[HISTORY: Adopted by the Town Board of the Town of Victor 8-26-2019 by L.L. No. 7-2019. Amendments noted where applicable.]
The intent of this chapter is to implement the recommendations
of the Access Management Plan amendment of the Town of Victor Comprehensive
Plan (hereinafter referred to as the "Victor Access Management Plan"
or as the "VAM Plan"). This chapter requires compliance with the VAM
Plan and specifies requirements and procedures to provide and manage
access to properties while preserving the operating efficiency of
the roadway system in order to improve the safety of motorists, emergency
responders, pedestrians, and bicyclists, to reduce traffic congestion
and delay associated with poor access location and design, and to
protect the investments made in the public road system. This chapter
also provides for coordinating access management with the New York
State Department of Transportation (NYSDOT) and Ontario County on
public roads and highways under the jurisdiction of those agencies
to achieve these purposes.
A.
Compliance with this chapter shall be required in the granting of
all building permits, site plans, subdivisions, and other development
permits by all Town of Victor officials and boards. The requirements,
minimum standards, and procedures specified herein shall govern the
review of all zoning permit, rezoning, building permit, variance,
special use permit, site plan, subdivision, and other applications
made to the Town Board, Zoning Board of Appeals, Planning Board, Building
Inspector, Zoning Officer, and/or Code Enforcement Officer of the
Town of Victor.
B.
The standards and requirements specified in this chapter shall apply
to all public arterial, collector and local through roadways within
the Town of Victor limits, to all privately owned roads and driveways
providing access to developments generating 100 or more peak hour
trips or the equivalent stacking distance of heavy vehicles/trucks,
and to all properties that abut or have access to these roadways.
If any standards contained in this chapter are different than standards
promulgated in any other local law of the Town of Victor, the more
restrictive requirement shall apply. Different requirements in other
local laws shall not constitute a basis for requesting a waiver or
exemption from any requirement or standard contained in this chapter.
C.
Additional submission requirements for certain development applications:
(1)
In addition to any other permit application requirements specified
in the laws of the Town of Victor, a traffic impact study (TIS) shall
be required to be submitted for any use generating 100 or more peak
hour trips or as required by the roadway authority for the public
road(s) that will service such trips. The applicant must submit a
TIS or a letter from an engineer with experience in conducting traffic
studies to document expected trip generation and potential roadway
operational consideration for any proposed new or redeveloped use
equaling the following thresholds the Town of Victor has determined
likely to generate 100 peak hour trips:
(a)
One hundred or more single-family homes.
(b)
One hundred seventy-five or more apartments.
(c)
Fifty-thousand-square-foot general office.
(d)
Twenty-four-thousand-square-foot medical office.
(e)
Seventy-five thousand-square-foot industrial.
(f)
Four thousand-square-foot shopping center.
(g)
Any restaurant.
(2)
Prior to submission of the TIS, the scope of any such TIS should
be reviewed with a municipal representative and the Ontario County
Commissioner of Public Works and/or NYSDOT Regional Traffic Engineer
if county roads or highways under the jurisdiction of NYSDOT provide
public access to the subject property, will contribute 100 or more
peak hour trips to roads or highways under the jurisdiction of said
entities, or are within one mile of the site.
(3)
The applicant or their representatives should review this chapter
and its standards for shared access, connection spacing, and waivers,
as well as the information on turning lanes and signal spacing in
the VAM plan before proceeding with a TIS. The Town of Victor does
not anticipate approving development densities that would require
waiving the signal location and spacing plan outlined in the VAM plan.
(4)
Site plan or subdivision approval required. Regardless of the requirements
found in any other local law, where an officer or board of the Town
of Victor finds that the application for any building or zoning permit
involves construction of a new building or use, or where a change
from a residential to commercial use, or an addition of more than
10% in square feet of the building's floor area or peak hour
trips is involved, or changes to existing access is proposed, no building
or zoning permit shall be issued until a site plan or subdivision
application is made and approved in compliance with this chapter,
including any waivers issued by the Planning Board.
D.
Exemptions.
(1)
Interstate highways and any other limited access highway where the
roadway authority is the Federal Highway Administration or New York
State Department of Transportation are exempt from the requirements
of this chapter.
(2)
Farm access road. The location and design of farm access roads are
exempt from the requirements of this chapter except that their location,
design, and operation shall maintain safe travel and operation on
the adjoining public road. A farm access road and connection location
from such onto a public road or highway that does not comply with
the requirements of this chapter shall not be used to provide access
to a nonfarm use. In other words, a new nonfarm use proposed in the
future must provide access in compliance with this chapter and shall
not be entitled as of right to use a preexisting nonconforming access
point and/or driveway or road used for a farm or other related agricultural
use.
(3)
Any freight or passenger service railroad and their road crossings.
(4)
Permits involving temporary or short-term uses, such as garage sales,
road side stands within the boundaries of an Ontario County Agricultural
District, emergency responses, or law enforcement operations.
As used in this chapter, the following terms shall have the
meanings indicated:
A way or means of approach to provide vehicular or pedestrian
entrances or exit to a property.
A system for assigning the appropriate degree of access control
to roadways, based upon roadway functional classification, traffic
characteristics, and community development objectives. See Table B-1.
The process of providing and managing access to land development,
while preserving the safety and efficiency of travel on the surrounding
roadway system.
Routes that provide service that is relatively continuous
and of relatively high traffic volume, long average trip length, high
operating speed, and high mobility importance. In addition, every
United States (U.S.) numbered highway is an arterial road. Arterial
roadways are given the highest capacities since they are designed
to carry the greatest amount of through-traffic while generally providing
a lower amount of access to adjacent land uses.
