Sustainability and Site Design
A site
Sustainable design in site planning.
 Optimize site potential
 Minimize non-renewable energy consumption
 Protect and conserve water
 Optimize operational and maintenance practices
 Assists designers in identifying and incorporating sustainable design
practices that have the greatest positive impact on both the project and the
surrounding community
 Uses photographs, sketches, and case studies to provide a comprehensive
look at successful green landscape design
 Outlines the integrated design process and illustrates how sustainable design
practices are relevant and applicable to projects of any size or budget
 Demonstrates how built environments can protect and restore ecosystem
services
Climate and Site Analysis
GLOSSARY:
Physiography - The physical features of geography (site).
Hydrology - Water movement on the site.
Sensory Stimuli - Anything that stimulates the senses.
Evapotranspiration - Vegetation pulling water up from the ground and
evaporating it through its leaves, thus cooling the surrounding air.
Prerequisite - Required beforehand.
LESSON / INFORMATION:
An understanding of the site and its environment is an integral part of a
building program and is a prerequisite for good design. The building location
on the site is basically established by one of two different view points. In one,
the building location is given by the client. In the second and most
advantageous, the building site is revealed by a thorough site analysis.
analysis is the gateway to energy conscious design and environmental
responsive architecture.
SITE ANALYSIS
Site analysis is a predesign research activity which focuses on existing and
potential conditions on and around the building site. It is an inventory of the
site factors and forces, and how they coexist and interact. The purpose of the
analysis is to provide thorough information about the site assets and liabilities
prior to starting the design process. Only in this way can concepts be
developed that incorporate meaningful responses to the external conditions
of the site.
The typical site analysis includes the site location and size, neighborhood
context, zoning, legal aspects, geology, physiography (natural and man-made
features), hydrology, soils, vegetation, wildlife, climate, culture, pedestrian
and vehicular circulation, access, utilities, historic factors, density, sensory
stimuli, and any other factor deemed appropriate for the particular site.
An understanding of these issues is important in designing a successful
home that not only meets its internal responsibilities, but also relates well to
its external environment. The home should last for many years, so the
analysis of the site should take into account the site's existing and future
problems and capabilities.
The secret of using the site analysis is to design a good relationship between
the building and the site itself. The building design should be in harmony with
those beneficial site conditions and strive to save, reinforce, amplify, and
improve on what is existing. The analysis will identify those site conditions
which may be altered, eliminated, covered up, disguised or reformed.
Basically, take advantage of the good things nature has to offer and protect
against the bad aspects of the site. It is important to make these decisions
deliberately and thoughtfully so that the effects of the building on the site are
deliberate rather than accidental or incidental.
All the factors needed for a complete site analysis can generally be
categorized into aesthetic, cultural, and natural forces. Aesthetics has to do
with what the person who will live on the site thinks is beautiful (the designer
has the responsibility to educate the client to possibilities); culture is the
background of the people living in the area; and the natural factors are the
 background of the environmental elements. For the purpose of energy- feasible, the designer can understand wind direction and speed by using five basic
efficient design, natural factors need to be investigated and understood. The principles of air movement: velocity, direction, pressure, density and the venturi
natural factors which are most important for thermal comfort in this analysis effect.
can be listed under climate and microclimate.
First, as a result of the friction, air velocity is slower near the surface of the Earth.
MICROCLIMATE The cause of this reduction in velocity is the roughness of the ground, including
Each specific site has its own unique climatic characteristics that need to be
contour changes and vegetation configuration. Ground wind velocities measured at
analyzed. The climatic aspects of the specific site or areas on the site are
called the microclimate. The specific characteristics of the site are analyzed the site are frequently much lower than those measured at the top of an airport
only after one has a good understanding of the macroclimate and general tower. Likewise, exposed sites or buildings at altitudes higher than the airport tower
climatic characteristics which give an overview of the climate for your region. are likely to experience much higher wind velocities.
The microclimate must be studied not only for the natural elements, but for
how any man-made elements, such as buildings and landscaping are The second principle is that air tends to continue moving in the same direction when
affecting and/or will affect the site. it encounters an obstruction. As a result it tends to flow around objects like water
flows around a rock in a stream, rather than reflecting off the objects.
Climate Elements Third, air flows from high-pressure to low-pressure areas. For example, cross
ventilation is created by a positive pressure being built up on the windward side of a
1. Sun.
structure and a negative pressure being created on the leeward side.
The sun's movement on the site will be the same as that shown in the sun diagrams
The fourth principle of air movement is convection, which involves the temperature
in "Appendix C". Existing elements (natural or man-made) on and around the site will
and density of the air. For example, air flowing from a forested area to a meadow will
have definite shading patterns. Understanding those patterns can help in determining
tend to rise because air in the meadow is exposed to more solar radiation, making
the building location and configuration. For any given spot on the site, one can draw
that air less warmer and dense
the existing elements on the sun graph grid provided in "Appendix C". Just as the
sun path was plotted by knowing the azimuth and altitude of the sun, existing site
elements can also be drawn on the graph from any one spot on the site. The
diagram now shows which locations on the site receive sunshine and shade. These
same diagrams can be used to determine shadow patterns to be drawn in plan.
AIR CONVECTION
2. Wind.

