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Home My WebLink AboutITEM II-C Agenda Mod crnror., ~ AGENDA BILL APPROVAL FORM bVAS1-1lt'G1-ON r' Agenda Subject: Date: Trans ortation Desi n Standards Revision December 17, 2009 Department: Attachments: Budget Impact: Public Works Memo, Transportation Design $0 Standards - Cha ter 10 Administrative Recommendation: ~ Public Works Committee to approve Transportation Design Standards revisions. Background Summary: Transportation Design Standards revisions were completed to be consistent with the latest federally mandated standards and local development desires. The changes incorporate input from the Public Works Committee, Transportation, Transit, and Trails Committee, Code Working Group, interested parties and City staff. W1221-4 Reviewed by Council & Committees: Reviewed by Departments & Divisions: ❑ Arts Commission COUNCIL COMMITTEES: ❑ Building ❑ M&O ❑ Airport ❑ Finance ❑ Cemetery ❑ Mayor ❑ Hearing Examiner ❑ Municipal Serv. ❑ Finance ❑ Parks ❑ Human Services ❑ Planning & CD ❑ Fire ❑ Planning ❑ Park Board EDPublic Works ❑ Legal ❑ Police ❑ Planning Comm. ❑ Other Z Pubiic Works ❑ Human Resources ❑ Information Services Action: Committee Approval: ❑Yes ❑No Council Approval: ❑Yes ❑No Call for Public Hearing Referred to Until Tabled Until Councilmember: Wa ner Staff: Dowd Meetin Date: December 21, 2009 Item Number: AUBURN * MQRE THAN YOU IMAGINED . ~ f 4°~ ~ ~ ~ Memorandum ~ Engineering Division To: Public Work Committee Mayor , From: Dennis Selle, Assistant Public Works Director/City Engineer CC: Dennis Dowdy, Public Works Director Ingrid Gaub, Assistant City Engineer Pablo Para, Traffic Engineer Kevin Snyder, Assistant Planning Director Chris Anderson, Planner ~ Date: December 17, 2009 Re: Design Standards Update - Consent Topic for Dec. 21St PWC Meeting Attached for the Committee's consent is a compilation of the Chapter 10 Transportation Design Standards that have been updated over the past several months. The changes incorporate input from the Public Works Committee, Transportation Transit & Trail Committee, Code Working Group, interested parties and city staff. • Staff is requesting the consent of the Public Works Committee to enact these design standard revisions. Page 1 of 1 AUBURN ~ iti,oiRIcTHANYOU Ly~1AGiNi_D Chapter 10 - Streets The intent of this chapter is to encouraqe the uniform development of an inteqrated and accessible public street svstem that will support present and future multi modal transportation. Throuqh the implementation of these standards, streets are built as transportation facilities as well as public space, contributinq positivelv to the character of an area. These standards help create an efficient multimodal transportation svstem with minimal environmental impact to the communitv. The design of Streets within the City of Auburn shall geReFa41y-conform to the standards provided herein. The latest additions of the American Association of State Highway and Transportation Officials (AASHTO) and the State of Washington Department of Transportation (WSDOT) standards shall be utilized bv the Citv Enqineer when the desiqn standards, standard specifications, or standard drawinqs are not covered bv the scope of the Citv's standards. - mless nn~n~i "o P.,r,.,, (;o,..,,o+r*.. nosi,.., .,f I-linhwr,vc st. c+reet~- 2001 Gai+*,,., „ The design criteria used to estimate future street usage are established in the City's Transportation Plan. Anyone proposing to extend or modify the City's street system should contact the Public Works Department for information. Developers needing to construct street improvements shall enter into a Facility Extension Agreement (FAC). The Public Works Department can provide information on this agreement as well as applicable permit fee estimates. It is provided, however, that notwithstanding any provisions to the contrary, all streets located within the Downtown Urban Center Zone boundaries as depicted on the Comprehensive Zoning Map, other than that area west of the BNSF Railroad right-of-way, shall be subject to the "Downtown Auburn Sidewalk Design Guidelines" (Guidelines). Should any conflict exist between the Guidelines and the design criteria, Chapter 10, of this document, the Guidelines shall control in those portions of the Downtown Urban Center Zone described above. a > 10"01 Street Cla"ssifica~tion All streets in the City of Auburn have been classified using the Federal Functional Classification system. A complete listing of all roads by classification is available from the Department of Public Works. The following section contains descriptions of the street classifications used in the City. Table 10-1 contains information relating to each streets design requirements for widths, radii, typical speed limits, and other information. This section also contains references to Standard Details 9/8/2009 Design Standards 10-1 that show a typical cross-section for each street. These cross-sections contain information on street layouts and the widths of various street elements. 10.01.1 Arterials Arterials are the highest level of City street classification. They fall under the following two categories: 10.01.1.1 Principal Arterial Standard Detail TRAFFIC-27 Principal Arterials are designed to move traffic between locations within the region and to access the freeways. Design emphasis should be placed on providing movement of inter-city through- traffic rather than intra-city traffic. Direct access to commercial and industrial land uses is permitted. Principal arterials are typically constructed to accommodate five (5) lanes of traffic with an operating speed of thirty-five to forty-five miles per hour (35-45 mph). The design year ADT is greater than 15,000 vehicles per day. 10.01.1.2 Minor Arterial Standard Detail TRAFFIC-28 Minor Arterials should interconnect with and augment principal arterials and provide service to trips of moderate length at a somewhat lower level of travel mobility than principal arterials. The minor arterial street system includes all arterials not classified as a principal or collector and consists of facilities that place more emphasis on land access than the higher system and offers a lower level of traffic mobility. Minor Arterials are typically constructed to accommodate four to five (4-5) lanes of traffic with an operating speed of thirty to thirty-five miles per hour (30-35 mph). They may serve secondary traffic generators such as community business centers, athletic fields, neighborhood shopping . centers, major parks, multifamily residential areas, medical centers, large church complexes, hospitals, and traffic from neighborhood to neighborhood within the city' The design year ADT is 10,000 to 20,000 vehicles per day. 10.01.2 Collectors Collectors are a step below Arterials in the City classification system. They fall under the following three categories: 10.01.2.1 Residential Collector Standard Detail TRAFFIC-29 Residential Collector Arterials are used to connect intra-community streets, residential neighborhoods, commercial areas, industrial areas, and community centers to minor and principal arterials. Residential Collectors are typically constructed to accommodate two (2) travel lanes and a two- way left-turn lane or two (2) travel lanes and bike lanes with an operating speed of thirty miles per hour (30 mph). The design year ADT is 2,500 to 10,000 vehicles per day. 10.01.2.2 Non-Residential Collector Standard Detail TRAFFIC-30 . Non Residential Collector Arterials provide intra-community access connecting non-residential properties with activity centers and recreational facilities. Non-Residential Collector arterials are typically constructed to accommodate two (2) lanes and a center two-way left-turn lane, with an 9/8/2009 Design Standards 10-2 s operating speed of thirty miles per hour (30 mph). They may serve neighborhood traffic generators such as one store or a small group of stores, elementary schools, churches, clubhouses, small hospitals or clinics, areas of small multifamily developments, as well as other commercial/industrial parcels. The design year ADT is 2,500 to 5,000 vehicles per day. 10.01.2.3 Rural Coltector • Standard Detail TRAFFIC-31 Rural Collectors are routes that (regardiess of traffic volume) the majority of travel distances are shorter than on arterial routes and residential neighborhoods to activity centers. Rural Collectors provide access to all levels of arterials, are typically constructed to accommodate two (2) lanes with gravel shoulders on both sides, and provide an operating speed of thirty to forty miles per hour (30-40 mph). The gravel shoulder may be reduced on one side to provide a wider shoulder on the other for equestrian access, with permission from the City Engineer. The design year ADT is 1,000 to 5,000 vehicles per day. 10.01.3 Local Streets Local streets are the most common streets classified in the City. This classification can be broken up into four categories as follows: 10.01.3.1 Local Residential Standard Detail TRAFFIC-32 Local Residential streets provide access to abutting residential parcels. They offer the lowest level of mobility among a►I street classifications. The street is designed to conduct traffic between dwelling units and higher order streets. As the lowest order street in the hierarchy, the access street usually carries no through traffic and includes short streets, cul-de-sacs, and courts. Service to through traffic movement is discouraged and the street usually contains no transit bus routes. Local Residential streets are typically constructed to accommodate two (2) lanes of traffic, on- street parking (one side only, on the side with the abutting sidewalk; the other side shall be signed "No Parking"), and an operating speed of twenty-five miles per hour (25 mph). The design ADT is 200 to 1,200 vehicles per day. 10.01.3.2 Local Non-Residential Standard Detail TRAFFIC-33 Local Non-Residential streets provide direct access to higher order classification streets and serve primarily industrial/manufacturing land uses. They offer lower level of mobility and accommodate heavy vehicle traffic. Service to through movement is discouraged. Local Non-Residential streets are Ttypically constructed to accommodate two (2) lanes of trafficl with an operating speed of twenty-fve miles per hour (25 mph). The design year ADT is 400 to 1,200 vehicles per day. 10.01.3.3 Rural Residential Standard Detail TRAFFIC-34 The Rural Residential streets primarily provide access to the adjacent land and distribute traffic to and from the principal or minor arterials and local access streets. The travel distance is relatively shorter as compared to Rural Collectors. Rural Residential reads streets are typically constructed to accommodate two (2) lanes of traffic with gravel shoulders on both sides and an operating speed of twenty-five miles per hour (25 ~ mph). The design year ADT is 100 to 1,000 vehicles per day. 9/8/2009 Design Standards 10-3 10.01.3.4 Private Street Community street requirements are usually best served by public streets, owned and maintained by the City. Private streets may be appropriate for some local accesses in very limited usage. Private streets shall provide a direct access to City streets and shali be limited to those streets accessing properties within a pianned area or properties immediately adjacent. Private streets shall not be used by residents to travel from one public street to another. The design of a private street shall be such that it will discourage any through traffic of non-residents. A private street will not be allowed if it will resuit in land locking present or planned parcels. Private streets shall be in conformance with the street standard that most closely reflects their intended use, with'a minimum of 34 feet of pavement width or 28 feet of pavement width with a marked fire lane on one side. Private street networks shall be configured to deter speeding. Traffic calming measures may also be required to deter speeding. Private streets shall be located • within have a permanently established tracts or easements.^F^,^d°l^^ '°^a' ° a^" A capable, legally responsible owner or homeowner's association shall be established to maintain private streets. A plat or short plat with private streets requires an executed recorded Private Street Maintenance Agreement and a Storm Water Easement and Maintenance Agreement that obligate the future property owners to ~ maintain the infrastructure indefinitely. 10.01.4 Alleys Alleys afford a secondary means of vehicular access to abutting property and are not intended for general traffic circulation. °1~ Dead-end alleys are qeneraliv unacceptable; however, where dead-end alleys are determined suitable bv the Citv Enpineer, for short term or temporarv applications, thev shall be provided with adequate turnaround facilities at the dead end. preu+ded. Ali new alleys aR Rew plats-shall be private. Alleys shall incorporate rnuGh--sf the design criteria used in designing local streets; "^,^,°„°r *"°F° ar~.~~„e- with the followinq exceptions-_ T"° f^"^,,;^^ ;a 'os+ ^f alle„ ,~eso^n s+-,.,,.,.as +h.,, rl~ffer frnm I...aI o4roo+ olomoY,+o; A. All new Aalleys shall have a minimum width of twenty feet (20') of asphalt pavement. B. Developments that qenerate four (4) or qreater PM peak hour trips and have direct access to existinq allevs are required to pave the allev to a width of twentv feet (20') alonq the frontaqe of the propertv and between the nearest propertv line and the public street that provides the Citv preferred travel path. If adequate right-of-way does not exist to provide the required twentv feet (20') of pavement adjacent to the propertv, the appropriate dedication of right-of-way shall be required. Such dedication shall be equaliv apportioned from both sides of the allev, when feasible, as determined bv the Citv Enqineer. If adequate right-of-way does not exist to provide the reauired twentv feet (20') of pavement alonq the alley between the nearest propertv line and public street, the alley shall be paved to the width of the existina riQht-of-way_ C. The pavement section for alleys located in non-single family zones shall be consistent ~ with a local non-residential street standard;, D. Curb and gutter, sidewalk, lighting, and landscaping are not required along alleys. E. Alleys may be paved with s^v~~°d either a crown at centerline with asphalt wedqe curbs on both sides to control drainaqe or be sloped to one side with an asphalt wedqe curb on one side to control drainage. 