(A)

Access classification means a system for assigning the appropriate degree of access control to roadways, based upon roadway function, traffic characteristics, and community development objectives.

(B)

Access connection means any driveway, street, turnout or other means of providing for the movement of vehicles to or from the public roadway system.

(C)

Access management means the process of providing and managing access to land development, while preserving the safety and efficiency of travel on the surrounding roadway system.

(D)

Access management plan means a plan establishing the preferred location and design of access for properties along a parkway or major arterial roadway or in the area around an interchange for the purpose of access management.

(E)

Alley means a service roadway that is designed to provide access to properties abutting another street and that is not intended for general traffic circulation.

(F)

Bike Lane means a portion of roadway which has been designated for the preferential or exclusive use by bicyclists.

(G)

Bikeway means any road, path, or route which in some manner is specifically designated as open to bicycle travel.

(H)

Chicane means a traffic control measure that reduces the speed of vehicles by providing a narrowed vehicle travel path for a section of roadway.

(I)

Corner clearance means the distance from an intersection of a public or private road to the nearest access connection, measured from the closest edge of the pavement of the intersecting road to the closest edge of the pavement of the connection along the traveled way.

(J)

Corridor overlay zones provide special requirements added on to the underlying land development regulations along portions of a public roadway.

(K)

Cross access means an easement or service drive providing access between two or more contiguous sites.

(L)

Cul-de-sac means a dead-end street with a circular turnaround at the end.

(M)

Cut-through traffic means traffic passing through a specific residential area without stopping or without at least one trip end within the area.

(N)

Directional median opening means an opening in a restrictive median that provides for specific movements and physically restricts other movements. Directional median openings for two opposing left or "U-turn" movements along a road segment are considered one directional median opening.

(O)

Driveway flare means a triangular pavement surface at the intersection of a driveway with a public street that facilitates turning movements and is used to replicate turning radius in areas with curb and gutter construction.

(P)

Driveway return radius means a circular pavement transition at the intersection of a driveway with a street that facilitates turning movements to and from the driveway.

(Q)

Driveway spacing means the distance between driveways as measured from the closest edge of pavement of the first driveway to the closest edge of pavement of the second driveway along the same side of a roadway.

(R)

Easement means a grant of one or more property rights by a property owner to or for use by the public, or another person or entity.

(S)

Full median opening means an opening in a raised median that allows all turning movements from the roadway and the intersecting road or access connection.

(T)

Functional area (intersection) means that area beyond the physical intersection that comprises decision and maneuver distance, plus any required vehicle storage length, and is protected through corner clearance standards and driveway spacing standards.

(U)

Island means an area within the roadway not for vehicular movement, which is designed to control and direct specific movements of traffic and which may be defined by paint, raised bars, curbs, or other devices.

(V)

Joint access (or shared access) means a driveway connecting two or more contiguous sites to the public street system.

(W)

Median means that portion of a roadway separating the opposing traffic flows. Medians can be depressed, raised or flush.

(X)

Outparcel means a lot adjacent to a roadway that interrupts the frontage of another lot.

(Y)

Raised median means a physical barrier in the roadway that separates traffic traveling in opposite directions, such as a concrete barrier or landscaped island.

(Z)

Reasonable access means the minimum number of access connections, direct or indirect, necessary to provide safe access to and from a road.

(AA)

Right-of-way (transportation) means a strip of land in which the state, a county, or a municipality owns the fee simple title or has an easement dedicated or required for a transportation use.

(BB)

Road, roadway means a way open to travel by the public, including, but not limited to, a street, highway, or alley.

(CC)

Roadway classification means a system used to group roadways into classes according to their purpose in moving vehicles and providing access.

(DD)

Service road means a public or private road, auxiliary to a controlled access facility, that maintains local road continuity and provides access to properties adjacent to a controlled access facility.

(EE)

Sidewalk means a paved area for general pedestrian use.

(FF)

Sight distance means the distance of unobstructed view for the driver of a vehicle, as measured along the normal travel path of a roadway to a specified height above the roadway.

(GG)

Sight triangle means an area of unobstructed sight distance along both approaches of an access connection.

