A. 
Function. The function of thoroughfare and arterial streets is to serve with freeways to form a coordinated network or vehicle routes capable of handling the movement of goods and people through and between communities in large volumes and with efficient speeds and safety. Such roads are identified in the circulation element of the general plan or on the appropriate community plan.
B. 
Design Standards. If the circulation element of the general plan or the community plan shows any highway, expressway, thoroughfare, arterial or similarly named road located so that any portion lies within or adjacent to a proposed project, such roadway shall be incorporated into the project in conformance with the design standards in the general plan or community plan. The specific location or locations, if alternate alignments are feasible, of such roads shall be determined in coordination with and as recommended by the Chief.
The design characteristics of such roads shall conform with the current County Improvement Standards.
Because such roads may vary in width and may involve many design factors such as acceleration/deceleration lanes, various curb heights, bicycle lanes, bus stops/turnouts, traffic dividers, driveways, and curbcuts, the precise road improvement requirements shall be determined by consultation or coordination with the Chief.
(SCC 574 § 2, 1983; SCC 1585 § 49, 2015)
A. 
Functions. The functions of collector and primary residential streets, in order of relative importance, are:
1. 
To collect traffic from minor residential streets or private streets and route it to the thoroughfare and arterial streets.
2. 
To route traffic from thoroughfare and arterial streets to minor residential streets and private streets.
3. 
To provide rapid and efficient routes of access for emergency vehicles to residential areas.
4. 
To connect residential areas to the neighborhood and community service facilities such as schools, parks and shopping.
B. 
Design Standards. Primary residential and collector streets shall be integrated with the local street pattern to best serve the above functions. The structural cross section and alignment requirements shall be as set forth in the County Improvement Standards, but with the overall design of the street pattern based on the following:
1. 
A new single-family residential area which generates traffic from more than 99 potential residential dwelling units shall be served by at least one primary residential or collector street which is at least 50 feet in width. Such streets shall be designed to connect at both ends to other primary residential or collector streets or to thoroughfare or arterial streets or be part of an overall street pattern which provides residents with more than one access into and out of the area. There shall be at least one collector street which is at least 56 feet in width when more than 400 potential residential units will be served.
2. 
New single-family residential areas with more than 20, but fewer than 40, potential units shall be served by a primary residential or collector street at least 50 feet in width if there is only one public street access into the area. Areas between 40 and 100 units shall be served by two points of access to provide residents with more than one access into and out of the area.
3. 
Collector streets shall be constructed or widened to at least 60 feet in width when developed in conjunction with or along the frontage of lots proposed for commercial developments.
Collector streets shall be constructed to at least 56 feet in width when developed in conjunction with or along the frontage of lots proposed for multiple-family developments. Sidewalk width requirements, as set forth in the improvement standards, may require a wider right-of-way.
4. 
Collector streets shall be constructed or widened to 60 feet in width when developed in conjunction with or along the frontage of lots proposed for parks and schools. Sidewalk width requirements, as set forth in the improvement standards, may require a wider right-of-way.
5. 
The approach areas of collector streets at intersections with thoroughfares and arterials shall be constructed or widened, as required by the County Improvement Standards.
6. 
Intersections of collector streets to major arterial streets shall be designed to align with existing streets or previously-approved streets as four-way intersections whenever possible. These intersections shall be spaced no closer than 900 feet from existing, approved or planned streets. If such alignment and spacing is not feasible, three-way intersections shall be offset at least 150 feet and be designed in consultation with the Chief.
7. 
The street pattern design shall conform to County Improvement Standards in terms of minimum radius curves, sight distances, intersection locations, profile and such other criteria as may be applicable to the construction phase of the street pattern.
8. 
Existing or previously-approved collector streets which stub into undeveloped property are intended to be incorporated into new expanding street patterns in a logical and functional manner. Designs which terminate, isolate, or otherwise discourage collector streets from fulfilling their intended functions are strongly discouraged. Such designs shall not be approved without full consideration of the total circulation and safety impacts in relation to possible alternatives. In this regard, it is not necessarily a requirement that collector streets must connect at both ends to arterial streets or with other collector streets, but it must also be recognized that this will often be needed if the street is to properly function as intended.
(SCC 574 § 2, 1983; SCC 1585 § 50, 2015)
A. 
Function. The function of minor residential streets is to serve as access to the residential lots within those areas created by, or bounded by, thoroughfares, arterials, collectors, and primary residential streets and other physical boundaries such as natural streams and railroads. Since the primary function is local vehicular access rather than intercommunity circulation, the preferable street pattern designs will discourage pass-through, sneak or shortcut traffic from traveling through these areas, but without compromising the rapid access needs of emergency vehicles, or good police patrol and surveillance needs.
B. 
Standards.
1. 
Minor residential streets are normally based on a 40-foot right-of-way width. Most residential lots can be served by such streets, provided the street pattern design is such that:
a. 
Minor residential cul-de-sac streets generally serve a maximum of 20 dwelling units and have a maximum length of 600 feet.
b. 
Minor residential streets serve a maximum of 100 dwelling units when there are only two public street accesses into the area.
c. 
Pass-through, shortcut, or sneak street situations are not created. In those instances where through-traffic is unavoidable and of probable high volume, the specific street shall be designed to primary residential or collector street standards, as applicable.
2. 
