HomeMy WebLinkAboutResolution No. 4608
RESOLUTION NO. 4608
A RESOLUTION ADOPTING REVISED DESIGN
STANDARDS AND GUIDELINES FOR EUGENE STREETS,
SIDEWALKS, BIKEWAYS AND ACCESS WAYS, AND
REPEALING RESOLUTION NO. 4500.
The City Council of the City of Eugene finds that:
A. On July 29, 1996, the City Council adopted Resolution No. 4500 amending and
readopting the June, 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access
Ways.
B. As part of the Eugene Arterial and Collector Street Plan, the Eugene Planning
Commission has recommended new design standards for arterial and collector streets. The entire
design standards document has been reformatted and a street lighting design standard has also been
added for both local streets and arterial and collector streets. Those standards are set forth in Exhibit
A hereto and are also contained within the Eugene Arterial and Collector Street Plan.
C. The revised Design Standards and Guidelines for Eugene Streets, Sidewalks,
Bikeways and Access Ways attached as Exhibit A hereto as approved and recommended by the
Eugene Planning Commission, should be adopted, Resolution No. 4500 and the Design Standards
adopted therein should be repealed, and the design standards for local streets amended, all as set
forth in the attached Exhibit A.
NOW, THEREFORE,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF EUGENE, a
Municipal Corporation of the State of Oregon, as follows:
Section 1. Resolution No. 4500, and the June, 1993 Design Standards for Eugene Streets,
Sidewalks, Bikeways, and Access Ways adopted therein is hereby repealed, as of the effective date
of this Resolution.
Section 2. The revised Design Standards and Guidelines for Eugene Streets, Sidewalks,
Bikeways and Access Ways attached as Exhibit A hereto are hereby adopted, as of the effective date
of this Resolution, as the City's mandatory design standards and its advisory guidelines for arterial,
collector and local streets. The guidelines in Exhibit A for implementation of those design standards
are advisory only, and have no legal or binding effect. These Design Standards and Guidelines are
also set forth in the Eugene Arterial and Collector Street Plan, and portions are reflected in the
Eugene Local Street Plan. In the event any conflict exists with the Standards and Guidelines in
Exhibit A and the Standards and Guidelines in the Eugene Arterial and Collector Street Plan or the
Resolution - 1
Eugene Local Street Plan, the Standards and Guidelines in Exhibit A hereto control. Subsequent
amendments to Exhibit A may be made as authorized in Section 7.085 of the Eugene Code, 1971,
following the rule making procedures of Section 2.019 of the Eugene Code, 1971, with notification
to the City Council at the same time that public notice is given.
Section 3. This Resolution, and the Design Standards and Guidelines adopted herein shall
become effective upon the effective date of Ordinance No. 20181.
Section 4. In addition to the findings set forth above, the Eugene Arterial and Collector Street
Plan adopted as findings in support of Ordinance No. 20181 is incorporated by reference as additional
findings in support hereof.
The foregoing Resolution is adopted the 22nd day of November, 1999.
1l-I!Yr
City Recorder
Resolution - 2
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Exhibit A
Design Standards and Guidelines For Eugene Streets,
Sidewalks, Bikeways and Accessways
November 1999
INTRODUCTION
Within a city, a large share of the public right-of-
way is devoted to transportation facilities. A facility
may be a street, sidewalk, bikeway, or access way
which is used by automobiles, trucks, transit
vehicles, bicycles, or pedestrians.
This document contains design standards for
arterial, collector and local streets to ensure the safe
and efficient operation of each faci I ity type for all
users and judicious use of the public space. The
standards contained in this document apply to new
construction, reconstruction, and improvements to
existing unimproved streets, except as specified in
this document. The standards apply to both public
and private streets unless specified otherwise.
Situations may arise where the design standards
cannot be rigidly applied. Under special circum-
stances, some flexibility of the standards will be
necessary to create a design that is sensitive to the
specific needs and features of the location. For
example, reconstructions of existing streets may be
difficult due to the limitations of existing right-of-
way. There may be trees, buildings, or other fea-
tures which result in the need for a narrower street
cross-section.
Street designs must consider the needs of people
with disabilities, such as visually impaired pedestri-
ans and pedestrians in wheelchairs. Every effort
should be made to locate street hardware away
from pedestrian locations and provide a surface free
of bumps and cracks which create safety and
.
mobility problems. Smooth access ramps shall be
provided where required.
The determination of the pavement width and total
right-of-way shall be based on the operational
needs for each street as determined by a technical
analysis. The technical analysis shall use forecasted
demand volumes that reflect the maximum number
of pedestrians, bicyclists, parked vehicles and traffic
expected when the area using the street is fully
developed. As the analysis identifies specific needs
such as bike lanes, parking or turn lanes, the width
of the street can be established.
Figure 1 illustrates elements which are typically
incorporated in the transportation right-of-way such
as sidewalks, planting strips, parking spaces, on-
street bicycle lanes, and vehicle travel space, which
may include left-turn lanes and/or median islands
The width, size, and/or design of the elements
frequently differ depending on whether the roadway
is classified as a local, neighborhood collector,
major collector, minor arterial, or major arterial
street. In the functional hierarchy of streets, collec-
tor and arterial streets are considered to be major
streets. Local street types are considered to be
minor streets and are further divided into sub-
classifications depending on the function and
location of the street.
Figure 1
Sidewalk Planting Parking Bike
Strip lane lane
Vehicle lanes
2
Bike Parking Planting Sidewalk
lane lane Strip
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o
ARTERIAL AND
COLLECTOR STREETS
This section identifies standards for the design of
Eugene's major streets; that is, those streets that
function as arterials or collectors. Typically, arterial
and collector streets carry significant amounts of
traffic, much of it having longer trip distances and
requiring somewhat higher speeds and less land use
access than local streets. Arterials and collectors
carry higher volumes of traffic than local streets,
and require special design considerations and a
high degree of inter-connectivity. At the same time,
arterials and collectors must provide for public
Arterial and Collector Street Standards
transit, bicycle, and pedestrian travel, usually at a
higher level than local streets. Arterials and collec-
tors must be designed to accommodate these users,
and to provide for their safety, comfort, and conve-
nience.
Table 1 contains a summary of typical widths for
arterial and collector street elements such as right-
of-way, pavement, sidewalk, bicycle lanes, and
planting strip areas.
Table 1
R.O.W. Paving Width @ Planting Bicycle
Setback
Street Type No Parking (6) Parkina @
Width Parki ng One SI(te Two Si es Sidewalks Strips Lanes
Major Arterial 1001-1201 681-941 681-941 681-941 2@6IMin. 2 @ 91-6" Min. 2@51
Mi nor Arterial 651-1001 341-701 341-701 341-701 2@6IMin. 2 @ 81-6" Min. 2@51
Major Collector 601-751 321-441 321-441 321-441 2@6IMin. 2@8IMin. 2@51
Neighborhood 401 201(10/10) 1 @ 6' @ 2@71
Collector with no 401 271(7/10/10) 1@61 @ 2@71 None
Bike or Transit 451 271(7/10/10) 2@61 1 @61/1 @71
Facil itites 461 341(7 JHYl Q'7) 2@61 2@71
Neighborhood 451 24'(12/12) 1 @ 6' @ 2 @ 71-6"
Collector with 451 311(7/12/12) 1@61 @ 1 @ 71/1 @81 None
501 241(12/12) 2@61 2@71
Bike Routes 501 311(7/12/12) 2@61 2@71
Only 501 381(7/12/12/7) 2@61 2@71
Neighborhood 551 281(14/14) 2@61 2@ 71-6"
Collector with 551 351(7/14/14) 2@61 1 @71/1 @81 None
Bike Routes & 551 431(7/14/14f1) 2@61 2 @ 71-6"
Transit
)
A. Parking I1aY6 altemate with planting 6trip on Neighl1orhood Collectol"6.
8. SIdewalk6 on one 61de of the 6treet are allowed only If the de61gn quallfie6 a6 an ex&eption.
C. Setl1ack 61dewalk dlmen610n include6 5' paved 6idewalk and 1're6erve 6trlp I1ehind the walk.
D. Planting 6trip dimen6ion Include6 6" cur"6.
:3
Arterial and Collector Street
Types and Functions
In general, the primary function of arterial streets is
to provide a high degree of vehicular mobility;
however they also serve a secondary role to provide
land access. Arterial streets are used as primary
bicycle, pedestrian, emergency response routes,
and transit routes.
Some major arterials are freeways or expressways,
which have unique geometric criteria for their
design and function. Because their characteristics
necessitate separate design standards, they are not
addressed in this document.
In general, the primary function of collector streets
is to assemble traffic from the interior of an area and
deliver it to the closest arterial street. Collectors
provide for both mobil ity and access to property
and are designed to fulfill both functions. They
usually serve shorter trip lengths and have lower
traffic volumes than arterial streets. Collector streets
are also used as important emergency response
routes and are frequently used as transit routes.
Arterials and collectors are divided into several sub-
classifications:
· Major Arterials
· Minor Arterials
· Major Collectors
· Neighborhood Collectors
Major Arterials: Major arterials are the primary
Uarteries" for intra-urban travel. They provide for
through travel movements and for travel from the
city to outside destinations. One of the key charac-
teristics of urban major arterials is the high degree
of connectivity they provide within the urban area.
These streets and highways connect various parts of
the region with one another and with the "outside
world", and serve as major access routes to various
regional destinations. The design of major arterials
typically limit property access and on-street parking
to improve traffic capacity for through traffic. In
Eugene, major arterials typically have four or more
lanes, sidewalks and planting strips, striped bicycle
lanes, and raised median islands or two-way left
turn lanes.
