exhibit a 2 - rzc and rmc annual cleanup minor code

2020 Redmond Zoning and Municipal Code Annual Amendments – Transportation Series

Sarah Pyle, Manager, Community Development and Implementation Kimberly Dietz, Senior Planner

Final Draft, May 18, 2020 Legal Review, June 12, 2020 Technical Committee Recommendation, October 7, 2020

Exhibit A_2 - RZC and RMC Annual Cleanup Minor Code Amendments Transportation Topics

Redmond Zoning and Municipal Code Annual Amendments 2020

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Table of Contents

Table of Contents ------------------------------------------------------------------------------------------------------------------------------------------------------------------ ii

Parking Table 21.40.010 Notes Added or Clarified ----------------------------------------------------------------------------------------------------------------------- 2

Some aisle widths for angle parking stalls, particularly for parking angle less than 70 degree are not adequate for two-way traffic and it results in potential safety issues. Staff is proposing to add a note to Parking Table 21.40.010 specifying when parking angles are proposed to be less than 70 degrees, the aisle widths shall be restricted to one-way traffic. In addition, the current note: "Up to 50 percent of the spaces may be 15 feet long, one foot of which may overhang the curb, and designated for compact cars. Widths may be reduced one foot." is unclear. Staff proposes clarifying which width is reference in "Width may be reduced one foot.". There are several references to “width” in the table, necessitating clarification that this occurrence relates to the stall width. ------------------------------------- 2

Off-Street Loading and Unloading -------------------------------------------------------------------------------------------------------------------------------------------- 4

The amendment proposes providing clear direction to developers that loading and unloading shall be accommodated on site. Service Vehicles have not been previously defined in the City’s code or plans, creating confusion whether certain vehicles such as contracted waste management haulers are similarly regulated. -------------------------------------------------------------------------------------------------------------- 4

Right-of-Way and/or Easement Dedication -------------------------------------------------------------------------------------------------------------------------------- 8

Clarifying the term “encroachment” is necessary on behalf of applicants for development. The term applies to the area underground, at the surface, and in the airspace for portions of right-of-way, sidewalk, slope, or utility easement within a parcel. Though staff identifies encroachments consistently in this manner, the current code occasionally creates confusion. -------------------------------------------------------- 8

Pedestrian sight distance triangle 10' by 10' ----------------------------------------------------------------------------------------------------------------------------- 11

Technical Committee approved a pedestrian sight distance triangle for the Downtown area, Overlake urban center, and Marymoor subarea. Staff proposed to incorporate the Technical Committee’s direction into the code. --------------------------------------------------------- 11

Driveway and Project Limit Definition ------------------------------------------------------------------------------------------------------------------------------------- 14

The Driveway definition is inconsistent between the RZC 21.78 and RZC Appendix 2: ----------------------------------------------------------------- 14

Cul-de-sac and Dead-End Streets -------------------------------------------------------------------------------------------------------------------------------------------- 17

Provide clarity regarding turnaround requirements for delivery truck, trash truck and service truck on public local access street. -------- 17

Appendix 8A. Marymoor Subarea Street Requirements -------------------------------------------------------------------------------------------------------------- 19

In several portions, the code has missing information and is not sufficiently clear for development application review in the Marymoor subarea. --------------------------------------------------------------------------------------------------------------------------------------------------------------------- 19

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Parking Table 21.40.010 Notes Added or Clarified Request Type Missing Information; Name(s) or Terminology; New Conditions Amendment to Current Code 21.40.010 Vehicle Parking Addition to Code 21.40.010 Vehicle Parking Rationale for Amendment Some aisle widths for angle parking stalls, particularly for parking angle less than 70 degree are not adequate for two-way traffic and it results in potential safety issues. Staff is proposing to add a note to Parking Table 21.40.010 specifying when parking angles are proposed to be less than 70 degrees, the aisle widths shall be restricted to one-way traffic. In addition, the current note: "Up to 50 percent of the spaces may be 15 feet long, one foot of which may overhang the curb, and designated for compact cars. Widths may be reduced one foot." is unclear. Staff proposes clarifying which width is reference in "Width may be reduced one foot.". There are several references to “width” in the table, necessitating clarification that this occurrence relates to the stall width. Benefits The revised notes will provide clear direction and avoid confusion on behalf of customers and staff. Fiscal Benefits/Impacts The revised code has the potential to reduce staff time involved in resolving confusion. Amendment Supports City Plans and Priorities Community Strategic Plan Current Code Text

21.40.010 Vehicle Parking (link)

A. Purpose. The purpose of the parking standards is to:

1. Ensure that parking facilities are properly designed and located in order to meet the parking needs created by specific uses;

2. Promote efficiency and safety in the design and location of parking facilities; and

3. Protect surrounding land uses from adverse impacts commonly associated with parking facilities.

Table 21.40.010 Design Requirements for Parking Facilities

MINIMUM PARKING SPACE AND AISLE DIMENSIONS

A B C D E F

Parking Angle Stall Width Row Width Aisle Width Curb Length Bay Width Parallel 8.00 8.00 12.00 23.00 20.00

