The following standards shall be met for all development plans and for redevelopment of sites.
(A) Street Connectivity
Any residential development shall be required to achieve a connectivity index of 1.2 or greater. In the event that this requirement is modified pursuant to Section 7.10.3(D)(2), a six (6)-foot pedestrian trail shall be provided to link any cul-de-sacs within a residential development in which the required connectivity index has been modified. A connectivity index is a ratio of the number of street links (road sections between intersections and cul-de-sacs) divided by the number of street nodes (intersections and cul-de-sac heads). The following illustration provides an example of how to calculate the index. Street links on existing adjacent streets that are not part of the proposed subdivision are not included in the connectivity index calculation.
(2) For non-residential, multi-family, or mixed used developments of greater than five (5) acres, an organized and complete street network must be provided with an emphasis on connectivity throughout the development and for future adjacent development. Sites, five (5) acres or less, must provide street connections with adjacent properties (i.e., taking into account the future development/redevelopment of these properties).
(a) All access points from public thoroughfares and collectors shown on the Comprehensive Transportation Plan shall be connected with each other through a continuous network of public or private streets. (Non-residential private streets are not required to meet public street standards.) Connections between thoroughfares and collectors shall be direct while maintaining a functional and organized street network. Limited parking in front of buildings along these streets may be provided.
Primary circulation through a development shall meet the following standards:
1. Vehicular access spacing on the street is limited to no less than one hundred fifty (150) feet;
2. Intersections, driveway, or drive aisle connections with the streets shall be substantially perpendicular to the street;
3. Access points shall align with opposing access points on the street or shall be offset by at least one hundred fifty (150) feet; and
4. Adjacent lots or outparcels must share access drives.
Street Connectivity
Note: The measure of connectivity is the number of street links divided by the number of nodes. Nodes exist at street intersections as well as cul-de-sac heads. Links are the stretches of road that connect nodes. Stub outs shall also be considered as links. In this example, there are five (5) links (circles) and four (4) nodes (stars); therefore, the connectivity index is 1.25.
(B) Street Arrangement
(1) The proposed public or private street system shall be designed to provide vehicular and pedestrian interconnections to facilitate internal and external traffic movements in the area. In addition to the specific connectivity requirements described above, roadway interconnections shall be provided during the initial phase of any development plan between the development site and its adjacent properties with one (1) roadway interconnection every one thousand two hundred fifty (1,250) to one thousand five hundred (1,500) linear feet for each direction (north, south, east, west) in which the subject property abuts. If the common property boundary in any direction is less than one thousand two hundred fifty (1,250) linear feet, the subject property will be required to provide an interconnection if it is determined by the Planning Director that the interconnection in that direction can best be accomplished through the subject property due to physical site constraints, such as topography, presence of stream buffers or other natural features, or lot dimensions; or due to presence of existing development or infrastructure, on the subject property or other properties in the area. When the Planning Director deems a vehicular connection not practicable due to topographical and/or environmental constraints, he/she may increase the length requirement and/or require pedestrian connections. The Planning Director may delay the interconnection if such interconnection requires state approval. The intent of this standard is to improve access/egress for Town neighborhoods, provide faster response time for emergency vehicles, and improve the vehicular and pedestrian connections between neighborhoods.
(2) Any development of more than one hundred (100) residential units or additions to existing developments such that the total number of units exceeds one hundred (100) shall be required to provide for vehicular and pedestrian access to at least two (2) public streets unless such provision is modified pursuant to Section 3.19.1.
(3) Where new development is adjacent to vacant land likely to be developed in the future, or adjacent to property that is likely to be redeveloped in the future, all streets, bicycle paths, sidewalks or pedestrian pathways, and access ways in the new development's proposed street system shall continue through to the boundary lines of the new development and any area under the same ownership as the new development, as determined by the Planning Director or the Director of Transportation and Facilities, to provide for the orderly development of such adjacent land and/or the transportation and access needs of the community. In addition, all redevelopment and street improvement projects shall take advantage of opportunities for retrofitting existing streets to provide increased vehicular and pedestrian connectivity, such as sidewalks, crosswalks, and pedestrian signals.
(4) In general, permanent cul-de-sacs are discouraged in the design of street systems, and should only be used when topography, the presence of natural features, and/or vehicular safety factors make a vehicular connection impractical. Where cul-de-sacs are unavoidable, development plans shall incorporate provisions for future vehicular and pedestrian connections to adjacent, undeveloped properties, and to existing adjacent development where existing connections are poor.
