Document Cody_doc_fce01f9fd8

AGENDA ITEM NO. City of Cody City Council Page 1 of 4 AGENDA ITEM SUMMARY REPORT An Ordinance Adopting Residential Infill Subdivision Standards Ordinance 2017-25, 2nd Reading ACTION: Consider Ordinance 2017-25, as amended, to adopt a new chapter in the City Subdivision Ordinance, known as “Residential Infill Subdivision Standards”. BACKGROUND: This staff report has been prepared specifically for the 2nd Reading of the proposed ordinance. For a general summary of the proposed ordinance, please see the Agenda Summary for the December 5, 2017 meeting. At first reading of this ordinance a motion was made and approved to amend the proposed ordinance to specify that only the first 25 feet of the access drive would need to be hard surfaced (paved), and that the balance of the access drive could be gravel. That amendment is reflected in the attached version of the ordinance. The argument for the change was effectively that if it is good enough for the City’s commercial areas, then it would be appropriate for the City’s residential areas. The City requires only the first 25 feet of a commercial driveway to be paved (and only if it connects to an arterial or major collector). Staff believes that the comparison between the commercial and residential areas is not as comparable as presented. Almost without exception, people sleep and wish to relax in residential areas. In this sense, residential areas are entirely different environments from commercial areas, and therefore the expectations and requirements associated with each area can arguably be different. The following additional information is presented with the intent of helping Council to make a decision with the best available information pertaining to the impacts of different driving surfaces in residential infill subdivisions on neighboring properties. Due to what has been identified, staff is recommending that the Council reconsider the amendment to the proposed ordinance that allows the use of gravel. Sound: One of the primary impacts to enjoyment of a residential area is noise (unwanted sound). One of staffs’ concerns in developing the proposed ordinance was undesirable impacts of vehicle noise on the occupants of neighboring homes. As proposed, these access drives could easily be just ten feet from a neighbor’s home and five feet from an existing home on the property. As asphalt is generally thought to be quieter than gravel, and because all other similar ordinances that staff found required asphalt, staff and the P&Z Board went with pavement as the standard. Now that the need for pavement has been questioned, we went back to look more closely at the issue. MEETING DATE: DECEMBER 19, 2017 DEPARTMENT: COMMUNITY DEVELOPMENT PREPARED BY: TODD STOWELL CITY ADM. APPROVAL: PRESENTED BY: TODD STOWELL ---PAGE BREAK--- AGENDA ITEM NO. City of Cody City Council Page 2 of 4 To help determine potential noise impacts, staff conducted a sound study of different driving surfaces. The report is attached and should be reviewed to understand the complete picture. The following table sets forth one of the primary conclusions—that gravel surfacing can be 1 ½ to 2 ½ times as loud as asphalt. One of the primary purposes of land use regulation is the avoidance and/or mitigation of significant impacts to adjoining properties—effectively preventing actions of one land owner from significantly damaging the rights of another land owner to enjoy his/her property. Staff believes that the type and level of sound from as many as five dwellings using a gravel access in close proximity to the home of a neighboring property owner would be a significant impact to the property rights of that adjoining property owner. To protect the property rights of a neighbor is a legitimate use of the law. As such, mitigation should be considered to either avoid the impact or reduce it to an acceptable level. In brief, the preferred method to mitigate the impact of noise, as well as dust, is to have an asphalt driving surface. Public Works has estimated the costs for construction of the access drives and utilities for three scenarios: First, what is currently required. Second, as originally recommended for the ordinance under consideration (paved lanes); and third, if gravel access is allowed. For comparison purposes, a 100-foot length of each type of access drive was used. Utility costs were also included to also allow comparison of other components of the infill proposal. In the following comparison table, “Current Requirement” assumes a Planned Unit Development situation because