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8/23/2016 - Ordinance No. 16-10835 Amending Salina Code Sections 36-74 and 36-74.1 Pertaining to General Street Requirements and Street Design Standards

ORDINANCE NUMBER 16-10835

 

AN ORDINANCE AMENDING SALINA CODE SECTIONS 36-74 AND 36-74.1 PERTAINING TO GENERAL STREET REQUIREMENTS AND STREET DESIGN STANDARDS AND REPEALING THE EXISTING SECTIONS.

BE IT ORDAINED by the Governing Body of Salina, Kansas:

 Section 1.  Amendment.  Section 36-74 of the Salina Code is amended to read as follows:

Section 36-74. General Street Requirements.

  1. Frontage on and access to and from an improved perimeter street or road.

 1.     Defined phrases.  For purposes of this article, the following phrases shall have the indicated meaning.

  1. “City street standard” means a street meeting the street design standards set forth in Sec. 36-74.1 (including curbs, gutters, storm drainage, and sidewalks constructed to city street design standards and construction specifications).
  2. “Complete street standard” means a collector or arterial street, not otherwise designated in the comprehensive plan as an impact street, that incorporates the following elements:

    1.   Automobile lanes;

    2.   Sidewalks/pedestrian ways and pedestrian amenities (on both sides of the street) buffered from vehicle lanes by landscape strips or parked cars on streets that permit parking;

    3.   Adjoining recreational multi-use trail to accommodate bicycles or, when not feasible, dedicated bike lanes or striped shared lanes; and

    4.   Transit (bus) stops.

    (c) “Connecting street” means the street segment connecting (1) the perimeter street upon which a means of direct street access to and from a subdivision is located with (2) the improved collector or arterial street nearest that means of direct street access to and from the subdivision.

    (d)  “Direct access perimeter street” means that segment of a perimeter street abutting a subdivision from which a required means of direct street access is determined to be required.  

    (e)  “Impact street standard” means a complete street designated in the comprehensive plan as an impact street and defined by a higher standard of aesthetic design achieved primarily through streetscaping (e.g., street trees, plantings, artistic lighting), pedestrian amenities (e.g., benches, trash receptacles), enhanced crosswalk facilities, and other improvements.

    (f)  “Interim street standard” means either new or existing street improvements determined by the city engineer to meet the interim street standard on the basis of the following criteria:

    (1)   New street improvements –

    (a)  Concrete or asphalt paved surface at least twenty-four feet (24’) in width with a thickness of at least eight inches (8”) of asphalt or six inches (6”) of concrete;

    (b)  Thirty (30) year base and pavement design (assuming routine maintenance) based upon a soils analysis, projected traffic volumes and vehicle loads, and the classification of the street;

    (c)    Fully functional ditch or curb and gutter storm drainage; and

    (d)   Concrete sidewalk at least five feet (5’) in width on at least one side of the street.

    (2)   Existing street improvements–

    (a)  Concrete or asphalt paved surface at least twenty-four feet (24’) in width with a threshold thickness of eight inches (8”) of asphalt or six inches (6”) of concrete;

    (b)  Thirty (30) year projected useful life (assuming routine maintenance) based upon characteristics of the road base, current condition of the paved surface (including joints and cracking patterns), projected traffic volumes and vehicle loads, and the classification of the street. 

    (c) Fully functional ditch or curb and gutter storm drainage; and

    (d) Concrete sidewalk at least five feet (5’) in width on at least one side of the street.

    (g)  “Perimeter street” means a street or road on the perimeter boundary of an existing or proposed subdivision, commonly an existing state highway, county road, or a city street; or an unbuilt city street shown upon a plat approved by the planning commission and recorded in the county register of deed’s office.

    (h)  “Public street standard” means the set of street design standards including (in descending order of the level of improvement) impact street standard, complete street standard, and city street standard, as determined based upon the requirements of Sec. 36-74.1 and any applicable street designations identified in the city’s comprehensive plan.

 2.     Street Access. A new subdivision shall have:

  1. A minimum of one (1) means of street access directly from an abutting perimeter street;
  2. If required by the International Fire Code as adopted by reference and amended in chapter 14, one (1) fire apparatus access road (or a similarly located additional street) directly from an abutting perimeter street; and
  3. Any additional means of street access in and out of the subdivision, either by direct connection to abutting perimeter streets or by indirect connection to existing streets in adjoining subdivisions, as are determined necessary on the basis of technical analysis supported by the application of professional standards, and guidelines in order to assure:
    1. The safe and convenient movement of traffic within the subdivision and between adjoining subdivisions;
    2. The safe and convenient movement of traffic to and from the subdivision via the existing and proposed system of thoroughfares and dedicated rights-of-way as established on the official street classification and/or major street plan; and
    3. Access to and within the subdivision for fire and other public safety vehicles and equipment in accordance with applicable law.

