ORD 1507 08/26/2025 UDC Update Article 21 Design Criteria ManualOF C/9
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"City of Choi<e
ORDINANCE NO. 150-7
AMENDING THE CITY OF CIBOLO 2013 CIBOLO UNIFIED
DEVELOPMENT CODE, ARTICLE 21, REPLACING PART F 2010 CIBOLO
ROADWAY AND FIRE HYDRANT CRITERIA WITH PART F
TRANSPORTATION DESIGN CRITERIA MANUAL; PROVIDING FOR
REPEAL, SAVINGS, SEVERABILITY, PUBLICATION, CODIFICATION, AND
AN EFFECTIVE DATE.
WHEREAS, the City Council finds the City of Cibolo, Texas ("the City") is a home -rule
municipality with the authority to enact laws to protect the public health and safety of residents and
visitors to the City; and
WHEREAS, Sec. 211 and Sec. 212 of the Texas Local Government Code empowers the City to
establish, administer, enforce and amend Zoning Regulations and Subdivision Regulations; and
WHEREAS, the City Council adopted Ordinance No. 1048 on February 26, 2013, adopting the 2013
Unified Development Code ("UDC"), which included Article 21 - Design and Construction Manual,
to improve the ability of the City to protect the community health, safety and general welfare; and
WHEREAS, Article 3, Section 3.7 of the UDC allows the City to amend the UDC as necessary, in
accordance with the requirements of Texas Local Government Code, to protect the community
health, safety and general welfare and the safe, orderly and healthful development of the
municipality; and
WHEREAS, the City Council adopted Ordinance No. 1332 on April 27, 2021, in compliance with
Art. 3, Sec. 3.7 of the UDC, to amend Art. 1-4, Art. 6, Art. 8, Art. 10-20, and Appendix A of the UDC
to improve the ability of the City to protect the community health, safety, and general welfare and
the safe, orderly and healthful development of the municipality; and
WHEREAS, the City Council, after recommendation from the Planning and Zoning Commission,
and public hearing, in compliance with Art. 3, Sec. 3.7 of the UDC and Texas Open Meetings Act,
deems it necessary and in the best interest of the public to amend Art 21, Part F, of the City of Cibolo
2013 Unified Development Code; and,
WHEREAS, upon approval, the City Council directs the City Manager and City Secretary to take
such actions as are necessary and appropriate to effectuate this ordinance.
NOW BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF CIBOLO, TEXAS:
SECTION 1. Incorporating Recitals. The foregoing recitals are hereby found to be true and correct
and are hereby adopted by the City Council and made a part hereof for all purposes as findings of
fact.
SECTION 2. Amendment. The City of Cibolo Code of Ordinances' Appendix A— 2013 UNIFIED
DEVELOPMENT CODE, Article 21 DESIGN AND CONSTRUCTION MANUAL, Part F 2010
Cibolo Roadway and Fire Hydrant Criteria, shall be amended by replacing Part F 2010 Cibolo
Roadway and Fire Hydrant Criteria with Part F "Transportation Design Criteria Manual", attached
hereto as Exhibit "A", and
SECTION 3. Repealing Ordinances in Conflict and Savings. All resolutions, ordinances, or parts
thereof in conflict herewith are hereby repealed to the extent of such conflict with all remaining
portions not conflicting being saved from repeal herein; in the event of a conflict or inconsistency
between this Ordinance and any other resolution, ordinance or code of the City, or parts thereof, the
terms and provisions of this Ordinance shall govern.
SECTION 4. Severability. If any section, subsection, sentence, clause, or phrase of this Ordinance
is for any reason held to be unconstitutional or illegal by final judgment of a court of competent
authority, such decision shall not affect the validity of the remaining portions of this Ordinance. The
City Council hereby declares that it would have passed and ordained all the remaining portions of
this Ordinance without the inclusion of such portion or portions found to be unconstitutional or
invalid.
SECTION 5. Publication and Codification. The City shall publish this Ordinance in the newspaper
designated as the official newspaper of the City twice as required by Section 3.13(3) of the City
Charter. This Ordinance will be codified in the Cibolo Code in the next appropriate update.
SECTION 6. Open Meeting Compliance. The City Council finds that the meeting at which this
Ordinance passed was conducted in compliance with the Texas Open Meetings Act.
SECTION 7. Effective Date. This Ordinance st "
publication as required by law.
PASSED AND APPROVED this, the �. f day c
Mark Allen, Mayor
ATTEST:
Peggy Cimics, TRMC, City Secretary
SANTEE & ZECH, PC, City Attorney
Exhibit "A"
Transportation Design Criteria Manual
Adopting Ordinance #
EFFECTIVE DATE:
May 2025
TABLE OF CONTENTS
OVERVIEW
SECTION 1 — STREET DESIGN 4
1.1 Street Classification......................................................................................................................................................4
1.2 City of Cibolo Mobility Plan.............................................................................................................5
1.3 Geometric Standards......................................................................................................................5
1.3.1 Section Standards...................................................................................................................................... 5
1.3.2 Compound and Reverse Curve Standard...............................................................................7
1.3.3 Superelevation....................................................................................................................7
1.3.4 Inverted Crown....................................................................................................................7
1.3.6 Vertical Curve Standards....................................................................................................7
1.3.6 Cul-de-sac Standards.........................................................................................................8
1.3.7 Ride Quality......................................................................................................................10
1.3.8 Clear Zone........................................................................................................................10
1.3.9 Vertical Clearance.............................................................................................................10.
1.4 Intersections................................................................................................................................ 30
1.4.1 Intersection Geometry .......................................................................................................10
1.4.2 Visibility Standards............................................................................................................12
1.4.3 Turn Lane Standards..........................................................................................................12
1.4.4 Deceleration Lane..............................................................................................................14
1.4.5 Intersection Diagram for Collectors and Arterials................................................................14
1.4.6 Intersection Spacing/Maximum Block Length......................................................................15
1.4.7 Median Openings...............................................................................................................16
1.4.8 Roundabouts.....................................................................................................................16
1.4.9 ROW Flares at Intersections...............................................................................................19
1.5 Traffic Calming............................................................................................................................. 20
1.6 On Street Parking......................................................................................................................... 23
1.7 Street Stubs................................................................................................................................. 25
1.8 Signage and Pavement Markings................................................................................................... 25
1.9 Guidelines for Perimeter Street Improvements............................................................................. 25
1.9.1 Summary ........................................................................................................................... 25
1.9.2 Guidelines......................................................................................................................... 25
1.9.3 Safety................................................................................................................................ 26
1.9.4 City Participation............................................................................................................... 27
1.9.5 Credits............................................................................................................................... 27
1.9.6 Appeal............................................................................................................................... 28
1.9.7 Perimeter Street Transition................................................................................................ 28
1.10 Traffic Impact Analysis................................................................................................................ 28
1.10.1 Definitions....................................................................................................................... 28
1.10.2 When a Traffic Analysis is Required.................................................................................. 28
1.10.3 Traffic Impact Analysis Requirements...............................................................................29
1.10.4 Submission and Review Procedures.................................................................................. 31
1.11 Substandard Streets................................................................................................................... 31
1.12 Illumination...............................................................................................................................31
SECTION 2 — DRIVE APPROACH DESIGN 32
2.1 Drive Aooroach Tvoe....................................................................................................................32
2.2 Geometric Standards....................................................................................................................32
2.2.1 Drive Approach Dimensions ..........................................
2.2.2 Drive Approach Spacing .................................................
2.2.3 Driveway Throat Length Requirements ..........................
2.3 Drive Approach Grades............................................................
2.3.1 Minimum Drive Approach Slope ....................................
2.3.2 Maximum Drive Approach Slope ...................................
2.3.3 Sidewalks in Drive Approach .........................................
2.3.4 Sidewalk Easement Requirement ..................................
2.3.5 Driveway/Drive Aisle Consideration ..............................
2.4 Off Street Storage....................................................................
2.5 On Street Storage....................................................................
2.6 Access Management................................................................
2.6.1 The Purpose ................... *—..... .................. .......--......
2.6.2 Access Standards.........................................................
2.7 Signage and Pavement Markings .............................................
SECTION 3 — PAVEMENT STANDARDS 44
3.1 Streets........................................................
3.1.1 Geotechnical Report .........................
3.2 Drive Approach ...........................................
SECTION 4 — PEDESTRIAN AND BICYCLE FACILITY DESIGN 46
4.1 Geometric Standards................................................................
4.1.1 Sidewalk Easements.......................................................
4.2 Mobility Plan Component.........................................................
4.3 Accessibility Standards .............................................................
4.4 Intersections............................................................................
4.4.1 Curb Ramps...................................................................
4.4.2 Bike Lanes......................................................................
4.5 Pedestrian TIA Requirements....................................................
4.6 Signage and Pavement Markings ...............................................
4.7 Amenities................................................................................
4.7.1 Bicycle Parking...............................................................
4.7.2 Sidewalk on Bridges.......................................................
4.7.3 Sidewalks on Drainage Crossings ....................................
4.7.4 Sidewalks Adjacent to Screen Walls ................................
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OVERVIEW
The purpose of this Manual is to provide minimum guidelines for the design and construction of
transportation infrastructure within the City of Cibolo, Texas. The goal is to create safer, more livable
places that are consistent with their social, environmental, and economic values.
Complete streets are transportation facilities that are planned, designed, operated, and maintained to
provide safe mobility for all users, including bicyclists, pedestrians, transit vehicles, truckers, and motorist,
appropriate to the function and context of the facility.
The criteria established in this Manual have been developed from a review of various TxDOT and
American Association of State Highway and Transportation Officials (AASHTO) publications, the City of
Cibolo Comprehensive Master Plan, and other City Transportation Manuals from various cities in the
surrounding area, regulatory requirements, and other City of Cibolo offices which oversee the design,
construction, and maintenance of public transportation infrastructure.
This Manual is not intended to be a complete design criteria for all circumstances and conditions. Other
design criteria may be warranted from applicable resources. The Federal Government, the State of
Texas, Guadalupe County, and other related organizations and resources shall be consulted for
additional criteria as may be deemed necessary.
This Manual is to be used by design engineers in the City of Cibolo Engineering Department, consulting
engineers employed by the City and engineers of subdivisions and land development infrastructure
projects proposed for construction and acceptance by the City within the City and within its extraterritorial
jurisdictions. The criteria established in this Design Criteria Manual provide basic guidance. However, full
responsibility and liability for proper design remains with the design engineer. Users of this Manual should
be knowledgeable and experienced in the theory and application of transportation engineering. The City
Engineer or his designated representative must approve any deviation from criteria established in this
Manual.
Along with this Design Criteria Manual, the Cibolo Unified Development Code (UDC) shall be consulted
for additional guidance. The criteria established in this Manual do not supersede the policies contained in
the UDC. Any revision to the UDC supersedes the criteria in this Manual.