of the few lots involved, with a 24-foot wide paved roadway, plus curb, gutter, sidewalk on one side, and city utility mains. ---PAGE BREAK--- AGENDA ITEM NO. City of Cody City Council Page 3 of 4 Current Requirement 18’ Paved Lane Option 12’ Paved Lane Option 18’ Gravel Lane Option 12’ Gravel Lane Option Estimated Cost for 100’ of Road and Utilities $37,129.50 $5,906.46 $4,182.08 $3,133.33 $2,333.33 Asphalt Cost per 100’ (Portion of amount above.) $3,697.50 $2,773.13 $1,848.75 N/A N/A For a 100-foot long segment of access drive, the additional cost for asphalt is approximately $1,848 for a 12-foot wide surface, and $2,773 for an 18-foot wide surface. In context of lot development costs, staff believes use of asphalt to be a cost-effective mitigation technique, representing approximately 1-2% of the total development cost of creating a lot and building a home. The Planning and Zoning Board was updated on the status of the ordinance and the change to gravel surfacing at their December 12, 2017 meeting. Staff asked for their opinion and among other things wanted to know if their recommendation for pavement was simply because that is how staff originally proposed it, or otherwise. The Board confirmed that their recommendation is for pavement, due to the environment in which it is located. PROCEDURE: Since the amendment to the proposed ordinance was approved last meeting, the attached version contains that change. If Council wishes to keep that amendment, the ordinance needs a few additional coordinative amendments, which staff has taken the liberty to make in the attached version. In addition, staff has made a clarification to the frontage requirement—that when a turnaround is not installed, the last lot does not need more frontage than provided by the access easement. If the clarification is acceptable, it will need to be authorized by the Council. All changes are indicted by the red underline and strike-though format of the “track changes” feature. The Public Hearing for this ordinance is scheduled to occur at the December 19, 2017 meeting. Preparation of the residential infill subdivision ordinance included participation from Public Works, Community Development, and Electric Division staff, as well as the Fire Marshal. Prior to and during the Planning and Zoning Board process, staff sent emails to each of the local engineering and surveying firms asking for feedback/comments. A few supportive general comments were made, yet no technical modifications to the proposal were suggested. In addition, the proposal was presented at the November 16, 2017 Realtor’s luncheon. Again a few supportive general comments were made, and no technical modifications suggested. Notice of the City Council hearing included an invitation to comment at the November 28, 2017 Planning and Zoning Board meeting, but no public comments were presented. Articles in the Cody Enterprise on October 25 and November 22, 2017 have not generated any formal comments. ---PAGE BREAK--- AGENDA ITEM NO. City of Cody City Council Page 4 of 4 Other Miscellaneous comments: The staff report relies primarily on mitigation of noise and dust as reasoning for the asphalt requirement. I don’t want to distract from that point. However, there may also be an argument for asphalt based on property value impacts that would likely result from use of gravel. This is a more nebulous or subjective topic, and therefore more open for dispute. So, in an attempt to simply point out the issue, how do you think the access drives in these two photos affect the character of the neighborhood and therefore the value of neighboring properties? If a property were available for development next to each access drive, how would each situation affect the likelihood of investment and development of the adjacent property? FISCAL IMPACT No direct impact to the city budget is expected. Conceptually, in the long term, additional housing provided on the residential infill lots would increase the property tax base without adding additional public infrastructure. ALTERNATIVES Approve, deny, or amend Ordinance 2017-25, as amended. RECOMMENDATION The Planning and Zoning Board recommends approval of Ordinance 2017-25, with the paving requirement as originally drafted. ATTACHMENTS “Sound Level Test of Road Surfaces” document Spreadsheet of development costs, per 100’ length. Ordinance 2017-25, as amended. AGENDA & SUMMARY REPORT TO: N/A ---PAGE BREAK--- SOUND LEVEL TEST Page 1 of 5 SOUND LEVEL TEST OF ROAD SURFACES Conducted December 8, 2017 by Todd Stowell and Utana Dye To get a better idea of how