Sec. 35-506. - Transportation and Street Design.
STATEMENT OF PURPOSE
The purpose of this section is to prescribe minimum design standards for streets within new subdivisions, developments requiring site plan approval, and for developments requiring a zoning permit. Unlike the situation in traditional subdivision regulations, one (1) intent of this section is to permit narrower street widths while requiring greater connectivity in order to more efficiently disperse traffic, accommodate bicyclists, protect pedestrians from high vehicular speeds, and to enhance the streetscape. For conventional subdivisions, commercial centers, and applications for development approval within conventional zoning district, the existing street widths and design standards are retained in order to accommodate the heavier traffic levels and greater reliance on vehicular travel.
This section implements the following provisions of the master plan:
• Urban Design, Policy 1b: Create and adopt urban design guidelines and standards which specifically encourage pedestrian safety and comfort, transit access, street level amenities, and circulation between neighborhood centers.
• Urban Design, Policy 1b: Provide design standards for streetscape improvements including appropriate landscaping, furnishings, signage/graphics and pedestrian paths, along with gateways, landmarks, and markers at strategic access/transition points.
• Urban Design, Policy 1c: Encourage street patterns that promote pedestrian connections and multiple connection points and do not contribute to collector street congestion.
• Urban Design, Policy 1g: Prepare design and construction policies and standards for utility and transportation infrastructure, capital improvement projects, public facilities and development projects that reinforce neighborhood centers and provide diverse, pedestrian-friendly neighborhoods.
• Urban Design, Policy 4c: Create streetscapes which emphasize both pedestrians and vehicles.
• Urban Design, Policy 4c: Encourage the design and use of rear alleys in residential neighborhoods to reduce "points of conflict" between automobile and pedestrian traffic.
• Urban Design, Policy 4c: Increase minimum standards for pedestrian infrastructure including sidewalk width, location and lighting. Establish an administrative variance procedure to provide relief from sidewalk requirements where appropriate.
• Urban Design, Policy 4c: During the construction of all major thoroughfares and the reconstruction of existing major thoroughfares, install medians unless not feasible.
• Urban Design, Policy 4c: Minimize the use of continuous turn lanes when feasible.
• Urban Design, Policy 5a: Provide roadway improvements that facilitate delivery of emergency, police and fire services.
• Urban Design, Policy 5b: Evaluate and revise traffic engineering standards, as appropriate, to provide for traffic circles, local and collector offset street intersections, parallel and head in parking and bike lanes.
• Urban Design, Policy 5f: Consider the use of alternative surface materials to increase durability, as well as increasing reflectivity as a means to reduce Urban Heat Island (UHI) impacts.
• Urban Design, Policy 5f: Consider the use of low-carbon materials, as these materials are less carbon intensive than conventional materials and can be identified by evaluating Environmental Product Declarations (EPDs) for construction materials.
• Urban Design, Policy 5f: Work with the county to establish design requirements for streets and road construction so that streets have a lifetime expectancy of at least twenty (20) years.
• Urban Design, Policy 5i: Develop a safe and convenient pedestrian travel network with sidewalks, walkways and trails integrated into the transportation system and neighborhood centers.
• Urban Design, Policy 5i: Ensure that all new sidewalks comply with city codes, and are designed to be functional and unobstructed, linking neighborhoods, residential areas and neighborhood centers together.
• Urban Design, Policy 5i: Provide incentives for developers to exceed minimum standards for the pedestrian infrastructure.
• Urban Design, Policy 5i: Promote safety on the pedestrian networks by eliminating physical barriers for the movement impaired maximizing visual contact between the network and surrounding areas modifying zoning to promote high activity uses adjacent to the network providing buffers from vehicular traffic, and enhancing signage for pedestrians.
• Urban Design, Policy 5j: Urban design as an integral part of all new construction and improvement of transit centers, streets, and pathways in the city.
• Urban Design, Policy 5k: Accommodate the specific needs of disabled individuals in all transportation modes.
• Urban Design, Policy 5h: Consider bicycling in the design and construction of public streets.
The city further finds and determines that street layout and design can have a very significant influence on the total imperviousness and hydrology of a site. Alternative road layout can result in a significant reduction in imperviousness, thereby reducing stormwater runoff, protecting water quality, and providing cost savings for developers and homebuyers.
(a) Applicability.
(1) Generally. The provisions of this division shall apply to:
A. Any application for subdivision plat approval.
B. Any application for master development plan approval if no subdivision plat is required.
C. Any ministerial permit where one (1) or more of the following applies:
1. Applications for building permits for new structures or development on a vacant lot where there are no existing structures or development.
2. Applications for a building permit for all new structures, additions, and renovations/remodels on a developed lot with existing buildings, or a single building on several lots under one (1) owner. For existing structure(s), the provisions of this division apply where the cost of the repair or improvement amounts to twenty-five (25) percent or more of the assessed valuation of the building/structure(s) as set forth by the city tax roll for the entire lot, or if provided by applicant, other proof of valuation such as published by the development services department's calculated building valuation based on construction type, occupancy and square footage, or proof of recent purchase price of the structure(s). Existing renovations and remodels where the cost of repairs or improvements are less than fifty thousand dollars ($50,000.00) are not subject to the provisions of this section. Additional building permit applications that are submitted within a year's time frame by a single owner shall have the project valuations added to determine applicability of this division. This is not intended to apply to multiple tenant finish-outs in one (1) year caused by tenants moving in and out of multi-leased buildings where the building owner has not intended to remodel the structure.
3. Applications for a building permit for an existing building where a change of occupancy/use increases the required minimum number of vehicle parking stalls by ten (10) percent over the original occupancy/use, or a parking lot is being modified that adds at least ten (10) percent new parking spaces.
4. Application for a commercial building permit where a new or additional driveway is proposed.
D. The owner of any tract of land situated within the corporate limits or the extraterritorial jurisdiction of San Antonio who is required to file a plat shall provide street right-of-way dedication as required by this article.
(2) Building Permit Requirements for Curbs and Sidewalks. The construction of standard curbs and sidewalks shall be a condition of the granting of a building permit in each of the following cases:
A. A ministerial permit requires conformance to this division as defined in one of the conditions covered in subsection 35-506(a)(1)(C), when curbing is in place or curb lines are established for a sidewalk. A curb line is defined when there are curbs at both ends of the streets and/or when there is a sharp edge of pavement (less than two-percent deviation of the edge of pavement width).
B. Refer to section (q) for sidewalk standards.
In addition to the above requirement, premises used as motor vehicle service stations or parking lots require the construction of a minimum six-inch raised curb or other approved traffic barrier, within the lot, along the entire street frontage except at approved driveway approaches and access walks to prevent vehicular access to the street except at designated driveway(s).
(3) Variance. A variance to the requirements of this section may be granted by the planning commission if the commission finds that there are special circumstances or conditions, unique to the land involved, such that strict application of these requirements would be unreasonable and the granting of the variance would not be detrimental to the public health, safety, or welfare. No variance shall be granted that reduces the number of traffic lanes or waives the construction of any traffic lane required by the major thoroughfare plan unless constructing the lanes exceeds the roughly proportionate determination amount established under subsection 35-501(b). Application for a variance shall be submitted in writing to the development services director accompanied by the variance fee specified in appendix "C" to this chapter and an eight and one-half by eleven (8½ × 11) inch site plan indicating the location of the variance request and the location of existing sidewalks and curbs within a one-thousand-foot radius.
(b) Improvements Required.
(1) All street grading and base construction shall be in accordance with approved plans. Streets shall be completed consistent with the approved construction plans. A county street cross section, which is a street section that has no curb and no sidewalks and utilizes bar ditches to convey storm drainage off the street may be used in the ETJ when the density is less than two (2) units per acre. A bar ditch may require cement stabilized fill, rubble, rock, or equivalent lining material if the grade of the ditch exceeds six (6) percent.
(2) Street Layout. The arrangement, character, extent, width, grade and location of all streets shall conform to the master plan and the major thoroughfare plan and shall be considered in their relation to existing and planned streets, to topographical conditions, to public safety and convenience, and in their appropriate relation to the proposed uses of the land to be served by such streets. The street layout shall be devised for the most advantageous development of the entire neighborhood or regional development.
(3) Standard Street Cross Sections. The subdivider shall develop the streets for the subdivision in accordance with the minimum standards in section (d) following.
(c) Classification.
(1) Classification System. Classification of an existing or proposed street not already identified on the major thoroughfare plan, for the purpose of determining the appropriate design of a roadway or development, or for the purpose of determining the appropriateness of a location for a proposed use, shall be done by the director of development services in consultation with the director of public works. Pursuant to the major thoroughfare plan, the following classification system is hereby adopted:
Table 506-1
Functional Classification System Description
Functional Class | Level of Mobility | System Access | Level of Accessibility
Freeway | Connects all urban sub regions together, connects urban and rural service areas with metro major activity centers; connection to outside cities. | To other freeways, principal arterial, and selected arterial; no direct land access. | Long trips at high speed within and through the metro area; express transit trips.
Primary Arterial | Connects two (2) or more sub regions; provides secondary connections outside cities; complements freeway in high volume corridors. | To freeways, other principal arterial, and high volume collectors; no direct land access except major traffic generators. | Medium distance to long trips at high to moderate speeds within the urban area; express transit trips.
Secondary Arterial | Connects adjacent sub regions and activity centers within sub regions. | To freeways, principal arterial, other arterial, and collectors; restricted direct land access. | Medium to short trips at moderate to low speeds; local transit trips.
Collector | Connects neighborhoods within and between sub regions. | To arterial, and other collectors while providing access to local streets and direct land access for commercial development. | Primarily serves collection and distribution function for the arterial system at low speeds; local transit trips. Ideal spacing would be one-half (½) mile.
Local | Connects blocks within neighborhoods and specific activities within homogeneous land use areas. | To collectors and other local streets; direct land access as indicated in Table 506-3. | Almost exclusively collection and distribution; short trips at low speeds. Ideal spacing would be one hundred seventy-five (175) feet to seven hundred (700) feet (see subsection 35-515(b) and 35-506(r)(2).
1 A "Freeway" classification is to conform with TxDOT requirements or any interlocal agreement in effect with the City and TxDOT and not subject to the requirements of Table 506-3 or Table 506-4A.1.
(2) Traditional Design Classification. The following classification system shall be used for designing a traditional neighborhood development (TND) pursuant to section 35-207 of this chapter:
Table 506-2
Functional Classification System Description—Traditional Design
Functional Class | Level of Mobility | System Access | Level of Accessibility
Parkways | Parkways bring people into a neighborhood, or pass traffic through natural areas. Parkways are not designed for development. When the parkway enters the new neighborhood, it becomes a boulevard. | to parkways, boulevards, and to freeways, principal arterial, and selected arterial; no direct land access. | Long trips at moderately high speeds within and through the metro area; express transit trips.
Boulevard | Provides multi-lane access to commercial and mixed-use buildings, and carries regional traffic. | to freeways, other principal arterial, and high volume collectors; no direct land access except major traffic generators. | Medium distance to long trips at high to moderate speeds within the urban area; express transit trips.
Main street | Provides access to, and a space for, neighborhood commercial and mixed-use buildings. | to local streets, lanes, and other avenues or main streets. | Medium to short trips at moderate to low speeds; local transit trips.
Avenue | Connects centers and neighborhoods. Avenues go from neighborhoods to centers, and are not long (no more than one (1) mile). Avenues may circulate around a square or neighborhood park. | to local streets, lanes, and other avenues or main streets. | Primarily serves collection and distribution function for the transportation system at low speeds; Local transit trips.
Local | Provides access to housing | to local streets, alleys, and avenues or main streets | Almost exclusively collection and distribution; short trips at low speeds.
Lanes | Provides access to single-family homes. | to local streets, alleys, and avenues or main streets | Almost exclusively collection and distribution; short trips at low speeds.
Alleys | Provides access to rear of property. | to local lanes and local streets | No direct frontage. Access is from the rear of lots.
Trails | Provides non-motorized access throughout a neighborhood. | connects homes, parks and schools, and shopping districts | No vehicular access.
;sz=8q; Source: Adapted from Local Government Commission, Street Design Guidelines for Healthy Neighborhoods (Jan. 1999)
(3) Classification Factors. In determining the classification of a street, factors to be considered include the following existing or proposed features:
A. Facility geometrics, including the number and width of traffic lanes, turning lanes, and parking lanes.
B. Access conditions, including any restrictions on access, the spacing of private accesses, and average lot frontages.
C. Traffic characteristics, including ADT, percentage of trucks, average operating speed, percentage of turning movements, origin-destination characteristics of the traffic, and peak hour characteristics of traffic.
D. Adjacent land uses.
E. Major Thoroughfare Plan designation.
(d) Cross-Section and Construction Standards.
(1) Streets.
A. Tables 506-3 and 506-4 provide the standards for all existing and future streets.
B. The subdivider shall dedicate and construct all interior streets within the subdivision plat and shall provide dedication and construction for exterior streets based upon tables 506-3 and 506-4.
C. The director of development services shall include the dedication and construction of rights-of-way for exterior streets in the roughly proportionate determination as described in subsection 35-501(b).
