TM 5-803-14TECHNICAL MANUAL

SITE PLANNING AND DESIGN

HEADQUARTERS, DEPARTMENT OF THE ARMY14 October 1994

REPRODUCTION AUTHORIZATION/RESTRICTIONS

This manual has been prepared by or for the Government and is public property and not subjectto copyright.

Reprint or republications of this manual should include a credit substantially as follows:“Department of the Army, TM 5-803-6, Site Planning and Design, 14 October 1994.”

TM 5-803-14

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ATECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMYNO. 5-803-14 WASHINGTON, DC, 14 October 1994

SITE PLANNING AND DESIGNParagraph Page

CHAPTER 1. INTRODUCTIONPurpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1-1Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 1-1References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 1-1How to Use the Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 1-1Design Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 1-1

CHAPTER 2. SITE PLANNING AND DESIGN PROCESSGeneral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2-1Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 2-1Relationship to the Installation Master Plan and the Installation Design Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2-1Site Planning and Design Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2-1

CHAPTER 3. SITE PLANNINGGeneral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3-1Program Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 3-1Site Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 3-4Site Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 3-11Concept Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 3-14

CHAPTER 4. SITE DESIGN GUIDELINESGeneral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 4-1Building Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 4-1Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 4-3Grading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 4-11Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 4-13Erosion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 4-15Climatological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 4-15Utilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8 4-17Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9 4-18Physical Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10 4-18

CHAPTER 5. SITE DESIGNGeneral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11 5-1Concept Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12 5-1Sketch Site Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13 5-1Concept Site Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14 5-2Confined Sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15 5-4

CHAPTER 6. DESIGN FOR ON-SITE VEHICULAR CIRCULATION AND PARKINGGeneral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6-1Design Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2 6-1Access and Service Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 6-1POV Parking Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 6-4Parking Areas for Petroleum, Oil and Lubricates (POL) Vehicles . . . . . . . . . . . . . . . . . . . . . . . . 6-5 6-8Special Circulation Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 6-8Mitigating Vehicular Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 6-12

APPENDIX A. REFERENCES A-1APPENDIX B. TYPICAL SITE TRAFFIC IMPACT STUDY REPORT OUTLINE B-1

List of FiguresFigure 2-1. Site Planning and Design Process. 2-2

3-1. Functional Relationships Diagram for a Brigade. 3-33-2. Functional Relationships Diagram for a Battalion Complex. 3-43-3. Analysis of Off-Site Conditions. 3-63-4. Slope Categories. 3-83-5. Topography and Hydrology Analysis. 3-9

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List of Figures (cont**d)Figure 3-6. Climatic Zones in the Continental United States. 3-10

3-7. Visual Conditions Analysis. 3-123-8. Site Opportunities and Constraints Plan. 3-133-9. Site Plan for DA Standard Battalion Complex. 3-16

3-10. Spatial Relationships Diagram for a Battalion Complex. Alternative 1. 3-173-11. Spatial Relationships Diagram for a Battalion Complex. Alternative 2. 3-183-12. Spatial Relationships Diagram for a Battalion Complex. Preferred Alternative 3-19

4-1. Locating Building Setbacks. 4-24-2. Buildable Zone. 4-34-3. Orientation of Building Axes. 4-44-4. How Slope Orientation Affects Buildings. 4-54-5. How Prevailing Winds Affect Building Orientation. 4-54-6. Typical Circulation Flow Diagram. 4-64-7. Typical Drop-Off Areas. 4-74-8. Parking Aisle Alignment. 4-84-9. Locating a Dumpster Pad. 4-9

4-10. Typical Pedestrian Desire Line of Walking-Study. 4-104-11. Alternative Sidewalk Schemes. 4-104-12. Building Orientation to Topography. 4-124-13. Topographically Responsive Building Types. 4-134-14. Balancing Cut and Fill. 4-144-15. Transitioning Regraded Areas. 4-144-16. Principles of Positive Drainage. 4-154-17. Detention and Retention Ponds. 4-164-18. Methods of Erosion Control. 4-17

5-1. Sketch Site Plan for a Battalion Complex. 5-35-2. Concept Site Plan for a Battalion Complex. 5-55-3. Site Opportunities and Constraints Plan for a Confined Site. 5-75-4. Spatial Relationships Diagram for an Information Systems Facility. Alternative 1. 5-85-5. Spatial Relationships Diagram for an Information Systems Facility. Alternative 2. 5-95-6. Sketch Site Plan for an Information Systems Facility. 5-105-7. Concept Site Plan for an Information Systems Facility. 5-116-1. Turning Template for a POV Vehicle. 6-26-2. Sight Distances for Access Drives. 6-36-3. Minimum Throat Widths and Lengths. 6-46-4. Standard 90-Degree Parking Layout. 6-56-5. Typical Parking Islands and Medians. 6-66-6. Landscaped Area in Proportion to Paved Area. 6-76-7. Typical Grading and Drainage for a Small Parking Lot. 6-86-8. Typical Interior Grading and Drainage for a Parking Lot. 6-96-9. Typical POL Parking Area. 6-10

6-10. Typical Low-Volume Gate Areas. 6-116-11. Typical Drop-off Area. 6-126-12. Typical Truck Loading Area. 6-136-13. Typical Dumpster Pad Layout. 6-146-14. Typical Layout for a Drive-in Facility. 6-156-15. Motorcycle Parking. 6-166-16. Screening Parking Areas. 6-17

List of Tables

Table 4-1. Standard Desirable Slopes. 4-114-2. Relative Surface Temperatures in Summer at Noon. 4-176-1. Dimensions (in Feet) for Design Vehicles (for Non-organizational Vehicle Parking.) 6-16-2. Minimum Turning Radii (in Feet) for Design Vehicles. 6-16-3. Minimum Driveway Spacing for Streets Serving More than 5,000 Vehicles per Day. 6-26-4. Minimum Sight Distances along Access Road from Access Drive to Allow Vehicle to Safely

Turn Left or Right onto Road (in Feet.) 6-3

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CHAPTER 1

INTRODUCTION

1-1. Purpose.

This manual describes the site planning and de-sign process used to develop a project which fulfillsfacility requirements and creates the optimal rela-tionship with the natural site. The manual alsoprovides specific guidance for design of on-sitevehicular circulation and parking on military in-stallations. The manual is intended for use bythose individuals given the responsibility for de-veloping contract site plans.

1-2. Scope.Site planning is the art of evaluating a site,determining an appropriate program of activityand organizing that activity on the site. Sitedesign is the art of arranging facilities on the sitein support of the desired activity. Site designshapes the site to accommodate facilities withthe least negative impact to the natural environ-ment and the greatest benefit for the users. Themanual provides guidance for developing a siteplan from preliminary planning through the con-ceptual or 35 percent design phase. The manualprovides general site design guidelines. It providescriteria for design of on-site vehicular circulationand parking.

1-3. References.

Appendix A contains a list of references used inthe manual.

1-4. How to Use the Manual.

The manual focuses on the site planning anddesign process as it leads from program and siteanalyses to the preparation of a concept site plan.The manual is organized to follow the process as itwould ideally occur during a project’s development.

a. Chapter 2 provides a brief overview of thesite planning and design process to familiarize theuser with the steps necessary to produce a com-plete and integrated site plan. Because the plan-ning and design process is often segmented andinterrupted within the military system, the man-

ual describes an idealized process to which allparticipants may refer in order to make theirappropriate contributions. Chapter 2 relates theplanning and design of individual sites to thelarger planning and design efforts of the installa-tion as a whole.

b. Chapter 3 addresses the planning stage of theprocess. It describes the preparation of programand site analyses and their initial synthesis into aconcept.

b. Chapter 3 addresses the planning stage of theprocess. It describes the preparation of programand site analyses and their initial synthesis into aconcept.

c. Chapter 4 provides general site design guide-lines to be used as background for the preparationand evaluation of individual site designs.

d. Chapter 5 addresses the design stage of theprocess. It describes the refinement of the initialconcept into sketch and concept site plans, result-ing in the completion of the 35 percent designphase.

e. Chapter 6 provides specific criteria for thedesign of on-site vehicular circulation and parking.

1-5. Design Team.

An interdisciplinary team should accomplish siteplanning and design. This helps assure that allaspects of the man-made and natural site areproperly and thoroughly considered. An interdisci-plinary team is better equipped to recognize oppor-tunities as well as constraints. It can developdesigns which do not create additional problems.The interdisciplinary team should be identified atthe beginning of a project so that its expertise canbe applied from the outset. The makeup of theteam will be determined by the functional require-ments of the project. The leader of the team willbe determined by the type of project. The teamleader should represent the primary discipline forthe project. The landscape architect may take thelead role due to the expertise and experiencerequired for site planning and design.

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CHAPTER 2

SITE PLANNING AND DESIGN PROCESS

2-1. General.

The site planning and design process applies aman-made, or constructed, system upon a natural,or ecological, system. Site planning procedures, orcourses of action, recognize the opportunities andconstraints presented by both. Each site is unique,and the functions on each site present differentproblems and opportunities. Site design proceduresdevelop specific methods to create the optimalrelationship between facilities and site. The rela-tionship among facilities, the site and its sur-roundings helps determine the installation’s envi-ronmental and design quality.

2-2. Goals and Objectives.The goals of site planning and design are tocontribute to the overall functional efficiency, con-servation of resources, economic stability and qual-ity of life of the installation. Objectives in supportof these goals for individual projects are to:

a. Ensure the project accomplishes its basicfunction with maximum efficiency and economy.

b. Ensure a safe environment.c. Provide proper relationships with surround-

ing facilities.d. Allow for expansion.e. Contribute to overall project cost effective-

ness.f. Create designs which contribute to the quality

of life of soldiers and civilian personnel.g. Provide energy-efficient design solutions.h. Provide environmentally sensitive and visu-

ally pleasing design.i. Take full advantage of natural site amenities.

2-3. Relationship to the Installation MasterPlan and the Installation Design Guide.

In the military system, planning and designingindividual sites are part of a larger process affect-ing development of the installation as a whole.Site planning and design impact and are impactedby all phases of land development including thefollowing:

a. Installation Master Plan. The installationmaster plan provides comprehensive documenta-tion of the existing conditions of natural, man-made and human resources. It also guides futureland-use development. The information found inthe master plan forms the foundation for siteplanning. The master plan is a mechanism forensuring that individual projects are sited to meet

overall installation requirements. Army Regula-tion (AR) 210-20 and Technical Manual (TM)5-803-1 provide additional information concerningthe master plan.

b. Department of Defense (DD) Form 1391 (FY-Military Construction Project Data) and the TM5-800-3, Project Development Brochure (PDB). Siteselection is accomplished in the master plan proce-dures. DD Form 1391 and the PDB provide docu-mentation of site selection. Preparation of thesedocuments is the initial step in site planning. Thedecisions made in the documents are not easilychanged. It is important to acquire as muchinformation as possible on which to base thesedecisions. It is also important to consider asbroadly as possible the potential needs of the userrelative to the site. AR 415-15 provides additionalinformation concerning Military Construction,Army program development.

c. Installation Design Guide. The installationdesign guide provides guidelines for creating avisually consistent, harmonious and attractive in-stallation. TM 5-803-5 provides further informa-tion on the design guide. The design guide recom-mends development of a pleasant and efficientphysical environment for the site by:

(1) Defining natural site assets.(2) Harmonizing the natural and built envi-

ronments.(3) Providing an efficient organization of func-

tion to land use and to vehicular circulation.(4) Defining a consistent architectural charac-

ter.(5) Providing a visual theme for the site com-

ponents.d. Installation Contacts. Because development of

individual sites affect and are affected by otherareas of the installation, it is important to consultwith various personnel who may contribute infor-mation and expertise. Valuable contacts may in-clude users of surrounding facilities, traffic andtransportation personnel, and security personnel.

2-4. Site Planning and Design Process.

Site planning and design comprise a two-stagedprocess. Site planning proposes a program of activ-ity, evaluates a site, and organizes the program onthe site. Site design details the program on thesite, eventually resulting in final constructiondocuments. Chapter 3 describes the procedures forsite planning; chapter 5 describes the procedures

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Figure 2-1a Site Planning and Design Process.

for site design. Planning and design are conceivedas a continuous and increasingly refined process.Site planning forms the basis for site design.Therefore, site planning should produce suffi-ciently thorough documentation to support sitedesign efforts. Changes in program, site, economicconditions and personnel can all interrupt the flowand delay the timing of the process. It is importantto understand the process as a whole in order to

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accommodate successfully the individual dynamicsof a project as it progresses.

a. The Process in the Military System. The siteplanning and design process ideally provides forsequential and increasingly refined decision-making. However, as a military project progressesfrom the master plan to construction approval,decision-making is segmented among different lo-cations and personnel. There may be significant

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Figure 2-1b Site Planning and Design Process.

time lag between the planning and design stages.DD Forms 1391 and PDB’s are often deficient intheir treatment of site concerns. They become thesource of budget and design problems. At thecrucial point where program and site analyses aresynthesized into a concept, there may be confusionas to who should do this. Planners may viewconcept development as an unnecessary designexercise when accurate site data (especially, thetopographic survey) is not complete or available.Subsequently, designers may view basic conceptua-lization as a planning function which alreadyshould have occurred. Some concept developmentshould take place on both sides of the fundingprocess. Involving a variety of disciplines as earlyas possible facilitates both planning and design. It

improves in-house communication. The multi-disciplinary approach helps avoid problems whicharise from an incomplete understanding of theprogram and the site.

b. Process Chart. The problems described abovemay be expected when the two-staged processtransitions from planning to design. Figure 2-1diagrams a flow of planning and design tasksnecessary to take a site plan from preliminaryplanning through 35 percent design. It also liststhe subjects addressed by the tasks. The tasksare program analysis; site analysis; and con-cept development. Concept development includesspatial diagrams, sketch site plans, and conceptsite plans. The diagram indicates at the bottom ofeach task the resulting products. While the flow

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may appear idealized in the military context, glect of critical questions during site planning. Itthe diagram represents the tasks which must be helps evaluate the quality and thoroughness ofaccomplished to achieve a well-planned and de- previously accomplished work. It helps align withsigned project. Understanding the tasks helps past work and direct future efforts during siteprevent omission of critical information and ne- design.

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CHAPTER 3

SITE PLANNING

3-1. General.

Site planning:a. Determines appropriate and required activi-

ties and their functional relationships throughprogram analysis.

b. Evaluates the site through site analysis.c. Establishes the organization of activities and

facilities on site through the concept developmentof spatial relationships diagrams.

3-2. Program Analysis.Program analysis translates user needs into physi-cal criteria requirements for facilities. The pro-gram is the basis of the functional relationshipsdiagram. The functional relationships diagram de-lineates the optimal relationship among activitiesand facilities. Both the user mission and projectrequirements will be verified by interviewing theuser to determine the current status, AR 415-15provides guidance on program analysis.

a. User Mission. The goals and objectives of theuser mission will be reviewed. How the proposedproject is intended to accomplish or support theseaims will be defined. The user’s specific needs willbe determined for the following:

(1) Functional requirements.(2) Creation of organizational efficiency and

safety.(3) Relationship to adjacent functions.(4) Contribution to the quality of life of the

occupants.b. Project Requirements, Accurate project re-

quirements are fundamental to organizing andlocating project elements on site. Failure to antici-pate true programmatic and spatial needs cancreate many problems. This is especially true onsmall or confined sites. The program and spacerequirements will be fully articulated beyond theprimary facility or building.