Minor Arterials: Minor arterials also provide a high
degree of vehicular mobility in that they connect
nearby rural areas to cities and function within
-
4
cities as conduits for a large proportion of intra-
urban trips. They provide the next level of urban
connectivity below major arterials. Minor arterials
sometimes provide intra-regional connectivity; in
most cases their main role tends to be serving intra-
city mobility. In Eugene, a typical minor arterial
contains two lanes plus a center turn lane, bike
lanes, planting strips, and sidewalks. Some minor
arterials are only two lanes wide, while others
contain up to 4 lanes plus turn lanes or median
islands. On-street parking is provided on some
minor arterials.
Major Collectors: Major collectors assemble traffic
from the interior of an area and deliver it to the
closest arterial street. These streets provide for both
mobil ity and land access to property and are
designed to fulfill both functions. Major collectors
are found in residential, commercial and industrial
areas. Major collectors frequently have continuous
left turn lanes and are normally provided with
sidewalks, planting strips, and striped bike lanes;
provision for on-street parking varies by location.
Major collectors may be designed with raised
medians to reduce conflicts, provide a pedestrian
refuge, restrict turning movements, limit land
access, or to furnish an aesthetic separation be-
tween traffic lanes.
Neighborhood Collectors: Neighborhood collectors
are found only in residential neighborhoods and
provide a high degree of access to individual
properties. This street type does not apply to com-
mercial and industrial areas, nor to most multifam-
ily residential areas. As a rule, both right-of-way
and paving widths are narrower than major collec-
tors. Left turn lanes are only infrequently used on
neighborhood collectors, and then only at intersec-
tions with higher volume streets. Neighborhood
collectors are required to have sidewalks and
planting strips. A great deal of flexibility exists for
on-street parking on this street type. On most
neighborhood collectors, bicycles share the travel
lane with other motor vehicles, eliminating the
need for striped bicycle lanes. Exceptions to this
can occur in situations where traffic volumes or
speeds, roadway geometry, or other factors suggest
that striped lanes will provide a safer design.
:r
)
o
Arterial and Collector Street
Design Standards and Guidelines
The typical design elements found within the right-
of-way for arterial and collector streets are: vehicle
lanes, bicycle lanes (with some exceptions), drain-
age and curbs, planting strips, street lighting,
sidewalks, and utilities. Optional features include
median islands and on-street parking. All of these
design elements are specified within a designated
paving width and right-of-way width for each
particular street, based on the specific needs and
setti ng of that street.
Deaign Standarda
,
./
Design standards in this document are required for
the following types of street improvement projects
in Eugene (unless otherwise specified in the word-
ing of the particular standard):
· Newly constructed arterial and coUector
streets.
· Major reconstruction of existing arterial and
collector streets, to upgrade the street to urban
standards through reconstruction of the roadbed
and addition of curbs, gutters and sidewalks.
· Major widening of existing improved arterial
and collector streets that results in adding one or
more.through vehicular travel lanes.
For all other types of street improvement projects,
these standards are to be considered as desirable
design guidelines but are not mandatory.
The standards are not intended to apply to construc-
tion of or improvements to freeways and express-
ways.
Deaign Guidelinea
In addition to spelling out the minimum design
standards for arterial and collector streets, this plan
also provides a set of Design Guidelines to help
design professionals and the general public reach a
consensus on the best possible design for any
particular street improvement project. While the
Design Standards can be regarded as specifyi ng a
set of "minimum tolerable" conditions for certain
attributes of arterial and collector streets, the Design
Guidelines found in this chapter are to be used as a
working manual of best design practices for con-
structing, reconstructing, and improving Eugene's
major street network.
Criteria for EXGeptiona
Design standards in this chapter must be met except
when an exception can be justified through consid-
eration of the following:
1) Topography or slope constraints;
2) Significant trees or other vegetation;
3) Other natural resource constraints, including
wetlands, wildlife habitat, etc.;
4) Historic resources;
5) Insufficient right-of-way, and inability
to obtain additional right-of-way at
reasonable cost and within a reasonable
time frame for the project;
6) Adopted Council policies, including
those found in neighborhood plans.
Design exceptions might "e considered
for streets with topographic, vegetation,
or right-of-way con6traint6 like thl6
street in the South Hills
5
Pavement and
Right-of-Way Widths
Design Guidelines
1) Determination of total pavement width should
balance consideration of the avai lable right-of-
way; pedestrian, transit, emergency responder,
and bicyclist needs; overall street function, and
traffic capacity needs.
2) Wide streets can present an impediment to
pedestrian crossings. Pedestrian refuge medians
and/or landscaped medians with pedestrian
refuges should be designed into arterial and
collector street intersections with more than
three travel lanes, whenever possible, to reduce
crossing distances and improve safety and
comfort for pedestrians and motorists.
3) As an alternative to widening streets in built-
up areas with right-of-way constrictions, con-
sider creating paired, one-way street designs
where the street layout permits.
4) Where needed, right-of-way width may be
increased to accommodate high-occupancy-
vehicle (HOV) lanes or exclusive transit lanes, as
indicated in adopted plans.
5) Utility manhole covers and other infrastruc-
ture access elements should not be place within
bicycle lanes on new streets.
')
6) An initial determination of required Right-of-
Way and pavement widths for new street con-
struction and street reconstruction projects will
be made by City of Eugene staff.
Pavement and Right-of-Way
Width Design Standards
1) Depending on the projected traffic volumes
and any circumstances unique to the location,
curb-to-curb pavement widths for major arterial
streets typically range from 68' to 941 with total
right-of-way widths ranging from 1001 to 120'.
2) Curb-to-curb pavement widths for minor
arterial streets typically range from 341 to 701
with total right-of-way widths ranging from 651
to 1 001.
3) Pavement widths on major collector streets
typically range between 321 and 441 with total
right-of-way widths ranging between 60' and
751.
4) Pavement widths for Neighborhood Collector
streets range from 201 to 431 with total right-of-way
widths ranging from 40' to 551 depending on a
number of factors, including availability of on-
street parking, need for shared use of travel lanes
with bicycles, and use of the street by transit
vehicles.
5) Utility placement and design of curbs
and drainage facilities shall be in
accordance with adopted Local Street
Design Standards.
6
Wide 6treet6 can pre6ent an impediment
to pede6trlan cro66in(J6
o Vehicle Travel Lane Widths
Design Guidelines
1) Travel lane width is a function of the use of
the lane, the type of vehicle served, and the
speed of the vehicle. All of these factors, as well
as whether the lane is an "inside" lane or an
"outside" lane should be considered in deter-
mining travel lane width.
2) lane widths should be wider on higher-speed
streets than on lower-speed streets.
.3) Outside lanes may require a wider width to
accommodate turning trucks and buses, and to
reduce the effects of adjacent obstructions like
parked cars. If a bicycle lane is present, outside
lanes need to be wide enough to provide for
safety and comfort of bicyclists adjacent to those
lanes.
4) Typical travel lane widths:
a) Major Arterials. Travel lanes are typically
12' wide on major arterial streets.
b) Minor Arterials. Travel lanes are typically
11'wide on minor arterial streets.
)
c) Major Collectors. Travel lane widths are
typically 111 wide on Major Collector streets,
although wider lane widths may be required
. for industrial areas or other areas with signifi-
cant amounts of large truck
traffic.
d) Neighborhood Collec-
tors. Typical travel lane
widths on Neighborhood
Collector streets range from
10' to 14'. The design
width shall be determined
by the use of the street:
narrower lane widths are
permitted on streets used only by motor
vehicles; wider lane widths may be needed
on streets which are used by a mix of motor
vehicles, bicycles, and/or transit vehicles.
Vehic;le Travel Lane Width
Design Standards
1) The minimum travel lane width on Major and
Minor Arterial streets is 111.
2) The minimum travel lane width on Major Collector
and Neighborhood Collector streets is 101.
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7
Sidewalks
Design Guidelines
1) Sidewalks and other pedestrian improvements
are vital to the function of arterial and collector
streets designed for multi-modal use. Walking can
serve as a sole transportation mode or function as
a link in a multi-modal trip. Sidewalks promote
transit use by providing the link from home to bus
(and vice versa). Sidewalks provide critical access
to all properties; commercial, residential, indus-
trial and public.
2) Sidewalks and other pedestrian improvements
are essential components of all new street
projects as well as major reconstruction projects.
3) Setback sidewalks on both sides of the street
are the preferred pedestrian design choice for
arterial and collector streets. Setback sidewalks:
a) provide for physical separation of pedestri-
ans from vehicle traffic, an important consid-
eration where pedestrians m'ust walk next to
higher speed traffic,
b) provide a safe and comfortable environ-
ment for pedestrians,
c) provide a safe and comfortable envi ron-
ment for motorists by fully separating pedes-
trians from vehicles,
d) provide for compatibility with Americans
with Disability Act requirements for curb
ramps and driveway aprons,
e) provide space between the sidewalk and the
curb for street trees, and landscaping plantings,
f) provide a distinct green edge to the street,
further distinguishing the different uses of the
street and contributing to traffic calming by
presenting a more attractive area of travel,
4) Alternating setback and curbside sidewalks or
meandering sidewalks are an acceptable design
alternative in areas where constraints (like
significant trees and other natural features) and
right-of-way limitations exist. In such places, on-
street parking or bicycle lanes mitigate the
negative impacts of curbside sidewalks.
8
.)
5) Sidewalks should be located on both sides of
arterial and collector streets. Where sidewalks
exist on only one side of the street, access to
transit is difficult and pedestrian safety as well as
motorist comfort is compromised by requiring the
pedestrian to cross the street to gain access to a
sidewalk. This is particularly true on arterial and
collector streets that have higher traffic volumes
that move at higher speeds.
