A. Permanent Markers: All subdivision boundary corners shall be marked with monuments to grade and noted on the subdivision plat.
B. Blocks:
1. The lengths, widths and shapes of blocks shall be determined with regard to:
a. Provision of adequate building sites available to the special needs of the type of use contemplated.
b. The need for convenient access, circulation, control and safety of traffic and utilities.
c. Limitations and opportunities of topography.
2. Block lengths shall be between four hundred feet (400') and one thousand feet (1,000') and shall normally be wide enough to allow two (2) tiers of lots of an appropriate depth.
C. Lots:
1. Lot dimensions shall be appropriate for the location of the subdivision and conform to the requirements of the zoning regulations.
2. Depth and width of properties reserved or laid out for commercial and industrial purposes shall be adequate to provide off street parking and loading for the use contemplated.
4. Corner lots for residential use shall have extra width to allow for two (2) front yards.
5. All interior lots lines shall be a straight line or a series of straight lines. Curved interior lot lines shall be prohibited.
6. Side lot lines shall be at right angles to streets except on curves where they shall be radial except when otherwise approved by the director of public works.
7. Each lot shall abut a dedicated public right of way or approved private street.
8. Arterial Street Development Patterns: In order to maintain the traffic carrying capacity of the arterial streets by limiting access to it from individual lots, and in order to protect the residents of property adjacent to arterial streets from the high traffic volumes associated with the street, property along such arterials shall be subdivided in the manner set forth below:
a. Double Frontage Lots: Double frontage lots are particularly appropriate for single-family development along arterial streets. Where double frontage lots are used, an extra lot depth or width shall be required to provide for an extra setback to offset the impact of high traffic volume. If double frontage lots are approved for one side of an arterial street, the other side of the arterial street will be required to plat double frontage lots as well. In this way, utilities will not have to be placed under the arterial street.
b. Side Blocks Onto Arterial Streets: In order to avoid private access from individual lots onto arterial streets, lots should be arranged on blocks so that their side yards are adjacent to the arterial street. Lots adjacent to an arterial street shall have an additional width to provide for an extra setback to offset the impact of high traffic volume. This design will be accepted only for a limited distance due to the number of streets which would intersect with the arterial.
c. Access Roads: Access roads will be used as the city expands into the new areas where they have been required by the county. Under some circumstances they would also be appropriate for commercial and industrial development. Access roads will be required to be constructed to city standards with a right of way width of not less than fifty feet (50').
d. Rear Access Roads: Rear access roads are recommended for commercial developments. In this way the access can serve two (2) tiers of lots and alleviate the dangerous turning movements onto and off of arterial streets.
e. Townhouses, Multiple-Family Units And Other Nontraditional Housing Styles: These types of development are particularly suitable for the intersection of two (2) arterial streets. Any development of this type should have limited access to the arterial street.
f. Alleys: In general, alleys are not encouraged, but they may be appropriate and permitted in unique situations. Alleys will be permitted at the discretion of public works director and planning and zoning commission.
9. An access control easement shall be placed on lots adjoining arterial streets between access points.
10. Plats for residential development adjacent to functioning railroad rights of way shall provide extra width of not less than twenty feet (20') to provide for an extra setback to offset the impact of the railroad traffic. (2005 Code)