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Home My WebLink About2025-07-02-R RESOLUTION NO. 2025-07-02-R A RESOLUTION OF THE CITY COUNCIL TO ADOPT THE REVISED BATESVILLE MASTER STREET PLAN WHEREAS, Act 314 of the 95th General Assembly repealed the territorial jurisdiction of all municipalities,rendering certain provisions of current Master Street Plan invalid; and, WHEREAS,the City Engineer and Batesville Planning Commission reviewed revisions to clarify the intent of various provisions of the Master Street Plan and to correct various errors; and, WHEREAS,the Planning Commission concurred in the recommendation that the hard copy version of the original Master Street Plan be converted to an editable digital version for future updating; and, WHEREAS,the Planning Commission has recommended that the Master Street Plan be adopted as a statement of City policy regarding design and development of the street and roadway network of the City of Batesville; and, WHEREAS,the Batesville Planning Commission conducted a properly advertised public hearing on June 2,2025; and, WHEREAS,the Batesville Planning Commission, at its regular meeting on June 2, 2025, and again at its regular meeting on July 7, 2025, recommended,by unanimous vote,that said Plan, as shown as Attachment hereto,be adopted by resolution by the Batesville City Council NOW THEREFORE BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF BATESVILLE,ARKANSAS that the revised Master Street Plan adopted by the Batesville Planning Commission is hereby adopted by the City Council as a statement of policy encouraging the proper design and development of the roadway network in the City of Batesville. PASSED AND APPROVED this 22ND , day of July, 2025. /a. , 2L;� Rick Elumb ATTEST: 0 jwt�0 Y'Q�N' ssica Davis,—Citf Clerk ATTACHMENT A MASTER STREET PLAN City of Batesville, Arkansas 2025 Update Adopted by the Batesville Planning Commission July 7, 2025 Adopted by the Batesville City Council Resolution 2025- - -R TABLE OF CONTENTS SECTION I INTRODUCTION SECTION II AUTHORITY, JURISDICTION, AND ENFORCEMENT SECTION III FUNCTIONAL CLASSIFICATION SECTION IV DESIGN STANDARDS SECTION V MASTER STREET PLAN MAPS SECTION INTRODUCTION The City of Batesville has developed a Master Street Plan to promote an efficient, safe, and orderly flow of traffic through the City. In addition, this plan provides guidelines on the functional classifications of streets and their respective geometric design criteria. The intent of this Plan is to establish the policy for development and design of streets, roads, and highways subject to the authority and regulation of the City of Batesville. The Identification of streets into functional classes and geometric configurations is necessary for clear communication among administrators, engineers, developers, and the general public. Various street classifications identify existing and new cross sections that incorporate the City's adopted Bicycle & Pedestrian Master Plan. Streets are intended for public use via multiple modes of transportation including motorized vehicles, bikes, and pedestrians. The development of a comprehensive multi-modal transportation network is the goal of the City of Batesville. SECTION II AUTHORITY & JURISDICTION# AUTHORITY The Planning Commission of the City of Batesville is vested by Arkansas Statutes at 14-56- 414(d) to prepare and adopt a Master Street Plan "which shall designate the general location, characteristics, and functions of streets and highways." The statutes further predicate, at 14-56-417, the adoption of land development regulations after adoption and filing of the Master Street Plan. The Planning Commission is vested with the authority to review, conditionally approve and disapprove applications for development of property including subdivision of land, preliminary, and final plats in accordance with Section 15.01.04 of Title 15, Subdivision Regulations. All new development and street upgrades within the City of Batesville shall comply to the extent practical with the design standards set forth in this Plan. JURISDICTION As per the subdivision Regulations under section 15.01.05, the design standards set forth in the Master Street Plan shall apply to development that occurs within the corporate limits of the City of Batesville SECTION 11 FUNCTIONAL CLASSIFICATION: FUNCTIONAL CLASSIFICATION SYSTEM There are four roadway classifications included in the Batesville Master Street Plan: local urban. residential, collector, and arterial streets. These classifications provide a hierarchy of roadways for an overall transportation network. The Master Street Plan map, located on page 25 depicts the general roadway classification of existing and future streets throughout the City of Batesville as follows: • Local Urban: Streets that comprise the original grid street network surrounding downtown and early neighborhoods. • Minor or Residential: Streets that serve neighborhoods that are outlying. A residential street is not generally continuous through several districts. • Collector: Streets that connect neighborhoods from local urban streets and residential streets to arterials. • Arterial: Streets that carry high volumes of through traffic across the City of Batesville to connect to other urban centers. Two of the four roadway