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;
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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.
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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
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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
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LAND USE REGULATIONS 4-21 EAGLE COUNTY. COWRADO
Article 4 December 13, 2005
ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAY STANDARDS
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ENClNrrRlNG OEPARTM(H1 SIMPLE CURVE
4-620 12
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LAND USE REGULATIONS 4-22 EAGLE COUNTY, COLORADO
Article 4 December 13, 2005
ARTICLE 4: SITE DEVELOPMENT STANDARDS 4-620. ROADWAYSTANDARDS
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EAGlE COUHfY FIGURE
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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
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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
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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
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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
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~::::::: ::::::::: :::::::::!::::..:::: 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
.. .... .. .." .. .. .. .. .. .. .. .. .. .. .. ..
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. . . . . . . . . I . . . . . . . . . I . . . . . '0:::. .
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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)