a.
Thoroughfare
Plan.
The streets of a proposed development shall conform
to the general intent of the Thoroughfare 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 limits
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 design standards abuts
a proposed subdivision, the City may require that the entire right-of-way
be dedicated and/or improved to the City’s Design Standards,
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.
d.
Layout.
The street layout shall be in conformity with a plan for the
most advantageous development of the entire neighborhood areas. 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 490-15 adopted 2/19/15)
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. The City may require that more than
two access points be constructed if the configuration, number of lots,
or other consideration 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.
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, private easements for access shall be provided when
approved by the Council. The street system should be designed to allow
a minimum of individual access drives to collector streets.
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 which 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.
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.
5.
The following
note may be required 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.
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.
d.
Half-Streets.
Half-streets are prohibited except where essential to the reasonable
development of the subdivision in conformance with other requirements
of this Ordinance and where the City Council finds it will be practicable
to obtain dedication when the adjoining land is platted.
e.
Emergency
Access.
Each subdivision shall be designed to provide
adequate emergency access for public safety vehicles.
(Ordinance 490-15 adopted 2/19/15)
a.
Generally.
The applicant shall be required to dedicate right-of-way as
shown in 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 Comprehensive 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 and center turn lanes
shall be as set forth in the Public Works Manual and Thoroughfare
Plan.
|
The street classifications are as follows: Primary Arterial,
Minor Arterial, Collector and Local or Residential.
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b.
Additional
Right-of-Way.
Additional right-of-way may be required
for the following purposes:
1.
At intersections
where adjacent property is zoned 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 7.01.
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 490-15 adopted 2/19/15)
a.
Curvilinear
Design Requirements.
Curvilinear streets will be required
in residential subdivisions. 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 Design Standards.
b.
Design
Speed.
Streets should be designed for a maximum speed
based upon their classification, as set forth in Section 7.03a.
c.
Intersections.
1.
All thoroughfares
shall be continuous or in alignment with existing streets, unless
variations are deemed advisable by the City Council upon consideration
of the City Engineer’s recommendation.
2.
Off-center
street intersections (in which intersections are closer than 200 feet
for thoroughfares or 100 feet for residential 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 (125)
feet on centerlines. At the intersection of two collector and/or arterial
streets, no offsets are permitted.
6.
Acute
angle intersections approved by the City Engineer are to have 25 feet
or greater radii at acute corners.
d.
Hierarchy
of Street Pattern.
1.
Where
a development will abut or contain an existing or proposed arterial
street, a plan shall be approved which would provide a minimum number
of intersections along each arterial street.
2.
Arterial
streets should be intersected only by other arterial streets or collector
streets rather than minor streets.
3.
There
shall be a minimum of two thousand (2,000) feet between intersections
of arterials and/or collector streets.
4.
There
shall be no median break at intersections of arterial streets and/or
collector streets, and they must be at an interval of six hundred
(600) feet or greater.
5.
Minor
collector streets may intersect arterial streets upon specific approval
of the City Engineer and the Administrative Official.
6.
Minor
or local streets should be planned to serve only local traffic.
e.
Horizontal
Alignment and Vertical Alignment.
Horizontal and vertical
alignment shall be in accordance with the Design Standards. Reverse
circular curves having a common tangent shall be separated by a tangent
section in accordance with the minimum tangents set forth in the Design
Standards.
f.
Street
Cross Slopes.
For drainage, all streets shall have a
cross slope. The typical cross slope is 2.00%. At intersections, the
minimum cross slope allowed is 0.50% and the maximum allowed is 2.00%.
g.
Street
Drainage.
1.
Topographic
maps with contour intervals of two (2) feet (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. 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 Design Standards.
h.
Curb Radii.
Radii at street intersections shall not be less than twenty
(20) feet for residential streets and thirty (30) feet for thoroughfare
streets. If necessary, property lines shall be adjusted accordingly.
i.
Variations.
If existing topographic features prohibit the reasonable use
of the above-specified design requirements, the City Engineer may
approve a variation. A request for the variation 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 (20) dwelling units is permitted on a cul-de-sac
street permanently designed as such.
2.
The length
of the cul-de-sac should not exceed four hundred (400) feet or be
less than one hundred and fifty (150) feet in length. However, density
of development, topography, lot sizes and other significant factors
will be weighed in determining the length of a cul-de-sac street.
k.
Block Lengths.
Residential blocks shall not be longer than one thousand feet.
Six hundred (600) feet is the desirable minimum. Conditions of topography,
surrounding platted subdivisions or circulation requirements may dictate
further study of the block length. Extremely short block lengths should
be avoided as well to eliminate the potential for increased traffic
congestion created by too many intersections.
l.