classifications (local urban and residential) are further categorized into unimproved and improved. Unimproved roadways generally do not conform to the standards of this Plan and were either added to the network prior to incorporation into the city or to the adoption of more comprehensive modern standards. They are typically characterized by narrowness and the presence of ditches rather than underground drainage. Improved roadways are typically characterized by curb and gutter drainage and sidewalks on at least one side. If unimproved roadways are scheduled for improvements or upgrades, they should adhere to the standards herein as much as possible. All new roadways should adhere to the "improved" standards herein as much as possible. These distinctions are shown on the map at page 26. Some local urban, residential, and collector streets also include multi-modal designation, which will reflect the recommendations from the Batesville Bicycle and Pedestrian Master Plan, Ordinance No. 2017-09-03. The Master Street Plan includes recommendations for multi-modal facilities and other bicycle and pedestrian enhancements to encourage alternative modes of transportation as infrastructure improvements are made and development occurs in the City of Batesville. Additional standards and recommendations can be found in The City of Batesville Bike and Pedestrian Plan and are shown on the map at page 27. SECTION I% DESIGN STANDARDS# Local Urban (Existing) 4 j I t BAR + 20'-24'TOTAL WIDTH BAR f DITCH NARIES) DITCH ROW VARIES -1- FUNCTION Local Urban streets comprise the original grid street network found in downtown Batesville and near Lyon College. These streets accommodate a variety of land uses, including small-footprint residential and non-residential uses, as well as large employment and institutional facilities. With block length ranging from 350'—500', the frequency of streets in this grid pattern functions to distribute traffic in a more even fashion than its modern counterparts. Local Urban streets can accommodate higher traffic volumes than their unconnected residential counterparts, based on the frequency of parallel streets that evenly distributes traffic, rather than consolidating it on fewer higher-functioning roads. Most Local Urban streets are narrow (18—24") and are lacking curb and gutter. This allows parking along the street in areas where deep ditches are not in close proximity. Further, these streets demonstrate some low-impact development (LID) qualities by filtering water with plant materials and allowing some permeability prior to entering the storm drain system. Sidewalks occur more frequently west of St. Louis and east of the White River. INTERCONNECTIVITY The grid network and short block lengths should be preserved in order to maintain the functionality of this type of street network. New development seeking a similar treatment should utilize the Local Urban Improved standard and should do so in a similar fashion, with block lengths not exceeding 500'forming an interconnected network of streets. MULTI-MODAL/COMPLETE STREET APPLICABILITY Local Urban street on which bicycle access is desired or encouraged should be demarked by a sharrow in the center of each lane of vehicular travel, indicating that bicycles and automobiles share the road. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Local Urban streets with this marking, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.07, for specifications on sharrow placement and frequency. Existing sidewalks should be in good condition and allow access in accordance with the Americans with Disabilities Act (ADA). SECTION IV DESIGN STANDARDS# Local Urban (Existing) DESIGN STANDARDS Design Service Volume up to 2,500 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility Sharrows; refer to Bicycle & Pedestrian Plan for location Parking varies Paved Width (BOC to BOC) varies 20—24" width, existing curb and gutter varies Right of Way varies Sidewalks varies Greenspace varies Maximum Centerline Grade existing; varies Min. Stopping Sight Distance existing; varies Min. Horizontal Radius at Centerline existing; varies Min. Horizontal Tangent Distance Between Reverse Curves existing; varies Intersection Curb Radius existing; varies Driveways existing; varies Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC LOCAL URBAN STREETS Certain Local Urban streets have bicycle and/or pedestrian facilities proposed along them, even if improvements to the street itself have not been indicated. Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire network is located on page 27 of the Bicycle and Pedestrian Master Plan. Local Urban Streets with Sharrows: • Ramsey from Broad to Lawrence • Lawrence from Ramsey to Sidney • Sidney from Lawrence to Neeley • Lyon from 22nd to Row • Row from Lyon to Neeley • 22nd from College to Bearette • Bayou from Charles to Baker • Heights from Baker to White Local Urban Streets with Multi-Use Sidepath 0 None indicated in this plan SECTION V DESIGN STANDARDS# Local Urban Improved r stem 5 Porir ( 1 tt'WIVtu I_OrtIIpY WE dlME6UF lE 9 57Afl4W' K iY ClilFll on MR 2SM-9m WW up 45 Faw FUNCTION Local Urban streets comprise the original grid street network found in downtown Batesville and near Lyon College. These streets accommodate a variety of land uses, including