176.38    MAJOR STREETS.  The intent of this section is to implement the goals, objectives and recommended actions set forth in the City’s officially adopted Transportation Plan, particularly as they relate to building setbacks and similar regulations contained in this chapter.
1.                  Definitions. 
A.                 Expressway – also known as primary or controlled access highways per the Cedar Rapids Metropolitan Area Engineering Design Standards Manual.  These are streets with complete control of access (that is, no direct access from private property).  They are typically four-lane divided highways with the remaining intersections controlled by stop signs or traffic signals.  Expressways should be designed to accommodate over 25,000 vehicles a day.  The primary purpose of this type of street is to provide movement of traffic.  The typical trip length on an expressway is over three miles.
B.                 Major Arterial – also known as principal arterial per the Cedar Rapids Metropolitan Area Engineering Design Standards Manual.  The major arterials serve the major center of activities of urbanized areas, the highest traffic volume corridors, the longest trip, and carries and high proportion of a total urban travel on a minimum of mileage.  The system should be integrated both internally and between major rural connectors.  The principal arterial system carries most of the trips entering and leaving the area as well as most of the through movements bypassing the central city.  In addition, significant inter-area travel such as central business districts and outlying residential areas between major inter-city communities and between major suburban centers are served by major arterials.  Frequently, the major arterial carries important inter-urban as well as inter-city bus routes.  Finally, in urbanized areas, this system provides continuity for all rural arterials.  Access to the principal arterial is specifically limited in order to provide maximum capacity and through movement mobility.  Although no firm spacing rule applies in all or even in most circumstances, the spacing between major arterials may vary from less than one mile in highly developed central areas to five miles or more in developed urban fringes.
C.                 Minor Arterial – The minor arterial street system inter-connects with and augments the major arterial system.  It accumulates trips of moderate length at a somewhat lower level of through movement mobility than principal arterials.  This system places more emphasis on land access but still has specific limits on access points.  A minor arterial may carry local bus routes and provide inter-community continuity but ideally does not penetrate identifiable neighborhoods.  This system includes urban connections to rural collector roads where such connections have not been classified as urban major arterials.  The spacing of minor arterials may vary from 1/8 to 1/2 mile in highly developed areas to 2 miles in suburban fringes but is not normally more than 1 mile in fully developed areas.
D.                Collector – This type of street collects traffic from local streets, residential and commercial areas, at moderately low traffic speeds, and channels it into the arterial system.  Consideration for through movements and direct land access is normally equal.  Collector streets may also carry local bus routes.

2.                  Designated Major Streets.  The following streets, or portions thereof, are hereby designated as major streets.  The proposed rights-of-way as delineated below shall be for the purpose of establishing building and structure setbacks as set forth in subsection 3 of this section.  In the event of a discrepancy between the existing right-of-way and the proposed right-of-way, the right-of-way having the greatest width shall prevail.

3.                  Building and Structure Setback Requirements.  All building and structure setback and yard requirements as set forth in the Zoning Ordinance and elsewhere in this Code of Ordinances shall be measured from the proposed right-of-way as established in subsection 2 of this section, unless the actual right-of-way exceeds the proposed right-of-way, in which case the setback and yard requirements shall be measured from the actual right-of-way.  Variances and appeals from building and structure setback requirements from the proposed right-of-way may be taken to the Zoning Board of Adjustment in accordance with the provisions of Section 176.36 of the Zoning Ordinance.

4.                  Signs and Adjacent Major Streets.  No signs except official traffic signs and signals shall be permitted within the existing or proposed right-of-way of designated major streets, except when all the following conditions are met:

A.                 The sign is replacing an existing sign on the same existing base.

B.                 The property owner and lessee, if any, acknowledge that the sign is being erected within the existing or proposed right-of-way; and agree to remove and relocate the sign outside the existing or proposed right-of-way in accordance with the provisions of this Code of Ordinances within thirty (30) days when notified by the City of its intention to acquire the additional proposed right-of-way.

C.                 The owner and lessee, if any, shall agree that the removal of the sign described in the preceding paragraphs shall be solely at the expense of the owner and lessee, if any, and that no additional claim for compensation shall be made against the City or any governmental agency in connection with the acquisition of the proposed right-of-way through eminent domain.

D.                 Paragraphs B and C above have been included in a restrictive covenant or such other document and executed by all persons having any interest in the parcel and recorded, all of which shall be in a form found legally acceptable by the City Attorney.