(a) Can intersections occurring at levels of circulation above a project's primary ground plane be considered toward its connectivity score? Examples include projects with integrated skywalks or an elevated pedestrian plane.
(b) Can intersections occurring at levels of circulation below a project's primary ground plane be considered toward its connectivity score? Examples include projects atop of an underground transit hub with one or more intersecting subterranean transit rights-of-way, projects built on a podium or platform as the "street-level" with a physically depressed motorized circulation level underneath, OR projects atop of a network of pedestrian tunnels.
(c) Can intersections occurring at merging levels of circulation be considered toward its connectivity score? Examples include projects with primary circulation at the street level that are bisected by a riverwalk below street-level or by an elevated trail/right-of-way above the street-level, where intersections occur at the entry and egress points along these features.
The question seeks clarification on how to determine various connectivity measures for projects that contain means of circulation on several different levels. Credits related to connectivity and the urban design of streetscapes are intended to determine both how the project itself performs and how the project relates to its surroundings; so, it is important that the design and connectivity of the circulation network on the main ground level be strong enough to meet the credit requirements on their own. Therefore the overall response is no.
Specifically, regarding whether intersections occurring at levels of circulation above a project's primary ground plane be considered toward its connectivity score? (E.g. projects with integrated sky-walks or an elevated pedestrian plane—i.e. Downtown Akron Skywalks, Minneapolis Skyway System, etc.) While intersections occurring at levels of circulation above a project's primary ground plane may contribute to project occupant mobility, only the ground level intersection should be used to determine the project’s connectivity. Ground level is defined as the addressable, at-grade street and pedestrian network.
Regarding whether intersections occurring at levels of circulation below a project's primary ground plane be considered toward its connectivity score? (E.g. projects atop of an underground transit hub with one or more intersecting subterranean transit rights-of-way, projects built on a podium or platform as the "street-level" with a physically depressed motorized circulation level underneath or projects atop of a network of pedestrian tunnels—i.e. Toronto PATH.) While intersections occurring at levels of circulation below a project's primary ground plane may contribute to project occupant mobility, only the ground level intersection should be used to determine the project’s connectivity.
Finally, regarding whether intersections occurring at merging levels of circulation be considered toward its connectivity score? (E.g. projects with primary circulation at the street level that are bisected by a riverwalk below street-level or by an elevated trail/right-of-way—i.e. the High Line in Manhattan—above the street-level, where intersections occur at the entry and egress points along these features.) Since connectivity and urban design features should meet credit requirements at the primary ground plane, intersections at merging levels cannot contribute to credit achievement.