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HomeMy WebLinkAboutR06-038 - amending LUR's 4-620 roadway standards and 4-430 wildlife hazards Commissioner ~ moved adoption of the following Resolution: BOARD OF EAGLE COUNTY COMMISSIONERS COUNTY OF EAGLE, STATE OF COLORADO RESOLUTION NO. 2006 - tJZ:1Z3 IN THE MATTER OF AMENDING THE EAGLE COUNTY LAND USE REGULATIONS, SECTION 4-620, ROADWAY STANDARDS AND SECTION 4-430, DEVELOPMENT IN AREAS SUBJECT TO WILDFIRE HAZARDS Eagle County File No. LUR-0061 WHEREAS, the Board of County Commissioners of Eagle, State of Colorado (hereinafter the "Board"), is authorized, pursuant to State enabling legislation including, but not limited to, C.RS. 30-28-101, et seq., to plan for and regulate the use and development to land in the unincorporated territory of the County of Eagle, State of Colorado, for the purpose of promoting the health, safety, convenience, order, prosperity, and welfare of the present and future inhabitants of the County of Eagle; and WHEREAS, the Board has adopted such zoning and subdivision regulations, which land use regulations have been incorporated into one comprehensive document entitled "Eagle County Land Use Regulations" (hereinafter the "E.C.L.U.R"), pursuant to Resolution No. 82-26, and as subsequently amended; and WHEREAS, C.RS. 30-28-116, and Section 5-230 of the E.C.L.U.R, respectively, provide that, from time to time, the Board may amend the number, shape, boundaries, or area of any district, or any regulation of or within such district, or any other provisions of the County's Zoning Resolution; and WHEREAS, C.RS. 30-28-133, and Section 5-230 of the E.C.L.U.R, provide for the adoption and amendment of subdivision regulations by the Board; and WHEREAS, on or about January 9,2006 the Eagle County Department of Community Development initiated a proposal to amend Land Use Regulations in order to provide better direction on the use of dead end roads (cul-de-sacs) in Eagle County and to further clarify standards for dual access to residential and commercial properties, and; 1 WHEREAS, the Eagle County Planning Commission reviewed the proposed amendments on March 1, 2006, and certified their comments and recommendations with respect thereto to the Board; and WHEREAS, the Roaring Fork Valley Regional Planning Commission reviewed the proposed amendments on March 2, 2006, and certified their comments and recommendations with respect thereto to the Board; and WHEREAS, after public notice was given pursuant to law, the Board held a public hearing to consider comments on such proposed amendments on March 21, 2006, in the Board of County Commissioners' meeting room, in the Eagle County Building, Eagle, Colorado; and WHEREAS, based on the evidence, testimony, exhibits and study of the Master Plan for the unincorporated areas of Eagle County, comments of the Eagle County Department of Community Development, comments of public officials and agencies, recommendation of the Planning Commission and comments from all interested parties, the Board hereby determines that the proposed amendments are necessary and proper for the protection of the public health, safety, welfare and best interest of the inhabitants of the County of Eagle, State of Colorado. NOW, THEREFORE, BE IT RESOLVED by the Board of County Commissioners of the County of Eagle, State of Colorado: THAT, the Eagle County Land Use Regulations are hereby amended, effective March 21, 2006, as set forth in Exhibit A (ROADWAY STANDARDS) and Exhibit B (WILDFIRE HAZARDS) attached hereto and incorporated herein by this reference. THAT, this amendment of the E.C.L.U.R shall not constitute nor be construed as a waiver of any violations existing at the time of adoption of this Resolution. THAT, the Director of Community Development is hereby directed to transmit a true and correct copy of the Eagle County Subdivision Regulations, as amended, to the Colorado Land Use Commission. THAT, should any section, clause, provision, sentence or word of this Resolution, including the attached Exhibit, be declared by a Court of competent jurisdiction to be invalid, such decision shall not affect the validity of this Resolution as a whole or any parts thereof, other than the part so declared to be invalid. For this purpose, this Resolution is declared to be severable. THAT, this Resolution is necessary for the public health, safety, and welfare of the inhabitants of the County of Eagle, State of Colorado. 2 MOVED, READ AND ADOPTED by the Board of co,#ommissioners of the County of Eagle, State of Colorado, at its regular meeting held th day of ~ 2006, nunc pro tunc to the 21 st day of March, 2006. COUNTY OF EAGLE, STATE OF COLORADO, by and Through Its BOARD OF COUNTY COMMISSIONERS ATTEST: By: Teak J. Simonton Peter F. Runyon, Chairman Clerk to the Board of County Commissioners By: By: Am M. Menconi, Commissioner Commissioner /~ seconded adoption of the foregoing Resolution. The roll having been called, the vote was as follows: Commissioner Peter F. Runyon Commissioner Tom C. Stone Commissioner Am M. Menconi 3 SECTION 4-620 ROADWAY STANDARDS A. Intent. The intent of these standards is to promote and provide a system of county roads that blend with and fit the mountainous terrain and environment of Eagle County and, outside of the primary arterial corridors in the County, to protect the country road ambience enjoyed and desired by residents and visitors alike, and to allow for maximum creativity of the designer in achieving these goals. These standards provide the designer the means of designing and constructing or reconstructing improvements and other infrastructure that offers maximum convenience to the user at minimum cost, both initially at the time of construction and in the future during maintenance, while also providing for basic safety and functional needs to ensure adequate access to all properties for fire, police and other vital services, on a system of roads that is experiencing increasing use. B. Consistency With Other Standards. These Roadway Standards are generally consistent with the recommendations of the American Association of State Highway and Transportation Officials (AASHTO) and those of the Institute of Transportation Engineers (ITE). These standards also reflect the guidelines and recommendations of the Colorado Department of Transportation (CDOT), Transportation Research Board (TRB), United States Forest Service (USFS), National Park Service (NPS), Bureau of Land Management (BLM), Manual on Uniform Traffic Control Devices (MUTCD), and others. If there is a difference in the standards set forth in this Division and those referenced in any manual referenced in this Division, then the standards set forth in this Division shall govern. 1. Conformance with Colorado Highway Commission Standards. C.R.S. I 43-2-114 states that the general standards for county primary roads shall be those adopted by the Transportation Commission for the state highway system for the corresponding class of county road in the state highway system. The Colorado Highway Commission adopted and approved said standards by Resolution No. 2297-D on June 20, 1991. The 1991 Standard Specifications for Road and Bridge Construction identified in that Resolution incorporates the 1990 Roadwav Desifln Manual, published by CDOT, and also incorporates the geometric design standards of AASHTO. The County road improvement standards that are contained herein are intended to be in conformance with AASHTO. a. All guardrail that is to be constructed within Eagle County rights of way must conform to the current Colorado Department of Transportation Standards and Specifications for Road and Bridge Design and the Standard Plans M&S Standards. (orig 3/12/02) b. U.S. Department of Transportation Federal Highway Administration Metric Standard Steel Backed Guardrail Type A and B, designated as M6 17-60 and M617-61, may be installed on roads which are maintained by private entities, such as metro districts. (orig 3/12/02) 2. Conformance With 1990 Road Design Manual. The County road improvement standards presented herein are intended to apply to roadways having or projected to have traffic volumes of three thousand (3,000) vehicles per day or less. a. Roads Having Greater Volumes. The design of any roadway having, or projected to have, a volume of traffic greater than three thousand (3,000) vehicles per day shall be in compliance with the 1990 Roadwav Desil!n Manual, Sections 100 through 1000, inclusive. The design for such roadways shall also consider such other pertinent factors as are identified by the County Engineer, including, but not necessarily limited to, greater setbacks for noise buffering; climbing lanes; paved shoulders for ease of maintenance, safety and for non-motorized use for bicycles and pedestrians; acceleration/deceleration turn lanes; greater access control to protect the roadway's carrying capacity; and curve widening based on truck traffic. b. Local Roads. Local roads are defined in the 1990 Roadwav Desis!n Manual as roads primarily for access to a residence, business, or abutting property. Their design is addressed in Section 1100 of the Design Manual. The County improvement standards also accommodate lesser design criteria. The alternate standards for off system and low volume roads are in confonnance with the minimum criteria presented in AASHTO's 1994 A Policv on Geometric Desien o( Hiehwavs and Streets. The alternate standards are envisioned to cover both construction and reconstruction of roads and to recognize the importance of sight distance as a safety requirement in the construction or reconstruction of roads. C. Functional Classifications Under ISTEA. The functional classifications contained herein are meant to compliment and supplement the Highway Functional Classifications used by the U.S. Department of Transportation. Under the Intennodal Surface and Transportation Efficiency Act (ISTEA), enacted in 1991, all higher category roads in the United States were classified. In Eagle County the classifications under ISTEA are as follows: 1. Principal Arterials, Interstate. 1-70 is the only principal interstate arterial in unincorporated Eagle County. 2. Principal Arterials, Other Freeways or Expressways. There are no freeways or expressways in unincorporated Eagle County. 3. Other Principal Arterials. Highway 82 is the only other principal arterial III unincorporated Eagle County. 4. Minor Arterials. Highway 24 and Highway 131 are the only minor arterials in unincorporated Eagle County. 5. Major Collectors. The major collectors in unincorporated Eagle County are Highway 6, Brush Creek Road, Cottonwood Pass Road including Gypsum Creek Road connecting to Highway 6 in Gypsum, Fryingpan Road and Trough Road. 6. Minor Collectors. The minor collectors in unincorporated Eagle County are Colorado River Road, Cooley Mesa Road, Deep Creek Road, EI lebel Road/Upper Cattle Creek Road, Gypsum Creek Road, Homestake Road, and Sweetwater Road. 7. Local Roads. All other roads in unincorporated Eagle County are classified as local roads. D. Functional Classifications By County. In addition to the road classifications under ISTEA, Eagle County classifies other roads in the county as M,yor and Minor Collector Roads, both Rural and Urban, due to their functional characteristics as defined by AASHTO. The user of these Improvement Standards may, therefore, find a dual classification for some Eagle County roads. For administrative and design purposes, roads shall be classified as shown in Classification of Roads in Eagle County. The current classification is attached hereto as Appendix C and will be replaced as the classification is amended from time-to-time by the County Engineer. Roads within the jurisdiction of unincorporated Eagle County are classified as follows: (am 9/27/99) 1. Rural Major Collectors. Rural major collectors serve as inter-county and intra-county routes in Resource zone districts that handle traffic volumes of up to three thousand (3,000) vehicles per day and more as they pass through urban and suburban areas. The lengths of such roads are generally significant in extent. Surfaces can be either gravel or pavement, as dictated by traffic volumes. Design and posted speeds range from thirty (30) to sixty (60) mph. On-street parking on such roads is prohibited and off-street parking must be specifically provided for. Access is regulated and intersection spacing is at least one-half (0.5) mile. Traffic noise from such roads on adjacent uses may be mitigated. 