(1) Primary Facilities. The principal functionsoccurring at the facility and the necessary spacerequirements will be determined. If applicable, theDepartment of the Army (DA) facility standardiza-tion program definite designs will be used. Otheritems to be determined include the following:

(a) Probable points of ingress and egressand need for control.

(b) Special architectural configurations.(c) Physical and visual connections to other

facilities.(d) Desired visual presentation.

(e) Use and desired proximity of sharedfacilities (e.g., dining halls or headquarters build-ings.)

(2) Support Facilities. Program and space re-quirements will be determined for:

(a) Buildings. The guidelines for primaryfacilities will be followed.

(b) Utilities. The necessary types of systems(water, sewer, electric, gas, communications, etc.)will be determined. The location and capacity ofavailable trunk lines will be identified. Probablesizes and loads will be estimated. Potential envi-ronmental controls (e.g., Environmental ProtectionAgency sewage outflow standards) will be dis-cussed. Civil, mechanical, electrical and other ap-propriate engineering disciplines should be con-sulted.

(c) Outdoor Space. The need for outdoorspace will be established. This includes active useareas (e.g., formation grounds or outdoor class-rooms), active recreation (e.g., playing fields ortennis courts), and passive recreation.

(3) Circulation. Both the user and the Directorof Engineering and Housing (DEH) should beinterviewed to obtain information and data. Theuser will determine the number and kinds ofvehicles. Transportation and traffic engineersshould also be consulted as appropriate. MilitaryTraffic Management Command (MTMC) providesdetailed information on transportation and trafficconcerns. Programming for circulation will coverrequirements for access and on-site circulation,estimates of the type and quantity of parkingdemand, evaluation of alternative modes of travel,and the need for a site traffic impact study.

(a) Design Requirements. The design vehi-cles (passenger car, delivery van, truck, trackedvehicle, etc.) expected on site will be identified andlisted. Design requirements for site access andon-site vehicular circulation are usually deter-mined by the largest design vehicle on the list.Probable service requirements such as delivery(including loading docks), maintenance, sanitation,and emergency will be identified. Probable re-quirements for site lighting levels will be deter-mined. Chapter 6 provides more specific designcriteria for vehicular circulation and parking.

(b) Parking Demand. The user will deter-mine parking demand, or number of requiredparking spaces, for non-organizational or privateoccupancy (POW vehicles and for all other vehicles

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(motorycles, trucks, recreational vehicles, etc.). Theuser will determine the types of parking spaces(e.g., visitor or employee) and the number of spacesper type. The need for separation of parking areasand any locational requirements (e.g., near thefacility’s front entrance) will be identified. Peak(or highest) use hours for parking will be identifiedto determine the potential for shared parking withother facilities. Parking structures may be consid-ered in areas of dense development, limited avail-able land, and high parking demand (more than500 spaces) by one or more facilities. Becausestructures are expensive to build and maintain, allof the above criteria should be met to make astructure economically feasible.

(c) Alternative Travel Modes. Because park-ing consumes enormous space and typically domi-nates the landscape setting of facilities, alterna-tive modes of travel to the site and carpoolingshould be encouraged. The impact of installationtransport systems (e.g., bus routes and pedestrianand bicycle paths) will be determined.

(d) Site Traffic Impact Studies. The need fora site traffic impact study is determined by thecondition of the site’s accessibility and the trafficvolume projected to be added to adjacent roads.Appendix B provides an outline for a typical studyreport.

(4) Physical Security. The functional require-ments of the user will determine the requirementsfor physical security. The Provost Marshal orPhysical Security Officer will be interviewed con-cerning security needs. Additional help may beobtained from security engineers and/or physicalsecurity specialists. Requirements for physical se-curity deal with protective measures to mitigratethe threat from a variety of tactics. The threat isdetermined through a threat analysis whichshould be done during project planning. Physicalsecurity includes the following site considerationsand needs:

(a) Facility setback from roadways, parkingareas, the site perimeter, other facilities and otheruse areas.

(b) Proximity between primary and supportfacilities.

(c) Physical barriers to prevent or delayunauthorized pedestrian and vehicular access andto resist weapons and/or explosives effects.

(d) Entry control points.(e) Visual seclusion or openness.

(5) Noise Abatement. The need to maintain anacceptable noise level within the primary facilityor to prevent the noise level of the primary facilityfrom impacting the surrounding area will be deter-

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mined. TM 5-803-2 provides guidance in planningfor noise abatement.

(6) Future Expansion. Planning for future ex-pansion which is neither programmed nor priori-tized in the master plan can be a problem. Often,it takes place in a casual manner, depending uponwhether the user raises the possibility. The faci-lity’s potential for future expansion should beaddressed. Future expansion may refer to actualphysical expansion or increased usage of the pri-mary facility. This is often difficult to predict andmore difficult to estimate. A recommendation forexpansion may be based on generally acceptedgrowth trends for various user requirements. If itis anticipated, or simply desired, that the projectexpand at a later date, some estimate of growthshould be made. Future expansion of circulation,including parking, should be considered.

c. Functional Relationships of Army Units.Functional relationships describe the need variousactivities and facilities have for mutual support. Inplanning, support can be operational and/or physi-cal. Functional relationships diagrams graphicallyrepresent the necessary support. Program analysisserves as the basis for functional relationshipsdiagrams. It relates the individual project to thelarger context of the installation. It also organizesthe activities and facilities within the project.

(1) Functional Relationships for a Brigade.Army planning is based on a series of relation-ships among a hierarchy of units: garrison, divi-sion, brigade and battalion. Functional relation-ships within one Army unit ideally should notinterrupt those of another unit. However, organi-zation of the relationships should allow for interac-tion and support among units as needed. A func-tional relationships diagram helps determine theneed for such interaction and support. The dia-gram later helps place facilities where they cansupport the larger mission and helps locate sharedfacilities. Figure 3-1 illustrates a functional rela-tionships diagram for a brigade.

(2) Preparing a Functional Relationships Dia-gram. Developing functional relationships is amethod of organizing activities or facilities intoideal arrangements, based upon their interdepen-dence. In site planning, this is expressed as theneed for physical and/or visual connections. Inturn, the connections become the basis for circula-tion patterns. A functional relationships diagramis a bubble diagram. It places proposed activitiesand/or facilities, including circulation, in the idealarrangement for efficiency, safety and conve-nience. The diagram delineates the best locationsfor facilities in relation to each other, irrespectiveof site considerations. It does not consider any site

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Figure 3-1. Functional Relationships Diagram for a Brigade.

but forms the basis for site design. As the numberand complexity of activities and facilities increase,a variety of alternatives should be explored andcompared to find the optimal arrangement. Dia-grams should be drawn at an appropriate scale toaccurately represent the proposed spatial require-ments of the facilities and circulation. A diagrammay be developed through the following steps:

(a) Delineation of the approximate squarefootage of the primary facility in a bubble or block.

(b) Delineation of the approximate squarefootage of support facilities into bubbles or blocksand their placement in relation to the primaryfacility.

(d) Delineation of major vehicular accessand circulation with weighted lines. Arrows shouldbe used to indicate access points and direction oftraffic flow.

(d) Delineation of major pedestrian accessand circulation with weighted lines and arrows.

(e) Delineation of future facilities and circu-lation with dashed lines.

(3) Functional Relationships for a Battalion.The importance of functional relationships withinan Army unit is determined by operational re-quirements. Tabulation of Equipment units areplanned for in land area by battalion size. Figure3-2 illustrates a functional relationships diagramfor a battalion complex. It shows an optimalarrangement of the areas listed below. The dia-gram shows both vehicular and pedestrian circula-tion and delineates future expansion. The func-tional areas of a battalion are:

(a) Battalion headquarters and classroom.(b) Headquarters parking area.(c) Battalion recreational facilities.(d) Battalion maintenance area.(e) Company administration and supply.(f) Company service area.(g) Company troop barracks.(h) POV parking area.(i) Formation area.(j) Facilities shared with other battalions or

companies.

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Figure 3-2. Functional Relationships Diagram for a Battalion Complex.

3-3. Site Analysis.

Site analysis inventories on- and off-site conditionsand evaluates how these conditions may impactthe project. The principal elements of the evalua-tion are translated into a written and graphicsummary of opportunities and constraints. Com-plete documentation of the inventories and evalua-tion are important since they may be accomplishedby personnel other than those who later do sitedesign. A thorough site analysis is fundamental toresponsive and responsible site design. It is impor-tant to understand the potential impact varioussite elements can have on a project. It is importantto know how these elements interrelate and areimpacted by changes to each other. The involve-ment of different disciplines, as appropriate to thesite, is essential to understanding these relationsand to preparing a sound analysis.

a. Site Reconnaissance. Site reconnaissancedeals with the acquisition of site information.

(1) Sources of Information. Sources includeinstallation personnel and documents, especiallythe installation master plan. Past project plansand reports also provide information. Site-specific

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topographic and geotechnical surveys should beacquired prior to site reconnaissance.

(2) Site Survey Map. The topographic surveyis the foundation of the site survey map. It shouldbe acquired as soon as practical for any project.The site survey should locate all existing aboveand below-ground facilities and structures. Itshould show information about area boundariesand size, topography, water bodies, drainage pat-terns, utilities, roadways, vegetation and other sitefeatures. If additional information is needed, othermapping resources include aerial photographs; in-stallation documents; and US Geological Survey(USGS), Soil Conservation Service and FederalEmergency Management Agency (FEMA) maps.FEMA maps provide information on flood plainwater surface profiles and flood plain outlines.

(3) Site Visit. A site visit is essential todeveloping an accurate site analysis. No other taskprovides as much useful information. A site visitprovides the opportunity to:

(a) Verify existing information, especially ifa current topographic survey is not available.

(b) Evaluate the impact of existing on- andoff-site conditions.

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(c) Discover previously unknown conditionsand factors.

b. Site Inventory and Evaluation. A site inven-tory documents all existing conditions, both on-and off-site. It evaluates the impact they will haveon site development. The evaluation may be sim-ply a positive or negative assessment or may berated on a scale. The data collection procedures formaster planning, as described in TM 5-803-1,provide a useful start for preparing site invento-ries. The site survey map serves as the base mapfor the inventory. The information may be com-piled on one or a series of maps, depending uponthe size and complexity of the site. Usually, off-siteconditions are recorded on a single map at a scalewhich addresses sufficient area surrounding thesite. On-site conditions usually require more thanone map. These maps often reflect a combinationof conditions which can be expected to affect eachother (e.g., soils and geology, drainage and topog-raphy, or climate and vegetation). The overlay/composite method registers a series of maps to abase map, allowing one map to overlay another.This method helps visualize how various condi-tions impact or reinforce each other.

c. Off-site Conditions. Site analysis should ex-tend beyond the project boundaries. Most off-siteconditions are related to man-made features andactivities. A site may be influenced by numerousfactors (traffic, noise, light, visual conditions,drainage, etc.) which occur in the surroundingarea. Both existing and future conditions shouldbe considered. Figure 3-3 illustrates an analysis ofoff-site conditions for a candidate site for a battal-ion complex.

(1) Surrounding Land Use. Surrounding landuse should be recorded on the analysis of off-siteconditions map. It will be verified that the candi-date site for the proposed project is located in anappropriate land use area according to the masterplan. TM 5-803-8 provides further guidance onsurrounding land use.

(2) Transportation. All existing and proposedtransportation systems to and around the site willbe evaluated for their accessibility. The primaryand secondary roadways will be examined to deter-mine potential access points, traffic loads andsafety conditions including potential hazards. Un-derutilized parking areas available for shared usewill be identified. Bus routes and loading zonesconvenient to the site will be identified. Pedestrianand bicycle paths which may be connected toproject development will be identified.

(a) Site Traffic Impact Analysis. Site trafficimpact analysis examines existing and future off-site traffic on adjacent roadways. It analyzes pro-

posed on-site traffic. The principal purpose of theanalysis is to determine the proper location anddesign of site access. Appropriate access locationand design avoids: inadequate access capacity,congestion on site or on adjacent roadways, highaccident rates, and limited potential for adjustingdesign or operation according to changing condi-tions. Site access should not interfere with trafficmovement on adjacent roadways. Inappropriateaccess location and design can create as many ormore problems as the increase in traffic volume.Projects may require off-site improvements to ac-commodate new traffic movement and additionalvolume.

(b) Site Traffic Impact Study. A site trafficimpact study should be prepared for projects lo-cated near highly congested areas, high accidentlocations, and sensitive neighborhoods. The needfor a study may also be established using thefollowing threshold: the project is anticipated togenerate 100 or more new peak direction trips toor from the site in the hour of peak traffic on theadjacent roadway(s). A transportation plan shouldbe prepared for facilities which can be anticipatedto expand and generate more than 500 peak hourtrips. (Peak refers to the greatest number ofvehicles moving in a specific direction and/or at acertain time.) The plan should be prepared for thehorizon year (or final year of development) if thefull buildout will be significantly larger. Dataregarding the direction and time of peak trafficflow may be available on the installation. Tripgeneration rates most often used in traffic studiescan be found in the report Parking Generationprepared by the Institute of Transportation Engi-neers. Guidance for determining trip generationcan be found in Transportation and Land Develop-ment. Because a number of variations can occurwhen developing trip generation data for a specificsite, transportation and traffic engineers should beconsulted. If a site traffic impact study is needed,Transportation and Land Development providesfurther guidance. A minimum site traffic impactstudy should include information about: trip gen-eration and design-hour volumes, trip distributionand traffic assignment, existing and projected traf-fic volumes, capacity analysis, traffic accidentanalysis, and the traffic improvement plan. Appen-dix B provides an outline for a typical studyreport.

(3) Utilities. All utility systems which may betapped for use will be located and their capacitiesindicated. If an existing system is running at ornearing its capacity, additional growth in the areamay require improvements to the utility trunkline beyond the immediate site. Underground pipe-

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Figure 3-3. Analysis of Off-Site Conditions.

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line systems (e.g., fuel oil) will be located. Informa-tion useful in evaluating utility systems is theiravailability and reliability and the distances fromexisting trunk lines to the site. Utility analysesavailable from DEH should be acquired. The fol-lowing systems will be identified and their sizesindicated:

(a) Water system with locations of fire hy-drants near the site.

(b) Sewer system.(c) Storm drainage system with invert ele-

vations near the site.(d) Electrical/gas system.(e) Telephone system.(f) Other types of communication systems.

(4) Environmental Conditions and Hazards.Environmental conditions and hazards near thesite will be examined, beginning with a review ofthe environmental assessments prepared for theinstallation and the site. Storm drainage patterns,indicating direction of flow, will be located. Storm-water management areas which include the sitewill be located. Floodplain areas, wetland areasand wildlife habitat areas (especially for threat-ened and endangered species) will be identified.The location of buried tanks will be identified. AR200-2 and AR 415-15 provide further guidance ondetermining and evaluating environmental condi-tions.

(5) Historic and/or Archeological Resources.Archeological or historic sites protected from de-velopment will be located. Regulations governingactivity near them will be identified.