M1661n{J 61dewalk 6e{Jment make6 acce66 to tran6it
difficult
(J
6) To promote pedestrian use and access to
transit, sidewalks should be continuous along all
arterial and collector streets. Existing gaps in the
pedestrian system should be closed.
7) Sidewalks should be designed with adequate
width to accommodate all existing or anticipated
uses, including loading and unloading of people
from on-street parking, walking traffic, window
shopping traffic, bicycle parking, and use of
street furniture.
Wider sidewalks accommodate more Intensive
pedestrian traffic In areas where pedestrian volumes are
higher
e
Sidewalk Deeign Standarde
1) Setback sidewalks with a minimum width of 5
feet (see Figure 2) are the standard except for
the following situations:
a) Alternating setback and curbside or
meandering sidewalks shall be permitted in
areas where constraints (like significant trees
and other natural features) and right-of-way
I imitations exist.
Setback Sidewalk
b) Sidewalks in commercial areas shall be
designed to provide adequate space for
pedestrian travel, street furniture, and related
uses. Curbside sidewalks in pedestrian-
oriented commercial areas shall be a mini-
mum of 10 feet wide, and shall incorporate
tree wells in lieu of landscaped planter strips.
2) Sidewalks shall not have obstructions such as
mailboxes, signs or utilities that reduce the
usable width of the sidewalk below 51.
3) Sidewalks shall be continuous along the full
frontage of a development.
4) All driveway entrances and other curb cuts
shall be constructed flush with the adjacent
street surface.
5et11ack sidewalks are the preferred pedestrian design
choice for Eugene's streets
10
Curb &
Gutter
Varie6
61 Min.
Planting
Strip
Fleure 2
Reserve
Strip
Maximum 151
o Bikeways
Design Guidelines
1) Striped bicycle lanes are the preferred bikeway
design choice for arterial and major collector
streets to provide a high level of mobility for
bicyclists. A shared roadway generally is sufficient
for Neighborhood Collector streets.
2) An interconnected street system is an impor-
tant factor in providing convenience and conti-
nuity of travel for bicyclists.
3) On-street bicycle lanes and off-street paths
will be constructed in those locations indicated
in adopted plans.*
4) Bicycle signing and pavement markings
should be consistent throughout the bikeway
system per the 1995 Oregon Bicycle and Pedes-
trian Plan guidelines.
5) Curb inlets are the preferred design option for
storm water facilities. Where installation of curb
inlets is not possible, catch basins with approved
bike-proof covers are an acceptable alternative.
(See Figure 3 )
Curb Inlet
Figure 3
~
6) Avoid designing continuous right turn lanes
on major streets with bicycle lanes.
* Striped bicycle Janes will be added to existing
arterial and major collector streets which are
already improved to urban standards only in
cases where such bike lane projects on specific
streets are included in the adopted TransPlan.
On-6treet bike lane6
provide a high level of
mobility for bioyoli6t6
11
')
6ioyole Lane De5ign Standard5
1) Striped bicycle lanes are required on Major
and Minor Arterial streets and Major Collector
streets when those streets are newly constructed,
are constructed to urban standards, or are
widened for major vehicular capacity increases.*
(These situations are defined elsewhere in this
document as Major Projects, and are considered
projects which may be initiated by the City if
they have been included in the adopted
TransPlan.)
2) Bicycle 'lanes shall be a minimum of 5' wide
and shall be free from obstacles such as drainage
grates and utility covers.
It On Neighborhood Collector streets, bicycles
generally share the travel lane with motor
vehicles, therefore, striped bicycle lanes are not
usually required on these streets. Exceptions to
this standard may occur on particular Neigh-
borhood Collector streets, if specified in city-
adopted plans or policies.
12
o
On-Street Parking
Design Guidelines
1) Appropriate levels of on-street parking should
be provided on certain streets to:
a) increase pedestrian comfort and safety by
buffering pedestrians from automobile traffic;
b) support increased economic activity by
increasing the visibility of storefronts and
signage to motorists parking on the street;
c) support increases in development density
and reduction of development costs for small
business by reducing the need for on-site
parking;
d) support traffic calming efforts on a street
by introducing "friction" and narrowing the
perceived width of the street;
e) provide spaces for on-street passenger and
freight loading and unloading in intensively
developed areas;
f) provide space for visitor parking in residen-
tial areas; and
g) reduce speeding by reducing the width of
overly-wide streets.
2) On-street parking decreases the capacity of
the adjacent travel lanes between 30/0 and 300/0
depending on the number of lanes and the
frequency of parking maneuvers. Balance the
demand for through-traffic movements, with
local access requirements, and with the at-
tributes listed in On-Street Parking Guideline #1,
when deciding where to provide on-street
parki ng.
3) Parallel parking is the preferred parking layout
for on-street parking on Eugene's streets. On-
street diagonal parking can be considered as an
option in certain circumstances and on a case-
by-case basis. Optimal circumstances for
provision of diagonal parking include adequate
overall street width and low volume, low speed
veh icu lar traffic.
4) To avoid expensive retrofits, provide for on-
street parking based on the planned, rather than
the existing, land use pattern and densities.
5) Parking lanes on arterial streets may need to
be wider than other streets to provide an extra
margin of safety between parked cars and
adjacent bicycle lanes or vehicle travel lanes.
6) On-street parking may be provided on major
arterial streets only after a
parking demand and supply
study has been completed and
the desirability and feasibility of
on-street parking has been
verified. A parking study shall
ParkIng I1aY6, like thI6 one on aU!
Avenue, allow on-6treet parkIng
while reducIng overall 6treet width
13
)
consider, among other factors, the nature of
adjacent land uses, the degree to which the
street is nearing design capacity, and the pres-
ence of bicycle lanes on the street.
7) As a general rule, parking lanes should be
marked at 71 to encourage motorists to park
closer to the curb.
8) When parking is permitted on arterial or
collector streets, it may be provided in parking
bays which are interspersed with curb exten-
sions and planting strips. The parking areas shall
alternate with the planting strip areas as shown
in Figure 4.
(,
14
o
On-Street Parking Standards
1) Parking lane widths on arterial and collector streets
shall be a minimum of 7' in width.
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... ...----l.-;;::.:.:;;:::.::..
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Major arterial streets, like Coburg R.oad, are designed with no on-street parking
Alternating Parking/Planting Strip
Figure 4
Alternate Parking 6aye with
Croee-Street Planting Stripe
'1 tun. ~~~Il~j
Planting Stripe
Should I1e a Minimum
of 200 S~uare Feet
to Allow AtJe<\uate
Tree Root Growth
[]CD
15
Planting Strips and Street Trees
Design Guidelines
1) Street trees should be provided along all
arterial and collector streets to:
a) Separate and define the boundaries be-
tween pedestrian areas and vehicle use areas.
This separation reduces the impacts of traffic
volumes and speeds on pedestrians and
adjacent land uses;
b) Provide tranquility on the street, slowing
the pace and intensity of street activity and
enhand ng the well bei ng of pedestrians and
motorists;
c) Provide shade in the summer and allow
sunlight in the winter;
d) Reduce the automobile scale of major
streets to human scale;
e) Provide the motorist with a vertical wall,
helping motorists to gauge their speed;
f) Create an outdoor room which helps
provide a sense of enclosure and security;
g) Reduce air pollution;
h) Provide identity to the street, orientation of
the street within the system of streets within a
city, and provide a status and prestige to
addresses along the street;
i) Reinforce the design and hierarchy of the
arterial and collector street system; and
j) Intercept rainfall and absorb stormwater runoff.
2) Provide continuous, uniformly and closely
spaced tree plantings to create a continuous
canopy along the length of and across the width
of the street. Tree spacing should connect to
form a continuous tree canopy over the street. A
minimum spacing as low as 10 feet is possible
depending on the tree species. Closer tree
plantings can be achieved when the diameter of
the tree trunk will remain relatively narrow.
Planting strips allow for planting of large-soale,
hlgh- oanopY street trees on major streets
16
o
Motorists and bicyclists on the
approach to a street must be
able to clearly see between
trees.
3) Street trees shou Id be
planted within center medi-
ans. Trees planted within the
median reduce the perceived
width of the street. This
guideline does not apply
when there is a strong termi-
nating view, or in downtowns
areas where strong architec-
tural features should be
allowed to dominate the
streetscape.
4) Plant street trees in planting
strips in areas with less intensive pedestrian and
commercial activity, or in tree wells with or
without tree grates in areas with more intensive
pedestrian and commercial activity.
5) Street trees should be of mixed rather than
uniform species to reduce the potential for
disease killing off whole populations of trees
along a street.
Trees planted within median islands reduce the perceived
width of the street.
Tree grates are sometimes
used in more urban settings
17
6) Large-scale, deciduous, canopy trees are
preferred for street tree plantings
7) Select tree species whose canopies do not
encroach into pedestrian headroom or into tall
curbside vehicles such as buses.
8) Preserve existing mature trees through flexible
street designs, where possible.
9) Encourage agreements with private develop-
ers and landowners to plant and maintain trees
and other right-of-way plantings.
10) Ensure proper sight distance and other safety
considerations in designing and landscaping
planting strips. Maintenance of street trees
within planting strips and medians should be
ensured to avoid reduction of sight distance.
Certain trees with small trunk diameters can be
brought forward, especially in conjunction with
the use of curb extensions.
11) Consider the potential for utilizing planting
strips and medians for stormwater treatment
purposes.
12) The width of a planting strip between curb and
sidewalk should be based on the figures in Table
1. The minimum planting strip widths shown in
Table 1 shall be regarded as strongly preferred.
Total width will be determined by available (or
obtainable) right-of-way, other design features, and
site-specific constraints.
