37.040 Connectivity Standards

(New 04/26/16; Amended 02/27/18; 05/12/20; 04/13/21; 12/12/24; 10/14/25) A. Purpose. These standards are intended to create a connected transportation system between neighborhoods and commercial areas within the City. The specific purposes of this Section include: 1. encouraging active transportation through additional connections and increased destination access; 2. improving emergency access and reducing response times to neighborhoods by increasing the number of street and emergency access connections; 3. increasing effectiveness of delivery access, public works maintenance, and garbage pickup; 4. providing better routes to interconnect neighborhoods, shopping, recreation, civic buildings, employment centers, transit, schools, and parks; 5. preserving capacity of master planned arterial and collector roads for regional trips by providing alternative routes for local trips; 6. improving air quality through reduced auto emissions; 7. preventing isolated developments that increase dependency on automobiles; and 8. reducing vehicle miles travelled by reducing travel distances and encouraging active transportation B. Definitions. 1. Block Length – The distance along any given road frontage between two intersections with three or more connecting links (see Figure 143). Links that connect into a cul-de-sac shall not be considered the termination point of a block length (see Figure 144). 37-78 Single-Family Residential Design Standards Figure 143. Example block length measurements. Figure 144. Example block length measurements with a cul-de-sac. 2. Chicane – Offset extension of curbs that require vehicles to drive in an “s” pattern and is typically on a local street to provide an element of traffic calming. 3. Connectivity Index – A ratio of roadway links and nodes that serves as a metric for measuring the level of connectivity. 4. Cul-de-sac Length – The distance from the street intersection to the throat of the cul-de-sac bulb (see Figure 145). 37-79 Connectivity Standards Figure 145. Example of cul-de-sac length measurement. 5. Curb Extension – An extension of a curb in a roadway to narrow the road and eliminate on-street parking to preserve visibility at pedestrian crossings to provide additional safety for pedestrians and serves as a traffic calming measure. 6. Greenway Path – A minimum 10-foot asphalt or concrete shared use path located in a right-of-way with a minimum 40-foot width with landscaping on both sides. 7. Isolated Development – A proposed subdivision that does not connect to existing subdivisions in a superblock by means of a local street. In an isolated development, travel to other subdivisions or destinations in a superblock is only achieved by means of a collector or arterial road (see Figure 146). B A Figure 146. Example isolated development that only connects to collector roads and does not connect to the adjacent subdivision. Travel from point A to point B can only be done by means of using a collector road. 8. Links – Streets that connect to nodes or external streets not included in the proposed development. 9. Local Street – the lowest classification in the Master Transportation Plan’s street hierarchy. Their primary purpose is to provide direct access to adjacent residential, commercial, or other abutting properties and to connect to collector roads. Local streets should have low speeds and traffic volumes and are shared streets with other users such as people riding bicycles. A local street may serve as a primary link in the City’s bike network, in which case, traffic calming and traffic 37-80 Connectivity Standards circulation should be carefully considered to keep vehicle speeds and volumes low. 10. Mode Filter – a street improvement that filters out targeted modes from the traveled way. This typically includes closing a connection to vehicles but maintaining access for people walking and biking. 11. Node – Street intersection or cul-de-sac located within a proposed development. A street intersection exists where two or more named roads intersect. 12. Bike/Pedestrian Walkway – Any shared use path, sidewalk, or other pathway that is intended for use by bikes and pedestrians. 13. Separated Bike Lane – a bike lane located along a roadway that includes separation from vehicular travel lanes with a painted buffer area or physical barrier such as a reflector poles, curb stops, concrete medians, curb, landscaped areas, or vertical separation. Separated bike lanes include both buffered bike lanes and protected bike lanes, also known as cycle tracks. 14. Shared Use Path – a hard surfaced path intended for shared use by people walking, biking, or using human powered and battery assisted mobility devices as allowed by State Law. Shared use paths may be located in an independent right-of-way or be located along the side of a street. Shared use paths may be used for emergency vehicle access when needed. 15. Street Stub – An existing street constructed within an existing subdivision that extends to the property line of an adjacent undeveloped property. Streets are stubbed to ensure interconnections with future subdivisions (see Figure 147). Figure 147. Example street stub intended to connect with a future subdivision on the adjacent undeveloped property. 