§ 5-45

a.

General. Many factors affect the design parameters for streets. In order to establish a perspective for evaluating requests for exception from the specific standards listed below, the following general criteria is included here. Streets shall be designed to:

1.

Allow room for the passage and turning of the types of vehicles which will normally use the streets.

2.

Provide functional access to the properties which are intended to take access from the street.

3.

Provide room for the parking of vehicles where the intensity of abutting uses is likely to generate a need for such parking.

Provide sufficient grade and/or cross slope for the transportation of storm water.

5.

Provide additional width when the street is also to accommodate a bikeway or equestrian trail.

6.

Recognize the grade, turning and passage needs of emergency and service vehicles.

7.

Afford vehicular access to points of origination and destination.

8.

Provide reasonably direct routes between points of origination and destination.

9.

Recognize the need to accommodate the amount of traffic projected to use the street.

10.

Integrate with and complement the natural terrain.

11.

Reasonably withstand wear.

12.

Be easily repairable.

13.

Be visually enhanced by the planting of appropriate trees and/or shrubs along its borders.

14.

Be free of structural defects.

15.

Not initiate or compound hydrologic or geologic problems.

16.

Minimize surface area which, in the aggregate, affects air temperatures and storm water runoff.

b.

Specific.

1.

Private Street Standards. Private streets shall be built to public street standards. Provisions for their ongoing maintenance shall be required through CC&R's or maintenance agreements.

2.

Public Street Standards.

(a)

Classifications.

(1)

Arterial Street. All streets with an actual or projected ADT over 5,000 vehicles per day.

(2)

Commercial/Industrial Street. A street providing access to, or through, an industrial zone, commercial zone, or an area of high truck and other large vehicle traffic.

(3)

Collector Street. A street with an actual or projected ADT from 2,000 to 5,000 vehicles per day.

(4)

Residential Street. A street which serves or may serve 16 or more dwelling units but which has a projected ADT of 2,000 vehicles per day or less.

(5)

Minor Residential Street. A street which serves or may serve five to fifteen (inclusive) dwelling units.

(6)

Limited Residential Street. A street which serves or may serve two to four (inclusive) dwelling units.

(7)

Parking lot aisles shall be considered driveways and not subject to the street requirements of this section provided a minimum two-way paved width of 20 feet and the minimum backing distance for parking stalls are maintained.

(b)

Centerlines. The centerlines of all streets shall be the continuations of the centerlines of existing streets in adjacent and contiguous territory. In cases in which continuations are not physically possible, such

centerlines may be continued by curves, and shall be in general conformity with the plans made for the most reasonable development of the area in which the development lies.

(c)

Centerline Radii. Centerline radii shall not be less than 300 feet on arterial industrial/commercial and collector streets. In hillside land areas, the radius for such streets may be reduced to not less than 200 feet. On all other streets the centerline radius shall not be less than 75 feet.

The radii mentioned in this subsection are considered minimum and shall not be construed to allow design speeds less than 25 miles per hour for horizontal curves.

(d)

Intersections. Streets will be required to intersect one another at an angle as near to a right angle as is practicable. Where several streets or highways converge at one point, setback lines, special rounding or cut-off corners may be required to insure safety and facility of traffic movements (pedestrian and vehicular). At street intersections, the block corners shall be rounded at the property lines by a radius of not less than 20 feet. Care shall be taken to avoid sight restrictions caused by the vertical alignment of one or more of the intersecting streets.

(e)

Curb Returns. Curb returns at intersections shall have radii not less than 25 feet for collector and residential streets and not less than 45 feet for arterial and industrial streets.

(f)

Extensions. Where a development adjoins undeveloped land provisions shall be made for adequate street access through the development to such undeveloped land unless it is determined that equally adequate access is or can be provided by other achievable routes.

(g)

Access to Major Streets. Where a development abuts upon an arterial street or other street of major importance, a parallel service road or limited right of access to the arterial or major street may be required.

(h)

Blocks. Long blocks shall generally be encouraged for main thoroughfares for the purpose of reducing the number of intersections; however, blocks shall not exceed 1,200 feet in length unless existing conditions justify a variation from this requirement.