1. Street Design
The user should be aware of and utilize the City of Cibolo Unified Development Code Article
18 - Transportation in conjunction with this Manual.
1.1 Street Classification
The City of Cibolo Unified Development Code (UDC) provides definitions for the street
classifications. These street classifications apply to developments and/or street
improvements within the City of Cibolo and are to be used for design purposes. These
classifications are established based upon expected fully developed traffic volumes.
a. Alley
An alley (residential or commercial) is a private street designed to provide access to the
rear of or side of a lot including solid waste and fire access. Alleys are required for all
residential lots fronting on a residential street prohibiting on street parking, on commercial
mixed use collector streets, and in nonresidential zoning districts where necessary to
provide for adequate access for service vehicles, off-street loading or unloading, access
for emergency vehicles, fire access or similar reasons consistent
with the intent of the UDC.
All alleys shall have at least two (2) direct access point to public streets and are
subject to the block length criteria included in this manual.
b. Flag Drive
A flag drive is a private road within a private access easement, which may serve up to 3
residential dwelling units. Flag drives shall have direct access to a public street other
than an alley, however shall not provide direct access to an arterial street.
c. Residential Street
A residential street is a public street associated with residential development within an
urban environment. The residential street may require parking or prohibit parking
dependent on use. Alleys will be required for residential streets prohibiting on street
parking. Alleys are permitted for residential streets requiring on street parking.
d. Rural Street
A rural street is a street which serves no more than 20 single family residential lots.
e. Cul-De-Sac/Knuckle
A Cul -De -Sac is a dead end street that has a fire accessible turn around at the end of the
street. A Half
Cul -De -Sac, or Knuckle, is a street bend at 90 +/- 5 degrees for residential and collector
streets.
f. Collector
A collector street is a street that collects associated traffic from residential and rural
streets,
commercial, streets, or industrial streets as designated on the City Master Thoroughfare
Plan or as designated by the City Engineer. Collector streets can have residential,
commercial, industrial, or mixed uses.
g. Arterial
Arterial streets are streets that serve major routes into and through the City of Cibolo.
Arterial streets are shown on the City Master Thoroughfare Plan or as designated by the
City Engineer. These street types are to have limited access as defined in the access
management section of the manual.
h. Freeway
Freeways are streets that intend to move traffic through and around the City. Two
examples are IH 35 and IH 10. These street types are to have limited access as defined in
the access management section of the manual.
1.2 City of Cibolo Mobility Plan
The City of Cibolo Master Thoroughfare Plan should be reviewed relative to any proposed
development. Refer to the following link to the City of Cibolo Website:
Cibolo. TX - Official Website
It should be noted that the City of Cibolo Master Thoroughfare Plan is a living
document and is periodically updated to reflect the changes in the characteristics of
anticipated traffic flow within the City.
1.3 Geometric Standards
1.3.1 Section Standards
Street section standards are provided in this section of the manual. Options
are provided for residential, collector, and arterial streets dependent upon
treatment utilization within the street section. Besides defined lanes, other
treatments that can be utilized within the street sections include on street
parking, bike lanes, multi -use paths, and transit facilities. The intent is to
provide options in order to develop a "complete street" and "context sensitive"
design. Table 1.3.1 provides the street standards including options. Right of
Way requirements may vary at intersections based upon turning movement
requirements.
Minimum and maximum street grades are also shown on Table 1.3.1. In
general street grades shall follow the natural contour of the property and be
below the existing grade so that the parkway drains towards the street.
Excessive cuts and fills solely for the purpose of balancing earthwork are not
permitted.
TABLE 1.3.1 GEOMETRIC STREET STANDARDS
a) Alleys and Rural Residential are edge of pavement to edge of pavement
b) Curb to curb width may be reduced if surmountable curbs are utilized.
Min.
Min.
Min.
Min. Horiz.
Sidew
Numb
Required
Design
Center
Min.
Max.
Roadway
erof
R.O.W.
Pavemen
Drainage
Speed
Line
Curve
Grade
Grade
Parking
alk
Classification
Width
tWidth
Separation
Width
Lanes
(tt)
(tt)
Easement
(MPH)
R(ftl s
(ft)
(%)
(%)
(ft)
ey
1
24
15
0
15
100
0
0.5
8
Prohibited
N/A
Relsidential
Alley
1
30
20
0
15
100
0
0.5
8
Prohibited
N/A
Commercial
Residential
2
50
32
0
30
200
0
0.5
10
2 sides
5
(Urban)
Residential
2
50
26
10
30
200
0
0.5
10
Prohibited
N/A
(Rural)
Minor
2
70
40
0
35
400
100
0.5
7
Permitted
6
Collector
Major
2-4
80
40-60
0
35
600
100
0.5
7
Prohibited
6
Collector
Parkway
2
50
30
0
40
600
100
0.5
7
Prohibited
6
Minor Arterial
4
86
44-80
0
40
600
100
0.5
7
Prohibited
6
Major Arterial
4-6
108
8o
0
45
800
100
0.5
7
Prohibited
6
a) Alleys and Rural Residential are edge of pavement to edge of pavement
b) Curb to curb width may be reduced if surmountable curbs are utilized.
c) Width dependent upon whether a striped continuous left turn lane is used or a raised
median
d) Number of travel lanes dependent upon TIA and/or City Engineer recommendations
e) Minimum center line radius based upon cross slope of minus two percent (-2%)(No super
elevation)
f) Parking permitted for residential collector only.
g) (8) See Table x for additional right-of-way requirements at intersections with turn
lanes.
OPTIONS FOR COMPLETE STREETS AND CONTEXT SENSITIVE:
Within the geometric standards are options that relate to developing a complete street that
accounts for all transportation facilities within the context of the associate area. Connectivity and
context sensitive solutions are essential to meeting the goals of the standards. Typical options are
shown in the following as well as typical street sections.
BIKE LANES — Bike lanes shall be 6 feet wide unless otherwise approved by the City Engineer. Bike
lanes shall be provided according to the Pedestrian and Bike Lane component of the Mobility Plan or
as required by the City of Cibolo for connectivity to other facilities.
OFF STREET MULTI -USE PATH — Some development areas will warrant the use of off street multi-
use paths for pedestrian and bicycle traffic connectivity to other facilities as identified by the City of
Cibolo. Multi -use paths shall be 10 feet wide unless otherwise approved by the City of Cibolo Engineer.
MEDIAN VS. CONTINOUS LEFT TURN LANE — Selection of a median or continuous left turn lane
shall be based upon the TIA, connectivity, adjacent uses, and other factors required by the City
Engineer. Medians shall be 24 feet back of curb to back of curb. Continuous left turn lanes shall be
14 feet wide.
MODIFICATIONS TO STANDARDS — Modifications to the standards in some instances may have
to be considered based upon context sensitive use. An example of context sensitive use which may
require the standards to be modified is a roadway corridor restriction that creates limitations that
cannot be altered. An example of a roadway corridor restrictions would be existing infrastructure
and/or buildings that must remain. Another example is infill development. Modifications to the
standards based upon context sensitive use shall be at the sole discretion of the City Engineer.
The complete street design is based upon using the above options in conjunction with the
other geometric features of the street in order to accommodate adjacent uses and promote
connectivity. During the Pre- Development meeting and/or the TIA review meeting options for
Collectors and Arterials for development shall be designated.
The following figures highlight the options for Collector and Arterial Streets:
4 5' T 9' 9 ]' 5' 4
S�doaalk Parking Wnc Opve lane cave ane P2tk,ng Wne Sidewalk
Figure 1.3.1.1, Common PlaceTypes along Local, Urban Roadways - Compact Residential, Community Residential
tr 2' n' tr 2 12'
Planting strip Drive lane I Drive lane R Planting strip
Figure 1.3.1.2, Common PlaceTypes along Local, Rural Roadways - Estate Residential, Rural Residential/ Agricultural
Community Residential
1.3.2 Compound and Reverse Curve Standards
Compound curves shall not be permitted unless approved by the Director of Public
Works. Reverse curves should be avoided. If a reversal of direction is needed, the
curves should be separated by at least one hundred (100') feet of tangent.
Transitional curves may be used where comfort and safety of the motorist will be
enhanced. Where a horizontal curve is used in combination with a vertical curve,
adequate sight distance must be provided, and the horizontal curvature should be
introduced on the upgrade of a "crest" vertical curve.
1.3.3 Superelevation
When superelevation is used, the maximum allowable rate of superelevation for
roadways is 2.0%. Superelevation must be designed consistent with the guidelines
in AASHTO's current edition of A Policy on Geometric Design of Highways and
Streets. City Engineer may waive this requirement, up to 4.0% superelevation,
when justified by topography or other site-specific features. At any location that the
typical crowned crown cross section cannot be provided, the pavement
superelevation shall be 2.0% from the opposite curb to any required drainage
openings.
1.3.4 Inverted Crown
Inverted Crowns are not allowed in public rights-of-way. The City Engineer may
waive this requirement where the inverted crown is used in conjunction with a
center median being used for an earthen channel or other natural stormwater
facility.
1.3.5 Vertical Curve Standards
Vertical curves are required when two street grades intersect at a point of vertical
intersection greater than 1 percent. Minimum vertical lengths for both crests or sags
shall be defined by the design speed for the street and the associated stopping
sight distance and minimum K value. Table 1.3.2.1. shows the minimum K value for
various design speeds.
TABLE 1.3.2.1 MIMIMUM `K' VALUES FOR VERTICAL CURVES
Design Speed
(MPH)
Stopping
Sight Distance
(Ft)
Crest Vertical
Curve
(K min)
SAG Vertical
Curve
(K min)
30
200
19
37
35
250
29
49
40
305
44
64
45
360
61
79
L = KA L = Vertical Curve Length
A = Algebraic Difference in Grade
a) No vertical curve required for "A" equal to or less than I%
b) Minimum spacing between successive vertical curves shall be 50 feet for residential and 100
feet for collectors and arterials
c) Unless otherwise approved by the City Engineer, resultant vertical curve grade shall be no less
than 0.3 percent
d) (0.3%) for concrete pavement and no less than 0.5 percent (0.5%) for asphalt pavement.
e) For drainage purposes, 50 foot vertical curves are required when "A" is greater than 1 % and
less than or equal to 1.2%. Otherwise minimum vertical curve length is 100 feet.
f) Stopping sight distances and K values are from AASHTO Geometric Design of Highways and
Streets
1.3.6 Cul-de-sac Standards
a. Cul-de-sacs
Maximum length of a Cul-de-sac shall be 600 feet measured from the centerline of
the intersecting street to the Cul-de-sac radius point and perpendicular to the
intersecting street centerline. Minimum length of a Cul-de-sac shall meet Fire Code
requirements. Residential Cul- de -sacs shall not have more than 29 residential lots.
The center radius of the Cul-de-sac shall be a minimum of 50 feet for residential
developments and 60 foot for commercial and industrial developments measured
from the center point to the face of curb or edge of pavement where there is no curb.