The intersections of minor residential streets with collector streets, or with major arterial streets, shall be designed to align with existing streets or previously-approved streets on the opposite side of the street wherever possible. If such alignment is not feasible, the street shall be offset at least 150 feet.
3. 
In that portion of the street pattern which consists of minor residential streets, four-way intersections shall not be created. The street pattern shall be designed using right angle tee intersections, and any offset intersections shall be offset by at least 100 feet.
(SCC 574 § 2, 1983; SCC 1585 § 51, 2015)
A. 
Function. The function of private roads is to serve the specific vehicular circulation needs of individuals or groups, rather than the needs of the public as a whole. Two basic characteristics of private roads are that the owners of the roads can generally restrict use to designated persons or vehicles, and that the maintenance of the road is the owners' responsibility. Virtually every lot is involved in some way with at least one private road. In its simplest form, the driveway from the public street to the garage of a home is a private road. In more complicated forms, there may be entire communities served by private roads. Similarly, governmental facilities, mobilehome parks, apartment complexes, commercial parking lots, farms, ranches, industrial tracts, recreational facilities, condominiums, etc., may use private roads.
B. 
Standards. The following standards are a compilation of County Code, Zoning Code and other requirements that relate to private roads which are listed here to clarify that private roads are an element of local street pattern. These standards may not be waived or modified except as specified in the respective code governing such standards.
1. 
The County Zoning Code includes internal development standards for multiple family, condominium, townhouse and similar developments (see Section 305-16 of the Zoning Code).
2. 
The County Zoning Code includes limitations on the number of single-family lots that may be served by a private road. The code also includes provisions for exceptions to these limitations and general standards of development criteria for the private road. The hearing bodies or appropriate authority will determine the specific improvement requirements and place conditions on the map accordingly.
3. 
Certain specific uses, such as mobilehome parks and travel parks, are subject to road improvement standards within the Zoning Code.
4. 
The Uniform Fire Code includes certain requirements related to road width, turning radius, height of obstructions, etc., which apply to the alignment of private roads.
5. 
That point at which a private road may serve as access to a public road is subject to a variety of requirements, as set forth in the County Improvement Standards and is subject to review and approval by the Chief. These standards may be especially critical to the overall design, since the point of access may be a controlling factor in determining the design of the road system.
6. 
Private maintenance agreements between the parties using and responsible for the upkeep of a private road may be required before additional development on the road will be permitted.
(SCC 574 § 2, 1983; SCC 1585 § 52, 2015)
A. 
Findings: Because Sacramento County is located in a non-attainment air basin, and because automobiles are a major contributor to the air pollution problem in Sacramento County, steps should be taken to reduce the County's reliance on automobiles. Therefore the County encourages subdivision designs that attempt to reduce the reliance of the residents on automobiles for daily errands and commuting and, as a result, beneficially impact the air quality of Sacramento County and the quality of life of the residents in that particular development.
B. 
Policies: In furtherance of these goals, the following policies shall apply to tentative subdivision maps that have a land use plan that encourages non-vehicular trips within the subdivision and is planned for residents to use transit to locations outside of the subdivision:
1. 
In order to reduce the speed of automobile traffic, streets widths may be narrowed, and centerline radii and curb radii at intersections may be reduced, when compared to existing County Improvement Standards and other provisions of Title 22, and landscaping shall be placed consistent with these changes;
2. 
Trees shall be planted in such a manner as to buffer the pedestrians from the automobile traffic and to provide a "tree canopy" that will shade the pedestrians from Sacramento's extreme summer climate;
3. 
The subdivision may incorporate alleys in certain locations and locate garages behind houses where appropriate to improve the streetscape aesthetics, reduce vehicle speeds and traffic, and maximize the front yard areas;
4. 
Parks shall be located throughout the subdivision and shall be interconnected by a system of tree lined streets and bike and pedestrian paths;
5. 
The subdivision shall include a Regional Transit layover facility in the Town Center adjacent to the Town Square Park, the Town Hall and public buildings;
6. 
The subdivision shall incorporate bike/pedestrian paths; and
7. 
The street grid shall be designed in a manner that will provide pedestrians with quick, easy, and pleasant access to the Town Center, the parks, public transportation, day care centers, the elementary school, and public buildings.
C. 
If the Board finds that a tentative map complies with the policies in subdivision B then the Board shall adopt amendments to the County Improvement Standards that implement this section. Then, for purposes of that tentative subdivision map, and any final map approved as being consistent with it, the street and landscaping policies provided in this section, and in the amendments to the County Improvement Standards adopted to implement this section, shall supersede any and all regulations, ordinances, guidelines and policies (included but not limited to, County Code Chapter 22.110, except as expressly provided otherwise) that conflict with this section and the amendments to the County Improvement Standards adopted to implement this section. Should the text of the amendments to the Improvement Standards conflict with the diagrams in the amended Improvement Standards, the diagrams shall prevail. To the extent standards are not covered by this section or by implementing amendments to the County Improvement Standards, the other provision of Title 22 or the County Improvement Standards shall govern. Any request to deviate from Title 22, as amended by this section, or the County Improvement Standards with implementing amendments, shall be processed as an exception pursuant to Sections 22.110.020, 22.110.025 and 22.110.030. No exception shall be required if the Chief determines that a particular street or landscaping design or improvement feature proposed on a tentative map or final map is in substantial compliance with County Improvement Standards and Title 22 as amended.
(SCC 0797 § 1, 1990; SCC 1585 § 53, 2015)