Table 506-3
Street Design Standards
Street Type & Context | Alley | Local A | Local B | Local C | Collector A | Collector B | Collector C | Secondary Arterial 1 | Primary Arterial 1
Design ADT (vpd) | < 1,000 | 1,000-4,000 Houses Fronting 4,000-8,000 No Houses Fronting | 4,000-10,000 | 8,000-10,000 | 8,000-10,000 | 10,000 - 30,000 | 4 Lanes: 30,000-34,000 | 4 Lanes: 30,000-34,000 6 Lanes: > 46,000
Land Use Context (Adjacent Uses) | Single Family Residential | Single Family Residential, Multi-Family Permitted 9 | Mixed | Residential: Single Family Non-Fronting or Multi-Family Land Uses Only | All Land Use Types Except Single Family Residential Fronting or Loading | All Land Use Types Except Single Family Residential Fronting or Loading | All Land Use Types Except Single Family Residential Fronting or Loading | All Land Use Types Except Single Family Residential Fronting or Loading
Max. Unimpeded Block Length (feet) (see also 35-515) | 1,200' | 700' Houses Fronting 1,400' No Houses Fronting 10 | 700' Houses Fronting 1,400' No Houses Fronting 10 | 1,400' 10 | 3,600' 10 | 3,600' 10
R.O.W. (feet) 2 | 24' | 50' | 60' | 60' | 70' | 80' | 100' | 86'-110' | 120'
Pavement Width (feet) | 20' | 30' 11 | 34' | 36' | 30' 12 | 34' 12 | 44' 12 | 48—81' | 48—81'
Design Speed (mph) | 20 | 30 | 30 | 30 | 30 18 | 35 | 35 | 40 | 45
Max. Grade 3 | 10% | 12% (10% ETJ) | 12% (10% ETJ) | 12% (10% ETJ) | 7% | 7% | 7% | 5% | 5%
Min. Grade 4 | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5%
Centerline Radius (min. for normal crown) | 50' | 100' | 100' | 200' | 200' | 400' | 400' | 700' | 1,100'
Curb | NR | Yes | Yes | Yes | Yes | Yes | Yes | Yes | Yes
Median | NR | NR | NR | NR | NR | NR | 16' | 16' min. | 16' min.
Sidewalk Width (min.) 5 6 7 | NR | 4' | 4' Houses Fronting 6' No Houses Fronting | 6' | 6' 13 | 6' | 6' | 6' | 6'
Bicycle Facilities 8 | NR | NR | Allowed 17 | Allowed 17 | Required 13 | Required 14 | Required 14 | Required 14 | Required 14
On Street Parking | None | Allowed 11 | Allowed | Allowed | Not Permitted | Not Permitted 15 | Not Permitted 15 | Not Permitted 15 | Not Permitted 15
Street Lighting (except ETJ) | NR | Yes | Yes | Yes | Yes | Yes | Yes | Yes | Yes
Streetscape Planting | NR | NR | NR | NR 16 | Yes | Yes | Yes | Yes | Yes
Planting Strips/ Sidewalk Buffer (min.) | NR | NR, 3' min. | NR, 3' min. | NR, 3' min. | 5' min. | 5' min. | 5' min. | 5' min. | 5' min.
Notes and Rules of Interpretation:
NR designates the item is "not required."
ICL designates inside city limits.
ETJ designates within the extraterritorial jurisdiction Table 506-3 is required for conventional option subdivisions (see section 35-202) or subdivisions not subject to Table 506-4, below, except for access to conservation subdivision (section 35-203).
1 Right-of-way width and construction design of state-maintained streets and certain inner-city streets and certain primary arterials (approved by city council ordinance) pertaining to R.O.W. dedication and design standards within the CRAG area boundary shall take precedence over the standard street right-of-way and design provisions outlined in Table 506-2. 3 A width of twelve (12) foot behind the curb allows for flexibility in design. Illustrated cross sections are provided as examples of potential combinations only and do not take precedent over the requirements in Table 506-2.
2 Additional right-of-way and alternate design standards may be required on designated advanced rapid transit corridors as identified in the Major Thoroughfare Plan.
3 Refer to 35-506(d)(3) for grades exceeding maximum values specified in Table 506-2.
4 A minimum grade of zero and four tenths (0.4) percent is optional with concrete curb and gutter.
5 In residential areas, sidewalks shall be located to improve walkway intersection alignment and to reduce sidewalk conflicts with utility poles and mailboxes.
6 Meandering sidewalks may have up to twenty-five (25) percent of the total block length of the sidewalk within the minimum planting strip area. This does not apply to multi-use or bicycle facilities.
7 Stamped concrete, painted buffer, or other permeable material as shown on the approved detail, may be used to satisfy the sidewalk buffer width requirement. Alternative materials may be approved by the director of public works.
8 Where bicycle facilities are required, within the city limits or ETJ, accommodations outside of the right-of-way for a shared use path or cycle track may be requested by the developer and will be subject to approval.
9 Multi-family uses will be permitted if demonstrated that projected turning movement volumes will not necessitate turn lanes consistent with 35-502(e)(2) and that the roadway capacity is sufficient.
10 Maximum Unimpeded Block Length is as defined in 35-506(t)(3).
11 A minimum pavement width of twenty-eight (28) foot is permitted if the adjacent lots are equal to or greater than one-half (½) acre OR if parking is restricted to one-side of the street and signage installed to indicate parking restrictions as part of the project.
12 Pavement width shown is the minimum and assumes bicycle facilities (multi-use path, elevated bike lanes, or cycle track) will be accommodated outside of the roadway.
13 Where a multi-use path is permitted to accommodate bicycles, the design shared use facility width is twelve (12) feet. Where constraints are present, the multiuse path can be reduced to six (6) feet subject to approval from the governing authority.
14 Where the roadway design speed is greater than thirty (30) mph, bicycle facilities shall be separated or protected. The minimum pavement widths shown assume bicycle facilities will be accommodated behind the curb. If bicycle facilities are proposed in the street, wider pavement and protection is required.
15 Parking will only be permitted if bulb outs are provided, additional pavement width and right-of-way may be required.
16 The twelve (12) foot area behind curb provides for flexibility in design. Illustrated cross sections provided are examples only.
17 Shall be required if identified on adopted Bike Master Plan.
18 If street has a median, the design speed shall be thirty-five (35) miles per hour.
Table 506-4
Traditional Street Design Standards
Street Type | Trail | Alley | Lane | Local | Avenue | Main Street | Boulevard | Parkway
R.O.W. (min.) | 14' | 20' | 38' | 48' | 82' | 58' | 124' | 86'
Pavement Width | 8'—14' | 10'—12' | 16'—18' | 22'— 27' | 27'—48' | 28'—36' | 44'—70' | 44'+
Design Speed (mph) | N/A | 20 | 30 | 30 | 35 | 40 | 45 | 45
Grade (max.) Grade (min.) 3 | Follow AAS HTO | 10% 0.5% | 10% 0.5% | 10% 0.5% | 7% 0.5% | 7% 0.5% | 5% 0.5% | 5% 0.5%
Curb Radius | N/A | 15' | 15' | 15' | 25' | 25' | 25' | 25'
Centerline Radius 1 | 95' | 50' | 90' | 90' | 250' | 300' | 500' | 1,000'
Curb | NR | NR | Yes | Yes | Yes | Yes | Yes | NR
Median | NR | NR | NR | NR | 16' min. | NR | 16' min. | 16' min.
Sidewalk Width (see subsection (q)(5)) 4 | NR | NR | 4' 6 /6' 6 | 4' 6 /6' 6 | 4' 6 /6' 6 | 4' 6 /6' 6 | 4' 6 /6' 6 | 4' 6 /6' 6
Bicycle facilities 2, 5 | NR | NR | NR | NR | Yes | Yes | Yes | Yes Path
Streetscape Planting | Yes | NR | Yes | Yes | Yes | Yes | Yes | Yes
Planting Strips or Sidewalk Buffer 7 | NR | NR | 6' | 6' | 6' | City Option | 6—11' | 7—20'
Notes and Rules of Interpretation:
NR designates the item is "not required."
R.O.W. width and construction design of state maintained streets and certain inner-city streets and certain primary arterials (approved by city council ordinance) pertaining to R.O.W. dedication and design standards within the CRAG area boundary shall take precedence over the standard UDC street R.O.W. and design provisions outlined in Table 506-4 above.
Table 506-4 applies only to the following development options: commercial center (section 35-204), commercial retrofit (section 35-206), traditional neighborhood development (section 35-207), transit-oriented development (section 35-208), and low impact development/natural channel design protocol (section 35-210), except as provided in footnote 5, below.
1 Lesser radius can be approved by the director of development services.
2 Bike path and sidewalks can be combined. See subsection 35-506(d)(4).
3 Optional 0.4 percent with concrete curb and gutter.
4 Any provision in Table 506-3 (entitled "conventional street design standards") notwithstanding, interior streets in a subdivision that would otherwise be required to comply with the provisions of Table 506-3 may instead comply with the provisions of Table 506-4 (entitled "traditional street design standards"), regarding pavement width requirements only, provided that the connectivity ratio (see subsection (e), below and subsection 35-207(g) of this chapter) shall comply with the requirements for a traditional neighborhood development. The proposed development shall comply with footnote 1 hereto. Pursuant hereto, street types in such subdivisions shall comply with Table 506-4 as follows: An alley shall be required to meet the street width standards for an alley as provided in Table 506-4; a conservation access street shall be required to meet the street width standards for a lane; a local type A street shall be required to meet the street width standards for a street; a local type B street shall be required to meet the street width standards for an avenue; a collector street shall be required to meet the street width standards for a main street; a secondary arterial shall be required to meet the street width standards for a boulevard; and primary arterial shall be required to meet the street width standards for a parkway.
5 When designated on bicycle master plan as approved by city council.
6 Sidewalks shall be four (4) foot in width with a three-foot planting strip or six (6) feet in width without a planting strip. Sidewalks may be four (4) feet in width without a planting strip when houses are fronting on an avenue.
7 Stamped concrete, painted buffer, or other permeable material as shown on the approved city detail, may be used to satisfy the sidewalk buffer width requirement. Alternative materials may be approved by the director of TCI.
Table 506-4A
Street Width Options for Traditional Street Design Standards
Street Type | A | B | C | D | E | F | G
Street Width | Parking | Directional | Alleys | Max. Block | Connections | Turning Radius
Lane | 18' | None | 1-Way | No | 300' | 27' | 25—50'
Local | 24' | 1 Side | 2-Way | Yes | 35-207(f) | NR | 25—50'
Local | 27' | Both Sides | 2-Way | No | 35-207(f) | NR | 25—50'
Lane | 16' | None | 1-Way | Yes | 35-207(f) | NR | 25—50'
Lane | 18' | None | 2-Way | Yes | 35-207(f) | NR | 25—50'
Lane | 18' | 1-Side | 1-Way | Yes | 35-207(f) | NR | 25—50'
Local | 22' | None | 2-Way | Yes | 35-207(f) | NR | 25—50'
Local | 22' | 1-Side | 2-Way | Yes | 35-207(f) | NR | 25—50'
Local | 25' | Both Sides | 2-Way | Yes | 35-207(f) | NR | 25—50'
Local | 26' | Both Sides | 2-Way | Yes | 35-207(f) | NR | 25—50'
Notes and rules of interpretation:
R.O.W. width and construction design of state maintained streets and certain inner-city streets and certain primary arterials (approved by city council ordinance) pertaining to R.O.W. dedication and design standards within the CRAG area boundary shall take precedence over the standard UDC street R.O.W. and design provisions outlined in Table 506-4A above.
Column A (Street Width) refers to the width of the street from curb face to curb face.
Column B (Parking) indicates whether on-street parking is permitted, whether on both sides or only one (1) side of the street.
Column C (Directional) refers to the directional flow of traffic.
Column D (Alleys) indicates whether alleys are required. Alleys are permitted for any street classification.
Column E (Max. Block) refers to the maximum block length. Maximum block length is not subject to an administrative exception (see subsections 35-501(b) and 35-207(f) of this chapter).
Column F (Connections) indicates the width of streets connecting to the street from intersection to intersection. The connecting street must be located at each end of the block. "NR" means that a connecting street of minimum width is not required.
Column G (Turning Radius) refers to the minimum inside and outside turning radii (see "Figure 506-1 Turning Radius Design," below).
