(A)   All streets shall be properly integrated with the existing and proposed street system indicated on the village’s Official Map and Land Use and Major Streets Plan, and shall meet the specifications set forth in tabular form below.

   (B)   When a development street plan includes connectivity to an existing adjacent subdivision or collector street the connection shall be made as part of the first phase.

 

 

 

 

   (A)   Grades of street shall conform as closely as possible to the natural topography, but shall not exceed the maximum grade nor be less than the minimum grade indicated in the Table on Street Design Specifications.

   (B)   All streets shall be arranged so that building sites are at or above street grade.

   (A)   Residential streets shall be laid out so as to discourage through traffic.

   (B)   The rigid rectangular gridiron street pattern shall be avoided and the use of curvilinear streets, cul-de-sacs or U-shaped streets shall be encouraged to effect a more desirable street layout.

   Where a subdivision abuts or contains an existing or proposed minor arterial street, the Planning Commission may recommend and the Board of Trustees may require that access to the minor arterial street be limited by one of the following means:

   (A)   The subdivision of lots so that they back onto the minor arterial street and front onto a parallel land access street (double frontage lots), coupled with the installation of screening in a reserve (access-restricting) strip along the rear lot lines of the lots;

   (B)   A series of cul-de-sacs, U-shaped streets or short loops entered from and generally at right angles in the minor arterial street, with the rear lot lines of the lots at the termini of the streets backing onto the minor arterial street; or

   (C)   A frontage road separated from the minor arterial street by a planting strip, but having access thereto at suitable points.

   (A)   Streets shall be so arranged to provide for the continuation of streets between adjacent properties. The continuation is necessary for convenient movement of traffic, effective fire and police protection and efficient provisions of utilities. The developer's engineers are advised to also review the village's Official Map and Land Use and Major Streets Plan. If the adjacent property is undeveloped and the street must dead-end temporarily, the right-of-way shall be extended to the property line and no strip that would prevent connections with future streets shall be reserved. A temporary turnabout shall be provided at the terminus of any temporary dead-end street.

   (B)   For greater convenience to traffic and more effective police and fire protection, permanent dead-end streets shall be limited to 500 feet in length.

   (C)   The terminus of a permanent dead-end street shall not be closer than 50 feet to the boundary of an adjacent tract. A cul-de-sac turnaround, having a minimum right-of-way radius of 50 feet and a minimum pavement radius of 45 feet, shall be provided at the end of every permanent dead-end street. All surfaces of the turnaround shall be paved.

   (A)   Not more than two streets shall intersect at any one point.

   (B)   Streets shall be laid out so as to intersect as nearly as possible at right angles; in no case shall two streets intersect at an angle of less than 75 degrees. An oblique street shall be curved approaching an intersection and shall be approximately at right angles with the intersection for at least 100 feet therefrom.

   (C)   Proposed new intersections along one side of an existing street shall, whenever practicable, coincide with any existing intersections on the opposite side of the street. Except where terrain does not permit, street intersection jogs with centerline offsets of less than 150 feet shall not be permitted, except where the intersected street has divided lanes without median breaks at either intersection. Intersections involving collector or minor arterial streets should be at least 1,000 feet apart.

   (D)   Radii-returns at intersections shall be made concentric and shall be rounded by a radius of not less than 25 feet at the right-of-way line and less than 30 feet at the back of curb line.

   (E)   All streets (including intersections) shall be built in such a way that the cross-slopes thereon do not exceed 3%.

   (F)   The corner sight distance for streets should be a minimum of 300 feet and desirably should be 400 feet or more. For local streets the minimum corner sight distance should be a minimum of 200 feet and desirably should be 300 feet or more. In order to maintain the minimum distance, restrictions on height of embankment, locations of buildings and screening fences may be necessary. Any landscaping in the sight distance triangle should be low growing, i.e., two feet above pavement level.

   (G)   A flat grade shall be provided at intersections whenever practical; in hilly terrain, an area with a 3% slope or less for a distance of 75 feet from the center of the cross street shall be provided at the approach to the intersection.

   (H)   Where a development traffic study indicates a signal is required, or any governmental body directs a developer to install traffic signals, the poles, mast arms, signal heads and all associated fittings, connections, nuts and bolts shall be black in color. (All parts shall be galvanized per I.D.O.T. standard, primed per manufacturers recommendations and then painted black.)

   (A)   Where there is curvilinear horizontal alignment utilized for subdivision streets, the minimum centerline radius to be used shall be as indicated below.

 

 

   (B)   If reverse curves are utilized and the radii are less than 300 feet, a tangent at least 100 feet long should be introduced between the curves on collector streets and arterial streets.

   (A)   Whenever any subdivision abuts an existing street that is narrower than the standards indicated in Street Design Specifications, sufficient right-of-way shall be dedicated on the side abutting the subdivision to permit compliance with those standards at some future date.

   (B)   Existing streets within a subdivision shall be improved to the standards imposed in this subchapter and §§ 151.270 through 151.274 at the developer's expense.

   (A)   When right-of-way must be dedicated.

      (1)   The subdivider shall dedicate at least the minimum right-of-way indicated herein whenever he or she proposes to build any of the listed streets.

      (2)   Whenever the subdivider proposes to build any of the listed streets, he or she shall dedicate right-of-way in excess of the stated minimum where, in the village staff's professional opinion:

         (a)   Due to topography, additional width is necessary to provide adequate sight-lines; or

         (b)   Due to the location of streams, railroad tracks and the like, additional width is needed to construct bridges, underpasses and/or safe approaches thereto.

   (B)   When right-of-way must be reserved.

      (1)   The subdivider shall reserve right-of-way whenever a subdivision abuts an existing street that does not meet the standards set forth herein.

      (2)   The subdivider shall reserve sufficient right-of-way along the side of the street abutting the subdivision so that, when additional right-of-way is acquired on the other side, it will be possible to comply with the standards.

   (C)   Right-of-way not part of minimum setback. Any land that is dedicated or reserved for public rights-of-way shall not be counted in determining compliance with the lot size and setback requirements set forth in this Code.

   (A)   To create any private street, a variance must be granted by the village.

   (B)   To obtain such a variance, the subdivider must satisfactorily demonstrate that there is no current or potential public interest in the proposed private street.

   (C)   If a private street variance is granted, provisions shall be made for utility easements, sidewalks and bikeways that may be used by the public within the private street right-of-way unless waived by action of the Village Board of Trustees.