiction are not impacted by these restrictions. The map in Figure 8.9 illustrates the significant number of gas wells in rural areas of Tarrant, Denton and Wise Counties, including the TMS study area: The typical production life of these wells can be up to 20 years or more. One to four million gallons of water can be required during the hydraulic fracturing process to release the natural gas deposits. After the drilling and fracing is complete, waste water produced from the wells (often referred to as salt water) is — within the city limits — typically removed from -the site by truck, which can create additional traffic congestion and damage roadways. Alternatively waste water can be removed from the site by a system. of pipes that,transport the produced:water to a disposal well. Within the City of Fort Worth, only one salt water disposal well has been permitted, however no such restriction applies within the county jurisdictions. Because state law prohibits structures from being built over pipelines, whether those lines carry natural gas or produced water from drilling, pipelines associated with Barnett Shale natural gas production create a significant constraint to development in the TMS area. Figure 8.9 Natural gas pipelines near TMS. Chapter 8. Environmental Impact 89 Prow,' ilal tr�o Texas Motor Speedway Area Master Plan January 2009 Figure 8.11 Gas well site near TMS. Chapter 8. Environmental Impact 91 T 3ras Altotor Speedway A -ea Alaster Plan January 2009 Chapter 8 Environmental Impact 92 Texas Motor Speedway Area Master Plan January 2009 REGIONAL CONTEXT... An:- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COOPERATION AND FUTURE PLANNING mark - ' _ OPPORTUNITIES Z"I 101 Texas Motor Speedway Area Master Plan January 2009 Figure 9.1 The TMS demographic study area is bounded by a six -mile radius drawn from the perimeter of the TMS property The initial TMS study area is identified in red. The initial boundary of the Texas Motor Speedway study area was described as Eagle Parkway to the south, the BNSF Railroad right -of way to the west, the proposed route of FM 1171 to the north, and the Denton Creek floodplain to the east. During early stages of planning for the transportation study population and employment projections, the need for a larger study area was identified to capture a more complete data set for analysis. This larger study area boundary known as the TMS population and employment projection study area, is contained within a six -mile buffer drawn from the perimeter of TMS. Much of this larger study area is sparsely developed and rural in character, but it will experience significant development pressure from Fort Worth, Denton, and the Mid - Cities. Fort Worth Planning and Development Department staff recognized the need to begin to address this development pressure from a sub - regional perspective. Chapter 9• Regional Context, Cooperation, and Future Planning Opportunities 94 Texas Motor Speedway Area Master Plan January 2009 Figure 9.2 Alternative Population and Employment Projections Flow Model Population and Employment Projections Summary City staff developed the Texas Motor Speedway area population and employment forecast to provide an alternative data set for traffic modeling associated with the transportation component of the TMS area master plan. The data set provides forecasted population and employment figures for the -years 2015 and 2030 The transportation study used this data as a locally generated alternative to the outdated but required regionally- approved projections developed by the North Central. Texas Council of Governments ( NCTCOG) in 2003 for modeling purposes. Traffic modeling performed by NCTCOG provided the basis for the transportation system analysis and recommendations contained in the TMS master plan. The City of Fort Worth Planning and Development Department also used the population and employment projections for analysis purposes to develop future land use recommendations for the TMS study area master plan. These projections indicate population and employment growth surpassing the projections developed by NCTCOG for both 2015 and 2030 The Planning and Development Department population projections are approximately 201/6 higher and the employment projections are approximately 5% higher than the existing regionally- approved projections. The projected increase in population and Chapter 9: Regional Context, Cooperation, and Future Planning Opportunities apr Airiaa�i_ilscet�dltb Final Final Estimated Census Census 4/01/1990 04/01/2000 01/41%2008s Denton 68,2701 80,537 ..`10$OQ Flower 15,527 50,702 �a 62,450 Mound Roanoke 1,616 2,810 x Jo13 ov Fort Worth 447,819 534,694 71Y1,85b' Keller 13,683 27,3451 3 ,400 Southlake 7,082 21,519 ��38.100 Table 9.1 Population growth of selected cites, 1990 -2008. Source: NCTCOG, 2008 95 Texas Motor Speedway Area Master Plan January 2009 '`Com arior�of:;Prb ­dtioi ° "x Population Employment Base 2007 143,119 45,896 NCTCOG 2015 207 488 123,627 CFW Alternative 2015 245,022 130,846 NCTCOG 2030 303,994 183,930 CFW Alternative 2030 364,658 192,770 Table 9.2 Comparison between 2003 NCTCOG regionally- approved and TMS study alternative projections. Chapter 9 Regional Context, Cooperation, anc employment in the TMS projection study area is consistent with the high growth rates experienced in Fort Worth, Denton, Keller Roanoke, Southlake, and Flower Mound between 1990 and 2007 Population Projections The base population of the study area as of July 1 2007 was 143 119 The NCTCOG regionally- approved 2015 population projection is 207 488 and the approved 2030 population projection is 303,994 The alternative population projections for the six -mile study area indicate an increased growth rate, with the 2015 population reaching 235 158 and the 2030 population reaching 357 163 Employment Projections The base employment of the study area as of July 1 2007 was 45,896. The NCTCOG regionally - approved employment projection for 2015 is 123,627 and the 2030 projection is 183,930 The alternative employment projections for the study area are 128,085 for 2015 and 192,776 for 2030 Land Use The land use pattern established over time within the study area will drive necessary transportation improvements, contribute to quality of life for area residents, and affect the area s economic competitiveness. The TMS population and employment projection study area includes property in 15 separate jurisdictions: Argyle, Bartonville, City of Denton, Denton County Flower Mound, Fort Worth, Haslet, Justin, Keller New Fairview Northlake, Roanoke, Southlake, Tarrant County Trophy Club, and Westlake. Each of these jurisdictions develops plans for future growth independently complicating the task of projecting future development patterns and infrastructure needs. Existing Future Land Use Plans A standardized map of future land uses was needed to understand how development would occur if in conformance with currently approved land use plans. Staff analyzed each of the individual communities comprehensive plans and future land use maps. This information, aggregated at a sub - regional scale into a standardized, color -coded map, illustrates future land uses for the entire population and employment projection study area. The density and intensity of development related to the individual land use codes was used, in combination with the projected distribution and rate of development activity in the area, to project population and employment figures for the alternative projections data set. 'Future Planning Opportunities 96 Texas Motor Speedway Area Master Plan January 2009 Residential Suitability Master Thoroughfare Plan _ Hlgh SultalNy — — Tollwey / Freeway - Proposed = — Principal Arterial -Proposed Major Arterial- Proposed Minor Arterial- Proposed :;, 7-,a�. Low susabaty Figure 9 4 TMS study area residential_ suitability map Pon Residardlal Sultabi8ty Master Thoroughfare Plan - Hall Suitaally Too"/ Freeway-Proposed - -- PAndpalArWal -Proposed Major Arterla 4 Proposed lnorArterlal-Proposed Low Sunabllty Figure 9.5 TMS study area non- residential suitability map Chapter 9- Regional Context, Cooperation, and Future Planning Opportunities 98 Texas Motor Speedway Area Master Plan January 2009 Projected Land Use Pattern Fort Worth Planning and Development Department Staff conducted an analysis of recent land consumption rates and land suitability within the study area to identify properties with a higher probability of development during the 2015 and 2030 time horizons. By applying the projected rate and location of new development activity to existing land use plans, staff was able to determine the expected development pattern for the study area. A projected development pattern map was generated to depict the spatial distribution of population and employment for the years 2015 and 2030 (See Figure 9.6). Development types and densities permitted within the standardized future land use designations were ascribed to the projected development pattern in 2015 and 2030 to produce the projected population and employment for the study area. Potential Development Patterns An analysis of the jurisdictions approved future land use plans projects a uniform, low - density development pattern at a sub - regional scale. The uniformly low intensity of development, separation of land uses, high percentage of single - family residential development, and strip commercial centers built to accommodate the automobile are all features of suburban sprawl. This conventional suburban development pattern is known to contribute to congested roads, limit economic development, degrade environmental. resources, and reduce air quality An alternative development pattern that more effectively uses multiple modes of transportation and increases preservation of rural land and open spaces would be beneficial for the long term sustainability of the area. This potential development pattern, illustrated in Figure 9.8, focuses on the implementation of mixed - use growth centers located near potential transit stations. The map uses general development forms instead of specific land use types to indicate a potentially more sustainable future development pattern. Fort Worth Planning and Development Department staff chose seven form categories, based on the transect developed by the Congress of New Urbanism, ranging generally from least -to -most intensec These categories are: Natural/Conservation /Agricultural Rural Suburban Urban Urban Center Suburban Industrial Urban Industrial Chapter 9 - Regional Context, Cooperation, and Future Planning Opportunities Figure 9.6 Development Form Categories 99 RURAL ,7F IMRRAN �yK URRAN kz UR 1 Figure 9.6 Development Form Categories 99 m 1 lq;m- I 1w. i P"I 791QMOT�l- I N. � /\ p Texas Motor Speedway Area Master Plan January 2009 r-igure s.8 Potential development pattern with changes to future land use plans Chapter 9 • Regional Context, Cooperation, and Future Planning Opportunities _ 101 Texas Motor Speedway Area Master Plan January 2009 -- cwk '♦ - TanM Cgt�ly r Figure 9.9 Potential mixed -use growth centers in the TMS population and em- ployment study area Fourteen potential mixed -use growth centers identify areas where significantly higher density nodes of development could occur These growth centers are in locations which have the potential for future transit stations and have strong connectivity with existing or planned thoroughfares. As an alternative to the projected suburban sprawl in the study area, higher density residential and higher intensity non - residential uses could be accommodated in these growth centers. Communication with TMS Study Area Communities City staff met with communities in the study area where growth centers could be located to present this alternative development pattern and to begin a sub - regional dialogue on growth and development. Communities contacted were: Argyle, Denton, Flower Mound, Haslet, Keller, Justin, Northlake, Roanoke, and Westlake. The potential development intensity pattern map (Figure 9.8) was modified to reflect the comments received from the communities. The map is for discussion purposes only and should not be used for property purchase decisions. Communities within the study area that would not be directly affected by any potential development pattern change were not contacted during the development of this plan. City staff also presented to several of the jurisdictions elected officials and planning commissions. Through these presentations and the discussions on sub - regional growth that followed, a number of planning issues were identified with the potential for cooperative action. Continued discussion amongst communities in the TMS study area is important to the long term sustainability of the region. Regional Planning Issues and Observations Issues that should be included in future sub - regional growth and planning discussions include: Increased development activity High ratio of single - family residential uses to all other uses Industrial growth center compatibility with single - family uses Gas well compatibility Alliance Airport compatibility BNSF Intermodal Facility compatibility Mixed -use growth centers Lack of adequate infrastructure Transportation system needs Chapter 9 • Regional Context, Cooperation, and Future Planning Opportunities 102 Texas Motor Speedway A -ea Master Plan Januaty 2009 Chapter 9 Regional Context, Cooperation, and .Future Planning Opportunities 103 Texas Motor Speedit.a). 4 a Master Plan January ?009 Chapter 9 Regional Context Cooperation, and F iture Planning Opportunities 104 Texas Speedway lViotor Area Transportation June 2008 Prep�red (or' Preprired by: NONE ®® Key Horn Texas Motor Speedway Area Transportation Plan City of Fort Worth, Texas FoRTWoRT Prepared by Kimley -Horn and Associates, 801 Cherry Street, Unit 11 Suite 950 Fort Worth, TX 76102 817.335 6511 June 2008 O Kimley -Hom and Associates, Inc., 2008 061018045 Inc. 11n* -Han Table of Contents SUMMARY FoeTWogry ill I. Introduction ...............................................................................................:. ............................... I A. Overview and Methodology I B. Process and Goals I C. Thoroughfare Planning Process 2 D. Stakeholder Involvement and Advisory Committee ................ 5 E. Methodology Overview 5 II. Alternative Demographic Scenario 7 A. Overview 7 III. Existing Transportation System ................................................................. ............................... 9 A. Summary 9 B. 2015 Programmed Improvements 9 C. Existing TMS Event Day Operations 11 IVModeling Observations and Results ........................................................... .............................13 A. Interim Year (2015) 13 B. Horizon Year (2030) 15 VSpecial Focus Areas ................................................................................... ............................... 18 A. Thoroughfare Plan Consistency 18 B. Special Event Rail 20 C. SH 114 Schematic Review 23 VI. Project Prioritization Methodology 24 A. Prioritization 24 B. Planning Level Project Costing .......... ............................... 26 VII. Recommendations and Conclusions Appendices Appendix A. 2015 Modeling Exhibits Appendix B. 2030 Modeling Exhibits Appendix C. Commuter Rail Line Alignment Exhibits Appendix D. Conceptual Level Project Cost Projections Texas Motor Speedway Area Transportation Plan i June 2008 Fort Worth, Texas 30 ❑ ❑ Kn1ey-Horn and Associates, Inc. List of Exhibits FoeT Wow T Exhibit 1— Existing Daily Traffic Volumes 10 Exhibit 2 — TMS Total Lanes 2015 NCTCOG Demographics Run 1 Run 2, and Run 3 Appendix A Exhibit 3 — TMS Daily Volumes 2015 NCTCOG Demographics Run 1 Appendix A Exhibit 4 — TMS Level of Service (PM) 2015 NCTCOG Demographics Run 1 Appendix A Exhibit 5 — TMS Daily Volumes 2015 Alternative Demographics Run 2 Appendix A Exhibit 6 — TMS Level of Service (PM)-2015 Alternative Demographics Run 2 Appendix A Exhibit 7 — TMS Daily Volumes 2015 Alternative Demographics Run 3 Unconstrained ... Appendix A Exhibit 8 — TMS Level of Service (PM) 2015 Alternative Demographics Run 3 — Unconstrained Table 6 — TxDOT Priority Ranking .Appendix A Exhibit 9 — TMS Total Lanes 2030 NCTCOG Demographics Run 1 and Run 2 Appendix B Exhibit 10 — TMS Daily Volumes 2030 NCTCOG Demographics Run 1 Appendix B Exhibit 11— TMS Level of Service (PM) 2030 NCTCOG Demographics Run 1 Appendix B Exhibit 12 — TMS Daily Volumes 2030 Alternative Demographics Run 2 Appendix B Exhibit 13 — TMS Level of Service (PM) 2030 Alternative Demographics Run 2 Appendix B Exhibit 14 — TMS Total Lanes 2030 Alternative Demographics Run 3 Appendix B Exhibit 15 — TMS Daily Volumes 2030 Alternative Demographics Run 3 Appendix B Exhibit 16 — TMS Level of Service (PM) 2030 Alternative Demographics Run 3 Appendix B Exhibit 17 — Recommended Transportation Plan Modifications 19 Exhibit 18 — TMS Prioritization .27 List of Tables Table 1— Demographic Projections within the Planning Study Area 8 Table 2 — Level of Service Criteria for Thoroughfare Capacity Analysis 13 Table 3 — Existing and 2015 Forecasted Volume Comparisons (vehicles per day) 14 Table 4 — Existing and 2030 Forecasted Volume Comparisons (vehicles per day) 16 Table 5 — Analysis of Rail Lind Alignment Options .21 Table 6 — TxDOT Priority Ranking .25 Table 7 — Non -TxDOT Priority Ranking .26 Table 8 — TxDOT Estimated Cost.. .28 Table 9 — Town of Northlake Estimated Cost .28 Table 10 — City of Fort Worth Estimated Cost .28 Table 11— City of Roanoke Estimated Cost.... .29 Table 12 — Town of Flower Mound Estimated Cost .29 Table 13 — City of Justin Estimated Cost .29 List of Frequently Used Acronyms BNSF — Burlington Northern Santa Fe Railway TMS — Texas Motor Speedway NCTCOG — North Central Texas Council of Governments MAQ Plan — City of Fort Worth Mobility and Air Quality Plan The T — Fort Worth Transportation Authority TxDOT — Texas Department of Transportation THE — Trinity Railway Express ETJ — Extra Territorial Jurisdiction MTP — Master Thoroughfare Plan ADA — Americans with Disabilities Act T Motor Speedway Area Transportation Plan Il June 2008 Fort Worth, Texas 1 rA=,kr.. SUMMARY ORT WO TH The goal of the transportation study was to evaluate the existing and develop a revised Texas Motor Speedway Transportation Plan that can complement the Texas Motor Speedway area. The transportation plan resulted from the City of Fort Worth Planning & Development Department developing a complementary land use plan for the study area and demographic data set in attempt to accurately portray future development in the area. In general, the new demographics created by the City of Fort Worth showed approximately a 20% increase in population and a 5% increase in employment as compared to the regionally (NCTCOG) approved demographics. The City of Fort Worth Transportation & Public Works Department retained Kimley -Horn and Associates, Inc., to develop the transportation plan. A primary task included analyzing year 2015 and 2030 transportation demand, based on forecast modeling work completed by the NCTCOG. The purpose of the transportation analysis was to determine if the proposed transportation system could support the alternative demographics, more intense demographics developed by the City The study area defined for the transportation plan was FM 407 to the north, Eagle Parkway to the south, FM 156 to the west, and US 377 and the SH 114 / SH 170 interchange to the east. The study area encompasses portions of nine different municipalities. This study is also