[image omitted; see the official code]
Table 506-4A.1
Enhanced Street Design Standards
Enhanced Local B | Modified Collector | Rural Roadway | Enhanced Secondary Arterial | Enhanced Primary Arterial | Super Arterial Type A | Super Arterial Type B
R.O.W. (min.) | 60' | 86'—110' | 120' | 120'—142' | 144'—166' | 200—250' | 200'—250'
Pavement Width | 44' | 48' | 24'—36' | 48'—84' | 72'—120' | 44'—136' | 48'—136'
Design Speed (mph) | 40 | 45 | 40—45 | 45 | 45 | 45—55 | 45—55
Grade (max) 3 | 7% | 7% | 5% | 5% | 5% | 5% | 5%
Grade (min.) | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5% | 0.5%
Centerline Radius (min.) | 700' | 700' | 700' | 700' | 1200' | 1200' | 1200'
Curb | Yes | Yes | NR | Yes | Yes | Yes | Yes
Shoulder Width (min.) | NR | NR | 8' on each side | NR | NR | 10' on each side for outside lanes, 4' on each side for inside lane (without curb) | 10' on each side for outside lanes, 4' on each side for inside lane (without curb)
Median Width (min.) | 16' | 16' | NR | 6'—18' | 6'—28' | 48' | 48'
Sidewalk Width, min. (see subsection (q)(5)) 5 | 4 8 /6 9 | 4 8 /6 9 | NR | 10' | 10' | NR | NR
Bicycle facilities 5, 6 | NR | Yes | NR | Yes | Yes | NR | NR
Streetscape Planting | NR | Yes | NR | Yes | Yes | NR | NR
Planting strips width (min.) 9, 12 | 3' | 3' | NR | 3' | 3' | NR | NR
Drainage & clear zone | NR | NR | 68'—80' | NR | NR | NR | NR
Notes and Rules of Interpretation:
See notes and rules of interpretation for Table 506-3
Table 506-4B
Curb Return and Property Line Table
Minimum Radii for Curb (Corner) Returns (CR) and Property Line Returns (PLR)
Interior Angles in Degrees | Local "A" w/ Local "A" | Local "A" w/ Local "B" | Local "B" w/ Collector | Collector w/ Collector | Collector w/ Arterial | Arterial w/ Arterial
CR PLR | CR PLR | CR PLR | CR PLR | CR PLR | CR PLR
120-106 | 15′ 5′ | 20′ 10′ | 40′ 30′ | 25′ 15′ | 35′ 25′ | 30′ 15′
105-91 | 15′ 5′ | 20′ 10′ | 40′ 30′ | 25′ 15′ | 35′ 25′ | 35′ 20′
90 | 15′ 5′ | 20′ 10′ | 25′ 15′ | 25′ 15′ | 25′ 15′ | 50′ 35′
89-76 | 20′ 10′ | 25′ 15′ | 45′ 35′ | 40′ 30′ | 45′ 35′ | 55′ 40′
75-60 | 25′ 15′ | 30′ 20′ | 45′ 35′ | 40′ 30′ | 45′ 35′ | 60′ 45′
[image omitted; see the official code]
Curb Return Illustration
Notes:
(1) Intersections with interior angles greater than one hundred twenty (120) degrees or less than sixty (60) degrees not permitted.
(2) Property line return may be simple curve tangent to right-of-way lines or cut-off measured from PI of intersecting right-of-way lines.
(3) Street intersections with arterial streets may require additional turn lanes and/or turning islands, resulting in CR and PLR values that would be customized for the intersection design.
(4) Major thoroughfare plan streets shall intersect at continuous centerline extensions and not offset from each other.
(5) For intersection combinations not listed above, the column with the larger roadway classification applies.
(2) Vertical Curvature. A gradual transition from one roadway grade to another shall be accomplished by means of a vertical parallel curve connecting two (2) intersecting tangents. No vertical curve for gradients having an algebraic difference of 1.5 or less will be required. The minimum length of vertical curve shall be computed from the following formula and table:
L = KA
Where: L = the length of vertical curve in feet
K = a constant related to stopping sight distance and geometry of a parabolic curve. The American Association of State Highway and Transportation Officials (AASHTO) Policy on Geometric Design of Highways and Streets, or latest revision thereof shall be used to determine the K value
A = the algebraic difference in grades in percent
Comment: If the AASHTO K-value for a Sag Curve is negative, the vertical curve shall be adjusted to accommodate a positive value or have the algebraic difference adjusted to be less than 1.5.
(3) Grade.
A. Street and alley grades shall conform to the terrain and shall not exceed the values prescribed in Tables 506-3 and 506-4, above. No street or alley grade shall be less than five-tenths of one percent (0.005) or four-tenths of one percent (0.004) if concrete curb and gutter is provided, unless otherwise specified by the development services director. The minimum cross-slope of a road shall be two (2) percent and the maximum shall be four (4) percent.
B. Grades between twelve (12) percent and fifteen (15) percent can be negotiated by the fire equipment depending upon the length of such grades, and the approach conditions below these grades. The restrictions on using grades between twelve (12) percent and fifteen (15) percent are contained in Figure 506-2. Grades over ten (10) percent in the extra-territorial jurisdiction shall be approved by the county fire marshal.
C. The design engineer should also note that the maximum grades may also be restricted by drainage considerations. Streets used as drains have maximum flow velocities assigned to control erosion of the pavement (see Table 504-6).
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(4) Bicycle Facilities. Bicycle facilities are required on all collector and Secondary and Primary arterial roadways within the city limits and ETJ or those facilities identified on the Bike Master Plan.
Bicycle facilities shall be constructed in accordance with the American Association of State Highway and Transportation Officials (AASHTO) "Guide for the Development of Bicycle Facilities" or the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.
(5) Sight Distance. To ensure safety of motorists and other travelers, it is necessary that drivers who are entering an intersection or rounding a horizontal curve have an adequate view of approaching motorists. To preserve this view, that portion of a property over which motorists must see to safely judge and execute a driving maneuver into the intersection and onto the street or driving around a curve must be identified and preserved. Clear vision areas must be free of visual obstructions, e.g., structures, walls, fences, and vegetation, which are higher than three (3) feet and lower than eight (8) feet above the pavement. The American Association of State Highway and Transportation Officials (AASHTO) Policy on Geometric Design of Highways and Streets, or latest revision thereof contains methods to determine sight distance and shall be used to create clear vision easements to identify and protect the clear vision areas. There are two (2) types of sight distance measurements to be calculated to determine clear vision areas that shall be identified on the plat in a clear vision easement if the area falls on property outside of a right-of-way or private street lot:
A. Intersection Sight Distance. This applies to intersections of two (2) or more streets as well as junctions of driveways and streets. The location of the decision point on the intersection sight distance triangle is dependent upon the road classification of the major street. If the major street is classified as a collector, arterial, or freeway, the decision point will be measured a minimum of eighteen (18) feet behind the curb line or edge of pavement (if the major street has no curb). Otherwise, the decision point will be measured a minimum of fourteen and one-half (14.5) feet from behind the curb line or edge of pavement (if the major street has no curb). The decision point distance may be increased if the preferred distance for intersection sight distance in the latest version of AASHTO is higher.
B. Horizontal Sight Offset. The horizontal sight offset shall be calculated relative to the stopping sight distance along the curve and radius of the horizontal curve.
C. Vertical Curve Sight Distance. Sight distance along a vertical curve shall be checked to ensure the K-value is sufficient for stopping sight distance. In addition, the sight line elevation for stopping sight distance of a vertical curve on a horizontal curve shall be established and identified on the construction plans to be cleared to maintain site vision during construction.
(6) Cul-de-Sac Streets. Cul-de-sac street design and fire hydrant layout shall be as required by the currently adopted International Fire Code (for optional turnaround types other than culs-de-sac, the design criteria of the International Fire Code shall be applicable).
Within the city limits, residential cul-de-sac streets greater than one hundred fifty (150) feet from the centerline of the cross street's pavement to the center point of the cul-de-sac turnaround shall be designed with a minimum one-hundred-foot diameter right-of-way and a minimum ninety-six-foot diameter pavement surface. A five-foot irrevocable easement for utility service and sidewalk construction and use shall be provided on residential lots adjacent to the right-of-way. The five-foot easement combined with the two (2) feet of additional unpaved right-of-way shall provide a total parkway behind the cul-de-sac curb line of seven (7) feet for sidewalk and utility construction as needed.
In the ETJ or when the developer elects not to provide the easement above, the cul-de-sac meeting the distance criteria above shall be dedicated and constructed utilizing a one-hundred-ten-foot diameter right-of-way and a ninety-six-foot diameter pavement surface. If a streetlight is being installed in the cul-de-sac right-of-way, additional right-of-way dedication may be necessary to avoid conflicts with sidewalk construction.
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Measurements for the Application of Cul-De-Sac Applications
This provision does not apply to cul-de-sac streets of less than one hundred fifty (150) feet in length or emergency turnarounds. Cul-de-sacs less than one hundred fifty (150) feet in length shall provide a minimum of eighty (80) feet of pavement width with one hundred (100) feet of right-of-way
Cul-De-Sac Type | Pavement Width (Min.) | Right-of-Way (Min)
>=150' Length | 96' | 110'
>=150' Length with 5-foot additional easement around cul-de-sac right-of-way | 96' | 100'
<150' Length | 80' | 100'
(7) Alleys. Alleys are optional unless required by Table 506-4A.
(8) Intersection with Alleys and Utility Easements. Where two (2) alleys or utility easements intersect or turn at a right angle, a cutoff of not less than ten (10) feet from the normal intersection of the property or easement line shall be provided along each property or easement line. If the alleys are not straight within each block or if they do not connect on a straight course with the alleys of adjoining blocks, then an easement shall be provided for the placing of guy wires on lot division lines in order to support poles set on curving or deviating rights-of-way or alleys.
(9) Substandard Existing Streets.
A. Right-of-Way Dedication.
1. Where platted property is adjacent or contiguous to an existing street and the right-of-way width of the existing street is less than the minimum required by this chapter, no building permit shall be issued or any utility connected until the right-of-way width has been dedicated to the minimum width required by this chapter.
2. Where property is being platted adjacent or contiguous to an existing street and the right-of-way width of the existing street is less than the minimum required by this chapter, no plat shall be approved until the right-of-way width has been dedicated to the minimum width required by this chapter.
B. Sidewalks, Curbs and Pavement Construction. For purposes of this section, pavement cross-section includes the following: width of ROW, sidewalks, curbs, bicycle facilities, streetlights, and the pavement structural section.
1. Where platted property or property meeting a plat exception under subsection 35-430(c) is adjacent or contiguous to an existing publicly maintained street and the pavement cross-section of the existing street is less than the minimum required by this chapter for the development accessing the existing street, no permit for the property shall be issued or any utility connected until the pavement cross-section has been improved to the minimum pavement cross-section required by this chapter. If the property does not access the street and the minimum street cross-section is only lacking sidewalk, refer to subsection 35-506(q) to determine if sidewalk is required.
2. Where property is being platted adjacent or contiguous to an existing publicly maintained street and is using the street for access and the pavement cross-section of the existing street is less than the minimum required by this chapter, no plat shall be recorded until the pavement cross-section has been improved to the minimum pavement cross-section required by this chapter, or a guarantee of performance has been executed and filed as provided in section 35-437. If the minimum pavement cross-section is only lacking sidewalk, refer to subsection 35-506(q) to determine if sidewalk is required.
3. If a property in the ETJ and outside the City Limits is being platted adjacent or contiguous to an existing privately maintained street or paper street and is using the street for access, the property owner must coordinate with the entity responsible for maintaining the street to access the street for daily access. A note on the plat shall be added to the plat informing the public that the development has access to a street that is privately maintained or not maintained.
4. If a property is located inside the City Limits and is adjacent or contiguous to an existing paper street that is proposed for site access, then the minimum pavement requirements under this division will be required when the property is being platted or is requesting an application for a building permit.
5. Minimum Construction Required. Where the roughly proportionate determination (determination study under section 35-502) has determined that the applicant's development would not generate enough traffic to require mitigation for right-of-way dedication or improvements to the pavement cross-section, the provisions of this subsection shall not apply. In such cases, the safety lane requirements of subsection 35-506(d)(11) shall be met.
C. Exceptions.
1. In cases where an existing fence and landscaping is present, the planning and development services director shall require dedication of the additional right-of-way but may allow existing landscaping and fences to remain until such time as construction is required in accordance with subsection B. The director shall evaluate the condition of the existing fencing and the character of the landscaping and may direct additional reconstruction of the fence or new plantings. In such cases the landscaping required by the director shall not be greater than that required by this chapter for new projects.
2. The provisions of this subsection shall not apply within the infill development zone "IDZ" as stated in subsection 35-343(e) provided that ADA standards are met.
3. CRAG Area. Right-of-way and pavement width requirements in established neighborhoods within the CRAG area may be reduced by the director of development services based on existing encroachments.
4. The provisions of this subsection shall not apply to affordable housing developments, providing at least fifty (50) percent affordable units, on lots under twenty thousand (20,000) square feet.
(10) Curbs and Parkways.
A. Curb and Gutter. Concrete curbs or monolithic curbs and gutters shall be constructed on both sides of a street in accordance with the City of San Antonio standard details where indicated in Table 506-3 or Table 506-4 except:
1. When the director of development services or county engineer in consultation with the director of transportation and capital improvements determines that the curbs will interfere with or disrupt drainage.
2. When the director of development services or county engineer in consultation with the director of transportation and capital improvements determines that public construction that would require curb replacement will take place on the street within three (3) years.
3. Where the director of development services determines that preservation of trees warrants the elimination, reduction in width, or modification to the curb requirements in accordance with the tree preservation standards.
4. On streets utilizing a county road section as allowed in subsection 35-506(b)(1) is proposed in the ETJ.
5. When one-half (½) of an arterial section is proposed to be constructed, one (1) side of the curb may not be constructed if the proposed pavement width is less than thirty-six (36) feet.
B. Medians and Dividers.
1. Medians and dividers having curbs shall be constructed in accordance with the approved cross-section. The parkway slope requirements of subsection C. below shall be met.
2. For streets without curb, slopes shall meet the preferred requirements specified in the latest version of the "TxDOT Roadside Design Manual" at a minimum.
C. Parkways.
1. Landscaping, walls or fences placed in the parkway for aesthetic purposes shall not obstruct sight distance. ROW permits from the appropriate permitting authority must be obtained before adding any of these improvements in the ROW.
