A. 
Thoroughfare Plan.
The streets of a proposed development shall conform generally to the location and classification of streets shown on the Thoroughfare Plan as shown in the City’s Comprehensive Plan. The City’s Engineer shall determine final alignment and related right-of-way dedications.
B. 
Continuity of Street Systems.
Proposed streets for a subdivision shall be effectively related to the present and future street system and development of the surrounding area. Any proposed streets shall provide for appropriate continuation or completion of any existing streets, whether constructed or dedicated, which project to the exterior boundary of a proposed subdivision or are adjacent to the subdivision.
C. 
Substandard Street Improvements.
Where an existing thoroughfare that does not meet the City’s right-of-way or EDSS abuts a proposed subdivision, the City may require that the entire width of the right-of-way be dedicated and/or improved to the City’s EDSS, based upon factors including the impact of the proposed development on the road, safety to the traveling public, conditions and life expectancy of the road, the impact of the proposed subdivision on other roads, the timing of this development in relation to need for improving the road, the impact of the traffic on the road and City’s roadway system as a whole. Any required improvements to substandard streets shall be limited to the effective frontage of the proposed development for half the width of the required roadway section.
D. 
Layout.
The street layout shall be in conformity with a plan for the most advantageous development of the entire neighborhood. Whenever the proposed development contains or is adjacent, or parallel to a railroad right-of-way or a major thoroughfare or freeway, provision shall be made for a street approximately parallel to and on each side of such right-of-way to provide reasonable use of the intervening land.
E. 
Participation in Costs of Improvements.
The City may participate in the costs of improvements required by this Section in order to achieve proportionality between the traffic impacts created by the proposed development and the obligation to provide adequate roadways. The construction of improvements and the provisions for participation in costs by the City shall be included in a developer’s agreement.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Access.
To insure adequate access to each subdivision, there should be at least two (2) points of ingress and egress to the City’s improved thoroughfare system for developments of more than thirty (30) units. The City may require that more than two (2) access points be constructed if the configuration, number of lots, or other circumstance creates the need for the additional access points. “Two (2) points of vehicular access” shall be construed to mean that the subdivision has at least two (2) road entrances accessing the subdivision from the City’s improved thoroughfare system. In cases where the shape of the land does not allow for two (2) points of ingress or egress, a single median divided entrance with a minimum length of two hundred feet (200') may be approved by the Commission.
B. 
Limitations on Driveway Access.
1. 
To minimize traffic hazards created by numerous intersections along major thoroughfares, where a residential subdivision will abut on or contain an existing or proposed arterial street, the street shall be designed so that direct vehicular access from any residential lot to such arterial street is prohibited. Where other means of access are not available or permitted, the Commission may approve use of private easements for access. The street system should be designed to allow a minimum of individual access drives to collector streets or constructed to a wider alternative section to allow for individual access drives.
2. 
Streets shall be designed to conform to existing or proposed driveway openings including those on the other side of an existing or planned median-divided arterial. In this case new streets shall align with such driveway openings such that median openings can be shared.
3. 
To the greatest extent possible, the number of lots fronting along residential collector streets shall be minimized in order to ensure adequate traffic safety and efficiency. No more than twenty percent (20%) of the total centerline length of a collector street may have residential lots fronting onto the collector on each side of the street without constructing to a wider alternative section.
4. 
If, in the opinion of the City Engineer, traffic safety concerns so necessitate, the Engineer may require a residential subdivision to be designed to provide rear entry access from a private access easement or alley.
5. 
For collector or arterial streets which provide limited or no individual access to a lot or lots, the City Engineer may require the following note be placed on the face of any plat intended to be filed in the county plat records. “No lot within this addition shall be allowed driveway access onto ________________ Street.”
C. 
Reserved Strips/Spite Strips.
The reservation of private ownerships of strips of land at the end of or alongside proposed or existing streets intended solely or primarily for the purpose of controlling access to property not included in the development is prohibited.
1. 