2. Rural Minor Collectors. Rural minor collectors serve as intra-county roads of moderate length connecting residential areas to commercial and industrial areas, and to major collectors in Resource zone districts that handle traffic volumes up to four hundred (400) vehicles per day. They may also traverse considerable distance. Design and posted speeds range from twenty (20) to forty (40) mph, depending upon terrain. Surfaces are treated gravel or pavement, depending on traffic volumes. Access to adjacent properties is limited and may require turn lanes, depending on traffic volumes. Intersection spacing ranges from six hundred (600) feet when design speeds are at or above thirty-five (35) mph, to three hundred (300) feet at design speeds below thirty-five (35) mph. On-street parking on such roads is prohibited and off-street parking must be specifically provided for. 3. Rural Access Roads. Rural access roads are country in nature, access ranch areas or public lands in Resource zone districts that handle a very low volume of traffic (less than fifty [50] vehicles per day) on gravel or dirt surface roads. Design and posted speeds range from fifteen (IS) to twenty-five (25) mph, depending upon terrain. Though tangent sections are narrow, curves are widened generously to accommodate recreational vehicles, particularly if they are towing another vehicle, or to accommodate logging trucks. Turnouts are provided as terrain permits, however, the maximum spacing on turnouts should not exceed one-half (0.5) mile. 4. Rural Residential Roads. Rural residential roads generally serve development that has not been clustered in the Resource Limited (RL), Agricultural Residential (AR), Agricultural Limited (AL), and Rural Residential (RR) zone districts. Rural residential roads include rural residential collector roads and internal rural residential roads. a. Rural Residential Collector Roads. Rural residential collector roads are generally moderate in length (less than four [4] miles) and handle traffic volumes of less than 3,000 vehicles per day. These roads serve as a transition between higher classification roads and the associated residential area. Direct lot access is generally discouraged, and requires specific approval by the County Engineer. Design and posted speeds are generally terrain dependent and relatively low, in the range of twenty-five (25) to thirty-five (35) mph. b. Internal Rural Residential Roads. Internal rural residential roads generally have lot frontages of greater than two hundred (200) feet and handle traffic volume of less than two hundred-fifty (250) vehicles per day. Paved roads with side ditches and culverts generally serve well for these roads. Paths or sidewalks are not generally provided and on street parking is prohibited. Design speeds range from twenty (20) to thirty (30) mph. 5. Suburban Residential Roads. Suburban residential roads serve development that has not been clustered in the Residential Suburban Low Density (RSL) and Residential Suburban Medium Density (RSM) zone districts. Suburban residential roads include suburban residential collector roads and internal suburban residential roads. a. Suburban Residential Collectors. Suburban residential collectors are generally short in length (less than one (1) mile) and handle traffic volumes of less than three thousand (3,000) vehicles per day. Design speeds vary from twenty (20) to thirty (30) mph, dependent upon terrain, and direct residential lot access is prohibited. Extensive berming and planting are generally necessary along these roads to provide a buffer between traffic and residents. Suburban residential collectors shall have detached paths and transit facilities may be required as part of the street system. Attached paths are permitted where terrain mandates such designs. On street parking shall be prohibited. Internal Suburban Residential Roads. Internal suburban residential roads are shorts roads, with lengths of less than one-half (0.5) mile road whose segments are encouraged to be discontinuous so the internal roads do not function as collectors. They have design and posted speeds between twenty (20) and thirty (30) mph. Lot frontages are generally between seventy-five (75) feet and one hundred-twenty-five (125) feet. Paved roads with curb and gutter and sidewalks or an extensive paved path system are required. Intersection spacing may range down to three hundred (300) feet. 6. Urban Residential Roads. Urban residential roads are generally associated with residential developments and those portions of Planned Unit Development (PUD) zone districts having an urban density. a. Urban Residential Collectors. Urban residential collectors are generally very short in length (less than one half [0.5] mile) and handle traffic volumes of less than three thousand (3,000) vehicles per day. They serve to feed traffic into the heart of the associated residential area and serve as a section of road for turn lanes and vehicle stacking when exiting the area. Direct access onto such roads is prohibited. Design and posted speeds vary from twenty (20) to thirty (30) mph. Berming and planting with detached sidewalks and curb and gutter shall be required. b. Internal Urban Residential Roads. Internal urban residential roads are very short in length (less than one half [0.5] mile) and handle traffic volumes of less than seven hundred-fifty (750) vehicles per day. The segments of these roads are encouraged to be discontinuous so they do not function as collectors. These roads are paved with curb and gutter and detached sidewalks are required (paths are not an acceptable substitute). Off-street parking shall be provided and on-street parking shall be prohibited. Transit facilities are required as part of the street system. 7. Commercial Roads. Commercial roads serve Commercial Limited (CL) and Commercial General (CG) zoning. Curb and gutter and attached or detached sidewalks are required. Design speed would be twenty-five (25) mph. Off-street parking is typicaHy required, however, on-street parking may instead be appropriate where there are lower traffic volumes. Transit facilities are required as part of the street system, as are street lighting and design features that accommodate pedestrians. The design of commercial roads shaH consider intersection sight distance, separation of driveways from intersections, the need for intersection turn lanes, the special needs of single and multi-unit delivery trucks and general traffic movement efficiencies. 8. Ind ustrial Roads. Industrial roads serve Industrial (1) zoning. Curb and gutter and attached or detached sidewalks are required, as is off-street parking. Design speed is twenty-five (25) mph. The design of industrial roads shall also consider the special needs of single and multi-unit truck operations and provide intersection and driveway sight distances that are large to aHow for the greater time it takes these trucks to enter a roadway. 9. Urban Cul-de-sacs (am 03/21/06) Urban cul-de-sacs are short, dead end roads intended to serve residential or commercial developments in areas serviced by centralized domestic water delivery systems managed by a municipal or special operating district. For the purpose of these regulations, and pursuant to Section 4-620.J. I .h., Dual Access, properties located on an urban cul-de-sac do not require dual or secondary emergency access. a. Maximum Length or Maximum Number of Residential Units In general, the maximum length of an urban cul-de-sac shaH be 1,000 feet. In larger lot suburban settings the maximum length rule may be interchanged with a provision that aHows no more 12 units on each side of the street for a total of twenty five (25) contiguous residential units per road. The Local Fire Authority Having Jurisdiction shaH provide a recommendation regarding the design of urban cul-de-sacs for any new development or re-development proposal. Based on the number of units to be served, the wildfire hazard, the placement of fire hydrants and the capacity and pressure of the local water system, it may be determined by the Local Fire Authority Having Jurisdiction that the 1000 foot length or the maximum of 25 dwelling units is excessive. b. Road Design Standards The physical characteristics of any urban cul-de-sac road shaH be based on applicable provisions of Section 4-620.0., Roadway Standards, Functional Classification By County. unless otherwise determined appropriate by the County Engineer. c. Turnarounds at Road End AH urban cul-de-sacs shaH terminate in a circular, "T" or "L" type turnaround constructed in accordance with Section 4-620.0.1 1., Vehicle Turnarounds. d. Non-motorized Pedestrian Links. When urban cul-de-sacs are incorporated in a residential or commercial development, applicants are encouraged to provide non- motorized links between cul-de-sacs, which may be credited towards any applicable requirements for open space or trails for the development. 10. Rural Cul-de-sacs (am 03/21/06) Rural cul-de-sacs are dead end roads longer than 1000 feet in length that serve residential or commercial uses in areas where dual or secondary emergency access is not possible, and/or where centralized domestic water delivery is not available. As a matter of public safety, aH reasonable effort shaH be made to avoid the use of rural cul-de-sacs. a. Driveways Exempt Driveways that serve three (3) or fewer residential units shall not be considered rural cul-de-sacs, but shall be required to confonn to Section 4- 620.J.9.a(l), Access Bv Emergency and Service Vehicles. b. Year-round Access Required Rural cul-de-sacs will only be considered in those cases where year-round access can be assured by virtue of minimum grades and flatter curvature. c. Road Design Standards The physical characteristics of any rural cul-de-sac road shall be based on applicable provisions of Section 4-620.0., Roadway Standards, Functional Classification By County~ unless otherwise detennined appropriate by the County Engineer. d. Emergency Vehicle Turnaround Areas Emergency vehicle tumaround areas shall be required on rural cul-de-sacs at the initial 1000 foot mark and at 1000 foot intervals for the remaining length of the road. The Local Fire Authority Having Jurisdiction may recommend an alternative spacing plan for turnaround areas. The turnaround shall be constructed in accordance with Section 4-620.0.11, Vehicle Turnarounds. e. Turnarounds at Road End All rural cul-de-sac roads shall tenninate in a circular, "T" or "L" type turnaround constructed in accordance with Section 4-620.0.11., Vehicle Turnarounds. f. Water Service Proposals for residential or commercial development accessed by rural cul-de-sacs shall provide at least one of the following: (I) An on-site fire fighting water supply source acceptable to the Local Fire Authority Having Jurisdiction; or (2) Monitored sprinkler systems in all residential and commercial buildings as detennined appropriate by the Local Building Official and the Local Fire Authority Having Jurisdiction; or (3) A combination of items (I) and (2) as detennined appropriate by the Local Building Official and the Local Fire Authority Having Jurisdiction. g. Variance Required Any proposal for development that requires access by a Rural Cul-de-sac shall be required to obtain a variance from Section 4-620.J.l.h., Dual Access as provided herein. The Board of County Commissioners may, at their discretion, grant a variance subject to the provisions of Section 4-620.J.I.h., Dual Access and Section 5-260.G., Variance from Improvement Standards or, in the event that a Planned Unit Development is proposed, subject to tfie provisions of Section 5- 240.F.3.e(8) Improvements. 