Blanco City Zoning Code
CHAPTER 7
Transportation Infrastructure
§ 7.1 Purpose and Intent.
(1)
The purpose of this Chapter is to assure that residential and nonresidential development projects constructed within the City of Blanco and its extraterritorial jurisdiction (ETJ) are adequately furnished with roads and transportation resources.
(Ordinance adopted 11/10/20)
§ 7.2 Streets.
(1)
The purpose of this section is to ensure adequate and safe pedestrian and vehicle circulation within the City and ETJ and into adjoining areas.
(2)
All developments shall provide for streets and sidewalks to serve said development in accordance with the requirements and design standards of the City’s thoroughfare plan as may be adopted by the City Council, this section and other sections of this Code, and other manuals, guidelines and reports as may be referenced in this section.
(3)
General Street Requirements.
(a)
The City Council shall require the developer to:
i.
Dedicate right-of-way as determined by the City Council and Blanco County, and
ii.
Construct or improve that portion of existing streets and associated transportation improvements, including all underground utilities, bordering, abutting, or within a proposed subdivision.
iii.
The City Council may require the developer to construct or improve portions of existing streets which do not border or about a proposed subdivision but are clearly affected by it based on the findings of an applicable Traffic Impact Analysis.
(b)
All proposed street systems or system improvements shall extend existing major streets and such existing secondary and local access streets as may be desirable for the safety, convenience, and adequacy of circulation.
(c)
If lots or tracts of land in a proposed subdivision are large enough to suggest further subdivision in the future, or if part of the tract is not subdivided, consideration shall be given to possible future street layout, openings, and access to future lots which could result from such re-subdivision.
(d)
The street system shall bear a logical relationship to the natural topography.
(e)
Local streets shall be designed to discourage high-speed through traffic.
(f)
Right-of-way widths and locations shall be as required in this Code and applicable to each individual lot.
(g)
Every lot shall have access to it that is sufficient to afford a reasonable means of ingress or egress for emergency vehicles as well as for all those likely to need or desire access to property for their intended use. Approval from City Council and the Fire Marshal must be acquired for all lots which do not have direct access to a public street.
(h)
All new developments shall meet any and all requirements of Blanco County for dedication of public right-of-way[.]
(i)
Prior to the acceptance of the street improvements by the City, the Director of Public Works or another designee of the City Secretary shall conduct at least one inspection of the street improvements. This inspection shall occur upon substantial completion of the street improvement. The applicant shall notify the City that an inspection is desired at least two (2) business days prior to the need for inspection. The applicant shall provide whatever reasonable assistance the City requests in order to make the inspection and shall be present at the time of inspection.
(4)
Dedication of Right-of-Way.
(a)
Where an existing or proposed thoroughfare is located alongside a proposed new development, the property owner shall dedicate and improve, as minimum, one-half (1/2) of the right-of-way necessary to meet the specification for the thoroughfare.
i.
The right-of-way must meet the specifications for the thoroughfare as contained in the Table 7.1 Street Requirements.
ii.
The City may require additional land and improvements for rights-of-way for adjacent thoroughfares where necessary to achieve adequacy of the road network and where such additional land and improvements are proportional to the traffic impacts generated by the proposed development, depending on factors such as the impact of the development on the thoroughfare, the timing of development in relation to need for the thoroughfare, and the likelihood that adjoining property will develop in a timely manner.
iii.
In the case of adjacent frontage or service roads for state and federally designated highways, the property owner shall dedicate sufficient right-of -way and make authorized improvements in order to provide an adequate road network to serve the development.
(b)
Where an existing thoroughfare that does not meet the City’s right-of-way or design standards abuts a proposed new development, the City may require the property owner to dedicate the right-of-way for a standard thoroughfare width, and to improve the street according to the dimensions and specifications in this Code, depending on factors such as the impact of the development on the thoroughfare, the timing of development in relation to need for the thoroughfare and the likelihood that adjoining property will develop in a timely manner.
(5)
Street Classification.
(a)
All streets shall be classified and defined as follows:
i.
Arterial:
The primary function of an arterial street is to carry high volumes of through traffic. Access is usually limited to intersections and major driveways. Arterial streets serve as a link between major activity centers within and between urban areas. (Minimum five thousand (5,000) trips per day)
ii.
Collector:
A street whose main purpose is to collect and direct traffic from local streets to arterial streets, to carry traffic between arterial streets or to provide access to abutting commercial or industrial properties or higher intensity residential land uses. (Approximately one thousand (1,000) to five thousand (5,000) trips per day)
iii.
Local Street:
A street whose primary function is to serve abutting land use and traffic within a neighborhood or limited residential district. A local street is generally not continuous through several districts. (Approximately two hundred (200) to one thousand (1,000) trips per day, maximum)
iv.
Alley:
A public or private vehicular roadway, designed for the special accommodation of the property it serves and not intended to be used for general public use. In no case shall dead-end alleys be permitted.
v.
Cul-de-sac:
A street which terminates in a vehicular turnaround.
vi.
Access Road:
A street which is parallel and adjacent to an arterial street. It is designed to provide access to abutting properties so that the properties are sheltered from the effects of the through traffic on the arterial street or so that the flow of traffic on the arterial street is not impeded by direct driveway access from abutting properties. When used as a private drive, it shall be referred to as a “private parallel driveway.”
(b)
Whenever a street continues an existing street that formerly terminated outside the subdivision or parcel, or it is anticipated that the street will be continued beyond the subdivision or parcel at the same time, the classification of the street will be based upon the street in its entirety, both within and outside of the subdivision or parcel.
(6)
General Street Layout.
(a)
The street system of a subdivision shall be coordinated with and extended directly to existing, proposed, and anticipated streets outside the subdivision or outside the portion of a single tract that is being divided into lots (herein referred to as surrounding streets).
i.
Collector streets shall intersect with or otherwise connect directly to surrounding collector or arterial streets at safe and convenient locations.
ii.
Collector and local streets shall connect with surrounding streets where necessary to permit the convenient movement of traffic through and between residential neighborhoods or to facilitate access to neighborhoods by emergency vehicles.
iii.
Street intersections shall be as close to ninety (90) degrees as possible, given due regard to terrain and topography. In no case will intersections at angles more acute then seventy (70) degrees be permitted.
iv.
Street jogs with centerline offsets of more than one hundred fifty feet (150') shall be avoided unless the City Engineer determines that no other practicable alternative exists.
(b)
Cul-de-sac Street.
i.
Unless approved by the City Engineer, cul-de-sacs shall not exceed one thousand feet (1000') in length, measured from the centerline of the intersecting roadway to the center of the turnaround.
ii.
An approved cul-de-sac shall have a circular turnaround based on the following standards:
1.
For single-family areas, a paved turnaround of at least fifty feet (50') in radius and a right-of-way of one hundred twenty feet (120') in diameter.
2.
For nonresidential and multifamily areas, a paved turnaround of at least sixty feet (60') in radius and a right-of-way of one hundred fifty feet (150') in diameter.
(c)
“Eyebrow” or “elbow” Street Corners.
i.
The minimum centerline radius for the eyebrow shall be fifty feet (50').
ii.
From the point of intersection of the centerlines of the street sections leading into the turn, the radius to the right-of-way shall be fifty feet (50') and the radius to the edge of pavement shall be forty feet (40').
iii.
The return radius of the eyebrow shall be twenty-five feet (25').
iv.
The interior angle of the eyebrow shall be between eighty (80) and one hundred (100) degrees.
(d)
Dead-End Streets.
i.
