The purpose of this chapter is to provide a multimodal circulation system within the city that preserves the flow of motorized traffic in terms of safety, capacity, functional classification, and level of service while at the same time providing and encouraging a safe and efficient bicycle and pedestrian system throughout the city.
(Ord. 07-O-595)
The following definitions apply for the purpose of this chapter. Also see definitions in Chapter 17.08 BMC.
“Access”
means a way or means of approach to provide pedestrian, bicycle, or motor vehicular entrance or exit to a property.
“Access classification”
means a ranking system for roadways used to determine the appropriate degree of access management. Factors considered include functional classification, the appropriate local government’s adopted plan for the roadway, subdivision of abutting properties, and existing level of access control.
“Access management”
means the process of providing and managing access to land development while preserving the regional flow of traffic in terms of safety, capacity, and speed.
“Bicycle facilities”
is a general term denoting improvements and provisions made to accommodate or encourage bicycling, including parking facilities and all bikeways. Wherever bicycle facilities are provided, proper signage must be installed, including the use of “sharrows,” if appropriate.
“Bikeway”
means any road, path, or way that is in some manner specifically open to bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are shared with other transportation modes. The five types of bikeways are:
A. 
“Multi-use path”
means a paved 10- to 12-foot-wide way that is physically separated from motorized vehicular traffic; typically shared with pedestrians, skaters, and other nonmotorized users.
B. 
“Bike lane”
means a four- to six-foot-wide portion of the roadway that has been designated by permanent striping and pavement markings for the exclusive use of bicycles.
C. 
“Shoulder bikeway”
means the paved shoulder of a roadway that is four feet or wider; typically shared with pedestrians in rural areas.
D. 
“Shared roadway”
means a travel lane that is shared by bicyclists and motor vehicles. Designating a street as a “bicycle boulevard” or “sharrow” will require appropriate signage and modifications. These should only be considered on residential, low traffic volume, interconnected streets.
E. 
“Multi-use trail”
means an unpaved path that accommodates all-terrain bicycles; typically shared with pedestrians.
“Corner clearance”
means the distance from an intersection of a public or private road to the nearest driveway or street measured from the closest edge of the pavement of the intersecting road to the closest edge of the pavement of the connection along the traveled way.
“Cross access”
means a commercial or industrial service drive providing vehicular access between two or more contiguous sites so the driver need not enter the public street system.
“Development driven improvement”
means improvements to be installed when new development increases the need and demand for roadway, bicycle, or pedestrian facilities.
“Frontage road”
means a public or private drive which generally parallels a public street between the right-of-way and the front building setback line. The frontage road provides access to private properties while separating them from the arterial street.
“Functional area (intersection)”
means that area beyond the physical intersection of two roads that comprises decision and maneuver distance, plus any required vehicle storage length.
“Functional classification”
means a system used to group public roadways into classes according to their purpose in moving vehicles and providing access.
“Joint access (or shared access)”
means a driveway connecting two or more contiguous sites to the public street system.
“Lot”
means a parcel, tract, or area of land whose boundaries have been established by some legal instrument, which is recognized as a separate legal entity for purposes of transfer of title, has frontage upon a public or private street, and complies with the dimensional requirements of this code.
“Lot, corner”
means any lot having at least two contiguous sides abutting upon one or more streets; provided, that the interior angle at the intersection of such two sides is less than 135 degrees.
“Lot depth”
means the average distance measured from the front lot line to the rear lot line.
“Lot frontage”
means that portion of a lot extending along a street right-of-way line.
“Multi-modal”
means consideration of various modes of transportation (walking, cycling, automobile, public transit, air, and water systems).
“Nonconforming access features”
means features of the property access that existed prior to the date of the ordinance codified in this chapter adopting and do not conform to the requirements of this chapter.
“Off-site improvements”
means street facilities not on the subject property.
“On-site improvements”
means street facilities installed on the subject property.
