§ 1115.04 ROADWAY CLASSIFICATION.

   The roadways of the city are classified based on their location, function and desired level of access control. The classifications are as follows.

   (a)   Location based roadway classification. The roadways of the city were first classified into urban, suburban and rural, based on their location. This general classification will help in the assignment of access levels and access standards to roadways based on their location. Please refer to Map 1115.01.

      (1)   Urban can be construed to represent the central city, or other areas where density exceeds 6,000 persons per square mile;

      (2)   Suburban can be defined as all parts of an urbanized area other than the central city; and

      (3)   Rural represents all other areas.

   (b)   Functional roadway classification.

       (1)   Functional roadway classification is the most important step towards access management and control. It defines and regulates the development and assignment of access levels.

      (2)   The roadway classifications in the city are based primarily upon traffic volumes and capacity, operating speeds and trip distances. The classifications also take into consideration the functions performed by the roadway; traffic flow intensity and characteristics; linkages between activity centers, land usage and areas served; and system continuity and design features.

         A.   Freeways. Freeways typically carry high volumes of traffic at high speeds over long distances. For freeways, maximum priority is assigned to mobility and minimum priority is assigned to access functions. Freeways are complete access-controlled roadways with access at interchanges only.

         B.   Major arterial. Major arterials carry a significant amount of through traffic. They also serve as the primary access channels for traffic originating from the city to the interstates and vice-versa. Direct property access may be provided if no reasonable alternate access from an intersecting street is available. Development patterns in the city suggest a significant amount of development in and around these roadways, with direct property access having been granted from these roadways. However, when granting future access permits, it is important that the stipulations mentioned in these guidelines are followed, assuring that the grants do not interfere with the primary function of providing efficient (if possible, uninterrupted) through traffic movement.

         C.   Minor arterials.

            1.   The primary distinguishing features between major and minor arterial roadways are the volume of through traffic, operating speeds and the respective priorities assigned to providing through traffic movement and access to abutting developments.

            2.   The priority assigned to providing through traffic movement is marginally lower for minor arterials when compared with that assigned to major arterials. Also, minor arterial roadways are not necessarily the primary carriers of traffic to and from the city. They either serve as connectors between major arterial roadways and collector streets, or act as auxiliary channels for carrying through traffic to and from remote locations and from major arterial roadways. Essentially, minor arterial roadways perform the role of a major arterial roadway in cases where the trip distances are significantly lower.

         D.   Collector streets. Collector streets serve as connectors for traffic flow between the arterial roadways and the local streets. Collector streets are vital links for collection and distribution of traffic to and from the local streets, with equal priorities assigned to the functions of providing through traffic flow and access to abutting land developments. Hence it is important that the city focuses its attention on preserving the functional integrity of existing collector streets, and also prevent the future roadways (designated as collectors) from losing the balance between through traffic flow and access functions. It is essential that collector streets do not carry excessive volumes of through-traffic. This would defy their purpose as well as increase the risk of accidents due to excessive speed differentials at intersections.

            1.   In the roadway classification system, the collector streets of the city are subdivided into primary collector streets and secondary collector streets because:

               a.   This helps to account for differences in the length and extent of different collector streets;

               b.   The trip origins and ends for primary and secondary collector streets are different from each other;

               c.   This subclassification makes the access management plan specific, rather than general, to the different roadway types in the city;

               d.   This subclassification also accounts for basic differences in traffic flow characteristics between primary and secondary collectors; and

               e.   They do not permit residential driveway cuts and restrict the use of commercial driveway cuts.

            2.   The inherent characteristics of primary collector streets are as follows:

               a.   Primary collector streets connect local streets or secondary collector streets to arterial roadways (major or minor);

               b.   More often than not, the traffic flow pattern along primary collector streets is such that traffic to and from originates from or ends in secondary collector streets; the other ends of trips originate from or end in arterial roadways;

               c.   They usually dissect the land pockets between arterial streets from one end to the other in such a way that a reasonable amount of access is provided for the land developments in the respective land pockets; and

               d.   They are usually longer than the respective adjoining secondary collector streets or local streets.

            3.   The inherent characteristics of secondary collector streets are as follows:

               a.   They connect primary collector streets or arterial roadways to local streets;

               b.   In most cases trip ends originate from or end in local streets; the other ends of trips originate from or end in either arterial roadways or in primary collector streets;

               c.   They do not usually span the land pockets between arterial roadways. There may be exceptions depending on the existence of nearby collectors that serve as primary collector streets;

               d.   They are usually shorter in length than the respective primary collectors from which they branch; and

               e.   They restrict direct property access.