Wind at the site and at different locations on the site can vary from the general wind
data given for your area. A better understanding can be obtained by testing a true
scale model of the site and buildings in a wind tunnel. When wind testing is not
And finally, when the air flow is channeled and restricted, the pressure rises and the
velocity increases. This is called the venturi effect

In valleys, the wind moves uphill during the day as the sun warms the air, causing it
to become less dense. At night, air flows back down the valleys like a river, as it
cools and becomes heavier. Pockets or lakes of this cool night air can be damned
just as water can.

VENTURI EFFECT

By using these principles and understanding how air moves and acts similar to a
fluid, like water, we can visualize wind patterns on different sites and in different
conditions.

The wind pattern near large bodies of water is generated by the heat gain, heat loss,
and heat storage variations between land and water. Water will have more stable
temperatures. The wind is usually moving toward the land during the day when the
land is heating up faster than the water and when the water is absorbing solar heat.
At night the direction is reversed, with the breezes flowing from the land, as it cools,
to the water, as it radiates stored heat to the night sky
3. Humidity.
Sites located near large bodies of water or rivers tend to be more humid than inland
areas. Wind direction also affects humidity. Downwind from the water is more humid
than up wind. Vegetation will also increase moisture in the air. Water vapor is a gas
that occupies the same space with other gases that together constitute air. But in
some ways, water vapor acts independently of the air. For any given temperature
and degree of saturation, water vapor in the air exerts its own vapor pressure. It
flows or migrates from areas of higher vapor pressure toward areas of lower vapor
pressure in air or in materials. Moisture, driven by vapor pressure, can even travel
through porous materials through which air cannot pass.
4. Temperature.
The microclimate temperatures of the site may be different from the general data
collected at the airport and can vary significantly at the site. Again, large bodies of
water will tend to stabilize temperatures on the land adjacent to them.
Through evapotranspiration, trees and other vegetation cool the air around them. A
moist lawn is 10° to 15°F cooler than bare soil and 30°F cooler than unshaded
asphalt. The shade temperature of a large tree can be 10° to 15°F cooler than the
unshaded lawn during a summer day.
Sites with a more southern slope will be warmer than a flat site because radiation
from the sun is more perpendicular to its surface. Likewise, a northern sloping site
would not receive as much radiation and would therefore be cooler.
Site Grading
Reduce construction and on-going operation costs by implementing site grading,
which includes drainage design, to minimize low, wet areas. Grading and drainage
design can reduce cut/fill quantities, often saving you from importing costly material,
exporting unnecessary material or stockpiling excess material during construction. It
can also save long-term operation costs that would otherwise be incurred to pump
water from low-lying areas. To assist with the design process, Focus conducts
composite cut/fill modelling and provides three-dimensional surface models of the
existing site terrain and the proposed surface improvements. These models, which
use the actual design elevations as they relate to the plant site, support the design
process of all associated disciplines and facilitate efficient project delivery.
Street Parking and Lot Design
The parking lot is the first - and the last -part of a building complex to be viewed by
the user. It is the gateway through which all customers, visitors, and employees
pass. This first impression is very important to the overall feeling and atmosphere
conveyed to the user. Developers want their new facilities to be attractive, well
designed, and functional. Though many hours are spent on producing aesthetically
pleasing building designs, the same design consideration for the parking area is
often overlooked. Pavements in parking areas that are initially under-designed can
experience excessive maintenance problems and a shortened service life. When
properly designed and constructed, parking areas can be an attractive part of the
facility that is also safe, and most important, usable to the maximum degree. In
addition, parking areas should be designed for low maintenance costs and easy
modification for changes in use patterns.
Rules have been developed for optimizing parking area space. Among them are the
following:
1. Use rectangular areas where possible.
2. Make the long sides of the parking areas parallel.
3. Design so that parking stalls are located along the lot’s perimeter.
4. Use traffic lanes that serve two rows of stalls.
Recommended Parking Requirements Where lot size restricts the dimensions available for aisles and stalls, a 45° angle
may be used. The smaller change of direction required to enter and back-out of the
