(a)
Purpose.
The purpose of these regulations is to secure
safety from fire, panic, and other dangers; to lessen congestion on
public streets; to facilitate the adequate provision of transportation;
to conserve the value of buildings; and to encourage the most appropriate
use of land. Minimum off-street parking and stacking shall be provided
as set forth in the following provisions. The stated goals are supported
by the regulations which follow.
(1)
To manage parking so that it is convenient, efficient, and supports
an active and vibrant retail and employment environment;
(2)
To decrease the expansive “seas” of parking common to
suburban development, noting that most new development is typically
over-parked, resulting in wasted space, unnecessary impervious surface,
higher construction costs, and loss of retail square footage;
(3)
To support the creation of shared parking in order to enable visitors
to park once at convenient location and access a variety of commercial
enterprises in a pedestrian and bicycle-friendly environment;
(4)
To provide flexibility for changes in land uses that have different
parking requirements within the district.
(5)
To ensure ease of access to parking;
(6)
To provide flexibility for the redevelopment of small sites;
(7)
To acknowledge that transportation options exist, such as shared
driving services (such as Uber(R) and Lyft(R)), access to scooter and bike services (such as
Lime(R) and Bird(R)), and county transportation networks that offer alternatives to
the use of individual automobiles;
(8)
To avoid diffused, inefficient, single-purpose reserved parking;
and
(9)
To avoid adverse parking impacts on residential neighborhoods.
(b)
Parking regulations.
(1)
Except for allowed on-street parking, maneuvering of vehicles related
to parking shall take place entirely on site or within a mutual access
easement. No public right-of-way shall be used for backing or maneuvering
into or from a parking space, or for circulation within the parking
lot.
(2)
All off-street parking, maneuvering, and storage areas shall be constructed
of concrete in accordance with the parking lot paving requirements
in the City’s Code of Ordinances and with any other applicable
state or local requirements.
(3)
Fire lanes shall be provided as required by the adopted fire code
of the city, and shall be adequately reinforced to withstand heavy
vehicle loads, subject to review and approval by the fire marshal.
(4)
No required parking area shall be used for storage of inventory,
materials, display, sanitation containers, supplies, or for any other
use, except as approved through the site plan process. Under no circumstances
shall a required parking space be used for any purpose other than
parking except unless specifically approved for temporary use for
a special event of limited duration, as approved by the director.
(5)
All off-street parking areas shall be kept free of litter, trash,
debris, display, vehicle repair operations, and advertising uses.
(6)
Designated parking areas shall not be used for the repair, storage,
dismantling, or servicing (except for normal maintenance of a private
vehicle) of vehicles or equipment, or for the storage of materials
or supplies, or for any other use in conflict with the designated
parking areas.
(7)
The property owner shall be responsible for adequately maintaining
all parking facilities, including paving, striping, elimination of
debris, and correction of use violations. Lots shall be free of large
cracks, potholes, or other failures, with back-filled curbs, and shall
be power-washed when needed.
(8)
Shared parking may be considered during the site plan process for
uses not normally open, used, or operated during the same hours as
adjacent uses, or when other special circumstances exist. Owner authorization
to use the shared spaces must accompany any such proposal.
(9)
Shared parking among adjacent uses is encouraged. Labeling individual
parking spaces in front of a specific business is prohibited and allowed
only with director approval as all parking spaces are considered to
be “public.”
(10)
Whenever a building or use is changed or enlarged in floor area,
number of dwelling units, or otherwise, to create a need for an increase
in the number of existing parking spaces, such spaces shall be provided
on the basis of the enlargement or change, as determined by the director.
(11)
Whenever a building is enlarged to the extent of thirty percent (30%)
or more in floor area or in the area used, said use shall then and
thereafter comply with the parking requirements set forth herein.
(c)
Parking design.
(1)
Parking material.
All vehicular use area, including
parking and stacking spaces, and drive aisles shall be constructed
of concrete, per the engineering design standards. Existing parking
areas that are not concrete may maintain or rehabilitate with the
existing materials or upgraded materials; however, any associated
expansion must be constructed of concrete.
(3)
Drive aisle dimensions.