9/8/2009 Design Standards 10-4 'h° i^v°A ^^"When necessary, storm drainaqe ~^4~ee#GR-conveyance systems w+llshall be installed alonq the allev to address storm drainaqe runoff from the paved surface. F. Alleys shall connect to City streets via a commercial driveway apron. aGGeSS, .ii+h n cirlcr-,4innc fnr porLinn rlrai.,a I-,.,doGaninn nrl linhtinn Alleys serving_ alley loaded lots shall include provisions for unimpeded vehicular circulation along the allev, and provisions for adequate siqht distances alonq both the allev at drivewavs and at intersections with public streets. 10.01.05 Private Access Roads on Access Tracts or Easements (Shared Driveways) Access roads provided on access tracts or easements, also known as shared driveways, provide access for up to four (4) residential units in short plats and up to six (6) residential units in long plats on panhandle/flag lots and rear lots that do not have direct access to public street frontage. They will be private roads that shall be maintained by the property owners who use them to access their property. All access roads shall meet the following general standards: A. Access roads shall be limited to 600 feet in length. B. The width of the access tract/easement shall match the required pavement width, including the width of any pedestrian improvements, and the area needed for private drainage facilities. If the access is also acting as a joint utility easement or tract, the width must accommodate the public utility requirements. C. The connection of an access road to the public street shall be by a commercial driveway apron. The connection of individual lots to the access road shall be by either a residential or commercial driveway apron commensurate with the use of the property. D. Access roads shall meet the geometric design standards for local residential streets. E. Access roads shall be signed as private drives inclusive of all addresses being served off the access road. New and/or existing access roads serving 2 residential units shall meet the following additional standards: A. The minimum pavement width shall be 24 feet. The pavement width may be reduced to 20 feet if the new residential unit using the access road has a residential fire sprinkler . system installed or a fire hydrant exists within 450 feet of the residences measured as the fire vehicle lays its hose. Existing access roads serving 3 or morete-6 residential units when only one additional residential I unit is being created or developed shall meet the following additional standards: A. The minimum pavement width shall be 24 feet and be marked as a fire larie per ACC 15.36A. The pavement width may be reduced to 20 feet if the new residential unit using the access road has a residential fire sprinkler system installed or a fire hydrant exists within 450 feet of the residences measured as the fire vehicle lays its hose. B. An additional 5 foot wide pedestrian pathway along one side of the paved access road separated by a 4-inch wide painted line. C. Access roads exceeding 150 feet in length shall also include an adequate turnaround at the end of the road. 9/8/2009 Design Standards 10-5 New access roads serving 3 to 6 residential units shall meet the following additional standards: A. Access roads 75 feet or less in length shall have a minimum pavement width of 20 feet and shall be marked as a flre lane per ACC 15.36A. B. Access roads exceeding 75 feet in length shall have a minimum pavement width of 34 feet. The pavement width may be reduced to 24 feet if one side of the access road is marked as a fire lane per ACC 15.36A. C. Access roads exceeding 150 feet in length shall also include an adequate turnaround at the end of the road. D. An additional 5 foot wide sidewalk and cement concrete traffic curb per F-10.12-00 is required on both sides of the access road. The material for the sidewalk shall be consistent with the surrounding neighborhood sidewalks. New access roads servinq nonresidential properties shall meet the followinq addifional standards: A. The minimum pavement width shall be 24 feet for access roads servinq commercial properties and 30 feet for access roads servinq industrial properties. B. The access road will be marked as a fire lane per ACC 15.36A. C. Access roads exceedinq 150 feet in length shall also inciude an adeauate turnaround at the end of the road. 10.01.6 Half-Streets A Half Street could be comprised of any one of the above street classifications. Half Streets require, at a minimum, the construction from one side of the street, including the curb & gutter, ~ storm drainage, sidewaik, liqhtinq, conduits, and landscape strip, to the street centerline. Half Streets will need to be constructed when a proposed new development or redevelopment of a property is located on a public street that is not currently built to City standards. Half Street construction may also be required for property that abuts future streets proposed in the City's Comprehensive Plan.. When Half Street construction is required on an existing paved street, the design of the Half Street shall be consistent with the existing street conditions. Tfiis could require construction of more than half the street for safety and drainage reasons. When Half Street construction is required on unpaved streets or unimproved areas, a minimum of twenty-four feet (24') of pavement will be required. In these cases, the street should be designed to provide drainage for the constructed portion of the street. Provisions shall be made to allow for extension of the storm drainage system to the undeveloped portion of the street for future construction. The construction of a Half Street may require the dedication of additional right-of-way. If a Half Street does not connect at both ends to other streets, construction of a cul-de-sac will be required. Where Half Streets are connected to existing streets, transition tapers will be required when edges of pavement do not match. The following formula provides the information necessary to determine the length of the tapers for a specific situation: For street design speeds of less than forty miles per hour (40 mph) W= the width of the pavement offset WS2 = L S= the design speed in mph 60 L= the length of the taper 9/8/2009 Design Standards 10-6 For street design speeds of greater than or equal to forty miles per hour (40 mph) W= the width of the pavement offset ' WS = L S= the design speed in mph L= the length of the taper All required prepesed utilities located within the portion of the street being built, shall be installedl during construction. Half Street construction may also require the upgrading of existing utilities if said upgrading was necessary for the proposed development. The unfinished side of the Half Street shall be finished with temporary curbing, shoulders, clear zones, quardrail, slope treatments, and drainage accommodations ' as-to assure proper drainage, bank stability, and traffic safety. 1n•~-o-= 2When Half Streets connect to an intersection, the nearest corner of the intersection on the side beinq improved shall be designed and constructed for the full build-out of the street. The intersection design and construction shall include adequate improvements to insure safe use bv both pedestrians, bicycles, and vehicles. °)+o,,d lo.,s, f,f+., foo+ (50') fr„w,.tie +r.,,,el , „f +he GFOSS s+,-ve+ 9/8/2009 Design Standards 10-7 10.02.7 Summary Matrix of Street Design Requirements 10.02,7 Table 10-1 M.: RESIDENTIAI :u w:, • ~ ,a: . ~ . o-:. _ - : , , ; _ , . ~ a'; ; E ~ ~aCOLLEC : NON RES,IDENTIAL, w., RURAL ~ ,LOCAL ~LOCAL . C UASSIFICATION~. ..:r._.. ~ ~ , r ~ ARTERIAL~~~ ARgTERIAL ~ m . COLLECTOR COLLEGTOR NONRESIDENTIAL RESIDENTIALr= g x ]Al3+hn,RnL - z4s~ . z:- - - _ . . ~ . . . . . . - , . r ? : T ~ Roadway Section Standard Delail Na TRAFFIG27 TRAFFIG28 TRAFFIG29 ~ TRAFFIC-30 f TRAFFIC-31 TRAFFIC-32 TRAFFIC-33 TRAFFIG34 I Averaqe Dailv Traffic (ADT1 10.02.5.3 Over 15,000 10,000 -15,OD0 2,500 -10,000 2.500 - 5,000 1,000 - 5.000 Up to 1 200 Up to 1.200 Up to 1,000 x n~a ~ ~ ; ~ ~ , , ~ . ~ , C . . .w. F. ~ 7 , ~ . ~ i , i. . i ~ _ ~ . , , I~ ..W „ . ~ , ~ ~a. a~... , ~ d~~~~ I Width (ft) 10.02.3 ' 87 71182 55 55 65 60 50 55 50 ~ Intersection Radii- Min. (ft) 10.02.3 2-139.5 2-2-29.5 19.5 4-95 4-9~24.5 17 9 4-9-24.5 7 G v. , m.,_ . . E ~ . i . . . . ~ x. : ~ . . ~ at- . ~a ~ , . ~ . ~ . ~ ~ r,..,,n~ ~ . , r . . ~ , ~ . I i ,ontiiW~!iliiii ( , M I~~~ ...~I off ~ Roadway Witlth (ft) 10.02.4 61 50161 34 34 44 28 28 34 24 ~ CurblGutter 10.02.4.4 Y Y Y _Y Y N Y Y N ~ Number Of Lanes 10.01 5 415' 213' 2 3 2 2 2 2 ~ Insitle Through Lane Width (ft) 10.02.4.1 11 11 N/A 44 N/A N/A 10 N/A N/A ~ Curb Lane Width (ft) 10.02.4.1 14 14 11.5 ?JIA 16 14 10 17 12 ~ Center Tum Lane Width (ft) 10.02.4.2 11 ~ 11 11 NI,4 12 N/A N/A N/A N/A ~ Bikeway ClasslWidth (ft)' 10.06 P1lF-Cl. 1110 PJ4~-CI. 1/ 10 A1~4CI. 216 ra N/A AI~A-CI. 3 N/A N/A N/A ~ Intersection Curb Radii ft' 10.02.4.6 50 40 30 39 359 30 20 395 20 ~ Parkin Allowed ~ 10.02.4.5 N N N Al N N Y,one-side N Yltwo-sitles . . i . . i .i . i i m i i a . ~ , i . i . ....»r ;'a i~, Mn i . . . i., . . .:~....W. ii . . i. . . . . ~ . , R. - Shoulder Width (ft) 10.02.4.4 N/A. N/A N/A N/A 8 N/A N/A 3 Sidewalk Width (ft) 10.05.1 10 10 5 10 0 ~ 5 10 0 ~ Street Trees with Grates 10.05(pendinq) Y Y N/A Y N/A N/A Y N/A ~ Landscape Strip Witlth (fl) 10.08.1 PJlPr5 w! CI. 1 trail NJA-5 wl CI. 1 trail 5 N/A N/A 5.5 N/A N/A Illumination 10.10 Y Y Y Y Only at Intersections Y Y Only at Intersections ~ ~ . ~ , s : , , ~ ~r 1'~;.: , 41-', x . i "s~ ~,i : . , ¢i,. v3 n ~ ~ ...,SECF , s~~. INTER , MinlMax Horizontal Approach Anqle 10.04.1.2 90° ± 5° 90° ± 5° 90° ± 5° 90° ± 5° 90° + 5° 90° + 5° 90° + 5° 90° + 5° ~ Minimum Landinq Approach Lenqth (ft) 10.04.1.5 30 30 20 20 20 20 20 20 I Maximum Landinq Approach Grade (%1 10.04.1.5 3 3 5 5 5 5 5 5 i Geometric:Desi n Cr~teria ~ POSTED SPEED (mph` 10.02.2.6 45 40 35 35 30 39 30 40 35 30 25 30 25 ~ DESIGN SPEED (mph) 10.02,2.6 55 50 45 45 40 35 35 45 40 35 30 35 30 Min. Horizontal Curve Radius (ft) ' 10.02.2.1 96G 7-58 649 @G9 4654 &2-'~ 527 527 600 464 348 333 510 333 For Stantlard Cross Section 9720 8150 4930 1121 821 544 544 1125 821 544 I nna„ ne,,.oe „a r,.var ro rdo„foo4 10.02.2.2 6$ 7--& 9-5 8-.5 4-2-4 44.9 49-9 494 9,a 4-2-4 4-6-.5 4&.4 4Z-.7- 4a4 Min. Tangent Between Reverse Curves (ft) 2 10.0222 150 150 150 150 150 100 150 100 Maximum Rate of Su er Elevation, e% 10.022.3 8 8 0 0 8 0 0 0 Max. Vertical Gratle % 2, 3'7 10.022.4 6 6 8 8 6 8 8 8 Recommended Cross Slope 10.022.5 3 3 3 3 3 2 2 2 , i - < < „ s~ ,.o,. ~ ~ X: . ``~~.r, ~ ...RA' :INAGE h. ~ ~w ~I ~ . Mil ~ M Closed System 6.00 Y Y Y Y Only at Driveways Y Y Only at Driveways Open System 6.00 Y Y ` Minor Arterials may be designetl as either a four (4) lane road (two lanes in either direction) or a fve (5) lane road (two lanes in either direction and a center turn lane) based on ihe Comprehensive Plan designation. Residential Collectors may be tlesigned as either a two (2) (one lane in either direction) or three (3) (one lane in either tlirection and a center turn lantl) lane roatl based on ihe configuration of access points to the collector system. ' At intersections with two different street classifications, use the hiqhest classification for curb radii. ` Table values are for standard cross sections with a relativelv level Qrade and are for reference onlv. For accurate desipn values reference the AASHTO Manual "A Policv on Geometric Desiqn of Hiqhwavs & Streets." ' Vertical curoes will be reauired when the alQebraic qrade difference is more than 1%. ' Parkin4 shall be locatetl where space is available, outside of the repuired three-foot (31 shoultler. ' The construction of separated bikewavs shall be required in coniunction with street proiects when desiqnated bv the Comprehensive Plan. Required pavement and right-of-way widths may be greater then that shown to accommodate medians and/or bike lanes as required to meet Comprehensive Plan designations or to address traffic calming. See section 10.06, e Vertical qrades mav be increased to 10% for non-arterial streets upon approval of the Citv Enqineer. Minimum ratlii are for streets tlesigned using the recommended cross slopes listetl above. Minimum street radii forArterials and rural Collectors may be reduced by superelevating the street section per the requirements above. 91812009 Design Standards 10-8 1`0.022 `~Stree04eometryQ For in-depth design information on the following criteria, please reference the AASHTO Manual "A Policy on Geea*+sGeometric Design of Highways & Streets," latest adopted edition. ~ 10.02.2.1 Minimum Horizontal Curve Radius Horizontal curves m°+edshall be designed to provide the minimum radiias required #e aAew-for vehicles to safely negotiate a turn without leaving their driving lane and shall in no case violate minimum siqht distance requirements. r"os Fad;Qs;s-Minimum radii are established by the design speed of the street on which the tur-n-curve is located and are listed in Table 10-1. On :ome st;e~ts,arterials and rural collectors the}se radi4si seu44d--m_U be reduced sl'ghtly superelevating the road cross-section. 1-0.02.2.-2 Begree „s-~.-,T.,.;zental r"'~"^F"T~p R R - Radws 10.02.2.32 Tangents Between Reverse Curves I Sections of straight roadway must be designed between curves to avoid quick left-right transitions that could potentially lead to loss of vehicular control. The length of these straight sections should be a minimum of one hundred fifty feet (150') for arterials and collectors and one hundred feet (100') for local residential streets. Where reversin4 curves are superelevated, tanqents ~ between curves shall be of sufficient len4th to accommodate transitions into and out of the superelevated sections+"° r°^umF°~ FU^^ff 10.02.2.43 Superelevations The process of superelevating a street provides a constant cross slope from one edge of the roadwav to the other. This allows vehicles to travel around a turn at a higher ve4es+tir-speeds than would be possible if the road wa-s-~ere a normal crown cross section. Superelevations are allowed only on arterials and rural collectors. The maximum superelevation rate allowed for sitY these streets is eight percent (8%) and requires a design speed of thirty-five miles per hour (35 mph) or greater. 