(HH)

Stub-out (stub street) means a portion of a street or cross access drive used as an extension to an abutting property that may be developed in the future.

(II)

Swale means a shallow gently sloped channel for conveyance and infiltration of stormwater.

(JJ)

Traffic calming means the combination of design and policy measures that reduce traffic speed and volumes, alter driver behavior, improve conditions for pedestrians and bicyclists, and generally enhance the livability of an area.

(KK)

Traffic calming measures. Traffic calming is the combination of mainly physical measures that (i) reduce the negative effects of motor vehicle use, (ii) alter driver behavior, and (iii) improve conditions for non-motorized street users. Techniques include roundabouts, diverters, partial- diverters, chicanes, raised pedestrian crosswalks, and other devices erected or constructed within a road-way to slow vehicular speeds or reduce cut through traffic, but not restrict access to a street.

(LL)

Traffic control devices means signs, signals, and markings designed to regulate, warn, guide and provide information for motorists.

(MM)

Throat length means the distance parallel to the centerline of a driveway to the first on-site location at which a driver can make a right turn or a left turn. On roadways with curb and gutter, the throat length shall be measured from the face of the curb. On roadways without a curb and gutter, the throat length shall be measured from the edge of the paved shoulder.

(NN)

Throat width means the distance edge-to-edge of a driveway measured at the right-of-way line. (OO) Undivided roadway means a roadway having full access on both sides of the travel lanes including a roadway with a center two-way turn lane.

All roadways under the jurisdiction of the City shall be classified in accordance with the following classifications:

(A)

Major Arterial. Arterials are roadways of regional importance intended to serve moderate to high volumes of traffic traveling relatively long distances. A major arterial is intended primarily to serve through traffic where access is carefully controlled.

(B)

Minor Arterials. A roadway that is similar in function to major arterials, but operates under lower traffic volumes, over shorter distances, and provides a higher degree of property access than major arterials.

(C)

Major Collector. A roadway that provides for traffic movement between arterials and local streets and carries moderate traffic volumes over moderate distances. Collectors may also provide direct access to abutting properties.

(D)

Minor Collector. A roadway similar in function to a major collector but which carries lower traffic volumes over shorter distances and provides a higher degree of property access.

(E)

Local Street. A street intended to provide access to abutting properties, which tends to accommodate lower traffic volumes and serves to provide mobility within that neighborhood.

(A)

Functions of Rights of Way. Street rights-of-way are designed and developed to serve the following linkages between uses:

(1)

Carry motor vehicle traffic and, in some cases, allow on-street parking

(2)

Provide a safe and convenient passageway for pedestrian traffic and multimodal.

(3)

Serve as an important link in the City's drainage system.

(4)

Serve as a corridor for utilities

(B)

Street Design Standards. The following are adopted by reference for use in the City:

(1)

AASHTO Policy on Geometric Design of Highways and Streets

(2)

The Manual of Uniform Traffic Control Devices

(3)

The FDOT Complete Streets Guide

(4)

FDOT Manual on Uniform Minimum Standards for Design, Construction & Maintenance for Street and Highways

(5)

FDOT Roadway and Traffic Design Standards for Design, Construction, Maintenance and Utility Operations for Streets and Highways on State Maintained Systems

(6)

FDOT Flexible Pavement Design Manual for New Construction & Pavement Rehabilitation

(7)

FDOT Standard Specifications for Road & Bridge Construction

(8)

Florida Bicycle Facilities Planning and Design Handbook

(9)

The City of Tavares Construction Specifications Manual.

(10)

Institute of Transportation Engineers' (ITE) Designing Walkable Urban Thoroughfares.

(C)

Minimum Right-of-Way (ROW) Widths. Minimum right-of-way (ROW) widths for each roadway classification are provided in Table 19-1. Additional width may be necessary as determined by the City Engineer or Public Works Director depending upon the approved roadway cross section, design elements within the right-of-way, and drainage requirements for the area.

(D)

Intersection Right of Way Improvements. Right-of-way requirements may be adjusted by the City Engineer for specific roadways involving intersection right-of-way improvements. Additional right- of-way or pavement width may be required to promote public safety and convenience or to insure adequate access, circulation and parking.