13) Generally, street trees shall be spaced at
intervals between 10 and 501, depending on the
species. The average spacing of street trees is 301.
14) Trees at the ends of medians should be
maintained with a high canopy to maintain sight
distance and permit space for traffic control
devices on the median nose. Median tree
planting should be extended to the intersection if
median widths permits and the median is not
required for traffic control devices.
18
Routine tree maintenance Is necessary to ensure
healthyetreet treee
15) Along Minor Arterial, Major Collector and
Neighborhood Collector streets, planting strips
and parking lanes may be constructed within the
same area, as depicted in Figure 4.
16) Street trees should be planted a minimum of
35' from the midpoint of the tangent of the curb
radius at any intersection.
o
Planting Strip and Street Tree
Design Standards
1) Planting strips at least 6 feet wide, measured
from face of curb to near edge of sidewalk, are
required on both sides of arterial and collector
streets .
2) Planting strips shall be used for the placement
of street trees, signs, street furniture, and, to a
limited degree, utilities.
3) Street trees shall be planted within the plant-
ing strip on arterial and collector streets. The
planting of street trees is governed by standards
and specifications in Public Works Administra-
tive Rule R-7.280 which:
a) establishes policies and requirements for
planting and establishment of street trees;
b) establishes application procedures;
c) establishes Street Tree Plan requirements;
d) establishes standards and procedures to be
utilized in development of a Street Tree Plan,
including standards for tree selection; tree
quality; tree size; tree condition; planting
location; planting procedures; establishment
requirements; and tree trimming, pruning and
removal; and
e) identifies trees that are permitted to be
planted within the street right-of-way.
19
Raised Medians
Design Guidelines
1) Arterial and collector streets may have a
raised median area to decrease the potential for
accidents, restrict turning movements, limit land
access, furnish an aesthetic separation between
opposing traffic, encourage lower vehicle
speeds, provide a refuge area for pedestrians or
vehicles, increase the efficiency and capacity of
the street, and provide space for tree and land-
scape plantings.
2) Medians can be used as part of an overall
corridor access management strategy to reduce
vehicle conflicts, increase capacity, and reduce
accidents.
3) Ensure that U-turns can be negotiated at
downstream intersections or median breaks
when medians are used for access management.
4) Wide streets can present an impediment to
pedestrian crossings. Pedestrian refuge medians and!
or landscaped medians with pedestrian refuges
should be designed into arterial and collector street
intersections with more than three lanes, whenever
possible, to reduce crossing distances and improve
safety and comfort for pedestrians.
5) Medians that function to limit turns, limit land
access, or reduce mid-block accidentS can be
relatively narrow and sti II provide the necessary
channelization.
6) On streets with constrained right-of-way
where it is.desirable to provide a median for
access management, pedestrian refuge, or
A landscaped median on ferry Street
20
aesthetic purposes, consider reducing the
number of travel lanes in each direction, or the
width of the lanes.
7) Medians should be used in conjunction with
Medians can f1e relatively narrow and stili provide
their Intended function
major driveway consolidations.
8) Medians should be used for access manage-
ment on main corridors and on streets with
heavy traffic volumes to improve capacity and
distribute traffic to side streets and to parking.
9) Coordinate placement and design of medians
to accommodate maintenance operations (such
as street light maintenance, utility work, etc.)
and to insure adequate operating space for fire
and emergency medical equipment.
10) Medians at critical intersections can have a
specialized dropped, low curb where emergency
responders require specialized access.
11) Landscaped medians are used to provide an
aesthetic separation between travel lanes and
must provide adequate room for tree root
growth. The width of landscape medians is
variable, depending on the varieties of trees and
shrubs planted in the median. (See Figure 7)
o
Raised Median Design Standards
1). Standards for raised medians are the same for
both arterial and collector streets.
2) The preferred raised median width is 1 0'
when used to limit land access or control turning
Channel Median
Figure 5
~~
4' -.... ~
, Minimum,
)
movements. The minimum width of medians
used for this purpose shall be 41. (See Figure 5).
3) Medians used as a pedestrian refuge shall be
a minimum of 61 in width to enhance pedestrian
safety. (See Figure 6). Medians used as a pedes-
trian refuge or to facilitate pedestrian and
bicycle movements shall be designed with at-
grade cuts at all intersections.
Pedestrian Refuge
Figure 6
4) The preferred raised median width for provi-
sion of turning bays is 141; the minimum width
for this type of median is 12'.
5) Raised medians shall be designed at standard
(6") curb height.
Landsca ed Median
Figure 7
.
Variee
21
Left Turn Lanes
Design Guidelines
1) Arterial and collector streets may have a
continuous two-way left turn lane to channelize
and remove turning traffic from through traffic
lanes, or to provide additional separation
between traffic moving in opposite directions.
2) Continuous two-way left turn lanes are most
useful on streets where driveways and intersec-
tions are frequent.
3) The preferred width for provision of a painted
continuous two-way left turn lane is 12 feet.
4) Left turn lanes at intersections and continuous
left turn lanes may be required on major collec-
tor streets in commercial, industrial, and multi-
family residential areas.
5) Neighborhood collector streets shall not be
designed with continuous left-turn lanes but left turn
lanes at intersections with higher volume streets
may be required.
)
Left Turn Lane Design Standards
1) All left turn lanes on collector and arterial streets
shall be a minimum of 101 in width.
A center turn lane on River Road
22
o Mid-block Crossings
Design Guidelines
1) The preferred location for pedestrian crossings
is at intersections. However, mid-block pedes-
trian crossings can be considered and installed
under certain conditions. Decisions to install
mid-block crosswalks and refuges should be
based on appropriate traffic "warrants" to
minimize potential adverse effects of inappropri-
ately placed crossings.
b) provide pedestrians reasonable crossing
places when there are long distances be-
tween signalized intersections;
c) meet the needs of pedestrians crossing
between high pedestrian generators, such as
a parking lot on one side of the street serving
an office complex or hospital on the other
side of the street;
d) provide visual cues that
allow approaching motor-
ists to anticipate pedestrian
activity and unexpected
stopped vehicles;
e) help channel pedestri-
ans to the nearest available
crossing point;
f) help facilitate access to
and use of public transit;
~ help motorists identify
important school cross-
ings; and
h) make pedestrian behav-
ior more predictable.
4) Generally, an engineer-
ing evaluation will be used
to determine the need for mid-block crossings
on major streets where one or more of the
following conditions exist:
a) protected intersection crossings are spaced
greater than 600 feet, or so that crosswalks are
located more than 400 feet apart in high pedes-
trian volume locations, or areas with frequent
elderly and school pedestrian traffic, and
b) speeds on the roadway are 40 m.p.h. or
less with pedestrian crossing volumes (for
peak four hours) exceeding 25 on streets with
average daily traffic (ADT) volumes exceed-
ing 10,000. At locations where significant
numbers of pedestrians are children, elderly,
or disabled, minimum crossing thresholds are
10 pedestrians per hour (peak four hours) on
streets with average daily traffic (ADT)
Thi6 mld-"'ock croeeing improve" pede"trian eafety on
Wlllakenzle Road near Sheldon High School
2) Mid-block crossings may be used to provide
street-crossing points for pedestrians on major
streets in areas with infrequent intersection
crossings or where the nearest intersection
crossing creates substantial out-of-direction travel.
3) Where warrants are met, mid-block crossings
can be used to:
a) provide pedestrians with reasonable
opportunities to cross streets during periods
of heavy traffic, and when there are few
naturally occurring gaps in the approaching
traffic streams;
23
volumes exceeding 10,000. An engineering
investigation to determine adequate sight
distance, traffic speeds, gap availability and
pedestrian volumes shall determine the
applicability of the above criteria.
5) Where right-of-way, travel lane, and bike lane
configuration allow for their construction, curb
extensions and/or raised median islands should
be provided at mid-block crossings to increase
pedestrian and driver visibility, and to reduce
pedestrian crossing distances. ( See Figure 8).
6) Mid-block crossings should be marked with
ladder-style (continental) markings to increase
visibility.
7) The need for mid-block pedestrian crossings
will be evaluated by the City of Eugene Public
Works Transportation Division. A determination
of the need for a mid-block crossing will be
issued by the Division and will be based on
relevant factors established by the Manual on
Uniform Traffic Control Devices (MUTCD)
including sight distance, vehicle speed, accident
records, illumination, traffic volumes, type of
pedestrian, nearby pedestrian generators, and
other factors that are used to satisfy a warrant.
Mid-block crossings may be provided with
pedestrian-activated signals and appropriate
advance warning devices upon a finding, based
on traffic engineering study, that the location
satisfies warrants established in the Manual for
Uniform Traffic Control Devices. Establ ished
school crossings are high-priority locations for
such studies.
Mid-Block Crossing
111111
At-Grade
Median Cut
111 II
...J
m:I:J
24
o
8) Mid-block crossings will be illuminated.
9) Where mid-block crossings penetrate raised
medians, the median will be provided with at-
grade cuts or with Americans with Disabilities
Act ADA-compliant wheelchair ramps. (See
Figure 8)
10) Crossing points shall be supplemented with
advance crosswalk warning signs for vehicle traffic.
Ladder-6tyle marklng6 Increa6e driver awarene66 of pede6trlan cr0661ng area6
26
Intersections
Design Guidelines
1) Intersection design should consider the trade-
offs between increasing vehicle capacity, transit
needs, and improving pedestrian and bicycle
mobility and safety in situations where conflicts
are evident.
2) Multi-modal intersection design should
consider and accommodate appropriate level of
service, design speed, and types of traffic.
3) All modes of travel should be accommodated
in multi-modal intersections. Intersection widen-
ing for additional turn lanes to relieve conges-
tion should provide for and encourage transit
movements, as well as safe pedestrian and
bicycle movements. .
