Loading...
(a) Lots should be in conformance with the zoning regulations of Chapter 160 of this Code.
(b) Corner lots for residential use shall have extra width to permit appropriate building setbacks from both sides.
(c) Each lot shall abut a dedicated right-of-way or shall include an approved private street.
Exception: When there is no building or structure on the lot, a mutual access easement may be provided instead of the requirements of § 157.097(c) only when the parcel is zoned CN Conservation.
(d) Depth and width of properties proposed for commercial and industrial users shall provide off-street parking per Chapter 160 - Shape Places Zoning Ordinance.
(e) All interior lot lines between two lots are a straight line or a series of straight lines. Curved interior lot lines shall be prohibited.
(f) In undeveloped or vacant areas, streets shall be identified and classified through the transportation planning process. The location of major streets shall conform to the official major street plan.
(g) Flag pole lots.
(1) Maximum lot size of flag pole lot. The pole lot shall be limited to not exceed, in length, twice the width of the lot or twice the length of the lot, whichever dimension is lesser.
(2) Minimum lot width of pole section of lot. The minimum lot width of the pole section of the flag pole lot shall be a minimum of 28' and include a mutual access easement or private drive that provide access to the flag section of the lot and provides frontage to an approved private drive or public street. No parking shall be allowed on the access easement or private drive.
(3) Limit of number of flag pole lots and length of lots. There shall be only one flag lot within each subdivision and only one pole per flag lot. The pole is limited to not exceed in length twice the width of the lot or twice the length of the lot, whichever dimension is lesser.
(4) Designation of property lines. The following requirements determine the location of the front, side, and rear property lines of a flag lot:
A. Front yard. The front yard shall be the yard that most nearly parallels the public or private street providing access to the lot, and which abuts the end of the pole, but does not include the pole.
B. Side and rear yards.
1. The side yard shall be any yard that is not a front or rear yard, exclusive of the pole portion of the lot.
2. The rear yard shall be the lot boundary opposite the front yard.
(1992 Code, App. A, § 15A.07.030) (Ord. 81-08, passed 7-7-2008; Ord. 87-18, passed 10-2-2018)
(a) Arrangement and extension.
(1) The arrangement of streets in new subdivisions shall conform to the major street plan and shall make provisions for the continuation of existing streets in adjoining areas or their proper projection where adjoining land is not subdivided.
(2) The arrangement of all streets and alleys shall be such as not to cause a hardship to owners of adjoining property when they plat their own land and seek to provide for convenient access to it.
(b) Circulation plan. In general, streets within subdivisions shall be designed to incorporate and tie
into existing or proposed pedestrian pathways and roadways, and to take into account design restrictions on abutting parcels caused by the surrounding topography, parcel lines, or other features. Other criteria in the street circulation plan shall include the following:
(1) Provisions should be made for a collector street every quarter mile, and there should be a street connecting adjacent subdivisions at intervals not less than a quarter mile where environmental constraints and land use considerations permit. In cases where the connectivity of collector streets are not feasible because of environmental constraints and land use considerations, provisions shall instead be made for a walkway or bike trail to connect the adjacent subdivisions through the shortest and most reasonable method possible. The developer may need to negotiate with adjacent landowners or government entities to determine if the connection is feasible.
(2) Streets should be designed to convey residents conveniently throughout the neighborhood, and to the parks, schools, and shopping areas of the neighborhood and to adjacent neighborhoods. When a subdivision is designed or constructed in conjunction with another use (such as retail, office, apartments, park, or school) of a neighborhood scale, the local and/or collector road system should be designed to provide roadway connections between the various uses.
(c) Arterial streets. 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 the arterials shall be subdivided in the manner set forth below.
(1) Double frontage lots. Double frontage lots shall only be used where necessary to provide separation of residential development from through traffic or to overcome specific disadvantages of topography and orientation. Where double frontage lots are used for residential development, additional lot depth or width consistent with the zoning ordinance for rear yard setback shall be required to provide for an extra setback to offset the impact of high traffic volume. All required public improvements within the adjoining local/collector street right-of-way or easement areas, whether proposed or existing, shall be complete and accepted by the city engineer prior to approval of the plat. The city engineer may determine that immediate completion of the public improvements is not feasible, and in lieu of completion of the required public improvements prior to plat approval the developer shall be required to meet one or more of the following:
A. Financially securitize all uncompleted public improvements, which are the responsibility of the developer seeking plat approval.
B. Provide other assurances as approved by the city engineer.
(2) Tracts 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 or rear 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 that would intersect with the arterial.
(3) Access roads. Access roads may be used as the city grows into the areas in the county where they have been required. Under some circumstances, they would also be appropriate for commercial and industrial development. Access roads shall be constructed to city standards with a right-of- way width of 50'.
(4) Rear access roads. Rear access roads are recommended for commercial developments. In this way, the access can serve two tiers of lots and alleviate the dangerous turning movements onto and off of arterial streets.
