12.0 circulation design - issaquah, wa

Design Standards: 12.0 Circulation Design

Updated Ord 2773, 07-27-16,Ord 2754, 12-22-15 page 1 of 8

12.0

Circulation Design 12.1 Intent

12.2 General Standards

12.3 Motorized Facility Standards

12.4 Nonmotorized Facility Standards

12.5 Connectivity and Block Structure Design

12.6 Landscaping of Circulation Elements

12.1 Intent Circulation not only provides for the movement and connectivity of pedestrians, bicycles, and vehicles, but it also has a significant role in establishing the character of the Public Realm and forming the structure of vibrant neighborhoods. The design of each piece of the system contributes to prioritizing pedestrians and bicycles over vehicles while providing adequate functionality for vehicular needs. Circulation design creates comfortable, safe and interesting spaces for all i.e. universal design, which welcomes all including young and old, able-bodied and disabled. As the Circulation Facilities network is completed, it will improve mobility in this part of the City including access to nearby transit and complete the street grid and nonmotorized facilities available to the public in this part of the City. Circulation Facilities function not only as a means of movement but also a place for informal gathering and social interaction. Urban elements, such as lighting, street furniture, landscape and signage, create an ambiance that encourages these various uses. Infrastructure and utilities should be incorporated in a manner to minimize their impact or contribute to the urban design goals, rather than driving the design, dominating the Public Realm, or detracting from Pedestrian Friendliness. The following Standards cover a continuum of facilities and make no distinction between public and private facilities. These Design Standards support the Development Standards found in Chapter 6, Circulation Facilities.

This street is occupied by primarily by bikes and pedestrians. (pedbikeimages.org/Dan Burden)

Circulation networks should be accessible to all users. (pedbikeimages.org/Laura Sandt)

Visual clues help guide all modes of transportation. (pedbikeimages.org/Dustin White)



12.2 General Standards A. Multiple Routes. Multiple routes should be

provided to each land use and building. On-site connections should be configured to allow multiple routes to any destination and to minimize, for vehicular routes, the length and number of queuing lanes needed for signalized intersections.

B. Universal Design. A circulation system shall be

established that creates comfortable, safe and interesting spaces for all, including the young and old, able-bodied and disabled.

C. Visual Cues. The function of the Circulation

Facilities should be readily apparent to the user through its appearance, design, and other non-verbal tools. Signal transitions to drivers when they are entering a shared or pedestrian priority space. For instance, changes in materials (type, color, texture) to draw driver’s attention to pedestrian crossings, narrow travel lanes where drivers need to slow down, vertical or horizontal treatments, more detailed materials or art at important pedestrian intersections.

D. Public vs. Private Facilities. Public and private

Circulation Facilities should be designed so there is no perceived distinction between them. Private circulation may require easements to the City to maintain utilities, access, pedestrian connections, etc.

E. Multi-functionality. A variety of Circulation

Facilities should be provided that accommodate the multiple functions that may occur such as connectivity, recreation, passive use, informal gathering, and stormwater.

12.3 Motorized Facility Standards A. Motorized Facility Design. Circulation Facilities,

especially the motorized elements, should be designed to contribute to, rather than driving the design and dominating or detracting from, a pedestrian-friendly, small scale, mixed-use urban environment.

Private facilities shall be designed as public facilities including wide sidewalks, landscaping and amenities. (meganbown.blogspot.com)

Narrower travel lanes tend to slow vehicular traffic making it more comfortable for cyclists to ride in the travel lane. (pedbikeimages.org/Dan Burden)

Median refuges provide additional safety for cyclists and pedestrians. (pedbikeimages.org/Carl Sundstrom)



B. Minimum Pavement. Vehicular routes should be designed with minimum paving, to minimize automobile speeds, and provide adequate functionality.

C. Pedestrian Safety Measures. Pedestrian safety

measures should be incorporated, where appropriate, such as changes in paving, narrowing or strategic necking down of roads, pedestrian tables, etc. Selected pedestrian safety measures should minimally impact emergency and possible transit vehicle use of the Circulation Facilities through placement and design.

D. Driveways. Minimize the number and width,

without compromising functionality, of driveways especially into parking facilities, alleys, autocourts, drop-off areas, and similar secondary vehicular facilities serving any uses. 1. The wings of the drive shall accommodate

the appropriate turning radius for private vehicles based on adjacent roadway uses. For instance, for roads with bike lanes, on-street parked cars, etc… create a virtual radius such that smaller wings accommodate the turning radius. Whereas roads without these facilities must accommodate the turning radius behind the curb.

2. Where larger vehicles must use the driveway, such as fire trucks, garbage trucks, moving trucks, a larger turning radius will be accommodated with the use of rolled curb and concrete or other drivable surfaces where the planting strip would typically be located. In addition, this area of additional concrete as well as the sidewalk must be constructed with a depth and section to accommodate the vehicle weight without degrading the facility. The length of rolled curb will be determined based on the large truck radius(es) likely present and the presence or absence of a virtual radius.