4) The preferred location for pedestrian crossings
is at intersections. However, mid-block pedes-
trian crossings can be installed if warrants are
met. (See Mid-Block Crossing Standards).
5) Wide streets can present an impediment to
pedestrian crossings. Pedestrian refuge medians
and/or landscaped medians with pedestrian
refuges should be designed into arterial and
collector street intersections with more than three
lanes, whenever possible, to reduce crossing
distances and improve safety and comfort for
pedestrians.
6) Generally, provide striped crosswalks at stop
controlled intersections when the minimum hourly
pedestrian crossing volume (for peak four hours)
exceeds 25 on streets with average daily traffic
(ADT) At locations where a significant number of
pedestrians are children, elderly, or disabled,
minimum crossing thresholds are 10 pedestrians per
hour on streets with average daily traffic (ADT)
identified in the above cited references. Use this
guideline as long as the basic criteria governing
sight distance speeds, etc. are met. For details
regarding this guideline, see references cited in the
Mid-Block Crossing section.
7) Median signal heads and pushbuttons should
be considered for placement on unusually wide
intersections.
8) Provide right lanes at intersections for buses to
use for "queue jump" operations. The lane may
be exclusive to transit or could include other
vehicles sharing the right turn
lane. Additional widening on
the far side of the intersection
should be considered for far-
side bus stops and bus merge
areas.
Areas with multiple curb cuts Increase accident potential
and reduce the efficiency of the street
26
9) Avoid intersection designs
with dual right-turn lanes,
particu larly with one of the
lanes being a shared through-
right turn lane.
o
10) Reduce crossing widths at intersections by
either providing curb extensions into the street
equal to the width of on-street parking (but not
interfering with bicycle lanes) or reduce curb
return radius to the maximums stated under the
curb return radius section. Exceptions include
narrow streets with short crossings, intersections
with exclusive right turn lanes, or intersections
with a high volume of right turning trucks and
buses. (See Figure 9).
11) Extend bicycle lanes up to intersection stop
bars or crosswalks. Where bicycle lanes cross
through intersections, "skip" markings shaH be
used to del ineate the lane.
12) At intersections with exclusive right-turn
lanes, the bicycle lane should be placed to the
left of the right-turn lane.
13) Provide bicycle crossing intervals at signalized
intersections to accommodate a 1 0 m.p.h. crossing.
14) Design of any curb return should consider its
"effective" radius provided by the presence of
bicycle lanes, parking, and other details before
increasing radius size to accommodate bus or
truck use.
15) The design of curb return radii should take
into account the width of the two intersecting
streets, the design vehicle (such as an LTD bus),
lane widths, presence of bicycle lanes or on-
street parking, etc. In each case, LTD staff and
Transportation Division staff shall be consulted
to determine the smallest acceptable radius for
the benefit of pedestrian and bicycle movement,
that adequately provides for bus and truck turns
at the intersection. (See "Figure 26 in Transit
Facilities section of Design Standards and
Guidelines).
16) Design of channelized right turn islands (slip
lanes) can be considered in locations where
street crossing distances, traffic volumes or traffic
speeds jeopardize pedestrian safety or comfort.
(See Figure 11).
17) Striped crosswalks are to be used:
a) at all signalized pedestrian crossings
b) at all intersections on designated school
routes
Curb Extensions
Figure 9
27
18) Avoid striping crosswalks at unsignalized
intersections with inadequate sight distance.
Either mitigate the inadequate sight distance or
direct pedestrians to alternative crossing loca-
tions. Minimum intersection sight distance is
based on local, state, or AASHTO guidelines.
19) If a raised median nose extends into the
crosswalk, provide an ADA-compliant channel
through the median.
20) Use local, state, or AASHTO guidelines to
determine decision and stopping sight distance
triangles at uncontrolled and stop controlled
intersections before striping a crosswalk.
21) Provide illumination for intersections with
striped crosswalks.
22) Signal timing for pedestrians shall be based
on MUTeD standards.
23) Provide signal heads (Walk/Don't Walk) at
all signalized intersections, except where
pedestrian movements are prohibited.
Push "uttons at signalized orosslngs improve
oondltlons for pedestrians
28
Cur" ramps improve street aooess for those
who use wheelohairs
24) Provide pedestrian pushbuttons at all vehicle
activated signals except where pedestrian
movements are prohibited.
25) Provide pedestrian pushbuttons and signal
heads on median refuges at signalized intersec-
tions where median refuges are used.
26) Provide ADA-compliant wheelchair ramps
(two per corner) at all intersections.
o
Curb Return Radii Design
Effect of Corner Radii on
Pedestrian Crossing Distances
Setback Sidewalk
Sidewalk with planting strip
Figure 1 0
(-)
5O'R
.. II 26' wide street
.......... --
Crossing Increase Percent
Radius Distance Crossing Increase
15 feet 26 feet +0 feet 0%
25 feet 36 feet +10 feet 38%
50 feet 65 feet +39 feet 150%
Curbside Sidewalk
Sidewalk at back of curb
'lil 110. 26' wide street
....... --
Crossing Increase Percent
Radius Distance Crossing Increase
15 feet 37 feet + 11 feet 42%
25 feet 50 feet +24 feet 92%
50 feet 89 feet +53 feet 203%
27) Install bicycle detectors at traffic-actuated
intersections. Provide pavement markings
identifying the location of the detector. If bicycle
detectors cannot be installed, provide pedestrian
pushbuttons accessible from bicycle lanes.
28) Curb return radii and the configuration of
medians must be designed to facilitate pedestrian
crossings, while accommodating bus and major
freight movement. Primary design consideration
shall be for pedestrian movements. (See Figure 10).
Right Turn Slip Lane Design
Figure 11
Cut through medians and 1120
Islands for pedestrians ~
~ .rVISlb~llllttYV. .';~
.fj~~f@m "'~"~;~ii~~ilAr;:m%[U' ,"'. *~~t:i;~ :./ . 4jr.: 25' to 40'
I I I I ..::il radius
I I I . I'::' depending
J:' on d85lgn
I I ~ I hM ;::1' vehicle
200 .,,~,
I I j~::' 500 to 6()0
I v1sll7l11ty ..:~'O angle between
I ~ I I ~ ~$$r vehicle flows
ft:
I I I iit Vehicle speeds 14 ~
it? 18 mph, good visibIlity
I I I :~r of pedestrians
I I I 11-- Bicycle Lane
29
Adjacent land Use
Deeign Guidelinee
1) Site planning and design of buildings adjacent
to arterial and collector streets can significantly
contribute to the creation of environments that
support walking, bicycling, and transit use. Site
and building design is an opportunity to redirect
private investment to support multi-modal
transportation and increase transit ridership.
2) Buildings should face the street in all transit
oriented development and nodal development
areas within the city. Orienting the front en-
trance of buildings to the street is fundamental to
increasing regional and local accessibility to
transit, walking and bicycling. It also facilitates
pedestrian access and supports pedestrian
activity on the street.
3) Discourage residential fencing along arterial
and collector streets that isolates the develop-
ment from the street. Encourage residential
building orientation to the street by providing for
on-street parking wherever possible, and by
encouraging on-site parking access via alleys.
4) Attempts should be made, wherever possible,
to consolidate multiple driveways on arterial
streets into single access points.
)
Deeign Standarde
1) To minimize the visual and circulation im-
pacts of extensive sections of fencing along
major streets, bicycle and pedestrian accessways
or street connections shall be provided at
intervals not to exceed 600 feet.
Re61dentlal fencing that 16olate6 development from the 6treet 16 dl6couraged In the plan
30
o Traffic Calming
Design Guidelines
1) Traffic calming techniques should be applied
on selected arterial and collector streets through-
out the city, as funding and opportunity permits,
to address a variety of quality of life and traffic
operations concerns. Traffic calming devices can
be used on major streets to:
a) Keep traffic flowing at a reasonable level
of service;
)
b) Reduce traffic speeds;
c) Reduce traffic-related noise levels;
d) Reduce traffic volumes in selected areas;
e) Ensure fair and appropriate distribution of
traffic throughout a neighborhood;
f) Improve safety and travel conditions for
motorists, pedestrians and bicyclists;
g) Improve traffic circulation;
h) Reduce the need for traffic regu lation and
heightened law enforcement in problem area;
i) Reduce air pollution levels; and
j) Provide increased opportunities for neigh-
borhood revital ization.
2) Traffic calming techniques should not be
applied in isolation. Neighborhood-wide traffic
calming studies should guide the placement and
choice of traffic calming devices.
3) Traffic calming devices used on major streets
should not significantly reduce emergency
response times or impede delivery of transit
services.
4) All new major street projects and major street
reconstruction projects should be evaluated for
potential application of traffic calming devices
and techniques to those streets.
5) All traffic calming devices should be planned
and designed in keeping with sound engineering
and planning practices, and with careful consid-
eration of long-term, cost-effective maintenance.
6) All traffic calming devices should be planned
and designed with significant input by residents
and businesses in the affected areas.
A narrow median. curl1
BXten610n6. and rece66ed
parking calm traffic on E.
8roadway. a downtown
collector 6treet
31
7) The following table (Figure 12) should be
used as a guideline for initial evaluation of
appropriate traffic calming strategies for various
types of streets.