         E.   Local streets. The purpose of local streets is to provide direct access to abutting properties and land developments. The most important function for these streets is access provision, while through-traffic movement on these streets is secondary. Any access restrictions imposed on local streets will be only for safety purposes. All streets in the city that are not otherwise classified are local streets.

         F.   Alleys and private streets. An alley provides access to the rear or sides of lots or buildings. Alleys are not intended to provide access for through traffic. Private streets provide access to individual private properties that are located within a large tract of private property (e.g., condominiums and business parks).

Refer to Table 1115.02, which provides typical characteristics for each of the roadway classes, and to Map 1115.02.

Table 1115.02 - Functional Roadway Classification System
Roadway Type	Roadway Characteristics
Posted Speed Limited in mph	Traffic Characteristics and Roadway Function	Direct Property Access	General Design Features	Operational Standards	Public Access Provision
Freeway	Minimum of 55	High volumes of traffic at high speeds over long distances. Serves interstate, intrastate, interregional and intracity (in urbanized and metropolitan areas) travel demand.	Not permitted	Multi-lane; Median	All opposing traffic movements physically separated by grade separations and medians. Minimum interchange spacing: urban/suburban areas: 1 mile; rural areas: 3 miles	Only through interchanges
Major arterial	Maximum of 45 in areas without signals, and 35 in areas with signals (may be lower in highly urbanized sections)	Provides mobility to traffic at moderate to high speeds, volumes and distances. Serves interregional, intercity and intracity travel.	Not permitted or restricted; when permitted, see note (a)	Multi-lane with median preferred	Signalized intersection spacing; urban areas: 1/2 mile (1/4 mile when there is not other reasonable access); rural areas: 1 mile (1/2 mile when there is no other reasonable access)	At-grade public street intersections
Minor arterial	35-45 in undeveloped areas, and 25-35 in developed areas	Provides access and mobility at moderate to high speeds and volumes for moderate to short distances in rural areas, and low to moderate speeds and volumes in urban areas. Serves intercity, intracity and intra-community travel.	Restricted	Multi-lane	Signalized intersection spacing; urban areas: 1/2 mile (1/4 mile when there is no other reasonable access); rural areas: 1 mile (1/2 mile when there is no other reasonable access)	At-grade public street intersections
Primary collector	Minimum of 25-35, depending on the extent of development and the frequency of cross streets	Provides access and mobility at moderate speeds, with equal priority assigned to both functions. Connects local or secondary collector streets to arterials.	See note (b)	2-lane with turning movements	Signalized intersection spacing; urban areas: 1/2 mile (1/4 mile when there is no reasonable access); rural areas: 1 mile (1/2 mile when there is no reasonable access)	At-grade public street intersections
Secondary collector	25-35, depending on safety requirements	Provides access and mobility at lower speeds, with equal priority assigned to both functions. Connects primary collectors or arterials to local streets.	Restricted; see note (c)	2-lane with turning movements	Signalized intersection spacing; urban areas: 1/2 mile (1/4 mile when there is no reasonable access); rural areas: 1 mile (1/2 mile when there is no other reasonable access)	At-grade public street intersections
Local street	Maximum of 25	Mainly provides local land access. Carries traffic from and to local land developments, to and from collector streets.	Permitted	2-lane	All standards are subject only to case-by-case safety requirements	At-grade public street intersections
Alleys	Maximum of 15	Provide access to the rear or sides of lots or buildings. Not intended for through-traffic.	Permitted	1- or 2-lane	All standards are subject only to case-by-case safety requirements	At-grade public street intersections
Private street	Maximum of 25	Provide local land access. Carries traffic from and to developments, to and from collector streets.	Permitted	2-lane	All standards are subject only to case-by-case safety requirements	At-grade public street intersections
Notes:
(a)   When direct property access is provided to multi-lane divided major arterials, it is limited to right and left turn entry and right turn exit only. Left turn movements out of the activity center shall not be permitted.
(b)   Residential driveways are not permitted and commercial driveways are restricted by number, site distance and spacing.
(c)   Restricted by volume, speed, sight distance and spacing.

 

(Ord. 99-207, passed 1-10-2000)

§ 1115.05 ACCESS CLASSIFICATION.

   An access classification system involves the development of different access levels and the consequent assignment of allowable access levels to the roadways under consideration. Each roadway type is assigned an access control level according to the number, type and frequency of access points along the roadway, the volume and speed of traffic along the roadway, and the design standards required for safe and efficient traffic movement. The correlation of functional roadway classification and access levels for the city is shown in Table 1115.03. The specifications for each access level are shown in Table 1115.04. Refer also to Map 1115.03.