small-footprint residential and non-residential uses, as well as large employment and institutional facilities. With block length ranging from 350'—500', the frequency of streets in this grid pattern functions to distribute traffic in a more even fashion than its modern counterparts. Local Urban streets can accommodate higher traffic volumes than their unconnected residential counterparts, based on the frequency of parallel streets that evenly distributes traffic, rather than consolidating it on fewer higher-functioning roads. Improved Local Urban streets include curb and gutter, subsurface storm drainage, and sidewalks along each side. INTERCONNECTIVITY The grid network and short block lengths should be preserved in order to maintain the functionality of this type of street network. New development utilizing this street type should do so in a similar fashion, with block lengths not exceeding 500'forming an interconnected network of streets. MULTI-MODAUCOMPLETE STREET APPLICABILITY Local Urban Improved streets include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance with the Americans with Disabilities Act (ADA). Streets on which bicycle access is desired or encouraged should be demarked by a sharrow in the center of each lane of vehicular travel, indicating that bicycles and automobiles share the road. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Local Urban streets with this marking, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.07, for specifications on sharrow placement and frequency. SECTION IV DESIGN STANDARDS# Local Urban Improved DESIGN STANDARDS Design Service Volume up to 2,500 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility Sharrows; refer to Bicycle & Pedestrian Plan for location Parking none Paved Width (BOC to BOC) 23" Right of Way 45' Sidewalks min. 4' each side Greenspace min. 6' buffer each side Maximum Centerline Grade 15% Min. Stopping Sight Distance 1 00' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 150' (normal crown) Min. Horizontal Tangent Distance Between Reverse Curves N/A Intersection Curb Radius 25' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENST TO SPECIFIC LOCAL URBAN STREETS Refer to the Bicycle and Pedestrian Master Plan, pages 25—40 and 68—71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire network is located on page 27 of the Bicycle and Pedestrian Master Plan. Local Urban Streets with Sharrows: • Main from Bayou/Broad to 6th • 20th from Harrison to College • 22nd from Harrison to College • 30th from Harrison to Neeley • Neeley from St. Louis to 30th Local Urban Streets with Multi-Use Sidepath • College from Central to Ringgold • Ringgold from College to Boswell • Jennings from Pioneer to Harrison SECTION I'; DESIGN STANDARDS# Local Urban Multi-Modal AtMk I Owl 7 A Pay VV 7,m6-w ,,,,'CRIALPmE aLt 4,IWlhrt 4' 50fEMN.N BLOM t1'CRtw LANE j HIKE LANE BUFFER 51BENAEU % if Gum It GUTTER _ W13W NtN. t 6"CtIPB 35'80C—DX 6'cum ' IB'ROM MIN. FUNCTION Local Urban streets comprise the original grid street network found in downtown Batesville and near Lyon College. These streets accommodate a variety of land uses, including small-footprint residential and non-residential uses, as well as large employment and institutional facilities. With block length ranging from 350'—500', the frequency of streets in this grid pattern functions to distribute traffic in a more even fashion than its modern counterparts. Local Urban streets can accommodate higher traffic volumes than their unconnected residential counterparts, based on the frequency of parallel streets that evenly distributes traffic, rather than consolidating it on fewer higher-functioning roads. Local Urban Multi-Modal streets include curb and gutter, subsurface storm drainage, and sidewalks along each side. INTERCONNECTIVITY The grid network and short block lengths should be preserved in order to maintain the functionality of this type of street network. New development utilizing this street type should do so in a similar fashion, with block lengths not exceeding 500' forming an interconnected network of streets. MULTI-MODAL/COMPLETE STREET APPLICABILITY Local Urban Improved streets include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance with the Americans with Disabilities Act (ADA). Bicycles are accommodated with 5' bicycle lanes in each direction of vehicular travel. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Local Urban streets with this marking, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.04, for specifications on bicycle lane markings. Future Local Urban Multi-Modal streets not indicated on the Batesville Bicycle & Pedestrian Master Plan should follow the standards below. SECTION P, DESIGN STANDARDS# Local Urban Multi-Modal DESIGN STANDARDS Design Service Volume up to 2,500 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility 5' Bicycle Lane in each direction of travel Parking none Paved Width (BOC to BOC) 35' Right of Way 55' Sidewalks min. 4' each side Greenspace min. 6' buffer each side Maximum Centerline Grade 15% Min. Stopping Sight Distance 1 00' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 150' (normal crown) Min. Horizontal Tangent Distance Between Reverse Curves N/A Intersection Curb Radius 25' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENST TO SPECIFIC LOCAL URBAN STREETS All Local Urban Multi-Modal streets include 5' bicycle lanes in each direction of vehicular travel as well as sidewalks on each side. Therefore, no Residential Multi-Modal streets include sharrows or multi-use sidepaths. Refer to the Bicycle and Pedestrian Master Plan, pages 25—40 and 68—71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire network is located on page 27 of the Bicycle and Pedestrian Master Plan. Specific design treatments along College Avenue from St. Louis to 22nd are detailed below. eis � TMi i. r 6' v, 4, 4, Ln 6' Sidewalk "' M Bike 10.5'Driving Lane 10.5'Driving Lane Bike m' Sidewalk Lane Lane Curl?