stall space permits use of narrower aisles. The 45° angle reduces the total number of
Land Use Spaces/Unit
parking
Residential Parking Space Dimensions
Single-Family 2.0/Dwelling
Multifamily Typical parking stall dimensions vary with the angle at which the stall is arranged in
Efficiency 1.0/Dwelling relation to the aisle. Stall widths (measured perpendicular to the vehicle when
1 -2 Bedroom 1.5/Dwelling parked) range from 8-1/2 to 9-1/2 feet. The minimum width for public use parking
Larger 2.0/Dwelling spaces is 9 feet by 19 feet. Recommended stall dimensions for compacts and
Hospital 1.2/Bed similar-sized vehicles are 7-1/2 feet by 15 feet. If a number of such spaces are to be
Auditorium/Theater/Stadium 0.3/Seat provided, they should be grouped together in a prime area to promote their use. Stall
Restaurant 0.3/Seat widths for parking lots where shoppers generally have large packages, such as
Industrial 0.6/Employee supermarkets and other similar parking facilities, should be 9-1/2 feet or even 10 feet
Church 0.3/Seat wide.
College/University 0.5/Student
Retail 4.0/1000 GFA Site Circulation
Office 3.3/1000 GFA
Shopping Center 5.5/1000 GLA The site design should segregate, at a minimum, pedestrian access, vehicular
Hotels/Motel 1.0/Room access (including parking) and service vehicle access.
0.5/Employee
Senior High Schools 0.2/Student Public Transportation. GSA encourages the use of public transportation among
1.0/Staff employees and visitors. The potential need for a bus stop should be considered early
Other Schools 1.0/Classroom in the design of a GSA building in an urban setting and should be discussed with
planners of the mass transit system. The project team should consider how to treat
the orientation of the building and the site design and landscaping to encourage use
of public transit and to address pedestrian traffic ‘desire lines’ between the building
Parking Angle entrance and transit stops.
The most popular angles for parking stalls are 60°, 45°, and 90° . The most common
angle for parking is the 60° angle because of the ease of operation it provides. This
angle permits reasonable traffic lane widths and eases entry and exit of the parking Pedestrian Circulation. The project team should consider neighboring uses, existing
stall. pedestrian patterns, local transit, and the building’s orientation to anticipate
pedestrian ‘desire lines’ to and from the building from off site. Designers should avoid
dead ends, inconvenient routes, and the like and consider how people moving
across the site might help to activate sitting areas, outdoor art, programmed events,
etc.
Drop-Off. If the security analysis determines it is feasible, a vehicular drop-off area
should be located on the street nearest the main entrance and, site conditions
permitting, also near the entrance to the child care center, if the project includes one.
See GSA Child Care Center Design Guide (PBS-P140).
Fire Apparatus Access
Fire department vehicle access shall be provided and maintained to all new
construction and alterations in accordance with the requirements of National Model
Fire Code that is used, NFPA 241, and NFPA 1141.
Fire Apparatus Access Roads. The local fire department shall be consulted with
regard to their specific requirements regarding the surface material of the access
roadway(s), minimum width of fire lane(s), minimum turning radius for the largest fire
department apparatus, weight of largest fire department apparatus, and minimum
vertical clearance of largest fire department apparatus.
Vehicular Drives, Parking Lots and Service Areas
Entrance Drives. Follow local codes for entrance driveways within the right-of-way
limits of city, county or State maintained roads.
Aerial Apparatus. Buildings or portions of buildings exceeding 30 feet in height from
the lowest point of fire department vehicle access shall be provided with access
roads capable of accommodating fire department aerial apparatus. Overhead utility
and power lines shall not be within the aerial access roadway. In addition, at least
one access road having a minimum unobstructed width of 26 feet shall be located
within a minimum of 15 feet and a maximum of 30 feet from the building. Also, at
least one side of all buildings shall be accessible to fire apparatus.
Surface Parking Lots. Parking stalls must be 2700 mm (9 feet) wide and 5400 mm
(18 feet, 6 inches) long, with two-way aisles of 7300 mm (24 feet).Where possible,
90-degree parking should be used. Accessible parking spaces must be provided;
these shall comply with the UFAS/ADA in quantity, location and size.
Internal islands for landscape planting should occupy no less than 10 percent of the
total parking lot area. Curbs should be provided around the parking lot perimeter and
around landscape islands.
The maximum combined gradient for parking lots should not exceed 5 percent.
Site Lighting
 The use of lighting should be integrally designed as part of the built
environment and should reflect a balance for the lighting needs with the
contextual ambient light level and surrounding nighttime characteristics of our
