Article III Road And Bridge Standards

Roadways in Urban Growth Areas.

Unless otherwise provided for, roadway construction and improvement within unincorporated Lewis County shall comply with the Lewis County road standards where specific city road standards have been adopted and incorporated by the county in conjunction with an inter-local agreement or memorandum of understanding, with a particular city for its urban growth area, city standards shall apply. For cities that do not have adopted road standards, or for cities that do not have an inter-local agreement with Lewis County, and for county UGAs not attached to cities, the county standards shall apply.

Where city standards are deemed to apply to roadway construction and improvements, if it appears that incorporated city road standards produce an unacceptable result in the opinion of the county engineer, the county engineer shall notify the particular city of the county's objection. That city shall provide written comments to the county engineer outlining the city's position within 15 days of such notification. The county engineer shall make a determination within five days of the receipt of the city's comments or within 20 days from date of notification to the city as to what requirement shall apply, considering any timely comments submitted by the city.

Roadway construction within areas of more intense development may utilize either a rural or an urban roadway section. The actual roadway design, such as sidewalk construction, may vary depending on zoning, adjacent land uses, surrounding transportation system, scope of project, and transportation impact analysis. The urban road section is contained in Standard Detail 3-1, Urban Road Section.

Roadways in Rural Areas. All roadway construction and improvement within rural areas of Lewis County will comply with the rural roadway standards as set forth in this chapter. These standards are primarily based on the Local Agency Guidelines (LAG Manual); and the Washington State Design Manual, and AASHTO where the LAG Manual does not give adequate guidance. The typical roadway section and standard lane and shoulder widths are contained in Standard Detail 3-2, Rural Road Section.

(Ord. 1194 Exh. B, 2007)

§ 12.60.250 Maximum grades.

Acceptable grade to assure emergency access, sight distance, reasonable operating speeds for trucks, acceptable snow and ice factors, and stormwater management is an important consideration. Tolerable maximum grades will vary with road use and location.

Grades exceeding the maximum grades specified in Standard Details 3-1, Urban Road Section, and 3-2, Rural Road Section (located at the end of this chapter) shall require approval by the county engineer and county fire marshal or fire district, whichever is applicable, upon a showing that no practical alternative exists.

(Ord. 1194 Exh. B, 2007)

§ 12.60.260 Sight distance.

The calculation of sight distance for stopping, decision, passing, and intersections is discussed in AASHTO's A Policy on Geometric Design of Highways and Streets, WSDOT's Design Manual and AASHTO's Guidelines for Geometric Design of Very Low Volume Local Roads. Sight distance is the length of roadway visible to the driver. Intersections should be planned and located to provide as much sight distance as possible. At a minimum, the intersection sight distance must provide sufficient sight distance for the driver on the minor roadway to cross or turn left onto the major roadway without requiring approaching traffic to reduce speed to less than 70 percent of the speed limit.

All stopping sight distance calculations for hard-surfaced roads shall be based on appropriate AASHTO guidelines, including supplemental volumes, with adjustments for grades and proximity to intersections.

(Ord. 1194 Exh. B, 2007)

§ 12.60.270 Private roads.

A private road is defined as "Private vehicular access provided by an access tract, easement, or other legal means to serve property that is privately owned and maintained." The purpose of private road standards is to provide an option to retain rural character, reduce costs to serve large rural lots, and allow more control, security, and sense of identity when public roads are not needed for public circulation. Private roads are approved only when the county engineer has approved the road location and all criteria in LCC § 16.05.090 have been met.

The design of the roadway varies depending on the projected average daily traffic volume as contained in Standard Detail 3-2, Rural Road Section, for paved and unpaved roadways, at the end of this chapter. The required design level is determined based upon number of units potentially served by the road.

Private roads must be accessible at all times for emergency and public service vehicle use.

§ 12.60.280 Driveways and private roads.

The following statement is required on the face of any plat developed under LCC Titles 16 and 17, which contains a private road:

WARNING: Lewis County has no responsibility to build, improve, maintain, or otherwise service the private roads contained within or providing access to the property described in this [plat / short plat / large lot subdivision / binding site plan].