Dead-End
Streets.
1.
Dead-end
streets shall be permitted only where a future extension or connection
is to be made. Street stubs shall be provided into adjacent property
at a minimum of one thousand (1,000) feet apart. If adjacent property
is undeveloped and a street must terminate temporarily, the right-of-way
must extend to the boundaries of the plat.
2.
Barricades
and other traffic controls shall be installed by the developer at
dead-ends as required by the Design Standards.
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 Design Standards
are to be provided at ends of streets more than one lot deep that
will be extended in the future. The following note should be placed
on the plat:
“Cross-hatched area is temporary easement for turn-around
until street is extended (insert direction) in recorded plat.”
(Ordinance 490-15 adopted 2/19/15)
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 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, and require
improvements to only some of the thoroughfares or intersections affected
by the development.
(Ordinance 490-15 adopted 2/19/15)
a.
Streets.
All streets shall be constructed and paved to City standards
and within right-of-way as required by the Thoroughfare Plan and in
accordance with the City’s Public Works Design Manual, as may
be amended from time to time. 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 meeting the following requirements:
1.
Local
streets shall be minimum of six inches thick and thoroughfares shall
be a minimum of eight inches thick.
2.
Where
the plasticity index of the natural soil is equal to or exceeds fifteen
(15), lime stabilization will be required.
3.
A minimum
of six (6%) percent by weight of lime to a depth of six inches shall
be required.
4.
Soil samples
for determining the plasticity of the natural soils will be taken
at locations specified by the City Engineer.
5.
The pavement
width and materials shall be as required in the Design Standards as
may be adopted and amended from time to time.
b.
Parking
Lots.
Parking lots constructed of concrete shall be a
minimum of five (5) inches in thickness and shall have curbs and adequate
outfall for drainage. Parking lots constructed of asphalt shall be
a minimum of four (4) inches in thickness and shall have curbs and
adequate outfall for drainage.
(Ordinance 490-15 adopted 2/19/15)
a.
Generally.
The City shall not approve a development with private streets
unless the requirements of this section are satisfied. If approved,
a homeowners’ or property owners’ association is 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 not 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 homeowners’ 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 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 homeowners’
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 manned 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 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 (24)
feet 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 (24) feet.
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 (15) feet.
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 (50) feet 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 (30) feet 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 490-15 adopted 2/19/15)
a.
Requirements
Generally.
Any new development in the City, excluding
residential areas where lot size is three-quarters (3/4ths) of an
acre or larger, shall provide for the location and construction of
sidewalks on both sides of the street. This 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 Nonresidential Subdivisions.
1.
Sidewalks,
where required by the Comprehensive Plan, shall be required to be
dedicated and constructed for all nonresidential subdivisions.
2.
The developer
or builder of a nonresidential subdivision shall install sidewalks
along the tract being developed adjacent to all arterial and collector
streets, including all development adjacent to Highway 199, as per
Texas Department of Transportation requirements.
3.
Each developer
and/or builder of a nonresidential 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.
c.
Sidewalk
Specifications.
All sidewalks shall be at least four
(4) feet wide within a residential subdivision and at least five (5)
feet wide in a nonresidential subdivision and along thoroughfares
and major collectors. Sidewalks shall be constructed in accordance
with the requirements of the Public Works Design Manual.
d.
Wheelchair
Access Ramps.
1.
A wheelchair
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 a wheelchair access ramp at each corner of an intersection.
Access ramps must be constructed with a maximum one (1) inch wide
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 (8') feet 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 490-15 adopted 2/19/15)
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:
b.
Streetlights.
Any new development in the City, excluding residential areas
where lot size is three-quarters (3/4ths) of an acre or larger, shall
provide streetlights. The developer is responsible for engineering,
material, installation, and activation of streetlights 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. 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 adopted Design
Standards. 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 homeowners’
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
Uniform Traffic Control Device Manual, State Department of Highways
and Public Transportation, and the Barricades Manual of the City.
The owner is also responsible for the removal of all barricades, temporary
signs, pavement transitions, and pavement markings.
h.
Speed Bumps.
Speed bumps shall not be permitted on City streets without approval
of the City Council.
(Ordinance 490-15 adopted 2/19/15)
a.
When Required.
Every application for a proposed development that generates
traffic in excess of 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 that the characteristics of the proposed subdivision 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 should be made 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
and shall be generally consistent with the initial traffic impact
analysis.
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 shall evaluate the adequacy of the
applicant’s traffic impact analysis. Based upon such evaluation,
the City 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 490-15 adopted 2/19/15)
Alleys or loading courts are prohibited.
(Ordinance 490-15 adopted 2/19/15)