(6) Safety Hazards. Requirements and dis-tances necessary for fire codes, flood damage con-trol, airfield and helicopter clear zones, and explo-sives safety from surrounding areas will beconsidered.

(7) Physical Security. Such physical securityfactors as the proximity of uncontrolled public useareas or vantage points from which standoff at-tacks could be launched will be considered if thethreats to assets within the facility dictate con-cern. If the threat includes the use of explosives,the likely impact of collateral damage on nearbyfacilities will be considered.

(8) Sources of Air, Noise and Light Pollution.Immediate sources of pollution will be identifiedand their impact upon the site will be evaluated.Information may be found in the environmentalimpact assessments for the site and installation.The need and potential for achieving mitigationwill be indicated.

(9) Visual Context. The site’s viewshed (areaof visual enclosure) will be located if it extendsbeyond the site boundaries. The degree to which

the surrounding area contributes to the site’ssense of enclosure or openness, creates desirable orundesirable views from the site, contains visiblescenic features, or may need to be buffered fromthe site’s own visual condition will be defined.

d. On-site Conditions. On-site conditions includeany existing factors which may affect develop-ment, either positively or negatively. They includeboth natural and man-made factors but usuallyemphasize the natural. Natural conditions areinterwoven. Changes in one factor and location ofthe environment often create changes in otherfactors and locations. Although all detailed engi-neering data may not yet be available, site analy-sis looks for conditions which would prevent devel-opment of a facility, reduce the acceptable size ordensity, or create costs prohibitive to construction.Site analysis also looks for situations which can beused to reduce construction costs, reduce environ-mental damage, and create a more aesthetic sitedesign.

(1) Geology. Geology influences the placementand design of facilities and activities on site.Typical soils data is available from the FieldOperating Agency. Soil borings are required foreach project. The following conditions may createproblems and additional costs:

(a) Poor stability including limestone voidswhich do not support construction; layered depositswhich must be considered before placing struc-tures, regrading, or changing the moisture contentof the soil; expansive substrates which can crackfoundations, paving and other structural elements;and an unstable angle of repose which can limitregrading.

(b) Shallow depth to bedrock.(c) Poor substrate strength which influences

the size, depth and spacing of building supportsand the structural grid above ground.

(d) Substrate drainage which can compoundproblems of slope stability and increase groundwa-ter.

(e) Seismic factors (e.g., earthquakes andgeologic faulting) which impact structural design.

(2) Topography. Topography will be examinedto determine the various slopes on site. Slopes, toa large extent, influence the type of developmentand support systems a site can sustain. Slopes areusually placed in categories. The categories de-scribe potential problems, suggest types of suitabledevelopment, and indicate the amount of gradingwhich will accommodate development. Topographi-cally responsive buildings accommodate steeperslopes with their size and/or structural foundation.These buildings can lessen the need for regrading.Figure 3-4 illustrates slope categories. Generally,

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Figure 3-4. Slope Categories.

grading can be described by the following catego-ries:

(a) Minimal: removing topsoil and estab-lishing finished grade with only a minor transitionbetween existing grade and constructed facilities.

(b) Moderate: requiring cuts and fillsgreater than one foot in more than 50% of theconstructed site.

(c) Massive: requiring cuts deep into subsur-face material and/or rock together with fills whichcover the entire building or site area. The transi-tion between existing grade and constructed facil-ities occurs at maximum slopes.

(3) Hydrology.(a) Subsurface. Subsurface hydrology deals

with the storage and movement of groundwaterthrough aquifers. Subsurface information may beobtained from USGS maps. Increasingly, Federal,state and local agencies regulate the quantity andquality of water allowed to infiltrate the groundsurface. Shallow, perched and fluctuating watertables can all impact development. If a site is in agroundwater recharge area, there may be restric-tions upon the amount of impermeable surface andupon the minimum water quality allowed forinfiltration.

(b) Surface. Surface hydrology, or runoff,increases as development decreases the area ofinfiltration. Surface conditions affecting site de-sign are existing drainage patterns, flood plains,and man-made structures (e.g., dams or channel-ized drainageways.) Where soils are naturally sub-ject to erosion and sedimentation, care may benecessary to avoid increasing slopes, concentratingrunoff, or increasing impermeable surface. Devel-opment may be precluded altogether. Water bodies(e.g., ponds, lakes, streams or rivers) will beexamined and evaluated. Figure 3-5 illustrates acombined topography and hydrology analysis forthe candidate site for the battalion complex.

(4) Soils. Soil types and locations will beidentified. The geotechnical investigation preparedfor each project will determine the type of founda-tion design for buildings. Soils influence the kindof activities and location of facilities on a site. Themost common soil problems affecting site develop-ment are the following:

(a) Expansive soils can cause damage tostructures and paving.

(b) Unstable soils do not withstand pres-sure. They require foundations with a larger bear-ing area or foundations installed into a stablesubstrate.

(c) Corrosive soils can affect materials usedin buildings and utility systems.

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Figure 3-5. Topography and Hydrology Analysis.

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(d) Impermeable soils can create poor drain-age.

(e) Soils subject to wind or water erosionrequire maintaining existing grades, minimizingvolume and velocity of runoff, and providing goodsurface cover.

(5) Climate. Climate is the weather whichoccurs in an area over an extended period of time.Climatic considerations are important to humancomfort and energy efficiency. The following infor-mation should be obtained and evaluated: averagemonthly temperature range, quantity and fre-quency of precipitation, orientation and angle ofsun at sunrise and sunset during midwinter andmidsummer, and prevailing wind direction. Thereare found generally accepted climatic zones in thecontinental United States, as illustrated in figure3-6. The general climatic considerations in thesezones are:

(a) Cool. Long, severe winters and cool sum-mers; ample precipitation; limited sunshine; andsevere winds.

(b) Temperate. Weather with extremechanges from cold, snowy winters to hot, humidsummers; ample precipitation; adequate sunshine;and a good deal of wind activity.

(c) Hot arid. Extreme fluctuations from hotto cold in daily temperatures; very limited precipi-tation; ample sunshine; and severe hot winds.

(d) Hot humid. Moderate temperatures;warm, moisture-laden air; ample sunshine; andoften limited air movement.

(6) Microclimate. The site-specific micro-climate will be evaluated by determining how thegeneral weather conditions are influenced by suchsite elements as topography, vegetation and waterbodies. The principal climatic variables are radi-ant energy, temperature, air movement and hu-

Figure 3-6. Climatic Zones in the Continental United States.

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midity. The following locations should be noted fortheir potential impact on site development:

(a) Where topography collects cool, damp airor decreases air flow in depressed areas. Thisaffects soil moisture and site humidity.

(b) Where slope orientation affects theamount of solar energy incident on site.

(c) Where vegetative cover causes tempera-ture reduction, modifies wind velocity and/or pre-vents summer air infiltration.

(d) Where natural and man-made surfacescapture and store heat, increase heat, or coolthrough the evaporation process.

(e) Where climatic pockets of heat, cold,frost and fog are created by topography, vegeta-tion, and/or walls.

(7) Vegetation. Vegetation can serve manypurposes: climate modification, soil enrichment,wildlife sustenance, reduction of wind and watererosion, spatial definition, and creation of a pleas-ant physical and psychological environment. Interms of physical security, vegetation can blocksightlines and provide hiding places for aggressors.On the other hand, vegetation can provide naturalbarriers to unwanted approaches. The site will beexamined for both individual species and plantassociations. A plant association includes the can-opy, understory and ground cover plant materialwhich thrive in similar soil and microclimaticconditions. Plant associations on site or nearbysuggest the types of plant material which will dowell when the site is developed. Useful informa-tion includes location, individual species names,size, approximate maturity, and general condition.Vegetative masses and individual specimens willbe considered. It should be remembered thatyounger vegetation may have a greater chance ofsurvival and more potential for long-term impact.The vegetation’s ability to withstand constructionactivity will be determined. Possible protectivemeasures will be considered. Federally protectedwetlands are usually identified by observation ofwetland plant species. Since plants on the Threat-ened and Endangered Species List require protec-tion from disturbance, they will be noted.

(8) Wildlife Habitat. Habitat is not only thephysical area but also the physical environment.Species are dependent upon vegetation and waterlocated within an area for sustenance, cover andshelter. Changes to any element can affect habitat.Habitat(s) on site will be examined. Territorial ormigratory areas and the species using them shouldbe determined. If similar habitat where animalsmay move is located nearby or if these areas aresaturated, it should be noted. Potential to preservehabitat without impacting human activity on site

should be noted. Potential to augment such activi-ties as passive recreation and education should benoted. Habitat for threatened and endangeredspecies will require protection.

(9) Archeological and Historic Resources. Ar-cheological and historic resources requiring preser-vation and/or protection will be identified. Latediscovery, especially of archeological sites, cancreate delays and escalate costs during construc-tion.

(10) Visual Conditions. Figure 3-7 shows avisual conditions analysis for the candidate site forthe battalion complex. Aspects of the visual char-acter including the following:

(a) General geologic, topographic and vege-tative character.

(b) Boundaries of the viewshed.(c) Good and poor site-specific views and

their potential for enhancement or mitigation.(d) Special visual features such as water

bodies.e. Site Opportunities and Constraints. The site

opportunities and constraints plan provides anoverall evaluation of the site. It identifies theprincipal opportunities and contraints. It should beused to verify a site’s adequacy for a proposedproject. A key requirement for site verification isthe determination that current user requirementsobtained from the program analysis can be accom-modated on the selected site. If the site will notaccommodate the project, the installation will pro-vide a different site. The opportunities and con-straints plan addresses both on- and off-site condi-tions. It summarizes the relationships betweenvarious site elements. It identifies the impactsthat may occur as the result of a change in one ormore elements. With this plan, specific environ-mental objectives for site development, irrespectiveof any proposed activities or facilities, are deter-mined. Such objectives may include maintainingexisting drainage patterns, restricting facilities tocertain slopes, and augmenting existing vegeta-tion. When multiple candidate sites are beinganalyzed, the opportunities and constraints plansoffer a good basis for comparison. Figure 3-8illustrates an opportunities and constraints planfor the candidate site for the battalion complex.

3-4. Site Verification.

When a site has been selected in the master plan,time and budget constraints may not allow for athorough site analysis. In this instance, severalkey issues should be reviewed to verify the site’sadequacy for development. Most of these issuescan be recognized and, at least, preliminarily

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Figure 3-7. Visual Conditions Analysis.

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Figure 3-8. Site Opportunities and Constraints Plan.

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evaluated on a site visit. The following questionscan predict the most substantial problems:

a. Inadequate Size and Shape. Would the sitewith its present size and configuration meet userneeds and requirements? Would it accommodateproposed facilities? Would it allow for future ex-pansion?

b. Poor Locution and/or Accessibility. Would thesite be easily accessed without substantial im-provements to or expansions of existing roadways?Would the site support, rather than interrupt,nearby facilities and activities? Would necessaryand adequate utility service be available?

c. Incompatible Surround Land Use. Would thesite be adversely impacted by surrounding activ-ity? Would development on the site adverselyimpact surrounding activity? Would the site beconstrained by requirements (e.g., safety clear-ances) of neighboring land uses?

d. Extremely Flat or Steep Topography. Wouldextremely flat slopes on site create significantdrainage problems and increase construction costs?Would extremely steep slopes require substantialregrading to accommodate facilities and increaseconstruction costs?

e. Erosion and Sedimentation. Is there evidenceof existing erosion and/or sedimentation whichmay indicate both drainage and construction prob-lems?

f. Unstable Soils or Sinkholes. Is there evidenceof unstable soils or sinkholes which may suggestincreased construction costs or preclude construc-tion altogether?

g. Floodplains, Wetlands and/or Standing Wa-ter? Is the site located in a floodplain or wetlandarea which would preclude construction? Is thereevidence of standing water which would indicatedrainage problems and increased constructioncosts?

h. Environmental Hazards. Is there evidence ofenvironmental hazards which would impact orprevent development of the site?

i. Archeological and Historic Resources. Is thereevidence of archeological and/or historic resourceswhich would preclude development or requirecostly protective measures?

j. Threatened and Endangered Species. Arethere threatened and endangered species of plantsand/or animals which would prevent development?

k. Physical Security. Does the site have securityvulnerabilities which would prevent developmentor substantially increase construction costs? Secu-rity vulnerabilities include inadequate standoffdistance, natural barriers, natural vantage points,location near uncontrolled areas and facilities, and

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location near facilities which cannot accept collat-eral damage.

3-5. Concept Development.

Concept development is the application of a spe-cific program to an individual site. In conceptdevelopment, a series of progressively more de-tailed steps is taken to achieve a concept design-: spatial relationships diagrams, sketch site plans,and concept site plans. As shown in figure 2-1, thework effort transitions from planning to designduring this task. Planning finishes with the devel-opment of spatial relationships diagrams.

a. General. In each step of concept development,alternatives should be explored and evaluated toarrive at the optimal design. An awareness of thesite design guidelines discussed in chapter 4 isuseful during the evaluation. The size and com-plexity of each project will determine the level ofdetail necessary during concept development. How-ever, the general procedures described below forthe preparation of spatial relationships diagramsshould be followed for every project.

b. Spatial Relationships Diagrams. Spatial rela-tionships diagrams employ a broad-brush approachto initial concept development: the organization ofactivities and facilities on site. The diagrams willbe used to look for the optimal fit of the programto the site. The diagrams will note potentialproblems and benefits, without formulating de-tailed responses to either. The use of correctlyscaled graphics for facilities, activity areas andcirculation helps to assure that there is adequatespace on site for the program.

c. User Participation. It is important to involverepresentatives of the user in concept develop-ment. Spatial relationships diagrams interpretuser needs into site-specific alternatives. They arean effective way to elicit user response becausethey help focus the user’s attention upon the waysite conditions will impact facilities and the wayfacilities will impact the site. A design charette isa useful tool at this stage. A charette is a concen-trated work effort over a short period of time. Itallows interaction between the user’s representa-tives and the design team and takes maximumadvantage of the multi-disciplinary approach tosite planning.

d. DA Facility Standardization Program DefiniteDesigns. The Army provides standard designs formany facilities. These designs will be used whereapplicable. A facility design may include a siteplan. The plan presents an idealized design basedon the functional relationships diagram and usingthe standard facility design. This site plan doesnot refer to any individual site. It should not be

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applied literally to specific site development. Fig-ure 3-9 illustrates such a site plan for a BattalionComplex.

e. Preparation of the Spatial Relationships Dia-gram. A spatial relationships diagram illustratesthe application of a functional relationships dia-gram to an actual site. Often, various functionscan be manipulated around the site and stillmaintain the desired relationships. Then, the criti-cal planning determinants become the relation-ships between the facilities and the existing siteconditions. Preparing alternatives is especially im-portant. Alternatives provide an opportunity tolook at the range of effects which will occur whenthe site is developed. They aid the selection of theconcept which will take maximum advantage ofthe site while impacting it the least. Comparingalternatives may lead to the creation of a revised,preferred concept. The preferred concept may com-bine different aspects of the various alternativesand/or suggest new solutions. Evaluation and com-parison of alternatives should be an interdiscipli-nary endeavor. When evaluating alternatives, it ishelpful to ask the following questions and comparehow the alternatives measure in response:

(1) Which alternative promotes the optimalfunctional relationships? Which alternative sup-ports the functional relationships of Army units?