(Ord. 1194 Exh. B, 2007)

A driveway is defined as an access from a public right-of-way or private access easement serving one to two lots or parcels constructed to the requirements in Standard Detail 3-2, Rural Road Section. If the driveway is longer than 300 feet, it shall be dimensioned to safely accommodate local fire safety and emergency vehicles, and approved by the county engineer. Driveway construction as required for a single family residential building permit is exempt from the requirements of LCC § 12.60.140.

Easements are required where parcels require legal access to the road over and across another parcel, or where the same access is shared between one or more parcels. Single parcels which front a county road and have safe and legal access do not require a separate easement for a driveway.

Private roadways are constructed to access more than two lots or parcels. Existing and newly created parcels are counted towards this standard.

A road approach permit shall be obtained from Lewis County public works prior to accessing any county road per Article VI of this chapter. Location, horizontal and vertical alignment, and width of the approach shall be as designated by the county engineer and stated on the permit.

All driveways and private roadways shall have an approved residential or commercial road approach constructed per Standard Detail 3-3, Residential and Commercial Driveway Approaches.

The location of driveways and private roadways shall be on property owned or with approved easement rights to serve the applicant. Joint use driveways are encouraged, and may be needed to meet vehicular safety. Minimum dimensions shall be per Standard Detail 3-3, Residential and Commercial Driveway Approaches, or as required by the county engineer.

§ 12.60.290 Commercial or public road approaches.

Driveways and private roadways shall be of sufficient length so a vehicle in the driveway does not project into the road right-of-way, sidewalk, or pathway.

(7)

Access to a county road will normally be limited to one approach for each parcel. Multiple approaches for one parcel shall be approved only by the county engineer if public vehicular safety is met.

(8)

Surface drainage shall be consistent with the current stormwater regulations in Chapter 15.45 LCC unless otherwise stated in the road approach permit or by the county engineer. The applicant shall construct improvements to roadway ditches and replace affected roadway structures should the approach impact county road drainage.

(9)

Driveways and private roadways shall not be permitted to access arterials or collectors unless the parcel has no other reasonable access to the public roadway. The parcel shall only be allowed to access an arterial or collector if located at the appropriate distance from the nearest intersecting road as per the Highway Access Management Guidelines in Chapter 468-52 WAC. A driveway or private roadway shall access the arterial or collector road with the lower functional classification.

(Ord. 1194 Exh. B, 2007; Ord. 1357, 2024)

Commercial or public road approaches are constructed on private property to serve commercial, industrial, and multifamily projects.

Access to a public road shall be limited to one county road approach connected to the lowest classified roadway for each tract of land separately owned. Tracts fronting more than one public street may be permitted an access to each public street if the traffic impact analysis supports multiple accesses. Two or more public driveways accessing a public street will only be allowed with the approval of the county engineer. Properties contiguous to each other and owned by the same person are considered to be one tract.

Commercial approaches shall be constructed with safety as the primary design criteria and to provide internal connections between neighboring properties. Developments must give priority to internal access before access to the public roadway system is permitted. Cross access allows vehicles to circulate between commercial properties without having to re-enter the public street system. All driveways shall meet the access spacing standards in LCC § 12.60.630.

No commercial approach shall be approved where backing onto the roadway, sidewalk, or pathway will occur.

Urban style commercial approaches shall be constructed to Standard Details 3-5, Curb and Driveway Gutter Section, and 3-6, Reverse Slope Curb and Gutter Driveway Section.

Rural commercial approaches shall be constructed to Standard Detail 3-3, Residential and Commercial Driveway Approaches, at the end of this chapter.

(Ord. 1194 Exh. B, 2007)

§ 12.60.300 Emergency access roads.

The emergency access road shall be constructed with an all-weather surface to adequately support the proposed loads of emergency vehicles. Design of such roads is site specific and may require close coordination between public works and area fire districts.

The structural section of a permanent fire access road shall meet the same requirements as those for a rural road section contained in Standard Detail 3-2 (located at the end of this chapter).

Maximum grade for an emergency access road is 12 percent.

Unless otherwise approved by Lewis County, turnarounds shall be required for any required emergency access road exceeding 150 feet in length. Turnarounds shall be a cul-de-sac meeting the requirements of these standards.

An unobstructed vertical clearance of not less than 14 feet in height shall be maintained for the required width of the emergency vehicle access road.

