This is the PONCA CITY, OKLAHOMA ACCESS MANAGEMENT CHAPTER. It may be referred to as the "access management chapter" or as "this chapter". (Ord. 6124, 6-28-2010)

   A.   Generally: The purpose of this chapter is to establish site access and design standards to ensure that new development, redevelopment, expansion, reconstruction, or improvement of existing buildings enhance the safety and function of individual sites and the city's street system.

   B.   Traffic Safety And Access Management: Traffic safety and access management associated with collector streets and principal and minor arterial streets are the primary concerns of this chapter. Therefore, this chapter specifies the standards to improve the safety, function, and traffic carrying capacity of the city's thoroughfares. Furthermore, it outlines the regulatory provisions regarding site ingress and egress, as well as the circulation within, between, and across development sites in a manner that is consistent with the policies and objectives set forth in chapter 4, transportation, of the Ponca City comprehensive plan 1 . (Ord. 6124, 6-28-2010)

   A.   Applicability: No land shall be developed, redeveloped, expanded, reconstructed or improved except in accordance with the applicable provisions of this chapter. All the following are considered "development" that is subject to the applicable requirements of this chapter:

      1.   The use of any building, structure, or land, which includes the establishment of a new use or uses; changes in use; building construction, reconstruction or improvement; building or site expansions; and/or any material change(s) to the functional or operational characteristics of an existing use or uses.

      2.   Any division of land for land development and/or a transaction of sale or lease, whether by subdivision, a metes and bounds division by separate instrument, or any other land division or subdivision.

   B.   Access Permit Required: No person shall develop, redevelop, expand, reconstruct or improve a parcel without first obtaining an access permit from the city. An applicant shall submit to the city an application and an access construction plan, which shall accurately describe the location of the proposed access connection pursuant to the specifications required by this chapter and all other standards and requirements of the city.

   C.   Timing Of Compliance With This Chapter:

      1.   Any new development, redevelopment, expansion, reconstruction, or improvement of existing buildings or sites, and/or division or subdivision of land that occurs after the adoption date of this chapter shall comply with the standards and requirements of this chapter.

      2.   Properties with access drives that were constructed prior to the adoption date of this chapter and that do not meet the standards and requirements of this chapter shall, to the greatest possible extent, conform to the provisions of this chapter when any of the following apply:

         a.   Modifications or improvements are made to the collector street or principal or minor arterial street adjacent to the property; or

         b.   Modifications or improvements are made to the property that would require any of the following:

            (1)   An access permit is required by the city (see subsection 9-2-6A, "Permit Required; Fee", of this code);

            (2)   A driveway agreement is required by the Oklahoma department of transportation (ODOT);

            (3)   Site plan review is required (see section 11-17-3, "Site Plans", of this title);

            (4)   Land subdivision is required (see title 12, "Subdivision Regulations", of this code);

            (5)   A building permit is required;

            (6)   A traffic impact assessment (TIA) is required (see section 11-15-18, "Traffic Impact Assessment (TIA)", of this chapter); or

         c.   A site experiences the lesser of a twenty percent (20%) increase in peak hour trips or an increase of one hundred (100) vehicles per peak hour, as determined by one of the following methods:

            (1)   A traffic study conducted on behalf of the property owner or agent;

            (2)   An estimation of peak hour trip volume that is based on the latest published edition of the Institute Of Traffic Engineers (ITE) "Trip Generation" manual; or

            (3)   Actual trip counts conducted during the peak hour of a typical weekday.

   D.   Nonconformity: If the principal activity on a parcel with access connections that do not meet the regulatory provisions of this chapter is discontinued for a period of one year or more, then upon establishment or reestablishment of any use or uses, the parcel must comply with all applicable standards and requirements of this chapter. (Ord. 6124, 6-28-2010)

   A.   Subsequent Development: Planned unit developments (PUDs) shall be controlled by the provisions of chapter 10, "Planned Unit Developments", of this title. The regulatory provisions of this chapter shall apply to all subsequent phases of development requiring land subdivision, substantial amendment of the approved development plan, and/or phases of development requiring subdivision approval or a zoning map amendment.