Whenever a dead-end street is proposed within a suburb and connections to anticipated or proposed surrounding streets are required by this Chapter, the street right-of-way line shall be extended and the street developed to the property line of the subdivided property or to the edge of the remaining underdeveloped portion of a single tract at the point where the connection to the anticipated or proposed street is expected to connect or continue.
ii.
A temporary turnaround is required for any dead-end street that exceeds two hundred feet (200') as measured from the centerline of the nearest intersecting street.
iii.
Notwithstanding the other provisions of this subsection, no temporary dead-end street in excess of six hundred feet (600') may be created unless no other practicable alternative is available.
iv.
If an existing dead-end street is proposed to be terminated rather than extended into a new development, the developer is responsible for creating a permanent Cul-de-sac at the end of that street.
(7)
Street Design Standards.
(a)
Arterial Streets.
i.
Right-of-way.
1.
Minimum right-of-way of one hundred and ten feet (110'), with four (4) paved lanes totaling fifty-four feet (54'). One and a half (1.5) foot concrete ribbon curb required outside of pavement width and a minimum four-foot (4') shoulder beyond the ribbon curb.
ii.
No parking is allowed on arterial roadway sections.
(b)
Collector Streets.
i.
Alternate standard:
Minimum right-of-way width of sixty feet (60') with two (2) paved lanes totaling thirty feet (30') face to face and standard six-inch (6") curb and gutter.
(c)
Local Streets.
i.
Minimum right-of-way width of fifty feet (50') with two (2) paved lanes totaling twenty-seven feet (27') face to face and standard six-inch (6") curb and gutter on one-half (1.5) [sic] ribbon curb.
ii.
For certain cul-de-sacs that only serve a small number of residences, a reduction in pavement width may be permitted by the City Secretary subject to approval by the Fire Marshal.
(d)
Alleys.
i.
Minimum right-of-way width sixteen feet (16') with one (1) paved lane totaling twelve feet (12'). No curb is required.
ii.
No parking is allowed on alleys although garages are allowed to be located off of alleys with provision for a parking area beyond right-of-way.
iii.
Driveway entrances shall be allowed on alleys.
iv.
No lots may front on alleys.
Table 7.1 Street Requirements | |||||
|---|---|---|---|---|---|
Street Type | Min. Right-of-way Width (ft)* | Minimum Pavement Width (ft)* | Sidewalk Required | Parking Allowed | Bikeway Requirement |
Arterial | 86 | 42 | Two sides | No | Bike Lane |
Collector | 60 | 42 | One sides | Two side | Bike Lane |
Local | 50 | 30 | Two side | Two side | Bike Lane |
Alley | 16 | 12 | No | No | No |
(e)
Streets in High Density Developments.
i.
The City Engineer may require that Streets and Rights-of-Way in areas developed for High Density, Duplex, or Multifamily residential use be three feet (3') wider to accommodate the increased demand for on-street parking.
ii.
As an alternative, the developer or landowner may install overflow parking in an amount equal to the square footage that would have otherwise been installed through increased pavement width.
iii.
This overflow parking must be located to conveniently serve the needs of residents and their guests. Depending on the arrangement of the residences, a distribution of overflow parking areas may be required.
(f)
Acceleration/Deceleration Lanes:
In cases where the City Secretary or their designee recommends to the City Council that a turn lane is needed to maintain the public safety or general welfare of the community, the Council may require that a turn lane be constructed in accordance with the following standards:
i.
All acceleration/deceleration lanes shall be eleven feet (11') wide.
ii.
An additional ten feet (10') of right-of-way shall be provided with acceleration/deceleration lanes.
iii.
The total length for all right [turn] lanes and deceleration lanes shall be calculated as follows:
1.
For roadways with posted speeds forty-five (45) miles per hour and faster, the length of the turn lane shall be: Total Length=11 x Posted Speed
2.
For roadways with posted speeds less than forty-five (45) miles per hour, the total length of the turn lane shall be: Total Length= (11 x Posted Speed) /60
3.
The City Engineer may, at his discretion reduce the requirement for Total Length of an acceleration or deceleration lane.
iv.
All acceleration/deceleration lanes shall be installed with a taper and storage area.
v.
A tangent section of no less than ten feet (10') shall be provided from the preceding driveway curb return to the transition of deceleration lane. This distance may be extended in nonresidential areas to facilitate the safe and efficient flow of traffic.
vi.
All acceleration/deceleration lanes constructed on or at intersections with state and federal roadways shall be designed in accordance with the requirements and specifications of the Texas Department of Transportation (TxDOT).
vii.
Turn and deceleration lanes shall be the responsibility of the developer and shall be paved to the standards of other City streets and roadways.
(8)
Street Construction Standards.
(a)
General Standards.
i.
All required street improvements shall comply with the street design specifications, as contained in the City of Blanco Transportation Criteria Manual by reference and included in this Code the same as if set out at length in this section. Where any provision of this Code conflicts with a provision or requirement of the City of Blanco Transportation Criteria Manual, the more stringent requirements shall control.
ii.
Right-of-way widths in excess of the street design specifications shall be required whenever, due to topography, additional width is necessary to provide adequate earth slopes.
(b)
Street Pavement.
i.
All dedicated streets within a new subdivision shall consist of a base and asphalt surface or reinforced concrete pavement. Streets shall be constructed in accordance with Section 3 “Pavement Design” of the City of Blanco Transportation Criteria Manual, with exceptions to criteria as specifically noted otherwise in the City’s Unified Development Code.
ii.
Pavement design standards for all streets shall meet or exceed the minimum requirements as shown in a geotechnical report, based on borings taken along the streets. The geotechnical report shall be prepared by an independent professional engineer with geotechnical engineering expertise licensed to practice in the State of Texas in strict conformance with current requirements as described in the City of Blanco Transportation Criteria Manual, utilizing the street classifications in this Code.
iii.
All built streets shall undergo a certified testing after construction to assure compliance with the geotechnical survey and pavement design. The results of this testing shall be submitted to the City in addition to any other required documents.
iv.
Alternative Surfaces: Alternative street pavement strips at intersections (crosswalks) and selected utility facility locations may be submitted for consideration to the City. Alternative pavement strips may consist of hand-laid paving blocks specifically designed for moderate-to-high speed traffic loadings and shall be segregated from adjoining pavement surfaces through the installation of a reinforced concrete ribbon. Maintenance of alternative street pavement shall be the responsibility of the developer, enforced by license agreement with the City.
v.
Curbs and Gutters may be required on streets within the subdivision along lines and grades specified by the City.
(c)
Street Curb Requirements.
i.
Except as otherwise provided in this Code, all streets shall be constructed with curb and gutter or ribbon curb and shall conform to the other requirements of this subsection.
ii.
Standard ninety (90) degree curb as specified by the City of Blanco Transportation Criteria Manual shall be used, except that ribbon curb shall be permitted on condition of meeting the minimum width and right-of-way requirements of this section.
iii.
Street pavement widths shall be measured from curb face to curb face where ninety (90) degree curb is used and from the outside edge of curb to outside edge of curb where ribbon curb is used. Roll-type curb may be substituted for ninety (90) degree curb. Pavement width on roll-type curb shall be measured form [from] center of curb face to center curb face.
iv.
Ribbon curb shall be one and one-half feet (1.5') wide concrete construction as specified in the City of Blanco Transportation Criteria Manual.
v.
Curb and gutter shall be standard six-inch (6") height concrete construction as specified in the City of Blanco Transportation Criteria Manual.
vi.
All new curb installations shall be required to smoothly transition with existing curb installations.
(d)
Relationship to topography.
i.
Street shall be logically related to the existing topographical conditions and shall conform as closely as practicable to the original topography.
ii.