driving surfaces affect sound levels, staff decided to conduct some sound tests. A City vehicle (2003 Chevy Blazer) was driven at speeds of 10 mph and 15 mph on several different driving surfaces to determine the difference in sound levels between those surfaces. The selected speeds are thought to be within the “typical” range of vehicles traveling on common driveways in a residential environment. Sound levels were measured with a cell phone and the “deciBel” app from BSB Mobile Solutions, which displays minimum, maximum, and continuous dBA sound levels. While a cell phone app is not the most precise measurement tool, staff’s experience is that it has been within a decibel or two of a fully calibrated professional decibel meter (e.g. gun range tests). In addition, using the same tool at all test locations allows reasonable comparison between locations because the readings are consistent, even if they are not exactly accurate. This is because if a reading is off in accuracy by a few decibels, all readings will be off roughly that same amount. The point is that the readings from this exercise appear sufficiently accurate to make at least general comparisons. All tests were conducted on the same day, within about an hour. Three readings were taken for each speed at each location, from a distance of approximately ten feet. Weather conditions were about 51 degrees Fahrenheit with effectively no wind. Background noise was generally around 40 dBA or lower. To minimize the impacts of human error (speed control, distance to vehicle, etc.), the readings for each situation were averaged for comparison purposes. The locations of the tests are shown below. Gravel Surface #1 is the gravel driveway in Donny Anderson’s storage units, which consists of compacted gravel. Gravel Surface #2 is 24th Street, the City road next to Boone’s Machinery and north of Big Horn Avenue, which is well compacted and contains a mix of gravel and fines (sand). ---PAGE BREAK--- SOUND LEVEL TEST Page 2 of 5 Recycled Asphalt is the entry driveway to Donny Anderson’s storage units. Chip Seal Road is 26th Street in front of Donny Anderson’s property. ---PAGE BREAK--- SOUND LEVEL TEST Page 3 of 5 Asphalt Street is Hardpan Avenue in Trailhead PUD Sound Test Results in dBA: Gravel #1 Gravel #2 Recycled Asphalt Chip Seal Road Asphalt Street 10 MPH 56.9 58.5 60.1 54.9 55.9 53.0 55.1 56.3 53.0 50.6 48.0 48.9 46.7 49.0 48.5 10 MPH Avg. 58.5 54.6 54.8 49.2 48.1 15 MPH 62.4 63.4 64.2 54.0 56.2 58.5 55.6 56.4 56.4 52.4 51.4 51.7 50.5 50.2 49.8 15 MPH Avg. 63.3 56.2 56.1 51.8 50.2 Difference between 15 and 10 MPH 4.8 1.6 1.3 2.6 2.1 dBA above quietest surface at 10 MPH 10.4 6.5 6.7 1.1 0 dBA above quietest surface at 15 MPH 13.1 6.0 5.9 1.6 0 Human hearing perceives roughly a difference of 10 decibels as a doubling or halving of loudness. A 60- decibel sound appears to be twice as loud as a similar 50-decibel sound—and 50 decibels is perceived half as loud as 60. Using an online calculator (sengpieaudio.com/calculator-levelchange), staff found the perceived difference in loudness for each surface, as follows: ---PAGE BREAK--- SOUND LEVEL TEST Page 4 of 5 Gravel #1 Gravel #2 Recycled Asphalt Chip Seal Road Asphalt Street Perceived Difference in Loudness, Compared to Asphalt, 10 MPH 2.06 times as loud 1.57 times as loud 1.59 times as loud 1.08 times as loud 1.0 times as loud Perceived Difference in Loudness, Compared to Asphalt, 15 MPH 2.48 times as loud 1.52 times as loud 1.51 times as loud 1.12 times as loud 1.0 times as loud CONCLUSION: In the case of the sound tests conducted, asphalt surfacing was the quietest, with chip seal only louder. The recycled asphalt and compacted road base (Gravel surfaces were roughly 50-60 percent louder. The “Gravel surface, which represents the relatively dust-free gravel option, was roughly 2 to 2 ½ times as loud as the asphalt surface. OTHER: The sound test did not have the ability to distinguish between type of sound, and how that sound is interpreted by the listener. The gravel and recycled asphalt surfaces made the typical “popping” sound of rocks being compressed by the vehicles tires, which is erratic in pattern. As such, the gravel noise was perceived as more noticeable than the relatively consistent noises from the vehicle. 