King Street transportation right-of-way issues
To: Planning Board, Zoning Revisions Committee, & Chamber Economic Development
From: Wayne Feiden, FAICP, Director of Planning and Development
RE: King Street right-of-way (the “public realm”) design standards
Date: November 13, 2010
Background: In 2003, the City hired VHB to do a King Street Corridor Study. We asked VHB to
consider road dieting, going from two lanes in each direction to one lane, with appropriate turn
lanes. Based on the standard of care at the time, VHB recommended that King Street remain two
lanes in each direction. Since then there has many more successful road dieting experiences, using
strict access control and turn lanes to reduce weaving and create smoother and safer traffic flow.
Next Steps: We are making the following assumptions:
1. We need a new corridor study. We have committed to do over the next few months.
2. Generally, public dollars will fund changes inside of the road curbs. Zoning has little influence.
3. Public and private sector dollars will fund changes from the curb line to the edge of private
property. Zoning will influence the design.
4. Generally, private sector dollars will fund improvements on private property. Zoning will
greatly influence the design.
Possible Future Road Bed Layouts (NOT regulated by zoning)
We are going to ask our consultant helping with a new King Street Corridor Study to examine the
recommendations in the VHB report and to consider the following options:
Using existing curbs: Road bed profile for most of King Street,
with strict access control including fewer curb cuts and left turns.
Using existing curbs: Road bed profile when traffic volume and
safety warrant left turns.
Using existing curbs: Road bed profile at intersections and
major driveways when left turn lanes and right turn
decelerations lanes are appropriate.
Possible Tree Belt, Sidewalk, and Buffer Layouts (regulated by zoning)
Default standard:
1. Tree belt (and snow storage)
2. Bicycle Friendly Sidewalk
(requires strict access control,
driveway crossing treatments, and
deceleration lanes). May be 10’
in sections where bicycle path
installed on rear of property.
3. Buffer must block views of cars
below headlights and create a rich
canopy, but allow view of building
between the two.
Alternative standard:
Narrower (10 to 19’) buffer
with Buffer designed to block
views of cars top half of
windshield (usually requires
berm or mini-park)
Alternative standard:
8’ buffer for those sections where a
building is built up to the buffer.