community. Recommended light level guidelines and uniformity ratios
established be the Illumination Engineering Society of North America
(IESNA), in the IESNA Lighting Handbook (current edition), should be
considered when determining appropriate lighting design solutions. All
exterior lighting design require the approval of the Development Review
Board (DRB)
 Lighting designs should be designed to minimize glare, light trespass, energy
conservation, and to maintain dark skies. The lighting designers should
consider utilizing pre-curfew and post-curfew lighting designs with automatic
controls systems to eliminate excessive light during nonactive hours of site
and building operation.
 Full cut-off fixtures, mounting heights, and shielding should be utilized to
effectively control glare and light trespass.
  Any exterior lighting designs shall take into account all exterior lighting
sources.
 Architectural lighting if proposed shall be included with the DRB application.
Architectural lighting if proposed should only be utilized to highlight special
features. Lighting of expansive wall planes, towers, and roofs or the use of
architectural lighting that results in “hot spots” should be avoided.
 Landscape lighting if proposed shall be included with the DRB application.
Landscape lighting should only be utilized to accent landscaping, be point
away from the property line, and fixtures shall contain extension shields in
minimize glare and light source visibility.
Exterior Lighting
All exterior fixture lighting manufacture cut sheets (to be provided on 24”x36” paper).
Each cut sheet shall clearly identify the light fixture manufacture number utilized, the
plan cross-reference identification, and be legible. (State law prohibits Mercury Vapor
lighting.)
 Plan identification symbol or abbreviation
 Fixture graphic
 Fixture type
 Fixture add-ons if utilize
 Lamp type utilized
 All photometric data
 Candela distribution curve
PHOTOMETRICS
1. Photometrics plans shall be provided for the entire site addressing Zoning
Ordinance, ZN, UP, DRB, Design Guidelines, and the Staff Policy for Site
Lighting. Additional information may be required by staff after they have
evaluated the design.
2. There is a minimum of two photometric studies required for each project.
They are (1) the horizontal illuminance on the site, and (2) the vertical light
trespass around the perimeter of the site. Each plan requires the following
information:
a. A point-by-point foot-candle reading. The horizontal photometric plan
grid points, utilizing distinctive grip point symbols (example: *), shall
have a maximum spacing of 10’-0” between each point across the
entire site, and 10’-0” past the property line. The vertical photometric
plan grid point shall be provided only along the property line with a
maximum spacing of 10’-0” between each point.
b. A foot-candle reading shall also be provided under at least one of
each light fixture type.
c. The plan shall include the lighting templates generated by the lighting
design software program to calculate the foot-candle readings. The
template shall be for the fixture and lamp specified on the plans. The
plan’s fixture type identification shall match the cut sheets, electrical
site plans, and the lighting schedule. This information shall be
provided in a summary table.
d. The plan shall identify the initial maximum, minimum, and average
illuminance on the horizontal photometric plan and vertical
photometric plan.
e. The plan shall identify the total maintained maintenance (light loss)
factor utilized.
3. The total maintained light loss factor for all horizontal photometric analysis
shall not be below 0.70. Plans shall only include one horizontal reading
across the entire site. Only the building footprint shall masked out from the
reading. (Acceptable additional horizontal reading grids may be: gas station
canopies, ATM drive-thrus, walk-up ATMs, and parking garage entries/exits.
When separate grids are utilized on the same plan, a separate grid symbol
(example: %) must be utilized, and a separate maintained maximum,
minimum, average illuminance shall be provide for the grid.)
4. The Light Trespass plan (vertical illuminance) shall provide point-by-point
foot-candle readings 6’-0” above grade along the entire property line, with the
reader at 90-degrees nadir and aimed perpendicular into the site. All light
trespass plans reading shall be based on the initial illuminance, 1.00.
5. The horizontal illuminance photometric plan, and the vertical light trespass
plan may be combined into one sheet if the readings utilize distinctive
 symbols, a separate summary table for all fixtures utilized, and separate total
light loss factures utilized.
6. The Photometrics plan shall provide a lighting fixture summary table that
presents the following information:
a. Plan identification symbol or abbreviation
b. Fixture type (include the manufacture product identification catalog
number)
c. Lamp type (include the manufacture product identification catalog
number and wattage)
d. Lamp Lumens
e. Lamp degree Kelvin
f. Fixture lens height above lowest adjacent finished grade
g. Total Light loss facture utilized.