10.02.2.64 Vertical Grades I Vertical Grades, the amount of slope of a street in the direction of travel, is limited to a maximum of six percent (6%) for Arterials and eight percent (8%) for all other streets. All street sections shall maintain a-and-a minimum of one-half percent (0.5%) vertical grade. Vertical grades may be increased up to #welve-ten percent (4- 10%) for non-arterials upon approval of the City Engineer. The City er+g}neer--Enpineer shall consider the public benefit of any deviation request including the classification of the roadway, traffic circulations, traffic congestion, emergency 9/8/2009 Design Standards 10-9 access, adjacent property access, length of grade, impact to public utilities, or any operational or safefy factors. Deviations to the vertical street grade of a classified roadway shall generally not be granted unless it can be demonstrated that the public benefits significantly outweigh any potential detriments. If approved, grades between si*--eiqht percent (68%) and #a,relve ten percent (4- 10%) may trigger the additional followinq design considerations; • Increased travel lane widths: • Enhanced Pavinq Section: • Incorporation of Separated Multi-use trail: • Incorporation of Median Islands: • Enhanced Intersection/Sipnal Improvements: '^.^~.«.'10.02.2.5.1Vertical Curves Vertical curves are required where a chanqe in vertical aliqnment equals or exceeds a one percent (1 alqebraic qrade difference. Crest ~N"°^ +ho ..hA.,,,o ,o,+,,.al „rades 06 greater +ha., o ' des+gned. Vv_ertical curves ar °°d°d °^"i°~;°shall be designed to provide the required minimum stopping sight distance for the streets design speed as listed in Table 10-2 of Section 10-03. ~8-A3:Saq vertical curves shall be desipned to provide the required minimum headliqht siqht distance in accordance with (Reference Table to be developed per AASHTO standards). greater +",^^,t"e-f;nal s4e„ ca„ Ve,+,,.al r„r„o roa ,.,ho., ~~e-Ft~^^l Gu^,e "s re^uir°^' All vertical curves must be symmetrical, parabolic, and meet AASHTO standards. 10.02.2.55 Cross Slopes City streets shall be crowned in the middle to provide drainage to the gutter_line or roadside ditches. The cross slopes created by this crown shall be two percent (2%) for local streets and three percent (3%) for collectors, arterials, and roads with vertical grades of greater than six ~ percent (6%). Collectors and arterials have ashall have steeper cross slopes since the higher, ~ speeds associated with these roads require that water drain more quickly from the roadway to ~ avoid hydroplaning. 10.02.2.67 Posted and Desiqn Speed For design purposes, the "Posted Speed" for anv qiven street seqment shall be as designated in Table 10-1 or the existinq siqned speed limit, whichever is qreater. For design purposes, the "Desiqn Speed" for any qiven street seqment shall be 10 mph rq eater than the Posted Speed for arterials and 5 mph greater than Posted Speed for non-arterials as desiqnated in Table 10-1. . 10.02.2 10:02:3 Right-of-Way ~ 9/8/2009 Design Standards 10-10 The required right-of-way will depend upon the width of the street and other improvements. Excluding cul-de-sacs, the typicai requirement is for the right-of-way to extend a minimum of ten feet (10') behind the curb line on each side of the street. Additional right-of-way may be required for bike/pedestrian trails and/or storm facilities, for example. Right-of-way requirements may be variable within a street corridor due to intersections, turn lanes, bus loading zones, and other street features. I Right-of-way shall be conveyed to the City on a recorded plat or by a right-of-way dedication or separate instrument. The minimum right-of-way requirements for the various street classifications are listed in Table 10-1. 10.02.3 ?-0^.~^2:4 Roadway Width (Travel Way) The roadway width or travel way consists of inside through lanes and/or curb lanes, center turn lanes and/or bike lanes (where required), and curb and gutter. Special cases may also require acceleration and deceleration lanes and right and left turn pockets. Total roadway width is measured from the face of curb to the face of curb. 10.02.4.1 Inside Through Lanes and Curb Lanes The street classification and the amount of existing and projected traffic will determine the number of lanes required for a street. Curb lanes or outside lanes on all streets excluding residential collectors and local and rural residential streets shall be a minimum of fourteen feet (14') wide. Streets will be widened to include inside through lanes based on street classifications and/or projected traffic volumes. The minimum width for inside through lanes shall be eleven feet (11'). 10.02.4.2 Center Turn Lanes Center turn lanes will be required on principal and minor arterials. They mav also be required on aP4 collectors dependinq upon the nature of the roadwav and the number of left turn movement opportunities alonq the corridor. Center turn lanes shall be a minimum of eleven feet (11') wide. 10.02.4.3 Other Lanes Acceleration and deceleration lanes may be required for sites located on arterials where heavy volumes and/or heavy truck movements into and out of the site would impact the speed and safety of the arterial. Left turn and right turn pockets may be required at intersections with large numbers of left and/or right turns. Left turn pockets shall be a minimum of eleven feet (11') wide with right turn pockets a minimum of Ewelve-fourteen feet (4-LL14') wide. ~ 10.02.4.4 Road Edge All urban roads within the City of Auburn shall be designed using concrete curb and gutter (WSDOT Plan F-1). Rural roads within the City may be designed with a gravel shoulder (minimum of 25/g" CSTC over 8" of "gravel base"; eight feet (8') wide for rural collectors and three feet (3') wide for rural residential) and a ditch for drainage. Rural roads shall also meet AASHTO , standards for a clear zone between the edge of pavement and any obstructions. ~ 9/8/2009 Design Standards 10-11 10.02.4.5 On-Street Parkinq On-Street parking requirements shall be as desiqnated in Table 10-1. For Local Residential streets where parking is aliowed on one side only, the Citv shall require the parking to be placed on the side of the street that can accommodate the most parking. Parkinq is not allowed at any of the followinq locations: 1. Within 20 feet of an uncontrolled intersection measured from the point of tanqency on the enterinq curb radius. 2. Within 30 feet of a stop, yield or siqnal controlled intersection measured from the point of tanqencv on the entering curb radius. 3. Within any intersection. For "T" intersections, the no parking limits shall applv to both sides of the throuqh street (top of the "T"). See Fiqure 10-0. 4. In front of or within 15 feet of each side of a fire hvdrant. 5. In front of or within 5 feet of each side of a drivewav. 6. Where mid-block crosswalks are installed, no parking shall be allowed on either side of the street within 50 feet in advance of the nearest edqe of the crosswalk and within 20 feet past the furthest edge of the crosswalk. In no case shall the advance parking restriction for crosswalks be less than the minimum stoppinp siqht distance of the roadway. Additional parking restriction mav be required dependinq upon roadwav aeometrics, adiacent land use, and the proximitv to bridqes and railroads. streets whefe Parkinq 's-au„e,..,prl ~p ~ IY, +he Goty shall R",e PQ;;iR he NaGed e;irlc r.f 4ho s4roc4 +h-++ r nr!-.4c ~he w.r.c4 v+~,rLinn ~ ~il Ne parkonq Shill-vP Al'AV1FPd W6+hm~mrrm-rv-T1 C, f°c°ci-vr-f oR~h 1;irlo~f fire h~i.J.a..4 -~...J ~ii4h*.~ F f°c°cni °-a~ 20 oo+ .,ao+ 4ho fuF+hec4 od.,o E,f +I-,c .~IL In n choll 4ho o.iyo.,Go Y,oFLi.,., ro~+ri.4i., .crJ dcr)enrlinn UPGR -o.dw>oy cfr4Go -,rli-,Gon+ 10.02.4.6 Intersection Curb Radii The minimum riqht-of-wav requirements for the various curb radii shall be as designated in Table 10-1. At intersections with two different street classifications, the highest classification for curb radii shall be used except at intersections with residential streets where the lowest order street . 10.02.5 Street Layout An efficient transportation system seeks to spread vehicle movements over a series of planned streets. The goal of the system is to encourage connectivity while preventing unacceptably high traffic volumes on any one street. Ample alternatives should exist to accommodate access for emergency vehicles. For these reasons the City will continue to plan a series of arterials and 9/8/2009 Design Standards 10-12 collectors designed to national standards to provide efficient service to the community. Ample alternatives shouid also exist to accommodate non-motorized transportation on arterials, collectors and local roads within and between subdivisions. 10.02.5.1 Local Residential Streets I The internal local residential street network for a subdivision should be designed to discourage regional through traffic and non-residential traffic from penetrating the subdivision or adjacent • subdivisions. Local residential streets shall not exceed 1,300 feet in length between intersections and shall not serve more than 75 dwelling units. Residential subdivisions ~°~~°~ts should be planned in a manner that minimizes the number of local street accesses to arterials and collectors. Residential subdivisions d°v°l^^m°^+° with greater than 75 dw°°o^^ ^lots , inslading s+agle family-develeprneRES, U'ly , shall have a minimum of two accesses to either an arterial or collector. Residential subdivisions developments with less than 75 dweNiRg-E+r~itslots,- , , shall have at least ^°^°ral a^^°S°+^ one access to an arterial or collector. Residential subdivisions n°"°'^^m°^+° with between 25 and 75 dw°"i^^ u^o'° lots shall also provide a second emerqencv vehicle access route to an arterial or ^^"°^'^r f^r °m°r^°^^„ „e"•^le ^^^esc 10.02.5.2 Other Streets New streets and/or new street svstems, other than local residential streets servinq residential subdivisions, shall be confiqured in conformance with the City's comprehensive plan quidelines and policies. Where the comprehensive plan lacks clear quidance to address a particular situation, the Citv mav require traffic studies and other supportinq analvsis to help define the confiquration and nature of the planned street svstem. 10.02.5.23 Cul-de-sacs I Where possible, streets shall be planned, designed and constructed to connect to future developments. All dead-end streets shall end in either a temporary or permanent cul-de-sac. Permanent dead-end streets or cul-de-sacs will only be allowed where a through street to connect adjacent properties and/or other streets is not needed or possible. Dead-end streets shall not be more than six hundred feet (600') in length as measured from the center of thel nearest intersection, unless the city determines that due to topography or existing development patterns there are no feasible alternatives and emergency services can be effectively provided. Dead end streets ending in permanent cul-de-sacs shall serve a maximum of 25 dwelling units. When applicable, non-motorized paths shall be provided at the end of the street to shorten walking distances to an adjacent arterial or public facilities including, but not limited to, schools or parks. Existing stub-end streets that are greater than eight hundred feet (800') in length shall be linked to other streets whenever the opportunity arises, unless it can be demonstrated that such connections would lead to a substantial rerouting of through traffic onto the street. Dead-end streets longer than eight hundred feet (800') as measured from the center of the nearest intersection shall not be allowed to serve substantial new development. 10.02.5.23.1 Temporary Cul-de-sacs ■ Temporary cul-de-sacs may be provided only when there is a plan for extending the street. ■ Temporary cul-de-sacs shall have a paved surface with a diameter of sixty-five feet (65'). 9/8/2009 Design Standards 10-13 ■ A sign shall be posted at the back of the temporary cul-de-sac stating that the road is planned ~ to be extended in the future and to contact the City of Auburn Public Works Department for further information. I 10.02.5.-23.2 Permanent Cul-de-sacs Permanent cul-de-sacs shall have a paved surface with a diameter of seventy-five feet (75') " unless otherwise directed by the City. Permanent cul-de-sacs right-of-way shall have diameter of ninety feet (90') unless otherwise directed by the City. I 10.02.5.34 Traffic Volumes Projected trip generation shall be calculated based on the current edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. Stub end streets shall not be linked to a new street if the connection is likely to result in traffic volumes that will exceed acceptable volumes for the road's classification. These volumes are defined . . in Tabte 10-1 of these standards. Consideration may also be given to the character and nature of the neighborhoods proposed to be connected. 10.02.6 Fiqure 10-0 T-Intersection Parkinq Restrictions 0 PARKIN ~ MATCH MATCH ND PARKING '(TYP) , N❑ PARKIh1G (TYP) 20' FOR COIJTROLLED 20' FOR CONTR❑LLED Jo' FOP UNC❑~1TP.❑LLED 30' FOP UNCOrITROLLED T-INTERSECTI❑N PARKING ~ RESTRICTIO(J , . ~ ~ a'I , 10 03 ;Si ht Distance'' n,.~~r: , , <x, ~ Sight distance is defined as the length of roadway ahead that is visible to the driver. All roads, intersections, and access points should be designed to provide siqht distance of sufficient lenqth that drivers can control the operation of their vehicles to avoid strikinq an unexpected oblect in the traveled wav• 9/8/2009 Design Standards 10-14 10.03.1 Sight Distance Design The requirements for stopping sight distance and intersection sight distance listed in this section were taken from AASHTO's "A Policy on Geometric Design of Highways and Streets" manual as a quick reference guide and are for passenger cars on level roadways. Deviations from City design standards may require additional sight distance study and documentation. Siqht distance desiqn calculations will also be required for desiqn qrades not I listed in the tables below. 