A.
Purpose. The purpose and intent of this section is to provide guidance
for creating an accessible, interconnected network of
streets
that accommodate all ages, abilities,
and modes of transportation, including walking, cycling, driving,
and public transit. Integration of the street
design components described in this section will provide the framework
for creating new memorable, enjoyable places, not just conduits for
moving a single mode of transportation; while preserving the many
existing examples of good streets
in Kingston.B.
C.
General street standards.
(1)
Context classifications.
(a)
To facilitate context-sensitive street design, Context classifications
have been established to guide the design of new streets and improvements
to existing streets. The context classifications relate to the Transect
Zones on the Kingston Regulating Map as described in Table 405.22.C.
(b)
The context and functional classifications for Kingston's existing street network are identified on the Street Type Map. (See Regulating Maps, Article 2.)
Table 405.22.C
Context Classifications
| ||
---|---|---|
Context Classification
|
Applicable Transect Zones
| |
Urban center
|
C5
|
T5MS, T5F, T5N, T4MS
|
Urban general
|
C4
|
T4MS, T4-O, T4N, T3-O, T3N
|
Suburban
|
C3
|
T3-O, T3N, T3L, T2C, T1
|
Rural
|
C2
|
T3-O, T3N, T3L, T2C, T1
|
Natural
|
C1
|
T1
|
(2)
Functional classifications.
(a)
Background.
[1]
Access is a key parameter in the definition of conventional
functional classifications. Arterials are intended to provide less
motor vehicle driver access to adjacent
building
or land uses. Local streets provide much more motor vehicle driver
access to adjacent buildings
/land uses.
Collectors connect arterial and local motor vehicle travel and should
provide intermediate motor vehicle driver access to adjacent buildings
/land uses. Trip length is the other
defining parameter for functional classifications. Arterials should
carry longer motor vehicle driver (and passenger) trips. Collectors
carry intermediate length driver trips and locals carry the shorter
motor vehicle driver trips.[2]
The emphasis on motor vehicle drivers is noted here to show
that most reference material for functional classification has assumed
these specific users only and thus prioritized their function in the
networks. This inadvertently excluded other travelers moving on foot,
by bicycle, by transit and by any other mode from the definition of
functional classification. This organizing theory was motor vehicle
focused. The assumption also held that demand for other modes was
negligible. The 21st Century's emerging complete streets, multimodal,
pedestrian and bicycle policies require a new definition of functional
classification. Given the current emphasis on more diverse mobility
than the single purpose of motor vehicle travel, policies for planning
and programming transportation facilities should adjust to incorporate
a broad range of travelers and their travel modes.
[3]
To achieve this, access by all modes, from each classified street
or road to adjacent land use/
buildings
should be considered essential. Access limitations should primarily
be considered in rural context areas.(b)
This Code focuses on the following purposes for all functional
classifications:
[1]
Local streets provide access to all land uses by travelers moving
a short distance.
[2]
Collector streets provide access to all land uses and serve
to connect local and arterial streets for travel of a medium distance.
[3]
Compact arterial streets provide access to all land uses by
all modes for longer distance travel in all context areas.
[4]
Arterial streets provide access to all land uses, with some
limited access control in the C3 Suburban Context Classifications
or C2 Rural Context Classifications where safety requires access control
at higher speeds.
(3)
Street hierarchy. On each parcel that has multiple street frontages
(i.e., corner lots), applicants shall work with the
Planning Administrator
to determine the applicable
front build-to zone
or setback
based on the hierarchy of the adjacent streets and
pattern established by surrounding development. Front build-to zones
or setbacks
should generally apply to streets closer to the top of the hierarchy,
for example along regional streets that connect between neighborhoods
and where adjacent land use is most intense; the orientation of surrounding
lots shall also be considered. If both intersecting streets have the
same classification, the pattern established by existing buildings
within 150 feet of the subject lot
shall establish the front condition.(4)
Sight triangle requirements. Intersection design shall facilitate
eye contact between street users, ensuring that motorists, bicyclists,
pedestrians, and transit vehicle drivers intuitively read intersections
as shared spaces. The following sight triangle standards shall apply
in addition to any New York State minimum sight distance requirements:
(a)
The visibility of pedestrians and bicyclists can be improved
by lowering target speed, prohibiting parking within 25 feet of the
intersection corner, improving streetlighting, providing raised crosswalks/intersections,
and locating stop bars well in advance of a crosswalk.