   B.   Prior Approval: Any development granted approval by the board of commissioners prior to the adoption of this chapter shall be controlled by the development standards in place at the time of approval. However, if construction or building permits have not been applied for and granted within six (6) months of that approval, the provisions of this chapter shall apply. (Ord. 6124, 6-28-2010)

   A.   Confirmation Of Hardship: In case the application of the standards and requirements of this chapter to a particular parcel would create an unnecessary hardship peculiar to the size, location, configuration, or other factors that affect the specific subdivided or unsubdivided parcel abutting a principal or minor arterial street, an applicant may request a variance from the standards and requirements of this chapter, provided:

      1.   Relief, if granted, would not cause substantial detriment to the public good or impair the purposes and intent of this chapter or the comprehensive plan; and

      2.   The variance, if granted, would be the minimum necessary to alleviate the unnecessary hardship.

   B.   Application: Variances shall be requested at the time of filing an application for subdivision, an access permit, site plan review, or a building permit.

   C.   Applicable Circumstances: Circumstances by which a variance may be granted include:

      1.   A parcel abutting a principal or minor arterial street that is of a size, location, or configuration that cannot reasonably comply with the standards and requirements of this chapter;

      2.   A parcel under individual ownership abutting a principal or minor arterial street for which no other feasible or reasonable means of access is available;

      3.   A parcel under individual ownership that is adjacent to an undeveloped parcel(s) under separate ownership for which a reasonable offer of common access and internal cross access was declined by the adjacent landowner(s); or

      4.   A parcel under individual ownership that is adjacent to an undeveloped parcel which includes a notation on a subdivision plat or records a covenant by separate legal instrument ensuring that internal cross access will be provided and access will be consolidated into a common, single access upon development of the adjacent parcel. (Ord. 6124, 6-28-2010)

No new single-family or two-family lots shall be created by subdivision that front on a principal or minor arterial street. (Ord. 6124, 6-28-2010)

   A.   Generally: This section applies to all uses except single-family and two-family developments.

   B.   Measurement Of Access Spacing: The minimum spacing requirement is measured parallel to the edge of the travelway, from the nearest edge of pavement of the first access connection to the nearest edge of pavement of the second access connection, as illustrated in figure 11-15-7, "Access Spacing Measurements", of this section. Access points include private streets, driveways, and service road entrances.

   C.   Measurement Of Corner Clearance: For uses located on corner lots, there shall be a minimum clearance from the nearest edge of pavement of the first access connection to the nearest edge of pavement of the intersecting street, as illustrated in section 11-15-9, figure 11-15-9, "Corner Clearance Spacing", of this chapter. (Ord. 6124, 6-28-2010)

   A.   General: There shall be a minimum spacing between the nearest edges of pavement of adjacent access connections along collector streets and principal and minor arterial streets, as provided in table 11-15-8, "Minimum Access Spacing", of this section. (Refer to section 11-15-7, figure 11-15-7, "Access Spacing Measurements", of this chapter.)

 

 

Source: Transportation research board (TRB) "Access Management Manual", copyright 2003.

   B.   Access Spacing, Opposite Sides Of Street: To prevent conflicting left turn movements, the centerlines of access connections on opposite sides of a street shall either align, or shall be offset by a minimum distance of one hundred fifty feet (150'). This provision shall not apply where a permanent median exists without break for these access connections. (Refer to section 11-15-7, figure 11-15-7, "Access Spacing Measurements", of this chapter.)

   C.   Alternatives: Where no other alternatives exist, construction of an access connection may be allowed in a location farthest from an intersection and the next nearest access connection. To provide safe, adequate access in this circumstance, consideration shall be given to a right in/right out only access connection, if feasible. In such case, the applicant shall demonstrate conformance with section 11-15-13, "Common Access And Internal Cross Access", of this chapter.

   D.   Increased Spacing Requirements: The city may require access spacing that exceeds the minimums required in table 11-15-8, "Minimum Access Spacing", of this section in circumstances warranted by the volume of truck traffic or other operating characteristics of the site. (Ord. 6124, 6-28-2010)

   A.   Corner Clearance: There shall be a minimum spacing between the nearest edge of pavement of an access connection and the nearest edge of pavement of local, collector, or principal and minor arterial streets, as provided in table 11-15-9, "Corner Clearance", of this section. In certain circumstances, such as, but not limited to, intersection approaches with left or right turn bays greater than one hundred feet (100') in length, the city may require additional clearance lengths.