(2) Do the facilities, activities and circulationfit comfortably on site? Will future expansion titcomfortably on site?

(3) Can required setbacks, space standards,and buffer zones be maintained?

(4) Does circulation encourage safe, efficientmovement? Is there a recognizable sequence ofentry and arrival?

(5) Can an approximate finished floor eleva-tion and access elevation at the street be set, andcan reasonable grades be expected to be main-tained between the two?

(6) Can existing drainage patterns be reason-ably maintained?

(7) Can existing utility systems be reasonablyaccessed?

(8) Do the location of facilities, circulation andutilities avoid natural assets or problems (e.g.,existing vegetation, drainage dwales, steep slopesor poor soils?)

(9) How do facilities, circulation and openspace take advantage of the site’s natural assets?

(10) What site contraints require special at-tention? What methods for resolution of problemsare suggested?

(11) What will the design character of thefacility and site be?

f. Example Spatial Relationships Diagrams. Thefollowing spatial relationships diagrams illustratealternatives for a battalion complex.

(1) Alternative 1. Figure 3-10 illustrates alter-native 1. Alternative 1 locates the complex in theprime development area identified on the siteopportunities and constraints plan. It takes advan-tage of the close access to existing circulation andutility networks. It provides barracks facilitieswith convenient access to the dining hall andreasonable access to the brigade headquartersacross the street. Alternative 1 develops a throughaccess drive to troop housing areas north andsouth of the site. It restricts interior circulationand parking to the perimeter of the site. Thisallows creation of a residential character aroundthe barracks. Alternative 1 enables active andpassive recreation areas to take advantage of thewooded hillside to the north. Grading in the primedevelopment area has already been judged reason-ably simple. First-phase facilities can be accommo-dated with minimum cut and fill except in thearea where the new roadway crosses the hillside.Barracks in the second phase will require theexcavation of up to six to eight feet to create alarge building pad. The facility arrangement inalternative 1 avoids interference with the existingdrainage swale to the northeast. However, it re-quires stormsewer connection to the existing sys-tem. There is ample room for future expansion,but the proposed access drive will separate exist-ing and future development. The access drive alsoseparates the complex from the parade ground.Location of new utilities should consider the poten-tial for use by future expansion. A principalconcern in alternative 1 is the location of themotor pool area to the east. It will require anadequate buffer zone and screening to maintainthe residential character of the barracks.

(2) Alternative 2. Figure 3-11 illustrates alter-native 2. Alternative 2 also locates the battalioncomplex in the prime development area identifiedon the site opportunities and constraints plan. Itworks with the site in several ways similar toalternative 1. Alternative 2 does not develop athrough access drive. As a result, adequate turn-around area must be provided for service andother large vehicles. The costs associated withdeveloping access are expected to be lower sincethe access drive(s) does not have to be designed toaccommodate through traffic. First-phase facilitiesare separated from the parade ground by theaccess drive. Pedestrian flow between existing andfuture facilities is uninterrupted. Future develop-ment is relocated further south to minimize theneed for regrading. To reduce regarding and asso-

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Figure 3-9. Site Plan for DA Standard Battalion Complex.

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Figure 3-10. Spatial Relationships Diagram for a Battalion Complex. Alternative 1.

ciated costs, the buildings are spread slightlyfarther apart. This detracts from the spatial organ-ization of the complex. Alternative 2 takes betteradvantage of the wooded hillside for recreationalopportunities. However, it will require more care-ful placement and design since it encroaches uponthe vegetated area. Alternative 2 does not use thehillside as effectively for energy conservation. Thenecessary buffering and screening of the motorpool area remains a concern.

(3) Preferred Alternative. Figure 3-12 illus-trates a preferred alternative. The preferred alter-native combines several aspects of alternatives 1and 2 and provides a new solution for one of thesite concerns. The preferred alternative again lo-cates facilities in the prime development area.This alternative eliminates the through accessdrive since the costs, site disturbance, and separa-tion of facilities it will create are evaluated asunjustifiable. The preferred alternative restricts

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Figure 3-11. Spatial Relationships Diagram for a Battalion Complex. Alternative 2.

vehicular circulation to the perimeter of the first- maximize the recreational benefits to be achieved

phase development. It provides uninterrupted pe- near the wooded hillside. This alternative uses the

destrian circulation between facilities. The pre- barracks parking areas to buffer the residential

ferred alternative provides the opportunity to areas from the motor pool.

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Figure 3-12. Spatial Relationships Diagram for a Battalion Complex. Preferred Alternative.

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CHAPTER 4

SITE DESIGN GUIDELINES

4-1. General.

This chapter addresses the treatment of variousnatural and man-made elements when designing asite. The objective of site design is to place facil-ities on site with the least disruption to thenatural environment. Site design emphasizes opti-mal use of site elements to enhance facilities. Justas the natural environment is woven from variouselements, site design interweaves natural andman-made elements to achieve the optimal condi-tion. While demanding a comprehensive knowl-edge of generally accepted practice, site designrequires a flexible approach to problem-solving.The following factors should be considered in sitedesign:

a. Siting and orienting buildings.b. Developing vehicular and pedestrian circula-

tion systems.c. Providing adequate grading and drainage.d. Responding to climatological conditions.e. Locating utility systems.f. Developing lighting coverage.g. Providing for physical security.

4-2. Building Location.

The location of the primary facility is key to asuccessful site design. The building is usually themost prominent single element and the center ofsite activity. This does not mean that it belongs inthe middle of the site. Several factors influencebuilding location. Siting effects a compromiseamong the following factors:

a. Dimensional Factors. The building dimen-sions or footprint, the desired promixity to otherfacilities, buffer zones, spacing standards, andsetbacks influence building location. These dis-tances, especially those established for safety pur-poses, usually must be rigidly maintained.

(1) Buffer Zones. Buffer zones may involvesuch requirements as screening or absence ofvertical elements. Buffer zones maintain mandateddistances for:

(a) Runway clearances.(b) Noise abatement.(c) Security threats.(d) Storage of hazardous materials.

(2) Spacing Standards. Spacing between build-ings is normally determined by their:

(a) Functional relationships.(b) Fire separation requirements.(c) Physical security requirements.

(d) Need for future expansion of either orboth facilities.

(e) Need for passive and active open spacefor the facility.

(3) Setbacks. Setbacks are the distances be-tween buildings and property frontages, roadways,parking areas and other buildings. Building set-backs may be established by the installation de-sign guide or by historic usage. If building set-backs have been established in an area, thesesetbacks should be observed. Where setbacks arenot established, new buildings should be located inrelationship to the surrounding structures. Figure4-1 illustrates an implied setback area betweentwo existing structures. A new building shouldnormally conform and align with the front of oneor other other building. It should not be placed infront of the foremost structure, behind the rearstructure, or in the middle space between the twostructures.

(4) Proximity to Other Facilities. A building’srelationships to its support facilities and to otherprimary facilities influence its location. Proximityto access roads, existing utility lines, and othercompatible functions (especially if they share facil-ities or have interdependent activities) also influ-ence location. When a building is a shared facility,it should be centrally located and within a reason-able distance from all participating users. Build-ings which depend upon a shared facility shouldacknowledge this relationship by orienting eitherthe front building face or a doorway area towardsthe shared facility.

(5) Buildable Zone. Using the guidelinesabove, a development perimeter can be developed.This perimeter quickly defines a buildable zone asshown in figure 4-2.

b. Environmental Factors. The location and con-dition of such elements as geology, soils, drainageand vegetation may create areas which should beexcluded from development. This further definesthe buildable zone. Such areas:

(1) Are unbuildable for structural, economic orenvironmental reasons.

(2) Require protection from construction activ-ity.

(3) Require preservation of their natural in-tegrity.

c. Orientation. Building location may be influ-enced by orientation for the purpose of energyconservation.

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Figure 4-1. Locating Building Setbacks.

(1) Solar. Buildings should be oriented totake advantage of passive solar heating and cool-ing conditions. The solar study determines orienta-tion. Generally, the long axis of a building isoriented along or at some angle less than 45degrees to the east-west axis. As illustrated infigure 4-3, this orientation allows facilities to dothe following:

(a) Harvest or avoid maximum sunlight.(b) Be protected from northern winds.(c) Take advantage of east-west summer

breezes.(d) Create shade to the south.(e) Locate outdoor living spaces in the more

comfortable southern area.

(f) Create microclimatic pockets, as appro-priate, to the east or west of the building.

(2) Other. Other site-specific conditions caninfluence building alignment. Figure 4-4 showshow slope orientation may impact the sunlight andsubsequent heat a building receives. Slope orienta-tion may increase exposure to the sun or may, incombination with structures or vegetation, createpockets of shade. Figure 4-5 illustrates how build-ing orientation may be modified to take advantageof or reduce the impact of prevailing winds. Exist-ing topography and vegetation can also createmicroclimatic pockets. These pockets alter normalweather conditions by reducing available sunlight,creating shade and reducing prevailing winds.

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Figure 4-2. Buildable Zone.

d. Visual Determinants. Visual considerationsfor siting buildings are determined by both theuser’s needs and existing conditions. A buildingmay need to be clearly visible from the accessroad. The user may desire a visual relationshipbetween structures which are located within asingle unit and/or service the same user group. Inthese circumstances, the locations of entrances areoften important. Their visibility may be used toreinforce circulation. Existing conditions whichcan influence building location include:

(1) Views into areas of good natural quality.(2) Views which can be achieved by taking

advantage of higher site elevations.

(3) Visual enclosure which can be provided byexisting topography and/or vegetation.

4-3. Circulation.

Circulation should promote safe, efficient move-ment of vehicles and pedestrians. Maintainingmaximum separation of vehicles and pedestrianshelps promote safety. Safe circulation systemshave a perceivable hierarchy of movement, lead toa clear destination and do not interrupt otheractivities. MTMC provides detailed information oncirculation requirements. Chapter 6 provides morespecific design criteria for vehicular circulationand parking.

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TEMPERATE REGION

COOL REGION

HOT ARID REGION

HOT HUMID REGIONFigure 4-3. Orientation of Building Ares.

a. Vehicular Circulation. Because of their sizeand type of movement, vehicular routes should beestablished first. The following factors should beconsidered.

(1) Access. Access should be controlled to min-imize the conflicts between through traffic andvehicles entering and exiting the site. Access fromthe through access road should separate conflictareas by reducing the number of access drivesand/or increasing the space between drives andbetween drives and roadway intersections. Thenumber of drives should be limited to a two-waydrive or a pair of one-way drives for each site.

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Drives may be added to the site if the daily trafficvolume exceeds 5,000 vehicles per day (both direc-tions.) Drives may be added if traffic using onedrive would exceed the capacity of a stop-sign-controlled intersection during the peak (highest)traffic hour. Access should reduce conflict by pre-venting certain maneuvers (e.g., left turns.) Accessshould remove turning vehicles from through traf-fic by providing separate paths and storage areasfor turning vehicles. Access should provide thefollowing:

(a) Physical and sight distances which allowsafe entry and exit from the access road.

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NORTH SLOPE ALLOWS NATURALTOPOGRAPHIC AND VEGETATIVEFEATURES TO PROVIDE SHADE

SOUTH SLOPE INCREASES EXPOSURETO REFLECTED LIGHT FROM PAVEMENTS

AND DIRECT SUN AT LOW ANGLES

Figure 4-4. How Slope Orientation Affects Buildings.

Figure 4-5. How Prevailing Winds Affect Building Orientation.

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(b) Location away from any elements (e.g.,building, topography or vegetation) which block orlessen sight distance.

(c) Adequate views and signage of entry tothe site from the access road.

(d) Use of topography, vegetation and waterto reinforce a sense of entry.

(e) Maintenance of maximum spacing be-tween access drives occurring on the same accessroad.

(f) Alignment of access drives which occuracross the access road from each other. If this isnot possible, a separation of 75’ between accessdrives is generally adequate.

(g) Right-angle turns from the access roadonto the access drive.

(h) Depending upon the size of the project,marginal or medial channelization.

(i) Adequate throat width and length tochannel vehicles into the proper lanes, discourageerratic movement and provide storage space on theaccess drive. This prevents vehicles which haveslowed or stopped from blocking the path of vehi-cles entering the site.

(2) Access Drives. Normally, traffic enters andexits the site at the same access point or points,but not all vehicles have the same purpose ordestination. Figure 4-6 illustrates a typical circu-lation flow diagram. Understanding traffic flowand patterns on site helps determine the locationof turn-around areas, appropriate turning radii atintersections and appropriate drive widths. Differ-ent drive widths can be used for different types of

Figure 4-6. Typical Circulation Flow Diagram.

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vehicles. Drives used only for service or emergencyvehicles can be reduced substantially. Varyingwidths indicate the hierarchy of movement andreduce the amount of impermeable surface. Theaccess drive should do the following:

(a) Take vehicles to their destination andreturn with minimum interference with or travelthrough parking areas, service areas or emergencyzones.

(b) Enter and exit at the same point or onthe same access road to discourage through trafficon site.

(c) Accommodate two-way traffic since one-way systems can create confusion and actuallyresult in more vehicle movement.

(d) Promote separation of service drivesfrom other drives.

(3) Dropoff Areas. Drop-off areas should beprovided for office, commercial, educational andcommunity facilities with high use. This promotesboth vehicular and pedestrian traffic flow. Figure4-7 illustrates typical drop-off areas. Drop-off ar-eas should be:

(a) Located at or near the front of thebuilding and apart from entries into parking lots.Buses and shuttles require a separate drop-off arealocated away from the building entrance.

(b) Preferably on a one-way loop to avoidconfusion.

(c) Sufficient in size to avoid vehicle con-flicts and stoppages of traffic flow. Where a circu-lar turn-around is used, the circle should be sizedaccording to the design vehicle and provided withadequate radii.

(4) Parking.(a) Parking should occur in lots or struc-

tures with a limited number of entrances and exitsonto the access road or drive. Entrances and exitsinto different lots on the same site should bealigned or separated to provide adequate sightdistance. One-way systems will be discouragedbecause they result in extended circulationthrough the lots when they are at or nearingcapacity.

(b) Parking should be within convenientwalking distance of a building entrance. Barrier-free parking should be located within 100’ of anaccessible building entrance as required by “FEDSTD 795.” Parking for high turn-over or short-term use (e.g., visitor, outpatient or delivery)should be located in a separate lot or signed andplaced nearest the entrance. Usually, more distantparking areas should be maintained for employees.

(c) A minimum distance of 20’ should bemaintained between parking and buildings. Thisprovides adequate separation between the facility

Figure 4-7. Typical Dropoff Areas.

and vehicular movement and adequate room forpedestrian movement.

(d) Parking aisles should be aligned towardsthe building entrance to encourage more organizedpedestrian flow. This alignment limits the numberof places where pedestrian traffic must cross vehic-ular traffic. Barrier-free parking should not re-quire movement across vehicular circulation paths.Figure 4-8 illustrates appropriate alignment.

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PARALLEL ALIGNMENT

PREFERREDPERPENDICULAR ALIGNMENT

Figure 4-8. Parking Aisle Alignment.