Traffic Calming on Major Streets
Major Minor Major
Traffic Calming Device I Arterial Arterial Collector
Roundabouts I - - -
T rafflc Circles I BE 8B ~
Raised Crosswalks No No -
Curb Extensions I No - -
Parking 6ays I - - -
Chicanes I No ~
Street Closure I No No
Half Diverter I No No No
Diagonal Diverter I No W No
Star Diverter I No No No
Raised Median I
Pavement Surface Modification I ~
Speed Actuated Signing I
Speed Humps I No
Speed Tables I No
Landscaped Roadway I -
Mldbloc;k Neckaown I -
Angled Slow Point with Median I -
32
Figure 1 2
Neighborhood
Collector
-
-
-
-
-
~
~
~
~
-
~
t]tj
-
-
-
-
o Street Lighting and
Streetscape Features
Design Guidelines
1) The streetscape is defi ned as the bu i It and
planted elements of a street which define the
street's character.
)
Street design features such as these light fixtures
along EY" Ave. help define the street~ character
2) Provide continuity of streetscape features
along the length of any street identified as a
specific district or area.
3) Provide street lighting on arterial and collec-
tor streets to:
a) Enhance safety for all modes of travel.
b) Illuminate the street and sidewalks but
minimize unwanted spillover light.
c) Enhance the overall. safety and appearance
of the street and its immediate environment.
4) Provide pedestrian-scale lighting, where
appropriate, to provide a separation from street
traffic and spatial definition that is human scale.
Pedestrian-scale street lights should be lower
than conventional street lights, should be spaced
more closely, and should provide more illumina-
tion of the sidewalk. To provide identity to
certain districts, consider special light standards
such as antique repl icas.
5) Provide kiosks, benches, newspaper racks,
trash cans, bus shelters, cafe tables, hanging
flower baskets and chairs to increase the number
of opportunities for people to socialize and
spend leisure time outdoors along public streets.
6) Provide opportunities for "stationary" pedes-
trianactivities. Stationary activities are either
standing or sitting, where people choose to stay
in a place to observe or participate in public
outdoor activities. Seating can be either primary
(chairs and benches, such as those found at a
cafe or transit stop), or secondary seating (low
walls, steps, or fountain edges, where people
spontaneously collect).
Design Standards
1) Street lighting shall be provided on arterial
and collector streets, in accordance with stan-
dards of the Illumination engineering Society of
North America (IES).
33
Streetscape Features
Design Guielelinea
1) Transitions occur in areas where land use
type, right-of-way width, or street type change.
Transitional areas provide opportunities for
gateways or other design treatments that mark or
signify change.
2) Street transition treatments should be located
at intersections or at the boundaries of signifi-
cant changes in land use.
3) Use transitional treatments to improve unat-
tractive "leftover" areas, and to provide identity
and continuity to street design.
4) Use curb extensions as a landscaped transi-
tion from wider streets to narrower streets. (See
Figure 13).
Street Design Transitions
Figure 1 3
- - --
Parking
[[]D
.. : : .: .~ .: ~. ..
Use curb extensions as a landscape transition
from a wider street to a narrower street
34
o
LOCAL STREETS
local streets are the framework around which
communities are built. Although the primary
function of local streets is to provide access to
properties fronting on the street, to a great extent,
they also determine the form and character of cities
and neighborhoods. The pattern and design of local
streets help shape neighborhood image and identity,
and can influence whether or not an area feels safe.
local streets can also influence the degree of
communication neighbors have with one another,
the extent to which residents use alternate modes of
transportation, and the population's general feelings
of well-being and comfort related to their immedi-
ate environment.
Local Street Standards
The design and appearance of local streets should
convey this purpose through the use of relatively
narrow widths, short lengths, frequent connections
with other streets, and alignments which encourage
slow traffic speeds and discourage through traffic.
Table 2 contains a summary of typical widths for
local street elements such as right-of-way, pave-
ment, sidewalks and plant strip areas, and traffic
volume thresholds.
Table 2
R.O.W. Paving Width @ Planting Average
Type of Street No Parking Parkina (Setback) Daily Traffic
Width Parking One sl(te Two si es Sidewalks Strips (ADT)
l-way Alley @ 201 121 None None NA
2-way Alley @ 201 161 None None
Access Lane @ 401 211 (7/14) 1 @61 71 and 61 <250
Access Lane @ 551 281 (7/14/7) 2@61 2 @ 71-6" ADT
Low-Volume Res.@ 451 201(10/10) 2@61 2 @ 61-6" 250
Low-Volume Res.@ 451 211(7/14) 2@61 2 @ 61-0" to750
Low-Volume Res.@ 551 281(7/14/7) 2@61 2 @ 71-6" ADT
Med.-Volume Res.@ 501 201(10/10) 2@61 2 @ 91-0" >750
Med.- Volume Res.@ 551 271(7/10/10) 2@61 2 @ 81-0" ADT
Med.-Volume Res.@ 601 341(7/1 Q'1 Qf7) 2@61 2@7IO"
Commercial! 551-701 301-441 Curbside! 2 @ 61-01 Min. NA
Industrial Setback
A. 5etl1ack ISldewalk dimenlSion includelS a 6' paved walk and l' IStrip l1ehind the walk. For curblSide ISidewalklS, the
ISldewalk dimenlSlon include6 a 6' paved walk and 6" curb (6'-6" total); the l' IStrip behind the walk i6 added to the
planting IStrip dimenlSlon.
8. Planting IStrip dimenlSlon include6 6" curb. For curblSide 6idewalklS, an additional 6" would be added to the planting
IStrip dimenlSion.
C. In addition to the ROW width, alley6 require a minimum lSetback of 2' on each ISide for a minimum 24' backup
dilStance.
D. Additional parking to accommodate occa6ional high parking demand may be provided In congregate parking area6
ISuch alS parking baylS.
35
Local Street Sub-Classifications
local streets are divided into several sub-classifica-
tions:
· Alleys
· Access Lanes
I
· Low Volume Residential Streets
· Medium-Volume Residential Streets
· Commercial-Industrial Streets
Alleys: Alleys are streets that provide secondary
access to residential properties where street front-
ages are narrow, where the street is designed with a
narrow width to provide limited on-street parking,
or where alley access development is desired to
increase residential densities.
Access Lanes: These streets are designed for primary
access to a limited number of properties. On this
street type, the residential environment is dominant
and traffic is subservient. Access Lanes can be
constructed as cu I-de-sacs, loop streets, or short
streets connecting two other streets. Access lanes
generally serve 25 or fewer homes and traffic
volumes are less than 250 Average Daily Traffic
(ADT).
Low-Volume Residential Streets: These streets are
designed for primary access to individual residential
property as well as access to adjacent streets. As
with the Access Lane, the residential environment is
dominant. Traffic volumes are relatively low (250-
750 ADT).
Medium-Volume Residential Streets: These streets
are designed for primary access to individual
residential property and to connect streets of lower
and higher function and access the major street
network. These streets are designed to accommo-
date higher traffic volumes (750-1,500 ADT). '
Commercial/Industrial Streets: These streets are
designed for primary access to commercial and
industrial properties and to connect to the major
street network. They are designed to accommodate
higher traffic volumes and freight.
36
Local Street Design Standards
The typical design elements found in a local street
right~of-way are: sidewalk and planting strip areas,
parkmg lanes, vehicle traffic lanes, parking lanes,
drainage and curbs, planting strips, sidewalks,
utilities, street lighting, and occasionally a center
median. The standards in paragraphs A-M below
apply to both new and existing unimproved local
streets, unless otherwise stated.
A. Vehic;le La nee
1) Two 101 vehicle traffic lanes are required on
local residential streets when traffic volumes are
expected to exceed 750 vehicles per day.
2) On local residential streets with traffic vol-
umes less than 750 vehicles per day, a single 141
traffic lane may be permitted for both directions
of vehicular travel. The single traffic lane is
intended to create a "queuing street", such that
when opposing vehicles meet, one of the
vehicles must yield by pulling into a vacant
portion of the adjacent parking lane. This
queuing effect has been found to be an effective
and safe method to reduce speeds and non-local
traffic.
3) Two 121 wide vehicle traffic lanes are re-
quired on local commercial and industrial
streets.
4) In special circumstances, such as where a
local street intersects with a collector or arterial
street, additional width may be required for safe
turning movements.
6. MetJiane
1) Center medians are a design option for Low-
Volume and Medium-Volume Residential Streets,
but the street design must ensure the minimum
141 clear lane needed for fire apparatus.
2) Medians shall be landscaped with
groundcover, trees, and shrubs less than 31 in
height.
o
C.Parking Lane5
1) Parking lanes are 71 wide on local streets.
2) Additional parking to accommodate occa-
sionally high parking demands may be provided
in congregate parking areas, such as parking
bays.
D. 6ike Lane5
1) Because of the low projected traffic volume
and speed, striped bicycle lanes are not required
on local streets. However, the design shall
comfortably accommodate the shared use of the
roadway by bicycl ists and motorized traffic.
E. Drainage and Curp5
1) Drainage inlets shall be bicycle-safe as
required by ORs 810.150. Curb inlets as shown
in Figure 14 shall be used unless alternate style
is required or approved by the City Engineer.
2) Combined vertical curb and gutter shall be
used onall streets with an enclosed drainage
system.
3) A modified rolled curb with a slightly rounded
top and bottom may also be used as shown in
Figure 15; however, no other rolled curb designs
are permitted. Gutter width shall be 18" wide
measured from the face of the curb.
4) In private alleys paved with asphalt, inverted
concrete curbs as illustrated in Figure 16 are
required to prevent the pavement edge from
breaking down. Inverted curbs are also required
in Access Lanes that utilize grassed swales for
drainage.
F:. 5idewalk5
Note: the following standards are required for
newly constructed local streets, and recommended
guidelines for existing local streets.
1) Sidewalks are required along all new local
streets and shall be a minimum of 51 wide.
2) Generally, setback sidewalks are required
along both sides of the street.
Figure 14
Drainage Inlet
Figure 15
Modified Rolled Curb
Figure 16
6"
fpavement
..
