§ 27-503. Site layout and design.

27-503-1 Blocks.

A.

Generally. The length, width and shape of blocks shall be designed consistent with the following criteria:

1.

Provisions shall be made for adequate building sites suitable to the special needs of the type of uses contemplated.

2.

Lot sizes and setbacks shall conform to the zoning district regulations (article 27-400).

3.

Blocks shall provide sufficient width for two (2) tiers of lots of appropriate depth.

B.

Block length—Generally. Blocks shall not exceed the length established in table 27-503-1A for each land use category established in the comprehensive plan. Block length is measured in feet from the edge of each intersection.

Table 27-503-1A Maximum Block Lengths, Generally
	Generally
Rural	Not applicable
Residential Detached	1,000 feet
Residential Attached	1,000 feet
Institutional	Not applicable
Commercial Neighborhood	1,000 feet
General Commercial	Not applicable
Regional Center	Not applicable
Office Research and Light Industrial	Not applicable
Moderate Industrial	Not applicable
Industry	Not applicable
Mixed-Use Residential	1,000 feet
Mixed Use Employment	Not applicable

 

C.

Block length—Traditional neighborhood development. Maximum block lengths for a traditional neighborhood development (TND) option is three hundred (300) feet. Block length is measured from the edge of each intersection, in feet.

27-503-2 Lots.

A.

Generally. All lots shall conform to the lot size, lot frontage, and setback requirements of the zoning district in which the development is located. Each lot shall have approved access onto a public street.

B.

Side lot lines. Side lot lines should be approximately at right angles or radial to street lines.

C.

Lot size. The minimum lot size and setback requirements shall be determined by the zoning district in which the development is located.

D.

Lot size for septic tanks. In developments and subdivisions where septic tanks or individual disposal devices are approved by the Arkansas Department of Health, the minimum lot area shall be determined by the space required for the installation of the sanitary disposal field.

E.

Collector or arterial streets. Any lot that includes a single-family dwelling, row house, or duplex shall not have access along any street designated as follows in the master street plan:

Boulevard or future boulevard;

Major arterial or future major arterial;

Minor arterial or future minor arterial;

Major collector or future major collector;

Residential collector or future residential collector;

Freeway or future freeway.

F.

Corner lots.

1.

Unless otherwise specified in the zoning district, the front yard setback for corner lots applies to all street sides of the lot.

2.

Residential dwelling units shall have access to the lowest classification street. If the streets have the same classification, the dwelling unit may have access to either of the streets.

G.

Double frontage lots. Double frontage lots are permitted where they separate streets of different classifications. Access is permitted on only one (1) street for a double frontage lot. Residential lots shall take access from the lower classification street.

27-503-3 Sight visibility triangle. The sight visibility triangle is the area delineated by the midpoint of the radius intersection of the edge of the pavement, back of street curb, or back of shoulder, and extending twenty-five (25) feet in length parallel to the edge of each driveway, street curb or shoulder, with the third side connecting the other two (2) sides. Within each sight visibility triangle, no landscape materials, trees, shrubs, buildings, structures, or other obstructions shall be erected, planted, or maintained that exceed twenty four (24) inches in height. For signs, up to two (2) supportive posts that are not more than sixteen (16) inches in width or diameter are permitted within the sight visibility triangle. For landscaping, "height" refers to the height at plant maturity. For purposes of this section, height shall be measured from the street elevation at the edge of the curb or shoulder.

27-503-4 Streets, alleys and easements.

A.

Compliance. The location, designation, width, grade, and design of all streets shall conform to this section or the county rural road standards, whichever is the appropriate jurisdiction for the development.

B.

Street classification. All streets shall conform to the city's master street plan and bikeway plan (including the bikeway plan map).

C.

Street layout.

1.

Generally. The arrangement of streets shall be such as to cause no undue hardship in the subdividing of adjacent properties.

2.

Street jogs. Street jogs at intersections with centerline offsets (where at least one (1) of the streets is an arterial street) shall have an offset distance of at least two hundred fifty (250) feet between centerlines. Collector and local street jogs shall have centerline offsets of not less than one hundred twenty-five (125) feet.

