Subchapter 20
Development Code
Subchapter 20 – Transportation
Sections:
35.20.1
35.20.2
35.20.3
35.20.4
35.20.5
35.20.1
Purpose.
Street Standards.
Pedestrian / Bicycle Facility Standards.
Driveway Standards.
Public Transit Standards.
Purpose.
All developments shall provide for streets sidewalks bicycle and transit facilities to serve the development in
accordance with the requirements of this Subchapter, the design standards in the Transportation Criteria Manual
and the City Mobility Plan.
35.20.2
Street Standards.
The following street standards shall apply to developments under this Subchapter. Street standards shall be
established by the number of dwelling units served by the street and total expected traffic. For the purpose of
determining the street requirements of this Subchapter, all streets shall be classified and defined as follows:
A. Street Types.
1.
Alley. An alley (residential or Commercial) is a public street designed to provide access to the rear or
side of a lot including solid waste and fire access. Alleys are required for all residential lots fronting on
a residential lane, Residential Avenue, Main Street Mixed Use Collector, Commercial Mixed Use
collector and in nonresidential zoning districts where necessary to provide for adequate access for
service vehicles, off-street loading or unloading, access for emergency vehicles or similar reasons
consistent with the intent of this Chapter. Alleys are encouraged in all commercial and single-family
developments. Alleys may not access arterial streets. Adopted geometry standards are listed in the
Transportation Criteria Manual. Alleys are to be designed in accordance with the Transportation
Criteria Manual.
a.
All alleys shall have at least two (2) direct access points to public streets and are subject to the
block length criteria included in this code.
b.
Alleys shall be dedicated to the public.
2.
Flag Drive. A Flag drive is a private road within a private access easement, which may serve up to 3
residential dwelling units. No curbs or sidewalks are required for a Flag drive. Flag drives shall have
direct access to a public street other than an alley, however shall not provide direct access to an
arterial street. Adopted standards for Flag drives are as listed in the Transportation Criteria Manual.
3.
Neighborhood Street. A street, which serves 20 or less residential units within a block, and carries
less than 800 vehicles per day. Neighborhood streets include residential lanes, residential streets,
rural/suburban streets, courtyard streets, and cul de sacs.
a.
Residential Lane. A residential lane is a street, which serves from 4 - 20 dwelling units as
illustrated in the Transportation Criteria Manual, is expected to carry less than 800 vehicles
per day and requires the use of Alleys. No driveway access is allowed on a residential lane.
On-street parking shall be provided in additional bays. Adopted standards for travel lanes
and parking bays are included in the Transportation Criteria Manual.
b.
Residential Street. A residential street is a street, which serves from 4 to 20 dwelling units
as illustrated in the Transportation Criteria Manual, and expected to carry less than 800
vehicles per day. Alleys are permitted in conjunction with Residential Streets. On-street
parking is provided on both sides within the standard width of the street section. Adopted
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geometry and access standards for residential streets are included in the Transportation
Criteria Manual.
4.
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c.
Rural/ Suburban Street. A rural/suburban street is a street which serves no more than 20
single family residential lots. Adopted geometry standards for rural/suburban streets are
listed in the Transportation Criteria Manual.
d.
Courtyard Street. The courtyard street is designed for use with either small or large-lot
development and shall have a maximum length of no more than 150 feet to facilitate fire
service. No lots will have a minimum 30’ frontage at the ends of the courtyard so that clear
pedestrian passage and view corridors can be used to connect to these systems. Geometric
and access standards for courtyard streets are listed in the Transportation Criteria Manual.
Courtyard streets may be used whenever desired to discourage through traffic in a residential
subdivision or whenever there is no available opportunity to provide a connection to
adjacent properties.
e.
Cul De Sac. Cul de sacs are discouraged unless the shape, location or topography of a
property or portion of property is such that use of a flag drive or courtyard street is not
possible as determined by the City Engineer. When a cul de sac is permitted, it shall be
limited to 150 feet in length and conform to the access and geometric standards adopted in
the Transportation Criteria Manual. Cul de sacs are to be connected at the end to adjacent
streets or common areas by a minimum 30’ view corridor including a pedestrian and/or
bicycle system. All cul-de-sacs shall terminate with a turnaround that meets the standards of
the Transportation Criteria Manual. Half cul de sacs as illustrated in the Transportation
Criteria Manual are acceptable at bends in residential and collector streets that are 90 +/- 5
degrees.
Collector Street. A collector street is a street that is designated as such by the City Mobility Plan, that
has an actual or anticipated traffic flow of 800 VTD or greater, serves 21 or more residential units as
defined by the Transportation Criteria Manual, or serves mixed use, industrial or commercial
development. Collector Streets include Main Street/Mixed Use Collectors, Commercial/Mixed Use
Collectors and Residential Avenues. A collector street must include on street parking on both sides in
curbside lanes or additional bays (except as noted below) and shall be constructed to the Collector
Standards as adopted by the Transportation Criteria Manual. General requirements are as follows.
a.
Residential Avenue. Provides access to single family detached, single family attached, two
family, or multifamily dwelling units. Provides two through lanes and parking on each side.
No driveway access to single family or two family dwelling units is permitted.
b.
Main Street Mixed Use Collector. Provides access to all types of residential dwelling units
as well as neighborhood commercial. Provides two through lanes and parking on both sides.
No driveway access to single family or two family dwelling units is permitted.
c.
