§ 95.02 STREET DESIGN STANDARDS.

The arrangement, character, extent, width, grade, and location of all streets shall conform to all of the elements of these regulations. Street classifications are referred to as either major or minor streets in this chapter. A major street includes the rural minor arterial, the rural major collector, and the rural minor collector. A minor street includes the rural local road, subdivision road and cul-de-sac.

   (A)   Whenever a subdivision abuts or contains an existing or proposed major street, the town may require frontage roads, double frontage lots with screening, a nonaccess easement along the property lines, deep lots, or such other treatment as may be necessary for adequate protection of residential properties and to afford separation of through and local traffic. In those instances where a non-access easement is proposed along a state or federal highway, this easement shall be granted specifically to INDOT.

   (B)   In order to provide a functional town street system, the town shall require a developer to construct access streets to adjoining vacant undeveloped properties. The coordination of streets from one subdivision to another is essential to the town in order to provide a continuation of not only vehicular access, but also transportation and distribution lines for most utilities, such as water, sewer, gas, electricity and telephone systems. However, the dead ending of certain access streets to vacant undeveloped property may cause a windfall profit. In cases where the owner of the vacant land would receive an artificial profit because of another developer providing access, the town may waive the requirement of constructing the access street to the vacant land. In these cases, the developer shall be required to dedicate the necessary right-of-way, but the person who develops the adjoining vacant property will be required to construct the street. The town shall not consider waiving the street construction requirement for any developer when the future access streets do not provide the only means of access for the vacant adjoining property. The town shall determine the need and location of these access streets at the time of preliminary approval.

   (C)   All streets, including those proposed to provide the continuation of streets to adjacent property, shall be constructed to the boundary lines of the subdivision and in accordance with the standards of this chapter. If a subdivision is approved contiguous to existing right-of-way dedicated for a continuation street, but the street has not been constructed, the developer of the new subdivision must construct the entire street including the portion that is not contained within the developer's project.

   (D)   A proposed street shall provide for the continuation of existing, planned or platted streets on adjacent property.

   (E)   Where a subdivision borders on or contains a railroad right-of-way or limited access highway right-of-way the town 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 intervening land. Such distances shall also be determined with due regard for the requirements of the approach grade of any future grade separation structure.

   (F)   A dead end street shall not be permitted except where a street is proposed to be and should logically be extended but is not yet constructed. A temporary cul-de-sac shall be constructed for any dead end street which exceeds 300 feet in length from the nearest intersection. Drainage details for the temporary cul-de-sac shall be specified by the applicant and approved by the town. A dead end street which does not require a temporary cul-de-sac shall have adequate drainage provisions as approved by the town.

   (G)   A temporary cul-de-sac shall have an easement radius of not less than 50 feet and shall have a driving surface radius of not less than 40 feet. The cross section of a temporary cul-de-sac shall be at least nine inches of aggregate. If it is anticipated that the temporary cul-de-sac will be required for longer than three years, an additional two inches of asphalt binder shall be required. Any temporary cul-de-sac still with a stone surface at the end of the maintenance period must be paved with two inches of asphalt binder prior to release of the maintenance guarantee.

   (H)   An easement providing access to a street shall be prohibited except where its control and maintenance is defined in a manner approved by the town.

   (I)   Actual R/W width shall be based on engineering design and shall include the width of the through lanes, turn lane, parking lanes, shoulders, side slope, side ditch and backslope. The street right-of-way shall be not less than the following:

TABLE 1
MINIMUM R/W WIDTH

ROAD CLASSIFICATION	RIGHT-OF-WAY WIDTH (FEET)
MAJOR STREETS
Rural Minor Arterial	200
Rural Major Collector	150
Rural Minor Collector	100
MINOR STREETS
Rural Local Road	80
Subdivision Road	60
Cul-de-sac	100 (Diameter)

 

   (J)   The building setback line shall be regulated by the setback provisions of the Zoning Ordinance applicable to the area proposed to be subdivided. The minimum building setback line shall be measured from the street right-of-way line but in no instance shall be less than the following:

TABLE 2
MINIMUM BUILDING SETBACK DISTANCE

 

ROAD CLASSIFICATION	BUILDING SETBACK LINE (FEET)
Major Street	75
Rural Local Road	50
Subdivision Road	25
Cul-de-sac	25

 

   (K)   The paved width of all streets shall be adequate to serve the existing and future estimated traffic load for the development. A new subdivision road shall be surfaced to a minimum width of 30 feet measured back-to-back of curb. A cul-de-sac turn around shall be paved to a diameter of 80 feet measured back-to-back of curb. All other roads and streets shall be surfaced to a minimum width that is determined by sound engineering design and with the concurrence of the town. Where a proposed street is an extension of an existing paved street that exceeds the minimum dimension set forth above, the town may require the developer to match the width of the existing paved street.

      (1)   Where required by the Town Engineer, additional acceleration or deceleration or right turn lanes shall be added. All lanes shall be 12'-0" wide. Parking lanes shall be 10'-0", desirable, 8'-0", minimum, in width.

   (M)   A proposed subdivision street shall be designed to minimize through traffic movement, however, this does not waive the requirement to construct an access road to adjacent property boundary as required by divisions (C) or (D) of this section.