intended to serve as an extension of the existing Mobility / Air Quality Plan (MAQ), the goal of which is to `develop a balanced, strategically sound, financially feasible, and environmentally responsible approach to providing a high degree of mobility for the residents of Fort Worth and surrounding communities. The TMS Plan incorporates appropriate features of the MAQ plan, but focuses on a specific area. The challenges and goals of this transportation study are listed below The Challenges How is a land use plan developed and implemented to be compatible with the Texas Motor Speedway? How is a transportation plan developed and implemented to support local circulation needs and regional transportation demands? The Goals Identify Existing Transportation System Deficiencies Identify Anticipated Transportation Deficiencies (2015 & 2030 with Alternative Demographics) Analyze the Transportation System Using Basic Measures of Effectiveness Develop a Regionally Consistent Area Master Transportation Plan in order to have continuity in the roadway network among governing municipalities. Generate a Prioritization Plan for Transportation Improvements Create the Framework for Special Event and Daily Commuter Rail Service to the Area. This report analyzed six (6) modeling runs. Three (3) runs were conducted for an interim year 2015, with the remaining three (3) runs for a horizon year of 2030. The interim year model runs helped to determine the immediate needs and assist in prioritizing the needed transportation projects. The purpose of the modeling was to make planning level decisions regarding future transportation needs. Models estimate the overall demand on a roadway system based on the proposed land uses. Models are also used to answer questions such as the number of lanes required along a given roadway or the need for a new roadway or interchange. Texas Motor Speedway Area Transportation Plan 111 June 2008 Fort Worth, Texas and Associates, Iric. FORT WORTH In addition to the transportation modeling, this study examined various horizontal alignments for a potential commuter rail line to serve the Texas Motor Speedway The Regional Rail Corridor Study identified a special event line serving Texas Motor Speedway- and this study is the first formal effort to determine the feasibility of this connection. Three (3) different alignment options were developed for future consideration. This study also examined the various municipalities Master Thoroughfare Plans to promote consistency between the various plans. Also, a cursory review of the proposed SH 114 schematic west of IH 35W was performed. Throughout this report, several conclusions and recommendations were provided. These conclusions have been subdivided into six categories. Land Use, Roadway Transit, Thoroughfare Planning, SH 114 Schematic Review and Stakeholder Involvement (Advisory Committee, Municipalities, and Public & Private Entities). The following provides a summary of these recommendations and conclusions. Recommendations and Conclusions Land Use: Within a 6 -mile radius of the TMS, alternative demographics were developed by City of Fort Worth staff to more accurately project anticipated growth patterns. The demographics showed a 20% increase in population and a 5% increase in employment compared to the NCTCOG regionally- approved demographics. We recommend local governments work with the NCTCOG during the ongoing 2040 Demographic Review to accurately reflect current and future demographics. Final approval of the new set of regional demographics is anticipated to be adopted in 2009 Roadway- Under existing conditions, multiple roadways within the study area are operating at or above their capacity SH 114 adjacent to the TMS and US 377 from FM 1171 to SH 114 are both over capacity FM 156 from FM 407 to SH 114 and FM 1171 east of IH 35W also appear to be quickly approaching their capacities. The primary means for regional travel and connectivity is and will likely continue to be via the study area s TxDOT facilities. Nearly all of the existing and proposed City arterial facilities will serve local development and will likely only be constructed with adjacent development projects. The daily traffic volumes on IH -35W adjacent to the TMS are projected to approximately double between 2007 and 2015 (43,000 in 2007 and a projected 114,800 in 2015). 1H 35W is projected to be significantly over capacity between Dale Earnhardt Lane and FM 1171 The daily traffic volumes on SH 114 adjacent to the TMS are projected to approximately double between 2007 and 2015 (22,000 in 2007 and a projected 41 700 in 2015). FM 156 and US 377 are projected to be deficient in their current two -lane configurations in all 2015 model runs. Traffic along the SH 114 frontage roads between IH 35W and US 377 begins to experience an unacceptable level of service in 2015 Texas Motor Speedway Area Transportation Plan iv Jute 2008 Fort Worth, Texas M❑ and ksocia es, Inc. FO T WORT Based on an `unconstrained model run' (which allows trips to travel the route they wish to use regardless of the congestion level along the roadway), US 377 is clearly the preferred north -south route within the study area. When US 377 is widened from FM 1171 to SH 114, it should be constructed as a six-lane divided facility US 377 could also provide for an alternate route when 1H 35W is under construction during its transformation into the North Tarrant Express. Based on 2030 model runs, build out of the planned roadway network is projected to adequately support the future land use plan within the transportation study area. Cleveland Gibbs and Dale Earnhardt appear to be a bypass route for motorists wishing to avoid the SH 114 and FM 156 interchange, traveling north via Dale Earnhardt to FM 156. Litsey and Henrietta Creek are projected to serve local trips and provide little relief to SH 114 or SH 170. Although not in the transportation study area, SH 114 west of FM 156 is projected to operate at an unacceptable level of service in all model years especially with the alternative demographics in place. • The 2030 model runs assume US 377 between SH 114 and FM 1171 and FM 156 between SH 114 and Mulkey will be four -lane facilities. As a result, these roadways begin to experience unacceptable level of service in the 2030 When reconstructed, US 377 and FM 156 should be considered for construction to their ultimate six-lane divided section. In order to construct the proposed 2030 roadway network, the total cost of these improvements (excluding IH -35W and SH 114) is approximately $297 million (in 2007 dollars). Approximately half of these improvements are located along TxDOT facilities. Many of the planned non -TxDOT thoroughfare facilities have large flood plain crossings. These crossings will result in a significant increase in construction costs (to provide the same capacity) and are unlikely to be constructed by the development community Transit: Three special event commuter rail options have been developed to serve TMS. ROW preservation should begin for these alignments, considering the rapid development in the area. The three proposed rail alignments for the commuter rail spur should be identified in the comprehensive plans of the respective involved municipalities. The special event commuter rail line should be established with the intent of providing a future daily commuter rail line from TMS. A Park -n -Ride facility could easily be established at TMS. Consider future options for a connection to the north for future service to Denton via Denton County Transportation Authority (DCTA). Texas Motor Speedway Area Ttansportadon Plan v June 2008 Fort Worth, Texas. �► i• ❑ KNey -Han i• and Associates, Inc. Thoroughfare Planning: FORT WORTH The Towns of Flower Mound and Northlake should coordinate with TxDOT to eliminate the inconsistencies between their respective thoroughfare plans at the future IH 35W crossing between FM 1171 and FM 407 The municipalities in the study area should continue to work together and coordinate their transportation planning efforts to develop consistent comprehensive and thoroughfare plans. SH 114 Schematic Review: TxDOT should consider providing a dedicated eastbound right -turn lane on the SH 114 Eastbound Frontage Road at IH -35W TxDOT should consider providing an additional future on -ramp from the eastbound frontage road to access the future eastbound SH 114 main lanes to better serve TMS, other adjacent existing and future development, and background traffic. Stakeholder Involvement (Advisory Committee, Municipalities, and Public & Private Entities): The TMS Advisory Committee should continue to meet and work together to identify funding opportunities for regional roadway and transit facilities. The findings of this study should be presented to various city and town councils within the study area for their support. The various public and private entities should work together to identify opportunities for partnerships to facilitate regional and local thoroughfare projects. Texas Motor Speedway Area Transportation Plan A June 2008 Fort Worth, Texas ❑ ❑ and d As sock*s, Inc. I. INTRODUCTION A. OVERVIEW AND METHODOLOGY The Far North sector of the City of Fort Worth includes a wide variety of land uses, landmarks, and attractions. While the area includes those suburban development types typical of those you would expect within a short distance of our regions' major employment areas (such as single - family residential developments, supporting neighborhood commercial areas, and numerous schools), the Far North sector also features a combination of unique attractions and transportation facilities. Alliance Airport,. the BNSF Intermodal facility IH -35W SH 114, and SH 170 each provide a backbone to our regional transportation network. Distinctive land uses such as Texas Motor Speedway Cabela's, and numerous major regional employers located within the Alliance Texas Industrial Mixed -Use Growth Center help to fuel the growth engine. Foxr Wogs The Challenges. Location Map Due to this unique mix of land uses and transportation facilities, two significant challenges were created for the City of Fort Worth and neighboring cities: How is a land use plan developed and implemented that is compatible with the Texas Motor Speedway? How is a transportation plan developed and implemented to support local circulation needs and regional transportation demands? B. PROCESS AND GOALS The City of Fort Worth conducted a Texas Motor Speedway (TMS) Area Master Plan to address these land use and transportation challenges. The TMS Area Master Plan Study Area assessed economic and environmental impacts of the area and recommend compatible land use and transportation infrastructure improvements for future development surrounding TMS, in both the Far North sector of the City of the Fort Worth and neighboring communities. Texas Motor Speedway Area Transportation Plan 1 June 2008 Fort Worth, Texas Ida 1 ,A The Challenges. Location Map Due to this unique mix of land uses and transportation facilities, two significant challenges were created for the City of Fort Worth and neighboring cities: How is a land use plan developed and implemented that is compatible with the Texas Motor Speedway? How is a transportation plan developed and implemented to support local circulation needs and regional transportation demands? B. PROCESS AND GOALS The City of Fort Worth conducted a Texas Motor Speedway (TMS) Area Master Plan to address these land use and transportation challenges. The TMS Area Master Plan Study Area assessed economic and environmental impacts of the area and recommend compatible land use and transportation infrastructure improvements for future development surrounding TMS, in both the Far North sector of the City of the Fort Worth and neighboring communities. Texas Motor Speedway Area Transportation Plan 1 June 2008 Fort Worth, Texas C]=Fj Ki ley- -Nom and Associates, Inc. Four Wow The City of Fort Worth Planning & Development Department took the lead on the efforts related to land use planning. The primary goal of the land use planning effort is to maximize economic value for the City and the region while creating a compatible land use plan. This plan provides alternative demographics to reflect current and future growth within a six (6) mile radius of TMS. For the purposes of the alternative demographics, a larger planning study area was used as compared to the transportation planning study area in order to capture a more complete data set for transportation analysis. More information on the City's effort is contained in Section II of this document. The City of Fort Worth Transportation & Public Works Department took the lead on the transportation planning to complement the land use master plan. The City retained Kimley- Horn and Associates, Inc. and obtained modeling support from the North Central Texas Council of Governments ( NCTCOG), to assist with the development of the supporting transportation plan. The Goals Outline study area that was defined for the transportation plan is FM 407 to the north, Eagle Parkway to the south, FM 156 on the west, and US 377 and the SH 114 / SH 170 interchange on the east. The study area encompasses portions of nine (9) different municipalities. This study is an extension of the City's on -going Mobility & Air Quality Plan (MAQ), whose goal is to `develop a balanced, strategically sound, financially feasible and environmentally responsible approach to providing a high degree of mobility for the residents of Fort Worth and surrounding communities. The TMS plan is a microscopic view of the MAQ Plan that focuses on a specific area. C. THOROUGHFARE PLANNING PROCESS One of the primary goals of the Texas Motor Speedway Area Transportation Plan was to identify existing and anticipated deficiencies in transportation services and transportation infrastructure within the study area. The first step involved the City's Planning & Development Department developing an alternative demographic data set to best match the growth patterns within the study area. Due to the rapid rate of growth that has occurred in the study area, Fort Worth's 2007 actual population has exceeded 2015 population previously developed by NCTCOG. To account for this rapid growth, the alternative demographics were applied to the NCTCOG regional travel demand model for years 2015 and 2030 to accurately account for the anticipated demand on the roadway system. Use of the NCTCOG regional travel demand model allowed for the testing of various roadway alignments, validation of roadway sizing, and the ability to forecast travel demand in 2015 and 2030. A detailed explanation of the thoroughfare modeling process is outlined below T Motor Speedway Area Transportation Plan 2 June 2008 Fort Worth, Texas CIMMn �Assms, Inc. Travel Demand Modeling Methodology Fo�TwoW T The travel demand model is a tool to predict travel �n n�a �y Ms demand on the transportation system given projected demographics. The more accurate the demographics, the 1 more accurate the modeled demand on the future transportation system. The model enables an estimation of vehicle trips throughout the region. In the simplest I terms, the model turns people and employees into trips, finds their origin and destination, accounts for mode of travel, and assigns a path to complete their trip (see adjacent graphic). The trip covers an entire 24- hour Owir ift period during a typical weekday so it accounts for all trip types: home to work, home to retail, and back to home, etc. With the use of a travel demand model, planners and Basic Travel Model engineers are able to estimate current and future travel demand. The proposed alternative demographics (2015 and 2030) were incorporated into the model to estimate the traffic demands. This model formed the basis for the analysis and recommendations in this report. The following section describes the basic theory of the travel demand model. Basic Model Theory By creating and using a travel model, one is attempting to produce a mathematical representation of an individual's decision - making process. Why to make a trip 4 When to make the trip 4 Where to make the trip 4 How to make the trip 4 What route to follow to complete the trip. These individual choices are then combined so that aggregate impacts can be determined The model structure should also be manageable and supported with obtainable data. As a transportation planning project develops, travel demand models may be used to make planning level decisions regarding future transportation needs. Models estimate the overall demand on a roadway system based on the proposed land uses. Models are also used to answer questions such as the projected number of people using a transit route, number of lanes required along a given roadway or the need for a new roadway or interchange. Travel models are best suited to provide a comparison between alternatives, and the traffic projections provided will show general trends between these alternatives. Texas Motor speedway Area Transportation Plan 3 June 2008 Fort Worth, Texas n" Hom FORT WORTH i� and Associates, Inc. Four Step Modeling Process The model is comprised of a series of mathematical models that simulate travel on the transportation system. This macroscopic process encompasses the four (4) primary steps taken to estimate travel demand from a given land use and transportation network. The four steps in this approach are as follows. Trip Generation is the estimation of the number of trip ends produced by or attracted to a zone or activity center A trip end is defined as either the beginning or ending point of a trip. Trip generation rates based upon the number and type (basic, service, or retail) of employment are used to determine the number of trips expected to be attracted by a particular non - residential development. The number of households and population are used to determine the number of trips generated by residential land uses. Trip Distribution is the estimation of the number of trips between each zone or activity center The model uses calibrated mathematical formulas to determine how far a person is willing to travel to access a particular land use. As an example, a person is much more likely to drive outside of their respective zone to visit a regional shopping center as opposed to a grocery store. Mode Choice determines the number of trips between each zone that will use each available form of transportation. The various modes include single - occupant vehicles, high - occupancy vehicles, transit, bicycling, and walking. Mode choice is determined based on regional factors that have been developed by NCTCOG through travel surveys that identify estimated vehicle occupancies for different types of trips. Trip Assignment is the final step in the four -step process. Once the trips have been generated, distributed, and their mode of travel specified, the trip assignment process actually determines the route the person will take between the zones or activity centers. The assignment process can be dynamic where a traveler's first choice of route is not desirable due to increased congestion and resulting travel - time delays. The assignment process constantly calculates the shortest travel time between zone pairs along a multitude of available routes. It then assigns the trips to those paths that have the shortest calculated travel time. Four Step Model T Motor Speedway Area Transportation Plan 4 June 2008 Fort Worth, T xas o -� and AssocLft Inc. Four Wogry T D STAKEHOLDER INVOLVEMENT AND ADVISORY