A. The subdivider of any subdivision designed to be used for residential, commercial, industrial or other purposes shall design, grade, drain, surface, and otherwise improve all streets that are designated on the approved plat or that directly serve the subdivision in accordance with the specifications of the city shall meet all standards depicted on the detail sheets for streets and roadways, and in accordance with the provisions in subsections B and C of this section.
B. The design of an improvement of an intersection of any new street with an existing state highway shall be in accordance with the specifications of the Oklahoma state department of transportation, but in no case shall the standard be less than the applicable specifications of the city.
C. The arrangement, character, extent, width, grade, and location of all streets shall be designed in accordance with the following provisions:
1. Major streets shall be planned to conform with the transportation plan.
2. Whenever a subdivision abuts or contains an existing or proposed major street, the planning commission may require service streets, reverse frontage with screening contained in a nonaccess reservation along the rear property line, deep lots, or such other treatment as may be necessary for adequate protection of residential properties and to afford separation of arterial and local traffic.
3. Local streets shall be laid out so that their use by arterial traffic shall be discouraged.
4. Where a subdivision borders on or contains a railroad right of way or limited access highway right of way, the planning commissioner may require a street approximately parallel to and on each side of such right of way at a distance suitable for the appropriate use of the land. Such distances also shall be determined with due regard for the requirements of approach grades and future grade separation structures.
5. Reserve strips controlling access to streets shall be prohibited except where their control is placed in the city under conditions approved by the planning commission.
6. Where the plat to be submitted includes only part of the tract owned or intended for development by the subdivider, a tentative plan of a proposed future street system for the unsubdivided portion shall be required of the subdivider.
7. When a tract is subdivided into larger than normal building lots or parcels, such lots or parcels shall be arranged to permit the logical location and opening of future streets and appropriate resubdivisions, with provisions for adequate utility easement.
8. Street jogs with center line offsets of less than one hundred twenty five feet (125') shall be avoided.
9. Street right-of-way widths shall not be less than the following:
Major Streets
| Minor Streets
|
Primary arterial: 100 feet | Urban collector: 60 feet |
Minor arterial: 80 feet | Local road: 50 feet |
(Prior Code, Chapter 16, as amended)
10. The paved width of all streets shall be adequate to serve the existing and future estimated traffic load for the facility. Lane widths for all streets shall be as follows:
a. All major streets shall have lanes for traffic movement of twelve feet (12') in width.
b. All local streets shall have lanes for traffic movement of not less than twelve feet (12') or more than fourteen feet (14') in width and a lane for parallel parking of not less than eight feet (8') in width. Streets shall be developed in accordance with the general standards in the approved detail sheets.
c. Proposed plats containing lots of thirty five thousand (35,000) square feet or more may meet rural street standards as described in this code.
d. A cul-de-sac shall not exceed five hundred feet (500') in length, measured from the entrance to the center of the turnaround, and if more than one hundred fifty feet (150') in length shall be provided with a turnaround having a radius of not less than fifty feet (50') at the property line and not less than forty feet (40') at the curb line. (Ord. 1993-15, 9-2-1993)
11. Half streets shall be prohibited.
12. The arrangements of streets shall be such as to cause no hardship in the subdividing of adjacent properties. The planning commissioner may require the dedication of street rights of way to facilitate the development of adjoining properties.
13. No street names shall be used which shall duplicate or be confused with the names of existing streets. Street names shall be subject to the consideration of the planning commission and the approval of the city council.
14. Residential development adjacent to a major street designated on the adopted transportation plan shall comply with the following:
a. Only backing or siding residential lots shall be used adjacent to the above described highways unless a frontage road is provided for local access purposes. This shall not apply to any residential lots two (2) acres or more in size.
b. An opaque fence as approved by the planning commission, shall be installed by the developer at the right-of-way line behind or at the side of residential lots and shall be maintained by the developer for one year from the date of installation.
c. There shall be no openings for vehicular access onto the above described trafficways except at street intersections, bicycle path intersections, and at approved openings to commercial areas.
d. Subdivision streets shall not open onto a major street except at an average interval of not less than one-quarter mile measured from the center lines.
e. In any area where lots back onto a major street shown on the general plan or on the transportation plan or onto any section line road, no curb cuts, gates in fences, or openings of any other kind shall be made or permitted from such backing lots onto the trafficways at any time; provided, however that this shall not apply to public pedestrianways or bicycle paths.
15. Streets designed for local service only, such as cul-de-sacs and loop streets, shall be used to the maximum feasible extent in the subdivision.
16. Collector streets shall be used in the subdivision wherever traffic is being collected from local streets to provide access to a major street or community facility or as required by the planning commission.
17. Ingress and egress to multi-family areas having fifty (50) or more units shall be provided only on collector streets or frontage roads of appropriate design. (Prior Code, Chapter 16, as amended)
18. Commercial and industrial subdivisions shall provide access from each parcel to a major street by means of a street system designed for such use, but they shall not have access to residential streets in a manner that encourages or promotes the movement of foreign traffic through residential neighborhoods.
a. Vehicular entrances to commercially or industrially zoned or used areas shall be no closer to the intersection of adjacent streets and roads than one hundred feet (100') measured along the curb from the outside limits of the curb line extended to the closest edge of the drive.
b. Vehicular entrances to and exits from shopping centers shall be at least three hundred fifty feet (350') apart center line to center line on the same road; provided, however, that an entrance and an exit within twenty feet (20') of each other, at the property line, will be interpreted to be single point of access.
c. No entrance or exit from a regional shopping center or mall shall be within three hundred feet (300') of a street intersection of two (2) principal arterials or minor arterials and no closer than one hundred fifty feet (150') from any other street to street intersection. (Ord. 1993-13, 8-19-1993)
19. Acceleration/deceleration lanes shall be required on section line roads and other designated major streets as follows:
a. In platted or unplatted developments abutting a section line road or other major street that has not been widened to four (4) lanes, an acceleration/deceleration lane shall be constructed at the intersection of the section line road or other major street with any street providing access to the interior of the section.
b. In all commercial, industrial, institutional or multiple- family developments abutting a section line road or other major street, an acceleration/deceleration lane shall be provided at each driveway providing access to the development from the section line road or other major street.
c. The acceleration and deceleration lanes required herein shall be shown on subdivision plats submitted to the city for review and approval. Where no plat accompanies a development, plans for acceleration and deceleration lanes shall be submitted with street paving plans or, in the case of a project abutting a section line road or other major street in an unplatted area, application for a building permit.
d. Deceleration lanes shall be of a design approved by the city engineer to provide safe egress from the traffic flow of the major street and queuing for vehicles entering a development, but they shall be not less than seventy five feet (75') in length and twelve feet (12') in width.
e. Acceleration/deceleration lanes shall be constructed to a standard equal to or better than the following:
(1) Paving width of twelve feet (12').
(2) Six inches (6") of asphalt or portland cement concrete on a minimum base of six inches (6") of lime or fly ash base.
f. Where the developer is required by the city, or chooses to install an additional traffic lane on the developer's frontage to be constructed to city street standards, the city may waive the requirement for installation of an acceleration/deceleration lane if it can be shown that traffic safety principles will be met. (Ord. 1996-11, 6-20-1996)