10.03.1.1 Stopping Sight Distance Stopping sight distance is the distance required at every point along a roadway for a vehicle traveling at or near the road's design speed to come to a stop before reaching a stationary object in its path. Table 10-2 contains the minimum design values that shall be used for stopping sight distance. In calculating stopping sight distance, the driver's eye is assumed to be three and a half feet (3.5') above the roadway and the height of the object to be seen by the driver is assumed to be two feet (2') above the roadway. 10.03.1.21ntersection Sight Distance Intersection sight distance is the clear sight distance necessary for a driver entering a controlled or uncontrolled intersection to proceed safely without impeding traffic. Table 10- 2A contains the minimum design values that shall be used for intersection sight distance. The City Engineer may require the use of single unit or combination trucks as the design vehicle for minor road approaches with 5% or greater heavy vehicle volumes. 10.03.1.2.1 Major Road and Minor Road For the purposes of intersection sight distance analysis the Minor Road shall be defined by any of the following criteria: 1. The controlled approaches of a Two-Way Stop Controlled Intersection. 2. The roadway with lower classification, lower design speed or lower traffic volumes: 3. For uncontrolled intersections of similar classification, design speed and volume roadways, the City Engineer shall designate the minor roadway. 4. Minor Roads include driveways, alleys, access tracts or any other location accessing a public road. 10.03.1.2.2 Sight Triangles Intersection, driveway and access point sight distances are analyzed using the applicable sight triangles per Figures 10-1 and 10-2. These sight triangles shall be provided on site plans including landscaping and other potential sight obstructions for all projects where intersections, driveways or access points are being installed or modified. Additionally, the City Engineer may require supporting documentation for vertical sight distance profile analysis on street grades over 3%. 10.03.1.2.2.1 Measurement Horizontal: Horizontal legs of the sight distance triangles on the major road are measured along the roadway centerline. Major road vertex points are placed at the midpoint of the 9/8/2009' Design Standards 10-15 traveled lane closest to the approach being analyzed. Minor road vertex points are placed in accordance with following applicable sections for uncontrolled and controlled intersections. Vertical: In calculating vertical sight distance at intersections the driver's eye is assumed to be three and a half feet (3.5') above the roadway surface and the object to be seen is three and a half feet (3.5') above the surface of the intersecting road. 10.03.1.2.2.2 Restrictions The area within the sight distance triangle must be free from any sight-obscuring objects from between three feet (3') and eight feet (8') above the ground. Sight-obscuring objects include but are not limited to: buildings, parked vehicles, signs, fences, and landscaping. 10.03.1.2.2.3 Right of Way Requirements The sight distance triangle shall be located completely within the City right-of-way. The City will require a right-of-way dedication as a condition of development approval to ensure the sight distance triangle is contained completely within the City right-of-way. If the City Engineer determines that this is not practical a"Sight Distance EasemenY' shall be required. 10.03.1.2.3 Uncontrolled Intersections For uncontrolled intersections (intersections without signals, stop signs or yield signs) the sight distance triangle dimensions are determined by applying the applicable distances listed in Table 10-2A to the respective legs of the sight.distance triangle as shown on Figure 10-1. 10.03.1.2.4 Two Way Stop Controlled Intersections In calculating intersection sight distance for Two Way Stop Controlled intersections the vertex (decision point) of the sight triangle on the minor road shall be measured 14.5 feet back from the nearest edge of the traveled roadway. Where parking is allowed on the major road this distance shall be measured from the far edge of the parking lane. Left turns from the minor road: Using Figure 10-2 sight triangles for traffic approaching from both the left and right should be provided using the value in Table 10-2A that corresponds to the major road design speed. Riqht turns from the minor road: Using Figure 10-2 a sight triangle for traffic approaching from the left should be provided using the value in Table 10-2A that corresponds to the major street design speed. 10.03.1.2.5 All Way Stop Controlled Intersections At All Way Stop Controlled intersections, the first stopped vehicle on one approach should be visible to the drivers of the first stopped vehicles on each of the other approaches. 10.03.1.2.6 Signalized Intersections At signalized intersections the first stopped vehicle on one approach should be visible to the drivers of the first stopped vehicles on each of the other approaches. Left-turning 9/8/2009 Design Standards 10-16 vehicies shouid have sufficient sight distance to complete left turns. Additionally, if right turns on a red signal are permitted from any approach then the appropriate sight triangle should be provided to accommodate right turns on that approach. 10.03.1.3 Decision Sight Distance Decision sight distance is used in cases where the driver is required to detect unexpected or confusing situations and then make appropriate changes in their driving style or method. This could mean changing lanes, slowing down, or coming to a complete stop. Decision sight distance will need to be addressed when designing roads with tight turns and unexpected driveway and street connections. When decision sight distance requirements are applicable, the guidelines presented in the latest edition of AASHTO shall be used. 10.03.1.4 Passing Sight Distance Passing sight distance should be addressed when designing two (2) lane roads where vehicle speeds can differ by a considerable amount depending on the driver. When passing sight distance requirements are applicable, the guidelines presented in the latest edition of AASHTO shall be used. 9/8/2009 Design Standards 10-17 10.03.2 Table 10-2 Stopping Sight Distance Stopping Sight Distance ft I Design Level Downgrades* Upgrades" Speed Roads E uation 10-2 E uation 10-2 I (MPH) (Equatio ►110-1) 3% 6% 8% a% ~ 3% 6% 8% 10% I 15 80 80 82 84 86 75 74 73 72 I 20 115 116 120 124 128 109 107 105 104 I 25 155 158 165 170 176 147 143 141 139 I 30 200 205 215 223 232 200 184 181 178 I 35 250 257 271 282 294 237 229 225 220 I 40 305 315 333 347 363 289 278 272 267 I 45 360 378 400 418 438 344 331 324 317 I 50 425 446 474 495 520 405 388 379 370 I 55 495 520 553 579 609 469 450 438 428 I 60 570 598 638 669 705 538 515 501 489 Equation 10-1: (Grades < 3°/a) Equation 10-2 (Grades ? 3%) d = 1.47Vt + 1.075 ~ d = I .47Vt + V ~ ~ 30(( 32.2 )±G~ d= stopping sight distance, ft. t= brake reaction time, 2.5s V = design speed, mph G= percent grade divided by 100 . a= deceleration rate of 11.2ft/s2 Data for this table was taken from the 5`h edition of AASHTO's "A Policy on Geometric Design of Highways and Streets" manual, Exhibit 3-1 Stopping Sight Distance and Exhibit 3-2 Stopping Sight Distance on Grades. I "Use Equation 10-2 helew-above to calculate appropriate stopping sight distances for rades not shown. 9/8/2009 Design Standards . 10-18 10.03.3 Table 10-2A Intersection Sight Distance Intersection Sight Distance, (ft) Uncontrolled Two Way Stop Controlled Intersections** Intersections" Use Figure 10-2 Use Figure 10-1 " (Equation 10-3) Dimension "a" for Left Dimension "a" Design Speed (mph) Dimensiobs "a'' and Turns for Right Turns (Table10-2C) (Table 10-2D) 15 70 170 145 20 90 225 195 25 115 280 240 30 140 335 ~ 290 35 165 390 335 40 195 445 385 45 220 500 430 50 245 555 480 55 285 610 530 60 325 665 575 Equation 10-3: ISD = intersection sight distance (length of the leg of ISD - 1.47Vr,(jortg sight distance triangle along the major road) (ft) - r . V ~joY = design speed of major road (mph) t~, = time gap for minor road vehicle to enter the major road(s) Data for this table was taken from the 5`h edition of AASHTO's "A Policy on Geometric ' Design of Highways and Streets" manual's Exhibit 9-51 Length of Sight Triangle Leg-No Intersection Control, Exhibit 9-55 Design Intersection Sight Distance-Left Turn from Stop, and Exhibit 9-58 Design Intersection Sight Distance-Right Turn from Stop and Crossing Maneuver. Where grade along an uncontrolled intersection approach exceeds 3%, the leg of the clear sight triangle along that approach should be adjusted by multiplying the sight distance listed in this table by the appropriate adjustment factor in Table 10-213. Intersection sight distance shown is for a stopped passenger car to turn onto a two-lane road with no median and grades of three percent (3%) or less. For other conditions, the time gap (19 ) will need to be adjusted per Tables 10-2C /10-2D and the sight distance recalculated. Refer to the latest edition of the AASHTO manual for sight distance requirements on major street left turns and at yield controlled intersections. 9/8/2009 Design Standards 10-19 10.03.4 Table 10-26 Uncontrolled Intersection Sight Distance Adjustment Factors Ad'ustment Factors Approach Desi n S eed m h Grade 15 20 25 30 35 40 45 50 55 60 -10 1.1 1.1 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 -8 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.2 1.2 1.2 -6 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.2 -5 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 -4 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 -3 to 3 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 4 1.0 1.0 1.0 1.0 1.0 0.9 0.9 0.9 0.9 0.9 5 1.0 1.0 0.9 0.9 0.9 0.9 0.9 0.9 . 0.9 0.9 6 1.0 1.0 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 8 1.0 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 10 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 Note: Apply adjustment factor to sight distance measurement for each approach. Data for this table was taken from AASHTO Exhibit 9-53. 10.03.5 Table 10-2C Time Gap for Left Turns Design Vehicle Time gap(tg) (seconds) at design speed of major road Passenger Car 7.5 Single Unit Truck 9.5 Combination Truck 11.5 Note: Time gaps are for a stopped vehicle to turn left onto a two-lane roadway with no median and grades 3 percent or less. Table 10-2A values require adjustments as follows: For Multilane roads: ~ For left turns onto two-way highways with more than two lanes add 0.5 seconds for passenger cars and 0.7 seconds for trucks for each additional lane, from the left, in excess of one, to be crossed by the turning vehicle. For minor road approach grades: If the approach grade is an upgrade that exceed 3 percent; add 0.2 seconds for each percent rade for left turns 9/8/2009 Design Standards 10-20 10.03.6 Table 10-2D Time Gap for Right Turns Design Vehicle Time gap( tg )(seconds) at design speed of major road Passenger Car 6.5 Single Unit Truck 8.5 Combination Truck 10.5 Note: Time gaps are for a stopped vehicle to turn right onto or cross a two-lane roadway with no median and grades 3 percent or less. Table 10-2A values require adjustments as follows: For Multilane roads: For crossing a major road with more than two lanes add 0.5 seconds for passenger cars and 0.7 seconds for trucks for each additional lane to be crossed and for narrow medians that cannot store the design vehicle. For minor road approach grades: If the approach grade is an upgrade that exceed 3 percent; add 0.1 seconds for each ercent rade for left turns ' 9/8/2009 Design Standards 10-21 10.03.7 Figure 10-1 Intersection Sight Triangles for Uncontrolled Intersections ~ ~ 't- ~ ~ ~~,~njc~r I%;~~e'♦ r~ . ~'x`.~.__._._._..._......__._..._. ~ , , - - - - - - F'C:~rt; ~ - Tricnqie D e isio.t `ich$ 'r,angi:.>, for° Li Prin; 'd+c.wing traffic c?~rocching the rr.inar rccgd {rnrp i;hv Ief: L's ~ t~. G'.e6sion F~~e F'o3n: . r5 a `.l.*.ar ._=:igh: ~E D' 1:31 ';n :"i.]( gl~'. (fl{ I'C?Ift~ ~ v@r w ifF ~ I . i~ al , r;^e hir g `f c n ;nr:,- •„cA from k'r,e rrtg^.E s ~ 1 I~. C" ,n F.eqhrt , °he c;i.=.tcnce r.nrresp~,an~i:ng tn<. ,r. s, k~e:t . : - . A" f, o. kha In°ar:,t..tic.~r, caii.:rrn p' A: ~.,I.. -:'A ~ 2. Lty cf q'il rskirice spcu<S Rv.G+t torr: ihtw t€r,ron* ,:I~ecJ Imtur„ G:*',i;w~ .r,lornr; of To.;le: 1~)-2A, Snqnt (rinr gde Iec°: cre rrew a;ree rl nq inA cFr:terline. so-ch .ocd~v-y_ [i.O.iY; pS?iras Clr: oa.. , -:Tt tf1C,4,if,;„'llrt@ A .I<P C{G rd: d to;Ye 912009 Design Standards 10-22 ~ 40-.03-.810.03.8 Figure 10-2 Intersection Sight Triangles for Two-Way Stop Controlled I Intersections -c, C~ CY g C) ~ S g ~ \.......1 . J ~ c 1 ~ A £ ~ . . . rl nF)l~€I ' ('.4irlyl., 'FicEIC>l., ~ - . . ~"1~: C:Pi:l c~ f1 ==gFat iriongle fo. f oirs;. Nrwfrl ir'cffir_ ap'arc;achiC'iC k"'wie °°`iirtcr ; , ro-,.id ; ror-i ihc ~ Ta r~ C: ~ r~ r*, ~ 1~: f , . _ , .:.•W~:s:.~:~~ Q.:~a.€'~ m~... V P.~~-t ~sat;t ~ .~3T1t-il. i..rll'rn~~lc k ;r '•:IE'.\'If;g :mHICt3j'}.u e'_w g fhe mir;Jr' °r0<'J -.Jm hCz. 3€gint I. Lt;g „ ,zf 1=gh5l .r.i .iayQ k,._ didano _1rrmNert<JQ lc l,it: 1uyiyr. u;ic.,,;f „A" t...m t'1e lr;. ='aV1y S:op vf TsGlr, lI :r' > L^q .racsrqle 3.-r.c.:surcc. a •_iM 114.5' uuck ircrn ,i_orest roq_ o1 he Jr~s~~ ..^.,Ix~ , > r~<r, . _ . ,f`•f: '~ti P ".;Yi ~ f:1Iy2° A. 'Nrr,-ne poK rc ciSl;.:wrsr oi tnf: rr,ai, r sl P..I ;s rrec:sitred Ir•.^,m a p-.^,i,-l 145 _ bc f,~:st: t < f<.r . ke v r} c .zcar &a Wm 'C; 3Yn va7"r ug :heWe ..:,~•i~g cmjmd. 4 SY,=ik Tria G Is 'ir<cs nre rno,,..mc.< dony n:. ..e_r:er_iw cf .wh rra"p. or alyn<3, j 911009 Design Standards 1003 10;.,04 Street Acc°ess p All access points to and from City streets including intersections and driveways shall be approved by the City prior to construction. These access points shall meet all the requirements contained throughout this chapter for sight distance, spacing, and other safety considerations. The following section contains design criteria on all access points including street intersections and driveways. These criteria are minimum values and may need to be modified according to safety factors, traffic volumes (existing and/or projected), topography, design speed, design vehicle requirements, drainage, and other conditions, both existing and projected. 