COMMITTEE Throughout the process, key stakeholders were involved in several meetings. A list of the primary stakeholders is seen on the inside cover of this report. An advisory committee was formed to address future growth and development surrounding Texas Motor Speedway and to oversee this project. This committee included property and business owners in the study area; public officials. from the City of Fort Worth, Town of Northlake, and Denton County the Texas Department of Transportation; the IH 35W Coalition, and other affected public and private parties. E. METHODOLOGY OVERVIEW The Texas Motor Speedway Area Transportation Plan was a multi -phased project with a number of focus areas. The first task was to perform the necessary data collection, which included the NCTCOG regionally approved demographic data for analysis years 2015 and 2030, as well as the NCTCOG Transportation model results based on these regionally approved demographics. These demographics and model results served as a baseline for comparisons between the alternative demographics and their respective model runs. When the City of Fort Worth Planning & Development Department completed their alternative demographic data set for-analysis years 2015 and 2030, the data was provided to NCTCOG to model with the regionallyy planned roadway network. Upon review of these model runs, recommended modifications were made to the regionally planned roadway network to create an alternative demographic model run with a revised transportation network. Throughout the process, multiple stakeholder meetings were held with various municipalities, public entities, and private entities. It was a primary goal of the project to keep the stakeholders actively involved in order to successfully develop a widely accepted transportation plan for the study area. Use of this process created consistency among the various municipalities Study Process that are included in the study area. A TMS Advisory Committee meeting was held after the preliminary analysis was complete to inform all of the stakeholders of the results from the first model runs. Feedback from this meeting along with the analysis of the first model runs formed the basis for the second round of model runs. This second round of modeling, with alternative demographics and a revised transportation network, formed a primary basis for the recommendations and conclusions from this study Texas Motor Speedway Area Transportation Plan 5 Jura 2008 Fort Worth, Texas ❑Ilh*4,10M and Associates, Inc. Foarwogry T Concurrent with the transportation modeling runs, the commuter rail alignment study was underway Numerous additional stakeholder meetings were conducted with the representatives from the Texas Motor Speedway Trinity Railway Express (TRE), the Fort Worth Transportation Authority (The T), Hillwood, the Denton County Transportation Authority (DCTA), and the NCTCOG to help determine the preferred alignment, the viability of commuter rail, and other considerations to serve the Texas Motor Speedway Based on stakeholder feedback, three (3) alternative alignments were developed for future consideration. At the conclusion of the study the various projects were prioritized based on modeling results and stakeholder feedback. Texas Motor Speedway Area Transportation Plan 6 June 2008 Fort Worth, Texas In M" �v-� FORT WORTH M and Associft Inc. II. ALTERNATIVE DEMOGRAPHIC SCENARIO A. OVERVIEW The City of Fort Worth Planning & Development Department took the lead related to land use planning for the TMS Area Master Plan. In order to develop and refine a transportation plan for the Texas Motor Speedway Area, accurate demographic projections were needed for input into the travel demand model. It was also the goal of the City of Fort Worth Planning & Development Department to ensure a land use plan was in place that would complement, not conflict with, the Texas Motor Speedway Land use planning ties directly into transportation planning. The demographics feed directly into the transportation model. The demographics are the source for trip generation, the first step in the four step modeling process. Incorrect land use types and/or intensities results in trip generation that does not accurately reflect actual or anticipated trip- making patterns. Given that the next three steps in the transportation process rely upon trip generation, this step was critical to the results. Over the past five to ten years, the study area has been growing at a rate that exceeded the demographic projections of NCTCOG, requiring the use of an alternative, more intense demographic set. The initial land use study area was the same as the transportation planning study area, but was expanded to include an approximate six-mile radius from the perimeter of the Texas Motor Speedway in order to more accurately model the roadway network. This expanded planning study area resulted in provided demographic forecasts that covered sixteen (16) separate political subdivisions. Argyle, Bartonville, Denton, Denton County Flower Mound, Fort Worth, Haslet, Justin, Keller, New Fairview Northlake, Roanoke, Southlake, Tarrant County Trophy Club and Westlake. The City of Fort Worth staff met with these entities to discuss the proposed land use plan, learn about significant proposed developments, and gather feedback of the alternative demographics. Texas Motor Speedway Area Transportation Plan % June 2008 Fort worth, Tex" 110* -Hom and Associates, Inc. -IoRT WORTH In order to use the new land use plan within the transportation model, the City of Fort Worth modified the demographics contained within the study areas 117 traffic survey zones. Traffic Survey zones are geographic areas within the transportation model that contain both population (households) and employment (number of jobs). In general, the alternative demographics developed by the City of Fort Worth showed approximately a 20% increase in population and a 5% increase in employment as compared to the NCTCOG regionally approved demographics. Table 1 shows the comparison between the NCTCOG demographic projections and the City of Fort Worth demographic projections. Table 1— Demographic Projections within the Planning Study Area Demographic 2015 2015 2030 2030 Projection Source Population Employment Population Employment NCTCOG Regionally Approved 207 488 123,627 303,994 183,930 Demographics* City of Fort Worth Alternative 245,022 130,846 364,658 192,770 Demographics Percent Difference 18.1% 5.8% 20.0% 4.8% *Approved by NCTCOG Executive Board 2003 Texas Motor Speedway Area Transportation Plan 8 June 2008 Fort Worth, Texas ❑ICrrtley-Hom and Associaibes, Inc. I1I. EXISTING TRANSPORTATION SYSTEM A. SUMMARY t9iiz; The current thoroughfare system in the Texas Motor Speedway Transportation Plan Study Area is primarily supported by the Texas Department of Transportation (TxDOT) facilities. North -South mobility occurs primarily on IH 35W FM 156, and US 377 Within the study area, FM 156 and US 377 are both mainly two-lane r^ facilities today The primary east -west mobility is via SH 114. FM 407 and FM 1171 are two -lane facilities that also contribute to east -west mobility There are a limited number of local facilities in the area, due primarily to the fact that a large portion of the study area is undeveloped land and in the floodplain. _ As a result, the facilities that do exist are Current Aerial of Study Area rural in nature. A majority of the planned local collectors and non - regional arterials have not been constructed. Existing daily traffic counts that have been collected from various sources can be seen in Exhibit 1 Based on these counts, SH 114 adjacent to the Texas Motor Speedway US 377 from FM 1171 to SH 114, FM 156 from FM 407 to SH 114 and FM 1171 east of IH -35W appear to be quickly approaching f = s , tr gas r f+ s fili n's PlaWoned a t ++ Rd RwYppiiMr 2015 Programmed Improvements their capacity limits. B. 2015 PROGRAMMED IMPROVEMENTS The Texas Motor Speedway Study Area has several programmed improvements projected to occur prior to 2015. Although these improvements have been identified by NCTCOG, many are not fully funded The major 2015 programmed improvements within the study area are as. follows: SH 114 Frontage Roads west of IH -35W FM 156 / BNSF Realignment FM 1171 (East of IH -35W) FM 407 (East of IH -35W) SH 114 & SH 170 Interchange Texas Motor Speedway Area Transportation Flan % Juno 2008 Fort Worth, Texas _ 156 1 r rpo Legend TMS Transportation SUN Plan Study Area ® FEMA Fioodplain 377 407 5ut I,IAF ME VG � �7�. "• �� '�� � = fir; x � 4 °i bWn 0 A � " ! 1171 c. °" ..r7 ■ ... a s k 1,800 X 1 /�''\ r 377 Ifi61ETT4CREqKI,500 a.F MEN MEN 170 Exhibit 1 Texas Motor Speedway b 2 Two T Existing Daily Traffic Volumes � ..� U 1 2 " Miles N June 2008 Curl �� -� FORTWOAi and Associft, Inc. C. EXISTING TMS EVENT DAY OPERATIONS Since 1997 the Texas Motor Speedway has been holding National Association for Stock Car Auto Racing ( NASCAR) events, along with other auto racing events and concerts. Over the past few years, TMS has regularly held major events during three weekends: NASCAR events in April and November with an Indy Racing League (IRL) event in June. In its current configuration, the Texas Motor Speedwaycan accommodate over 200,000 spectators. Of the 1,500 acres of land that comprises the Texas Motor Speedway 660 acres is dedicated to parking for up to 80,000 vehicles with additional room for 6,800 camp sites. The camp sites allow spectators to arrive prior to an event and stay past its completion. This helps reduce peak demand on the transportation system before and after events. Visitors from the surrounding cities are recommended to travel to the venue by different routes. Patrons from Dallas are encouraged to use SH 114 Fort Worth area residents are shown three options. north on IH 35W to SH 114, north to FM 156 to Petty Place, and. north on US 287 and then eastbound on SH 114 Those coming from Denton are shown to travel either southbound on IH -35W or take US 380 to FM 156. The Texas Motor Speedway currently has inbound and outbound traffic flow plans. TMS Outbound Tmfflc Plan Presented is a copy of the current outbound traffic flow plan. Texas Motor Speedway event staff keeps different sections of the parking lot from conflicting and sends exiting vehicles along specific routes. These routes do not overlap other major routes, i.e. if a motorists exits the Texas Motor Speedway to the IH -35W southbound frontage road, they can not access SH 114. Coordination with TxDOT allows for contra -flow lanes on SH 114 during both the inbound (moving traffic westbound using the eastbound lanes) and outbound (moving traffic in an eastbound direction using the westbound lanes) periods. In addition, TxDOT provides advance warning on their changeable message signs throughout the DFW Region during the Texas Motor Speedway Area Transportation Plan 11 June 2008 Fort Worth, Texas 0 Kift-Horn and Associates, Inc. ORTWORT week preceding an event for the traveling public to remind them to avoid the impacted roads if possible. There are currently seven (7) access points serving the Texas Motor Speedway- three (3) on SH 114 three (3) on the IH -35W Southbound Frontage Road, and one (1) on FM 156. The objective is to empty the Speedway as quickly as possible. Bottlenecks both internal to the Speedway and external along the regional thoroughfare network affect the time required for the Speedway to empty For example, traffic on III 35W begins backing up to the south at these existing bottleneck at IH 35W and Loop 820 eventually causing traffic to slow throughout 1H 35W up to the Speedway The same backup effect occurs on SH 114 east of the Speedway As a result, during a major event weekend the Texas Motor Speedway has to not only overcome the challenge of emptying 80,000 vehicles but must also battle roadway system inefficiencies miles away Based on discussions with TMS event staff, they have the ability to clear the parking area within three (3) hours for those spectators who wish to leave. Assuming a majority of the 80,000 vehicles leave during this time, the facility and adjacent roadway network can accommodate approximately 25,000 exiting vehicles per hour Subjective evidence suggests that this value is limited both by the adjacent thoroughfare network and the speedway itself. Texas Motor Speedway Area Transportation Plan 12 June 2008 Fort Worth, Texas C Ki", ll FORT WORT � and Associates, Inc. IV MODELING OBSERVATIONS AND RESULTS This report analyzes six (6) modeling runs. Three (3) runs were conducted for a short -term, interim target year of 2015 The short-term year will help determine the immediate needs and help assist in prioritizing the projects accordingly Three (3) runs were conducted for a horizon year of 2030. The horizon year run will help determine the long -term adequacy of the network as well as assist in prioritizing the next tier of projects. A horizon year will also help in determining the ultimate size of each major facility to serve the future projected traffic. Widening a facility to four -lanes to solve an anticipated 2015 problem may only provide a temporary fix. By analyzing the horizon year a facility can be evaluated as to whether it should be immediately widened to six (6) lanes or if four (4) lanes would provide sufficient capacity into the future. The primary measure of effectiveness used in analyzing the various facilities is level of service (LOS). For this study LOS was calculated using thoroughfare capacity criteria. LOS, which is a measure of the degree of congestion, ranges from LOS A (free flowing) to LOS F (a congested, forced flow condition). LOS D is considered to be the minimum acceptable level of service by the City of Fort Worth for design and evaluation purposes. Thoroughfare capacity analysis was completed using level of service criteria outlined by the North Central Texas Council of Governments ( NCTCOG). Table 2 provides a description of this criterion as it applies to thoroughfare facilities. For the purpose of this study level of service analysis was completed based on PM peak hour volumes because the PM peak hour is the time with the greatest demand on the transportation system. Table 2 — Level of Service Criteria for Thoroughfare Capacity Analysis V/C Ratio 0.00 0.20 0.45 0.65 0.80 1.00 Level of Service I A $ V = Peak Hour Volume (vehicles per hour) C = Per Lane Ca aci (vehicles per hour A. INTERIM YEAR (2015) The NCTCOG regional travel model was used for the three (3) interim year (2015) model runs. The previously mentioned major programmed improvements included in this plan were the following: • SH 114 Frontage Roads west of IH -35W • FM 156 / BNSF Realignment • FM 1171 (East of IH -35W) FM 407 (East of IH -35W) • SH 114 & SH 170 Interchange Exhibit 2 (see Appendix A) displays the number of lanes assumed in the 2015 model runs. It should be noted that modifications were made to the NCTCOG model for the City of Fort Worth Alternative Demographic Model Runs. These modifications addressed how the model distributed the traffic volumes onto the network. Exhibit 3 through Exhibit 8 (see Texas Motor Speedway Area Transportation Plan 13 June 2008 Fort Worth, Texas Elm F1 Kml Flom and Associates, Inc. FORTWORT Appendix A) illustrates the various volumes and level of service results for each of the model runs. The three 2015 model runs conducted were the NCTCOG demographics model run (Run 1), the alternative demographics run (Run 2), and the alternative demographics run with an unconstrained model (Run 3). The unconstrained model uses a different assignment process to allow trips to travel the route they wish to use regardless of the congestion level along the roadway The unconstrained model allows for a confirmation of the high priority projects by understanding the desired primary routes of travel. The unconstrained model run was used as a basis for comparison to the NCTCOG model, existing volumes, and to form recommendations for the 2015 interim year Table 3 shows a comparison of existing volumes with the NCTCOG model run, the initial 2015 alternative demographic run, and the alternative demographic unconstrained model run. Table 3 - F.xistino and 2015 Forecasted Volume Comparisons (vehicles per day) TxDOT Facilities Location 2006 Existing Conditions 2015 NCTCOG (Run 1) 2015 Alternative DeJn(Rourna2) ics 2015 Alternative Demographics Unconstrained (Run 3 IH -35W North of FM 407 38,000 72,300 71,800 60,200 IH -35W North of FM 1171 38,000 84,800 84,600 76,000 IH -35W Adjacent to TMS 43,000 112,000 114,800 96,600 IH -35W South of SH 114 48,000 80,600 80,800 83,800 FM 156 North of FM 407 5,900 21,600 16,700 13,100 FM 156 1 Adjacent to TMS 10,400 21,200 22,500 25,800 FM 156 South of SH 114 8,500 14,400 17,400 12,300 US 377 South of SH 114 14,100 14,200 15,000 22,600 US 377 North of SH 114 16,800 26,300 26,500 49,000 US 377 North of FM 1171 8,900 14,600 13,000 26,000 SH 114 West ofIH -35W 22,000 20,400 41,700 37,200 SH 114 East of IH -35W 41,100 43,000 54,900 53,800 FM 1171 East of IH -35W 7,500 27,400 33,900 28,500 FM 407 West of IH -35W 5,600 8,500 11,400 4,300 FM 407 East of IH -35W 5,700 20,000 16,500 15,500 SH 170 South of SH 114 28,00 39,500 41,800 69,800 BUS 114 West of US 377 7,900 10,400 14,200 7,000 Each of the runs was compared to the other model runs and against existing traffic volumes. Based on this comparison, the following observations were, made: 1 The primary means for regional travel and connectivity in the study area is and will continue to be via TxDOT facilities. 2. The daily volumes on IH -35W adjacent to the TMS are projected to approximately double between 2007 and 2015 (43,000 in 2007 and a projected 114,800 in 2015). IH -35W is projected to be significantly over capacity between Dale Earnhardt Lane and FM 1171 3 The volumes on SH 114 adjacent to the TMS are projected to approximately double between 2007 and 2015 (22,000 in 2007 and a projected 41700 in 2015). Texas Motor Speedway Area Transportation Plan 14 Jute 2008 Fort Worth, Texas ❑ ❑ and AAss des, Inc. Fo�TWo� T 4 FM 156 and US 377 are projected to be deficient in their current two -lane configurations in all 2015 model runs. 5 Traffic along the SH 114 frontage roads between IH -35W and US 377 begins to experience an unacceptable level of service in 2015. 