(i)

Alleys. Alleys may be required in commercial or industrial zones where trucks stopping on the street would cause congestion.

(j)

Street Widths.

(1)

The following table sets forth the minimum widths for improved section and right-of-way or easement:

(2)

Modifications to Table 2.

Parking lanes may be eliminated for the 36-foot and wider sections only if:

i.

Off-street parking (bays, lots or courts) is provided in an amount equal to or in excess of the following number of parking spaces:

(I)

for residential units; one space per unit.

(II)

for nonresidential uses; an amount equal to the number of spaces which would result if the parking lane was constructed.

ii.

The off-street parking is convenient to (within 150 feet) the units or uses which it is intended to serve.

iii.

The off-street parking is in addition to that amount required by section 5-33 (Parking and Loading) of this chapter.

iv.

The street section is not reduced to less than a 28-foot width.

v.

One-way streets shall have a minimum paved section of not less than 20 feet.

(k)

Grades.

(1)

Grades shall not exceed six percent on arterial, commercial/industrial, and collector streets.

(2)

Grades shall not exceed 15 percent on residential streets, except that continuous grades between 15 and 18 percent are permitted, provided they do not exceed 500 feet in length.

(3)

Grades shall not exceed 18 percent on minor and limited residential streets as measured along the centerline or 22 percent as measured along the inside edge of paving.

(4)

The minimum grade for streets shall be one percent.

(l)

Vertical Curves. Vertical curves shall be used at any change in grade of one percent or more. The length of the vertical curve shall be based on the standard procedure of the State Department of Transportation for a minimum design speed of 25 miles per hour.

(m)

Cross Slope and Superelevation. Superelevation generally based on the standard procedure of the State Department of Transportation shall be used with a minimum cross slope of two percent where superelevation is not required. The street shall be either cross sloped to the cut bank side or crown sloped as required for proper drainage using a minimum slope of two percent. Cross slope shall not exceed eight percent.

(n)

Turnarounds/Cul-de-Sacs.

(1)

Cul-de-sacs shall be provided for any non-through street other than a limited residential street.

(2)

Limited residential streets shall have turnaround areas which may be of a "hammerhead" design provided that the configuration is acceptable to the Novato fire protection district.

(3)

Such turnaround or cul-de-sac may be deleted where the terminus of the nonthrough street is within 150 feet of a street intersection provided that the grade, slope, and configuration are acceptable to the Novato fire protection district.

(4)

The minimum curb line radius for cul-de-sacs is 34 feet.

(5)

The entrance curves to cul-de-sacs shall have minimum curb line radii of 60 feet.

(o)

Curbs. Curbs and gutters or berms shall be required on all streets.

(p)

Structural Section. The pavement structural section design shall be based on a traffic index established by the city engineer. The minimum structural section for streets shall consist of .30 feet of asphalt concrete over .35 feet of Class II aggregate base. The maximum thickness of aggregate base shall be 1.0 foot. Paving shall be done in two lifts with the second lift placed prior to completion of subdivision improvements, prior to project completion, or prior to building occupancy as required.

(q)

Street Names. All street names (public and private) shall be subject to the approval of the department of community development. Street names shall not be duplications of existing streets within the local mailing, police, or fire service areas, nor shall they be so similar with existing street names as to be confusing. Streets which are obvious extensions of existing streets shall continue in name also.

(r)

Street Name Signs. At least one street name sign shall be placed at all street intersections. Private streets shall be so identified on the street sign. Street signs shall conform to the standard detail, available from the department of community development.

(s)

All streets not designed to provide parking shall have signs so indicating and, where appropriate, red curbs.

(t)

Parking Spaces. Except for single-family or duplex units, parking shall not be designed to back directly onto streets.

c.

Rural Streets.

1.

Purpose and Goals. The purpose of rural streets is to provide safe, convenient facilities for auto traffic, pedestrians, bicyclists, and equestrians and to maintain and restore the rural character of certain neighborhoods in, and adjoining, the city. These streets will be located generally in the more rural, nonurbanized areas of the city. For this reason, pavement widths within such streets will be reduced and the use of portland cement concrete curbs, gutters, and sidewalks will be limited.