10.04.1 Public Street Intersections Public Street Intersections are intersections where two (2) or more City streets intersect. These intersections shall be designed using the following criteria: 10.04.1.1 Intersection Spacing Public street intersections shall meet the minimum centerline spacing requirements as shown in Table 10-3. 10.04.1.2 Horizontal Approach Angle The horizontal approach angle of public street intersections shall be between 85° and 95° at the centerlines of intersecting streets. 10.04.1.3 Intersection Approach Offsets Public Street intersections shall be aligned so that opposing single left turn tanes and through lanes are not offset more than four (4) feet as measured from the lane centerline approach tangent. 10.04.1.4 Curb and Right-Of-Way Radius A minimum curb radius is required at intersection corners for vehicles to safely execute a right turn at a reasonable rate of speed without crossing lanes or encroaching onto the adjacent curb. At intersections of differing street classification, the higher classification street curb radius requirements shall be used. The exception to this rule is for local residential streets where the minimum radii listed in Table 10-1 shall be used. The right-of-way radius is the additional radius required to install sidewalks, landscape strips, and other roadway appurtenances. Additional right-of-way may be required near intersections to accommodate auxiliary traffic lanes and equipment for existing or future traffic signals and street lights. These minimum values are listed in Table 10-1. 10.04.1.5 Landing Approach The landing approach is a defined segment of the street before the intersection and is measured back from the point of tangency of the curb radius on each approach to the intersection. The requirements for minimum landing approach length and maximum landing approach grade are listed in Table 10-1(Staff to research and reconcile with ADA requirements) 10.04.1.6 Street Crowns 9/8/2009 Design Standards 10-24 Public street intersections shall be designed to drain away from the higher classification street. Grades shall match at the center of intersections for equal classification streets. At intersections of differing classification streets the crown shall be carried through the intersection for the higher classification street. 10.04.2 Private Street Intersections Private street intersections are those intersections where a private street intersects a City street. These intersections shall be designed in the same manner as public street intersections, except that the private streets will be stop-controiled. 1 9/8/2009 Design Standards 10-25 10.04.3 Table 10-3 ~ "~Minimum'Intersection,.S acin ' from~ente`r.line to~Centeriine ft= ~ Am ' ~RES ; IDENTIAL INOR L RURAL~~~~ LOCA : ~ ~ ~ ~ARTERIAL ARTERIAL ~ iRESIDENT.IAL COLLEGTOR~ ~STREETS = ~ j GOLLECTOE2S= ~ ~ ~ a A ~ 5 ~ ~ 500 500' 250 250 125 LOCAL~STREETS ~ I s 1320 1320 500 500 250 ~RURALt IMOLLECT' OR . ~r I 'RESIDE AL- 2640 1320 500 500 250 & NON- °RESIDENTIAL; 'COLLECTORS`; I 2640 2640 1320 1320 500' MINORz~~~ ; ~ ~~ARTERIAL ~ I ~ , ~~PRINCIPAL " 2640 2640 2640 1320 500 ARTERIAL ~ ~ ~ ~ Notes ? ` ~S~ ' S~ ~ Local streets shall pene~all~~not be allowed to access directlv onio~artenals .~s+ I . ~,2 Refer to'section 10 03 for~intersection siqht distance requirements ~ kM,,.a ~ .i: ~ ~ ~ a ~ , 3~'~Refer to:section.10.05for~intersection~ ~ etlestnan"acces'sibibt~re uirements 10.04.4 Driveways Standard Detail TRAFFIC-07 through TRAFFIC-11 Driveways can be broken into the following classifications: A. Residential Driveways - Driveways to single family residences. B. Commercial/Industrial Driveways - Driveways to all properties except single family residential. C. Temporary Driveways - Driveways to property allowed prior to and during construction only. D. Emergency Driveways - Driveways required by the fire department to provide an alternative emergency-only access to the property. E. Signalized Driveways - For special circumstances when no other option is available, the city may allow signalized access to a public street from a private access. In such situations, dedication to the city of any right-of-way necessary for maintaining and operating the intersection will be required. Additional mitigation measures may be 9/8/2009 Design Standards 10-26 ~ required to ensure safe and efficient access to the public street. The private leg of the intersection within the right-of-way shall be designed to the applicable public street standard as determined by the city. 10.04.4.1 Driveway Locations Most properties shall be limited to one driveway access to a City street (or alley). Multiple driveway accesses to a street (or alley) shall only be allowed when the City determines that the second access does not create a safety concern or impede traffic flow. To address safety or to mitigate impacts of traffic flow, the City may require two or more contiguous non-single family properties to share a single driveway, and/or require the driveway to be located on the lowest classification of street (or alley) when a property has frontage on two or more streets (or alleys). Driveway accesses within the "Functional Intersection Boundary" shall be either prohibited or restricted in conformance with Section 10.04.4.1.1 below. The City may also impose driveway restrictions at other locations when a safety hazard is identified or to mitigate impacts of traffic flow along a classified street. Such restrictions shall be incorporated into the design of the driveway in conformance with the provisions of Section 10.04.4.5 in a manner that strives to maintain existing access turning movements to other properties in the vicinity. Redeveloped properties are not guaranteed that their existing driveways will be retained. Redeveloped properties that meet the requirements for half street improvements, have more than one access point, or do not meet current City standards may be required to eliminate, relocate or modify existing driveway access/accesses . Except for Local Residential Streets the spacing of driveways and their separation from intersections shall meet the minimum "Functional Intersection Boundary" distances of this Chapter. 10.04.4.1.1 Functional Intersection Boundary See Table 10-4 & Figure 10-3 , The functional intersection boundary is the portion of the street leading up to the intersection required to allow vehicle movements and storage. This is the area within which drivers identify the situation, change lanes, come to a stop, and wait before proceeding through the intersection. Driveways shall be either prohibited or restricted within the functional intersection boundary in accordance with Table 10-4 and Figure 10- 3.The functional length of an intersection is measured from the point of curvature/point of tangency (PC/PT) of the curb return. Driveway restrictions include prohibiting either all left turn movements, left turns out of or left turns into the subject driveway. 9/8/2009 Design Standards 10-27 10.04.4.1.2 Table 10-4 *Distance Requirements for Functional Intersection Boundaries Functional Decision Lane grakinq Storaqe Intersection Speed Speed Reaction Distance Chanqe Distance Lenqth Boundarv m h ft/sec Time ft Distance ft ft Lenqth ~ sec ~ „ ,d,_ ds= „d - _ a, d 2 " - d, tlz+ds+da I 25 m h 37 1 37 25 60 50 222 I 30 mph 44 1 44 40 86~ 50 270 I 35 mph 51 1 51 60 118 100 329 I 40 m h 59 1 59 85 154 100 398 I 45 m h 66 1 66 105 194 100 465 I 50 m h 73 1 73 140 240 100 553 10.04.4.1.3 Fiqure 10-3 Functional Lenqth Diaqram of an Intersection with Riqht and/or Left-Turn Lane ~ ~ a 4? d4 d3 dz d, Storage Braking Lane Change Decision Distance Distance Distance Distance Physical Length Functional Length 9/8/2009 Design Standards 10-28 10.04.4.1.4 Fiqure 10-4 Functional Intersection Boundarv Restricted Access Diaqram ~ d4+d3+dz dI ~ O O O O O O ~ d3+dz+d 2 ~ OA PROHIBITED ACCESS BO RESTRICTED ACCESS OC UNRESTRICTED ACCESS 9/8/2009 Design Standards 10-29 1 10.04.4.2 Driveway Layout See Standard Detail Traffic-11 Driveways shall be designed in such a manner as to allow for efficient and safe ingress and egress from the City streets. Driveways and on-site parking, other than that for single-family residences on unclassified roads or alleys, shall be designed such that vehicle-backing maneuvers will not occur onto the street. A properly designed driveway shall allow the largest typical vehicle that will use the driveway (i.e. tractor-trailers at large warehouses, delivery trucks at mini marts) to enter and exit the site without encroaching into opposing traffic. Driveways for adjacent properties should be separated by a minimum of ten feet (10') for residential and fifty feet (50') for commercial/industrial. This distance should be measured from the outside edge of the driveway apron. When this separation is not obtainable, a single driveway centered on the property line may be required. When designing site layout and driveway access, internal circulation shall be such that onsite trafflc will not backup the driveway impeding vehicles in the public street. The City may require sites with internal traffic congestion to design driveways with long throat lengths to provide extra storage to avoid impacting City streets. 10.04.4.3 Driveway Alignment (Horizontal & Vertical) The angle of driveway throats to the City streets shall not be less than seventy-five degrees (85°) unless a"pork chop" or other access control device is allowed to be utilized per Section 10.15. The vertical grade behind the driveway shall not exceed five percent (5%) for a distance of 12 feet beyond back of sidewalk or right of way line. Driveways shall be designed to preclude vehicles from dragging when entering or exiting the site. Driveways shall meet all sight distance requirements per Section 10.03. 10.04.4.4 Driveway Widths 10.04.4.4.1 Residential See Standard Detail Traffic-07 &-08 Residential driveways shall be used when serving four (4) or fewer living units. Driveway widths shall be a minimum of ten feet (10') and a maximum of twenty-four feet (24'). Residential driveways shall be constructed using a minimum thickness of six inches (6") of non-reinforced concrete. 10.04.4.4.2 Commercial/Industrial See Standard Detail Traffic-09 & 10 Commercial and industrial driveway widths shall be based on the number of lanes used on the driveway and the type of use. Commercial driveways shall be ' constructed using a minimum thickness of eight inches (8") of reinforced concrete The three categories described below will be determined based on the vehicles expected to use the site. A. Light commercial/industrial driveways should be used for sites where the average vehicle use will range from passenger vehicles to small size delivery trucks. Examples include mini marts, strip malls, fast-food restraints, triplexes, and small apartment buildings. Driveways will have one entering lane and up to two exiting lanes with the lane widths restricted to a maximum of twelve feet (12'). 9/8/2009 Design Standards 10-30 B. Medium commercial/industrial driveways should be used for sites where the average vehicle use will range from medium to high volumes of passenger vehicles to multiple medium delivery trucks per day and the occasional large tractor/trailer delivery truck. Examples included supermarkets, large outlet stores, shopping malls, large apartment buildings, and busy retail stores located on arterials. Driveways will have one entering lane and up to two exiting lanes with the lane widths restricted to a maximum of fourteen feet (14'). C. Heavy commercial/industriai driveways should be used for sites where high volumes of inedium to large tractor/trai►er trucks enter and exit every day. Examples include manufacturing and storage warehouses. Driveways will have one entering lane and one exiting lane with the lane widths restricted to a maximum of sixteen feet (16'). Driveway uses discussed above may be subject to change based on the street ` classification on which they are located. For example: a site use that may normally fall under the light commercial/industrial classification may be upgraded to a medium commercial/industrial classification if it is located on a principal or minor arterial to facilitate moving vehicles off the right-of-way in a more efficient manor. 10.04.4.5 Restricted Access Driveways Restricted Access Driveways are used to restrict turning movements out of or into driveways. Turning restrictions at driveway locations shall be by one of the following methods as deemed appropriate by the City: 9/8/2009 Design Standards 10-31 '00.;. Sidewalk requirements are-ygry base4-eRty street ^'^°ci{^^+;^^° ^°"^w^ i^ r°f°r°^^° sFoss -sesl;aiafeF eaGh-s#Feet-s;Rss+€i^^, T-able 18-4, andclassification and -t#e corridor/areas specific standards Gentinu+tyas determined by the City. Sidewalks are required along both sides of all street classifications except for rural streets.- od +i edS he sa+isfioa irm+" Gn,.in ,ai r rod~ I 10.05.1 Sidewalk Widths Standard Details TRAFFIC-23 & 24 Sidewalks shall be a minimum of five feet (5') in width for all local residential and residential collector streets. Sidewalks shall be a minimum of ten feet (10') in width for all principal arterials, minor arterials, non-residential collectors, and local non-residential streets. Non-standard widths of sidewalk greater than the standards identified above may be required to pFevmd ~-maintain continuity on existinp corridors-Gep#R44. All sidewalks shalt have a minimum of five feet (5 ft.) of unobstructed width. e, I.,,.a+,,,,, shall a cirlcev+IL p v'r!o .,h6+rYn+orl p-,+h nf lecc +h-,n fnur 4004 /A'\ in wir14h 10.05.1.1 Downtown Auburn Sidewalk widths in the Downtown Urban Center Zone shall be a minimum 10 feet in width as measured from face of curb to face of buildinq. All sidewalks in the downtown zone shall maintain a minimum walkinq zone of five feet (5 ft.) in width, free of all obstructions includinq utilities, siqnaqe, street trees, furniture or other elements, permanent or temporarV. 