30 8.50 16.50 11.00 17.00 27.50 9.00 16.50 11.00 18.00 27.50 9.50 17.50 11.00 19.00 28.50

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10.00 17.50 11.00 20.00 28.50

45

8.50 18.50 13.50 12.00 32.00 9.00 19.00 13.00 12.50 32.00 9.50 19.50 13.00 13.50 32.50 10.00 19.50 13.00 14.00 32.50

60

8.50 20.00 18.50 9.50 38.50 9.00 20.50 18.00 10.50 38.50 9.50 20.50 17.50 11.00 38.00 10.00 20.50 17.00 11.50 37.50

70

8.50 20.00 19.50 9.00 39.50 9.00 20.50 19.00 9.50 39.50 9.50 20.50 18.50 10.00 39.00 10.00 21.00 18.00 10.50 39.00

80

8.50 19.50 24.50 8.50 43.50 9.00 19.50 24.00 9.00 43.50 9.50 19.50 23.50 9.50 43.00 10.00 19.50 23.00 10.00 42.50

90

8.50 18.00 25.50 8.50 43.50 9.00 18.00 25.00 9.00 43.00 9.50 18.00 24.50 9.50 42.50 10.00 18.00 24.00 10.00 42.00

Notes: (Dimensions are in feet.) When parking lots may have substantial traffic by trucks or other large vehicles, the Administrator may establish larger minimum dimensions. At least 50 percent of the spaces must be a minimum of 18 feet long, two feet of which may overhang the curb. Up to 50 percent of the spaces may be 15 feet long, one foot of which may overhang the curb, and designated for compact cars. Widths may be reduced one foot. Aisle turns must be at least 14 feet in width. Requirements for accessible parking spaces are contained in RMC Chapter 15.08, Building Code.

Recommendation Notes: (Dimensions are in feet.) 1. When parking lots may have substantial traffic by trucks or other large vehicles, the Administrator may establish larger minimum dimensions. 2. At least 50 percent of the spaces must be a minimum of 18 feet long, two feet of which may overhang the curb. 3. Up to 50 percent of the spaces may be 15 feet long, one foot of which may overhang the curb, and be designated for compact cars. Stall width for compact cars may be reduced by one foot. 4. Aisle turns must be at least 14 feet in width. 5. Requirements for accessible parking spaces are contained in RMC Chapter 15.08, Building Code. 6. Aisle width, which is in column D of Table 21.40.010 for parking stalls with angle less than 70 degrees, shall be restricted to one-way traffic only. Staff Contact Min Luo


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Off-Street Loading and Unloading Request Type Missing Information Amendment to Current Code 21.40.010 Vehicle Parking Addition to Code 21.40.010 Vehicle Parking, 21.78 Definitions Rationale for Amendment The amendment proposes providing clear direction to developers that loading and unloading shall be accommodated on site. Service Vehicles have not been previously defined in the City’s code or plans, creating confusion whether certain vehicles such as contracted waste management haulers are similarly regulated. Benefits The proposed amendment provides clear direction for both developers and staff, reflects urban transportation operations and streetscape standards, and ensure pedestrian access and safety Fiscal Benefits/Impacts The amendment has the potential to reduce a portion of development costs by providing clarity to the applicant and to staff during permit review. For developments comprised of large or assembled lots, the requirement has relevance in building and site design to ensure adequate and safe access for vehicles on the site. Alternatives may be necessary for smaller sites such as those located in the central portions of the Downtown and will be reviewed by staff on an individual basis. Amendment Supports City Plans and Priorities Community Strategic Plan Current Code Text

21.40.010 Vehicle Parking (link)

A. Purpose. The purpose of the parking standards is to:

1. Ensure that parking facilities are properly designed and located in order to meet the parking needs created by specific uses;

2. Promote efficiency and safety in the design and location of parking facilities; and

3. Protect surrounding land uses from adverse impacts commonly associated with parking facilities.

B. Scope. The regulations adopted in this chapter apply to all parking facilities located within the City.

C. Administration. In the administration of this section, the following rules shall be used:

1. Nonconforming Parking.

a. A development that met the parking requirements in effect at the time it was approved but that does not have sufficient parking spaces to meet the current requirements of this chapter, may continue to operate with the parking deficiency as long as no enlargement or land use change is made that would require additional parking spaces;

b. When a development with nonconforming parking is enlarged so as to require additional parking spaces, the requirements of this chapter shall apply only to the enlargement;

c. When a preexisting building with nonconforming parking is remodeled or rehabilitated but not enlarged, the existing use of the building may continue without providing additional parking. In the event that the land use is changed or increased by an addition of building square footage, the minimum level of parking required,









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including bicycle parking required by this chapter, consistent with the new or increased land use affected by the change must be provided, or an approved Transportation Management Program, as provided in RMZ , Transportation Management Program, must be implemented for the site that effectively reduces parking demand;

d. When additional uses are placed on the same lot with the nonconforming parking or an enlarged lot of which the lot with nonconforming parking is a part, the requirements of this chapter shall apply only to the additional use; and

e. When a use in a development with nonconforming parking is terminated, the area vacated shall not be occupied by a use requiring more parking spaces than the terminated use, unless the required additional parking spaces are provided.