Table 1115.03 - Roadway Access Classification
Functional Roadway Classification	Access Level	Comments
Freeways	1
Major arterials	2 and 3	Depends on the turning restrictions imposed on access points. The turning restrictions are decided based upon roadway geometry; roadway classification and access level; and required degree of access control.
Minor arterials	3	Depends on the turning restrictions imposed upon access points. The turning restrictions are decided based upon roadway geometry, roadway classification and access level, and required degree of access control.
Collector streets	4 and 5	Primary collector streets have an access level of 4; secondary collector streets have an access level of 5.
Local streets	6
Alleys and private streets	7

 

Table 1115.04 - Roadway Access Level Specifications
Access Level	Roadway Classification	Description	Access Sketch	Direct Property Access	General Design Features
1	Freeway	Access at interchanges only. Uninterrupted flow.		Not permitted	Multi-lane; Median divider
2	Major arterials (Left turn out prohibition is enforceable only in the case of a divided roadway.)	Right turn out, left and right turn in (no left turn out); Interrupted flow in one direction. Right turn deceleration lane required. Roadway entry acceleration lanes optional.		Not permitted or restricted when permitted	Multi-lane; Median divider
3	Minor arterials	Right and left turn in and out with left turn lane in and out required. Interrupted flow in both directions. Right turn deceleration lanes are recommended.		Restricted when permitted	Multi-lane
4	Primary collectors	Right and left turn in and out with left turn lane in and out required. Interrupted flow in both directions.		Restricted when permitted	2 lanes with turning movements
5	Secondary collectors	Right and left turn in and out with left turn lane in and out optional. Interrupted flow in both directions.		Restricted by volume, speed, sight distance and spacing	2 lanes with turning movements
6 and 7	All local and private road ways and alleys.	Right and left turn in and out (Safety requirements only)		Permitted	2 lanes
Legend	Interchange	Property/Development	Turn, Deceleration or Acceleration Lane	—   Required	- - -   Optional

 

(Ord. 99-207, passed 1-10-2000)

§ 1115.06 ROADWAY RECLASSIFICATION.

   The roadway classifications are subject to change, as surrounding land uses change. As a particular roadway’s reclassification is necessary, the proposed classification shall be recommended for approval by the Planning Commission and then approved by the City Council.

(Ord. 99-207, passed 1-10-2000)

§ 1115.07 ACCESS SPACING REGULATIONS.

   Access spacing regulations establish standards of access spacing for the different access levels. Different sets of standards apply to interchanges and signalized intersections, unsignalized intersections and driveways, median openings and to lateral access restrictions.

   (a)   Interchanges and signalized intersections. The very nature of the access spacing guidelines for interchanges and signalized intersections makes it impossible to require that all spacing distances be exact. Roadway and access designs should conform to the specifications in Table 1115.05 as closely as possible. When a new interchange or signalized intersection is proposed, the applicant shall provide justification for the proposed location. Final approval shall be obtained from Planning Commission.

(Ord. 99-207, passed 1-10-2000)

Table 1115.05 - Access Spacing Regulations - Interchanges and Signalized Intersections
Access Level	General Roadway Type	Posted Speed Limit in mph	Interchanges (1)		Signalized Intersection
			Minimum Spacing in Miles		Minimum Spacing (in feet) at the Corresponding Speeds
			Urban/ Suburban	Rural
1	Freeways	Minimum of 55	1	3	NA
2	Major arterials	45 rural	NA (Optional where deemed necessary)	NA (Optional where deemed necessary)	2,000
		40 suburban			1,500
		35 suburban/ urban			1,000
		30 highly developed urban areas			1,000
3	Major and minor arterials	40 suburban	NA	NA	1,500
		35 suburban/ urban			1,000
		30 urban			1,000
		25 highly developed urban areas			1,000
4	Primary collectors	35 suburban/urban	NA	NA	1,500
		30 urban			1,000
		25 developed urban			750
5	Secondary collectors	35 rural/suburban	NA	NA	1,500
		30 suburban/urban			1,000
		25 developed urban			750
6 and 7	Local and private roads, alleys	25 and under	NA	NA	NS
Notes:
(1)   NA - Not applicable; NS - Not specified

 

   (b) Unsignalized intersections and driveways. Minimum spacing regulations have been set for unsignalized driveways and roadways. The intent of these regulations is to avoid significant delays and/or accidents caused by frequent access points along a given roadway. The spacing regulations are based upon the type of traffic volume generator or land use, and its location classification (urban, suburban, rural) along a given roadway. To determine the roadway location classification, refer to Map 1115.01. Refer to Table 1115.06 for the specific development standards.

