A. 
Design Objective. To create a circulation system that provides for the safe and efficient movement of vehicles and reduces conflict with pedestrians and bicyclists and to provide roadway standards that will help create streets that are inviting, multi-modal public places for vehicular traffic, bicyclists, and pedestrians.
B. 
The streetscape types and standards are intended to implement desirable and safe neighborhoods and to provide the pedestrian with a sense of safety and accessibility in University Place.
C. 
UPMC § 13.20.950 describes the characteristics of streetscape types allowed in residential neighborhoods in University Place and UPMC § 13.20.960 provides standards for the streetscape types.
(Ord. 559 § 7 (Exh. B § 2))
The following streetscape types are specific to the applicable street types as defined below:
A. 
Neighborhood Collector Arterial. Neighborhood collector arterials are two-lane streets that distribute traffic between principal traffic routes and local service streets within neighborhoods. They are capable of a medium to high amount of vehicular traffic while still maintaining a high quality pedestrian environment.
Wherever a neighborhood collector arterial intersects with another street, the intersection should be designed to provide pedestrians with safe passage. Features may include pedestrian bulb-outs, differentiated accent paving or striped paint within the intersection, and pedestrian refuge areas within the medians of arterials.
This streetscape type can be adapted to accommodate bus stops in accordance with City requirements and the specifications of Pierce Transit.
1. 
Neighborhood collector arterial streets should be paved, with a six-inch vertical cement concrete curb and gutter, a five-and-one-half-foot to eight-foot planted buffer strip, and five-foot cement concrete sidewalk on both sides of the street.
2. 
The pavement section width may vary depending on whether bicycle lanes or parallel parking are included.
3. 
Cul-de-sacs are prohibited.
4. 
The road right-of-way should be a minimum of 60 feet in width. The City may require additional right-of-way width within the pavement section, the buffer strip or beyond the sidewalk when determined necessary by the City Engineer to accommodate parking, traffic signage, larger street trees or other facilities intended to serve the public.
5. 
A neighborhood collector arterial street shall be a public road.
Figure 13.20.950-1
Neighborhood Collector Arterial
B. 
Local Feeder Street. Local feeder streets serve as primary access to residential developments from the adjacent street system. They distribute traffic from neighborhood streets and access lanes and channel it to the arterial system. These streets promote multi-modal transportation and create a leisurely pedestrian environment within new and existing neighborhoods in University Place.
Landscape strips and parallel parking provide buffers between the pedestrian environment and vehicular traffic. Local feeder streets are intended to have a more intimate nature than higher level arterial and collector streets in the City. Wherever a local feeder street intersects with another street the intersection should be designed to provide pedestrians with a safe passage. Features may include pedestrian bulb-outs and striped or differentiated accent paving within the intersection.
1. 
Local feeder streets should be paved, 34 feet wide from inside of curb to inside of curb, with a six-inch vertical cement concrete curb and gutter, an eight-foot planted buffer strip, and five-foot cement concrete sidewalk on both sides of the street.
2. 
Seven-foot-wide, parallel parking shall be included on both sides of the street.
3. 
Cul-de-sacs are prohibited.
4. 
The road right-of-way should be 60 feet in width. The City may require additional right-of-way width within either the buffer strip or beyond the sidewalk when determined necessary by the City Engineer to accommodate traffic signage, larger street trees or other facilities intended to serve the public.
5. 
A local feeder street shall be a public road.
Figure 13.20.950-2
Local Feeder Street
Figure 13.20.950-2A:
Undesirable: This street does not provide a safe or engaging environment for the pedestrian.
Figure 13.20.950-2B:
Desirable: This street creates an environment that is better suited for the pedestrian creating a landscaped buffer and parallel parking buffer.
Figure 13.20.950-3
Local Feeder Street
C. 
Neighborhood Street. Neighborhood streets are typically internal subdivision streets providing circulation within the subdivision or between subdivisions. Travel lanes and the overall road section are narrower than the typical local road, contributing to the residential character of the streetscape.
1. 
Neighborhood streets should be paved, 27 feet wide from inside of curb to inside of curb, with a six-inch vertical cement concrete curb and gutter, an eight-foot planted buffer strip, and five-foot cement concrete sidewalk on both sides of the street.
2. 
Seven-foot-wide, parallel parking shall be included on one side of the street.
3. 
Neighborhood streets should not exceed 150 feet in length without an emergency vehicle turn-around or through connection to another road. All portions of the exterior of the first floor of the dwelling units shall not exceed 150 feet from emergency vehicle access.
4. 
Cul-de-sacs are prohibited on neighborhood streets in small lot developments and discouraged in other locations. A cul-de-sac may be approved in a conventional plat when connectivity with the surrounding neighborhood is achieved. Such cul-de-sacs must include a central green court consistent with the City's low impact development goals and objectives.