2. Parkway slopes between a curb and back of sidewalk for standard parkways shall have a slope of one-quarter (0.25) inch per foot toward the street.
3. Parkway slopes outside of the area noted above, shall continue a slope of one-quarter (0.25) inch per foot toward the street except in heavy cuts. In heavy cuts, a slope of one (1) inch per foot toward the street outside of the area mentioned above is preferred; however, the slope shall not exceed a slope of four (4) inches per foot toward the street.
4. Parkway slopes inside a curbed median shall meet the requirement of subsection C.3. above.
5. For streets without curb, slopes shall meet the preferred requirements specified in the latest version of the "TxDOT Roadside Design Manual" at a minimum.
6. Deviations from this section are considered an exception and not a variance.
(11) Safety Lanes.
A. Safety lanes shall be required when the planning commission determines that adequate access for safety is not provided within or into the subdivision. The planning commission shall consider the recommendations of the fire chief and/or police chief of the city in making their determinations. These additional safety lanes shall be delineated and designed as safety lanes on the appropriate plat(s) required by this chapter. The design standards and construction specifications of safety lanes shall be one (1) of the following:
1. In accordance with the safety lane standards and specifications described in Exhibit A.
2. An unpaved, all-weather surface and base with a minimum width of twenty (20) feet capable of supporting heavy vehicles, e.g., firefighting apparatus, and meeting with the approval of the director of public works.
B. All private safety lanes shall be owned and maintained by a corporation, community association, or other legal entity as established for this purpose. The legal entity shall provide the city with written permission for access at any time without liability when on official business, and further to permit the city to remove at any time any and all obstructions of any type in safety lane and to assess the costs of removal to the owner(s) of the obstruction.
C. The city shall not be liable for damage to underground utilities beneath designated safety lanes caused by heavy city vehicles.
D. The visual cross sections provided below are intended to provide a visual representation of the cross sections outlined in Table 506-3 and are provided for convenience only. In some cases, examples are provided for more than one potential configuration and the configurations shown are not intended to be exhaustive of all possible options. The values presented in Table 506-3 govern when determining minimum requirements.
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(12) Design Speed.
A. Applicability. The design speed values listed in table 506-3 shall be used in conjunction with the American Association of State Highway & Transportation Officials (AASHTO) Policy on Geometric Design of Highways and streets, or latest revision thereof in the design of the streets horizontal and vertical alignment to include but not limited to:
• Intersection sight distance; vertical k-values;
• Horizontal obstruction offset values;
• Stopping sight distance;
• Transition distance; and
• Turn bay design.
B. Special Considerations. The following minimum design speeds shall be used for the following street types or specified condition:
1. Local Type B:
i. If houses are fronting this street, the design speed shall be thirty (30) miles per hour.
ii. If no houses are fronting this street, the design speed shall be thirty (30) miles per hour.
iii. If street has a median, the design speed shall be thirty (30) miles per hour.
2. Collector A:
i. If street has a median, the design speed shall be thirty-five (35) miles per hour.
ii. If street does not have a median, the design speed shall be thirty (30) miles per hour.
3. Turn bay design. Turn bays shall be designed in accordance with the TxDOT design manual for the minimum taper and storage lengths. The deceleration length shall be determined using one of the following:
i. Using a differential speed of twenty (20) miles per hour from the street's posted speed if using the TxDOT Design Manual tables; or
ii. Using a differential speed of ten (10) miles per hour from the street's posted speed if the stopping sight distance is calculated based on the design topographic conditions.
Table 506-4C Minimum Turn lane lengths per the TxDOT
Roadway Design Manual (20 MPH Speed Differential)
Posted Speed (MPH) | Minimum Left-turn Lane Length Including Taper (Feet) | Minimum Right-turn Lane Length Including Taper (Feet) | Taper (Feet)
30 | 175 | 105 | 50
35 | 210 | 140 | 50
40 | 260 | 190 | 50
45 | 315 | 245 | 100
50 | 375 | 305 | 100
55 | 445 | 375 | 100
(e) Connectivity.
STATEMENT OF PURPOSE
The city council hereby finds and determines that discontinuous street systems are inefficient and have the effect of channeling traffic onto relatively few points of the transportation network. A well-connected street spreads traffic efficiently, provides greater opportunities for access by service and emergency vehicles, and furthers pedestrian and bicycle mobility by increasing the number of destinations. (See Master Plan, Urban Design, Policy 1c). Accordingly, this section provides for both external and internal connectivity. External connectivity is promoted by requiring developers to connect to the existing street network. Internal connectivity is promoted by requiring a connectivity index for internal streets. The city council acknowledges that there is a market for culs-de-sac and streets with few connections. The connectivity index preserves the opportunity to provide culs-de-sac while, at the same, maintaining the integrity of the network as a whole. See R. Ewing, Best development Practices: Doing the Right Thing and Making Money at the Same Time (Jan. 1997).
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(1) Connectivity Index for Internal Streets. The streets within any proposed subdivision shall provide a connectivity ratio of not less than 1.20. The connectivity ratio shall be computed by dividing the number of street links by the number of nodes within the subdivision. For purposes of this subsection, the intersection of a local street within the proposed subdivision with an arterial or collector street providing access to a proposed subdivision shall not be considered a node in computing the connectivity ratio. The connectivity index will not apply to subdivisions with less than one hundred twenty-five (125) single-family lots.
(2) Projecting Streets.
A. Where adjoining areas are not subdivided or are undeveloped, the arrangement of streets in the subdivision shall make provision for the projection of streets with the appropriate classification based on proposed development plus the anticipated traffic volume from the unsubdivided or undeveloped area (1.5 lots per acre on septic and four (4) lots per acre with sewer). If the projecting street is a Local Type B with no houses fronting, the planning and development services director shall include the improvements to projecting streets in the roughly proportionate determination as described in subsection 35-501(b).
B. Parcels shall be arranged to allow the opening of future streets and logical further subdivision.
C. Where necessary to the neighborhood pattern, existing streets in adjoining areas shall be continued and shall be at least as wide as such existing streets and in alignment therewith. Where streets change design in alignment and width, the applicant shall provide transition sufficient to ensure safe and efficient traffic flow. This section is not intended to require local designated streets to project into floodplains, bluffs or other natural features or existing development that has not made accommodations for connection.
D. If a tract is subdivided into parcels larger than ordinary building lots, such parcels shall be arranged to allow the opening of future streets and logical further subdivision.
(3) Reservations, Reserves and Reserve Strips Prohibited. There shall be no reservations, reserves or reserve strips controlling access to land dedicated or intended to be dedicated to public use, nor shall any variance be granted that would allow such a reservation to occur.
(4) Half-Streets. In the case of collector, local, or marginal access streets, no new half-street rights-of-way shall be platted. Where the proposed subdivision abuts upon an existing half-street, the other half of the street shall be platted.
(5) Dead-End Streets. Dead-end streets shall be prohibited except as short stubs to permit future expansion. A "short stub" is defined as being the average depth of the adjacent lot(s) within the subdivision, being a maximum of one hundred fifty (150) feet. Stub outs greater than one hundred fifty (150) feet as measured from intersecting street ROW line (see Figure 506-6.1) may be allowed with the dedication of a turnaround easement and construction of the turnaround facility. At a minimum, the pavement design of the turnaround facility shall be two (2) inches HMAC and eight (8) inches of Grade 1 or Grade 2 flexible base.
A recorded easement may be used to address this provision of future street extensions. It is specifically noted however that such easements are for unique situations where a stub out enters a retail center zoned either "C-2, "C-3" and "D." Such easements on or through properties zoned "L," "I-1" or "I-2" would normally not be conducive to such an easement but could be considered on an individual basis if the best interest of the public and adjoining property be met.
The use of an easement may be permitted provided it provides for each of the following:
A. The easement shall be approved by the city (development services director and the city attorney's office) prior to recordation in the Bexar County Deed Records.
B. The document provides for an irrevocable access easement granted in perpetuity to the general public and the City of San Antonio.
C. The easement's geometry and width shall equal the UDC's R.O.W width and design standards such as slope and curvature and be above the 100-year floodplain.
D. The easement shall be accompanied by a maintenance agreement that the owner of the property shall maintain the easement in a safe and operable condition and shall correct any safety hazards or eminent needs if such is determined to be required by the city in order to protect the public utilizing the easement.
(6) Nonaccess Easement. When deemed necessary, and when the connectivity index required above would not be reduced, a vehicular non-access easement may be required on a lot(s) for the purpose of controlling ingress and egress to vehicular traffic.
(7) Secondary/Additional Access. Where a single-family residential or multi-family subdivision exceeds one hundred twenty-five (125) dwelling units, additional access points to an existing or proposed collector or Arterial Street shall be required. In cases of limited frontage and/or where no additional access may be obtained despite reasonable efforts, the following options may be considered by the applicant:
- An administrative exception in accordance with Section 35-506(e)(7)(E) may be granted to allow a proposed collector or arterial street to be extended into and across the proposed development in order to provide for additional street capacity and as a means for access.
- The use of an existing or proposed dead-end collector or arterial shall be allowed to meet secondary access by making multiple connections to it, but for dead-end collectors the number of units to be served shall be limited to five hundred (500) dwelling units with an approved AEVR by the Director. The applicant may also provide a traffic analysis to show that more dwelling units can have access to the collector through the intersection and maintain a level of service "C". Development Services Department must review and approve the traffic analysis to allow more than five hundred (500) dwelling units.
When a new subdivision is proposed as part of a phased development which requires an MDP or PUD that will exceed one hundred twenty-five (125) buildable lots or units and where the proposed phase is connecting only to prior phases of the overall development and not to any collector or arterial, then the proposed phase or new unit of the subdivision will be required to have a secondary access for connectivity in accordance with Section 35-506(e)(7)(A).
All new collectors or arterials not extended for secondary access requirements shall be extended to a point where it is required for street capacity at which point a street meeting the necessary traffic demands may be extended to the adjoining properties. When connecting to existing adjacent dead end streets the same section shall be extended into the proposed development to a point where traffic demands dictate or allow for a different street classification. In the case where dead-end streets cannot be extended, but the right-of-way associated with the remaining extension can be dedicated, then the right-of-way shall be platted at the request of the City or County in the ETJ with no street plans or fiscal guarantee to ensure access for future build-out of the roadway extension.
In the case where a development is required to extend a collector or arterial street into the proposed subdivision in order to provide sufficient capacity, connectivity or hierarchy requirements, the proposed collector or arterial will not be immediately required to be fully extended as shown and approved by the respective MDP or PUD, but instead extend the collector or arterial street in accordance with the MDP or PUD phasing as approved.
A. Buildable Lots or Dwelling Units. Developments exceeding one hundred twenty-five (125) buildable lots or dwelling units shall provide secondary access.
1. For multi-phase developments with a master development plan or planned unit development plan that has been approved by the City of San Antonio, the construction of the permanent secondary access point(s) may be deferred under the following conditions while development is ongoing:
i. When subdivision plats associated with the master development plan or planned unit development plan exceed one hundred twenty-five (125) buildable lots or dwelling units but are less than two hundred fifty (250) buildable lots, a temporary emergency access road should be identified in accordance with subsection B. If a performance bond is issued, the cost of the temporary access shall be included in the performance bond. As a condition of releasing the performance bond, the cost of temporary access must be included in the extended warranty bond except when there are private streets. The construction of a temporary access road will be required at the end of the warranty period for the most recent associated subdivision plat that exceeded one hundred twenty-five (125) buildable lots or dwelling units cumulative in the development if construction of a connecting unit has not started; or
ii. When subdivision plats associated with the master development plan or planned unit development exceed two hundred fifty (250) buildable lots or dwelling units but are less than five hundred (500) buildable lots, a temporary access road must be constructed in accordance with subsection B.
iii. When more than five hundred (500) buildable lots or dwellings units are proposed, permanent additional access point(s) must be constructed or have a performance agreement in place per section 35-437.
2. Temporary emergency access shall not be allowed for developments without a master development plan or multi-phase planned unit development plan.
3. Permanent secondary/additional access must be constructed no later than at the time of construction of the infrastructure associated with the final plat for development.
B. Temporary Emergency Access Road. When allowed in subsection A., the following minimum criteria shall apply to the construction of the temporary emergency access road:
1. Pavement/Drainage Design:
i. Locate within a private easement;
ii. Minimum twenty (20) feet unobstructed width;
iii. Designed to support seventy-five thousand (75,000) pounds of total load;
iv. Six-inch moisture conditioned subgrade, geotextile reinforcing fabric underlayment, or lime treatment may be used for subgrade as determined by the project engineer;
v. Six-inch aggregate base Type A, Grade 1 or Grade 2;
vi. One and one-half-inch Type D HMAC, two-inch Type C HMAC, or Two-Course Chip Seal following TxDOT Specifications;
vii. Finished surface to follow natural grade of the land to the extent practicable up to a maximum slope of twelve (12) percent; and
viii. Provisions for surface drainage shall also be provided where necessary, as determined by the project engineer.
2. Other Criteria:
i. Minimum vertical clearance shall be thirteen (13) feet and six (6) inches;
ii. A crash gate or Knox box gate may be used in accordance with subsection 35-506(j)(7); and
iii. Signage as required to identify the emergency access location and route must be provided.
C. Schools. Schools shall be provided an additional access based on building permit. Temporary access roads cannot serve as additional access for a school.