~
~
~
,
,
9"
?-
Inverted Curb
37
3) Setback sidewalks shall be set back from the
street by a planting strip not less than 61 wide.
4) Sidewalks shall not have obstructions such as
mailboxes, utility poles, or signs that reduce the
usable width of the sidewalk below 51.
5) Curbside sidewalks and sidewalks on one side
of the street are permitted for Access Lanes, in
special circumstances, such as to reduce exces-
sive impacts to topography, wetlands,
drainageways, and other natural features; in infill
situations to match existing configurations; or on
existing unimproved streets. In these situations,
the sidewalk may be placed adjacent to the
street to reduce overall right-of-way. Curbside
sidewalks are also permitted for Commercial!
Industrial Streets.
G. Utilitiea
1) The primary location for utilities is in a public
utility easement (PUE) adjacent to the right-of-
way.
2) Utility facilities such as electric transformers,
hydrants and junction boxes may be located in
the planting strip, but should be sited as close to
the property line as possible to avoid conflicts
with street trees.
3) Utilities are required to avoid conflicts with
stormwater-related conveyance and treatment
faci I ities.
H. Street Lighting
1) Street lighting shall be provided on local
streets in accordance with IES standards. .
38
I. Pavement antJ Right-of-Way WitJtha
1) Depending on the projected traffic volumes
and any circumstances unique to the location,
pavement widths for local residential streets (not
including alleys) range from 201 to 341, with total
right-of-way widths ranging from 401 to 60'.
2) Pavement widths for local commercial and
industrial streets range from 301 to 441, with total
right-of-way widths ranging from 551 to 701.
J. Cul-tJe-aaoa
1) Maximum length for a cu l-de-sac is 400 feet,
measured from the centerline of the intersecting
street to the radius point of the cul-de-sac bulb.
2) A cul-de-sac will normally terminate in a
standard cul-de-sac bulb. In the event that a
standard bulb is not feasible, a "Y" or "T"
turnaround may be used.
3) Cul-de-sacs constructed with 201 of paving
and more than 150 feet in length must provide a
121 emergency vehicle, bicycle, and pedestrian
accessway from the bulb to an adjacent street.
o
K. Traffic; Calming Devioes
1) Occasionally it is necessary to employ various
techniques to reduce vehicle speeds and/or shift
traffic to more appropriate routes. These tech-
niques are commonly referred to as "traffic
calming" measures. Traffic calming measures
can also be incorporated in the construction of
new streets to prevent problems from developing
in newly constructed or future residential areas.
Traffic calming devices are intended for use on
local streets but may be used on collector
streets. The application of these techniques is
based on a case-by-case basis using engineering
judgement. Planning and design should be
coordinated with nearby residents as well as
emergency and other service providers who will
be affected by their use. Table 3 indicates which
techniques are suitable for existing and new
streets.
Traffic Calming Device Locations
Traffic Calming Device Existing Street
II
III
II
Traffic Ci rcles
Speed Hump *
Raised Crosswalks
Curb Extensions
Chicanes
li ff. O. **
ra IC Iverters
Full Oiverters - Street Closure
Half Oiverter
Diagonal Diverter
Median Barrier
Forced Turn Channelization
Parking Bays
Pavement Surface tv\odifications
Speed Actuated Signing
II
II
II
II
L. Grade
1) New street grades in excess of 200/0 are
prohibited. Maximum grade of 150/0 with up to
2001 lengths of grade up to 200/0 is allowed, but
there shall be no intersections or driveway
access in areas with grades above 150/0.
M. Private Streets and Alleys
1) Private local streets are required to be de-
signed to the same standards as public streets in
the following categories:
a) Intersection configuration (spacing and
intersection angles).
b) Minimum centerline radius length (Ameri-
can Association of State Highway and Trans-
portation Officials (AAsHTO) standard).
Table 3
New Streets
III
II
fit
II
III
II
II
II
II
· New speed humps are to be installed only at the direction of the
City Traffic Engineer.
· · Installation of diverters or street closures is subject to provi-
sions of Chapter 5 of the Eugene Code, 1971.
39
c) Grade: Maximum grade of 150/0 with up to
200' lengths of grades up to 200/0, but no
intersections or driveway access in areas with
grades above 150/0.
d) Sight distance.
e) Width: Minimum 20 feet
f) Curb height where necessary for roof
drains, safety or ADA requirements
g) streetalignments in relation to natural
resource sites and water-related features.
2) Sidewalks are required, but reduced sidewalk
width is allowed, curbside or meandering
sidewalks that don't parallel the street are
allowed, and sidewalks are allowed on one side
of the street. Sidewalks must meet ADA require-
ments, which allows a minimum width of 3'
provided that "passing space" is provided at
reasonable intervals, not to exceed 200 feet.
3) Private alleys are required to comply with the
standards for public alleys in the following
categories:
a) Intersection configuration
b) Grade
c) Width and setback requirements
d) Curb requirements (if asphalt)
4) The structural design and construction inspec-
tion for private streets and alleys shall remain the
developers.responsibility. Certification by a
licensed engineer that a structural design meet-
ing the public design standards outlined above
has been completed shall be submitted with the
land use application.
40
Exoeptions to Address Topography and
Natural Resourc;es
Occasionally, streets are constructed in locations
which require special accommodations such as in
hilly areas, or near wetlands, canals, dense vegeta-
tion, or sensitive plants and animals. In these cases,
specific considerations should be made to minimize
negative impacts. For example, wide streets along
steep slopes require much larger hillside cuts than
narrow streets.
Generally, the range of local street types make it
possible to construct or improve local streets in
accordance with the design standards. In certain
situations, however, exceptions should be made.
Exceptions could result in construction of meander-
ing sidewalks, sidewalks on only one side of the
street, or curbside sidewalk segments instead of
setback walks. Exceptions are allowed when one or
more of the following conditions exist.
1) Physical conditions that preclude develop-
ment of a public street. Such conditions may
include, but are not limited to, topography or the
existence of natural resource areas such as
wetlands, ponds, streams, channels, rivers, lakes
or upland wildlife habitat areas, or a resource on
the National Wetland Inventory or under protec-
tion by State or Federal law; or .
2) Buildings or other existing development on
adjacent lands, including previously subdivided
but vacant lots or parcels, physically preclude a
connection now or in the future, considering the
potential for redevelopment.
o
BICYCLE/PEDESTRIAN PATHS
Bicycle/pedestrian paths are facilities that are
physically separated from motorized traffic by an
open space or barrier and serve a mixture of users
such as cyclists and pedestrians as shown in Figure
17. Paths shall be a minimum of 121 wide with 21
wide unpaved shoulders on each side.
Concrete is the preferred surfacing, with saw cuts for
expansion. Asphaltic concrete may be used, depend-
ing on soil or other conditions, such as projected use
by maintenance or emergency vehicles. Pavement,
sub-base and shoulder design shall be determined
following an engineering analysis of the design
variables and shall meet design criteria established
by the City Engineer. Paths should have 31 of shy
distance from the edge of the path to any fixed
object.
(-)
Paths shall be lit and shall comply with IEs standards.
Paths shall be designed to minimize motorized
traffic. Bollards are not the preferred option and
should be used only if warranted. If used, bollards
should be painted with white reflective paint, and
should be placed in the center of the path and
pavement guide separators shall be placed a
minimum of 20' in front of the bollards.
The MsHTO Guide for Development of Bicycle
Facilities shall be followed for other standards for
bicycle path construction such as super-elevation,
overhead clearance, minimum radii, lighting and
sight distances.
Exam Ie Bike Path Dimensions
Figure 1 7
. ~
",I
6ike Path-12' Minimum
2' 5houldera
I.,
20' Right-of-Way
41
PEDESTRIAN AND BICYCLE
ACCESS WAYS
Access ways are interconnecting paved walkways
which provide pedestrian and bicycle passage such
as between two cul-de-sacs or between subdivision
plats. Access ways shall be a minimum of 101 wide
on a 10' right-of-way. They shall be constructed of
Portland cement concrete with a typical depth of 5"
concrete over a 1" base of crushed rock. The dimen-
sions for the pavement and crushed rock are based
upon the heaviest vehicle which will use the access
way and the native soil conditions. Final pavement
and base design shall be determined following an
engineering analysis of the design variables.
Access ways which function as a secondary fire
access shall be constructed to support 55,000 pound
vehicles. Fire access ways shall be paved a minimum
of 201 wide on a 201 right-of-way unless a narrower
width is approved by the City Manager or designee.
Access ways shall be designed to minimize motor-
ized traffic. Bollards are not the preferred option and
should be used only if warranted. If used, bollards
should be painted with white reflective paint, and
should be placed in the center of the path.
Access Way Dimensions
Figure
Type
I I Total
I I Pavement I Right-
I Description I Width I of-Way
I I I
I Not a Fire I 10' I 101
Access
I I I
I Fire Access I 20' I 201
I I
Access
Way
Access
Way
Access way surfaces shall be designed to drain
water to the side or sides of the access way. Drain-
age systems which collect surface water along the
centerline of the access way (similar to paved
alleys) are not permitted.
Adequate vision clearance shall be provided at the
ends of public access ways as required in Chapter 9
of the Eugene Code. Access ways shall be as
straight as possible between connecting streets.
Example Access Ways
for Pedestrians and Bikes
. .
.
. .' .
Bike Path-101 Minimum
101 Right-of-Way
42
Figure 1 9
ADMINISTRATIVE ORDER NO. 58-06-01-F
of the
City Manager
ADOPTING AN AMENDMENT TO THE CRITERIA FOR EXCEPTIONS
IN THE ARTERIAL AND COLLECTOR STREET DESIGN STANDARDS
AND GUIDELINES SECTION OF THE DESIGN STANDARDS AND
GUIDELINES FOR EUGENE STREETS, SIDEWALKS, BIKEWAYS AND
ACCESS WAYS AS ADOPTED BY RESOLUTION NO. 4608.