3.

Coordination with master street plan. In order to preserve the integrity of the master street plan adopted pursuant to A.C.A. § 14-56-414, the following shall apply:

a.

No lot shall be approved for any subdivision in the designated right of way shown on such map or plan. This does not require additional right of way for streets that have already been constructed to the full width designated in the Master Street Plan or a previous Master Street Plan.

b.

If the land within such mapped street or highway is not yielding a fair return on its value to the owner, the planning commission may grant a conditional use permit for a building in such street or highway which will as little as practicable increase the cost of opening such street or highway, or tend to cause a change of such official map or plan. The planning commission may impose reasonable requirements as a condition of granting such permit.

c.

Where a proposed street widening or extension has been shown on the master street plan for ten (10) years or more and the city has not acquired title thereto, the city may, after a hearing as hereinabove provided, grant a permit for a building and/or structure in such street or highway. The city may impose such reasonable requirements as are necessary to protect the public interest as a condition of granting such permit.

27-503-5 Connectivity.

A.

Projecting streets. Where adjoining areas are not subdivided, the arrangement of streets in the subdivision shall provide through dedication for the projection of streets into unsubdivided areas. Parcels shall be arranged to allow the opening of future streets and logical further subdivision. Existing streets in adjoining areas shall be extended. The centerline of streets in the proposed subdivision shall align with the existing streets. Continuation of an existing street is not required where it would cause a street to project into a floodplain, bluff, or other natural feature that is subject to section 27-511.

B.

Secondary access. At least one (1) access point into a single-family residential subdivision shall be provided for every one thousand (1,000) feet of street. Where a single-family residential subdivision exceeds thirty (30) total units, a secondary ingress-egress access road is required.

C.

Reserve strips. Reserve strips of land for the sole purpose of controlling access to streets or circumventing right-of-way dedication are prohibited.

D.

Half streets. Half streets are prohibited, except where the planning commission determines that it will be practical to obtain the dedication of the other half of the street right-of-way when the adjoining property is developed.

27-503-6 Private and/or gated streets. The planning commission may approve private and/or gated streets subject to the following standards:

A.

Private streets.

1.

A private street is permitted only in a residential development.

2.

Private streets and utilities shall comply with all the standards for public streets and utilities as provided in this section. This includes the design standards in this section and guarantees and warrantees required by sections 27-513 and 27-514.

3.

The private street shall be maintained by a homeowners' association. The applicant shall provide the declarations and restrictions, which shall provide an annual assessment of property owners that is sufficient to maintain the private street.

4.

Publicly or privately owned utility easements for subdivisions with private streets shall comply with section 27-504.

5.

The applicant shall comply with section 27-515 (private infrastructure maintenance). The applicant shall include with the homeowners or property owners' association (HOA or POA) documents a forecast and schedule of street maintenance costs prepared by a licensed professional engineer. The maintenance costs must be consistent with the schedule of street maintenance costs. A maintenance account with seed money shall be established by the developer to enable the HOA to meet the maintenance schedule until the HOA is self sufficient. Any HOA requesting that the city acquire their private streets shall produce documentation that the maintenance schedule set forth in the HOA's original pavement management plan as part of the HOA documents has been followed.

6.

The HOA/POA documents shall require the HOA/POAs to identify and enforce a no parking restriction in fire lanes throughout the community.

B.

Gated streets. Streets with a private, gated entry shall conform to the following standards:

1.

Master key security system. A master key security system shall be provided on all gates. The security system shall include the following:

a.

A gate override in case of power failure; and

b.

A master key shall be provided for emergency access and public service providers.

2.

Queuing. At gated entrances where traffic can queue into public streets, the gates and entrances design must provide for sufficient storage capacity such that no queuing vehicles will queue into the public street.

27-503-7 Traffic impact analysis.

A.

