(A) Generally.
The city will review and consider all development projects where private streets are proposed to be developed which would provide access to any residential building or dwelling unit, or any part thereof, which is located more than 300 feet from the nearest public street to which the private street intersects. The city will review and consider any proposed project where a private street is intended to serve four or more separate lots or individual building sites designed for sale to the general public for residential purposes. Parking lots and aisles within the parking lots and private driveways within shopping centers, institutions, and commercial and industrial developments are required to be approved by the city.
(B) General arrangement and layout.
The pattern or layout of the street system in any project should provide for the following basic design concepts:
(1) Provide adequate vehicular access to all buildings and facilities within the plat boundaries;
(2) Provide adequate interior traffic circulation and access to all buildings containing dwelling units by firefighting personnel and equipment;
(3) Provide adequate access to the existing public street system adjacent to the boundaries of the plat and; and
(4) Be so designed to allow for the smooth flow of vehicular traffic, avoiding traffic hazards such as closely off-set intersections, angular and multiple point intersections, jogs, and other design features which would induce a hazard to vehicular traffic and the occupants of the project.
(C) Width.
Since private streets are established without the benefit of a formalized right-of-way width, the width of a private street is considered by the city to be the width of the surface of the pavement measured from edge to edge. Under these circumstances, the right-of-way width and the pavement width of a private street are considered coterminous and the terms are used interchangeably. It is the policy of the city that the minimum acceptable unobstructed width of any private street should not be less than 28 feet. If parallel parking is proposed along the private street, additional width may be required to accommodate the parking.
(D) Dead-ends, cul-de-sacs, and T-type turnarounds.
Dead-end private streets must be terminated by a circular cul-de-sac having a paving radius of not less than 50 feet or a T-type turnaround designed in conformance with the standards approved by the Fire and Public Works Departments.
(E) Length of cul-de-sacs or dead-end streets.
Dead-end private streets must not extend further than 300 feet from the nearest right-of-way line of the intersecting public or private street measured along the centerline of the private street to the center of the circular turnaround (cul-de-sac) or the outer limit of the paving in the T-type turnaround configuration.
(F) Intersections.
In those instances where a private street intersects with a public street paved with dual roadways and esplanade, the private street should be located at an established esplanade opening. Private streets must not be direct (straight line) projections of any public street, except in those instances where:
(1) The extension is at an intersection with a public street paved with dual roadways and esplanade; and
(2) Where the private street is two separate 20-foot (minimum) roadways separated by a minimum 20-foot curb section at the public street intersection and the private street is not a direct connection (straight line) between two public streets. In those instances where the private street is not a direct extension of a public street, then the private street must offset a minimum distance of 125 feet centerline to centerline from any public street intersection. Intersections of all private streets must be at right angles with variations not to exceed ten degrees. Right angle intersections of private streets must have a 20-foot radius at all corners. Acute angle intersections must have 25-foot radii at the acute corner on both public and private streets.
(G) Multiple access points to public streets.
All projects containing private streets must have a private street system so designed to provide adequate emergency vehicular access and the private street system must be designed to provide more than one point of access to the project or development from the public streets adjacent to the boundaries of the project or development in those instances where it is the opinion of the Fire Chief that additional access points will be necessary to ensure the safety and general welfare of the public and occupants of the project.
(Ord. 96-0220, passed 2-20-1996; Ord. 19-1022A, passed 10-22-2019) Penalty, see § 154.99