Streets shall be designed to facilitate street drainage and storm water runoff and to minimize any adverse impacts of storm drainage on property downstream from the street.
iii.
Street grades shall be designed in accordance with the City of Blanco Transportation Criteria Manual. Under no circumstances will street grades or design speeds exceed those allowed in Table 7.2 without approval by City Engineer.
Table 7.2 Street Speed and Grade Requirements | ||
|---|---|---|
Street Type | Minimum Design Speed (MPH) | Maximum Street Grade |
Arterial | 50 | 7% |
Collector | 40 | 9% |
Local | 30 | 12% |
Local Side Street | 25 | 12% |
Alley | 15 | 10% |
Cul-de-sac | 25 | 12% |
Parkway | 45 | 10% |
Design Speed shall be at least five (5) mph greater than posted speed. | ||
(9)
Traffic Impact Analysis.
(a)
In order to ensure that development with the Blanco jurisdictional area is supported by an adequate roadway network and a rough proportionality is maintained between the traffic impacts created by a new development and requirements placed on the developer to dedicate and improve offsite, abutting and internal street rights-of-way to City standards, all new developments, improvements, or changes of use requiring the issuance of a permit from the City may also require a Traffic Impact Analysis (TIA).
(b)
Applicability.
i.
The regulations in this section apply to existing and future transportation networks associated with land development activities, within the City limits and within the City’s extraterritorial jurisdiction. Any application for subdivision approval or subdivision improvements, zoning or zoning change, or site development in accordance with this Code must comply with these standards.
ii.
As part of the approval process the Planning and Zoning Commission and the City Council shall determine, based upon the City Engineers recommendation, if a TIA is required for approval of a Concept Plan.
iii.
The threshold requirement for a TIA shall be a development or combination of developments that would result in trip generation of more than an average of fifteen hundred (1500) trips per day based upon the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual.
1.
If the proposed development does not exceed the threshold, a TIA waiver shall be noted on the TIA Determination Worksheet.
2.
If the TIA threshold is exceeded, the applicant shall be so advised on the TIA Determination Worksheet and referred to the City Secretary or his designee for consultation concerning the preparation of a TIA.
iv.
Phased Developments.
1.
When required an initial TIA shall be submitted with the preliminary plan. If the City Engineer determines that a follow-up TIA is needed the update TIA shall be submitted with each preliminary plan or future phase of a development submitted for approval and shall be generally consistent with the initial TIA. The initial TIA shall be updated whenever the preliminary plan or final plat is modified to authorize more intensive development.
2.
The initial TIA and updated TIAs shall consider the cumulative impacts of all future phases of the development and not segment the impacts into smaller amounts that would avoid identification of and participation in any needed capital improvements.
(c)
Study Scope.
When a TIA is required, the type and scope of the study shall be determined by the City Secretary. The City Secretary may involve representatives of or request assessments from other agencies, departments, and consultants. The elements to be determined during the scoping session shall include the following:
i.
Type of Study.
The possible types of reports include: a letter report, full TIA report or special report (e.g., sight distance survey). The TIA shall be certified by a registered professional engineer with a specialty in the field of transportation engineering.
ii.
Definition of Impact Area.
The points of access and key streets and intersections that may be affected by development of the subject tract constitute the impact area. Traffic recorder and turning movement assessment locations shall also be determined.
iii.
Period of Analysis.
Periods of analysis may include daily traffic, AM, PM or weekend peak hour.
iv.
Analysis Scenarios.
Scenarios for analysis shall include existing conditions, opening year conditions with and without development, and ten (10) years after opening with and without development, unless the City Secretary or their designee specifies a different scenario based on unusual circumstances. In the event that specific land uses for the development are not specified at the time of subdivision or plat application, the daily trip generation rate for the most intensive land use from the ITE Manual for the land use classification of the application shall be used to compute the estimated average daily trips.
v.
Growth Rate Assumption.
The rate of growth assumed in background traffic assumptions.
vi.
Pipeline Development.
Planned pipeline developments in the area that have been approved or are under review.
(d)
TIA Submittal.
i.
The TIA shall follow standard transportation engineering practices processes for determining trip generation and distribution including trip generation category, diversion assumptions, distribution assumptions, and the adequacy of the road network to serve the proposed development, and whether off-site road dedication and improvements should be made to mitigate the effects of the development proposed in the application. The data and methods used in the TIA shall be based upon the latest editions of ITE manuals.
ii.
Following approval of the TIA scope, a number of copies of the document shall be sent to the City Secretary.
iii.
If Blanco County and/or the Texas Department of Transportation roads are affected and they have reached agreement with the Developer then the developer shall submit a copy of the letter from Blanco County and/or the Texas Department of Transportation (TxDOT) that outlines any agreements between the developer and Blanco County and/or TxDOT for planned improvements to County and/or State roads abutting subdivisions or sites and the trigger for such improvements. The agreement must be submitted prior to Final Plat approval.
(e)
Traffic Study Elements.
i.
A letter report or special report shall only include those elements agreed upon by the City Secretary of City Designee and the developer.
ii.
A full TIA shall include the following elements:
1.
Existing Condition Survey.
2.
Street System Description: The street system shall be described including geometric features, lane usage, traffic control, signage, sight distances and adjacent uses and curb cuts.
3.
Traffic Volumes: Existing traffic volumes shall be provided for the impact area including both AADT (Average Annual Daily Traffic) and “Design” peak hour volumes. AADT may be derived from current counts of the City or TxDOT (if available) and peak hour volumes shall be based on field counts. Data shall be adjusted for daily and seasonal variations. Turning movement counts for the peak hour shall be provided for critical intersections. Peak hour periods shall be as determined at the scoping meeting.
4.
Capacity Analysis: Existing capacity of signalized and unsignalized intersections.
iii.
Other items may be required at the discretion of the City Secretary depending upon the type and scale of the project. These may include but are not limited to:
(f)
Mitigation Plan.
i.
The TIA shall identify the need and timing for transportation improvements, if any needed to maintain the same or higher level of service than exists prior to development during each phase of development.
ii.
Where the analysis indicates that the project will create transportation system deficiencies in the impact area, improvements shall be recommended which shall include projected cost estimates. Costs estimates shall include right-of-way acquisition, utility relocation, and transportation facility design and construction. All cost estimates shall be approved by the City Engineer or the City Secretary or his/her designee prior to acceptance of the TIA.
iii.
The design of improvements shall be in accordance with specifications of this Code and other standards as may be adopted by the City and, where appropriate, TxDOT. The mitigation plan shall also include provisions in the future for any dedications necessary to comply with the Minimum Road Standards described in this section.
iv.
A road improvement may be considered adequate for an application if the City Secretary determines that the required improvement is included[,] funded and approved in the City’s, County’s or State’s capital improvements plan for roads, provided that the applicant agrees to phase development to conform to the date of completion of such scheduled improvement.
v.
The section shall not be construed to prevent the City from requiring dedication of rights-of-way for such roads, or from assigning trips to such roads in a TIA in order to determine a development project’s proportionate costs of improvements.
(g)
Evaluation of TIA.
i.
The City shall evaluate the adequacy of the TIA prepared by the applicant. Based upon such evaluation, the City shall determine:
ii.
The City may condition the approval of the development application on one or more of the following acts by the applicant:
1.
Delay or phasing of development until thoroughfares with adequate capacity or intersection improvements are constructed;
2.
Reduction in the density or intensity of the proposed development sufficient to assure that the road network has adequate capacity to accommodate the additional traffic to be generated by the development;
3.
Dedication or construction of thoroughfares or traffic control improvements needed to mitigate the traffic impacts generated by the proposed development.
iii.