0 0.5 1 1.5 2 2.5 3 Gravel #1 Gravel #2 Recycled Asphalt Chip Seal Asphalt LOUDNESS FACTOR COMPARED TO ASPHALT, 15 MPH 15 MPH ---PAGE BREAK--- SOUND LEVEL TEST Page 5 of 5 In contrast, driving on the chip-sealed and asphalt surfaces produced “humming” sounds, which made it difficult to determine the prevalent sound—the road surface/tire noise was not noticeably distinguishable from the typical vehicle sounds on these surfaces at the test speeds. Though not specifically tested by this study, it is noted that while Gravel #2 was significantly quieter than Gravel it also generated visible dust. Dust was not visually perceived with any of the other surfaces at the vehicle speeds used. A person wishing to minimize dust or mud from a Gravel #2 surface would typically apply a gravel top coat, which would be expected to look much like Gravel and if so, they would likely unknowingly increase the sound level by doing so. At higher speeds (20 MPH) on Gravel #2 and a recycled asphalt road (West Rocky Road), both surfaces generated visible dust, with the recycled asphalt appearing to generate less than the Gravel #2 surface. No dust was observed from driving on the asphalt and chip sealed surfaces, even at high speeds. ---PAGE BREAK--- ---PAGE BREAK--- ORDINANCE NO. 2017-25 AN ORDINANCE ADOPTING RESIDENTIAL INFILL SUBDIVISION STANDARDS AS CHAPTER 8 OF TITLE 11 CITY OF CODY MUNICIPAL CODE WHEREAS, notice of a public hearing to consider this action was published in the Cody Enterprise on November 20, 2017; WHEREAS, a public hearing was held on December 19, 2017 before the City Council, as advertised, at which meeting the City Council heard comments from all persons wishing to speak for or against the proposed ordinance; and, WHEREAS, the Cody City Council has thoroughly reviewed the matter and deems that it is in the best interest of the public and the City of Cody to approve the proposed ordinance. NOW THEREFORE, BE IT ORDAINED BY THE GOVERNING BODY OF THE CITY OF CODY, PARK COUNTY, WYOMING: SECTION 1: ADOPTED. Exhibit A, titled “Residential Infill Subdivision Standards”, is hereby adopted as Chapter 8 of Title 11, City of Cody Municipal Code. SECTION 2: EFFECTIVE DATE. This Ordinance shall become effective at the final passage and publication in the Cody Enterprise as required by law. SECTION 3: SEVERABILITY. Should any portion of this ordinance be found for any reason to be unconstitutional, unlawful or otherwise void or unenforceable, the balance of the ordinance shall be severable therefrom, and shall survive such declaration, remaining in full force and effect. PASSED ON FIRST READING: December 5, 2017 PASSED ON SECOND READING: PASSED ON THIRD READING: Matt Hall, Mayor Attest: Baker Administrative Services Director ---PAGE BREAK--- 1 EXHIBIT A Title 11, Chapter 8 Residential Infill Subdivision Standards: 1. Purpose: The purpose of this chapter is to establish appropriate subdivision development standards for the infill and redevelopment of underutilized residential properties, so as to allow additional housing opportunities on individual lots in existing neighborhoods. To help minimize development costs and thereby encourage more affordable housing, this chapter is intended to be utilized as a template for qualifying developments without the need for complete engineered plans—relying instead on the standards herein and qualified contractors and tradesmen to complete the subdivision improvements to acceptable standards. Therefore, the scope of this chapter is limited to projects that are relatively straightforward and do not involve construction of any new public streets, public water lines, or public sewer lines. The maximum size limit for applicability of this chapter is meant to separate small infill situations from larger properties that are more appropriately developed with traditional development patterns and improvements. 2. Applicability: The residential infill subdivision process is an option in addition to the traditional subdivision option outlined in Title 11, Chapters 1-5, and the PUD option outlined in Title 11, Chapter 7; applicants may choose one set of requirements, but they are not to be intermingled. This chapter shall only be applicable to the subdivision of properties that have all of the following characteristics. Qualifying subdivisions are referred to as residential infill subdivisions. A. The property is 1.2 acres (52,272 sq. ft.) or less in size (net lot area); B. The property is at least 16,000 square feet in size (net lot area) if located in an R-1, R-2, or R- 2MH zoning district; 10,000 square feet (net) if zoned R-3; and, 7,200 square feet (net) if zoned R-4. C. The property is located in a residential zoning district and does not contain any non-conforming commercial or industrial uses; D. The property has frontage on and access directly to/from a paved public street; E. The property