 

Notes:

1.   Refer to figure 11-15-9, "Corner Clearance Spacing", of this section for the lettered dimensions.

Source: Transportation research board (TRB) "Access Management Manual", copyright 2003.

Note: Refer to table 11-15-9, "Corner Clearance", of this section for the lettered dimensions.

(Ord. 6124, 6-28-2010)

   A.   Intersections: No sign, fence, wall, hedge, or shrub planting which obstructs sightlines shall be placed or permitted to remain at any driveway/street intersection or street/street intersection, as provided in table 11-15-10, "Sight Distance Requirements", of this section.

 

Design Parameters: Exiting driver's eye height is 3.5 feet above pavement. Top of object on the street equals 3.5 feet above pavement.

Left turn sight distance is required for each direction (left and right).

Source: AASHTO "A Policy On Geometric Design Of Highways And Streets", 2001.

   B.   Shade Tree Exception: Shade trees are permitted to overhang the specified triangles, provided that all branches are not less than eight feet (8') above the street level. (Ord. 6124, 6-28-2010)

   A.   General: The dimensions of access connections are based on the peak hour trip generation volume of the use(s) to which access is to be provided. Peak hour trips may be allocated to one or more access connections. A qualified engineer shall provide the calculations for the peak hour trip generation and the assignment of generated trips to individual access connections. Single- family and two-family uses are not required to provide trip generation and assignment calculations by a qualified engineer.

   B.   Single-Family And Two-Family Residential Lots: Each single- family or two-family residential lot shall have no more than the maximum allowable width of access connection(s), as provided in table 11-15-11A, "Maximum Width Of Access Connections", of this section.

 

 

   C.   Standard Dimensional Requirements: The access standards of table 11-15-11B, "Access Connection Standards", of this section, apply to developments in all districts other than single-family and two-family lots.

 

 

Note:

1.   Only 1 egress is required if the access connection is configured for right in/right out only access.

   D.   Measurement Of Access Throat Length: The access throat length indicated in table 11-15-11B, "Access Connection Standards", of this section and illustrated by figure 11-15-11, "Measurement Of Access Spacing", of this section, is measured from the property line to the nearest edge of the first parking space or internal drive aisle.

   E.   Alternative Design: The city may require that access connections must be configured as right in/right out only access when the provision of left turn access would cause an unsafe condition or impede traffic flow on the public street. (Ord. 6124, 6-28-2010)

   A.   General: The maximum number of access connections allowed is the fewest necessary to accommodate the peak hour trip generation of a site. By way of example, a use generating three hundred (300) peak hour trips (refer to section 11-15-11, table 11-15-11B, "Access Connection Standards", of this chapter), must be served by one high volume access connection rather than six (6), low volume access connections. In no case shall the cumulative width of access connections exceed twenty percent (20%) of the length of real property that fronts the abutting street right of way. In certain circumstances, the city may allow additional access connections pursuant to submittal and acceptance of a traffic impact assessment (refer to section 11-15-18, "Traffic Impact Assessment (TIA)", of this chapter). Circumstances warranting consideration of additional access connections include:

      1.   Conformance with the access spacing and corner clearance requirements;

      2.   Access to an adjacent street of lesser functional classification;

      3.   Primary access to the site is via the streets of lesser functional classification;

      4.   The number of access connections along the principal or minor arterial frontage is reduced;

      5.   Provision of right in/right out only access connections;

      6.   Existence of a median to limit left turn movements; and

      7.   Safe operating conditions and unimpeded traffic flow.

   B.   Limitation: Nothing in this section supersedes the other access management requirements of this chapter. (Ord. 6124, 6-28-2010)

   A.   Separate Ownership; No Common Plan Of Development: Where adjacent properties are separately owned and not part of a common plan of development, the city may require common access and/or internal cross access as permits are issued for the parcels to be developed, redeveloped, expanded, reconstructed, or improved. As such, an applicant may be granted individual access if:

      1.   The parcel conforms to the access spacing standards and requirements of this chapter; or

      2.   The applicant demonstrates that a reasonable offer of common access and internal cross access was declined by the adjacent landowner; or

      3.   The applicant records a notation on a subdivision plat or records a covenant by separate legal instrument, in a form acceptable by the city attorney, ensuring that internal cross access will be provided and access will be consolidated into a common, single access upon the earlier of:

         a.   Approval for development, redevelopment, expansion, reconstruction, or improvement of the adjacent property, if providing such common access is a requirement of the approval for the adjacent property; or

         b.   The applicant's parcel and the adjacent parcel come under common ownership; or

         c.   The applicant demonstrates that the proposed access will not materially affect the safe and efficient flow of traffic.

   B.   Common Ownership Or Common Plan Of Development: Phased development, development sites under the same ownership, and/or development sites that are consolidated for the purposes of development and comprised of more than one building are considered unified parcels. With the exception of gas stations, unified parcels shall provide access connections to out parcels by internalized streets using a shared circulation system and designed to avoid excessive movement or queuing across parking or drive aisles. (Ord. 6124, 6-28-2010)

   A.   Terms: Common access and/or internal cross access easements shall include one or more of the following:

      1.   Sufficient width to accommodate two-way access between parcels, designed to accommodate passenger vehicles and both service and loading vehicles.

      2.   Stub streets or other design features to allow abutting parcels future internal cross access. (See figure 11-15-14, "Stub Street Example", of this section.)

      3.   Connection to internal cross access drives of abutting or adjacent parcels.

   B.   Change In Tenancy: Upon a change in use or tenancy, the city may require that an obstructed or blocked common access or internal cross access connection be made available for public use and recorded as an easement.

   C.   Approval And Recording Of Easements:

      1.   Access that is shared by adjacent parcels, whether under individual or separate ownership, requires a legal instrument in a form acceptable to the city attorney and recorded of official public record by the applicant to ensure continuous shared access. The recorded book and page number shall be referenced on any subsequent subdivision plats of the subject parcel(s).

      2.   If there is an existing shared access for which there is no official public record, at the time of filing an application for subdivision, an access permit, site plan review, or a building permit, such documentation shall be executed and recorded as provided in subsection C1 of this section. (Ord. 6124, 6-28-2010)

   A.   Requirement Of Right Turn Lane: The city may require a dedicated right turn deceleration lane in the following circumstances:

      1.   The street that provides access to the subject site has a posted speed limit of forty five (45) miles per hour or greater and the peak hour right turn volume is one hundred (100) vehicles per hour (VPH) or greater.

      2.   The street that provides access to the subject site has a posted speed limit less than forty five (45) miles per hour and the peak hour right turn volume is one hundred twenty five (125) vehicles per hour (VPH) or greater.

      3.   The projected right turn volume is less than one hundred (100) vehicles per hour (VPH) but the site has unique conditions to consider including, but not limited to:

         a.   High crash incidence;

         b.   Heavier than normal peak flow movements on the adjacent public street;

         c.   Large volume of semitractor trailer and/or service vehicle traffic; and/or

         d.   Limited sight distance. (Ord. 6124, 6-28-2010)

   A.   Generally: Stacking spaces are used to measure the capacity of vehicles in drive-in or drive-through lanes providing direct access to a service window or station. A stacking space measures eight feet (8') in width by twenty feet (20') in length. The position in front of a service window or station (e.g, automated teller machine [ATM], fast food drive-through window, or station at a drive-through bank) is counted as a stacking space.

   B.   Requirements: Uses that include drive-in or drive-through service shall have no less than the minimum number of stacking spaces provided below:

      1.   Financial institutions, convenience stores, pharmacies, and similar uses: Four (4) stacking spaces per drive-through station.

      2.   Drive-in or drive-through restaurants:

         a.   If one service window is provided (for both payments and pick up):

            (1)   Six (6) stacking spaces for each menu board; and

            (2)   Five (5) stacking spaces between the menu board and the service window.

         b.   If two (2) service windows are provided (1 for payments and 1 for pick up):

            (1)   Four (4) stacking spaces for each menu board;

            (2)   Four (4) stacking spaces between the menu board and the first window (including the position at the first window); and

            (3)   Two (2) spaces between the first window and the second window, including the position at the second window. (Refer to figure 11-15-16, "Illustrative Stacking Requirements", of this section.)