3. Behind the sidewalk, a stripe(s) shall be used to clearly delineate the lanes and where drivers should locate their vehicles to allow entering and exiting cars to pass simultaneously.

Nonmotorized facilities, such as this one, should be wide enough to serve all users and access multiple locations. (pedbikeimages.org/DanBurden)

This pedestrian friendly intersection incorporates landscaping and lighting, bulbouts and clear markings making pedestrians feel safe. (pedbikeimages.org/Carl Sundstrom)

Wide sidewalks allow for plenty of pedestrian activity, landscaping and other amenities that result in a successful public realm.



4. Per Chapter 12.0 Circulation Design, Section 12.4 Nonmotorized Facility Standards, E.4 regarding Pedestrian Crossings, sidewalks shall stay at a constant grade as they cross the driveway. In addition, behind the sidewalk, the driving surface shall remain high to avoid high centering vehicles crossing the walk.

5. Construct driveway per Chapter 6.0 Circulation Facilities 6.4 Circulation Facility Classification Standards, K. Urban Driveway Standard (Street Standard T-06A).

E. Street Intersections. Street intersection landings

may be modified for low volume street intersections. The modification should consider the benefits of a reduction in maximum and average road grade in relation to the benefits of the landing.

12.4 Nonmotorized Facility Standards A. General Standard. Nonmotorized routes should

be designed to serve walkers, joggers, and cyclists and other nonmotorized forms of transportation and connect activity centers such as parks, schools, commercial centers, libraries and high density housing and the regional recreational trail system.

B. Pedestrian Friendliness. Pedestrian Friendliness

should be improved by creating or improving intersections with pedestrian elements on bounding Circulation Facilities. This might include signalized intersections, medians in unneeded turn lanes or lane width, pedestrian refuges, or signal timing. Collaborate with other jurisdictions, as necessary.

C. Sidewalk Width. Provide wider sidewalks and pedestrian facilities where there is likely to be more activity, such as adjacent to retail, restaurants, gathering spaces.

D. Pedestrian Routes. Pedestrian routes should be

continuous and be consistent with the Circulation Facility type and site location. For instance, curb ramps should be in line with the route of pedestrian travel, pedestrians should not have to randomly switch sides of the road. Open, low fences may be constructed at the outside edge of pedestrian circulation facilities, such as a trail border or

This street is occupied by primarily by bikes and pedestrians. (Pedbikeimages.org/DanBurden)

Protected transit shelters provide protection against bad weather and encourage transit ridership.

The upper levels of this mixed use building are set back to improve the ground level pedestrian feel. (Pedbikeimages.org/Laura Sandt)

Through-block connections, such as this one, provide multiple and convenient pathways for pedestrians. (Pedbikeimages.org/Dan Burden)



sidewalk. Fences may not be located within required landscape.

E. Pedestrian Crossings. The design of pedestrian

crossings should elevate pedestrian travel equal to vehicular travel. Pedestrian routes shall maintain a generally direct route. The following methods should be used. 1. Minimize the distance pedestrians have to cross

vehicular circulation areas. Techniques might include bulb outs, medians, refuges, or special treatments and enhancements at intersections, mid-block, or other pedestrian crossings.

2. Where pedestrian-only circulation facilities, such as trails, cross vehicular circulation facilities, the crossing shall be designed to draw the driver’s attention to the possible presence of pedestrians. For example, these crossing might use pedestrian tables, changes in material (e.g. concrete, pavers; not solely paint or striping). Raised crosswalks shall not be used.

3. A crosswalk composed of materials that are permanent and visually distinctive from parking lot paving, including but not limited to materials or techniques such as concrete, aggregate, paving stones, and pavement imprinting, shall be required whenever a walkway crosses any driveway or paved area accessible to vehicles.

4. Where pedestrian facilities cross driveways, alleys, autocourts, drop-off areas, and similar secondary vehicular facilities, all grade transition shall occur in the planter strip area and outside of the sidewalk area or pedestrian route. The sidewalk or trail shall be continuous, with no perceived grade change.

F. Transit Support. Circulation Facilities should be

designed to support and ease connections to transit oriented facilities.

G. Tree Wells. Tree wells should be used where a

more urban character is appropriate and grates may be necessary where more intense uses are located. When tree wells are used, it may be appropriate to provide special paving or hardscape between tree wells to differentiate the pedestrian route.



H. Bicycle Circulation System. Incrementally create a comprehensive, safe and continuous bicycle circulation system in accordance with the Nonmotorized Routes and Parks Map in the Central Issaquah Plan.