(5) Nonresidential land uses. Nonresidential land uses and higher density residential land uses including multiple-family units and townhouses are particularly suitable for the intersection of two arterial streets. Any development of this type should have limited access to the arterial street.
(6) Lots adjacent to railroad right-of-way. Lots for residential development adjacent to functioning railroad rights-of-way shall provide extra lot depth or width consistent with the zoning ordinance for rear yard setback to provide for an extra setback to offset the impact of the railroad traffic.
(d) Collector street development.
(1) Collectors shall be used to collect traffic from other local roads and collectors to arterial roadways. They should generally run three miles in length.
(2) Based upon increased speeds and volumes, lot sizes and land uses may be increased along collectors to be consistent with the proposed zoning and transitions.
(3) Collectors shall be developed along or between property lines so that both landowners can share in the cost as well as having access to the collector.
(4) In agricultural and transitional areas, collector streets shall be identified and located through the Engineering Design Standards.
(e) Right-of-way widths. The developer shall be required to dedicate street right-of-way widths according to the major street plan and not less than as follows:
Street Type Right-of-Way (in feet)
Access roads: 50
Alleys: 20
Arterials: 100
Collectors: 66-80
Cul-de-sacs (55 radius for turnarounds and eyebrows): 50
Expressway/principals: 100
Locals: 60*
Rural subdivisions: 66
* 66' in multifamily, commercial, and industrial zoned areas
(f) Cul-de-sacs. Cul-de-sacs will be allowed where they are necessary for the reasonable development of a subdivision.
(1) The maximum length of a cul- de-sac shall be 500' measured along the centerline, between the radius point of the turnaround and the right-of-way line of the abutting street. The maximum length of a cul-de-sac may be extended where no other practical alternative is available for the reasonable development of a subdivision.
(2) Temporary turnarounds may also be required by the city engineer on dead-end streets that will eventually be continued.
(3) Emergency access may be required by the fire chief on cul-de-sac streets to allow for emergency service response.
(g) Private streets or roads. Private streets may be allowed when serving a limited number of parcels if right-of-way constraints exist and when all maintenance responsibilities are detailed within the easement. The following standards must be met:
(1) A private street must have a minimum of 28' of paved drivable surface and shall meet Engineering Design Standards for a private street.
(2) A private street easement may share the public utility easement required within § 157.117.
(3) All private streets must be platted as a private street easement that shall be recorded with the county register of deeds. The private street easement shall not be included as part of any required lot area or setback for purposes of the zoning ordinance.
(4) Any nonresidential development that proposes private streets shall include sidewalks on both sides of the street, curb and gutter, streetlights, and driveways all to city Engineering Design Standards.
(5) Any nonresidential development that proposes private streets and that is required to do a traffic study shall include any additional design recommendations into the developer’s engineering plan.
(6) An alternative pedestrian plan may be proposed for approval by the planning director and city engineer to allow alternative sidewalk connections that still provide the same pedestrian connections to proposed buildings in the development.
(7) The plat shall have the owner’s certificate regarding the private street easement’s private maintenance of facilities and shall have a maintenance agreement as required within § 157.116.
(1992 Code, App. A, § 15A.07.040) (Ord. 81-08, passed 7-7-2008; Ord. 8-13, passed 3-5-2013; Ord. 87-18, passed 10-2-2018)
Shared use path easements shall be required to be dedicated - in order to increase access to current or future schools, playgrounds, employment centers, commercial areas, bus stops, bike trails, and other community facilities - through blocks greater than 1,320 feet when needed to reduce pedestrian distances. Shared use path easements may also be required to provide access to parks, open space, recreation areas, greenways, and common areas.
(a) The shared use path - walkways shall be included within a ten-foot easement or other acceptable area as approved by the city engineer and maintained by the adjacent property owners or other acceptable landowner as approved by the city engineer. The shared use path - walkways shall be paved at least six feet in width and shall be constructed before a certificate of occupancy is approved.
(b) Shared use path trails shall be included within a 20 foot easement when identified as a part of the City of Sioux Falls Bicycle Plan. The shared use path - trail shall be paved at least 12 feet in width; the shared use path - trail easement shall include language that allows for the city or developer to construct a single-track, grass, gravel, or paved path within the easement.
(Ord. 87-18, passed 10-2-2018; Ord. 97-22, passed 8-16-2022)
DEVELOPMENT ENGINEERING PLAN CRITERIA
(a) Street design standards.
(1) Generally. All public street improvements and facilities, including pavement width, street grades, alignment and visibility, and intersections shall be designed in compliance with the Engineering Design Standards manual and are subject to the approval of the city engineer.
(2) Half streets. Whenever an existing half street is adjacent to a tract being subdivided, the other half of the street shall be platted within the subdivision. Completion of the required public improvements within said half street shall be in accordance with the provisions for new half street right-of-way dedications detailed below, prior to plat approval. New half street right-of-way dedications shall only be allowed at the discretion of the city engineer and if the city engineer determines the developer has made all reasonable attempts to coordinate right-of-way dedication and completion of the required public improvements with the adjoining landowner. In lieu of completion of the required public improvements prior to plat approval, the developer shall be required to meet one or more of the following:
A. Financially securitize all uncompleted public improvements, which are the responsibility of the developer seeking plat approval.