(b)
Streetscape objects within a sight triangle that would obstruct a
driver's view shall be modified in order to provide
a clear sight triangle. At all street intersections, no obstruction
to vision (other than buildings, posts, columns or trees) exceeding
30 inches in height above street level shall be erected or maintained
within 25 feet distant from a cross street edge line extended through
the intersection. Trees may remain within sight triangles if all limbs
below five feet in height above the elevation of the adjacent roadway
are removed.
(5)
Target speed. To achieve a safe and
walkable
community, managing motor vehicle speed through design is critical.
Speed management achieves two primary goals: 1) reduction of crash
probability and severity, especially with pedestrians; and 2) increased
economic benefits. When traveling at lower speeds, drivers have a
wider cone of vision, allowing the driver to better see and react
to pedestrians, bicyclists, or parking maneuvers. Slower motor vehicle
speeds also allow motorists to see attractions beyond the curb and
enable pedestrian traffic to increase as the environment becomes more walkable
. In most circumstances, accessibility
for all users and modes should be prioritized over mobility for motorists.(6)
Curb radius. Several walkability benefits can be gained by decreasing
the radius of curbs at intersections. These benefits include the following:
decreased crossing distances for pedestrians crossing multilane streets,
greater visibility of pedestrians by motorists, and traffic calming.
The appropriate curb radius for each street type is established by
context in the Design Standards Matrix (Table 405.23.A).
(7)
Intersection design/size. While intersection design shall accommodate
large design vehicles (such as WB 40, minimum), the safety of pedestrians
and bicyclists shall be the highest priority. The following guidelines
are intended for arterial, compact arterial, and collector streets:
(8)
Traffic calming. Ideally, proper vehicle speed is achieved through
street design with a target speed that prioritizes all users and modes
over mobility for motorists. However, there may be streets where the
existing design is resulting in undesirably high motor vehicle speeds
and street reconstruction is cost prohibitive. In these circumstances,
traffic calming measures should be considered by context:
(a)
C2 and C3 context. Dramatic warning devices can be used to attract
the attention of drivers and help slow speeds. Examples include large
chevron signs, flashing pedestrian crossing lights, textured pavement,
and speed radar trailers.
(b)
C4 and C5 context. Slower driving speeds can be achieved with
interventions that are more compatible with livable,
walkable
and bikeable urban centers; these
include lane narrowing, curb extensions/bump outs, adding on-street
parking, or installing street trees, roundabouts, textured pavement
(in nonresidential areas), raised crosswalks or traffic tables.(9)
Streetlighting.
(a)
A combination of pedestrian-scaled streetlight fixtures (up to 15
feet in height) and intersection streetlight fixtures (25 feet to
40 feet in height, typical) may be required to ensure a well-lit street.
Pedestrian-scaled fixtures should be used on all C4/C5
streets; intersection-scaled lighting may be used in addition to pedestrian-scaled
lights.
A.
Design Standards Matrix.
(1)
The following matrix (Table 405.23.A) identifies the appropriate
range of values for standard street design elements for each combination
of context classification and functional classification within Kingston,
New York. Street designs shall follow this guidance to inform elements
of preliminary engineering and design.