The Cul-de-sac return radius shall be 30 foot. Cul-de-sac minimum street grades
shall be as shown on Figure 1.3.3.1 for downward gradient and as shown on Figure
1.3.3.2 for upward gradient.
b. Offset Cul-de-sacs
Offset Cul-de-sacs shall have the same radius and return radius as the standard Cul-
de-sac. The length of the offset Cul-de-sac shall be measured from the centerline of
the intersecting street to the Cul-de-sac radius point, perpendicular to the
intersecting street centerline.
c. Temporary Turn -Around
A temporary turn -around shall be limited to approved phase developments where the
street will be extended in the future. A temporary turn -around shall meet the
requirements of a standard Cul-de-sac for radius and return radius size. The length of
street associated with the turn -around shall not be any greater than 600 feet nor less
than Fire Code requirements. If the length of street will be greater than 600 feet then
the next block length of street and intersecting streets shall be constructed in order to.
provide looped traffic flow for emergency vehicles. The turn -around section shall be
constructed to the same structural section as the street section less curb and gutter
requirements unless drainage requirements warrant curb and gutter.
Figure 1.3.3.1, Downward Gradient, Cul -de -Sac, Minimum Slopes
Figure 1.3.3.2, Upward Gradient, Cul -de -Sac, Minimum Slopes
1.3.7 Ride Quality
Ride quality is an essential part of maintaining anticipated traffic flow patterns for
street design. If the ride quality is poor, traffic flow patterns can be impacted causing
unnecessary traffic congestion or unsafe conditions. As a part of public street design,
ride quality shall be incorporated into the technical specifications and general notes
for the street improvements. Testing for ride quality shall be in accordance with
TOOT Item 585 Ride Quality for Pavement Surfaces. Surface Test Type A shall be
used for short in -fill street improvements (typically less than a 1,000 continuous feet)
as required by the City Engineer. Surface Test Type B shall be used for long street
improvements (typically greater than or equal to 1,000 continuous feet) and/ or new
subdivision street improvements as required by the City Engineer. The engineer of
record will need to address this item at the pre -development meeting and at the pre -
construction meeting for the project.
1.3.8 Clear Zone
A clear zone shall be provided for all streets in accordance with AASHTO's current
edition of Roadside Design Guide. In general, a minimum clear zone of 4 feet shall be
provided from the face of curb on tangent sections and a minimum clear zone of 6
feet shall be provided from the face of curb on curved sections. For roads without
curbs,, a minimum clear zone of 7' is required for local streets and 10' for collectors.
Where clear zone requirements cannot be met, a guardrail or other type of barrier
shall be required. Horizontal clearance for 1.5 feet behind the face of curb shall be
provided for all streets.
1.3.9 Vertical Clearance
No point within pavement surface area shall have a vertical clearance less than 15.5 -
feet from any bridge, structure, and utility. The vertical clearance for trees shall be
15.5 -feet from all vehicular pavement plus a minimum of 5 feet behind back of curb.
1.4 Intersections
Three components of intersections are addressed in this section of the manual; intersection
geometry, visibility standards, and turning movement standards. These standards are to work
in concert with the TIA requirements of this manual. Additionally, the Pedestrian and Bicycle
Facility Design, Transit Facility Design and the City of Cibolo Standard drawings for
accessibility should be reviewed for additional
design requirements.
1.4.1 Intersection Geometry
Street intersections should be designed to be perpendicular. Table 1.4.1.1 provides
tolerances that are acceptable for types of intersections based upon street
classification. All streets as far as practical shall be aligned with any existing streets by
continuation of the centerline 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 residential streets and two hundred (200) feet between the
centerline of collector streets one hundred fifty (150) feet between the centerlines of
residential streets and two hundred (200) feet between the centerline of collector
streets.
Table 1.4.1.1 also provides required right-of-way corner clip requirements and curb return radius
requirements for intersections. These standards provide minimum vision clearance areas without
consideration to stopping sight distance. Additional sight clearance evaluation should be performed
as necessary according to Section 1.4.2.
Table 1.4.1.1, Intersection Geometry
Type
Intersection
Angle (Degrees)
90+/-15
Right of Way
Corner Clip
5 feet
Curb Return
Radius
Alley/Alley
10 feet
Alley/Residential
90+/-10
5 feet
10 feet
Alley/Collector
90+/-10
5 feet
20 feet
Flag Drive/Residential
90+/-15
5 feet
10 feet
Flag Drive/Collector
90+/_10
5 feet
20 feet
Residential/Residential
90+/-10
10 feet
20 feet
Residential/Collector
90+/-10
15 feet
20 feet
Residential/Arterial
90+/-5
15 feet
30 feet
Collector/Collector
90+/-5
15 feet
30 feet
Collector/Arterial
90+/-5
20 feet
30 feet
Arterial/Arterial
90+/_5
30 feet
30 feet
a) Fences must provide a 5 -foot corner clip adjacent to driveways
b) Curb Return Radius is for single lane design. Multi -lane and special considerations
for truck turning radius requires turn radius analysis as required by the City Engineer.
R. 0. W CORNER CLQ
BACK OF
0
W
PC
ti
Z
Figure 1.4.1.1, Minimum Vision Clearance
SION CLEARANCE
1.4.2 Visibility Standards
Table 1.4.2.1 and Figure 1.4.2.1 shall be used to evaluate the unobstructed view for
motorist for the intersection design and are based upon the design speed outside of
the intersection. Design speeds are based upon the street classification unless
otherwise approved by the City of Cibolo Engineer. The values shown in the table
are minimum standards. Within the sight line area, no obstruction shall be allowed
that will obstruct the view of motorist. A sight visibility easement shall be dedicated
to protect and maintain sight visibility.
TABLE 1.4.2.1 SIGHT VISIBILITY
CURB
Design Speed (MPH)
Intersection Sight
Distance Near Side Ft
Intersection Sight Distance Far
Side (Ft)
30
290
335
35
335
390
40
385
445
45
430
500
NEAR SIDE
SIGHT DISTANCE
NOW CORNER CUP
POINT cuNa
FAR SIDE SIGHT DISTANCE
M MRR RENRM M 15
MM. YMIG6VFR IS WIAN
Figure 1.4.2.1, Visibility Standards
a) Table 1.4.2.1 is based upon passenger car right turn and left turn from stop. Where truck
traffic warrants additional sight distance, refer to ASHTO Geometric Design of Highways and
Streets for Single -unit truck and combination truck design requirements, Case B1 and Case
B2.
b) Refer to ASHTO Geometric Design of Highways and Streets for multi -lane considerations and
other design considerations that may apply for Cases "A" through "F".
c) 3. Lines of sight distance at all intersections shall be clear at an elevation between 2 feet
and 9 feet above the nearest gutter elevation. Public utility and signal poles are an
exception to the clearance requirements.
1.4.3 Turn Lane Standards
Turning movement requirements shall be based upon an approved TIA, and/or the
requirements of the City of Cibolo Engineer, and the figures and tables within this
section. When a
turn lane movement is required, Table 1.4.3.1 and Figures 1.4.3.1 and 1.4.3.2 shall
be used as a minimum for the turn lane geometry. Additional consideration shall be
given for unique traffic movement such as excessive tractor trailer utilization,
extended length transport vehicle movement, etc. See Section 1.4.4 for additional
geometry standards for Collectors and Arterials.
TABLE 1.4.3.1 MIMIMUM TURN LANE GEOMETRY LEFT
TURN LANE
Intersection Type
Lane
Width
(Ft)
Min
Storage
(Ft)
Min
Taper
(Ft)
Additional( )
R.O.W. Req'd
(Ft)
Residential Collector
11
60
100
15
Commercial/Industrial
Collector
11
150
100
15
Arterial (4 Lane)
11
150
100
15
Arterial (6 Lane)
11
200
100
15
RIGHT TURN LANE
Intersection Type
Lane
Width
Ft
Min
Storage
(Ft)
Min
Taper
(Ft)
Additional
R.O.W. Req'd
Ft
Residential Collector
11
100
100
15
Commercial/Industrial
Collector
11
150
150
15
Arterial (4 Lane)
11
150
200
15
Arterial (6 Lane)
11
200
200
15
a) Required turn lane storage may be greater dependent upon the Traffic Impact Analysis
b) The Pedestrian Path shall be taken into account for access across the median by utilizing a leave
out or ramp in accordance with accessibility standards described in this manual.
c) Cross slope of median openings or turn bays shall not be more than 2 percent or less than 1
percent.
d) On TxDOT Roadways TxDOT standards shall supersede City of Cibolo Standards.
e) Taper Radius shall be 200 feet minimum.
f) Additional right-of-way required per turn lane bay.
TAPER STORAGE MIN
LENGTH —1-- LENGTH— 60 FEET
LANE WIDTH
iAP£R RADIUS
Figure 1.4.3.1, Left Turn Lane
C
-4
CURB LINE TAPER RADIUS
LANE WIDTH
TAPER STORAGE
LENGTH LENGTH
Figure 1.4.3.2, Right Turn Lane
1.4.4 Deceleration Lane
Deceleration lanes are required at any site access point when projected turning
movements are 50 vehicles or more per hour, as described in Section 4.2.3. Deceleration.
lanes are also required at all non-residential and multi -family driveways located on
Arterial and Collector thoroughfares with only one single lane in the direction of travel,
except where precluded by the proximity of a roundabout.
a) All deceleration lane storage areas shall be eleven feet (11') wide.
b) In locations where there will be less than ten feet (10') of ROW adjacent to the
deceleration lane, a street easement shall be dedicated such that the combination of
ROW and street easement extends at least ten feet (10') from the back of curb of the
deceleration lane. Street easements shall extend along the street a minimum of forty
feet (40') beyond the far edge of the driveway to allow for utility connections.
c) Minimum storage length is 100 feet. Storage requirements may increase based upon
actual and projected traffic demands.
d) Minimum taper length is 100 feet.
e) The radii at the beginning and end of the taper section shall be a minimum of 280 feet.
f) Where several successive driveways require exclusive deceleration lanes, and the
driveway spacing is not adequate to avoid encroachment of the right turn lane on
another driveway, a continuous right turn lane shall be used.
g) A minimum tangent section of thirty feet (30') shall be provided between the preceding
driveway or cross street curb return and the taper of deceleration lane.
h) A tangent section is not required when a deceleration lane is immediately downstream
from an intersecting Arterial or Collector thoroughfare.
i) Permitting for access points on TxDOT is at the discretion of TxDOT officials.
Requirement for deceleration lanes for driveways located on TxDOT roadways may be
waived if City receives notice from TxDOT that deceleration lane is not required.
1.4.5 Intersection Diagram for Collectors and Arterials
Figure 1.4.4.1 provides median location details and specific turn lane radius requirements.