Where the final approval authority determines that a mitigation plan is not adequate to address the traffic impacts of the project, it may serve as a basis for denial of the permit or subdivision plat.
iv.
The application for which a TIA is being conducted shall not be approved until the City has received all required payments or is otherwise satisfied with the financial arrangements related to required transportation improvements.
(h)
Appeal of TIA Conditions.
i.
An applicant may appeal a disapproval or denied final action resulting, in full or in part, from a determination that the Mitigation Plan was insufficient.
1.
The appeal shall first be presented to the City Council and, if a satisfactory resolution is not attained, the City Council shall refer the appeals to the Board of Adjustment to consider the appeal and make a finding and recommendation of the City Council.
2.
The BOA recommendation shall be binding upon the City and the applicant as it pertains to the Mitigation Plan and the development for which the Mitigation Plan was prepared.
ii.
Basis for Appeal.
1.
The appeal shall allege and demonstrate that recommended conditions requiring dedication or construction of thoroughfares or traffic control improvements are not roughly proportional to the nature and extent of the traffic impacts on the road network created by the development being proposed.
2.
The appeal may also allege and demonstrate that the imposition of the conditions deprives the owner of the economically viable use of the land, or of a vested property right.
iii.
The appeal hearing body shall consider the appeal and determine whether the street or traffic control dedication and construction requirements are roughly proportional to the nature and extent of the impacts on the road network created by the development proposed. If the petition also alleges that the proposed dedication or construction requirements constitute a deprivation of economically viable use or of a vested property right, the hearing body also shall consider such issues.
iv.
Following such determinations, the appeal hearing body may take any of the following actions regarding the road adequacy portion of the appeal only:
1.
Deny the appeal, upon determining that the required dedications of rights-of-way for or improvements to thoroughfares or traffic control improvements are roughly proportional to the nature and extent of the impacts created by the development, and order that such dedication or improvements be made as a condition of approval of the subdivision or site development application.
2.
Deny the appeal, finding that the dedication or improvement requirements are inadequate to achieve road adequacy, and either deny the subdivision or site development application or require that additional dedications of rights-of-way dedication for or improvements to thoroughfares, or traffic control improvements, be made as a condition of approval of the application.
3.
Grant the appeal and waive in whole or in part any dedication or construction requirement that is not roughly proportional; or
4.
Grant the appeal, and direct that the City participate in the cost of acquiring rights-of-way or constructing improvements sufficient to achieve proportionality.
(10)
Fire Access.
(a)
Fire apparatus access lanes shall be provided for every facility, building or portion of a building hereafter constructed when any portion of the facility or any portion of an exterior wall of the first story of the building is located more than one hundred fifty feet (150') from fire apparatus access as measured by an approved route around the exterior of the building.
i.
More than one fire apparatus lane shall be provided when it is determined by the Fire Marshal that access by a single road might be impaired by vehicle congestion, condition of terrain, climatic conditions or other factors that could limit access.
ii.
Fire apparatus access lanes between aisles of parking or under porte-cocheres not providing direct access to fire apparatus need to designate as fire lanes.
iii.
Existing improved sites shall be reviewed by the Fire Marshal and compliance with this subsection shall be met to the greatest extent possible.
(b)
Alternative Fire Prevention measures.
i.
When fire lanes cannot be installed due to building location on property, topography, waterways, non-negotiable grades or other similar conditions, the Fire Marshal is authorized to require additional fire protection measures.
ii.
When access to or within a structure or an area is unduly difficult because of secured openings or where immediate access is necessary for life-saving or firefighting purposes, the Fire Marshal is authorized to require a key box to be installed in an accessible location. The key box shall be of a type approved by the Fire Marshal and shall contain keys to gain necessary access as required by the Fire Marshal.
(c)
Specifications.
i.
Fire apparatus access lanes shall have an unobstructed width of not less than fifteen feet (15') and an unobstructed vertical clearance of not less than fifteen feet (15').
ii.
Vertical clearances or widths shall be increased when, in the opinion of the Fire Marshal, vertical clearances or widths are not adequate to provide fire apparatus access.
iii.
Fire apparatus access lines shall be designed and maintained to support the imposed loads of fire apparatus eighty thousand pounds (80,000 lbs. gross vehicle weight) and shall be provided with a surface so as to provide all-weather driving capabilities.
iv.
Fire access lanes shall have a minimum twenty foot (20') inside and forty foot (40') outside corner radius.
v.
Dead-end fire apparatus access lanes in excess of one hundred fifty feet (150') in length shall be provided with approved provisions for the turning around of fire apparatus. The turning radii and configuration shall be approved by the Fire Marshal.
vi.
Fire apparatus access lanes shall be designated as tow-away zones, clearly identified, properly marked and maintained to prevent obstruction by parking or any other obstruction.
1.
The Fire Marshal shall give notice of the designation to the owner of the property, directing the owner to cause, at the expense of the owner, markings to be painted on any areas designated as the fire lane.
2.
The markings must be red with white stenciling reading “FIRE LANE” in lettering at least three inches (3") in height. The stenciling shall be at intervals of thirty-five feet (35') or less.
3.
In addition, the owner shall cause signs to be posted at both ends of a fire lane and at intervals of fifty feet (50') or less.
4.
Alternative marking of fire lanes may be approved by the Fire Marshal provided fire lanes are clearly identified at both ends and at intervals not to exceed thirty-five feet (35').
(d)
Responsibilities.
i.
All onsite improvements and facilities needed to provide emergency service and firefighting capability for new developments shall be provided by the developer.
ii.
The designation of fire lanes does not make the City responsible for the maintenance of the fire lanes on private property. The owner of the property continues to be responsible for the maintenance of the area. The official record of the designation and location of the fire lanes shall be kept in the office of the Fire Marshal.
iii.
Developers shall obtain design criteria and plan approvals from the City of Blanco and the Blanco County Emergency Service District and provide evidence of such approval in advance of seeking final plat or site development permit approval. All standards and requirements of the Blanco County Fire Prevention District shall be met.
(11)
Private Streets.
(a)
All private streets shall conform to the same standards as set out herein for public streets.
(b)
Private streets shall not be included to meet minimum lot sizes.
(c)
Speed limits for private streets shall be set according to the American Association of State Highway and Transportation Officials (AASHTO) standards.
(d)
Utilities installed in public rights-of-way or along private roads shall conform to the requirements set forth in this Code and the City of Blanco Construction Standards Manual.
(f)
Any lot that is using a private street or private access easement for access must show evidence that the private street or private access easement will be maintained to ensure continued access.
(12)
Other Street Design Requirements.
(a)
Street Marking:
Street marking shall be applied by the subdivide in compliance with requirements set forth in the City of Blanco Transportation Criteria Manual and the most recent edition of the Texas Manual on Uniform Traffic Control Devices.
(b)
Street Names:
Names of new streets shall not duplicate or cause confusion with the name of existing streets, unless the new streets are a continuation of or in alignment with existing streets, in which case the names of the existing streets shall be used. Street names shall be compatible with the Blanco County 911 service.
(c)
Street Signs:
Street signs shall be installed by the subdivider at all intersections within or abutting the subdivision in accordance with the City of Blanco Transportation Criteria Manual and the most recent edition of the Texas Manual on Uniform Traffic Control Devices.
(d)
Street Crosswalks.
i.
Crosswalk right-of-way’s a minimum of four feet (4') in width shall be dedicated where deemed necessary by the City Council as recommended by the Planning and Zoning Commission to provide safe and convenient circulation or access to: schools, parks and playgrounds, commercial centers, shopping centers, parking lots, and transportation and other community facilities, or to provide safe and convenient pedestrian circulation within a subdivision.
ii.
