A. General. No land shall be subdivided for residential, commercial, or industrial uses until adequate access to the land, over streets or thoroughfares, passable at all times to normal traffic, exists or will be provided by the subdivider. The land shall not be subdivided if the Commission finds it is unsuitable for use by reason of flooding, improper drainage, objectionable earth and rock formations, topography, or other features deemed harmful to the health, and safety of future residents or uses and the community as a whole.
The arrangement and character of all streets and alleys (where permitted) shall be laid out to best serve the public interest of efficiency, safety, and economy. Proposed streets shall be extended to the boundary line(s) of the tract if deemed appropriate by the Commission.
Where streets (and alleys) cross other streets (and alleys) they should intersect at right-angles to each other. The subdivider, or the Commission, may require that the subdivision have more than one point of ingress/egress in the interest of safety and/or convenience.
In residential subdivisions the “gridiron” pattern of street layout should be avoided with preference given to unique design. The overall arrangement of streets shall be compatible with the official Thoroughfare Plan of the city/county and their respective Comprehensive Plans. Residential streets and commercial streets are discussed in the following paragraphs.
1. Residential streets detail cross-section. Collector and local streets are appropriate for residential areas. Arterial streets are inappropriate as they are primarily designed to provide a means of traffic flow between communities. Figures 8-7 and 8-19 illustrate the cross-sections of concrete streets with curb and gutter, green space and sidewalks. The mathematical figures shown on the illustration reflect the measurements required however, the sidewalk has a four-foot minimum width, the green spaces may vary; the curb and gutter type may vary due to configuration; the traveled portion (pavement not curb) between opposing curbing and guttering may vary depending on whether it is a collector or local street; right-of-ways may vary. Reference is made to city minimum design standards § 4.16 A. through 4.16 N. for additional requirements. Slope measurements, concrete psi (pounds per square inch), construction joint and expansion joint specifications and concrete classification are as indicated.
2. Commercial streets detail cross-section. The cross-section of a commercial street varies frown a residential street in that the sidewalks are immediately adjacent to the curb and gutter of the street as shown in Figure 8-6, Commercial Detail Concrete Pavement Cross-Section with Curb. The figures shown on the illustration do not reflect the measurements required. Reference is made to Columbia City minimum design standards shown in § 4.16 paragraphs A. through N. for the actual measurements required. Slope measurements, concrete psi, construction joint and expansion joint specifications remain as indicated.
3. Pedestrian, bicyclist, handicap amenities. Crosswalks/ pedestrianways/bicycle paths, shall be placed at street intersections and when desirable, at mid-block. They shall have a minimum width of six feet. A warning sign shall be posted. A pedestrian operated signal light is required at such places when a state highway is affected. Consideration should be given for warning devices at other locations.
4. Passenger loading zones. Information relative to passenger loading and unloading areas are discussed in Figure 8-13, Passenger Loading Zones Instructions, and Figure 8-14, Passenger Loading Zone Illustrations. Handicap and bicycle ramps are also discussed under the heading, Passenger Loading Zones.
5. Delegation of responsibility for streets and sidewalks. The Columbia City Street Superintendent, or authorized person, is responsible for construction supervision of streets and sidewalks.
B. Governing specifications for streets and associated structures. Governing specifications for streets and associated improvements shall be used in constructing them. Improvements shall be constructed in accordance with Columbia City street design requirements as detailed in subparagraphs 4.16B.1. through 9.
1. Streets, and alleys where provided, shall be completed to the specifications shown on plans, profiles, and cross-sections, provided by the subdivider and prepared by a registered professional engineer and approved by the Commission.
2. The streets shall be graded, surfaced, and improved to the dimensions required by such plans, profiles, and cross sections using the material types referenced in § 4.16, Columbia City Street and Associated Structures Minimum Design Standards. Work performed shall be in conformance with the plans approved with the subdivision plat, and approved by the Columbia City Board of Public Works and Safety.
3. The street or alley shall not be surfaced until the subgrade has been adequately constructed in the manner prescribed and approved by the Columbia City Board of Public Works and Safety.
4. Prior to placing the street or alley surfaces, adequate subsurface drainage for the street shall be provided by the subdivider.
5. Where curbs and gutters are not required, berms shall be provided of stone, asphalt emulsion, or other material approved by the Columbia City Board of Public Works and Safety.
6. If concrete pavement is used, contraction joints must be placed every 20 feet, as well as at every catch basin and manhole, and must extend through any curbing to the full width of the street.
7. Minimum and maximum specifications for street design and associated structure designs for Columbia City are provided in Paragraph 4.16 of this ordinance.
8. Materials specifications for streets and associated structures, as they apply to Columbia City, are provided in Paragraph 4.16 of this ordinance.