Commercial Mixed Use Collector. Provides access to all types of residential dwelling units
as well as commercial and industrial uses. Provides for two through lanes with parking on
each side or four through lanes. No driveway access to single family or two family dwelling is
permitted.
5.
Secondary Arterial. A street whose main purpose is to serve as a major route through and between
different areas of the City. These streets are generally shown on the City Mobility Plan, however may
be required in other locations based on the size and density of development. Secondary arterials have
two through lanes plus a bicycle lane in each direction separated by a median. No parking is
permitted. Driveway access to single family and two family dwelling units is not permitted. Adopted
street sections, right of way requirements and access restrictions are as listed in the Transportation
Criteria Manual.
6.
Primary Arterial. A street, including Interstate Highway Service Roads, whose main purpose is to
serve as a major route into, out of or across the City. These streets are shown on the City
Thoroughfare Plan, however may be required in other locations based on size and density of
development. Primary arterials have at least three lanes plus a bicycle lane in each direction separated
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by a median. Interstate Highway Service Road standards are established by the Texas Department of
Transportation and do not include a bicycle lane within the street section. No parking is permitted.
Adopted street sections, right of way requirements and access restrictions are listed in the
Transportation Criteria Manual.
7.
Freeways. A street with controlled access and intended to move traffic through or around the City. I35 north, east and west and portions of Loop 288 as shown on the Mobility Plan are freeways. Access
to freeways shall only be provided at designated interchanges.
B. On Street Parking. One on street parking space for each single-family unit on a block is required on the
frontage street within that block. Areas in front of or within 10 feet of a driveway, within 20 feet of a street
intersection or within 5 feet of a fire hydrant shall not be counted toward the required on street parking.
Allowable configurations for on street parking are provided in the Transportation Criteria Manual and vary
according to the street classification. When a development contains or abuts a street that only allows
parking on one side or limits parking in specific areas due to traffic calming measures or other reasons,
prior to acceptance of the public improvements, the developer shall petition the City to establish an
appropriate no parking zone for that street.
C. Dedicated Public Streets Required. All roads which serve four (4) residential units or greater or any
lots zoned for commercial or industrial uses, must be dedicated to the public and shall be developed to
design standards established by the Transportation Criteria Manual. Public streets may not be gated or
barred from use by the general public. All roads, which serve less than four (4) residential units, shall be
paved to standards established by the Transportation Criteria Manual for Flag Drives.
D. Alignment. All streets as far as is practical shall be in alignment with any existing streets by continuation
of the centerlines thereof. The staggering of street alignment resulting in "T" intersections shall leave a
minimum distance of one hundred fifty (150) feet between the centerlines of local streets and two hundred
(200) feet between the centerlines of collector streets.
E. Intersections.
F.
1.
Street intersections shall be laid out according to the standards in the Transportation Criteria Manual
including intersection angles, curb returns, and property lines.
2.
Proper signage and pavement markings shall be installed at intersections by the developer in
accordance with the Transportation Criteria Manual.
Street Grade. Street grades measured at the street centerline for dedicated streets and flag drives shall be
in accordance with the Standards set forth in the Transportation Criteria Manual. Street grades shall
generally follow the natural contours of the property and be below the existing grade so that parkways
drain toward the street. Excessive cuts and fills solely for the purpose of balancing dirt are not permitted.
G. Blocks
1.
General. The length, width, and shape of blocks shall be designed with due regard to providing
building sites for the use contemplated, consideration of needs for convenient and efficient vehicle,
bicycle and pedestrian access, circulation and control, safety of street traffic, and recognition of the
limitations and opportunities of topography.
2.
Sizes. Blocks shall conform to the standards in the Transportation Criteria Manual and limitations
based on street classifications unless topographical conditions or man-made barriers justify an
exception as determined by the City Engineer. The block dimensions shall be measured from street
ROW to street ROW, not including any alley bisecting the block.
3.
Block width. Blocks shall have sufficient width to provide for two (2) tiers of lots. Double fronted
lots shall be avoided except where essential to provide separation of residential development from
major traffic arteries or adjacent nonresidential activities or to overcome specific disadvantages of
topography and orientation. Through lots shall have a minimum average depth of one hundred ten
(110) feet.
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H. Easements and Right of Ways.
1.
Dedicated Streets. Public right of way shall be dedicated for all streets that serve more than three
residential units or any commercial or industrial lot, except as permitted in Section 35.16.7. Right of
way widths, corner clips, and other geometric requirements shall be as adopted in the Transportation
Criteria Manual. Right of way widths or corner clips in excess of those standards may be required as
determined by the City Engineer if necessary to accommodate sloping back of the right of way, large
drainage facilities or a natural topographic feature.
2.
Flag Drive. Flag drives shall be constructed within a private access easement shown on the face of
the plat. The shape and size of such easements shall be in accordance with the standards provided in
the Transportation Criteria Manual.
3.
Street Furniture and Transit Facilities. Additional right of way shall be required to provide for
street furniture and transit facilities as required by other sections of this code.
4.
Utility and Drainage Locations. Utilities and drainage facilities shall be placed under the paved
portion of the right of way as shown in the Transportation Criteria Manual. Shared duct banks shall
be provided and constructed at the same time as the subdivision for all existing dry utilities including
franchise utilities and at least four conduits for future use.
5.
All utilities and drainage facilities including franchise utilities are to be installed under new pavement
prior to paving operations.