“Pedestrian facilities”
is a general term denoting improvements and provisions made to accommodate or encourage walking, including sidewalks, accessways, crosswalks, ramps, paths, and trails.
“Plat”
means an exact and detailed map of the subdivision of land.
“Private road”
means a local access road that is built to city standards and that the city has not officially accepted for purposes of jurisdiction, or an existing local access road that was not constructed to city standards and was never intended to be dedicated to the public.
“Public road”
means a road over which the public has a right of use that is a matter of public record.
“Reasonable access”
means the minimum number of access points, direct or indirect, necessary to provide safe access to and from the roadway.
“Right-of-way”
means land reserved, used, or to be used for a highway, street, alley, walkway, drainage facility, or other public purpose.
“Sharrows”
means shared lane markings with wayfinding signage that reminds road users that people biking can occupy the full travel lane.
“Significant change in trip generation”
means a change in the use of the property, including land, structures or facilities, or an expansion of the size of the structures or facilities causing an increase in the trip generation of the property exceeding: (1) local – 10 percent more trip generation (either peak or daily) and 100 vehicles per day more than the existing use for all roads under local jurisdiction; or (2) state – 25 percent more trip generation (peak volume) and 100 vehicles per day more than the existing use for all roads under state jurisdiction.
“Stub-out (street stub)”
means a portion of a street or cross access drive used as an extension to an abutting property that may be developed in the future.
“Through connector”
means a short spur that provides through connectivity for bicycle circulation between adjoining streets, between abutting dead-end roads, through a multiple-family dwelling cluster, or through a park.
“Walkway”
means a hard-surfaced area intended and suitable for pedestrians, including sidewalks and the surfaced portions of accessways.
(Ord. 07-O-595; Ord. 11-O-675 § 2; Ord. 17-O-770 § 2 (Att. C))
A. 
On-site improvements shall be provided, paid for and installed, or caused to be installed by the developer, including by way of example and not by way of limitation curbs and gutters, sidewalks and pedestrian walkways, street base course and wearing course materials, bridges, street signs, and traffic control devices.
B. 
Off-site improvement requirements are found in BMC § 17.170.060.
C. 
If the original developer is required to construct off-site improvements, future reimbursement may be applicable. The public works document, “General Engineering Requirements and Standard Specifications,” contains provisions for the reimbursement process.
(Ord. 07-O-595)
The improvement plans shall comply with the standards and criteria set forth herein and with the specifications contained in the current public works document, “General Engineering Requirements and Standard Specifications.” Proposed construction of improvements not covered by the above document shall be reviewed for approval by the city. The materials and workmanship of said improvements shall be warranted as outlined in BMC § 17.80.090. Other improvements may be required pursuant to Chapter 17.168 BMC.
(Ord. 07-O-595)
A. 
All parcels of land subject to the issuance of a development permit shall be provided access to a public or private street as follows:
1. 
Street improvements are required along the street frontage of all newly created lots and of new development on an existing vacant lot. Improvements shall be to the standards as shown in Table 17.170.060 or as in an approved neighborhood circulation plan, planned unit development or master plan. Deferment of street improvements may be allowed when authorized by the site plan committee as described in BMC § 17.170.070. Some development is exempt from street improvements as described in BMC § 17.04.070.
2. 
Newly created lots must have access from the street on which they front.
3. 
Existing residential, commercial or industrial lots must take access from the street on which they front. Easement access is acceptable if no street frontage exists or topography or other circumstance, not in applicant’s control, prohibits access from the fronting street.
B. 
Street classification and location shall conform to the transportation systems plan, or to an adopted neighborhood circulation plan. Where street classification or location is not shown in the transportation systems plan, the arrangement of public streets shall provide for connectivity and alignment with existing streets in the surrounding area.
C. 