D. Gated Subdivision. If the development has a gated entrance, the additional access point shall function in the same full access manner as the primary access (i.e., entries for emergency purposes only, exit only, or entrance only shall not be considered an additional permanent access point).
E. Exceptions.
1. If the primary access point is located off of a street that does not provide through access, the additional access point to be used for secondary access may not be located off of the same street of the primary access. An administrative exception may be granted by the director of development services in accordance with TCI director for inside city limits and with the county engineer for the ETJ, in accordance with subsection 2. below:
2. Developments containing a collector or larger street shall be extended to connect to another collector or larger street unless one (1) of the following is encountered:
i. A conservation easement blocks the connection;
ii. Existing development does not have a projecting collector street to connect to;
iii. An easement and/or intervening parcel where the easement holder and/or landowner will not grant access under any circumstance;
iv. Floodplains within the limits of the development have not been modified to add additional developable area; or
v. When minimum access spacing requirements do not allow for additional access points within the frontage of the property.
vi. Other conditions will require a variance to this section of the code.
(f) Street Intersections. Streets shall intersect at an angle of not less than sixty (60) or more than one hundred twenty (120) degrees.
(1) The centerline offset of intersections shall be at least:
A. One hundred twenty-five (125) feet at local type A streets intersecting with local type A streets.
B. One hundred fifty (150) feet or the minimum distance to accommodate a turn lane as required under subsection 35-502(e)(2) at streets intersecting with a collector.
C. Two hundred (200) feet or the minimum distance to accommodate a turn lane as required under subsection 35-502(e)(2) where collectors intersect with one another.
D. Four hundred (400) feet or the minimum distance to accommodate a turn lane as required under subsection 35-502(e)(2) where collectors intersect with an arterial.
(2) The minimum straight tangent length for a curvilinear street or a street segment coming out of curve that will be stopped controlled heading into an intersection shall be at least:
A. Twenty-five (25) feet measured at a ninety-degree angle from the intersecting projected ROW for local type streets.
B. Fifty (50) feet measured at a ninety-degree angle from the intersecting projected ROW for collector streets.
C. One hundred (100) feet measured at a ninety-degree angle from the intersecting projected ROW for arterial streets.
(g) Major Thoroughfare Plan Designated Arterial Streets.
(1) Adjacent or Contiguous Streets. The subdivider shall dedicate right-of-way and construct the required street to the pavement width and construction standards in accordance with the following table and typical sections in subsection (d) of this section.
Table 506-5
Street Type | Right-of-Way Half Width | Pavement Half Width
Primary arterial | 60 ft. | 24 ft. with curbs
Secondary arterial | 43 ft. | 24 ft. with curbs
A. Where a proposed plat is adjacent or contiguous to a designated thoroughfare shown on the major thoroughfare plan and the proposed street alignment is split or separated by an ownership boundary, the applicant of the proposed plat shall include half of the required dedication and the construction or a guarantee of performance executed and filed as provided in section 35-437 for plat approval;
B. If a plat applicant owns all of the land designated as a thoroughfare, and the proposed plat is adjacent or contiguous to a thoroughfare alignment, the applicant shall be responsible for one hundred (100) percent dedication and construction or a guarantee of performance executed and filed as provided in section 35-437; or
C. A plat applicant may dedicate one hundred (100) percent of the right-of-way and develop an agreement with the owner of the adjacent or contiguous undeveloped tract to equally share the cost and execute and file a guarantee of performance in accordance with section 35-437 for construction of the full thoroughfare in connection with the approval process.
(2) Existing Arterial Streets.
A. Right-of-Way.
i. Where platted property is adjacent or contiguous to existing arterial streets and right-of-way widths of those existing arterial streets are less than the minimum right-of-way widths as set out in this chapter, no building permit shall be issued or any utility connected until the subdivider has dedicated one-half (½) of the right-of-way width in accordance with the major thoroughfare plan.
ii. Where property is being platted adjacent or contiguous to existing arterial streets and right-of-way widths of those existing arterial streets are less than the minimum right-of-way widths as set out in this chapter, no plat shall be approved, until the subdivider has dedicated one-half (½) of the right-of-way width required in accordance with the major thoroughfare plan.
B. Pavement Cross-Section.
i. Where platted property is adjacent or contiguous to existing arterial streets and the pavement cross-section of those existing arterial streets are less than the minimum pavement cross-section as set out in this chapter, no building permit shall be issued or any utility connected until the subdivider has constructed one-half (½) of the pavement cross-section of the existing street in accordance with the major thoroughfare plan.
ii. Where property is being platted adjacent or contiguous to existing arterial streets and the pavement cross section of those existing arterial streets are less than the minimum pavement cross-section as set out in this chapter, no plat shall be recorded until the subdivider has constructed one-half (½) of the pavement cross-section of the existing street in accordance with the major thoroughfare plan, or a guarantee of performance has been executed and filed as provided in section 35-437.
(3) Additional Right-of-Way. Additional right-of-way beyond that specified by the major thoroughfare plan may be required for major thoroughfares and/or their intersections in order to meet Texas Department of Transportation (TX DOT) requirements. The total right-of-way will generally not exceed one hundred twenty (120) feet. Where TXDOT has plans to acquire right-of-way within five (5) years, a right-of-way reservation or a building setback line shall be established to preclude the construction of significant improvements that would ultimately be removed in conjunction with future highway widening.
(4) Arterial Streets. Where a primary or secondary arterial street, as shown on the major thoroughfare plan, traverses or is contiguous with an area being platted, such primary or secondary arterial street shall be platted in the location and of the width indicated by the requirements of the major thoroughfare plan and these regulations. In no event shall an area be platted so as to leave a strip of land less than two hundred seventy (270) feet deep off the arterial street R.O.W. which is unsuitable as a building site, unmarketable, or is undevelopable (as these terms are commonly known) and which is excluded from platting for the purpose of circumventing these requirements.
(5) Marginal Access Streets. Marginal access streets should be located parallel to and adjacent to a street with controlled access or an arterial street where residential lots are proposed that are unable to comply with subsection 35-506(r)(2)(A). Marginal access streets, if not required by the provisions of subsection 35-506, may be constructed at the option of the developer but shall not relieve the developer from the obligation to construct their project's proportional share of major thoroughfares (arterials/collectors) as designated by the major thoroughfare plan.
(h) Street Names, Signage, and Pavement Markings.
(1) Generally. Names of new streets shall not duplicate or cause confusion with the names of existing streets, unless the new street is a continuation of, or in alignment with, an existing street. All new street names shall be submitted to and approved by the United States Postal Service.
(2) Within City Limits. Within the incorporated areas of the city, street name signs shall be installed at all intersections within and abutting the subdivision. Such signs shall be manufactured and installed by the subdivider in accordance to specifications of, and subject to, plan reviews and inspections, by the department of public works. Street name signs shall not be accepted by the city until the street has been accepted for maintenance by the city, unless approved by the director of public works in order to provide mail service.
(3) ETJ. Within the city's extraterritorial jurisdiction, street name signs shall be installed at all intersections within and abutting the subdivision. Such signs shall be manufactured and installed by the subdivider in accordance to specifications of, and subject to plan reviews and inspections by the county department of public works.
(4) Warning and Regulatory Traffic Signs. Regulatory and warning traffic signs shall be installed within and abutting the subdivision in accordance with the "Texas Manual on Uniform Traffic Control Devices (TMUTCD)," as required by the city's development services department or county's department of public works. Such signs shall be manufactured and installed by the subdivider in accordance to specifications of, and subject to plan reviews and inspections by the city's development services department or county's department of public works. Warning and regulatory signs shall not be accepted by the city until the street has been accepted for maintenance by the city.
(5) Street Name Changes. Requests for public street name changes and street memorial designations within the city limits shall be submitted to the development services department. An application and processing fee as specified in appendix "C" shall be paid to the director of development services for each street name change request in accordance with chapter 6, division 6, changing of name of street, of the City Code of San Antonio, Texas. Additionally, an installation fee as specified in appendix "C" for each sign that needs to be changed per each street intersection shall also be paid at the time of application submittal. The installation fee shall be refunded if the request is not approved.
(6) Pavement Markings. Pavement markings shall be installed within the scope of the subdivision in accordance with the latest version of the "Texas Manual on Uniform Traffic Control Devices (TMUTCD)," as required by the city's development services department or county's department of public works. Such markings shall be manufactured and installed by the subdivider in accordance to specifications of, and subject to plan reviews and inspections by the city's development services department or county's department of public works.
(7) Raised Blue Pavement Markers. Raised blue pavement markers in accordance with the latest version of the "Texas Manual on Uniform Traffic Control Devices (TMUTCD)," shall be installed in the center of a street or safety lane at fire hydrant locations as required by the city's development services department or county's department of public works.
(i) Street Lights.
(1) Streetlights shall be provided in all subdivisions within the city. Streetlights are not required in the ETJ. However, if proposed by the applicant, all installation, operational and maintenance cost shall be borne by the developer. Streetlights shall be installed by CPS Energy at all public street intersections with other public streets, at the end of cul-de-sacs longer than two hundred (200) feet, crosswalks, at safety lane intersections with public streets, midblock areas placed such that streetlights are a minimum of three hundred (300) feet apart for residential streets with houses fronting, or service areas as determined by CPS Energy. Streetlight fixtures shall be Dark-Sky compliant and conform with Section 35-339.04(f)(15).
(2) In subdivisions in residential zoning districts, which do not exceed one (1) dwelling unit per acre, the director of development services may waive the requirement for streetlights for public street intersections or mid-block areas where he finds that the area does not require such lighting for safe pedestrian or vehicular traffic.
(3) The subdivider shall contract with the city through the department of public works for payment of all costs associated with the engineering and installation of street lighting. Such contracts must be executed prior to issuance of a letter of certification by the department of public works. Full payment for all costs must be made prior to the recordation of the plat. A copy of the current schedule of costs to the city of labor and materials associated with the engineering and installation of street lighting shall be filed by the director of planning and development services with the city clerk and be available for public inspection. New schedules shall be filed whenever there is an increase in costs.
(j) Private Streets.
(1) Applicability.
A. Private streets are permitted within planned unit developments, the business park "BP" zoning district, and manufactured home/recreational vehicle parks subject to the design criteria and standards of this section.
B. Private streets are only allowed within an enclave subdivision subject to being designed and constructed to the standards of a public street.
C. Private streets shall be located within a private street lot identified as "Lot 999."
D. The subdivision plat name shall prominently indicate the type of private street development (e.g., "planned unit development", "PUD" "Enclave).
(2) Design Standards. With the exception of enclave subdivisions, the design standards and construction specifications of private streets shall be the same as for public streets except as noted below:
A. A right-of-way of fifty (50) feet for a local type A streets and sixty (60) feet for local type B streets shall not be required.
i. Private street lot should extend a minimum of two (2) feet outside of the face of curb.
ii. Regulatory sign easements shall be provided if regulatory and warning signs cannot be located within the private street lot.
B. The paved street width, exclusive of curb exposures, shall be a minimum of twenty-seven (27) feet for local type A streets and thirty (30) feet for local type B streets.
(3) Certification. Upon completion of construction, the director of development services and county in the ETJ shall be provided with a written certification signed by a licensed professional engineer certifying that the private streets and sidewalks (as applicable) were designed and installed as required by the provisions of this chapter.
(4) Maintenance. Private streets and sidewalks shall be owned and maintained by a corporation, community association, or other legal entity established for this purpose.
A. The applicant shall record a dedicatory instrument covering the establishment, maintenance, and operation of a residential subdivision subsequent to the recordation of the subdivision plat. The applicant shall include with the homeowners' association (HOA) dedicatory instrument a plan for the use and permanent maintenance of the common areas/facilities and demonstrate that the property owners' association is self-perpetuating and adequately funded by regular assessment and/or special assessment to accomplish its purpose. The dedicatory instrument(s) shall include provisions that provide the city or county with permission for access at any time without liability when on official business, and further, to permit the city or county to remove obstructions if necessary for emergency vehicle access and assess the cost of removal to the owner of the obstruction.
B. Any HOA requesting that the city acquire their private streets shall produce documentation that the maintenance schedule set forth in the HOA's original pavement management plan as part of the HOA documents has been followed.
(5) Converting Private Streets Into Public Streets. Any person requesting the city to accept private street(s) into the city's street network shall follow this process.
The requesting person at their expense must provide an engineering report to the public works department for review. The engineering report shall include:
A. Request from any person that the city accept the private street(s).
B. Document indicating one hundred (100) percent owners' participation.
C. Subdivision plat.
D. Subdivision construction plans to include plan and profile.
E. Certification letter from the project engineer certifying the construction of the subdivision was done in accordance with the public works specifications.
F. Photos showing the conditions of the existing roadway and right-of-way throughout the subdivision.
G. Pavement condition index (PCI).
H. Site plan showing location of streetlights and traffic control devices (if applicable).
The engineering report must be completed before public works department proceeds with the following procedures:
A. Public works department receives engineering report and distributes it to appropriate city departments.
B. If the city attorney's office determines one hundred (100) percent of the legal property owners are represented as supporters of the request, this information is forwarded to the street maintenance division manager. If support for the ownership transfer is less than one hundred (100) percent, this information is submitted to the public works department who will notify the applicant of the denial of the request.
