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(a) Street Network. Short loop streets, cul-de-sacs and residential streets should be used for access to low-density residential land uses in order to provide a safer living environment and a stronger sense of neighborhood identity. Access to arterial streets should be limited, where possible, to high-intensity land uses.
(b) Public Safety. On-site circulation shall be designed as to make possible adequate Fire and Police protection.
(c) Street Alignment.
(1) Natural features. A combination tangent/curve street network should be used to respect the existing natural features of a site, provide visual interest and create a more practical alignment for efficient site planning of building clusters.
(2) Grading. Horizontal and vertical alignment of streets should be designed to minimize grading. This includes working with the existing grade rather than against the grade to avoid excessive cut or fill. Particular effort should be directed toward securing the flattest possible grade near intersections.
(d) Pedestrian Circulation.
(1) Sidewalks shall be designed as networks, which provide safe pedestrian connections between buildings and parking areas, recreation areas, transit shelters, streets and other destinations. Walks shall be provided between buildings and the street and between buildings and parking areas.
(2) Separation. Pedestrian and vehicular circulation should be separated as much as possible, either through crosswalk/pavement markings, signalization or complete grade separation.
(3) Widths. Walkways which provide access to parking, trash disposal facilities, mailboxes, service areas and community facilities, should generally be four feet in width. Common area paths designed to carry heavier pedestrian traffic should generally be five to six feet in width in order to accommodate two pedestrian lanes or one pedestrian lane and one bicycle lane.
(4) Crossings. Path and sidewalk crossings should be located where there is good sight along the road. Street crossings should occur at intersections.
(5) Parking. Off-street parking areas should be located within convenient walking distance to the use being served. Handicapped parking should be as near as possible to the structure to avoid crossing parking aisles.
(e) Parking Lots and Garages.
(1) Parking lot design. Parking areas shall contribute positively to overall site design through the use of landscaping, decorative walls, berms and other design features. Traffic islands should be provided to define circulation paths and to break up the monotony of continuously paved areas.
(2) Access points. When locating points of ingress and egress, consideration should be given to the location of existing access points, adjacent to and directly across the street from the site. Curb cuts should be shared by adjoining uses whenever possible.
(3) Drive-thru establishments. Drive-thru establishments, such as banks, should be located to allow stacking space for peak hours of operation and not restrict other parking lot circulation.
(4) Garages. Detached residential garages and carports should respect the location of adjacent garages and driveways and should be architecturally compatible with the principal structures on the site. When possible, garages should be incorporated as a screening element in the overall site plan and used to create private outdoor spaces and block objectionable views.
(f) Other Modes. In addition to the above, site design shall also consider other transportation modes, including public transit and bicycles. Large retail and other major destinations shall provide transit shelters. Bicycle parking and racks shall be provided where appropriate.
(Ord. 2013-01. Passed 2-5-13.)