B. Provide other assurances as approved by the city engineer.
(b) Traffic calming. Improving traffic flow into and through subdivisions also needs to take into consideration traffic volumes and speeds. Traffic calming is the process by which vehicular speeds and volumes on local streets are reduced to acceptable levels. This is achieved through the installation of approved devices such as traffic circles, flares, and center islands. Traffic calming serves the purpose of reducing cut-through traffic, truck traffic, excessive speeding, noise, vibration, air pollution, and accidents in an attempt to provide a safer environment for motorists and pedestrians.
(1) Approved devices shall be spaced within the right-of-way along major collectors through residential subdivisions, based upon Engineering Design Standards.
(2) Traffic calming devices may be required by the city engineer, based upon the review of a traffic impact study.
(c) Right-of-way widths. The developer shall be required to dedicate street right-of-way widths according to the approved preliminary subdivision plan requirements:
(d) Cul-de-sacs. Cul-de-sacs will be allowed as required by the preliminary subdivision requirements.
(e) Access control. Access control standards shall follow the provisions within the access control section of the Engineering Design Standards.
(f) A traffic study or traffic report shall be provided when required by the city engineer and such study shall meet the standards in chapter 5 of the Engineering Design Standards. The traffic study or report, when required, helps the city to adequately assess the impact of a proposal on the existing and/or planned street system. If required, a preliminary plan shall not move forward to planning commission until the study or report is complete.
(g) Mutual access easements. When the traffic impact of one or more proposed property developments indicates that the public safety can be better served by the use of mutual access easements, the following requirements shall be observed:
(1) Any mutual access easement accepted by the city must provide for perpetual unobstructed access to the area it serves and prohibit the erection of any structure within or adjacent to the access area that would interfere with the use of the mutual access easement by the public or any governmental agency.
(2) Mutual access easements shall be indicated on the plat.
(3) Any plat presented for city approval that shows a mutual access easement as a means of access shall provide language in the owner’s certificate (see Appendix B) reserving the mutual access easement as a perpetual unobstructed access easement.
(4) Mutual access easement areas shall be paved by the developer and maintained in passable condition. Designs for mutual access easements must be approved by the city engineer.
(5) An easement area maintenance agreement among property owners who will depend on the mutual access easement for access shall be filed with the plat as required in § 157.116. It shall describe the legal responsibilities for the repair and maintenance of the easement area and the required signs. See division (g)(6) below.
(6) The developer may be required to place traffic control signs on mutual access easements or to pay the city to place traffic control signs for mutual access easements at the locations the city engineer deems necessary for the safety and convenience of the public. Traffic control signs shall be approved by the city engineer.
(h) Alleys.
(1) Alleys are permitted in commercial and industrial districts, except where provision is made for service access, such as off-street loading, unloading, and parking consistent with the requirement set forth in chapter 160 of this Code.
(2) Alleys are permitted in residential districts when design standards and conditions warrant an alternative means of access.
(i) Continuation of street names. Streets generally in alignment with existing streets shall bear the names of those streets. When, due to topography, offsets caused by rectangular surveys, or other physical features, streets become interrupted, quarter line and section line streets shall retain the same name on either side of the irregularities.
(j) Street naming criteria. No street names shall be used that will duplicate, be the same in spelling or alike in pronunciation with any other existing streets. All street names should be kept as short as possible to permit signs to be no longer than 36". All street names shall indicate directions either north, south, east, or west. Street name suffixes shall be applied as follows:
Avenue | A road generally running north and south |
Boulevard | A minor street divided by a median |
Circle | All cul-de-sacs |
Court | A road with two openings which enters and exits on the same street |
Drive | A road running northwest to southeast |
Lane | A road running northeast to southwest |
Parkway | Limited access roads such as major streets which are divided by a median |
Place | All private streets/roads |
Road | A road running both east and west or north and south for significant lengths; the names may only be assigned to major rights-of-way |
Street | A road generally running east and west |
Trail | A road which wanders in different directions |
(k) Prohibition on certain street name suffixes. No development engineering plans shall be approved which use the names of square, ridge, pass, way, or terrace as a suffix for a street name.
(1992 Code, App. A, § 15A.08.040) (Ord. 81-08, passed 7-7-2008; Ord. 11-09, passed 1-12-2009; Ord. 8-13, passed 3-5-2013; Ord. 87-18, passed 10-2-2018)
Shared use paths of an appropriate width (as determined by the city engineer or parks director) shall be required where deemed necessary to provide circulation or access to open space, recreation areas, schools, playgrounds, shopping centers, bus stops, and other community facilities.
(1992 Code, App. A, § 15A.08.050) (Ord. 81-08, passed 7-7-2008; Ord. 97-22, passed 8-16-2022)
Loading...