(E)

Refer to AASHTO, Geometric Design of Highways and Streets (Current Edition) and FDOT Greenbook (Current Edition), for applications to specific design needs such as stopping sight distances and all other sight distance requirements. The minimum sight distances are specified in these manuals, but depending on the specific conditions greater sight distances may be required by the City Transportation Engineer or Public Works Director. All public and private streets and the intersection of driveways shall be required to maintain clear sight distances. All regulatory traffic control devices shall have clear lines of sight to appropriately maintain their function in accordance to the above referenced manuals and in accordance the current edition of the MUTCD.

(F)

Street Signs. Street signs showing the names of all intersecting streets and traffic-control devices shall be erected at each intersection in accordance the current edition of the MUTCD, FDOT and shall be at the developer's expense. All signs and traffic-control devices shall be of a type being used in the City and shall require approval of the City Administrator or Public Works Director before erection by the developer of the subdivision. No sign indicating the name of a street or private roadway may be erected near to or on any street or private roadway until such name of the street or private roadway has been registered with and approved by Lake County Emergency Services (E911).

(A)

Street Hierarchy System. Streets within residential subdivisions shall comply with the following:

(1)

Residential Collector Street: This street carries the largest volume of traffic at higher speeds. In large residential developments this class of street may be necessary to carry traffic from one neighborhood to another. Whenever possible, residential collector streets should be designed to have no residential lots directly fronting on them. When this is not possible, the lots fronting on the collector shall be at least 100' wide and provide turnaround space so that vehicles will not have to back out. On-street parking shall be prohibited on residential collector streets.

(2)

Residential collectors are required when the ADT anticipated on the street will exceed five hundred (500). Average daily traffic shall be determined in accordance with the latest edition of The Institute of Transportation Engineers Trip General Trip Report.

(3)

Cul-de-sacs shall not exceed eight-hundred feet (800') in length except where no other practical alternative is available. In no case, however, shall a cul-de-sac street serve more than 30 lots.

(4)

All new developments shall be designed to discourage the use of local streets by cut-through traffic while maintaining the overall connectivity with the surrounding system of roadways. This may be accomplished through the use of modified grid systems, T-intersections, roadway jogs, or other appropriate traffic calming measures within the development. The following may be required:

(a)

Coordination of the street system of a proposed subdivision with existing, proposed and anticipated streets surrounding the subdivision.

(b)

The extension of proposed streets to the boundary lines of the development where such an extension would connect with streets in an existing, platted or planned development. The extension or connection should be based upon traffic circulation or public safety issues and compatibility of adjacent land uses.

(c)

When a proposed development abuts unplatted land or a future development phase of the same development, stub streets should be provided to ensue access to abutting properties or to logically extend the street system depending on land use. All street stubs should be provided with a temporary turn-around or cul-de-sac, and the restoration and extension of the street should be the responsibility of any future developer of the abutting land.

(d)

Traffic from higher density/intensity may not be directed through lower density (i.e. commercial or multi-family accessed through single family neighborhood)

(B)

Lane Widths. Minimum lane widths for each roadway classification are established in Table 19-2.

(C)

Radius at Street Intersections. At street intersections, the intersection of paved surfaces shall be rounded with a radius sufficient to allow vehicles to complete a ninety degree (90º) turn without encroaching on the opposing traffic lane. The minimum required intersection radii are set forth in Table 19-3. Where two roadways of differing classification intersect, the required radius shall be that of the roadway serving the higher traffic volume. Longer radii may be required under the following circumstances:

(1)

Where streets intersect at less than right angles.

(2)

Frequent use by large vehicles such as motor homes and large trucks.

(3)

Bus routes.

(D)

Traffic Controls, Signage, and Pavement Markings. All traffic controls, signage, and pavement markings shall be designed and installed in accordance with the Manual of Uniform Traffic Control Devices (MUTCD). Street signs showing the names of all intersecting streets and traffic- control devices shall be erected at each intersection. All signs and traffic-control devices shall be of a type being used in the City and shall require approval of the City Administrator or designee before installation by the subdivider at the subdivider's expense. No street or private roadway sign may be erected until such name of the street or private roadway has been registered with and approved by the City Administrator or designee and Lake County Emergency Services (E911).