2. Separate Parking Facilities. A parking facility that is required for one establishment shall not be considered as part of the parking facility required for any other enterprise, except for cooperative parking as provided in RZC 21.40.010.F, General Parking Requirements.

3. Site Plan Entitlement Required. All proposed parking facilities are subject to the Site Plan Entitlement Process of RZC 21.76.070.Y, Site Plan Entitlement.

4. Car-Sharing Parking. In all zones except R1 through R8, required parking spaces may be occupied by car-sharing vehicles.

D. Required Off-Street Parking.

1. The minimum required and maximum permitted number of off-street parking spaces for each land use is noted in the Parking Ratio Column of each zone. Where calculations of parking requirements result in fractional amounts, they shall be rounded up if 0.5 or over.

2. The Administrator may approve alternative minimum parking requirements for specific uses on specific development sites where the land use permit applicant demonstrates, through a parking study prepared by a qualified expert, that the alternative requirement will provide sufficient parking to serve the specific use without adversely impacting other uses and streets in the vicinity. The Administrator may require the recording of a covenant or other instrument restricting the use of the property to the specific use for which the alternative minimum parking requirement was approved. Where a parking study does not demonstrate that available parking stalls will adequately serve the proposed use, reductions below the minimum requirement may be approved if a Transportation Management Program that effectively reduces parking demand as provided in RZC 21.52.020, Transportation Management Program, is approved and recorded with the property

The Technical Committee may require alternative parking programs if there is a need to reduce overall parking to alleviate significant adverse environmental impacts.

3. Required parking may be provided off site within 600 feet of the site, unless otherwise approved by the Administrator, when secured by an easement.

E. Design Requirements for Parking Facilities.

1. Parking space and aisle dimensions for parking facilities shall meet the standards set forth in the Table 21.40.010 entitled “Minimum Parking Spaces and Aisle Dimensions.” The Technical Committee may approve alternate designs not meeting these standards when a qualified Transportation Engineer demonstrates that the alternate design proposal meets more current and accepted standards such as ITE and/or ULI parking dimensional standards.

2. Surface of Parking Facilities. Parking facilities for commercial and industrial establishments shall be paved. Parking facilities for other uses may be surfaced with gravel or other materials if the Technical Committee determines that





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adequate provision has been made for drainage and water quality and that adjacent property will not be adversely impacted.

3. Markings for Parking Spaces and Traffic Flow. Parking facilities shall have a permanent means of showing entrances and exits, traffic direction, and parking spaces, except where the Administrator finds that compliance with such requirements is unnecessary or impractical because of the nature or configuration of the facility or adjacent streets.

4. Vehicle Circulation Between Adjoining Property Required. Parking lots shall be designed to provide for off-street vehicle circulation to adjoining property and parking areas where physically feasible, except that driveways and parking aisles may not cross interior pedestrian walkways within 75 feet of a street front in the Downtown. (See RZC 21.10.150, Pedestrian System.) The Technical Committee may modify the minimum separation between a vehicular crossing and the street through the Land Use Permit Review Process when consistent with public safety.

5. Driveway Location and Design. Standards for driveways are found in RZC Appendix 2, Construction Specification and Design Standards for Streets and Access.

6. Backing Into Streets Generally Prohibited. Parking facilities shall be designed so exiting vehicles are not required to back into streets, except for residential uses of less than four dwellings per lot on local access streets.

7. Wheel Stops in Parking Facility. The Technical Committee may require wheel or bumper stops to prevent vehicles from overhanging walkways, property lines, or other limits of a parking facility and to prevent damage to landscaping.

8. Off-Street Loading Space. Parking facilities for service vehicles shall be designed to avoid encroaching on other parking areas or public streets while loading vehicles are parked or maneuvering to park.

9. Walkways Required. Clearly identify walkways, separated from traffic lanes and vehicle overhangs, shall be provided from parking areas to the entrances of establishments.

10. Pedestrian Access from Parking to Downtown Pedestrian System. Convenient, marked pedestrian access shall be provided from parking areas to interior and street front pedestrian walkways, and the Sammamish River Trail where appropriate, as determined by the Technical Committee.

11. Landscaping Required. Landscaping requirements for parking facilities are in RZC 21.32, Landscaping.

12. Sight Screening Required. Sight screening requirements for parking facilities are in RZC 21.32, Landscaping.

13. Retail facilities with over 250 parking stalls shall require a minimum of one standard size stall clearly marked in yellow on pavement “EMERGENCY PARKING ONLY.” The location of the parking stall shall be as close as possible to major entries. Large retail facilities may require one stall per entry at the discretion of the Technical Committee.

14. Design requirements for disabled parking stalls are contained in An Illustrated Handbook for Barrier Free Design, Washington State Rules and Regulations. A current edition is kept on file with the Building Official.