6.
If utility or drainage crossings are to be installed underneath an existing street that has been
constructed or reconstructed within the past 3 years or the street is an arterial or freeway, the crossing
shall be installed by boring.
7.
When it is necessary to cut an existing street to tap a utility line or storm sewer, patching shall be
performed in accordance with the Transportation Criteria Manual.
I.
Vehicle trips. Any requirement or design standard of this section which is based upon or determined in
accordance with a specified number of vehicle trips, shall be determined by the City Engineer in
accordance with the latest edition of the Trip Generation Manual, published by the Institute of
Transportation Engineers.
J.
Compliance with specifications.
1.
All street improvements shall comply with the street design specifications, as contained in the
Transportation Criteria Manual which is adopted by reference and included in this Code the same as if
set out at length in this section.
2.
All street improvements shall be constructed in accordance with division II, Materials, and division
III, Methods, of the City's Standard Specifications for Public Works Construction, North Central
Texas Council of Governments (NCTCOG Standard Specifications), as amended by the City. Where
any provision of this Code conflicts with a provision or requirement of the NCTCOG Standard
Specifications, the provisions of this Code shall control.
K. Street capacity.
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1.
All developments shall provide for those streets, including internal streets, the improvement of
existing and new adjacent streets, the improvement of existing and new offsite streets and rights-ofways to the standards listed in the Transportation Criteria Manual or if necessary in excess of those
standards if the increased traffic to be generated by the property at full development" would create
less than a level of service D as defined in the Transportation Criteria Manual. Offsite street
improvements are to be provided to the extent that the effects of additional traffic created by the
development will be mitigated and not absorb existing street capacity on a first come first serve basis.
2.
Any streets required by the provisions of this section shall also include any drainage structures that are
part of the street improvements and are necessary to serve the development, in accordance with the
drainage requirements of this Chapter and the Drainage Criteria Manual. In the case of
rural/suburban streets, no underground drainage improvements, other than driveway culverts and
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cross drainage, shall be required. Adequate borrow ditches as described in the Drainage Criteria
Manual shall be provided.
3.
L.
To provide for future street improvements, any development may elect, upon the approval of the
Planning and Zoning Commission, to dedicate more street right-of-way than would otherwise be
required for the development, in lieu of constructing the total street system otherwise required of the
development by this Code, when:
a.
The additional right-of-way will be needed for a proposed arterial street, as shown on the City
Thoroughfare Plan;
b.
Omitting the street improvements that would otherwise be required would not substantially
impair the safe movement of traffic created by the development; and
c.
The market value of the additional right-of-way would, as determined by the City Engineer, be
equal to or greater than the cost of the street improvements, which are to be omitted.
Perimeter streets.
1.
Whenever existing streets adjacent to or within a tract are of inadequate width, additional right-of-way
in accordance with the Transportation Criteria Manual shall be provided at the time of subdivision.
All means of access to a subdivision shall be from existing streets fully improved to City standards,
and which have the capacity to carry all anticipated traffic from the development in accordance with
the Transportation Criteria Manual or an approved Traffic Impact Analysis.
2.
New perimeter streets. If an arterial or collector street is proposed by the mobility plan on, near or
within the boundary of the development or the development creates the need for a new perimeter
street, the development shall provide the portion of the perimeter street including right of way
dedication for which it reasonably creates the need, but in no case shall that portion of the street
provided be less than a pavement width of twenty-five (25) feet plus required bicycle lane in the case
of an arterial. Minimum right of way dedication for new perimeter streets shall be sufficient to provide
the required amount of pavement, the required parkway width for the street classification as shown in
the Transportation Criteria Manual, and an additional five feet to provide for any sloping needed
between the pavement and the property line of the development. All perimeter streets shall be
provided with curb and gutter along the side abutting the development. If the perimeter street is
ultimately proposed to serve as a divided arterial street and the development is required to install half
of the arterial street, then curb and gutter shall be provided on both sides of the perimeter street so as
to provide the curb for the future median of the arterial street.
3.
Existing perimeter streets.
a.
b.
Any development on the perimeter of an unimproved perimeter street shall dedicate the right-ofway and improve or reconstruct the street to the same extent as is required for new perimeter
streets, unless the perimeter street has already been partially improved, in which case the
development shall dedicate the additional right-of-way and make the additional street
improvements necessary to complete the perimeter street to the classification required. For the
purpose of this subsection, an "unimproved perimeter" street shall mean a perimeter street which
does not have curb and gutter or which does not substantially comply with the standards for
street construction listed in the Transportation Criteria Manual or NCTCOG Specifications.
Where any development would be required by this Code to improve an existing unimproved
perimeter street to less than its full width and the City's approved capital improvements plan
proposes improvement of the existing perimeter street to City specifications within three (3)
years of the date the required improvements are to be undertaken, the development may elect, in
lieu of making the required perimeter street improvements, to pay to the City prior to filing the
plat the total construction cost, excluding engineering and design cost, of the required street
improvements. The amount to be paid shall be determined by the City Engineer, based on the
actual cost of providing for the improvements, as shown in the most recent public bids for the
same or similar type street improvements. If the money paid to the City is not used for the
required improvements within five (5) years of payment, the funds shall be returned to the
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person making the payment. In the event that the Plat is not filed until after the City has entered
a Contract with a contractor to construct the subject street improvements, the payment by the
development is no longer required.
c.