6. Based on an `unconstrained" model run (desired path of travel based on the shortest travel time regardless of any traffic congestion on the roadway), US 377 is the preferred north- south route that provides the desired path and largest relief to IH -35 W B. HORIZON YEAR (2030) For the 2030 horizon year, a total of three (3) different model runs were performed The initial model run used both the NCTCOG approved demographics (Run 1) and the NCTCOG regional model roadway network, The two additional runs used the City's alternative demographics. The second run (Run 2) included only minor changes to the roadway network. The third run (Run 3) was completed after the presentation to the TMS Advisory Committee and included additional fine - tuning and revisions to the roadway network Numerous improvements are included in the NCTCOG regional roadway network. These and can be seen in Exhibit 9 (see Appendix B), which displays the total lanes analyzed in the 2030 NCTCOG model run (Run 1) and Alternative Demographic Model Run 2. The results of these model runs and level of service analysis can be seen in Exhibit 10 through Exhibit 13 (see Appendix B). For the Alternative Demographic Model Run 3 a majority of the local and minor thoroughfare facilities were added to the model. The total lanes for Alternative Demographic Model Run 3 can be seen in Exhibit 14 (see Appendix B). The results of the Alternative Demographic Run 3 model run and level of service analysis can be seen in Exhibit 15 through Exhibit 16 (see Appendix B). The horizon year model serves two primary purposes. First, by including a build out scenario, it can be determined if the proposed thoroughfare plan provides sufficient ultimate capacity Second, the build out scenario allows engineers and planners to understand long -term travel demands and can prioritize accordingly Table 4 shows a comparison of existing volumes with the 2030 NCTCOG model run and the alternative demographic model runs. Texas Motor Speedway Area Transportation Plan 15 June 2008 Fort Worth, Texas ❑ Kirriey4iorn Associates, Inc. FORT WORT TAMP 4 - Existing and 2030 Forecasted Volume Comparisons (vehicles per day) ^' TaDOT Facilities Location 2006 Existing Conditions 2030 NCTCOG (Run 1) 2030 Alternative Demographics Run 2 2030 Alternative Demographics Run 3 IH -35W North of FM 407 38,000 79,000 82,400 84,000 IH -35W North of FM 1171 38,000 97,300 97,000 92,600 IH -35W Adjacent to TMS 43,000 168,100 177,000 165,500 IH -35W South of SH 114 48,000 113,500 112,500 109,300 FM 156 North of FM 407 5,900 31,800 28,500 31,700 FM 156 Adjacent to TMS 10,400 36,500 34,800 36,600 FM 156 South of SH 114 8,500 32,300 32,500 33,600 US 377 South of SH 114 14,100 32,900 33,200 30,100 US 377 North of SH 114 16,800 45,900 46,600 47,300 US 377 North of FM 1171 8,900 32,400 31,000 30,700 SH 114 West of IH -35W 22,000 57,900 64,000 67,700 SH 114 East ofIH -35W 41,100 95,500 88,300 86,100 FM 1171 West of IH -35W n/a 47,300 47,200 39,700 FM 1171 East of IH -35W 7,500 38,000 42,600 56,000 FM 407 West of IH -35W 5,600 20,900 22,800 20,300 FM 407 East ofIH -35W 5,700 34,100 32,100 32,100 SH 170 South of SH 114 1 28,00 50,400 56,100 56,300 BUS 114 West of US 377 1 7,900 1 5,500 9,000 8,900 Each of the runs was compared to the other model runs and against existing and 2015 traffic volumes. Based on this comparison, the following observations were made: Based on the 2030 NCTCOG demographic model run, the overall roadway network is projected to operate at an acceptable level of service with the exception of US 377 from SH 114 to FM 1171, FM 156 from SH 114 to Mulkey and FM 1171 from Florance to IH- 35W All of these facilities are planned to be principal arterials (six-lane divided facilities) and were not projected to be built to their ultimate cross section by 2030 (four lanes instead of six- lanes). It is anticipated that if these facilities could be built to their ultimate section, the level of service would improve to an acceptable level. 2. Alternative Demographic Run 2 indicates similar results displayed in the NCTCOG model. Note that FM 1171 west of IH 35W and SH 114 west of FM 156 decreases in level of service from tolerable to severe. 3 Alternative Demographic Run 3 indicates that the build out of the roadway network is projected to adequately support the alternative demographic land use plan. US 377 from SH 114 to FM 1171 is approaching its capacity but is only shown with four (4) of its ultimate six (6) lanes. Similarly FM 156 from Dale Earnhardt to Mulkey is approaching capacity but could also be widened from four (4) to six (6) lanes. 4 Alternative Demographic Run 3 shows that Cleveland Gibbs (north of SH 114) appears to be used as a bypass route for motorists wishing to avoid the SH 114 and FM 156 interchange. They use Cleveland Gibbs and Dale Earnhardt to travel between SH 114 and FM 156. Texas Motor Speedway Area Transportation Plan 16 June 2008 Fort Worft Texas ❑and Assi ft Inc. Four Wow T 5 Based on Alternative Demographic Run 3 Litsey and Henrietta Creek serve local trips only and provide little regional travel relief to SH 114 or SH 170. 6. Although not located within the transportation study area, SH 114 west of FM 156 is projected to operate at an unacceptable level of service in all models, especially with the alternative demographics in place. It should be noted that these results do not account for any incidents or TMS special events that might impact daily traffic. Texas Motor Speedway Area Transportation Plan 17 June 2008 Fort Worth, Texas Knft-ftn FORT WORTH and associates, Inc. V SPECIAL FOCUS AREAS A. THOROUGHFARE PLAN CONSISTENCY When developing an overall transportation plan that incorporates several municipalities, it is critical that a consistent thoroughfare plan is adopted for all stakeholders to use and follow This consistency between municipalities allows the traveling public to easily proceed between city boundaries. For example, it does not make sense for a roadway to change between a three -lane section to a four -lane divided section to a four -lane undivided section only because of a change in a governmental authority- the changes should instead be based on travel demand and surrounding land uses. Five master thoroughfare plans were consulted when developing the Texas Motor Speedway Area Transportation Plan. These included the City of Fort Worth, Town of Northlake, Town of Flower Mound, and City of Justin as well as the NCTCOG Regional Thoroughfare Plan. In order for the surrounding municipalities to establish consistent transportation plans, coordination and modifications need to be considered on the current thoroughfare plans. The modifications for discussion to allow for a consistent thoroughfare plan are listed below- The City of Fort Worth should modify Dale Earnhardt from a principal arterial (61)) to a minor arterial (4U) from FM 156 to SH 114 Based on Northlake's Master Thoroughfare Plan and conversations with the Texas Motor Speedway this is the expected use of this facility Additional capacity may be required to accommodate auxiliary lanes at the intersections of Dale Earnhardt with Cleveland Gibbs, the IH -35W Frontage Roads, Florance, Harmonson, and FM 156. The City of Fort Worth should consider modifying Cleveland Gibbs between SH 114 and Litsey from a principal arterial (61)) to a major arterial (41)). Based on the projected volumes, the existing cross- section is likely the ultimate section needed for this roadway The Towns of Flower Mound and Northlake need to develop consistency on their master plans for how their roadway systems tie together at the future interchange between IH 35W & FM 1171 and IH 35W & FM 407 The Town of Northlake shows a north -south roadway crossing with IH 35W while the Town of Flower Mound displays an east -west facility It is unlikely that both crossings will be constructed. Based on our review of the regional thoroughfare network, it is recommended that the east -west option (Town of Flower Mound) be utilized. This recommendation is due to the fact that the proposed interchange would be located halfway between FM 1171 and FM 407 and the resulting arterial bridge over IH 35W would not result in multiple skewed intersections with the IH 35W Frontage Roads. This recommended alignment is presented in Exhibit 17 Exhibit 17 presents the proposed regionally consistent transportation plan for the area. As discussed earlier this plan is projected to provide enough capacity to support travel demands in the 2030 horizon year Texan Motor Speedway Area Transportation Plan 18 Julie 2008 Fort worth, Texas 114 3 ■ ■ iii, r,YY:f Potential Alignment Modification (Northiake and Flower Mound MTP's) ,Fort Worth Modification to'' Match Existing. section but Plan for`Addlfional Capacity: at, major Intersections... Legend Master Thoroughfare Plan m Existing Highway as proposed Highway INS Existing Principal Arterial (6D) ■ a Proposed Principal Arterial (6D) .w ExIsting Major Arterial (4D) e, proposed Major Arterial (40) m Existing. Minor Arterial (4U) at propsed Minor Arterial (4U) i Recommended Modifications Area jatiorl plan Study ■ TMS- �ranspo�.a�..... — l 407 377 ■lei■■■ Fort Worth. Classification Modification° Exhibit 17 Texas Motor SpeedwaX Recommended Transportsfion an %RT Modifications � 1 2 0 N Miles ❑ June 2008 s ■�. �� §gym n-4 F1 Y.i %X� F k 4" 377 Fort Worth. Classification Modification° Exhibit 17 Texas Motor SpeedwaX Recommended Transportsfion an %RT Modifications � 1 2 0 N Miles ❑ June 2008 C] M M and Associates, hic. B. SPECIAL EVENT RAIL FoeT Wow A special event commuter rail line serving Texas Motor Speedway has been indicated on the NCTCOG Regional Rail Corridor Study plan, the Mobility 2030 plan, and the current Fort Worth Mobility and Air Quality (MAQ) Plan. At the time of this report, the MAQ Plan was still underway and adoption by Council was planned for late July or early August 2008. The Texas Motor Speedway special event commuter rail is currently shown as recommendation in the MAQ plan. Alignment Study Previous to this study no detailed consideration was given to how a rail line could serve the Texas Motor Speedway In some cases, it was thought that the existing rail line parallel to FM 156 could serve TMS, however, without shuttle service or construction of an additional rail spur, this would require a one mile walk to TMS. In addition, the runway expansion at Alliance Airport impacted the ability for this option to be considered. With this runway expansion, both jl FM 156 and the parallel railroad facility are to be relocated (as presented in HI.B). This project, which is planned to be in place prior to 2015, will result in a realignment ! of FM 156 to the south of the TMS study area. The parallel rail line will be realigned towards the existings. BNSF Intermodal facility As a result, with the exception of a small portion of the rail line that will remain to serve local businesses, the , r option to serve TMS in this manner is no longer feasible. Given the proposed realignment, this study examined three (3) preliminary horizontal alignment. alternatives for a connection between the BNSF Railroad (located NW of the Speedway) and Texas Motor Speedway The intent of this Proposed Commuter Rail Alignments alignment study was to perform a cursory level analysis of the potential opportunities and constraints to providing this connection. While the focus is to develop feasible horizontal alignment(s), available contour and floodplain information was utilized to develop an alignment without significant vertical challenges. The study started with two options. a north -south platform option and an east -west platform option. After several meetings with stakeholders from the TRE, The T Texas Motor Speedway and the DCTA, these options evolved into three separate options. a north -south platform, a modified east -west platform, and a Texas Motor Speedway platform T Motor Speedway Area Transportation Plan 20 Jwro 2008 Fort Worth, Texas as KFriey-Hom and AsswWas, k1c. ORTWO T The three options are schematically presented with more detailed exhibits included in Appendix C. The original East West platform concept is also included in Appendix C. This option was eliminated due to the impact on adjacent property and was replaced by the modified east -west platform which provided similar results. Table 5 presents the pros and cons of each option as well as a planning level cost estimate (construction and right -of way acquisition, assuming 2007 dollars). Each option presented requires a crossing of FM 156. Due to the existing topography of the area, the at -grade crossing was approximately the same cost as a grade separation option (the at -grade option would have required significant retaining walls). As a result, it was recommended by the stakeholders to only pursue the grade separation option. Also, this grade separation would be critical if the rail line were to become part of a daily commuter service to both minimize disruptions to FM 156 and to eliminate conflicts between auto and rail traffic. While the current regional rail corridor study only identifies this rail line for special event service, the ability for TMS to serve as a large park and-ride facility was suggested by multiple stakeholders. Table 5 — Analysis of Rail Line Allenment Options Texas Motor speedway Area Transportation Plan 21 June 2008 Fort Worth, Texas Planning Name Level Cost Pros Cons Estimate Drops off at TMS outbound traffic split Longest Distance from Alignment # 2 (Petty Place) which will Speedway to platform minimize pedestrian / (3,500 ft) North -South vehicular conflict Complicated to Provide ADA Platform Million Million The platform area is accessibility to the platform (Grade currently owned by the Highest cost of the options Separation at Texas Motor Speedway Difficult to provide shuttle to FM 156) Requires minimal platform splitting of adjacent property Alignment # 3 Closer Drop off point than Potential pedestrian 1 vehicular Alignment 2 conflict due to current outbound Modified East -West $18.5 Lowest cost option traffic plan Requires most significant Platform Million Could provide a shuttle to property acquisition, (ode platform Continuation North to Distance to Texas Motor Separation at Denton &North Lake Speedway is greater than ' /, of a FM 156 mile Closest Drop off point Outbound traffic on Victory Alignment # 4 Easiest option for ADA Circle would have to be accessibility stopped to release trains TMS Platform $18.7 Option is consistent with Requires splitting of one (Grade Million TMS goals to provide property Separation at improved shuttle service Higher safety measures would FM 156) The platform area is need to be taken to keep currently owned by TMS spectators from crossing the rail line Texas Motor speedway Area Transportation Plan 21 June 2008 Fort Worth, Texas C2 1j,* 11an and Associates, Inc. FORT WORTH Currently most of the rail alignment is located in Northlake's ETJ It is recommended that the rail alignments be added to the local City's and the regions Master Plans to show support of the future intent to provide this rail connection. In order to preserve the ability to construct this line in the future, it is recommended that ROW is preserved (or acquired). If the ROW in this area is not preserved, the future feasibility of a rail line would be limited. The property owners directly affected by the proposed alignments should be contacted directly The City's MAQ plan has estimated the cost for the special event rail as $45 9 million, which includes $20 million for the construction of the connection, plus an additional $25.9 million to cover environmental mitigation and various other costs to make improvements to the rail network south of the TMS study area. While there are no immediate plans to connect this rail service to the north, the long -term service plan for DCTA indicates potential rail service along the BNSF corridor roughly between Denton and TMS. This connection should be considered for future service. Technical Considerations Each option has a proposed 600 foot platform, which can hold up to a six-car train. Each of these six-car trains can cant' approximately 900 people. During a special event, it is assumed that four trains could be used which could carry approximately 3,600 people out of the speedway Assuming each car travels with two occupants to the Texas Motor Speedway this could remove 1,800 vehicles from the roadway This would be is equivalent to approximately the amount of vehicles that can use one freeway lane in one hour While meeting with various stakeholders involved in the operations and maintenance of a rail line, several items were brought up for future consideration. First, the service would need to meet ADA requirements. Spectators who need ADA facilities must be able to ride the train. This typically would mean either an ADA accessible route would need to be provided from the platform to the Texas Motor Speedway- or an ADA accessible shuttle service must be provided from the Texas Motor Speedway to the rail line platform. Secondly the distance from the rail platform to the Speedway gates is critical — the shorter the distance, the greater the likelihood for increased ridership. Typically a '/4 mile is the limit people will walk to and from a station; however it was agreed that for a race event this acceptable walk distance could be slightly longer (up to %2 mile). The North -South Platform was thought to be on the edge of this acceptable walking distance. The third consideration was the need for an area to service the trains, especially if this area would ever serve as an end -of -line option for commuter rail service. This area would need to have both a power source and a facility to store equipment on -site. Lastly during these stakeholder meetings it was determined that during special events a train would only be able to make one outbound trip. As a result, as many trains as possible would be needed Therefore, the platform provided should be as large as possible with the ability to expand the platform in the future to provide additional cars and/or trains. Texas Motor Speedway Area Transportation Plea 22 Jum 2008 Fort Worth, Texas C2 dAandAssooiates, Inc. FORT WORTH C. SH 114 SCHEMATIC REVIEW A preliminary schematic has been developed for SH 114 adjacent to the Texas Motor Speedway These plans include both the frontage roads and main lanes. Adjacent to the Texas Motor Speedway the frontage roads are proposed to be three lanes in each direction. A two -lane westbound off -ramp is planned to exit the main lanes just east of Championship Parkway and a two -lane eastbound on -ramp is planned just east of Labonte Lane. It is anticipated that the construction of this facility will be similar to other sections of SH 114 The frontage roads will be built first, then when necessary and funding becomes available, the main lanes will be constructed. Based on the 2015 alternative demographics unconstrained model run, the frontage road lanes can accommodate the projected volumes at an acceptable level of service. The 2030 model assumes the main lanes will be in place. Based on review of the projected 2030 volumes, it is recommended that when the SH 114 main lanes and the North Tarrant Express are constructed, consideration is made for direct connect ramps for eastbound to southbound traffic and westbound to northbound traffic. In 2007 Texas Motor Speedway commissioned an analysis to evaluate the SH 114 schematic relative to their special event operations. This analysis reviewed the proposed schematic and ramp placements. The study introduced seventeen (17) alternative schematic options for SH 114 adjacent to TMS. The report commissioned by TMS stated that the interim frontage road outbound operations would be less efficient than current operations with existing SH 114. While we agree in concept to the TMS study that there may be measures that can be taken to optimize event -day operations, it is difficult to understand how the addition of such a significant amount of capacity could have an overall detrimental effect on Speedway operations. It is recommended that when the new frontage roads are in place, Texas Motor Speedway staff work with TxDOT to form a revised traffic management plan. It is anticipated that with the extra capacity from the new frontage roads, a plan could be developed to improve overall operations for outbound traffic. When the SH 114 main lanes are constructed, the only on-ramp to be used by traffic exiting the Texas Motor Speedway traveling eastbound on the SH 114 Eastbound Frontage Road is a two -lane on -ramp just west of IH -35W There appears to be validity in the TMS commissioned study that the location of proposed on- and-off- -ramps is not ideal for events at the Texas