Table 405.23.A
Design Standards Matrix
| |||||||||
---|---|---|---|---|---|---|---|---|---|
C2/C3
|
C4
|
C5
| |||||||
Street Design Standards
|
Local
|
Collector
|
Arterial
|
Local
|
Collector
|
Compact Arterial
|
Local
|
Collector
|
Compact Arterial
|
Target speed (miles per hour)
|
20 - 25
|
25 - 45
|
25 - 50
|
20 - 25
|
25 - 30
|
25 - 30
|
20 - 25
|
25
|
25
|
Lanes4
|
2 lanes, 9 - 11 feet
|
2 - 4 lanes, 10 - 12 feet
|
2 - 4 lanes, 10 - 12 feet
|
2 lanes, 9 - 10 feet
|
2 - 4 lanes, 10 - 11 feet
|
2 lanes, 10 - 11 feet
|
2 lanes, 9 - 10 feet
|
2 - 4 lanes, 10 feet
|
2 lanes, 10 feet
|
On-street parking
|
Optional
|
Optional
|
Not permitted
|
Optional
|
Preferred
|
Preferred
|
Preferred
|
Preferred
|
Preferred
|
Corner radius (feet)
|
10 - 15
|
15 - 30
|
25 - 30
|
10 - 15
|
10 - 15
|
10 - 15
|
10 - 15
|
10 - 15
|
10 - 15
|
Bicycle treatment1
|
Shared lanes
|
On-street lanes/separated lanes
5 feet minimum (each way)
|
On-street lanes/separated lanes
5 feet minimum (each way)
|
Shared
|
Separated lanes/on-street lanes
5 feet minimum (each way)
|
Separated lanes/on-street lanes
5 feet minimum (each way)
|
Shared
|
Separated lanes/on-street/lanes/shared
5 feet minimum (each way)
|
Separated lanes/on-street lanes/shared
5 feet minimum (each way)
|
Sidewalk width (feet)
|
None/5 minimum
|
None/5 minimum
|
5 - 10 or more
|
5 minimum
|
6 - 8 or more
|
6 - 10 or more
|
6 - 10
|
6 - 12 or more
|
6 - 12 or more
|
Edge drainage
|
Swale/curb
|
Swale/curb
|
Swale/curb
|
Curb
|
Curb
|
Curb
|
Curb
|
Curb
|
Curb
|
Street trees2
|
Natural/ opportunistic
|
Natural/ opportunistic
|
Natural/ opportunistic
|
30 feet on center typical allee, when possible
|
30 feet on center typical allee, when possible
|
30 feet on center typical allee
|
30 feet on center typical allee, when possible
|
30 feet on center typical allee
|
30 feet on center typical allee
|
Planting area
|
Planting strip, 4 feet minimum/5 feet or more preferred
|
Planting strip, 4 feet minimum/5 feet or more preferred
|
Planting strip, 4 feet minimum/6 feet or more preferred
|
Planting strip, 4 feet minimum/5 feet or more preferred
|
Planting strip or tree grate, 4 feet minimum/5 feet or more
preferred
|
Planting strip or tree grate, 4 feet minimum/5 feet or more
referred
|
Planting strip or tree grate, 4 feet minimum/5 feet or more
preferred
|
Planting strip or tree grate, 4 feet minimum/5 feet or more
preferred
|
Tree grate, 4 feet minimum/5 feet or more preferred
|
NOTES:
| |||||||||
1
|
Bike lanes should be made wider than minimum widths wherever
possible; if sufficient space exists, buffered bike lanes should be
provided. In C4 and C5 contexts, separated bike lanes are preferred.
Separated bike lanes are vertically separated from moving traffic
(placed above the curb) or horizontally separated by a buffer or planting
strip.
| ||||||||
2
|
An allee of trees are planted in a straight, evenly spaced row
alongside travel lanes. Trees may be planted closer than the typical
spacing, where desired.
| ||||||||
3
|
All dimensions are measured to face-of-curb.
| ||||||||
4
|
A one-way street may have one lane, which may exceed the widths
in this table with approval of the City Engineer.
|
(2)
Street design considerations.
