The text
19-5-1 - Arrangement of Streets.#
The arrangement of streets shall provide for access to and circulation within the vicinity of the subdivision and the continuation of streets in lands adjoining the subdivision, as determined by the City Engineer. The street arrangement shall not cause unnecessary hardship for maintenance crews or owners of adjoining property when they plat their own land and seek to provide for convenient access to it, and it shall enhance access and connectivity. Half streets along the boundary of land proposed for subdivision or within any part of a subdivision will not be permitted.
In accordance with the City's Drainage Evaluation and Design Manual, downhill-sloping cul-de-sacs or dead-end streets are not permitted. Cul-de-sacs are discouraged as much as possible by the City Engineer, but if approved, they shall provide adequate space for snow plow storage (as indicated in KCC 19-6-3 item 12).
(Ord. 21-10-07, 10/21/2021; Ord. 25-06-03, § 22, 6/19/2025)
19-5-2 - Streets.#
1.
Major Streets. Arterial, collector, and significant local streets shall conform to the width designated on the Major Street Plan wherever a subdivision falls in an area for which a Major Street Plan has been adopted. For areas where the street plan has not been completed at the time the preliminary plat is submitted to the City, arterial, collector, or significant local streets shall be provided as required by the City.
2.
Local Streets. Local streets shall have a minimum width of fifty-five feet (55') with sixty-six feet (66') required for streets that will have greater use as determined by the City Engineer.
3.
Cul-de-sac Streets. Cul-de-sacs shall not be longer than six hundred feet (600') from the centerline of the adjoining street to the center of the cul-de-sac. Each cul-de-sac must be terminated by a turnaround of not less than one hundred feet (100') in diameter. If surface water drains into the turnaround due to the grade of the street, necessary catch basins and drainage systems and easements shall be provided.
4.
Temporary Dead-ends and Turning Area. Where a street longer than one (1) lot is designed to remain only temporarily as a dead-end street, the following shall apply:
a.
Temporary dead-ends or turnarounds (at phase or property boundaries) are required, in accordance with Appendix D of the IFC, and are limited to a hammerhead configuration. A permanent easement of right-of-way on the hammerhead shall be provided for as long as the hammerhead is in use as a temporary turnaround. However, if the subsequent subdivision phase is not recorded at the time of roadway paving in the preceding phase, the hammerhead shall be placed on the subsequent phase property.
b.
Where the street dead-ends against property which is not owned by the developer or is not part of a subsequent subdivision phase, either a hammerhead inside the subdivision, or a hammerhead on the adjacent property, along with a permanent easement of right-of-way from the adjacent property owner, shall be placed.
c.
When installing a hammerhead, the developer shall use the hammerhead as future driveways, which would not require future removal if the driveways meet City standards and meet the other requirements of D102.1 of the IFC.
5.
Intersections. The intersection of more than two (2) streets at one (1) point shall not be allowed. Streets shall intersect at a ninety degree (90°) angle. Street intersections shall be rounded with a minimum radius of twenty-five feet (25') measured at the back of curbs.
6.
Standard Street Sections. All streets, whether existing or proposed, shall be made to conform to the City Street Cross Section Standards as adopted by the City. Existing streets shall be profiled and redesigned to full street width far enough beyond the subdivision boundaries to drain and function properly.
7.
Street Grades. Street grades shall not exceed the following percentages: on arterial streets eight percent (8%); on local and collector streets ten percent (10%). Street grades near intersections shall be designed for adequate stopping and starting by adjusting grades on both sides of the intersection. Grades on all cul-de-sac streets shall be a minimum of 1.0% and on all other streets shall be a minimum of 0.5% unless specifically authorized by the City Engineer. The cross slope of the street cross section is defined on the standard drawings. The maximum difference in curb elevations shall not exceed one foot (1'), and then only with the approval of the City Engineer.
8.
Alleys. Alleys shall have a minimum width of twenty-six feet (26'). Alleys may be required in the rear of business lots, but will not be accepted in residential blocks except under unusual conditions where such alleys are considered necessary by the City
9.