In those instances where any public street is established in a plat submitted to the City and where such public street forms a stub street into adjacent acreage or where such public street lies along and parallel with the plat boundary and adjacent to acreage, a one foot (1') wide reserve must be established within the street right-of-way to form a buffer strip, dedicated to the public, between the public street right-of-way and the adjacent acreage to prevent access to this public street from the adjacent acreage unless and until the City has had an opportunity to review the development proposals for such adjacent acreage, and a plat of the adjacent property is duly recorded. The conditions associated with the establishment of a one foot (1') reserve area on a plat are contained in the following notation which must be placed upon the face of any plat where a one foot (1') reserve area is to be established:
a) 
One foot (1') reserve area dedicated to the public in fee as a buffer separation between the side or end of streets where such streets abut adjacent acreage tracts, the condition of such dedication being that when the adjacent property is subdivided in a recorded plat, the one foot (1') reserve area shall thereupon become vested in the public for street right-of-way purposes and the fee title thereto shall not revert to and revest in the dedicator, his heirs, assigns or successors.
D. 
Half-Streets.
Partial or half streets may be required to be dedicated in those instances where the City concurs that it is necessary for the proper development of the land and in the public interest to locate a public street right-of-way centered on a property line. The City will not approve a partial or half street dedication within a subdivision dedicating less than a fifty foot (50') right-of-way width on a designated major thoroughfare or less than a thirty foot (30') right-of-way width on any other type public street. Appropriate notations and a one foot (1') reserve area note shall be placed upon the plat restricting access from any partial or half streets so dedicated to adjacent acreage tracts until the adjacent property is subdivided in a recorded plat and the additional adjacent right-of-way is acquired providing the full right-of-way as specified in this Ordinance.
E. 
Emergency Access.
Each subdivision shall be designed to provide adequate emergency access for public safety vehicles.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Generally.
The applicant shall be required to dedicate right-of-way for streets shown on the Thoroughfare Plan, or as required in this section for all streets, or parts thereof, within or at the perimeter of the subdivision. Such roadways are shown on the City’s Thoroughfare Plan and all affected areas being platted are required to conform to this plan. The design speeds, right-of-way and pavement widths, street classifications, drive lanes, edge lanes, median requirements, shared use areas and center turn lanes shall be as set forth and amended in the City of Joshua r Thoroughfare Plan. The street classifications are as follows: Primary Arterial, Minor Arterial, Collector streets and, Local (Residential) streets.
B. 
Additional Right-of-Way.
Additional right-of-way may be required for the following purposes:
1. 
At intersections where adjacent property is shown on the City’s Zoning Map for commercial, industrial, or other high intensity use to provide free right turns, center turn lanes, or other beneficial alignments intended to alleviate existing or potential traffic congestion; or
2. 
To eliminate street intersection offsets, as determined by the City Engineer; or
3. 
When necessitated by one or more of the factors set forth in Section 10.7.1.
C. 
Slope Easements.
The dedication of easements, in addition to dedicated rights-of-way shall be required whenever, due to topography, additional width is necessary to provide adequate earth slopes. Such slopes shall be no steeper than three feet (3) horizontal run to one foot (1') vertical height, or a three-to-one (3:1) slope.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Curvilinear Design Requirements.
Curvilinear streets will be required in at least twenty (20%) percent of the streets in residential subdivisions as measured by street centerline length. Horizontal curve design must be such that safe travel through the curve can be anticipated at the design speed for the roadway. In no case shall the centerline horizontal curves be less than as shown in the EDSS.
1. 
Curves proposed for the right-of-way of designated shall have a centerline radius of two thousand feet (2,000') or more. Reverse curves should be separated by a tangent distance of not less than one hundred feet (100'). Intersections with other public and/or private streets should be at right angles but may vary not more than five (5) degrees. Where acute angle intersections are approved, a radius of at least twenty-five (25') in the right-of-way line at the acute corner shall be provided.
2. 
Curves proposed for the right-of-way of designated collector streets shall have a centerline radius of eight hundred feet (800') or more. Reverse curves should be separated by a tangent distance of not less than one hundred feet (100'). Intersections with other public and/or private streets should be at right angles but may vary not more than five (5) degrees. Where acute angle intersections are approved, a radius of at least twenty-five feet (25') in the right-of-way line at the acute corner shall be provided.
3. 