(5) Permanent cul-de-sacs shall comply with the length limits and design standards set forth in the Town's Standard Specifications and Details Manual
, and shall be provided with a turnaround at the closed street end.
(C) Cross Access
All non-residential development shall be designed to allow for both vehicular and pedestrian cross-access to adjacent properties to encourage shared parking and shared access points on public or private streets. A minimum distance of one hundred (100) feet shall be required between a cross-access way and an intersection or driveway entrance. This requirement may be modified pursuant to Section 3.19.1 provided that appropriate bicycle and pedestrian connections are provided between adjacent developments or land uses. A cross access easement must be recorded prior to issuance of a Certificate of Occupancy for the development.
(D) Exceptions
New developments adjacent to existing neighborhoods classified as Tier 2 or Tier 3 Neighborhoods are exempt from portions of Section 7.10.3(A) - (C), as provided below:
(1) Classification of Existing Neighborhood Adjacent to Proposed Development
(a) Tier 1 Neighborhood
A Tier 1 neighborhood is defined as any residential neighborhood not otherwise classified as Tier 2 or Tier 3.
(b) Tier 2 Neighborhood
A Tier 2 neighborhood is defined as a residential neighborhood that meets all of the following criteria:
1. The neighborhood was developed pursuant to a development plan approved at any time by a jurisdiction other than the Town of Cary, or approved by the Town of Cary prior to January 14, 1999; and
2. The neighborhood meets the following criteria:
a) A public street right-of-way in the existing neighborhood extends to the common property line, however the street itself does not extend to the common property line; or, no existing right-of-way or street extends to the common property line; and
b) There are no factors present to indicate the intent, at the time of approval or construction of the Tier 2 neighborhood, that a street would be connected at a later time, such as recordation of construction easements; or physical constraints such as stream buffers or topographic issues are present that would have made extension of the street to the property line infeasible at the time of construction of the neighborhood and
3. Potential public safety issues such as inadequate fire and police protection, are present, or are likely to be created in the future, if a proposed new development does not connect to the adjacent existing development. Potential safety issues may be indicated by factors including but not limited to, a single vehicular access point, and/or the major street serving the neighborhood exceeding one thousand (1,000) feet in length.
(c) Tier 3 Neighborhood
A Tier 3 neighborhood is defined as a residential neighborhood that meets all of the following criteria:
1. The neighborhood was developed pursuant to a development plan approved at any time by a jurisdiction other than the Town of Cary, or approved by the Town of Cary prior to January 14, 1999; and
2. The neighborhood meets the following criteria:
a) A public street right-of-way in the existing neighborhood extends to the common property line, however the street itself does not extend to the common property line; or, no existing right-of-way or street extends to the common property line; and
b) There are no factors present to indicate the intent, at the time of approval or construction of the Tier 3 neighborhood, that a street would be connected at a later time, such as recordation of construction easements; or physical constraints such as stream buffers or topographic issues are present that would have made extension of the road to the property line infeasible at the time of construction of the neighborhood, and
3. There are no apparent public safety issues such as inadequate fire and police protection or response capability present, or likely to be created in the future, if a proposed new development does not connect to the adjacent existing development.
(d) Neighborhood Classification
The Director of the Transportation and Facilities Department shall determine the classification of existing neighborhoods.
(2) Exceptions to Connectivity Requirements for New Development
(b) Adjacent to a Tier 2 Neighborhood, all requirements of Section 7.10.3(A) - (C) shall apply, with the following exceptions or modifications:
1. Construction of a road connection to the property line of the Tier 2 Neighborhood is allowed but not required. If no connection is made, a connectivity index less than 1.2 may be approved by the Planning Director if such reduction results from the lack of connection to the Tier 2 Neighborhood.
2. If no road connection is made, an emergency access connection to the Tier 2 neighborhood must be provided. Such connection may include a paved street connection with removable obstructions to prevent non-emergency access, raised curb treatment, turf stone with grass, or other methods approved by the Director of Transportation and Facilities and the Fire Chief.
3. Pedestrian and bicycle connections, and utility stubs and connections shall continue to be required.
(c) Adjacent to a Tier 3 Neighborhood, all requirements of Section 7.10.3(A) - (C) shall apply, with the following exceptions or modifications:
1. Construction of a road connection to the property line of the Tier 3 Neighborhood is allowed but not required. If no connection is made, a connectivity index less than 1.2 may be approved by the Planning Director if such reduction results from the lack of connection to the Tier 3 Neighborhood.