§ 18.70.300. Traffic circulation facilities.

The required right-of-way based on expected traffic volume is found in Table 1. The road system must be designed to permit the safe, efficient, and orderly movement of traffic; to meet, but not exceed the needs of the present and future population served; to have a simple and logical pattern; to respect natural features and topography; and to present an attractive streetscape. The arrangement of streets will conform to the circulation plan of the Clovis comprehensive plan or official maps of Clovis. For streets not shown on the comprehensive plan or official maps, the arrangement will provide for the appropriate extension of existing streets. Residential streets will be arranged so as to discourage through traffic and provide for maximum privacy.

A.

Arterial Street. An arterial street is intended to carry a large volume of traffic from one part of the community to another part. State highways which carry traffic through Clovis are also arterial streets. Arterial streets will be located a maximum of one mile apart, preferably on a section line. If the land use pattern will generate in excess of ten thousand ADT, the arterial street will be located closer than one mile. Any arterial street shown on the Clovis comprehensive plan must be dedicated.

B.

Collector Street. Residential streets will access to collector streets designed for higher speeds and higher traffic volumes. A collector street will connect with an arterial street and be located midway between arterial streets (approximately one half mile from each parallel arterial street). A collector street will serve each area of a subdivision containing four hundred dwelling units. The collector street will be centrally located to the dwelling units served. Collector streets should interconnect. When intersecting with an arterial street, collector streets must intersect with another collector street or be off-set by at least one thousand feet. Any collector street shown on the Clovis comprehensive plan must be located and dedicated as such.

C.

Local Street. A local street provides frontage for access to lots and carries traffic that has origin or destination at lots adjacent to the street. Local streets are designed to carry the least amount of traffic at the lowest speed. All, or the maximum number of housing units, must front on this class of street. An east-to-west orientation is considered desirable. A local street may intersect with an arterial street if offset by at least six hundred fifty feet on the same side of the arterial from any other intersection, measured centerline to centerline, with the arterial and generates no more than two hundred fifty ADT. A local street and an arterial street may intersect at a T-intersection only.

D.

Other Streets.

Cul-de-sac. A cul-de-sac is a street with a single means of ingress and egress with a turnaround at the end. Design of turnaround may vary. A cul-de-sac must be designed according to anticipated ADT level; a residential access cul-de-sac will have a maximum ADT level of two hundred fifty.

Marginal access street. A marginal access street runs parallel to a collector or arterial street and provides access to abutting properties and separation from through traffic on adjacent streets.

Private street. A private street is permitted in PUD. The design of the street must be based upon the expected ADT. An applicant must submit a traffic study justifying any street with a cross-section less than a required public street.

E.

Alley. A service road that provides secondary means of access to all lots is required unless the city accepts an alternative design plan.

F.

Intersection.

1.

Streets will be laid out so as to intersect at right angles, except where topography or other site conditions justify variations. The angle of an intersection must not vary more than ten degrees from a right angle. No intersection of public or private streets will be on a curve of centerline radius less than five hundred feet. No curb cut will be allowed on a curve section of road whose inside curve radius is less than one hundred fifty feet.

2.

Intersections must be designed with adequate corner site distance. Corner site distances is defined as measured from a point on the centerline of the right-hand travel lane of the minor road at least fifteen feet from the edge of a major road pavement and measured from a height of eye of three and three-fourths feet on the minor road to a height of object of four and one-half feet on the centerline of the travel lanes of a major road. The corner site distance for local and collector streets will be a minimum of two hundred feet. On arterial streets, corner site distance will be three hundred fifty feet. In addition to the corner site distance requirement, no fence, wall, entrance, hedge, shrub planting, tree or other site obstruction greater than two and one-half feet above the pavement elevation will be located within the triangular area formed by curb lines and a line connecting them at points thirty-five feet from their point of intersection.

3.

Streets entering the opposite sides of a street shall either be directly across from each other or offset by at least one hundred twenty-five feet from centerline to centerline.

4.

Streets which enter onto the same side of a street must have an interval of at least three hundred feet from centerline to centerline.

5.

Curb corner radii at all intersections must be a minimum of twenty feet.

6.

Street name signs must be provided at all intersections.

7.

Intersections which include collector or arterial streets will be designed to allow for future traffic signalization. Geometry and all other details of these intersections will be approved by the city engineer.

(Ord. 1769-2004 § 2, 2004; Ord. 1606-99 § 2(part), 1999).