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Design Guidelines DESIGN GUIDELINES 5 The design guidelines presented in this section provide 5.1 DESIGN OBJECTIVES dards that can further push the principals of descriptions related to the form and function of the four The regional Complete Streets Guidelines are Complete Streets design features. It should be Complete Streets zones: roadside, parking, roadways developed to provide input for planning and noted that the various streetscape components and lanes, median, and intersection. The guidelines design of multi-modal transportation facilities described in the design guidelines section may were developed based on national standards from ITE, in Southern Nevada. Contrary to standards, or may not be applicable on particular streets. COMPLETE STREETS AASHTO, and TCRP as well as local and regional this chapter is pure guidance and not specific, Several factors will determine design guideline standards from Southern Nevada Jurisdictions, RTC, prescriptive requirements. If directed by the applicability, including right-of-way availability, and NDOT (see Appendix D). Individually, each RTC Executive Advisory Committee, these land use context, bicycle plans, transit plans, zone functions for a specific purpose, but taken together guidelines can form the basis for regional stan- and other different factors. the zones enhance the movement of all transporta- tion modes, including walking, bicycling, transit, and Figure 5-1 Complete Street Zones automobiles. The Complete Streets zones (see Figure 5-1) are not meant to limit activities, but rather describe design features and best practices to build a cohesive and welcoming street. Roadside Parking Roadways and Lanes Median May include frontage, pedestrian May include May accommodate mixed roadway, May include landscaped area, throughway, furnishings and curbside areas. on-street parking bike lanes, and/or bus lanes turn pockets, transit lanes and and bus turnout midblock crossings. areas. Note: Intersection zone not shown. Regional Complete Streets Study 41 COMPLETE STREET ZONES 5.2 ROADSIDE ZONE • Curbside Area – the space located be- CHAPTER 5 The roadside zone is the area between the curb tween the furnishings area and the curb, and property line that is intended for use by includes space for utilities and parking pedestrians. A successful sidewalk will create a overhangs. feeling of safety, comfort, and attractiveness, Typical sidewalk configurations include a which are important components for successful combination of these four elements and are residential and commercial districts. Many fac- typically a function of land use and pedestrian tors contribute to the safety and comfort of the activity. Many arterials and collectors in the Las pedestrian, including the interface between the Vegas Valley include only one or two of the building edge and sidewalk, width of sidewalk, areas listed and are unfriendly for pedestrians. street trees and foliage, pedestrian-oriented Although many of these facilities have inactive Bus shelters are often located in the frontage area of the roadside activity, lighting, and amenities that buffer pe- frontages (e.g., subdivision walls or back side of zone. destrians from traffic. buildings) and have little need for a well defined The roadside zone is divided into four separate frontage area, some level of accommodation areas (see Figure 5-1): should be explored when applying these guide- lines. Table 5-1 shows examples of various • Frontage Area – the space between the sidewalk configurations. property line and throughway (or walkway) area of the sidewalk. • Throughway Area – the space of pe- destrian travel between the frontage and furnishings area. • Furnishings Area – the space that provides the primary buffer between the sidewalk throughway area and the roadway. Landscaping, transit stops, streetlights, parking meters, bicycle parking, benches, bollards, and utilities which support the streetscape environment are commonly Landscaping is a common feature in the furnishings area of the roadside zone. The trees in this image are located in the furnishings found in this area. area. 42 Regional Complete Streets Study Table 5-1 Example Sidewalk Configurations in the Las Vegas Valley Setting Frontage Throughway Furnishings Curbside Area Area Area CHAPTER 5 Suburban No Yes No N/A Suburban Yes Yes Yes N/A Urban No Yes Yes N/A Urban Yes Yes Yes Yes Regional Complete Streets Study 43 CHAPTER 5 Pedestrian activity levels within the roadside sections of inactive building frontages zone are influenced by a number of external or high walls discourage pedestrian factors which are not associated with the design activity and reduce the perceived safety of the roadside zone. These include: of an area. In addition, the height, width, scale, and variety of