4.
Phasing of Perimeter Paving Improvements. Perimeter paving improvements are required to be
constructed adjacent to the property which is final platted. In a development where final platting
will occur in phases, the developer may choose to perform the required perimeter paving
improvements adjacent to each phase as it is platted, or may choose to perform all perimeter
paving improvements at one time with the platting of a latter phase as long as the paving is
constructed prior to or with the phase of the development that includes 50% of the lots in the
entire development and the subject perimeter road is not the sole access to the property. The
developer will be required to enter into a Perimeter Paving Postponement Escrow Agreement
Exceptions to perimeter street requirements. The provisions of this section requiring the
improvement of existing unimproved perimeter streets to City specifications for new streets shall not
apply to the following:
a.
A plat for a single-family residential lot, where such lot is not part of a larger general scheme of
development or subdivision of land containing more than one (1) residential lot;
b.
A development that abuts less than one hundred (100) feet of an existing perimeter street, where
the existing off-site perimeter street on either side of the abutting perimeter street is not
improved to City specifications and there are no proposals or plans for improvements to the
perimeter street on either side of the abutting perimeter street as evidenced by the City's capital
improvements plan or plats approved or pending approval;
c.
A development which:
i.
Is not required or does not propose to extend a City water line to the property to serve the
development; and
ii.
Is located more than eight thousand (8,000) feet from an existing City water line, measured
along a straight line from the nearest boundary of the development to the nearest water line;
or
iii. A state or federal highway.
5.
Off-site connecting streets. Any perimeter street required to be improved to meet the specifications
for new streets shall be connected to existing off-site streets in accordance with the horizontal design
specifications shown in the Transportation Criteria Manual adopted by reference in this Code the
same as if set out at length in this section.
6.
Upon recommendation of the City Engineer, a required perimeter street meeting standards outlined in
the Transportation Criteria Manual for a rural/suburban street may be approved whenever:
a.
The required perimeter street is for a residential development in Rural District, as shown in the
Future Land Use Element of the Denton Plan;
b.
The development is not located in an area where the pattern or intensity of development would
create the need for improved urban drainage facilities in the foreseeable future; and
c.
There are no existing or proposed improved drainage facilities, as shown by the City's capital
improvements plan or by plats approved or pending approval, in such proximity to the
development that would connect to or receive the drainage waters from the required street
drainage improvements.
M. Improvements to existing off-site streets.
1.
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Developments generating less than 100 vehicles per day are not required to make pavement
improvements to offsite streets, but shall be required to participate in the cost of any proposed signal
improvements at the nearest intersection in accordance with the Transportation Criteria Manual if
signalization in the future is expected.
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2.
Developments expected to generate at least 100 but less than 1000 vehicle trips per day and less than
100 vehicle trips per hour at full development shall improve or repair connecting off-site streets as
necessary to provide a safe and adequate paved surface for the amount and type of traffic generated
by the development. The off-site street improvements or repairs need not meet the specifications for
new streets, but shall be made to a standard determined to be necessary by the City Engineer to
provide for the safe movement of vehicular traffic generated by the development, pursuant to a
distress rating performed by the City Engineer in accordance with the Transportation Criteria Manual.
Off-site street improvements shall not be required to extend beyond the nearest existing intersecting
arterial or collector street indicated on the roadway component of the Mobility Plan. Such
developments accessing an Arterial Street shall provide right turn lanes into each entrance and left
turn lanes into each entrance that left turns are possible. In addition, such developments shall be
required to participate in the cost of any proposed signal improvements at nearby intersections
determined by the City Engineer in accordance with the Transportation Criteria Manual if
signalization in the future is expected
3.
Developments generating 1000 or more vehicle trips per day or 100 or more vehicle trips per hour
shall provide offsite street improvements as determined by the City Engineer in accordance with an
approved Traffic Impact Analysis. Offsite improvements may include but are not limited to
installation of turn lanes, pavement widening, pavement reconstruction, signal construction,
installation of pavement markings, signage or equitable participation in the cost of any of the listed
types of improvements. Such improvements shall be required to the extent that the effects of the
increased traffic the development generates will not reduce level of service of surrounding streets
rather than allowing absorption of existing street capacity on a first come first serve basis.
4.
Where any development would be required by this Code to improve an existing unimproved offsite
street to less than its full width and the City's approved capital improvements plan proposes
improvement of the existing offsite street to City specifications within three (3) years of the date the
required improvements are to be undertaken, the development may elect, in lieu of making the
required offsite street improvements, to pay to the City prior to filing the plat the total construction
cost, excluding engineering and design cost, of the required street improvements. The amount to be
paid shall be determined by the City Engineer, based on the actual cost of providing for the
improvements, as shown in the most recent public bids for the same or similar type street
improvements. If the money paid to the City is not used for the required improvements within five
(5) years of payment, the funds shall be returned to the person or entity making the payment. In the
event that the Plat is not filed until after the City has entered a Contract with a contractor to construct
the subject street improvements, the payment by the development is no longer required.
N. Adequate street access. All developments shall provide the necessary street system to ensure that there is
safe and adequate access to each lot within the development in accordance with these standards, the
Transportation Criteria Manual and any other applicable City Ordinance.
O. Floodplain. No new streets shall be located within a zone A or AE Floodplain except for approved
crossings.
P.
Coordination with surrounding streets and connectivity.