Metal Halide
Metal Halide. Streetlight
Metal halides are the fastest growing segment of the lighting industry. They are used
for wide area overhead lighting of commercial, industrial, and public spaces, such as
parking lots, sports arenas, factories, and retail stores, as well as residential security
lighting and automotive headlamps (xenon headlights).

Metal-halide lamps are used both for

general lighting purposes both
indoors and outdoors, automotive
and specialty applications. Because
of their wide spectrum,[4] they are
used for indoor growing applications,
in athletic facilities and are quite
popular with reef aquarists, who
need a high intensity light source for
their corals.

Metal-halide lamps are used in

Metal halide floodlights at a baseball field
automobile headlights, where they are commonly known as "xenon headlamps" due
to the use of xenon gas in the bulb instead of the argon typically used in other halide
lamps. They produce a more intense light than incandescent headlights.
Zoning Requirements
 Regulates land uses and physical characteristics of land use (e.g. building
height, density, location and parking)
 Tool to implement an official plan
 Can be used on a municipal-wide or site-specific basis
Implementation
 A municipal council/approval authority passes zoning by-laws and zoning by-
law amendments
 Timeline: when the complete application is received, the council has 120
days to make a decision
Potential Benefits
 Can ensure mixed-use and compact development
 Can place buildings and arrange building mass in a way that frames the
public realm and decreases the visibility of off-street parking
 Can set standards for form and placement of buildings in relation to streets
and public spaces
 Can set a minimum building height which can contribute to safer, more
compact, well-designed, walkable and vibrant streetscapes
 Can promote density that makes more efficient use of existing
infrastructure and transit service
 Can reduce development pressures on agricultural and resource areas
 May reduce greenhouse gas emissions through mixed-use development and
compact form
 May create shorter trip distances to employment and nearby services, and
improve the viability of walking and cycling through mixed-use, compact form
and reduced parking
 ACCESS DESIGN AND SITE CIRCULATION

 Access and site design.
 “Access” is defined as any driveway or other point of ingress/egress such as
a street, road, highway or driveway that connects to the public street system.
This chapter defines the types of access, their locations, and geometric
requirements.
 Acceptable site design is achieved when three major elements – access
location and design, site circulation and parking, building footprint and
location – are integrated. Site circulation can directly affect the safety, traffic
operations and the assigned functional purpose of the street system. Good
site circulation is necessary to protect the integrity of the public streets as well
as public safety within the site.
 Access locations.
 All entrances and exits to vehicular traffic areas shall be located and
constructed to minimize traffic congestion on the public street system.
 Spacing.
 On local residential streets, single-family residential driveways shall be with adequate perception-reaction time to avoid potential conflicts. On corner
spaced a minimum of five feet measured from the property line to allow for lots, the access location shall be on the street of lowest functional
maneuvering to occur without trespass. In locations where the five-foot classification.
minimum spacing cannot be met due to limited lot frontage or other field