Motor Speedway- however, given the uncertainty with the date of the SH 114 main lanes future construction, it is recommended the City study these proposed ramp locations in detail at a later date. Two distinct observations about the schematic were made that would assist in both event operations at the Texas Motor Speedway and future peak hour traffic utilizing this facility These observations are as follows: Consider providing an eastbound right -turn lane on the SH 114 Eastbound Frontage Road at IH -35W Without this extra lane, the outside eastbound lane would become a defacto right -turn lane during special events. When this happens the third lane within the interchange would become underutilized. To best serve special event traffic, it is anticipated this right -turn lane could be extended as far west as Championship Way. Consider providing an additional on -ramp to access EB SH 114 to better serve the Texas Motor Speedway other adjacent existing and future development, and background traffic. This additional ramp could perhaps be a braided ramp just east of Championship Parkway The previous report by the Texas Motor Speedway often indicated the ramp as a temporary ramp; however, it is anticipated that for the additional cost, the ramp could be used to better accommodate daily traffic volumes. Texas Motor Speedway Area Transportation Plan 23 June 2008 Fort Worth, Texas ©� Kinft-Horn and Associates, Inc. Four WoeTx T VI. PROJECT PRIORITIZATION METHODOLOGY A. PRIORITIZATION This section of the report summarizes the second major phase of the analysis. Thoroughfare planning enables a municipality to proactively prepare for future traffic conditions, accommodate growth and development, identify projects for the City's Capital Improvements Program (CIP), determine roadway right -of -way (ROW) requirements, and improve community aesthetics and safety Therefore, thoroughfare plans are an integral part of the long -range planning process and are intended to serve as an overall guide to carry out the vision of the community By utilizing the model runs developed for a thoroughfare plan, it is possible to also prioritize future projects in the Capital Improvement Programs. From the travel demand models and general data observations, several factors are used to prioritize projects. For the TMS Transportation Plan, the following are examples of the major factors considered when prioritizing projects: Roadway Construction Cost vs. Additional Capacity Provided; Functionality (Regional Arterial vs. Collector); Connectivity to other major facilities; Construction of a new roadway (filling gaps in the system); Programmed Improvement (funded vs. unfunded); Projected Change in Volume (projected future need); and Flood Plain / Stream Crossings (construction feasibility). While examining the model runs and existing roadway facilities, it was observed that the primary means for regional travel and connectivity was via TxDOT facilities. A majority of the other planned thoroughfare facilities accommodate local and short trips that are traveling to and from the TxDOT facilities. Although many of the projects would provide connectivity within the study area, few would provide a significant relief to the TxDOT facilities. A majority of the non -TxDOT facilities will be likely developer driven projects — constructed only when adjacent development projects dictate their need. In addition, it is important to note that a majority of the non -TxDOT roadways will require large flood plain crossings. These crossings often require special drainage structures that will significant increase the cost of construction for many of the new facilities. The location of these more difficult crossings was considered in the prioritization of projects. The roadways in this area were subdivided into forty-two (42) unique projects. Nineteen (19) of these projects are required for TxDOT capacity improvements. The projects were divided into three prioritization categories. high, medium, and low priority - for both TxDOT and non -TxDOT facilities. A majority of the high priority TxDOT facilities are programmed improvements with the exception of US 377 from FM 1171 to SH 114 and FM 156 from Mulkey to SH 114 As previously recommended, this section of US 377 should be considered for construction to its ultimate six-lane divided section when it is reconstructed. Consideration should also be given to FM 156 to be constructed as a six-lane divided section when it is widened The low priority TxDOT facilities are primarily those projects that must cross a considerable amount of flood plain to be constructed and provide less regional benefit. Table 6 outlines the priority ranking of the TxDOT facilities. Texas Motor Speedway Area Transportation Plan 24 June 2008 Fort Worth, Texas WW Han and Associft Inc. FORT WORT The non -TxDOT facilities will tend to be more developer driven — these facilities will likely only be constructed when required to serve adjacent development projects. These projects were divided evenly among the three categories and based mainly on future projected volumes, facilities that could provide some relief to the TxDOT network, new roads vs. existing roads, and what roads could provide internal connectivity to the local trips within the study area. The priority of a low project could become a high priority depending on development trends. Table 7 outlines the priority ranking of the Non -TxDOT facilities. Exhibit 18 graphically displays the prioritization of both TxDOT and local facilities. Table 6 — TxDOT Priority Ranking- Priority Class Project Limits HWY SH 114 Frontage Roads FM 156 to IH -35W HWY IH -35W (North Tarrant Express) Through Study Area P6D FM 1171 4 IH -35W NBFR to US 377 P6D US 377 2 FM 1171 to SH 114 P613 FM 156 2 Mulkey to FM 1171 P613 FM. 156 3 FM 1171 to Dale Earnhardt P61) FM 156 4 Dale Earnhardt to SH 114 P6D FM 156 5 SH 114 to Old FM 156 MA41) FM 407 4 IH -35W NBFR to US 377 HWY SH 114 Main Lanes IH -35W to US 377 P6D FM 1171 (3) Future Florance to IH 35W SBFR MA4D FM 1171 1 FM 156 to Future Harmonson MA4D US 377 3 SH 114 to Henrietta Creek MA41) US 377 1 FM 407 to FM 1171 MA4D FM 156 1 FM 407 to Mulkey MA4D FM 407 2 Florance to Cleveland Gibbs MA41) FM 407 3 Cleveland Gibbs to IH -35W SBFR S MA413 FM 407 1 FM 156 & FM 1384 to Florance MA413 FM 1171 2 Future Harmonson to Future Florance Note: Number listed in parentheses after the project name is intended to serve my as unique identifying field. HWY Highway, P61) Principal Arterial, MA41) Major Arterial, M4U -Minor Arterial Texas Motor Speedway Area Transportation Plan 25 June 2009 Fort Worth, Texas C2M" lCrrlJey-Hom M and Associates, Inc. Table 7 — Non -T %DOT Priority Ranking Foes Wow T Priority Class Project Limits b1D M4U FM 407 ulke FM 156 to FM 407 NE break off M4U Mulkey 2 Florance Rd. to IH -35W MA41) Florance Rd. FM 407 to Mulkey MA41) Florance Rd. 2 Mulkey to FM 1171 M4U Dale Earnhardt 1 FM 156 to Future Harmonson Rd. M4U Dale Earnhardt (2) Future Harmonson Rd. to Existinjz Dale Earnhardt M4U Dale Earnhardt 3 IH -35W NBFR to Sam Lee Lane M4U Cleveland Gibbs 4 Sam Lee Lane to SH 114 WBFR MA41) Eagle Existing Ea le Dead End to Henrietta Creek MA41) Henrietta Creek Dead end of Henrietta Creek to US 377 MA41) Florance Rd. 3 FM 1171 to Dale Earnhardt MA4D Litse 1 IH -35W NBFR to Future N. Beach St. MA41) Independence Litsey to Henrietta Creek MA41) N. Beach Eagle to Future Litse MA41) Future FM N -S Arterial FM 1171 to IH -35W M4U Mulkey 1 FM 407 NE break off to Florance M4U Cleveland Gibbs 1 FM 407 to Mulkey M4U Cleveland Gibbs 2 Future FM N -S Arterial to FM 1171 M4U Cleveland Gibbs 3 FM 1171 to Sam Lee Lane it 07 M4U Harmonson FM 1171 to Dale Earnhardt MA41) Litse 2 N. Beach St. to Cleveland Gibbs MA41) Litsey (3) Cleveland Gibbs to E. Fort Worth City Limits MA41) Litse 4 E. Fort Worth City Limits to SH 114 Note: Number listed in parentheses after the project name is ntended to serve only ique identifying field. HWY Highway, P61) Principal Arterial, MA41) Major Arterial, M4U -Minor Arterial B. PLANNING LEVEL PROJECT COSTING As previously stated, it is possible to provide a roadway network that operates at an acceptable level of service in the horizon year so long as all the needed facilities are constructed. A planning level cost estimate for the facilities necessary to provide this network has been estimated at $297 Million (2007 dollars) excluding the costs for SH 114 and IH -35W (North Tarrant Express). Approximately half of this cost ($152 million) is for needed TxDOT facilities. It should be noted that some of the non -TxDOT projects in the City of Fort Worth are transportation impact fee eligible and located in Service Area A. Transportation Impact fee dollars will be an additional funding source to assist in the construction of City roadways for the southern section of the Texas Motor Speedway Study Area. Table S to Table 13 provides a breakdown of planning level cost projects for each project based on what jurisdiction the facility is located within. Detailed conceptual level cost projection sheets are included in the Appendix D It should be noted that all project costing was conducted using 2007 dollars and a standard City of Fort Worth cross - section, so the actual costs will likely vary by jurisdiction. Texas Motor Speedway Area Transportation Plan 26 June 2008 Fort Worth, Texas ❑.o � ,kic. Table 8 — TxDOT Estimated Cost FORT Wow T Table 9 — Town of Northlake Estimated Cost Class Pro ect Limits Cost HWY SH 114 Frontage Roads FM 156 IH -35W $ 4,300,000 1,700,000 HWY SH 114 Mainlanes IH -35W to US 377 $ 8,200,000 N. Beach St Cleveland Gibbs HWY IH -35W Through Study Area $ 4,400,000 $ S MA413 FM 407 (1) FM 156 & FM 1384 Florance S 11,300,000 ^y MA41) FM 407 (2) Florance Cleveland Gibbs $ 8,900,000 Litsey Henrietta Creek MA41) FM 407 (3) Cleveland Gibbs to IH -35W SBFR $ 3,600,000 Erss� MA41) FM 407 (4) [H -35W NBFR US 377 S 10,600,000 OMA4D MA41) FM 1171 (1) FM 156 to Future Harmonson $ 2,400,000 ►7 MA4D FM 1 l7l (2) Future Harmonson Future Florance $ 91000,000 1 P61) FM 1171 (3) Future Florance IH -35W SBFR $ 91000,000 [� P61) FM 1171 (4) IH -35W NBFR US 377 $ 17,100,000 C"+ MA41) US 377 (1) FM 407 FM 1171 $ 17,000,000 P61) US 377 (2) FM 1171 SH 114 $ 21,600,000 TOTAL MA41) US 377 (3) SH-1 14 Henrietta Creek $ 5,500,000 MA41) FM 156 (1) FM 407 Mulkey $ 81800,000 P61) FM 156 (2) Mulkey FM 1171 $ 8,200,000 P6D FM 156 (3) FM 1171 Dale Earnhardt $ 81800,000 P61) FM 156 (4) Dale Earnhardt SH 114 $ 2,000,000 P613 FM 156 5 SH 114 o Old FM 156 $ 8,800,000 TOTAL S 132 600 000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes only nd should be used for ny future Ca ital Improvement Planning—, Table 9 — Town of Northlake Estimated Cost Table 10 — City of Fort Worth Estimated Cost Class Pro ect Limits Cost M4U Mulkey (I) FM 407 NE break off to Florance $ 4,300,000 1,700,000 M4U Mulkey (2) Florance Rd. to IH -35 W $ 8,200,000 N. Beach St Cleveland Gibbs M4U Cleveland Gibbs (1) FM 407 Mulkey $ 4,400,000 $ S M4U Cleveland Gibbs (2) Future FM N -S Arterial to FM 1171 $ 4,575,000 ^y M41.1 Cleveland Gibbs (3) FM 1171 Sam Lee Lane $ 14,900,000 Litsey Henrietta Creek MA4D Florance Rd. (1) FM 407 Mulkey $ 6,100,000 �tl iii...11i MA4D Florance Rd. (2) Mulkey FM 1171 $ 5,900,000 MA41) Florance Rd. (3) FM 1171 Dale Earnhardt $ 10,200,000 ►7 M4U Harmonson FM 1171 to Dale Earnhardt $ 5,200,000 1 M4U Dale Earnhardt 1 FM 156 to Future Harmouson Rd. S 5,100,000 M4U Dale Earnhardt 2 Future Harmonson Rd. to Existing Dale Earnhardt $ 2,600.000 M4U Dale Earnhardt 3 IH -35W NBFR to Sam Lee Lane $ 3,900,000 M41T Cleveland Gibbs 4 Sam L.ee Lane to SH 114 W BFR $ 1 900 000 TOTAL $ 77 75 000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes my and should be used for any future Ca ital Inigrovernent Plannin Table 10 — City of Fort Worth Estimated Cost Texas Motor Speedway Area Transportation Plan 28 !tune 2908 Fort Worth, Texas m. Class MA4D Project Limits Cost Litsey (1) IH -35W NBFR to Future N. Beach St $ 1,700,000 O FT •}si Q MA4D MA4D MA40 Linsey (2 N. Beach St Cleveland Gibbs S 3,400,000 Li 3 Eagle Cleveland Gibbs to E. Fort Worth City Limits Existing Eagle Dead End Henrietta Creek $ S 6,200,000 9,800,000 F� MA413 MA4D MA40 Henrietta Creek Dead end of Henrietta Creek US 377 S 2,975,000 independence Litsey Henrietta Creek $ 5,900,000 N. Batch Eagle to Future Li S 3 300 000 TOTAL S. 33.275.000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes only and should of be used for any future Kovital Imarovemcni, PlanniruL Texas Motor Speedway Area Transportation Plan 28 !tune 2908 Fort Worth, Texas Krft Horn and Assockfts, Inc. Table 11— City of Roanoke Estimated Cost FORT WORT Table 12 — Town of Flower Mound Estimated Cost Pro ect Limits Cost b Class Q MA413 Litsey (4) E. Fort Worth City Limits SH 114 S 6,200,000 $ 1,525,000 �TQ QO MA413 Future FM N -S Arterial FM 1171 IH -35W $ 14,800,000 TOTAL S 16,325 000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes my and should be used for ny future Canital Improvement Planning. TOTALI MA413 Henrietta Creek Dead end of Henrietta Creek to US 377 S 5,525,000 TOTALI S 11 725 000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes my nd should be used for ny future Capital Improvem2at Plannin Table 12 — Town of Flower Mound Estimated Cost Table 13 — City of Justin Estimated Cost Piro ect Limits Cost b Class i•t ��a�..d...111 a! M4U Cleveland Gibbs (2) Future FM N -S Arterial FM 1171 $ 1,525,000 �TQ QO MA413 Future FM N -S Arterial FM 1171 IH -35W $ 14,800,000 TOTAL S 16,325 000 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes my and should be used for ny future Canital Improvement Planning. Table 13 — City of Justin Estimated Cost Texas Motor Speedway Area Transportation Plan 29 June 2008 Fort Worth, Texas Pro ect Limits Cost b Class OZ M4U FM 407 (Mulkey) FM 156 to FM 407 NE break off $ 5,800,000 TOTALI 000 S 528002 NOTE: These cost projections listed in this appendix have been developed for prioritization purposes my nd should be used for ny future Cavital Imyrovement Planning, Texas Motor Speedway Area Transportation Plan 29 June 2008 Fort Worth, Texas o:a � ,�. FORTWORT Based on an `unconstrained model run" (which allows trips to travel the route they wish to use regardless of the congestion level along the roadway), US 377 is clearly the preferred north -south route within the study area. When US 377 is widened from FM 1171 to SH 114, it should be constructed as a six-lane divided facility US 377 could also provide for an alternate route when IH -35W is under construction during its transformation into the North Tarrant Express. Based on 2030 model runs, build out of the planned roadway network is projected to adequately support the future land use plan within the transportation study area. Cleveland Gibbs and Dale Earnhardt appear to be a bypass route for motorists wishing to avoid the SH 114 and FM 156 interchange, traveling north via Dale Earnhardt to FM 156. Litsey and Henrietta Creek are projected to serve local trips and provide little relief to SH 114 or SH 170 Although not in the transportation study area, SH 114 west of FM 156 is projected to operate at an unacceptable level of service in all model years especially with the alternative demographics in place. The 2030 model runs assume US 377 between SH 114 and FM 1171 and FM 156 between SH 114 and Mulkey will be four -lane facilities. As a result, these roadways begin to experience unacceptable level of service in the 2030. When reconstructed, US 377 and FM 156 should be considered for construction to their ultimate six-lane divided section. In order to construct the proposed 2030 roadway network, the total cost of these improvements (excluding IH -35W and SH 114) is approximately $297 million (in 2007 dollars). Approximately half of these improvements are located along TxDOT facilities. Many of the planned non -TxDOT thoroughfare facilities have large flood plain crossings. These crossings will result in a significant increase in construction costs (to provide the same capacity) and are unlikely to be constructed by the development community Transft: Three special event commuter rail options have been developed to serve TMS. ROW preservation should begin for these alignments, considering the rapid development in the area. The three proposed rail alignments for the commuter rail spur should be identified in the comprehensive plans of the respective involved municipalities. The special event commuter rail line should be established with the intent of providing a future daily commuter rail line from TMS. A Park -n -Ride facility could easily be established at TMS. Consider future options for a connection to the north for future service to Denton via Denton County Transportation Authority (DCTA). Texas Motor Speedway Area Transportation Plan 31 June 2008 Fort Worth, Texas ftn FORT WORTH and Associates, Inc. Thoroughfare Planning: The Towns of Flower Mound and Northlake should coordinate with TxDOT to eliminate the inconsistencies between their respective thoroughfare plans at the future IH -35W crossing between FM 1171 and FM 407 The municipalities in the study area should continue to work together and coordinate their transportation planning efforts to develop consistent comprehensive and thoroughfare plans. SH 114 Schematic Review: TxDOT should consider providing a dedicated eastbound right -turn lane on the SH 114 Eastbound Frontage Road at IH 35W TxDOT should consider providing an additional future on -ramp from the eastbound frontage road to access the future eastbound SH 114 main lanes to better serve TMS, other adjacent existing and future development, and background traffic. Stakeholder Involvement (Advisory Committee, Municipalities, and Public & Private Entities): The TMS Advisory Committee should continue to meet and work together to identify funding opportunities for regional roadway and transit facilities. The findings of this study should be presented to various city and town councils within the study area for their support. The various public and private entities should work together to identify opportunities for partnerships to facilitate regional and local thoroughfare projects. Texas Motor Speedway Area Transportation Plan 32 lute 2008 Fort Worth, Texas ❑�� Asswift, Inc. APPENDICES A. 2015 Modeling Exhibits B. 2030 Modeling Exhibits C. Commuter Rail Line Alignment Exhibits D. Conceptual Level Project Cost Projections FORT WORTH Texas Motor Speedway Area Transportation Plan June 2008 Fart Worth. Texas t oR TMS Area Alternative Population and Employment Projections Methodology City of Fort Worth Planning and Development Department 1 Introduction 2. Relationship to Texas Motor.Speedway Area Master Plan 3 TMS Study Area 4 Base Data Collection a. Population b. Employment c. Development and Platting Activity d. Comprehensive Plan Policies e. Current Land Use f. Standardized Future Land Use i. Residential Designations ii. Non - Residential Designations 5 Total Capacity of Study Area by Future Land Use Designation a. Development Constraints and Public Facilities i. Environmental Areas ii. Public Facilities b. Residential Factors i. Dwelling Units Per Acre Coefficient ii. Household Coefficient iii. Vacancy Rate c. Non - Residential Factors i. Floor -Area Ratio ii. Efficiency Ratio iii. Vacancy Rate iv Square Footage Per Employee d. Other Factors 6. Land Consumption Rate a. Residential b. Non - Residential 7 Land Suitability Ranking a. Analyze Trends of Recent Development Activity b Suitability Criteria c. Weighting Criteria 8. 