1.
In accordance with the standards in the Transportation Criteria Manual, and using the connectivity
component of the Mobility Plan, the street system for each development shall be connected with
existing, proposed and anticipated streets within and outside the development and shall be extended
to the property boundary of the subdivision so as to provide for adequate access, and the safe and
effective movement and circulation of traffic in accordance with the Mobility Plan. Temporary dead
end streets between phases of a subdivision on which there is located a building lot that does not have
frontage on any other street shall be developed with a temporary cul-de-sac designed in accordance
with the Transportation Criteria Manual which appendix is adopted by reference and included in this
Code the same as if set out at length in this section. When streets are extended to the property
boundary any resulting dead-end streets may be approved without a temporary turnaround, however
shall be provided with signage indicating that the street is intended to be extended in the future when
adjacent property develops. When adjacent property develops, extension of the street will be required.
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a.
2.
Where a Special Use Permit is approved by the City Council for a gated community, then this
section on connectivity does not apply.
When extending streets from an existing development into a new development, the street section shall
remain the same as that in the existing development to the first intersection. Requirements concerning
block length, land use versus street sections and maximum traffic trips are all applicable in the
extension of existing streets into a new development.
Q. Medians.
1.
When any development is required to provide more than one-half of any arterial street, a median shall
be provided in accordance with the Transportation Criteria Manual
2.
Median Openings.
a.
Median openings are to be spaced in accordance with the Transportation Criteria Manual.
b.
Whenever a median opening is constructed, the associated left turn lane serving the development
must be constructed at the same time. In the event that there is an existing intersecting street on
the opposite side of the street, the new development constructing the median opening shall be
required to install both left turn lanes.
c.
Required geometry for median openings is provided in the Transportation Criteria Manual.
d.
Patterned and Colored concrete riprap is required at median noses and along the sides of
medians as indicated in the Transportation Criteria Manual.
R. Traffic Calming. Traffic calming devices are required at a minimum of two block intervals (generally a
1200 foot maximum spacing) but no less than 200 feet apart on all neighborhood streets, Residential
Avenues, and Main Street Mixed Use Collectors. Types of devices and geometric requirements shall be in
accordance with the Transportation Criteria Manual. Traffic calming devices are to be installed at the same
time as the street.
S.
Street names and signs.
1.
Street names shall be assigned by the developer, subject to Planning and Zoning Commission
approval, by placing the name on the final plat. Streets, which are to be in alignment with existing
streets, shall be given the same name. Names shall be sufficiently different in sound and spelling so as
not to cause conflict or confusion with other streets within the City or Extra Territorial Jurisdiction.
Street names and numbers shall conform to the established pattern for the City and shall be subject to
the approval of the Building Official.
2.
Street name and operational signage shall be provided by the developer for all intersections and streets
within or abutting the development prior to the acceptance of any street. Operational signage shall
comply with the Texas Manual of Uniform Traffic Control Devices. Street name signs shall be
constructed in accordance with written specifications in the Transportation Criteria Manual.
T. Pavement Markings and Signage. All pavement markings and signage required to properly direct and
separate traffic at intersections, changes in width or alignment, at traffic calming locations or other
location where it is necessary to direct traffic within, adjacent or near the development as a result of the
development shall be installed by the developer in accordance with the Manual of Uniform Traffic Control
Devices.
U. Texas Department of Transportation (TxDOT) Permits. Permits for new street connections to
TxDOT roads must be obtained prior to approval of a final plat on the subject property. All other
required TxDOT Permits must be obtained prior to construction of the improvement it is intended for.
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35.20.3
Pedestrian / Bicycle Facility Standards
All developments shall provide for the pedestrian and bicycle facilities necessary to serve pedestrian/bicycle traffic
to, from or across the development in accordance with the Transportation Criteria Manual and the
Bicycle/Pedestrian component of the Mobility Plan. If a development is proposed within a ½ mile of a public
elementary or secondary school, a pedestrian TIA will be required to determine the appropriate size and location of
sidewalks and bicycle facilities to serve those uses.
A. Types of Facilities
1.
Sidewalk. Intended for the use of pedestrian traffic only and located outside of the street pavement.
Sidewalks are required along neighborhood streets, and arterial streets. Required geometry, locations
and materials shall be in accordance with the Transportation Criteria Manual.
2.
On Road Bicycle Path. Intended for the use of bicycle traffic only and required within the street
pavement on arterial streets and where shown in accordance with the Bicycle/Pedestrian Component
of the Mobility Plan. Required geometry, location and materials shall be in accordance with the
Transportation Criteria Manual.
3.
Off Road Combination Pedestrian and Bicycle Path. Intended for the use of bicycle and pedestrian
traffic, located outside of the street pavement. These facilities are required along collector streets,
freeways and where shown in accordance with the Bicycle/Pedestrian Component of the Mobility
Plan. Required geometry, location and materials shall be in accordance with the Transportation
Criteria Manual.
B. All developments shall, within a dedicated right-of-way or easement, provide sidewalks and/or bicycle
facilities designed and located in accordance with the Transportation Criteria Manual and street
classification along both sides of all streets within the development, between the ends of courtyard
streets/cul de sacs and sidewalks within adjacent right of ways or open space, along one (1) side of all
perimeter streets and as shown on the Pedestrian Component of the Mobility Plan; except as follows:
1.
