A. The road system shall be designed and constructed to city public street standards and specifications and permit the safe, efficient, and orderly movement of traffic and pedestrians; meet the needs of present and future population served; have a simple and logical pattern; respect natural features and topography, provide multimodal connectivity throughout residential and retail uses, and present an attractive streetscape.

B. In residential subdivisions, the road system shall be designed to serve the needs of the greater neighborhood. Streets in excess of 1,000 linear feet shall incorporate traffic calming methods such as but not limited to chicanes (Figure 11) and bulb-outs and should be used as defined by the Institute of Traffic Engineers (ITE) and as required by the city engineer.

C. There shall be no development of roadways built to principal or arterial standards unless and until that roadway and roadway alignment is shown within the latest Maricopa Transportation Plan of the city. Street layout shall provide for the continuation of such streets per the latest Transportation Plan of the city or as determined by the city engineer.

D. Adjacent to a railroad or limited access highway right-of-way the development of either open space or a street running parallel to the railroad or limited access highway shall be provided for the use of, and to act as a buffer to, the intervening residentially zoned property along with a protective barrier that must be approved by the city engineer.

E. Certain proposed streets, as designated by the city engineer, shall be extended to the subdivision boundary to provide future connection with adjoining unsubdivided lands.

F. Local streets shall be so arranged as to discourage cut-through vehicular traffic, while still allowing for pedestrian connectivity. Pedestrian connections shall be provided from buildings to common areas, sidewalks, trails, and to other buildings or portions of the development.

G. Subdivision design should provide convenient pedestrian access via sidewalks to transit stops shaded with structures or landscaping along major or collector streets. Refer to the Design Standards Manual for bus pullout and shelter design details.

H. Where a proposed subdivision of medium density residential development abuts or contains an existing or proposed arterial or collector right-of-way, a nonbuildable landscaped tract equaling at least 25 feet in depth should be platted with nonvehicular access easements along the arterial or collector right-of-way. The exception to this would be for rural, estate, and low density residential developments where frontage onto collector roadways may be desirable and/or encouraged.

I. Streets shall be so arranged in relation to existing topography as to produce desirable lots of maximum utility, streets of reasonable gradient, and the facilitation of adequate drainage.

J. Where private streets are approved, such streets shall be constructed to city public street standards and specifications and shall be placed into specific street tracts of land. Statements shall be contained on the plat and in both the deed restrictions and the homeowners association by-laws that those streets are declared private subject to an easement authorizing use by emergency and public service vehicles and utilities, and remain the permanent responsibility of the homeowners association as designated by the applicant during the final plat approval. If at any time the streets are dedicated to and accepted by the city, the streets must first be developed to the current standards specified by the city at the time of dedication.

K. Alleys may be required in commercial and industrial subdivisions or may be desired in residential developments to facilitate rear-loading garages. Where needed, and approved by city council, they shall be a minimum of 24 feet in width for commercial and industrial and a minimum of 20 feet in width for residential alleyways. See the Design Standards Manual for further detail. [Ord. 24-01 § 2; Ord. 20-11 §2(14-6-7); Res. 20-31.]