15. Tandem parking may be used to meet the parking requirements for residential uses. Each pair of tandem parking stalls shall only be for one dwelling unit. A tandem pair of parking stalls shall have no more than one compact parking stall.

16. Mechanical, stacked parking may be used to meet minimum parking requirements when included within a garage, or completely screened by a screening method reviewed and approved by the Design Review Board.

17. Parking Area Location and Design Criteria in the Downtown Neighborhood. Parking areas within the Downtown neighborhood shall meet the following criteria regarding RZC 21.10.150, Pedestrian System

a. General. On Type I and II pedestrian walkways per Map 10.3, Downtown Pedestrian System, parking lots shall not be located between the street and the building. Parking lots and ground floor parking garages shall be separated















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from streets by building areas at least 20 feet deep (excluding vehicle access points) which are developed as, and made available for, pedestrian-oriented businesses. (See Figure 21.40.010A below.)

Recommendation

8. Off-Street Loading/Unloading Space. Parking facilities for service vehicles shall be designed to avoid encroaching on other parking areas or public streets while loading vehicles are parked or maneuvering to park. Loading and unloading space shall be accommodated onsite.

RZC 21.78 Definitions. Service Vehicle. Service Vehicle means a vehicle engaged in loading or unloading operations such as pick-up and drop-off for patients or passengers, or bulk pickups and deliveries for commodities, merchandise, equipment or household items. A typical service vehicle includes but not limited to emergency aid-car, carpool van, delivery truck or moving truck with a similar size as a single-unit truck (SU-30). Staff Contact Min Luo



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Right-of-Way and/or Easement Dedication Request Type Definition; New Conditions Amendment to Current Code 21.52.030 Street and Access Standards Addition to Code 21.52.030 Street and Access Standards Rationale for Amendment Clarifying the term “encroachment” is necessary on behalf of applicants for development. The term applies to the area underground, at the surface, and in the airspace for portions of right-of-way, sidewalk, slope, or utility easement within a parcel. Though staff identifies encroachments consistently in this manner, the current code occasionally creates confusion.

In addition, the requirement to remove all existing private easements is not feasible in the more urban parts of Redmond. Sometimes easements are held by private utilities that have no desire or incentive to relocate. There are circumstances when it might make sense to accept an encumbrance in the ROW to deal with a special circumstance. The code doesn’t address those circumstances.

Benefits The proposed clarification would set forth a common understanding of “encroachment” for applicants. The clarification reflects standard operations for which staff has been implementing with consistency. Also, a standard for exceptions is needed because we are increasingly finding situations where private easements exist that cannot be reasonably removed. Fiscal Benefits/Impacts The proposed amendment would enhance transparency and improve the code’s predictability. The clarification, by establishing a common understanding, therefore has potential for reducing applicants’ time and cost during project design, permit submittal, and review. The second portion of the amendment, regarding encumbrances, provides an opportunity for code flexibility. An outcome is the potential for increased support of development including various types and forms of structures. Amendment Supports City Plans and Priorities Transportation Master/Functional Plan; Utilities Plan; Economic Development Current Code Text

21.52.030 Street and Access Standards (link)

A. Purpose. The purpose of this division is to establish street and access standards to implement:

1. The Redmond Comprehensive Plan;

2. The City of Redmond Transportation Master Plan; and

3. The Neighborhood Street Plans found in the Neighborhoods Element of the Redmond Comprehensive Plan or other adopted street plans within the RZC.

B. Scope. The requirements of this division shall apply to all development in the City processed under RMC Chapter 15.08, Building Code; RZC Article I, Zone-Based Regulations, RZC Article II, Citywide Regulations; and RZC Article VI, Review Procedures. No permit shall be issued nor approval granted without compliance with this section.

C. Street Classification. Streets and rights-of-way are classified as freeways, principal arterials, minor arterials, collectors, connectors, local access streets, and alleys. A description of each of these classifications is contained in Appendix D of the City’s Transportation Master Plan.

D. Street Plan.













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1. Streets shall be designated and located to conform to the Transportation Master Plan and the Neighborhood Street Plans. Where not part of an adopted plan, streets shall be designed to:

a. Provide multimodal street improvements according to City standards;

b. Complete missing links and improve connections among adjacent neighborhoods;

c. Provide access to and from public transportation facilities;

d. Maintain continuity of the street pattern;

e. Avoid creation of excessively large blocks on local access streets; and

f. Manage access to arterials.

2. Where topography or other conditions make achievement of the design objectives in subsection D.1 impractical, street design shall conform to a system approved by the Technical Committee.

E. Access.

1. Lot Access. All lots shall have access to a public right-of-way via direct access to the right-of-way, an easement recorded with King County, or a private drive or road. The specific design of property access shall be based on standards and guidelines established or approved by the City of Redmond.

Where feasible access is available from a property to more than one public right-of-way, the property shall access the lower classification street as defined in RZC 21.52.030.C, Street Classification. Access is feasible when it provides a direct connection via easement, private road, or other means to a public right-of-way and when it meets minimum Fire Code access requirements.

1.