Standard Minimum Right-of-Way and Roadway Width. Unless otherwise indicated in an adopted neighborhood circulation plan, planned unit development, or authorized by the planning commission as stated in subsection (C)(1) of this section, the street right-of-way and roadway widths shall not be less than the standard shown in Table 17.170.060. Additional width on hillside streets may be required in curves. The city engineer will determine when such additional width is required.
Table 17.170.060 Standard Minimum Right-of-Way and Roadway Width for New Streets – Guidance for Existing Streets
Type of Street**
Minimum ROW (Feet)
Minimum Road Surface Width (Feet)
Pedestrian Improvements
State Highway Arterial1
84
70
5 – 12 feet, both sides
Residential Collector
50
36
10-foot multi-use path (in lieu of bike lanes and sidewalk)
Residential Local***
42
28
5 feet, both sides
Residential (Local)***
Maximum of 12 dwelling units taking access6
38
24
5 feet, both sides
Residential (Local)***
Maximum of 8 dwelling units taking access and on-street parking available within 400 feet on this street2
29
20
5 feet, one side
Downtown Core Area1 (See Map 17.92.030-1)
50
36
5 – 8 feet, both sides
Residential One-Way Street2
34
20
5 feet, both sides
Half Street2, 5
1/2 of accepted standard
1/2 of accepted standard
5 feet, one side
Access Road Turn-Around
See public works document “General Engineering Requirements and Standard Specifications”
To be determined based on type of turn-around
Commercial/Industrial1
58
44
5 – 8 feet, both sides
Commercial One-Way Street
50
36
5 – 8 feet, both sides
Hillside Collector Street2, 3, 4, 9
27
20
4-foot paved shoulder, one side
Hillside Local Street2, 3, 4, 9
Maximum of 12 dwelling units taking access
23
20
None
Hillside One-Way Street2, 3, 4, 7, 9
23
16
4-foot paved shoulder, one side
Alley
20
20
None
The following standard is the minimum standard for existing streets. This standard can only be used when the street is serving a limited area and approved by the city council.
Must be approved by the city council in a local improvement district process2, 8
30
16
Proposal by applicants
** If bike lanes are proposed, an additional 10 feet of right-of-way will be needed.
*** See layout guidelines in “Neighborhood Street Design Guidelines” document. Low impact development techniques such as landscaped buffers, vegetated swales, parking pavers, etc., are encouraged.
1Sidewalks must be the maximum possible when adequate right-of-way is available and topography allows.
2No parking on either side on pavement.
3Requires documentation that topographical constraints warrant use of hillside streets. Site plan committee approval required.
4Alternative engineered design standards may be considered and right-of-way width may vary depending on topography.
5Only used when easement for second half width is secured on adjacent property. Must be approved by planning commission.
6Parking on one side only.
7Paved shoulder must be constructed to meet paved roadway standards.
8Parking facilities to be proposed by applicant.
9Curbs may be required, depending on city engineer’s recommendation.
1. 
The planning commission may accept a narrower right-of-way width and/or alternate construction standard than those set forth in Table 17.170.060 where it can be shown by the applicant, to the satisfaction of the commission and to the fire chief having jurisdiction, that the topography or the small number of lots served and the probable future traffic development are such that the proposal is justified.
2. 
Slope Easements. The planning commission may require a perpetual, unobstructed easement adjacent to a public right-of-way where the slope of the land is such that earth movements might damage a public right-of-way. Within this easement area, the natural vegetative cover shall not be disturbed.
3. 
In areas where a neighborhood circulation plan has been adopted, the right-of-way and roadway width can be constructed to the standards of Table 17.170.060 or at the standards of the adopted neighborhood circulation plan. Once a standard has been determined for any street segment, the remaining portion of the segment will be constructed at that standard at the discretion of the planning commission.
The existing collector streets listed below are not physically able to meet adopted collector standards as stated in Table 17.170.060. Any future improvements to these streets must meet the following standards. These streets are in the county’s jurisdiction as of the date of this revision. When the existing street pavement is equivalent to the city’s construction standards, the city will accept jurisdiction.