2015 and 2030 Population and Employment Projections 9 Attachments a. TMS Alternative Population and Employment Projections Flow Model b. Transportation Study Consultant Scope of Work c. Base Data Preparation Process Chart d. Known Proposed Developments e. Standardized Future Land Use Table f. Total Capacity Factors g. Suitability Criteria Selection h. Suitability Rankings 2 1 Introduction The Texas Motor Speedway (TMS) area alternative population and employment projections were developed to provide an alternative data set for the transportation component of the TMS area master plan. The data set provides projected population and employment figures for the years 2015 and 2030 The transportation study used this data set for traffic modeling purposes along with the North Central Texas Council of Governments (NCTCOG) regionally approved data prepared for the Mobility 2025 Plan. From these model runs performed by NCTCOG the transportation study consultant, Kimley -Horn, provided analysis and recommendations for the TMS area master plan. The population and employment projections were also used for analysis purposes by the City of Fort Worth Planning and Development Department fo develop land use recommendations for the TMS study area master plan. This report documents the method and organization of the TMS area population and employment projections. The intent is to explain the process used to produce the population and employment projections as well as serving as a guideline for future population and employment projections produced by the Planning and Development Department. The TMS alternative population and employment projections flow model, which illustrates the overall process, is located in Attachment A. The Planning and Development Department's role in the transportation study included producing these population and employment projections and subsequent review of the recommendations developed by the consultant. To see the full duties of Kimley -Horn and the objectives of the TMS transportation study refer to the consultant's Scope of Work found in Attachment B. 2. Relationship to the Texas Motor Speedway Area Master Plan At the request of the City Council, City staff worked with various interested parties to prepare a master plan for the Texas Motor Speedway area. Texas Motor Speedway began construction in 1995 on 1,500 acres of land in the northwest quadrant of the I- 35W /SH 114 interchange in Denton County Race events began in 1997 TMS can accommodate in excess of 200,000 spectators and currently hosts three nationally sanctioned race weekends (2 Sprint Cup Series, 1 Indy Racing League) and numerous smaller events throughout the year The grounds include 660 acres of parking for up to 80,000 vehicles and 6,800 camp sites, providing amenities for up to 40,000 campers on Nextel Cup Series race weekends. The cumulative economic impact of TMS on the local economy is expected to reach $3 billion by 2008 (Insight Research Corporation, Texas Motor Speedway Complex, Historic and Forecast Economic, Employment and Tax Revenue Impact Analysis, 2004). As the City of Fort Worth continues to experience rapid growth in the Far North Planning Sector development interest has increased concerning the land near TMS. The Planning and Development Department in coordination with the Economic and Community Development Department, the Transportation and Public Works Department, and the 3 Aviation Department—addressed this development interest and associated compatibility issues by preparing a master plan for the area surrounding Texas Motor Speedway The results of the master plan include the following: • Assessment of the speedway's economic and environmental impacts on the surrounding area and the broader region. • Recommendations for compatible land uses within the speedway's noise and traffic impact area. • Recommendations for appropriate infrastructure improvements to support policies and strategies in the adopted Comprehensive Plan. An advisory committee of stakeholders appointed by the Mayor includes neighboring property owners; public officials from the City of Fort Worth, the Town of Northlake, and Denton County- the Texas Department of Transportation, the 35W Coalition, and other interested parties. The transportation study and the population and employment projections assisted the overall master planning effort by providing transportation infrastructure recommendations to the advisory committee. 3. TMS Study Area The initial study area was bounded by developing Eagle Parkway to the south, the BNSF Railroad to the west, the propose route of FM 1171 to the north, and the Denton Creek floodplain.to the east. For the purposes of the population and employment projections, a larger study area was used to capture a more complete data set for transportation analysis. This larger study area boundary is an approximate six -mile radius from the perimeter of TMS and encompasses 117 traffic survey zones (TSZ). A TSZ is a geographic unit used by NCTCOG for forecast and modeling purposes. The population and employment projection study area included property within 16 separate jurisdictions: Argyle, Bartonville, City of Denton, Denton County Flower Mound, Fort Worth, Haslet, Justin, Keller Marshall Creek, New Fairview Northlake, Roanoke, Southlake, Tarrant County Trophy Club and Westlake. 4. Base Data Collection Base data included: • 2007 base population (July 2007) • 2007 base employment (July 2007) • Development and platting activity • Comprehensive Plan Policies • Current land use • Future Land Use designations The base data preparation process is illustrated in Attachment C. 4 Base Population The 2007 base population was established through building permit data, parcel data, and 2005 aerial photography (2007 aerial photography was not yet available). In TSZ's within the City of Fort Worth, 2000 NCTCOG data and, when applicable, final building permit data through 2006 were used for base household estimates. For TSZ s outside the City of Fort Worth, parcel data and 2005 aerial photography were used for base household estimates. In both cases, staff used the NCTCOG approved household multipliers to produce the final 2007 base population data. Base Employment The 2007 base employment was established through various sources. The most comprehensive list of employers was provided by the Texas Workforce Commission (TWC). Using the TWC research website HR://www.texasindusloTrofiles.com/), staff was able to identify over 500 employers within the study area, each with a corresponding employee count range. To confirm employee counts, a phone survey to any employer with 100 or more employees was used. Additional employers were identified through information provided by jurisdictions and major property owners, resulting in the identification of approximately 900 employers in the study area. Development and. Platting Activity Research by staff revealed numerous proposed developments in the study area that would affect future population and employment projections. To ensure the most accurate population and employment projections possible, these proposed developments were taken into considerations The type and size of these developments vary but every attempt was made to include all known proposals. The list of the known proposed developments, with forecast year build -out — including master planned communities, commercial/mixed use developments, and industrial developments — is found in Attachment D Platting activity was also taken into consideration. Final plats that produced individual lots for residential subdivisions, but did not yet have final building permits, were considered as known development activity The potential population capacities of these final plats were included in the population projections. While development proposals contain no guarantee of construction, they represent best available information for a specific moment in time and typically correlate well with ultimate development patterns. Comprehensive Plan Policies A literary review of the comprehensive plans for jurisdictions within the study area was conducted. Land use, transportation, and economic development elements of each plan were examined for policies that impact the study area. Current Land Use 5 Current land use codes were obtained from the Tarrant County Appraisal District. Standardized Future Land Use In order to analyze the future pattern of development and to establish the allowable intensity of development in the study area, future land use designations from the multiple jurisdictions were examined. This process included phone interviews and email correspondence with staff of the cities within the study area and staff review of comprehensive plans, future land use maps, zoning ordinances, and zoning maps. Planning and Development staff then aggregated the various future land use designations into five residential use categories, five non - residential use categories, one environmental category and one public use category to create a standardized future land use map of the entire study area. A listing of future land use designations used by each jurisdiction within the study area is presented in Attachment E, along with their corresponding standardized future land use designations. 5. Total Capacity by Future Land Use The standardized future land use map described above was used to establish the total population and employment capacity of the study area. To calculate a defensible level of development intensity or density for each land use type, a multi-step process was employed. The coefficients used were taken or modified from the APA Planners Press book, Planners Estimating Guide. Projecting Land -Use and Facility Needs by Arthur C Nelson. A literature review of methodology documents for similar efforts in the states of Oregon, Washington, and Arizona were used to supplement the information provided in the Planner s Estimating Guide. These factors were also used to produce population and employment projections for known proposed developments if none were provided by the developers. The factors described below can be found in Attachment F Development Constraints and Public Facilities Several factors that limit the area available on a given site for buildings were taken into consideration before any factors associated with specific land use types were examined. Many of the jurisdictions in the area do not allow development within the 100 -year flood plain. After consultation with the City of Fort Worth s floodplain coordinator, staff decided it would also be a reasonable assumption that minimal future development will occur within the 100 -year flood plain in Fort Worth. Thus, all areas designated as within the 100 -year flood plain were removed from consideration as developable land. Gas well sites were considered as another limiting factor For the purpose of this study a five -acre perimeter buffer was assumed around each existing gas well site. For the 2015 forecast, no development was projected within this perimeter In anticipation of many gas wells being depleted by 2030, this five -acre perimeter was removed from the gas wells for that forecast year It is important to note that many gas well sites located in land that was not projected to be developed by 2030 would be presumed to be producing wells at that time 6 (i.e. not all gas wells were assumed to be depleted and their surrounding land developed by 2030, just the gas wells in the most suitable areas for development). For the remaining vacant land, gross acreage was reduced 25% to account for public facilities, including street rights -of -way Residential Factors Dwelling unit per acre (D U / acre) coefficients were established for each residential future land use category As a reminder the TMS future land use categories were aggregated from individual jurisdictions' future land use categories based on comparable densities. The dwelling unit per acre coefficient was derived from this density range. Since public facilities, including rights -of -way were taken into consideration as an overall building limitation factor, the D U / acre is a net density coefficient rather than a gross density coefficient. Once the dwelling units per acre were applied to each residential land use type, NCTCOG s approved household size coefficients for residents per household type (2.77 /single - family 2.44 /multifamily) were used to generate the capacity of each traffic survey zone (TSZ). Vacancy rates of 2% for single- family residences and 6% for multifamily residences were then used to adjust the capacity of each TSZ. Non - Residential Factors Floor -area ratios (FAR) were required to establish the development intensity allowed by the non - residential. future land use designations., FAR is simply a measurement of the total square footage of a building permitted on a site compared to the total land area of the site. For example, a building permitted to be two stories tall that is built up to all property lines would have a FAR of 2.0 Conversely a one story building limited to covering 50 percent of the site would have a far of 0.5 For the purposes of this study suitable FARs were identified for each aggregated future land use category by taking a sample survey of existing structures within Tarrant County that matched the land use type For example, the FAR for industrial future land use designations was based on the existing FAR of 40 industrial business locations. Existing businesses were chosen based on the anticipated building types in the study area and date of construction (presuming that newly constructed buildings would better represent future buildings in the study area). The FAR for each non - residential future land use type. was applied to the available net land area to produce the building square footage for that land use type by TSZ. Efficiency ratios and vacancy rates were then applied to calculate the usable building square footage for each non - residential area depicted on the aggregated future land use map by TSZ. The final square.footage was multiplied, by a square - footage - per - employee estimate established by NCTCOG, which produced an employment figure for each non- residential future land use type by TSZ. Other Factors Public employees were added to the study area's projected employment figures after the suitability rankings and land consumption rates were applied. Appropriate city 7 departments provided employment figures that staff used to establish a ratio of employees to population. These ratios were used to calculate the number of additional public employees necessary to serve each additional 1,000 persons for the projected 2015 and 2030 populations. 6. Land Consumption A rate of land consumption for residential and non - residential development was used to calculate the population and employment forecasts for 2015 and 2030 The land consumption rate was determined by analyzing City of Fort Worth building permit activity within the study area from January 2000 through. July 2007 (years for which the most accurate data was available for the area). The annual residential consumption rate was determined to be 767 acres per year and the annual non - residential consumption rate was 359 acres per year 7 Land Suitability Ranking Determining the population and employment capacity of the study area based on adopted future land use plans was only one step in the population and employment projection process. Developable land had to be allocated for development within the time horizons of interest, at a reasonable rate of land consumption. However the allowable density and intensity of land uses on that land are dictated by future land use plans, which are depicted on adopted maps that guide development decisions. Therefore, the geographic location of land projected for development greatly impacted the forecast population and employment. Land suitability. rankings were established to determine the mostly likely areas of undeveloped land that would be developed by the forecast years. To rank undeveloped land within the study area for development suitability recent correlating criteria were identified by analyzing preliminary platting activity within the City of Fort Worth from January 2003 — when preliminary plat data was first recorded in the City's geographic information system (GIS) database — through July 2007 Spatial analysis revealed that patterns of existing development were strongly related (sometimes inversely) to certain transportation facilities and to recently developed areas, reflecting the importance to access and proximity to existing or recently installed water and sewer lines. Using the City's GIS, buffers of varying distances were applied to the potential individual criterion for determining development activity and the percentages of the preliminary platting activity within those buffers were identified. The chosen criteria were weighted based on the percentage of development activity occurring within the buffers. The chosen criteria for residential land suitability were: Alliance Airport, I -35W corridor, other major highways, proposed master thoroughfare plan (arterials only), recently developed areas, and high growth cities. The chosen criteria for non - residential land suitability were the same, with the addition of the Intermodal Transportation Center Using GIS, predictive scores from each weighted criterion were combined to yield a total development suitability rank for all land within the study area. Residential development suitability rankings were calculated and mapped separately from non - residential land for 2015 and 8 the exercise was repeated for 2030. The preliminary platting analysis and land suitability criteria can be found in Attachment G and H. 8. 