16. Superblock – A large block including an internal network of blocks and local streets bounded by roads of a higher classification than local roads, such as collector roads, arterial roads, and highways (see Figure 148). In no case shall local roads serve as the bounds of a superblock. The Jordan River, Utah Lake, and the Traverse Mountain foothills create the edge of a superblock. 37-81 Connectivity Standards Figure 148. Example of a superblock bound by collector and arterial roads. C. Circulation Plan. A circulation plan shall be provided as part of a preliminary subdivision plat application. 1. The circulation plan shall address street connectivity, bike and pedestrian circulation, emergency access, and parking movements. In cases where cut-through traffic is likely, traffic calming measures such as curb extensions, chicanes, raised crossings, mode filters, closure of direct vehicle connections, access management improvements, or other features may be required by the City. 2. The circulation plan shall show the connectivity index, block length dimensions, cul-de-sac length dimensions, bike and pedestrian facilities, and any proposed traffic calming features. 3. The circulation plan shall take into account access and connectivity on adjacent parcels. On a caseby-case basis the Planning Director and City Engineer may dictate the required location for road stubs into adjacent properties. 4. A circulation plan shall be required for proposed developments with more than one acre in project size or with more than ten units. The Planning Director and City Engineer may waive the requirement for a circulation plan on a case-by-case basis. D. Connectivity Index Calculation. The required connectivity index is calculated by dividing the total number of links by the total number of nodes (see Figure 149). Figure 149. Example connectivity index calculation showing nodes and links. This example shows 23 links and 13 nodes which equates to a connectivity index of 1.77. 37-82 Connectivity Standards 1. For the purposes of calculating the number of total links, one link beyond each node shall be included in the connectivity index calculation. Street stubs that provide future access to adjacent properties or streets that connect to existing streets are considered links. 2. An additional link shall be included in the connectivity index calculation for each of the following: a. shared use path connection through a cul-de-sac with a minimum path width of ten feet including landscaped shoulders on each side of at least five feet in width for a minimum corridor width of 20 feet (see Figure 150); b. hard surface master planned shared use path connection with a minimum path width of ten feet including landscaped shoulders on each side of at least five feet in width for a minimum corridor width of 20 feet (see Figure 151); c. internal hard surface shared use path segment connecting two roads with a minimum path width of ten feet including landscaped shoulders on each side of at least five feet in width for a minimum corridor width of 20 feet (see Figure 152). Figure 150. Cul-de-sac with a pedestrian connection to allow access to an adjacent open space. Figure 151. Pedestrian connection to a master planned shared use path. 37-83 Connectivity Standards Figure 152. Shared Use Paths make bike and pedestrian connections between multiple streets. 3. An additional 1/2 link shall be included in the connectivity index calculation for each roadway or shared use path segment where homes face an amenitized open space, park, or natural area (see Figure 153). The roadway segment shall have a minimum 300 feet of frontage along the open space. Figure 153. Park layout allows access from all sides with home fronts facing the park. E. Residential Connectivity Standards. All new residential subdivisions with ten or more units or more than one acre shall meet the following connectivity index, block length, and cul-de-sac length standards for private and public roads. 1. Required Connectivity Index. The minimum required connectivity index shall be required based on the project density as identified in the following table of minimum connectivity index scores: Density 0-2.5 DU/AC 2.6-4 DU/AC 4.1-6 DU/AC 6+DU/AC Index Score 1.5 1.6 1.7 1.8 a. Reduction in Required Connectivity Index. The required connectivity index may be reduced if the applicant provides clear and convincing evidence that it is impracticable to achieve due to: i. road grades that exceed ten percent; ii. Jordan River; 37-84 Connectivity Standards iii. Utah Lake; iv. delineated wetlands; v. other significant natural or historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. b. Reductions in the required connectivity index will be reviewed on a case-by-case basis and shall require positive recommendations from the reviewing departments and Planning Commission and approval by the City Council. c. The total allowed reduction to the required connectivity index shall be based on an analysis of existing conditions that prevent connections. As part of the analysis, City staff shall ensure the internal connectivity of the subdivision meets the required connectivity index and that connectivity is provided to adjacent