The emergency vehicle access road shall be shown on the site plan.

(7)

The emergency vehicle access road shall be maintained in accordance with these standards by the property owner.

(8)

Gates may be permitted and shall meet all the requirements of LCC § 12.60.650.

(9)

"No Parking - Fire Lane" signs shall be provided at the required location(s), as directed by Lewis County. Signage shall be maintained by the applicant.

(Ord. 1194 Exh. B, 2007)

§ 12.60.310 Dead-end roads.

Temporary dead-end roads shall have turnaround provisions and a barricade meeting MUTCD standards must be provided. Refer to Standard Detail 3-7 for Cul-De-Sac Detail and 3-8 for Hammerhead Detail. Hammerheads may be allowed in commercial or industrial areas, consistent with LCC § 12.60.060.

Temporary dead-ends or a shared access may be required for subdivisions where the potential for future connectivity exists due to the proximity of underdeveloped properties.

Temporary turnarounds are needed for termination of a road less than 150 feet in length and at the property boundary. Removal of the temporary turnaround and extension of the future road shall be the responsibility of the developer who extends the road.

Permanent dead-end roadways in excess of 600 feet are discouraged and shall only be allowed with the approval of the county engineer in cases where geographical, topographic, or environmental conditions preclude connections with other roads. Dead-end roads in excess of 600 feet may be considered if the number of lots served does not exceed 50 and an emergency turnaround is provided near the mid-length of the road.

A turnaround consistent with Standard Details 3-7, Cul-De-Sac Detail, or 3-8, Hammerhead Detail, shall be required on any private road between 150 and 600 feet in length.

A gate installed over a private road shall be considered a dead-end road, and shall require a turnaround consistent with these standards.

(Ord. 1194 Exh. B, 2007)

§ 12.60.320 Intersections.

An intersection may be any access point, whether a public street, or a public or private driveway onto a county road. See Article VI for access management criteria and LCC § 12.60.280 for driveway access issues.

Street intersections shall be laid out so as to intersect as nearly as possible at right angles. Sharp angled intersections shall be avoided. The angle of an intersection on new construction shall not be less than 75 degrees or more than 105 degrees.

On sloping approaches at an intersection, landings shall be provided with grade not to exceed three percent slope for a distance of 30 feet approaching any arterial or 20 feet approaching a collector or local access road.

(Ord. 1194 Exh. B, 2007)

§ 12.60.330 Dedications.

Right-of-way dedication at a minimum shall be in accordance with the applicable standard roadway section in Standard Details 3-1, Urban Road Section, and 3-2, Rural Road Section (located at the end of this chapter), to accommodate motorized and nonmotorized transportation, parking, utility, and buffer requirements.

The county engineer may require the dedication of additional right-of-way as a condition of project approval to provide the necessary right-of-way for the extension of existing and future roads for compatibility with the area's circulation system.

(Ord. 1194 Exh. B, 2007)

§ 12.60.340 Railroad grade crossings.

All proposed railroad crossings shall be submitted to and approved by the railroad and the Utilities and Transportation Commission.

(Ord. 1194 Exh. B, 2007)

§ 12.60.350 Traffic control.

An applicant who is working in public right-of-way shall be responsible for all traffic control in accordance with the Manual on Uniform Traffic Control Devices (MUTCD) or as modified by the traffic engineer. Prior to the disruption of any traffic, a traffic control plan shall be prepared and submitted to the county for approval. At no time shall a roadway be blocked without the approval of the county. No work shall commence until the county has approved the plan and traffic control is in place.

During any construction, barriers and warning signs shall be erected, lighted, and maintained as necessary or as directed by the county for the protection of the traveling public. The county may hire or use county forces to bring traffic control up to the safety standards set out in the MUTCD, WSDOT Design Manual, and other applicable documents at the applicant's expense when the safety of the traveling public is at risk.

Two-way traffic shall be maintained at all times unless specifically approved on the traffic control plan. Flaggers shall be shown on the traffic control plan except for emergency situations. The applicant is responsible for traffic control signing in accordance with MUTCD requirements.

All lane restrictions shall be held to a minimum time and length. Lane closures shall comply with the traffic control plans, the MUTCD, and the WSDOT standard plans.