A development, that is excepted from making perimeter street improvements in accordance with
subsection 35.20.2.L.4 of this section shall not be required to install a sidewalk or bicycle facility along
that perimeter street.
2.
Where unplatted property is required to be platted in order to obtain a building permit to make any
improvements to an existing building or to construct any additional building to be located on the
property, a sidewalk or bicycle facility shall not be required along an existing perimeter street if:
a.
The perimeter street is not required to be improved in accordance with this Code;
b.
The building improvements would not result in an increase in the floor area of the existing
building or buildings by more than ten (10) percent;
c.
The building improvements are to be located on the same tract or tracts of land, as described by
recorded deed in the real property records of the county, on which the existing building or any
existing improvements to serve the existing building are located; and
d.
The building improvements will not require the construction of additional parking spaces to meet
the requirements of the zoning ordinance.
3.
Sidewalks or bicycle facilities shall not be required for a replat of property zoned for single-family
residential use if the preceding plat covering the same property did not require sidewalks or bicycle
facilities and a zoning change to a district other than single family residential use is not anticipated.
4.
Except for Planned Developments or Master Planned Communities, sidewalks or bicycle facilities are
not required along streets fronted by an estate-lot residential subdivision provided that:
a.
All lots are platted and have a minimum lot area of one (1) acre; and
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b.
None of the lots may have access from a street that serves more than 200 total vehicle trips per
day.
C. Where the developer who would otherwise be required to improve an existing unimproved perimeter
street to City specifications elects to pay to the City the cost of the required improvements as provided for
in subsection 35.20.2.L.3.B of this section, the developer may likewise elect to pay to the City the cost of
any required sidewalk or bicycle facility improvements for that street. If the money paid for the sidewalk or
bicycle facility improvements is not used for that purpose within five (5) years of payment, the funds shall
be returned to the person making the improvements.
D. Escrow agreement alternative. Should the public improvements required by this Chapter, other than
sidewalks or off road bicycle/pedestrian facilities be completed by the contractor or developer, the
developer may, instead of constructing sidewalks or bicycle/pedestrian facilities along the frontage of
residential (single family or duplex) lots in the development, deposit cash money in the amount of Twenty
five (25) percent of the cost of completing the sidewalks or bicycle/pedestrian facilities or six hundred
dollars ($600.00), whichever is greater, with a bank or title company as escrow agent pursuant to an
approved escrow agreement.
1.
The form and provisions of the escrow agreement shall be approved by the City Engineer and City
Attorney to insure the completion of the sidewalks or bicycle facilities within three (3) years of the
acceptance by the City of the other public improvements in the development. The escrow funds will
partially guarantee the construction of the sidewalks and bicycle facilities by the builders in the
development.
2.
If the sidewalks or bicycle/pedestrian facilities are not completed by the builders and accepted by the
City within three (3) years of the acceptance by the City of other public improvements in the
development, the developer shall have the option to complete the construction of sidewalks and/or
bicycle/pedestrian facilities in the development and the escrow funds shall be released to the
developer upon acceptance of the sidewalks and/or bicycle/pedestrian facilities by the City. Upon
approval by the City Engineer, the developer may make partial draws against the escrow funds once at
least eighty-five (85) percent of the sidewalks and/or bicycle/pedestrian facilities in the subdivision
are complete, provided that sufficient funds remain in the account to complete the remainder of the
sidewalk and/or bicycle/pedestrian facility construction.
3.
Should the developer elect not to complete the sidewalks and/or bicycle/pedestrian facilities, the City
may utilize the escrow funds to complete the construction. Should the escrow funds be insufficient to
complete construction per the City's standards, the City may utilize the remaining escrow funds to
perform initial grading or to install temporary asphalt sidewalks or bicycle/pedestrian facilities.
4.
A builder or owner of improvements upon a residential lot shall not be granted occupancy until the
sidewalk and/or bicycle/pedestrian facility in front of such lot has been completed and accepted by
the City.
E. Crosswalks. Crosswalks shall be provided wherever a pedestrian or bicycle facility crosses a public street
or alley. In addition, crosswalks are required at perimeter streets adjacent to the development wherever a
sidewalk or bicycle facility intersects a perimeter street. Crosswalks shall be the same width as the
pedestrian or bicycle facility and be designated by the use of alternative paving materials providing a
contrasting color and material from that of the street.
F.
Connectivity. Where sidewalks or bicycle facilities have been stubbed out to the boundary of a
development, the adjacent development shall be required to connect to and extend that facility into the
development to the extent required by this code.
G. Compliance with specifications.
1.
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All sidewalk and bicycle facility improvements shall comply with the design specifications, as
contained in the Transportation Criteria Manual which is adopted by reference and included in this
Code the same as if set out at length in this section.
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2.
All sidewalk and bicycle improvements shall be constructed in accordance with division II, Materials,
and division III, Methods, of the City's Standard Specifications for Public Works Construction, North
Central Texas Council of Governments (NCTCOG Standard Specifications), as amended by the City.
Where any provision of this Code conflicts with a provision or requirement of the NCTCOG
Standard Specifications, the provisions of this Code shall control.
H. Texas Accessibility Standards
35.20.4
1.
Prior to construction of sidewalks or any other public pedestrian facility for developments where the
total cost of public improvements will exceed $50,000.00, the developer must show proof of Texas
Department of Licensing review and approval for accessibility.
2.
