(A) The widths, alignments, and geometric designs of streets and highways shall conform to city standards and to the following requirements, unless otherwise specified in state or federal standards and requirements:
(1) All streets, as far as practicable, shall relate to the alignment of the existing adjacent streets or their proper projection in the general conformity with the city’s General Plan.
(2) The proposed street plan shall give consideration to the future division of adjoining and undivided property.
(3) All streets shall be designed to serve the proposed use of the abutting land.
(4) On part-width boundary streets abutting undivided land, the subdivider shall provide the prescribed half-width street and shall acquire additional dedications as necessary. The minimum overall required right-of-way shall be determined by the City Engineer based on the applicable road classification, traffic study, safety study, or other information that is available in making this determination.
(5) Additional right-of-way or easements shall be provided where necessary to accommodate roadway slopes, drainage facilities, trails, transit facilities, and other facilities related to land division improvements.
(B) Street improvements fronting a proposed development shall extend a minimum of 12 feet past the centerline unless determined otherwise by the City Engineer.
(C) Special street design.
(1) Design of streets shall make provisions as necessary for railroads, parkways, grade separations, prevailing geological conditions, local drainage facilities, hillside property, water quality, pedestrian mobility, and equestrian trails.
(2) Cul-de-sacs.
(a) The maximum cul-de-sac length in residential, commercial, or industrial subdivisions shall be 600 feet unless a longer cul-de-sac is approved by the Fire Department.
(b) Cul-de-sacs and knuckles shall be constructed in accordance with city standard plans and specifications. All lots fronting on a cul-de-sac, a knuckle, or a curved street shall be designed to meet city standards.
(c) A cul-de-sac that does not meet the requirements of this section shall not be constructed, unless a waiver has been granted by the City Engineer and the Fire Department.
(3) Other than as provided in this section, no dead-end streets shall be allowed. A dead-end street shall not exceed 600 feet in length and shall only be permitted as an interim condition to facilitate phased construction of a final map based on an approved or conditionally approved tentative map. The Fire Department shall review and comment on all requests for dead-end streets.
(4) The approving authority may require greater street widths and improvements on streets serving multifamily residential, commercial, or industrial divisions of land.
(5) Where a proposed subdivision abuts or contains an existing or proposed urban arterial or expressway, the approving authority may require frontage streets or reverse frontage with nonaccess easements along the urban arterial or expressway, or such other treatment as may be justified for the protection of residential properties from the nuisance and hazard of high-volume traffic and to preserve the function of the urban arterial or expressway.
(6) Developments adjacent to existing frontage streets, as determined by the city, shall provide full street improvements unless determined otherwise by the City Engineer.
(D) Private streets may be used for only those streets serving property within the subdivision and which access by the public is controlled by the subdivision design by either posting or gating. Private streets may be used with the approval and consent of the Planning Commission when the Commission finds
that:
(1) There is adequate provision for their construction and continued maintenance.
(2) The welfare of the occupants of the development will be adequately served.
(3) The public welfare will not be impaired.
(E) The grades of highways, streets, and alleys shall not be less than 1% and shall not exceed the grades established on approved city standard. The desirable grades are between 1%and 6%. Grades of less than 1% and greater than the maximum established by approved city standard may be approved only when conclusive evidence shows that a lesser or steeper grade respectively is impractical, and that no adverse effects such as excessive ponding will occur as a result. The high cost of excavating and/or importing borrow fill material, making the development of a particular parcel of ground uneconomical, shall not be considered as conclusive evidence nor valid justification for a departure from the established minimum or maximum grade.
(F) Street alignment.
(1) Curves in streets shall have as large a centerline radius as determined by the City Engineer, with a minimum length of curve of 150 feet. Thedesirable minimum centerline radius for residential streets is 500 feet. The minimum centerline radius for residential streets on comparatively level terrain shall be 300 feet and on steep hillside terrain shall be 150 feet.
(2) The minimum centerline radius for other types of streets classifications shall be compatible with the street classification, anticipated usage, speed, and shall be designed in accordance with the California Department of Transportation Highway Design Manual.
(G) Intersections.
(1) All street intersections shall be at 90 degrees measured at the intersection of the centerlines, unless otherwise approved by the City Engineer.
[FIGURE DELETED WITH ORDINANCE 2019-286]
(2) Street-to-street centerline offsets shall be less than five feet or more than 200 feet, except in special design cases and as approved by the City Engineer.
(3) A minimum curb return radius of 25feet shall be provided at intersecting streets designated as general local roads or a lesser standard unless determined otherwise by the City Engineer. A minimum curb return radius of 35 feet shall be provided when one or both of the intersecting streets is designated as a collector road or greater unless determined otherwise by the City Engineer. The property line return radius shall be so set as to maintain a uniform parkway width or provide a uniform transition into the intersecting parkway. The property line radius shall be designed so as not to reduce the parkway width below the city standard.
(4) Median openings or crossovers between opposing lanes of a divided highway or street shall be located only at approved intersections at intervals of not less than 500 feet unless determined otherwise by the City Engineer.
(H) Alleys.
(1) Alleys shall be required in the rear of all lots used or intended to be used for business, commercial, or industrial uses, unless adequate off-street parking areas and service loading and unloading areas to serve such properties are securely reserved for such use and are shown upon the map and approved by the city in the manner set forth in this title.
(2) Alleys shall be required in the rear of all lots fronting directly on a street designated as a secondary roadway or greater unless determined through site plan review procedure that the requirement for alleys does not exist.
(3) The minimum paved width for alleys shall be 25 feet, unless determined otherwise by the City Engineer.
(4) A minimum curb return radius of 15 feet shall be provided at the alley and intersecting street.
(5) Where a dead-end alley is designed, an adequate turning area shall be provided to accommodate a truck having a 35-foot turning radius. The radius shall be such that the truck is able to turn around with only one backing movement. This turnaround shall be eliminated only under the circumstances of a previously adopted specific plan of record providing for the alley extension. All turning areas shall be reviewed and approved by the Fire Department.
(Ord. 2019-286, passed 11-20-2019; Am. Ord. 2019-291, passed 12-18-2019)