2. Waterfront Access. Rights-of-way may be required to be extended to water bodies and/or the center of watercourses as land is developed to provide public access.

Figure 21.52.030 Access

F. Traffic Control, Safety Devices, and Street Lights.

1. As a condition of development approval, the Director of Public Works may require that all or any portion of the needed traffic control and safety markings, signs, signals, street lights, turn lanes, traffic calming measures, and other devices be installed or funded. The requirement for these items shall be based on warrants and guidelines established by the City of Redmond, the Washington State Department of Transportation (WSDOT), the American Association of State













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Highway and Transportation Officials (AASHTO), and the Manual on Uniform Traffic Control Devices (MUTCD). Such devices shall only be required when it is clearly demonstrated that the development itself or in conjunction with other developments is causing the need for the improvement.

2. Whenever any construction within or adjacent to any public street will result in street lights being temporarily removed or disconnected for more than 24 hours, the party proposing such temporary removal or disconnection shall be required to submit a temporary lighting plan for review and approval by the Public Works Department before any removal or disconnection takes place. The Public Works Department shall approve the temporary lighting plan only if adequate provisions are made for the safety of vehicles and pedestrians during periods in which the street lights will be removed or disconnected for more than 24 hours.

3. Whenever any construction within or adjacent to any public street will result in the temporary closure of all or any portion of any sidewalk or other public walkway, the party proposing such temporary closure may be required to submit a temporary pedestrian linkage plan for review and approval by the Public Works Department before any closure takes place. The Public Works Department shall approve the temporary pedestrian linkage plan only if adequate provisions are made for the safe passage of pedestrians during the periods when the sidewalk or walkway will be closed.

G. Right-of-Way and/or Easement Dedication. Where a planned street right-of-way or roadway, sidewalk, slope, or utility easement, as indicated by RZC 21.52.030.D, Street Plan, or as is necessary to complete a public City street, lies within a proposed development, the fee owner of the property shall be required to dedicate the right-of-way to the City as a condition of approval under RZC 21.76, Review Procedures. Prior to acceptance of the right-of-way and/or easement by the City, the fee owner will be required to remove or subordinate any existing private easements or rights that encumber the property to be dedicated, and shall be required to remove any encroachments on such easements or rights-of-way.

Recommendation G. Right-of-Way and/or Easement Dedication. Where a planned street right-of-way or roadway, sidewalk, slope, or utility easement, as indicated by RZC 21.52.030.D, Street Plan, or as is necessary to complete a public City street, lies within a proposed development, the fee owner of the property shall be required to dedicate the right-of-way to the City as a condition of approval under RZC 21.76, Review Procedures.

1. Prior to acceptance of the right-of-way and/or easement by the City, the fee owner will be required to remove or subordinate any existing private easements or rights that encumber the property to be dedicated, and shall be required to remove any underground, at the surface, and in the airspace encroachments on such easements or rights-of-way. The City of Redmond Standards Specifications DG 18 through DG 20 provide specific design guide regarding ROW encroachment requirements. 2. The Technical Committee shall serve as the decision-making body regarding the City’s acceptance of right-of-way that is encumbered, if the City in its sole determination finds that the easement or other right will not interfere with the City's long-term operation of the right-of-way for transportation, utility, or other customary right-of-way purposes.

Staff Contact Min Luo and Jeff Churchill










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Pedestrian sight distance triangle 10' by 10' Request Type Missing Information; New Conditions Amendment to Current Code 21.52.040 Sight Clearance at Intersections Addition to Code 21.52.040 Sight Clearance at Intersections Rationale for Amendment Technical Committee approved a pedestrian sight distance triangle for the Downtown area, Overlake urban center, and Marymoor subarea. Staff proposed to incorporate the Technical Committee’s direction into the code. Benefits The proposed amendment has the potential to provide clarity and reduce customers’ and staff time. Fiscal Benefits/Impacts A potential reduction to time involved with application review may also result in a cost savings on behalf of the customer. Amendment Supports City Plans and Priorities Transportation Master/Functional Plan; Public Safety Plan; Economic Development Current Code Text

21.52.040 Sight Clearance at Intersections (link)

A. Purpose. The purpose of this section is to ensure adequate sight distance for all users at intersections.

B. Sight Distance Triangle. The sight distance triangle is described by two intersecting lines of a specified length (a) and (b) which correspond to the straight line projections of the pavement edges or curb face and a third line which connects the extremities of the other two, as shown in the table and Figure 21.52.040A below. The location of the pavement edge or curb face shall be for a fully developed street that meets City standards for the classification.

Table 21.52.040 Required Horizontal Sight Clearance

Type of Intersection Horizontal Sight Clearance for Intersection Legs Noted Controlled by (a) (b) Traffic Signal or Stop Sign

Intersections that Involve Arterials (30MPH+) 20 feet 100 feet

Others (Local access, driveways, etc.) (25 MPH) 20 feet 65 feet

Uncontrolled or Yield Right-of-Way (Local access – residential) 70 feet 70 feet

Figure 21.52.040A Sight Distance Triangle













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C. Obstructions Prohibited. The obstruction of a motor vehicle operator’s view at an intersection shall be prohibited within the “Sight Distance Triangle” described in this section and in RZC Appendix 2, Construction Specification and Design Standards for Streets and Access, between a height of two feet and eight feet above existing street grade. The sight triangle shall be applied in both directions along major and minor intersecting streets. Sight triangles from streets into a driveway may not apply in circumstances where the Department of Public Works determines that on-site constraints prevent the application of the sight distance requirements and there is no detriment to the public safety and welfare, including pedestrian access and safety.