&Gutter Curb&Gutter SECTION IV DESIGN STANDARDS# Minor or Residential (Existing) 4 3 r t =90aYi Y"')V eat 2V-2C TOTAL'N101H BAR OfTi1 IYARE51 N[TCH Rdw 0KES FUNCTION Minor roads (or existing Residential roads) serve residential neighborhoods. These roads vary in width and were constructed without curbs, gutters, and storm sewer. Sidewalks are not present along the majority of these roads. New residential development as well as future non-residential minor streets should utilize the Minor or Residential Improved standard. INTERCONNECTIVITY While some minor roads provide connectivity though outlying areas, most minor residential roads serve a limited area and have poor connectivity to adjacent developments or roads. Several were constructed without the need or desire for walkability. MULTI-MODAL/COMPLETE STREET APLICABILITY Existing minor or residential roads may include sidewalks on one or each side of the road, if desired, and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Streets on which bicycle access is desired or encouraged should be demarked by a sharrow in the center of each lane of vehicular travel, indicating that bicycles and automobiles share the road. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Local Urban streets with this marking, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.07, for specifications on sharrow placement and frequency. SECTION 1,, DESIGN STANDARDS# Minor or Residential (Existing) DESIGN STANDARDS Design Service Volume up to 1,000 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility Sharrows; refer to Bicycle & Pedestrian Master Plan for location Parking varies Paved Width (BOC to BOC) varies 20-24' width, existing curb and gutter varies Right of Way varies Sidewalks varies Greenspace varies Maximum Centerline Grade existing; varies Min. Stopping Sight Distance existing; varies Min. Horizontal Radius at Centerline existing; varies Min. Horizontal Tangent Distance Between Reverse Curves existing; varies Intersection Curb Radius existing; varies Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC MINOR OR RESIDENTIAL (EXISTING) STREETS Some Minor or Residential (Existing) streets have bicycle and/or pedestrian facilities proposed along them, even if improvements to the street itself have not been indicated. Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. Minor or Residential Streets with Sharrows • Dry Kiln • Sunnyside Minor or Residential Streets with Multi-Use Sidepath • None SECTION V, DESIGN STANDARDS# Dinar or Residential Improved l,. ffi i i ASFiPLf 5l.�FACg_..` ( .F D i 4' BUFFER 1Y 6 72—fir" EKlFFeER 4' i SD]EY(lLIC} MIN_ DRrK LW U"T L4!{ MNJ. !sBSEIfM.I( if GU<,fEiS It"ROW WIN. 6`�� PL'me—HOc CIJR®:N_ 11'K1W WIN. - 5u,4(m FUNCTION Minor roads (or existing Residential roads) serve residential neighborhoods. These roads vary in width and were constructed without curbs, gutters, and storm sewer. Sidewalks are not present along the majority of these roads. New residential development as well as future non-residential minor streets should utilize the Minor or Residential Improved standard. Minor or Residential Improved streets include a curb and gutter, subsurface storm drainage, and sidewalks along each side. INTERCONNECTIVITY While some minor roads provide connectivity though outlying areas, most minor residential roads serve a limited area and have poor connectivity to adjacent developments or roads. Several were constructed without the need or desire for walkability. Future developments should be connected to adjacent developments and employ reduced block lengths to facilitate interconnectivity while reducing new demand on existing collector and arterial streets. MULTI-MODAL/COMPLETE STREET APLICABILITY Minor or Residential Improved streets should include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Streets on which bicycle access is desired or encouraged should be demarked by a sharrow in the center of each lane of vehicular travel, indicating that bicycles and automobiles share the road. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Local Urban streets with this marking, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.07, for specifications on sharrow placement and frequency. SECTION IV DESIGN STANDARDS# Minor or Residential Improved DESIGN STANDARDS Design Service Volume up to 1,000 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility Sharrows; refer to Bicycle & Pedestrian Master Plan for location Parking on-street allowed Paved Width (BOC to BOC) 28' (existing Improved Residential streets vary from 22'-28') Right of Way 50' Sidewalks min. 4' each side Greenspace min. 6' buffer each side Maximum Centerline Grade 15% Min. Stopping Sight Distance 1 00' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 150' (normal crown) Min. Horizontal Tangent Distance Between Reverse Curves N/A Intersection Curb Radius 25' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC MINOR OR RESIDENTIAL IMPROVED STREETS Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. Minor or Residential Improved Streets with Sharrows • White Oak Court • Eagle Mountain Golf/Mountain Ridge Road from Gap to White Oak Court extension Minor or Residential Improved Streets with Multi-Use Sidepath • Eagle Mountain from Harrison to Eagle Mountain Elementary • Aberdeen from Eagle Mountain to the sewer easement trail Minor or Residential Multi-Modal Design Standard to be utilized as follows: • to complete a connection where there is a gap between two developments • on a development's primary street that connects multipole phases or connects multiple blocks in one or adjacent developments. SECTION 11�F DESIGN STANDARDS# Minor or Residential Multi-Modal -77 �.CGr.r I-ASFHP10 SUK4U _�W -fiv6uF4CE B' i MEW" 13M LANE Ir IMW LANE - 12'ER[9f tW HIKEiDilt �MIN.j SIDEIYALX 8'CUBS &'CUt� 11'-6'ROW M 3T SOC-SCE 11'-H'Raw YIN. fie Ban FUNCTION Minor roads (or existing Residential roads) serve residential neighborhoods. These roads vary in width and were constructed without curbs, gutters, and storm sewer. Sidewalks are not present along the majority of these roads. New residential development as well as future non-residential minor streets should utilize the Minor or Residential Improved standard. Minor or Residential Improved streets include a curb and gutter, subsurface storm drainage, and sidewalks along each side. INTERCONNECTIVITY While some minor roads provide connectivity though outlying areas, most minor residential roads serve a limited area and have poor connectivity to adjacent developments or roads. Several were constructed without the need or desire for walkability. Future developments should be connected to adjacent developments and employ reduced block lengths to facilitate interconnectivity while reducing new demand on existing collector and arterial streets. MULTI-MODAL/COMPLETE STREET APLICABILITY Minor or Residential Improved streets include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Bicycles are accommodated with 5' bicycle lanes in each direction of vehicular travel. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Residential Multi-Modal streets with bicycle lanes, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.04, for specifications on bicycle lane markings. Future Minor or Residential Multi-Modal streets not indicated on the Batesville Bicycle & Pedestrian Master Plan should follow the standards listed below. SECTION V DESIGN STANDARDS# Minor or Residential Multi-Modal DESIGN STANDARDS Design Service Volume up to 1,000 VPD Desired Operating Speed 20 mph Travel Lanes 2 Bicycle Facility 5' Bicycle Lane in each direction of travel Parking none Paved Width (BOC to BOC) 37' Right of Way 60' Sidewalks min. 4'each side Greenspace min. 6' buffer each side Maximum Centerline Grade 15% Min. Stopping Sight Distance 1 00' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 150' (normal crown) Min. Horizontal Tangent Distance Between Reverse Curves N/A Intersection Curb Radius 25' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC MINOR OR RESIDENTIAL MULTI-MODAL STREETS All Minor or Residential Multi-Modal streets include 5' bicycle lanes in each direction or vehicular travel as well as sidewalks on each side. Therefore, no Residential Multi-Modal streets include sharrows or multi- use sidepaths. Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. APPLICATION TO NEW DEVELOPMENTS Minor or Residential Improved Design Standard to be utilized as follows: • for internal, secondary streets of a development phase that are not through streets or do not connect to adjacent developments Minor or Residential Multi-Modal Design Standard to be utilized as follows: • to complete a connection where there is a gap between two developments • on a development's primary street that connects multiple phases or connects multiple blocks in one or adjacent developments SECTION P, DESIGN STANDARDS# Collector Tarr HiJRSF — tpih Wpai � ' .•..n�a=iP£iE4 FSE SFr"F 4' 9' d`.,PWALT SURFACE CDvr SmEfYN li BI FER KFER MEOW YUL NIN. 11`Qfi[4E LANE ( r,M TURN LAW 11"ERNE LANE WIN MIN. i Ir GUTTER is'CUTTER I 11`ROW YIN. ti'�61 CURB 39 BQC-W J`on 11'RUN MIN. it7 ROVI FUNCTION Collector streets are designed to "collect" traffic from residential or local streets onto arterial roads. Collectors accommodate slightly higher traffic volumes at higher speeds than residential streets, but may include residential uses along them.Appropriate design and placement of Collector streets result in a balance between access and mobility. These transitional roads are often times 3 lanes, including a dedicated center turn lane to reduce traffic conflicts from left-turn movements. INTERCONNECTIVITY Collector streets provide connectivity to and between residential, local, and arterial roads. Oftentimes, a larger collector network may be established in which collectors intersect other collectors approximately every 1/2 mile. However, this street network can lead to larger