We introduce how a paved driveway links your project to the public street network and why CDOT plan approval was the first required step for compliant access on any public street frontage.

We explain where a city permit fit into your project scope, how it worked with site plans, and how we coordinated with CDOT and, when needed, NCDOT for state roadway access. Single-family homes were exempt from plan approval but still followed the Streets Manual and CLDSM for apron tie-ins and sidewalk crossings.

We also outlined key access-management rules: spacing from intersections, possible movement limits, and plan-level restrictions to keep the public way safe and efficient. Our process anticipated timelines, inspections, bonds, and restoration so construction stayed in sync with inspections and final closeout.

Asphalt driveway permits in Charlotte made easy with our compliant process

From application to final sign‑off, we handle the steps that keep pavement work and the public way compliant. We map the full path so construction teams and owners know who does what and when.

Permits are obtained through Commercial Plan Review or Subdivision Review with the Charlotte Department of Transportation. If access ties to an NCDOT‑maintained street, we submit the separate North Carolina Department approval in parallel to avoid schedule slips.

We prepare the application, pay the City’s $50 fee, and schedule rough and final inspections. When sidewalks are affected we rebuild to ADA cross‑slope and continuity standards. For commercial work, we specify saw cuts, tie bars, and pavement line matching at the street interface.

We monitor the one‑year permit expiration, pursue extensions, and offer bonding options to keep your opening on track. We also document conditions to reduce revocation or abandonment risk and evaluate tree‑preservation variances when needed.

Our owner‑ready checklist keeps the process transparent and helps driveways meet local standards without surprises.

When a driveway permit is required for asphalt work in Charlotte

Knowing when work affects the public right-of-way stops costly delays and keeps street access safe. We quickly separate private repairs from work that needs city review so your schedule stays on track.

New construction, widening, and modifications

We require a formal review when you build a new driveway, widen an existing opening, or change the apron or sidewalk area in the public right-of-way. Any additional access point always triggers a permit because it affects street operations.

Right-of-way impacts, aprons, and culverts

Work on aprons, curb cuts, or culverts inside the right-of-way is part of the city scope. We scope those items so you know what the permit covers and what stays private behind the sidewalk line.

Projects that do not require a separate review

Replacing only the portion behind the sidewalk up to a garage does not need a separate permit. A new home under an active building permit usually includes the access work, but we still confirm compliance with spacing and construction requirements.

Setbacks and plan approvals

We design access to meet setback rules — typically 75 feet from unsignalized and 200 feet from signalized intersections unless the city reduces them. We also check when CDOT plan approval is required for connections to public or network-required private streets.

Agencies, approvals, and who reviews your plans

Our team coordinates all agency reviews so site access plans clear regulatory checks early in design. We map the review path, list required submittals, and resolve common comments before formal review. This reduces revision cycles and keeps your schedule on track.

Charlotte Department of Transportation plan approval

Under UDO Article 31, the charlotte department transportation reviews any driveway to a public or network-required private street. Single-family homes are exempt from plan approval, but we still document compliance with the Streets Manual and CLDSM in our drawings.

North Carolina Department of Transportation on NCDOT streets

When a driveway fronts an NCDOT-maintained street, we secure the north carolina department driveway permit in parallel with city approvals. We route plans through Commercial Plan Review or Subdivision Review as required so approvals align with the overall site scope.

We also identify locations where Type III and type iii driveways may apply, check spacing and sight-line length, and show tie-ins to curb and sidewalk. Finally, we obtain written approvals from CDOT and the carolina department transportation where needed and keep you informed through each review section.

charlotte driveway permit asphalt requirements we handle end-to-end

We prepare full plan sets and technical notes so reviewers clearly see how your access meets the city’s development standards and the CLDSM. Our goal is to reduce revision cycles and give owners a clear path from approval to construction.

Submittals, site plans, and compliance with the Streets Manual and CLDSM

We produce cover sheets, plan/profile views, apron details, pavement sections, and ADA sidewalk callouts that reference the development standards manual. Each sheet includes material specs and construction notes for field crews.

We show how the proposed opening ties to the public street, addressing drainage, curb transitions, and planting-strip continuity so reviewers see the full context.

Coordinating with the Subdivision, Streets, and Infrastructure Administrator

When network connectivity or spacing needs flexibility, we coordinate with the SSI Administrator under UDO Article 31 to request administrative adjustments. We also quantify trip generation and show how the access design accommodates operational needs without undue impacts on the way.

We flag triggers for updated approvals — new principal structures, parking circulation changes, or expansions — and integrate erosion control and phasing to protect the public street during construction.

Driveway design criteria that protect efficient street operations

We size and place each opening to protect sight lines and reduce conflicts with street traffic.

Access management, sight distance, and movement restrictions

We design for clear sight distance on all approaches and show profiles and photos when reviewers ask. Good sight lines let drivers see crossing movements and reduce collision risk.

Where a full-movement opening would harm safety, we plan limited movements and note signs and markings in the plan set. We also set throat length to keep queues off the street and to support internal circulation.