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(5) Emergency Vehicle Access. Direct access toa building will be provided for emergency vehicles.A separate access will be provided for ambulances.Fire truck access will be provided between build-ings. This access may be provided on sidewalks orgravel paths designed for the vehicle. If a specialdrive is installed to accommodate emergency vehi-cles, it will provide sufficient room for the vehicleto turn and exit the site.

(6) Service Vehicles. Service vehicles canrange in size from pickup trucks and vans togarbage and large delivery trucks. Service vehiclesgenerally require larger turning radii, more roomto maneuver, and holding space while deliveries orservice occur. Service traffic should be separatedas much as possible from the traffic flow on theaccess drive and in the traffic aisles of parkinglots.

(a) Sanitation Vehicles. The circulation ofsanitation vehicles is dictated by the locations ofthe dumpster pads. Pad locations should: provideconvenient access for pedestrians taking garbageto the dumpster, provide convenient and easyaccess to vehicles emptying the dumpster, be inless visible areas of the site (e.g., the rear ofbuildings), and have sufficient room for screeningwith plant material, fences and/or walls. Sanita-tion vehicles should not have to turn around toexit the facility. When more than one dumpsterlocation is required, it is desirable for sanitationvehicles to access each pad as part of a continuousloop. When the dumpster for a facility is located inthe principal parking lot, the pad should be re-moved physically and visually from the buildingentrance and major pedestrian and vehicular circu-lation routes. Figure 4-9 illustrates how to locatea dumpster pad.

(b) Delivery Vehicles. Delivery zones shouldbe placed in less visible areas of the site, at therear or sides of buildings. Space requirements varyaccording to the type and size of vehicle and theneed to access loading docks. Maneuvering roomshould be provided to allow trucks to back up andturn around to exit the site or to allow trucks toback up to the loading dock.

(7) Barrier-Free Accessibility. Barrier-free de-sign will be in accordance with the requirementspublished in “FED STD 795.”

b. Pedestrian Circulation. Pedestrian circulationinvolves travel routes and areas of pedestrianconcentration. TM 5-822-2 provides guidance onthe geometric design of walks.

(1) Pedestrian Desire Lines. Pedestrian circula-tion should be based on pedestrians’ desired linesof walking between facilities. It is fairly simple toanticipate desire lines. People tend to follow the

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Figure 4-9. Locating a Dumpster Pad.

most direct route when walking between twopoints. Desire lines should be weighted to predictthe most travelled routes. This prevents crisscross-ing the site with sidewalks. Figure 4-10 illus-trates a typical desire line study. Because peopleoften cut corners, more generous paved areashould be provided at pathway intersections. Cor-ners should be rounded or filleted. Where pedestri-ans can be expected to enter and exit a building oroutdoor space from all directions, it is better toconcentrate on the most direct and importantroutes, accepting that there will be some pedes-trian flow across grassed areas. Adequate recep-tion area should be provided at the doorway.

(2) Grid and Curvilinear Path Systems. A gridpath system tends to provide the most directaccess between locations. It is appropriate in areaswith a strong sense of architectural definition. Amore curvilinear path system can provide reason-

ably direct access while also providing more com-fortable and interesting movement than a gridsystem. Figure 4-11 illustrates alternative side-walk schemes. Topography and vegetation can beused to reinforce a sense of movement and directsightlines. Topography and vegetation are lesssuccessful if used to block movement.

(3) Pedestrian Concentration. As the speed ofpedestrian movement slows at the points of originand destination, the space required to accommo-date movement expands. Pedestrian movement isalso interrupted so that people may meet, gather,wait or sit. In areas of pedestrian concentration(e.g., building entrances, drop-offs and small out-door spaces between buildings), the space shouldbe developed to accommodate these needs. Generaldesign techniques include the following:

(a) Widening walkways at the points oforigin and destination.

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PEDESTRIAN DESIRE LINESFigure 4-10. Typical Pedestrian Desire Line of Walking-Study.

GRID SIDEWALK PLAN

CURVILINEAR SIDEWALK PLANFigure 4-11. Alternative Sidewalk Schemes.

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(b) Providing adequate space for people toconcentrate outside of the pedestrian traffic flow.

(c) Locating areas for people to sit on thedge or outside of the pedestrian flow.

(d) Providing both shaded and sunny areasfor people to congregate or sit.

(4) Troop Formation Areas. Installations withtraining facilities require walkways for troopsmarching in formation between classrooms, bar-racks, dining halls and parade grounds. Thesewalkways should be wide enough to accommodatepersonnel walking four abreast. They should behard-surface.

4-4. Grading.a. General. Existing and proposed topography on

site can serve many purposes including the follow-ing:

(1) Emphasizing the prominence of facilities.(2) Secluding and sheltering facilities.(3) Helping to direct vehicular and pedestrian

flows.(4) Managing site runoff.(5) Screening undesirable views or activities.(6) Creating a more interesting natural char-

acter.b. Standard Desirable Slopes. Grading should

maintain existing topography while recognizingstandard gradients for various functions and activ-ities. Table 4-1 provides standard desirable slopesfor various land uses.

Table 4--1. Standard Desirable Slopes

Area Title Maximum Minimum

Lawn Areas

Playing Fields

Swales

Grass Banks

Ground Cover Banks

Courtyards and Entryways

Sidewalks

Barrier-Free Walks

Barrier-Free Ramps

Parking Areas

Roads and Drives

c. Buildings.(1) Siting. Building orientation may be influ-

enced by existing topography as well as the solarconditions determined in the solar study. Gener-ally, the best orientation for buildings is parallelto slope. Buildings may also be located with theirlong axis perpendicular to grade. Even on moder-

ate slopes, this usually requires some terracing asillustrated in figure 4-12. Slab-on-grade is themost economical and, therefore, predominantbuilding type, especially on flat sites. To balancecut and fill, these structures are often sited diago-nally to the slope. Figure 4-13 illustrates thefollowing building types which respond to steepertopographic situations.

(a) Fall-away structures locate the front ofthe building at one elevation, lower the gradedown the sides, and locate the back of the buildingat a lower elevation. Fall-away buildings can beused on grades ranging from 5 to 10%.

(b) Cantilevered buildings allow existinggrade to remain substantially unaltered while thebuilding is suspended in air, supported by avertical structure installed into the substrate. Can-tilevered buildings can be used on extremely steepslopes, up to about 18%.

(c) Earth-sheltered buildings use existing orcreated slopes or berms to insulate the structure.

(2) Floor Elevations. Finished or first floorelevations of buildings will be set a minimum sixinches above adjacent outdoor grade. The finishedfloor elevation will be set to provide positivedrainage around the entire perimeter of the build-ing. The correct setting of this elevation is criticalto a good grading plan. The building must not beplaced too low in relation to the rest of the site.Where outdoor entrances (e.g., basement exits),occur below finished elevation, additional provi-sions, such as drain inlets, will be made to providedrainage. Access and utility service should also beconsidered when setting the finished floor eleva-tion.

(3) Outside Finished Grade. Outside finishedgrade should normally slope away from the build-ing at a minimum five percent slope for approxi-mately 10’. Where topography is too steep or spacebetween buildings is too limited to maintain sucha large area around the building, the slope of theoutside finished grade can be increased. Additionaldrainage structures, such as yard inlets, will beprovided.

d. Circulation. Grading for vehicular routes, pe-destrian routes, and parking areas should respondto existing topography.

(1) Vehicular Circulation. Roads and drivesshould be laid out to traverse the topography asclosely as possible to existing grade, within thestandard grade limits. This reduces the amount ofearthwork. Maximum grades are determined bythe types of vehicles using the road and its designspeed. Maximum grades are influenced by localweather conditions and practice. To the extentpossible, the profile of a road or drive should

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Figure 4-12. Building Orientation to Topography.

maintain a smooth grade line with gradualchanges. Vertical curves should be sympathetic toand balance the severity of horizontal curves. Onup or down slopes, particularly at intersections,sufficient flattening of the vertical curve should beprovided to allow adequate sight distance and toavoid bumps at the crest or hidden dips. TM5-822-2 provides additional guidance on the de-sign of roads. Good grading for vehicular circula-tion should:

(a) Relate the roadway profile as closely aspossible to existing topography.

(b) Allow adequate vertical and horizontalsight distances.

(c) Provide safe and smooth intersections.(2) Parking Areas. A relatively constant grade

should be maintained across parking areas. Slightchanges in the slope interval should be made atintersections to provide a gradual transition intothe main traffic flow. Changes may also be madeat interior and exterior corners to direct or collectrunoff. For areas laid out for 90-degree parking,5% is the maximum desirable grade along the

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aisles and 1.5% for the transverse slope. For areaslaid out for 60- and 45-degree parking, 5% is themaximum desirable grade along the aisles with1% for the transverse slope. Steeper grades createproblems with opening and closing car doors andincrease the potential of cars rolling.

(3) Sidewalks. Gradients for sidewalks canrange from 0.5% to 15%. Gradients depend uponthe quantity and types of pedestrians, the width ofthe pathway, and the surface. The normal mini-mum grade is 1 to 2%. Entrance areas or court-yards require a slightly steeper grade to ensurethat runoff moves rapidly away from doors as wellas locations where people sit or stand. Long,vertical climbs should be broken by short spans.The spans should continue upward movement at agentler grade to reduce exertion. Ramps and stepscan access steeper topography (where grades aregreater than 5%) and minimize regrading. TM5-822-2 provides additional guidance on gradingwalks. Grades are critical to barrier-free accessibil-ity. Careful thought is needed to make all facil-ities, not just buildings, accessible. “FED STD

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FALL AWAY BUILDINGS

CANTILEVER OR STRUCTURED BUILDINGS

EARTH SHELTERED BUILDINGS

Figure 4-13. Topographically Responsive Building Types.

795” provides guidance on accessibility require-ments. Sensitive site grading minimizes the needfor architectural ramping into buildings. Suchramping creates additional costs and a less aes-thetic appearance.

e. Balance of Cut and Fill. Site design shouldbalance the quantity of cut and fill. Balancing cutand fill creates a more pleasing transition of theregraded areas into the natural site. It minimizesthe costs of hauling in additional fill or removingand disposing of extra cut. Figure 4-14 illustratesbalancing cut and fill.

f. Transition. Figure 4-15 illustrates how grad-ing should be designed to accommodate proposedfacilities and to effect a smooth transition from theregarded area to the existing topography. Whenberms or mounds are introduced into the land-scape, they should give the appearance of rising

from the existing topography as opposed to beingplaced on the topography. The area for berms andmounds should be large enough to allow transitionfrom the base plane, moderate slope on the sides,and room for a rounded crest. Slopes regarded toaccommodate various facility requirements should:

(1) Be sympathetic to the existing naturalgrade.

(2) Return to the natural grade gradually, notabruptly.

(3) Have their edges at the top and bottomrounded into the existing grade.

g. Spot Elevations. Spot elevations are impor-tant to ensure that the grading plan accomplishesits objectives. Early grading plans often showarrows to indicate desired drainage paths, but onlyadequate spot elevations actually determine thatwater will move where desired. Spot elevations areoften not considered until the detailed gradingdocuments. Early consideration should be given tospot elevations for such critical locations as door-ways, intersections at access roads and drives,parking lot corners, and existing trees to be saved.

4-5. Drainage.

Drainage design should create controlled condi-tions that help move rainfall away from facilitiesand activities as quickly as possible. It shouldmaintain the rate of infiltration that exists on site.The guidelines discussed below are general innature and refer to on-site drainage design. Thereis an increasing degree of civilian regulatoryreview of military site design projects, particularlywith regard to stormwater management and sedi-ment and erosion control for both on-site andsurrounding environs. The specific criteria devel-oped by local and state agencies should be con-sulted. The civil engineer and/or hydrologist onthe design team should address drainage problemsand solutions. TM 5-820-4 provides additionalguidance on drainage design.

a. Impervious Surface. The placement of facil-ities on site automatically changes drainage condi-tions because it increases impervious surface. Thisincreases the volume and velocity of water to bemanaged. Site design should avoid adding anyunneccessary impervious surface. Generally, drain-age should be evenly diffused across the site andnot concentrated at one point. The site may needto be divided into more than one drainage basin orarea of control to accomplish this. Where a largeexpanse of impervious surface (e.g., a parking lot)is required, the expanse may be broken up intosmaller areas. This helps control the runoff, reducethe size of necessary drainage structures (e.g.,catch basins), and avoid drainage system back-up.

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Figure 4-14. Balancing and Fill.

Figure 4-15. Transitioning Regraded Areas.

Islands and medians, as well as curb and gutter,can be used to control drainage within parkingareas. Porous surfaces which allow limited infiltra-tion (e.g., gravel or lock-block) should be consid-ered.

b. Grading. Topography helps determine theamount, direction and rate of runoff. To the extent

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existing contours can be retained, the existingdrainage patterns can be maintained. Grading canbe used to correct existing drainage problems.Where extremely steep slopes are contributing torapid runoff, regrading with more moderate slopescan slow the velocity and achieve a more balancedinfiltration rate.

c. Positive Drainage. The principles of positivedrainage should be applied universally across thesite. Figure 4-16 illustrates the following basicprinciples:

(1) Water should be moved away from struc-tures.

(2) Water should not be allowed to pond atlow points or in low areas.

(3) The finished floor elevations of buildingsshould be sufficiently high that if drainage struc-tures are blocked, the water will not back up intothe buildings.

d. Drainage Control. When drainage must becontrolled, captured and redirected, both naturaland mechanical methods can be used. Naturalmeans are preferable because they are less expen-sive, require less maintenance, and fit more easilyinto the natural landscape. Swales and grassedditches can move moderate amounts of runoffprovided they observe minimum (1%) and maxi-mum gradients. The maximum gradient is deter-mined by the velocity of the flow and the erodibil-ity of the soil. When a minimum slope on agrassed ditch is unattainable, paved ditches can beused on slopes as flat as 0.5%. When the quantityand speed of runoff is greater, the drainage chan-nel can also be paved, or check dams or weirs canbe introduced to slow the water’s movement.

e. Detention and Retention Ponds. Detentionponds collect stormwater and detain it so that itcan be released from the site through a controlstructure at a previously established rate of flow.Retention basins collect stormwater on site andretain it until it is able to infiltrate the ground orevaporate. Ponds are most commonly used during

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construction when the lack of drainage systemsand vegetative cover make it difficult to controlstormwater flow. A pond can be coverted into apermanent site feature and serve as a site ame-nity. Appropriate guidance for designing pondsshould be obtained from local and state agencies.Figure 4-17 illustrates detention and retentionponds.

4-6. Erosion Control.

Erosion occurs as the result of a lack of vegetativecover, excessively steep slopes, excessive runoff, ora combination of these factors. Erosion conditionscan be improved by: reducing grades, using geo-textiles, establishing or reestablishing vegetativecover, and introducing mechanical controls such asriprap and cribbing. Banks with steeper than 3:1slopes are discouraged because they increase therate of runoff and deter establishment of vegeta-tive cover. If an area on site involves such steepgrades, then, realistically, mechanical means ofcontrol, including retaining walls, should be ex-plored in the original design. Otherwise, mainte-nance problems will persist and eventually beginto affect the site beyond the immediate problemarea. Figure 4-18 illustrates methods of erosioncontrol. The civil engineer and/or agronomist onthe design team should address erosion problemsand solutions.