The portion of the roadway adjoining the traveled way for
speed change, turning, storage for turning, weaving, truck climbing
or for other purposes.
Routes that provide service that is of moderately average
traffic volume, moderately average trip length, and moderately average
operating speed. Such a route also collects and distributes traffic
between local roads or arterial roads and serves as a linkage between
land access and mobility needs.
A driveway serving a commercial establishment, industry,
government or educational institution, business, public establishment,
multifamily developments, or other comparable traffic generator.
Any driveway, street, turnout, or other means of providing
for the movement of vehicles to or from the public roadway system.
For the purpose of this section, two one-way connections to a property
may constitute a single connection.
The distance the centerlines of driveways or roadways on
opposite sides of a road or highway are from being aligned.
The distance between connections, measured from the closest
edge of pavement of the first connection to the closest edge of pavement
of the second connection along the edge of the traveled way.
A term used to infer connections between adjoining properties
for vehicular and/or pedestrian usage.
The distance from an intersection of a public or private
road to the nearest connection along the public roadway. The distance
is measured from the closest edge of pavement of the intersecting
road to the closest edge of the pavement of the connection. The projected
future edge of pavement of the intersecting road should be used, where
available. See Figure F-1 herein.
An easement or service drive providing access between two
or more contiguous sites so that the driver does not need to reenter
the public roadway system.
An opening in a restrictive median that provides for specific
traffic movements and physically and psychologically restricts other
movements.
Every entrance and/or exit to service vehicle traffic to
or from property fronting the roadway system. Usually a driveway is
in private ownership.
The angle between the driveway centerline and the edge of
traveled way. See Figure F-3.
The outside curve radius on the edge of the driveway. See
Figure F-1.
The narrowest width of driveway measured parallel with the
edge of traveled way. See Figure F-1.
The distance measured along the edge of traveled way between
the frontage boundary line and the tangent projection of the nearest
edge of the driveway. See Figure F-1.
The existing edge of a paved road or the proposed future
edge of a paved road. The future edge shall be used for any measurement
herein where a road, highway, or driveway is planned as stated in
the Town of Victor's adopted five-year capital improvement plan,
accepted as mitigation under SEQR, associated with a dedicated easement,
or indicated on the Official Map.
A private road or driveway that serves primarily access needs
to a public road for limited or seasonal farm related vehicles and
equipment. A driveway or road used to provide access for the public
for a farm or agriculturally related use, such as but not limited
to a greenhouse or farm market where sales to the public are offered,
an agri-tourism business, a home business, a bed-and-breakfast, a
home or farm worker housing on the premises of an agricultural operation,
or other non-agricultural use shall not be considered a farm access
road for the purpose of this chapter.
The length along the highway right-of-way line of a single
property tract or roadside development area between the edges of the
property lines. Property at a roadway intersection has a separate
frontage along each roadway.
A line, perpendicular to the highway centerline, at each
end of the property frontage, extending from the right-of-way line
to the edge of the through traffic lane. See Figure F-1.
An opening in a restrictive median designed to allow all
turning movements to take place from the public road system and the
adjacent connection, and which therefore is intended for signalization.
That area beyond the physical intersection of two roadways
that comprises decision and maneuver distance, plus any required vehicle
storage length, and is protected through corner clearance standards
and connection spacing standards. The functional area of an intersection
consists of the distance traveled during reaction time, the deceleration
distance, and queue storage length, as shown in Figure C-2.
A system used by NYSDOT to group public roadways into classes
according to their purpose in moving vehicles and providing access.
An internal circulation system of larger developments that
allows vehicular travel within the property.
The radius of the edge of pavement between intersecting roads.
See Figure F-1.
An area adjacent to the roadway which serves as a physical
barrier to direct the flow of traffic and to separate highway traffic
from the activity on private property.
Distance between the edge of pavement and the near edge of
an island area parallel to the highway.
A single connection serving two or more adjoining lots or
parcels.
A roadway with the primary function of providing access to
adjacent properties and to roadways of a higher functional classification.
Such routes provide service that is of relatively low average traffic
volume, short average trip length or minimal through-traffic movements,
and high land access for abutting property. Local roads provide the
greatest amount of access to adjacent properties and subdivision streets.
A local road carrying through traffic in addition to providing
access to individual lots. Such roads typically have lower traffic
volumes than collector roadways but moderate to high speeds.
For the purpose of this chapter, the linear portion of property
that directly abuts a roadway.
A request to the Planning Board for a greater than 10% deviation
in access connection spacing standards or other standards of this
chapter.
That portion of a highway separating opposing traffic flows,
Medians can be traversable or nontraversable.
An opening in a nontraversable median that provides for crossing
and turning traffic.
The minimum allowable distance between conforming connections,
measured from the closest edge of the pavement of the first connection
to the closest edge of the pavement of the second connection along
the edge of the traveled way.
The minimum allowable spacing between openings in a restrictive
median to allow for crossing the opposite traffic lanes to access
property or for crossing the median to travel in the opposite direction
(U-turn). The minimum spacing or distance is measured from centerline
to centerline of the openings along the traveled way.
The minimum distance between adjacent traffic signals on
a public roadway measured from centerline to centerline of the signalized
intersections along the traveled way.
A request to the Planning Board for a deviation of 10% or
less from the access connection spacing standards or other standards
in this chapter.
Features of the access system of a property that existed
prior to the effective date of this chapter and that do not conform
to the requirements of this chapter.
