Update on findings - existing conditions

This analysis of existing conditions involved reviewing the following items:

• past plats
• recent plat history (since 2000)
• neighborhood characteristics
• mapping
• site visits

It is important to note that this phase did not examine the details of the existing Municipal Code, nor engineering requirements, or Low Impact Development Techniques, which will all be reviewed later on in the project.

The focus was on neighborhood function and design and how our current regulations are influencing these.

For a significant portion of the analysis I used a mapping process called “delayering” to highlight specific characteristics.

Also, the ½ mile walking radius was used as a barometer of sorts, to provide insights into the effects design decisions are having.

complexity

We are used to examining our city with complex maps.

In fact, with the ability to generate more and more information, we often fall into the trap of increasing the complexity of what is being represented; sacrificing clarity, for comprehensiveness.

The process of “delayering” allows us to develop maps that aid in clarity by highlighting specific characteristics.

highway - streets

This is essentially the “base map”, showing the street network and State Route-20 for reference.

In the most general terms, the historic development of the street and block patterns have changed from grid based, east of SR-20, to more curvilinear patterns, west of the highway.

borders

For the “delayering” analysis three types of streets were identified. This categorization was based on the relative impact they have on walkability.

In order of generally most to least walkable are the white local streets, the red “border” minor arterial streets and, and finally the blue “barrier” street of the highway.

These border streets divide the city into the neighborhood planning areas defined in the Comp Plan.

buffers

As per the Code, the streets shown here require a 25ft landscape buffer to neighboring uses.

walking radius

This is the ½ mile “walking radius” superimposed on our “base map” to illustrate the scale of this in relation to our community.

As one can see, our city is relatively compact an could be predominantly pedestrian oriented. The topography and natural features of Oak Harbor also provide few significant obstacles to this possibility.

ends

The red dots illustrate the cul-de-sacs and dead ends within our street network.

While these can have benefits of reduced vehicular traffic, and a perception of increased safety for residences adjacent to them; each one of these also represents a block in the street network that impedes movement and can increase overall dependency on vehicles.

ends

Over time, the city has developed with more cul-de-sacs and dead ends as can been seen in the concentration of dots in the newer neighborhoods west of State Route-20.

This is impacting the effectiveness of the street network for both vehicular and non-vehicular traffic.

ends - walkability

The concentration of dead ends within the walking radii is significantly greater in the newer neighborhoods; and when combined with the “border” streets one can see how movement is greatly impeded in these areas.

intersections

If we look at the pattern of intersections within our city we see this image.

These intersections are places for options, where we can chose to travel in one direction or another, providing a variety of paths to take to our destination.

intersections - options

By comparing newer to older areas of the community we see that there appears to be only slightly more options or variety of paths that can be taken.

However, when considered in combination with the greater number of dead ends previously shown, we see that these options do not provide for a more robust or interconnected network.

connectors

This map is intended to show the network of streets in terms of their relative efficiency as a travel route, with the assumption that more direct routes are superior.

Streets that connect border streets with four or less changes in direction are shown in orange.

With these streets we can begin to see how street patterns, intersections and dead ends combine to provide a network that is more or less practical for traffic movement, especially non-vehicular traffic.

The street networks in more recent subdivisions are more disjointed and provide less practical options than those of historic areas.

parks

The green shapes represent the public parks within our city.

parks - access

A standard measure of access to parks, or level of service, involves superimposing the walking radius over each park to see the area it serves.

The result is a map that shows that the entire community is well served.

civic and schools

Here are Oak Harbor's schools and civic buildings.

civic and schools - access

Their respective walking radii are shown in this image.

walking distance

Since people can not travel as the crow flies, the walking radius is not an effective measure of access.

The highlighted streets show the actual ½ mile walking distance when the effects of: curvilinear streets; dead ends; and border streets are considered.

walking distance

The same is true for this park.

walking distance

The spidery streets radiating from Smith Park, shows how the more grid-like pattern of the older parts of the city can provide superior access within ½ mile walking distance.

The same is of course true for schools and civic locations.