properties where possible. d. In locations where street connections are determined to be impracticable to achieve, bike and pedestrian connections shall be used where determined practicable. A density bonus may be considered and approved by the City Council if a bike and pedestrian bridge is proposed and constructed to make a connection to a master planned shared use path. 2. Maximum Block Lengths. Maximum block lengths allowed shall be required based on the project density as identified on the following table of maximum block lengths: Density 0-2.5 DU/AC 2.6-4 DU/AC 4.1-6 DU/AC 6.1+ DU/AC Block Length 1,000 ft. street and pedestrian block length 800 ft. street and pedestrian block length 600 ft. street and pedestrian block length 600 ft. street block length and 400 ft. pedestrian block length a. Increase in Block Length. The maximum allowed block length may be increased if the applicant provides clear and convincing evidence that it is impracticable to achieve due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; 37-85 Connectivity Standards vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. b. Increases in block length will be reviewed on a case-by-case basis and shall require positive recommendations from the reviewing departments and Planning Commission and approval by the City Council. c. Master planned shared use paths as identified on the Lehi Bike and Pedestrian Master Plan may be considered as the satisfactory termination of a block in lieu of a road connection and shall require positive recommendations from the Reviewing Departments and Planning Commission and approval by the City Council. Master planned shared use paths shall only be allowed to terminate a block length if the following criteria are met: i. the shared use path connects two roads through a block to ensure bike and pedestrian connectivity; ii. the shared use path connection only terminates a block length in one direction; iii. a parallel vehicular route is provided to ensure reasonable vehicular and emergency access in to a subdivision; and iv. the shared use path is not located along an arterial roadway as defined in the Lehi City Master Transportation Plan; v. all other connectivity standards are met. d. Greenway shared use path segments that are not identified as a master planned shared use path may be considered as the satisfactory termination of a block length in lieu of a road connection and shall require positive recommendations from the Reviewing Departments and Planning Commission and approval by the City Council. Greenway shared use paths shall only be allowed to terminate a block length if the following criteria are met: i. the shared use path connects directly to a master planned shared use path or separated bike lane or is part of an interconnected network of shared use paths that connects to a master planned shared use path or separated bike lane; ii. the shared use path connection only terminates a block length in one direction; iii. the shared use path connects two roads through a block to ensure bike and pedestrian connectivity; iv. a parallel vehicular route is provided to ensure reasonable vehicular and emergency access in a subdivision; and v. all other connectivity standards are met. 3. Cul-de-sac Length Standards. Maximum cul-de-sac lengths allowed shall be required based on the project density as identified on the following table of maximum cul-de-sac lengths: Density 0-2.5 DU/AC 2.6+ DU/AC Cul-de-sac Length 400 ft. 250 ft. 37-86 Connectivity Standards a. A cul-de-sac shall not be allowed in R-2, R-2.5 or R-3 zones unless the applicant provides clear and convincing evidence that the cul-de-sac is necessary to develop the entire parcel due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. b. Requests for cul-de-sacs within the R-2, R-2.5, and R-3 zones will be reviewed on a case-bycase basis and shall require recommendations from the reviewing departments and Planning Commission and approval by the City Council. 4. Superblock Internal Connectivity. All new roads constructed within superblocks shall interconnect all existing stub streets and future adjacent vacant properties in order to prevent isolated developments. New subdivisions shall meet the following requirements: a. New roads and pedestrian walkways in the proposed subdivision shall be connected to all existing streets and pedestrian walkways stubbed to the property (see Figure 154). Figure 154. Subdivision under construction is connecting to an existing street stub. b. Street stub connections shall be provided to adjacent undeveloped properties at a maximum spacing equivalent to the maximum allowed block length (see Section 37.030(E)(2) to find applicable maximum block lengths). Street stub spacing is measured along the property line of a proposed subdivision (see Figure 155). Street stub connections shall be placed to nonresidential areas for future connections as part of redevelopment projects. 