will contain no more than five lots, and no more than five dwelling units (primary and accessory); F. The access route to any lot in the proposed subdivision is not more than 350 feet in length, measured from the public street right of way to the middle of the turnaround; G. All lots will be served with public sewer, public water, and City electric power; H. No sewer or water lines will be shared between lots—individual sewer and water service lines must be run to each lot. 3. Variances to Typical Subdivision Design Standards: Except as otherwise specified herein, the provisions of Chapters 1, 2, 3, 4, and 5 of Title 11 remain applicable. Variances to the provisions of Chapters 1 through 5 of Title 11 are provided as follows. Residential infill subdivisions that meet the standards of this chapter need not comply with: 11-4-2(H), Dead End Streets/Alleys 11-4-2(L), Vertical Curve Length 11-4-2(P), Alleys ---PAGE BREAK--- 2 11-4-2(Q), Curb, Gutter, Sidewalk, Paved Streets 11-4-2(R), Street Cross Section 11-5-1(A)(2) (Except as otherwise specified herein, engineered plans are not required for private improvements in infill subdivisions.) 11-5-1(C), Curbs, Gutters and Sidewalks 11-5-1(D), Street Design, Construction 11-5-1(M), Streetlighting 11-5-1(P), Certificate of Engineer; As-Constructed Plans 4. Residential Infill Subdivision Design Standards: The following design standards shall apply to residential infill subdivisions. All applicable required improvements are the responsibility of the subdivider and shall be installed prior to issuance of a building permit for a dwelling within the subdivision, or within two years of final plat approval, whichever occurs first. If the subdivision is to be phased, it must be disclosed with the subdivision application, and improvements may be phased accordingly. The layout of all subdivision improvements shall be shown on the preliminary plat application drawings. A. Access and Frontage Requirements. The following access standards have been developed in coordination with the fire marshal, and pursuant to the fire marshal’s authority, when the following standards are met, they supersede any conflicting and more restrictive standards of Appendix D of the International Fire Code. i. All lots shall be provided with frontage on a public street or private access easement, in accordance with Table 10-06-2. Provided, when a turnaround is not required, the lot at the end of the private access easement (the lot furthest from the public street) need only have frontage on the access easement of the width required by 4(A)(iii) below. If a private access easement is used, it may overlay one or more lots in the subdivision, or be located as a separate tract owned in common by the owners of all lots. The connection of the access easement to the public right-of-way shall not be deemed as meeting the frontage requirement for any of the proposed lots—the required frontage shall be provided and measured where the street or access easement runs along the buildable portion of the lot(s). The private access easement may overlay one or more lots in the subdivision, or be located as a separate tract owned in common by the owners of all lots. The dedication of the access easement shall include either access for the general public (public access easement), or, if a private access easement, access for utility providers, emergency service providers, and other public services in addition to the lot owners and their invited guests. ii. Entrance Requirement: The physical connection of the subdivision access drive to the public street shall consist of a paved entrance/exit extending from the curb cut (face of curb, or edge of roadway pavement if no curb exists), to a point at least twenty-five feet (25’) from the public street, measured along the direction of travel. Asphalt thickness shall be at least three inches, compacted depth. ii.iii. Minimum dimensions of the access easement and the composition of the access drive shall be in accordance with the following table. Base Course is 1 ¼” minus with fines. Top course is 5/8” minus with fines.: ---PAGE BREAK--- 3 # of Dwelling Units on Easement, including unit(s) on front corner lot(s) Access Easement Width Width of Driving Surface Driving Surface Type and Depth Turnout required? 2 17 feet 12 feet Gravel base course and 2” crushed top course, compacted depths) No 3 17 feet 12 feet Gravel base course and 2” crushed top course, compacted depths)3” asphalt over 6” crushed base course (compacted depths) Only when a turnaround is required per subsection viii and length of access drive >150’. 