Driveway spacing from signalized and unsignalized intersections

UDO Article 31 gives a minimum of 75 feet from un-signalized intersections and 200 feet from signalized intersections. We apply those numbers where feasible and prepare a safety justification if CDOT considers a reduction.

We check storm drainage so access does not obstruct flows. If location conflicts arise, we design drainage modifications and coordinate with signal engineers and reviewers to protect efficient street operations.

Property line, sidewalk, and depth standards for asphalt driveways

We set clear edge and sidewalk rules so each access point fits the lot and the public way.

Minimum offset: no entrance may sit closer than two feet from side or rear property line except for documented existing conditions, multifamily layouts, or minor staff‑approved alterations.

Sidewalk continuity: the sidewalk must pass through the approach with a continuous look and a maximum cross‑slope of 1.5% to meet ADA. If the adjacent panel exceeds 1.5%, we call for removal and replacement of the first panel as a transition.

Depth and tie-ins: residential approaches are shown at 6 inches; commercial approaches are minimum 7 inches at the street approach. For commercial work we detail saw cuts, tie bars, and a match to the existing street pavement thickness at the edge before flaring back to the specified depth.

We also confirm the approach respects amenity zones and utilities, align curb ramps for continuous pedestrian flow, and add construction notes so inspectors can verify offsets, sidewalk continuity, and depth during rough and final checks.

Understanding Type III driveways and where they are permitted

Type III openings are a specific tool the city uses where two streets meet to manage turning movements and protect safety. We review each site so the chosen configuration fits the intersection context and the community’s growth framework.

Type III at public or private street intersections

City guidance limits type iii use to intersection frontages to keep operations predictable. We evaluate traffic generation, sight lines, and adjacent curb geometry to confirm the layout reduces conflicts.

We also check frontage length and property constraints so the opening fits without harming sidewalks or drainage. Where needed, we design signs and markings to control movements and protect pedestrians.

Linking driveway type to land-use, zoning, and street context

We match the type iii recommendation to zoning, land-use, and the Centers, Corridors, and Wedges framework. That ensures access supports walkable corridors and planned densities.

To speed review, we prepare a short justification memo showing how the type iii driveways align with street function, parcel length, and long-term redevelopment plans.

Cross-access, network connectivity, and the public street network

We map required cross-access to link neighboring parcels and keep short trips off busy arterials. Our goal is to reduce conflict points and improve multi-modal mobility so fewer trips re-enter the main street.

When cross-access easements are required and recorded

Under UDO Article 31, cross-access is required between abutting parcels that front an arterial when a subdivision occurs or a new principal structure is built. Corner lots on collector or local streets with arterial frontage must provide a connection too.

We prepare and record easements on the final plat or by separate instrument. Applicants do not need adjacent owner cooperation to file the required instrument.

Reducing vehicular conflicts and improving multi-modal mobility

We design shared links so short trips stay internal, which eases turning and merge conflicts at the street. Geometry also ties internal walkways and bikeways to improve safety for pedestrians and cyclists.

When site conditions or natural barriers exist, we document why CDOT may modify or remove cross-access and reference the applicable section for zoning relief. We also check feet-based spacing limits from intersections to minimize conflict areas.

Driveway location, placement, and access restrictions

We set access locations by testing turn movements and queue impacts on the adjoining street. This keeps operation smooth and helps us decide if full access is safe.

Full-movement vs. restricted-movement

Under UDO Article 31, we may limit openings to less than full movement when a signal sits within 200 feet, or where left-turn lanes overlap the frontage. The Driveway Regulations Manual guides when right-in/right-out or other restrictions are safer.

Turn lane warrants and lane design

We apply turn lane warrants to decide if left-turn or right-turn lanes are needed. Then we size storage length and taper so queues do not block through lanes or spill across intersections.

We also check whether a new driveway is justified or if consolidating with existing access reduces conflicts along the line of frontage. When moving a curb cut, we restore the old location with new curb, amenity zone, and sidewalk per standards.

All recommendations are documented so reviewers see how restricted movements and lane design improve safety where vehicular movements less than full are warranted.

Culverts, curb, and edge conditions at the street

We define clear edge and culvert rules so crews build a durable transition from property to the public way. The notes below spell out minimum sizes, tie-in details, and sidewalk continuity requirements that reduce rework and protect the pavement along the street.

Minimum culvert diameter and length where required

When Engineering requires a culvert, we size it to a minimum 12-inch diameter and a minimum 16-foot length, upsizing based on drainage calculations. That length helps keep flows clear of the approach area and protects the adjoining street and property from erosion.

Curb cuts, apron construction, and matching existing pavement

For commercial work we call a saw cut one foot from the edge and specify tie bars at 5/8″ diameter, 18″ long, at 12″ centers. We match the existing street pavement thickness at the new edge, then flare back to a 7-inch minimum within a two-foot length to prevent settlement.