11. Vehicle Turnarounds a. Preferred Design. Circular offset turnarounds are preferred, as illustrated in Exhibit 5-8 of A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS, 2001, published by AASHTO. Cul-de-sacs may also tenninate in a "T" or "L" shaped turnaround as illustrated in the above-referenced Exhibit 5-8. (am 12/17/02) b. Minimum Standards for Radii. Cul-de-sacs serving less than ten (l0) residential units shall have a minimum thirty (30) foot radius bulb at the end. Cul- de-sacs serving ten (10) or more residential units shall have a minimum forty (40) foot radius bulb at the end. These minimum bulb radii presume the cul-de-sac is bordered by mountable curb or a four foot aggregate base course shoulder. In the event that the cul-de-sac is bordered by a barrier curb, then five (5) feet shall be added to the previously stated minimum radii. c. Snow Storage. Easements or open space areas of appropriate size to provide adequate snow storage, as determined by the Eagle County Engineer, shall be located immediately adjacent to vehicle turnarounds. d. Temporary Cul-De-Sacs and Turnarounds. Temporary cul-de-sacs or tumarounds may serve any classification of road, as determined by the County Engineer, to accommodate continuation of the road to adjoining properties when they are developed. These temporary cul-de-sacs or tumarounds must accommodate WB-12 design vehicles, and must be clearly identified as dead end streets through proper signage, in accordance with the MUTCD. The Local Fire Authority Having Jurisdiction shall provide a recommendation regarding the use of temporary cul-de-sacs or turnaround E. Traffic Impact Study. Proposed developments that are expected to generate more than four hundred (400) vehicle trips per day shall conduct a traffic impact analysis to determine the need for additional improvements on roadways affected by the proposed development. 1. Trip Generation Rates. The basis for projected volumes of traffic shall be the trip generation rates for various land use categories found in the latest edition of IlQf. GENERATION, published by!TE. 2. Background Traffic Data Not Available. If site specific information on background traffic for the study area is not available, considering existing zoning, then the Twenty (20) Year Factor for the closest segment of State Highway published by CDOT, Division of Transportation Development, Information Management Branch, shall be used to predict background traffic to be factored into the traffic analysis. In certain instances it may be necessary to use a combination of existing zoning and CDOT's Twenty (20) Year Factor. 3. Preparation of Analysis. The traffic analysis shall be prepared using industry accepted standards and practices. It shall be prepared by a Professional Engineer competent in the field of transportation engineering, and shall include such information as current and projected background traffic volumes, projected development traffic volumes, calculated capacity and level of service of existing and proposed roadways and intersections affected by the development, including warrants for turn lanes, channelization and signalization. F. Design Traffic Volume and Design Period. Key factors in the classification and design of any roadway are the amount (and type) of traffic that the roadway is expected to carry and the time period for forecasting traffic volumes on the roadway. 1. Design Traffic Volume. Design traffic volume shall be measured as annual average daily traffic (MDT), except for traffic volumes in excess of four hundred (400) AADT, which shall use the peak hour design hourly volume (DHV) as the basis for the design period. 2. Design Period. The design period for the design of new and upgraded roadways shall be twenty (20) years from the forecasted date of completion of the project. G. Level Of Service. Roadways in unincorporated Eagle County shall function at Level of Service "C" or better. Intersections, both signalized and un-signalized, in unincorporated Eagle County shall function at Level of Service "0" or better. For purposes of this evaluation, these Levels of Service shaH be as defined in the latest edition of the HIGHWAY CAPACITY MANUAL, published by the Transportation Research Board. The methodology for computing the Level of Service shall be as specified in the latest edition of the HIGHWAY CAPACITY MANUAL. H. Right-Of-Way Width. Minimum right-of-way widths for all classifications of roadways in Eagle County are shown in Table 4-620 J., Summary Of Environmental. Geometric And Design Standards. Sufficient right-of-way shall be provided to contain: travel lanes or driving surfaces; curb and gutter, when required; shoulders, drainage side ditches and other structures, when curb and gutter is not required; provisions for snow storage, particularly at higher elevations; utilities; facilities for bicycles and pedestrians, when required; cut and fill slopes and/or retaining walls; and, as applicable, future improvements of the roadway. 1. Additional Right-of-Way for Rolling and Mountainous Terrain. The right-of-way widths set forth in Table 4-620 J., Summary Of Environmental. Geometric And Desigt} Standards, are the minimum necessary to accommodate roadway construction on level terrain. Additional right-of-way shaH be provided to accommodate cuts and fills in rolling and mountainous terrain, considering that the roadway and associated slopes are a structure and should be structurally independent of development on adjacent property. The additional right-of-way for cuts and fills and their buffers may be in the form of a dedicated roadway maintenance easement. I. Sight Distance. 1. Setbacks. Setbacks for structures, as established in these Land Use Regulations, shall be measured from the outside edge of the roadway maintenance easement. 2. Compliance With AASHTO Manual. In the design and construction or reconstruction of roadways in unincorporated Eagle County, sight distance shaH be provided that complies with the latest edition of A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS. Chf!ll1g III, published by AASHTO. Roadways that operate at functional classifications higher than residential or other low speed urban streets shaH also provide sufficient sight distance to aHow drivers to occupy the opposing traffic lane while passing slower vehicles without hazard to themselves or others. 3. Design Considerations. The greatest impact of providing sufficient sight distance will likely be on the vertical alignment of the roadway. However, horizontal alignment may also be affected by requiring flatter curves, in order to avoid sight obstructions due to terrain, vegetation, or man made features. Roadway design shall take into account the following design considerations: a. Sight Distance Restrictions. Where an object off the roadway and within the right-of-way such as a guardrail, cut slope, or natural growth restricts sight distance, the minimum radius of horizontal curvature shall be determined by the stopping sight distance. b. No Sight Distance Restrictions. Where there is no sight distance restriction within the right-of-way, the right-of-way line shall be considered to be the restriction. The necessary stopping sight distance on such horizontal curves may be determined with the aid of Figure 4-620 # I, Stopping: Sight Distance On Horizontal Curves. When the design speed and clear distance (M) are known, this figure also provides the minimum centerline radius that satisfies these conditions. c. Sight Distance Restrictions At End of Downgrades. Where sight distance restrictions occur at the end of downgrades, an increase shall be made in the stopping sight distance in accordance with the values listed in the latest edition of A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS1 Chapter III. Table III-2. published by AASHTO. d. Sight Distance For Passing. Sight distance adequate for passing should be encountered frequently, at regular intervals. On roadways with high volumes, frequent and long passing sections are essential. On roadways with intermediate to low volumes, the need is not as great, but passing sections are still an important element for efficiency and safety. Passing sight distance for upgrades shall be greater than the derived minimum. e. Meeting Sight Distance. Meeting sight distance is the sum of the opposing stopping sight distances, or two (2) times the values listed for the various design speeds. Meeting sight distance is encouraged on narrow, low volume roads. J. Geometric Standards. AIl roads within unincorporated Eagle County, whether publicly or privately maintained, shall conform to the design standards and requirements shown in Table 4- 620.J., Summary of Environmental, Geometric and Design Standards. SEE SEPARATE 11 X 17 TABLE INSERT: Table 4-620.J. SUMMARY OF ENVIRONMENTAL, GEOMETRIC AND DESIGN STANDARDS. 1. Horizontal Alignment. The following special considerations for horizontal alignment shall apply to the design and construction or reconstruction of roadways in Eagle County: a. Compound Curves. The use of compound curves in proposed alignments is strongly discouraged, due to the potential deception they offer motorists, particularly when traveling from the larger to the smaller radii. (1) Standards When Compound Curves Are Necessary. If compound curves must be used to allow the roadway to better fit the existing terrain, then the ratio of the flatter radius to the sharper radius shall not exceed 1.5: I. Where feasible, a smaller difference in radii should be used; a desirable maximum ratio is I. 75: I. At intersections where motorists accept more rapid changes in design and speed, the radius of the sharper arc can be as high as a ratio of 2: I. (2) Length. Curves that are compounded should not be too short or their effect in enabling change from tangent or flat-curve to sharp-curve will be lost. b. Reversal of Alignment. Any abrupt reversal in alignment should be avoided. Such a change makes it difficult for a driver to keep within his own lane. It is difficult to superelevate both curves adequately, and hazardous and erratic operation of the vehicle may result. (1) Suitable Design. A reversal in alignment can be designed suitably by including a sufficient length of tangent between the two (2) curves for superelevation runoff, or preferably, an equivalent length with spiral curves. The distance between reverse curves should be the sum of the superelevation runoff lengths and the tangent runout lengths. (2) Sufficient Distance Not Available. If sufficient distance is not available to permit the tangent runout lengths to retum to normal crown section, there is a long length where the edges of pavement and centerline are at the same elevation and poor transverse drainage can be expected. In this case, the tangent runouts may be eliminated and the superelevation runoffs joined, thus providing one (I) instantaneous level section. (3) Tangent Separation Lengths. Desirable and acceptable tangent separation lengths are shown in Table 4-620 J., Summary Of Environmental. Geometric And Design Standards. A minimum tangent of fifty (50) feet shall be provided between all horizontal curves to facilitate steering and control. c. Curves. The "broken-back" or "flat-back" arrangement of curves (having a short tangent between two curves in the same direction) should be avoided because most drivers do not expect succeeding curves to be in the same direction and because in some cases the "broken-back" alignment will not be pleasing in appearance. Curves will typically not be considered to be in a "broken-back" arrangement when the connecting tangent is of considerable length. d. Simple and Spiral Curves. Figure 4-620 #2, Simple Curve, Figure 4-620 #3, Spiraled Curve, and Figure 4-620 #4, Relationship, Simple vs Spiral Curve, illustrate simple and spiral curves, their derivation and function. e. Travel Lane Widening. To compensate for off-tracking as a vehicle follows a curve (rear wheels tracking inside the front wheels), travel lane widening shall be provided on certain classifications of roadway. (1) Standards. Travel lane widening shall occur on the inside edge of the curve only, with the inside shoulder "kicked" out until