During a housing discussion during the GMA Board of Directors meeting on June 20, 2025, Braselton Mayor Kurt Ward outlined his city's challenges. In this follow-up Q&A, Mayor Ward shares the steps Braselton has taken and the lessons learned as it adapts to rapid residential growth.
How has Braselton managed the surge in residential growth over the past two decades?
From 2000 to 2020, Braselton added about 10,000 new residents and around 4,000 new homes. That’s a pretty significant increase for a town straddling four counties. We've seen different models of growth over that time, and with each phase, we’ve learned a lot about what works and what doesn't, especially as it relates to subdivision design and the infrastructure that supports it.
Was there a pivotal moment or tipping point that shaped how Braselton approached future residential development?
I wouldn’t call it a tipping point so much as a “tipping plateau.” Over time, we learned as a community to look at growth in a more systematic way. We started tracking not just what was already zoned in Braselton, but also what was zoned but not yet built, both inside the city and in the counties around us. We looked at traffic counts from GDOT to understand how many people were moving through our community, and we studied 10 years’ worth of police data to see the impact on public safety.
We also paid attention to what happened once sewer access opened up an area, making sure that any new residential proposals matched the quality of what was already there. All of that helped us recalibrate and take a more balanced approach to residential development.
The city has made adjustments to lot sizes. What prompted those changes, and how did you address the consequences?
We reduced our minimum lot size from 10,000 square feet to around 7,500–8,000, which helps us accommodate growth more efficiently. Smaller lots do create trade-offs, less yard space and more potential for on-street parking, so we required rear-entry garages with longer driveways to keep cars off the street. We also put in place a policy that every 10 to 15 homes must have a half-acre shared lawn within 800 feet. It’s a walkable, recreational space that gives families room to play, gather, and raise kids in a true neighborhood setting. It’s very family centric.
Are the shared “lawn areas” owned and maintained by HOAs, or are they public spaces? And how do you ensure they remain active, usable amenities over time?
These areas are owned and governed by the HOA. Our policy requires not just “green space,” it requires approximately one-half-acre of land dedicated as an open lawn for active or passive recreation purposes. From what we have seen in our communities, HOA members really care about HOA amenities.
What concerns have you encountered with plans proposed by larger, national homebuilders, and how has the city responded?
We’ve seen big-name builders come in and propose very narrow lot frontages, around 40 to 50 feet, with front-facing garages. That creates crowding and public safety challenges. That type of cookie-cutter development might maximize unit count, but it doesn't serve the long-term livability or character of our city.
Through a rewrite of our development code, we've pushed back on those designs by layering in lot size and design requirements that prevent congestion and promote more thoughtful neighborhood layouts. For example, front facing garages must be 35 feet from the right-of-way. Also, we have open space/green space requirements between 20% to 30% of the total footprint of the development.
Tell us more about the rewrite of the development code. How has it been received by the public and by developers?
Generally, the public has welcomed the new code. Braselton isn’t an “us four and no more” community. We know growth is inevitable, and we want it to be comparable and high-quality. The challenge was developers using PUDs and conservation subdivisions to get around our standards. We raised the bar: PUDs now must be truly unique, conservation subdivisions were eliminated, and green space requirements were increased. Townhomes are allowed only under special use with strict design standards. That may slow residential growth, but it also lets our infrastructure, like the two-lane highway GDOT is expanding that already carries 38,000 cars a day, to catch up. So far, national builders haven’t tested the code, but we’re in active talks with smaller developers who see value in this approach.
When you spoke during the GMA board meeting, you mentioned the idea of private roads in subdivisions. What’s the thinking behind that?
It’s a long-term fiscal issue. In neighborhoods built 15 to 20 years ago, we’re now facing big budget hits to repair or replace roads that have aged out. If HOAs maintain private roads, it can significantly reduce the city’s long-term maintenance burden. It’s not the right approach everywhere, but in some cases, it’s a smart option that protects the city’s budget while still delivering high-quality neighborhoods.