 3.     Direct access perimeter streets and connecting streets.

  1. No subdivision shall be approved unless all direct access perimeter streets and connecting streets meet or exceed the applicable public street standard at the time of application for approval of the subdivision or will be improved to the applicable public street standard as part of development of the subdivision; provided, however, that a subdivision plat may be approved if all direct access perimeter streets and connecting streets are or will be improved to an alternate street standard not less than the interim street standard pursuant to the terms of a development agreement entered into between the city and the developer under sub-section (b) below.If all direct access perimeter streets and connecting streets do not meet the applicable public street standard and the developer seeks plat approval on the basis that the direct access perimeter streets and connecting streets are improved to the interim street standard, the developer shall be responsible for submitting the engineering analysis necessary to determine if the direct access perimeter streets and connecting streets meet the interim street standard.
  2. If any segment of a direct access perimeter street or connecting street does not meet the applicable public street standard, the developer may request that the matter be referred to the governing body to consider a development agreement, entirely at the discretion of the governing body, between the city and the developer addressing such matters including, but not limited to, (i) the timing, financial terms, and the standard to which the direct access perimeter streets and connecting streets are to be improved and (ii) the potential utilization of recorded consents to property owner participation in the cost of future upgrades of the street improvements; taking into consideration factors relevant to the public interest of assuring timely completion of appropriate street improvements such as, but not limited to:

     

    1. The extent and nature of the appropriate street improvements, taking into consideration the potential suitability of an interim street standard or other public street standard;
    2. The nature and pace of development in the area of the proposed subdivision;
    3. Current and anticipated traffic volumes in the vicinity of the proposed subdivision;
    4. Current cost savings that may result by allowing current street improvements to an interim street standard, in anticipation of participation by property owners in the cost of future enhancement to a public street standard; and
    5. The extent to which any at-large public interests are served by the street improvements.

       

  1. Dedications.The developer of a new subdivision shall dedicate a proportional share of the right-of-way required for all perimeter streets or roads as a condition of plat approval.
  1. Internal Streets.The developer shall be responsible for the installation of all streets within the boundaries of a subdivision in compliance with the city street standard.
  2. Topography and arrangement.

    (1)    All streets shall be arranged so as to obtain as many building sites as possible at or above the grades of the streets. Grades of streets shall conform as closely as possible to the original topography. A combination of steep grades and curves shall be avoided.

    (2)    All streets shall be properly integrated with the existing and proposed system of thoroughfares and dedicated rights-of-way as established on the official street classification and/or major street plan.

    (3)    All thoroughfares shall be properly related to special traffic generators such as industries, business districts, schools, churches and shopping centers; to population densities and to the pattern of existing and proposed land uses.

    (4)    Residential streets shall be laid out to conform as closely as possible to the topography, to discourage use by through traffic, to permit efficient drainage and utility systems, and to require the minimum number of streets necessary to provide convenient and safe access to property.

    (5)    The use of curvilinear streets, cul-de-sac or U-shaped streets shall be encouraged.

    (6)    In business or industrial developments, the streets and other access ways shall be planned in connection with the grouping of buildings, location of rail facilities and the provision of alleys, truck loading and maneuvering areas, walks and parking areas so as to minimize conflict of movement between the various types of traffic, including pedestrian.

  3. Blocks.

    (1)    Blocks shall have sufficient width to provide for two (2) tiers of lots of appropriate depths. Exceptions to this prescribed block width shall be permitted in blocks adjacent to railroads, waterways, arterials or unplatted property.

    (2)    The lengths, widths and shapes of blocks shall be such as are appropriate for the locality and the type of development contemplated, but block lengths in residential areas shall not exceed three thousand two hundred (3,200) feet in perimeter measurement. Non-through streets (cul-de-sacs) shall not be included in the perimeter measurement. Blocks along arterials shall not be less eight hundred (800) feet in length.

    (3)    The planning commission may require the reservation of easements and/or rights-of-way through blocks to accommodate utilities, drainage facilities or pedestrian traffic.

    Pedestrian ways or crosswalks not less than ten (10) feet wide may be required by the planning commission through blocks more than eight hundred (800) feet long in order to provide circulation or access to schools, playgrounds, shopping centers, transportation or other community facilities.

    Blocks designed for industrial use shall be of such length and width as may be determined suitable by the planning commission for prospective use.

  4. Access to arterials. Where a subdivision borders on or contains an existing or proposed arterial, the planning commission may require that access to such arterial streets be limited by one (1) of the following means:

    (1)    The subdivision of land so that lots back onto the arterial and front onto a parallel local street; no access shall be provided by the developer in a strip of land along the rear property line of such lots.

    (2)    A series of culs-de-sac, U-shaped streets, or short loops entered from and designed generally at right angles to such a parallel street, with the rear lines of their terminal lots backing onto the arterial. No access to the arterial shall be allowed.