Fences, hedges, signs, shrubs, natural vegetation and trees, and other inanimate objects greater than 18 inches in width or diameter are not allowed in the Sight Distance Triangle. Traffic control devices, utility poles, trees, and other opaque inanimate objects 18 inches or less in width or diameter are allowed in the sight distance triangle when spaced at an adequate distance to not significantly obstruct the site distance triangle.

Figure 52.3 Obstructions Prohibited

D. Vertical Sight Distance at Intersections.

1. Minimum vertical sight distances shall be established by the Department of Public Works consistent with vehicular speeds and stopping sight distance.

2. These standards shall be published, placed in RZC Appendix 2, Construction Specification and Design Standards for Streets and Access, and be made available to the public.

E. Special Cases. Where unusual conditions, such as roundabouts, preclude the application of this section in a reasonable manner, the Department of Public Works may establish minimum sight distances based on the intent of this section. These minimum sight distances may be more restrictive than provided above. Minimum sight distances for roundabouts are provided in the City’s Roundabout Design Manual.












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Recommendation

C. Obstructions Prohibited. The obstruction of a motor vehicle operator’s view at an intersection shall be prohibited within the “Sight Distance Triangle” described in this section and in RZC Appendix 2, Construction Specification and Design Standards for Streets and Access, between a height of two feet and eight feet above existing street grade. The sight triangle shall be applied in both directions along major and minor intersecting streets. Sight triangles from streets into a driveway may not apply in circumstances where the Department of Public Works determines that on-site constraints prevent the application of the sight distance requirements and there is no detriment to the public safety and welfare, including pedestrian access and safety. In the Downtown, Overlake urban center, and Marymoor Subarea, when a garage access intersects a street, along the street direction, the sight distance triangle either 20 feet by 65 feet or 20 feet by 100 feet shall be required depending on the street classification; along the garage access direction, a sight distance triangle of 20 feet by 65 feet may be replaced by a pedestrian sight distance triangle. A pedestrian sight distance is described by two 10-foot intersecting lines that are drawn respectively along the back of sidewalk edge and along the edge of a garage access, and a third line which connects the extremities of the two 10-foot intersection lines.

Fences, hedges, signs, shrubs, natural vegetation and trees, and other inanimate objects greater than 18 inches in width or diameter are not allowed in the Sight Distance Triangle. Traffic control devices, utility poles, trees, and other opaque inanimate objects 18 inches or less in width or diameter are allowed in the sight distance triangle when spaced at an adequate distance to not significantly obstruct the sight distance triangle.

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Driveway and Project Limit Definition Request Type Typographical Error; Definition Amendment to Current Code Appendix 2. Construction Specification and Design Standards for Streets and Access Addition to Code 21.78 Definitions – P Definitions. Rationale for Amendment The Driveway definition is inconsistent between the RZC 21.78 and RZC Appendix 2:

• Appendix 2, D.4.b: Driveways. Driveways, as used in this appendix, shall refer to: (a) vehicle entrances to individual lots and/or (b) the intersection of access corridors with public or private streets.

• RZC 21.78: Driveway. An access which serves a lot, structure, or parking area.

A minor clarification to Appendix 2 - D.4.b. would create consistency and allow for a common understanding between applicants and staff during permit review and in siting of new driveways.

Benefits The proposed amendment provided clarity for customers of the code and for staff during their review of applications for development. This clarification provides ongoing support for developers of single-family residential while clarifying the driveway definition for mixed-use, multifamily residential, or commercial development in the City’s urban centers. For example, the access for the developments adjacent to the new Brown Street, taking access from this shared street directly into structured parking, is classified as a driveway. Fiscal Benefits/Impacts The proposed amendment has the potential for reducing the time for staff’s review and is anticipated to assist customers’ implementation of the code by eliminating confusion. Amendment Supports City Plans and Priorities Transportation Master/Functional Plan; Economic Development Current Code Text APPENDIX 2. CONSTRUCTION SPECIFICATION AND DESIGN STANDARDS FOR STREETS AND ACCESS (link)

A. Streets

B. Access Requirements for Up to Four Dwelling Units or Four Lots

C. Emergency Vehicle Turnarounds

D. Driveways

These specifications and design standards implement the City’s Transportation Master Plan (TMP) by providing details for the construction of improvements described in the TMP. The TMP should be consulted along with these specifications and standards in order to determine the complete nature and extent of the improvements required. This appendix has been approved by the Director of Public Works, who may approve design deviations in specific situations where conditions warrant and are properly documented. Such site-specific design deviations shall not constitute general changes to these standards. …

D. Driveways. Driveways, as used in this appendix, shall refer to: (a) vehicle entrances to individual lots and/or (b) the intersection of access corridors with public or private streets.