The portion of a divided highway physically separating vehicular
traffic traveling in opposite directions. Restrictive medians include
physical barriers that restrict movement of traffic across the median
such as a concrete barrier, a raised concrete curb and/or island,
or a median with a grass swale.
A lot identified on a site plan or subdivision plan that
is owned by a party other than the primary owner of the parent property,
and is intended to be developed separately from the parent property
and/or is intended to be developed for a different use (e.g., a nonresidential
use vs. residential use).
The highest hour of vehicular traffic volume on the adjacent
public street network. In some instances, the peak hour of the development
is evaluated for access management purposes when the project could
create an operational or safety problem on the public road network
during an off-peak time for adjacent street traffic.
A driveway connecting a roadway with a private residential
dwelling for the exclusive use and benefit of those residing within.
The minimum number of connections, direct or indirect, necessary
to provide safe ingress and egress to the public road system based
on the roadway classification, the proposed connection(s) and projected
roadway traffic volumes, posted speeds, and the type and intensity
of the land use.
The land within legally defined property boundaries whose
title is designated or intended for highway purposes.
The municipality, agency, or official with ownership and
regulatory jurisdiction over a publically accessible road or highway.
Examples would be the Town for Town roads, Ontario County Commissioner
of Public Works for county roads, New York State Department of Transportation
for state highways.
A public or private street or road, auxiliary to another
public roadway, which has as its purpose the maintenance of local
road continuity and provision of access to parcels adjacent to the
public roadway. Frontage and reverse frontage/backage roads are classified
as service roads.
The area that establishes a clear line of sight for a waiting
vehicle to see oncoming traffic and make turning movements into or
out of a street or driveway connection safely or for traffic to see
entering or waiting vehicles.
A portion of a roadway or cross access drive used as an extension
to an abutting property that may be developed in the future.
Access that is permitted for use until alternative access
becomes available.
The distance parallel to the centerline of a road or driveway
to the first on-site location at which a driver can make a right turn
or a left turn. On roadways with curb and gutter, the throat length
shall be measured from the face of the curb. On roadways without a
curb and gutter, the throat length shall be measured from the edge
of the shoulder.
The physical existing edge of a paved road, or edge of travel
lane where a white stripe is present, or future edge. Future edge
shall be used for the measurement where the associated capital improvements
are within an adopted five-year capital improvement program, SEQR
mitigation, or dedicated easement.
A median or painted centerline that does not provide a physical
barrier between center traffic turning lanes or traffic lanes traveling
in opposite directions. This includes highways with continuous center
turn lanes and undivided highways.
Territory generally within an incorporated area or with frontage
on a highway that is at least 50% built-up with structures devoted
to business, industry, or dwellings for a distance of a 1/4 mile or
more.
Space used by vehicles while being served or until service
begins.
A.
Functional classification. The functional classification of roadways
in Victor is determined by the NYSDOT. The Official Map and Figure
12 in Appendix B of the VAM plan depict the NYSDOT functional classification
of roadways within the Town and Village of Victor.
B.
Access classification. For the purpose of regulating access along
local roads in the Town of Victor, this chapter defines the category
of Local Through Roadway. Table B-1 identifies Local Through Road
segments in the Town of Victor.
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Table B-1
| |||||
|---|---|---|---|---|---|
|
Local Through Roadway Segments - Town of Victor
| |||||
|
Road Name
|
Segment Begin
|
Segment End
|
Road Name
|
Segment Begin
|
Segment End
|
|
Aldridge Rd
|
High St
|
County Road 9
|
McMahon Rd
|
State Rt 96
|
Plastermill Rd
|
|
Baker Rd
|
Valentown Road
|
Perinton T/L
|
Modock Rd
|
Willis Hill Rd
|
Cork Rd
|
|
Benson Rd
|
State Rt 96
|
Fisher Rd
|
Murray Rd
|
County Road 41
|
Town Line Rd
|
|
Blazey Rd
|
Gillis Rd
|
Perinton T/L
|
New Road from Route 96 Transformative Corridor Strategic Infrastructure
Plan
|
State Rt 251
|
Western Victor Village Line
|
|
Bortle Rd
|
Blazey Rd
|
Cline Rd
|
New Road from Route 96 Transformative Corridor Strategic Infrastructure
Plan
|
Eastern Victor Village Line
|
Plastermill Rd.
|
|
Brace Rd
|
State Rt 96
|
East Bloomfield T/L
|
Old Dutch Rd
|
State Rt 251
|
Main St Fishers
|
|
Break of Day Rd
|
Brace Rd
|
East Victor Rd
|
North Road
|
Townline Rd
|
Strong Rd
|
|
Cherry St.
|
State Rt 444
|
Brace Rd
|
Parrish Rd
|
Strong Rd
|
Mendon T/L
|
|
Cline Road
|
Farmington T/L
|
Perinton T/L
|
Phillips Rd
|
State Rt 251
|
County Road 42
|
|
Cork Rd
|
State Rt 251
|
Dryer Rd
|
Plastermill Rd
|
Brownsville Rd
|
Farmington T/L
|
|
Dryer Rd
|
State Rt 444
|
Mendon T/L
|
Railroad Mills
|
Probst Rd
|
Perinton T/L
|
|
East Victor Rd
|
State Rt 96
|
County Road 41
|
Rawson Rd
|
Cork Rd
|
Town Line
|
|
Fisher Rd
|
Main St Fishers
|
Perinton T/L
|
Richardson Rd
|
County Road 9
|
Blazey Rd
|
|
Gillis Rd
|
High St
|
Cline Rd
|
School Rd
|
Town Line
|
County Road 41
|
|
Lane Rd
|
State Rt 96
|
County Road 9
|
Strong Rd
|
State Rt 251
|
East Bloomfield T/L
|
|
Log Cabin Rd
|
County Road 42
|
Benson Rd
|
Taylor Rd
|
Strong Rd
|
Mendon T/L
|
|
Lower Fishers Rd
|
Benson Rd
|
Log Cabin Rd
|
Valentown Rd
|
High St
|
County Road 9
|
|
Main St Fishers
|
County Road 42
|
Mendon T/L
|
Willis Hill Rd
|
State Rt 251
|
Dryer Rd
|
|
Malone Rd
|
Dryer Rd
|
North Rd
|
Willowbrook Rd
|
Rowley Rd
|
High St
|
A.