4 to 5 23 feet 18 feet Gravel base course and 2” crushed top course, compacted depths)3” asphalt over 6” crushed base course (compacted depths) Only when a turnaround is required per subsection viii and length of access drive >150’. iii. Asphalt access drives shall be constructed to the following specifications and have engineering testing performed during construction to confirm: a) Suitable sub-base material (native or imported) and compaction (minimum 95% density); b) Proper base course depth and compaction (minimum 95% density); c) Asphalt meeting either “Superpave”, Class A, Class B, or Modified Class B specifications; and, d) Proper asphalt depth of 3” or more, and minimum compaction of 98% density. Certification by a WY licensed engineer and accompanying test results shall be provided to the City. iv. The cross-section design of the access drive shall be in accordance with the following diagram; provided the reviewing official may consider modifications to the layout that retain the applicable functions of access width, parking backup area, snow storage, storm water control, and any other necessary considerations. Where room allows, underground utilities are to be located out from beneath the access drive in a separate utility easement. When necessary to divert from such alignment due to existing obstructions such as houses and concrete driveways, the utilities may be located under the access drive as needed to avoid the obstruction(s), and a combined access and utility easement shall be provided. ---PAGE BREAK--- 4 ---PAGE BREAK--- 5 v. In areas that have curb and gutter along the property frontage, the approach to the public street shall be constructed to the City’s alley standard, with curb, gutter, and ADA-compliant sidewalk. vi. If the access drive connects to a major collector or arterial, the city engineer may require any existing approach to be removed and all access to occur from the common access drive. vii. If the property frontage has curb and gutter, but no sidewalk, the subdivider shall install sidewalk to City standards across the property frontage. If no curb and gutter exist along the property frontage, the property owner shall agree on behalf of the owners of the lots to participate proportionally in any future City project to improve the adjacent street to City standards, which agreement shall be noted on the plat and any document transferring ownership of the lots in the subdivision. viii. A turnaround and associated easement shall be provided at the end of the access drive if any of the following conditions will exist. The distances are measured from the edge of the public right-of-way. a. The access drive (fire lane) is longer than 150 feet. b. The middle of the furthest residence will be more than 250 feet from the public right-of- way. c. The access drive serves four or more dwelling units, including front corner lot(s). d. The fire marshal or city engineer determine that due to unique circumstances, a turnaround is necessary to prevent a significant traffic or access safety issue. ix. All required turnarounds shall be constructed to the minimum dimensions of one of the following turnaround options. (Lot configuration shown as example only.) Construction specifications (e.g. materials, compaction, inspection, etc.) for the turnaround shall be the same as the access drive. A turnaround easement (or access easement) must be provided for the turnaround. Cul-de-sac Option (Offset style shown—centered bulb also permitted): Boot Option: ---PAGE BREAK--- 6 Hammerhead Option: x. When required as identified in the table in 4.A.ii above, a turnout shall be provided approximately mid-point along the access drive by widening the driving surface to a minimum of 20 feet for a length of 30 feet and tapering the ends of the turnout to the access drive at no more than a 45-degree angle. Construction of the turnout shall be to the same specifications as the access drive. Refer to the following figure. B. Utility Requirements i. All lots shall be provided with utility service connections in accordance with the requirements of the utility providers and applicable plumbing and electrical codes. At a minimum, domestic water service, public sewer and city power shall be provided and stubbed to each lot. Natural gas and telecommunication services are highly recommended. Raw water (irrigation) shall be provided to each lot if the property retains its water rights through the subdivision process. ii. City power, natural gas, and telecommunications may utilize shared services to the