10.05.2 ThirT-rroknPr.ssStructural Section: Standard' Details TRAFFIC-23 & 24 GeHeFet~Sidewalks shall be a minimum of4four inches (4") thick concrete over two inches (2") of crushed surface top course (CTSC).- At drivewav crossings the sidewalk section shall match that required for the driveway. When t4e sidewalksidewalks -i-,are installed at the back of the curb, a thickened edge shall be provided as shown in City of Auburn Standard Details TRAFFiC-23 & 24. , ~ 10.05.3 Meandering Sidewalks The City Engineer may approve meandering sidewalks alonq a corridor when the sidewalk, landscapinq, liqhtinq, signing, right-of-way, and other surface features are inteqrated into the desiqn of the improvements. The d°°i^^ ^f ^„d°Fe^^ °md°,^,^lk °"^ll ^ddF°ss arJ°c.d ' ~i4hnvd+ rle.~in+' ~aTo, pl..lr~l O- j+[IrGG4 [S19^6, o.~c~ c a~ootien frem the reqdired desiQR width. Additional 9/8/2009 Design Standards 10-32 right-of-way (or easement) may be required to accommodate the meander of the sidewalk and other surtace features. . 10.05.4 ABA ACCessiblity coo cr-,rd-,rd no+-,oi TonFFir 2525o 26 Q2an a4 8-95-. All sidewalks shall be designed according to ADA (American Disability Act) specifications. Ther-GCross slopes ^p°°+°• +"^^shall not exceed two percent (2%)_ a^d ^F ^ f.•,°l„° ^ ° (124).Sidewalk grade shall not exceed the prade of the adiacent street centerline. 10.05.4.1 Curb Ramps Standard Details TRAFFIC 25 &26 `^'"°°~~el~ G",a;rCurb ramps shall be provided at all intersections and pedestrian crossings having vertical curb sections. s+F°°+° a^d URGigRa'iz°^' m^+°F°°^+i^^s. Every i°g"°°~' ^;rcurb ramp shall have at least one receiving ramp. In special conditions ~^-"°°..r,~l Ghao curb ramps shall also be provided to enable passage across curbed radius return access points. All `^'"°~°l ^"rtAw curb ramps shall have detectable warning patterns formed with manufactured truncated domes painted yellow. . . The Citv of Auburn bikewav standards are desiqned to ensure that bikewavs are constructed in a manner that provides a safe and convenient network of interconnected routes for bicvclinq. Bikeways are any road, street path or wav which in some manner is specificallv desiqnated for the exclusive use of bicvcles or are to be shared with other transportation modes. Bikewav facilities shall be incorporated into development and transportation proiects in accordance with the Future Trail and Bicvcle Network plan adopted bv the Citv of Auburn Comprehensive Transportation Plan. Bikewavs shall be desiqned in accordance with AASHTO's "Guide for the Development of Bicvcle Facilities," 1999, the latest adopted edition of FHWA's Manual on Uniform Traffic Control Devices (MUTCD), this section and applicable Citv of Auburn standard details. 10.06.1 Bikewav Classifications The Citv of Auburn's Future Trail and Bicvcle Network consists of various classification bikewavs. Tvpicallv, these bikewavs are shared with other transportation modes, althouqh thev may be provided exclusively for bicycle use. Bikeways are cateqorized as follows: 10.06.1.1 Class I Bikewav: Class I Bikeways are facilities shared with other non-motorized modes and are ph siv callv separated from motorized vehicle roadwavs. For the purposes of this section, Class I bikewav desiqn standards are for bike facilities that qenerallv parallel a roadwav with minimal crossflow bv motor vehicles. It is desipned and built primarilv for use bv bicvcles, but mav also be used by pedestrians, loqqers, skaters, wheelchair users (both non-motorized and motorized), equestrians, and other non-motorized users.. When required, Class I Bikewavs shall be designed for two wav traffic and meet the followinq minimum desiqn criteria; 10.06.1.1.1 Width: Standard Class I BikewaVS shall include a 14' paved section in accordance with 10.06.1.1.2. Minimum 10 foot paved width. 9/8/2009 Design Standards 10-33 10.06.1.1.2 Structural Section: Minimum pavement section of 6 inches (6") of qravel base, 2 inches (2") of Crushed Surfacinq Base Course, and 2 inches (2") of Class "B" asphalt concrete pavement. When the CBR of the existing soil is less than 5, an additional 6 inches (6") of qravel base shall be required. When the trail is also utilized as a service road the pavement section shall include 3 inches (3") of Class "B" asphalt concrete pavement. 10.06.1.1.3 Geometrics: Class i bikewavs shali closely conform to the qrades of the adiacent street and meet the qeometric design standards of AASHTO's "Guide for the Development of Bicvcle Facilities". 10.06.1.1.4 Buffer: Class 1 bikewavs shall have a minimum 5 foot (5') landscape buffer located between the bikewav and any adlacent street. 10.06.1.1.5 Drivewav Crossings: Where Class I bikeways are intersected bv drivewavs appropriate siqninq and pavement markinqs shall be provided consistent with • MUTCD requirements for midblock crossinqs. 10.06.1.1.6 Ownership: Class I bikewavs that are part of the City's Future Trait and Bicvcie Network shall be public and shall be located within public riqht-of-way, tracts, or easements. 10.06.1.2 Class II Bikewav: Class II Bikewavs or "Bike lanes" are incorporated within the street riqht of wav. Bike lanes are established on street in corridors where there is current or anticipated bicvcle demand and where it would be unsafe for bicyclists to ride in travel lanes. Bike lanes shall be provided in accordance with the Future Trail and Bicvcle Network plan pursuant to the Citv of Auburn C_omprehensive Transportation Plan. Bike lanes are exclusive one-way bicvcle facilities delineated bv pavement markinps and signinq. Bicycle traffic is carried in the same direction as the adjacent motorized vehicle traffic. When required, bike lanes shall meet the followinq minimum desiqn criteria; 10.06.1.2.1 Width: Minimum 6 foot paved width as measured from nearest edqe of the travel way to face of curb, edge of pavement, or edqe of parkinq lane. 10.06.1.2.2 Structural Section: Bike lanes shall have the same pavement cross-section as the adiacent street. 10.06.1.2.3 Geometrics: Class II bikewavs as part of the street section shall follow the same geometric desiqn standards. 10.06.1.3 Class III Bikewav: Class III Bikeways or "Shared Lanes" are facilities shared by bicyclists and motorized vehicles. Class III Bikewavs will be utilized, in accordance with the Future Trail and Bicvcle Network plan 9/8/2009 Design Standards 10-34 on existinq streets as interim bike corridors until a Class I or Ciass II facility can be provided. Class ill Bikewavs mav or mav not be delineated with shared use pavement markinqs and siqnaqe. Generallv, lower-speed/lower-volume streets are adequate for bicvcle travel, so additional signing and pavement markinps for bicvcle use are unnecessarv. When required, Class Iil bikewavs shall meet the followin4 minimum desiQn criteria: 1_0.06.1.3.1 Width: Minimum 14 foot paved width as measured from laneline to face of curb ,edqe of pavement or edqe of parkinq lane. 10.06.1.3.2 Structurat Section: Class III bikewavs shall have the same pavement cross- section as the adiacent street. ' 10,06.1.3.3 Geometrics: Class III bikewavs as part of the street section shall follow the ' same qeometric desiqn standards. 10.06.1.4 Class IV Bikewav: Class IV Bikewavs consist of all improved roadwavs unless otherwise desipnated as Class I Class II, or Class III bikewavs.- 10.06.2 Bikewavs at Railroad Crossinqs: Railroad-Bikewav qrade crossinqs shall be desiqned as near perpendicular as possible. If rail crossin is less than 45 de rees an additional aved shoulder of sufficient width shall be provided to permit the bicvclist to cross the track at a safer anqle. Where this is not possible and train speeds are low, compressible flanqewav fillers will be required. When not under citv control the railroad owner shall be responsible for bicycle crossinc.s. 10.06.3 Bikewavs at Roundabouts: Class I bikewavs at roundabouts shall be combined with the adiacent sidewalk, if applicable, to create a single shared use crossing through the roundabout zone. Class II and Class III bikewavs shall be terminated a minimum of 65 feet in advance of roundabouts using appropriate signinq and stripinq with transitions to the adiacent pedestrian facilities which shall be enhanced throuqh the roundabout zone, consistent with a Class I bikewav, to accommodate the shared use with bicvcles. 10.06.4 Bikewavs at Siqnalized Intersections: Class I BikewaV crossinqs at siqnalized intersections shall be combined with the adiacent sidewalk if applicable, to create a sinqle shared facility utilizinq the protected pedestrian crossinq at traffic siqnals. Class II and Class III Bikeways shall be provided an optional transition to the adlacent pedestrian facilities a minimum of 50 feet in advance of traffic signals usinp appropriate signinq and stripinq: The adiacent pedestrian facilitv shall be enhanced to Class 1 Bikewav standards in advance of the transition point to accommodate the shared use throuqh the intersection. 10.06.5 Bikeways at Unsiqnalized Intersections: 9/8/2009 Design Standards 10-35 Class I Bikeway crossinqs at unsiqnalized intersections shall be combined with the adiacent sidewalk, if applicable, to create a sinqle shared use crossinq. Class II Bikewavs shall be delineated in accordance with citv of Auburn standard details and MUTCD bike lane requirements for intersections. 10.06.6 Bikewav Pavement Markinqs, Siqninq & Stripinq: Pavement markinqs, siqninq and stripinq for bikeways shall be desiqned in accordance with Citv of Auburn standard details and MUTCD requirements. 9/8/2009 Design Standards 10-36 _ 10:10.1 General VnVo sh,.,,'a h.,,,o ral s+.,,e,,,e.,+ +h-,+ The that-Citv desires to have safe and uniform liqhtin4 standards for streets to allow safe comfortable use bv all users., 7iwg~,The City has approved standard liqhtinq infrastructure GaPA4Givefor reliabilitv and ease of-feF parts inventorv and maintenance. Roadway lighting is required alonq all City owned streets except classified Rural Collectors. -an444e Street liqhtinq desiqn shall a" ~ be in conformance with the desiqn criteria in the most recent edition of the "I_ES Liqhtinq Handbook" (IlluminatinQ Enqineerinq Societv of North America) and applicable WSDOT and Citv of Auburn Construction Standards. iNote to PWC: the liqhting requirements of the Downtown Sidewalk Desiqn Guidelines still need to be incorporated into this document). C a`it~ o i ~ c f A~~b n ha '0co.,+4fio.~l o.,~.~.,4.,...., I vI.h~,~ r.~a ir n vcn+cr ~.,.,o L,o~ vviTCr~ o Dco.~loo+vcvcr~*v~, ~i ~ c a v o i ~ cv v v ~ i crrc ~ rrc-, irrrrcR-rtmq vel nalG611o44.,nc shall ho .d.,.,o i ic+inn cuhs+-,.,.d-,r.d I6Iw,i.,-,roo /DCF I~..h4o .a n i c ' rn +i ~ i i ~ r=rv'arvS~2~2irS~r"'a--vp26 z3+~c'r^vr~ ~ a c~2Wu'r'r^vr^rS '~r.c'rc2HurS- ^^vr@-type, ~ 4+0~v ^+h@ (`i+~i fnr i-,I Thc (`'+~i nprrvnaYGt W he 6ised shall ho S~1~3F~} ~ -clac re~crceunn_ne~~eic~aneir nrl I Gfl ..+hor hir.hl offiG o S G h4i.. cidcrorl n cn+ hv oG4 hacic wi4h li.,h}inn GaIrUla+innc o C IinM+ lovel o rifiG-,+innc ;Ar! nr .JnA-umon4-,+inn iArlin-,+i.,n +he c io+emc e -,Icnni w4+h +ho (`4+V'0 oM.,.doF.do hoFo7., 10.10.2 Design The CitV of Auburn prefers staqqered liqhtinq on all Principal and Minor Arterials. Sinqle sided liqhting mav be acceptable if approved bv the City. Local Residential streets will have a choice between a standard liqht and an ornamental alternative. Table 10-6 has been included as a qeneral quideline for determininq illumination sizinq and location requirements. Proiect specific liqhtinq calculations shall be provided to insure minimum illumination levels will be met. Liqht level calculations shall be done ignorinq anv existinq substandard luminares (PSE liqhts on wood poles, etc.). e€ 4~~T~~s-design-Gr:teKia. All poles and bracket arms shall be designed for the street lighting luminaire with a minimum weight of fifty pounds (50 Ib.) and to withstand 9/8/2009 Design Standards 10-37 pressures caused by wind loads of e}gWninet miles per hour with a gust factor of one point three (1.3). Special consideration shall be qiven for liqht levels at crosswalks, curves, conflict points and street ends and shall be designed to meet the aveFaqe-Io^,~-leucl of at Teast saRdle-aRd-a-minimum liqht level of- 0.2 foot candle. Roadwav liQhtinQ levels also are impacted bv the type of pavement surfacing and special consideration shall be qiven for surfaces like concrete roadwaVs. When pedestrian lighting is used the street liqht desiqn shall be done independent from the influence of the pedestrian liqhtinp. Pedestrian liqht spacing shall not exceed 5 times the mountinq heiqht. When pedestrian liqhtinq is installed, -sidewalk lighting shall be desiqned for 2.0 foot candles. All illumination plans shall include a lighting schedule. Each luminaire shali be numbered such that the circuit number,- the mountinq heiqht, davit lenqth and wattaqe +s-are clearlv indicated. f.,~ IFFaGec IiLc n rc+c r orlui-,vc For Boulevard streets, streets with median islands, double arm street liqhts in the median mav be allowed meetinq all applicable desiQn criteria of these standards. In addition, access accommodate-ions allowinq for an4-liqht maintenance vehicles to park outside the travel way '^r Wh* must be °d4Fes-s°dincorporated into the median island desiqn ehinuI-,r a+ 4he .3.,le I.,na+i.,.,G., 66ihien4 49 +rec pI-,n+i.,.. Inn-,4iGRS The locations of street liphts shall take into consideration anV obstacles which mav screen or impede liqhtinq levels such as street trees and awnings. Street trees shall be located a minimum of twentv feet (20') from all streetliqhts. 10.10.3 1-9.10 .~3 Table 10-6 Lighting Schedule The followinq Liaht Spacinq is based on the roadwav classifications for aa-tvpical straiqht roadwav section with a staqqered liqhtinq confiquration. Wider road s_ections, curves, intersections, cul-de-sacs and ne^° °edsinqle sided liqhtinq confiqurations must use a calculated desiqn meetinq the criteria below with the exception of the Spacinq criteria. ~ TABLE 10-6 Averaqe Luminai Stree Maintaine Requi Minimum Davit Spa d red Liqht re Mountin Liqht Arm cin Street t Lamp Uniformit Classificatio Widt Wattaq Liqht Level Patter Lenqt g n h e Level Y foot- g n h fee Ratio Heiqht feet foot- candle feet feet 1 candle I Princioal Arterial 61 400 1_4 3 To 1 0_2 35 40 M-C III 12 190 Minor Arterial 50/61 250 0.9 3 To 1 0.2 35 M-C III 10 190 I Non- Residential 44 250 0_9 3 To 1 0_2 35 M-C III 6 _ 200 Collector I Residential Collector 34 150 0_6 3 To 1 0_2 30 M-C III 6 d75 I Local Non- 34 150 0_6 3 To 1 0_2 35 M-C III 6 9/8/2009 Design Standards 10-38 Residential Rural Collector' Local Zg 100 04 6 To 1 01 30 M-C III 8 185 Residential _ _ Local Residential 2$ 100 0.4 6 To 1 0.1 12 M-C III N/A 140 Ornamental - - - - - - - Alternative " Illuminate Signalized Intersections onty s°° co,.