    (3)    A frontage street (separated from the arterial by a planting or grass strip and having access thereto at suitable points).

  5. Street names. Names shall be sufficiently different in sound and in spelling from other street names in the city, so as not to cause confusion. A street which is, or is planned as, a continuation of an existing street shall bear the same name.
  6. Reserve strips. Except as required in subsection (d), the creation of reserve strips adjacent to an existing or a proposed street in such a manner as to deny access from adjacent property to such street or to avoid having frontage on a perimeter street shall not be permitted.
  7. Layout and dedication of streets and dead-end streets.
 

(1)    Dedication of streets. The arrangement of streets shall provide for the continuation of principal streets between adjacent properties when such continuation is necessary for convenient movement of traffic, effective fire protection, efficient provision of utilities, and where such continuation is in accordance with the city plan. If the adjacent property is undeveloped and the street must be a dead-end street temporarily, the right-of-way shall be extended to the property line. A temporary cul-de-sac shall be provided on all temporary dead-end streets, with the notation on the subdivision plat that land outside the normal street right-of-way shall revert to abuttors whenever the street is continued. The planning commission may limit the length of temporary dead-end streets in accordance with the design standards of this chapter.

(2)    Dead-end streets (permanent). A dead-end street shall be designed as a cul-de-sac street and shall consist of a fifty (50) foot right-of-way leading from a street terminated by a circular turnaround. The right-of-way of the turnaround shall not be less than one hundred (100) feet in diameter. The maximum length of a cul-de-sac street shall be six hundred (600) feet from the right-of-way line of the commencing street along the centerline right-of-way out of the cul-de-sac to the right-of-way line of the turnaround. See section 36-77 (a)(1).

Section 2.  Amendment.  Section 36-74.1 of the Salina Code is amended to read as follows:

Sec. 36-74.1 Street design standards.

  1. City Streets. In order to provide for streets of suitable location, width, and improvement to:(i) accommodate prospective traffic; (ii) afford satisfactory access to police, fire-fighting, snow removal, sanitation, and road-maintenance equipment, (iii) to coordinate streets so as to compose a convenient system; and (iv) avoid undue hardships to adjoining properties; the design standards set forth in Table I below are adopted as the design standards for the construction of city streets.Street classification shall be as indicated on the city’s official street classification and/or major street plan or, if not so indicated, shall be determined by the Planning Commission.The design standards set forth in Table I may be modified on a case-by-case basis, at the discretion of the city engineer, taking into consideration special conditions such as drainage and utility requirements, safe and efficient traffic movement, intersection design, or emergency services access.Upon recommendation by the city engineer on a case by case basis, additional measures, including, but not limited to additional travel lanes, traffic control devices, access control, and acceleration and deceleration lanes may be required as a condition of plat approval by the planning commission when necessary to properly handle traffic flow and to protect the carrying capacity of the street. City streets shall be constructed in accordance with the city construction details and specifications adopted by the city engineer. The construction details and specifications shall provide for a 30-year pavement design standard. Prior to review of a proposed city street by the city engineer, sub-grade soils shall be tested by a geotechnical firm and a report submitted to the city engineer with analysis and recommendations for a 30-year design pavement section.

Table I

City Street Design Standards

Street Classification

Min. R/W Width

Min. Pvmt. Width*

Min. Curve Radius

Min. Tangent Length Between Curves

Arterial

5-Lane

4-Lane

 

100'1

80'1

 

65'1

53'1

 

500'

500'

 

200'

200'

Collector

3-Lane

2-Lane

 

70'1

60'1

 

41'

33' (29’)1,2

 

300’

300'

300'

 

150’

150'

150'

Local

2-Lane

 

60'

 

29' (33’)3

 

150'

 

100'

Frontage Road

50'

25'

150'

100'

Cul-de-sac Approach Turnaround

 

50' (60’)4

100'

 

29'

90'**

 

150'

----

 

100'

----

*Back of curb to back of curb.

**Allows for an optional island with a 15' radius in residential areas.

Footnotes to Table I

1     On an arterial or collector street designated as a complete street or impact street, additional right-of-way and pavement width may be required by the planning commission as may be necessary to meet the applicable complete street standard or impact street standard.

2     City Engineer may approve a reduction in paving width on a two lane collector street from 33’ B-B to 29’ B-B when on street parking is prohibited.

3     City Engineer may require a 33’ pavement width on local streets that serve as through streets or major entry points into subdivisions.

4     60’ right-of-way is required on dead end streets that exceed 600 ft. in length.

  (b)    Private Streets. 