buildings • Adjacent Context – the context of the will play a role in the comfort of the surrounding areas plays the most sig- pedestrian and the overall use of a nificant role in determining the level of facility by pedestrians. pedestrian activity and thus roadside needs. Major activity centers including schools, • Roadway Environment – the size and employment centers, and tourist-related operational specifications of a roadway destinations located within an urban area have an impact on how welcomed the pe- Buildings with minimal setbacks and with entrances that directly destrian feels in the adjacent roadside zone. front the roadside area help to encourage pedestrian activity. directly contribute to pedestrian activity Creating low speeds in automobile traffic increases comfort for levels. The following have an impact on the Higher traffic speeds decrease the safety pedestrians. travel needs: and comfort of pedestrians. Larger curb to curb distances on roadway facilities create ◦ Land Use and Intensity – land use which longer crossing distances and longer traffic produces a higher number of trips will cycle lengths, adding delay and impedances generate a larger number of pedestrian to crossings. trips. A higher intensity of these uses will also increase trips. • Transit Service – many RTC riders access transit service by walking and thus repre- ◦ Site Design and Urban Form – buildings sent pedestrian activity within the road- oriented directly toward the street with side zone. Increased transit service or the minimum setbacks, as opposed to quality of transit infrastructure will lead to those who front an off-street park- higher levels of pedestrian activity. ing area will experience increased pedestrian activity. Areas with shorter block lengths and continuous building frontages also create conditions which support increased pedestrian activity. Increased transit service or the quality of transit infrastructure will ◦ Building Design – buildings with active lead to higher levels of pedestrian activity. uses on the ground floor and acces- sible entries to the roadside zone will encourage pedestrian activity. Large 44 Regional Complete Streets Study • Parking Supply and Policies – accom- for pedestrians. Utilize the Regional Plant modation for large amounts of parking, List developed by the Southern Nevada Re- especially at no charge, encourages driving gional Planning Coalition’s (SNRPC) Urban and decreases pedestrian activity levels. Sur- Forestry Work Group to identify appropri- face parking between the building frontage ate landscaping treatments. and the roadway requires large setbacks and CHAPTER 5 • Spaces for active uses, such as outdoor din- driveway entrances making pedestrian ac- ing or food carts, are encouraged wherever cess to destination more challenging. Struc- appropriate. tured or underground parking concentrates parking supply and preserves frontages for • Where right-of-way is available, ameni- storefronts and other pedestrian-oriented ties may be provided that offer separation Parking structures provide plenty of parking while allowing build- between pedestrians and traffic, such as ings to remain easily accessible to pedestrians in the roadside area. uses. newsstands, bicycle parking, street trees, Design considerations for the roadside zone and street lights. include the following factors: Design guidance for the Roadside Zone is • All elements of the roadside zone must shown in Figure 5-2 and specific treatment meet ADA accessibility standards including descriptions in this zone are presented in the providing an unobstructed path of travel tables that follow. and appropriate grades/slopes of curb ramps to accommodate wheelchairs and other mobility assistive devices. • Accommodate drainage features. • Convenient access is encouraged between the roadway zone and adjacent land uses, such as building entrances, parks, and open space. • Pedestrian-oriented and scaled signage and lighting is encouraged. Roadway lighting may also be accommodated. Spaces for active uses, such as outdoor dining or food carts, are encouraged wherever appropriate. • Landscaping, where provided, should be low-impact, such as drought tolerant plants, and provide adequate shade and protection Regional Complete Streets Study 45 CHAPTER 5 Figure 5-2 Roadside Zone Roadside A 1.5 to 3 Curbside Interface between sidewalk and curb for vehicle overhangs. Additional feet width should be provided where adjacent to parking for vehicle overhangs when diagonal and perpendicular parking are provided. This area may also include some utilities, and parking meters. B 3 to 6 Furnishing Includes space for landscaping transit stops, streetlights, utilities, etc. Ad- feet ditional width may be provided in areas with high pedestrian activity. G C
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