Specific Standards for Certain Streets
Right-of-Way (feet)
Minimum Road Surface Width (feet)
Sidewalk Improvements
Old County Rd.1, 2
As needed
20 ft. and 4 ft. paved shoulder one side adjacent to the north-bound travel lane
None
Parkview Dr.1, 2
As needed
20 ft.
Sidewalk on east side only
North Bank Chetco River Rd.2
As needed
Future improvements to match existing pavement
None
1.
When applicant’s engineer demonstrates there are constraints that make this standard impracticable, the four-foot paved shoulder or multi-use path may be eliminated. The city must review and agree with the analysis prior to planning commission review.
2.
Parking prohibited on paved shoulder.
D. 
Bikeways. See BMC § 17.170.020, Definitions, for descriptions of various bikeways. These provisions require consideration of bicycle circulation while providing for flexibility in street design. The city of Brookings encourages this mode of transportation.
1. 
Bicycle circulation must be considered on all new streets. Depending on street standard employed, a street must be designated as a shared roadway, or other type of bikeway as described in BMC § 17.170.020.
2. 
Where sidewalks are required by street design standards, one 10-foot shared bicycle/ pedestrian pathway may be substituted for bike lanes and sidewalk on one side. If the street standard requires sidewalks on both sides, the 10-foot shared pathway on one side does not eliminate the required sidewalk on the opposite side, unless the planning commission eliminates that requirement.
E. 
Low Impact Designs. Use of low impact designs including permeable pavement and storm drainage system utilizing engineered bio-swales, or other techniques/best management practices reviewed and approved by the city, are encouraged and may be required in some areas. Additional right-of-way may be needed to accommodate the designs. A refund equal to a percentage of the storm drain component of the system development charge may be given by implementing these low impact techniques. See examples in the document titled “Portland Stormwater Manual.”
F. 
All development proposals, plan amendments or zone changes shall be in conformance with the adopted transportation systems plan.
G. 
Frontage Roads. When any parcels front on an arterial street, the planning commission may require the developer to dedicate and improve a frontage road at the front of the parcel to serve the resulting lot(s).
H. 
Planting Strips. When a lot borders an arterial street, the planning commission may require the developer to dedicate and improve a planting strip adjacent to said highway or arterial street.
I. 
Alleys. When any lots are proposed for commercial or industrial usage, alleys at least 20 feet in width may be required at the rear thereof with adequate ingress and egress for truck traffic unless alternative commitments for off-street service truck facilities without alleys are approved by the planning commission.
J. 
Street Alignment. As far as practical, streets other than minor streets shall be in alignment with existing streets by continuation of the centerline thereof. Staggered street alignment resulting in “T” intersections shall, wherever practical, leave a minimum distance of 200 feet between the centerlines of streets having approximately the same direction and otherwise shall not be less than 125 feet. In areas with an adopted neighborhood circulation plan, alignment shall conform to the adopted plan.
K. 
Future Extension of Streets. When necessary to give access to or permit a satisfactory future division or development of adjoining land, a public street shall be extended to the boundary of the development and the resulting dead-end street may be approved without a permanent turn-around provided a temporary turn-around is constructed in a manner approved by the city fire chief.
L. 
Street Intersection Angles. All streets within or abutting a development shall intersect one another at an angle as near to a right angle as is practicable in each specific case unless otherwise necessitated by topographical conditions or other pre-existing conditions and approved by the city.
M. 
Cul-de-Sacs. A cul-de-sac shall be as short as possible. Cul-de-sacs shall have a maximum length of 400 feet, although where unusual circumstances exist the planning commission may authorize a longer street. A cul-de-sac shall terminate with a turn-around as specified in Table 17.170.060, and a minimum corner radius of 20 feet is required at curb returns. In areas with an adopted neighborhood circulation plan, cul-de-sac length and design shall conform to the adopted plan.