Word usage. This section discusses and provides design requirements
for the principles of access management. Throughout this document
and other referenced manuals and guidelines, the following terms are
used:
(1)
"Shall" or "Must" indicates a required or mandatory standard, with
deviations restricted to those permitted by the Planning Board using
the waiver procedure of this chapter.
(2)
"Should" indicates guidance of recommended practice.
(3)
"May" indicates a statement of practice that is a permissive condition.
B.
Parcels created after the adoption of this chapter do not have a
right to individual access. Temporary and permanent access shall be
as identified during the subdivision and/or site plan review process
based on applying the regulations of this chapter to existing and
proposed lot access connections.
C.
Connection location for road intersections and driveways.
(1)
The location of street intersections and driveways is critical for
minimizing potential impact to vehicular and pedestrian traffic. Street
and driveway connections to the roadway system should be clearly visible
to all approaching traffic. The location of driveways should be related
to nearby street intersections and adjacent driveways on both sides
of the street. In the interest of public safety and mobility, the
Planning Board may prohibit, restrict, or modify the placement of
a driveway or street along the property owner's frontage in accordance
with the procedures and standards contained in this chapter.
(2)
Similarly in accordance with the procedures contained in this chapter,
the Planning Board may also prohibit or restrict access to a roadway
if alternate access is available through other access points that
conform with or are more nearly conforming to the requirements and
standards of this chapter.
(3)
Properties with frontages along more than one street shall access
the minor street (street with the lower functional classification)
as shown in Figure C-1.
 |
(4)
Access to through lots shall be required on the minor street (lower
functional classification) as shown in Figure C-1.
D.
Connections within the functional area of an intersection.
(1)
New connections shall not be permitted within the functional area
of an intersection (see Figure C-2) unless:
 |
(a)
Such access shall be located along the furthest property boundary
from the intersection and be labeled as a nonconfirming access, and
(c)
A condition is included in any relevant permit granted by the
Planning Board that the applicant shall agree to close such nonconforming
access within six months of the date the applicant is notified by
the Town of Victor that a means of providing access outside the functional
area of an intersection is available, and
(d)
A site plan or subdivision plat be approved by the Planning
Board showing the opportunity for future access from or through adjacent
property or future roads in conformance with the standards of this
chapter. The applicant shall be required to execute cross access easements
to all adjoining property as a condition of approval of any such plan
or plat with temporary access within the functional area of the intersection.
The Planning Board may waive the requirement for providing cross access
easements in the event that it finds that access between adjoining
properties is not feasible due to topography, the presence of streams,
or other natural or man-made obstructions.
(e)
As a condition of approval of any subdivision plat or site plan
for a project involving a connection within the functional area of
an intersection, the Planning Board may restrict access to "right-in/right-out"
or other limited movements (see Figure C-5) in order to maintain public
safety. Driveways so restricted shall meet all other access connection
requirements and connection spacing requirements.
(2)
Where a TIS is not required, the following reaction time and distances
shall be used to determine the functional area of an intersection:
|
Table C-1
| ||||
|---|---|---|---|---|
|
Reaction Time and Distances
| ||||
|
Area1
|
Reaction Time
(sec)
|
Distance
(ft.)
| ||
|
35 mph
|
45 mph
|
55 mph
| ||
|
Rural
|
2.5
|
130
|
165
|
200
|
|
Urban
|
1.5
|
75
|
100
|
120
|
|
1
|
As defined by the Functional Classification of the roadway
|
E.
Sight distance.
(1)
Street and driveway connections shall provide for adequate vertical
and horizontal sight distance (see Figure C-3). Proper sight distance
is necessary for a stopped vehicle to safely cross the roadway and
any auxiliary lanes.
(2)
Sight distance shall be evaluated for all proposed driveways or roadways
using the standards set forth in the current version of A Policy on
Geometric Design of Highways and Streets ("Green Book") published
by AASHTO. Sight distance for each driveway or roadway shall be evaluated
based on the site-specific conditions such as the design speed, grade,
and intersection control.
(3)
At signalized intersections, recommended sight distance values shall
be maintained due to the possibility of signal malfunctions, late
night flashing operations, right turns on red, and permissive turn
movement phases. Limited sight distance shall not be used as sole
justification for the installation of a traffic signal.
 |
(4)
If the access is located on a divided facility and the median width
is 20 feet or more for passenger vehicle crossings or 40 feet or more
for truck crossings, sight distance may be based on a two-stop crossing
with consideration given to the width of each one-way pavement (see
Figure C-4).
 |
(5)
At locations where adequate sight distance cannot be met on both
sides of the driveway, the Planning Board may deny the installation
of the driveway, or may permit the driveway but restrict left turn
movements into and/or out of the driveway, thus restricting the driveway
operation to right turns only (see Figure C-5).
 |
(6)
In addition, a deceleration lane and/or right turn acceleration lane
or other mitigation may be required where the recommended sight distance
cannot be provided. Auxiliary lanes and other required mitigation
shall be designed in accordance with AASHTO and any applicable local,
county or state design standards.