Also refer to median details shown in the City of Cibolo Standard drawings
A
URB LINE (TYP)
Ar ARTERIAL OR
Ir COLLECTOR
HOOD'
RICHT TURN
SEE NOTE 2 ARTERIAL OR
COLLECTOR
Figure 1.4.4.1, Intersection Detail
a) For collector and arterial streets A = 15 feet minimum.
b) Depending upon traffic flow requirements the right turn may require a hooded right
turn
1.4.6 Intersection Spacing/ Maximum Block Length
Table 1.4.5.1, Min. Intersection Spacing
* 100 -foot minimum to the first intersection for entrances to subdivisions off of an arterial where
lots back up to the arterial. This is measured between right of way lines.
Table 1.4.5.2, Max Block Lengths
Single family/duplex Residential, Multi Family,
Commercial/Retail, Industrial
1200feet
a) Lot width is measured at the right of way line
b) Block length is measured between right of way lines and on both sides of the street
Alley
Flag Drive
Residential
Collector
Arterial
Alley
100 feet
N/A
100 feet
100 feet
N/A
Flag drive
N/A
N/A
75 feet
75 feet
N/A
Residential
100 feet
75 feet
*200 feet
*200 feet
400 feet
Collector
100 feet
75 feet
*200 feet
*200 feet
400 feet
Arterial
N/A
N/A
400 feet
400 feet
1200
feet
* 100 -foot minimum to the first intersection for entrances to subdivisions off of an arterial where
lots back up to the arterial. This is measured between right of way lines.
Table 1.4.5.2, Max Block Lengths
Single family/duplex Residential, Multi Family,
Commercial/Retail, Industrial
1200feet
a) Lot width is measured at the right of way line
b) Block length is measured between right of way lines and on both sides of the street
i
EJ
Is
c) Alley or Flag Drive intersections are not considered in block length calculations
d) Max Block Length does not apply to blocks that backup to developed properties where
redevelopment is not expected in the near term, floodplains, railroads or freeways without
frontage roads
d
d
MENNEN = MENNEN on on
Figure 1.4.5.1, Block Length Measurements
1.4.7 Median Openings
Median openings for collectors and arterials shall be as designated by the City
Engineer. Median opening allowance first shall consider the safety and effective flow
of traffic within the collector or arterial street, then secondarily the effective
movement of traffic to and from the development. Whether a median opening is
allowed will be solely up to the City Transportation Engineer. The width of a median
opening shall be 60 feet unless otherwise designated by the City Transportation
Engineer. Median openings shall center on the intersecting drive. Median opening
noses shall be as shown on the City of Cibolo Standard drawings.
1.4.8 Roundabouts
Roundabouts are circular intersections that create counterclockwise traffic
movements around a central island with entering traffic yielding to circulating traffic.
Every roundabout is unique but usually contain the following features shown on
Figure 1.4.7.1 and Figure 1.4.7.2:
Central Island — The central island is the raised area in the center of the
roundabout around which traffic circulates.
Splitter Island —The splitter island is a raised or painted area on an approach used
to separate entering traffic from exiting traffic, to deflect and slow entering traffic,
and to allow pedestrians to cross the road in two stages.
Circulatory Roadway — The circulatory roadway is the roadway that follows the traffic
path adjacent to the Central Island. Flow of traffic in the circulatory roadway is
counterclockwise. Apron — An apron is the traversable portion of the central island
adjacent to the circulatory roadway that may be needed to accommodate the wheel
tracking of longer vehicles. The curb line is surmountable and the apron is typically
reinforced stamped colored concrete.
Entrance Lane — The entrance lane is the point of entry from connecting roadways to
the circulatory roadway. Entrance lane traffic must yield to circulatory roadway traffic
coming from the left.
Accessible Pedestrian Crossing — In general, pedestrian crossings at roundabouts
are discourage unless otherwise approved by the City Engineer. If pedestrian crossings
are allowed, the crossing will use a two-step approach utilizing a splitter island. The
crossing shall be setback from the entrance line and utilize an opening in the splitter
island. The crossing must meet accessibility standards.
Landscaping Strip — A landscaping strip between the back of curb and the
sidewalk shall be provided. The landscaping strip shall include a two -foot -wide
colored stamped reinforced concrete mow strip adjacent to the curb and a six
feet minimum wide landscape strip. The curb and gutter within the roundabout
shall be surmountable.
I I
I I
I I
I � I
I I
LANDSCAPE
STRIP (i1PJ _ i
mil \
D
\l \
\\ -/
SPCITIER
ISLAND
ACCE55181E I 1
PmESMIAN
CROSSING (W)
Ilf
//
CIRCULATORY
ROADWAY
11_APRON
7RAL
ISLAND
o
�M -
LM£ (TYP)
CURB LINE
(np)
Figure 1.4.7.1 Four Lane Roundabout
Figure 1.4.7.2 Two Lane Roundabout
1.4.8.1 Roundabout Design
The design of a roundabout is an iterative process taking into account multiple objectives
and design elements including safety, operations, cost, uses, right of way, traffic volumes
and other such items. Normally each roundabout will be unique in some way so a
standard roundabout is not included in the manual. Also the various analysis and design
considerations are beyond the scope of this manual. The resources shown in this section
should be used when designing a roundabout. In addition to the resources shown, the
roundabout design shall include the following design review process with the City
Engineer and City Staff.
1. Have a Pre -Development meeting on the project which will include a separate
meeting with the City Engineer for proposed roundabout design considerations.
2. Have a Traffic Impact Analysis review meeting with City Engineer. See section on
TIA requirements.
3. Develop Preliminary layout of roundabout considering TIA and Pre -
Development meetings.
4. Preliminary Design review meeting with City Engineer.
5. Develop roundabout design based up comments from the City Engineer.
6. Submit roundabout design through the Development Review Process
(DRC). Resources:
• National Cooperative Highway Research Program Report (NCHRP) 672
Roundabouts: An Information Guide, Second Edition
https://nacto.org/docs/usdq/nchrprpt672.pdf
• Federal Highway Administration Roundabouts, An Information Guide
https://www.fhwa. d ot. gov/publications/research/safety/00067/00067. pdf
• Federal Highway Administration Roundabouts, An Information Guide
https://safety.fhwa. dot. gov/intersection/innovative/roundabouts/fhwasa 10
006/fhwasa 10006. pdf
• Another helpful resource is the Kansas DOT guideline for roundabouts.
https://www. ksdot. oro/Assets/wwwksdotorg/bureaus/bu rtrafficeng/Rou ndabo
uts/Roundabout Guide/KansasRoundaboutGuideSecondEdition.pdf
1.4.9 ROW Flares at Intersections
ROW flares at intersections shall be required to accommodate left and right turn lanes
for any intersection with divided and undivided collectors and arterials. In addition,
ROW flares at arterial intersections shall accommodate dual left turn lanes. ROW
flares at all other intersections shall accommodate a single left turn lane with 12'
additional ROW. ROW tapers shall occur with respect to left and right turn lane tapers
and median widening (if applicable) as shown in Figure below.
LEFT TURN LEFT TURN
STORAGE 1 TAPER
M=
1.5 Traffic Calming
a. Traffic calming devices are permitted and required only on residential and residential collector
streets.Traffic calming devices are required at a minimum of two block intervals (generally 1200
foot maximum spacing) but no less than 200 feet apart on residential streets and residential
collector streets.
b. Appropriate signage and pavement markings are to be provided along with all traffic calming
devices and are not necessarily included in the figures below.
c. Additional right of way may need to be dedicated in order to accomplish traffic
calming.
MEDIAN RADIUS = 13' WITH
2' REINFORCED PATTERN
CONCRETE RAISED MEDIAD! EDGE
SIDEWALK/ 15' SIDEWALK
CK TO ACK
tCONCRETE RAISED MEDIAN
MIN P' WInF IC 20' LONG
IS' LANDSCAPED, PATTERNED
BALK TO BALK CONCRETE
Figure 1.5.1, Traffic Circle
PLAN VIEW
SIDEWALK
10' 10'
2 7.12
3•
J
Figure 1.5.2, Raised Crosswalks
Figure 1.5.3, Neck Downs
9—ft Minimum RAISED NJRE
CENTEREDD 0 ST
R20'
+9—ft Minimum
R20'
1.5.4. Mid Block Median
CONCRETE
PATTERNE
AND COLO
IP/RAP
& COLORED
D SURMOUNTABLE
a) Mid Block Medians shall be no longer than two lots
b) On street sections where driveways are permitted, the location and length of a midblock median
shall be such that full driveway access is provided for at least one driveway on each lot
c) Transition back to normal street section at 1 foot of width to 5 feet of length
PATTERNED CONCRETE
RAISED INTERSECTION SHALL HAVE
A MIN 0.5% SLOPE FOR DRAINAGE
CROSS WALK SHALL BE INCORPORATED
INTO THE RAISED INTERSECTION
Figure 1.5.5, Raised Intersection Plan View
20'
PAVERS OR
PATTERNED CONCRETE
14' 14'
5' 5'
CROSSWALK CROSSWALK
Figure 1.5.6, Raised Intersection Profile View
1.6 On Street Parking
On street parking is permitted for residential streets and residential collector streets. On street
parking for proposed commercial/industrial collectors or arterials is not allowed. Where on street
parking is designated, 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. When determining the required off street parking for multi -family
development, the on street parking shall not be considered in the required amount of parking
needed for the development.
Figures 1.6.1 through 1.6.5 show the acceptable parking configurations for on street parking.
2'
PARKINGI SPACE I 19')K
Figure 1.6.1, Parallel Parking
When permitted, the minimum parking space may be 8 -feet in width for residential streets and residential
collectors.
f-18-�
k�
Figure 1.6.2, 30 Degree Angle
--1 13' �-
Figure 1.6.3, 45 Degree Angle
--1 10' r--
20.1'
18'**
�y 9
Figure 1.6.4, 60 Degree Angle
** Wheel stops will be required to prevent vehicle overhang into adjacent property, right -of- way,
structures, landscaping or sidewalk.
I 9
Figure 1.6.5, 90 Degree Angle
** Wheel stops will be required to prevent vehicle overhang into adjacent property, right-of-way,
structures, landscaping or sidewalk.
a) Parking spaces may be reduced to 1.6.5 -feet in length if overhang is allowed.
b) All standard parking space striping shall be white in color.
c) All handicap parking spaces shall be installed in accordance with the City of Cibolo standard
details.
1.7 Street Stubs
Street Stubs, as required for external connections in UDC chapter 7.2(E), shall be provided to
connect to future subdivision on adjacent tracts as follows:
a. The length of the street stub shall not exceed the depth of the adjacent lot or
length as allowed by fire code.
b. A residential stub street shall also have a 24"x30" sign prominently posted at its
terminus with black letters on a white background that state, "NOTICE — This
street will be extended as part of a future development."
1.8 Signage and Pavement Markings
Signage and pavement markings shall be as shown on the City of Cibolo Marking &
Signage Drawings and in accordance with the Manual of Uniform Traffic Control Devices.