2015 and 2030 Population and Employment Forecasts By using recent land consumption rates and applying development suitability rankings to vacant land, Planning and Development Department staff was able to project the expected development pattern for the study area. Staff used professional judgment to make appropriate adjustments to the development pattern until final projected development patterns for 2015 and 2030 were determined. The land consumed by 2015 was analyzed for population and employment projections according to its future land use categories and these projections were added to the 2007 base data, the known proposed developments, and final plat activity to produce a final 2015 population and employment forecast, The process was repeated for the 2030 forecast, except that the land consumed in the 2015 forecast was included in the recently developed area criterion. Projections based on known proposed developments were phased according to the developers' plans, with the total population and employment assigned to the 2015 or 2030 thresholds as appropriate. All other criteria and consumption rates were held constant. For transportation modeling purposes, these alternative population and employment projections were provided to NCTCOG in map and table form, broken down by transportation survey zone. Aftemative 2015 Aftemative 2030 9 Attachment A. TMS Alternative Population and Employment Projections Flow Model TMS Alternative Population and Employment Projections Flow Model 10 Attachment B. Transportation Study Consultant Scope of Work ATTACHMENT "A° SCOPE OF SERVICES TEXAS MOTOR SPEMDWAY M" AREA TRANSPORTATION PLAN FORT WORTH, TEXAS PROJECT UNDERtdTAN�N3 The ENGINEER understands that the cRY is Dune* undertidn8 a Trams Motor t� au and reownrnena conpals land-use and b*asbucdse Improvements for 6rhrre devOoprrhaht surohrrhcirhg TMS. TO oornplenhaht the TMS Area Mow Plan a tra mportallon plenrh M ownponont is needed. The study area has been detlhad as FM 407 to the north, Utsey Road to to south. FM 156 on the west. and US 377 an the east. The goal d the transportation study Is to Identify and doouhhent eft" and anticipated deficiencies It transportation services and hanoM taboo bhtrasbuctuns around tha Texas Motor Speedway. AN d the rtwdeing support will be provided tiom the North central Tama council of Govenvnenfa (NCTC0% Components d the area transportation system Include the following:.fi'eewsA highways, arterial stree* pubNc trarreportallm (bus and rail , pedsstrtsr% and bicyrde system This scope of servlo s will provide the CITY with the transportabon study needed to complernaht the TMS Area Maher Plan, SCOPE OF SERVICES M swAoss beyond thoee deM In this scope am required. the CRY and ENGINEER *W alterrpt to negotiate a wrMen enhhhrhdnnerd to the Agmemoht. ENGINEER shall nil rn a written ansrdment The Scope d SW*M Ihdudes ft blDwlrhg pMMY tasks: Task 1— Data C 1WOn Task 2 — Date Review Task 3 —Transportation ModdM Task 4 — Railway Alip vent Study Task 5 — cost Benefk Andysis and Road Prlort *AM Task a — Docurrhahtstlan Task 7 — presentation of Findings 1d7 It Task 1— Data COIISCU h The ENGINEER will work with the CITY to collect the bkwWV data: Latest version of the proposed SH 114 Schematic within the Mudy Area; SH 114 Schematise Analysis conducted by TCB in December 2008; Latest version of the proposed FM 158 and BNSF rail nsiligrnnent ImmadM* north of Alliance Airport TxDOrs most ew snt omt*4kw trafNc aw agerro t plan for TMS event weekends; Latest version of the proposed M 35W Managed Lanes schernatic; Most recently bvaileble orthoptotos of the study apes In .std lariat NCTCOG 24bot contours for the study area In GIS krrmt FEMA Floodphin khfommft. for the study area in GIS foment Readily available above ground franchise uttiay htmmtion; Appraisal district parcel data for the study area in Gib format Current City d Fort WaM valor snd sewer naps far the study area~ CITY Mobility and Air Quality (MAO) 2030 hansporttfon network currently under d . NCTCOG 2015 and 2WO tranepartedon networkss corrWned in the Mobility 2030 Plan; and Al rem CITY ant Tx OT fraftic counts within the study area (e.g. along 11-1415W. SH 114. FM 158, May Road, EWe Parkway, and FM 407 The CITY will provide the ENGINEER with the Mowing; dernogsphic date: Regionally approved dernographtc data for analyst years 2015 and 2030 In a foment suitable for use with the regional travel dernand model and Alternative demographic data set for analysis years 2015 and 20130 (as developed by the CITY Plug and Development and Transportation / Public Wake departments). Task 2 — Data RurAm and Prelbninsry Analyst The ENGINEER will review the data collected In Task 1 relevant to the study area Any additional data requests will be provided Uo die CRY If the CITY concurs with the need for any additional date, the CRY will colled the additional trdammfion or authorize the ENGINEER to perform additional services and colled the addNbral irdornration Task 3 — M g I ng The CRY will axxdi ate wilt the NCTCOG to provide the modeing results far pre sammice listed below In GIS for., at Al modeling work will be periomhad within tine Transcm ediwere by NCTCOG. Two (2) nodal nuns (are for 2015 and am for 2030) using the regionally approved dermographlo dale under the Mobility 2030 Plan (which received federal oonb "* on June 12, 2004 Two (2) nodal runs (she for 2015 and she for 2030) using the alternative demographic scenario developed by the CRY In Task 1 and a modffied Mobility 2030 network. The ENGINEER will provide recormiendations to the CRY on potential roadway network nodilicatlons that should be included In the Mobility 2030131at. 2d7 12 After reviewing Moe remb of the model rums using ire regionally approved and alternatve danwgraphic soefmkX , the CITY and the ENGINEER will prepare a Ilaf of additional roadway network modiliw*m for NCTCOG. NCTCOG will conduct two (2) model nms (one for 2015 and one for 2030) using fie alternative demographic scanado developed by tine CITY to Task 1 and addliona l modHkadons to the Mobil ly 2030 network. The CITY will coordinate with NCTCOG to petform two (2) model nuns (one for 2015 and one for 2030) for a TMS special event. The CITY will determine the appropriate roadway network to tditlze for fine special event analysis. It is anticipated Qat NCTCOG will code TMS as a special generator for Meese model nine. in addition. It is artidpata 1 that NCTCOG will include tine proposed railway adgrnme d under study In Task 4 and proposed auapresn base service along tiir351N (from Fort Worth) and SH 114 (from Dabas} If avaMat W the ENGINEER Will pravba the CITY with the specific proWnay railway aligrrnent bdomation from Task 4 for these model nara. The ENGINEER will prepare for and attend up to five (5) total meetings with the CITY NCTCOG, TMS, andlor other stakeholders during dda task Task 4 —PA" ANWWWd NOW Using Ma data collected In Task 1. the ENGINEER efap develop up to tinree (3) praim(raht hodwrital alignment adterrnetives for a oonractiort between In 9NSF Railroad and Tease Motor Speedway. The bdent d lids grain study b to peAonn s cursory Wei analysis d on potential oppork rMes and cornebalnts to providing eft connection In the imn odk to Vick* of fie Tem Motor Speedway. White Ma focus is to develop a feasbie hoAxontal adigran a nt, available contour and floodplain Imbnnetion.w8 be utilized m develop an adgmm t w*vxA sig niflant vertical dallenges. The ENGINEER will develop conceptual planning level cost projections for each after allm Each alfemeMve wit be each oponddrn d In Tasks � ow p �ntagss and dleadve M d The ENGINEER will prepanre for and attend u p to dues (3) total naetlngs wIlh the CITY NCTCOG. TMS, andlor other atakelidders during Mine task Task 5— Cost Benefit Mdysb and Punt Pnlorll atim The ENGINEER will review the results d Taeim 3 and.4 to develop a list d potKdid tmprvvsmerds and moonxnsrndstiorns far the study saes transportation aystern. The ENGINEER wO conduct a qualitative coat benefit atarysis far each proposed reoom ndalton to develop a prloritin adon 115" Of faros IrWOMrnFnte. It Is anticipated that the Wi ritizatlon w8 be &Abed info fAe (b) categories d need (Very High, High. Medkua. Law, and Very Low). The ENGINEER will prepare for and attend up to two (2) total meetings with the CITY NCTCOG, TMS. arx for other stakaholdera during Ads task. 3017 13 Task 6 — Dooununtallon The ENGINEER will prepare a tac hnicai msrrhorarrdum with mVporfiM exhibtb thst doarra is the results of Tasks 1— S. Five (6) copies of the technical memorandum and an ebc trork (.pdf) draft will be prepared and sutoritted to the CITY for review and comma ft The ENGINEER will meet with the CITY to receive conarrerme ragarding the memmardum. The ENGINEER will then broorporab review eorrrrherhis arhd sr&M ten (10) copies of the final techu memory r duun and an electronic (.pdl) copy to the CITY Task 7 — trressnhllunr of RndkW The ENGINEER will prepare a summary preserriallm with suppmft wft is in PowerPdnt format far premiallon purposes. The ENGINEER will adw d and provide tscthrhicai support for the CITY to presets the results of the ansiysis at up to far (4) oonmhklee or stakeholder meetings (to. TM3 Advimy Cortrnittse. RC, The Fart Worth Trermpataton Autrarfty Executive Board, 91c.) If requested by the CITY the ENGINEER will present the results of the study as these rrmdnge. 401`7 14 Attachment C Base Data Preparation Process Chart 2007 Base Data Preparation Process 15 Attachment D Known Proposed Developments Development e o ulatlo Employees Hunters Ranch Phase 1 2015 of Denton PC ,897 Cole Ranch 2015 of Denton PC 13,476 Irlsd'ct'on unters, Ranch Phase 1 2015 of Denton PC ,717 22 obson Ranch 2015 of Denton esidential ,429 elmont 2015 le, NL PC ,902 187 an on Falls 2015 yle, NL, MPC 2,873 4,983 peedway Town Center 2015 orthlake Mixed Use 1,649 3,714 an on Falls 2015 Argyle, NL, M MPC 3,513 1,618 radition Phase 1 2 2015 ort Worth MPC 781 1,112 radition Phase 1 2 2015 ort Worth MPC 84 radition Phase 3 2015 ort Worth Ilustin MPC 795 ardemann Estates 2015 ustin Residential 50 eatta Ride 2015 Residential 1,507 eedway Distribution Center 2015 ort Worth Industrial ,959 ri ck/Slau hter Ranch 2015 Roanoke Residential 1,813 1,588 35W /SH114 Center 2015 ort Worth Mixed Use 1 757 832 earfire Resort 2015 ort Worth Recreation 000 o er Ride 2015 oanoke Residential 10,86 i hlands at Trophy Club 2015 ro h Club Residential ,246 ei hborhood 10 2015 ro h Club Residential 71 ei hborhood 11 2015 ro h Club esidential 166 hurchill Downs 2015 ro h Club esidential 5 lliance Gateway 2015 ort Worth Invironmental dustrial 1 086 ircle T Ranch Power Center 2015 estlake ommercial 431 ircle T Ranch Environmental estlake ircle T Ranch Environmental Westlake Environmental ircle T Ranch Mall 2015 Westlake Mixed Use 618 lliance Gateway 2015 ort Worth Industrial 1 086 ircle T Ranch Office 2015 Westlake ixed Use ,508 arshall Ride 2015 Keller sidential 478 ircle T Ranch ROW Westlake OW one Star Crossing 2015 ort Worth ommercial 618 a uero 2015 flake sidential 61 vondale Haslet/287 Junction 2015 Worth ommercial 842 aTara 2015 et sidential IPC 79 orth Glen Heights 2015 et sidential 5 1 o 2015 [asl Worth ixed Use 759 560 lliance Town Center 2015 Area 1 Worth ixed Use 284 110 lliance Town Center 2015 Area 2 Worth ixed Use 1885 lliance Town Center 2015 Area 3 Worth ixed Use 353 08 unters Ranch Phase 2-6 2030 of Denton 1 343 ole Ranch 2030 ) . ICity of Denton NPC 13,806 461 16 Development urisdiction o ulatto m to ees Hunters Ranch Phase 2 -6 2030 i of Denton WC 21,607 3,518 Cole Ranch 2030 ity of Denton MPC 717 unters Ranch Phase 2-6 2030 ity of Denton 604 116 unters Ranch Phase 2 -6 2030 i of Denton 63 obson Ranch 2030 ity of Denton_ esidential 11 401 unters Ranch Phase 2-6 2030 i of Denton 254 209 radition Phase 6 -7 2030 ort Worth PC 412 6 elmont 2030 le NL C 161 1 122 radition Phase 4 -5 2030 Fort Worth PC 312 86 ircle T Ranch Medical Office 2030 Westlake ffice 67 ircle T Ranch Entertainment 2030 Westlake _ ixed Use 246 ircle T Ranch Office 2030 Westlake ixed Use 193 ircle T Ranch Office 2030 Westlake ffice 268 ircle T Ranch Fidelity + Office 2030 Westlake ffice 231 Alliance Town Center 2030 Fort Worth ixed Use 344 Total 2015 IM31TV, . ? Total 2015 -2030 17 Attachment E Standardized Future Land Use Table city Clt 's FLU Designation STAND/tR. IZED TItAShFrLU:_.i Rural dctaitUraf� Semi -Rural ,`.Ruri M `°P-vo' r ,... Low-Density r . Y i E Rural' ,, Med -Density J Yw ° {F 4 i�9' �� "'lJ rte, ���`��,��, '�.. k Office /Retail 4 ocar r.n ie" rciat'�y • Local Retail Localomrrierciat�' Community Retail = Lora {Cofrimercial ,. _` _: Village Center Old Town M1xeQ =tJse' _r.«. Business Park Public/Semi- Public/Parks `PUbtic'�� Environmentally Sensitive Areas fnWrcmrrt�ntal °Araast" '." "" Special Planning Area 1 IUiixed dls Special Planning Area 2 kMixecl= Uue`r' Special Planning Area 3 Ahixe =t15 Highway-Right-of-Way t8i`toa [wife RE -5 "iiciJlturat} M. RE -2 Semi -Rural Manufactured Homes Retail 'Lfoirl Cotrnieai ' Village Center MiX�3rl -else a,n Public/Semi- Public RD -5 ncQItQral ; F���{ RC ;Local `omriierc�al wR { NR 1Rural NR -1 N Envird6 '0atarAre " x NR-2 rRurat °; x NR- 33ubiirfari NRA NR-6 Ulan #r ^{ NR -10 MiiltifarttN „ "� "�' -^1r' NR -15 Muitifali! NR -20 rMultifmi"�. `^' NRMU -12 MiXed- tJse�� 3a ``'` NRMU :MixedrUN �'6 Prairie Vista District ' - ' 18 oUrt'' Cross Timbers District Run3lk;��. DCD Regional Campus Commercial >R lfinal;merCiei, DCD Campus Industrial " i d"al�: DCD Commercial /Industrial =N!lXUse- DCD Office `Gffi +3�' a�f 0% DCD Mixed ResidentialUFba%I� Specific Area # 8 m .ti rtal don' �� M Rural Densi ' Estate Density Low Densiirbiban�'t Medium Density High Density �Urbata� �. Retail L lhWm " °rc 6 j Myam}° Office Commercial /Industrial Institutional Utility Park Flood lain kh�r' Tnmeii'tl'Areac gP Corps of Engineers It ii`%i�i '6661 Grapevine Lake ,E iv ro r er tai AiaeasE , Lakeside Business DistrictiiXed -U Ate" Vacant, Undeveloped, Agricultural t oad 6l Rural Residential, brl f Suburban Residential Subratiad` Single Family Residential t ZUrbaitii Manufactured Housing Uri aiz. Low Density Residential_ Medium Density Residential �a High Density Residential "" M!I *ildx Institutional Neighborhood " Commercial General Commercial R at t,omxieicial` Light IndustrialIrndustrtal = "' Heavy Industrial�r�tliatri Mixed -Use Growth Center 13M Industrial Growth Center Infrastructure 100 Year Flood Plain J, EiiVirlrt MOM) Aras Public Park, Recreation, Open Space �Ft�inienta Aneaa Private Park, Recreation, Open Space I�mriroftrrnta! Areas ... .. ! ... +... a �a _.+ r Rural f�uil� # §F4,w Suburban Srt a 19 20 Single FamilyUrban. } Multi Family.Mtaltifa�tl ' : r . Neighborhood Commercial L`ocalCorrimerciai�"� ;.' General CommercialR ®al Cotimer"cial "�F r'' F Mixed -Use WiiCed =Us Light industrial Inclustnal��_x Heavy Industrial ,Iridiasf%ial;;` Industrial Growth Center :_ =industria Community Services �.IUSt1�i` F'L` Large Lot Single Family Single Famil -1 iiSO.A. ari u ,. Single Family-1 A Single Family-2 °Ut�an Single Family-Old TownUibar�u Two-Family4k3F a Multi-Family = MU,W,fQmil WN Manufactured HousinUrbai�'.� Local Retail L�oCa6Corimercial ;.," General Business t of s =? � t F zonal Cormm�rca Light Industrial Planned Development Inddustial' ...., �;. ;• iz#±Us ,.. �i� , ' ' 7 IKg10 Single-Family Low Density Suburban Single-Family Medium Density Suburban Sincile-Family High Density Urban Mixed -Use Mixed -Use Office Office Retail Regional Commercial Industrial /Commercial Regional Commercial Public and Semi-public Public Parks and Open Space Environmental Areas North�ak Low Density Residential High Density Residential Runt '. M ANNSW Multi-Family Residential Mulilfa►irt�l { ` r: Mixed -Use Development '3MixeaalsM .• �F, Commercial /Office /Service y Regidhai Coitiinercial/Mixed 'Use �W� Industrial Intlisal� rN.F., Park/Open Space Ertifrbrii�t "`talv4fe °`'" Foairoke :: Sin le Family k Multi FamilyMulfarttil? �'_ Institutional kPiit�li� Neighborhood Commercial �ocaF =cirit�rfiercial �w `` Office /Retail Business Park General Commercial 20 21 Business Park industrial Industririai r WO Ow Industrial Park Industia�... * ROW Special Planning District Mlxed =Use Flood lain Enviir►ianert;! °Aria �. Park Erb "virorlitiettt! Area ` "' h t YC1 Commercial Recreation Environmental Area General Commercial Local Commercial Govemment Use Public R -9 Urban R -10 Urban R -11 Urban R -12 Urban R -15 Suburban R -PV Urban R -OH Urban R -OHP Urban R -S Urban R -TT Urban MH Urban NS Local Commercial PO Office PD -7 Multifamil PD -10 Urban PDA 1 Urban PD-12 Urban PD-13 Local Commercial PD -14 Urban PD -15 Urban PD -16 Urban PD -17 Urban PD -18 Urban PD -19 Urban PD -20 Urban PD -21 Local Commercial PD -22 Urban PD -23 Office PD -24 Local. Commercial PO -25 Local Commercial PD -26 Local Commercial PD -27 Urban PD -28 Public Waadsk "' R- 5liaftui` R -2�tU R -2 Planned Developme rit t 21 22 R 1 Estate am-,RIIWWI R-1 Estate PD Multi-Family Multi-Family PD Local Retail PE) i Office Park Office Office Park PD Office Office Park Hotel PD Office Resort Retail Regional Commercial Office Industrial Park PD Industrial Office Campus PD Office Public Facilities PD Public Open Spaces PD Environmental Areas Mixed Use PD Mixed-Use dovemment Use Industrial Pa, rcel 1 Mixed-use Parcel 2 Mixed-Use Parcel 3 Multifamily Parcel 4 Urban Parcel 5 Urban Parcel 6 Urban Parcel 7 Urban Parcel 8 Urban Parcel 9 Urban Parcel 10 Mixed-Use Parcel 11 Urban Parcel 12 Urban Parcel 13 Urban Parcel 14 Urban Parcel 15 Suburban Parcel 16 Urban Parcel 17 Suburban Parcel 18 Urban Parcel 19 Urban Parcel 20 Urban Parcel 21 Urban Parcel 22 Mixed-Use Parcel 23 Mixed-Use Parcel 24 Urban Parcel 25 Mixed-Use Parcel 26 Mixed-Use Parcel 27 Mixed-Use Parcel 28 Mixed-Use Parcel 29 Mixed-Use Parcel 30 Public Parcel 31 Urban Parcel 32 Urban 22 23 Parcel 33 Urban Parcel 34 Urban Parcel 35 Urban Parcel 36 Urban Parcel 37 Urban Parcel 38 Urban Parcel 39 Urban Parcel 40 Urban Parcel 41 Public Parcel 42 Urban Parcel 43 Urban Parcel 44 Mixed -Use Parcel 45 Mixed -Use Parcel 46 Mixed -Use Parcel 47 Office Parcel 48 Mixed -Use Parcel 49 Mixed -Use Parcel 50 Mixed -Use Parcel 51 Mixed -Use Parcel 52 Urban Parcel 53 Urban Parcel 54 Urban Parcel 55 Mixed -Use M: , Phase1 Mixed Use 40 acres Mixed -Use Phase 1 General Comm. 51.6 acres Regional Commercial Phase 3 Mixed Use 30.5 acres Mixed -Use Phase 3 Multifamily 25.2 acres Multifamil Phase 5 Retail 73 acres Local Commercial Phase 5 Office 10 acres Office Phase 6 Commercial 3.5 acres Local Commercial All other residential Urban ,. F1. , NRA Rural NR-1 N Rural NR -2 Suburban NR -3 Urban NR-4 Urban NR-6 Urban. NR -10 Multifamil NR -15 Multifamil NR -20 MulUfamily MUNC Mixed- -Use MUCC Mixed -Use MURC -C Mixed -Use MURC -E Mixed -Use f" a 23 Attachment F Total Capacity Factors { -- 3 rI Argricuttural 5 acres 0.2 177 0.02 Rural 1 -2 acres 0.75 277 0.02 Suburban SF 15K 21K lots 2.5 2.77 0.02 Urban SF 15K 12K lots 5 2.77 0.02 Multifam 18-24 du per acre 20 2.44 0.06 LGIn ,� 1 Mi 1'4V }�A.. .�.lif Gvn�i. -'.^ ��. ',' i ♦ RiN`%�YfNn��' Industrial 910 0.29 0. 95 0.05 Local Commercial 381 0.19 0.85 0.05 Regional Commercial 381 0.26 0.75 0.05 Office 322 0.39 0.85 0. Mixed -Use 363 0.30 0.80 0.05 6096 Reg Com, 2095 Office, 20% MF Hotel 2074 060 ITO J. 0.75 i p gig ON Aty11i ' i�isy CFW Floodplain 1.0 Other community flood airs 1.0 0 total acres per site 5 WW acres per site �'y� ggay Police Officers 2. f applied after constraints are applied Police Staff 0.65 Fire 4 per Station 1 station serves a 1.5 mile radius a � Community Svc 10,48 24 Attachment G Suitability Criteria Selection sufferowum" ram of Oevebpyem I" Comer Suffer DWanw Type of Developmg OOW#fth*vs Buffer 01sts"M Type of Development Proposed Yip Buffer Onto. Type of Devebpmwd BUNN MIN" Type of Development no moo MOO more then Iles ME 41 ; I AMR- M, , -1 , I I � � �Ilk b WRIP�, 7, he 10% .43% 22% .23% .83% 73% 6.64% .56% 1/2 mum More than M g more ft" rnfle ; I AMR- ; R Z , -1 , I I � � �Ilk b s< I I "rrNOn� .4-4 .82% 70% 50% 39% 57% 77% 49% 84.84% 93.94%_ Milo mum (MIS more then more ft" rnfle ; I AMR- ; R Z , -1 , I I � � �Ilk b s< I I "rrNOn� .4-4 .82% 70% 50% 22.87% &54% .06% 54.06% 16% Milo mum 3" Moe MUS more ft" rnfle ; I AMR- ; R Z , -1 , I I � � �Ilk b s< I I "rrNOn� .4-4 MEW. 14;*k '04 45,49% 1% 28.34% 87% .33% .43% 70% 4% .07% .00% MOO More than 112 MRS 97% 38,0% 83.03% 25 Attachment H. Suitability Rankings Residantiai Land Suitability Criteria .. >e'� W,14ht �, 11'r X,4bt F,p� Z. �,,�,r�+� ,� 5 � rt � �j �J'S.:�,f�.�Sr'� Alliance Airport 1.25 1 mile 2 mile 3 mile 3 miles IH -35 Corridor 1.3 1/2 mile 1 mile > 1 mile Other Major Highways 1.2 1/4 mile 1/2 mile 1 mile > 1 mile Proposed Master Thoroughfare Plan 1.35 > 1 mile 1 mile 3/4 mile 1/2 mile 1/4 mile Recently Developed Areas 1.5 > 1 mile 1 mile 3/4 mile 1/2 mile 1/4 mile High Growth Cities 1 0-499 500 -1499 1500 -2999 3000 -5999 > 6000 Non.Rasidantial Land Suitability V�QIIGI������ � s .� i 4 U' -.^�� S.�a `� a°"nF Ya.���t ,� 4.i �' �°Yj4 ��, y,�nyi� �i � �•b �Y� �,,�,r�+� ,� 5 � rt � �j �J'S.:�,f�.