(a)
In addition to vehicle travel lane dimensions designated for each
street type,
public frontage
elements
(such as sidewalks and planters/street trees) shall be
provided as specified in Table 405.23.A. The goal is to provide the
maximum pedestrian elements feasible within the existing building-to-building
width.(b)
Mature, healthy trees in the
right-of-way
shall be preserved unless justified through a deviation as described in § 405-23C. Tree removal shall conform to the guidelines of the Tree Commission and the standards of § 373-9 (Tree removal and restoration). Every tree removed from a public right-of-way
should be replaced
by smaller trees with a total combined DBH equivalent to that of the
removed tree.(d)
On-street parking should be prioritized in C4 and C5
settings, where described as "preferred" in Table 405.23.A. The need
for parking should be balanced with other competing
right-of-way
needs (such as connecting the
bike network) and provided as space permits. Parking may alternate
with planting areas along the street.(3)
The Street Type Map designates the appropriate street types for existing streets to guide future street improvements that support the intended context of the Transect Zones. (See § 405-3.) Appropriate street types for new streets shall be determined in coordination with the City Engineer, utilizing Table 405.22.C to establish context classification (C2, C3, C4 or C5), and the criteria in § 405-22C(2)(b) to establish functional classification (local, collector, arterial, or compact arterial).
B.
Street sections.
(1)
A development application that includes new or retrofitted streets
shall include street cross-section illustrations that demonstrate
compliance with the standards of Table 405.23.A. New streets shall have a
right-of-way
width
of 45 feet minimum and include street trees, unless one of the following
apply:(a)
A
minor waiver
may be approved to
accommodate existing physical constraints (such as existing buildings
or natural features).(b)
If the new street is pedestrian- and/or bike-only, the minimum
right-of-way
width may be less than 45 feet
but street trees are required unless existing constraints prevent
their planting.(2)
Sample street cross sections that utilize the standards in Table
405.23.A are included in the subsections that follow. Each section
is portrayed as an idealized condition and may be adjusted to account
for constraints, such as driveways, existing trees, and utilities,
and interruptions, such as intersections, transit stations, or traffic
calming devices.
(a)
C5 Urban Center - Compact Arterial.
Figure 405.23.B.1
Sample C5 Compact Arterial Wide Right-of-Way (top) and
Narrow Right-of-Way (bottom)
|
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
85 feet
|
65 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
8 feet, both sides
|
8 feet (optional, may alternate with planting area)
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
10 feet (8-foot bike path and 2-foot buffer)
|
8 feet one-way (6-foot bike path and 2-foot buffer)
|
D |
Sidewalk
|
14 feet 6 inches
|
6 feet 6 inches
|
E |
Planting area
|
5-foot tree grates (soil cells encouraged)
|
5-foot tree grates (soil cells encouraged)
|
Edge/radius/drainage
|
Vertical curb/15-foot radius
|
Vertical curb/15-foot radius
|
(b)
C5 Urban Center - Collector.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
80 feet
|
50 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
8 feet, both sides
|
8 feet, both sides
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
10 feet (7-foot bike lane and 3-foot buffer)
|
Shared lane
|
D |
Sidewalk
|
12 feet
|
14 feet
|
E |
Planting area
|
5-foot tree grates (soil cells encouraged) or planting strip
with street trees, may include rain gardens
|
5-foot tree grates (soil cells encouraged)
|
Edge/radius/drainage
|
Vertical curb/15-foot radius
|
Vertical curb/15-foot radius
|
(c)
C5 Urban Center - Local.
[1]
Wide right-of-way and narrow right-of-way.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
60 feet
|
45 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
8 feet, both sides
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
Shared lane
|
Shared lane
|
D |
Sidewalk
|
12 feet
|
12 feet 6 inches
|
E |
Planting area
|
5-foot tree grates (soil cells encouraged)
|
5-foot tree grates (soil cells encouraged)
|
Edge/radius/drainage
|
Vertical curb/15-foot radius
|
Vertical curb/15-foot radius
|
[2]
Yield street and woonerf.
Sample Elements
|
Yield Street
|
Woonerf
| |
---|---|---|---|
Right-of-way width
|
45 feet
|
35 feet
| |
A |
Vehicle lanes
|
1 yield lane, 16 feet accommodating two-way movement
|
1 lane, 12 feet accommodating one-way movement
|
B |
Parking lanes
|
8 feet one side, may alternate with planting area
|
7 feet one side, may alternate with planting area
|
Target speed
|
15 miles per hour
|
7 miles per hour
| |
C |
Bike facility
|
Shared lane
|
Shared lane
|
D |
Sidewalk
|
6 feet
|
Varies; 6 feet minimum
|
E |
Planting area
|
5-foot tree grates (soil cells encouraged) or planting strip
with street trees, may include rain gardens
|
Varies, may include rain gardens, community gardens, flower
beds, etc.
|
Edge/radius/drainage
|
Vertical curb/15-foot radius
|
Flush curb/15-foot radius/rain gardens, permeable paving
|
(d)
C4 Urban General - Compact Arterial.
