(a) Streets and blocks shall be designed and configured in accordance with the Table of Geometric Street Design Standards of Article V and shall provide for the following.
(b) Arterial streets shall be intersected only by collector streets or other arterial streets, unless the means of ingress and egress to a subdivision is from such an arterial street. The city traffic engineer may approve exceptions based on adopted traffic engineering standards.
(1) Roadway design. Roadway design should take advantage of natural site features such as topography and drainage to reduce speeds through neighborhoods and discourage through traffic intrusions.
(2) Interconnectivity of neighborhoods. Fragmented street systems impede emergency access and increase the number and length of individual trips. New residential subdivisions shall be designed to coordinate with existing, proposed, and anticipated streets. Local and collector streets shall be extended to the tract boundary to provide future connection with adjoining un-platted lands. In instances where the street stub-out would traverse an adjacent 100-year floodplain, the spacing of the street crossings shall not exceed one-half mile. Where the street crossing is in a public park, the design of the crossing shall provide for pedestrian/bicycle access under the street, unless the depth of the creek below the roadway makes such a grade separation infeasible. Subdivisions shall be designed to connect to adjacent existing stub-out streets as provided on an approved preliminary or final plat. Subdivisions shall be designed to discourage the use of local streets by non-local traffic while maintaining the connectivity with the surrounding system of roadways. This can be accomplished using modified grid systems, T-intersections, roadway jogs, or other appropriate traffic calming or roadway design measures.
Figure 7: Street Connectivity
Poor | Improved |
 |  |
a. Walking, bicycling , transit use impeded. | a. Local trips shortened. |
b. Local trips on major roads increased. | b. Multimodal mobility improved. |
c. Properties cannot be developed properly. | c. Local mobility enhanced. |
d. Internal site access opportunities increased. |
(3) School location standards. For reasons of student and pedestrian safety and vehicular access, circulation and control, development around proposed school sites shall be guided by the following standards.
a. Elementary and middle schools. New elementary and middle school sites shall have adjacent perimeter streets on at least two sides of the site. These streets shall have at least 36 feet of roadway paving within a 60-foot ROW, and one street shall function and be classified as a collector street. Elementary and middle school sites shall not be located adjacent to, or at the intersection of, one or more arterial streets.
b. Senior high schools. New senior high school sites shall have direct access to an adjacent arterial street. Said schools shall have “boundary” streets on at least three sides of the site. Two of which shall have at least 60-foot ROW’s with paving widths of not less than 36 feet to 40 feet, as determined by TPW, with one such street classified as a major collector street. The third boundary street shall be an arterial street having ROW and paving widths commensurate with the city’s master thoroughfare plan standards.
c. Colleges and universities. When new two- and four-year institutions of higher learning are platted, they shall be sited and platted as to the type and nature of perimeter street service necessary to ensure adequate and safe circulation, mobility and access to the school facility, and to minimize any adverse impact on the city’s street and transportation system. Following recommendation from TPW department, and after review and approval of a traffic impact study embracing the proposed school site and surrounding environs, such plat shall be presented to the plan commission for approval.
(Ord. 17851, § 1 (App. C, Ch. 6, Art. II), passed 10-30-2007; Ord. 23225-06-2018, § 3, passed 6-5-2018, eff. 8-1-2018)