Road closures are allowed only when no viable alternative exists. Closures of a county road will be permitted by the county engineer and board of county commissioners for a specific duration. Requests must be submitted a minimum of three weeks prior to the closure.

Flaggers shall possess a current flagging card issued by the state of Washington prior to performing any traffic control work on a project. Workers engaged in flagging shall wear reflective clothing and hard hats. Flaggers' paddles shall meet MUTCD standards.

(Ord. 1194 Exh. B, 2007)

§ 12.60.360 Roadside obstacles.

Existing or new roadside features which could present a hazard to the public shall be placed outside of clear zone areas unless justified to the county engineer's satisfaction by suitable engineering studies considering traffic safety, or where shielded by a barrier, placed in an area normally inaccessible to vehicles, or utilize a breakaway design. If barriers are required they shall be designed to AASHTO and WSDOT standards.

Locations of poles shall be compatible with driveways, intersections, and other roadside features. They shall not interfere with sight distance, roadway signing, traffic signals, culverts, etc.

§ 12.60.370 Roadway bases and surfacing.

Costs of relocating poles or obstacles to achieve these standards are the responsibility of the applicant/developer whose project necessitates compliance with these standards. On public projects, relocation costs will be the responsibility of the utility company, consistent with the franchise agreement.

(Ord. 1194 Exh. B, 2007)

Both public and private road surfacing requirements are illustrated in both Standard Details 3-1, Urban Road Section, and 3-2, Rural Road Section. Alternate paving and surfacing designs may be accepted based on AASHTO guidelines.

Public roads or roads to be accepted into the county system, including emergency fire access roads, require the following:

One soil sample per each 500 lineal feet of centerline with three minimum per project representative of the roadway subgrade shall be taken to determine a statistical representation of the existing soil conditions.

The pavement and surfacing design, signed and stamped by an engineer licensed by the state of Washington, shall be based on actual soils tests and submitted with the plans. All depths indicated are a minimum compacted depth.

(c)

Fire access road structures shall meet the standards as required for a road serving under 80 vehicles a day. Alternate materials, e.g., paving tiles or gravel, may be approved provided the structure is designed to support fire apparatus vehicles.

(d)

The entire subgrade and all surfacing material shall be compacted with approved compaction equipment to 95 percent of material's maximum density in accordance with Method C of state standard specifications.

(e)

The application of any asphalt shall follow the weather restrictions in Standard Specifications 5-04, and shall not be applied before any imminent storms that might damage the construction. The county engineer will have the discretion as to whether the surface and materials are suitable to proceed with asphalt paving.

(Ord. 1194 Exh. B, 2007)

§ 12.60.380 Bridges.

Bridges on Public Roads.

Except as specified below, Lewis County bridges on public roads shall be designed and constructed according to the latest edition of Standard Specifications for Highway Bridges adopted by AASHTO, including all interim addenda. Bridge and approach railings shall be provided in accordance with AASHTO Bridge Specifications or with AASHTO Guide for Selecting, Locating, and Designing Traffic Barriers. Final plans and structural computations shall be submitted by a bridge engineer.

Bridge width on new bridges shall comprise the full width of the road being served. This includes the traveled way, curb, sidewalk, walkway, bike lanes, equestrian lanes, and/or shoulders. Requirements of utilities shall be duly considered and provided for.

(c)

The width of the bridge shall be measured between curbs or between faces of rails, whichever is less, but in no case shall bridges on roads with an ADT greater than 400 be less than 28 feet in width.

(d)

Overhead vertical clearances shall be no less than 16 and one-half feet.

New Bridges on Private Roads.

On a private road, bridges built in conjunction with any permit or approval of Lewis County, a bridge engineer shall prepare the plans.

A letter, stamped and signed by the bridge engineer, certifying the structure has been designed to accommodate all anticipated traffic loads, including fire apparatus (HS 25-44 Minimum Loading).

(c)

A copy of the hydraulics permit issued by Washington State Department of Fish and Wildlife.

(d)

A certification from the bridge engineer that the structure has been built to approved plans.

(e)

A maintenance and periodic inspection (M and I) plan, identifying reporting tactics and responsible parties for maintenance and repairs.

Existing Bridges on Private Roads.