5. 
The road right-of-way should be 53 feet in width. The City may require additional right-of-way width within either the buffer strip or beyond the sidewalk when determined necessary by the City Engineer to accommodate traffic signage, larger street trees or other facilities intended to serve the public.
6. 
A neighborhood street shall be a public road.
Figure 13.20.950-4
Neighborhood Street Section
D. 
Access Lane. Access lanes are designed to accommodate traffic between clusters of dwelling units, most commonly within small lot developments. They are the smallest street sections that serve emergency vehicles. Access lanes with a central green court and auto courtyards are allowed in lieu of cul-de-sacs, which are prohibited.
1. 
The access lane should be paved, 20 feet wide, with six-inch vertical cement concrete curbs and gutter, and shall not be longer than 150 feet without an emergency vehicle turn-around or through connection to another road.
2. 
All portions of the exterior of the first floor of the dwelling units shall not exceed 150 feet from emergency vehicle access.
3. 
The road right-of-way should be a minimum of 40 feet in width. A sidewalk or path may be placed within the 10 feet of right-of-way on either side of the paved roadway.
4. 
An access lane should be a public road.
5. 
Parallel parking should not be permitted within an access lane's constructed roadway. The right-of-way may accommodate perpendicular parking associated with private driveways.
6. 
An access lane should only intersect with another access lane, neighborhood street or alleyway.
7. 
At the City's discretion, pedestrian walkways may be constructed with pervious pavement in order to achieve low impact development goals and objectives.
Figure 13.20.950-5
Access Lane Section
E. 
Alleys.
1. 
Alleys are desirable facilities that eliminate the impact of the garage door and driveway apron on the streetscape and eliminate driveway access conflicts on streets with higher traffic volumes or speeds. They enhance the pedestrian orientation of the streetscape, reduce clutter associated with utility facilities and refuse collection, and provide additional flexibility for emergency response providers.
2. 
The purpose is to promote alleys at appropriate locations, with design quality consistent with existing neighborhood streetscapes and to improve the connectivity of future development in University Place.
Figure 13.20.950-6
Desirable: Front yard without garage or parking apron. Alleys are desirable to eliminate the impact of the garage door and driveway on the streetscape and eliminate access conflict to the street.
3. 
Alley Design Principles.
a. 
Alleys may have a straight layout and an unobstructed view from one end to the other when the goal is to provide the easiest access for utilities and services and the most open invitation to pedestrian and vehicular traffic.
b. 
Alley alignments may be adjusted to create more visual privacy through the use of jogs in the travel lane, doglegs or neck-downs at entrances, and building placement; provided, that utility designs and emergency or service vehicle access are not rendered impractical.
c. 
Dead-end alleys should not be used except when there are no practical alternatives due to topography or other site constraints.
d. 
When dead-end alleys are used, they should be less than 150 feet in length.
e. 
An alley should be a private road. Emergency response vehicles must have access through alleys.
f. 
Each lot shall provide lighting from either an attached building light fixture or a pedestal lighting fixture that is directed downward or employs control features to avoid spillover into adjacent rear yards and homes.
g. 
Parking shall not be permitted on either side of the alleyway.
h. 
Where an alleyway intersects an adjacent right-of-way, the alleyway shall be designed as a residential driveway with continuous curb, gutter, and sidewalk along the neighborhood street or access lane.
i. 
Pervious pavement is encouraged, and may be required, in order to achieve the City's low impact development goals and objectives.
Figure 13.20.950-7
Alley
Figure 13.20.950-8
Alley
F. 
Paseos. Paseos are pedestrian pathways that add a dimension and improve the pedestrian circulation network. Paseos may also provide limited service access during specified periods of the day and to emergency service vehicles. In addition portions of the Paseo may be used for outdoor dining, retail space, patios, art gardens, and related uses. Paseos should have a minimum unobstructed horizontal pedestrian clearance of 12 feet. The total width of the paseo should take into account intended uses and furnishings (such as tables, benches, planter pots, etc.) and provide for 12 feet clear in addition to the space required for the desired uses and furnishings. If a paseo provides more than one pedestrian passageway (such as tables in the middle and pedestrian passage on each side), then one pedestrian passage shall be at least 12 feet clear, and any additional passageways must be a minimum of 10 feet clear.
These types of “streets” are not shown in current land use designations, but would be appropriate to connect uses and activities in a pedestrian orientation without additional public rights-of-way. Paseos can also be incorporated into development areas where unique site constraints or opportunities are present, such as connecting front (street) and rear (alley) activity areas of the commercial block. Paseo street lighting and landscaping should be designed at a pedestrian scale.