a minimum of three (3) feet of shoulder is left. The amount of travel lane widening to be provided is shown in Table 4-620 I.I.e., Lane Widening On Curves. (2) Example. For example, if the required width of shoulder is six (6) feet, up to three (3) of the six (6) feet may be used for inside edge widening. In this example, if four (4) feet of widening is required the total shoulder width would be seven (7) feet. The gravel shoulder available for "cutting the curve" becomes less and encourages traffic to stay on the pavement, and the transition extends over the same length as the superelevation runoff. f. Switchbacks. Switchbacks are generally not considered a good roadway design solution, but may be the only alternative for gaining elevation in mountainous terrain. (1) Minimum Tangent Separation. When switchbacks must be used, each switchback shall have a tangent separation of not less than two (2) times the minimum stopping sight distance from the last or next switchback, adjusted for grade in accordance with the latest edition of ASSHTO's d. POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS. Cha1Jfer III. Tahle 1II-2.t Effect of erade on stoooine sieht distance - wet conditions. This is especially important on hillsides, on slopes steeper than twenty (20) percent, and where visually, switchbacks will create a major impact. Table 4-620 J.1.e., Lane Widening on Curves (Reserved) INSlOE lANE WIDENING. IN FEIT. FOR TWO-lANE ROADWAYS WITH A TANGENT WIDTH Of: Oeqtee 2. feet 22 feet 20 feet 0e9'ee 18 feet 16 feel of Design Speed. mph Design Speed, mph Design Speed, mph at Des.Spd . Des. Spd. Quve 35405060 20 25 30 35 40 50 60 20 2S 30 J5 .0 50 CuM 20 25 20 25 I 0.0 0.0 0.0 0.0 0.5 0.5 0.5 0.5 0.5 0.5 1.0 1.5 1.5 1.5 1.5 1.5 1.5 1 1.5 1.5 J.5 3.5 2 0.0 0.0 0.0 0.5 0.5 0.5 0.5 1.0 1.0 1.0 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2 1.5 1.5 3.5 3.5 J 0.0 0.0 0.5 0.5 0.5 1.0 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.5 .3 1.5 1.5 3.5 J.5 . 0.5 0.5 1.0 1.0 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.5 2.5 2.5 .. 1.5 2.0 3.5 4.0 5 0.5 0.5 1.0 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.5 2.5 2.5 3.0 5 1.5 2.0 3.5 ..0 6 0.5 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 2.5 2.5 2.5 3.0 10 6 2.0 2.0 4.0 4.0 7 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.5 2.5 2.5 2.5 10 10 3.5 7 2.0 2.0 4.0 4.0 8 1.0 1.0 1.5 1.5 2.0 2.0 2.0 2.5 2.5 J.O 10 J.O 8 2.0 2.0 -4.0 4.0 9 1.0 1.5 1.5 2.0 2.0 2.0 2.5 2.5 3.0 10 3.0 3.5 9 2.0 2.0 4.0 4.0 10 1.5 1.5 1.5 2.0 2.0 2.5 2.5 2.5 'J.O 10 3.5 15 to 2.0 2.5 4.0 4.5 11 t5 1.5 2.0 2.0 2.0 2.5 2.5 10 10 10 3.5 3.5 11 2.0 2.5 4.0 4.5 12 1.5 2.0 2.0 2.5 2.5 J.O 10 3.0 15 3.5 4.0 12 2.0 2.5 4.0 4.5 13 2.0 2.0 2.5 2.5 10 3.0 3.0 3.5 15 4.0 ..0 t3 2.5 2.5 4.5 4.5 14 2.0 2.0 2.5 2.5 J.O 3.0 3.0 3.5 3.5 4.0 4.0 14 2.5 2.5 4.5 4.5 15-16 2.5 2.5 3.0 3.5 3.5 4.0 15. 2.5 2.5 4.5 4.5 17-18 2.5 J.O J.O 3.5 4.0 4.0 16-20 2.5 3.0 4.5 5.0 19-20 3.0 10 J.5 4.0 4.0 4.5 21-23 3.0 3.0 5.0 5.0 21-23 3.0 3.5 4.0 4.0 4.5 4.5 24-29 3.0 J.5 5.0 5.5 24-27 3.5 t.O 4.5 5.0 30-39 3.5 3.5 5.5 5.5 28-32 ~.O 4.5 5.0 5.5 40-5{} 4.0 6.il 3J-36 4.5 5.5 37-41 5.0 6.0 42-46 5.5 6.5 47-50 6.0 7.0 51-55 5.5 7.5 56-60 7.0 e.o HOltS: for values less than 2.0 feel lone widening is nof netessory. Where s~lrniIers ore signifICont increase lobular values of widening by 0.5 for curves of 10' to 16: olld by 1.0 for curves 17' ond sIJorper. EAGLE COUNTY ENGINEERING DEPARTMENT LANE WIDENING TABLE ON CURVES 4-620 J.1.e DRAWN R('AS(() SHE:ET 1 OF" I (2) Direct Lot Access. Direct lot access is not permitted on the tangent sections between switchbacks that are separated by the minimum distance outlined above. To gain lot access on the tangent section separating the switchbacks there must be the required minimum sight distance from intersecting streets and driveways from both switchbacks, as shown in Table 4-620 J., Summarv Of Environmental. Geometric And Design Standards. (3) Lane Widening. Lane widening for switchback curves shall reflect AASHTO Design and Traffic Condition III-C. The minimum allowable centerline radius for switchback curves is shown in Table 4-620 J., Summary Of Environmental. Geometric And Design Standards. The eighty (80) foot minimum radius is based on the recommendations of the Model Re ulations For Protectin Peo Ie and Homes From Wild Ire in Subdivisions and Develooments promulgated by the Colorado State Forest Service. A review of multiple-unit vehicle turning radii and pavement width occupation shows that an eighty (80) foot radius is the minimum radius a large vehicle can make and yet not occupy more than its own lane, even with travel lane widening on the inside of curves. g. Street Pattern. The street pattern in the proposed development shall generally conform to any adopted County master plan for future development of the adjoining areas. Proposed streets or roadways within three (3) miles of any incorporated municipality shall conform to the street system and standards or official street plan of said incorporated municipality. (1) Continuity of Alignment. Where appropriate to the design, the streets shall be continuous and in alignment with the existing platted streets with which they are to connect. (2) Extend to Boundary Lines. Proposed streets shall be extended to the boundary lines of adjacent land, if the applicable adopted County Master Plan indicates the adjacent land will be suitable for development, unless the extension is prevented by topography or other physical conditions. h. Dual Access (am 03/21/06) With the exception of properties proposed to be served from the public roadway system by driveways or by urban cul-de-sacs, two (2) points of ingress/egress to the public roadway system shall be provided, such that in the event a road within the subdivision becomes impassable, all properties will continue to have access to a public roadway system. Both points of access should be open and available for daily use. In the event that this is not possible, and at a minimum, there shall be provided a secondary emergency point of ingress/egress equipped with emergency breakaway barriers capable of accommodating emergency response vehicles commonly operated by the Local Fire Authority Having Jurisdiction for all new development or redevelopment. Secondary emergency access points must be kept free of obstruction, and must be maintained to assure year round use. Depending upon the length of the road, the wildfire hazard rating, the number of units proposed, the topography and the recommendation of the Local Fire Authority Having Jurisdiction, the Board of County Commissioners may, at their discretion, grant a variance from this required improvement standard. 2. Vertical Alignment. The following special considerations for vertical alignment shall apply to the design and construction or reconstruction of roadways in Eagle County: a. Terrain Classification. Terrain in Eagle County can be characterized within one (1) of the following three (3) categories: (1) Level Terrain. Level terrain is that condition where roadway sight distances, as governed by both horizontal and vertical restrictions, are generally long or could be made so without construction difficulty or major expense. The average natural cross slopes on level terrain are less than eight (8) percent. (2) Rolling Terrain. Rolling terrain is that condition where the natural slopes consistently rise above and fall below the roadway grade and where occasional steep slopes offer some restriction to normal horizontal and vertical roadway alignment. The average natural cross slopes on rolling terrain are between eight (8) percent and fifteen (15) percent. (3) Mountainous Terrain. Mountainous terrain is that condition where longitudinal and transverse changes in the elevation with respect to the roadway are abrupt and where benching and side hill excavation are frequently required to obtain acceptable horizontal and vertical alignment. The average natural cross slopes on mountainous terrain are greater than fifteen (15) percent. (4) Combination of Terrain Types. A parcel may contain all or any combination of these terrain types. Terrain that has varymg characteristics shall be classified within the above categories, and shall provide a transition in design speed between each category in five (5) mph increments, spaced seven hundred-fifty (750) feet apart. Ten (10) mph increments may be considered for approval by the County Engineer upon the applicant's demonstration that circumstances warrant. Part of this determination shall be based on the review of cross sections and cost estimates for both cases prepared by the applicant's engineer. b. Maximum Grade. The maximum grade for each classification of roadway in Eagle County is illustrated in Table 4-620 J, Summary Of Environmental. Geometric And Design Standards. (1) Ability to Negotiate Grade. A maximum grade of eight (8) percent is generally negotiable under year-round conditions by two (2) wheel drive vehicles with mud and snow tires where stopping and starting are not required. Steeper grades may require four (4) wheel drive and/or studded mud and snow tires under winter snow and ice conditions. (2) Maximum Grade in Suburban and Urban Areas A maximum grade of six (6) percent is more appropriate for suburban and urban areas, where the frequency of stopping and starting is increased. ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAYSTANDARDS (3) Special Design Considerations. Special design considerations regarding grades are required for intersections and driveway approaches and on switchback curves (see sub-sections 4-620 J.4., Intersections, 4-620 J.9., Access Approaches and Driveways, and 4-620 J.1.f, Switchbacks). (4) Low Volume Roadways. On low volume roadways (AADT of four hundred [400] vehicles or less) grades may be increased to one hundred- fifty (150) percent of the stated desirable values in Table 4-620 1., Summary Of Environmental. Geometric And Design Standards, for a tangent distance not to exceed five hundred (500) feet on southern facing slopes only, subject to the approval of the County Engineer. There shall be no access approaches in the segment with the increased grade. c. Vertical Curves. Vertical curves shall conform to the criteria set forth in the latest edition of A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS. Chapter Ill, published by AASHTO. (1) Grade Breaks. The use of grade breaks, in lieu of vertical curves, is not encouraged. However, if a grade break is necessary and the algebraic difference in grade does not exceed four-tenths (0.4) percent when curb and gutter is used, the grade break will be permitted, except at intersections, where algebraic differences in grade of eight-tenths (0.8) percent will be permitted to facilitate the warping of the side street to meet the through street. (2) Rural Roads. On rural roads not bordered by curb and gutter, vertical curves are not required when the algebraic difference in grade is one (1) percent or less. (3) Sag Vertical Curves. The minimum grade within a sag (sump) vertical curve is one-half (0.5) percent. This will require manual calculations and labeling at the low point of the sag vertical curve. d. Cross Slope. (1) Roadways Shall Be Level. Except at intersections, or where superelevation is required, roadways shall be level, as measured perpendicularly, from top of finished edge of pavement to top of finished edge of pavement, or from top of curb to top of curb when curb and gutter is required and shall have a two (2) percent crown as measured from centerline to finished edge of pavement, or lip of gutter when curb and gutter is required, or lip of median curb to lip of outside curb on roadways with raised center islands. Parabolic or curved crowns are not allowed. (2) Warped Intersections. Maximum pavement cross slope allowed is four (4) percent at warped intersections, as measured above. In no case shall the pavement cross slope at warped intersections exceed the grade of the through street. The rate of change in pavement cross slope, when warping ARTICLE 4.' SITE DEVELOPMENT STANDARDS 4-620. ROADWAYSTANDARDS side streets at intersections, shall not exceed one (1) percent every twenty- five (25) feet horizontally on low volume residential roads and streets, one (I) percent every thirty-seven and one-half (37.5) feet horizontally on suburban and urban residential streets, or one (l) percent every fifty-six and one-half (56.5) feet horizontally on collector roads and streets. 