Purpose. A traffic impact analysis and a traffic statement (TIA/TS) are tools to evaluate the interaction between the study of transportation infrastructure and proposed land use development projects. TIA/TSs provide a large amount of information that can be used for a number of purposes, including documentation of the growth of an area, assisting with planning activities, and assessing immediate and long term needs relative to infrastructure improvements. Historically, these documents have been applied in a variety of ways in order to maximize the efficiency and safety associated with the ingress and egress of traffic to properties. This subsection establishes a process through which a TIA or TS is developed and submitted to the City of Fort Smith, and the technical requirements of the deliverables to provide. The goals of a TIA or TS are:

1.

To identify potentially adverse impacts to the existing transportation system and to proposed developments;

2.

To assist public and private sector entities in identifying and resolving issues related to the location of driveways, traffic signals, and other transportation facilities that are requested but do not conform to this section; and

3.

To assist public and private sector entities with long term planning such that the extension and growth of the transportation infrastructure may occur in a manner that is comprehensive in nature and supportive of the public good.

The city engineer may waive or modify the requirements of either a TIA or TS based on conditions at the time of application submittal and existing traffic at the proposed site.

B.

Traffic impact analysis applicability. A Traffic Impact Analysis shall be required when the projected peak hour traffic is one hundred (100) trips or greater (two hundred (200) trips or greater for single-family residential development) as determined by the latest Trip Generation Manual published by the Institute of Transportation Engineers. A TIA shall also be required for any of the following:

1.

Any requests for a variance from the access management (See article 27-600) or streets, alleys and easements standards in this chapter;

2.

All developments entry roads located completely or partially within five hundred (500) feet of the intersection of two (2) or more boulevards, freeway frontage road, arterials, or major collectors with an overall developable land area in excess of five (5) acres;

3.

New school construction;

4.

Any preliminary plat meeting the above criteria if the property has already been rezoned for the proposed use and no traffic impact study has been conducted in the past two (2) years; or

5.

Any request by the applicant to quantify offsite impacts pursuant to section 27-511.

A TIA shall be required for a single-family residential development when the projected peak hour trips are expected to be two hundred (200) trips or greater. When considering a residential development, the entire development should be considered and projected improvements can be phased in by final plat submission.

Following is a table of types of land uses and the projected trips for informational purposes.

Type of Land Use	Size	Projected P.M. Peak Hour Trips
Single-family	200 Units	200 Trips
Multifamily	150 Units	100 Trips
Shopping Center	7,000 Square feet	108 Trips
Office	30,000 Square feet	112 Trips
Convenience store/gas	8 Pumps	111 Trips
Fast food restaurant	2,000 Square feet	106 a.m. Trips
High turnover restaurant	10,000 Square feet	116 Trips
Quality restaurant	15,000 Square feet	112 Trips

 

C.

Traffic information statement (TS) applicability. If the projected traffic is fewer than one hundred (100) peak hour trips (two hundred (200) trips for a single-family residential development), and greater than thirty (30) trips (sixty (60) trips for a single-family residential development), the application shall be accompanied by a traffic statement, the requirements of which are as follows:

1.

Show type of use and intensity;

2.

Show the site plan as proposed including a location map, and the square footage and type of use for all buildings;

3.

Show all proposed ingress and egress points (driveways);

4.

A projected trip table which includes categorization of each use by the ITE Trip Generation Manual and calculations used for establishing ADT trip projections, a.m. peak hour trip projections, and p.m. peak hour trip projections;

5.

If pass-by trip or multi-use trip reductions are used, show amount and the justification;

6.

Show net trip projections for ADT, a.m. peak hour, and p.m. peak hour;

7.

Show driveway trip projections for the a.m. and p.m. peak hours for all entering and existing movements; and

8.

Show current (latest) ADT traffic volumes on the adjacent streets at all proposed access points.

D.

Preliminary information meeting. The purpose of this meeting is to provide an opportunity for coordination between the applicant and city engineer, to streamline the permitting process, avoid misunderstandings, and to ensure that the documents are sufficiently comprehensive.

1.

The applicant shall schedule a preliminary information meeting with the city engineer. The study area, scope of the TIA/TS, the trip generation rates to be utilized for the study, and all requirements shall be verified at the preliminary information meeting. The city engineer may approve any modification from the requirements of this section in writing prior to preparation of the study, if the city engineer finds that the modifications are consistent with the purpose and intent of this section.