(7)
The available sight distance at street and driveway connections to
the roadway system shall not be restricted by landscaping, permanent
or temporary signage, or in any other manner. In order to achieve
adequate sight distance, the applicant may at a minimum be required
to dedicate an easement near the entrance and keep it clear of visual
obstructions.
(8)
The property owner or lessee having access to the roadway system
shall be fully responsible for providing and maintaining safe sight
distances along their property frontage. If the property owner or
lessee fails to comply with this requirement, Town of Victor Code
Enforcement Officer or Town Highway Superintendent may, upon written
notice to the property owner or lessee, remove such obstacles from
the right-of-way (at the property owner's expense) or barricade
the driveway from further use until such corrections and improvements
deemed necessary are made.
F.
Clear zone. A clear recovery area should be preserved along the traveled
way that would allow a vehicle that inadvertently left the roadway
to safely return to the roadway. The recovery area should be flat,
firm and free of hazards or fixed objects. The clear recovery area
("clear zone") is measured between the traveled way and any hazardous
fixed object such as utility poles, monuments, markers or trees. The
required clear zone shall be calculated on a site-specific basis using
the requirements set forth in the current version of the AASHTO Roadside
Design Guide.
G.
Restricted access. No street or driveway access will be allowed where
the roadway authority has restricted access rights such as established
easements. Any request for a break in this access must be approved
by the Planning Board and the roadway authority holding said easement.
H.
Medians. Medians serve to delineate travel lanes and turn lanes,
and also control where travel should and should not occur. Medians
may be raised or flush (see Figure C-6). Raised medians are a physical
barrier that prevent turns from occurring except at specific locations
where breaks in the median are provided. Flush medians may delineate
where turns are and are not permitted using paint, pavement or other
materials. The Planning Board or other roadway authority may require
the installation of a median at locations where turns should not occur
due to operational or safety concerns.
 |
I.
Driveway throat.
(1)
In order to protect the storage needs of the site and the operational
needs of the driveway/street intersection, a protected driveway throat
(also referred to as "stem") of a sufficient length may be required
as a condition of site plan or subdivision approval (see Figure C-7).
The Planning Board shall require a sufficient length of protected
throat (beyond the right-of-way limit) within the site for operational
and safety needs of the adjacent roadway system.
(2)
The length of the protected throat will be determined from the maximum
vehicle storage required for the anticipated vehicular volumes. Subdivision
or site plan applications for projects involving peak traffic generation
of 100 vehicle trips an hour or more shall include determination of
adequate protected driveway throat distances within the TIS. If a
traffic signal is proposed at the driveway/street intersection, the
TIS shall consider cycle length, as well as any upstream or downstream
traffic control device(s) that may impact vehicle storage in its determination
of adequate protected throat length. A driveway median may also be
required in order to preserve the length of storage, or to prevent
cross access to outparcel driveways within the storage area of the
driveway.
(3)
For any development with an internal roadway network, a minimum storage
length of 100 feet measured from the near edge of the right-of-way
will be required before any crossing or left- turning conflicts are
allowed.
 |
(4)
The Planning Board may require additional protected throat length
where it finds that it would provide better internal vehicular circulation,
or minimize congestion on adjacent roadways, or that it is prudent
to plan for future growth in vehicle trip generation on the site.
The TIS may be required to forecast future growth of vehicle trip
generation from the properties and uses served by the driveway in
order to determine the minimum protected driveway throat distance
required.
(5)
Traffic calming measures or traffic control devices that slow or
stop traffic entering the development shall not cause vehicles to
back up into the public right-of-way.
J.
Driveway radius.
(1)
A driveway return (also referred to as "radius") shall be designed
to accommodate the types of traffic designated to use the driveway
(see Figure C-8). A curved radius design should be used, unless the
driveway meets the design standards for a "taper layout" at a "minor
commercial" driveway as specified in the New York State Department
of Transportation's Policy and Standards for the Design of Entrances
to State Highways. The radius of the street-type driveway connection
shall be as required in the Town of Victor Design and Construction
Standards for Land Development, or applicable design standards of
the roadway authority. The radius should be designed to accommodate
the swept turning path of the design vehicle, so that the vehicle
does not over-track the corner.
(2)
The effects of a driveway return on pedestrian travel must also be
considered. Unnecessarily large driveway radii increase the pedestrian
crossing distance and should be avoided.
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K.
Subdivision road standards. Residential subdivisions shall be designed
in accordance with the requirements in the current edition of the
Town of Victor Design and Construction Standards for Land Development.
L.
Circulation and connection to adjacent sites.
(1)
The geometrics of the internal circulation pattern should allow all
desirable maneuvers to be made with ease, including service, delivery
and emergency vehicle movements. For residential subdivisions, internal
circulation shall be directed to one or more local through or collector
streets within the subdivision, and where possible, avoid accessing
the county and/or state roadway system directly.
(2)
In order to meet the connection spacing standards of § 55-6 of this chapter, the Planning Board may require cross-access (connectivity) for vehicles and/or pedestrians between adjacent properties (see Figure C-9), in order to reduce repetitive vehicle trips to and from the adjacent public road. Where vehicle connections are spaced farther than 600 feet apart, pedestrian connections should be provided.