4-7. Climatological Conditions.

There are a variety of established techniques formitigating or improving climatological conditionson site. TM 5-803-13 provides specific guidance onusing plant material to deal with climatological

Figure 4-16. Principles of Positive Drainage.

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DETENTION POND

RETENTION PONDFigure 4-17 Detention and Retention Ponds.

variables. The principal components of control are to create sun traps in the cool climate or in thearchitectual structures, building and pavement temperate climate during fall and spring.surfaces, topography, plant material, and water. (2) Surfaces and Colors. Different surfaces and

a. Temperature. Temperature on site is influ- colors increase or decrease temperature on site byenced by: retaining more or less of the sun’s rays. Table 4-2

(1) Building Walls. Temperature can be in- gives some of the average temperatures producedcreased by extending buildings and building walls by different surfaces.

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Figure 4-18. Methods of Erosion Control.

Table 4-2. Relative Surface Temperatures in Summer at Noon.

Side of Building 125 degrees reflectedAsphalt Road or Drive 125 degreesConcrete Sidewalk 110 degreesUnshaded Lawn 94 degreesShaded Lawn 88 degrees

b. Wind. Wind, to a large extent, determines thelevel of comfort which can be achieved in the coldor heat conditions found on site. In the coolclimate or the temperate climate during winter,the wind chill factor can substantially lower theperceived temperature. Topography, vegetation,walls or fences can be used as windbreaks. In hot

climates and the temperate climate in summer,the goal is to maximize breezes by channellingthem with topography, vegetation, walls or fences.Windbreaks can be used to minimize turbulencecaused by undesirable winds.

c. Snow. Plant material can be used to reducesnow accumulation along walks, roads and the per-imeters of parking lots and at building entrances.

4-8. Utilities.

Utility systems should minimize interruption ofthe natural site while meeting basic functional cri-teria and economizing on costs. Utilities should beplaced underground to avoid conflicts with the

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architectural character of the installation. Utilitycorridors should be used to minimize environmen-tal disturbance and simplify maintenance. Corri-dors should be located as far as possible along asite’s perimeter. Utility alignments should notcross a site diagonally or indiscriminately sincethis may necessitate future realignment of exist-ing systems and increase the costs of future devel-opment. To simplify maintenance, utility linesshould not be placed under paved areas. They maybe located at the back of the roadway curb. It isextremely important to determine the potential forfuture expansion and to allow for upgrading thesystem when locating systems. The civil, sanitary,electrical, mechanical engineering and other mem-bers of the design team responsible for utilitiesshould be consulted on questions of location andplacement.

4-9. lighting.

Outdoor lighting allows such activities as drivingand walking to continue at night under safeconditions. On most sites, only enough light tocover these functions is necessary. Where physi-cal security is a concern, more lighting may berequired. The electrical engineer on the designteam should address lighting issues. Lightingshould:

a. Provide even coverage, avoiding areas of deepshadow between illuminated zones.

b. Gradually increase and decrease along vehic-ular and pedestrian routes as traffic becomes moreor less concentrated.

c. Increase in areas of high concentration suchas intersections, parking, drop-offs, steps andbuilding entrances.

d. Avoid light spillage into neighboring sites.e. Provide sufficient lighting to support visual

surveillance or closed circuit television as re-quired.

4-10. Physical Security.a. General. Site design for physical security

should be developed to reduce vulnerabilities re-sulting from identified threats. A physical securityengineer or specialist should address site designissues including:

(1) Maintaining adequate distances from un-controlled areas.

(2) Limiting accessibility to the site and facil-ities.

(3) Maintaining adequate standoff distancesbetween potential locations for bombs and facil-ities.

(4) Maintaining appropriate clear zones.(5) Maximizing exposure on the site perimeter

to allow discovery of unauthorized approaches.(6) Minimizing exposure of personnel around

the facility.(7) Blocking sightlines from vantage points.(8) Siting and orienting buildings to minimize

adverse exposure.(9) Providing barriers to unauthorized pedes-

trian and vehicle movement.(10) Providing barriers to mitigate weapons

and explosives effects.(11) Providing exterior electronic security sys-

tems.b. Vehicular Access. Where an identified threat

indicates that vehicle control is necessary, accessmay be limited to a single or as few as possibleentry control points. Vehicle control at entry con-trol points may require a gate and/or gatehouse,vehicle barriers, or a combination of the two. Ade-quate room must be provided at the entry controlpoint to permit search of vehicles without interfer-ing with normal traffic flow. Both horizontal andvertical alignment of drives can be used to reducespeed at the entry control point. This allows morereaction time to breaches of security and mayreduce the size of vehicle barriers required to stopa vehicle. The reaction time and the location of thebarrier also affect whether or not there will besufficient time to deploy a barrier in response to athreat. Access drives and parking areas may needto be separated from facilities by sufficient dis-tance to mitigate the threat of vehicle bombs.

c. Site Features. In an area where there is anidentified threat, topography and vegetationshould not be placed on the site perimeter wherethey will obstruct views of surrounding areas.Topography, vegetation, water and walls can beused around a facility to slow movement towardsexposed building faces, to limit exposure of person-nel moving between buildings and parking areas,and to block sightlines from vantage points. Pe-rimeter walls may be used to mitigate blast effectsfrom an explosion but they must be carefullylocated with respect to the protected facility. If thewall is too far away from the facility, it mayprovide no benefit. If the wall is too close, it maycompound the blast effects. Structural engineerswill be consulted when considering the applicationof perimeter blast walls.

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CHAPTER 5

SITE DESIGN

5-1. General.

Site design:a. Locates primary and support facilities on site

and addresses both positive and negative siteconcerns which will impact development throughthe preparation of the sketch site plan.

b. Details facilities on site and develops specificmethods for dealing with site concerns through theconcept site plan.

5-2. Concept Development.Site design begins by continuing concept devel-opment through the preparation of sketch siteplans and concept site plans. In each step, alterna-tives may be explored and evaluated to arrive atthe optimal design. The site design guidelinesdiscussed in chapter 4 should form the basis of theevaluation. The level of detail which is preparedfor each step will depend on the size and complex-ity of the project, but the general procedures listedbelow should be followed for every design.

5-3. Sketch Site Plan.

The sketch plan refines the preferred spatial rela-tionships diagram. The sketch site plan shows theinitial design of the facilities and site at scale. Itbegins to address the site in detail. Buildings,roads, parking areas, and other structural ele-ments assume form and definition in relation tothe site elements. The sketch site plan is stillgeographically loose, usually free-hand, but isdrawn to scale.

a. Principal Considerations. The sketch site planshould address the following principal consider-ations:

(1) Buildings. The plan should:(a) Define recognizable shapes for facilities.(b) Clearly identify extrances.(c) Establish a building orientation which

addresses energy conservation needs (based on asolar study), access to other facilities, and visibil-ity.

(d) Mass buildings to define outdoor spacewhen there is more than one building or a newbuilding is introduced into an area with otherexisting structures.

(2) Vehicular Circulation and Parking. Theplan should:

(a) Provide the general location of the ac-cess drive.

(b) Provide the location of drives for emer-gency and service vehicles.

(c) Locate required gates or vehicle searchareas.

(d) Separate vehicular circulation and park-ing.

(e) Locate parking areas and orient themtowards facilities.

(f) Locate drop-off areas and/or waiting ar-eas for buses.

(3) Pedestrian Circulation. The plan should:(a) Establish pedestrian paths along antici-

pated desire lines.(b) Identify expected areas of pedestrian

concentration.(c) Suggest methods of handling these areas,

from widening of paths to development of court-yards.

(4) Grading and Drainage. The plan should:(a) Set the initial finished floor elevations

for all buildings.(b) Identify means other than grading neces-

sary to maintain positive drainage around thebuilding(s).

(c) Determine approximate grades for thedrives and parking areas.

(d) Identify critical elevations (e.g., lowpoints which could produce ponding or elevationson existing trees which are to be saved.)

(e) Review existing storm drainage, includ-ing areas of sheet flow and swales, to determine ifit can be maintained.

(f) Suggest methods for handling drainage ifthe site cannot accommodate the increased runoff.

(g) Delineate areas requiring erosion con-trol.

(5) Energy Conservation. The plan should:(a) Note climatic conditions which can be

improved or enhanced.(b) Identify potential locations for wind-

breaks, shade walls, etc.(6) Utilities. The plan should:

(a) Identify access points and connectingroutes to existing utilities.

(b) Establish requirements for upgrading ex-isting systems.

(7) Physical Security. The plan should:(a) Locate special physical security require-

ments (e.g., search areas and the serpentine layoutof access drives.)

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(b) Roughly locate additional measures (e.g.,walls or fences.)

(8) Planting. The plan should:(a) Locate vegetative massing and identify

its proposed functions.(b) Locate existing plant material to be pre-

served.(9) Outdoor Space. The plan should:

(a) Begin to provide scale and definition foroutdoor spaces.

(b) Indicate the functions outdoor space willaccommodate (e.g., formation grounds, travelzones, or active and passive recreation.)

(c) Size and locate facilities for active recre-ation (e.g., tennis or basketball courts.)

(10) Site Amenities. The plan should identifyany critical areas which need special design con-sideration (e.g., site entries, courtyards or picnicareas.)

b. Sketch Site Plan for a Battalion Complex.Figure 5-1 illustrates a sketch site plan for abattalion complex. It shows the initial design ofthe preferred alternative described in chapter 4. Itaddresses the concerns which were judged signifi-cant to the project in that alternative. The planlocates the buildings in an arrangement which,together with the primary vehicular and pedes-trian circulation, focuses on the large open spaceof the formation grounds. A smaller, more enclosedprivate space is developed in the ell of each of thebarracks units. This helps create a desirable resi-dential character within the complex. The bar-racks’ access drive and turnaround create a formalentrance into the complex. By focusing on theformation grounds, the turnaround visually andphysically presents the complex. The barracks’access drive and turnaround allows service vehi-cles to enter and exit the site without movingthrough the parking areas. Service for the battal-ion headquarters building is maintained on theperimeter of its parking area. Service vehicles willnot have to travel through parking aisles. Pedes-trian circulation within the complex provides easyaccess to and from parking areas and to the gamecourts. There is convenient movement between thevarious buildings. Instead of crossing the forma-tion grounds, the sidewalk system is used to definethe area. Grading on site is designed to direct theprincipal drainage flow from the barracks andtheir parking lots toward the existing drainageculvert. The parking area behind the battalionheadquarters is drained towards the existingstorm system located along the access road. Anextensive vegetative screen is developed betweenthe complex and the motor pool area. Game courtsare located just north of the complex where they

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can conveniently serve future expansion needs. Atthe intersection of the access road and barracks’access drive, an area is designated for a sign andlandscaping to identify the complex. The landscap-ing will also serve to screen the parking areabehind it.

5-4. Concept Site Plan.

The concept site plan further refines and detailsthe sketch site plan. The concept site plan is ahardline plan, at scale. It provides accurate loca-tions, dimensions and elevations for facilities andsite improvements. The level of detail achieveddepends upon the level of detail supplied concern-ing the architecture, utilities and other elementsaffecting the site. The concept plan cannot resolveall potential problems, but it does attempt torecognize them. The sooner consideration is givento all factors affecting site development, the better.The concept site plan can help make design teammembers aware of the impacts of the individualdesigns before those designs become too en-trenched and difficult to change. The concept siteplan provides sufficient detail to serve as the basisfor construction documents for the project. Theconcept site plan does not resolve all site problemsbut indicates, at a minimum, how they will beaddressed and their cost implications.

a. Principal Considerations. The concept siteplan should address the following principal consid-erations:

(1) Construction Lines. The plan should(a) Locate critical construction lines (e.g.,

setbacks, easements or building spacing.)(b) Ensure that facilities do not encroach

upon any of these boundaries or zones.(2) Buildings. The plan should:

(a) More precisely define the location of thebuilding footprint.

(b) Identify all entrances, including fire ex-its.

(c) Further refine the outdoor space betweenfacilities.

(3) Vehicular Circulation and Parking. Theplan should:

(a) Provide further definition of access, ser-vice and emergency drives.

(b) Provide further definition of parking ar-eas.

(c) Indicate appropriate turning radii to beused throughout the site.

(d) Delineate parking spaces, includingbarrier-free spaces, to assure the proper count.

(e) Define parking islands and medians.(f) Further refine gate and drop-off areas to

ensure that they function properly.

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Figure 5-1. Sketch Site Plan for a Battalion Complex.

(g) Ensure that sufficient turn-around roomis provided for service and emergency vehicleroutes.

(h) Locate dumpster pads.(4) Pedestrian Circulation. The plan should:

(a) Further refine pedestrian circulation toassure clear and convenient flow of pedestrianmovement.

(b) Assure barrier-free accessibility betweenbuildings and from barrier-free parking spaces toat least one building entrance.

(c) Note the location of any necessaryramps.

(d) Identify means of using topography andplant material to help direct pedestrian flow.

(5) Grading and Drainage. The plan should:(a) Establish an overall grading concept for

the site, showing proposed contours and criticalelevations on roadways, in parking lots, on walk-ways and at building entrances.

(b) Define and locate stormwater manage-ment areas on site.

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(c) Determine if curb or curb and gutter willbe used to control stormwater.

(d) Locate and indicate critical elevationsfor other drainage facilities such as swales, pavedditches, yard drains and underground systems.

(e) Determine the need for retention or de-tention ponds and locate them if they are neces-sary.

(f) Locate and provide critical elevations forstructures such as retaining walls or steps whichare needed to facilitate grading conditions.

(g) Indicate methods for dealing with ero-sion or sediment control problems.

(6) Energy Conservation. The plan should fur-ther delineate means for dealing with climaticconditions.

(7) Utilities. The plan should:(a) Further define the locations of utility

lines.(b) Further identify access points from the

supply lines and entry points into buildings.(c) Ensure that utility lines are not located

under proposed paved areas.(d) Ensure that utility lines are located

logically for future expansion.(8) Lighting. The plan should:

(a) Develop an initial lighting coveragescheme.

(b) Identify areas requiring higher lightinglevels or special lighting.

(9) Physical Security. The plan should furtherrefine proposed security measures.

(10) Landscape Plantings. The plan should:(a) Further refine the planting scheme by

broadly describing the types of vegetative massing(e.g., large deciduous trees, flowering trees, ever-green trees, shrub beds, etc.).

(b) Identify lawn areas.(11) Outdoor Spaces and Site Amenities. The

plan should:(a) Further reline the design for outdoor

areas.(b) Give preliminary consideration to the

location of site features (e.g., lighting, signs, foun-tains and site furniture.)

b. Concept Site Plan for a Battalion Complex.Figure 5-2 illustrates a concept site plan for abattalion complex. This plan further refines anddetails the sketch site plan. A more formal entryhas been suggested for both the drop-off area andthe battalion headquarters building. The parkingareas are more fully articulated and include hand-icapped spaces. Landscaped medians have beenadded to break up the expanse of pavement.Pedestrian circulation eliminates the sidewalkswhich previously ran along the parking lots and

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concentrates pick-up of pedestrian movement atthe turnaround. Finished floor elevations havebeen set for the buildings. The grading conceptallows barrier-free accessibility across the site.Grading will drain the barracks’ parking lots intoinlets which can be piped to the existing culvert.An initial scheme for lighting coverage has alsobeen developed. The planting scheme has beenfurther refined to: develop the sidewalk islands;substantially screen the barracks’ service areas;contribute to the aesthetic quality of the open areaaround the formation grounds; and reduce solargain on the south sides of the barracks’ buildings.