2.

During the preliminary information meeting, the applicant and city engineer will determine the scope of the TIA/TS, and establish the content, exhibits, magnitude of details and format requirements for the TIA/TS.

E.

Study area.

1.

This area shall be determined by the consultant conducting the study (hereafter referred to as the traffic consultant) and approved by the city engineer prior to the start of the study. The study boundary will be established based on the size of the proposed development, the projected peak hour trips, and the application of sound engineering judgment.

2.

If the city engineer and the applicant disagree on the study area boundary, the boundary shall extend one (1) mile from the boundary of the proposed development or the next major intersection(s) impacted by the site traffic, whichever is less.

F.

Phased development projects. Phased residential projects shall comply with this section, and shall require no special treatment.

G.

Referral. The city engineer may refer the draft TIA/TS to the following agencies for their review and recommendations:

1.

Fort Smith Planning and Zoning Department;

2.

Western Arkansas Planning and Development District (WAPDD);

3.

Arkansas State Highway and Transportation Department.

H.

Technical criteria and requirements.

1.

Generally. General items that shall be addressed in all TIAs include:

a.

Identification of the scope of the TIA;

b.

Identification of existing geometric conditions and traffic control devices that are impacted by development;

c.

Collection of existing traffic data;

d.

Estimates and distribution of site-generated traffic. Trip generation rates must be based upon the Trip Generation Manual. The city engineer may approve an alternative source if he finds that the source is based on upon reliable data consistent with generally accepted engineering principles;

e.

Forecast of future nonsite related traffic;

f.

Capacity analyses and projected operational levels of service for boundary roadways and study intersections for each of the following conditions: Existing traffic, existing plus development traffic, future traffic, future traffic plus development traffic;

g.

Analysis and justification of site improvements that will require deviation from the street design (generally, section 27-503) or access management (See 27-605) standards of these regulations. Where site improvements deviate from these guidelines, supporting documentation shall be provided that detail why these variances are justified. Furthermore, the applicant must demonstrate that not only will these variances and/or deviations not have an adverse impact on the adjacent transportation facilities, but that they will actually augment the operation of the existing infrastructure;

h.

Identification of any roadways and/or intersections within the study area that are expected to operate at level of service (LOS) D, E, or F under existing and/or projected traffic conditions;

i.

Identification of improvements necessary to improve the level-of-service to LOS C, including the geometrics and traffic control estimated costs, and determine an appropriate method for allocating responsibility for those costs;

j.

Determination of appropriate transit stops based on the Fort Smith transit plan.

2.

TIA format. All TIAs shall be consistent with the format established in appendix C. The TIA shall be submitted to the City of Fort Smith as a stand-alone document, accompanying appendices shall be provided at the time the TIA is submitted. The number of appendix documents to be submitted shall be identified at the time of the preliminary identification meeting. The items identified in appendix C establish the general outline of the report, the required maps and diagrams, all required tables, and minimum submittal requirements for any appendices.

I.

Review and submittal requirements.

1.

Upon completion of the TIA/TS, three (3) copies must be submitted to the city engineer. Up to ten (10) additional copies may be required if deemed necessary by the city for review and referral. An initial review of the study will be made to determine if the TIA/TS was developed in accordance with the technical requirements and within the scope of the study as outlined in the preliminary information meeting. If deviations from the technical requirements and/or the scope of study, as established during the preliminary information meeting are identified, the initial review will be terminated until the deviations are addressed. A notice of technical deficiencies will be developed by the city and submitted to appropriate city personnel and to the traffic consultant at such time as deficiencies are identified. All copies will be returned to the traffic consultant at that time as well.

2.

Upon submittal of a TIA/TS meeting the technical and scoping requirements established in the preliminary information meeting, final review of the TIA/TS will be conducted. If during the final review it is determined that additional information is needed, a written request for addendum will be provided to the traffic consultant. No more than one (1) request for addendum will be requested and/or required for a given TIA/TS.

3.