Refer to the engineering design
standards.
(4)
Floodplain.
Any and all required parking spaces shall
be located outside the floodplain, unless specifically allowed by
the director of engineering.
(5)
Continuous drive aisles.
When a drive aisle in a parking
area exceeds 300 feet in length, off-sets, roundabouts, raised crosswalks,
or other acceptable traffic calming features may be required.
(6)
Parking space demarcation.
(A)
Parking spaces shall be clearly identified by white painted stripes,
buttons, tiles, curbs, barriers, or other approved methods. Non-permanent
type marking, such as paint, shall be regularly maintained to ensure
continuous clear identification of the spaces.
(B)
No individual business shall designate parking spaces as “reserved”
for their business.
(7)
Dead-end parking.
Dead-end parking rows are generally
prohibited; although alternate designs plans with minor modifications
may be approved by the director.
(8)
Cross access required.
For safety, firefighting purposes,
and increased connectivity, cross access between parking areas of
adjacent non-residential parcels is required. Properties that abut
an undeveloped tract shall provide a paved stub-out for future connections.
(9)
ADA ramps.
Ramps shall be in accordance to the adopted
regulations of the Americans with Disabilities Act.
(10)
Revisions to location or number of spaces.
At no time
after initial approval of the parking area layout may changes be made
to the location or number of provided spaces, unless approved by the
director.
(d)
Decorative paving.
(1)
Decorative paving (integral color stained concrete with the option
to be stamped or scored in patterns) shall be provided as follows:
(2)
Decorative paving (integral color stained concrete that is stamped
or scored in patterns) shall be provided as follows:
(A)
At the entrance of each commercial site when ingress/egress is from
a right-of-way in order to provide a sense of “welcome”
into the site.
(B)
At major intersections of one-site drive aisles.
(C)
At major right-of-way intersections (collectors or arterials) and
entrances for residential developments from collectors and arterials.
(e)
Parking access from a public street - all districts.
All parking space configuration, location, arrangement, size, and
circulation in all districts shall be constructed according to this
section.
(1)
Entrances to developments.
During the review and approval
of a concept plan or site plan, design consideration shall be given
to providing entrance and exit drives that provide a protected lane
extended within the site to provide adequate queuing of vehicles on
the site and reduce the necessity of queuing within the public rights-of-way.
(2)
Minimizing traffic congestion.
In all districts, except
single-family zoning districts, site layout shall provide for entrance
and exit drives appropriately designed and located to minimize traffic
congestion or conflicts within the site and that align with adjoining
public streets, as approved by the director.
(A)
Based upon analysis by the city, if projected volumes of traffic
entering or leaving a development are likely to interfere with the
projected peak traffic flow volumes on adjacent streets, additional
right-of-way and paving in the form of a deceleration lane or additional
turn lane may be required of a developer in order to reduce such interference.
(B)
The determination of additional right-of-way or paving requirements
shall be made at the time the final site plan is approved.
(C)
Any additional right-of-way required by the city shall be dedicated
to the city with the cost of engineering design, materials, and installation
borne entirely by the developer.
(3)
No alley access.
Vehicular access to nonresidential
uses shall not be permitted from alleys serving residential areas.
(4)
“Head-in” or “back-in” parking restrictions.
Head-in or back-in parking spaces that are accessed directly
from the street are prohibited in all nonresidential uses except in
the DT, downtown district. Head-in spaces are discouraged in all districts.
(Ordinance 2019-42 adopted 10/8/19)
(a)
Parking to be located on lot.
Required off-street parking
shall be provided on the same lot as the use it is to serve.
(b)
Lots fronting rights-of-way 60 feet wide or greater.
Residential lots facing onto rights-of-way that are sixty (60) feet
wide or greater shall not have vehicle access to said street or be
allowed any front yard driveway cut if the lot is also accessed by
an alley.
(c)
Concrete parking standard exception.
An exception to
the concrete parking standard may be made for driveways longer than
200 feet and parking spaces in the AG, agricultural and SF-E, single-family
estate districts. These drives may be constructed of an alternate
all-weather surface to be determined by the director of engineering
and the fire marshal.