9. Streets and roads outside the corporate limits of the city, but within its jurisdictional area, shall be in accordance with the Whitley County Ordinance 0-92-11 dated December 21, 1992, entitled “General and Detailed Specifications for Roads and Streets, Sidewalks, Curbs, Gutters, Drainage Structures, and Other Miscellaneous Items,” and amendments thereto as they relate to streets/roads.
C. Street plan. All construction of streets shall be in compliance with the approved engineering plans submitted by the developer. If the project is developed in phases, the development plan for each phase shall be started within two years of secondary approval of a particular phase. If the work has not been started within the two year period specified, it shall be subject to review by the Plan Commission and accomplished in accordance with the current city specifications. Completion of any phase shall be within one year following the initial two-year period allowed for that particular phase.
D. Dedication of street right-of-way by plat. Dedication of street right-of-way by plat shall conform to the City/County Subdivision Control Ordinance and any applicable amendments thereto.
E. New perimeter streets. Street systems in new subdivisions shall be laid out so as to eliminate or avoid new perimeter half-streets. Where an existing half-street is adjacent to a new subdivision, the other half of the street shall be improved and dedicated by the subdivider. The Planning Commission may authorize a new perimeter street where the subdivider improves and dedicates the entire required street right-of-way width within its own subdivision boundaries.
F. Widening and realignment of existing streets/roads. Where a subdivision borders an existing narrow road or when the Master Plan, Official Map, or zoning setback regulations indicate plans for realignment or widening a road that would require use of some of the land in the subdivision, the applicant shall be required to improve and dedicate at its expense those areas for widening or realignment of those roads. Frontage roads and streets as described above shall be improved and dedicated by these subdivision regulations when the applicant's development activities contribute to the need for the road expansion. Land reserved for any road purposes may not be counted in satisfying yard or area requirements of the City Zoning Ordinance whether the land is to be dedicated to the municipality in fee simple or as an easement.
G. Bridges. Bridges of primary benefit to the applicant, as determined by, and subject to approval by the Plan Commission, shall be constructed at the full expense of the applicant without reimbursement from the city.
H. Street and alley location and arrangement.
1. Arterial and collector streets. An arterial street (or road) is designed to handle large volumes of traffic movement. Certain arterial streets may be classed as limited access highways to which entrances and exits are provided only at controlled intersections and access is denied to abutting properties. Such a street may also be referred to as a major street when the rules of access are less stringent.
A collector street/road is designed to handle large volumes of traffic thereby facilitating the collection of traffic from residential streets or other streets of a more local community and to provide circulation within neighborhood areas and convenient ways for traffic to reach arterial streets.
Collector streets, intersecting with arterial streets, shall have a right turning lane. The width of the turning lane shall equal the width of one lane of a collector street. Lot frontage on a collector street shall be discouraged in residential areas and curb cuts held to a minimum in commercial areas. Ingress and egress traffic lanes, separated by a median strip may be used provided the pavement width of each lane is in conformance with standards for abutting traffic lanes of the collector street.
Arterial and collector (or feeder) streets shall be properly related to special traffic generators such as business districts, industrial districts, schools, churches, and shopping centers; to population densities, and to the pattern of existing and proposed land uses.
2. Access to primary arterials. Where a subdivision borders on, or contains an existing or proposed primary arterial, the Commission may require that the access to it be limited by one of the following means:
a. The subdivision of the lots so that the lot backs onto the primary arterial and fronts onto a parallel local street. No access shall be provided from the primary arterial. Screening shall be provided in a ten-foot strip of land along the rear property line (next to the primary arterial right-of-way line) of such lots;
b. A series of cul-de-sacs, of loop streets, entered from, and generally designed to be at right-angles to an access street that is some distance from and parallel to the arterial street, with rear lot lines backing onto the arterial;
c. A marginal access or service road having access thereto at widely spaced suitable points of entry/exit. The service road shall be separated from the primary arterial by landscaped screening flora or by a decorative fenced grassed strip.
d. The Commission may require that driveways be designed and arranged so as to avoid the necessity for vehicles to back into traffic on arterial or collector streets.
3. Local and residential streets. Local and residential streets shall be laid out so as to discourage through traffic in residential areas; and in such a manner as to permit efficient drainage systems. Excessive traffic generators shall not be permitted on minor or local streets.
4. Existing or proposed stub-streets. A new subdivision abutting an existing subdivision which has made provision for future traffic circulation by means of one or more stub- streets shall connect with said stub-street(s) in a manner complimentary to the existing stub- street(s). The purpose of a stub-street is to provide for continuation of an existing street or the beginning of a street when future development takes place. Stub streets to undeveloped adjacent land are required, the number and location of which shall be determined by the Director of Community Development and the Executive Director. Regard shall be given to the recommendations of the Comprehensive Plan and the Thoroughfare Plan. A stub street shall be only one block long and should it need to be abandoned, it shall be vacated by appropriate government body.