Following completion of the final review, written recommendations regarding any requested variances, observations, objections to and/or concurrence with the findings of the study will be provided to appropriate Fort Smith personnel and to the traffic consultant. A final meeting may be requested by the applicant to review the findings and negotiate the mitigating improvements required as a condition of approval of the application.

J.

Standards.

1.

Acceptable levels of service shall be in accordance with table 27-503-7-1, level of service without development. To summarize, table 27-503-7-1 indicates that:

a.

When the LOS without development is LOS A, B, or C, the minimum acceptable projected LOS shall be LOS C.

b.

When the LOS without development is LOS D, E, or F, the minimum acceptable projected LOS shall be equal to the LOS without development.

Table 27-503-7-1 Adopted Level of Service

		Level of Service Without Development
		A	B	C	D	E	F
Projected LOS	A	N/A
	B	B	N/A
	C	C	C	N/A
	D	C	C	C	N/A
	E	C	C	C	D	N/A
	F	C	C	C	D	E	N/A

 

2.

The applicant must identify all improvements necessary to achieve the adopted level of service. On site improvement (improvements necessary other than improvements on the existing street system) must be provided and paid for by the applicant. Necessary improvements to the public street system at proposed driveways or development streets are also the sole responsibility of the applicant. Funding of other improvements identified in the TIA/TS that are necessary along existing streets or at existing intersections will be negotiated between the city engineer and the applicant with the applicant funding a fair proportionate to the impacts based on the new traffic of the proposed development compared to existing or projected traffic on the street system. In instances where complete funding of the improvements is not available and the applicant is only responsible for a portion of the cost, the applicant shall place in escrow his or her negotiated share. The escrow account will be specific to the location of the required improvements to assure the money is not spent at other locations. A projected year of beginning of construction will be included in the escrow agreement. If the improvements are not under construction by the projected date, the escrow money will be refunded to the applicant.

3.

Required improvements may be phased in based on the TIA/TS findings and the projected impacts of each phase of the project.

4.

The city engineer may deny the application, or condition the proposed development on a phasing schedule, pending the correction of deficiencies in the existing level of service from improvements that are identified in the city's five-year capital improvement program for streets, bridges, and drainage (CIP) or other applicable improvements priority listing. However, nothing in this section requires the applicant to correct existing level of service deficiencies, and the applicant is responsible only for its pro-rata share of improvements needed to maintain the current level of service or to avoid a reduction in the level of service below LOS C.

(Ord. No. 47-10, § 2, 10-5-10; Ord. No. 70-11, § 2, 9-6-11)

27-503-8 Engineering design standards. Street design shall conform to the criteria established in the standard specifications, master street plan, bikeway plan, trails and greenways plan, and street standards.

(Ord. No. 70-11, § 2, 9-6-11)

27-503-9 Bicycle facilities. Bikeways shall be consistent with the bikeway plan.

(Ord. No. 70-11, § 2, 9-6-11)

27-503-10 Cul-de-sac and dead-end streets.

A.

As an alternative to cul-de-sac, applicants are encouraged to use eyebrow or loop lane street configurations that have two (2) points of access to a public street.

B.

Maximum development. The land uses on lots that access a cul-de-sac shall not generate more than two hundred (200) average daily trips (ADT) per day, as determined by the Trip Generation Manual.

C.

Turnarounds. A cul-de-sac shall be provided with a turnaround having a radius of not less than fifty (50) feet at the property line and not less than forty (40) feet at the curbline or edge of pavement.

D.

Pedestrian connection.

1.

The planning commission may require a cul-de-sac design that includes a stub connecting the cul-de-sac to sidewalks, parks or open space on abutting parcels where:

a.

By reason of topography, grade, and distance, the stub would provide reasonable pedestrian access to the surrounding neighborhood;

b.

The improvement is compatible with and will not adversely affect other property in the area where it is proposed to be located; and

c.

The distance to an abutting sidewalk, park or open space is not excessive when compared to the cost of providing the pedestrian connection.

2.

A cul-de-sac stub is required where the lots abut a public trail system, bike path, park, or greenway.

3.