N. 
Private Streets. A private street is permitted only if provisions are made to assure private responsibility for future maintenance. Unless otherwise specifically authorized as part of a street plan or adopted neighborhood circulation plan, a private street shall comply with the same standards as a public street. A street held for private use shall be distinguished from public streets and any reservations or restrictions relating to the private street shall be described in the land division documents and the deed records.
O. 
Street Grades.
1. 
A collector shall not exceed 10 percent grade.
2. 
A local street shall not exceed 15 percent grade.
3. 
The planning commission may approve an alternative street grade standard if deemed appropriate and the fire chief is in agreement.
4. 
Streets are to follow the natural terrain whenever feasible. Travel ways, walkways, and parking areas are to be designed to parallel the natural contours of the site.
P. 
Fire Suppression Sprinkler Systems. If the driveway or street is deemed inaccessible for fire fighting purposes by the fire chief, any dwelling units must have an automatic fire suppression sprinkler system. Other structures may also be required to install sprinkler systems, at the discretion of the fire chief.
(Ord. 07-O-595; Ord. 11-O-675 § 2; Ord. 17-O-770 § 2 (Att. C))
Street improvements may include pavement, curbs, gutters, pavement markings, sidewalks, and storm drainage. These improvements may be deferred by the site plan committee. The site plan committee will consider street improvement requirements on a case-by-case basis utilizing the following information:
•
The condition and standard of the existing, abutting street;
•
The likelihood and timing of new improvements given existing development on parcels in the vicinity;
•
Topographic constraints;
•
Safety concerns;
•
Other details specific to the subject property or vicinity.
A. 
When an entire street, or a segment of a street, is on the city’s capital improvement project list to be improved within the next five years, the property owner will be required to provide an engineer’s estimate of cost for street improvements to the frontage of the subject property. This estimate must be reviewed and approved by the city. These costs must be paid and these funds will be put into an account to be used when the project is initiated.
B. 
Deferred Street Improvements. When street improvements are deferred, the developer shall enter into a deferred improvement agreement for each lot fronting the street segment and record said agreement with the Curry County recorder’s office. Said agreement shall run with the land and require that the property owner agree to the performance of the work deferred by conformance with one of the following options:
1. 
Work Performed by Property Owner. The owner of the property subject to a deferred improvement agreement shall be responsible for performance of the work identified in said agreement and for obtaining contractors therefor. The owner shall cause satisfactory plans and specifications for the improvements to be prepared and to submit said plans and specifications to the city public works department for approval prior to commencement of the work to be done. Such work shall be done in accordance with city standards in effect at the time the improvement plans are submitted for approval. The owner agrees to make payments required by the city including, but not limited to, engineering deposits, permit fees and inspection fees. The owner shall obtain a permit to work in the right-of-way and notify the city public works department at least 48 hours prior to the start of work.
Prior to approval of improvement plans by the city, the owner may be required to execute and deliver to the city a security bond in an amount and form acceptable to the city, to be released by the city upon the city’s final acceptance of the work performed.
2. 
Recordation of a deferred improvement agreement shall be equivalent to consent to the establishment of a local improvement district. If the property owner does not complete the improvement pursuant to BMC § 17.80.080(F), the city may do the work as a local improvement project following the procedures established by ordinance for such projects and assess the cost against the property specially benefited. Permission to enter onto the property of the owner is granted to the city or its contractor as may be necessary to construct such improvements.
3. 
Activation of Deferred Improvement Agreements. When the city determines the improvements must be constructed, the city shall notify affected property owners in writing. All or any portion of said improvement may be required at a specified time. Each affected owner shall participate on a pro rata basis of the cost of installation of the improvements. The city may require a local improvement district to be formed for a street or segment of a street involving all properties’ owners to participate when this street or segment has at least 50 percent of the properties subject to a deferred improvement agreement. As city funds are available, the city may participate in the expense of the project.