Figure 13.20.950-9
Desired: This paseo provide ample landscaping, benches and lampposts, creating a preferable pedestrian environment.
Figure 13.20.950-10
Paseo
G. 
Multi-Use Paths. Multi-use paths provide low-stress environments for bicycling and walking that are separate from motor vehicle traffic. They can be great places for novice and child bicyclists to try out their bicycling skills prior to taking trips on urban streets. Multi-use paths are frequently in high demand among bicyclists, joggers, in-line skaters, people walking dogs, people with disabilities, and a variety of other users. Systems of multiuse paths in urban and suburban neighborhoods serve as the arterials of the bicycle and pedestrian transportation system. They serve as a complement to and extension of on-street facilities and offer the protection from motor vehicle traffic that many citizens seek when looking to leave their vehicle behind in favor of walking, or using a bike or a skateboard, or other form of non-motorized transportation.
1. 
Accessible Path Design. Because multiuse paths provide a transportation function, all newly constructed shared-use paths should be built to provide access for people with disabilities. In addition, existing shared-use paths should be improved to enhance access whenever possible. Key issues for accessibility include trail access points, grade, cross-slope, street crossings, curb ramp design, railings, and signage. A single source of access guidance for shared-use trails has not been compiled; however, taken together, the sources above address the essential topics.
a. 
Surfaces can be paved (asphalt or concrete) or unpaved (crushed stone or aggregate), but should be firm, stable, and slip-resistant.
b. 
Grades should generally be less than five percent, but can be up to eight percent for short distances, such as 10 feet. Level landings or rest areas should be provided at appropriate intervals on grades steeper than five percent.
c. 
Cross-slopes for drainage or super elevated curves should be no greater than two percent.
2. 
Trail Width. Under some conditions, the City may require a dedicated bicycle path and pedestrian path to be separated by a landscaping strip. In such cases, signage shall be provided to illustrate the dedicated bicycle and pedestrian lanes. Where space may be limited or bike and pedestrian traffic is moderate, however, a shared pathway may be acceptable. The recommended paved width for shared two-directional trails is 10 feet; however 12 to 14 feet widths are preferred where heavy traffic is expected.
Figure 13.20.950-11
Multi-Use Path
(Ord. 559 § 7 (Exh. B § 2.1))
The following table displays associated standards for each street type.
Table 13.20.960 Streetscape Type Standards
 
Neighbor-
hood Collector Arterial
Local Feeder Street
Neighbor-
hood Street
Access Lane
Alley
Paseo
Multi-Use Path
Functional Classifica-tion:
Collector
Local
Local
Local
Local
Pathway
Pathway
Right-of-Way Width:
60'
60'
53'
40'
20' – 24'
N/A
N/A
Through Traffic Lanes:
2 Lanes
2 Lanes
2 Lanes
2 Lanes
1 Lane
Emergency Only
Emergency Only
Traffic Lane Width
11'
10'
10'
10'
16'
N/A
N/A
Parking Lanes:
N/A
7' Wide, Parallel (Both sides of street)
7' Wide. Parallel (One side of street)
Not permitted
Not permitted
N/A
N/A
Sidewalks
6' (Both sides of street)
5' (Both sides of street)
5' (Both sides of street)
Variable walkway requirement
N/A
N/A
N/A
Landscaping/ Planter Strip Width (Including Curb)
5.5' – 8'
8'
8'
10' (Includes pedestrian walkway)
4'
N/A
N/A
Curb Radius (inside):
10' – 20'
10' – 20'
20'
20'
N/A
N/A
N/A
Bike Facilities:
On-street, striped 5' – 6' wide
On-street, shared use
On-street, shared use
On-street, shared use
On-street, shared use
N/A
Designated or shared bicycle lane(s)
(Ord. 559 § 7 (Exh. B § 2.2))
One of the objectives of the streetscape guidelines is to create a pedestrian friendly environment. The following guidelines for the treatment of the intersection will help to integrate the future built form, create a functional and aesthetic neighborhood pedestrian corridor and provide a safe environment.
A. 
Pedestrian crossings should be striped with a painted crosswalk to provide high visibility for both motorists and pedestrians.
B. 
Curb extensions or bulb-outs should be provided at the four corners of the intersection as a means of reducing pedestrian travel distance across the intersection, providing additional sidewalk space, providing additional opportunities for streetscape treatments and to slow traffic.
C. 
Street trees and raised planters should be considered where they will not interfere with pedestrian movement or obstruct sightlines for both motorists and pedestrians.
D. 
Pedestrian crossings should be integrally designed with the rest of the intersection.
Figure 13.20.970-1
Intersection
(Ord. 559 § 7 (Exh. B § 2.3))