3. Superelevation. Horizontal curve radius and superelevation shall be in accordance with the recommendations of the latest edition of AASHTO's A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS, Chaoter III. The following procedure is an outline for the correct application of superelevation. Further information on this method is available in AASHTO's A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS, Chaoter III, 1994. Super Diagrams. and Plot Exaggerated Profiles are not mandatory, but may be required by the County Engineer to evaluate proposed roadways. a. Horizontal Centerline Radius, Degree of Curvature and Centerline Design Grade. Establish horizontal centerline radius, degree of curvature and centerline design grade. Centerline design grade shall be the actual centerline of roadways without raised medians, or median top of curb, or flowline or lip of median gutter (which shall be level across the median except at turn lanes) on roadways with raised medians. The method of attaining superelevations shall be rotation about the centerline on roadways without raised medians or rotation about the median top of curb on roadways with raised medians. b. Rate and Length of Superelevation Runoff. Table 4-620 J., Summary Of Environmental. Geometric And Design Standards, shall be used to determine the rate of superelevation and length of superelevation runoff required for the degree of curvature. Superelevation runoff is that length of roadway needed to accomplish the change in cross slope from a section with the adverse crown removed (flat) to the fully superelevated section, or vice versa. c. Super Diagram. Use the information obtained from Table 4-620 J., Summary Of Environmental. Geometric And Design Standards, to construct a "super diagram". The "super diagram" is a design aid used to establish the length of tangent runout required, and pavement cross-slopes generated through the transition from the normal cross section to full superelevation, or vice versa. Intervals at which pavement cross slopes are read shall not exceed twenty-five (25) feet and should be read at even twenty-five foot (25) stations along centerline (7+25, 7+50, not 7+28.79, 7+53.79). Tangent runout is that length of roadway needed to accomplish the change in cross slope from a normal (two [2] percent) crown section to a section with the adverse crown removed (flat), or vice versa. Note: The superelevation runoff is located about the horizontal P.C. or P.T. of the curve at a two-thirds/one-third (2/3: 1/3) ratio, with approximately two-thirds (2/3) of the total length required for the superelevated runoff being achieved prior to the P.C. or after the P.T. of the curve. The point at which the superelevation runoff begins or ends should be at the nearest five (5) foot station. LAND USE REGULATIONS 4-16 EAGLE COUN7Y. COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAY STANDARDS d. Plot Exaggerated Profile. Plot an exaggerated profile of the centerline or median top of curb using the grade originally established. Next plot both of the outer tops of curb or flowlines or lips of gutter, setting elevations radial to centerline by using the pavement cross slopes derived from the super diagram. Smooth the resultant grade of the outer tops of curb by the use of spline or french curves, if necessary. Read new elevations on these adjusted grades. Scale for this exaggerated profile shall be one (I) inch equals twenty-five (25) feet or larger horizontally and one (I) inch equals one (I) foot vertically. e. Transfer to Normal Scale. Transfer all of the infonnation on the exaggerated profile to the profile of the construction plan at nonnal scale. f. Add Labels and Submit. Label, at each transition point in the plan view of the construction plan, the name, station, elevation, and rate of superelevation. Also, label each point by station and elevation where the pavement cross slope is one (I) percent, either direction, for the purpose of locating inlets to intercept cross pavement drainage flows if curb and gutter are required. Submit the super diagram(s) and exaggerated profiles for concurrent review with the public improvement plans. 4. Intersections. The following standards shall apply at intersections: a. Through Street Takes Precedence. The grade of the "through" street shall take precedence at all intersections. At intersections of roadways with the same classification, the more important roadway, as detennined by volume of traffic, shall have this precedence. Warp side streets to match through streets with as an effective and short transition as possible. b. Design Factors. Factors that shall determine the elevation of the point of curb or edge of pavement return on the side street and the amount of warp needed on a side street transitioning to a through street are: (1) Permissible Grade. Pennissible grade in the stop/start lane, as described in sub-section 4-620 J.5., Intersection Grade. (2) Pavement Cross Slope. Pavement cross slope at the Point of Curb Return or BeginninglEnd of Curve on the side street and pennissible warp in pavement cross slope, as described in section 4-620 J.2.d., Cross Slope. (3) Vertical Curve Criteria. (4) Curb Returns. Vertical controls within the curb return itself, as described in sub-section 4-620 J.6., Curb Returns. c. Elevation. The elevation at the P.c.R. of the curb return or B.C. on the through LAND USE REGULA170NS 4-17 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAYSTANDARDS street shall be set by the grade of the through street in conjunction with normal pavement cross slope (two [2] percent) or the rate of superelevation. d. Crown of the Side Street. Carrying the crown of the side street into the through street is not permitted. e. Dipping the Flowline. Dipping the flowline to the extent that the lip of gutter is dipped is not permitted, except as required for a CDOT Type R Curb Inlet, Standard M-604-12. Tipping an inlet for the benefit of drainage is also not permitted. f. Major Intersections. At a major collector-major collector intersection, a more detailed review of the entire intersection's driveability will be required. Few major intersections will have a uniform two (2) percent cross slope, the majority of them having one or more sides warped. See sub-section 4-620 J.2.d., Cross Slope, for information conceming warping of pavement at intersections. g. Curb and Gutter. When curb and gutter is required, separate flowline profiles, and pavement cross slopes in the plan view may also be required by the County Engineer. Spot elevations in the intersection shall also be shown, on the plan view, on a fifteen (15) foot grid. This information shall be shown on separate plan and profile sheets at a scale of one (1) inch equals twenty (20) feet horizontally and one (1) inch equals two (2) feet vertically. 5. Intersection Grade. The first twenty (20) feet beyond the edge of the traveled way of the through street, including any necessary speed change lanes, shall slope down and away from the through street at a grade of two (2) percent. The transition back to the side street grade shall be accomplished in a minimum fifty (50) foot vertical curve. The maximum grade at intersections, including private driveway approaches to public roadways, shall be three (3) percent at flowline or edge of pavement and centerline (stop/start lane shall be as shaded in Figure 4-620 #5, Transition Distances for Permissible Intersection Grades, for the distances shown in the table that accompanies Figure 4-620 #5.) At intersecting major collectors the maximum permissible grade will be two (2) percent for two hundred (200) feet either side of the intersection on both sides of the roadway. LAND USE REGULATIONS 4-18 EAGLE COUNIY, COLORADO Article 4 December 13, 2005 ART/< LE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAY STANDARDS Figure 4-620 #5 - Transition Distances for Permissible Intersection Grades Rural Access Residential Collector Commercial and Industrial Driveway 20' 30' 40' 50' Rural Access 30' 40' 40' N/A Residential 40' 50' 60' 80' CoUector 40' 60' 80' 100' Commercial N/A 80' 80' 100' and Industrial 6. Curb Returns. When curb and gutter is required, minimum faU around curb returns when turning water shaH be six-tenths (0.6) of a foot for a thirty (30) foot retum radius and one (I) foot for a fifty (50) retum radius. For other curb retum radii, a grade of one and twenty-seven hundredths (1.27) percent shall be used within the return to establish minimum fall when turning water. 7. Curb Return Profiles. When curb and gutter is called for in Table 4-620 J., Summary Of Environmental. Geometric And Design Standards, curb return profiles shaH be required at every curb return in the public way within the proposed development, except on medians, in accordance with the following design procedure. These profiles are to be used for construction staking of the curb return. The following information is provided on curb return profiles: a. Elevation. Determine the elevation at each P.C.R. of the curb return according to sub-section 4-620 J.4., Intersections. b. Arc Length. Calculate the arc length of the return at its flowline. c. Flowline Grade. Show the corresponding flowline (or top of curb) grade for the roadway beyond the return at each P.C.R. d. Extend Grades Until They Intersect Within the Return. The above corresponding grades shall be extended until they intersect, somewhere within the return (Figure 4-620 #6, Curb ReturnlEdge of Pavement Profile "A"). The grades may intersect near or outside either P.C.R., so long as the vertical difference in grades does not exceed two-tenths (0.2) of a foot at either P.C.R. (Figure 4-620 #7, Curb ReturnlEdge of Pavement Profile "B"). In this case, a line is drawn inside the return and two (2) percent vertical curves are used at the intersections. It may be necessary to revise the grade of the intersecting side street to obtain an acceptable curb return profile (Figure 4-620 #8, Curb Return/Edge of Pavement Profile "C"), however, the "through" street is never warped to facilitate this. See sub-section 4-620 1.4., Intersections. UND USE REGULA 170NS 4-19 EAGLE COUNTY. COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAY STANDARDS e. Vertical Curves and Elevations. Vertical curves within the return may be drawn in with french or railroad curves. Elevations of at least two points between each P.C.R., at spacing not to exceed fifteen (15) feet shall then be shown in the profile. These points shall be evenly spaced between the P.C.R.'s so as to divide the arc length of the curb return at flowline into equal segments. The elevation and location of the high or low point within the return, if applicable, is to be called out in the profile and on the plan view. f. Scale. Scale for the curb return profile shall be one (I) inch equals ten (10) feet horizontally and one (1) inch equals one (1) foot vertically. LAND USE REGULATIONS 4-20 EAGLE COUNTY. COLORADO Article 4 December 13, 2005 4-620. ROA WAYSTANDARD Reserved for CDOT Table: Stopping Sight Distance on Horizontal Curves St 'R So " !.. I .. ~,.,"., J a . n t.LI uU) D ZI.U ~~ ~ ... ,U SUi ~ . I~ . .... ...J &0; ~ '" " J :z: <C( It J I II ~l-' i it -2. .. = (1)0.... \0 to . ~~] I . . I~ i j a:: I. J: ~~ '\ . ~ a; ft Oz !f , 1-0 en IJ .. Ii ,! i! 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II<t.stC . .....!!- .0 ~ [ACU: COUNTY FIGURE ENClNrrRlNG OEPARTM(H1 SIMPLE CURVE 4-620 12 OIP..... Ilf.'otSCD SHttl 1 or 1 4-7S LAND USE REGULATIONS 4-22 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAYSTANDARDS ~O C1.Il\(: r()llWf.,l$ t-... ~ T,S, . UM(;(1iIf to ~ ) SL . 9'IlIIl:. 10 C\IIIIt It · ,.... ~ I/IUlIt e.s. . ClJIlWt 10 $Hbt. $.1. . 'SAlt;ll to Wl<<M .....~ La . WCI'N ()I $PIIIliIl )lc.