5-5. Confined Sites.Confined sites are located in areas which arealready densely developed. They present criticalsituations on many installations. Confined sitescreate interface difficulties with the surroundingarea. Their constricted sizes and the more complexsurrounding conditions (e.g., existing structures,circulation and utilities) place physical and costlimitations on their development. Confined sitesshould be approached with the same planning anddesign process as any other site. Confined sitesraise site planning issues because candidate sitesmay not be appropriate to the development forwhich they have been selected. Site analysisshould determine the suitability of confined sitesand document the reasons for and against projectdevelopment. Confined sites present site designproblems which may require more flexibility andcreativity in the solutions. The planning anddesign challenges associated with development ofconfined sites are discussed below. The descriptionof an Information Systems Facility project ad-dresses some of the common issues found onconfined sites.

a. Site Analysis. Because of their locations, con-fined sites tend to be more greatly impacted byoff-site and man-made conditions. They demandthorough and sensitive site analysis since the sitesare greatly constricted from the beginning. Prob-lems related to confined sites include the follow-ing:

(1) Inadequate size-not necessarily for theprimary facility, but for support facilities.

(2) No room for future expansion.(3) Location in the midst of incompatible land

uses which might be negatively impacted by aproposed facility.

(4) Inadequate access for proposed vehicularcirculation.

(5) Creation of traffic problems (e.g., conges-tion or accident incidence) by increasing trips toand from the site on inadequate access roads.

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Figure 5-2. Concept Site Plan for a Battalion Complex.

(6) Encroachment upon or obliteration of pre-vious uses for adjacent facilities (e.g., parking.)

(7) Expensive relocation or difficult siting ofexisting utilities.

b. Concept Development. Concept developmentuses the same procedures, or courses of action, nomatter how small or large, simple or complex aproject is. The same steps need to be taken and thefundamental issues addressed. A confined site isusually small and constricted. It may have roomfor the addition of only one building. On thesurface, this may appear to be a simpler problem

with a single solution. However, there are stillmany variables on site (e.g., circulation, grading,utilities, etc.). These variables need to be ad-dressed in the same methodical manner as forlarger and more complex sites. On confined sites,there is literally less room for error. It can bemore difficult to control problems (e.g., drainage orparking) on the site and prevent them from spill-ing over into the surrounding area. Some of themost common challenges on confined sites are:

(1) Maintaining setbacks and responding cre-atively to space constraints.

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(2) Relating new facilities to existing facilitiesvisually and physically.

(3) Providing access and parking.(4) Managing stormwater runoff.(5) Providing new utilities and avoiding relo-

cation of existing utilities.(6) Conserving the natural environment.

c. Planning and Design for an Information Sys-tems Facility on a Confined Site. An informationsystems facility consists of one large building withassociated equipment storage, service and parkingareas. The facility requires a security fence andsubstantial screening of the equipment storageand loading dock areas.

(1) Site Analysis. Figure 5-3 illustrates a siteopportunities and constraints plan for an Informa-tion Systems Facility. The candidate site is aconfined site and presents some of the typicalproblems including the following:

(a) Irregular site configuration closely con-fined by surrounding facilities.

(b) Setbacks defined by existing buildings.(c) High visibility to surrounding facilities.(d) Potential for traffic problems and confu-

sion at entrances to the access road.(e) Limited area for managing drainage on

site.(2) Spatial Relationships Diagrams.

(a) Alternative I. Figure 5-4 shows thebuilding in the prime development area identifiedon the site opportunities and constraints plan. Thediagram simplifies vehicular circulation by shar-ing access with the existing bowling center. Itlocates the proposed parking area between the twoexisting lots to take advantage of existing en-trances and exits. Another small parking lot isprovided between the facility and the bowlingcenter. A drop-off area is provided. Movement ofservice vehicles in and out of the site is accom-plished on the through access drive. This decreasesthe space required for the loading dock. Placingthe equipment storage to the side of the facilityprovides additional security. However, it locatesan unattractive area of the facility next to thesurrounding buildings.

(b) Alternative 2. Figure 5-5 also shows thebuilding in the prime development area. However,

the building location establishes a better visualrelationship with surrounding buildings and theaccess road. The site has its own entrance. Thisavoids confusion with the traffic into the bowlingcenter and provides a more convenient drop-off.Service vehicle movement is direct and entirelyseparated from the bowling center traffic. Parkingis concentrated in one lot which does feed off theexisting circulation established by the bowlingcenter. The equipment storage is placed betweenthe two existing lots. It is still heavily screened.This location avoids the massive expanse of park-ing shown in alternative I. It places the storage ina more remote and easily screened section of thesite, away from surrounding buildings.

(3) Sketch Site Plan. Figure 5-6 illustrates theinitial design for alternative 2 which was judgedto be the better alternative. The sketch site plannot only locates the building but also determinesits relationship to the surrounding buildings. Theplan places the vehicular circulation and parkingto ensure that they will fit comfortably and meetthe requirements for size and maneuverability.The plan articulates the limited pedestrian circula-tion and provides for pedestrian flow across thestreet to the athletic facilities. The plan locatesthe security fence. It also locates the plantingnecessary to screen both the equipment storageand loading dock. Grading for the site is minimalbut must provide sufficient slope to carry drainageto the existing culvert across the access road. Theplan identifies initial routes and access points toexisting utilities.

(4) Concept Site Plan. Figure 5-7 furtherrefines the sketch site plan. It ensures that allsetback and spacing requirements around thebuilding have been met. The plan suggests estab-lishment of street trees along the access road andcontinuing this landscape treatment around theparking area to mitigate its impact. It sets thefinished floor elevation for the building necessaryto accommodate access to existing utility systems.It also establishes the location of the high point onthe access drive necessary to ensure positive drain-age on the site. The locations of inlets have beenestablished so that stormwater can be piped offsite to the existing culvert. An initial scheme forlighting coverage on site has also been developed.

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Figure 5-3. Site Opportunities and Constraints Plan for a Confined Site.

5 - 7

TM 5-803-14

Figure 5-4. Spatial Relationships Diagram for an Information Systems Facility. Alternative 1.

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Figure 5-5. Spatial Relationships Diagram for an Information Systems Facility. Alternative 2.

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Figure 5-6. Sketch Site Plan for an Information Systems Facility.

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Figure 5-7. Concept Site Plan for an Information Systems Facility.

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CHAPTER 6

DESIGN FOR ON-SITE VEHICULAR CIRCULATION AND PARKING

6-1. General.

This chapter provides general guidelines and crite-ria, or standards, for determining the size, layout,and design of on-site vehicular circulation andparking. The chapter covers access and servicedrives; parking areas; and special vehicle-use ar-eas including gateways, drop-offs, dumpsters, de-liveries, and drive-in facilities. This chapter alsoaddresses methods for mitigating the visual im-pact of parking and other vehicle use areas.MTMC provides detailed information on all as-pects of circulation design.

6-2. Design Vehicles.A variety of vehicles can be expected on any site.These include cars, pick-up trucks, garbage trucks,delivery vans and trucks, buses, recreation vehi-cles, fire trucks, oversized or tracked organiza-tional vehicles, and motorcycles. Site entrancesand exits should be designed to accommodate thelargest vehicle using the site. Other areas (e.g,parking lots or loading docks which have specialrequirements) should be designed for the largestvehicle using the area.

a. Vehicle Dimensions and Turning Radii. In APolicy on Geometric Design of Highways andStreets, the American Association of State High-way and Transportation Officials (AASHTO) placesvehicles into three general classes: passenger cars,trucks, and buses/recreation vehicles. The passen-ger car class includes light delivery trucks such asvans and pick-ups. Table 6-1 lists dimensions forsome of the more commonly found vehicles. Table6-2 lists minimum turning radii for the samevehicles. AASHTO provides an expanded list withadditional dimensions and information. For thepurposes of design, the design vehicles have largerphysical dimensions and larger minimum turningradii than almost all vehicles in their classes.

b. POV Vehicles. The AASHTO passenger car isequivalent to a non-organizational or POV vehicle.Figure 6-1 illustrates a turning template showingthe turning paths and radii of a POV vehicle.AASHTO provides turning templates for the otherdesign vehicles.

Table 6-1. Dimensions (in Feet) for Design Vehicles(for Non-organizational Vehicle Parking).

Overhang

Design Vehicle (Symbol) Width Length Front Rear

Passenger Car (P) 7 19 3 5

Single Unit Truck (SU) 8.5 30 4 6

IntermediateSemitrailer WV-40) 8.5 50 4 6

Large Semitrailer(WB-50) 8.5 55 3 2

Single Unit Bus (BUS) 8.5 40 7 8

Motor Home (MH) 9 30 4 6

Motor Home & BoatTrailer (MH/B) 8 53 4 8

Table 6-2. Minimum Turning Radii (in Feet)for Design Vehicles.

MinimumDesign MinimumTurning Inside

Design Vehicle Radius Radius

Passenger Car 24 13.8

Single Unit Truck 42 27.8

Intermediate Semitrailer 40 18.9

Large Semitrailer 45 19.2

Single Unit Bus 42 24.4

Motor Home 40 26.0

Motor Home & Boat Trailer 50 35.0

6-3. Access and Service Drives.

Access drives carry all vehicular traffic on site.They should be designed to accommodate the fullrange of vehicles. Service drives are limited tospecial vehicle traffic. They should be designed toaccommodate the particular vehicle.

a. Spacing. Location of access drives shouldfollow these spacing guidelines:

(1) Maintain 200’ or more between accessdrives on arterial roads. Table 6-3 provides accept-able minimum spacing if this is not possible.

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Figure 6-1. Turning Template for a POV Vehicle.

Table 6-3. Minimum Driveway Spacing for Streets ServingMore than 5,000 Vehicles per Day.

Arterial Speed Minimum Separation(mph) (ft)

20 85

25 105

30 125

35 150

40 185

45 230

50 275

(2) Maintain a minimum spacing of 1,200 to1,500’ between a signalized drive and adjacentsignalized intersection. If the signalized drive is at-intersection, 600’ is an acceptable minimum spac-ing.

(3) Coordinate drive signals within 2,500’ ofadjacent signals.

(4) Maintain a minimum spacing of 35 to 50’on low-volume (5,000 vehicles per day), low-speed(30 mph) roads.

b. Corner Clearances. Access drives near majorintersections adversely affect traffic operations.They may result in unexpected conflicts withvehicles turning at the intersection. A minimum

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clearance of 50’ should be maintained betweenaccess drives and major intersections. MTMC pro-vides further guidance on recommended cornerclearances.

c. Sight Distances. Adequate sight distanceshould be provided for vehicles entering and exit-ing the access drive. Figure 6-2 illustrates safesight distances as determined by table 6-4. If sightdistance is not adequate, the following alternativesshould be considered:

(1) Removal of sight obstructions.(2) Relocation of the access drive to a more

favorable location along the access road.

(3) Prohibition of critical movements at theaccess drive.

(4) Relocation of the access drive to anotheraccess road.

d. Left turns. Access should limit conflict on thethrough road by preventing certain maneuvers(e.g., left turns.) Left turns should be prohibitedunder the following conditions:

(1) Inadequate corner clearance.(2) Inadequate sight distance.(3) Inadequate driveway spacing.(4) Median opening too close to another me-

dian opening.

Figure 6-2. Sight Distances for Access Drives.

Table 6-4. Minimum Sight Distances along Access Road from Access Drive to Allow Vehicle toSafely Turn Left or Right onto Road (in Feet).

NOTE: Sight distances are based on the following assumptions:1. Upon turning left or right when exiting the access drive, the vehicle accelerates to the operating speed of the access road without

causing approaching vehicles to reduce speed by more than 10 mph.2. Upon turning left when entering the access drive, the vehicle clears the near half of the access road without causing approaching

vehicles to reduce speed by more than 10 mph.3. Turns are 90-degree.4. The access road and the access drive are on level terrain.

OperatingSpeed (mph) 20 30 40 50

Direction Left Right Left Right Left Right Left Right

Passenger Car 210 170 320 360 540 590 900 970Truck 360 230 520 450 920 920 1510 1530

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e. Entrances. Entrances to and from accessdrives should have:

(1) Minimum turning radii for the largestvehicle expected to use the site.

(2) A minimum 10’-wide traffic island whereentry and exit lanes into the site are separated.

(3) Minimum throat widths and lengths toaccommodate incoming and outgoing traffic. Fig-ure 6-3 illustrates throat dimensions.

(4) Sufficient width to accommodate single- ordouble-lane traffic depending upon the design vehi-cle using the route.

COMMERCIAL

LIGHT INDUSTRIALFigure 6-3. Minimum Throat Widths and Lengths.

(5) A minimum 100’ unobstructed sight dis-tance for turns from parking lots and servicedrives onto the access drive.

f. Grading and Drainage. Grading for accessdrives should respond to the natural topography.Grading should observe commonly accepted mini-mum and maximum gradients for the locale. TM5-822-2 provides additional information on thegrading of drives.

g. Pavement. TM 5-822-5 provides guidance forthe design and engineering of roadway pavements.

h. Traffic Controls. TM 5-822-2 and the Man-ual on Uniform Traffic Control Devices for Streetsand Highways (ANSI D 6.1e) provide informationon devices to control and direct traffic.

i. Lighting. TM 5-811-1 provides guidance onroadway lighting.

6-4. POV Parking Areas.

POV parking includes on-street parking, off-streetparking lots and parking structures.

a. On-street Parking. On-street parking will belimited to parallel parking spaces. There should besufficient length and width to allow comfortablemovement into and out of the space. There shouldbe sufficient width to adequately separate theparked car from traffic.

b. Off-street Parking Lots. Off-street parking lotsare the principal means of parking on installa-tions.

(1) Layout. A 90-degree parking layout is pref-erable. Where a fast rate of turnover is expected orwhere required by site limitations, a 60- or 45-degree layout with one-way aisles may be used.Figure 6-4 illustrates a standard 90-degree park-ing lot layout. Parking lot layout should:

(a) Maintain two-way movement if at allpossible.

(b) Avoid dead end parking lots in all situa-tions.

(c) Provide more than one entrance and exitin parking lots with more than 100 parkingspaces.

(d) Provide traffic breaks in parking aisleslonger than 350’.

(e) Use compact parking spaces only if rec-ommended by a traffic impact study.

(f) Provide curbing or a painted line at theends of stalls to control placement of vehicles.

(g) Provide adequate walkway width to al-low comfortable pedestrian movement in areas ofbumper overhang.

(h) Provide curb cuts for barrier-free accessto sidewalks.

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NOTE:LENGTH OF STALLS WITH OVERHANG 16’LENGTH OF STALLS WITHOUT OVERHANG 18’

Figure 6-4. Standard 90-Degree Parking Layout.

