(A) Specifications. All streets shall be properly integrated with the existing and proposed street system indicated in the municipal comprehensive plan, and shall meet the specifications set forth below.
Table of Street Design Specifications (Illustrative)
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Type of Street
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Max. Number of Dwelling Units/Net Acre
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Permitted On-Street Parking
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Required Right-of-Way
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Required Pavement Width
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Grades
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Collector | Over 250 dwelling units served | None | 70’ | 44’ | Maximum 8% Minimum 0.3% |
Local | 2 - 3.99 | One side only | 50’ | 30’ | Maximum 12% Minimum 0.3% |
Local collector | 4 and greater | Both sides | 60’ | 36’ | Maximum 8% Minimum 0.3% |
Marginal access | To 1.99 | None | 50’ | 20’ | Maximum 12% Minimum 0.3% |
(B) Topographical considerations. Grades of streets shall conform as closely as possible to the natural topography, but shall not exceed the maximum grade nor be less than the minimum grade indicated in division (A) above. All streets shall be arranged so that as many as possible of the building sites are at or above street grade.
(C) Through traffic discouraged. Marginal access and local streets shall be laid out so as to discourage use by through traffic. The rigid rectangular gridiron street pattern shall be avoided, and the use of curvilinear streets, cul-de-sacs, or U-shaped streets shall be encouraged to effect a more desirable street layout.
(D) Limited access to arterials. Where a subdivision abuts or contains an existing or proposed arterial street, the planning committee may recommend to the Board of Trustees that access to said arterial be limited by one of the following means:
(1) The subdivision of lots so that they back onto the arterial street and front onto a parallel local street (double frontage lots), coupled with the installation of screening in a reserve (access restricting) strip along the rear lot lines of such lots;
(2) A series of cul-de-sacs, U-shaped streets, or short loops entered from and generally at right angles to the arterial street, with the rear lot lines of the lots at the termini of such streets backing onto the arterial; or
(3) A frontage road separated from the arterial street by a planting strip, but having access thereto at suitable points.
(E) Dead end streets.
(1) Temporary stub streets. Streets shall be so arranged to provide for the continuation of principal streets between adjacent properties when such continuation is necessary for the convenient movement of traffic, effective fire and police protection, and efficient provision of utilities, and where such continuation comports with the municipal comprehensive plan. If the adjacent property is undeveloped and the street must dead end temporarily, the right-of-way shall be extended to the property line, and no strip that would prevent connections with future streets shall be reserved. A temporary turnabout shall be provided at the terminus of any temporary dead-end street.
(2) Permanent dead-end streets. For greater convenience to traffic and more effective police and fire protection, permanent dead-end streets shall be limited to 500 feet in length. The terminus of a permanent dead-end street shall not be closer than 50 feet to the boundary of an adjacent tract. A cul-de-sac turnaround, having a minimum right-of-way radius of 72 feet and a minimum pavement radius of 60 feet, shall be provided at the end of every permanent dead-end street.
(F) Alleys. Alleys shall be prohibited in single-family residential districts. Alleys may be required in multiple-family districts and in commercial/industrial districts unless other adequate provisions for service access are made. When required or provided, alleys shall be at least 20 feet wide, and shall be paved in accordance with § 154.25. Alleys normally shall not intersect with one another nor change sharply in alignment. Adequate vehicular turnaround space shall be provided at the terminus of any dead-end alley.
(G) Intersections.
(1) Only two streets. Not more than two streets shall intersect at any one point.
(2) Right angles. Streets shall be laid out so as to intersect as nearly as possible at right angles; in no case shall two streets intersect at an angle of less than 75 degrees. An oblique street shall be curved approaching an intersection and shall be approximately at right angles with said intersection for at least 100 feet therefrom.
(3) Proper alignment. Proposed new intersections along one side of an existing street shall, wherever practicable, coincide with any existing intersections on the opposite side of such street. Street jogs with centerline offsets of less than 150 feet shall not be permitted, except where the intersected street has divided lanes without median breaks at either intersection. Intersections involving collector or arterial streets shall be at least 800 feet apart.
(4) Curb radii. To permit safe vehicular movement at corners, the minimum curb radius at the intersection of two streets shall be 20 feet, and the minimum radius at the back of the curb shall be 32 feet.
(5) Flat grade. Intersections shall be designed with a flat grade wherever practical. In hilly terrain, an area having not greater than a 2% slope for a distance of 60 feet from the nearest right-of-way line of the intersecting street shall be provided at the approach to an intersection.
(6) Maximum cross slope. The cross slope of all streets, including intersections, shall not exceed 3%.
(7) Adequate sightlines. Where any street intersection will involve earth banks or existing vegetation, the developer shall cut such ground and/or vegetation (including trees) in connection with the grading of the public right-of-way to the extent necessary to provide an adequate sight distance.
(H) Reverse curves. A tangent at least 100 feet long shall be introduced between reverse curves on local collector streets.
(I) Improvements to existing streets. Whenever any subdivision abuts an existing street that is narrower than the standards indicated in the table of street design specifications, the subdivider shall dedicate sufficient right-of-way on the side abutting the subdivision to permit compliance with those standards. The developer shall improve said street to the standards imposed at § 154.25 and pay one-half the cost of said improvements.
(J) When excess right-of-way required. Right-of-way width in excess of the standards set forth in division (A) above shall be required where:
(1) Due to topography, additional width is necessary to provide adequate earth slopes; or
(2) Due to the location of railroad tracks, additional width is needed to construct overpasses, underpasses, and approaches thereto.
(Prior Code, § 11-3-5) (Ord. 731, passed 7-1-2013) Penalty, see § 154.99