(E)

Private Local Roads. Private roads are allowed (recommended) for local residential development. The applicant shall establish a road maintenance agreement or other means satisfactory to the City Attorney to provide for proper maintenance. The parties to such agreement shall be responsible for construction, maintenance, and control of such roadways. All private roads shall conform to the same standards as public roads within the City. An appropriate notation shall be made on the site plan and the plat to identify the said street as a private street.

a.

Gated (restricted) Access.

1)

Access standards for public/emergency services

2)

Suitable turning movement (i.e., turn around) prior to the gate feature to allow for vehicles to safely maneuver and exit the site without backing out into the public right-of-way

3)

Gated/restricted access automatically triggers private road status including ownership and maintenance.

(F)

Driveway Approach Area. A subdivision developer shall be required to pave the driveway approach area (the area between the curb and the property line including the sidewalk section) in accordance with the grades and specifications as established by the City. Such construction shall be subject to inspection and approval by the City. If any paving or curb defects, or any damage from heavy equipment, in the development of the subdivision shall occur within one (1) year from the date of acceptance by the City, the defects shall be remedied by the developer at his expense.

(G)

Existing Public Streets. A proposed subdivision that encompasses an existing public street that does not conform to the minimum right-of-way requirements of these regulations shall provide for the dedication of additional right-of-way along either one (1) or both sides of such street so that the minimum right-of-way required by these regulations can be established. If the proposed subdivision abuts only one (1) side of such street, then a minimum of one-half (1/2) of the required right-of-way shall be dedicated or reserved by such subdivision. The developer shall be required, at his own expense, to pave the primary access road to the subdivision in conformance with the paving specifications contained in the City of Tavares Construction Specifications Manual, even if the primary access road is not a part of the platted subdivision.

(H)

Financing of private street improvements. If paving, widening or improvement of an unimproved or substandard private street, road, avenue, etc. is requested by 51 percent or more of the abutting property owners, the city manager shall advertise a resolution proposing city commission approval of such improvements, to include a requirement that the cost shall be borne by the adjacent, abutting and benefited real property owners, and that the work may be on special assessment should it be necessary to effectuate this policy.

(A)

Intersection Angles. Streets shall intersect as nearly as possible at right angles and no two streets may intersect at less than seventy-five degrees (75°). No more than two (2) streets shall intersect at any one point without express authorization from the permit-issuing authority.

(B)

Relationship to Intersections on Opposite Sides of Roadways. Whenever possible, proposed intersections along one side of a street shall coincide with existing or proposed intersections on the opposite side of such street.

(A)

Street Names. Street names shall be assigned by the developer, subject to approval by the permit-issuing authority and Lake County Emergency Services (E911). Proposed streets that obviously align with existing streets shall be given the same name. Newly created streets shall be given names that neither duplicate nor are phonetically similar to existing streets within the City's jurisdiction, regardless of the use of alternative suffixes such as lane, court, drive, etc. Street names shall be submitted to the City for approval prior to final plat approval.

(B)

Street Numbers. Structure street addresses shall be assigned by the City, and a Certificate of Occupancy shall not be issued until the number is posted on the building.

In addition to the other permits specified in this chapter, the following permits may be required prior to the issuance of a building permit:

(A)

FDOT. An FDOT driveway permit is required for all proposals to access State roads.

(B)

Lake County. A Lake County driveway or access permit is required for all proposals to access the County road system.

(C)

City of Tavares. A City right of way utilization permit is required for construction in the City right of way.

It shall be unlawful for any person to propel, operate, move or cause to be propelled, operated or moved over or across the streets of the City, no matter whether such streets are surfaced with asphalt, limerock, dirt, clay or any other type of surfacing or improvement, any machine, rig, vehicle, implement, engine, disk or harrow, or any other device or devices which will expose the surface of the streets, or create any roughened, corrugated, flanged, ribbed, or other uneven surface on such streets, or will injure or harm the surface of such streets.

Upon the petitions of the owners of two-thirds (2/3) of the property abutting any street, avenue, alley or thoroughfare, or portion thereof, within the City, the City Council may discontinue the same if it deems it necessary, fit and expedient. The procedures for vacation of streets and alleys is contained in Chapter 4.