1. Construction Specifications.

a. Construction shall be in accordance with APWA Standard Specifications, Washington State Chapter.

















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b. Driveways shall be constructed per Redmond Standard Details or as determined by the City Engineer.

2. Selection Guidelines.

a. Driveway details within the Standard Details are most appropriate for residential zones, business park zones, and commercial areas.

b. The driveway details within the Standard Details shall also apply to private street entrances serving five or more dwelling units.

c. Where curbing exists or is required and a flat approach would be appropriate, a curb return driveway may be used if approved by Public Works. The decision to install a curb return driveway shall be based upon a review of, but not limited to, the following factors:

i. Functional classification of street.

ii. Projected driveway usage.

iii. Turn lane facilities on the public street.

iv. Vehicle storage area between the street and any turning or parking maneuvers within the development.

v. Distance from intersections.

vi. Distance from other driveways.

vii. Traffic signalization.

viii. Pedestrian circulation.

ix. Emergency vehicle access needs.

3. Width and Height of Driveway Entrance.

a. The minimum and maximum width shall be measured from the outside of the travel lane excluding curb or thickened edge.

b. Each traffic lane of both residential, business park, industrial, and commercial driveways shall be at least 10 feet wide.

c. The minimum unobstructed business park, industrial, and commercial driveway width shall be 20 feet and the maximum 30 feet. A wider driveway width may be approved by the Technical Committee where a substantial percentage of oversized vehicle traffic will exist. In this case the driveway should be sized to accommodate the largest vehicles.

d. The minimum vertical clearance for service vehicles with SU-30 size at the garage entry and within the garage structure area that require sufficient turning movements shall be at least 11 feet based on AASHTO 2011 6th Edition. Some common service vehicles are but not limited to emergency aid-car, delivery truck, and moving vehicle.

e. Residential driveway dimensions shall adhere to the following chart. Table 11

No. of Dwelling Units Minimum Unobstructed Width in Feet Maximum Width in Feet* *In the case where medians are used in driveway entrances, greater width may be required. **If access corridor is over 50 feet, see subsection B.2.b.i of this appendix. 1 10** 20 2 10** 20 3 – 4 20 24 5 or more 20 28 for multifamily


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4. Location and Number of Driveways.

a. Driveways shall be limited to one per parcel per street frontage, except that the following is permitted subject to the approval of the Technical Committee: one driveway for each 150 feet of local street frontage, or three driveways for two lots having common parking, as provided in RZC 21.40.010.F.1.

b. The City shall not permit any driveway within 150 feet of the nearside face of the curb of the intersecting street or from any other such driveway. In the event it is either impossible or undesirable to separate by 150 feet, then driveways shall be located as far away from the nearside of curb of the intersecting street or any other such driveway. Separations less than 150 feet shall obtain approval from the Technical Committee. This separation requirement shall not typically be applied to the distance between single-family driveways on local streets.

c. Whenever practical, abutting property owners shall make joint use of driveways.

d. Distances between driveways and/or intersections shall be measured from the nearest edge between the driveways and/or intersections.

e. Driveways directly giving access onto arterials are not permitted if alternate access is available.

f. Driveways shall not be permitted where, in the judgment of the Technical Committee, dangerous or confusing traffic patterns would result.

g. Driveways shall be aligned wherever possible with existing driveways on the opposite side of the street. This requirement shall typically not be applied between single-family driveways.

h. Offset driveways where left turns may conflict shall be separated by at least 150 feet unless approved otherwise by the Technical Committee.

Recommendation

D. Driveways. Driveways, as used in this appendix, shall refer to: (a) A vehicular access which serves a lot, project limit, structure, or parking area vehicle entrances to individual lots and/or (b) the intersection of access corridors with public or private streets.

…

4. Location and Number of Driveways.

a. Driveways shall be limited to one per parcel per street frontage, except that the following is permitted subject to the approval of the Technical Committee: one driveway for each 150 feet of local street frontage, or three driveways for two lots having common parking, as provided in RZC 21.40.010.F.1.

b. The City shall not permit any driveway within 150 feet of the nearside face of the curb of the intersecting street or from any other such driveway. In the event it is either impossible or undesirable to separate by 150 feet, then driveways shall be located as far away as possible from the nearside of curb of the intersecting street or any other such driveway. Separations less than 150 feet shall obtain approval from the Technical Committee. This separation requirement shall not typically be applied to the distance between single-family driveways on local streets.

21.78 Definitions: Driveway. An access which serves a lot, project limit, structure, or parking area.

Recommendation for New:

21.78 Definitions: Project Limit. A lot, portion of a lot or combination of lots or portions of lots treated as a single development parcel for purposes of the Redmond Zoning Code.