(Ordinance 2019-42 adopted 10/8/19)
Each single-family attached unit shall provide a minimum of
two (2) enclosed parking spaces and one-half additional space for
overflow and visitors.
(Ordinance 2019-42 adopted 10/8/19)
(a)
Lighting provided in parking lots.
To prevent nuisance
or unsafe situations, parking lots serving multifamily residential
developments shall provide sufficient lighting for safe movement to
and from vehicles. All parking area lighting shall be designed and
operated so as not to reflect or spill over onto adjacent properties.
(b)
Emergency access.
For safety and firefighting purposes,
free access through to adjacent nonresidential parking areas shall
be provided in accordance with the following:
(1)
Location.
Fire lanes shall be provided in all multifamily,
manufactured home, and nonresidential developments, and in some single-family
attached districts, as required by the adopted fire code of the City
of Celina and the subdivision ordinance.
(2)
Dimension.
Fire lanes shall be a minimum width of twenty-four
(24) feet of paving, and shall have a minimum inside turning radius
at curves of thirty (30) feet, or as required by the adopted fire
code of the City of Celina unless the adjacent building is three (3)
stories in height or taller, in which case the fire lane shall be
a minimum of twenty-six (26) feet of paving, and shall have a minimum
inside turning radius at curves of thirty (30) feet.
(3)
Vertical clearance.
The minimum overhead vertical clearance
over fire lanes shall be fourteen (14) feet for a linear distance
of fifty (50) feet on each side (in front of and behind, as a fire
apparatus would traverse underneath) of any overhead structure, such
as a canopy, roof overhang, or vertical height control device.
(c)
On-street parking adjacent to multifamily development.
When a public roadway bisects a multifamily residential development,
no on-street parking shall be allowed unless the following conditions
apply:
(1)
The planned development district regulations specifically call out
on-street parking as part of the required parking.
(2)
The public roadway is designed for on-street parking and is of sufficient
right-of-way width to accommodate parking and travel lanes, as determined
by the director of engineering.
(3)
The on-street parking includes landscaped bump-outs a minimum of
every three (3) parking spaces.
(4)
Sufficient spaces for visitor parking are provided on site.
(5)
Crosswalks are provided with protective bump-outs at sidewalk corners
and are either painted or constructed of stamped concrete to afford
a high degree of visibility for pedestrians, bikers and drivers.
(6)
The director has approved the overall parking plan.
(Ordinance 2019-42 adopted 10/8/19)
(a)
Intent of minimum parking requirements.
The goal of
this ordinance is to reduce the number of parking spaces that will
be constructed within the city in order to reduce the heat island
effect, to provide more open space, and less impervious surface area,
and, at the same time, provide for adequate parking for most parking
needs. It is not the intent of this ordinance to require minimum parking
ratios that result in empty parking lots. In many cases, the applicant
is encouraged to design the number of parking spaces for the proposed
development based on prior knowledge and empirical data acquired by
the applicant from previous similar developments. A parking demand
analysis may be required to show that the proposed number of spaces
will be adequate for most parking situations, subject to the review
and approval of the director. The director has the final authority
over parking requirements.
(b)
Computation of parking spaces.
In computing the number
of parking spaces required for any building or development, the following
rules shall govern:
(1)
The term “floor area” means the gross floor area of the
specific use.
(2)
Where fractional spaces result, the parking spaces required shall
be constructed to be the next higher whole number.
(3)
The parking space requirement for a use not specifically mentioned
herein shall be the same as required for a use of similar nature,
subject to review and approval by the director.
(c)
Parking reduction.
An overall fifteen (15%) parking
reduction may be granted to multi-tenant developments that are 15,000
square feet or greater if a traffic study shows that the reduction
will not adversely affect the property.
(d)
Penalty for overparking.
Where parking exceeds the minimum
number of required spaces by more than twenty percent (20%), landscaping
of parking areas shall be increased so that planting islands shall
not be spaced greater than every ten (10) spaces rather than the normally
required twelve (12) spaces.
(e)
Off-street parking.