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(3)
Where adjacent property is not yet developed but future interconnection
between adjoining properties is recommended in the VAM Plan, or shown
on the Official Map, or the Planning Board believes it is desired
to improve the efficiency and safety of public roads, the Planning
Board shall grant site plan or subdivision plan approval with conditions
and/or modifications that require dedication of property for future
roads, and/or construction of stub road connections to adjacent properties,
cross access easements to adjoining properties, and/or other similar
considerations including financial surety in a form approved by the
Town of Victor. (see Figure C-10). The site plan or subdivision plat
shall indicate the location of any required cross access easements
and any requirement for the removal of temporary access once alternative
access is available.
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(4)
Generally cross access roads and/or driveways are not intended to
be publically owned or maintained. The Town Board may decide to hold
a cross access easement with the right to transfer such easement when
a similar easement from adjoining property owners(s) is authorized.
The arrangement for maintenance of roads or driveways constructed
pursuant to any site plan or subdivision approval and the manner of
its execution between adjoining property owners shall be in a form
deemed acceptable by the Planning Board.
(5)
A pedestrian connection to link pedestrian generators or connect
to existing or planned pedestrian facilities may also be required
(see Figure C-11).
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(6)
Internal site circulation for residential development shall also
provide pedestrian connections to on-site recreation areas, trail,
open space or other shared amenities.
(7)
The Planning Board may deny access to the adjacent public roadway
from "out-lots" or "outparcels" of a larger development (outparcels
are typically separate, smaller buildings within a shopping plaza
that are located along the roadway frontage) where reasonable access
can be provided via the larger development's internal circulation
system (see Figure C-12).
(8)
Where abutting properties are in different ownership and not part
of an overall development plan, cooperation among the various owners
in development of a unified access and circulation system is encouraged;
this includes pedestrian connections. Only the building site(s) under
consideration for development approval shall be subject to the requirements
of this section. Abutting properties shall not be required to provide
unified access and circulation until they are developed or are redeveloped.
(9)
Access to an outparcel shall be appropriately designed and marked
with pavement markings, signage, and similar appropriate guidance
to maximize the efficiency of the internal traffic circulation. An
adequately demarcated pedestrian pathway shall provide a safe route
for pedestrians between the outparcel and other uses.
(10)
Outparcels for land uses with connection volumes exceeding 100 peak
hour trips may be considered for a single right-in access point. This
access shall not be within the functional area of an existing intersection.
The roadway authority shall determine whether or not the proposed
right-in access point is appropriate, based upon the roadway characteristics,
relevant traffic data, and the existing and proposed land use(s).
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M.
Shared access, frontage roads, rear access roads.
(1)
The Planning Board may require construction of an internal street system or service road (frontage or rear access road) to eliminate or reduce multiple lot access connections directly to the adjacent public roadway system (see Figures C-13 and C-14). Rear access roads shall be encouraged, especially for properties where connection to a side street is available. Direct connection(s) to the major street may be allowed, provided the access meets requirements for number of driveways, spacing and location (see § 55-6: Connection Spacing Standards and § 55-7 Design Standards in this chapter).
(2)
In areas where frontage or rear access roads are recommended, but
adjacent property is not yet developed, the site shall be designed
to accommodate future road connections in accordance with local road
design standards. The Planning Board may grant site plan or subdivision
plan approval with conditions and/or modifications that require dedication
of property for future roads, and/or construction of stub road connections
to adjacent properties, cross access easements to adjoining properties,
construction of internal circulation roads and/or driveways, and/or
other similar considerations including financial surety in a form
approved by the Town of Victor. If the preferred location for future
interconnection is known, such interconnection may be formalized with
an easement, pavement (stub road) and/or financial surety. If the
location of future interconnection is unknown, the approval may be
granted with condition and associated financial surety. The site plan
shall indicate any required cross access as well as any requirement
that allowed temporary access be removed once alternative access is
available.
(3)
Cross access easements are not intended to be publically owned or
maintained. The Victor Town Board may, however, hold such an easement
with the right to transfer such easement when a similar easement from
adjoining property owners(s) is authorized. Such cross access easements
shall also be accompanied by a joint maintenance agreement in a form
deemed acceptable by the Planning Board.
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(4)
Service roads shall be built to public road standards and offered
for dedication or the applicant may propose an alternative design,
ownership, and maintenance method that shall be determined acceptable
by the Planning Board, the municipal engineer, and the municipal attorney.
N.
Setbacks. Improvements on private property adjacent to the public
right-of-way shall be located so that parking, stopping, storage and
maneuvering of vehicles will not be necessary within the right-of-way
in order for the vehicles or patrons associated with the private development
to be properly served, and shall not restrict the sight distance of
adjacent driveways.
O.
Right-of-way reservations/dedication. The Planning Board and roadway
authority will review all plans for right-of-way, including sight
distance and easements required to accommodate additional or future
transportation needs (including but not limited to vehicular and pedestrian
users). The applicant will be responsible for all necessary right-of-way
dedication to accommodate auxiliary lanes for site traffic, traffic
control devices, drainage facilities or sight distance.
A.
General spacing standards.
(1)
Connections under the jurisdiction of the New York State Department
of Transportation shall, at a minimum, meet the standards that are
outlined in the NYSDOT Policy and Standards for Entrances to State
Highways, latest edition, unless waived by the NYSDOT Regional Traffic
Engineer.
(2)
Connections under the jurisdiction of Ontario County shall, at a
minimum, meet the guidelines that are outlined in the Ontario County
Highway Access Guidelines, unless waived by the County Commissioner
of Public Works.
(3)
Parcels created after the adoption of this chapter do not have a
right to individual access. Temporary and permanent access shall be
as identified during the subdivision process based on applying the
regulations of this chapter to existing and proposed lot access connections.
