The street network in new subdivisions shall be created through block standards in Subsection 14-16-5-4(E) (Block Design and Layout). The connectivity and classification of each street shall be consistent with the Mid-region Council of Governments (MRCOG) Long Range Roadway System Map, the Long Range Transportation System Guide of the Metropolitan Transportation Plan, and the DPM, intended to create a hierarchy of street classifications for arterials, collectors, and local streets spaced adequately for a complete network that provides circulation throughout the city to accommodate various travel modes.
1. Detailed intersection spacing, geometry, and horizontal alignment for streets shall meet all DPM standards.
2. Streets shall be designed to the standards of the DPM.
3. The character, extent, width, and location of all streets shall conform to the MRCOG Long Range Roadway System Map, the Long Range Transportation System Guide of the Metropolitan Transportation Plan, the DPM, and other policies, plans, and ordinances adopted by the City and shall be consistent in their relationship to existing and planned streets, topographic conditions, public convenience, safety, and the proposed uses of the land to be served by the streets.
1. The design of each new subdivision street shall comply with the dimensional ranges shown in the DPM.
2. Where an arterial or collector street is not shown in the MRCOG Long Range Roadway System Map or the Long Range Transportation System Guide of the Metropolitan Transportation Plan and there is no adopted future street line, the arrangement of streets in a subdivision shall do 1 of the following:
a. Provide for the continuation of existing arterial and collector streets in surrounding areas.
b. Conform to a plan approved by the City to address a particular situation where topographic or other conditions make continuance of, or conformance to, existing streets impractical.
c. Conform to spacing standards for various street classifications to provide and enhance circulation for various travel modes as specified in the DPM and best suited to provide appropriate access to the predominant land uses allowable on abutting lands within ½ mile.
Stub streets and cul-de-sacs that terminate the road are prohibited, with the following exceptions.
1. Cul-de-sacs are allowed where necessary to avoid those types of sensitive lands listed in Section 14-16-5-2(C), or where vehicular safety factors make a connection impractical, including but not limited to size or shape or lots, topography, surrounding development patterns, and physical characteristics.
2. Permanent stub streets are allowed only where a connection to an existing street and a future road extension is not possible or feasible. Where allowed, stub streets are limited to 150 feet in length.
3. Mid-block "bubble" cul-de-sacs without throats are allowed.
4. Whenever cul-de-sacs are created, 1 pedestrian access/public utility easement that is a minimum of 20 feet wide shall be provided between the cul-de-sac head or street turnaround and the sidewalk system of the closest adjacent street or walkway, unless the City Engineer determines that public access in that location is not practicable due to site or topography constraints. Walls or fences are not allowed within the easement.
1. Street name signs and traffic control signs shall be required as specified in the DPM.
2. Street lights on local streets are required to be installed at the applicant's expense and provided as approved in the Infrastructure Improvements Agreement (IIA) pursuant to Subsection 14-16-5-4(O).
Private ways to provide access to subdivision lots shall be created only where public right-of-way would not better serve public purposes and where private ways can adequately serve all identified transportation, utility, and stormwater handling requirements. Private ways shall be subject to all of the following requirements.
1. Private ways may be platted only where the City Engineer determines that such ways will clearly function as a local street.
2. The City Engineer may require private ways to include public or private utility easements, including easements for stormwater drainage.
3. If a private way is approved, it shall clearly be identified as such on the final plat, which shall also state the beneficiaries and maintenance responsibilities of the private way. Any legal instrument intended to assure future maintenance of such private way, such as an instrument creating a homeowners association, shall be included in the subdivider's submittals to the DHO pursuant to Subsections 14-16-6-6(K) (Subdivision of Land - Minor) and 14-16-6-6(L) (Subdivision of Land - Major).
4. All storm drain systems within private ways shall remain private unless they receive water from public facilities and the runoff is drained downstream to another public facility.
5-3(E)(2)(a) Where land adjacent to a proposed subdivision has been platted with stub streets, or with a street ending at a street between the new subdivision and the adjacent land, the streets in the proposed subdivision shall be designed to align with those streets to allow through circulation, unless the City Engineer requires otherwise due to physical constraints, natural features, or traffic safety concerns, pursuant to Subsection 14-16-1-7(B)(2).
5-3(E)(2)(b) Where adjacent land has not been platted, subdivisions shall be designed with stub street(s) intended as future through connection(s) to adjacent land, pursuant to the block lengths in Table 5-4-1, unless the City Engineer requires otherwise due to physical constraints, natural features, or traffic safety concerns, pursuant to Subsection 14-16-1-7(B)(2).
1. Every lot shall have sufficient access to afford a reasonable means of ingress and egress for emergency vehicles, as well as for those needing to access the property for its intended use.
2. Driveways, dive aisles, and access points shall be constructed to the standards of the DPM.
3. Driveway and drive aisle entrances and other openings onto streets shall be constructed so that:
a. Vehicles may safely enter and exit from the lot.
b. Interference with the free and convenient flow of traffic in abutting or surrounding streets is minimized.
c. Shared driveways and drive aisles are established to minimize the number of access points to streets.
1. There shall be no direct driveway access from any low-density residential development lots to any arterial street or interstate highway unless no alternative access is feasible.
2. Multi-family residential development on sites greater than 5 acres shall include a minimum of 2 through-access drives, unless deemed impracticable by the City Engineer due to physical constraints or natural features.
1. Each property shall have no more than 2 access points on any one street unless deemed necessary by the City Engineer to increase traffic safety or avoid traffic congestion.
2. Drive aisles shall be located at least the minimum distance from street intersections required by the DPM.
Each street designated in the Metropolitan Transportation Plan and/or the Rank 2 Bikeways and Trails Facility Plan as an existing or proposed route to accommodate bicycles shall be incorporated into the development and shall be designed to comply with the standards of the DPM. The DHO may increase the public right-of-way and pavement widths for those streets up to 12 feet on adopted bike routes and lanes based on considerations of bicycle, pedestrian, and motor vehicle safety.