~ . ~ ()I s..c.. flllOll nc t.$. ltAllIuS ~ Tt . (lIt.~+.. 'C.-I. ~1t$ Of NIt O1+l(lt POM ON '5'NMt 11!011lM U. Oft S.J. h, . (1(;.,,)......+ "H~ .." ltt - ItiOUS ()I CllICUI..Nt ~ ~ tIC 9"llUC.tt C\.lIl\() [e . [llf(RNIt OIS'IANC( NlCU ".l. to ~ CbI!\I( M . A-20s p - (Jf'I21 0IlS1NitC Of 0I(Wl0lt CQIII\It PIIOOlI<<O tC.~ ~ . aNl_ MCU <II ~ Me .. - aNI_ .-su: <II .... (~ .IHCU) 01.... lC - ~t ()I OIrttf ".c. M ".1. fit - OlClllL 01 0lICW0f! lite II - l..OlI$ 1~ 10lSTM<< 01 ~ ONlY) 'Oil .. .,11tV1 (f II S JOlt.. (:Cl1IUH !t oft 1$" Sf - $JorI' lJHC(.1i1f (CISf~ ()I $PIIr4l <lNt Y) ~'f "' l,"'Vlh ~......... .,,' .,. . . I( .. If'$tllh ..,.. "' U-ffi " . l/A"'Y P . ll"'SllCtjl2/h It. 11M .." I( . l/M.-"'ti" EAGlE COUHfY FIGURE EHCIN[(RtfC ((PARTlA(NT SPfRAtED CURVE 4-620 13 IJlNMI A(\II5(O '>M((l I Of . LAND USE REGULA110NS 4-23 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWA Y STANDARDS /I(~ - UiPLE VS $PttlU;o CUR\.t R - IU01US or S1lIf>L( CUM: 1.5. - lNlGf:Hf 10 SARAl. Rc - RAOfJS or ClRCOI.AR CUM: (WlrHH lH( 5PRIU:D C\lI'M:) s.c. - SPIRAl TO QJIM o - OCCREr or Cl.ll\'VAfUR( C.s. - ClJRlJt TO S!>lRAl. DI: - OCGlltt Of ClllCUI.AR AIle s.t. - SPIRAl 10 lNlCOfT t:. - 1IlT{fl'S(C!\':lN AtiGU: (fOlio(. COITlloOl. AIQE) l::I: - ~TtllS[OIGW AIQE rx CillCl.Ult AAC P J. - POM or llil(llS(C1lON Ed - ~ C\.IIIM: DIS1. IIlIllJ$ $I11Pt1: CUA\( lllSl. ([-te) p~. - POINr or CUf/IIA1Ullf P - orrso DISTAl/(( or ClIlCIII.AR CUA\( PIlOOOCro p.t - POINT or UI4G(NCY I( - COOfltltNAlt:: or rxrsef p.c at P.T. EAGlE COUNTY RELATIONSHIP FIGURE ENGINEERING DEPARTMENT SIMPLE vs SPIRAL CURVE 4620 V4 ORAWN llE\4sro ~CllOF I LA1VD USE REGULA110NS 4-24 EAGLE COUN7Y, COLORADO Article 4 December 13, 2005 '! !" f . - .. lfllUr U I. -;; ~ '! :ql!! I NOTe UI!" !I' SI'IWS 1aJlOII U!IJI .-c IS\W I.IlE. . \lIE P'OIt NIIiJIlll. COlI.lIC7a NCI IlUJW. ~~~ oil ~ U aar_ HCl-___ f----~ . . ~ . nu!.::! ._~ . --~~ . V - AISWIl) DESIGN IPUI) j l.nI- ~ UIIGIII""~~. .. I!! s: . - I Lmt- = ~~-=:"'&~ . oJ 1IUCH IlS IlaUJIW<<lUs N$6, _ lift OF l.nI . . IU ~ . N:tEm. IlIWIIW _ __ or 111( o Ill! ClOIINn' 0lClHQIl . Rb:lIJltID IllIt lISl! or I.nft. -.. UNmlS lie __ OM So c:IIHIDLIC 111 BlOt: IWlO or 2lUlIf - 1113.1. 2SWH - 1lt41i\. .. . =~ &: ~;I' Ui! - - 1rtIQ. JAIPH - 1I1ft.11" _ _ 1:1 - - 1:200 _ tOY'H - ~ _ AIlE IIASII) aar II _ we "*lIlt OF 11 I'IJJ:. . f e . IWIIIUII _ or ~ IN 0 .. .~!!~-_!.!.!I- . . ~c:.r:~~ ~ 0 SPEEI>. ID 0 0 0 I lI-~n ~ if t " X ....:riA' :It, rn:/t II lJllllln:Sl a 0 cE 5 . J JUt ! UB! ! !!-. J. o l!ll!!llll!~U it ij uu t ......5 ." ~"I Il/t Ie II I 1;..'.1;;;;\111# f ~ ..r-ODOa.. ""/tle/t I.... .& llll . .!!!! .. ~ OUlIl!llUUU U.U . UU U UtU .......... xa; * lIa;l lIllOI J: #tit It;,..,. '"''001''' . i' . ......a. I I II Ie I! l! II IIIIII 111'..., .11 ! . fUllll l! U U i "U t U U n nu~nuuu Ul . !:H~..tH . ~I~;/~ HU .lif :lCIU il::I:lr_~Ji~i!i~ ~!:~:~!.f-~ c I~~~~i!~g !il~l= !~!.... Q "U IH ~UH ! ~~ li~II~!lr~11 !B tUH til~~ptuIlP~'l It.sp J lfiu .lllI llU II ,,!~~ ~ ~il; . EAGLE COUNTY SUPERElEVATlON '::NGINEERING DEPARTMENT CHART-emox"" 0.0600 DErAIL DRAWN R.EVISED SHEET OF LAND USE KEGULATlONS 4-25 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWA Y STANDARDS Figure 4-620 #6 - Curb ReturnJEdge of Pavement Profile A r:-:..... . ......._. ........_ ........:/::::::::: :::::::.. I~~ ......... ......... ........ '::"':.:: ::::::::: ::::::::: ::::::::: ::::::::: :::::::. "" ............ ::::'::. : .. . .. ..: ::::::::: ::::::::: ~:::::.... !;;;;!::~ if!:~~~ ~;f!ff fff~!IfI fff!!!!!: ff!ff!Iii . . .. ........ '1' . . . . . . . . ... ...... ...... ii;~:f;i! ;;; .:~!Iiiff fif!fJ!ff ilf;;iff; i:~~ii!;. . . .. .... ... :..:..:...:..: .:.... .. .......... ... PeR - STATION -- 0 ~ . : : . : : . ~ : . : : : : > ::::' : : : :: :':: ~~Y~TI ~~~ : ~ ~ : ;' ~ Q ... .. .. '" ......... f:i::.. if:!!> :<::~; ~~~~~'::~.::;~~;;;; 0 ::::... ::::::::: ::.:':::: :::..:- :::::~:. II') I ./3...... .... " f" . .;:::) . '. .... ... ..... ... .... . ..t-.. : : : . : : : . . . . . . . . ELEVATION ..... . I . UJ . ... ":.'::.. ::. ::::. :~: .:::j' ....~:. " .. ..... ... .. I.. ..1&"... 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"" ........ .. .. .. :t:' ...... ..... ... ........ ... :.... ... .. . " .... . .. .. .. .. .. . .. ...... .. .. . . .. . .. . . . .. .". .. ... .. .. ....." ....... ......... ..... .... ... -- --- :::: ... :::...::.. :::...:., ".,. .... + -: . . . . . . . . " I.... . I ,. .... ... '/" '.," '::':...,' .. .,:::...::: '.. ... LAND USE REGULA110NS 4-26 cAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWA Y STANDARDS Figure 4-620 #7 - Curb ReturnlEdge of Pavement Profile B . . . . . . . . . I . . - I I . .............. .... ................ ::::::::: :::......::: .......... ........ ~o .. ......... I . .. ..... au . . . . . . . .. ........Z' . ..J 1 Zo z. ......... I .. .'. . . . . ii: : : : : : : : :: ::: Wi:. ....... . .......... o . . . . . . . .. ... co.... ......... ......... t 'SF........ ./.. . ~ ~ i~ : : : : :': : : : I : :.: : : : : : : - . . . . . . . .. ... 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'.' .. . . , . . . . . . . . . .. ,. ,.. .. .. .. ... . .. . ... . . . .... ........ ......... f .. .. .. . .. .. ,.. . ,. ~ .. . ,. . . .. . ... ..........,........ I . , . . . . . . . .. ......... ........ ......... ......... ........ I I : : : : : : :: ::::::::: ::::::::: I : : :-: : : : : : ! : : : : : : : : : f : : : : : : : : : . I . . . . . . . .,.,. . . . . . . . . , . . . . . . . . ., . . . . . . . . . , . . . . . . . .. ......... . . . . . . .. .... - . . .. .....,.... .........!......... f . . . . . . . . . ~::::::: ::::::::: :::::::::!::::..:::: f::::::::: f:::::": -::. LAND USE REGULA770NS 4-27 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620, ROADWAY STANDARDS Figure 4-620 #8 - Curb ReturnlEdge of Pavement Profile C .. .... .. .." .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..." .. .... .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. " .. .. .. " .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .. .. .... .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... ."" ~ .. .. .. .. .. .. .. .. ."" .. .. .- .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..... .. .. . .. .. .. : .......... .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. : : 'vpt~ STAtioN: : : : : .. .. .. .. .. " .. .. .. .. .. .. .. ..... .... .. .. .. .. .. . .. .. .. .. .... "" .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. : . . ELEVATION . : . '.' : : .. ...... .. .. .. .. .. . .. .. .. .. .. .. .. .. ; .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. '" .. .. .. .. .. .. .. .. .. .. ......... .. .. .. .. .. .. .. .. .. 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HH>~ i::>:ii \j:=H HHH'iii[i:: >~:::~ ......... . ......... .........0 . .. . .. . .. ..... '" .. . .. ~ ~ ' ~ ~ ~ ~ : : : .: ......... I . . . . : -z.. f') . . . . . . . .. .. - . . . . . . I . .. . . . ......... I . . , . . .0:::. . . . . . . . . .. "'1 i.i'5 . .... . : : r : : : : : : : . I . . . . . . . . . I . . .. . .::>. . .. .. .. " .. . .. .... ....... · ... . . .. ".. ".. ......"..... .............. ~ i : . . . . ......... ,. . . . . . . . " :::: :ELEV,TION. : . . .. ......... I . . . . . . . . . , . . . . . .LIJ. . . . . . . . . . . I . . . . . . . . . I . . . . . '0:::. . : : : : : : : :: :': :::::,:::'::. : ::::::::: :::::::::,::::::t.\..:: : : ~ ~ : : : ~ : . ~ : ; : ; ; ~ ;.: ; ; : : : :/ ; . I : : : : : ; : ;; ;;;;;;; ~ ; L ; ; ; ; ;~;; ia . . . . . . .. I I ! . . ./. . . . . . . . . I . . . . . .(!). - . . . . . '. . .. :.::::-::: :::::.::: I : . : : : : . .. ....,.... I . , . . . .z. . . . . . . . . . . I.. . . . I . . VPc ;......... I . . . . . .w. . ...... ., . f.... .. . . 't.i3' ... , . . ..:..... ....J.. . . , . . . . . . f . . . . . . . . . . . . . . . : . . . . ELEVATION ' . . . . I . . . . . . . . . . . . . . .. ...... - . ELEVATION . I. . . . . . . . . I . . . . . . . . . I , . . . . .(,). . : : : : : : : : : ! : : : : : . : : . '; : ; : ; ~::-; i ; ; : : : : : ; ; i : ; : ; ; ; : : : i : . ;?:-~ S2 ,.... ..... .......... . ........,.. .......... - w ..... . ......... ....... . ~ ::::::::::::::~::: :::::::::1:::::::: o ..f......... ......... ....... . a:: . . . . . . . . . , . . . . . . ... ......... ....... . 1 f ~ : : : : : : : t : : : : : : : : I' .: : ';~:~1 ~T~~~: .: 0 . : .......::1::::::::: :~:::::: ::::::::: I- :::::::..;......... .~..... ......... .........1............ f$;. .... ......... I ........,... .... ......... . . .. . .. . .. ." . :::::::::f::::::::: ::::: ::: ::::::::: - ., ...................,......... - .... .., , +.i...... .l......... ....... : :: : : : : . .,. . . . . . ... ......... ......... ". ..........-. ..........~ ............ ......... .. . .. .. ... .. . ... ............ II .. "_ ................... J .. .. . .. .. . . .. . LAND USE REGULA110NS 4-28 /;AGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT ~ DARDS 4-620 ROADWA Y STANDARDS Note: Separate flowline or edge of pavement profiles are required as the basis for design at bubbles, cul-de-sacs or horizontal curves when the vertical grade is less than one (I) percent and other departures from normal roadway cross sections, Le., the pavement cross slope is not two (2) percent, and for at least two hundred (200) feet from all intersections, 8. Clear Vision Areas. A clear vision area shall be maintained on the corners of all properties at all roadway intersections, including railroad crossings, so that intersection sight distances as specified in Table 4-620 J" Summary Of Environmental. Geometric And Design Standards, are provided, a. Prohibited Structures. A clear vision area shall contain no planting, fence, wall, sign, utility appurtenance, structure or other obstruction, temporary or permanent, exceeding thirty (30) inches in height, as measured from the top of the curb, or in the absence of curb and gutter, from the finished grade of the centerline of the street. Traffic control devices required by, and installed in accordance with, the MUTCD, or Colorado Supplement thereto, are exempt from this provision, b. Applicant is Responsible. It shall be the applicant's responsibility, through his engineer, to ensure that the necessary clear vision area is provided in the layout and design of the development and is carried through during construction, 9. Access Approaches and Driveways. a. Findings. Control of access to public streets and roads is an area of increasing concern, since roads are rarely being built or upgraded fast enough to accommodate increases in traffic, The proliferation of access points and driveways along major local roads and state highways impairs the ability of such roads to efficiently carry traffic, Effective control of access can enhance the carrying capacity and safety of most roadways by reducing the opportunity for turning movements both to and from a major roadway. In addition, elimination of turning movements can decrease the need for acceleration and deceleration lanes. b. State Design Standards. Pursuant to C.R.S. 43-2-147 (I)(a), access approaches to roadways under the jurisdiction of Eagle County must meet the Design Standards found in Sections Three and Four of the Colorado State Highway Access Code, 2 CCR 601-1 (the Code), In addition, those parcels directly accessing highways under the jurisdiction of the Colorado Department of Transportation shall be required to obtain a State Highway Access Permit pursuant to the above-referenced Code, Eagle County is the Issuing Authority for such permits and should be contacted initially for the application and further information III obtaining State Highway Access Permits. c. Additional County Standards. In addition to the foregoing, public and private access approaches and driveways shall be subject to the following standards: LAND USE REGULATIONS 4-29 l!.'AGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENTL .lVDARDS 4-620 ROADWAY STANDARDS (1) Access By Emergency and Service Vehicle. All dwellings and other structures shall be accessible by emergency and service vehicles. A maximum grade of eight (8) percent and a minimum centerline radius of