   (N)   Acceptable limits for visibility, curvature, and maximum grade depend on topography, functional classification, anticipated traffic volumes, number and nature of access points, and the like. Road design specifications shall be based on sound engineering judgement using the design speeds outlined in Table 3. The town must approve the design speeds selected for each project.

TABLE 3
DESIGN SPEED

ROAD CLASSIFICATION	TERRAIN	RURAL(MPH)	URBAN(MPH)
Arterial (2-lane)	Level	60-70	40-55
	Rolling	55-60	40-55
Collector (Major and Minor)	Level	40-60	30-50
	Rolling	30-50	30-50
Local	Level	40-50	30-40
	Rolling	30-40	30-40
Subdivision and Local w/ ADT <250	Level	30	30
	Rolling	20-30	20-30

 

   (O)   A proposed street shall be adjusted to the contour of the land so as to provide usable lots and a reasonable street grade. The maximum allowable street grade shall be as outlined in Table 4. The minimum allowable street grade shall not be less than five tenths (0.5) percent.

TABLE 4
MAXIMUM STREET GRADE

	DESIGN SPEED (MPH)
ROAD CLASSIFICATION	20	30	40	50	55	60	70
Rural Arterial					4.5%	4%	3%
Urban Arterial			7%	6%	5.5%
Rural Collector		8%	7%	6%	5.5%	5%
Urban Collector		8%	7%	6%
Rural Local		8%	7%	6%
Urban Local		8%	7%
Subdivision & Local w/ ADT < 250	9%	8%

 

   (P)   Horizontal visibility of a curved street and the vertical visibility on all streets shall be maintained according to the minimum distances shown in Table 5. Sight distances shall be measured in accordance with AASHTO guidelines.

TABLE 5
SIGHT DISTANCE

 

	DESIGN SPEED (MPH)
Sight Distance	20	30	40	50	55	60	70
Stopping Sight Distance (Desirable) (Feet)	125	200	325	475	550	650	850
Stopping Sight Distance (Minimum) (Feet)	125	200	275	400	450	525	625
Intersection Sight Distance (Feet)	225	380	580	840	990	1150	1550

 

      (1)   The values for desirable stopping sight distance shall be met for all street construction and at all intersections. Minimum stopping sight distances shall only be used in those cases which, in the opinion of the town, would cause undue hardship by use of the desirable stopping sight distance.

      (2)   The values for intersection sight distance shall be used at the intersection of two new streets. Intersection sight distance should be used at all other intersections. No new features such as signs, embankments, walls, or landscaping, shall be constructed which reduce the sight distance below the intersection sight distance.

      (3)   Where unusual or complex situations exist, decision sight distance (per AASHTO Standards) may be required by the town to provide an added margin of safety.

   (Q)   Horizontal curvature measured along the centerline shall comply with the following:

TABLE 6
RADII/DEGREE OF CURVE

 

	DESIGN SPEED (MPH)
Maximum Degree of Curve (e=0.080)	20	30	40	50	55	60	70
Radius (Feet)	150	255	470	765	955	1210	1910
Degree of Curve	38° 15'	22° 45'	12° 15'	7° 30'	6° 00'	4° 45'	3° 00'

 

   (R)   A reverse curve on a subdivision street shall have a straight tangent between elements of the reserve curve of not less than 100 feet. A reverse curve on any other street shall allow for one of the following conditions:

      (1)   The distance between the reverse curves shall achieve a normal tangent section for a minimum of two seconds of travel time, and the superelevation transition requirements shall be met for both curves; or

      (2)   The pavement shall be continuously rotated in a plane about its axis. The minimum distance between the curves is that which will be needed to meet the superelevation transition requirements for the two curves (distribution of superelevation runoff between the tangent and curve).

   (S)   The sections above deal with minimum requirements. Individual projects, particularly commercial and industrial subdivisions, may warrant additional requirements dictated by sound engineering design. Such additional requirements must be specified by the town at primary approval.

   (T)   Access roads from a proposed development onto an existing or proposed town road may be denied or restricted. If in the sole opinion of the town, the proposed access road presents a potential hazard to the motoring public, the town may require the applicant to make improvements to an existing or proposed town road as a condition of allowing access. An applicant may be required to provide deceleration, acceleration, passing blisters or other improvements to the road system based on the following criteria:

      (1)   Sight distance;

      (2)   Number of lots;

      (3)   Proposed use;

      (4)   Street classification;

      (5)   Traffic generation;

      (6)   Existing or proposed conditions; and

      (7)   Sound engineering design.

   (U)   The number of access roads required into a subdivision will be based upon the number of lots, sound engineering design and continuity of the town street system. If the town determines that an additional access road is necessary, they will advise the applicant at the time of preliminary approval.

   (V)   A cul-de-sac street shall not exceed 1,000 feet in length measured from the centerline of the nearest intersection to the center of the cul-de-sac. A cul-de-sac shall be provided with a turnaround radius of not less than 50 feet at the right-of-way line and not less than 40 feet at the back of the curb line. The cul-de-sac shall be paved in accordance with § 95.05.

   (W)   A half street shall be prohibited.

   (X)   The applicant shall dedicate additional right-of-way width as required to meet these regulations in a subdivision that adjoins or includes an existing street that does not conform to the minimum right-of-way requirements.

(Ord. 1999-06, passed 6-8-99)