«;,,., 3 ,n „ 24rec4 +rccc shall ho Inna4o.d ef fieicnfii fce4 20'\ frnm -,II s+.oo+linhto 10.10.4 Light Standard Foundations See Standard Detail TRAFFIC- 4449 A-All liqht poles shall be placed on a foundation. Foundations for light standards shall conform to Standard Detail TRAFFIC-4449, or Traffic-61 and Traffic-63 for the ' '.J +h owntown iq t stan ar s.. as rpvIre oall h-. nli ~i+ ow°°cp f-ri v'r'r'i-'rrraaoc-crr°c Dr.,VfGi..ncl -,nrl C+^..,.Jar.d I'1o+-.eI Tl7ACCl!'`_AA AO ohall he inc+-+IIvA in fnUn.d-.+'., W ~hle LUmfY,airo .,,as4 aFms 4., ho 4.,c4alled perpendoGLI'aF +n +he .-o.,4orG.,o .,f 4ho R I„minaire n.,lo fn nda+'., shall ho fo r .,d o_haIF foo+ /414'\ rlee., -.nll h.in feo4 M'1 ' ~ ,C-.Liqht P-pole foundations nexA-adjacent to aF-itl-sidewalks shall be ^'°^°d F ^^"°s . shall include a four-inch (4") concrete pad and conform to Standard Detail TRAFFIC-48. c-er+eFete paa--Per c«a.,aaFa netail ~no~~I~,-,~-r-=44~! Sha;T-bepeured GORGLIFrtRti„ ,.,c+e s+dew°p„- The f„ naa+i„ .,a 4 4ho S 2 ILor holl ho v°cpu; c4rc- hy v a hro +o. e n4 c nh 4h-~ - Wc'm-n~n-v~or1 av---- +cr.rcc° ~vurrsc~ 10.10.5 Service Cabinet See Standard Detail TRAFFIC- 4551 All new luminaires shall be connected on an electrical circuit that is connected to a power source throuqh a service cabinet. Service cabinets shall conform to Standard Detail TRAFFIC-4515 msta;,'ed f^rs 1. uirniin. be metered have a with a photocell installed for luminaire control. ° +"r°°_,^,ir° ° e (420i249 ,,,,fts~ chall ho o„+on;1o~, f.,,rr, ocG o,.+O,,., +he seFVaGe Gah,ne+. The service cabinet shall be within 50 feet of the PSE point of service connection. ;T,e IgFe€eFence-is-E"~',,~-t".e-&Service cabinets should be is_-installed behind the sidewalk when possible at locations that do not impede maintenance access. VV"eameFe stFeet NQhtTare Gannesied-tG a-s+R^'° ° +The cabinet should be located in the center of the system so there is a near equal number of lights being served on separate circuits from each side of the cabinet. en '^,•,°r ^'a°°ifi°d °+F°°+ ° s'F°°' -The number of luminaires per service will be based upon the type of luminaire and the capacity of the service. Testing may be required to determine if additional luminaires may be added to an existing service. 9/8/2009 Design Standards 10-39 10.10.6 Service Cabinet Foundations See Standard Detail TRAFFIC- 4551 re;,.h+ The Service Cabinetfoundation shall b° a '~~°^+„_f,,,,h~;.+ _ ,,,.h h,, .,,e„+ _f,,,~ h hv s_.,,.i, '2 1-'„- 12,M".,&') ro+e .,ad -.n.+ conform to Standard Detail TRAFFIC-4551. 10.10.7 Conduit Street light conduit shall be Schedule 40 PVC-ASTM D1785. All conduits for street crossings shall be Schedule 80 PVC-ASTM D1785. All conduits installed under sidewalk and driveway areas shall be Schedule 40 PVC ASTM D1785. Conduit type shall not change within a run. Conduits installed under paved roadway, not crossing the roadway, shall be Schedule 80 PVC-ASTM D1785. °^d +hFee ceo+ (X) r.,iiei +he A, li^° O. Conduits shall have a minimum of twenty-four inches (24") of cover. The City requires that street light conduit be extended thfGugh-throuqh a#$ propert+ey's frontaqeyl}nes for ^^p future expansion of the liqhtinq system.use. 10.10.8 Junction Boxes See Standard Detail TRAFFIC- 4506 A. Street Junction boxes shall b-° m^ conform_gnpp- weth t",p-to S+#~ Standard Detail TRAFFIC-4650. Junction boxes shall be of the type specified on the plans and shall conform to the requirements-_of WSDOT Standard J-1-1-a40.10. All J-boxes shall be lockinq. B. Type 1 junction boxes shall be located adjacent to the sidewalk within the landscapinq strip, if provided, or , at adiacent to the back of sidewalk if av4k+st+t a landscape strip does not exist, or within the shoulder of a non-curbed roadway. 10.10.9 Light Standards A. STANDARD LUMINARE: See Standard Detail TRAFFIC-449 Llighting standards shall be tapered aluminum, davit-style units, with five-foot-nine-inch (45'9") radius per Section 9- 29.6(1)A (Lighting Standards and Davit Arms, City of Auburn Construction Standards), and shall be installed in conformance with City of Auburn ~e P-elStandarde Detail TRAFFIC-448. - ..h+ s+a.,.Jarrlo chAll h;;vo fiein c4;,inlccc cfel 4h.-.,~ ~..h_h..lt ~eihcrc +he .J-,~~~+ -fm TT~TTC1V~' ~1A . 4FFtc°-FS2G~S the pvrcj.TC°~ r Iv viFy vf1Aca p a~ i., ~ Dvl.,Ic oco+ca.,'I TC7~C °r-~T~Tr. B. DOWNTOWN L"""~ '1°"€STREET LIGHTING LUMINARE: -See Standard Detail TRAFFIC-XX63 Liqht standards located within the Downtown Urban Center as depicted on the Comprehensive Zoninq Map shall be a 40 foot Concrete Ameron MBR.... (Note to PWC - to be added) C. DOWNTOWN PEDESTRIAN LUMINARE: See Standard Detail TRAFFIC- XX61 Pedestrian liqht standards located within the Downtown Urban Center as depicted on the Comprehensive Zoninq Map shall be 18 ft concrete Ameron VBR. 9/8/2009 Design Standards 10-40 D. LOCAL RESIDENTIAL ORNAMENTAL ALTERNATIVE LUMINARE: See Standard Detail TRAFFIC-XX62 The Local Residential Ornamental Alternative li4ht standard shall conform to Standard Detail TRAFFIC-62 and shall be Holophane Wadsworth series fluted shaft with seventeen-inch (17") diameter base (W12F4/17CA/BK or DG) and mav be used in residential plats in place of the standard luminare. E. ANCHOR BASES Anchor bases per Section 9-29.6(2) (Anchor Bases, City of Auburn Construction Standards) shall conform to the Standard Detail TRAFFIC-4449, TRAFFIC-61,TRAFFIC-62, orTRAFFIC-63. . .~.Linht ~h~,ll h~+~~e e.4~l.,loo, o el 4h.....yh 4, 14 wheFe 4h .d~,'4 . „u.., i.,+oroo.~4c +ho nnle rn°.r ~ . .,f A h... I . D I.~ '1 T[~OCCI!"` .1A Il . ~ . . o.i c Thc li h4 v4ca~ ~va~ foi iho LI Do ' h-.II h u9~ rc -..,.,1-,r.J a c voai .~i~enfial C~rnamenEal ~~~2F1~3+rro~oc 6 61 flP4 CGO rl ch "~rn~rf4 ~v'+h v°v 'n~nch/47"\ .J'."w...~... L... au ~ ane B~SVdo cn~rF4~ v°i°o r-ra`"' rr°rti r°°crr~rrTvtarrrccct-sc 10.10.10 Light Standard Handholes See Standard Detail TRAFFIC- 4449 ~ Light Standards handholes shall be four inches by six inches (4"x6") Nominal non-flush type in accordance with the r,+„ nf Aiih6,r„'G; oStandard Detail TRAFFIG I 4449. 10.10.11 Photoelectric Controls Photocelis installed on the service cabinet shall be "SST" Series model "SST-IES" or approved equal in conformance with Section 9-29.11(2) (Photoelectric Controls) of the Standard Specifications. A bypass switch shall be required inside the service cabinet, clearly marked PE Bypass. One photocell will be required per service cabinet. 10.10.12 Luminaires A. Luminaires shall meet the general requirements of Section 9-29 (Illumination, Signals, Electrical) of the Construction Standards with the following modifications: 1.Watt, Elear barRinQ, hign-pressLire s„a; r,.h+ s ..,+ed „f 50,999 oni+mai iumo.,s .,rh r-,+e.a rfo ,.f 24nnn h.,~~r h.,u tie e.a nn 4roffin c ol o+o..rlar.lo a+ i..+c .~4ir. ~ ' 1. Clear burning high-pressure sodium light sources of the ratings shown in the lighting schedule shall be used. 3-.2. Street 494E-and Pedestrian Luminaires shall operate on 240 Volt AC and all luminares shall be full cuttoff. 9/8/2009 Design Standards 10-41 S 3. 4. iFcenici I 'nh+ Aic+rihY+inn .,a++or.,: 6atei:a1'• T~~^e4ri B. . . h +p~TE giReer. The IUminaero houSeRg chafl nnn+oin 4hc F»IIac4_anr{ ho hyFu-+Gk~ design-aRd--be ,Few:red +ho larv,p ,,,.Ue+ .,a +oF.., al h,,,rd .,I„ GO,;,=*eGt;d„ro,'-the pewer supp;y-~~ds te the terminal bsard. The entire-peweF deer . e~6YF~per fi+ TA 4e.w.'.,-,I h.,aF.d oL,-.II h-.ve Iu .,F a 740 _vnl+ 2_wi.e power ~ S9l~Io~€aGh f'..t ch-.II 'nr6irlo 4ho oL,.,rFinn n +ho hallas+ nrl hinh_nrocciro g;aFe GORtFOl.-All luminaires_ and circuits shall conform to me... rJ' 4 ff +~r., III ....'4.. . f__. - rl h.i _ ~,I Glcn-4ri - -F appF-'- - .a ~q~I . -•--c- Qs T sTG4n Table 10-7: Watta e Max. LuminairesPer Circuit 100 14 150 12 250 8 400 7 C. All luminaires shall be provided with markers for positive identification of light source and wattage per Section 9-29.10 (Luminaires) of the Construction Standards. A maximum of five percent (5%) voltage drop across each circuit will be permitted. Voltage drop calculations will be required for all non-standard illumination systems. 9/8/2009 Design Standards 10-42 .'a..- This section provides the minimum design standards to be used in the design of bus transit facilities in the City of Auburn. Bus facilities shall be designed, located and installed in cooperation with appropriate operating transit agency. When determined appropriate by the City Engineer, or if comments are made by a transit service agency, an applicant for new or expanded development is encouraged to consult with King County METRO, or Pierce Transit to determine the practicality of how the site can be served by transit oriented improvements such as bus pullouts, bus stops, or other appurtenances. 10.14.1 Bus Pullout Requirements Bus pullout lanes may be required where bus queuing or staging is required by the transit agencies operations and at the discretion of the City Engineer. The following are guidelines that would indicate pullouts would be appropriate: A. Traffic and passenger boarding and debarking conditions warrant. B. Traffic flow would be greatly hindered due to in lane stopping. C. The posted speed limit is in excess of 30 mph. 10.14.2 Locations for Bus Pullouts Bus pullout locations shall meet the following requirements: A. Placement of bus pullouts shall be on the far side of signalized intersections and non-signalized intersections immediately following the intersection. Distance between pullouts should not be less than one thousand feet (1000'). B. If far side pullouts are not possible, nearside pullouts will be evaluated. Mid-block pullouts are discouraged. If a situation arises where a mid-block bus pullout is the only option, pullouts should be constructed on both sides of a two-way street in a complementary pair. C. Maintaining adequate separation between access points, intersections, and bus pullouts can increase the safety and efficiency of both the roadway and the transit service. D. When locating a bus pullout consideration shall be given to existing access points and where passengers have safe and direct access to sidewalks, crosswalks, ramps, or other pedestrian facilities. Consideration shall also be given to trip attractors, and activity centers. E. Bus pullouts must meet sight distance requirements. See Section 10.03. r 10.14.3 Design of Bus Pullouts cee c*.,.,d.,.,, ne+..;l T..,fFin_YY Bus Pullouts shall be designed in accordance with City of Auburn Standard Detail Traffic- X and the applicable operating transit agency's guidelines. Designs must follow applicable guidelines for facilities used by the physically challenged (Americans with Disabilities Act). The King County Metro Transit Planning Office or Pierce County Transit should be contacted for specific design questions. 9/8/2009 Design Standards 10-43 i 10.14.4 Bus Stop Requirements Bus stops are.located, desiqned and installed as qart of a cooperative effort between the City and the operatinq transit a4ency. Bus stops are managed as part of a riqht of wav use permit qranted bV the CitV to the operatinq transit aqencV. In qeneral bus stop location and desiqn decisions should follow the facilitv desiqn Quidelines of the operatinp transit aqencv. The Kinq Countv Metro Transit Planninq Office or Pierce Countv Transit should be contacted for specific desiqn puestions. 10.14.5 Locations for Bus Stops In qeneral bus stop location and desiqn decisions should follow the facilitv desiqn quidelines of the operating transit aqencv. The following are quidelines that indicate where bus stops are appropriate: A. Projected or existing passenqer boardinq and debarkinq demand warrant a stop. B. Traffic characteristics and street desiqn make the location safe to stop a transit vehicle. C. The location meets the facilitv quidelines and fleet specifications of the operatinq transit aqencv. D. The stop is required to be accessible to the phvsically challenged (Americans with Disabilities Act). 10.14.5 Bus Stops Features , In Qeneral bus stop location and desiqn decisions should follow the facilitv design quidelines of the operatinq transit aqencv. The followinq are some quidelines that would indicate what type of treatment would be appropriate bv tvpe of bus stop. A. Shelters should be installed at bus stops with an existinq or estimated 25 or more boardinqs per dav B. Benches should be installed at bus stops with an existinq or estimated 15 or more boardinqs per daV C. Trash receptacles should be installed and maintained by the operatinq agencv at all bus shelters. A siqn should be placed indicatinq that the shelter stop is maintained by the operatinq transit aqency and giving specific contact information to report problems with the stop includinq a phone number. D. At all bus stops experiencinq 15 or more boardinqs per dav trash receqtacles mav be placed by the city or adopt a spot group and should be maintained by the city , or the adopt a stop qroup I E. Information schedules and schedule holders shall be placed at all inbound stops (stops where buses are headed toward a major Central Business District), at all transfer points and at heavilv used outbound stops. F. Additional bus stop liqhtinq should be provided at locations where liqhtinq levels are determined to be less than 3 foot candles. G. The stop should be accessible to the phvsicallv challenQed (meetinq the requirements of the Americans with Disabilities Act). 9/8/2009 Design Standards 10-44 , ~ TraffictontroleDev~ices Traffic Control devices are all siqns, siqnals, markinqs and other devices used to requlate, warn, or quide traffic. All traffic control devices shall meet the requirements of FHWA's latest adopted version of the Manual on Uniform Traffic Control Devices (MUTCD) and the standards herein. 