Bridges. Design and construction of new bridges, whether essential for the overall circulation plan of the City or required only to serve a subdivision, shall be approved in advance by the City.
10.
Excavations and Fills. Subdivision development adjacent to the Great Salt Lake or its natural drainage channels, or within any marsh or wetlands which will result in any discharge of excavated or fill materials, may require obtaining a permit from the U.S. Army Corps of Engineers prior to the issuance of local permits for the deposition of fill material into any wetland or stream channel. This determination shall be made a part of the preliminary plat staff review.
11.
Names and Numbers. Names of new streets shall not duplicate existing or planed street names unless a new street is a continuation of, or in the alignment with, the existing or platted street. House numbers shall be assigned in accordance with the House Numbering System in effect in the City. All new streets shall be numbered if they are in alignment with the grid. They shall be named if not in alignment with the grid.
(Ord. 21-10-07, 10/21/2021; Ord. 24-01-03, 1/18/2024; Ord. 25-06-03, § 23, 6/19/2025)
19-5-3 - Traffic Impact Studies.#
1.
A Traffic Impact Study (TIS) shall be required for all proposed developments or changes in land use that meet one (1) or more of the following conditions:
a.
Trip Generation.
i.
Any development that generates one hundred (100) or more vehicle trips per day as determined using the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation.
ii.
For residential developments, a TIS is required if the development includes fifty (50) or more dwelling units.
iii.
For commercial or industrial developments, a TIS is required for any project exceeding thirty thousand (30,000) square feet of building area or any development type that is expected to generate significant peak hour trips (e.g., restaurants, gas stations).
b.
Proximity to Sensitive Areas.
i.
Any development located within one thousand (1,000) feet of a school, hospital, or emergency service facility shall be required to submit a TIS.
(1)
The study must evaluate pedestrian safety, school zone impacts, and the interaction of development traffic with existing public safety operations.
c.
Location-Based Requirements.
i.
A TIS is required for any development within:
(1)
Five hundred feet (500') of an arterial or collector road, railroad crossing, or a highway interchange.
ii.
Developments in these areas must include an evaluation of intersection impacts, vehicular congestion, and access management to ensure safety and efficient flow of traffic.
2.
Exemptions.
a.
Small-Scale Developments.
i.
Projects generating fewer than fifty (50) vehicle trips per day, as determined by ITE standards, are exempt unless otherwise directed by the City Engineer.
b.
Minor Modifications.
i.
Minor expansions or renovations to existing developments that do not significantly increase traffic volumes or alter access configurations may be exempt at the discretion of the City Engineer.
c.
Developments in Well-Served Areas.
i.
Projects located in areas with existing infrastructure that can handle the additional traffic without substantial impact may be exempt, provided a preliminary review by the City Engineer supports this conclusion.
3.
Scope of Traffic Impact Study.
a.
Each Traffic Impact Study shall be prepared by a licensed professional engineer specializing in transportation planning and analysis. The scope of the TIS should include, but not be limited to, the following:
i.
Trip Generation Analysis.
(1)
Use ITE Trip Generation rates to estimate the daily and peak hour trips generated by the proposed development.
ii.
Traffic Distribution and Assignment.
(1)
Analyze how the generated trips will distribute across the transportation network, taking into account the likely routes used by vehicles accessing the site.
iii.
Intersection Capacity Analysis.
(1)
Conduct intersection-level analysis for all intersections within a one thousand foot (1,000') radius of the project boundary.
(2)
Evaluate existing and future levels of service (LOS) and recommend mitigation measures where LOS falls below acceptable levels as defined by the City Engineer.
iv.
Pedestrian and School Zone Impacts (if applicable).
(1)
Evaluate the safety of pedestrians, especially near schools and hospitals, and determine if pedestrian crossings, signage, or school zone enhancements are necessary.
v.
Safety Review.