5. Cul-de-sacs. Cul-de-sacs are permanent dead-end streets which are provided with a circular turn-around at the closed end for the convenient reversal of traffic in a safe and convenient manner. Lots facing onto the circular portion of the turn-around shall not have a frontage less than 35 feet. Lot frontages along the straight portion of the cul-de-sac are constrained by the length of the straight portion of the street leading to the turn-around. The total length of the cul-de-sac shall not exceed 600 feet as measured from the centerline of the street from which the cul-de-sac emerges to the imaginary line of the circle which forms the turn-around, therefore, the addition of the diameter of the circle, namely, 120 feet, provides the developer with a total street length of 720 feet. The outside radius of the turn-around at the closed end shall be 60 feet, (the source of the 120 feet previously stated), and an inside radius of not less than 45 feet. See Figure 8-7, Cul-de-sac Turn-Around Plus Distance to Intersection with Street Centerline.
The maximum grade of the turn-around portion of the cul-de-sac shall be 5%. Termination of the cul-de-sac shall not be nearer than five feet from the rear property line. Cul-de-sacs longer than 720 feet, may be granted as a variance at the time of subdivision primary approval.
Temporary cul-de-sacs shall be 80 feet in diameter, and constructed of #73 stone capable of supporting one fire truck.
6. Street intersections.
a. Streets shall be laid out so as to intersect, as nearly as possible, at right angles. A proposed intersection of two new streets at an angle of less than 75 degrees shall not be acceptable. An oblique street should be curved approaching an intersection and should be approximately at right angles for at least 100 feet therefrom. No more than two streets can intersect at any one point unless specifically approved by the Planning Commission.
b. Proposed new intersections along one side of an existing street shall, wherever practical, coincide with any existing intersections on the immediately opposite side of such street. Street jogs with centerline offsets of less than 150 feet shall not be permitted, unless approved by the Plan Commission, and except where the intersected street has separated, dual drives without median breaks at either intersection. Where streets intersect major streets, their alignment shall be continuous without jogs. Intersection of major streets shall be at least 800 feet apart. The minimum distance between the centerline of parallel or approximately parallel streets intersecting a cross-street from opposite directions shall be 250 feet unless it is an in-line, cross-street intersection.
c. Minimum curb radius at the intersection of two local streets shall be at least 20 feet; and minimum curb radius at an intersection involving a collector street shall be at least 25 feet. Alley intersections and abrupt changes in alignment within a block shall have the corners cut off in accordance with standard engineering practice to permit safe vehicular movement. Property line corners shall be rounded by a 15-foot arc radius. The sight triangle of § 10.03C. of Chapter 10, City Zoning Ordinance, shall be required.
d. Intersections shall be designed with a flat grade wherever practical. In hilly or rolling areas, at the approach to an intersection, a leveling area shall be provided having not greater than a 2% rate at a distance of 60 feet, measured from the nearest right-of-way line of the intersecting street.
e. Where any street intersection will involve earth banks or existing vegetation inside any lot corner that would create a traffic hazard by limiting visibility, the developers shall cut such ground and/or vegetation (including trees) in connection with the grading of the public right-of-way to the extent deemed necessary to provide an adequate sight distance.
f. The cross-slopes on all streets, including intersections, shall be 3% or less.
g. At alley intersections, property line corners shall be rounded by an arc at least ten feet in radius.
h. No driveway shall be closer than 50 feet from the intersecting street right-of-way lines, except in the jurisdictional area where the requirement is 75 feet.
7. Right-of-way. When a property to be subdivided is located on an existing street, the owners of said property shall dedicate any additional right-of-way necessary to comply with the minimum standards of the Thoroughfare Plan. Where topography design features, or other conditions necessitate additional right-of-way or easements to permit construction of a street to the established standards for such street, the Commission may require dedication of such right-of-way or establishment of such easements.
8. Alleys. The Commission may permit alleys in residential, commercial and industrial subdivisions, or planned unit development subdivisions, if it finds that alleys are the best means of serving the subdivision. Such alleys shall have a minimum right-of-way width of 20 feet and a minimum hard surface width of 12 feet.
9. Half-streets. Wherever there exists a dedicated or platted portion of a street or alley adjacent to the proposed subdivision, the remainder of the street or alley to the prescribed width shall be platted within the proposed subdivision.
10. Streets near public institutions. Streets leading to schools and other public meeting places should be straight so as to give a more direct access from the nearest arterial or major street. When property is located on an existing street, the owners of said property to be subdivided shall dedicate any additional right-of-way necessary to comply with the minimum standards of the Thoroughfare Plans.