C. The street maintenance division manager will evaluate the PCI street surface condition and appurtenances information. If the print out scores indicate low score, then the street maintenance division manager will submit the information to the public works department who will notify the applicant of the denial of the request.
D. If the city engineer determines that the street does meet the minimum requirements, then the recommendation is submitted to the public works director. The public works director will determine whether it is in the interest of the city to accept the street for ownership and maintenance and subsequently notifies the applicant of the decision.
E. Process for removal of control access facilities (gate, rails, house, etc.)
(6) Parking on Private Streets. Parking shall be limited to one (1) designated side of the street on any private street with pavement less than thirty (30) feet in width in accordance with Table 506-3 unless Table 506-4a of this chapter is applicable. A minimum pavement width of twenty-eight (28) feet with no parking restrictions will be permitted if the adjacent lots are equal to or greater than one-half (½) acre. The HOA documents may require the HOAs to identify and enforce a no parking restriction in fire lanes throughout the community.
(7) Gated Subdivision Streets. When a gate will be installed on a private street, the following provisions shall be met:
A. Master Key Security System. An access security system shall be provided on all gates. The security system shall include the following for the specified type of gate:
1. Electric-Operated Gates:
i. In the ETJ, a siren-operated sensor in conformance with the "Bexar County Rules for the Regulation of Electric-Operated Gates" is required; and
ii. A gate override in case of power failure; or
iii. Inside the city limits:
a. An access provided to the school district, and police department; and
b. A Knox box for the fire department.
2. Non-electric Operated Gates:
i. A Knox box. In the ETJ, provide key or code of the Knox box to Bexar County Office of Emergency Management.
B. Queuing. At gated entrances where traffic can queue into public streets, the gate and entrance design must provide for sufficient storage capacity so that no vehicles will queue into the public street. Queuing at a gated entrance shall be designed as follows:
1. The Poisson distributed probability model shows that no vehicles will queue into the public street with a ninety-five (95) percent confidence level. The minimum entryway vehicle storage length shall be forty (40) feet measured from the call box to the public right-of-way as shown in Figure 506-11.
2. The subdivider shall provide for vehicle turnaround capability based on the single unit design (SU-30) vehicle as provided in the 2011 AASHTO Green Book or latest revision thereof or be able to make a three-point turning movement to prevent a motorist from backing onto the public street.
[image omitted; see the official code]
Figure 506-11. Standard Entryway Detail
C. Connectivity. The street system shall comply with the connectivity standards (subsection (e) of this section).
(k) Traffic Signals.
(1) Where a proposed street or driveway intersects a public street at an existing traffic signal, the traffic signal shall be upgraded to accommodate the added traffic approach at the expense of the developer or subdivider. The design and construction of this partial signal installation shall comply with the Texas Manual on Uniform Traffic Control Devices (TMUTCD) and City of San Antonio specifications and design requirements.
(2) Where a proposed intersection involves an existing or proposed arterial street, and the intersection could reasonably be expected to warrant a traffic signal within approximately five (5) years, the subdivider shall install that portion of the traffic signal infrastructure that is underground on the proposed street. The design and construction of this partial signal installation shall comply with the TMUTCD and the City of San Antonio specifications and design requirements.
(3) Spacing of Traffic Signals. Minimum one-quarter (¼) of a mile is recommended. If spacing is less than one-quarter (¼) of a mile, an operational analysis must be performed and submitted for review. Corridor signal timings and signal communications equipment may be required as mitigation if analysis indicates operational issues may arise due to closer signal spacing.
(l) Horizontal Curvature.
(1) Conventional Design. Horizontal centerline curvature shall be provided by simple circular curves with a constant radius for the safety and comfort of motorists. The minimum and maximum radii designated in this section, Tables 506-1, 506-4, 506-4a, 506-4b, and Figure 506-1 shall be used in designating horizontal curves. "Broken-back," compound curves and reverse curves shall not be permitted. A minimum fifty-foot tangent length is required between curves on local type A and B streets. A minimum of one hundred-foot tangent length is required between curves on collector and arterial streets. Super elevation may be used on arterial streets with the approval of the director of planning and development services in consultation with the director of public works.
[image omitted; see the official code]
(2) Combination of Curves. A combination of horizontal and vertical curves shall be permitted provided sufficient sight distance is available for safe operation in accordance with the requirement of subsection (d) of this section.
(3) "Elbow" Configurations. An alternative design required by subsection (d) of this section may be used in lieu of the centerline radius of a local type street prescribed by subsection (d) of this section. The angle of the elbow configuration shall comply with subsection (f). The point of radius may be relocated along the lines indicated by letters on the figure below (lines AX, AY and AZ). The point of radius shall not exceed a distance of one-half (½) of the typical pavement width from point A. The point of radius of the elbow shall be shown on the plat. The interior curve shall have a minimum property line radius of twenty-five (25) feet. The point of radius may be shifted along the street centerline (lines AX and AZ) see Figure 506-6.
[image omitted; see the official code]
(m) Pavement and Median Transition. Where cross-section changes occur, appropriate pavement transition shall be provided. Transition shall be described as a ratio of lateral transition width to transition length in feet. The following formulas shall be used in computing appropriate transition:
(1) Streets with a Design Speed of Less Than 45 MPH.
L = WS2/60
Where: L = Transition length in feet measured along the centerline of the street.
W = Transition width measured as the difference in pavement width from the centerline to the pavement edge of the two (2) cross-sections.
S = Design speed for the street found in table 506-3 or table 506-4.
(2) Streets with a Design Speed of 45 MPH or higher.
L = SW
Where: L = Transition length in feet measured along the centerline of the street.
S = Design speed for the street found in Table 506-3 or Table 506-4.
W = Transition width measured as the difference in pavement width from the centerline to the pavement edge of the two (2) cross-sections.
(3) Median or Center Dividers. Median or center dividers will also be transitioned. Median transition shall generally parallel the pavement transition to a point where the median width is four (4) feet at which point the median shall be rounded off with a two-foot radius. Median or divider transition shall be designed so that abrupt offsets are not created at intersections.
(n) Medians.
(1) Openings. Medians shall be continuous. Access openings in the median may be provided for public streets or major driveways (having one hundred (100) peak hour trips (PHT) or more (sum of entering and exiting left turn vehicles) provided the spacing between median openings is in accordance with Table 506-5.1 and Figure 506-10A, will not obstruct an intersection clear vision easement or stopping sight line distance, meets the minimum spacing requirements, and will not impact an existing intersection as specified in subsection 35-502(d). When medians are open, left tum bays and median radii shall be provided in accordance with subsection 35-502(e)(2). Existing medians shall be modified to conform to these requirements where necessitated by the traffic generated by the proposed development, as set forth in the traffic impact analysis (see subsection 35-502(e)(2) of this chapter). Where existing streets are improved, dual left tum lanes can be approved if supported by a TIA (see section 35-502).
In determining if a median opening request should be approved, the city will require a traffic engineering analysis by a licensed professional engineer. The median opening analysis shall be at the expense of the requestor.
A. Access spacing along roadways shall be based on functional classification in accordance with the table shown below and Figure 506-10A.
Table 506-5.2 Access Spacing by Road Type
Street A Type | Street B Type | Distance A (1) (Feet) | Distance B (2) (Feet)
Collector | Collector | 125 | 400
Arterial | Collector | 125 | 400
Arterial | 245 | 500
Frontage Road | Collector | 125 | 400
Arterial | 245 | 660
(1) 35-506 (r)(7)(B)
(2) 35-506 (n)(1) Table 506-5.1
Table 506-5.1 Guidelines for Full Access Openings
Functional Classification | Minimum Spacing Between Access Openings:
Arterial | From Freeway or Frontage Road: Outside of the Functional area 1 or 660 feet, whichever is less, as measured from the projected right-of-way line of the intersecting freeway as illustrated in Figure 506-6.1.
From another Arterial: Outside of the functional area 1 or 500 feet, whichever is less, as measured from the projected right-of-way line of the intersecting arterial as illustrated in Figure 506-6.1.
Elsewhere along Arterial: Outside the functional area 1 or 400 feet, whichever is less, as measured between the nose of the median opening and the nose of the next median opening as illustrated in Figure 506-6.2.
Collector/Local (including Modified Collectors) | From Freeway or Arterial: 400 feet or outside the functional area 1 , whichever is less, as measured from the projected right-of-way line of the intersecting freeway or arterial as illustrated in Figure 506-6.1.
Elsewhere along the Collector or Local Street: Outside the functional area 1 or 400 feet, whichever is less, as measured between the nose of the median opening and the nose of the next median opening as illustrated in Figure 506-6.2.
1 Functional Area Definition - The area beyond the physical intersection of two (2) roadways that comprises decision and maneuvering distance, plus any required vehicle storage length. The functional area includes the length of road upstream from an oncoming intersection needed by motorists to perceive the intersection and begin maneuvers to negotiate it. (ITE. "Access Management", April 2004)
Figure 506-6.1 Methodology to Measure Median Opening Distance from a Projected Right-of-way Line of an Intersecting Freeway or Arterial:
[image omitted; see the official code]
Figure 506-6.2 Methodology to Measure Distances Between the Noses of the Median Openings:
[image omitted; see the official code]
(2) Special Purpose Medians. Dividers constructed for aesthetic purposes such as entrances for subdivisions or landscaping shall be permitted. The minimum width for such dividers is fourteen (14) feet with minimum twenty (20) feet of pavement width on either side of the median. The divider shall maintain the full width for a minimum twenty-five (25) feet but not more than fifty (50) feet after which an appropriate transition shall be provided in accordance with standards for pavement and median transition (subsection (m), above). The length of the median shall be measured from the edge of pavement of the ultimate width of the intersecting roadway. The nose or rounded portion of the divider shall be placed a minimum of two (2) feet off the edge of the traveled roadway of the intersecting street unless the turning radius of vehicular traffic or conflicts with an ADA street crossing indicates other modifications to the median nose are required. No signs, walls or fences, trees, shrubs or other groundcover shall be placed in the median which will obstruct the driver's sight distance (See Figure 506-7). The median design and exceptions to pavement width adjacent to median must be approved by the director of development services in consultation with the director of public works. In addition, the director shall seek concurrence from the applicable county authority for all proposed medians located in the ETJ.
[image omitted; see the official code]
Landscaping shall be in accordance with current landscaping standards (section 35-511) design standards. In addition, appropriate maintenance agreements shall be made with the director of development services.
(3) Sidewalk Crossings. Where a median or traffic divider projects across sidewalks, the median (concrete or sod) shall be opened for five (5) feet at the projection of the crosswalk. This five-foot opening shall be paved to the grade of the existing surface to permit wheelchair and mobility impaired persons to utilize the crosswalk. If no development is located on either side of the median then the first developer to plat or replat fronting on the median at the point of the required cut shall pay for the design and construction of the median cut to city specifications. If property on one side of the median facing upon the point of the required median cut has been previously developed, then the next developer to file a plat or replat facing on the median at the point of cut shall pay for the design and construction of the cut to city specifications.
(o) Wheelchair Ramps.
(1) Location. Wheelchair ramps shall be constructed at the entrance to all crosswalks where sidewalks exist or where required as part of these regulations. A waiver of the sidewalk requirements does not waive the wheelchair ramp requirement. Where sidewalks or curbs exist, wheelchair ramps shall be added at locations specified herein, wherever any work is proposed to the existing driveways, curbs, or sidewalks and wherever a street is altered. Also, wheelchair ramps shall be added wherever missing sidewalks or curb segments are added in front of any block of a subdivision. ADA ramps shall be designed and placed considering the topography of the finished grades of a completed intersection. Changes required because of field conditions will be reflected on revised drawings submitted to the reviewing agency (City of San Antonio or Bexar County engineer) for approval prior to completing construction. The use of symbols to indicate approximate locations of ramps is not acceptable unless appropriately detailed elsewhere on the drawings.
(2) Design Standards. Any construction, reconstruction or other improvements addressed in this chapter shall conform as a minimum to the Americans with Disabilities Act and any rules and regulations relating thereto (see subsection 35-501(d). The plat or site plan shall show infrastructure construction, reconstruction, repair or regarding and details of curb cut and wheelchair ramps. The location of the curb-cut opening and ramp must be coordinated with respect to the pedestrian crosswalk lines. This planning must ensure that the ramp openings at a fully depressed curb shall be situated within the parallel boundaries of the crosswalk markings. Ramps for persons with disabilities are not limited to intersections and marked crosswalks, and ramps shall also be provided at other appropriate or designated points where there is a concentration of pedestrian traffic, such as loading islands, midblock pedestrian crossings, and locations where pedestrians could not otherwise recognize the proper place to cross the street. Because non-intersection pedestrian crossings are generally unexpected by the motorist, warning signs shall be installed and parking shall be prohibited. Ramps for persons with disabilities shall have truncated domes designed to alert a sight impaired person that they are entering the street. Wheelchair ramps shall be designed and constructed in accordance with the details in the City of San Antonio Sidewalk and Driveway Design and Construction Guidelines (except for wheelchair ramps located in the ETJ where the Bexar County engineer has approval authority) and as referenced the American with Disabilities Act Public Right-of Way design standards.
(p) Pavement Standards.