Staff Contact Min Luo, Jeff Churchill






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Cul-de-sac and Dead-End Streets Request Type New Conditions Amendment to Current Code Appendix 2. Construction Specification and Design Standards for Streets and Access Addition to Code Rationale for Amendment Provide clarity regarding turnaround requirements for delivery truck, trash truck and service truck on public local access street. Benefits The proposed amendment is anticipated to provide clear direction for both staff and developers in the provision of safety standards. This amendment addresses safety concerns for dead-end public local access roads in residential neighborhood. The current code emphasizes the need for emergency vehicle turnaround, often performed with a person patrolling the vehicle backing up. The code, however, does not provide the same information for delivery, trash pickup, and household repair vehicles that could operate without the assistance of a backup patrol. RZC 21 Appendix 2.A.3.f states that “Where it is applicable, temporary turnaround shall be provided on half streets and future street extensions.” Fiscal Benefits/Impacts This amendment is anticipated to involve both fiscal benefits and impacts. While the amendment is limited solely to public local access roads in residential neighborhoods – streets that serve 10 or more single-family lots, it may have cost implications to some developments. During 2017 to 2019, 29 local access streets were constructed. Of these, the following reflect the updated standard: NE 110th Place at 132nd Avenue NE, 159th Court NE at NE 120th Street, 165th Court NE at NE 122nd Street, and 166th Court NE at NE 122nd Street. Staff believes this change is important and necessary to address current safety concerns.

Year Constructed Number of Private Local

Access Streets Constructed

Number of Public Local Access Streets

Constructed

Number of the Public Local Access Streets

Ending in Dead-End or Cul-de-Sac

2019 3 1 1 2018 3 7 2 2017 2 14 4

Amendment Supports City Plans and Priorities Community Strategic Plan Current Code Text

APPENDIX 2. CONSTRUCTION SPECIFICATION AND DESIGN STANDARDS FOR STREETS AND ACCESS (link)

A. Streets

B. Access Requirements for Up to Four Dwelling Units or Four Lots

C. Emergency Vehicle Turnarounds

D. Driveways

These specifications and design standards implement the City’s Transportation Master Plan (TMP) by providing details for the construction of improvements described in the TMP. The TMP should be consulted along with these specifications and standards in order to determine the complete nature and extent of the improvements required. This appendix has been approved by the Director of Public Works, who may approve design deviations in specific situations where conditions















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warrant and are properly documented. Such site-specific design deviations shall not constitute general changes to these standards.

…

A. Streets …

12. Cul-de-sac and Dead End Streets.

a. Streets with a cul-de-sac or permanent dead-end should not be longer than 600 feet. In the event that a longer cul-de-sac or permanent dead-end street is unavoidable due to topography or as otherwise specified in this section, turnarounds are required every 600 feet.

b. Refer to Appendix 2.C Emergency Vehicle Turnarounds to determine if it applies to the street. If Appendix 2.C does not apply, safety provisions must be made to accommodate the turnaround for a single unit (SU-30) truck, and, for public local access streets, a cul-de-sac is required unless the proposed design can demonstrate compliance with safety requirements defined in RZC 21.40.010.E and RMC 10.52.

c. Temporary dead end streets planned for future continuation shall include the necessary dedication or easements for utilities and vehicle turnarounds. If the dead end is over 300 feet for residential and 150 feet for commercial, then the turnaround must meet the requirements of Appendix 2.C, Emergency Vehicle Turnarounds. A barricade designed to City of Redmond standards shall be installed at the end of the dead end street, along with a sign stating “This Street To Be Extended In The Future.”

d. Refer to the City of Redmond Standard Specification and Details for cul-de-sac and barricade details. Recommendation

Refer to Appendix 2.C Emergency Vehicle Turnarounds to determine if it applies to the street. If Appendix 2.C does not apply, safety provisions must be made to accommodate the turnaround for a single unit (SU-30) truck, and, for public local access streets, a cul-de-sac is required for unless the proposed design can demonstrate compliance with safety requirements defined in RZC 21.40.010.E and RMC 10.52 for permanent dead-end public local street only.

Staff Contact Min Luo




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Appendix 8A. Marymoor Subarea Street Requirements Request Type Typographical Error; Missing Information Amendment to Current Code Appendix 8A. Marymoor Subarea Street Requirements Addition to Code Appendix 8A. Marymoor Subarea Street Requirements Rationale for Amendment In several portions, the code has missing information and is not sufficiently clear for development application review in the Marymoor subarea. Benefits The proposed amendment is anticipated to provide clarity where the code is absent of necessary specificity. Fiscal Benefits/Impacts The proposed changes are anticipated to provide information necessary for applicants to submit complete applications. The changes provide the specificity necessary for staff to complete timely review and thereby, may have a positive impact on the cost of development. Amendment Supports City Plans and Priorities Community Strategic Plan Current Code Text Refer to attached below Recommendation Refer to attached RZC Appendix 8 with amendments Staff Contact Min Luo

https://www.redmond.gov/DocumentCenter/View/15261/Ex-A_2---Appendix-8a---Marymoor-Subarea-Street-Requirements-with-Amendments-PDF

exhibit a 2 - rzc and rmc annual cleanup minor code

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