Crosswalk ways shall be clearly marked with pavement marking in compliance with the requirements set forth in the City of Blanco Transportation Criteria Manual.
iii.
City Council may require the subdivider or site developer to dedicate a crosswalk way with a width of greater than four feet (4') and/or provide alternative crosswalk surfacing if it is deemed necessary for pedestrian safety and convenience.
(e)
Street Lights:
Street lights shall be installed by the subdivider or site developer at major street intersections within the subdivision or site development and at major intersections on the boundaries of the subdivision in accordance with the requirements set forth in this Code, Section 5.12 Lighting, as deemed appropriate by the City Council.
(f)
Streetscape.
i.
Streetscape designs shall meet all safety and visibility requirements found within the Code and the technical criteria manuals used by the City of Blanco, as well as any applicable Texas Department of Transportation requirements.
ii.
Along all arterials and freeways at least one (1) canopy tree for every forty feet (40') of frontage shall be installed.
1.
One existing tree may be substituted for each new tree provided the existing tree is in good health and form.
2.
New trees should be planted within five feet (5') of the front lot line along the street and in line with other trees but not in conflict with utilities.
3.
The City Secretary or her designee may permit additional minor setbacks or other adjustment to the planting strip to accommodate future right-of-way expansion, sidewalks, and utility lines.
iii.
Parking areas adjacent to a public right-of-way shall be screened from any existing or potential buildings on adjoining property if parking is located between a building and a street right-of-way.
(Ordinance adopted 11/10/20)
§ 7.3 Parking.
(1)
Purpose and Intent.
(a)
The purpose of this section is to ensure adequate parking facility design and construction in the City of Blanco to improve pedestrian and vehicular mobility and safety.
i.
All vehicular use areas in any site development shall be designed to be safe, efficient, convenient and attractive, considering use by all modes of transportation that will access the site including, without limitation, cars, trucks, buses, bicycles, pedestrian, and emergency vehicles.
ii.
All parking lots and other facilities shall be designed with the pedestrian user in mind to ensure safe and comfortable pedestrian mobility.
(2)
General Parking Requirements.
(a)
Off-street parking and loading space requirements shall be provided in accordance with the requirements set forth in Table 7.3.
i.
When at [a] fractional number of spaces are calculated, the required number of parking spaces shall be the next whole number.
ii.
Parking in the Downtown Historic District will coordinate with the City Secretary to allow for off-site parking or fee in lieu of parking provision.
iii.
Parking requirements for uses not specifically listed in this Chapter shall be the same as required for a similar use.
iv.
The minimum number of parking spaces or loading zones required may be altered by the City Engineer to assure adequate parking and loading. However, the applicant must remain compliant with all applicable ADA requirements and maintain safe and convenient access for vehicles and pedestrians.
Table 7.3 Parking Space Requirements | ||
|---|---|---|
USE | MINIMUM PARKING | MINIMUM LOADING SPACE (SEE TABLE 7.5 [7.6]) |
Offices and Office Buildings (Unless Otherwise Noted) | 3.33 Spaces per 1,000 sq. ft. gross floor area | Small Loading Zones only |
Restaurants Full Service (excluding fast food), Bar | 1 space per 3 seats plus 2 spaces per 3 employees on the maximum shift | Small Loading Zone only |
Restaurants-Fast Food | 1 space per 2 seats plus 2 spaces per 3 employees on the maximum shift | Small Loading Zone only |
Commercial Service Facilities, Retail Sales Uses and convenience stores with gas facilities | 2 spaces per 1,000 sq. ft. gross floor area | Small Loading Zone only |
Food Markets (5,000 sq. ft. Gross Floor Area and over) and Department Stores | 6.5 Spaces per 1,000 sq. ft. gross floor area | Large Loading Zones only |
Hotels and Motels | 1 space per sleeping unit, 2 spaces per 3 employees on the maximum shift, plus 1 space per vehicle regularly used in the operation of the use or stored on the premises | None |
Bed and Breakfast | 1 space per sleeping unit plus 1 space per 2 employees on the maximum shift | None |
Medical and Dental Offices and Clinics | 4.5 spaces per 1,000 sq. ft. floor area, or 4 spaces per doctor plus 1 space for every additional employee, whichever is greater | Small Loading Zone only |
Veterinary Clinics and Animal Hospitals | 4 spaces per doctor plus 1 space per additional employee | None |
Child Day Care Center and Nurseries | 2 spaces plus 1 space per employee on the maximum shift; a paved unobstructed pick-up area with adequate stacking area (waiting area) as determined by the City Engineer to accommodate waiting vehicles without impeding unassociated vehicular and pedestrian traffic | None |
Equipment Sales, Service, Rental, and Repair | 3.33 Spaces per 1,000 sq. ft. gross floor area | Large Loading Zones only |
Gasoline/Service Station/Auto Repair (Not Including Convenience Store) | 10 Spaces | None |
Community Centers and Private, Non-Profit Recreation Centers, including Gymnasiums and Indoor Swimming Pools | 3.33 Spaces per 1,000 sq. ft. gross floor area | None |
Outdoor Swimming Pools | 1.0 space per employee | None |
Manufacturing and Fabrication, Warehousing, Wholesaling | 2 spaces per 3 employees on the maximum shift, plus 1 space per vehicle regularly used in the operation of the use or stored on the premises | Large Loading Zones only |
Fire Stations | 1 space per volunteer on the maximum shift | None |
Hospitals | 1 space per 3 beds, plus 1 space per staff doctor and employee on the maximum shift | Small Loading Zones only |
Nursing Homes | 1 space per 5 beds, 1 space per independent-care unit, plus 1 space per employee on the maximum shift | Small Loading Zone only |
Civic Buildings | 2 spaces per 3 employees on the maximum shift plus, 1 space per vehicle regularly used in the operation of the use or stored on the premises | None |
Postal Facility | 2 spaces per 3 employees on the maximum shift plus, 2% of population of City [plus] 1 space per vehicle regularly used in the operation of the use or stored on the premises | Large Loading Zone only |
Research Laboratories and Facilities | 3.33 Spaces per 1,000 sq. ft. gross floor area | Small Loading Zones only |
High School, Middle, and Elementary | 1 per fifteen students | Large Loading Zone |
(b)
Required off-street parking spaces shall be located on the same lot or premises as the building or use for which they are required unless:[1]
i.
Such spaces are provided collectively by two (2) or more buildings or uses on adjacent lots in a single parking area located within the boundaries of those adjacent lots, and the total number of parking spaces supplied collectively is equal to the number of spaces required in this Section for each use considered separately, or
ii.
An alternative location is approved by the City Secretary.
[1]
Editor’s note–This and subsequent subsections renumbered for sequence.
(c)
Unobstructed vehicular access to and from a public street shall be provided for all off-street parking spaces. Vehicular access shall be provided in such manner as to protect the safety of persons using such access or traveling in the public street from which such access is obtained.
(d)
Parking facilities will be designed to prevent vehicle encroachment into public walkways and sidewalks.
(e)
All open, off-street parking and vehicular use areas shall be surfaced with asphalt, concrete or other material in conformance with the specifications of this Code.
(f)
The property owner shall be responsible for maintaining any vehicular use area in good condition and free of refuse, debris, and vehicles that have not been driven for two weeks, or longer, and all landscaping in a healthy and growing condition, replacing it when necessary as specified in the approved site development permit.
(3)
Parking Lot Design and Layout.
(a)
Future Development:
Parking lots shall be laid out to continue the street/block pattern of the area so that the lots can easily be redeveloped with buildings consistent with the design of the surrounding development.
(b)
Size and Scale.
i.
