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Section 1207.13    Transportation/Circulation/Pedestrian Linkage

  1. Purpose
    The purpose of this section is to establish the street design and circulation criteria for
    development in Hudson, protect the integrity of the existing transportation network,
    support area design compatibility as established in the Hudson Comprehensive Plan,
    and provide for safe and efficient roadway and pedestrian systems.

  2. General Criteria
    1.  Transportation Plan and Functional Classification System
      1. Establishment of Transportation Plan and Functional Classification
        System. The location and functional classifications of necessary
        freeway, arterial and collector roads have been established by
        Ordinance. All zoning district regulations referencing arterial roads
        shall be guided by the definition of arterial street found in Section
        1213.02 "Definitions", "Street, arterial".
      2. South 91 Corridor Studies.
        All development adjacent to SR-91 from Stoney Hill Drive to Barlow
        Road necessitating road improvements must be in compliance with
        the South 91 Corridor Access Management Plan adopted in July,
        1997, as amended. All development adjacent to SR91 from Terex
        Road to Norton Road must be in compliance with the SR91 Traffic
        Corridor Study adopted in February 2003.
      3. Standard Roadway Cross Section Design and Pavement
        Specifications. All roadways shall be designed in compliance with
        the Roadway Cross Sections indicated in Figure 25. All roadways
        shall be constructed in accordance with Figure 26, Pavement
        Specifications.
      4. State Access Management Standards. In reviewing development
        projects adjacent to collector and arterial roads, the Planning
        Commission shall require adherence to the State of Ohio Department
        of Transportation Access Management Handbook Standards, dated
        September 1, 1998, as amended.




    2. Road Widenings and Capacity. Any increases in road capacity or proposed
      widenings shall be in compliance with the Transportation Policy Statements
      of the City of Hudson Comprehensive Plan, adopted August 2, 1995.

    3. Traffic Impact Studies. All proposed new residential subdivisions,
      commercial and industrial development and changes in usage in nonresidential
      structures shall refer to the "Guideline Manual for the Preparation
      of a Traffic Impact Study" on file at the Department of Community
      Development, and if required by the Manual, prepare and submit a traffic
      impact study in accordance with the provisions there in.

    4. Level of Service Requirements.
      1. All developments and subdivisions required to prepare a traffic
        impact study shall demonstrate compliance with level of service
        requirements set forth in Section 1207.11 "Adequate Public
        Facilities," Subsection (b)(3), "Transportation."
      2. An applicant or developer shall provide roadway improvements as
        required by the City to maintain or improve the level of service of an
        arterial or collector street shown by the traffic impact study to be
        adversely affected by the proposed development or subdivision.
      3. If a proposed development or subdivision does not adversely change
        the level of service, the developer shall pay a proportionate share
        necessitated by the development of traffic mitigation measures for
        any proposed roadway segment or intersection improvement within a
        1/4 mile radius of a proposed development or subdivision, as outlined
        in the Transportation Network Traffic Model Analysis dated
        November 4, 1997, and whose designated level of service is at or
        below a LOS C as found in the November 4, 1996 Analysis.

  3. Streets and Easements and Alleyways
    1. Streets:
      1. Streets depicted on a subdivision plat shall conform to the
        Transportation Plan map and Cross Section Design.
      2. All streets shall be aligned to join with planned or existing streets.
      3. All streets shall be designed to bear a logical relationship to the
        topography of the land.
      4. Streets shall be laid out so as to intersect as nearly as possible at right
        angles.
      5. A proposed intersection of two streets, either one new street to an
        existing street or two new streets, shall not have an angle less than 80
        degrees.
      6. An oblique street should be curved approaching an intersection and
        shall be approximately at right angles for at least one hundred and
        fifty feet therefrom.
      7. No more than two streets shall intersect at any one point.

    2. Cul-de-sacs:
      1. Cul-de-sacs should be avoided to the maximum extent feasible.
      2. Cul-de-sacs shall be permitted only if they do not exceed a maximum
        length of 600 feet or seven times the average lot width of the lots
        fronting the cul-de-sac whichever is less. The measurement shall be
        from the mid-point of the intersection with another street to the center
        point of the cul-de-sac turnaround. Temporary cul-de-sacs may be
        longer than the 600 foot maximum only when classified as a stub
        street.
      3. Cul-de-sacs shall have pavement with a turnaround radius of 40 feet.
      4. Cul-de-sac right-of-ways shall have minimum radius of 60 feet.
      5. No center islands shall be allowed in cul-de-sacs with a diameter of
        60 feet or less.
      6. Exceptions: Industrial cul-de-sacs have no maximum length
        provision. However, proposed industrial developments must tie into
        other existing industrial developments where practicable and as
        required through the site plan review process.