Curves along local streets may have any centerline radius, except that the centerline radius on a reverse curve may not be less than three hundred feet (300'). Reverse curves should be separated by a tangent distance of not less than fifty feet (50'). The angle of local street intersections may not vary more than ten (10) degrees from perpendicular. Where acute angle intersections are approved, a radius of at least twenty-five feet (25') in the right-of-way line at the acute corner must be provided.
B. 
Design Speed.
Streets should be designed for a maximum speed based upon their classification, as set forth in Section 10.7.3.A.
C. 
Intersections.
1. 
All thoroughfares shall be continuous or in alignment with existing streets, unless variations are deemed advisable by the Commission and City Council upon consideration of the City Engineer’s recommendation.
2. 
Off-center street intersections in which intersections are closer than two hundred feet (200') for arterials and collectors or one hundred twenty-five feet (125') for local streets shall not be approved except in unusual cases.
3. 
More than two (2) streets intersecting at one point shall be avoided except where it is impractical to secure a proper street system otherwise. Where several streets converge at one point, setback lines, special rounding or cutoff of corners and/or a traffic circle may be required to insure safety and facility of traffic movement.
4. 
No street shall intersect any other street at an angle of less than seventy-five (75) degrees.
5. 
The number of minor or local street offsets shall be minimized but, when approved, shall be offset a minimum distance of one hundred twenty-five feet (125') on center lines. At the intersection of two (2) collector and/or arterial streets, no offsets are permitted.
6. 
Acute angle intersections approved by the City Engineer are to have twenty-five feet (25) or greater radii at acute corners.
D. 
Hierarchy of Street Pattern.
1. 
Where a development will abut or contain an existing or proposed major thoroughfare, a plan shall be approved which would provide a minimum number of intersections along each major thoroughfare.
2. 
Major thoroughfares should be intersected only by other major thoroughfares or collector streets rather than minor (local) streets.
3. 
There shall be a minimum of two thousand feet (2,000) between intersections of arterials and/or collector streets.
4. 
Median breaks at intersections of arterial streets and/or collector streets must be at an interval of six hundred feet (600') or greater.
5. 
Street layout shall provide for continuation of collector streets in areas between thoroughfares.
6. 
Local streets shall extend to the tract boundary to provide future connection with adjoining unplatted lands.
7. 
Collector streets may intersect major thoroughfares upon specific approval of the City Engineer and the Administrative Official.
8. 
Residential or local streets shall be planned to serve only local traffic.
E. 
Horizontal Alignment and Vertical Alignment.
Horizontal and vertical alignment shall be in accordance with the City’s EDSS. Reverse circular curves having a common tangent shall be separated by a tangent section in accordance with the minimum tangents set forth in the EDSS.
F. 
Street Cross Slopes.
For drainage, all streets shall have a cross slope. Cross slopes shall be as defined in the City’s EDSS.
G. 
Street Drainage.
1. 
Topographic maps with contour intervals of two feet (2) (or less) and details of existing drainage structures and watercourses shall be submitted along with calculations for all watersheds affecting areas of the proposed storm drain design. Drainage design shall be computed as noted in the drainage section of this Ordinance and as set by the EDSS. Maps showing the delineation and flow from each drainage area must be included in the plans along with all hydraulic calculations. Street and drainage profiles shall show the location of the hydraulic grade line.
2. 
No streets shall be designed or constructed to a grade less than established in the EDSS.
H. 
Curb Radii.
Radii at street intersections shall not be less than twenty feet (20') for residential streets and thirty feet (30') for thoroughfare streets. If necessary, property lines shall be adjusted accordingly.
I. 
Modifications.
If existing topographic features prohibit the reasonable use of the above-specified design requirements, the City Engineer may approve a modification. A request for the modification must be made in writing to the City and must include an accurate topographic map of the area in question showing the proposed design.
J. 
Cul-de-Sacs.
1. 
A maximum number of twenty-nine (29) dwelling units are permitted on a permanent cul-de-sac street.
2. 
Cul-de-sac length shall be a minimum of one hundred fifty feet (150') and a maximum of six-hundred feet (600'). However, the City Engineer may modify this length requirement if an alternative standard is appropriate due to the density of development, conditions of topography, lot sizes and other significant factors.