constraint, the Development Engineer may permit a variance from the
spacing standard.
Minimum Corner Clearance (ft.)
 On local commercial and industrial streets, driveways shall be spaced a
minimum of 50 feet, measured from edge of access to edge of access. On Measured from Flowline to Near Edge of Access
collector streets, driveways shall be spaced a minimum of 150 feet apart. On
arterial streets where no other access to lower order streets is available, Clearance from Clearance from Single-Family
Street
commercial driveways may be allowed where spaced a minimum of 300 feet Unsignalized Signalized Residential
Classification
and may be restricted to right-in, right-out movements. No new residential Intersections Intersections Driveways
driveways shall be allowed on arterial streets.
Local 50′ 150′ 50′
 Offsets.
Collector 150′ 150′ 100′
 Where properties are not large enough to allow accesses on opposite sides
of the street to be aligned, the center of accesses and intersections not in Minor Arterial 150′ * 300′ * 100′ *
alignment shall be offset a minimum of 50 feet on local commercial streets,
offset 150 feet or greater on all collector streets and offset 300 feet or greater Major Arterial 300′ * 300′ * 150′ *
on all arterial streets. Greater distances may be required for left-turn storage 
lanes. Shared accesses shall be encouraged wherever possible to minimize 

the number of access points along a street. Shared access provides for safer
and more efficient operation of the flow of traffic on the street and shall meet
the above requirements.
 Corner clearance.
 “Corner clearances” are defined as the distance between a driveway and the
nearest intersecting street. The clearance is necessary so that accesses do
not interfere with street intersection operations and should provide drivers
 Access design – Types of access.
 Generally, all new private property access shall be designed as curb cuts.
Radii-type curb returns with handicap ramps will be required for accesses
when the peak hour right turn entering volume exceeds 20 vehicles in the
peak hour. Auxiliary lanes shall be constructed when turn volumes meet the
minimum criteria in the right-turn warrant chart.
 Design vehicles.
 All accesses shall be designed to accommodate the turning characteristics of
the largest vehicle that will most commonly utilize the proposed access. Most
residential and small commercial driveways only need to accommodate
passenger cars; other commercial or industrial developments will usually
require at least one access that can accommodate the efficient entry or exit of
larger vehicles.
 Curb radii.
 The radius at the flowline of gutter shall be 20 feet for multifamily residential
access and 25 feet for commercial access. Radii for industrial uses or truck
delivery accesses shall be individually designed for the type of truck that will
frequently use the access, with a maximum required radius of 50 feet.
 Driveway width.
 Single-family residential driveway widths shall be between 12 feet and 33
feet. All other access drive widths shall be between 28 feet and 40 feet. Multi-
lane driveways shall be designed to accommodate a standard ingress lane of
16 feet and egress lanes of 12 feet.
provided to eliminate backup and delay of vehicles within the development. At
signalized intersections, adequate storage for the outbound movement must
be provided to enable vehicles to exit efficiently on green.
 The requirements for vehicle storage in parking lots and at drive-up type
facilities are generally based on a typical vehicle spacing of 20 feet, but may
be increased where larger vehicles can be expected.
 Accesses serving off-street parking lots.
 On-site storage is measured from the flowline of the street to the first parking
stall or aisle of a parking lot. Vehicle storage equivalent to or greater than the
minimum distances shall be provided at accesses serving the site. The
recommended distance for accesses with two approach lanes may be
adjusted, subject to the TIS findings, roadway geometry, traffic volumes, and
site layout.
On-Site Driveway Vehicle Storage Lengths (Feet)

 Throat lengths and vehicle storage. Parking Storage Length Required

 Adequate vehicle storage capacity shall be provided for both inbound and
Spaces
outbound vehicles. Adequate storage facilitates the safe and efficient Multifamily
per Exit Retail Office Industrial
movement of vehicles between the street and the development. Residential
Lane
 The access throat shall be of sufficient length to prevent vehicles from spilling 0 – 200 25 50 25 50
onto the public street system. Inbound vehicle storage areas shall be of
201 – 25 75 100 150
sufficient size to ensure that vehicles will not obstruct the adjacent street,
400
sidewalk, or circulation within the facility. The throat shall be of sufficient
length to provide adequate storage of outbound vehicles without them 401 – 50 150 200 More Lanes
interfering with on-site circulation. Outbound vehicle storage areas shall be 600
 On-Site Driveway Vehicle Storage Lengths (Feet) Vehicle Storage Requirements for Drive-Up Facilities