    3. Stub Streets
      Stub Streets are required to provide continued access to future development.
      Provisions shall be made to establish stub streets to provide for the
      continuation of a development between adjacent properties if the adjacent
      property is undeveloped, is in the same zone district, and the adjacent
      property is not subject to a permanent conservation easement. A temporary
      cul-de-sac with an outside roadway dimension of 80 feet and a temporary
      property line/right-of-way line of 120 feet shall be provided. At no time
      shall the roadway or temporary property line/right-of-way line be placed on
      the adjacent undeveloped parcel. The permanent right-of-way line shall
      extend to the end of the property with a 5 foot reservation strip along the
      width of the right-of-way. The party responsible for the extension of the stub
      street shall be responsible for the restoration, grading, and the securing
      of all necessary temporary agreements to complete the work for each property
      abutting the temporary property line/right-of-way line as approved by the
      City Engineer. On streets serving less than 12 residences, hammerhead
      turnarounds and cul-de-sacs may be used instead of stub streets.

    4. Controlled Access Median Strips. Controlled Access Median Strips are
      permissible for residential streets only along entrance roads to subdivisions in
      excess of 30 lots. The maximum length of the median strip shall be 350 feet.

    5. Curb Cuts and Intersections:
      1. Residential lots in a subdivision adjacent to an arterial street are not
        permitted curb cut access to arterial streets.
      2. Curb cuts for commercial or industrial development shall be limited
        to one access point on arterial and collector streets. All development
        adjacent to SR.91 between Stoney Hill Drive and Barlow Roads shall
        be subject to the provisions of the South 91 Corridor Access
        Management Plan. Curb cuts and new intersections for development
        along arterial and collector streets should be a minimum of 400 lineal
        feet from any intersection.

    6. Signalized Intersections along Arterials. A Traffic Signal Warrant Analysis
      shall be performed according to the State of Ohio Department of
      Transportation Manual of Uniform Traffic Control Devices, for all
      residential, commercial and industrial developments creating an intersection with
      any street designated as an arterial or collector street in the City of Hudson
      Comprehensive Plan.

    7. Alleys
      Alleys shall not be allowed except as part of a design element for proposed
      residential development in Zone Districts 1, 3, and 4, or as warranted by
      unique access conditions within District 5. Where permitted, alleys must be
      designed to a minimum width of 16 feet with a 2 foot strip for utility
      easements on each side of the alley. Accessory garages that access an alley
      shall be set back a minimum 8 feet from the edge of the alley.

    8. Utility Easements
      Utility easements of a minimum of 5 feet shall be required on the sides and
      rear of all residential, commercial or industrial lots together with a 10 foot
      wide utility easement outside the right-of-way line on all properties that abut
      the right-of-way. All other public utility easements for specific locations as
      required to serve a residential, commercial or industrial subdivision shall be a
      minimum of 30 feet unless otherwise specified by the city.

    9. Street Design Standards
      In addition to the pavement and right-of-way widths standards in Section
      1207.13(b)(1)(C), streets must adhere to the following design standards.
      1. Cross Slopes
        The cross slopes on all streets including intersections, shall be a
        maximum of 3% and a minimum of 1.5%.

      2. Minimum Centerline Radius:
        Road Classification Radii in Feet
        Arterial 600
        Collector 360
        Local 200
      3. Stopping Site Distance
        Horizontal and vertical alignments shall be designed according to the
        following Stopping Site Distance:
        Design Speed

        Minimum Stopping
        Site Distance
        Preferred Stopping
        Site Distance
        25 mph
        150
        150
        35 mph 225 250
        45 mph 325 400
        60 mph 525 650
      4. Curbed and Uncurbed Minimum Radii Returns
        The turn radius for any commercial or industrial development must
        be based on the classification of vehicle projected for the
        development. Compound curves, tapers with curb radii or curb radii
        shall dictate the layout of the proposed curb based upon the vehicle
        classification. The turn radius for residential areas shall be in
        accordance with the curb radius.
        The curb radius for a residential subdivision with two local streets
        shall be a minimum of 20 feet. The curb radius between a local street
        and a collector shall be a minimum of 25 feet. The right of way lines
        shall follow the curb-radius/turn radius.

      5. Maximum/Minimum Grades
        The maximum grade for residential streets shall be 6%. The
        maximum grade for commercial and industrial streets shall be 5%.
        The minimum grade for all streets is 0.5%.

      6. All reasonable attempts shall be made to minimize the impact to the
        surrounding contours of the existing topography of the proposed
        development site. The City reserves the right to require proposed
        grades designed to minimize the impact to the surrounding area.

      7. Intersection Profile Grade Approach Limits
        Intersections shall be designed to match cross slopes and shall be
        designed with a flat grade wherever possible. In areas not allowing
        flat grades, a leveling area shall be provided having no greater than a
        2% grade for a distance of a minimum of 60 feet as measured from
        the nearest right-of-way line of the intersecting street.

      8. Reverse Curves and Tangents
        Tangents of at least 100 feet long shall be provided between reverse
        curves on residential and collector streets and at least 250 feet long
        on arterial streets. A transitional spiral is a suitable alternative.

      9. Monuments The developer must place permanent reference
        monuments with monument boxes in the subdivision as required by
        the City and in accordance with the design specifications and as
        approved by a licensed and registered Land Surveyor with the State
        of Ohio. Monuments shall be located on roadway centerlines at all
        street intersections, angle points of curvature, at the center of a
        permanent cul-de-sac and at all other locations required by the City.
        They shall be spaced so as to be within sight of each other, the sight
        lines being contained wholly within the street limits.