10.15.1 Median Islands Median islands are raised barriers constructed between opposinq lanes of travel. Median Islands are generally restricted to classified roadways and mav be required in order to: 1. Control access alonq a corridor, or 2. Provide a traffic calmin4 element 10.15.1.1 Median Island Desiqn Median Islands shall be desiqned usinq the same qeometric criteria as the street on which thev will be constructed. Medians shall also meet the followinq requirements: • Median Ends: Median ends shall be flared at intersections and at breaks to allow for transitionin4 traffic, ease of street sweeping and shall include signaqe in accordance with MUTCD requirements. • Width: Median islands shall be a minimum curb to curb width of eipht feet when landscaped and a minimum of four feet in width when paved. • Shv Distance: One foot minimum shv distance shall be maintained from face of inedian curbs to ed4e of travel lanes. • Landscapinq/Pavinq: Landscapinq in medians shall conform to the requirements of section 10.08. Median pavinq shall be stamped asphalt,with colors and patterns approved by the Citv. • Irrigation: Landscaped medians shall include irriqatiori svstems. • Illumination: Street liqhts on streets with median islands eiqht feet in width and qreater shall be located in the medians usinq dual arm posts and shall meet the minimum liqht level re4uirements of section 10.10. • Maintenance Access: Median islands eiqht feet in width and areater shall provide a paved maintenance staqinq area 50 feet in lenqth with mountable curbs. Median islands smaller than eight feet in width shall include breaks in the median 50 feet in length. 10.15.2 Traffic "C" Curbs Traffic "C" Curbs are barrier curbs used for the restriction of turninq movements and to aid in the channelizing of traffic, Traffic "C" curbs mav be required in order to: 1. Control access alonq a corridor within the restricted zones of any functional intersection boundary as defined in section 10.04. 10.15.2.1 Traffic "C" Curb Desiqn 9/8/2009 Design Standards 10-45 C Traffic "C" Curb lavout shall be desiqned usinq the qeometric criteria for channelization. An approved list of barrier curb products can be obtained from the Public Works Department. Use of anv Traffic "C" Curb products not on the approved list must be approved by the Citv Engineer and meet the followinq reauirements: • Shall be a National Cooperative Highwav Research Proqram (NCHRP 350) approved product. • Shall be constructed of all-weather, shatter and crumble resistant materials. • Shall not restrict the fiow of street surface drainaqe. • Shall include MUTCD compliant reflective markinqs and vertical channelizinq devices. 10.15.3 "Pork Chop" Islands "Pork Chop" Islands are barrier islands used to restrict turninq movements at driveways. They may be required at any drivewav where left turns are restricted and Median Islands or Traffic "C" Curb installation is not feasible. When required, Pork Chops shall be accompanied by appropriate turn restriction siqninq and pavement markinqs. 10.15.4 Siqninq All signinq shall be per the "Manual on Uniform Traffic Control Devices" (MUTCD) and City of Auburn Engineerinq Construction Standards. Developments shall be responsible for providinq and installinq all traffic control siqns, includinq but not limited to street name siqns, requlatorv siqns, warning siqns, barricades, and bicvcle/pedestrian siqns as required. 10.15.5 Pavement Markinqs See Standard Detail TRAFFIC-35 Pavement markings, raised markers, or striping shall be used to delineate channelization, lane endings, crosswalks, and longitudinal lines to seMel-regulate, warn or guide traffic. The City shall approv`e all channelization plans and crosswalk locations. 10.15.5.1 Crosswalks See Standard Details TRAFFIC-37 36 tT-hru TRAFFIC4938 Crosswalks shall be installed at all intersections controlled by traffic signals and other areas approved by the City. Crosswalks shall be a piano key desiqn eF leRgi#udiRa1 baFs-consisting of white thermoplastic material. The position of the crossbars should be spaced in such a way as to allow the majority of wheel traffic to pass in the unpainted space. 10.15.5.2 Left-turn Channelization See Standard Detail TRAFFIC- ~ 3640 Left-turn channelization shall include a minimum of one hundred fifty feet (150') of full- width lane to include storage and a reverse curve ninety feet (90') in length for posted speed up to forty-five mile per hour (45 mph). The reverse curve may be included in the taper distance. The standard width of a left-turn lane will be ten feet (10'). Left- turn arrows per Standard Detail TRAFFIC-36 shall be installed twenty-five feet (25') 9/8/2009 Design Standards 10-46 behind the stop bar. Additional storage may be required for long vehicles or anticipated left-turn queues longer than the minimum storage. If storage length exceeds one hundred fifty feet (150'), auxiliary turn arrows will be installed at one ~ hundred foot (100') intervals. Deviations requests from the minimum left turn lane storaqe requirements will need a traffic study submittal and approval bv the Citv Enqineer. 10.15.5.3 Left-turn Lane at End of Two-way Left-turn Lane See Detail TRAFFIC- 4939 ~ Left-turn lane at the end of two-way left-turn lanes shall conform to Standard Detail TRAFFIC-40. 10.15.5.4 Lane Division See Standard Detail TRAFFIC- 3343 All pavement markings used to separate or channelize traffic shall conform to be-qe~ Standard Detail TRAFFIG3543. o^;°°d ^ ' k'^^° ^ r°f°rF°a f^F ^h°^^i innh (A") )eiirlc ~qhifc c4rine ic mi4+cd fnr fnn li..cs ir. aII G 10.15.5.5 Painted Islands ' Painted islands will be allowed on a case-by-case basis with approval from the Citv Engineer. Pavement markings for #he-painted islands shall meet the MUTCD requirements. 10.15.5.6 Two-way Left-turn Lanes See Standard Detail TRAFFIC- 3540 ~ The installation of two-way left-turn lanes on City streets will be determined by the City based on street classifications and left turn requirements. The minimum width of a two-way left-turn lane shall be eleven feet (11'). The delineation lines shall be SBY (Single Broken Yellow) and a SSY (Single Solid Yellow) along the opposing lanes per the MUTCD. Two-way traffic arrows shall be spaced every one hundred fifty feet ~ (150') along this lane. The designer should pay special attention to the beginning and endings of this type of lane and use clearly defined tapers or islands to maintain traffic safety. in.15.1.7 C-CUrA o f` rh yho Fequ ..d o.+-,m,., cr ~ tn r,.,~..,1 ivTi„.,y ;^.c +o c,~Y,~ c~~ v iv "'o ~o o o vv~~ ~v ~~~~c~~co in is 2Cinnin Cee C4anrlnrrl 1'lp+oilc TCACCI!`_AO -,nd TpACCIf`_C1 ff,r sognwng, o.,t a .,difo.d 10.15.6 Construction Area Temporarv Traffic Control 9/8/2009 Design Standards 10-47 The contractor shall be responsible to provide and maintain all signs, barriers, warning lights, striping, and flag control required for maintaining public safety in construction areas. Traffic control shall be maintained at all times when construction is in progress on all streets, and access points in the construction area. Construction activities will not be allowed in the public riqht of wav-aFea without an approved traffic control plan. Plans s",a;: be suh.r,'++ed +r, tho !`4ty .,f A--h r., f.,r r r.f +F,roo /Zl .d-.yo . +r, 9/8/2009 Design Standards 10-48 1~'0~1~7~Traffic Imp AnalysW~ The City of Auburn has established guidelines for Traffic Impact Analysis that are herein adopted by reference. These guidelines are used to identify capacity and safety concerns, to assist in the evaluation of site design as it relates to traffic engineering issues, and to identify appropriate solutions and mitigation. To adequately assess a developmenYs traffic impact, the City Engineer may require a Traffic Impact Analysis. The requirement for a Traffic Impact Analysis will be based on the size of the development proposed, existing street and intersection conditions, traffic volumes, accident history, safety considerations, community concerns, and other pertinent factors relating to traffic impacts attributable to the development. 10.17.1 When Traffic Impact Analvses are Required ~ The following is a list of some specific conditions that may dictate the requirement for preparing a Traffic Impact Analysis. ' I • The development generates more than 30 PM peak hour trips on a corridor. • The development may potentially affect the implementation of the street system as outlined in the Comprehensive Transportation Plan and Six Year Transportation Improvement Program (TIP), or of any other documented transportation project. • The development proposes a rezone of the subject property. • The original Traffic Impact Analysis for a future development is outdated due to changes in traffic volumes in the vicinity of the proposed project or approved pipeline projects or a change in the proposed land use's trip generation and/or distribution. • The development could potentially affect safety or requires an analysis to assist in designing appropriate access. 10.17.2 Elements of a Traffic Impact Analysis Each development traffic review is different and, as such, each traffic studv should be cooperativety designed to address the city's specific concerns. Traffic impact analyses are therefore required to be scoped bv and with the Citv Enqineer. They mav include all or some of the followinq elements: • Corridor Level of Service analvses • Intersection Level of Service analvses • Access point level of service analyses • Critical qap analvses • Horizontal and vertical sight distance analyses • Roundabout analyses • Traffic siqnal warrant analyses • Stop control warrant analvses • Turn lane warrant analvses • Access manaqement desiqn • Other analvses and information as required bv the Citv Enqineer 10.17.3 Special Uses Special event land uses which do not exhibit tvpical trip qeneration characteristics 9/8/2009 Design Standards 10-49 may require unique analvsis, includin4 but not limited to weekend and off-peak scenarios, and AM versus PM time frames. Examples of such uses would be concert stadiums, racetracks or uses which exhibit substantial traffic peakinq associated with special events that are scheduled on a periodic basis. The traffic analvsis for such uses may include a traffic manaqement plan to control traffic impacts associated with the special events. 10.17.4 Mitiqation Identification In order to protect the public from potentially adverse impacts of the proposal, to fulfill an identified need for public services within the impacted area related to the development, or both the Traffic Impact Analvsis shall identifv methods of mitiqatinq on-site and off-site deficiencies for present and proposed phases of the development: The analvsis shall make recommendations for improvements necessarv for safe and efficient traffic flow and bicycle, pedestrian, and transit movement and access based on proportional to the identified . impacts. Build-out Year, Long-Ranqe Forecast Year, and project phasinq impacts shall be considered. All or some of the followinq items are to be included in the mitiqation identification: • Methods for mitiqatinq on-site impacts and mitiqation recommendations • Methods for mitigatinq off-site impacts and mitiqation recommendations • Discussion of whether on-site and off-site improvements are iustified, reasonablv related to, and proportional to the impacts of the proposed development. • Anv requirements or mitiqation measures associated with the Area Circulation Plan. 10.17.5 Recommendations The Traffic Impact Analysis report shall clearlv state the mitiqation measures recommended bv the analvsis and shall summarize how the recommended mitiqations are proportional to the identified impacts. The recommended street and hiqhwav mitiqation measures shall be explained in sufficient detail in the analvsis to allow them to understood and evaluated. The recommendation shalt also include the followinq: • Clear statements of the applicanYs recommended mitigation measures. • Scaled drawinqs depictinq recommended mitiqation improvements and their relationship to existinq and proposed conditions if drawinqs are needed. 10.17.6 Area Circulation Plan Area Circulation Plans are plans which support the development of a multi-modal transportation network with safe, efficient and pleasant routes for pedestrians, bicyclists, transit users, and motor vehicle occupants. The plan recoqnizes the link between land use and transportation planninq and promotes land use and development patterns that encouraqe walkinq; bicyclinq, and transit use. The qoal of an Area Circulation Plan is to "provide a transportation svstem that will facilitate the safe and efficient movement of people and qoods throuqhout the community while supportinq the desiqnated Land Uses in the Comprehensive Plan." This qoal applies to all aspects of circulation includinq: vehicular, mass transit, bicvcle, and pedestrian. In order for the City of Auburn to successfully meet the vision set forth in the Comprehensive Plan, the Area Circulation Plan will need to address a variety of transportation modes to facilitate the convenient and efficient movement of people in and near new development. 9/8/2009 Design Standards 10-50 Area Circulation Plans are required for all new develoqment of qeneral commercial and industrial propertv. The Area Circulation Plan shall include sufficient information to adequatelv assess the functionalitV of the proposed development and its impact on surroundinq properties and circulation svstems, including but not limited to: • Mappinq details, such as site boundaries and dimensions, site acreage, vicinity map, north arrow, scale, title block, etc.; • Access to the site and interior site circulation; • Proposed lot lavout; • Other items which maV impact adlacent propertV, such as qeneral parkinq arranqement, delivery truck/dock locations, medians or traffic control devices, median breaks, and other information as deemed necessary bv the Citv Enqineer and Planninq Director. Any development or subdivision of the property shall generally be consistent with the Area Circulation Plan as approved or amended. No plat, building permit, or certificate of occupancy shall be issued for the property unless all construction and development generally conforms to the Area Circulation Plan. 9/8/2009 Design Standards 10-51