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• • <br />t a <br />#2466 Renckens & Winston <br />May 21,1999 <br />Page 7 <br />IBID., P. 7-7: <br />"Roadway maintenance concerns are perhaps the most significant factor in long-range <br />transportation planning for Orono... the planning concerns for new roadways include not <br />only the initial cost-benefit question, but also the worry about spreading future maintenance <br />capability beyond the reach of limited crews or limited budgets" From a Public Works <br />perspective, maintenance of through streets is less costly and more efficient than maintenance <br />of cul-de-sacs. <br />RURAL TRANSPORTATION POLICIES, NO. 4. P. 7-12: <br />"Rural residential developments will utilize private road feeders to supplement the <br />existing public road grid. Because of topographical limitations, the historic shape of rural <br />land divisions, and the low density of rural land use, most residential lots are best preserved <br />(sic) by short dead-end roads running off the existing street sy stem. The low number of <br />dwellings on each road, the dead-end configuration and the scattered road locations make <br />public roadway maintenance excessively costly compared to any public benefit. Therefore, <br />most new rural lots will be directly served by privately owned and mo '.ntained roadways. <br />New public streets will be accepted where a 'through' configuration provides a general <br />public benefit and/or where the number of residences justifies public maintenance expense." <br />RURAL TRANSPORTATION POLICIES NO. 5, P. 7-12: <br />"Private rural roadways will be constructed to rural design standards.... The length of dead ­ <br />end roads will be limited for public safety purposes." Crystal Creek Road was allowed to <br />exceed the City's length standard because it was intended to connect through to the east in <br />the future. <br />RURAL TRANSPORTATION POLICIES NO. 7, P. 7-13: <br />"Driveway locations and rural street or private road intersections will be limited for <br />traffic safety. Rural traffic speed is generally faster than that in urban neighborhoods <br />requiring greater sight distances and a lesser number of intersection conflicts for the <br />same degree of traffic safety. Joint use of carefully located private roads will generally be <br />preferred over direct access onto public highways from separate properties." The <br />subdivision as proposed ultimately would result in an additional access point onto Watertown <br />Road where only one now exists.