(A)

Separation Between FDOT Access Points. Separation between access points on all state highways shall be in accordance with Florida Department of Transportation Access Classification System & Standards.

(B)

City Roadways. Roadways under the jurisdiction of City shall be classified for the purposes of access management as provided in Table 19-4. Roadways or roadway segments shall be assigned an access classification by the City Council. The factors to be considered in assigning an access classification shall include, but not be limited to, the current and planned functional classification of the roadway, existing and projected traffic volumes, drainage requirements, growth management objectives, and location within a CRA. These access classes are defined as follows:

(1)

Access Class 1 - Limited Access Highways, designed for high-speed, high volume traffic movements. Access is permitted only via interchanges.

(2)

Access Class 2 - Highly controlled access facilities distinguished by their ability to carry high speed, high volume traffic over long distances in a safe and efficient manner. These highways are distinguished by a system of existing or planned service roads, a highly controlled limited number of connections, median openings and infrequent traffic signals.

(3)

Access Class 3 - These facilities are controlled access facilities where direct access to abutting land will be controlled to maximize the through movement of traffic. This class will be used where existing land use and roadway sections have not been built out to the maximum land use or roadway capacity or where the probability of significant land use change in the near future is high. These highways are distinguished by existing or planned restrictive medians and maximum distance between signals and driveway connections. Local land use planning, zoning and subdivision regulations should be such to support the restrictive spacings of this designation.

(4)

Access Class 4 - These facilities are controlled access highways where direct access to abutting land will be controlled to maximize the through movement of traffic. This class will be used where existing land use and roadway sections have not been built out to the maximum land use or roadway capacity or where the probability of significant land use change in the near future is high. These highways are distinguished by existing or planned non-restrictive median treatments.

(5)

Access Class 5 - This class will be used where existing land use and roadway sections have been built out to a greater extent than those roadway segments classified as Access Classes 3 and 4 and where the probability of a major land use change is not as high as those roadway segments classified Access Classes 3 and 4. These highways will be distinguished by existing or planned restrictive medians.

(6)

Access Class 6 - This class will be used where existing land use and roadway sections have been built out to a greater extent than those roadway segments classified as Access Classes 3 and 4, and where the probability of a major land use change is not as high as those roadway segments classified Access Classes 3 and 4. These highways will be distinguished by existing or planned non-restrictive medians or centers.

(7)

Access Class 7 - This class shall only be used in urbanized areas where existing land use and roadway sections are built out and where significant land use changes or roadway widening will be limited. This class shall be assigned only to roadway segments where there is little intended purpose to provide high speed travel. Access needs, though generally high in those roadway segments, will not compromise the public health, welfare or safety. Exceptions to standards in this class will be considered if the applicant's design changes substantially reduce the number of connections compared to existing conditions. These highways can have either restrictive or non-restrictive medians.

(C)

Separation Between City Access Points. The separation between access points on roadways shall meet or exceed the minimum standards for that classification as set forth in Table 19-4.

(D)

Deviation from Access Spacing Standards. Deviation from access spacing standards may be permitted as follows:

(1)

Deviations up to ten percent (10%) of the allowable spacing standard or one hundred feet (100'), whichever is less, may be authorized by the City Engineer where a property is otherwise unable to meet the minimum driveway spacing standards and where this deviation would not create a safety problem on the public road.

(2)

Other deviations may be approved through the variance process. A traffic impact study shall be required at the expense of the applicant to assist the City in these determinations.

(E)

Spacing Requirement Waiver. Where the existing configuration of properties and driveways in the vicinity of the subject site precludes spacing of an access point in accordance with this Chapter, the City Administrator or designee shall be authorized to waive the spacing requirement if all of the following conditions have been met:

(1)

A joint use driveway will be established to serve two abutting building sites with cross access easements provided in accordance with Section 19-13.

(2)

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

(3)

The property owner agrees to close any pre-existing curb-cuts that do not meet the requirements of this chapter after the construction of both sides of the joint use driveway.