Large surface parking lots shall be visually and functionally segmented into several smaller lots by landscaped areas.
ii.
Each lot shall contain a maximum of fifty (50) parking spaces, unless the developer designs and constructs a parking lot system that exceeds the minimum landscaping area and stocking requirements for parking lots as specified in Section 7.3(4) of this Code by at least two percent (2%) for each additional fifty (50) parking spaces per parking lot or proportion thereof, up to maximum of two hundred (200) parking spaces per parking lot.
(c)
Circulation Routes.
i.
Parking lots shall provide well-defined circulation routes for vehicles, bicycles and pedestrians.
ii.
All parking spaces shall open directly upon an aisle or driveway with such width and design to provide safe and efficient access and egress for the vehicle.
iii.
To the maximum extent feasible, pedestrians and vehicles shall be separated through provision of a separate sidewalk or walkway for pedestrians. Where complete separation of pedestrian[s] and vehicles is not feasible, potential hazards shall be minimized by using landscaping, bollards, special paving, lighting, and other similar means to clearly delineate pedestrian areas.
iv.
To the maximum extent feasible, landscaped islands with raised curbs or islands designed to induce infiltration of storm runoff shall be used to define parking lot entrances, the ends of all parking aisles, the location and pattern of primary internal access drives, and to provide pedestrian refuge areas and walkways.
v.
All parking spaces shall open directly upon an aisle or driveway with such width and design to provide safe and efficient access and egress for the vehicle.
(d)
Setbacks.
i.
All parking stalls, loading spaces, and internal drives, excepting entrance and exit drives, shall be located within the side or front setback lines required by the zoning district in which the parking facility is located.
ii.
Up to fifty percent (50%) or rear setback area may, with City Council approval, be used for parking and circulation provided the enhanced buffering as described in Section 5.11(3) [sic] of this Code is installed per the requirements.
(e)
Driveways.
i.
Driveway entrances and exits shall be set back at least thirty-five feet (35') from the point of tangency of the curb at any intersecting street.
ii.
Driveway entrances and exits shall be at roadway grade level where the driveway intersects the City’s right-of-way except as otherwise approved by the City engineer.
iii.
Parking plans may be refused where it is necessary to back a vehicle into a heavily traveled street.
iv.
Each entrance and exit shall be constructed and maintained so that any vehicle entering or exiting the facility shall be clearly visible at a distance of not less than ten feet (10') to any person approaching said entrance on any pedestrian path or walk.
(f)
Parking Space Dimension Requirements.
i.
Required off-street parking spaces shall be at least nine- and one-half feet wide (9.5') and eighteen and one-half feet (18.5') long.
ii.
Each space shall have a vertical clearance of at least seven and one-half feet (7.5').
iii.
Parallel Parking Stalls shall have a minimum length of twenty-two feet (22').
iv.
Drive aisles in an off-street parking area with access to angled parking shall comply with the width requirements found in Table 7.4
v.
Two-way drive aisles in an off-street parking area must be twenty-four feet (24') in width.
Table 7.4 Drive Aisle Requirements | |
|---|---|
Parking Stall Angle (degree deflection) | Minimum Aisle Width (feet) |
90 | 24 |
5 [sic] | 22 |
60 | 22 |
45 (or less) | 22 |
(g)
Surface Requirements.
i.
All open, off-street parking, and vehicular use areas shall be paved with bituminous or Portland cement binder so as to provide a permanent, durable and dustless surface and shall be so graded and drained as to dispose of all water within the area. Such paving and draining of waters shall be done in accordance with the specifications of this Code.
ii.
If required, adequate culverts shall be provided under driveway entrances to prevent obstruction of drainage ways and to comply with the drainage criteria set forth in this Chapter.
iii.
Alternative dust-free parking surfaces including, but not limited to, gravel, stone, brick, and paving blocks may be used upon condition of prior approval of the City Engineer.
iv.
Parking of any vehicle in the front yard of a single-family or two-family dwelling lot shall be prohibited unless such vehicle is parked on an improved area having a surface of asphalt, concrete, rock, gravel or other similar inorganic material, and such improved area has a permanent border.
(h)
Sign Requirements.
i.
Standard traffic control signs and devices shall be used to direct traffic where necessary within a parking lot.
ii.
No signs shall be located on any parking lot except behind the setback lines established for the zoning district in which the parking facility is located, or at facility entrances and exits.
(i)
Lighting Requirements.
i.
Light fixtures provided for any off-street parking area adjacent to a residential use or residentially zoned lot shall shield the source of light from sight and prevent the spillover of direct light onto the residential use, while still providing security to motorists, pedestrians and bicyclists. See Section 5.12 of this Code for lighting standards.
(4)
Parking Lot Screening and Landscaping Design.
(a)
Landscaping in parking lots shall meet all requirements for safety and visibility found within this Code and the technical criteria manuals used by the City of Blanco, as specified in other sections of this Code.
(b)
The landscaped areas within parking lots shall comply with the following requirements:
i.
Each landscaped area shall measure at least one (1) parking space in size, with no single area less than fifty square feet (50') in area.
ii.
Landscaped areas shall be located to define parking areas and to assist in clarifying appropriate circulation patterns.
iii.
Twenty-five percent (25%) of the total landscape requirement may be located within the landscaped edge of the parking lot.
iv.
When calculation [calculating] the tree requirement, any remaining fraction of a tree requirement greater than or equal to fifty percent (50%) constitute[s] one (1) tree; any remaining fraction less than fifty percent (50%) does not require an additional tree.
v.
All newly planted trees shall be planted in a previous [pervious] area no less four feet (4') wide in any direction.
vi.
All newly planted trees shall be at least two (2) inches diameter measured four feet (4') above ground level.
(c)
Parking lot landscape and tree requirements are based on the amount of parking located on various sides of the building, as follows:
i.
Front:
1.
The landscaped area within the parking lot shall be at least ten percent (10%) of that portion of the parking lot and circulation area that is located between the front façade building line and the primary right-of-way property line.
2.
The landscaped area within these parking lots shall contain at least one two-inch (2') caliper shade tree per twelve (12) parking space[s].
ii.
Side:
1.
At least six percent (6%) of that portion of the parking lot and circulation area located between the building and a secondary right-of-way property line shall be landscaped.
2.
The landscaped areas within these parking lots shall contain one shade tree per twenty (20) parking spaces[.] ****Primary right-of-way shall be considered the road with the most traffic. In the event that traffic is equal on both right-of-way property lines, both roads shall be considered primary.
iii.
Side (without right-of-way):
iv.
Rear:
There is no requirement to landscape the parking and circulation area located between the rear façade building line and the rear property line.
(5)
On-street Parking.
(a)
On-street parking shall be allowed subject to approval from City Council for all streets except those classified as Alley and Arterial.
(b)
On-street parking may not occupy designated bicycle lanes.
(c)
All on-street parallel parking spaces shall have a minimum length of twenty-two feet (22').
(d)
See Section 7.2(7)e High Density Streets for further requirements regarding on-street parking.
(6)
Shared Parking.
(a)
Where parking spaces are used jointly by two (2) or more buildings or establishments, the required space may be located not to exceed three hundred feet (300') from a building in a commercial or office district, and not to exceed five hundred feet (500') from any other nonresidential building.
(b)
Shared parking may be applied when land uses have different parking demand patterns and are able to use the same parking spaces at different times of the day.
(c)
Shared parking must be approved by the City Secretary.
(7)
Accessible Parking Design (ADA compliance).
(a)
Applicability.
i.
Any time an off-street parking facility is striped or re-striped, it shall, at a minimum, comply with the ADA Standards contained within this code as well as any further requirements not explicitly contained herein.
ii.