1.9 Guidelines for Perimeter Street Improvements
1.9.1 Summary
These are guidelines for perimeter street improvement requirements for proposed
developments under the Roadway Impact Fee Ordinance. These guidelines are
intended to be general in nature, and in the event that these guidelines conflict with
provisions of the Cibolo Unified Development Code ("UDC") or the Roadway Impact
Fee Ordinance No. 2016-189 (the "Ordinance"), the provisions in the UDC and
Ordinance will prevail over these guidelines.
1.9.2 Guidelines
Level of Service for any proposed development that would generate enough traffic to
reduce the Level of Service below LOS D5 o n an affected street, the development will
be required to construct street capacity enhancements proportionate t o the
development's impact. The Cibolo Unified Development Code c u r r e n t l y has a
requirement for developments that generate 1,000 vehicle trips per day or 100 trips in
a peak hour to submit a traffic study. Developments with this requirement will be
required to evaluate the Level of Service for all affected streets to determine the
development's impact. If a development does not generate enough traffic to require a
traffic study, then the existing traffic counts plus estimated trips from the current
Trip Generation Manual will be used to determine the LOS impact. LOS is to be
determined by the proposed development, with verification by the City Engineer.
1.9.3 Safety
1.9.3.1 Adjacencies
For any proposed development that is adjacent to an affected perimeter street
where the pavement width is less than 22 feet in width, the development will
be required to widen the street to at least 25 feet in width (with a 2 in.
minimum Type C asphaltic concrete overlay for asphalt pavements and
without an overlay for concrete pavements) with appropriate transitions to the
existing pavement; or
1.9.3.2 OCI
If the adjacent affected perimeter street has a pavement width that is less
than 22 feet wide and has an Overall Condition Index (OCI) of below 40, and
the street is not scheduled to be reconstructed by the City's current Capital
Improvements Program, then the development will be required to reconstruct
the entire 25 foot. width of the perimeter street to current City standards, which
includes curb and gutter, in the ultimate location with appropriate transitions
to the existing pavement. If the development is located adjacent to an
affected perimeter street that would, in the City Engineer's opinion and
discretion, be sufficient with reconstruction of a 24 foot width with no curb and
gutter, then the development may be allowed to pursue this alternative
standard
1.9.3.3 Adjacent Curb and Gutter Improvements
For any proposed development that has an affected perimeter street which is
improved to City standards with curb and gutter across from or
immediately adjacent to the development, the development is required to
construct the perimeter street improvements according to Article 18 of the
Cibolo Unified Development Code by adding curb and gutter improvements
and a maximum of 25 feet. width of additional
1.9.3.4 Alternate and Interim Roadway Sections
The City Engineer may allow an alternate or interim pavement section
(including pavement type, width and thickness), based on the anticipated
schedule for reconstruction of a roadway section, differences between
existing and future roadway elevations, and other design factors applicable to
the Perimeter Street segment.
1.9.4 City Participation
The City reserves the right to participate in the costs of improving the remainder of a
perimeter street, if applicable, within its discretion, in accordance with the law, and in the
event that adequate funding exists for such contribution.
1.9.5 Credits
Pursuant to Ordinance No. 2016-189, Section 14, the City may credit the contribution
of land, improvements or funding for construction of any System Facility (collector street
and above), required or agreed to by the City, toward the Roadway Impact Fees due
for a development. Such credits are limited to the provisions of said Section 14 and
the following guidelines:
1.9.5.1 For Right -of -Way
Right-of-way will be credited, at the Cibolo County Appraisal District appraised value
prior to the beginning of the development process for the property, for only the
area of right-of-way provided beyond the current maintained right-of-way limits
and excluding right-of-way required for any development site -related
improvements.
1.9.5.2 For Street Construction
Construction value will be credited at the total cost of the construction of the
roadway and related appurtenances, based on competitive bids and less sidewalks
and development site -related roadway or facility improvement, e.g., turn -lanes,
acceleration/ deceleration lanes, etc. serving the development. The construction
costs for the System Facilities must also be comparable to the costs of roadway
improvements within the development and agreed on by the City Engineer. System
Facilities may include perimeter or off-site roadway improvements.
1.9.5.3 Development Agreements Required
Any Credits allowed against Roadway Impact Fees for a development are to be
included in a Development Agreement between the developer and City, with
identification of "... the basis for and the method for computing and the amount
of the Credit due and any reduction in Credits attributable to consumption of road
capacity for developed lots or tracts served by the Roadway Capital
Improvements." City participation in the costs of Perimeter Street Paving
improvements requires approval of a Development Agreement between the
developer and City by the City Council.
1.9.6 Appeal
An appeal to the City Council of City staffs determination of requirements for
Perimeter Street Paving, and related off- site roadway improvements may be filed by
a property owner or the permit applicant, in accordance with the Cibolo Unified
Development Code. An appeal of City Staffs determination of Credits may be filed
by the property owner or applicant in accordance with the Cibolo Unified
Development Code.
1.9.7 Perimeter Street Transition
Table 1.9.7.1, Pavement Transition Lengths
Type of Street
Length of Transition Per offset
distance (ratio)
Neighborhood
r
Arterial (4 Lanei�
Arterial (6 Lane)
r
1.10 Traffic Impact Analysis
The purpose of the traffic impact analysis (TIA) is to assess the impacts of development
on the existing roadway system within the study area of the development, and to assess
the traffic flow needs within the development. The thoroughfare component of the Mobility
Plan and the City of Cibolo traffic model are the base conditions for assessing the impacts.
The current traffic model and the assessment is based on a Level of Service D according
to the current Highway Capacity Manual.
1.10.1 Definitions
a) Existing Traffic - Existing traffic conditions based on the City of Cibolo traffic
model and / or known existing traffic conditions. Existing traffic conditions do
not include the traffic created or associated with the development.
b) Proposed Traffic Volumes — The number of vehicles per day and per hour
projected to be generated by the development.
c) 20 Year Horizon — The estimated traffic volume for the study area based on a 20
year growth period. Projected Growth Rate — The estimated growth rate per year
for the study area based upon the location within the Road Impact Fee Service
Area Map and Rate Table.
d) Study area — The boundaries of the assessment area as determined by the City of
Cibolo Traffic Engineer.
1.10.2 When a Traffic Analysis is Required
The need for a TIA shall be determined by the City of Cibolo Engineer based
upon the information provided at the Preliminary Trip Generation Assessment
meeting and/or meeting scheduled with the Engineer for the purpose of
determining the TIA requirements. These meetings should be scheduled at the
same time the Pre -development meeting is scheduled. Unless otherwise
directed by the City of Cibolo Engineer, a TIA will be required for the following
conditions:
a) Development will generate equal to or more than 100 Peak Hour Trips (PHT)
b) Development will generate equal to or more than 1,000 vehicle trips per day (VPD)
c) Project area to be developed is equal to or more than 100 acres
d) Changes or alterations to the City Thoroughfare plan will be requested
e) Access is taken from a TxDOT roadway
f) Zoning changes that will negatively increase estimated traffic volumes above the
current zoning estimated traffic volumes
g) Access is taken from an existing roadway with current traffic flow congestion
based upon observed conditions
h) Development plus recently approved or pending development which has not been
constructed located adjacent to the site and/or in close proximity to the site meet
the above vehicular trip criteria or acreage criteria as determined by the City
Engineer.
1.10.3 Traffic Impact Analysis Requirements
1.10.3.1 TIA Criteria
Table 1.10.3.1 shows the number of analysis periods and study area limits for the
TIA. Prior to developing the TIA a Preliminary Trip Generation Assessment shall be
developed and reviewed with the City of Cibolo Engineer to verify the number of
analysis periods and the study area requirements. See Section 1.9.4 Submission and
Review Procedures.
TABLE 1.10.3.1: Criteria for Study Requirements
Analysis
Site Trios Generated at
TIA Analysis Periods(l)
Minimum Study Area (3)
Category
Full Build -Out
1
>50 peak hour driveway
1. Existing year
1. All site access drives.
trips; or
2. Opening year (2)
2. All signalized
100-500 total peak
intersections and/or major
hour trips
3. Five years after opening
unsignalized intersections
within 0.5 mile to 1 mile of
site boundary, depending
on total peak hour trips.
II
>500 total peak
1. Existing year
1. All site access drives
hour trips
2. Opening year of each
2. All signalized
phase
intersections and/or
major unsignalized
3. Five years after initial
intersections within 1.5
opening
miles of site boundary
4. Twenty years after final
opening with full build -out
a) Analysis periods shall include build and no -build scenarios. Assume full occupancy
when each phase opens.
b) Assume full build -out.
c) For certain projects, the City may require an enlarged study area. Land uses within
the study area should include recently approved or pending development adjacent to
the site and/or in close proximity to the site. The City Engineer will provide City of Cibolo
traffic model data for the study area with the exception of the project site itself. If the City
Traffic model does not have sufficient traffic volume data, the City Engineer will update the
City Traffic model prior to providing the model data.
1.10.3.2 Specific Requirements of the TIA Report
At a minimum the TIA report will include the following items:
a) Introduction that describes the project and traffic generating modes
b) Traffic Analysis Map
a. Existing and Proposed Land use within Study Area
b. Study Area Boundary
c. Existing and Proposed Roadways
d. Designation of Traffic movement elements
e. Thoroughfare Plan Elements within Study Area
c) Trip Generation Calculations
a. Daily and Peak Hourly Trip Generation for fully developed project
conditions. Include both
b. AM and PM Peak Hour. Provide Summary table and backup tables for
calculation methods.
c. Discount assumptions based upon City of Cibolo Transportation
Engineer approval.
d) Trip Distribution and Assignment Tables and Figures
a. For Entrance/ Exit from the development
b. For boundary streets within study area
e) Existing and Projected Traffic Volumes for Study based upon Table 1.9.3.1
Criteria
a. Average Daily
b. Peak Hourly AM and PM
c. Traffic Volume Data Provided by the City Engineer
f) Traffic Volume Analysis
a. Level of Service Evaluation for Peak Hour AM and PM
b. Turn Lane Evaluation for project site and study area. The extent of
evaluation to be determined by the City of Cibolo Engineer.
c. Signalization Evaluation for project site and study area. The extent of
the evaluation to be determined by the City of Cibolo Engineer.
d. Identification of all thoroughfares, driveways, intersections, and
individual movements that do not meet LOS D.
g) Recommendations
a. Proposed recommendations to mitigate impacts to transportation
system within the study area
h) Document Requirements.
i) The following provides a general outline
for the TIA report:
a. Executive Summary
b. Introduction
L Purpose
ii. Methodology
c. Existing and Proposed Land Use
d. SiteTraffic Generation
e. Existing and Proposed
TrafficFlow
L Transportation System
ii. Transportation Volumes
f. Traffic Analysis Existing and Proposed
i. Level of Service Evaluation
ii. Turning Movement Evaluation
iii. Signalization Evaluation (If needed)
g. Mitigation
h. Conclusion and Recommendations
j) Additional Requirements
a. Dependent up the site characteristics, the City of Cibolo
Transportation Engineer may require additional information to
be included within the TIA.