For sidewalks or other pedestrian facilities proposed in a TxDOT right of way, Texas Department of
Licensing review must occur prior to applying for a TxDOT permit. Proof of review must be
submitted with the permit application.
Driveway Standards.
A. Definitions. The following words, terms and phrases, when used in this section, shall have the meanings
ascribed to them in this subsection, except where the context clearly indicates a different meaning:
1.
Driveway means that portion of the parking lot that consists of a travel lane opening onto a public
street.
2.
Permit means a curb cut permit.
B. Compliance required. After the effective date of the ordinance from which this section is derived, no
person shall construct, reconstruct, replace, relocate, alter, enlarge, improve or perform any work on or
make use of any driveway for any property within the City, except in accordance with the requirements of
this section and in accordance with the Transportation Criteria Manual. All driveways shall be designed,
installed, located and constructed in accordance with the approved specifications, plans, conditions and
requirements of the permit issued for the property and the requirements of this section. No certificate of
occupancy shall be issued for any building on any property for which a permit is required, until the
construction, improvements, alterations or other work covered by the permit is completed in accordance
with the permit issued, the requirements of this section or the provisions of any other applicable
ordinance. Where no building permit was required in connection with the requested permit, no driveway
on the property for which the permit was issued shall be used until and unless the work is completed in
accordance with the permit and this Code.
C. Closing Driveways. Where the closing or relocating of one (1) or more existing driveways or portions
thereof is necessary to comply with this section or a curb cut permit issued, access shall be closed by the
removal of the existing driveway approach and the installation of curb and gutter along the gutter line of
the street, all in accordance with City specifications. If there is no existing curb and gutter on the street,
the driveway shall be closed in the manner specified by the City Engineer.
D. Access to arterial streets. Access to an arterial street shall not be permitted unless there is no other
reasonable means of providing safe access to the property.
1.
No development shall be allowed access to an arterial street if property excluded from the
development could have been used to provide reasonable access to a lesser classified street or if the
property has been previously subdivided in violation of state law or Denton City Code if access could
have been provided to a lesser street except for such unapproved subdivision of the property.
2.
Existing commercial or industrial lots created prior to adoption of this code by legal subdivision
procedures with exclusive frontage on an arterial street may take access to the arterial in accordance
with the access standards in the Transportation Criteria Manual.
3.
Existing single family and two family lots created prior to adoption of this code by legal subdivision
procedures with exclusive frontage on an arterial street may be developed with a circular drive. Such
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driveway shall be designed and constructed in accordance with standards for circular drives provided
in the Transportation Criteria Manual.
4.
When driveway access to an arterial street is the only reasonable means of providing safe and adequate
access to the property as determined by the City Engineer, the driveway design, number of driveways,
location and construction shall be in accordance with the Transportation Criteria Manual.
5.
Driveways on an arterial shall align with existing median openings, other driveways, and “T”
intersections or be offset in accordance with the Transportation Criteria Manual.
E. Access to Freeways. Access to freeways shall only be provided at interchanges. Access to frontage roads
may be provided in accordance with the standards for access to arterial streets in the Transportation
Criteria Manual.
F.
Access to Collector Streets.
1.
Access to collector streets for commercial, office, or industrial development is required and shall be
designed and constructed in accordance with the standards provided in the Transportation Criteria
Manual.
2.
No single or two family lot shall be designed such that there is no other means of access other than a
collector street.
3.
Existing single family and two family lots developed prior to approval of this code with exclusive
frontage on a collector street and no alley may be developed with a circular drive. Such driveways shall
be designed and constructed in accordance with the standards for circular drives provided in the
Transportation Criteria Manual
4.
Driveways on a collector street shall align with existing driveways and “T” intersections on the
opposite side of the street, or shall be offset in accordance with the Transportation Criteria Manual.
G. Separation of driveways. Driveways shall be separated in accordance with the Transportation Criteria
Manual to ensure that all driveways are separated by sufficient distance so as to avoid interfering with the
safe movement of traffic. In interpreting and applying the separation requirements, the following shall
apply:
1.
The separation requirements shall be determined in reference to any proposed or existing driveways
on or off the property. Where applied to a property, which is located adjacent to an undeveloped
tract, the separation requirements shall account for the placement of future driveways on the adjacent
undeveloped property.
2.
The minimum separation specified may be reduced for currently developed property if the amount of
street frontage for the property is insufficient to allow for one (1) driveway access that would have the
necessary separation from an existing driveway on adjacent property and joint access with adjacent
properties is not possible as determined by the City Engineer. If a reduction in the minimum
separation specified is allowed, the separation shall be reduced only to the degree necessary to allow
for the single driveway.
3.
The separation distances specified shall be measured from the nearest edge of each driveway at the
right-of-way line.
H. Corner clearance standards. Corner clearance standards shall be applied in accordance with the
Transportation Criteria Manual To ensure that the traffic movements from driveways do not unduly
conflict with the movement of traffic on intersecting public streets. In interpreting and applying the
standards, the following shall apply:
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1.
A reduced requirement may only be used if absolutely necessary to provide driveway access to
property where no other means of access meeting the corner clearance requirement is reasonably
possible.
2.
The specified distances shall be measured at the right-of-way line from the edge of the driveway
nearest the intersecting street to the right-of-way line of the intersecting street. Where right of way
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corner clips exist or are proposed, the specified distance shall be measured from the edge of the
driveway nearest the intersecting street and the end of the corner clip nearest to the subject driveway.