(F)

Temporary Connection Permit. A development that cannot meet the access management requirements and has no reasonable alternative means of access to the public road system shall be issued a temporary connection permit. When adjoining parcels develop which can provide joint or cross access, the temporary permit shall be rescinded and an application for a connection permit consistent with the requirements of this chapter shall be required. Conditions may be included in the temporary permit including, but not limited to, a limitation on development intensity on the site until adjoining parcels develop which can provide the joint and/or cross access consistent with the requirements of this chapter.

(A)

Access Connections at Intersections. Access connections shall not be permitted within the functional area of an intersection, as established by the minimum connection spacing for each roadway, unless:

(1)

No other reasonable access to the property is available, including joint and cross access with adjacent properties, and

(2)

The connection does not create a potential safety or operational problem as determined by the City Engineer upon review of a site-specific study of the proposed connection prepared by the applicant's registered engineer.

(B)

Exceptions for Access Connections Along Property Lines. Where no other alternatives exist, construction of an access connection along the property line farthest from the intersection may be allowed by the City Engineer. In such cases, directional connections may be required (right-in/out only) and only one driveway shall be permitted along the roadway having the lower functional classification unless such connection would create a safety or operational problem.

Adjacent commercial or office properties shall provide a cross access drive and pedestrian access way to allow circulation between sites. This requirement shall also apply to a building site that abuts an existing developed property unless the Community Development Director finds that this would be impractical.

(A)

Recording of Easements. Property owners shall record an easement in the public records of Lake County allowing cross access to and from the adjacent properties;

(B)

Closure and Elimination of Pre-Existing Driveways. Property owners shall agree that any pre- existing driveways provided for access in the interim shall be closed and eliminated after construction of the joint use driveway; and

(C)

Recording of Joint Maintenance Agreements. Property owners shall record a joint maintenance agreement in the public records of Lake County defining maintenance responsibilities of property owners that share the joint use driveway and cross access system.

(D)

Where unified access and circulation is not practical. The city shall be authorized to modify the requirements of this section where it finds that abutting properties have been so developed or redeveloped that it is clearly impractical to create a unified access and circulation system within part or all of the affected area.

(A)

Requirements. In the interest of promoting unified access and circulation systems, development sites under the same ownership or consolidated for the purposes of development and comprised of more than one building site shall be considered unified parcels for the purposes of this chapter. This shall also apply to phased development plans. Accordingly, the following requirements shall apply:

(1)

The number of connections permitted shall be the minimum number necessary to provide reasonable access to the overall site and not the maximum available for that frontage.

(2)

All easements and agreements required under Section 19-13 shall be provided.

(3)

Access to outparcels shall be internalized using the shared circulation system and designed to avoid excessive movement across parking aisles or queuing across surrounding parking and driving aisles.

(B)

Exceptions. Where abutting properties are in different ownership and not part of an overall development plan, cooperation between the various owners in development of a unified access and circulation system is encouraged. Only the building site(s) under consideration for development approval shall be subject to access management requirements. Abutting properties shall not be required to provide unified access and circulation until they are developed or are redeveloped.

When a residential development or planned development is proposed that would abut an arterial or major collector roadway, it shall be designed to provide lots abutting the roadway with access from an interior local road or frontage road. Direct driveway access to individual one and two family dwellings from arterial and major collector roadways shall be prohibited.

(A)

Objectives. All driveways and other openings onto streets within the city's jurisdiction shall be constructed so that:

(1)

Vehicles can enter and exit from the lot in question without posing any substantial danger to themselves, pedestrians, or vehicles traveling in abutting streets.

(2)

Interference with the free and convenient flow of traffic in abutting and surrounding streets is minimized.

(B)

Location and Design. Driveway approaches shall be located and designed to provide adequate sight distance consistent with the Florida Department of Transportation (FDOT) standards for sight distance.

(1)

Driveway connections that will generate 50 or more vehicle trips in the AM or PM peak hour shall install turn lanes. The City Engineer may also require turn lanes where deemed necessary due to traffic volumes or where a safety or operational problem exists. The design of left turn and right turn lanes shall conform to Lake County design standards.

(2)

Construction of driveways along acceleration or deceleration lanes and tapers is prohibited unless no other access to the property is available.