(4)
The minimum lot frontage for all newly created lots on public arterial,
collector, and local through roadways shall not be less than the applicable
minimum connection spacing standards of this section, as defined in
Table D-1, unless the property is served by an internal road system
or access is shared between adjacent parcels.
(5)
The number of street and driveway connections permitted to serve
a single property or commercial development along a roadway will be
the minimum deemed necessary by the Planning Board for reasonable
service to the property without undue impairment of safety, mobility
and utility of the roadway. Normally, one driveway connection will
be permitted for a single property or commercial site. However, the
Planning Board may consider additional entrances or exits as justified
if such access does not negatively impact traffic operations and public
safety. Only one combined entrance and exit connection shall be permitted
where the frontage is less than 125 feet.
(6)
Existing individual or multiple lots sharing or intending to share
access having less than the required frontage may be permitted individual
access where the Planning Board determines joint or cross access is
not feasible.
(7)
Adjacent properties under the same ownership shall be considered
as a single property for application of connection spacing or for
connection permits. Adjacent properties, some of which are owned singly
and others owned jointly with others or as a corporation with one
or more same owner(s), may be considered as under same ownership for
application of connection spacing standards.
(8)
Applications for multiple connections for a single development shall
conform to the spacing standards of this section, as defined in Table
D-1. Multiple connections shall be considered by the roadway authority
and the Planning Board for approval based on the following criteria:
B.
Shared driveways.
(1)
Adjacent property owners are encouraged to construct a shared driveway
by written mutual agreement to serve both properties (see Figure D-1).
Joint access provides improved internal circulation and parking capabilities,
as well as reduces conflict points and increases distance between
driveways. Shared driveways are subject to all requirements of the
Town of Victor Design and Construction Standards for Land Development.
(2)
Where adjacent properties are not yet developed but joint access
is desired, the Planning Board may require that property owners maintain
future opportunities for shared driveways by providing easements and/or
stub roads. The Planning Board may also approve driveways on a temporary
basis until joint access is available, at which time a connection
to an adjacent shared driveway is constructed and the original driveway
is removed.
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C.
Driveway consolidations. Consolidating multiple, closely spaced driveways
should be considered when possible (see VAM Plan for an example of
driveway consolidation).
D.
Driveway alignment and spacing.
(1)
Spacing of driveways/access connections on all arterials, collector
and local through roads shall be per the as specified in Table D-1,
unless the roadway authority other than the Town of Victor requires
greater spacing.
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Table D-1
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|---|---|---|
|
Access Connection Spacing
| ||
|
Posted Speed
(mph)
|
Connection Spacing
(ft.)
| |
|
Arterial1
|
Collector & Through Local1
| |
|
35 or less
|
245
|
125
|
|
36 to 45
|
440
|
245
|
|
45 or greater
|
660
|
440
|
|
1
|
Based on the functional and access classifications of the roadway
|
(2)
Connection spacing shall be measured from the closest edge of the
pavement of one connection to the next closest edge of pavement of
the next connection (not centerline to centerline).
(3)
The Planning Board shall take into consideration minimizing left
turn conflicts related to access connections on opposite sides of
the road.
A.
General. Street and driveway connections shall comply with the following
control dimensions (see Figure F-1):
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B.
Driveway width (W).
(1)
Open road frontages (where entire frontage is paved or used for access)
shall not be permitted. Driveways shall be clearly delineated and
identifiable so as to not inhibit travel on the connecting roadway.
(2)
The width of driveways, W, measured parallel to the edge of travel
way and from edge of pavement to edge of pavement at the narrowest
width, shall be within the specified minimum and maximum limits specified
in Table F-1.
|
Table F-1
| ||
|---|---|---|
|
Driveway Width
| ||
|
Driveway Type
|
Driveway Width (W)
| |
|
Minimum
|
Maximum
| |
|
One-Way
|
12
|
24
|
|
Two-Way
|
20
|
361
|
|
1
|
Planning Board may allow a maximum width of 50 feet if necessary
for use
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(3)
Where the roadway is undivided or where there is no signal control,
and when existing or projected connection volumes exceed 75 vehicles
during the peak hour or 500 vehicles per day, a three-lane connection
may be required (see Figure F-2).
(4)
Street type connections with multi-lane ingress or egress may exceed
50 feet based on traffic operation requirements. These values are
based on edge of pavement dimensions not including the width of gutter
if a curb-and-gutter section is proposed.
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C.
Driveway angle (Y).
(1)
The recommended driveway angle, Y, for a full access driveway is
90°. The angle of the two-way operation driveway with respect
to the pavement edge shall not be less than 70° or greater than
110°. For one-way or right-in/right-out driveways, driveway angles
between 45° and 90° may be allowed on a case-by-case basis.
(2)
The driveway's horizontal alignment should include a minimum
tangent section accommodating two design vehicles before any curvature.
Figure F-3 depicts the recommended driveway angle and alignment criteria.
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D.
Edge clearance (E). All portions of a commercial driveway including
the returns shall be between two frontage boundary lines of the current
or future right-of-way line. The edge clearance, E, measured parallel
to the edge of pavement from the frontage boundary line to the nearest
point on the projected edge of the driveway shall be a minimum of
20 feet.
E.
Driveway return (R). The radius of the street-type driveway connection,
R, shall be a minimum of 20 feet and a maximum of 50 feet. However
the maximum radii dimension may be exceeded as an exception if larger
radii are needed to accommodate larger vehicles at a proposed development
such as service entrances, fueling stations serviced by tanker trucks,
or truck terminals.
F.