11. Railroads and limited access highways. Railroad right-of-ways and limited access highways, where so located as to affect the subdivision of adjoining lands, shall be treated as follows:
a. Buffer strip adjacent to railroad right-of-way or limited access highway. In residential districts a buffer strip at least 25 feet in depth in addition to the normal depth of the lot as required in the district in which the lot is located shall be provided adjacent to the railroad or limited access highway right-of-ways. This strip shall be part of the platted lots and shall be designated on the plat with the wording:
“This strip is reserved for screening. The placement of structures hereon other than earth berms, walls, fences, and other landscape screening devices approved by the Planning Commission, is prohibited.”
b. Commercial or industrial sites. In districts zoned for business, commercial, or industrial approximately parallel to a railroad shall, wherever practical, be at sufficient distance therefore to ensure depth for commercial or industrial sites.
c. Railroad crossings. Streets parallel to a railroad when intersecting a street which crosses the railroad at grade shall, to the extent practicable, be at a distance of at least 50 feet from the railroad right-of-way. Such distance shall be determined with due consideration of the minimum distance required for future separation of grades by means of appropriate approach grades.
12. Street arrangement and topography. Where appropriate to the topography, streets shall be arranged so as to provide building sites which are at, or above, the grades of the streets to the maximum practical extent. Grades of streets shall conform as closely as possible to the original topography.
13. Street trenches. All trenches crossing street right-of-ways shall first be coordinated with the appropriate authority of the appropriate street and/or highway department. Such street trenches shall be back-filled and compacted and further improved to the satisfaction of the appropriate authorities.
14. Business and industrial district streets. In business and industrial developments, the streets and other access ways shall be planned in connection with the groupings of buildings; location of railroad or highway facilities; and the position of alleys, truck loading and maneuvering areas, walkways, bikeways and parking areas so as to minimize conflict of movement between vehicular and pedestrian traffic. Consideration shall be given to the provision of a two-lane drive along the periphery of large parking lots. In large shopping areas, cross-easements and coordinated traffic patterns shall be encouraged. The use of common double entrances shall be encouraged for smaller commercial businesses along major or arterial streets.
15. Frontage on improved streets. No subdivision shall be approved unless the area to be subdivided has frontage on and access from an existing street shown on the Official Map, unless such street is:
a. An existing state, county, or township highway; or
b. A street shown upon a plat approved by the Commission and recorded in the office of the County Recorder. Such street or highway must be suitably improved as required by the highway rules, regulations, specifications, or orders; or be secured by a performance bond required under these regulations, with the width and right-of-way required by these regulations, or as indicated on the Official Map or Thoroughfare Plan. Whenever the area to be subdivided is to use an existing street frontage, such street shall be suitably improved at the developer's cost.
16. State highways. If any subdivision or any lot therein abuts a state highway, evidence of compliance with all applicable regulations of the Indiana Department of Transportation shall be required.
17. Street names. No street name in a subdivision shall be given the same name as an existing street in a previously recorded subdivision unless the new street is a direct continuation of the existing street. No street shall be named a descriptive term commonly used in civil engineering, e.g. dead-end, stub, cul-de-sac, etc. Street names shall not closely resemble other street names unless directly related to them, e.g. South Parkway, North Parkway, Azalea Court, Adelia Court, etc., in the city or the county.
18. Street patterns. Rigid rectangular “gridiron” patterns are, generally, to be avoided, and the use of casually curvilinear streets, cul-de-sacs, or loop streets shall be encouraged where such use will result in a more desirable layout and relate better to the existing topography. On flat land, innovative geometrical street patterns shall be encouraged where they are likely to enhance visual interest and a sense of order for those persons using them. An effort shall be made to design the street pattern in such a manner as to facilitate access to a particular address from the entrance to the subdivision. In using these street layouts, allowance shall be made for on-street parking which will not interfere with line-of-sight visibility on streets having potential for greater traffic due to population density and/or close proximity to major or minor arterial streets.
19. Street and alley widths. Minimum design standards for various infrastructure such as streets, alleys, etc., are discussed in §§ 4.16, Columbia City Street and Associated Structure Minimum Design Standards, through 4.17, Construction Inspection for City Streets. These data are to be interpreted as minimum standards; more stringent requirements may be imposed by the Plan Commission in individual cases.
20. Parking. Parking on arterial, collector or local streets shall be in accordance with the requirements as stated in § 4.16E.13.
(1980 Code, Ch. 154, § 4.15) (Ord. 2001-4, passed 3-27-2001; Am. Ord. 2020-31, passed 11-10-2020)