1.10.4 Submission and Review Procedures
a) A Preliminary Trip Generation Assessment of the proposed development shall
be conducted to determine the TIA requirements such as limits of study area,
need and type of turning movement evaluation, need for signalization
evaluation, discount assumptions that can apply, and criteria to be used.
Sufficient base information shall be submitted to the City of Cibolo Engineer in
order to provide proper guidance on TIA requirements for the report.
Subsequent to the submittal of the preliminary trip generation assessment, a
meeting with the City of Cibolo Engineer should be scheduled to discuss the
specific requirements for the TIA.
b) Upon completion of the TIA report, two (2) copies of the report shall be
submitted to the City of Cibolo Engineer for review.
c) After a TIA is approved, and if the development proposed land use and/ or
proposed traffic generation characteristics change, the TIA shall be updated
and re -submitted to the City for approval.
1.11 Substandard Streets
Where the existing street is substandard in width, or a material other than concrete or
asphalt, or a pavement surface not adequate for the proposed traffic, the existing street
shall be improved. The proposed street improvements must comply with Part C. Pavement
and Subgrade Design.
1.12 Illumination
Street lighting on local roads shall be provided, according to the city design standards, by
the developer/subdivider at the entrance, all intersections, street alignment changes
greater than 45 degrees, mid -block between intersections longer than 900 feet and at the
beginning of any cul-de-sac or other disconnected street permitted. Streetlights shall not
be installed on the same corner of an intersection that contains a fire hydrant or signpost.
On arterial and collector - roadways streetlights shall be provided in the medians with
spacing not to exceed 250 feet. On arterial and collector - thoroughfares without medians,
the streetlights shall be placed on alternate sides of the parkway, between the curb and
sidewalk, with spacing not to exceed 250 feet. When partial thoroughfares are
constructed, the electric infrastructure shall include stub -outs for future streetlights.
To prevent light trespass from streetlights, all proposed light fixtures shall comply with
International Dark Association (IDA). Fixtures shall be required to be fully shielded and to
minimize the amount of blue light in the nighttime environment.
Streetlights are provided by Guadalupe Valley Electric Co -Op (GVEC) and are typically
the "Cobra -head" style. Decorative styles may be considered by City Council.
2 Drive Approach Design
The user should be aware of and utilize the City of Cibolo Unified Development Code
Article 18 - Transportation in conjunction with this Manual.
2.1 Drive Approach Type
The following provides the types of drive approaches considered within
the manual:
a. Single family residential — A drive approach to a single family
residential lot or one lot duplex.
b. Multi -family residential —A drive approach to a multi -family lot such
as triplexes, fourplexes, and multi -complexes. The drive approach
can be either the main entrance approach or the secondary
entrance approach. Each type has specific design requirements.
c. Commercial —A drive approach to a commercial development. The
drive approach can be either the main entrance approach or the
secondary entrance approach. Each type has specific design
requirements.
d. Industrial — A drive approach to an industrial development. The
drive approach can be either the main entrance approach or the
secondary entrance approach. Each type has specific design
requirements.
e. Mix use approach — A drive approach that is a mix use shall
consider the more stringent criteria for the approach design.
2.2 Geometric Standards
The following standards generally apply to all developments. However, there may be unique
situations for which these standards may be impractical. In these situations, the City Engineer
and/or his/her representative will work with the developer to develop a mutually agreeable
solution. In the event that a mutually agreeable solution is not reached, the developer may apply
to the Planning and Zoning Commission for consideration of the issue.
A "Driveway" is located entirely on private property. It is only for a single family or a duplex
property. It connects a drive approach to a garage, "car' port, parking pad or the like.
A "Drive Aisle" is located entirely on private property. It is for every other condition other than for
a single family or a duplex property. It connects a drive approach to an area(s) that is to be
accessed on the site such as, but not limited to: parking space(s); loading dock(s); loading area(s)
(marked or implied - for passengers and/or goods); porte cochere(s), and/or the like. It can also
be a fire lane (in and of itself or in conjunction with other access use[s]). It can also be an access
to an adjoin property (in and of itself or in conjunction with other access use[s]).
A "Drive Approach" is located in the ROW and connects a street (City, public or private) or highway
(TxDOT) with a driveway or a drive isle. Some features of the drive approach may extend into
and be a part of the driveway or drive aisle.
2.2.1 Drive Approach Dimensions
Table 2.2.1.1, Driveway Dimensions
Use
Drive Approach
Widths
{
Single Family and
Min. Width =12 feet
Duplex Residential `
Max Width = 20 feet
Multi -Family
Min. Width =24 feet
Residential
Max Width = 38 feet
Min. Width = 30 feet4
Commercial
Max Width = 38 feet'
Min. Width = 30 feet
Industrial
'
Max Width = 38 feet3
a) Refer to Figures 2.2.1.1 through 2.2.1.5
b) For shared drive approaches, no lot shall contain less than 9 feet of the drive approach and
driveway or;drive aisle (as may apply). Drive approach shall be centered on lot line such
that maximum drive approach width equals 30 feet.
c) Maximum drive approach width is a function of traffic volume. Refer to Figures 2.2.1.1
through 2.2.1.4.
d) For infill situations:
i. A one single-family residential or a two-family residential lot accessing a collector
may be permitted to have 1 full width or circular drive approach when alleys are not
practical.
ii. Adjacent two single-family residential or two two-family residential lots accessing a
collector may be permitted to have 1 shared full width or circular drive approach
when alleys are not practical.
iii. Contiguous three or more single-family residential or three or more contiguous two-
family residential lots accessing a collector will be required to enter the collector by
an alley, flag drive, or residential street.
iv. For one single-family residential or one two-family residential lot accessing an
arterial, an on-site facility will be required to allow entrance into the arterial in a
forward manner.
e) For homes with a three or more car garage, where the garage door faces the street and the
garage door is less than 40 feet from the back of curb, the maximum drive approach width
is 30 feet.
f) With the exception of multi -lane egress/ingress, drive approaches with a median installed in
lieu of the double yellow marking may exceed the maximum drive approach width by the
width of the median only. See Figure 2.2.1.3 for Multi -Lane Egress/Ingress. Drive
approaches with significant truck traffic may install surmountable curb with textured and
colored pavement in the parkway with a depth equal to or greater than the drive approach
pavement requirement.
g) At the City Engineer's discretion, the minimum drive approach width may be reduced based
upon acceptable turning radius for emergency vehicles and determination that truck traffic
requiring the larger width will not occur.
Figure 2.2.1.1, Residential Circular Drives
R1-I(STOP) SIGN
AN; POST
24" WIDE WHITE SOLID
STOP BAR MARKINGS
DOUBLE 4" WIDE
SOLID YELLOW MARKING
Figure 2.2.1.2, Single Lane Egress, Single Lane Ingress
Commercial Drive Approach
h) The stop bar and stop sign when used shall be on private property as well as upstream of
any pedestrian facility crossing the drive approach and/or the drive aisle.
i) The outbound (towards the street) lane shall be 12 feet wide minimum until at such time
as the width of the driveway is greater than 30 feet and then the inbound (onto the site)
lane shall be a minimum of 18 feet wide.
DOUBLE 4' WIDE SOU
RI-I(STOP) SIGN AND POST
24" WIDE WHITE SOLID STOP BAR MARKINGS
8' WIDE WHITE SOLID BARRIER MARKING
Figure 2.2.1.3, Dual Lane Egress, Single Lane Ingress
Commercial Drive Approach
j) The stop bar and stop sign when used shall be on private property as well as upstream of
any pedestrian facility crossing the drive approach and/or the drive aisle.
k) The outbound (towards the street) lanes shall be 10 feet until at such time as the width of
the driveway is greater than 30 feet and then the inbound (onto the site) lane shall be
increased while the outbound lanes remain 10 feet.
4' MINIMUM
8" WIDE WHITE SOLID
BARRIER MARKINGS
RI-I(STOP) SIGN AND POST
24" WIDE WHITE SOLID STOP BAR
MARKINGS
- 8' WIDE WHITE SOLID
BARRIER MARKINGS
Figure 2.2.1.4, Multiple Lane Egress, Multiple Lane Ingress
With Median Commercial Drive Approach
1) The stop bar and stop sign when used shall be on private property as well as upstream of
any pedestrian facility crossing the drive approach and/or the drive aisle.
m) The two outbound (towards the street) lanes shall each be 10-12 feet wide the two inbound
(onto the site) shall each be 10-12 feet wide.
n) Median shall accommodate any pedestrian facility across the drive approach and/or
drive aisle as projected from both sides thereof.
o) Only allowed when dual left turn lanes into the site or opposing street/driveway has
two or more lanes of which two are designated as being through lanes.
f�l
a
/ NOTE: MEDIAN NOSES ARE TO BE OUTLINED BY
WHITE REFLECTIVE MARKERS (RPMs) ON
THE PAVEMENT FOR A DISTANCE
OF 10 FEET AT APPROXIMATELY TWO
FOOT SPACINGS AS SHOWN.
III (STOP) SIGN AND POST
24° WIDE WHITE SOLID STOP BAR MARKINGS
Figure 2.2.1.5, Right in /Right out Commercial Drive Approach
p) The stop bar and stop sign when used shall be on private property as well as upstream of
any pedestrian facility crossing the drive approach and/or the drive aisle.
q) The minimum width of the drive approach/drive aisle prior to the island, as well as each
lane (inbound and outbound) at the island and the applicable radii shall be determined by
the engineer of record and based upon the type(s) of vehicles expected to use it as well
as an auto -turn analysis provided to the City for review and approval.
r) Median/island shall accommodate any pedestrian facility across the drive approach
and/or drive aisle as projected from both sides thereof.
s) For "one way in" or "one way out" driveways, the geometry shall be as shown in the
figure above for the respective side.