(3)

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

(4)

To reduce left turn conflicts, new driveways on undivided roadways shall be aligned with those across the roadway if possible. If alignment is not possible, driveways on opposite sides of undivided roadways shall be offset to minimize jog maneuvers, overlapping left turns and other maneuvers that may result in safety hazards or operational problems. Guidelines for minimum offset distances are provided in Table 19-5. Longer offsets may be required by the City Engineer depending on the expected inbound left turn volumes of the driveways.

(5)

Driveway width and return radius or flare shall be adequate to serve the volume of traffic and provide for efficient movement of vehicles onto and off of the major thoroughfare. However, the width of driveways shall not be so excessive as to pose safety hazards for pedestrians and bicycles. Guidelines for driveway design for passenger cars are provided in Tables 19-6 and 19-7. The City Engineer may require longer radii and/or wider throats where deemed necessary to accommodate trucks.

(6)

Driveways with more than one (1) entry and one (1) exit lane shall incorporate channelization features to separate the entry and exit sides of the driveway. Double yellow lines may be considered instead of medians where truck off-tracking is a problem.

(7)

Driveways shall be designed with adequate on-site storage for entering and exiting vehicles to reduce unsafe conflicts with through traffic or onsite traffic and to avoid congestion at the entrance. Guidelines for driveway throat length are provided in Tables 19-6 and 19-7. Shorter throat lengths may be permitted by the City Engineer for driveways that are considered as service entrances not considered as primary access points to the site.

(8)

The maximum change in grade between the pavement cross-slope of the roadway and the driveway grade are provided in Table 19-8.

(9)

Every lot shall have access to it that is sufficient to afford a reasonable means of ingress and egress for emergency vehicles as well as for all those likely to need or desire access to the property in its intended use.

(A)

Existing Non-Conforming Access Connections. Properties with access connections which do not meet the requirements of this chapter shall be brought into compliance to the extent possible when modifications to the roadway are made or when a change in use results in one or more of the following conditions:

(1)

When a connection permit is required.

(2)

When a site generates an increase of twenty percent (20%) or greater in peak hour trips or fifty (50) vehicles per hour in the peak hour, whichever is less, as determined by one of the following methods:

(a)

An estimation based on the ITE Trip Generation Manual (latest edition) for typical land uses, or

(b)

Traffic counts made at similar traffic generators located in Lake County, or

(c)

Actual traffic monitoring conducted during the peak hour of the adjacent roadway traffic for the property.

(B)

Discontinuation of Existing Non-Conforming Access Connections. If the principal activity on a parcel with access connections which do not meet the access management requirements of this chapter is discontinued for a period of one (1) year or more, then that parcel must comply with all applicable access requirements of this chapter to the extent possible.

(A)

Locations. Sidewalks shall be required on both sides of each street type including arterial roadways, collector roadways, local roadways, and cul-de-sacs.

(B)

Width. Except as otherwise provided herein, sidewalks shall be at least five feet (5') in width along arterial and collector roads and five feet (5') in width on all other streets.

(1)

Where an infill sidewalk adjoins a sidewalk that is less than the prescribed width, the sidewalk may be tapered in width to match the adjoining sidewalk. The City Council may permit narrower sidewalks or sidewalks constructed with other suitable materials when it concludes that such;

(a)

Walkways would adequately serve the residents.

(b)

Walkways would be more environmentally desirable or more in keeping with the overall design of the development.

(2)

Along Main Street, Alfred Street and Ruby Street, the sidewalk width shall be 8 feet. In areas where the right-of-way is less than 70 feet in width, the sidewalk width shall be 6 feet. Where physical conditions create an obstacle to meeting this standard, the City Administrator or his/her designee shall be authorized to adjust the standard to meet the intent of this ordinance.

(C)

Alternative Pedestrian Access Easements. Whenever the permit-issuing authority finds that a means of pedestrian access is necessary to schools, parks, playgrounds, etc., and that such access is not conveniently provided by sidewalks adjacent to streets, the developer may be required to reserve an unobstructed pedestrian pathway easement of at least ten (10) feet in width in a location determined in consultation with the City Staff and construct a sidewalk to provide such access.

(D)

Construction Standards. All sidewalks shall be constructed in a manner consistent with the City of Tavares Construction Specifications Manual.