        External boundaries of a subdivision shall have monuments placed in
        the field by iron rods at least thirty inches long and one inch in
        diameter with a fluorescent colored cap set no more than six inches
        above grade. These monuments shall be placed not more than 1000
        feet apart in any straight line and at all corners, at each end of all
        curves, at the point where a curve changes its radius, at all angle
        points in any line, and at all angle points along the meander line of a
        stream, river or creek, those points to be not less than twenty feet
        back from the bank of any stream, river, or creek.

      10. Emergency Access
        1. Purpose. This section is intended to ensure that emergency
          vehicles can gain access to and maneuver within the project
          so that emergency personnel can provide fire protection and
          emergency services without delays.
        2. General Standard. All developments shall provide adequate
          access for emergency vehicles and for those persons
          rendering fire protection and emergency services.
        3. Fire Protection Requirements.
          All portions of the exterior wall of the first story of any
          structure(s) must be located within 150 feet of a public street
          (except major arterial streets) or a fire access road in which
          fire apparatus can be maneuvered, as approved by the Fire
          Department.
          Fire access roads may be public streets (except major arterial
          streets) and alleys, parking lots, private streets, or similar
          vehicular access roads. Driveways serving detached,
          individual dwelling units need not meet fire access road
          criteria if they do not exceed 100 feet in length.
        4. Fire Access Road Width. The minimum unobstructed width
          shall be 30 feet for fire access roads, unless serving one
          detached, individual dwelling unit then may be reduced to 18
          feet comprised of at least 12 feet of pavement width and an
          additional 3 feet kept clear of vegetation and obstruction to
          each side to allow passage of an emergency vehicle 18 feet
          wide. Such driveways of less than 30 feet width must provide
          vehicle turnouts every 200 feet of driveway length if the
          driveway length exceeds 300 feet.
        5. Turnarounds. Any fire access road shall be provided with a
          minimum 80 foot diameter turnaround if a dead-end street,
          have a turnaround with a proper turning radius if within a
          parking lot, or must continue to a public street.
        6. Turning Radius. The minimum turning radius for fire access
          roads and in parking lots shall be 20 feet inside and 40 feet
          outside.
        7. Parking Control. Approved ANo parking - Fire Lane@ signs
          shall be provided along curbs where parking obstruct the
          minimum width and turning radius. Curbs in these areas shall
          be painted red.
        8. Road Surface. The surface of all fire access roads shall be of
          an approved hard surface or compacted road base capable of
          supporting fully loaded fire apparatus engineered to provide a
          bearing weight of 50,000 lbs. All surfaces shall be
          maintainable in all weather conditions including snow
          removal.
        9. Dead-end Length. Any fire access road that serves structures
          beyond 600 ft from a second point of access shall be provided
          with an approved connection to another public street.
        10. Fire Lanes. Fire lanes may be used in commercial and multifamily
          projects when they can be designed into the normal
          traffic circulation patterns. All fire lanes shall conform to all
          other fire access road criteria. Approval of any fire lane shall
          be contingent upon the ability of the fire lane to be
          maintained continuously and under all weather conditions.
          Fire lanes serving single family projects are prohibited.
        11. Easements. Any private fire access road that serves multiple
          properties or crosses properly lines shall have proper
          emergency access easements.
        12. Vertical Clearance. The minimum vertical clearance shall be
          13= 6".
        13. Grade. The maximum grade of a fire access road shall be 4%.
        14. Access. Temporary fire access roads, turnarounds, and second
          points of access may be used as part of an approved phased
          project or imminent public street improvements as confirmed
          by listing in an approved capital improvement plan, or
          subdivision plan. Any temporary access shall meet all other
          fire access road criteria.
          All projects shall have access from a public street network
          with multiple points of access. If the project exceeds 600 feet
          from a single point of access, sufficient off-site improvements
          must be made to provide multiple points of access.
          All required fire access roads, including public streets, shall
          be installed and serviceable before commencement of
          aboveground construction.
        15. Signs. A reflective distance marker shall be required for fire
          access roads greater than 900 feet in length. A market supplied and
          installed by the Hudson Fire Department shall be located every 900
          feet of length from the main entrance of the structure to the street.

  4. Pedestrian and Bicycle Paths
    1. To the maximum extent feasible, all residential, commercial, and industrial
      subdivisions shall provide pedestrian linkages, including bikeways, to
      existing trail system, parks, schools, adjacent developments, and to the
      Village Core where applicable. (See Figures 27a & 27b.)



    2. Bicycle Paths. Where linkages are provided through the development of dedicated
      off-road bicycle paths, the minimum right-of-way will be 18 feet, and the pavement
      width will be 10 feet. All bicycle paths will be constructed in accordance to design
      standards approved by the City Engineer and illustrated in Figures 28a & 28b and in
      conformance with any Trail Plan adopted by the City of Hudson Park Board. Bike
      lanes constructed as part of roadway improvements will be designed and constructed

      in accordance with Figures 29a & 29b, and 29c.