(1) Pavement Structure. The design of pavement structures shall be in accordance with the American Association of State Highway and Transportation officials (AASHTO) Guide for Design of Pavement Structures, 1993 or latest approved edition. The pavement design report shall be prepared and signed by, or under the supervision of, a professional engineer registered in the State of Texas. The design requirements in Table 506-6 shall be used for pavement design. Permeable pavement is encouraged where soils are appropriate, and cool pavement asphalt treatments or concrete with a solar reflectivity of at least thirty-three (33) percent are encouraged for residential streets to mitigate Urban Heat Island (UHI) impacts. Low carbon materials are also encouraged and can be identified by evaluating material Environmental Product Declarations (EPDs).
(2) Length of Service Life. Pavement shall be designed for a twenty-year service life.
(3) Traffic Load, Reliability and Pavement Structures. The traffic load is the cumulative expected 18-Kip equivalent single axle loads (ESAL) for the service life. The following 18-Kip ESAL Reliability Level and Pavement Structure shall be used in the design of streets for each street classification:
Table 506-6
Pavement Specifications
Street Classification | 18-KIP ESAL | Reliability Level | Minimum Pavement Structure | Maximum Pavement Structure
Primary and Secondary Arterials | 3,000,000 | R-95 | SN = 3.80 | SN = 5.76
Collector and Local Type B streets | 2,000,000 | R-90 | SN = 2.92 | SN = 5.08
Local Type A street with bus traffic | 1,000,000 | R-70 | SN = 2.58 | SN = 4.20
Local Type A street without bus traffic | 100,000 | R-70 | SN = 2.02 | SN = 3.18
Traffic loads for primary and secondary arterials, collector and local Type B streets shall include bus traffic.
(4) Serviceability. The serviceability of a pavement is defined as the pavement's ride quality and its ability to serve the type of traffic (automobiles and trucks) which uses the facility. The initial serviceability index (p0) for flexible pavements shall be 4.2 and for rigid pavement shall be 4.5. The minimum terminal serviceability index (Pt) for local streets shall be 2.0 and for collectors and arterials shall be 2.5. A standard deviation (S0) for flexible pavement shall be 0.45 and for rigid pavement shall be 0.35.
(5) Roadbed Soil. A soil investigation must be performed for the design of pavement structures by a geotechnical engineer licensed in the State of Texas in accordance with the city's design guidance manual. The number of borings and locations shall be sufficient to accurately determine the stratum along the route. Any existing soil information that is available either from the city or from private sources will be evaluated and, if determined to be applicable and valid, will be allowed in place of new soil tests.
Roadbed soil having a plasticity index (P.I.) greater than twenty (20) shall be treated with lime to reduce the P.I. below twenty (20). Application rate of lime shall be determined based on laboratory testing. In no case shall the lime be less than fifteen (15) pounds/S.Y. for six (6) inches of lime treated subgrade. Lime treated subgrade will be included as a "structural layer" within the pavement design calculations. Proposals for stabilization alternatives in place of the use of lime will be considered upon submittal of an engineering report verifying adequate stabilization of the highly plastic soil.
Where the roadbed is in a rock excavation a "structural layer" within the pavement design calculations can be used that is equivalent to a structural layer for lime stabilized subgrade. If a roadbed structural layer is used in the pavement calculation for rock subgrade an engineering report will be provided to public works addressing the consistency of the subgrade prior to base placement.
(6) Pavement Layer Material. Alternative pavement materials may be used where the existing soil or subsurface conditions, or the alternative materials, provide a level of drivability comparable to the materials otherwise required by this section. Proposals for alternative pavement materials with supporting engineering documentation may be submitted to the city for consideration for use. The combination of the following materials will be allowed for pavement structure:
A. Lime treatment for subgrade.
B. Flexible base.
C. Prime coat.
D. Tack coat.
E. Hot mix asphaltic concrete pavement.
F. Asphalt treated base.
G. Reinforced concrete.
H. Base reinforcement (Geogrids).
The director of planning and development services in consultation with the director of public works in accordance with the standards provided herein must approve the pavement combination.
(7) Minimum Layer Thickness (Compacted). If the following components are utilized in proposed pavement sections, the minimum thickness for the components shall be:
A. Hot mix asphaltic concrete pavement shall not be less than one and one-half (1½) inches thick for surface course (Type D).
B. Hot mix asphaltic concrete pavement shall not be less than two and one-half (2½) inches thick for a leveling-up course (Type B).
C. Asphalt treated base shall not be less than four (4) inches thick.
D. Flexible base shall not be less than six (6) inches thick.
E. Lime treatment for subgrade shall not be less than six (6) inches thick.
F. Right and left turn lanes constructed on existing asphalt roads shall be constructed with twelve (12) inches of asphalt treated base and two (2) inches of Type D asphalt.
(q) Sidewalk Standards.
Commentary: The following information, regarding possible tax incentives for installation of Americans with Disabilities Act compliant improvements, is being provided for reference purposes only. For detailed information contact the Internal Revenue Service (IRS) or a professional tax advisor.
ADA Barrier Removal Tax Credit
Congress, in 1990, legislated the annual tax credit of $5,000 to enable small businesses to comply with requirements under the Americans with Disabilities Act (ADA) of 1990, 42 U.S.C. Subsection 1281 et seq. (Section 44 of Internal Revenue Code.)
Any qualified expenditures made after November 5, 1990, the date of enactment, are eligible for the Section 44 credit. Additionally, Section 190 of the Internal Revenue Code allows $15,000 to be deducted annually for qualified architectural and transportation barrier removal expense. This provision became effective with tax year 1991.
Provisions of Section 44
A small business may elect to take a general business credit of up to $5,000 annually for eligible access expenditures to comply with the requirements of ADA. "Small business"is defined as a business with annual gross receipts of $1 million or less or 30 or fewer full-time employees.
Expenditures must be geared toward ADA compliance and must be reasonable and necessary expenses. Included are amounts related to removing barriers, providing interpreters, readers or similar services and modifying or acquiring equipment and materials.
The amount that may be taken as a credit is 50% of the amount exceeding $250, but less than $10,250 per tax year. For instance, if $7,500 is spent to provide a sidewalk, the credit would be $3,625 ($7,500 minus$250 divided by2.) This credit may be taken each year ADA improvements are made.
This tax credit, called the Disabled Access Tax Credit, should be claimed on IRS Form 8826.
Section 190
Section 190 applies to all businesses and has a narrower base for deductions. Qualified expenditures for the removal of architectural and transportation barriers include expenses specifically attributable to the removal of existing barriers (such as steps or narrow doors) or inaccessible parking spaces, bathrooms and vehicles. They may be fully deducted, up to a maximum of $15,000 for each taxable year. Expenses from the construction or comprehensive renovation of a facility or vehicle or the normal replacement of depreciable property are not included.
Further information on possible deductions, forms and publications may be obtained by contacting the IRS directly or via the official IRS website at www.irs.gov.
Prepared by: Disability Access Office/Public Works Department 4-04
(1) Applicability.
A. Sidewalks shall be required on both sides of all streets and the subdivision side of all adjacent or perimeter streets except as specified in subsection (2) below.
B. All nonresidential, residential corner and reverse residential street lots shall have sidewalks provided on both street frontages.
C. Sidewalks shall be required as part of the street improvements at the following locations:
i. Along the entry street of a gated private street subdivision where a pedestrian access gate is provided.
ii. The rear of a reverse residential street lot.
iii. Drain crossings.
iv. Along the street frontage of existing developed lots when streets are extended.
D. Sidewalks located in the right-of-way in place at the time of platting or permitting that meets the criteria under subsection 35-506(a)(1)C.2. for sidewalks to be evaluated, which do not meet minimum standards of this chapter, Americans with Disabilities Act and Texas Accessibility Standards requirements shall be reconstructed to meet the most stringent minimum standards.
E. All sidewalk construction shall conform to the latest most stringent criteria of the Americans with Disabilities Act (ADA) and the Texas Accessibility Standards (TAS) (see subsection 35-501(g) herein).
F. Low carbon concrete is encouraged and can be identified by evaluating material Environmental Product Declarations (EPDs).
(2) Sidewalk Exemptions. Sidewalks shall not be required in the following situations:
A. When the director of development services or county engineer, in consultation with the director of transportation and capital improvements, determines that the sidewalks will interfere with or disrupt existing drainage systems.
B. When the director of development services or county engineer, in consultation with the director of transportation and capital improvements, determines that public construction which would require sidewalk replacement will take place on the street within three (3) years.
C. On local type A streets in single- or two-family residential subdivisions with a density less than one (1) residential unit per acre.
D. On streets utilizing the county road cross-section as allowed in 35-subsection 35-506(b)(1).
E. Where the director of development services or county engineer, in consultation with the director of transportation and capital improvements, determines that preservation of trees warrants the reduction in width or modification to the sidewalk and curb requirements in accordance with the tree preservation standards.
(3) Planting Strips or Sidewalk Buffer. When required by Table 506-3 or 506-4 above or identified in construction plans, sidewalks shall be defined by placing a planting strip or sidewalk buffer between the back of the curb (BOC) and the street edge of the sidewalk in accordance with the minimum planting strip required by Table 506-3 or 506-4.
(4) Performance Agreement and Time of Construction.
A. All sidewalks noted in subsection (1)C. above shall be included as part of the performance agreement required by section 35-437 of this chapter.
B. Sidewalks shall be constructed within five (5) years of the abutting roadway construction except as specified in subsection A. above. If roadway construction is not required prior to the issuance of building permits for lots within the city and prior to building construction for lots located outside the city, then the sidewalks shall be constructed prior to building occupancy.
(5) Width. Except as otherwise specified in Americans with Disabilities Act (ADA) or Texas Accessibility Standards (see subsection 35-501(g) herein), sidewalks shall have a minimum unobstructed width as follows:
A. In residential areas within the city limits and ETJ, the minimum width of sidewalks adjoining a planting strip shall be four (4) feet. In nonresidential areas the minimum width of sidewalks shall be six (6) feet. Sidewalk width does not include curb width.
B. The minimum width of sidewalks located within the boundaries of the "D" downtown district shall be not less than six (6) feet.
(6) Location. Changes in the sidewalk location for a maximum linear distance of two hundred (200) feet are permitted to be approved by the field inspector without amending the street plan or utility layout provided such plans are annotated with a note stating that intent and does not relocate an ADA access ramp. If a pedestrian access easement is required, the easement shall be recorded prior to final acceptance. During the plat review process, reviewing agencies may designate areas where prior approval of the agency is necessary for any alteration to the sidewalk location. No other changes shall be allowed without the approval of all agencies that approved the original utility layout.
(7) Continuity. Sidewalks shall not be installed in such a manner that they conflict with or are obstructed by power lines, telephone poles, fire hydrants, traffic/street signs, mail boxes, trees, buildings, barriers, light poles, or any other structure. The grades of sidewalks shall be such that changes of grades greater than ten (10) percent are not encountered within blocks. When there is an existing or anticipated obstruction, the sidewalk shall be installed around the object with a one-foot buffer around the object and shall provide the required sidewalk width. When utility layouts are required as part of a plat, the location and extent of sidewalks within the subdivision shall be shown on the utility layout and shall be subject to the approval of the director of development services in consultation with the director of transportation and capital improvements and the utility agencies. In the ETJ, all sidewalk along a publicly maintained street or a street proposed to be publicly maintained must be contained within the ROW.
(8) Drain Crossings. Pedestrian double rails shall be required on both sides of all sidewalk drain crossings.
(9) Alignment. Sidewalks shall be constructed so as to align vertically and horizontally with adjoining sidewalks.
(10) Grade. Sidewalks shall be constructed so as to align vertically and horizontally with adjoining sidewalks.
(11) Sidewalks on Private Streets. Sidewalks on private streets shall meet the same criteria as for public streets. Sidewalks shall be included in the same lot as the private streets or within an access easement designated on the plat if located on private lots. Deed restrictions shall be required to ensure that sidewalks remain unobstructed.
(r) Access and Driveways.
(1) Applicability. The provisions of this section shall apply to all driveways. A lot which is a part of an approved plat which does not otherwise limit access and which was approved by the city and filed for record as of the effective date of this section, and which does not have sufficient frontage to meet the driveway approach spacing requirements in this section, shall be allowed one (1) driveway approach.
(2) Single-Family Residential Subdivisions.
A. Frontage and Access Off a Collector or Major Thoroughfare. Residential lots having direct access on a collector or major thoroughfare may be platted only if:
1. All lots are greater than one (1) acre in size, have a minimum lot frontage of one hundred (100) feet and provide for permanent vehicular turnaround on the lot to prevent backing onto the roadway. A note shall be on the plat stating a permanent vehicular turnaround shall be provided on each lot to prevent a vehicle from backing onto the roadway.
2. Access points which would permit vehicular access to lots less than one (1) acre in size from the thoroughfare or collector may be allowed if a marginal access street or easement to serve two (2) or more lots spaced a minimum of two hundred (200) feet apart or two hundred (200) feet from an existing driveway or street is constructed. The marginal access street or easement shall be designed to permit entry to the roadway without requiring a motorist to execute a backing maneuver. Marginal access streets or easements shall be included on the subdivision plat and shall be constructed or bonded in accordance with section 35-437 before recordation of the plat.
