The following complete streets principles shall apply to all projects on streets that are within the jurisdiction of this ordinance. All applicable provisions that further the concept of Complete Streets within the Development Process Manual and the Capital Implementation Program must also be considered.
(A) The overarching goal of any project that affects street configurations, signalizations, and all other design features shall be based on improving Multimodal Level of Service (MLOS) as described in the National Cooperative Highway Research Program's Report 616, Multimodal Level of Service Analysis for Urban Streets and generally defined as comfortable and efficient accommodations for all users.
(B) The city shall consider how the project will impact the surrounding community and must work to avoid or mitigate any negative consequences. Any mitigation efforts must be consistent with the Complete Streets Ordinance.
(C) On-street bicycle facilities shall be designed and implemented as identified by the Mid-Region Council of Governments' Long Range Bikeway System Map, and the Albuquerque Bikeways and Trails Facility Plan. All projects on any roadway shall include appropriate measures to facilitate the crossing of bicycle traffic wherever a designated bicycle facility crosses the street.
(D) On roadways that serve industrial and/or freight uses, complete streets improvements that are consistent with freight mobility and support other modes of travel shall be considered.
(E) Vehicle lane widths shall be governed by the tables for General Parameters for Arterial Thoroughfares and Collector Thoroughfares as established in the Manual for Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities published by the Institute of Transportation Engineers (ITE) and/or any successor documents or standards that may result from amendments or replacements. Urban streets with vehicle lane widths exceeding 12 feet are strongly discouraged, except where motor vehicles and bicycles share lanes on bicycle routes designated by the Mid-Region Council of Governments' Long Range Bikeway System Map.
(F) Mid-block pedestrian crossings are encouraged and may be installed as necessary for a project to meet the intent of this ordinance under the criteria established in the Manual on Traffic Control Devices (MUTCD) Chapter 3B-18, the Urban Street Design Guide of the National Association of City Traffic Officials (NACTO), and the Guide for the Planning Design and Operation of Pedestrian Facilities by the American Association of State Highway and Transportation Officials (AASHTO). Unsignalized mid-block crossings are permitted where warranted and should be clearly marked by signs and other high- visibility features. Where necessary, mid-block pedestrian crossings shall be controlled by pedestrian-activated conventional traffic signals or pedestrian hybrid beacons (PHB).
(G) Curb cuts serving access points blocked by walls, fences or other structures that prohibit entry to a lot shall be replaced with curb, gutter and sidewalk as part of any roadway project.
(H) Roadway projects, excluding routine maintenance projects, which are only intended to maintain the current condition of the roadway, not including the city's annual roadway rehabilitation program, shall be designed to mitigate existing, insufficient multi-modal facilities including bicycle lanes which do not meet minimum engineering criteria for width.
(I) The city shall provide accommodations, to the extent possible, for all modes of transportation to continue during the construction or repair work.
(J) Roadway projects on arterial corridors shall prioritize the comfort of multimodal users by using traffic calming techniques, such as narrowing traffic lanes, and by providing buffers between vehicle traffic and pedestrian and bicycle facilities where possible. This may include striped buffers, adding parallel parking where it does not currently exist or installing parallel stripes delineating existing parking lanes.
(K) Arid adapted “Green stormwater infrastructure” best practices shall be designed and incorporated into road improvement, median, landscape buffer, and bulb-out projects to the extent practicable to allow for stormwater infiltration and landscape irrigation. Green stormwater infrastructure features incorporated into Complete Streets Projects should include:
(1) Green stormwater features should be depressed to collect and filter stormwater by biological processes and supply supplemental irrigation to landscape plants.
(2) For new roadways and roadways undergoing rehabilitation and rebuilding, the grade of the roadway cross-section shall, to the degree feasible, direct stormwater to the green stormwater features.
(3) Excess stormwater not infiltrated should be directed into the existing storm drain system overflow catchment.
(4) To allow for maximum stormwater infiltration into the soil, to generate healthy soils that enable and improve the biological filtering process, organic mulch should be used in areas that do not have high flow rates and non-permeable fabric and other barriers that block infiltration should not be included in green stormwater infrastructure.
(5) Green stormwater infrastructure shall be designed for ease of maintenance by including a sediment trap or other best practice for the collection and removal of debris, trash, and sediment.
(6) Other features, as needed, which meet the intent of Arid Adapted Green Stormwater Infrastructure as defined in § 6-5-6-5.