Further information may be obtained from the U.S. Department of Justice, Civil Rights Division, and Disability Rights Section. Information may also be obtained by visiting the website www.ada.gov.
(b)
ADA Parking Space Design Standards.
i.
Parking facilities shall have the required number of van-accessible and car-accessible parking spaces according to the size of the parking lot as detailed in Table 7.5 Minimum Number of Accessible Parking Spaces.
Table 7.5 Minimum Number of Accessible Parking Spaces | |||
|---|---|---|---|
Total Number of Parking Spaces Provided (per lot) | Total Minimum Number of Accessible Parking Spaces | Van-Accessible Parking Spaces: min. 96" wide aisle | Accessible Parking Spaces: min. 60" wide aisle |
1 to 25 | 1 | 1 | 0 |
26 to 50 | 2 | 1 | 1 |
21 [51] to 75 | 3 | 1 | 2 |
76 to 100 | 4 | 1 | 3 |
101 to 150 | 5 | 1 | 4 |
151 to 200 | 6 | 1 | 5 |
201 to 300 | 7 | 1 | 6 |
301 to 400 | 8 | 1 | 7 |
401 to 500 | 9 | 2 | 7 |
501 to 1000 | 2% of total parking provided in each lot | One of every 8 accessible spaces | Seven of every 8 accessible spaces |
1001 and over | 20 plus 1 for each 100-over 1000 | One of every 8 accessible spaces | Seven of every 8 accessible spaces |
iii.
In addition to the above requirement for Car-Accessible parking spaces, Van Accessible parking spaces shall:
1.
Have a minimum ninety-six inch (96") wide access aisle to accommodate a wheelchair lift,
2.
Have a vertical clearance of at least ninety-eight inches (98") to accommodate van height at the van parking space, the adjacent access aisle, and on the vehicular route to and from the van accessible space, and
3.
Have an additional sign that identifies the parking space(s) as “Van-Accessible.”
(c)
ADA Parking Space Location.
i.
Accessible parking spaces must be located on the shortest accessible route of travel to an accessible facility entrance.
ii.
Where buildings have multiple accessible entrances with adjacent parking, the accessible parking spaces must be dispersed and located closest to the accessible entrances.
1.
Accessible spaces may be clustered in one (1) or more lots if equivalent or greater accessibility is provided in terms of distance from the accessible entrance, parking fees, and convenience.
2.
Van-accessible parking spaces located in multi-story parking garages may be clustered on one floor to accommodate the minimum height requirements.
iii.
When accessible parking spaces are added in an existing parking lot, the accessible spaces must be located on the most level ground in closest proximity to the accessible entrance.
iv.
An accessible route must be provided from the accessible parking to the accessible entrance. Accessible routes shall:
(8)
Loading Zones.
(a)
All development shall provide loading zones and service areas adequately sized to accommodate the types of vehicles that use them. Such loading zones and service areas shall be indicated on the development plan.
(b)
Loading space requirements shall be calculated according to either [sic] Table 7.6 for each use found in Table 7.3.
i.
Large Loading Zones, sized to accommodate larger delivery and service vehicles, shall be ten feet (10') wide by fifty feet (50') long.
ii.
Small Loading Zones, sized to accommodate smaller delivery and service vehicles, shall be ten feet (10') wide by twenty-five feet (25') long.
iii.
In certain cases where a use has a Gross Floor Area over twenty-five thousand feet (25,000'), the installation of both small and large loading zones may be required.
(c)
All loading spaces shall be screened from view in accordance with the requirements for parking areas in this Code.
Table 7.6 Loading Zones | ||
|---|---|---|
Gross Floor Area (Square Feet) | Minimum Number of Loading Spaces | |
Small Loading Zone | Large Loading Zone | |
2,000-5,000 | 1 | |
5,000-10,000 | 1 | 1 |
10,000-25,000 | 2 | 1 |
25,000-60,000 | 2 | 2 |
60,000-100,000 | 2 | 3 |
100,000-150,000 | 2 | 4 |
Each additional 100,000 | 1 additional | 2 additional |
(9)
Fire Lanes.
The requirement for Fire Lanes and the enforcement of restrictions as related to Fire Lanes established in this section are designed to ensure adequate access to commercial office, multifamily, and other facilities by fire-fighting and other emergency vehicles.
(a)
Any off-street parking facility required to have five or more parking spaces, constructed or significantly altered subsequent to the effective date of this Code, shall be required to have a fire lane.
(b)
Whenever a person or entity applies for a site development, building, or construction permit, significantly improves a building, or applies for a change of use that would necessitate the provision of a fire lane according to the terms of this Chapter, said person or entity shall include in all plans and specifications submitted to the City the location and dimensions of the proposed fire lanes required by this Chapter.
(c)
A fire lane may be provided in an off-loading roadway area on the subject property in lieu of providing the fire lane in a parking facility if the City Council determines, at its discretion, that the alternate fire lane provides adequate access for emergency vehicles to structures on the subject property.
(d)
All required fire lanes shall be delineated by a red stripe on the pavement marking the outside boundaries of the fire lane. In addition, signs shall be conspicuously placed along the curb nearest the fire lane indicating the existence of the fire lane and indicating that parking therein is prohibited.
(e)
Any proposed fire lane less than twenty feet (20') shall be subject to approval by the City Council with recommendation by the City Engineer and/or Fire Marshal.
(f)
Variances: Under certain circumstances, a fire lane may prove impracticable. The Planning and Zoning Commission and the City Council may authorize a variance from the requirements of this section when, in its opinion, undue hardship will result from requiring strict compliance.
i.
In such case, the individual or entity requesting a variance must provide a detailed plan indicating
ii.
Provisions for adequate alternate emergency vehicle access to the subject property.
iii.
Any alternate emergency vehicle access plan must be reviewed by the City Engineer and Fire Marshal for adequacy.
(10)
Maintenance of Parking Areas:
The property owner shall be responsible for maintaining any vehicular use area in good condition and free of refuse, debris, and vehicles that have not been driven for two (2) weeks or longer, and all landscaping in a healthy and growing condition, replacing it when necessary as specified in the approved site development permit.
(Ordinance adopted 11/10/20)
§ 7.4 Driveway Design and Construction Requirements.
(1)
General Standards.
(a)
Driveways shall be designed and constructed so that:
i.
Vehicles can enter and exit from the lot in question without posing any substantial danger to themselves, pedestrians, or vehicles traveling in abutting streets.
ii.
Interference with the free and convenient flow of traffic, pedestrian and vehicular, is minimized.
iii.
Stormwater runoff into public streets and standing water is minimized. The installation of drainage culverts may be required to provide adequate drainage and storm water flow.
iv.
The lowest grade possible is used, necessitating, in some cases, switchback type designs. In no case shall a grade of more than fifteen percent (15%) be permitted.
(b)
Driveway Location.
i.
No driveway shall be constructed within one hundred feet (100') of a signalized intersection or within thirty feet (30') of the curb return of a street intersection or within thirty feet (30') of the radius of the edge of pavement or traveled street at an intersection on a curve.
ii.
Whenever a subdivision that involves the creation of one or more new streets borders on or contains an existing or proposed arterial street, no direct driveway access may be provided from the lots within this subdivision to the arterial.
(c)
Driveway Construction.
i.
All driveway entrances and other openings onto streets within the City’s jurisdiction shall be constructed in accordance with the requirements of the City of Blanco Transportation Criteria Manual, this section, and Section 7.3 of this Code.
ii.
Fire apparatus access lanes shall be designed and maintained to support the imposed loads for fire apparatus (80,000 lbs. gross vehicle weight) and shall be provided with a surface so as to provide all-weather driving capabilities.