islands of development with little connectivity within. MULTI-MODAL/COMPLETE STREET APLICABILITY Collector streets should include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Bicycles access along Collector streets should be accommodated via Bicycle Lanes due to traffic volumes and speeds. Refer to the Collector Multi-Modal street standards for the inclusion of bicycle facilities along this street type. SECTION IV DESIGN STANDARDS# Collector DESIGN STANDARDS Design Service Volume up to 12,000 VPD; 7,500 VPD optimal Desired Operating Speed 30 mph Travel Lanes 3 (2 lanes with center turn lane) Bicycle Facility none Parking none Paved Width (BOC to BOC) 38' Right of Way 60' Sidewalks min. 4' each side Greenspace min. 6' buffer each side; 8' preferred Maximum Centerline Grade 12% Min. Stopping Sight Distance 300' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 275' (normal crown) Min. Horizontal Radius at Centerline 235' (super-elevated) Min. Horizontal Tangent Distance Between Reverse Curves 100, Intersection Curb Radius 30' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC COLLECTOR STREETS Certain Collector streets may have bicycle and/or pedestrian facilities proposed along them, even if improvements to the street itself have not been indicated. Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. Collector Streets with Sharrows • Not applicable. Most collector streets have traffic volumes and/or speed limits that are too high for safe application of sharrows Local Urban Streets with Multi-Use Sidepaths 0 None indicated in this plan SECTION 1% DESIGN STANDARDS# Collector Multi-Modal AWWUL rt •rLCWUMEv TACK a6-,J N 4. t�. 0 t .0 Gf frdTE-- + Y 511Lfk�:titRSE 4! 6" 'e.45C C¢Jk:C AWHALT SuWxU WAT \,�-SL6fi97A0E &+43E•�CUR3 k, #, SIAEWAX! BUFFER W G 80CFER SIBEWAIX MdL i�7M- WE UWE 11'WK UWE 17 TURN LACE 11'FRWE LANE BDfF 11MIE � MR. foil 10'RUN YM 59"9DC-90t '-� 1V RUM IAk `. ... 71 ROMP FUNCTION Collector streets are designed to "collect" traffic from residential or local streets onto arterial roads. Collectors accommodate slightly higher traffic volumes at higher speeds than residential streets, but may include residential uses along them.Appropriate design and placement of Collector streets result in a balance between access and mobility. These transitional roads are often times 3 lanes, including a dedicated center turn lane to reduce traffic conflicts from left-turn movements. Collector Multi-Modal streets also accommodate non-vehicular traffic by including bicycle lanes in each direction of travel, see "Multi-Modal/Complete Street Applicability", below. INTERCONNECTIVITY Collector streets provide connectivity to and between residential, local, and arterial roads. Oftentimes, a larger collector network may be established in which collectors intersect other collectors approximately every 1/2 mile. However, this street network can lead to larger islands of development with little connectivity within. MULTI-MODAL/COMPLETE STREET APLICABILITY Collector streets should include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Bicycles are accommodated with 6' bicycle lanes in each direction of vehicular travel. Refer to the Batesville Bicycle & Pedestrian Master Plan for appropriate Collector Multi-Modal streets with bicycle lanes, and to the Manual on Uniform Traffic Control Devices (MUTCD), Section 9C.04, for specifications on bicycle lane markings. Future Minor or Residential Multi-Modal streets not indicated on the Batesville Bicycle & Pedestrian Master Plan should follow the standards listed below. SECTION 1'x DESIGN STANDARDS# Collector Multi-Modal DESIGN STANDARDS Design Service Volume up to 12,000 VPD; 7,500 VPD optimal Desired Operating Speed 30 mph Travel Lanes 3 (2 lanes with center turn lane) Bicycle Facility 6' Bike Lane in each direction of travel Parking none Paved Width (BOC to BOC) 50' Right of Way 70' Sidewalks min. 4' each side Greenspace min. 6' buffer each side; 8' preferred Maximum Centerline Grade 12% Min. Stopping Sight Distance 300' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 275' (normal crown) Min. Horizontal Radius at Centerline 235' (super-elevated) Min. Horizontal Tangent Distance Between Reverse Curves 100, Intersection Curb Radius 30' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC COLLECTOR STREETS All Collector Multi-Modal streets include 6' bicycle lanes in each direction of vehicular travel as well as sidewalks on each side. Therefore, no Collector Multi-Modal streets include sharrows or multi-use sidepaths. Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. SECTION IV DESIGN STANDARDS# Principal Arterial or Principal Arterial with Median Am- � - - i - 5' 7 .Yw BINC BASE MPSE cCury --i1Lf7UWV BUFFER FSFi1PLT 9Jt'F4CE CG4T-'', -_LH +JLf 9+°£CCtIVI£E Y 5 'BUf7EA 510E'N/AK MM. MIVL II'WJVE LAZE IV' MW LAVE tt'RIM LANE If DREW LANE I CANE LAVE MM. � ILK \u•anER ,er a_�Rx, , r 17 RVN WL `I•CU6 67 BW,4= 6 _! 