Expansion joints at the back of curb are 2 inches wide and full depth, and sidewalk across the approach must read continuous. If an adjacent sidewalk panel exceeds a 1.5% cross-slope, we replace the first panel as a transition. When a curb cut is relocated, we build new curb and the required amenity zone and sidewalk per land development standards.

We document the permitted portion inside the right-of-way, note any modification triggers, and include construction notes for backfill, compaction, curing, and inspection to confirm depth, reinforcement, and final finishes before closeout.

Permit timelines, inspections, and bond options

Timely inspections and clear closeout steps keep projects moving and owners protected. We track key dates so work meets city standards and avoids lapses.

Permit expiration, extensions, and revocation scenarios

Under city code, a driveway connection expires after one year. We submit extension requests in writing at least 14 days before that deadline to prevent a lapse.

If non-compliance occurs, the City can revoke approval and require the owner to remove the opening and repair the sidewalk and streetscape. We advise owners on compliance to reduce that risk.

Rough and final inspections, ADA verification, and rework

Two inspections are required: rough and final. We schedule and attend both, confirming ADA-compliant sidewalk through the approach and resolving punch items quickly.

We document pavement depth, jointing, and finish so inspectors see the as-built record and rework is minimized.

Driveway bonds and abandonment obligations

When work remains, a driveway bond can secure a certificate of occupancy while we finish under surety. We help prepare bond documentation and closeout packages.

If a driveway is abandoned or removed, the owner must restore the area to City standards. We coordinate with NCDOT and the carolina department transportation when state routes are involved to align inspections and closeouts.

Exceptions, variances, and special circumstances

We review unusual site conditions and pursue targeted variances when standard layouts would harm safety or key features. Our goal is to balance operational goals with preservation and long‑term street performance.

Tree preservation variances and when they apply

City Code §19-71 allows a variance to keep a significant tree in the public right-of-way when the change still meets safety objectives. We evaluate opportunities and prepare a clear justification that links the request to the code’s intent.

Operational or site constraints that modify standards

Under UDO Article 31, the SSI Administrator may alter spacing or alignment where man-made or natural barriers exist, where property shape limits compliance, or where aligning with an existing opening or signal improves operations.

We document special circumstances—topography, utilities, wetlands, rail lines—and quantify impacts. Then we propose mitigations, adjust internal circulation, and ensure sidewalks, ramps, and amenity zones remain ADA‑compliant.

All exceptions are recorded in approval conditions so construction and future maintenance follow the agreed terms. We keep stakeholders informed about how any exception affects nearby parcels and corridor consistency.

Our turnkey process for asphalt driveway permitting and construction

Our team leads a compact, step-by-step service so your new access clears reviews and construction runs on schedule.

Site review, design, and CDOT/NCDOT coordination

We begin with a focused site review to map constraints and confirm who maintains each street. That lets us set a critical-path schedule for the application and the build.

We prepare geometry, pavement sections, and CLDSM-based details. These include apron, jointing, and ADA sidewalk transitions aligned to the development standards manual.

When state routes are involved, we run submittals with NCDOT alongside CDOT reviews so approvals track the same timeline.

Construction management with CLDSM-compliant details

We lead pre-construction meetings, verify materials, and sequence work to limit disruption to the public street. We also oversee signs and markings so the approved access and turn lanes match plan conditions.

During construction we perform quality checks on thickness, alignment, and finish. We track inspections and close punch items fast to reach final acceptance.

Finally, we deliver a turnover package with as-builts, executed permits, and maintenance guidance so the owner can operate with confidence.

Service area, project types, and who we serve across Charlotte

We tailor access plans to fit zoning, block length, and the street pattern around each site. UDO Article 31 asks for both external and internal connectivity, so we look for chances to add more than one opening when it makes sense.

We serve residential, commercial, mixed-use, institutional, and industrial projects. That ranges from small infill lots to multi-phase campuses. For cemeteries, schools, and places of worship we note specific network exemptions. For logistics and manufacturing, we plan for longer allowable block lengths.

We coordinate with adjacent owners to align openings and support four-way intersections when possible. Early cross-access talks reduce trips on the arterial and improve circulation for the property and nearby parcels.

Our services scale from a single access point to multiple on a large campus. We act as your single contact from feasibility through final acceptance, balancing corridor character, safety, and the City’s connectivity goals.

Ready to start your asphalt driveway permit in Charlotte? Let’s get your plan approved

Ready to start? We’ll review your site, confirm whether CDOT or NCDOT review applies, and launch your plan submittal right away.

We confirm scope — new driveway, widening, or apron work in the right-of-way — and submit the correct application with the $50 fee. We design layouts that meet spacing (75 ft / 200 ft), keep sidewalk continuity across the approach, and protect safe operations on the street.

We coordinate Type III approaches where needed, prepare the plan set, manage comments, and sequence construction so work fits other site improvements. We schedule rough and final inspections, close punch items, and secure final acceptance.

From day one you get a clear process roadmap and a team that stands behind our work. Contact us to start plan review and move your project toward the public street with confidence.