(1)
Review the accident history within the study area and identify any potential safety concerns. Recommend improvements to reduce crash potential, such as signal modifications, turn lane additions, or signage enhancements.
vi.
Mitigation Measures.
(1)
Provide specific mitigation measures to address any identified deficiencies or adverse impacts on traffic operations, safety, or pedestrian activity. Developers shall be responsible for implementing these improvements, which may include roadway widening, signalization, or turn lanes, as required by the TIS recommendations.
4.
Required Items for a Traffic Study.
a.
Project Overview.
i.
A project description including the type of development (residential, commercial, industrial, etc.), site location, and the development's scope (number of units, square footage, etc.).
ii.
A site plan showing access points, proposed buildings, parking lots, internal roadways, and any relevant on-site transportation features.
b.
Existing Conditions.
i.
A description of the current traffic conditions in the area, including existing roads, nearby intersections, and traffic control devices (signals, signs, etc.).
ii.
Existing traffic volume data for nearby streets and intersections, including daily and peak-hour volumes.
iii.
A description of nearby land uses, such as schools, hospitals, residential areas, or major employers that might influence traffic patterns.
c.
Trip Generation.
i.
Trip generation estimates based on the most recent edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual.
ii.
Estimation of peak-hour trips for the a.m. and p.m. periods, as well as total daily trips.
d.
Trip Distribution and Assignment.
i.
A map or diagram showing the expected distribution of trips (inbound and outbound) across the transportation network, including which streets and intersections will be impacted.
ii.
Assignment of trips to the roadway network, identifying which routes drivers are expected to use when accessing the development.
e.
Intersection and Roadway Analysis.
i.
Capacity analysis of nearby intersections and roadways, both for existing conditions and future conditions (with and without the development). This analysis should include:
(1)
Levels of Service (LOS) for intersections.
(2)
Queue lengths for key movements.
(3)
Delays and volume-to-capacity ratios for each approach at major intersection.
ii.
Traffic signal warrant analysis (if applicable) based on anticipated traffic volumes and intersection conditions.
f.
Pedestrian and Bicycle Analysis (if applicable).
i.
Evaluation of pedestrian and bicycle impacts, especially near schools, hospitals, parks, or areas with significant foot or bike traffic.
ii.
Identification of existing pedestrian crossings, sidewalks, and bicycle lanes, along with any proposed improvements or modifications.
g.
Safety Analysis.
i.
Crash data for nearby intersections and roads, including the number and types of crashes over the past three (3) to five (5) years.
ii.
Identification of any existing safety concerns, such as poor sightlines, high speeds, or frequent accidents, and recommendations for mitigating those concerns.
h.
Parking and Access Analysis.
i.
An evaluation of site access, including the number, location, and configuration of driveways, as well as any potential conflicts with existing traffic patterns.
ii.
On-site parking analysis, including parking lot layout, circulation, and the adequacy of parking supply relative to City standards.
i.
Future Traffic Projections.
i.
Future traffic volumes, taking into account projected growth in the area, background traffic increases, and the proposed development.
ii.
A twenty (20) year projection of traffic conditions, if applicable, for long-term planning and infrastructure needs.
j.
Mitigation Measures.
i.
A list of proposed mitigation measures to address any adverse traffic impacts identified in the study. These measures could include:
(1)
Roadway improvements (e.g., additional lanes, turn lanes, road widening).
(2)
Traffic signal upgrades or installations.
(3)
Changes to access points (driveway consolidation, turn restrictions, etc.).
(4)
Pedestrian and bicycle safety improvements.
ii.
Cost estimates and timelines for implementing the mitigation measures.
k.
Conclusions and Recommendations.
i.
A summary of the Traffic Impact Study's findings, including the overall impact of the development on the transportation network.
ii.
Specific recommendations for roadway or intersection improvements, safety enhancements, or other actions needed to maintain acceptable traffic conditions.
l.
Technical Appendices.
i.
All supporting data, such as traffic counts, signal timing plans, and detailed calculations, should be included in an appendix for City review.
