(A) The arrangement, character, extent, width grade and location of all streets shall conform to the comprehensive master plan and shall be considered in their relation to existing and planned streets, to topographical conditions, to public safety and in their appropriate relation to the proposed uses of the land to be served by the streets.
(B) When a street is not on the comprehensive master plan, the arrangement of streets in a subdivision shall provide for the continuation of existing streets in surrounding areas. If there are no streets existing on adjacent vacant and unsubdivided land, the arrangement of streets in the subdivision shall make provision for the proper extension of streets into the area. The length of any dead-end street projections intended for future extension beyond the limits of the subdivision shall not exceed the depth of one lot unless a cul-de-sac is constructed no further than one lot from the subdivision perimeter.
(C) All subdivisions with a potential to serve more than 100 dwelling units, or more than 25 nonresidential lots, shall have at least two points of vehicular access consisting of improved streets connected to the city's thoroughfare system; or, a single entrance street divided by a median where the median extends to the nearest internal street which provides at least two routes to the interior of the subdivision. Residential driveways shall not be located on the sides of the divided street parallel to and within the length of an entrance median.
(D) Where a subdivision adjoins or contains an existing or proposed major road, arterial street or collector street, the Commission may require marginal access streets, reverse frontage, deep lots with rear service alleys, or the treatment as may be necessary for adequate protection to residential properties and to afford separation of through and local traffic. No side lot access to residential corner lots shall be allowed from any arterial street.
(E) Where the proposed subdivision abuts upon an existing street that does not conform to the comprehensive master plan, the subdivider shall dedicate one-half of the right-of-way sufficient to make the ultimate full right-of-way width conform.
(F) Reserve strips controlling access to streets, rights-of-way or other land dedicated or intended to be dedicated to public use shall be prohibited, except where the city is given control, under conditions approved by the Commission.
(G) Street jogs with centerline offsets of less than 125 feet shall be avoided.
(H) Arterial street intersections shall be at 90-degree angles. Other street intersections shall be laid out so as to intersect as nearly as possible at right angles, and no street shall intersect at less than 75 degrees, nor more than 105 degrees.
(I) Street right-of-way and pavement widths shall be as shown on the comprehensive master plan and, where not shown therein, shall be not less than as follows.
(1) Arterial streets: minimum right-of-way width 80 feet to a maximum of 140 feet, with the pavement width section to be based on standard details for the specific street class, depending upon the location and existing streets with which street is to be connected.
(2) Collector streets: right-of-way width 60 feet, and pavement width of 41 feet back-to-back of curb. The right-of-way may be required to be wider or supplemented with abutting easements where all utilities are to be located in the front of lots.
(3) Local streets:
(a) Residential street: right-of-way width 50 feet, and pavement width of 31 feet back to back of curb. The right-of-way shall be wider or supplemented with abutting easements where all utilities are to be located in the front of lots; and
(b) Local street in multi-family, commercial or industrial areas: right-of-way width 60 feet, with pavement width section as identified in standard details or greater if required for drainage. The right-of-way may be required to be wider or supplemented with abutting easements where all utilities are to be located in the front of lots.
(J) Half-width streets shall be prohibited.
(K) A cul-de-sac shall not be longer than 500 feet measured from the connecting street centerline to center radius point of the closed end having a paved street turnaround diameter of at least 80 feet with a right-of-way diameter of at least 100 feet for residential, and at least 180-foot paved street turnaround diameter with a 200-foot right-of-way diameter in commercial and industrial areas. Center islands may be provided subject to approval by the city.
(L) New streets of like alignment shall bear the names of existing streets and shall be dedicated at equal or greater widths than the existing streets. No street names shall be used which will duplicate or be confused with the name of existing streets.
(M) Names of new streets being constructed as part of a subdivision are subject to approval of the Commission. Once a street is accepted by the city and the subdivision plat is recorded designating the name of the street, any subsequent change in the name of the street is subject to approval by the Council.
(N) All new streets dedicated within a subdivision shall be improved in accordance with the construction standards of the city.
(O) If an existing public street or unimproved right-of-way not meeting city standards for its classification designated in the comprehensive master plan with respect to width, drainage or surface type abuts the perimeter of a subdivision and provides the sole vehicular access to the subdivision or section thereof being platted, it shall be improved at the subdivider's expense to comply with the standards prior to acceptance of the subdivision by the city. The length of the improvement shall extend to the nearest existing street or portion thereof that meets city standards. Where the substandard perimeter street is already paved with a durable all-weather surface and has an adequate width for at least two lanes of traffic, the city may accept, as an alternative to the subdivider improving the street, a payment equal to one-half the estimated cost of improvement to city standards, as determined by the City Engineer. The payment shall be made concurrently with acceptance of the subdivision improvements by the city, and the city shall deposit the funds in an account reserved for future improvement of the substandard perimeter street. This option is available only when it is determined that the existing perimeter street, in its current state, is capable of carrying the expected traffic upon full development of the subdivision. The city may require a traffic impact study to be prepared at the subdivider's expense to document the existing capacity of the street.
(P) If a tract is subdivided into parcels larger than ordinary building lots, the parcels shall be arranged to allow for the opening of future streets.
(Ord. 08-358, passed 11-18-2008)