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 in Table 154.044, Street Design Specifications of this section.
(A) Right-of-way and pavement widths. Every right-of-way established for subdivision purposes is to be separate and distinct from the lots or parcels adjoining the right-of-way and not included within the dimensions or areas of the lots or parcels. All rights-of-way shall be dedicated to the public by the developer. The minimum pavement widths shall be as noted in Table 154.044
, Street Design Specifications, of this section.
(B) Topographical considerations. Grades of street 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 the Table 154.044
, Street Design Specifications. 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 development abuts or contains an existing or proposed arterial street, the Plan Commission may recommend to the City Council that access to the arterial street be limited by one of the following means:
(1) By subdividing lots so as to 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 the 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 at the termini of the streets backing onto the arterial street; or
(3) A frontage road separated from the arterial street by a planting strip, but having access thereto at suitable points.
Maximum Number of Dwelling Units/Net Acreage | Permitted On-Street Parking | Required R.O.W. (ft.) | Minimum Pavement Width (ft.) | Maximum Gradient (%) | Minimum Gradient (%) | |
Maximum Number of Dwelling Units/Net Acreage | Permitted On-Street Parking | Required R.O.W. (ft.) | Minimum Pavement Width (ft.) | Maximum Gradient (%) | Minimum Gradient (%) | |
Commercial and Industrial Street Classification | ||||||
Collector | Both sides | 60 | 42 | 10 | 1.0 | |
None | 80 | 44 | 8 | 1.0 | ||
Local | None | 60 | 26 | 10 | 1.0 | |
One side | 60 | 34 | 10 | 1.0 | ||
Residential Street Classification | ||||||
Collector* | Over 250 dwelling units served | None | 70 | 28 | 6 | 1.0 |
Local | 2.0 - 4.50 | Both sides | 45 | 30 | 6 | 1.0 |
Local Collector | 4.50 and greater | Both sides | 50 | 34 | 6 | 1.0 |
Marginal access | To 1.99 | None | 40 | 20 | 6 | 1.3 |
NOTES TO TABLE: * Parking lane width, add 10 feet. | ||||||
(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 the continuation is necessary for convenient movement of traffic, effective fire and police protection and efficient provision of utilities, and where the continuation comports with the city’s Official Map. 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.
(a) For greater convenience to traffic and more effective police and fire protection, permanent dead-end streets shall be limited to 500 feet in length.
(b) 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 50 feet and a minimum pavement radius of 42 feet, shall be provided at the end of every permanent dead-end street.
(F) 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 the intersection for at least 100 feet therefrom.
(3) Proper alignment. Proposed new intersections along one side of an existing street shall, whenever practicable, coincide with any existing intersections on the opposite side of the street. Street jogs with centerline offsets of less than 125 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 movements 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 3% slope for a distance of 50 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-slopes on all streets, including intersections, shall not exceed 3%.
(7) Adequate sight-lines. Where any street intersection will involve earth banks or existing vegetation on the triangular area, the developer shall cut the 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.
(G) Reverse curves. A tangent at least 100 feet long shall be introduced between reverse curves on local collector and collector streets.
(H) Improvements to existing streets. Whenever any development abuts an existing street that is narrower than the standards indicated in the Table 154.044
, Street Design Specifications, the subdivider shall dedicate sufficient right-of-way on the side abutting the development to permit compliance with those standards. The developer shall improve the street to the standards imposed at § 154.045 of this chapter, and pay one-half the cost of the improvements.
(I) When excess right-of-way required. Right-of-way width in excess of the standards set forth in the Table 154.044
, Street Design Specifications, 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.
(1994 Code, § 154.34) (Ord. 434, passed 4-26-1993)