2010-252A (17) - Laserfiche WebLink

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fears of increased traffic, "cut -through" traffic, and attendant nuisance and safety concerns. Existing residents rarely perceive that a proposed interconnection will provide access benefits that outweigh the potential adverse impacts. Consequently, connectivity requirements are easier to implement in areas with few or no existing residents. Because interconnections between adjacent developments are beneficial for the reasons identified above, new development projects should be required to provide interconnections. Where new development projects abut undeveloped property, the county's policy should be to require that the development be designed to accommodate interconnection at a future date when the undeveloped property is developed. Exceptions could be allowed for roadway segments that would create a "funneling effect" through an existing neighborhood or roadway segments that have no potential for providing interconnectivity or through -street benefits (e.g. segments that dead-end into water bodies, developed properties, or environmentally sensitive areas). In conjunction with promoting connectivity, the county should develop traffic calming standards and designs to address concerns about the speed of "cut -through" traffic. ➢ Enhancing Pedestrian Options One critical component in any community is a viable pedestrian network. Prior to 2005, sidewalks were required only in subdivisions with densities exceeding 3 units/acre. In that year, the county's development regulations were amended to require sidewalks on at least one side of all streets in new residential developments inside the urban service area. The provision of sidewalks, however, is merely a first step in the development of a successful pedestrian system. Because sidewalks generally follow streets, street patterns often determine the walkability of a community. Grid street networks, or other patterns featuring multiple interconnections, promote walkability by providing multiple options to pedestrians. On the other hand, street patterns that include many conventionally designed dead-end streets or cul-de-sacs reduce walkability by limiting the options available to pedestrians, thereby increasing dependence on automobiles. For those reasons, interconnections need to be provided between adjacent new developments, and new dead-end streets, including cul-de-sacs, should be designed with special pedestrian connections or limited to only roadway segments that have no potential for providing interconnectivity or through -street benefits (e.g. segments that dead-end into water bodies, developed properties, or environmentally sensitive areas). As discussed in the Transportation Element, a successful pedestrian system also connects residential neighborhoods to nearby pedestrian attractors such as schools, parks, and neighborhood commercial areas. Consequently, county policies should promote the construction of sidewalks in areas surrounding schools, parks, and neighborhood commercial areas. Currently, the county requires a sidewalk on at least one side of all new residential streets. That sidewalk requirement should be expanded to require sidewalks on both sides of streets in higher density residential and mixed-use projects. Future Land Use Element 93