City of Kingston, NY Article 5 Street Design Standards

§ 405-22 Purpose; applicability; general standards.

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. Applicability.

(1) This article describes the standards for development of new

streets

, and guidelines for the retrofitting of existing

streets

in the City.

(2) Private driveways or means of access to specific

buildings

or locations that do not intersect with another

street

more than once, and therefore are not part of a larger interconnected

street

network, shall be exempt from the standards of this article.

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.

(c) The context and functional classifications for Kingston's existing street network are identified on the Street Type Map. (See Regulating Maps, Article 2.)

(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.

Figure 405.22.C.3

Street Hierarchy

(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.

(c) 

In most cases, new buildings should not be subject to

setback

requirements intended to increase sight triangle visibility at intersections in C5 and C4 areas.

(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:

(a) 

Streets should meet at approximately an angle of 90°. Angles of intersection less than 60° shall be avoided. Offset intersections in close proximity to one another shall be avoided, unless they are aligned to the left of each other;

(b) 

The use of auxiliary turn lanes on streets for traffic movement shall be carefully weighed against the impact to pedestrian and cyclist movement at the intersection, and the use of such lanes shall not be determined by traffic analysis alone;

(c) 

Pedestrian and bike crossing infrastructure shall be provided across intersection approaches in C5, C4, and C3 contexts, including high-visibility crosswalks, sidewalk ramps, and detectable warnings;

(d) 

Traffic signals shall be timed primarily for the convenience and safety of pedestrians and bicyclists; and,

(e) Pedestrian exposure to vehicles and crossing distances may be reduced through the use of refuge islands, bump outs (on roads with four or more lanes), and pedestrian signals in C5, C4, and C3 contexts.

(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.

(b) 

Light fixtures should be closely spaced, generally not more than 60 feet on center in C4/C5 areas and 80 feet in C2/C3 areas to provide appropriate levels of illumination.

(c) 

All streetlighting fixtures shall be partially or fully shielded. (See § 405-14J.)

(d) 

Streetlights should be aligned with street tree placement. Placement of fixtures shall be coordinated with the organization of sidewalks, landscaping, street trees, building entries, curb cuts, signage, etc.

§ 405-23 Standard street dimensions and sections.

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.

(c) 

The location of new bicycle facilities (such as on-street lanes or separated lanes) should be informed by City plans, such as the Comprehensive Plan and the Pedestrian and Bicycle Master Plan.

(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.

(e) Where the standards of this section are not practical, professional engineering judgment and proposed modifications may be applied by the City Engineer through the deviation process described in § 405-23C.

(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.

Figure 405.23.B.2:

Sample C5 Collector 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		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.

Figure 405.23.B.3

Sample C5 Local 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		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.

Figure 405.23.B.4

Sample C5 Yield Street (top) and Woonerf (Pedestrian-Dominant Street) (bottom)

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.

Figure 405.23.B.6

Sample C4 Collector 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	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.

Figure 405.23.B.7

Sample C4 Local 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		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.

Figure 405.23.B.8

Yield Street (top) and Woonerf (Pedestrian-Dominated Street) (bottom)

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.

Figure 405.23.B.9

Sample C3 Collector 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		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.

Figure 405.23.B.10

Sample C3 Local 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		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.

Figure 405.23.B.11

Sample C2 Collector 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		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.

Figure 405.23.B.12

Sample C2 Local 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		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.

Figure 405.23.C

Review and Approval Process for Street Design Deviation