2.2.2 Drive Approach Spacing
a. Drive Approach spacing (same side of street)
Table 2.2.2.1, Minimum Drive Approach Spacing
Street Classification
Alley
Min. Drive Approach Spacing
10 feet
Flag Drive
10 feet
Residential
10 feet if permitted
Collector
100 feet if permitted
Arterial (4 Lane)
150 feet if permitted
Arterial (6 Lane)
200 feet if permitted
a) Driveway spacing is measured between the closest edges of each drive approach not including
the radius.
b) Except for Residential Lanes drive approaches are permitted
c) Refer to 2.6 Access Management for permitted access.+
d) Drive approaches are not permitted on arterial streets unless otherwise allowed according to
i. Access Management.
b. Drive Approach spacing adjacent to street intersections
Table 2.2.2.2, Minimum Drive Approach Spacing at Intersections
of Intersection
Alley/Alley
Approaching the Intersection
10 feet both alleys
DepartingType
10 at of alleys
Alley/Residential
20 feet on alley, 50 feet on
residential of permitted
20 feet on alley, 50 feet on
residential if permitted
Alley/Collector
20 feet on alley, 75 feet on collector
if permitted
20 feet on alley, 100 feet on collector
if permitted
Flag Drive/Residential
20 feet on flag drive, 50 feet on
residential if permitted
20 feet on flag drive, 50 feet on
residential if permitted
Flag Drive/Collector
20 feet on flag drive, 75 feet on
collector if permitted
20 feel on flag drive, 100 feet on
collector if permitted
ResidentiaVResidential
50 feet both streets
50 feet both streets
Residentiat(Collector
50 feet residential, 75 feet collector
50 feet residential, 100 feet collector
ResidentiallArterial
50 feel residential, 150 feet arterial if
permitted
'50 feet residential, 200 feet arterial if
permitted
Collector/Collector
75 feet both streets
100 feet both streets
Collector/Arterial
75 feet collector, 150 feet arterial if
permitted
100 feet collector, 200 feet arterial if
permitted
Arterial/Artedal
150 feet both streets if permitted
200 feet both streets if permitted
1. Corner clearance is measured between the right of way line of the intersecting street and the
nearest edge of the drive approach not including the drive approach radius. See figure 2.2.2.1.
APPROACH
INTERSECRON
Z
R
1
R:O.W CORNER CLIP (TYP)
DEPART
INTERSECTION
.- MIN
MIN F
CORNER
CORNER
CLEARANCE I
I CLEARANCE
I
I
O
Figure 2.2.2.1, Drive Approach Spacing at Intersections
ARTERIAL OR
COLLECTOR
X00
!—s SA)MP-Ci
E
ECELERA A0N o
[ANE (rW)
FOR DRI EWAY
URB LINE (TYP)
Ica'
Y�F
IN 200' L3
s
O
Figure 2.2.2.2, Drive Approach Near Turning Movements
ARTERIAL OR
COLLECTOR
RIGHT TURN
--+ LANE
0
URB LINE (TYP)
Figure 2.2.2.3, Drive Approach Near Turning Movements
ARTERIAL OR
COLLECTOR
ARTERIAL OR
COLLECTOR
c. Drive approach offset/relationship to median openings
1. For collector streets, drive approaches that do not align across the street from each other must be
offset by a minimum of 75 feet between nearest tangent edge to nearest tangent edge.
2. For Arterial Streets without medians, drive approaches must align across the street from each
other and be positioned as is reasonable and practical given property line location and time of
development of the site. When this is not physically possible or practical, based on the opinion of
the City Engineer, drive approaches that do not align must be offset across the street from each
other by a minimum of 150 feet between nearest tangent edge to nearest tangent edge.
3. For Arterial Streets with medians, drive approaches must align with existing or proposed
median openings. Where this is not possible or practical as determined by the City Engineer,
drive approaches must be placed as far away from the existing or proposed median opening as
is reasonably possible.
2.2.3 Driveway Throat Length Requirements
Table 2.2.3.1, Minimum Throat Length
a) All drive approaches that access an arterial shall be classified as a primary drive approach. If
no drive approaches access an arterial, then the drive approach expected to receive the most
traffic is considered to be the primary drive approach.
b) The throat length is measured between the first parking space or drive aisle and the property
line.
c) Parking lots with 10 or less parking spaces may use a minimum throat length of 10 feet for
drive approaches accessing a residential street or collector street.
2.3 Drive Approach Grades
2.3.1 Minimum Drive Approach Slope
The minimum drive approach slope shall be determined by: S=(6+[0.02xWx12])/(Wx12)
where W = the width of the parkway in feet as shown on the City of Cibolo Standard
drawings.
2.2.2 Maximum Drive Approach Slop
Unless otherwise approved by the City Engineer, maximum drive approach slope shall
be 8 percent.
2.3.3 Sidewalks in Drive Approach
Maximum sidewalk cross slope within the limits of the drive approach shall be 2 percent.
Min. Throat for Primary
Minimum Throat for Secondary
Number of Parking Spaces
Drive Aisle
Drive Aisle
0 to 100
20 feet
20 feet
101 to 250
40 feet
20 feet
251 to 500
60 feet
40 feet
501 to 1000
80 feet
60 feet
1001 and over
Queuing Analysis Required
Queuing Analysis Required
a) All drive approaches that access an arterial shall be classified as a primary drive approach. If
no drive approaches access an arterial, then the drive approach expected to receive the most
traffic is considered to be the primary drive approach.
b) The throat length is measured between the first parking space or drive aisle and the property
line.
c) Parking lots with 10 or less parking spaces may use a minimum throat length of 10 feet for
drive approaches accessing a residential street or collector street.
2.3 Drive Approach Grades
2.3.1 Minimum Drive Approach Slope
The minimum drive approach slope shall be determined by: S=(6+[0.02xWx12])/(Wx12)
where W = the width of the parkway in feet as shown on the City of Cibolo Standard
drawings.
2.2.2 Maximum Drive Approach Slop
Unless otherwise approved by the City Engineer, maximum drive approach slope shall
be 8 percent.
2.3.3 Sidewalks in Drive Approach
Maximum sidewalk cross slope within the limits of the drive approach shall be 2 percent.
2.3.4 Sidewalk Easement Requirement
Where the parkway width is insufficient to provide appropriate drive approach slope, a
sidewalk easement will be required equal to the balance of the sidewalk width needed
outside the right of way plus 2 feet. The additional 2 feet requirement is for sidewalk
installation and maintenance. The balance of the sidewalk width needed is based upon
using the minimum drive approach slope calculated within Section 2.3.1. See Figure
2.3.4.1. Also refer to the City Standard Drawings.
DRN£ APPROACH
2' MIN SIDEWALK
R a w.. � _ _ � EASEMENT
`-CURB LINE
Figure 2.3.4.1, Sidewalk Easement to Meet Drive Approach Slope
2.3.5 Driveway/Drive Aisle Consideration
The drive approach slope from the bottom of the gutter to the nearest edge of the
sidewalk (within the limits of the right of way) shall not exceed the driveway/drive aisle
slope beginning at the furthermost edge of the sidewalk. Also it shall not be less than
the minimum slope nor be greater than the maximum slope as noted herein. See
Figure 2.3.5.1
DRIVE APPROACH
MDEWALK 1 B% MAX
Z% NAX 5 =MIN
M'(K' R6NWAY
Figure 2.3.5.1, Driveway/Drive Aisle Section
S1 <S2
2. S=(6+[0.02*W*12])/(W*12)
W = Width of the Parkway
2.4 Off Street Storage
At a minimum off street storage shall be provided as shown in Section 2.2.3. Additional
storage capacity may be required based upon the types of vehicular traffic anticipated.
2.6 On Street Storage
On street storage if required shall be developed using appropriately sized turn lanes based
upon full build out traffic volumes. On street storage requirements shall be included within the
TIA if required.
2.6 Access Management
2.6.1 The Purpose
a) Access management plan is to promote the health, safety, and general welfare of the
present and future residents of the city through managing traffic flow and promoting
traffic safety.
2.6.2 Access Standards
a) Definitions
i. Driveway means the portion of the travel lane of a lot that opens onto a public
street
ii. Permit means a City of Cibolo curb cut permit
iii. TxDOT Highways are state operated highways that include Farm to Market
(FM) roadways, State Highways (SH), Interstate Highway (IH), IH Frontage
Roads, and United States (US) Highways.
b) Compliance
I. 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 or the Extraterritorial Jurisdiction, except in
accordance with the Access Management Plan and this Manual or TxDOT
Access Management Manual when applicable. 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 Manual. 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 Manual or
ii. the provisions of any other applicable ordinance. Where no building permit
was
iii. 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
Manual.
c) Closing of Driveways
i. Where the closing or relocating of one (1) or more existing driveways or
portions thereof is necessary to comply with this Manual 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 or if applicable, TxDOT
specifications. If there is no existing curb and gutter on the street,
ii. the driveway shall be closed in the manner specified by the City Engineer.
d) Access to Freeways
L Access to freeways shall only be provided at entrance ramps. Access to
frontage roads may be provided in accordance with the standards for access to
arterial streets set forth in this Manual with the following exceptions.
ii. No access is allowed in areas where TxDOT owns the Control of Access.
Such Control of Access may be found on current TxDOT right-of-way maps.
iii. No access is allowed within a paved gore area or 250 feet past painted gore of
an exit ramp. Similarly, no access is allowed within a paved gore area or 200
feet upstream of the painted gore of an entrance ramp.
e. 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. Unless designated as
a freeway, all TxDOT Highways shall be considered arterials. Additionally, the
geometric, hydraulic and pavement designs of all access driveways to TxDOT
roadways must be reviewed by TOOT to assure compliance
with their standards.
i. 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
Cibolo Development Code if access could have been provided to a
lesser street except for such unapproved subdivision of the property.
ii. Existing commercial or industrial lots created prior to adoption of The
CiboloDevelopment 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 this Manual.
iii. Existing single family and two family lots created prior to adoption of
The Cibolo Unified Development Code by legal subdivision procedures
with exclusive frontage on an arterial street may be developed with a
circular drive. Such driveway shall be designed and constructed in
accordance with standards for circular drives provided in this Manual.
iv. 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 this Manual.
V. Driveways on an arterial shall align with existing median openings, other
driveways, and 'T" intersections or be offset in accordance with this Manual.
f. Access to Collector Streets
i. 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 this Manual.
ii. No single or two family lots shall be designed such that there is no other
means of access other than a collector street.
iii. Existing single family and two family lots developed prior to approval of
the Cibolo Unified Development 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 this Manual.
iv. Driveways on a collector street shall align with existing driveways and
'1' intersection on the opposite side of the street, or shall be offset in
accordance with this Manual.
g. Driveway Separation
Unless located on a TxDOT roadway, driveways shall be separated in
accordance with this 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:
L 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.
H. 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 physically 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.
iii. 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 this 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:
A reduced requirement may only be used if absolutely necessary to provide
driveway access to property where no other means of access meeting the
comer clearance requirement is reasonably possible and joint access with
adjacent properties is not physically possible as determined by the City
Engineer. If a reduction in the minimum comer clearance specified is
allowed, the comer clearance shall be reduced only to the degree necessary
to allow for the single driveway.
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 comer clips exists or are
proposed, the specified distance shall be measured from the edge of the
driveway nearest the intersecting street and the end of the comer clip
neatest to the subject driveway.
i. Driveway Widths and Grades
Unless located on a TxDOT roadway, driveway widths and grades shall be in
accordance with this Manual. Driveways connecting to TxDOT roadways shall
meet TxDOT standards.
j. Medians
I. When any development is required to provide more than one-half of any
arterial street, a median shall be provided in accordance with this Manual.
ii. Median openings shall be a minimum of 400 feet apart measured from the nose
of median to nose of median.
iii. 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.
iv. Patterned and colored median noses shall be as shown on the City of Cibolo
Standard Drawings.
k. Right and Left Turn Lanes
i. Development expected to generate at least 100 but less than 1,000 vehicle
trips per day and less than 100 vehicle trips per hour at full development may
be required to provide right turn lanes into each entrance and left turn lanes
into each entrance that left turns are possible.
ii. Developments expected to generate at least 1,000 vehicle trips per day or at
least 100 vehicle trips per hour at full development shall be required to provide
right turn lanes into each entrance and left turn lanes if a left turn is possible in
accordance with an approved traffic impact analysis.
iii. Right and left turn lanes maybe required based upon the traffic impact study
for the study area.