37-87 Connectivity Standards Figure 155. Street stub spacing is shown with red arrows placed along the property lines of a subdivision. c. Local streets shall be connected to each collector or arterial road located on the edges of a superblock, unless it is a limited-access roadway that specifically prohibits local street connections (see Figure 156). Figure 156. The subdivision connects to each collector and arterial street bounding the superblock with the exception of Pioneer Crossing, which is a limited access roadway. d. Isolated developments shall not be created within a superblock that requires travel on collector and arterial roads to get to other destinations within the same superblock. Shared use path connections may be allowed as connections between developments in lieu of streets to prevent isolated developments if an exception to the maximum block length is warranted. When a shared use path is allowed as a connection between developments, the shared use path network shall have direct access to a master planned shared use path or to a separated bike lane. e. Exceptions for to the superblock internal connectivity requirements may be allowed if the applicant provides clear and convincing evidence that it is impracticable to meet the standards due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; 37-88 Connectivity Standards iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. f. Exceptions to the superblock internal connectivity requirements will be reviewed on a case-bycase basis and shall require positive recommendations from the reviewing departments and Planning Commission and approval by the City Council. 5. Connectivity Density Bonus. New subdivisions that exceed the minimum connectivity index and meet the block and cul-de-sac lengths may be eligible for flexibility in lot sizes, frontages, or a density bonus subject to approval by the City Council as part of the preliminary subdivision approval process. When connectivity bonuses are proposed, the following shall be considered: a. Street, bike, and pedestrian connections that are required towards meeting the connectivity index, block length, or cul-de-sac length requirements shall not be eligible for a density bonus. b. Additional connections included in a subdivision design to meet the superblock internal connectivity requirements may be considered as part of a connectivity bonus if the connections are not necessary to meet the connectivity index, block length, and cul-de-sac length requirements. c. The value of additional improvements and property dedicated to Lehi City for streets shall serve as the basis to determine the allowable density bonus. 6. Sidewalk Standards. All new single family and multi-family residential developments shall provide sidewalks on both sides of public and private streets. F. Bike and Pedestrian Connectivity Standards. All residential and non-residential developments and subdivisions shall meet the following standards: 1. In cases where cul-de-sacs have one or two rows of lots between the end of the cul-de-sac and an external road, a hard surface shared use path connection shall be provided with a minimum width of 10 feet. A minimum seven-foot landscaped area shall be provided on both sides of the walkway connecting to the external street (see Figure 157). 37-89 Connectivity Standards Figure 157. Sidewalk connection from cul-de-sac connects to an external collector road. 2. Pedestrian connections shall be utilized to connect proposed developments to master planned shared use paths and adjacent existing or future developments where applicable. Connections shall be of a hard surface with a minimum width of ten feet including landscaped shoulders on each side of at least five feet in width. Access spacing to master planned shared use paths shall not exceed 600 feet. 3. Sidewalks and shared use paths shall interconnect all units, buildings, and streets within a development, and shall provide connectivity to existing adjacent development or future development areas. 4. ADA ramps shall be provided at all points a sidewalk crosses a street, parking lot drive isle, or at any point there is a grade change between two surfaces. G. Nonresidential Connectivity Standards. All new nonresidential subdivisions containing the dedication of public roads shall meet the following connectivity index and block length standards. Private roads shall meet the requirements of this section; however, a public road may be required to prevent a private road in a subdivision from stubbing into a future or existing public road. 1. Required Connectivity Index. The minimum required connectivity index score shall be a minimum of 1.5 for nonresidential developments, a minimum of 1.8 for stacked and horizontal mixed use developments, and 2.0 for transit-oriented developments. a. The required connectivity index may be reduced if the applicant provides clear and convincing evidence that it is impracticable to achieve due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; 37-90 Connectivity Standards vii. rail corridors; or viii. limited access roadways. b. Reductions in the required connectivity index shall be reviewed on a case-by-case basis and shall require positive recommendations from the reviewing departments and Planning Commission and approval by the City Council. c. The total allowed reduction to the required connectivity index will be based on an analysis of existing conditions that prevent connections. As part of the analysis, City staff will ensure the internal connectivity of the subdivision meets the required connectivity index and that connectivity is provided to adjacent properties where possible. 