      3.   Drive-through only uses in buildings with less than three hundred (300) square feet of floor area and no separate menu board (e.g., coffee stands, photo processing, and similar uses): Three (3) stacking spaces per service window.

      4.   Dry cleaners: Two (2) stacking spaces, including the position at the window.

   C.   Design:

      1.   Stacking lanes shall be clearly marked and shall not share or interfere with on site or off site traffic circulation.

      2.   Stacking areas shall not be located such that they interfere with the ingress or egress to/from the site or disrupt the safe circulation of the site.

      3.   Stacking lanes shall have a minimum pavement width of twelve feet (12') and shall be designed with a bypass lane with a pavement width of ten feet (10'). (Ord. 6124, 6-28-2010)

   A.   Generally: All development shall provide for on site pedestrian walkways to and between:

      1.   Public entrances to each building on the site, including out parcel buildings;

      2.   Parking and vehicular use areas; and

      3.   Sidewalks or walkways on adjacent parcels that extend to the shared boundary with the subject development.

   B.   Bicycle Access: Bicycle access shall be provided to any existing or designated bicycle paths or routes located adjacent to or within the subject development.

   C.   Connections: Connections shall be made at points necessary to provide direct pedestrian and bicycle travel from the subject development to major pedestrian destinations located within the adjacent neighborhood(s). In order to provide direct pedestrian connections to these adjacent destinations, the city may require additional sidewalks, walkways, or bicycle paths or lanes not associated with a street, or the extension of a sidewalk from the end of a cul-de-sac to another street or walkway. These improvements shall also include sidewalk connections from external sidewalk systems to internal connections within a development. Major pedestrian destinations include, but are not limited to, single- or multiple-family residential neighborhoods, public or private schools or daycare facilities, parks and open spaces, places of shopping and employment, neighborhood or community centers, and other public, civic, or institutional uses.

   D.   Identification: Pedestrian walkways and crosswalks shall be marked according to standards acceptable to the city, and meeting the standards set forth in the "Manual Of Uniform Traffic Control Devices" (MUTCD), as amended from time to time.

   E.   Americans With Disabilities Act (ADA): Pedestrian walkways shall comply with the latest requirements of the Americans with disabilities act, as amended from time to time. (Ord. 6124, 6-28-2010)

   A.   Generally: New development, redevelopment, expansion, or improvement of existing sites or buildings that may result in additional peak hour or average daily trips that exceed the thresholds set forth in subsection B of this section, shall include a traffic impact assessment according to the methodologies set forth in subsection C of this section.

   B.   Thresholds: A traffic impact assessment is required when any of the following thresholds are exceeded by a subject development:

      1.   The average daily trips (ADT) generated by the subject development exceeds one thousand (1,000) ADT;

      2.   The P.M. peak hour trip generation exceeds two hundred fifty (250) trips per P.M. peak hour;

      3.   A residential development includes a net of more than one hundred (100) new dwelling units;

      4.   In the estimation of the city the subject development will cause an adjacent street or the nearest intersection(s) to operate at level of service LOS D; or

      5.   The adjacent street or nearest intersection(s) currently operate at LOS D.

   C.   Methodologies: Traffic impact assessments shall be prepared in accordance with the city of Ponca City guidelines for traffic impact studies.

   D.   Required Amendment Of Traffic Assessment: The city may require an amendment of an earlier traffic impact assessment or may require a new traffic impact assessment if any of the following thresholds are met or exceeded:

      1.   Changes to a proposed development increases the average daily or peak hour trips by fifteen percent (15%) or more than the original assessment;

      2.   An earlier completed traffic impact assessment is more than two (2) years old, unless the city determines that conditions have not significantly changed; or

      3.   The locations, types, and/or numbers of access connections for the subject development have changed.

   E.   Conditions Of Approval: The city may condition the approval of a proposed or subject development to sustain the level of service standards of streets impacted by the development. The city may authorize phased development that requires street, intersection, access, signalization, or other improvements necessary to maintain a level of service commensurate with the timing and scale of development proposed for each phase. (Ord. 6124, 6-28-2010)