Figure 405.23.B.5
Sample C4 Compact Arterial Wide Right-of-Way (top) and
Narrow Right-of-Way (bottom)
|
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
65 feet
|
50 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
8 feet, both sides
|
8 feet (optional, may alternate with planting area)
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
9.5-foot multi-use path
|
Shared lane
|
D |
Sidewalk
|
7 feet
| |
E |
Planting area
|
5-foot tree grates (soil cells encouraged) or planting strip
with street trees, may include rain gardens
|
5-foot tree grates (soil cells encouraged) or planting strip
with street trees, may include rain gardens
|
Edge/radius/drainage
|
Vertical curb/15-foot radius
|
Vertical curb/15-foot radius
|
(e)
C4 Urban General - Collector.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
65 feet
|
50 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
8 feet, both sides
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
Shared lane
|
Shared lane
|
D |
Sidewalk
|
8 feet
|
8 feet
|
E |
Planting area
|
6-foot-6-inch continuous planting strip with street trees, may
include rain gardens
|
7-foot continuous planting strip with street trees, may include
rain gardens
|
Edge/curb radius
|
Vertical curb/15-foot radius
|
Vertical curb/15-foot radius
|
(f)
C4 Urban General - Local.
[1]
Wide right-of-way and narrow right-of-way.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
60 feet
|
35 feet (existing street retrofit example)
| |
A |
Vehicle lanes
|
2 lanes, 9 feet each
|
2 lanes, 9 feet each
|
B |
Parking lanes
|
8 feet both sides
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
Shared lane
|
Shared lane
|
D |
Sidewalk
|
7 feet
|
8.5 feet
|
E |
Planting area
|
6-foot continuous planting strip with street trees, may include
rain gardens
|
3-foot minimum planting area
|
Edge/curb radius
|
Vertical curb or rain garden/15-foot radius
|
Vertical curb or rain garden/15-foot radius
|
[2]
Yield street and woonerf.
Sample Elements
|
Yield Street
|
Woonerf
| |
---|---|---|---|
Right-of-way width
|
45 feet
|
35 feet
| |
A |
Vehicle lanes
|
1 lane, 16 feet accommodating two-way movement
|
1 lane, 12 feet accommodating one-way movement
|
B |
Parking lanes
|
8 feet, both sides, may alternate with planting area
|
7 feet, one side, may alternate with planting area
|
Target speed
|
15 miles per hour
|
7 miles per hour
| |
C |
Bike facility
|
Shared lane
|
Shared lane
|
D |
Sidewalk
|
6 feet
|
Varies; 6 feet minimum
|
E |
Planting area
|
5-foot tree grates or planting strip with street trees, may
include rain gardens
|
Varies, may include rain gardens, community gardens, flower
beds, etc.