The stub shall be improved as a pedestrian walkway, trail, or bikeway in accordance with the city's design standards. The stub shall align with any existing pedestrian walkway, trail, or bikeway on an abutting property.

E.

Dead-end streets. Dead-end streets are not permitted except on a temporary basis where they relate to the extension of the street in the development of adjoining land. A paved cul-de-sac shall be provided at the end of the dead-end street. A cul-de-sac is not required where no lots front on the street.

1.

Dead-end streets may not be used as or for driveways.

2.

Lots may not front the right-of-way of a dead-end street.

3.

Dead-end streets shall be designed according to Fort Smith Street standards.

(Ord. No. 70-11, § 2, 9-6-11)

27-503-11 Landscaping.

A.

Applicability. Residential subdivisions shall include landscaping on the perimeter streets and subdivision entry landscaping as provided below. Replats of existing residential lots and residential subdivisions with no more than five (5) lots are exempt from perimeter frontage landscaping and subdivision entry landscaping. Lots platted with frontage only on the perimeter street are exempt from the perimeter landscaping requirement. Landscaping for multifamily developments must comply with the requirements of section 27-602-3 and can be deferred until the building permit is issued for the multifamily development.

B.

Perimeter frontage landscaping. Perimeter frontage landscaping shall comply with the following:

1.

Perimeter landscaping shall be located along the entire perimeter of the subdivision that fronts the right-of-way of a public street. The perimeter landscaping shall be located on the subdivision property. The landscaping shall be parallel and adjacent to the public right-of-way line.

2.

The perimeter landscaping area shall have a minimum width of ten (10) feet.

3.

At a minimum, the perimeter landscaping planting strip shall be planted with one (1) tree and ten (10) shrubs for every fifty (50) linear feet of right-of-way frontage.

C.

Subdivision entry landscaping.

1.

Applicability. Proposed developments subject to this requirement shall provide subdivision entry landscaping. Subdivision entry landscaping must conform to the standards in subsection b., below.

2.

Standards.

a.

Streets or driveways with only two (2) lanes shall provide landscaping at the intersection of the external access street and the internal street or driveway leading into the proposed development.

b.

Streets or driveways exceeding two (2) lanes or thirty-eight (38) feet shall provide a landscaped median with a minimum width of eight (8) feet.

c.

The median shall be planted with one (1) tree and ten (10) shrubs for every fifty (50) linear feet of median length.

d.

Subdivision entrance signs must conform to the requirements applicable sign regulations.

(Ord. No. 50-14, § 1(Att.), 9-2-14)

27-503-12 Maintenance. The applicant shall comply with section 27-515 (private infrastructure maintenance).

27-503-13 Pedestrian easements. A cross-block easement shall be provided for any street exceeding six hundred (600) feet between intersections with other streets, as follows:

A.

An easement for utilities and pedestrians with a minimum width of twenty (20) feet; or

B.

An easement reserved for pedestrian passage with a minimum width of ten (10) feet.

27-503-14 Shared driveways. Driveways may be used and shared for ingress and egress between adjoining residential or nonresidential lots so that there is a single curb-cut, subject to the following standards:

A.

All Lots require approved maintenance provisions for the shared driveway.

B.

Residential lots.

1.

This section applies to lots that are used for residential, single-family detached dwelling units.

2.

The minimum width and maximum number and type of lots that may be served by a shared driveway are as follows:

Minimum Shared Driveway Width	Maximum Number of Lots
12 feet	2
18 feet	4
22 feet	6

 

3.

Up to two (2) additional lots are permitted along a shared driveway if it has more than one (1) connection to a public street.

4.

There must be at least eighteen (18) feet between shared driveways measured along the front property line.

5.

All lots that access a shared driveway must have frontage on a developed public street or private street.

C.

Nonresidential and multifamily lots.

1.

This section applies to lots that are used for duplex, multifamily, commercial or industrial uses.

2.

The minimum width required for shared driveways serving nonresidential lots is twenty-two (22) feet.

3.

The maximum trip generation for lots that access a share driveway is sixty (60) average daily trips (ADT). The maximum trip generation may increase to two hundred (200) if there is rear access for each lot.