Consideration shall be given in the design of rural streets to preserve and enhance existing natural and man-made features such as trees, creeks, hills, driveways, walls, fences, and landscaping.

2.

Rural Street Areas. Certain areas and streets within the city may be designated as rural areas and streets by city council resolution. Any street that falls within any of the classifications specified in subsection 5- 45.008b,2(a) above may also be designated as a rural street pursuant to such a council resolution. Said street shall comply with the standards set forth in this subsection 5-45.008c as well as those set forth in this chapter which are (i) otherwise applicable to said street, given its subsection 5-45.008b,2(a) classification, and (ii) not in conflict with the standards set forth in this subsection 5-45.008c.

3.

Rural Street Standards.

(a)

Rural Street Widths.

(1)

Width Standards. The following table sets forth the required widths for rural street improvements:

Commercial/industrial streets have not been included in the above table, as a commercial/industrial area would be in conflict with a rural designation. Arterial streets with traffic volumes exceeding 11,000 ADT are not included above, as streets in such areas would not be rural in nature.

(2)

Modifications to Above Standards. The paved width or unpaved shoulder width for rural streets may be increased or decreased at the discretion of the approval authority to provide for:

i.

Intersections

ii.

Turn lanes

iii.

Street curvature

iv.

Cul de sacs and turnarounds

v.

Parking

vi.

Asphalt concrete berms

vii.

Bikeways

viii.

Pedestrian circulation

ix.

Emergency vehicle turnouts

x.

Transitions

xi.

Restoration of rural character

xii.

Preservation of natural features (e.g., trees, rocks, creeks)

In determining whether to modify the required widths specified above, applicable criteria specified elsewhere in this chapter shall be considered. In addition, such modifications may be required or justified by the city's general plan, or any environmental review or other analysis performed in connection with any project or council action in which or with respect to which a rural street is proposed or located.

It is the intent of this paragraph c. that these modifications be reviewed and approved as to applicability whenever a master plan, precise development plan or tentative map submittal is acted upon by the planning commission and city council. These modifications will be reviewed and implemented consistent with rural street standards by applicable city staff whenever a ministerial action such as a building permit, encroachment permit or certificate of compliance is acted upon.

(b)

Prohibited Improvements. Portland cement concrete curbs, gutters, and sidewalks are not permitted in rural streets except within street transition areas and for storm drainage facilities and wheelchair ramps, unless specifically authorized by exception.

(c)

Storm Drainage. Sufficient storm drainage facilities shall be installed so that stormwater encroachment into travel lanes will be minimized.

(d)

Emergency Needs. Unpaved shoulders shall be constructed and maintained with sufficient strength to support emergency vehicular traffic.

(e)

Where parking is not provided along streets, specific, enforceable no parking signs shall be installed. Public street no parking areas shall be enforced as provided by existing laws. Private street no parking shall be enforced through a lawful mechanism as determined by the city at the time of each development approval.

(f)

Transitions. Transitions between rural streets and urban streets shall be designed with sufficient lengths and configurations to preserve and enhance rural areas for safe, convenient use of the roadway. Where feasible, street intersections shall be incorporated into transitions. Consideration shall be given to modifying existing adjacent street improvements in order to achieve a consistent, transitional effect, which may include removal of excess paving.

In designing these transitions, consideration shall be given to preserving and enhancing existing natural and man-made topographic features such as trees, creeks, hills, driveways, storm drainage facilities, utilities, fences, walls, and landscaping.

(g)

Pathways. Pathways for pedestrians, bicyclists, and equestrians may be separated from the paved street.

(Ord. No. 750, § 9.45.008; Ord. No. 948, §§ 64—72; Ord. No. 989, § 1; Ord. No. 1026, § 21; Ord. No. 1313, § 1)

5-46 - Adoption of Future Right-of-Way Lines.

5-46.001 Protection of Rights-of-Way for Future Public Improvements. If the community development director cannot specifically establish the future right-of-way for an existing street pursuant to subsection 5- 45.002 et seq., the city council may establish right-of-way lines for the purposes of reserving areas for future widening, extension, or creation of streets, highways, or space for future utilities, pedestrian ways, fire and police emergency access, access to property, and all public rights-of-way.

(Ord. No. 1167, § 1)