§ 18-57. Streets.

(a)

Streets shall be dedicated on the plat to the public. The location and design of streets shall consider existing and planned streets, reasonable traffic circulation, topographic conditions, runoff of stormwater, public convenience and safety and the proposed land uses of property to be served.

(b)

Street right-of-way widths shall be consistent with the comprehensive plan and official map, and shall conform to county and state standards for trunk highways. If no such plans or standards are applicable, right-of-way and pavement widths shall not be less than the following:

Street Classifications	Right-of-Way Widths (feet)	Roadway/ Pavement Width (feet)
Minor arterial	100	36
Collector	80	36
Local street (rural residential)	60	24
Local street (urban residential)	60	31
Local street (commercial/industrial)	60	36
Cul-de-sac, turnaround radius (urban/residential)	60	45.5
Cul-de-sac, turnaround radius (rural residential)	60	40
Cul-de-sac, turnaround radius (commercial/industrial)	60	48
Private Street serving residential development with a density of less than 4 units per acre	30	20
Private Street serving residential development with a density equal to or greater than 4 units per acre	40	24
Private Street serving commercial, office, office industrial or mixed-use development	40	26

 

(c)

Insofar as practical, streets shall intersect at right angles. In no case shall the angle formed by the intersection of two streets be less than 60 degrees. Intersections having more than four corners are prohibited.

(d)

A tangent of at least 300 feet shall be introduced between reverse curves on arterial and collector streets.

(e)

When connecting street lines deflect from each other at one point by more than ten degrees they shall be connected by a curve with a radius adequate to ensure a sight distance within the right-of-way of not less than 500 feet for arterials, 300 feet for collectors, and 100 feet for all other streets.

(f)

Proper design shall consider required turning radius of vehicles for access points or entrances to and from a highway using standards adopted by the state department of transportation.

(g)

All centerline grades shall be at least five-tenths percent and shall not exceed five percent, for arterials and seven percent for all other streets and alleys. Whenever possible, grades within 30 feet of intersections or railroad crossings shall not exceed three percent.

(h)

Different connecting street grades shall be connected with vertical curves. The vertical curve length shall conform to the requirements of the Minnesota Department of Transportation Road Design Manual, latest revision.

(i)

Local streets shall have a centerline offset of not less than 300 feet. Offset intersections shall be avoided.

(j)

The alignment shall discourage through traffic.

(k)

The length of the cul-de-sac shall be measured from the intersection of the cul-de-sac and street's centerlines to the center point of the cul-de-sac turnaround radius ( see diagram below ). The maximum length of a street terminating in a cul-de-sac shall be 800 feet. The city manager or their designee may approve a cul-de-sac exceeding 800 feet if they determine that one or more of the following necessitate a length in excess of 800 feet:

(1)

There are opportunities for a secondary access to adjacent properties in the future. The cul-de-sac must comply with the temporary cul-de-sac standards specified in subsection (t) of this section, and should address an identified system deficiency outlined in the transportation section of the city's comprehensive plan;

(2)

Topography which would require substantial grading and/or the loss of significant trees that would alter the physical character of the property and/or surrounding parcels.

(l)

Where a proposed subdivision is adjacent to a limited access highway, arterial or collector street, there shall be no direct vehicular or pedestrian access from individual lots to such highways or streets. To the extent feasible access to arterial streets shall be at intervals of not less than one-fourth mile and through existing and established crossroads. Access along collector streets will be restricted and controlled on the final plat.

(m)

Half streets shall be prohibited except where it will be practical to require the dedication of the other half when the adjoining property is subdivided, in which case the dedication of a half street may be permitted or required. The probable length of time elapsing before dedication of the remainder shall be a factor considered in making this determination.

(n)

Public streets to be constructed in subdivisions located inside the metropolitan urban service area line, as identified in the city comprehensive plan shall be constructed to urban standards as prepared by the city engineer's office. Streets to be constructed in subdivisions located outside the metropolitan urban service area shall conform to the rural standard requirements as prepared by the city engineer's office. The construction of private streets is prohibited except as specified in subsection (p) of this section.

(o)

Private streets may be permitted in commercial, office, office industrial, residential with a density equal to or greater than four units per acre or mixed-use developments if the city finds the following conditions to exist:

(1)

The prevailing development pattern makes it unfeasible or inappropriate to constrict a public street. In making this determination the city may consider the location of existing property lines and homes, local or geographic conditions and the existence of wetlands.

(2)

After reviewing the surrounding area, it is concluded that an extension of the public street system is not required to serve other parcels in the area, improve access, or to provide a street system consistent with the comprehensive plan.

(3)

The use of a private street will permit enhanced protection of the city's natural resources including wetlands and forested areas.

(p)

Private street standards. If the use of a private street is to be allowed, it shall be subject to the following standards:

(1)

The common sections of a private street serving two units or more in a development with a density of less than four units per acre must be built to a seven-ton design, paved to a width of 20 feet, utilize a maximum grade of ten percent, and provide a turnaround area acceptable to the fire marshal based upon guidelines provided by applicable fire codes. Private streets serving residential developments with a density equal to or greater than four units per acre shall be built to a seven-ton design, paved a minimum width of 24 feet, utilize a maximum grade of ten percent, and provide a turnaround acceptable to the fire marshal based on applicable fire codes. Private streets serving commercial, office, office industrial or mixed-use development shall be built to a nine-ton design, paved a minimum width of 26 feet, utilize a maximum grade of ten percent, and provide a turnaround area acceptable to the fire marshal based on guidelines provided by applicable fire codes. Private streets serving a residential component only, within a mixed-use development may be built to a seven-ton design, paved a minimum width of 24 feet, utilize a maximum grade of ten percent, and provide a turnaround acceptable to the fire marshal based on applicable fire codes. Plans for the street shall be submitted to the city engineer. Upon completion of the private street, the applicant shall submit a set of "as-built" plans signed by a registered civil engineer.