forty-five (45) feet is recommended for driveways on north-facing slopes. On south-facing slopes, a maximum grade of ten (10) percent and a minimum centerline radius of forty-five (45) feet is recommended, Curves should be widened generously in both circumstances, (am12/17/02) Unless otherwise approved by the Local Fire Authority Having Jurisdiction, public and private access approaches and driveways in excess of 150 feet in length shall be provided with adequate area for emergency vehicle turnaround in close proximity to the residence or structure served, Access approaches and driveways in excess of 300 feet in length shall provide an area adequate for emergency vehicle turnarounds In close proximity to the residence or structure served, and shall also provide vehicle turnouts where the driveway is expanded to be at least 18 feet wide at 150 foot intervals, Alternatively, the private access or driveway may be designed to accommodate two-way traffic. Turnarounds shall be constructed in accordance with Section 4- 620.D,II, Vehicle Turnarounds, (am03/21/06) (2) Driveways in Monntainous Terrain. Proposed developments on lots with mountainous terrain may require the preliminary layout and design of the individual driveways at the preliminary plan stage, and the precise design of the driveway at the final plan stage, to assure that access can be provided to each dwelling unit served by the driveway in compliance with the standards of this Division, (3) Driveways Requiring Significant Cuts and/or Fills Discouraged. Driveways that require significant cuts and/or fills are discouraged. Applicants are encouraged to relocate development to areas within the proposed development where such cuts and fills are not required, Where significant grading and/or retaining walls or other structures may be necessary, the applicant may be required to identify a precise building envelope and construct the driveway that will serve that envelope, at the discretion of the Board of County Commissioners, considering the advice of the County Engineer, In extraordinary cases, driveways may be considered public improvements and thus collateralized, constructed and subject to the terms and conditions of the other public improvements in the development. (4) Driveways ShaH Not Serve More than Three Units. Driveways shall not serve more than three (3) dwelling units, unless specified otherwise in these Regulations, Any residence having an accessory dwelling unit shall be counted as one (I) unit. LAND USE REGULA 110NS 4-30 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT:" ./DARDS 4-620 ROADWAY STANDARDS (5) Clearance From Intersections. Driveways shall be restricted for a sufficient distance from any intersection with road approaches to preserve normal and safe movement of traffic. Driveways shall provide the following intersection clearances, exclusive of driveway and intersection return radii or flares. In rural and suburban areas, a minimum intersection clearance of fifty (50) feet shall be provided for residential driveways and a minimum intersection clearance of one hundred (100) shall be provided for commercial driveways, In urban areas, a minimum intersection clearance of twenty (20) feet shall be provided for residential and commercial driveways, due to the expectation that dedicated turn lanes for the driveways will be present. In the event there are no dedicated turn lanes, then the minimum twenty (20 foot intersection clearance may be extended, at the direction of the County Engineer. (6) Maximum Number of Entryways. Generally, no more than one (1) entryway shall be allowed for any parcel of property where the frontage is less than one hundred (100) feet. Additional entrances or exits for parcels of property having a frontage in excess of one hundred (100) feet shall be permitted only when the applicant demonstrates they are required for actual convenience and necessity, and that safety to the traveling public will not be compromised, (7) Not Encroach. All driveways shall be located so that the flared portion adjacent to the traveled way shall not encroach upon adjoining property, (8) Intersection With Other Roadways. Road approaches shall intersect other roadways at ninety (90) degrees for a tangent distance of one hundred (100) feet from the centerline intersections. At intersections with major collectors this distance shall be increased to two hundred (200) feet. Driveways shall intersect the edge of the traveled way at ninety (90) degrees, This alignment shall be maintained within the public way, Beyond the right-of-way line onto the adjacent property, permissible axis angles of driveways in relationship to the right- of-way line shall be between ninety (90) and sixty (60) degrees, (9) Maximum Width. Commercial driveways shall not exceed thirty-five (35) feet in width, as measured at right angles to the centerline of the driveway, except as increased by return radii at the edge of the traveled way, Residential driveways shall not exceed twenty-four (24) feet in width, measured in the same manner. (10) Radii. Permissible radii on driveway returns shall be governed by such factors as the width of drive and angular placement. Where the flared edge of an approach controls the turning radius LAND USE REGULA110NS 4-31 EAGLE COUN1Y, COLORADO Article 4 December 13, 2005 ARTICLE 4: SITE DEVELOPMENT..., ~.NDARDS 4-620 ROADWAY STANDARDS of a vehicle entering the property by a right turn from the adjacent outside traffic lane of the roadway, the radius of that edge shall not be less than twenty (20) feet for passenger vehicles and not less than fifty (50) feet where single unit or larger trucks may be expected to use the entrance and the traffic volume on the adjacent road exceeds four hundred (400) AADT, 10. Connections With Existing Roadways. Connections with existing roadways shall be smooth transitions, conforming to normal vertical curve or grade break criteria. When a vertical curve is used to make this transition, it shall be fully accomplished prior to the connection with the existing roadway, a. Existing Grades. Existing grades shall be shown for at least three hundred (300) feet, with field verified as-built showing stations and elevations at fifty (50) foot intervals in level terrain and twenty-five (25) foot intervals in rolling and mountainous terrain, For a connection with an existing intersection, these as-builts shall be shown within a three hundred (300) foot radius of the intersection, This information shall be included in the plan and profile of the proposed roadway. b. Plan View. Limits and characteristics of the existing improvements shall be shown in the plan view. Such characteristics include horizontal alignment, off-site intersections, limits of the improvements, and similar factors, c. Previously Approved Designs. Previously approved designs for the existing improvement are not an acceptable means of establishing existing grades, however, they shall be referenced, on the construction plans, where they occur, d. Basis of As-Built Elevations. The basis of the as-built elevations shall be the same as the design elevations (both flowline or top of curb or edge of pavement), 11. Off-Site Design. The design grade, and existing ground at that design grade, of all roadways that dead end due to project phasing, subdivision boundaries or similar factors shall be continued, as necessary, in the same plan and profile as the proposed design, for at least three hundred (300) feet or to the intersection with a major collector roadway. This requirement shall be waived when there is no possibility of the roadway being extended in the future in accordance with sub- section 4-620 J.I,g., Street Pattern, a. Applicant Is Responsible For Transition. If the off-site roadway, adjacent to the proposed development is not fully improved, the applicant shall be responsible for the design and construction of a transition for the safe conveyance of traffic from his improved section to the existing roadway. b. Road Shall Be Extended. The improved section of road shall be extended to the boundary of the proposed development, as outlined in sub-section 4-620 J ,I.g., Street Pattern, with the transition being LAND USE REGULATIONS 4-32 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 l t F ARTICLE 4: SITE DEVELOPMENT'::; ,bARDS 4-620 ROADWAY STANDARDS constructed "beyond" the proposed development onto the existing road. The following formula shall be applied to the taper or lane change necessary for this transition: L = WS2/60 where: L = Length of transition in feet W= Width of offset in feet S = Speed limit or 85th percentile speed. K. Structures. The developer shall be responsible to have all bridges, culverts, retaining walls, borings, tunnels or other structures within the proposed development designed by a Professional Engineer, licensed in the State of Colorado, and shall be responsible to have said structures constructed, reconstructed or repaired through the two year warranty period in the Subdivision Improvements Agreement as defined in Section 5-280.B.5,e. The engineer shall provide certification, upon completion of any such structures, that it meets the minimum requirements for the intended use, traffic loading and soils conditions prior to acceptance of the public improvements by Eagle County. All such structures shall meet the following minimum standards: (am 3/12/02) 1. Strength. Structures shall be of sufficient strength to accommodate an AASHTO HS-20 loading, 2. Pedestrian Facilities. Facilities for pedestrians, bicyclists or equestrians shall be provided if the structure traverses a roadway, The facilities shall have a width equal to the traveled way, plus four (4) feet and shall include walkways and handrails, 3. Hydraulic Capacity of Drainage Structures. Drainage structures include, but are not limited to, bridges, pipe culverts, box culverts, channels, ditches, gutters, spillways, inlets, drains, orifices, gates, chutes, dams, levees, dikes, sills, ponds, basins, bays, drops, weirs, sluices, flumes, siphons, and energy dissipaters. Drainage structures that convey the flow of named streams, as shown on the United States Geological Survey, 7.5 minute topographic, I :24,000 scale, Primary Map Series, and in the list in Appendix E, shall be designed with a hydraulic capacity to pass the one hundred (100) year flow. Drainage structures conveying the flow of lesser streams, or other sources of storm water at collector, commercial, or industrial roads, shall be designed to pass the fifty (50) year flow, Drainage structures conveying the flow of lesser streams, or other sources of storm water at all other roads, shall be designed to pass the twenty-five (25) year flow, (am3/12/02) 4. Bridges and Culverts. Bridges and culverts shall be designed with adequate guardrails (where required), roadway approach grades and curvature to assure safe sight distance, 5. Roadway Fill. An adequate channel and wingwalls shall be provided to protect approach roadway fill from scouring and erosion. L. Street Name And Traffic Control Signs. The names of all streets shall be subject to the LAND USE REGULA170NS 4-33 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 d ARTICLE 4: SITE DEVELOPMENT~ DARDS 4-620 ROADWA Y STANDARDS approval of the Board of County Commissioners, and wherever applicable, shall be consistent with street names, physical conditions and historic features in the surrounding areas. The developer shall be required to furnish and install street name signs and all traffic control signs and devices necessary in accordance with the "Manual of Uniform Traffic Control Devices" and the Colorado Supplement thereto, A street sign plan shall be submitted with the public improvement plans that demonstrates conformance to this standard. M. Railroad Crossings. The developer shall be required to obtain all necessary forms and permits, and to perform any work required by the Public Utility Commission in the event any portion of the development involves a railway crossing, LIND USE REGULATIONS 4-34 EAGLE COUNTY, COLORADO Article 4 December 13, 2005 EXH.Bfr---- !tJ3i SECTION 4-430. DEVELOPMENT IN