C. 
The site plan committee’s decision regarding required street improvements may be appealed to the planning commission.
(Ord. 07-O-595)
A. 
The name of any public or private street shall not duplicate or be so similar as to be confused with the name of any existing street within the 97415 zip code area.
B. 
Street names and traffic control signs shall be installed by the applicant as required by the city.
C. 
An alley may be named if it has a paved surface and an unobstructed travel way between two streets.
D. 
Street names shall be approved by the planning commission.
(Ord. 07-O-595)
A. 
Applicability. A traffic impact statement or analysis may be required by the city as necessary to determine a development impact on the adjacent street system. When required, the traffic impact statement or analysis shall be prepared by an engineer registered in the state of Oregon and submitted to the city prior to action on a project authorization for which the traffic impact statement or analysis was required.
B. 
The traffic impact statement or analysis is designed to identify the traffic impacts and potential problems which may be caused by a proposed use, and to identify all improvements required to ensure safe and efficient pedestrian and vehicular ingress to and egress from a proposed development, to maintain an adequate street capacity, and to eliminate hazardous conditions and situations.
(Ord. 07-O-595)
A. 
Access standards for the state highway are shown in the Oregon Highway Plan.
B. 
Special Transportation Areas (STA). Access to arterial streets located in the area designated as a special transportation area is less restrictive than in the Oregon Highway Plan.
C. 
Commercial Joint and Cross Access.
1. 
Adjacent commercial properties classified as major traffic generators shall be provided a cross access drive and pedestrian access to allow circulation between sites.
2. 
A system of joint use driveways and reciprocal access agreements shall be established wherever feasible and shall incorporate the following:
a. 
A continuous service drive or cross access corridor extending the entire length of each block served to provide for driveway separation consistent with the highway’s access management classification system if accessing the highway;
b. 
A design speed of 10 miles per hour and a maximum width of 20 feet to accommodate two-way travel aisles designated to accommodate automobiles, service vehicles, and loading vehicles;
c. 
Stub-outs and other design features to make it visually obvious that the abutting properties may be tied in to provide cross access via a service drive;
d. 
A unified access and circulation system plan for coordinated or shared parking areas is encouraged.
3. 
Shared parking areas shall be permitted a reduction in required parking spaces if peak demands do not occur at the same time periods pursuant to BMC § 17.92.080.
4. 
Pursuant to this section, property owners shall:
a. 
Record an easement with the deed allowing cross access to and from other properties served by the joint use driveways and cross access or service drive;
b. 
Record an agreement with the deed that remaining access rights along the roadway will be dedicated to the city and pre-existing driveways will be closed and eliminated after construction of the joint use driveway;
c. 
Record a joint maintenance agreement with the deed defining maintenance responsibilities of property owners.
D. 
Commercial Access Connection and Drive-way Design.
1. 
Driveways shall meet the following standards:
a. 
If the driveway is a one-way-in or one-way-out drive, then the driveway shall be a minimum width of 10 feet and shall have appropriate signage designating the driveway as a one-way connection.
b. 
For two-way access, each lane shall have a minimum width of 10 feet.
2. 
Driveway approaches must be designed and located to provide an exiting vehicle with an unobstructed view. Construction of driveways along acceleration or deceleration lanes and tapers shall be avoided due to the potential for vehicular weaving conflicts.
3. 
The length of driveways shall be designed in accordance with the anticipated storage length for entering and exiting vehicles to prevent vehicles from backing into the flow of traffic on the public street or causing unsafe conflicts with on-site circulation.
4. 
Approval from the jurisdiction with authority must be provided when substantial expansion of a commercial structure that requires additional parking or a new driveway access to a public street is proposed.
E. 
Reverse Frontage.
1. 