3. 
The radii of the right-of-way at the end of local streets terminated with a circular cul-de-sac turnaround must be not less than fifty feet (50') except in those instances where storm sewers are not planned to be installed and storm drainage is proposed to be accommodated within the street right-of-way. A right-of-way radius of sixty feet (60') shall then be provided.
K. 
Block Lengths.
Residential block length shall be a minimum of five hundred feet (500') and a maximum of one thousand feet (1000'). However, the City Engineer may modify this length requirement if an alternative standard is appropriate due to the density of development, conditions of topography, lot sizes, or the surrounding platted subdivisions or circulation requirements. Extremely short block lengths should be avoided to eliminate the potential for increased traffic congestion created by too many intersections. The maximum length for blocks adjacent to designated major thoroughfares shall be not more than one thousand five hundred feet (1,500'). The maximum length for blocks adjacent to designated collector streets shall be not more than one thousand two hundred feet (1,200').
L. 
Temporary and Permanent Dead-End Streets.
1. 
Temporary dead-end streets shall be permitted when adjacent property is undeveloped and a future extension or connection is to be made. In such cases, the right-of-way must extend to the boundaries of the plat. Street stubs shall be provided into adjacent property at a minimum of one thousand feet (1,000') apart.
2. 
Barricades and other traffic controls shall be installed by the developer at temporary dead ends as required by the EDSS.
3. 
In the event that dead end streets either dedicated or constructed are not to be extended, permanent turn around facilities shall be constructed by the developer not extending such street. Appropriate provisions shall be made for access to adjoining undeveloped land.
4. 
Temporary paved turn-arounds which meet the requirements of the EDSS are to be provided at ends of streets more than one lot deep that will be extended in the future.
M. 
Street Names.
All public streets contained in any subdivision plat approved by the City shall be named in accordance with the following considerations:
1. 
Names for new streets shall not duplicate the name of any existing street located within the city or its area of extraterritorial jurisdiction.
2. 
Existing street names shall be used in those instances where a new street is a direct extension of an existing street or a logical extension (when the streets in question are not and cannot be physically continuous) except in those instances where the existing street name is a duplicate street name.
3. 
Street name suffixes such as court, circle and loop should be designated on streets which are cul-de-sacs or in a configuration of a loop street. Suffixes such as boulevard, speedway, parkway, expressway and drive should be confined to designated major thoroughfares or local streets designed to handle traffic volumes in excess of normal neighborhood traffic generation. Suffixes such as highway or freeway shall be used only to designate highways or freeways falling under the jurisdiction of TxDOT.
4. 
Street name prefixes such as north, south, east and west may be used to clarify the general location of the street; however, such prefixes shall be consistent with the existing and established street naming and address numbering system of the general area in which the street is located.
5. 
Alphabetical and numerical street names shall not be designated on any subdivision plat or development plan except in those instances where such street is a direct extension of an existing street with such a name and is not a duplicate street name.
6. 
Permitted private streets shall be named in accordance with the provisions of this section.
7. 
Once designated, no street name may be changed except by City ordinance.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Generally.
Upon request of the applicant, the obligation to dedicate or improve thoroughfare rights-of-way or to make intersection improvements imposed on a subdivision application may be deferred to a later stage of the development process. As a condition of deferring the obligation to dedicate rights-of-way for or to improve thoroughfares, which deferral shall be in the sole discretion of the City, the City shall require the developer to execute a developer’s agreement specifying the amount and timing of the rights-of-way dedication or improvements to thoroughfares.
B. 
Options.
Whenever the proposed development’s share of the costs of a thoroughfare or traffic-control improvement needed to mitigate traffic generated by the subdivision is less than one hundred percent (100%), the City in its sole discretion, may participate in the excess costs for one or more improvements, or aggregate the costs of improving multiple thoroughfares or intersections identified in the traffic impact analysis as required in Section 10.7.10, and require improvements to only some of the thoroughfares or intersections affected by the development.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Streets.
All streets shall be constructed and paved to City standards and within right-of-way and in accordance with the City’s EDSS. All streets, public and private, excluding residential areas where lot size is three-quarters (3/4ths) of an acre or larger, shall include curb and gutter drainage with enclosed underground conduit and soil samples for determining the plasticity of the natural soils will be taken at locations specified by the developer’s engineer and approved by the City Engineer.