lots. However, domestic water and public sewer services shall be provided by individual service lines to each lot, which services shall be in accordance with the applicable adopted building/plumbing codes, City of Cody Code (see Title 8, Chapters 2 and and WY DEQ standards. iii. Utility Design Guidelines. The following utility standards are applicable, in addition to any more specific standards of applicable utility codes and policies. a. The sewer and water services are to be stubbed into each lot to the point that they extend under the dry utility trench and to the building pad side of the utility easement. b. Water service line installations must comply with City of Cody Code 8-2-7. c. Minimum depth of a sewer service line is 3 feet, unless insulated with rigid foamboard per the requirements of the building official. d. Minimum slope for 4” sewer pipe is although a minimum of 1.5% is recommended. e. Provide a minimum of 12 inches, measured horizontally on center, between sewer service lines. f. Water taps in the city main are to be installed no closer than 18 inches on center. From the taps, the water service lines are to be run directly to the edge of the street right-of- way (perpendicular to main) with a minimum horizontal separation of 12 inches on ---PAGE BREAK--- 7 center. Once within the development (after the curb stops), the water lines may be bundled (no separation) if buried a minimum depth of 5 ½ feet, otherwise the 12-inch separation must be maintained and minimum depth is 5 feet. [Note: Placing at a 5 ½- foot depth allows future replacement at 5 feet without disturbing other water service lines in the bundle. In either case, you may also want to consider throwing an extra pipe or two in the trench for future “replacement” needs.] g. Anywhere a domestic water line is within 12 inches horizontally from a sewer line and either below or less than 18 inches vertically above a sewer line, the water line must be sleeved (i.e. placed in sealed conduit). h. Cleanouts are required in the sewer service lines at intervals not to exceed 100 feet (equal intervals recommended), and at any change in direction greater than 45 degrees. Any cleanout in a driving surface must be protected with a minimum 5-inch thick concrete collar, measuring at least 12 inches beyond the outside of the pipe. i. All utility services are to be provided with either APWA uniform color-coded detectable (metallic) warning tape, or a combination of non-detectable (non-metallic) warning tape and color-coded tracer wire. The warning tape is to be installed one foot directly above the utility service pipe/conduit. If separate tracer wire is used, it is to be copper or copper clad steel, rated for direct bury, measure 12 AWG or larger (smaller number), and be taped to the side of the pipe/conduit. j. The ends of all utility stubs into the lots shall be marked with solid lumber (2x4 or larger) or PVC pipe, that is painted the corresponding APWA color for that utility (e.g. green for sewer, blue for domestic water). iv. Authorized Template. The utility layout indicated in template of 4-A-(iv) in cross-section view and below in plan view show an authorized typical layout for utilities in a residential infill subdivision. Alternative layouts that otherwise meet applicable codes and provide acceptable access for the utility providers may be proposed and considered as part of the subdivision review process. ---PAGE BREAK--- 8 C. Storm water/Drainage Requirements i. The area of the access easement shall be graded to manage storm water within the subdivision, so that no net increase of runoff or creation of a concentrated discharge point occurs. The use of swales and/or infiltration trenches are recommended methods. The storm water infiltration area is also intended to serve as snow storage area. Minimum dimensions of infiltration trenches and swales, which extend the full length of the access drive are listed in the table below; provided, if the native soil has a high clay content (e.g. bentonite) or other low-permeability structure (e.g. hardpan), the applicant will need to coordinate storm water management design options with an engineer. Rock used in the infiltration trenches or to line the swale must be clean and of a single size so as to provide proper void capacity for the storm water. A single size in the range of 1 ½ inches to 3 inches (non-crushed) is recommended. Coffer dams must be installed along the swales/trenches as needed to prevent lateral flow of storm water down the swale/trench—the swales/trenches must function as infiltration ---PAGE BREAK--- 9 features, not water conveyance features. If infiltration trenches are used, they must be constructed per the design in the City’s storm water policy manual. Width of Access Drive 12 feet 18 Feet Swale Option Width of swale (open air): 36 inches 42 inches Depth of swale (open air): 6 inches 7 inches Depth of Cobble Liner (below swale): 4 inches 5 inches Infiltration Trench Option Width: 24 inches 24 inches Depth: 16 inches 24 inches ii. Any infiltration trench, drywell, or other method of storm water retention that utilizes inground retention (effectively anything other than open swales, ditches, and ponds), must register the infiltration facility as an Type V injection well with the WY Dept. of Environmental Quality, Groundwater Division (application available at deq.wyoming.gov/wqd/underground-injection-control). If any inground retention facility is proposed, a copy of the WY DEQ application must be provided to the City prior to construction of the facility. D. Signage Requirements The following signs are to be installed by the subdivider. The size and mounting methods shall comply with the MUTCD manual and/or Appendix D of the International Fire Code. i. Address numbers for the dwelling units on the rear lot(s) shall be posted at the intersection of the private access drive with the public road, in accordance with the standards of the building code (e.g. minimum 4” letter height, on contrasting background). ii. Install “No Parking / Fire Lane” sign(s) along the access drive, located and spaced as approved by the fire marshal. iii. Any required turnout and turnaround must be signed, “No Parking”. iv. A “Share the Road” sign is required near the entrance to the subdivision if the access drive serves four or more dwelling units, including the front corner lot(s). E. Fencing Requirements Where the access drive is located adjacent to a neighboring residentially-zoned property, a minimum 6-foot tall, solid fence shall be installed between the access drive and the neighboring property, except within 15 feet from the public street right-of-way. This requirement may be waived or reduced (e.g. partial fence, shorter fence, non-solid fence) by the reviewing official when the neighboring property owner requests such modification or waiver in writing. ---PAGE BREAK--- 10 5. Other Requirements: A. The number and location of all dwelling units, whether primary dwellings or accessory dwelling units, must be identified in the subdivision process and noted on the plat. B. Either the lot, or the turnaround serving it, must be within 600 feet of a functional fire hydrant, measured as the fire hose would lay. If a new fire hydrant is required, engineering and installation is the responsibility of the subdivider and shall be coordinated with Public Works. C. Maintenance agreements or covenants must be established to set forth the maintenance responsibilities for the private access drive tract/easement, including maintenance of the access drive, fence, and storm water facility. The agreement must include establishment of a bank account and schedule of payment by the lot owners. The payment levels must be based on anticipated costs for regular recommended maintenance and repair activities, such as snow removal, regrading, asphalt crack sealing/recoating, weed control, signage, etc. The maintenance agreement/covenant must be recorded with the plat. The initial minimum payment and schedule shall be determined with the final plat process. D. Enforcement of “No Parking” (e.g. towing) shall be by the homeowners, and authority for such included in the maintenance agreement or covenants for the subdivision. E. All lots shall utilize a cluster mailbox stand, as specified by the local post office, which mailbox and associated concrete pad shall be installed to USPS specifications by the subdivider. F. Garbage collection will occur on or next to the public street near the intersection with the access drive. The applicant will need to coordinate whether a dumpster or roll-outs are to be utilized. If a dumpster is to be utilized, the location, pad design, and any pedestrian bypass around the dumpster that may be needed shall be specified after consultation with Public Works. G. Gates or other features that would obstruct vehicle or pedestrian use of the access drive are prohibited. H. If the subdivision improvements are not installed prior to recording the final plat, the final plat shall include a note that states that no building permit shall be issued for a dwelling until all required subdivision improvements are completed.