1W RDW WIN 87 ROW FUNCTION Arterial roads are designed to move traffic from collector streets to highways, or to provide connections between urban centers or incorporated areas. These roads accommodate the highest traffic volumes and highest vehicular speeds with Batesville's street network. INTERCONNECTIVITY Arterials provide connectivity across large areas of a community or between adjacent communities. As the largest street type in communities without divided highways or controlled-access highways, arterials often handle large amounts of vehicular traffic volume and oftentimes at higher speeds than other street types within the network. SAFE CROSSINGS As the largest and highest-volume streets, arterial roadways can be dangerous for non-vehicular users to cross. Pedestrian and/or bicycle crossings should be designed to MUTCD standards and limited to controlled access (signalized) intersections or should be protected by user-activated traffic control signals, such as HAWK signals at mid-block crossings. Appropriate spacing of safe crossings will decrease the likelihood of pedestrians crossing in undesignated locations. MULTI-MODAL/COMPLETE STREET APLICABILITY Arterial roads should include sidewalks on each side of the road and crosswalks at all intersections, providing safe pedestrian access in accordance Americans with Disabilities Act (ADA). Bicycle access along Arterial roads is not encouraged, unless widths allow for protected bicycle lanes (6' bicycle lanes with a `6 painted buffer and/or a vertical buffer to separate bicycle lanes from vehicular lands), based on traffic volumes and traffic speeds. Separated multi-use paths are also allowable along Arterial roads. SECTION F DESIGN STANDARDS# Principal Arterial or Principal Arterial with Median DESIGN STANDARDS Design Service Volume up to 25,000 VPD Desired Operating Speed 40 mph Travel Lanes 4 Bicycle Facility none; unless designated as Multi-Modal Other Lanes Left Turn Lane or Center Median Parking not allowed Paved Width (BOC to BOC) 60' Right of Way min. 80' Sidewalks min. 5' each side Greenspace min. 3' each side; 6-8' preferred Maximum Centerline Grade 9% (5% at intersections—first 30 feet) Min. Stopping Sight Distance 600' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 600' (normal crown) Min. Horizontal Radius at Centerline 500' (super-elevated) Min. Horizontal Tangent Distance Between Reverse Curves 200' Intersection Curb Radius 30' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC COLLECTOR STREETS Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. Though the Bicycle and Pedestrian Master Plan designates St. Louis between Meyers and Main as a Complete Street(a street including sidewalks and bicycle lanes on both side of the street) and the Master Street Plan on page 26 reflects this recommendation, current development patterns along St. Louis will make this a costly modification. The following three options for St. Louis between Meyers and Main are suggested for consideration: 1. Complete Street:Add sidewalks and bicycle lanes along both sides of St. Louis. Given the traffic volume of this road, bicycle lanes should ideally be buffered or protected bicycle lanes, increasing their widths from 6'to 8-10' on each side of the street (to include a horizontal striped or vertical buffer between the bicycle lanes and vehicular lanes). This is the most intensive and expensive option, requiring utility pole relocations on both sides of the street, right-of-way acquisition along both sides of the street, and may include some structural conflicts. The resulting street would be the most bicycle and pedestrian friendly option. 2. Sidewalks only:Add 5'sidewalks behind the back of curb on both sides of St. Louis. This greatly reduces the amount of right of way acquisition needed, however, will require utility relocations along both sides of the street. SECTION I'. DESIGN STANDARDS# 3. Side Path along West side of St. Louis: Construct a 10' multi-use side path along the west side of St. Louis, which is designed to accommodate bicycle and pedestrian traffic. With a 4-6' buffer between the street and the side path, many of the utility poles along the west side of the street can be avoided and left in the newly created buffer. However, right of way will need to be acquired along the west side, and some sites may acquire retaining walls to reconcile the grade difference between the side path and existing parking lots and /or structures. SECTION IV DESIGN STANDARDS SUMMARY# Sharrow applicable Shadow applicable Bicycle lanes applied shanow aporicab/e sharrow applicable bicycle lanes applied shadow not recommended bicycle lanes applied (Existing) Multi-Modal /l sidepath applicable sidepath applicable bicycle lanes applied sidepath applicable sidepath appbcable bicycle lanes applied sidepath amicable bicycle lanes applied up to 12,000 VPD up to 12,000 VPD Design Service Volume up to 2,500 VPD up to 2,500 VPD up to 2,500 VPD up to 1,000 VPD up to 1.000 VPD up to 1,000 VPD 7,500 7,500 VPD optimal VPD optimal Desired Operating Speed 20 mph 20 mph 20 mph 20 mph 20 mph 20 mph 30 mph 30 mph Travel Lanes 2 2 2 2 2 2 3 total:2 travel lanes+center turn 3 total:2 travel lanes+center turn 5 tote lane lane Bicycle Facility Sharrows;refer to Bicycle& Sharrows,refer to Bicycle&Pedestrian 5'Bicycle Lane in each direction of Sharrows;refer to Bicycle& Sharrows;refer to Bicycle d 5'Bicycle Lane in each direction of 6'Bicycle Lane in each direction of Pe Sharrows; Master Plan for location Master Plan for location travel Pedestrian Master Plan for location Pedestnan Master Plan for location travel n00e travel On-Street Parking varies none none vanes