(2)
Single-Family Residential Driveway Standards.
(a)
Driveway Location.
i.
No residential driveways shall front onto an arterial.
ii.
Common driveways.
1.
Common, or shared, driveways are encouraged and may be approved provided a permanent access easement has been granted to each property owner to use the portion of driveway on the other lot.
2.
Common driveways shall be a minimum width of fifteen feet (15'). Common drives serving three or more residences shall be approved by the City Secretary.
(b)
Driveway Construction.
i.
Driveway pavement width on the public right-of-way for single-family residences shall be a minimum of twelve feet (12') with a maximum of thirty feet (30'). Fifteen feet (15') is recommended.
ii.
Driveways shall be constructed using reinforced Portland concrete pavement of at least four inches (4") in depth and shall obtain a minimum compressive strength of two thousand five hundred pounds (2,500 lbs.) per square inch in twenty-eight (28) days.
iii.
Alternative pavement strips may be submitted for consideration to the City. Alternative decorative pavement strips may consist of a dust-free, well-draining surface including gravel or other crushed stone material, or hand-laid paving blocks. Maintenance of alternative pavement shall be the responsibility of the developer, enforced by maintenance agreement with the City.
(3)
Nonresidential and Multifamily Driveway Standards.
.
(a)
Driveway Location.
i.
A minimum spacing between driveways of one hundred feet (100') is required.
ii.
Driveway shall not be located within the minimum side setback required for the zoning district and land use where the driveway is located unless approved by City Secretary.
iii.
Driveways from arterials and residential or commercial collectors shall either line up with or be offset from opposing driveways sixty feet (60') from driveway edge to driveway edge. Requirements do not apply to parkways with medians and arterials with continuous center turning lanes.
iv.
Nonresidential and multifamily driveways serving more than eight (8) residences are not permitted to access local residential streets.
v.
Connecting drive aisles between adjacent properties are encouraged and may, in certain circumstances, be required by the City as a condition of approval.
(b)
Driveway Construction.
ii.
Nonresidential and multifamily drive aisles, except for townhomes, inside the property line shall be constructed according to one of the following standards:
1.
Asphalted Surface Types: Hot mix asphalt concrete pavement, or an approved equal, laid at the rate of one hundred fifty pounds (150 lbs.) per square yards, providing a pavement of two inches (2") depth with a minimum of eight inches (8") compacted flexible base; or
2.
Reinforced Portland Concrete: Reinforced Portland concrete pavement of six inches (6") in depth and shall attain a minimum compressive strength of three thousand pounds (3,000 lbs.) per square inch in twenty-eight (28) days.
iii.
Townhouse drive aisles shall be reinforced Portland concrete. Alternative decorative surfaces, as described below, may be permitted by the City Secretary.
iv.
Alternative Decorative Surfaces:
1.
Alternative decorative pavement strips may be submitted for consideration to the City.
2.
Alternative decorative pavement strips may consist of hand-laid paving blocks specifically designed for moderate-to-high speed traffic loadings and shall be segregated from adjoining pavement surfaces through the installation of a reinforced concrete ribbon.
3.
Maintenance of alternative pavement shall be the responsibility of the developer, enforced by maintenance agreement with the City.
(Ordinance adopted 11/10/20)
§ 7.5 Sidewalk and Bikeway Design and Construction Requirements.
(1)
Sidewalk Design Standards.
(a)
In order to facilitate pedestrian access from the streets to schools, parks, playgrounds, open space corridors, commercial and retail centers, or other nearby streets, the City Secretary may require that sidewalks be installed along certain streets.
(b)
To the maximum extent feasible, pedestrians shall be separated from vehicles and bicycles. Where complete separation of pedestrians and vehicles and bicycles is not possible, potential hazards shall be minimized by the use of techniques such as special paving, grade separation, pavement marking, signs or striping, bollards, median refuge areas, traffic calming features, landscaping, lighting, or other means to clearly delineate pedestrian areas, for both day and night use.
(c)
Whenever curb and gutter construction is used on public streets, wheelchair ramps for the handicapped shall be provided at intersections and other major points of pedestrian flow. Wheelchair ramps and depressed curbs shall be constructed in accordance with the requirements of the City of Blanco Transportation Criteria Manual.
(d)
Whenever the Planning and Zoning Commission and City Council finds that a development requires a means of pedestrian access from that development to schools, parks, playgrounds, or other roads or facilities and that such access is not conveniently and safely provided by sidewalks adjacent to streets, the developer may be required to reserve an unobstructed easement of at least ten feet (10') in width to provide such access.
(2)
Sidewalk Construction Standards.
(a)
Sidewalks shall be constructed in accordance to the specifications set forth in the City of Blanco Transportation Criteria Manual.
(b)
The sidewalks required by this section shall be at least four feet (4') in width or wider as specified elsewhere in this Code.
(c)
Sidewalks six feet (6') wide shall be installed along both sides of all arterials and collectors and on pedestrian paths as may be required under Chapter 5 of this Code, except as noted otherwise.
(d)
Sidewalks shall not immediately abut streets and shall be separated from the street surfaces to the maximum extent possible allowing for right-of-way width, shoulders, drainage ways, etc. Sidewalks shall be separated from the surfaces by a minimum of four feet (4') unless otherwise approved by the City Secretary.
(e)
The City Secretary may recommend, and the City Council may permit the installation of walkways constructed with other suitable materials when it concludes that:
i.
Such walkways would serve the residents of the development as adequately as concrete sidewalks; and
ii.
Such walkways would be more environmentally desirable or more in keeping with the overall design of the development[.]
iii.
Provisions for permanent maintenance of the sidewalk have been satisfied.
(3)
Pedestrian Paths.
(a)
Pedestrian paths may be required to be constructed through the midsection of long residential blocks. Such paths shall be designed to provide continuous access through the neighborhood by connecting to and aligning with similarly situated pedestrian paths on adjoining blocks and by connecting with sidewalks along the block face.
(b)
Pedestrian Path Construction.
i.
A minimum of fifteen feet (15') of right-of-way shall be required, with landscaping and provisions for drainage on both sides of the pavement.
ii.
Pavement shall be six feet (6') in width, termination at sidewalks on each block face,
iii.
Pavement shall be constructed of reinforced Portland concrete pavement in accordance to the specifications set forth for sidewalk construction in the City of Austin Transportation Criteria Manual, except that the City Secretary may recommend, and the City Council may permit the installation of pedestrian paths constructed with other suitable materials when it concludes that:
(c)
For certain pedestrian paths that only serve a small number of residences, a reduction in pavement width may be permitted by the City Secretary.
(d)
Provisions for permanent care and maintenance of the pedestrian path and right-of-way shall be made and approved by the City Secretary prior to approval of the final plat.
(4)
Bikeways.
(a)
The primary function of bikeways is to carry bicycle traffic. They should not be used to carry significant pedestrian traffic unless they have been designed to do so.
(b)
If designed properly, the developer may receive impervious cover credit as an incentive to include Bikeways.
(c)
Bikeways have been classified into various types:
i.
Bicycle Paths are used primarily for recreational purposes. Intersections with roadways should be minimized.
ii.
Bicycle Lanes are located within the vehicular roadway and in the outside lane and are intended for the preferential or exclusive use of bicycles. Typically, Bicycle Lanes should not be used on roadways which allow parking unless designed to accommodate both uses.
iii.
Streets that do not have dedicated Bicycle Lanes may be appropriate for bicycle traffic.
(d)
Bikeways shall be designed in conformance with the requirements set forth in the City of Blanco Transportation Criteria Manual.
(Ordinance adopted 11/10/20)