AREAS SUBJECT TO WILDFIRE HAZARDS A. Purpose. There are certain regions of Eagle County that have the potential to pose hazards to human life and safety and to property because they can be threatened by wildfire, These regulations are intended to provide standards to reduce or minimize the potential impacts of wildfire hazards on properties, the occupants of properties and the occupants of adjacent properties, as well as to facilitate access to manmade structures by firefighters in the event of a wildfire. Development should attempt to avoid high and extreme wildfire hazard areas whenever possible. (am 12/17/02) B. Applicability. The provisions of this Section shaH apply to any application for a Special Use Permit, Subdivision or Planned Unit Development (PUD), (am 12/17/02) C. Vegetation Management Plan. All applications identified in Section 4-430.B, Applicability, shall include a Vegetation Management Plan, The Vegetation Management Plan shall be prepared by a natural resource professional with expertise in the field of vegetation management and wildfire mitigation, (orig, 12/17/02) 1. Special Use Applications. For development requiring a Special Use Permit, the application shall include those materials described under Subsection 4-430.C.2.b, Preliminary Plan. (orig, 12/17/02) 2. Development Involving Subdivision or PUD Review. (orig, 12/17/02) a. Sketch Plan. The Vegetation Management Plan submitted with the sketch plan shall provide an initial site-specific evaluation, Following is the minimum information to be included in the plan: (1) A statement of objectives for the Vegetation Management Plan; (2) A site-specific wildfire analysis addressing topographic and vegetation features; (3) A vegetation inventory, analysis and map which identifies and assesses the major timber stands and vegetation according to National Fire Protection Association (NFP A) Bulletin Number 299, Standard/or Protection 0/ Life and Property from Wildfire, 1997 Edition or, the version of the referenced publication currently in effect. b. Preliminary Plan. The Vegetation Management Plan submitted with the preliminary plan shall provide a detailed site specific analysis which includes the following minimum information; (1) A schedule delineating how the wildfire mitigation actions identified in the plan will be implemented including, but not limited to, overlot vegetation thinning, creation of fuelbreaks and the installation of working fire hydrants, fire cisterns and or/dry hydrants prior to the introduction of combustible construction materials on the site; (2) Communication capabilities during construction with the Local Fire Authority Having Jurisdiction and the type of communication system. A physical address is required for E-911 purposes; (3) Detailed specification of fire protection equipment and emergency preparedness actions to be installed or implemented and maintained within the subdivision during construction; (4) Detailed mitigation actions including, but not limited to, thinning and removal of trees and vegetation designed to mitigate wildfire hazard areas, The use of building envelopes may be required to locate structures outside of severe hazard areas, off of steep slopes and outside of draws and canyons; (5) Identification ofthe entities responsible for implementing the plan, constructing required improvements, and maintenance in perpetuity of the improvements and appropriate easements, if any; (6) A map identifying major timber stands and vegetation, locations of fire hydrants, water tanks, cisterns and/or dry hydrants, as well as locations and flows or capacity of fire hydrants, water tanks, cisterns and/or dry hydrants. D. Procedure. 1. Referral to Colorado State Forest Service. As part of the review of the application, the Community Development Director shall refer to the Colorado State Forest Service (CSFS) all applications as identified in Section 4-430,B., Applicability, Referral of Final Plat applications will be at the discretion of the Community Development Director. 2. Review and Classification of Degree of Hazard By CSFS. CSFS reviews the application and determines whether there is a low, moderate, high, or extreme degree of severity of wildfire hazard posed to persons and property pursuant to the National Fire Protection Association (NFPA) Bulletin Number 299, Standard for Protection of Life and Property from Wildfire, 1997 Edition or, the version of the referenced publication currently in effect. CSFS considers the Vegetation Management Plan, Defensible Space and proposed design of the subdivision or PUD (including the planned roads and water supply facilities and the configuration and location of lots), the topography of the site, the types and density of vegetation present, the fire protection measures proposed by the applicant and other related factors in making its determination. (am 12/17/02) 3. CSFS Response. Considering the degree of severity of wildfire hazard that is posed to persons and property, the CSFS shall also comment on the potential effectiveness of the Vegetation Management Plan and the mitigation techniques proposed. These recommendations shall be based on guidelines promulgated by CSFS (see, for example, "Creating Wildfire-Defensible Zones, No. 6.302 or currently accepted standards,) and may include, but are not limited to the following wildfire hazard mitigation techniques: (am 12/17/02) a. Locations. Recommendations to locate structures outside of severe hazard areas, off of steep slopes and outside of draws and canyons. b. Manipulate Vegetation. Recommendations to manipulate the density and form of vegetation, so as to create defensible space buffers around locations where structures are proposed including: Removal of tree limbs hanging near chimneys, establishing fuelbreaks, reduction of on-site vegetative fuel hazards through strategic thinning and clearing to promote overall health of on-site vegetation by reducing the severity of the hazard. The form and the extent of the recommendations to manipulate vegetation shall relate directly to the severity of the hazard that is present. (am 12/17/02) c. Building Design. Recommendations to use fire rated or non- combustible roof materials, to require pitched roofs, and to sheath, enclose or screen projections and openings above and below the roofline, as applicable. Compliance with these recommendations shall occur prior to building permit issuance pursuant to Chapter 3,10, Building Resolution of the Eagle County Land Use Regulation, (am 12/17/02) d. Water Supply. Where access to a pressurized water system with fire hydrants is not provided, recommendations may be made to ensure the availability of a water supply for individual structures, in the form of access to a pond, installation of an underground water storage tank, provision for dry hydrants, or similar methods. e. Access. Recommendations to provide separate routes of entrance and exit into the subdivision or PUD, to layout roads so as to create fuel breaks and to ensure the adequacy of access by emergency vehicles, including the provision of regularly spaced turnouts along roadways, the establishment of adequate grades and sight distances and the prohibition of dead end streets in the development. Depending upon the length of the road, the wildfire hazard rating, the number of units proposed, the topography and the recommendation of the Local Fire Authority Having Jurisdiction, the Board of County Commissioners may, at their discretion, grant a variance from the required improvement standard, (am 12/17/02) f. Maintenance. Recommendations to keep roofs cleared of debris and to store flammable materials and firewood away from structures. Firebreaks, turnaround areas and emergency access routes shall be maintained, (am 12/17/02) 4. Compliance The County shall consider the recommendations of the CSFS and apply the appropriate recommendations as conditions of approval of the sketch and preliminary plan. The applicant shall demonstrate how the development complies with all of the CSFS recommendations made conditions of approval by the County. (am 12/17/02) E. Standards. (orig, 12/17/02) 1. Water Supply and Access. The following standards for water supply and access shall apply to all applications as identified in Section 4-430.B., Applicability. a. Water Supply. (1) Fire Hydrants. (a) Fire hydrants shall be provided when a water distribution system will serve the proposed development and shall meet the required fire flow as defined in the fire code in effect at the time of application or as otherwise determined by the Local Fire Authority Having Jurisdiction. (b) The water distribution system shall be capable of delivering the required fir~ flow for each hydrant connected to the distribution system within the proposed subdivision as delineated in the fire code in effect at the time of application, or as otherwise required by the Local Fire Authority Having Jurisdiction. (c) Fire hydrants shall be located at the intervals defined in the fire code in effect at the time of application, and shall be located so that all structures are within a maximum five hundred (500) feet as defined in the fire code in effect at the time of application or as otherwise determined by the Local Fire Authority Having Jurisdiction, (d) Fire hydrants shall be located in the public right-of-way or at other locations as required and approved by the Local Fire Authority Having Jurisdiction. (e) Fire hydrants shall be accessible to fire fighting apparatus from County maintained roads, privately maintained roads or unobstructed emergency vehicle lanes as determined by the Local Fire Authority Having Jurisdiction, (2) Water tanks, cisterDs and/or dry hydrants. Water tanks, cisterns and/or dry hydrants shall be provided in developments that are not served by hydrants unless the Local Fire Authority Having Jurisdiction has approved an alternative fire protection water supply system, (a) Water tanks and cisterns shall meet the requirements of the 1997 Uniform Fire Code as adopted by Eagle County, or as defined in the fire code in effect at the time of application, Depending upon the recommendation of the Local Fire Authority Having Jurisdiction, the Board of County Commissioners may, at their discretion, grant a variance from the required improvement standard. (b) A dedicated turn-around shall be placed no more than fifty (50) feet from a water tank or dry hydrant cistern and the discharge from the water tank or dry hydrant cistern shall be within eight (8) feet of the nearest usable portion of the dedicated right-of-way, unless otherwise approved by the Local Fire Authority Having Jurisdiction, (c) Dry hydrants may be provided in combination with or in lieu of cisterns, water tanks or other approved fire protection water supply systems, Dry hydrants shall be installed in accordance with the standards of NFP A Bulletin Number 1142, Suburban and Rural Fire Fighting 2001 Edition or, the version of the referenced publication currently in effect. The Local Fire Authority Having Jurisdiction may approve an alternative standard. An average home size of 5000 square feet shall be assumed unless further modified within the development. b. Access. With the exception of properties proposed to be served solely by driveways or by urban cul-de-sacs, separate routes of entrance and exit into the development shall be provided. Roads shall be laid out with consideration for creating fuel breaks and to ensure the adequacy of access by emergency vehicles, including the provision of regularly spaced turnouts along roadways, the establishment of adequate grades and sight distances and the prohibition of dead end streets longer than 1000 feet or serving more than 25 contiguous lots in the development. Reference ROADWAY STANDARDS Section 4-620.D,9,a and Section 4-620,J,l.h. Depending upon the length of the road, the wildfire hazard rating, the number of units proposed, the topography and the recommendation of the Local Fire Authority Having Jurisdiction, the Board of County Commissioners may, at their discretion, grant a variance from this required improvement standard, (am 03/21/06)