B. 
Parking Lots.
Parking lots shall be constructed as stated in the parking provisions of the Zoning Ordinance.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Generally.
The City shall not approve a development with private streets unless the requirements of this section are satisfied. If approved, a homeowner’s or property owners’ association shall be responsible for the cost of maintenance of private streets.
B. 
City Services.
The City has no obligation to maintain private streets. Depending on the characteristics of the subdivision, the City may decline to provide certain other services, such as routine police patrols, enforcement of traffic and parking ordinances, and preparation of accident reports.
C. 
Maintenance Standards.
Maintenance, amenities, and landscaping of private streets shall conform to the same standards regulating the maintenance, amenities, and landscaping of public streets.
D. 
Retention of Easements.
The developer shall dedicate a utility, drainage, and emergency access easement in private streets for the City and other utility companies for the following purposes:
1. 
To provide unrestricted use of the property for utilities and their maintenance;
2. 
To extend easement rights to all utility providers including cable companies operating within the City;
3. 
To provide the City with the right of access for any purpose related to the exercise of a governmental service or function, including but not limited to fire and police protection, inspection and code enforcement; and
4. 
To permit the City to remove any vehicle or obstacle within the private street lot that impairs emergency access.
E. 
City Assumption of Maintenance.
The covenants of the deed restrictions shall provide that if the homeowner’s association, its successors or assigns, fails or refuses to adequately maintain private streets and related appurtenances, the City shall have the right, but not the obligation, to assume temporarily the duty of performing the association’s maintenance obligations. Such assumption of maintenance may take place at any time after the expiration of sixty (60) days after receipt by the association, its successors or assigns of written notice from the City specifying the nature and extent of the failure to maintain.
1. 
Upon assuming maintenance obligations, the City shall have the right to collect, when they become due, the assessments levied by the homeowner’s association for the purposes of repairing and maintaining the private streets and related appurtenances, and if necessary, the City shall have the right to enforce the payment of delinquent assessments in the manner set forth in the association’s documents.
2. 
The City shall also have the right to levy an assessment upon each lot on a pro rata basis for the cost of such maintenance, which assessment shall constitute an assessment lien upon the lot against which each assessment is made.
3. 
Under no circumstances shall the City be liable to the association or any lot owner or their respective heirs, successors or assigns for negligent acts or omissions relating in any manner to maintaining, improving and preserving the private streets and related appurtenances.
F. 
Access Restrictions.
1. 
Each entrance to a private street shall be marked with a sign stating that it is a private street.
2. 
Either a guard house or an access control device such as a gate or cross arm shall be constructed at each entrance.
3. 
All restricted access entrances shall be staffed twenty-four (24) hours every day, or an alternative means shall be provided of ensuring access to the subdivision by the City and other utility service providers with appropriate identification.
4. 
If the association fails to maintain reliable access as required to provide City services, the City shall have the right to enter the subdivision and remove any gate or device which is a barrier to access at the sole expense of the homeowners’ or property owners’ association.
G. 
Restricted Access Entrance Design Standards.
Private streets which have access controlled by a gate, cross arm, or other access control device shall conform to the following requirements:
1. 
The street must have a minimum uninterrupted pavement width of twenty-four feet (24') at the location of the access control device.
2. 
If an overhead barrier is used, it shall have a minimum height above the road surface as required by the Fire Code for fire lanes.
3. 
The design of all gates, cross arms and access control devices, including automatic opening systems and manual backup systems, shall be approved by the Fire Department before installation.
4. 
The gates, cross arms, and access control devices shall be tested and accepted by the Fire Department before being put into operation;
5. 
Gate designs may incorporate one or two gate sections to meet the required minimum width of twenty-four feet (24').
6. 
If the entrance incorporates a median, guard shack, or similar structure that necessitates a divided gate arrangement, the gate and street pavement widths may be reduced if approved by the Fire Department. This approval shall be contingent upon the subdivision having a second approved means of access, but in no case shall any single gate or street pavement have a clear opening of less than fifteen feet (15').