I.
Driveway widths and grades. Driveway widths and grades shall be designed in accordance with the
Transportation Criteria Manual.
J.
Compliance with specifications.
1.
All driveway improvements shall comply with the design specifications, as contained in the
Transportation Criteria Manual which is adopted by reference and included in this Code the same as if
set out at length in this section.
2.
All driveway improvements shall be constructed in accordance with division II, Materials, and division
III, Methods, of the City's Standard Specifications for Public Works Construction, North Central
Texas Council of Governments (NCTCOG Standard Specifications), as amended by the City. Where
any provision of this Code conflicts with a provision or requirement of the NCTCOG Standard
Specifications, the provisions of this Code shall control.
K. Temporary Driveways for Agricultural Purposes. A driveway that does not meet the minimum
requirements of this section may be permitted for undeveloped property used for agricultural purposes
under the following conditions.
35.20.5
1.
No building or parking lot permit is being applied for,
2.
The driveway will be at least 50 feet from adjacent intersections,
3.
The driveway will not be paved,
4.
The driveway will be at least 15 feet wide but no more than 24 feet wide,
5.
All drainage structures associated with the driveway will be sized to carry a 100 year storm and if
applicable
6.
Meets Texas Department of Transportation Design Criteria.
Public Transit Standards.
All developments shall provide for the transit facilities necessary to serve residents, visitors, customers and
employees of the development in accordance with the Transportation Criteria Manual and the Transit component
of the Mobility Plan.
A. Types of Facilities.
1.
Major Bus Stops. An area along a street or inside a development designed to allow busses or vans to
stop to load or unload passengers. A major bus stop includes, a paved loading area, signage and a
shelter with seating and may include additional street pavement to provide a pull out. Geometric and
material requirements shall be as described in the Transportation Criteria Manual.
2.
Minor Bus Stops. An area along a street or inside a development designed to allow busses or vans to
stop to load or unload passengers. A minor bus stop includes, a paved loading area, signage and
seating and may include additional street pavement to provide a pull out. Geometric and material
requirements shall be as described in the Transportation Criteria Manual.
3.
Park & Ride. A facility designed to provide parking and transfer from one mode of transportation to
another. These facilities are to be located in Regional Mixed Use Centers and in the Downtown
University Core District as shown on the Future Land Use Plan. Proposed general locations for these
facilities are shown on the Transit Component of the Mobility Plan. These facilities shall include
sufficient parking for motorized vehicles and bicycles, shelter, seating, restroom facilities, and an
information area.
B. Location of Bus Stops. Major bus stops shall be provided on Arterials or collector streets at intersections
of arterial streets, or Arterial and Collector Streets but no closer than ½ mile apart. Minor bus stops shall
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be provided on Arterials and collector streets at the intersections of collectors and intersections, which
include a local street if there is not an arterial or collector intersection existing or proposed within a ½ mile
distance along the street. Bus stops shall be located on the approaching side of the intersection. The City
Engineer will determine which and how many quadrants of an intersection a bus stop will be required.
C. Pull Outs. Pull out lanes will be required in conjunction with any bus stops along any street where the
posted speed limit is more than 40 miles per hour.
D. Payment in Lieu of Construction. Where a development would be required by this code to provide a
bus stop or stops, and the proposed development is not on an existing bus route, the developer may in lieu
of providing signage, shelter and seating provide cash payment equal to the cost of such items to the City
for future construction of the facility. In these instances, the developer shall still provide the additional
street pavement for a pull out if required, a concrete loading area and a concrete pad adjacent to the
sidewalk for a future shelter or seating in accordance with the Transportation Criteria Manual.
E. Participation funding for Park and Rides. Developments generating 1000 vehicle trips per day or more
that are located within or adjacent to a regional Mixed Use Center or the Downtown University Core
District may participate in the funding of the proposed park and ride for that district as shown on the
Transit Component of the Mobility Plan in lieu of providing a portion of the required offsite traffic
improvements identified by a review of the Traffic Impact Analysis (TIA). Participation shall be provided
by a cash payment to the City to be used for future construction of the facility. The developer at the
discretion of the City Engineer may donate a portion up to ½ of the monetary value of the required offsite
improvements for park and ride facilities. If located appropriately, the City instead of cash participation
may accept donation of land for the facility. The remainder of the required offsite traffic improvements
will be provided in accordance with the recommendations based on the TIA review. In the event that the
park and ride facility is already constructed, this provision will not apply to developments in or adjacent to
that district.
F.
Development adjacent to Park and Ride. All developments adjacent to an identified park and ride
facility are required to provide vehicular, pedestrian and bicycle linkages to the park and ride facility from
the development.
G. Compliance with specifications.
All transit improvements shall comply with the design specifications, as contained in the Transportation
Criteria Manual which is adopted by reference and included in this Code the same as if set out at length in
this section.
All transit improvements shall be constructed in accordance with division II, Materials, and division III,
Methods, of the City's Standard Specifications for Public Works Construction, North Central Texas
Council of Governments (NCTCOG Standard Specifications), as amended by the City. Where any
provision of this Subchapter conflicts with a provision or requirement of the NCTCOG Standard
Specifications, the provisions of this Subchapter shall control.
(Amended Ord. No. 2007-096, 05/01/2007)
(Amended Ord. No. 2011-089, 05/17/2011)
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