Island offset distance (S). The near edge of an island area parallel
to the highway shall be located a distance, S, from the edge of pavement
along uncurbed roadways or from the curb line on curbed roadways a
minimum of six feet and maximum of 12 feet, unless otherwise requested
or approved by the Planning Board.
G.
Distance between driveways (D). The distance, D, measured along the
right-of-way line between the tangent projections of the inside edges
of adjacent driveways (not centerline to centerline) shall be at least
125 feet (refer to Table D-1). The required distance applies where
more than one driveway is permitted along a single property frontage,
between driveways on adjacent properties, and between driveways on
the opposite side of the roadway.
H.
Corner clearance (C). The minimum corner clearance, C, to the proposed
driveway should be at least 125 feet from the point of tangency of
the radius curvature of the intersecting streets (see Figure F-4).
If site conditions do not allow for the desired 125 feet, at no time
shall the corner clearance be less than 50 feet from the point of
tangency of the radius curvature. Additional distance may be required
to locate driveways outside the functional area of an intersection
in accordance with a TIS.
A.
The purpose of this section is to establish a reasonable process
for relief from the requirements of this chapter where local site
conditions, the timing of construction on the property or adjacent
property, lack of cross access easements, and other factors make compliance
impossible or impractical. In all cases, however, safety for the driving
public and pedestrians shall be the primary consideration in granting
deviations or waivers from the standards and requirements specified
in all other sections of this chapter.
B.
General waiver authority. The Planning Board is hereby granted the
authority to grant waivers from the requirements for connection spacing
and/or design and/or the requirements and/or provisions of any other
section of this chapter where the characteristics of the subject property,
and/or of abutting property, the lack of cross access easements, the
timing of development, or any other practical difficulty would make
adherence to the standards contained therein impractical or not in
the best interest of traffic safety. All considerations for the granting
of waivers by the Planning Board shall be made in consultation with
the roadway authority and shall be based on the requirements and procedures
established in this section. The Planning Board shall not grant any
waiver that deviates from the processes and procedures specified in
this or any other section of this chapter. All applications for a
waiver shall require submission of a site plan or subdivision application
for review by the Planning Board as specified in the Subdivision Regulations
and/or Zoning Local Law of the Town of Victor.
C.
Minor waivers. Deviations of up to 10% of the connection standards
or other requirements in this chapter are considered minor waivers.
The Planning Board may grant a minor waiver upon a finding that roadway
or site characteristics, the timing of land development, the characteristics
of a particular land use involved in a development proposal, traffic
operations, and safety make strict adherence to the standard impractical.
D.
Major waivers:
(1)
Major waivers are those that deviate from one or more of the standards
or requirements by more than 10%.
(2)
The applicant for a major waiver shall provide adequate data and
analysis to demonstrate how the proposed alternate access management
and/or site circulation plan is equal to or better than the relevant
required access management and internal circulation provisions of
this chapter. Applicants for major waivers from connection standards
shall submit an access management plan to the Planning Board as follows:
(a)
Encompasses a study area that includes the length of the property
frontage on all abutting roadways, plus the distance established by
access spacing standards on either side of the property lines, and
the corresponding area on the opposite side of undivided roadways.
(b)
Addresses existing and future access for study area properties.
(c)
Evaluates operational and safety impacts of the proposed plan
versus impacts of adherence to adopted standards.
(d)
Includes all improvements and recommendations necessary to implement
the proposed plan.
(3)
Planning Board standards for granting major waivers: In considering
and granting a major waiver, the Planning Board shall find:
(a)
The granting of a waiver is in harmony with the purpose and
intent of this chapter
(b)
That every reasonable option for meeting the provisions of this
chapter is explored and determined to be not feasible.
(c)
The applicant has demonstrated unique or special conditions
that make strict application of the provision of this chapter impractical.
This shall include a showing that:
[1]
Indirect or restricted access cannot be obtained, and there
is no reasonable expectation that such access may be able to be obtained
in the future;
[2]
No reasonable engineering or construction solution can be applied
to mitigate the condition; and
[3]
No alternative access is available from a road with a lower
functional classification than the proposed access connection.
(4)
Under no circumstances shall a major waiver be granted unless not
granting the waiver would deny all reasonable access, endanger public
health, welfare, or safety, or cause an exceptional and undue hardship
on the applicant. No waiver shall be granted where such hardship is
self-created.
A.
All development, permit review, and applications for development
review made pursuant to the subdivision regulations, and/or zoning
local law, or any other local law of the Town of Victor shall comply
with the access management maps contained in the VAM plan and any
Official Map duly adopted by the Town of Victor and on file with the
Town Clerk. Future amendments to the Official Map may supersede information
on the VAM plan maps.
B.
The Planning Board shall ensure compliance with the access management
maps and Official Map during the review of development review applications
such as but not limited to site plans, subdivisions, special use permits.
These maps together indicate:
(1)
A future road network intended to provide vehicular traffic alternative
means of travel, and the location for future connection points for
future roads and shared driveways that comply with the spacing requirements
of this chapter. These are intended to guide the Planning Board and
applicants in designing new development to provide road rights-of-ways
across subject properties.
(2)
Driveway elimination/consolidation areas intended to create spacing
between access points on a public road that are in compliance with
this chapter when properties are developed, redeveloped, or repurposed
(such as going from a residential to a commercial use).
(3)
Locations of potential future traffic signals in accordance with
the signal spacing standards in the VAM plan.
C.
The Town of Victor may update and expand the VAM plan maps based
upon future studies and to encompass additional areas. The Town of
Victor may update its Official Map in the manner prescribed by statute.