Parking Storage Length Required Type of Facility Vehicle Storage

Spaces
Multifamily Drive-In Dry Cleaners 2 spaces per window1
per Exit Retail Office Industrial
Residential 
Lane

601 – 100 200 More Lanes More Lanes  Commercial uses.

700  The vehicle storage area that shall be provided for various drive-through
commercial uses shall be:
> 700 200 More Lanes More Lanes More Lanes
 (a) Based on a 20-foot length vehicle and a 12-foot-wide lane.
Vehicle Storage Requirements for Drive-Up Facilities
 (b) Separated from normal parking circulation aisles.

Type of Facility Vehicle Storage  (c) Designed using the appropriate design vehicle turning template.

Automated Tellers 4 spaces per machine  Grades.

Drive-In Bank 6 spaces per window  Access grades shall meet the City Standard Contract Documents.

Drive-In Restaurant 10 spaces per window1  Sight distance.

 Adequate sight distance and sight zones shall be provided at all access
Automatic Car Wash 10 spaces per wash line
intersections.
Self-Service Car Wash 2 spaces per wash line
 Pedestrians and bicycles.
Drive-In Theater 15% of the total parking capacity  Pedestrians and bicyclists are especially vulnerable to turning vehicles at
Service Stations 1 space per nozzle + 1 access drives. The consolidation of access points benefits pedestrians and
space/island/direction bicyclists by reducing the number of conflict points along the roadway.
Access designs for pedestrian and bicycle facilities shall conform to
Drive-In Liquor Store 3 spaces per window1 Chapter 24.28 GJMC requirements and with the City Standard Details.
 Emergency vehicles.
 All accesses shall be designed to readily accommodate emergency vehicles
that would ordinarily respond at the particular establishment
 Utilities and lighting.
 Accesses shall be located to ensure that utility poles, electric boxes, and
signs do not interfere with the visibility of the access or available sight
distances. The design of site lighting shall maximize the visibility and location
of the access.
 Site circulation.
 On-site circulation shall be given the same attention as is given to the design
of public street systems. Poor site design and circulation is detrimental to
both the public investment in the street system and the private investment in
the property. Access locations, building location, site circulation, and parking
are highly interrelated as each one has a dramatic effect on the others. The
design of the on-site circulation system shall be an integral part of the overall
site and access design process.
 Delivery and service.
 Proposed development that includes truck loading/unloading shall provide
adequate space for all truck operations. Adequate space minimally means
that all truck operations be performed entirely on-site and off the public street
system. Sufficient apron space shall be provided at all loading/unloading
areas. Sufficient apron space means the area required for truck backing
maneuvers. Delivery areas shall be separated from general traffic areas.
Separation of delivery vehicle traffic from customer traffic shall occur entirely
on-site. On-site roadways used by delivery vehicles shall be designed to
accommodate the heavier payloads and turning characteristics of the largest
vehicle expected to use the site.
 Transit and pedestrians.
 In larger mixed use developments, shopping centers and malls, on-site
roadways shall be designed to accommodate transit. This includes the design
of pick-up/drop-off areas as well as the circulating roadways. Transit stops
shall be located within a reasonable walking distance of the main building
entrance while minimizing potential conflicts with circulating vehicles.
Adequate pedestrian facilities must be designed on-site to reduce conflicts
between pedestrians and vehicles.
 Inter-parcel circulation.
 Where practical and where reasonable walking distances can be provided,
inter-parcel circulation with shared access shall be implemented. This will
reduce the number of curb cuts on public streets and will increase the safety
and capacity of the street system.
 Landscaping.
 Site landscaping requirements are detailed in the zoning and development
code. Landscaping at access points must meet the requirements for sight
distance and the sight zone. Landscaping islands shall also consider the
same requirements.