H. 
Visitor Entrance Design Standards.
At least one entrance to a subdivision with private streets shall be equipped for visitor access. In addition to the above Restricted Access Entrance design standards, the visitor entrance shall be equipped with a call or code box located at least fifty feet (50') from the boundary of the subdivision to provide for visitors calling in an automobile queuing. A turn-around space with a minimum outside radius of thirty feet (30') shall be located between any call or code box and the access control device to allow vehicles denied access to safely exit onto public streets in a “head out” position. A sign shall be erected next to the edge of such turn around space to prohibit vehicle parking in such space. A residents’ entrance used in combination with a visitor entrance shall comply with the requirements of this subsection.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Requirements Generally.
Sidewalks shall be constructed by the developer along the frontage of their property for any developments adjacent to any collectors and arterials. For residential developments, sidewalks shall be constructed on both sides of internal streets. This requirement shall include the dedication of necessary right-of-way or pedestrian access easement and the construction of sidewalks according to the specifications provided herein.
B. 
Requirements for Non-Residential Subdivisions.
1. 
The developer or builder of a non-residential subdivision shall install sidewalks along the tract being developed adjacent to all arterial and collector streets, including all development adjacent to State maintained roads as per Texas Department of Transportation requirements. Sidewalks shall be constructed either one foot (1') from the property line within the street ROW or within a dedicated sidewalk easement and shall extend along the street frontage including the side of corner lots and block ends. When, in the opinion of the Administrative Official, a non-residential development is located in an area to which sidewalks would not provide a benefit to the public, the requirement for sidewalks to be constructed and dedicated may be waived.
2. 
Sidewalks shall be constructed in parking areas to assure safe pedestrian access from parking spaces to structures and shall be constructed so as to assure uninterrupted connections between existing pedestrian walkways.
3. 
Each developer and/or builder of a non-residential subdivision shall construct sidewalks at the time of construction of the development. In those circumstances where a sidewalk would impact the construction of driveways and access walks, the sidewalks shall be constructed before the City’s final building inspection. A certificate of occupancy will not be issued until required sidewalks are in place.
4. 
Construction plans shall show the location of all proposed sidewalks and shall state at what stage of the project they will be constructed.
C. 
Sidewalk Specifications.
All sidewalks shall be designed and constructed in accordance with the requirements of the EDSS. They shall be at least four feet (4') wide within a residential subdivision and at least five feet (5') wide in a nonresidential subdivision.
D. 
Americans With Disabilities Act (ADA) Access Ramps.
1. 
An ADA access ramp shall be constructed at any point a proposed sidewalk intersects a street with the exception of walks leading from the street to the door of a residence. If there is no sidewalk, provisions shall be made for an ADA access ramp at each corner of an intersection. Access ramps must be constructed with a maximum one inch (1") expansion material between the street and ramp flush with the finish grade.
2. 
Care shall be taken to ensure a uniform grade meeting ADA requirements on the ramp, free of sags and short grades.
E. 
Maintenance.
1. 
It shall be the duty and obligation of the owners and occupants of real property abutting upon sidewalks, at their own cost and expense, to maintain and keep the sidewalks bordering their property level and free of depressions, excavations, elevations, inconsistencies, obstacles, obstructions or encroachments, natural or artificial, above or below ground level, or which overlap, impinge upon, or appropriate any part of the sidewalk area or the space eight feet (8') above it.
2. 
Any damage done to a sidewalk by the City or a City-hired contractor shall be repaired by the City or contractor.
3. 
Any damage done to a sidewalk by a utility shall be repaired by the utility.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Generally.
The cost and installation of the following items are the responsibility of the developer and are required at the time the infrastructure improvements are constructed:
1. 
Street lights, where required.
2. 
Traffic signals.
3. 
Traffic signs and street name blades.
4. 
Pavement markings.
5. 
Temporary traffic-control devices for use during construction.
B. 
Street Lights.
Any new development in the City shall provide street lights in accordance with the EDSS. The developer is responsible for engineering, material, installation, and activation of street lights as required by the approved street lighting plans. All plan approvals and construction scheduling must be coordinated through the Administrative Official.
C. 