�Sr'� S F Alliance Airport 1 > 3 miles 3 miles 2 miles 1 miles Intermodal Transportation Center 1 112 mile 112 mile IH -35 Corridor 1.25 1 mile 1 mile 1/2 mile Other Major Highways 1.35 1 mile 1 mile 1/2 mile 1/4 mile Proposed Master Thoroughfare Plan 1.5 1 mile 1 mile 3/4 mile 1/2 mile 1/4 mile Recently Developed Areas 1.5 1 mile 1 mile 3/4 mile 1/2 mile 1/4 mile High Growth Cities 1 0 -499 500 -1499 1500 -2999 3000 -5999 > 6000 26 H-1 s t 1 1 1 1 1 Texas Motor Speedway Complex Fort Worth, Texas Historic 8 Forecast Economic, Employment and Tax Revenue Impact Analysis Historic Analysis of Economic, Employment and Tax Impacts 1995 - 2003; Forecast 2004 -2008 March 31 2004 Prepared for Fort Worth Chamber of Commerce 777 Taylor Suite 900 Fort Worth, TX 76102 Prepared by Insight Research Corporation 9441 LBJ Freeway Lock Box 20 Dallas, TX 75243 (972) 238 -8838 WMINSIGHT RESEARCH C • ♦ f ON LJ 'l T C r J u March 31 2004 Mr Bill Thornton, President Fort Worth Chamber of Commerce 777 Taylor Suite 900 Fort Worth, TX 76102 SUBJECT Historic Analysis of Economic, Employment and Tax Revenue Impacts 1995 — 2003; Forecast 2004 — 2008, Texas Motor Speedway Complex, Fort Worth, Texas Dear Mr Thornton. INSIGHT RESEARCH 9441 LBJ Freeway Lock Box 20 Dallas, Texas 5243 Insight Research Corporation has completed an economic impact analysis that examines the historic impact of the Texas Motor Speedway Complex in the City of Fort Worth and Denton County from 1995 through 2003, and forecasts its expected impact from 2004 through 2008. The analysis was commissioned by the Fort Worth Chamber of Commerce, the Fort Worth Convention & Visitors Bureau, the City of Fort Worth, Denton County Economic Development, Denton Chamber of Commerce Economic Development, the Denton Chamber of Commerce Convention & Visitors Bureau, the City of Lewisville, the Lewisville Chamber of Commerce Visitors Bureau, and the Town of Northlake Economic Development Corporations. Special thanks for the assembly of the information required to prepare this report are due to the Texas Motor Speedway the City of Fort Worth, the Fort Worth Chamber of Commerce, and the Fort Worth Convention & Visitors Bureau. This .report transmits current findings of economic, employment and tax revenue impact of this major tourist and entertainment venue, showing how its activities have benefited the City of Fort Worth, Denton County the Northwest Independent School District (ISD) and the State of Texas from the project's inception, as well as examining a five -year Iforecast of its potential. BACKGROUND AND PROJECT DESCRIPTION With site selection and land acquisition in 1995, the Texas Motor Speedway began development of an approximately 1500 -acre site in Denton County the City of Fort Worth, and the Northwest Independent School District. The Texas Motor Speedway has fulfilled its initial concept plan, bringing NASCAR and other racing and community events 1 (9^?j ±N-M39 FAX ('>i2) 23841,3M7i -mail theteasma getinsightrom w.ge insight.Lom CI ' Most recent records of visitors show approximately 900,000 visitors per year to Texas Motor Speedway, events, with approximately 60% of those being non - local visitors. An estimated 85,000 hotel room nights are generated per year from visitors to the area who require overnight accommodations. In excess of $28 million is generated in gate admissions, food and beverage sales account for some, $5 million on an annual average basis, while merchandise sales provide another $12 million in sales taxable activity The Speedway can accommodate in excess of 200,000 spectators, including the infield, grandstand seating, and luxury suites In the Speedway Club. Parking is provided on 600 acres, 131 of which are paved, with 1 100 reserved Infield camping spaces, and 5,000 camping spaces outside the grandstand. Copyright 2004. insight Research Corporation, 9441�� ? Freeway, LB 20, oafs, TX 75243 (972) 238 =8838. r to North Texas and providing a major tourism and entertainment feature in the region, increasing visibility of the region through a series of nationally promoted and televised racing activities. The Texas Motor Speedway Complex has several integral components that are in evaluated separately this analysis in order to distinguish the economic, employment and tax revenue benefits of each. Those components are: 1 The acquisition and construction phase of the Texas Motor Speedway site, 2. The year -to -year operations of the Texas Motor Speedway and the Speedway Club Tower 3. The induced benefits of visitor spending related to activities at the Texas Motor Speedway 4 The privately owned condominium portion of the LoneStar Tower and 5. The office portion of the LoneStar Tower also a privately owned structure. Texas Motor Speedway and Speedway Club: The Texas Motor Speedway facilities and grounds are publicly owned by the Fort Worth Sports Authority and operated by the Texas Motor Speedway organization. The Texas Motor Speedway currently hosts three major nationally sanctioned race weekends per year plus other minor racing events, as well as auto fairs and swap meets for approximately 30 days of activity annually Many other activities, concerts and regional events are also held at the Speedway Complex facilities, including track rentals for special events such as the Lone Star Biker Bash, use of the facilities by new car manufacturers, and miscellaneous parking area displays and space rental. The Speedway Club also hosts hundreds of events annually in its meeting space and ballroom facilities. ' Most recent records of visitors show approximately 900,000 visitors per year to Texas Motor Speedway, events, with approximately 60% of those being non - local visitors. An estimated 85,000 hotel room nights are generated per year from visitors to the area who require overnight accommodations. In excess of $28 million is generated in gate admissions, food and beverage sales account for some, $5 million on an annual average basis, while merchandise sales provide another $12 million in sales taxable activity The Speedway can accommodate in excess of 200,000 spectators, including the infield, grandstand seating, and luxury suites In the Speedway Club. Parking is provided on 600 acres, 131 of which are paved, with 1 100 reserved Infield camping spaces, and 5,000 camping spaces outside the grandstand. Copyright 2004. insight Research Corporation, 9441�� ? Freeway, LB 20, oafs, TX 75243 (972) 238 =8838. r [7 The Speedway Complex includes a 1.5 mile competitive track, the "Lil' Texas" one -fifth mile oval track with seating for 1400, and the "Dirt Track_ ", a four- tenths mile oval with seating for 15,000 plus 20 suites. The Speedway Club is a nine -story private sports and entertainment club constructed In 1999 It offers banquet and meeting rooms with food service dining a health club and spa, and private grandstand seating. Development capital invested in these facilities from 1995 through 2003 in land and construction of the Speedway and Speedway Club totaled $266 million. Another $6 million was expended for furniture, fixtures and equipment. G Copyright 2004. Insight Research Corporation, 9441 L8J Freeway LS 20, Dallas, TX 73243 (972) 2388838. Page 3 D The Speedway and Speedway Club provide in excess of 200 full -time equivalent positions and a total annual payroll of $8.2 million. In addition, an estimated $600,000 is currently paid to another 1,200 part-time event staff each year LoneStar Tower Offices. The LoneStar Tower built in 1997 includes office space on the lower four floors of the building, and 76 condominium units on floors five through ten. Office use includes approximately 100,000 square feet (sf), and was constructed at an estimated $14 million initial capital investment. Tenants in the LoneStar Tower may or may not be related to the activities of the Texas Motor Speedway but they have chosen this location over other options in the area. Office space users in facilities of this size typically invest additional capital expenditures of $2 million for furniture, fixtures and equipment. Based on current occupancy in the office portion of the LoneStar Tower it is estimated that 200 persons are employed there with a conservatively estimated total annual payroll of $6.7 million generated on site. ' LoneStar Tower Condominiums: As in the case of the LoneStar Tower Offices, owners of these condominiums may or may not be related to activities at Texas Motor Speedway but clearly have chosen these residences over other options, thus generating additional economic and tax revenue activity in association with the site. Additional capital investments associated with the LoneStar Tower's 76 condominiums were $22 million for land and construction. Current appraised values of these units in 2003 averaged $381,000. G Copyright 2004. Insight Research Corporation, 9441 L8J Freeway LS 20, Dallas, TX 73243 (972) 2388838. Page 3 D n ® FINDINGS Economic Impact. Actual 1995 through 2003: $2.00 Billion Actual Plus Forecast 1995 through 2008: $3.11 Bllllon The economic Impact of construction and operation of the Texas Motor Speedway Complex from 1995 through 2003 has been $2.00 Billion, and is expected to reach $3.11 Billion by the year 2008. This impact is widely experienced and driven by all areas of construction, payroll, maintenance and operating activities occurring on the site. These impacts result from the following phases: ' Cumulative Economic Impact (in Billions of Dollars)* 1995 2003 Speedway Construction $0.66 B Speedway & Club $0.56 B Induced Speedway Benefits $0.60 B LoneStar Tower Condos $0.05 B LoneStar Tower Office $0.12 B Total $2.00 B n I 0 I. COPWOM 2004. tnsW Research C"M111m, 944P LBJ Fromy, le 20. DOW Tx 75243 (972) 238.Wn. 1995 2008 Speedway Construction $0.70 B Speedway & Club Induced Speedway Benefits $1.04 B $1.07 B LoneStar Tower Condos $0.05 B LoneStar Tower Office Total $0.25 B $3.11 B *Totals may vary slightly due to rounding. n I 0 I. COPWOM 2004. tnsW Research C"M111m, 944P LBJ Fromy, le 20. DOW Tx 75243 (972) 238.Wn. bH80ns 1;600 $400 an $100 $0 -OP Texas Motor Speedway and LoneStar Tower Annual and Cumulative Economic Impact 1993 - 2008 with Edst/n8 Venues Year Annual Impact Cumulative Impact 1995 $15.8 M $15.8 M 1996 $269.9 M $285.7 M 1997 $419.8 M $705.5 M 1998 $232.8 M $938.2 M 1999 $235.7 M $1173.9 M 2000 $208.9 M $1,382.9 M 2001 $2004 M $1,583.3 M 2002 $203.9 M $1787.2 M 2003 $211.3 M $1,998.5 M 2004 $2144 M $2,212.9 M 2005 $218.8 M $2,4317 M 2006 $223.2 M $2,654.8 M 2007 $2277 M $2,882.6 M 2008 $232.4 M $3,1149 M Cumulative Economic Impact 1995 2008 ne40--- we41P41 411, 41P *111, 010 10#4�4P W Spssdway & Club Mln& ed Sp"*ay Benefits W Lmo&ar Tower Cordos =LawSter Town affbe m8peedwiy Combucw CappW 2004. hw4W PAsead Capael on, 5141 UU FrwaW. LB 20, Ddse. TX 75M (M4 M" M. Pops e b' 1003 1000 ' Employment Impact 1993 through 2003: 413 new Jobs and 15,163 years of work 1995 through 2008: 20,963 years of work ' 1900 2000 e II elements ements of the Texas Motor Speedway Complex currently employ 413 persons In 2002 full-time equivalent positions in 2004 and have provided 15,163 new years of work in 2000 the regional economy from 1995 through 2003. As noted, another 1200 part time event staff positions are also in place. r'One job for one year Is one work year The following employment totals are associated with each portion of the Complex: CumulaKve Employment Impact ' (In Years of Work) Historic Total 1995 1995 2003 2008 Speedway Construction 6,131 6,557 Speedway & Club 2,295 4,066 Induced Speedway Benefits 3,265 5,292 LoneStar Tower Condos 2,980 492 LoneStar Tower Office 492 4.556 Total 15,163 20,963 b' 1003 1 work lams 0 ,.000 1.00! %W 2,100 2,000 %= WC&Ntmcdc6 Oksat ImConshuatian soma 0speedwi0) /Ceae oboe 1111spsadwey /Clue IndksePsis A sy induced Indk=PT~ Condos oksat OTmer Condos Indbot OTaww Offices oboe C3T~ OffiM Indired Co OGM 2004. kW4vt Ranch COParwfon„ Wi UU FftwW. t9 20, DAN% TX 78243 (072) 2368030. F%W 4 1000 ' 11W 1000 ' 1900 2000 2001 2002 2000 2004 we 2000 290f 20N 1 work lams 0 ,.000 1.00! %W 2,100 2,000 %= WC&Ntmcdc6 Oksat ImConshuatian soma 0speedwi0) /Ceae oboe 1111spsadwey /Clue IndksePsis A sy induced Indk=PT~ Condos oksat OTmer Condos Indbot OTaww Offices oboe C3T~ OffiM Indired Co OGM 2004. kW4vt Ranch COParwfon„ Wi UU FftwW. t9 20, DAN% TX 78243 (072) 2368030. F%W 4 Fi ITax Revenue Impacts Cumulative 1985 through 2003. $934.3 U1111dn A tax increment finance district to support the development of the Texas Motor Speedway Complex was established using a portion of the direct taxes as shown below Q to reimburse the accelerated infrastructure costs and to fund some of the development of this publicly owned Complex. 1 $16 $14 $12 S" >9 se 0# #" 10 ## e e 4P e ftcry0fn.wm+ano0cmc6wy0&t*are W "Trd � a Copyright 2004. ft%§VV doh Ca Waftn, 944J Lei FmmW. Le 20. odkW TX Ma i9M . 4 Tax advantages generated from the activities of the Texas Motor Speedway Complex to year end 2003 are as shown below with direct and indirect real and personal property sales tax and hotel occupancy taxes as generated by the Complex and its staffing: Cumulative Direct and InWrect Tax Benefits* 1995-2003 "`Totals may vary due to rounding. Direct Indirect Total Direct & Indirect Taxes City of Ft. Worth $18,998,000 $2,887,000 $21,864,000 Denton County $688,000 $1122,000 $1,811000 State of Texas $74,960,000 $19,617,000 $94,577,000 Northwest ISD $4,891,000 $6,745,000 $11,637,000 Trans $4,114,000 $275,000 389,000 TOTAL $103,851,000 $30,647,000 5134,298.000 1 $16 $14 $12 S" >9 se 0# #" 10 ## e e 4P e ftcry0fn.wm+ano0cmc6wy0&t*are W "Trd � a Copyright 2004. ft%§VV doh Ca Waftn, 944J Lei FmmW. Le 20. odkW TX Ma i9M . 4 EV fl i. a i Forecast Tax Revenue hgmcts Cumulative 1995 through 2008: $224.2 Million Through the nine -year period of historic activity and five years of projected potential, the Texas Motor Speedway Complex could be expected to yield $224.2 Million in cumulative tax revenues to the following jurisdictions from 1995 through 2008: Cumulative Direct and Indirect Tax Benetfts* 1995— 2008 "Totals may vary due to rounding. Direct Indirect Total Direct & City of Ft. Worth Denton County State of Texas Northwest ISD Transit TOTAL a i'13 lid so $32,046,000 $4,563,000 $1,295,000 $1,640,000 $126,457,000 $31,841,000 $9,304,000 $9794,000 $6,617,000 0 000 $175,919,000 $48,298,000 Indirect Taxes $36,609,000 $2,935;000 $158,298,000 $19,096,000 7 2 000 $224,218,000 i 21A WNW apNdw yComauoWn S M NEW spwdwnyb Clue : 97.1 MMbn induced 8pnndwnyeannlRs $ 15A U*bn lAne wYmumCandon $ 132 Mebn Um$to Tevwo Ron •cborPLWedhearKnncamgrambeT..n 0"W"Wedw MITIVAdt CWPVd 2004. kW ftN Fb =di CWPW*M% 9441 L8J Fmewm . 1.B 20. Dom. Tx 7=3 WM e 6. IFUTURE DEVELOPMENT POTENTIAL Possible Second NASCAR Cup Event. A second NASCAR NEXTEL Cup race is being sought for the Texas Motor Speedway Should these preliminary discussions be successful, the addition of this event would add some 20 full -time equivalent positions and $830,000 to the payroll of the Complex by 2005. Part-time event staff would likely increase by 600 requiring an additional event - related expenditure increase of eapproximately $300,000 bringing the total annual payroll generated by a second NASCAR NEXTEL Cup event to $1 13 million. 1, 1.1 r Current estimates indicate that a second NASCAR NEXTEL Cup Event would boost attendance by some 430,000 additional visitors to the Speedway Complex, generating an additional $37.8 million in annual sales taxable activities by 2008 including gate admissions, food beverage and merchandise. Another $4 million in area hotel room revenues could also be added annually Potential Added Impacts Economic Impact: Should the Texas Motor Speedway be successful in securing another NASCAR NEXTEL Cup event, the potential economic impact resulting from this new event alone and its related visitors to the region could add $295.7 million in new economic activity in the region from 2005 to 2008. Employment Impact: The potential employment impact resulting from a second NASCAR NEXTEL Cup event alone could add 21 direct employees and 211 indirect and induced positions by 2008, resulting in a cumulative total of 898 work years from 2005 through 2008. • Tax Revenue Impact: A second NASCAR NEXTEL Cup race could provide new direct, indirect and induced tax revenue benefits to the region. Direct revenues to all jurisdictions from 2005 through 2008 could total an additional $26.8 million, with an additional of $1.6 million in indirect revenues for a total of $28.4 million. Copogftt 2004. Insight Research Corp=dw, 9441 L8J Freeway, LB 20, Niles, TX 75243 (972) 2388838. I Papa 9 t METHODOLOGY IThe types of impact examined in this report are defined as follows: 1 Economic Impact. Economic impact is the benefit to the general economy of the entire Fort Worth Primary Metropolitan Statistical Area (PMSA), shown as a multiplier and generally referred to as the "economic ripple effect. This calculation uses U.S. Bureau of Economic Analysis Regional Input- Output Modeling System (RIMS II) multipliers specific to the Fort Worth PMSA. 2. Direct and Indirect Employment Impact This economic impact analysis includes direct and indirect employment for both construction and operating ' phases. Direct employment refers to persons on the payroll of the facility while indirect employment is generated by the purchases of goods and services by the ' facility and its employees. 3. Direct and Indirect Tax Revenue Impact Direct tax revenue impact refers to the taxes paid by the facility itself while indirect taxes are tax benefits to the state and local jurisdictions as a result of employment'—and' other taxable spending. 4. Induced Benefits. Induced benefits are the "spin off" benefits added to the regional economy as a result of a specific event taking place at a subject site, as opposed to those benefits which result from the site's year- to-year on -going operations. LIMITATIONS OF THE ASSUMPTIONS • Total economic impact of the development extends beyond the Fort Worth PMSA, as some purchases are made outside the region. Employment of any part-time workers has been reduced to "full time equivalent" Ipositions (FTE) using a standard workweek and benefits. Models use a "constant dollar" forecast In 2004 dollars, with no property value or tax Increases, no depreciation, or CPI Increases assumed. • Analysis assumes local point of sale on taxable equipment and construction materials. Copyright 2004. Insight Research Cwporagm, 9441 LSJ Fmewaq, L8 20, DaNw. Tx 75243 (972) 23"M IPage 10 n Tax revenue impact does not include federal income tax on payroll or on the activities of the Texas Motor Speedway and other entities on the site, which are determined as a tax on annual net profits or book values. Thank you for the opportunity to be of service. I look forward to our further discussions and may be reached at your convenience at (972) 238 -8838. Sincerely M. lizabeth Moms ' CEO / Chief Economist J 7 n J Copyright 2004. Insight Research Corporation, 9441 LBJ Freeway, LB 20, Daly, TX 75243 (9721235-883(L IPage 11 u 4 1 0 r J n 4' El M �x a E C f Q Z 5 0 � \ G W ti CF{V .l v o a f ._...__.---_ .....__._....._..______.___.___ i 1 C am m a o d* F�I� W F- t� O N 0 a ,a ti a all tD r p GO 12 ro Le 0 ~ V O 2 t- � C d* F�I� W F- t� O N 0 a ,a ti a all I � 12 0 ~ V O 2 d* F�I� W F- t� O N 0 a ,a ti �H �l 17, INSIGHT RESEARCH o w o El �l u INSIGHT RESEARCH CORPORATION Our Mission 'Insight Research Corporation clearly defines the economic costs and benefits of project a/tematives so that decision makers have fully informed choices. ' We match companies and communities, showing them how to generate and measure new economic growth, so that everybody wins. 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