|
Edge/radius/drainage
|
Vertical curb or rain garden/15-foot radius
|
Curbless/15-foot radius/rain gardens, permeable paving
|
(g)
C3 Suburban - Collector.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
70 feet
|
50 feet
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 9 feet each
|
B |
Parking lanes
|
8 feet, one side
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
10-foot separated lane
|
Shared lanes
|
D |
Sidewalk width
|
6 feet minimum
|
6 feet minimum
|
E |
Planting area
|
9-foot continuous planting strip with street trees, may include
rain gardens
|
10-foot continuous planting strip with street trees, may include
rain gardens
|
Edge/curb radius
|
Vertical curb or swale/rain garden/15-foot radius
|
Vertical curb or swale/rain garden/15-foot radius
|
(h)
C3 Suburban - Local.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
60 feet
|
35 feet (existing street retrofit example)
| |
A |
Vehicle lanes
|
2 lanes, 9 feet each
|
2 lanes, 9 feet each
|
B |
Parking lanes
|
N/A
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
C |
Bike facility
|
Shared lanes
|
Shared lanes
|
D |
Sidewalk width
|
6 feet
|
6 feet
|
E |
Planting area
|
15-foot continuous planting strip with street trees, may include
rain gardens
|
3-foot minimum planting area
|
Edge/curb radius
|
Vertical curb or swale/rain garden/15-foot radius
|
Vertical curb or swale/rain garden/15-foot radius
|
(i)
C2 Rural - Collector.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
45 feet
|
35 feet (existing street retrofit example)
| |
A |
Vehicle lanes
|
2 lanes, 11 feet each
|
2 lanes, 11 feet each
|
B |
Parking lanes
|
N/A
|
N/A
|
Target speed
|
40 miles per hour
|
40 miles per hour
| |
D |
Sidewalk width
|
6 feet
|
6 feet
|
E |
Planting area
|
5-foot-6-inch continuous planting strip with street trees, may
include rain gardens
|
N/A
|
Edge/curb radius
|
Vertical curb/25-foot radius
|
Vertical curb/25-foot radius
|
(j)
C2 Rural - Local.
Sample Elements
|
Wide Right-of-Way
|
Narrow Right-of-Way
| |
---|---|---|---|
Right-of-way width
|
45 feet
|
35 feet (existing street retrofit example)
| |
A |
Vehicle lanes
|
2 lanes, 10 feet each
|
2 lanes, 10 feet each
|
B |
Parking lanes
|
N/A
|
N/A
|
Target speed
|
25 miles per hour
|
25 miles per hour
| |
E |
Planting area
|
12-foot-6-inch continuous planting strip with street trees,
may include rain gardens
|
6-foot-6-inch continuous planting strip with street trees, may
include rain gardens
|
Edge/curb radius
|
Swale or curb/25-foot radius
|
Swale or curb/25-foot radius
|
(3)
The design standards in Table 405.23.A and cross sections illustrated
in the preceding subsections are expected to be calibrated when applied
to existing streets where cultural, natural, and existing
building
constraints exist. Natural constraints
could include the presence of mature trees and rock outcrops, and
cultural constraints could include historic structures and bluestone
sidewalks.C.
Street design standards administration.
(1)
Purpose. This section provides a clear and comprehensible design
review process for designing new
streets
and improving existing streets
within
the jurisdiction of the City of Kingston, to ensure street
design is compatible with surrounding
context reflected by land use patterns and zoning districts.(2)
Street design approval.
(a)
The City Engineer shall categorize all
street
design projects as either the creation of a new street
or the retrofitting of an existing street
.[1]
New
streets
shall be all streets
developed within an existing public
or private right-of-way
where regular
and formalized public access was previously not provided for, such
as an unimproved (i.e., unpaved) driveway or access lane, or any newly
proposed public or private right-of-way
.[2]
Existing
streets
shall mean all
improved (i.e., paved) streets
within
an existing public right-of-way
. General
maintenance (including paving or repairs) shall not be considered
the retrofitting of an existing street
.(b)
New streets. The City Engineer, in coordination with the
Planning Administrator
, will review and recommend to accept or reject proposed cross sections based on a determination of consistency with the standards and intent of this article and the dimensions provided in Table 405.23.A. Deviations from the standards shall be considered as described in Subsection C(2)(d), below. Final approval will be determined by the Planning Board as part of the major site plan
approval process. (See Article 8.)(c)
Existing streets. The City Engineer, in coordination with the
Planning Administrator
, will review and decide to accept or reject proposed cross sections based on a determination of consistency with the standards and intent of this article and the dimensions provided in Table 405.23.A. Deviations from the standards shall be considered as described in Subsection C(2)(d), below.(d)
Deviations. When it is necessary to deviate from the standards
of this article due to existing physical, cultural, or other constraints,
a justification for the deviation will be provided by the City Engineer
and reviewed by the Complete Streets Advisory Council (CSAC); final
review and action will be determined by the Planning Board (for new
streets) or the Department of Public Works (for existing streets).
The process for a street design deviation is shown below in Figure
405.23.C.