(i) Consider snow removal.(2) Islands and Medians. Islands should be

located at the ends and intersections of parkingaisles. They establish turning radii for vehicularmovement and protect end stalls. Turning radiishould be based on the design vehicle. Turningradii should be sufficient to allow traffic move-ment without destroying the island and/or curbing.Figure 6-5 illustrates criteria for laying out is-lands and medians. Landscaped islands and/or

medians should be placed in the midst of parkinglots to:

(a) Separate different vehicles and usertypes.

(b) Break up the expanse of impermeableand unshaded surface.

(c) Provide a more pleasing visual appear-ance.

(d) Preserve existing vegetation.(e) Consider snow removal.

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Figure 6-5. Typical Parking Islands and Medians.

proportional amount of “green” space to paved

(3) Landscaping. The landscaped area within

area. A common minimum standard is 10% of thepaved area, including planted islands, medians

and around a parking lot is usually based on a

and perimeter areas. Figure 6-6 illustrates theareas used to attain this proportion. As a generalrule, the landscaped area should be increased fromthe minimum standard in parking lots associatedwith residential land use. The standard may bedecreased for commercial and industrial land uses.There should be adequate room within islands andmedians to accommodate plant material and lightpoles. Where medians are narrow, tree trunks and

(4) Pedestrian Use. Islands and medians canbe partially or completely paved to service pedes-

light standards should be located on the stall lines

trian traffic. Pedestrians tend to use parking

between parking spaces.

aisles, especially if medians are not generous anddo not allow for comfortable movement betweenvehicles. Should the median be designed as asidewalk, it should be sufficiently wide (a mini-mum eight feet) to allow for pedestrian movementand bumper overhang.

(5) Grading and Drainage. Figures 6-7 and6-8 illustrate basic principles for grading anddraining parking lots. Parking lot design should:

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Figure 6-6. Landscaped Area in Proportion to Paved Area

(a) Maintain a relatively constant gradeacross the lot while providing enough slope andadequate spot elevations to properly direct drain-age off the lot or to drainage inlets.

(b) Use islands and medians to accommo-date topographic change between the access driveand parking areas or between different parkinglevels.

(c) ‘Sheet drainage across small, flat parkinglots into swales in surrounding grassed areas.

(d) Control runoff with curbing and direct itto the sides and corners of larger (more than 100spaces) and/or steeper lots.

(e) Avoid channelling of sheet flow.(f) Avoid ponding water.(g) Avoid creation of an impoundment zone

in the center of the lot.

(h) Never trap water in corners.(i) Provide sufficient spot elevations to move

water off the lot.(j) Provide adequate drainage inlets to move

water off the lot.(6) Lighting. Parking lots should be illumi-

nated for traffic safety and security. Uniformcoverage should be provided across the lot. TM5-811-1 provides guidance on lighting parkingareas.

(7) Pavement Marking and Signage. The Man-ual on Uniform Traffic Control Devices for Streetsand Highways (ANSI D 6.1e) provides guidance onpavement marking and signage.

c. Parking Structures. Parking structures maybe separate buildings or built underground inconjunction with other building development. For

6-7

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Figure 6-7. Typical Grading and Drainage for a Small Parking Lot.

underground structures providing a transition be-tween the access road or drive which permitsenough vertical height at the structure’s entranceis critical to successfully incorporating the struc-ture into the site. If the roof of the structure is tobe used as a site amenity or is to incorporaterecreational activity, the site designer should coor-dinate with the structural engineer to ensure thatthe roof can support the weight of such additionalelements as plant material and soil. The bookParking provides guidance on development ofparking structures.

6-5. Parking Areas for Petroleum, Oil andlubricates (POL) Vehicles.

Figure 6-9 illustrates a typical POL parking area.POL parking area design should:

a. Provide traffic flow which allows vehicles toenter the parking stall with a single turn and toexit in a continuous straightforward movement.

b. Locate stalls a minimum 100’ away frommotor pool shops and dispatch offices.

c. Locate stalls a minimum 300’ away fromnon-motor pool buildings, public highways andpublic gathering areas.

d. Maintain a minimum 10’ distance betweenvehicles.

e. Maintain a minimum 1% and maximum 5%gradient.

f. Provide adequate positive drainage and ade-quate spill containment to prevent contaminationof normal storm drainage running off site.

6-6. Special Circulation Areas.

Circulation areas for other than normal automo-bile traffic have special requirements to makethem function successfully. They require addi-tional space to accommodate unusual traffic pat-terns and to provide more room, especially largerturning radii, for manueverability.

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T M 5 - 8 0 3 - 1 4IDENTIFY HIGH POINTS

Figure 6-8. Typical Interior Grading and Drainage for a Parking Lot.

a. Gateways. Figure 6-10 illustrates typical low-volume gate areas. Design for gateways should bediscussed with the Provost Marshal and coordi-nated with the site’s physical security require-ments. Design for gate areas should:

(1) Provide adequate width for a gatehouse,traffic island, travel lane and, if necessary, pull-over lane for questioning or search.

(2) Provide enough straight length on theaccess drive to accommodate stacking for waiting

vehicles and to allow an adequate transition zoneinto and out of the major traffic flow.

(3) Use curb around the traffic island to createbetter visibility and prevent poor drainage at thegatehouse.

b. Dropoff Areas. Figure 6-11 illustrates a typi-cal drop-off area. Design of drop-off areas should:

(1) Provide adequate width and length to ac-commodate the movement of cars in and out of theflow of traffic.

6-9

TM5-803-14

Figure 6-9. Typical POL Parking Area

(2) Provide enough width and length for ve- to accommodate the necessary maneuvering intohicles to move entirely out of the traffic flowwhere cars and buses are using the same drop-offzone.

(3) Maintain a fairly level grade across thearea.

(4) Have curb cuts for barrier-free access ontosidewalks.

c. Delivery and Service Zones. Delivery and ser-vice trucks can access rear or side doors in build-ings. These services should not cross pedestriantraffic or take place over sidewalks. Delivery mayrequire dock facilities which need sufficient room

6-10

and out of the dock. Figure 6-12 illustrates atypical truck loading area for a single-unit truck.Design for delivery zones should:

(1) On a continuous-flow vehicular system,provide enough length to pull forward, then backinto the dock, and then move forward again toexit.

(2) On a dead-end service drive, provideenough space for the necessary turning move-ments.

(3) Provide positive drainage away from theloading dock. This may be accommodated by a

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LOW THROUGH -VOLUME HIGH THROUGH - VOLUMEINSPECTION FACILITY INSPECTION FACILITY

Figure 6-10. Typical Low-volume Gate Areas.

six-inch drop across the first 20’ away from theloading dock to a drainage inlet.

(4) Maintain as level a grade as possible sothat trucks do not have to move uphill to the dock.The maximum standard desirable grade is 3%.

(5) Be screened with walls, fences, plant mate-rial or a combination of these.

d. Dumpsters. The design of trash removal areasis controlled by the size and location of thedumpster pad. Figure 6-13 illustrates a typicaldumpster pad layout. Design for dumpster padsshould:

(1) Allow sanitation trucks to approach thepad in a straightforward manner, align withthe dumpster, reverse away from the pad andexit the site. It is preferable if trucks do nothave to reverse out of the site or turn to exit the

site but can maintain a continuous forward move-ment.

(2) Locate dumpsters on concrete pads.(3) Provide positive drainage away from the

pad.(4) Screen the pad with fences, walls, plant

material or a combination of these.e. Drive-in Facilities. Drive-in facilities, such as

banks and fast-food restaurants, require carefuland clear establishment of traffic patterns and acontinuous traffic flow. The standard configurationfor a single- or double-service position facility doesnot lend itself to a two-lane approach and depar-ture design. It usually relies on some form of loopsystem. Figure 6-14 illustrates a typical layout fora drive-in facility. Design for drive-in facilitiesshould:

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ACCESS DRlVE

Figure 6-11. Typical Dropoff Area.

(1) Maintain traffic flow into and out of thedrive-in windows while working with other on-sitevehicular traffic flow including parking.

(2) Minimize interference with pedestrian traf-fic flow.

(3) Provide adequate stacking room in thedrive-through lanes for waiting vehicles.

(4) Provide adequate stacking room on-site toprevent spillage out into access roads.

(5) Use curb and planting islands to controltraffic movement.

(6) Use signs and directional arrows on thepavement to help avoid confusion.

f. Motorcycle Parking. Figure 6-15 illustrates atypical motorcycle parking area. Design for motor-cycle parking should:

(1) Locate parking close to building entrances.(2) Locate parking in parking lot corners.(3) Locate parking away from low areas which

catch drainage.(4) Place parking on a concrete pad which is

resistant to kick stands in warm weather.(5) Provide adequate signage and pavement

striping.

6-7. Mitigating Vehicular Impact.

Because circulation and parking consume suchlarge areas, all possible methods of mitigatingtheir impact on site should be explored. A mini-mum 20’ wide buffer strip should separate allparking areas from neighboring streets.

6-12

a. Grading. Working closely with existing topog-raphy in the placement of parking areas limits cutand fill and creates a more pleasant flow experi-ence. Locating parking on flatter slopes also limitscut and fill. Where slopes are steeper, more thanone level of parking may be used to break up theparking expanse. Locating parking structures par-tially underground or surrounding them withearth banks lessens their visual impact. In orderto avoid the visual and lighting impact of automo-biles, parking should not be placed at an elevationabove the finished floor elevation of surroundingbuildings.

b. Screening. Locating parking below the gradeof neighboring streets and surrounding land useshelps mitigate its visual impact. Berms and plantmaterial alone or in combination should be used toscreen parking lots from neighboring roads andsurrounding land use. Architectural screens suchas walls or fences may also be used. The design ofparking screens should relate to the natural or ar-chitectural character of the site as a whole. Earthberms should be designed relative to the 52”viewing height, or eye level, of a motorist. Figure6-16 illustrates various methods of screen-ingparking areas. It may be impractical to providecontinuous screens around large parking areas.Judicious placement of berms and plant materialcan still break up the uninterrupted line of vehi-cles and significantly lessen their impact. Land-scape treatment of islands and medians can alsobe used to break up large expanses of parking.

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TURN-AROUND FOR MEDIUM SIZED TRUCKS (SU)Figure 6-12. Typical Truck Loading Area.

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DUMPSTER(SEE DETAIL BELOW)

SITE PLAN

DETAIL

NOTE: LENGTH OF CONCRETE PAD SHOULD BE COORDINATEDWITH THE LOCAL MANAGEMENT COMPANY

Figure 6-13. Typical Dumpster Pad Layout.

6-14

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ACCESS ROAD

Figure 6-14. Typical Layout for a Drive-In Facility.

6-15

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Figure 6-15. Motorcycle Parking.

6-16

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HEDGE AND/OR STREET TREES

EVERGREEN BUFFER

EARTHBERM BUFFER

EARTHBERM AGAINST STRUCTUREFigure 6-16. Screening Parking Areas.

6-17

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APPENDIX A

REFERENCES

Government PublicationsDepartment of the ArmyAR 200-2

AR 210-20

AR 415-15

TM 5-800-3

TM 5-803-1

TM 5-803-2

TM 5-803-5

TM 5-803-8

TM 5-803-13

TM 5-811-1

TM 5-820-4

TM 5-822-2

TM 5-822-5

Referenced FormsDD Form 1391

Environmental Effects of Army Actions

Master Planning for Army Installations

Military Construction, Army

(MCA) Program Development Project Development Brochure

Installation Master Planning

Planning in the Noise Environment

Installation Design

Land Use Planning

Landscape Design and Planting

Electric Power Supply and Distribution

Drainage for Areas Other than Airfields

General Provisions and Geometric Design for Roads, Streets, Walks, andOpen Storage Areas

Engineering and Design Flexible Pavements for Roads, Streets, Walks,and Open Storage Areas

FY-Military Contruction Project Data

Department of Transportation, Federal Highway Administration

ANSI D 6.1e Manual on Uniform Traffic Control Devices for Streets and Highways(1989)

Government Printing Office, US Government Printing Office, Washington, D.C.

D.C.FED STD 795

Nongovernment Publications

Uniform Federal Accessibility Standards

American Association of State Highway and Transportation Officials,

Suite 225, 444 N. Capitol Street, NW, Washington, DC 20001A Policy on Geometric Design ofHighways and Streets (1990)

Institute of Transportation Engineers, Suite 410, 525 School Street, SW, Washington, DC 20024-2729Parking Generation, 2nd. edition(1987)

Stover, Vergil G., and Koepke, Frank J. Transportation and Land Development, Prentice-Hall, Englewood Cliffs, NJ, 1988.

Weant, Robert A., and Levinson, Herbert S., Parking, EN0 Foundation for Transportation, PO Box 2055, Westport, CN 06880,199O.

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APPENDIX B

TYPICAL SITE TRAFFIC IMPACT STUDY REPORT OUTLINE

This appendix outlines the typical information andanalyses necessary to prepare a site access andcirculation plan and subsequent site traffic impactstudy report for a proposed project.

I. Executive Summary

A. Site location and study area.B. Principal findings.C. Recommendations.

I I . Introduction

A. Purpose of report and study objectives.B. Site plan.C. Land use and intensity.D. Phasing and timing.

Ill. Area Conditions

A. Study area.1. Existing land uses.2. Area of significant traffic impact.3. Anticipated future development.

B. Site accessibility.1. Area road system.

a. Existing.b. Future.

2. Traffic volumes and conditions.3. Transit service.4. Existing relevant transportation manage-

ment programs-carpool programs and flexibleduty hours.

IV. Projected Traffic

A. Site traffic (each horizon year.)B. Trip generation.

1. Trip distribution.2. Modal (type of transport: e.g., POV vehicle,

shuttle bus, POL vehicle, etc.) split.3. Trip assignment.

C. Through traffic (each horizon year.)1. Method of projection.

2. Non-site traffic in study area.a. Method of projection.b. Trip generation.c. Trip distribution.d. Modal split.e. Trip assignment.

3. Through traffic.4. Estimated volumes.

D. Total traffic (each horizon year.)

V. Traffic Analysis

A. Site access.B. Capacity and level of service.C. Traffic safety.D. Traffic signals.E. Site circulation and parking.

VI. Improvement AnalysisA. Improvements to accommodate base traffic.B. Additional improvements to accommodate

site traffic.C. Alternative improvements.D. Status of improvements already funded, pro-

grammed or planned.E. Evaluation.

VII. Findings and Recommendations

A. Site accessibility.B. Traffic impacts.C. Need for any improvements.

VIII. Recommendations

A. Site access and circulation plan.B. Roadway improvements.

1. On site.2. Off site.3. Phasing, if appropriate.

C. Transportation management actions.1. On site.2. Off site.

D. Other.

B - l

The proponent agency of this publication is the Office of theChief of Engineers, United States Army. Users are invited tosend comments and suggested improvements on DA Form 2028(Recommended Changes to Publications and Blank Forms) toHQUSACE (CEMP-EA), WASH DC 20314-1000.

By Order of the Secretary of the Army:

Official:

GORDON R. SULLIVANGeneral, United States ArmyChief of Staff

MILTON H. HAMILTONAdministrative Assistant to the

Secretary of the Army

DISTRIBUTION:

Army: To be distributed in accordance with DA Form 12-34-Eblock 4567, requirements for TM 5-803-6.

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* U.S. G.P.0.:1994-300-723:1000