B. Marginal Access Streets. Where the subdivider furnishes a marginal access street on the subdivision side of an existing, improved primary or secondary arterial, the subdivider shall not be required to furnish any pavement, curbs, or sidewalks for the primary or secondary arterial. (see also: subsection 35-506(q)(5))
C. A residential lot shall be located a minimum of forty (40) feet from an arterial right-of-way.
(3) Commercial, Industrial and Medium or High Density Residential Developments. Lots proposed for commercial, industrial and multi-family residential developments in the ETJ or in the "MF," "NC," "O," "C," "I-1," or "I-2" zoning districts may have vehicular access from a thoroughfare or collector. However, the number of access points permitted will be based on the following criteria and following the driveway spacing requirements in subsection (7) below, if applicable.
A. For lots with less than two hundred (200) feet of unrestricted frontage, one (1) access point shall be permitted if shared cross access cannot be obtained through adjacent parcels. This may be granted provided efforts to obtain access have been documented and provided to City Staff.
B. For lots with two hundred (200) feet or more of unrestricted frontage, one (1) access point will be permitted for every two hundred (200) feet of unrestricted frontage.
C. All lots proposed for commercial development in the ETJ or in "NC," "O," and "C" zoning districts with less than two hundred (200) feet of unrestricted frontage shall provide for shared cross access with adjacent lots by means of platted common access easement across the lot or recorded deed covenant providing common access across the lot with adjacent lot(s).
D. For conditions A and B above, each driveway location must meet the subsequent sections of the code 35-506(n)(1), (r)(5)(C), (r)(7)(B), and (r)(8)(A) & (B).
(4) Additional Access Points. The director of development services (or the Texas Department of Transportation, or county authority, if appropriate) is authorized to permit additional access points under the following conditions:
(A) The additional land; and access points are necessary to ensure the property owner beneficial use of the land; and
(B) The resulting additional ingress and egress of vehicles will not seriously disrupt the flow of traffic on the thoroughfare.
(5) Location of Access Points. The specific location of access points will be determined by the director of development services (or by the Texas Department of Transportation or county authority, if appropriate) at such time as a site plan is reviewed prior to the issuance of a building permit. The location shall be based on the following criteria:
(A) The location shall minimize conflicts with vehicle turning movements;
(B) The location shall be located as far as practicable from intersections; and
(C) Driveways shall not be less than fifty (50) feet from another driveway location which is intended to only apply to driveways located on separate properties. Access spacing along roadways shall be based on functional classification in accordance with Table 506-5.1.
(D) Not located within an auxiliary lane.
(6) Driveway Throat or Vehicle Storage Length. For purposes of this subsection, "throat length" means the length of extending from the entry into the site at the property line, to the first conflict or intersection with a parking aisle. Vehicle storage length means the length of a driveway, service lane, bay, or other passageway for motor vehicles which is designed to minimize queuing onto surrounding streets. Throat length shall be designed in accordance with the anticipated storage length for entering and exiting vehicles to prevent vehicles from backing into the flow of traffic on the public street or causing unsafe conflicts with on-site circulation. Throat length and vehicle storage length shall not be less than the standards set forth in Table 506-7 unless approved by the director of development services. These measures generally are acceptable for the principal and secondary access to a property and are not intended for minor driveways such as residential driveways serving less than four (4) homes, or a commercial/industrial driveway with less than four hundred (400) ADT, or forty (40) average peak hour volume of vehicles, not located on a major roadway (see note under Table 506-7) or thoroughfare. The throat length may be reduced to no less than twenty (20) feet measured from the outside of the right-of-way by the director of development services by administrative exception. Throat lengths of less than twenty (20) feet from the outside of the right-of-way may be only be approved in accordance with section 35-482.
Table 506-7
Minimum Driveway Throat Lengths for Collectors and Arterials*
Land Use | Throat Length or Vehicle Storage Length
Shopping Centers > 200,000 GLA or nonresidential developments > 400 PHT per driveway | Throat length two hundred (200) feet or as required by the TIA
Nonresidential development between 200 and 400 PHT per driveway | Throat length seventy-five (75) feet or as required by the TIA
Nonresidential development less than 200 PHT per driveway or other major driveways not otherwise enumerated in this table | Throat length forty-foot minimum
Residential subdivision entryway (Private, gated entries) | Poisson distributed probability model at a ninety-five (95) percent confidence level. In addition, the subdivider shall provide for vehicle turnaround capability based on the single unit design vehicle as provided in the AASHTO Green Book, or latest revision thereof. The minimum entryway vehicle storage length shall be forty (40) feet measured from the call box to the public right-of-way. See Figure 506-11
Single-lane drive-in banks | Sufficient to accommodate minimum queue of six (6) vehicles
Drive-in banks with more than one (1) lane | Sufficient to accommodate minimum queue of four (4) vehicles per service lane
Single-lane drive-through car washes | Sufficient to accommodate minimum queue of twelve (12) vehicles
Automatic or self-serve car washes with more than one (1) bay | Vehicle storage of sixty (60) feet per bay
Fast-food restaurants with drive-through window service | Sufficient to accommodate minimum queue of eight (8) vehicles per service lane
Gasoline service stations with pump islands perpendicular to the pavement edge | Minimum thirty-five (35) feet between pump islands and right-of-way
Dry-cleaning establishments with drive-through window service | Sufficient to accommodate minimum queue of three (3) vehicles
* Note: May include local B roadways with traffic volumes above eight thousand (8,000) vpd where a major driveway (over 40 PHT) is being proposed that would affect exterior traffic.
Commentary: The throat lengths in Table 506-7 are provided to assure adequate stacking space within driveways for general land use intensities. This helps prevent vehicles from stacking into the thoroughfare as they attempt to access the site. High traffic generators, such as large shopping plazas, need much greater throat length than smaller developments or those with unsignalized driveways. These standards refer to the primary access drive.
(7) Spacing and Location on Major Thoroughfares. This subsection applies to driveway approach spacing and location along or adjacent to major thoroughfares.
A. Where a traffic impact analysis is required, driveways shall be spaced in such a manner as to avoid reducing the traffic LOS below that established in the section 35-502 traffic impact analysis. A subdivision of land into two (2) or more lots fronting a major thoroughfare may not automatically increase the number of driveway approaches allowed over those allowed prior to the subdivision.
B. Driveways shall not be located within two hundred forty-five (245) feet of frontage road-to-arterial and arterial-to-arterial intersections or one hundred twenty-five (125) feet for all other intersections, measured from the curb return of the intersecting street along the roadway perpendicular to the right-of-way of the intersecting street and cannot be located within the limits of the right-turn deceleration or acceleration lanes. The minimum distance from the corner to the intersecting roadway is referred to as corner clearance. Corner clearance shall be established on a plat by providing a one-foot vehicular non-access easement.
1. The corner clearance may be reduced by the director of development services to allow a driveway for development where a driveway may not otherwise be allowed.
(8) Alignment. Driveway approaches, accessing major thoroughfares shall attempt to meet the following guidelines:
[image omitted; see the official code]
A. Align with opposing driveway approaches if any, or shall be offset by one hundred seventy-five (175) feet or more to provide adequate left turn storage capacity in advance of each driveway approach and to avoid the overlap of left turn lanes.
B. Shared cross access among different property owners or users when necessary to maintain minimum spacing requirements.
C. Planned, when possible, to match existing openings in medians. In addition, no cuts through the left turn reservoir of a median shall be permitted in order to provide left turn movements for driveway approaches accessing major thoroughfares or median divided roadways.
(9) Parking Approaches. For minor driveways, parking aisles shall be located a minimum of twenty (20) feet from the intersection of the driveway approach and the thoroughfare property line.
(10) Driveway Approaches. Driveway approach materials may be asphalt, concrete or other materials as approved by the development services director. Inside the city limits or when a curb is provided in the ETJ, residential driveway approaches materials shall be concrete. Both residential and commercial driveway approaches shall conform to the latest edition of the City of San Antonio Sidewalk and Driveway Design and Construction Guidelines compiled by the department of public works. Commercial two-way driveways and residential driveway approaches may have a width greater than that specified by the guideline if approved by the development services director.
[image omitted; see the official code]
(s) Reserved.
(t) Traffic Calming. The purpose of this section is to protect the public health, safety and general welfare by ensuring that speeds on local streets are suitable for their intended purpose. The city hereby finds and determines that long blocks, wide street cross sections and uninterrupted traffic flows can encourage speeding on local and collector streets. Accordingly, these design standards will slow traffic on local streets while allowing flexibility in design and offering applicants the choice of treatment that works best for the streets in a proposed development.
(1) Applicability. The provisions of this subsection shall apply to local and collector streets when any traffic control devices are proposed and shall be approved by both the city and the county when located in the ETJ.
(2) Street Lengths. The length of street links shall comply with the block length standards established in subsection 35-515(b)(3) of this chapter.
(3) Traffic Control Calming Features. A longer street length may be allowed through the placement of an approved traffic calming feature at a location which produces an unimpeded length of the street link which does not exceed the block length standards (subsection 35-515(b)(3)).
Table 506-8 provisions describe and establish standards for permitted traffic calming devices where traffic calming measures are permitted as part of the roadway design elements in subsection B, above. In addition, the director of development services shall seek concurrence from the Bexar County engineer for any type of traffic calming feature proposed on residential roadways located in the ETJ as detailed in Table 506-8. Traffic calming options for local and collector streets are noted below:
Table 506-8
APPROVED TRAFFIC CONTROL DEVICES AND DESCRIPTION
Lateral Shift. A realignment of an otherwise straight street that causes travel lanes to shift in one direction. The primary purpose of a lateral shift is to reduce motor vehicle speed along the street. A typical lateral shift separates opposing traffic through the shift with the aid of a median island. Without the island, a motorist could cross the centerline in order to drive the straightest path possible, thereby reducing the speed reduction effectiveness of the lateral shift. In addition, a median island reduces the likelihood a motorist will veer into the path of opposing traffic, further improving the safety of the roadway for motorists. | [image omitted; see the official code] Source: Delaware Department of Transportation as presented in FHWA ePrimer
Chicane. A series of alternating curves or lane shifts that force a motorist to steer back and forth instead of traveling a straight path. The curvilinear path is intended to reduce the speed at which a motorist is comfortable travelling through the feature. The lower speed could in turn result in a traffic volume reduction. Also called deviations, serpentines, reversing curves, or twists. | [image omitted; see the official code] Source: Delaware Department of Transportation as presented in FHWA ePrimer
Realigned Intersection. The reconfiguration of an intersection with perpendicular angles to have skewed approaches or travel paths through the intersection. The expectation is that these physical features will remove or discourage fast vehicle movements through the intersection. | [image omitted; see the official code] Source: Delaware Department of Transportation as presented in FHWA ePrimer
Small Modern Roundabout/Mini Roundabout. A raised island, placed within an unsignalized intersection, around which traffic circulates. The center island forces a motorist to use reduced speed when entering and passing through an intersection, whether the vehicle path is straight through or involves a turn onto an intersecting street. It is also expected to reduce the number of angle and turning collisions. Both a small modern roundabout and a mini-roundabout are designed in accordance with roundabout design principles. Both are designed so that all traffic can circulate counterclockwise around or partially over the center island. The principal difference between a small modern roundabout and a mini-roundabout is found at the center island. For a small modern roundabout, the center island is not traversable and can be landscaped with ground cover, flowers, and street trees. In contrast, the center island of a mini-roundabout is fully traversable. Both a small modern roundabout and mini-roundabout use splitter islands to direct traffic entering the intersection. In order to accommodate trucks, fire trucks, school buses and vehicles towing trailers, the splitter islands can be either mountable or at-grade. | [image omitted; see the official code] Source: Delaware Department of Transportation as presented in FHWA ePrimer
Roundabout. An intersection design that contrasts with designs that require traffic signal control or stop control. A roundabout is often used as a replacement for a signalized intersection. A full roundabout is typically appropriate only at the intersection of two (2) arterial streets or of an arterial street with a collector street. The full roundabout does not generally fit within the footprint of lower classification street intersections. A roundabout is sized to accommodate all large vehicles circulating the center island and the center island is non-traversable. A roundabout provides a horizontal deflection with an island at the entry point and requires every vehicle to follow a circuitous path no matter which departure leg of the intersection is the destination. | [image omitted; see the official code] Source: FHWA Technical Summary - Roundabouts
Choker. A narrowing of a roadway through the use of curb extensions or roadside islands. It can be created by a pair of curb extensions at a midblock location that narrows the street by widening the sidewalk or planting strip at that location. A choker can also be created through the use of roadside islands. This narrowing is intended to discourage motorist speeding and to reduce vehicle speeds in general. | [image omitted; see the official code]
(4) Maintenance. Maintenance of landscaping associated with traffic calming features shall be the sole responsibility of the homeowners' association.
(Ord. No. 96564 § 1 and 3) (Ord. No. 97568 § 2) (Ord. No. 98696 § 1) (Ord. No. 98697 § 1 and 6) (Ord. No. 99795) (Ord. No. 100126 § 2) (Ord. No. 101816, § 2, 12-15-05) (Ord. No. 2006-05-04-0556, § 2, 5-4-06) (Ord. No. 2006-11-30-1333, § 2, 11-30-06) (Ord. No. 2009-01-15-0001, § 2, 1-15-09) (Ord. No. 2010-11-18-0985, § 2, 11-18-10; Ord. No. 2015-12-17-1077, § 2, 12-17-15; Ord. No. 2016-02-18-0107, § 2, 2-18-16; Ord. No. 2022-11-03-0831, § 2, 11-3-22, eff. 1-1-23)