I. Bike Rails. Provide bike rails where bicyclists will

reasonably need to include stairs in their bike route.

12.5 Connectivity and Block Structure Design A. Pedestrian Connections. Pedestrian facility

connections shall be provided at a minimum of every 250 feet of street frontage when a block exceeds 300 feet.

B. Connections to Surrounding Circulation

Facilities and Properties. Motorized and non-motorized (including pedestrian, bicycle, and transit) connections to adjacent streets and properties shall be provided to create a functional circulation system that connects to existing or future circulation facilities.

C. Private Street Design. Private internal streets,

such as through a parking lot or a multifamily complex, shall replicate the character of a public street accommodating pedestrians, bicyclists, vehicles, parking, landscaping, etc. Unless otherwise determined by the Director, internal streets shall be designed as an “Auto Inclusive Circulation Facility” in the Circulation Facility Standards with elements including, but not limited to, sidewalks, street trees, landscaping, pedestrian oriented lighting, street furniture, differing surface materials and textures.

D. Pedestrian Curbs. Curb ramps shall maintain the

direction of travel and point a user at the facing ramp, and not into a travel lane.

E. Walkway Separation. Walkways shall be physically

separated from vehicular areas by means such as a minimum 6” grade separation, curbs, landscaping strips, berms, while retaining pedestrian visibility.

F. Right-of way Dedication. Right-of way dedication

and improvements may be required to implement

This facility is designed for cars, buses, bikes and pedestrians. (Pedbikeimages.org/Margaret Gibbs)

Although a private, internal street, it is designed like a public facility with wide sidewalks, street trees, textured parallel parking and street furniture. (Pedbikeimages.org/Dan Burden)

This is a good example of pedestrian ramps continuing in the direction of pedestrian travel.

This sidewalk is physically separated by landscaping and a curb. Plus, the back in parking provides an additional buffer.



required Circulation Facilities. When right-of-way dedication or improvements are not required, the Director may require modification of the proposed site plan as needed to reserve portions of the site for future right-of-way dedication and improvements. Such modification of the site may include limiting any future street right-of-way portions of the site to non-building purposes, such as landscaping or surface parking. See Chapter 6.0 Circulation Development Standards for Right-of-way dedication and improvement requirements.

G. Maintenance. The owner should make provisions

to maintain the adjacent right-of-way landscape in accordance with Chapter 10.0 Landscape. On public rights-of-way, maintenance of landscape areas (including irrigation systems, ornamental plantings and other landscape elements) on City right-of-way shall be the responsibility of the abutting property owner unless the City has accepted maintenance responsibility for that right-of-way. Any tree removal shall require City approval (see Issaquah Street Standards and Specifications, Chapter 12.04 IMC).”

12.6 Landscaping of Circulation Elements A. All planting areas shall contain Landscape. B. Landscape width and planter type shall be provided

to buffer Circulation Facilities in accordance with Section 6.4 Circulation Facility Classification Standards.

C. Planter strips and tree wells shall be sized to

accommodate the mature size of the tree or adjacent uses, such as rain gardens or café seating. See Chapter 10.0 Landscape.

D. Landscape should be integrated with the

surrounding context including Circulation Facilities, buildings, Public Space and appropriate setbacks.

E. Landscape within and adjacent to Circulation

Facilities shall be selected and maintained so as to avoid situations that would be hazardous to safety, visibility and clearances of users.

Regular landscape maintenance is essential in maintaining an attractive public realm. (irrigationbyurban.com)

Protected transit shelters provide protection against bad weather and encourage transit ridership. (Pedbikeimages.org/Carl Sundstrom)

This street landscaping is integrated with the architecture and appropriately sized.

http://www.codepublishing.com/wa/issaquah/html/Issaquah12/Issaquah1204.html#12.04



F. All pruning shall be done in accordance with the most recently adopted version of the International Society of Arboriculture Standards.

G. Circulation corridor plantings shall be compatible

with adjacent landscaping in terms of irrigation and maintenance.

H. Landscape adjacent to parallel parking should be

hardy and easily traversable by pedestrians. I. Annual and colorful plantings should be

strategically incorporated for maximum effect. J. Landscaping, particularly trees, should be used to

moderate a building’s height and create a sense of pedestrian scale.

K. Green Streets should be incorporated where

feasible. L. The City will review and be the decision-maker of

landscape designs of the public right-of-way. To aid the applicant in achieving excellent right-of-way landscape design, the City may require a third party landscape professional selected by the City and funded by the applicant. The landscape professional may be directed to either review the applicant’s landscape design or design the plan for approval by the City.

Right-sized tree wells and planter strips are essential to a tree’s health.

Colorful plantings make this streetscape pop.

Green streets help manage stormwater, reduce flows, improve water quality and enhance watershed health.

12.0 circulation design - issaquah, wa

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