27-503-15 Street names and numbers.

A.

Avoiding confusion.

1.

Street names and numbers shall not duplicate the spelling of existing streets in the city or within the jurisdiction of the planning commission.

2.

Street names should not be difficult to pronounce or spell. The following guidelines should be considered when assigning street names:

a.

The words "Old" or "New" must not be used with a base name.

b.

Abbreviations or single letters of the alphabet must not be used for the base name.

c.

Homonyms or names that sound like other names that are already in the system should be changed (e.g., Ray/Wray/Reigh, Steven Lane/Stephen Lane; Disk Drive/Disc Lane).

d.

Names that tend to be mispronounced or misspelled or are difficult to pronounce or spell should not be used (e.g., Javelina, Peony, Weimaraner).

e.

Two-word names or one-word names that can be confused as two-word names should not be used. This avoids the problem of two (2) words being combined into one (1) word, or vice versa, when entered (e.g., Clearlake, Clear Lake, Brookhaven, Baytree).

f.

A street name should not contain directional words such as north, south, east, or west. If they are used, it is difficult if not impossible to distinguish the pre-direction portion of a full street name from the street name itself. Northridge is an example of a street name that breaks this rule as well as the two-word rule above.

g.

Street names containing punctuation or special characters (e.g., Fishermen's, J.F.K., Holman-Fuller) should be avoided, as punctuation makes street names unnecessarily complicated, and some database programs do not gracefully handle punctuation. Furthermore, words that normally require punctuation should not be used with the punctuation omitted (e.g., Fishermens Landing). Apostrophes, hyphens, or dots may be included when necessary (to avoid confusion, for example), but it is especially important that special characters such as commas, quotation marks, and asterisks not be used. In the case of numbered streets, such as First Street or Tenth Avenue, it is recommended that the names be spelled out as opposed to using numbers with suffixes. This practice allows for the creation of a complete yet strictly alphabetical index.

h.

Streets of the same name should not intersect at more than one (1) location. Street names shall change at each 90-degree angle, unless the city engineering department determines that continuing the street name will not impair traffic safety.

i.

Street names that will be placed on street identification signs shall be limited to fifteen (15) characters and spaces. Typical street designations such as highway, boulevard, circle, court, road, street, and avenue will be abbreviated when calculating the number of characters and spaces. Abbreviations are not permitted on the plat.

B.

Assigning street names.

1.

Easements or private streets that have traffic volumes of at least fifty (50) trips per day must have a street name.

2.

A street name may contain up to three (3) parts:

Prefix	Base Name	Road Type
N	Joy	Road

 

C.

Addresses.

1.

The city engineering department shall assign addresses to the streets. These street names and addresses shall not be altered without authorization from the city.

2.

Addresses must correspond to the address grid established by the City of Fort Smith and Sebastian County 911 Emergency System, Street Name Signs.

27-503-16 Traffic control.

A.

General. The developer shall provide all temporary traffic control devices relative to construction of improvements until the beginning of the warranty period. Temporary traffic controls shall comply with Section 120 of the Standard Specifications. The city will furnish and install permanent traffic control signs.

B.

Traffic control devices. Traffic control devices and their installation shall conform to the "Manual on Uniform Traffic Control Devices", latest edition. Traffic signals shall conform to the standard specifications of the city.

C.

Ornamental signs. Decorative, ornamental and specific signs shall be the responsibility of the developer and shall conform to the sign ordinance, and must first be approved by the city streets and traffic control department.

27-503-17 Traffic calming.

Traffic calming devices shall conform to the master street plan.

27-503-18 Fire protection.

A.

Water mains shall be constructed of a size and material sufficient to provide and maintain pressures and flows adequate for fire protection, as provided in the Arkansas Fire Prevention Code and section 27-507-2 of this article (minimum water design standards).

B.

Fire hydrants will be located on water mains in accordance with standards published in the Arkansas Fire Prevention Code and section 27-507-2 of this article (minimum water design standards).

(Ord. No. 70-11, § 2, 9-6-11)

27-503-19 Sidewalks.

A.