(2)

Private streets must be maintained in good condition and plowed within 24 hours of a snowfall greater than two inches. Covenants concerning maintenance shall be filed against all benefiting properties. Parking on the private street or otherwise blocking all or part of the private street shall be prohibited.

(3)

Private streets that are not usable by emergency vehicles because of obstructions, snow accumulation, or poor maintenance are a public safety hazard. The city may remedy such conditions and assess the cost back to the property pursuant to M.S. § 429.101, subd. 1(C).

(4)

The private street design shall include adequate drainage facilities to convey storm runoff which may require hydrologic calculations for a ten-year storm event. Private streets serving residential developments with a density equal to or greater than four units per acre, commercial, office, office industrial, or mixed-use districts, shall include concrete curb and gutter.

(5)

Street addresses or city-approved street name sign, if required, must be posted at the point where the private street intersects the public right-of-way.

(6)

The private street shall be designed to minimize impacts upon adjoining parcels. The city may require revised alignments, specific building orientation, increased setbacks, and landscaping to minimize impacts. An erosion control plan should be completed and approved prior to construction.

(7)

The private street serving residential development with a density of less than four units per acre, must be located within a strip of property at least 30 feet wide extending out to the public right-of-way or covered by a 30-foot wide easement that is permanently recorded over all benefited and impacted parcels. Neither the area within the easement for the private street, nor the lot coverage of the private street shall be included within the calculation of the lot area or lot coverage of the lot in which the easement is located. Once the private street terminates, the area of the easement and lot coverage of the driveway shall be included in the calculation of lot area and lot coverage for the lot.

(8)

Private streets serving residential development with a density equal to or greater than four units per acre, commercial, office, office industrial, or mixed use districts, must be located within a strip of property at least 40 feet wide extending out to the public right-of-way or covered by a 40-foot wide easement that is permanently recorded over all benefited and impacted parcels. Neither the area within the easement for the private street, nor lot coverage of the private street shall be included within the calculation of the lot area or lot coverage of the lot in which the easement is located. Once the private street terminates, the area of the easement and lot coverage of the driveway shall be included in the calculation of lot area and lot coverage for the lot.

(9)

Maintenance and repair of private utilities located within the private street shall be the responsibility of the benefiting property.

(10)

Private streets are required to use traffic control that is consistent with the current version of the Minnesota Manual on Uniform Traffic Control Devices as per subsection 20-1103(b).

(q)

Private reserve strips controlling public access to streets shall be prohibited.

(r)

Flag lots may be permitted in residential districts with a density of less than four units per acre, if the criteria in variance section 18-22 are met and upon consideration of the following:

(1)

The prevailing development pattern makes it unfeasible or inappropriate to construct a public/private street. In making this determination, the city may consider the location of existing property lines and homes, local or geographic conditions and the existence of wetlands.

(2)

After reviewing the surrounding area, it is concluded that an extension of the public or a private street system is not required to serve other parcels in the area, improve access, or to provide a street system consistent with the comprehensive plan.

(3)

The use of a flag lot will permit enhanced protection of the city's natural resources, including wetlands and protected areas.

(4)

Sufficient open space is preserved or other provisions are made to offset the increased percentage of lot coverage that will be contained within the neck portion of the lots.

(s)

Private streets serving up to four lots may be permitted in residential developments with a density of less than four units per acre if the criteria in variance section 18-22 are met and upon consideration of the following:

(1)

The prevailing development pattern makes it unfeasible or inappropriate to construct a public street. In making this determination, the city may consider the location of existing property lines and homes, local or geographic conditions and the existence of wetlands.

(2)

After reviewing the surrounding area, it is concluded that an extension of the public street system is not required to serve other parcels in the area, improve access, or to provide a street system consistent with the comprehensive plan.

(3)

The use of a private street will permit enhanced protection of the city's natural resources, including wetlands and protected areas.

(t)

Temporary culs-de-sac must be constructed at all locations where a street stub will be constructed and will be extended in the future. The temporary cul-de-sac must be 90 feet in diameter and lie within platted right-of-way or easement. The developer must submit an escrow for the cost of removing the temporary cul-de-sac and vacating the easement (if applicable).

(Ord. No. 33-D, § 6-2, 2-25-85; Ord. No. 125, § 1, 3-26-90; Ord. No. 135, §§ 1, 2, 12-10-90; Ord. No. 209, § 1, 6-27-94; Ord. No. 240, § 5, 7-24-95; Ord. No. 324, §§ 14—17, 7-9-01; Ord. No. 369, § 11, 2-23-04; Ord. No. 410, §§ 4—6, 1-23-06; Ord. No. 432, § 5, 9-25-06; Ord. No. 522, §§ 1—5, 5-23-11; Ord. No. 619, §§ 3, 4, 2-27-17; Ord. No. 628, §§ 9—13, 12-11-17)