The following off-street parking
ratios apply:
|
Article 14.04, Part Four, Table 1 Minimum Required Parking Ratios
| |
|---|---|
|
Land Use
|
Parking Ratio
|
|
Child care center
|
1 space for every 10 students + adequate stacking spaces for
drop off
|
|
Hotel
|
1 space per room plus 1 space for every 300 square feet of shared
indoor space
|
|
Industrial uses
|
1 space per 1,000 square feet of floor area
|
|
Office, retail, commercial uses
|
1 space per 250 square feet of floor area.
|
|
Restaurant uses, freestanding site
|
1 space per 100 square feet of floor area
|
|
Shopping center with various uses, including restaurants
|
1 space per 250 square feet of floor area.
|
|
Single-family detached
|
2 enclosed spaces + 2 additional spaces per unit
|
|
Single-family attached (townhome, duplex)
|
2 enclosed spaces + 0.5 additional spaces per unit
|
|
Multifamily
|
|
|
Studio unit
|
1.5 spaces per unit
|
|
One-bedroom unit
|
1.5 spaces per unit
|
|
Two-bedroom unit
|
2.0 spaces per unit
|
|
Three or more bedroom unit
|
2.5 spaces per unit
|
|
Overall parking within multifamily
|
1.8 spaces per total units
|
(Ordinance 2019-42 adopted 10/8/19)
(a)
Intent.
Stacking spaces provide protected access for
vehicles to queue prior to receiving a product or service without
interfering with normal traffic circulation or parking on-site. At
any time a building or structure is erected or altered to include
a service window, stacking spaces shall be provided. Land uses that
require stacking include, but are not limited to, drive-thru restaurants,
drive-thru banking services, drive-thru dry-cleaning and laundry services,
car washes, vehicle service bays, and other similar uses that allow
customers to receive services or conduct activities on the property
without leaving their vehicles. The director may require a traffic
study to determine adequate stacking and queuing requirements for
any given development.
(b)
Minimum size.
A stacking space shall be an area on a
site measuring ten (10) feet by twenty (20) feet with direct forward
access to a service window or station of a drive-through facility
which does not constitute space for any other circulation driveway,
parking space, escape lane or maneuvering area.
(c)
Location of stacking lane.
Stacking lanes shall be located
at the side or rear of buildings and should be designed to prevent
spill-over traffic into fire lanes or mutual access drives.
(d)
Minimum number of stacking spaces.
Off-street stacking
requirements for drive-through facilities shall be proposed by the
applicant and shall be of a sufficient number to adequately provide
for those uses that regularly require stacking. The proposed stacking
number will be reviewed by Staff, and approved or denied by the director.
One additional stacking space shall be provided after the final window,
order board, or stopping point to allow vehicles to pull clear of
the transaction area prior to entering any intersecting drive aisle.
(e)
Distinctive stacking markings.
All stacking spaces shall
be marked with stamped or stained concrete to differentiate the spaces
from drive aisles or parking spaces.
(f)
Escape lane.
If the director deems that an escape lane
is necessary by to allow vehicles to exit out of the stacking lane
in the event of a stalled vehicle, emergency, or accidental entry,
the escape lane shall be of at least eight (8) feet in width and shall
have a drivable design (i.e. vehicles can drive over the markings).
(Ordinance 2019-42 adopted 10/8/19)
Bicycle parking is required in non-residential districts in
order to encourage the use of bicycles by providing convenient and
secure places to park bicycles.
(a)
Bicycle parking per vehicle parking spaces.
Bicycle
parking shall be provided based on at least one (1) standard bike
rack for each development or one (1) bike rack per 100 car parking
spaces required, whichever is greater, unless otherwise approved by
the director. No more than three (3) bicycle racks shall be required
per development.
(b)
Bicycle parking location.
Required bicycle parking should
be located within fifty (50) feet of a public entrance to the building.
Bicycle parking may be provided within a building, but the location
must be easily accessible by the public.
(c)
Bicycle parking to be included on site plans.
Site plans
shall include the location of all proposed bike racks, which are subject
to the streetscape architectural standards of the zoning ordinance.
(Ordinance 2019-42 adopted 10/8/19)