oa-street allowed none none none varies 20-24'width,existing curb 8 vanes 20-24'width,existing curb 8 PavedVMdth(BOGBOC) 26' 37' 36' 50' gutter vanes gutter vanes Right of Way varies 45' 55' vanes 50' 60' 60' 70' Sidewalks vanes Min.4'each side Min.4'each side vanes Min.4'each side Min.4'each side Min.4'each side Min.4'each side Greenspace vanes Min.6'each side Min.6'each side vanes Min.6'each side Min.6'each side Min.6'each side Min.6'each side Min. Maximum Centerline Grade vanes 15% 15% vanes 15% 15% 12% 12% 9%( Min.Stopping g 100'or latest AASHTO Policy on 100'or latest AASHTO Policy on varies 100'or latest AASHTO Policy on 100'or latest AASHTO Policy on 300'or latest AASHTO Policy on 300'or latest AASHTO Policy on 600' Sight Distance vanes Geometric Design Manual Geometric Design Manual Geometric Design Manual Geometric Design Manual Geometric Design Manual Geometric Design Manual Min.Horizontal Radius at Centerline:Normal Crown vanes 150' 150' vanes 150' 150' 275' 275' Min.Horizontal Radius at Centerline:Super-Elevated vanes n/a We vanes n/a n/a 235' 235' Mit i.Horizontal Tangent Distance vanes n/a n/a vanes n/a We 100' 100' Between Reverse Curves Intersection Curb Radius varies 25' 25' vanes 25' 25' 30' 30' Storm Drainage Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Refer to Drainage Manual Rr Bicycle lanes are standard and included in Local Urban Multi-Modal,Residential Multi-Modal,and Collector Multi-Modal designations "'Refer to Complete Street elevations for speck road treatments for St.Louis within the highlighted areas 1. Existing street or proposed (future) street 2. Desired Functional Classification (classification goal) 3. Bicycle or Pedestrian treatments • multi-modal including bike lanes and sidewalks • sharrows, or • sidepath in lieu of sidewalks Existing streets are denoted with solid lines, while proposed streets are indicated with a dashed line. Each functional classification category is represented by a unique color, and each bicycle or pedestrian facility is indicated by a unique highlight color. Each of these characteristics are outlined in the table below. Proposed Road Existing Road: with Bicycle Lanes with Sharrows with 10-12'Sidepath in Classification Goal lieu of Sidewalks Local Urban(Existing) No new construction,use 1use Local Urbansolid light purple outline green outline Local Urban Improved Multi-Modal Local Urban Improvedda%hed maroon solid maroon use Local Urban light purple outline green outline Multi-Modal Minor or Residential No new construction,use use Local Urban light purple outline (Existing) Residential Improved Multi-Modal g p p green outline Minor or Residential dashed yellow le outline solid y ellow use Local Urban light ImprovedMulti-Modal p green outline Collector use Local Urban We green outline Multi-Modal Arterial dashed blue solid blue orange outline n/a green outline Local Urban Multi-Modal* dashed maroon �, orange outline n/a n/a Minor or Residential dashed yellow solid yellow orange outline n/a n/a Multi-Modal* Collector Multi-Modal" orange outline n/a n/a ` Bicycle lanes are standard and included in Local Urban Multi-Modal, Residential Multi-Modal,and Collector Multi-Modal designations Refer to Complete Street elevations for specific road treatments for St.Louis within the highlighted areas li Ili SECTION V MASTER STREET PLAN MAPS# P S 1 �. .� E C�ry� Ouarryg [r;tnuH r '� � � erelrxy t,-- r• idra � z = at0"ay Carina .� Bin 1.wa 5, lu l/QI' _ •'�••,�'� W,n:ue f'nva.e i i uy _T.__ `'� �.' — _- ,?�a$ �Lr;, •�. —bon est •~�s y Ail- ular'e •' p V V' .4Mn5on U L,.s•P�....o-�• a' J. Vase I N- F Armor .�...�„y 1 � � Blanc ln:e v �^•'n u� 0 0-25 0.5 1 Miles ecbxlano " ^ Demoon I y J I i --Batesville City Lirrits s j Functional Classification 5 „� v: I -- Local Urban --�Future Local Urban `• `•� _��~ [ •� Minor or Re•-idential Collector k.e,,,,wv P ` ..-••� �'r Future Collector ; Ron dun 'or gp •�,. I �, ,•�"' �Arteriel C (bnnarosa A�s� Canl¢U+ SECTION V MASTER STREET PLAN MAPS# �a i o I a Z � 1 ewis Quarry 8 oJ� c ro t m m U V. 1 16 ndustnal %� P til..t...1..�r; U ro Ja Tffd y ; ,. 1 > L Croix j a i v 1 t" .... r r—• `m • �� el Carma Hate � Bro: vat 1 L aic Miller Creek awain �rr Pnvalu M adsen-1 �� _ •••�''• I I 1 1 lylpnc y B P �'••....••�� t t10 I a 1 15111 r, L cc Ice one a Harrison U '•� G �f''•'�" a 1 ro = I inia 1 �' o king rd bJ L 1 c a Ono1 o ur Q �'•"� t• JJia\ c n F ktin Juniper ''SdJ o t tm Mane 0 Oodm L >e y hipperw-INORTH �• i e Ion 0 0.25 0.5 1 Miles y ,. •, Ea a � i —•••• le o Batesville City Limits •:,.` , •.-� •1• in 9/e4f s Design Status j •, •� igGorf �.d oJ�aS Unimproved i %, .`M`•• i f' �•Improved Riverview 1 ..-•-+ •.�•' .� ---Future improved Mimosa M •�-•.�` '��• ,�•' Red Bud eta S"ngs —•... �.ti �' Atchison Denison �., f� Ring Cove �on4igtre •rvw.r 26 MASTER STREET PLAN MAPS# �f F Ite oi 3 t3 ' a ?' goCCndustrial ,oix (! ?lfj j Cr- F z c � F _ ./ ♦ i—..,� �i j �' =it� -= Rai & awki —� i VA.,Creek ,I a .......... rw ` i� �� IF Ed j�j!`T_',qi��1, }/a 6 t �7L-et Q, -sc+ (c�'�-` I iL.-�k n R�3° m c,'. �"•�•,,, \� Stone FT Ha � ••0 'Anson in ingbid co 91 A, �41 II� rxF�—t✓=— i � _�ePe Jl "1 r I r�y !,m 3 � 4 — —••--Batesville City Units -r INS Multi-Modal �..s eti Bicycle Lane ! t k Shanow tt I I ,e S �r Riverview ! ` F Denison a - igtrt Iva a I ) e ! - 27