(1)    Private streets may be approved within planned development districts in accordance with Section 42-403(a)(11) when:

a.      The proposed private streets will have direct access onto a public street;

b.     The proposed private streets are not necessary to provide direct traffic access to public streets from properties located outside the development;

c.      The proposed private streets are so laid out or designed so as to discourage through traffic; and

d.     The proposed private streets will provide for adequate access, the safe movement of traffic, proper drainage and serve as an adequate alternative to a public street.

(2)    A notation shall be placed on all plats of any subdivision in which private streets are established stating that: "All maintenance of the right-of-way and street surface shall be the responsibility of the abutting property owner or owner's association.  No private street may be dedicated to or accepted by the city for public street purposes until it is brought into conformance with the minimum standards for public streets of the city."

(3)    When private streets are proposed, the developer shall submit to the planning commission for approval a written and binding declaration, to be recorded with the final plat establishing an owner's association or similar legal entity which will have:

a.      The legal authority to maintain and exercise control over the street; and

b.     The power to compel contributions from owners within the development to cover their proportionate shares of the cost associated with maintenance of the street.

(4)    Private streets shall be designed so as to provide a minimum of forty-five (45) feet of right-of-way and twenty-five (25) feet of paved driving surface.  Private cul-de-sacs shall be designed to provide a minimum of twenty (20) feet of circular paved driving surface with the outer edge of the pavement having a minimum radius of thirty-five (35) feet within a right-of-way having a minimum radius forty (40) feet.  All private streets shall conform to the design standards established by the city engineer which is herein adopted by reference as if set out at length in this section.

(5)    Street names shall be assigned by the developer, subject to planning commission approval, by placing the name on the plat.  Names shall be sufficiently different in sound and spelling so as not to cause conflict or confusion with existing public or private streets.  The city shall install street name signs within the public right-of-way at the intersection of public streets and private streets.  Street name signs shall be installed by the developer at all other intersections within the development prior to issuance of any building permits.  The private street name signs shall be constructed, located and installed in accordance with design standards established by the city engineer.

(6)    All lots and tracts which have frontage on and take their primary access from a named private street shall have an address assigned off of that private street.

(7)    For the purpose of this section, a "private street" shall mean any open way used for vehicular traffic, not dedicated to the public and not a shared driveway or part of a parking lot, designed and used to provide vehicular access to two (2) or more lots or tracts.

(c) Railroads and limited access highways.  Railroad rights-of-way and limited access highways where located as to affect the subdivision of adjoining lands shall be treated as follows:

 (1)    In residential districts a buffer strip at least twenty-five (25) feet in depth in addition to the normal depth of the lot required in the district shall be provided adjacent to the railroad right-of-way or limited access highway.  This strip shall be part of the platted lots and shall be designated on the plat: "This strip is reserved for screening.  The placement of habitable structures hereon is prohibited.

(2)    Streets parallel to the railroad, when intersecting a street which crosses the railroad at grade, shall be a distance of at least one hundred fifty (150) feet from the railroad right-of-way.  Such distance shall be determined with due consideration of the minimum distance required for future separation of grades by means of appropriate approach gradients.

(d)       Intersections:

(1)    Streets shall be laid out so as to intersect as nearly as possible at right angles.  A proposed intersection of two (2) new streets shall have no angle less than seventy-five (75) degrees.  An oblique street shall be curved approaching an intersection and be approximately at right angles for at least one hundred (100) feet from the intersection.  Not more than two (2) streets shall intersect at any point unless specifically approved by the planning commission.

(2)    A proposed new intersection along one side of an existing arterial street shall, wherever practicable, coincide with any existing intersections on the opposite side of such street.  Street jogs with centerline offsets of less than one hundred fifty (150) feet shall not be permitted on any class street, except where the intersected street has separated dual drives without median breaks at either intersection.  Intersections of streets along arterials shall be at least eight hundred (800) feet apart.

Section 3.  Repealer.  Existing Salina Code Section 36-74 and 36-74.1 are repealed.

Section 4.  Effective.  This ordinance shall be in full force and effect from and after its adoption and publication once in the official city newspaper by the following summary:


Ordinance No. 16-10835 Summary

 

On August 22, 2016, the City Commission passed Ordinance No. 16-10835.  The Ordinance establishes frontage and access requirements and minimum improvements standards for perimeter streets abutting new subdivisions, requires a soils analysis to be submitted as part of the design for new public streets and establishes minimum right-of-way width requirements for complete streets and impact streets.  A complete copy of the Ordinance can be found at www.salina-ks.gov or in the office of the City Clerk, 300 W. Ash, free of charge.  This summary is certified by the City’s legal counsel.

                                                                                   

Introduced:      May 23, 2016

                                                                                   Passed:                        August 22, 2016

                                                                                        Kaye J. Crawford, Mayor

[SEAL]

ATTEST:

 Shandi Wicks, CMC, City Clerk

 

Certification of Publication Summary:

 ______________________________

Greg Bengtson, Legal Counsel