(E)

Sidewalks in Commercial Zoning Districts. Developers of commercially zoned property shall install sidewalks along all public streets adjoining the property being developed. If any damage from installation, defects, or heavy equipment occurs during the development and manifests itself within one (1) year from the date of acceptance by the City, the defects shall be remedied by the developer at the developer's expense.

(F)

Existing Paving. In cases where existing paving is located in the right-of-way in the same location as the required sidewalk and retained during development, the developer may be allowed to utilize this paving for a sidewalk if it meets the following standards:

(1)

The existing paving material is either concrete or asphalt and is in good condition.

(2)

Existing asphalt paving is suitable for year-round use for pedestrian traffic in that it does not liquefy or otherwise become impassable when subjected to high temperatures.

(3)

Use of the existing paving surface shall be safe and not hazardous to pedestrian travel.

(4)

Use of existing paving surface shall be delineated as a pedestrian way indicated by striping or other approved method by the City.

(G)

Multi-purpose Trail/Bike Path in lieu of sidewalk. Where a sidewalk is required along a roadway that is designated for development of a multi-purpose trail/bike path, the developer shall install said multi-purpose trail/bike path in lieu of the required sidewalk. Sufficient right-of-way shall be required by the developer to accommodate said trail within the right-of-way. The trail shall be designed and constructed with a minimum width of 12 feet. Less than 12 feet may be acceptable where there is constrained right-of-way or physical impediments, subject to approval of the Public Works Director. All trails shall be constructed in a manner consistent with the City of Tavares Construction Specifications Manual.

(H)

Request for Waiver Due to Special Conditions; Sidewalk Construction Fund. At the time of site plan or subdivision review, the developer of the site or subdivision may request a waiver from the City Administrator or designee from the requirement for the construction of all or part of the sidewalks required by this section. Upon receipt of such request, the City Administrator or designee shall determine whether the construction of the sidewalks that are required by this section is impractical or serves no useful present or future purpose due to special conditions or characteristics of the site. If so determined, a waiver may be granted, conditioned upon the developer agreeing to contribute a fee-in-lieu to the City's Sidewalk Construction Fund. The amount of this fee will be based on the linear feet of sidewalk waived at a rate of 50% of the City's cost of constructing a similar sidewalk as determined annually by the City Finance Director. Funds paid into the City's Sidewalk Construction Fund shall be used exclusively for the construction of new sidewalks within the City of Tavares.

(1)

All roadways except alleys shall be constructed using curb and gutter.

(2)

An additional twelve feet (12') is required where a right-turn lane is to be provided at an access connection, including roadway intersections.

(1)

Radius may be reduced by 5 feet if parking is provided on the intersecting street.

* A "restrictive" median physically prevents vehicle crossings. A "non-restrictive" median allows turns across any point.

(1)

Measured centerline to centerline of opposing driveways on intersections.

(2)

Posted speeds 45 mph or greater.

(3)

Posted speeds less than 45 mph.

(1)

Divided driveways apply primarily to Parkways and Major Arterials.

(2)

Width face to face of curbs, or face of divider to edge of driveway pavement.

(3)

Driveway medians (dividers) that are not landscaped shall have a surface color that contrasts with the driveway pavement surface; the surface of such a median (divider) shall not be more than 3 inches above the driveway pavement surface. The median (divider) shall be outlined with a 4 inch wide solid yellow line.

(4)

Landscaped medians shall be at least 10 feet wide, face to face of curb. The length shall be equal to the throat length. A mountable type curb shall be used, preferably 4 inches in height but not to exceed 6 inches.

(5)

Includes a separate right-turn lane.

(1)

Combination of throat width and return radii are for passenger cars; wider throat widths and/or longer return radii may be required where larger volumes of trucks are expected.

(2)

Entry and exit sides of the driveway shall be separated by a 4-inch double solid yellow lines; exit lanes shall be separated by a 4-inch solid white line. Paint lines shall extend the full length of the driveway throat.

(3)

Entry and exit lanes are not normally defined.

(1)

A change in grade in excess of 6% shall be permitted only where the driveway of a single family residence connects with a local street.