Traffic Signals.
When the area being platted adds a driveway or street approach to an existing signal, the signal hardware must be modified to serve the development in accordance with the Texas Manual on Uniform Traffic-Control Devices. The developer is responsible for engineering, material, and construction of the upgrade to the existing signal.
D. 
Traffic Signs and Street Name Blades.
The developer shall supply, erect, and install all of the required traffic signs and street name blades as determined by the City Engineer. All signs must be specific to the neighborhood development, in accordance with the EDSS. The developer is responsible for supplying all necessary posts, hardware, and concrete to complete the sign assembly installation.
E. 
Specialty Signs and Lighting.
Specialty lighting and signs shall not be approved unless provision is made for maintenance by a homeowner’s or property owners association.
F. 
Pavement Markings.
The developer shall install pavement markings necessary to serve the property being platted in accordance with the approved plans.
G. 
Traffic Control During Construction.
The developer is responsible for installing and maintaining all necessary barricades, temporary signs, pavement transitions, and pavement markings to safely convey traffic through the construction area in accordance with the Texas Manual on Uniform Traffic-Control Devices, and the Texas Department of Transportation. The owner is also responsible for the removal of all barricades, temporary signs, pavement transitions, and pavement markings.
H. 
Speed Humps.
Speed humps shall not be permitted on City streets without approval of the City Council.
(Ordinance 797-2020 adopted 10/15/20)
A. 
When Required.
Every application for a proposed development that generates traffic in excess of one thousand (1,000) average daily trips based upon the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, or with respect to an application which the City Engineer determines has the characteristics that necessitate analysis, shall be accompanied by a traffic impact analysis based on the ITE Manual, prepared by the developer at the developer’s expense in accordance with standard transportation engineering practices. The analysis shall be prepared for purposes of determining the adequacy of the road network to serve the proposed subdivision, and whether off-site road dedication and improvements are necessary to mitigate the effects of the proposed subdivision.
B. 
Requirement for Update.
An updated traffic impact analysis shall be submitted by the applicant with each final plat submitted for approval if, in the opinion of the City Engineer, the final plat changes significantly (i.e., add lots, modifies or adds street connections, etc.) from the approved Overall Development Plan.
C. 
Analysis.
The traffic impact analysis shall determine (1) trips to be generated by the proposed subdivision; (2) assignment of such trips to the road network analyzed; (3) the capacity of affected thoroughfares before and after the proposed subdivision; (4) specific recommendations for thoroughfare improvements and traffic-control modifications needed to mitigate the traffic from the proposed subdivision; and (5) the subdivision’s proportionate share of the costs of such improvements and modifications.
D. 
City Evaluation and Action.
The City Engineer shall evaluate the adequacy of the applicant’s traffic impact analysis. Based upon such evaluation, the City Engineer shall determine (1) whether the application may be approved in the absence of dedication of rights-of-way or construction of improvements to each affected thoroughfare and (2) the extent of the applicant’s obligations to make such dedications or improvements.
(Ordinance 797-2020 adopted 10/15/20)
A. 
Alleys may be provided within a subdivision to provide secondary vehicular access to lots which otherwise have their primary access from an adjacent public street or approved common or compensating open space or courtyard which is adjacent to a public street. Private alleys may not be used or designed to provide the principal access to any tract of land and may not provide any access to property outside the subdivision plat boundaries in which the alleys are dedicated.
B. 
Private alleys shall have a right-of-way width of not less than fifteen feet (15'). All corners at the intersections of alley rights-of-way with public streets or other alleys must have at least a twenty-five foot (25') radius or ten foot (10') angular cutbacks provided. Curves in alleys should be kept to a minimum. Reverse curves in alleys should be separated by a tangent distance of not less than fifty feet (50').
C. 
No dead end or cul-de-sac alleys will be permitted.
D. 
All private alleys as provided in this section shall be constructed in accordance with City minimum construction standards for community improvements.
E. 
In any development where private alleys are dedicated, a properly recorded owner’s agreement covering the maintenance of those private alleys is required. Additionally, the following statement shall appear on the face of the plat: The City does not maintain private alleys.
(Ordinance 797-2020 adopted 10/15/20)