Applicability.

1.

Sidewalks are required on both sides of all arterial, collector, and commercial streets except as specified in subsection F.

2.

Sidewalks are required on one (1) side of an internal residential street except as specified in subsection F.

3.

Sidewalks are required on the subdivision side of all adjacent or perimeter streets.

4.

Double frontage lots shall have sidewalks on both street frontages.

5.

Sidewalks are required only on one (1) side of subdivision entry streets unless residential lots are platted or planned to be platted on both sides of the street.

6.

Applicants may contribute to the sidewalk construction fund in lieu of sidewalk construction. The amount of contribution will be determined as the actual dollar value of sidewalk construction for sidewalks that are required. The dollar value of the sidewalk improvements will be determined by the project engineer and approved by the city engineer. Donations to the sidewalk construction fund may be accepted where:

a.

The required sidewalks are along an existing street that has no existing sidewalk network; or

b.

The city engineering department determines the construction of a sidewalk is not feasible.

When a contribution to the sidewalk fund is accepted, the sidewalk assessment portion of the building permit fee required by subsection 6-30(16) of the Fort Smith Municipal Code will not be required for the initial permit on any of the individual lots within the subdivision. All subsequent permits for improvements on the individual lots will include the sidewalk assessment portion of the building permit fee.

B.

Time of construction.

1.

Sidewalks for streets interior to a subdivision must be completed:

a.

Before the issuance of building permits for eighty percent (80%) of the lots on the block; or

b.

Five (5) years after the construction plans are approved.

2.

If sidewalks are not constructed for any block within the time periods prescribed in this section, the city may:

a.

Call the performance bond and complete construction of the sidewalks; and/or

b.

Withhold building permits pending the completion of sidewalks within the time limits set out above.

3.

Sidewalks along perimeter collector or arterial streets must be:

a.

Completed before the issuance of any building permit in the proposed subdivision; or

b.

Guaranteed pursuant to a subdivision improvement agreement between the city and the applicant.

C.

Width. Except as otherwise specified in the Americans with Disabilities Act (ADA), sidewalks shall have a minimum unobstructed width of five (5) feet.

D.

Continuity. Sidewalks shall not be installed in such a manner that they conflict with or are obstructed by power lines, telephone poles, fire hydrants, traffic/street signs, mail boxes, trees, buildings, barriers, light poles, or any other structure. Where encroachment is necessary, the minimum unobstructed width of the sidewalk shall be at least four (4) feet. The grades of sidewalks shall be such that abrupt changes of grades greater than eight percent (8%) are not encountered. When there is an existing or anticipated obstruction, the sidewalk shall be installed around the object and shall provide the required sidewalk width.

E.

Grade. Sidewalks shall be constructed so as to align vertically and horizontally with adjoining sidewalks.

F.

Internal walkways in lieu of sidewalks. The planning commission may waive or reduce the sidewalk requirements and allow the applicant to construct an internal walkway, trail or greenway system (an "alternative system") as a substitute for a sidewalk section if it finds that:

1.

The alternative system complies with the standards in section 27-509; and

2.

The alternative system substantially serves the same purpose as the sidewalk section that it replaces; and

3.

The alternative system connects to the public sidewalk system.

(Ord. No. 56-09, § 1, 7-21-09)

27-503-20 Street lights.

A.

Street lights shall conform to section 22-4 of the Municipal Code (installation of street lights on public streets and in residential subdivisions) and the design criteria established in any adopted neighborhood street lighting program. In the event of a conflict between section 22-4 and a neighborhood street lighting program, section 22-4 of the Municipal Code shall control.

B.

The city will not furnish decorative street light poles and fixtures. The developer must coordinate the purchase, installation, and replacement of any decorative street light poles and lights with the utility company. After the subdivision is complete and the lots are sold, any replacement poles and/or lighting must conform to section 22-4 of the Municipal Code, unless the lights are purchased, installed and maintained by a property owners' association (POA/HOA) or individual homeowners.

(Ord. No. 56-09, § 1, 7-21-09; Ord. No. 64-15, § 1(Att.), 10-6-15)