Table 1115.06 - Access Spacing Regulations - Unsignalized Intersections and Driveways
		Minimum Spacing for Unsignalized Driveways and Roadways (in feet)
Roadway Type	Posted Speed Limit in mph	Distances based on Roadway Locations, Traffic Volume Generators1 and Speed Limits
		Urban Roadway			Suburban Roadway			Rural Roadway
		Low	Medium	High	Low	Medium	High	Low	Medium	High
Major arterials	50							250	400	500
	45							225	350	450
	40				250	350	400
	35	200	300	350	175	300	350
	30	150	250	300
Minor arterials	50							200	300	400
	45							200	275	350
	40				150	250	350
	35	175	250	300	150	200	300
	30	125	200	250
	25	100	150	200
Primary collectors	45							150	250	300
	40							150	200	250
	35	150	150	200	150	200	250
	30	150	150	200	150	200	250
	25	150	150	150
Secondary collectors	40							150	200	250
	35				150	200	250	150	200	250
	30	150	150	150	150	150	150
	25	150	150	150
Notes:
1   Traffic volume generators are defined in Table 1115.01.

 

   (c)   Median openings. Minimum spacing regulations have been developed to regulate the distance between median openings. These regulations are intended to:

      (1)   Ensure that vehicles making turns through the median openings will not cause significant delays; and

      (2)   Ensure a safer, uncongested through movement along the divided roadway. Minimum spacing regulations, based upon roadway type, are listed in Table 1115.07.

Table 1115.07 - Access Spacing Regulations - Median Openings
Access Level	Roadway Type	Spacing Criteria (in feet) for Unsignalized Median Openings on Divided Roadways1
1	Freeways	Not Applicable
2,3	Major arterials	650
3	Minor arterials	650
4	Primary collectors	300
5	Secondary collectors	250
6	Local streets	250
7	Private streets	Not Applicable
Additional requirements:
(1)   Median openings shall be provided at all signalized at-grade intersections and at all unsignalized junctions of arterial and collector streets.
(2)   The spacing of median openings for signalized driveways should reflect traffic signal coordination requirements and the storage space needed for left turns.
(3)   Applications for a median opening for a driveway must be approved by Planning Commission.

 

   (d)   Lateral access regulations.

      (1)   Lateral access regulations have been developed to regulate the distance between the first driveway or unsignalized street on either side of an intersection.

      (2)   Lateral access regulations are intended to:

         A.   Provide for sufficient vehicle stacking distance at intersections so that vehicles backed up at a traffic signal will not block the use of the driveway;

         B.   Ensure that vehicles turning left through an intersection and into the lateral access do not back up into the intersection and block through movements;

         C.   Ensure that vehicles turning out of driveways have sufficient time to either:

            1.   Cross the traffic lanes with a left turn movement; or

            2.   Turn right and accelerate sufficiently, without risk of conflict from a car coming around the corner.

      (3)   Minimum distances, based upon roadway type and development type are listed in Table 1115.08.

Table 1115.08 - Access Spacing Regulations - Lateral Accesses
Roadway Type	Minimum Distance Required Between Lateral Access and Intersection (in feet)
Low Traffic Volume Generator	Medium Traffic Volume Generator	High Traffic Volume Generator
Major arterials	150	200	350
Minor arterials	100	150	200
Primary collectors	100	150	200
Secondary collectors	100	150	200
Additional requirements:
(1)   When the left turn storage lane for the intersection (on the roadway abutting the generator) is longer than the lateral access requirement (above), left turn movements to and from the generator shall be prohibited. This will prevent delays for those vehicles making left turn movements at the intersection that are caused by vehicles turning left into the generator from the left turn storage lane. This will also prevent potential accidents and/or delays caused by vehicles turning left from the generator and crossing the left turn storage lane.
(2)   If the intersection includes two different roadway types, then the greater of the two distances shall be used.
(3)   Lateral access requirements do not apply to roadway types that are not listed above.

 

(Ord. 99-207, passed 1-10-2000)

§ 1115.08 APPLICATION PROCEDURE.

   (a)   All driveway approaches and curb cuts are subject to the regulations in this chapter and in Chapter 1117.

   (b)   Determination of application procedure. Any owner or subdivider intending to apply for the placement of a new roadway, driveway approach or curb cut within the city shall first inquire of the City Engineer as to the type of application procedure required. The City Engineer shall consider street classification, access type, configuration of the access point, and the zoning of the property in order to determine that either a right-of-way permit is required, or that the application for the roadway, driveway approach or curb cut shall be submitted as part of the subdivision process as described in Chapter 1103 or as part of a site plan as described in Chapter 1135 or as part of the PUD concept plan as described in Chapter 1161.

   (c)   Right-of-way permit. If, according to division (b) above, the City Engineer determines that a permit to work in the right-of-way is required, the permit shall be filed according to Chapter 1117.

(Ord. 99-207, passed 1-10-2000)