2. Maximum Block Lengths. Maximum block lengths allowed shall be required based on the project development type as identified on the following table of maximum block lengths: Development Type Regional Retail, Office/Warehouse, Manufacturing, Technical Manufacturing, and Warehouse Distribution All other nonresidential uses Mixed use (stacked and horizontal), Urban Tech Mixed Use District, and transit-oriented developments Block Length 1,000 feet street block length 800 feet street block length 600 feet street block length and 400 ft. pedestrian block length a. Increase in Block Length. The maximum allowed block length may be increased if the applicant provides clear and convincing evidence that it is impracticable to achieve due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. b. Increases in block length will be reviewed on a case-by-case basis and shall require recommendations from the reviewing departments and Planning Commission and approval by the City Council. 37-91 Connectivity Standards 3. Cul-de-sac Standards. Cul-de-sacs shall not be allowed in any nonresidential zone. a. Cul-de-sacs may only be allowed if applicant provides clear and convincing evidence that a cul-de-sac is necessary to develop the entire parcel due to: i. road grades that exceed ten percent; ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. existing adjacent development; vii. rail corridors; or viii. limited access roadways. b. Requests for cul-de-sacs within nonresidential zones will be reviewed on a case-by-case basis and shall require positive recommendations from the reviewing departments and Planning Commission and approval by the City Council. 4. Cross Access. Nonresidential and multi-family residential site plans shall provide pedestrian and vehicular cross-access to adjacent developments to allow auto and pedestrian trips to occur between developments (see Figure 158). Where two adjacent parcels have access to the same shared drive aisle or local street, then vehicular cross access is not required. Figure 158. Adjacent nonresidential uses provide cross-access which reduces trips required on the surrounding roads. 5. Nonresidential to Residential Connections. New nonresidential and multi-family residential site plans shall: a. connect all existing street and pedestrian walkway stubs to proposed streets and walkways within the site plan. If a connection creates an incompatible traffic pattern due to proximity to the connection to a commercial loading dock, the connection may be modified to a 10-foot 37-92 Connectivity Standards wide bike and pedestrian connection only. Requests for a modification will be considered on a case-by-case basis and shall require review by the reviewing departments and approval by the Planning Commission. A modification request will not be considered if the adjacent road is an arterial. b. extend all existing street stubs through a proposed nonresidential or multi-family site plan to an adjacent collector or arterial street (see Figure 159); and Figure 159. Local street stub connects a residential subdivision through a commercial site to an adjacent arterial street. c. stub roads to abutting vacant properties shall be spaced not to exceed 1,000 feet as measured along the property line of the proposed site plan (refer to Figure 155). The maximum stub road spacing may be increased if the applicant provides clear and convincing evidence that it is impracticable to achieve due to the following limitations: i. road grades that exceed ten percent ii. Jordan River; iii. Utah Lake; iv. delineated wetlands; v. other significant natural and historic features such as Dry Creek or the Waste Ditch drainage channel; vi. requirements for a secure campus; vii. existing adjacent development; viii. rail corridors; and ix. limited access roadways. 6. Low Traffic Neighborhood Circulation Improvements. The City may consider improvements that deter through vehicular traffic on local streets in residential areas where the existing vehicular traffic volumes either currently exceed 2,500 trips per day or are projected to exceed 2,500 trips per day as shown in a recent traffic study. a. Improvements that may be considered include the following: i. Closure of direct street connections; 37-93 Downtown Outdoor Spaces Site Design Standards ii. Modal filters; iii. Traffic calming features; iv. Access management improvements; or v. Other features that reduce vehicle traffic volumes and speeds as recommended by the City Traffic Engineer. b. Where street closures are proposed, connectivity shall be maintained for people walking, biking, or using other human powered mobility devices. Access shall be maintained for emergency vehicles and any necessary utility maintenance vehicles. c. Approval of low traffic neighborhood circulation improvements allows for exceptions to applicable connectivity requirements. Proposed exceptions to other connectivity standards will be reviewed on a case-by-case basis and shall require review from the reviewing departments, recommendation from the Planning Commission following a public hearing, and approval by the City Council.