5.
Intersection and Access Spacing.
a.
Intersections and accesses (driveways) shall be spaced as specified in City Code 19-6-3. The City Engineer may require a traffic study, prepared by a professional engineer, to evaluate additional spacing requirements based on site conditions.
(Ord. 25-06-03, § 24, 6/19/2025)
19-5-4 - Blocks.#
1.
The maximum length of blocks shall be one thousand three hundred feet (1300') and the minimum length of blocks shall be three hundred feet (300').
2.
The width of blocks shall be sufficient to allow at least two (2) tiers of lots, or as otherwise approved by the City because of design, terrain, or other unusual conditions.
3.
Blocks intended for business or industrial use shall be designed specifically for such purposes, with adequate space set aside for off-street parking and delivery facilities.
(Ord. 24-01-03, 1/18/2024; Ord. 25-06-03, § 25, 6/19/2025)
19-5-5 - Lots.#
1.
The lot arrangement and design shall be such that lots will provide satisfactory and desirable sites for buildings, and be property related to topography and to existing and probable future utilities, rights-of-way, and other requirements.
2.
All lots shown on the subdivision plat must conform to the minimum area and width requirements of the Zoning Ordinance for the zone in which the subdivision is located, unless:
a.
A variance is granted; or
b.
It conforms to the Planned Residential Unit Development (PRUD) or Condominium Project provisions.
3.
Each residential lot shall abut a paved street or common area of a Condominium Project that abuts a paved street. Interior lots having frontage on two (2) streets shall be prohibited, except where unusual conditions make any other design undesirable.
4.
Buildings constructed on corner lots shall comply with the minimum setback for both streets, or the setbacks of a Planned Residential Unit Development (PRUD), as provided in the Zoning Ordinance.
5.
Side lines of lots shall be at approximately right angles to the street line, or radial to the street line unless in a Condominium Project.
6.
Remnants of lots less than the minimum size required by the zoning after the subdividing of a larger tract shall be added to adjacent lots rather than allowed to remain as unusable parcels. In no event shall the subdivision of land create a lot which does not conform to the Zoning Ordinance requirements.
7.
Where the land included in a subdivision includes two (2) or more parcels in separate ownership and the lot arrangement is such that a property ownership line divides one (1) or more lots, the land in each lot so divided shall be transferred by deed to either single or joint ownership before approval of the final plat, and such transfer certified to the City by the County Recorder.
8.
Lots deemed by the Commission to be uninhabitable shall not be platted for residential occupancy, nor for such other uses as may increase danger to health, life or property, but such land within the plat shall be set aside for such uses as shall not produce unsatisfactory living conditions.
(Ord. 24-01-03, 1/18/2024; Ord. 25-06-03, § 26, 6/19/2025)
19-5-6 - Easements.#
Easements for culinary water, sewer, power, irrigation water, drainage, telecommunications, cable television and other utilities shall be provided by the Subdivider and designated on the plat as required to accommodate the utility systems in the subdivision. Where natural drainage channels, interceptor systems, or flood hazard zones cross the subdivision, the Subdivider must obtain the necessary permits to modify such drainage facilities, and designate the channels, systems, or flood hazard zones, and any associated restrictions, on the plat.
(Ord. 25-06-03, § 27, 6/19/2025)
19-5-7 - Parks and Other Public Places.#
In subdividing property, the City shall give consideration to suitable sites for parks, playgrounds, and other areas for similar public use.
(Ord. 24-01-03, 1/18/2024; Ord. 25-06-03, § 28, 6/19/2025)
19-5-8 - Technical Specifications and Drawings.#
The City's Technical Specifications and Drawing Standards shall apply to all development. A paper copy can be obtained, upon request.
(Ord. 20-07-03, 7/2/2020; Ord. 25-06-03, § 29, 6/19/2025)
Editor's note— The City's Technical Specifications and Drawing Standards are attached as Exhibit A to Ord. No. 25-06-03, adopted June 19, 2025.