2.7 Signage and Pavement Markings
All signage and pavement markings shall be in conformance with the Texas Manual of
Uniform Control Devices.
Pavement Standards
The user should be aware of and utilize the City of Cibolo Unified Development Code
Article 18 - Transportation in conjunction with this Manual.
3.1 Streets
This section covers the minimum pavement structural sections required for each
classification of roadway. The pavement structural section requirements are based upon a
Geotechnical and Pavement Design Consultation performed by CTL Thompson Texas,
LLC in 2010. The design life assumed in the consultation was 40 years for jointed
reinforced concrete pavement and 20 years for asphalt concrete pavement. Table
3.1 .1 reflect the recommendations shown in the report. An additional report was generated for
reinforced concrete in 2017 by Teague Nall & Perkins, Inc. which provided minimum
guidelines for reinforcement for concrete pavement. These recommendations are also
reflected in Table 3.1.1.
Refer to the City of Cibolo Standard Drawings for additional requirements.
TABLE 3.1.1 PAVEMENT STRUCTUAL
SECTION MINIMUM REINFORCED
CONCRETE PAVEMENVAI
Pavement Section
Arterial
Commercial
Residential
All Other
Collector
Residential
Joint Reinforced
11
10
8
7
Pavement Depth
Inches
9
9
6
6
Stabilized
12
12
8
8
Subgrade Depth
12
12
12
12
(Inches)
Minimum
#4 at 18" on
#4 at 18" on
#3 at 18" on
#3 at 18" on
Continuous
center both ways
center both ways
center both ways
center both ways
Reinforcing Steel
MINIMUM ASPHALT CONCRETE PAVEMENT:
Pavement Section
Arterial
Commercial
Residential
All Other
Collector
Residential
Asphalt Surface
3
3
3
2
Course inches
Asphalt Base
9
9
6
6
Course (inches)
Stabilized(')
12
12
12
12
Subgrade Depth
(inches)
a) A slip -form paving placement method shall be used for all concrete street paving, with
exceptions for irregular areas as approved by the City Engineer. Follow current TxDOT
specifications (360.3.4 — Texturing Equipment) for surface finish of a concrete section.
b) Depths provided are minimum City requirements. Engineer of Record is responsible for
ensuring these minimums meet design requirements for the specific project and may require
additional analysis depending on local soil and moisture conditions as well as higher than
expected traffic volumes and/or truck traffic.
c) Soil conditions shall dictate what type of subgrade stabilization is required; either lime or
cement. Geotechnical report(s) shall be prepared to identify which method is appropriate for
the types of soils encountered. If cement stabilization is recommended, micro -fracturing
according to TxDOT standards will be required.
d) Ata minimum, the subgrade shall be treated with 7% of the subgrade treatment to be used.
e) TxDOT Flex -base may be used as an option for subgrade treatment. Depth of flex -base
required shall be based upon a geotechnical report for the street improvements based upon
ultimate traffic conditions. The section shall include filter fabric overlaid upon geo-grid. The
geo-grid shall not be used in calculating the structural capacity of the section. The flex -base
shall be in accordance to TxDOT specifications Item 247 and shall be Type A Grade 1
material. The geogrid shall be Tensar TX -5 Triaxial Geogrid or approved equal. The geotextile
filter fabric shall be Mirafi 500x or approved equal.
3.1.1 Geotechnical Report
The above are considered minimal acceptable pavement sections. For all
subdivisions a Geotechnical investigation shall be conducted by a Licensed
Professional Engineer.
i. Length of Service Life — Pavement shall be designed for a twenty-year (20 -
year) service life.
ii. Traffic Load, Reliability and Pavement Structures — The traffic load is
cumulative expected 18 -Kip equivalent single axle loads (ESAL) for the
service life. The following 18 -Kip ESAL Reliability Level and Pavement
Structure shall be used in the design of streets for each street classification:
TABLE 3.1.1.1 PAVEMENT SPECIFICATIONS
Street Classification
18 -Kip
Reliability
Minimum
Maximum
ESAL
Level
Pavement
Pavement
Structure
Structure
Primary and
3,000,000
R-95
SN=3.80
SN=5.76
Secondary Arterials
Collector and Type
2,000,000
R-90
SN=2.92
SN=5.08
"B: Street
Residential
500,000
R-70
SN=2.58
SN=4.20
Hi. Serviceability — The serviceability of a pavement is defined as the
pavement' s ride quality and its ability to serve the type of traffic
(automobiles and trucks) that use the facility. The initial serviceability index
of (p0) for flexible pavements shall be 4.2 and for rigid pavement shall be
4.5. The minimum terminal serviceability index (Pt) for local streets shall be
2.0 and for collectors and arterials shall be 2.5. A standard deviation (SO)
for flexible pavement shall be 0.45 and for rigid pavement shall be 0.35.
Additional requirements maybe warranted by the City Engineer based upon the
anticipated vehicular loading and traffic volumes anticipated.
3.2 Drive Approach
Refer to the City of Cibolo Standard Drawing for drive approach structure section requirements.
4 Pedestrian and Bicycle Facility Design
The user should be aware of and utilize the City of Cibolo Unified Development Code
Article 18 - Transportation in conjunction with this Manual.
4.1 Geometric Standards
Table 1.3.1 shows the standard with of sidewalks and bike lanes for the various street
classifications. Refer to the City of Cibolo Standard drawings for the locations of sidewalks
and bike lanes within the street right -of- way.
4.1.1 Sidewalk Easements
Where a sidewalk easement is required the easement shall extend 2 feet past the
edge of the sidewalk. Any portion of the sidewalk extending past the right-of-way
shall be contained within a sidewalk easement.
4.2 Mobility Plan Component
The City of Cibolo Mobility Plan which includes a pedestrian and bike component should
be reviewed relative to any proposed development. It should be noted that the City of
Cibolo Mobility Plan is a living document and is periodically updated to reflect the changes
in the characteristics of anticipated traffic flow within the City.
4.3 Accessibility Standards
The City of Cibolo considers sidewalks to be accessible routes according to Section 4.3
of Texas Accessibility Standards (TAS) and considers a public sidewalk a "facility".
Sidewalks, landings, ramps, and flares shall comply with the latest TAS, the latest
Department of Justice ADA Standards for Accessible Design, the Public Right of Way
Accessibility Guidelines (PROWAG), and the Federal Highway Administration. Also
sidewalks, landings, ramps, and flares are subject to the requirements of the Texas
Department of Licensing and Registration (TDLR) for inspection purposes unless
otherwise exempted by the City Engineer. Prior to construction of sidewalks where the
total cost of the public improvements will exceed
$50,000.00, the Engineer of Record must show proof of Texas Department of Licensing
review and approval for accessibility. Compliance with the regulations shall be the
responsibility of the Engineer of Record for the project. Refer to the City of Cibolo
Standard drawings for additional requirements.
4.4 Intersections
4.4.1 Curb Ramps
The continuation of accessible routes through intersections shall use approved curb
ramps that meet accessibility standards. Refer to the City of Cibolo Standard
drawings for Type 1A and Type 1 B curb ramps at intersections. Crosswalks through
the intersections shall meet accessibility standards.
4.4.2 Bike
Lanes
Bike lanes at intersections shall consider other traffic movements and facilities such
as turn lane movements, transit facilities, parking, and stop bar locations. The
current Urban Intersection Design Guide by TxDOT can be used for bike lane
design at intersections. The bike lane design at intersections requires the approval
of the City Engineer.
4.5 Pedestrian TIR Requirements
If a development is proposed within'/ mile of a public elementary or secondary
school, a pedestrian traffic impact analysis will be required to determine the
appropriate size and location of sidewalks and bicycle facilities to serve those uses.
4.6 Signage and Pavement Markings
Signage and pavement markings shall be in accordance with the latest version of
the Texas Manual on Uniform Control Devices.
4.7 Amenities
4.7.1 Bicycle Parking
a. Refer to Bicycle Parking Guideline 2nd Edition by the Association of Pedestrian and
Bicycle Professionals (APBP) for general guidelines and resources.
b. All bicycle parking facilities/devices shall be constructed to meet commercial
grade structural standards.
c. Location Standard:
i. Bicycle parking must be on the same lot as the principle use.
ii. Bicycle parking must be located in highly visible and well -lit areas.
iii. Bicycle parking must not interfere with accessible paths of travel or accessible
parking as required by the accessibility standards.
iv. Bicycle parking must be located within 50 feet of a main building entrance.
V. In multiple building locations, bicycle parking must be distributed in a
manner that serves all entrances.
d. Layout and Design
i. Bicycle rack design
a. Support the bicycle in at least two places
b. Enable the frame and at least one wheel to be secured
c. Designed to accommodate "U" shape locking devices
d. Installed to manufacturer's specifications
e. Each bike rack must be designed to accommodate at least
two bike parking
ii. Bicycle parking space
a. Concrete pad built to City of Cibolo sidewalk standards
b. Must provide clearance of at least 2 feet from closest wall
c. Must provide clearance of at least 3 feet between bike racks
d. Must not interfere with pedestrian pathway
4.7.2 Sidewalk on Bridges
Sidewalk widths on bridges shall be a minimum of 6 feet or wider as required by the
street classification. Unless otherwise approved by the City Engineer, all street bridges
shall have sidewalks on both sides of the bridge. Dependent upon vehicular and
pedestrian traffic considerations a parapet wall may be required to separate the sidewalk
from the travel lane. Parapet walls shall be constructed to TxDOT standards. A
pedestrian bridge rail shall be constructed on the outside of the bridge to protect
sidewalk traffic. Both bridge rails and parapet wall shall meet accessibility standards.
4.7.3 Sidewalks on Drainage Crossings
Sidewalk widths at drainage crossings shall be a minimum of 6 feet or wider as required
by the street classification. Unless otherwise approved by the City Engineer, sidewalk
railing shall be provided to protect the sidewalk traffic from the outside edge of the
drainage crossing. Dependent upon vehicular and pedestrian traffic considerations a
parapet wall may be required to separate the sidewalk from the travel lane. Parapet
walls shall be constructed to TxDOT standards. Railing and parapet walls shall meet
accessibility standards.
4.7.4 Sidewalks Adjacent to Screen Walls
A minimum of 2 feet additional width of sidewalk shall be required beyond the
standard with of sidewalk for sidewalks adjacent to screen walls.