Residentially zoned lots that front on more than one street shall be required to locate motor vehicle accesses on the street with the lower functional classification, or lower average daily traffic, if both facilities have the same functional classification. Where safety or other concerns exist, the city will have final authority to permit appropriate access.
2. 
When a residential subdivision is proposed that would abut an arterial, it shall be designed to provide through lots along the arterial with access from a frontage road or interior local road, unless otherwise constrained by topography. Access rights of these lots to the arterial shall be dedicated to the city and shown on the recorded plat. A berm or buffer yard may be required at the rear of through lots to buffer residences from traffic on the arterial. The berm or buffer yard shall not be located within the public right-of-way.
F. 
Connectivity.
1. 
The street system of proposed subdivisions shall be designed to connect with existing, proposed, and planned streets outside of the subdivision as provided in this section.
2. 
Wherever a proposed development abuts unplatted land or a future development phase of the same development, street stubs shall be provided to provide access to abutting properties or to logically extend the street system into the surrounding area. All street stubs shall be provided with a temporary turn-around unless specifically exempted by the site plan committee, and the restoration and extension of the street shall be the responsibility of any future developer of the abutting land.
3. 
Collector and local residential access streets shall connect with surrounding streets to permit the convenient movement of traffic between residential neighborhoods or facilitate emergency access and evacuation. Connections shall be designed to avoid or minimize through traffic on local streets. Appropriate design and traffic control and traffic calming measures are the preferred means of discouraging through traffic.
4. 
When a public or private street intersects a state highway, the Oregon Highway Plan will be used to determine proper spacing and signal placement.
(Ord. 07-O-595; Ord. 12-O-696 § 2; Ord. 17-O-770 § 2 (Att. C))
New commercial and multifamily development will provide safe and convenient pedestrian and bicycle access and connections such as accessways, walkways, and transit facilities.
A. 
Internal pedestrian and bicycle circulation shall be provided in new commercial, office and multifamily residential developments through the clustering of buildings, construction of hard surface walkways, landscaping, accessways, or similar techniques.
B. 
Bikeways shall be required, where possible, along existing arterial and collector streets. Bikeways shall be required on proposed collector streets.
(Ord. 07-O-595)
A. 
Distance from Intersection. Driveway approaches shall be positioned from the intersection of a residential street a distance of no less than 20 feet and 100 feet for collector and arterial streets; provided, however, that such distances may be reduced by the city engineer where impractical due to lot configuration and/or width.
B. 
Number of Accesses Permitted. Access points to a public street shall be the minimum necessary to provide reasonable access while not inhibiting the safe traffic circulation and carrying capacity of the street. Each parcel or lot may have one access to the street unless an additional access is approved by the site plan committee.
C. 
Joint Access Encouraged. Common accessways at a property line shall be encouraged and in some instances may be required in order to reduce the number of access points to streets. Construction of common accessways shall be preceded by recording of joint access and maintenance easements.
D. 
Approval from the jurisdiction with authority must be provided when a new driveway access to a public street is proposed.
E. 
Driveway Approach Width Standards. Driveway approaches for single-family and two-family dwellings shall have a minimum width of eight feet and a maximum width of 27 feet in addition to ADA compliant wings on either side. All other residential driveway approaches shall be a minimum of 15 feet and a maximum of 36 feet. Approaches shall be built to city standards per the “Engineering Requirements and Standard Specifications for Public Works Infrastructure.”
Requests for wider approaches shall be reviewed by the site plan committee on a case-by-case basis. For properties where the ADA compliant wings would extend beyond the property lines, the driveway shall be centered on the property frontage and the approach design shall be reviewed by the site plan committee. Considering ADA requirements, an approved recommendation shall be given that will mitigate the narrower approach to prevent undue inconvenience to neighboring properties. Approaches that serve driveways within an easement shall be reviewed by site plan committee on a case-by-case basis.
(Ord. 07-O-595; Ord. 17-O-770 § 2 (Att. C))