The City Manager of the City of Eugene finds as follows:
A. Design Standards and Guidelines for Eugene Streets, Sidewalks, Bikeways and
Access Ways ("Design Standards and Guidelines") were adopted by Resolution No. 4608 of the
City Council on November 22, 1999. The Design Stan,dards and Guidelines included a section
that allowed for exceptions to the Design Standards and Guidelines and provided a list of six
Criteria for Exceptions. This Criteria for Exceptions section was also set forth in the Eugene
Arterial and Collector Street Plan also adopted on November 22, 1999, as findings in support of
Ordinance No. 20181.
B. Section 2 of Resolution 4608 specifically authorizes that the adopted Design
Standards and Guidelines may be amended in accordance with Section 2.019 of the Eugene
Code, 1971, (authorizing the City Manager to adopt rules and regulations necessary for the
administration or enforcement of provisions of the Eugene Code, 1971), and Section 7.085 of the
Eugene Code, 1971, (authorizing the City Engineer to prepare standards and standard
specifications for construction, reconstruction, or repair of public improvements).
C. Pursuant to that authority, on February 28, 2006 I issued Administrative Order
No. 58-06-01, and notified the Mayor and City Councilors that I intended to amend the Criteria
for Exceptions subsection of the Arterial and Collector Street Design Standards and the
Guidelines section of the Design Standards and Guidelines by adding an additional (seventh)
exception in order to meet design contingencies not addressed by the current exceptions as
recommended by the City Engineer.
D. The Notice was also published in the Register Guard, a newspaper of general
circulation within the City on March 11, 12, 13, 14, 15, 2006. The Notice provided that written
comments would be received thereon for a period of 15 days from the first date of publication.
No comments were received within the time and manner set forth in the Notice.
Now, therefore, based on the above findings, and -the findings in Administrative
Order No. 58-06-01, I hereby order as follows:
Administrative Order - 1
1. The Criteria for Exceptions subsection of the Design Standards and Guidelines for
Eugene Streets, Sidewalks, Bikeways and Access Ways, adopted by Resolution No. 4608 is
hereby amended by adding an exception 7) so that the subsection provides in its entirety as
follows:
Arterial and Collector Street
Design Standards and Guidelines
Criteria for Exceptions
Design standards in this chapter must be met except when an exception can be justified through
consideration of the following:
1) Topography or slope constraints;
2) Significant trees or other vegetation;
3) Other natural resource constraints, including wetlands, wildlife habitat, etc.;
4) Historic resources;
5) Insufficient right-of-way, and inability to obtain additional right-of-way at
reasonable cost and within a reasonable time frame for the project;
6) Adopted Council policies, including those found in neighborhood plans;
7) For a city-initiated project, the Council decides not to approve a proposed project
design that meets the standards of this chapter, but, after a design process that
includes input from affected property owners and interested persons, the Council
approves a design that the City Engineer determines is safe and functional.
2. The City Recorder is requested to append a copy of this Administrative Order to
Resolution No. 4608 and to Ordinance No. 20181 (which adopted the Eugene Arterial and
Collector Street Plan as findings) and to note their amendment on the City's indexes of
Resolutions and Ordinances.
-Xl-
Dated and effective this \0 day of
Dennis M. Taylor
City Manager
Administrative Order - 2
RESOLUTION NO. 4919
A RESOLUTION CONCERNING STREETS WIDTHS IN THE CREST
DRIVE AREA, AND AMENDING THE CITY'S DESIGN STANDARDS
AND GUIDELINES FOR EUGENE STREETS SIDEWALKS, BIKEWAYS
AND ACCESSW A YS, THE EUGENE ARTERIAL & COLLECTOR
STREET PLAN, AND THE EUGENE LOCAL STREET PLAN.
The City Council of the City of Eugene finds that:
A. The City Council adopted the November 1999 Eugene Street Classification Map
by Ordinance No. 20181 on November 22, 1999, with the streets in the Crest Drive Area left
unclassified pending a study to determine the appropriate classifications and design standards for
the neighborhood.
B. Design Standards and Guidelines for Eugene Streets, Sidewalks, Bikeways and
Accessways (Design Standards and Guidelines) were also adopted by the City Council on
November 22, 1999 by Resolution No. 4608. These Design Standards and Guidelines are also
set forth in the Eugene Arterial and Collector Street Plan adopted as findings in support of
Ordinance No. 20181, and street width recommendations are reflected in the Eugene Local Street
Plan adopted as findings in support of Ordinance No. 20056. The minimum width allowed under
the design standards for local streets and neighborhood streets is 20 feet.
C. The City Council directed the City Manager to implement the Crest Drive
Neighborhood context sensitive solutions (CSS) process on May 8, 2006, with CSS defined as:
Context sensitive solutions is a collaborative, interdisciplinary project
development approach that involves all stakeholders to develop a transportation
facility that fits its physical setting while maintaining safety and mobility for all
users, and reflecting community needs. The goal of CSS is to create early, open,
honest, and continuous communication and sharing of information and knowledge
throughout the design process.
D. The City conducted a topographic survey of all of the streets under consideration,
including all of the trees within the public right-of-way. The City's survey crew surveyed over
15,000 data points including the existing edge of pavement, property comers, public and private
utilities, structures and trees. All of this survey information was used to generate a set of maps to
aid in the street design process.
E. The design process involved City staff working with five separate street teams on
five separate street segments - Upper Crest, Middle Crest, Lower Crest, Storey and Friendly.
Each street team presented its conceptual design to the entire Crest Drive Community Team
(CDCT). As part of the design process, each street team evaluated its design using the Themes
and Values developed and approved by the CDCT.
Resolution - 1
F. Over the course of two meetings on June 28 and July 13, the CDCT reached
consensus on the conceptual design for all five street segments. However, the CDCT did not
reach agreement on the overall design concept because of an outstanding issue regarding the
minimum street width. Through a consensus-based decision process, the CDCT determined
there were compelling reasons to support a minimum street width of 18 feet (two nine-foot travel
lanes). Reasons supporting the recommendation included the CDCT's themes and values
regarding preserved neighborhood livability, reduction of traffic speeds, efficient use of urban
land in a rural setting, increased safety for all modes of use, and focus on a footprint that fits the
neighborhood's character. As such, an 18-foot street width was perceived to be more consistent
with the CDCT's adopted themes and values than a 20- foot street width. Based on those
collaboratively developed values, it was the consensus recommendation of the CDCT to pursue a
legislative change to the minimum street width (18 feet rather than the prescribed minimum of
20 feet) prior to making a decision on the overall design concept.
G. Resolution No. 4608 adopting the Design Standards and Guidelines contains a
provision authorizing administrative amendments to the Design Standards and Guidelines. The
proposal to approve a minimum street width of 18 feet encompasses a wide range of community
interests that are more appropriate for the City Council to resolve, including safety, efficiency,
impacts to adjacent and surrounding residents, and costs assessed to affected property owners.
Therefore city staff referred this matter to the City Council.
H. The City Council held work sessions on the requested amendment to the street
width in the Crest Drive Neighborhood on September 19, 2007 and October 8, 2007, a public
hearing on October 15, 2007, and based on the above findings and the testimony presented at the
public hearing, is now ready to take action.
NOW, THEREFORE,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF EUGENE, a
Municipal Corporation of the State of Oregon, as follows:
Section 1. The Design Standards and Guidelines for Streets, Sidewalks, Bikeways and
Accessways adopted by Resolution No. 4608 of the City Council is amended by adding the
following paragraph as subsection (3) to the Vehicle Travel Lane Width Design Standards
provision set forth on page 7, and as subsection (5) to paragraph A, the Vehicle Lanes provision
of the Local Street Design Standards set forth on page 36:
The minimum travel lane width on streets in the area identified as the Crest Drive
Area on the Eugene Street Classification Map is 9'.
Section 2. The City Recorder is requested to append a copy of this Resolution to
Resolution No. 4608, Ordinance No. 20181 and Ordinance No. 20056. To the extent any of the
provisions contained therein conflict with the amendment set forth in Section 1 of this
Resolution, the amendment contained herein shall prevail.
Resolution - 2
Section 3. This Resolution shall become effective immediately upon its adoption.
The foregoing Resolution adopted the 220d day of October, 2007.
Resolution - 3
RESOLUTION NO. 4927
A RESOLUTION CONCERNING SIDEWALK WIDTHS IN THE CREST
DRIVE AREA, AND AMENDING THE CITY'S DESIGN STANDARDS
AND GUIDELINES FOR EUGENE STREETS SIDEWALKS, BIKEWAYS
AND ACCESSWAYS, THE EUGENE ARTERIAL & COLLECTOR
STREET PLAN, AND THE EUGENE LOCAL STREET PLAN.
The City Council of the City of Eugene finds that:
A. The City Council adopted the November 1999 Eugene Street Classification Map
by Ordinance No. 20181 on November 22, 1999, with the streets in the Crest Drive Area left
unclassified pending a study to determine the appropriate classifications and design standards for
the neighborhood.
B. Design Standards and Guidelines for Eugene Streets, Sidewalks, Bikeways and
Accessways (Design Standards and Guidelines) were also adopted by the City Council on
November 22, 1999 by Resolution No. 4608. These Design Standards and Guidelines are also
set forth in the Eugene Arterial and Collector Street Plan adopted as findings in support of
Ordinance No. 20181, and street width recommendations are reflected in the Eugene Local Street
Plan adopted as findings in support of Ordinance No. 20056. The minimum sidewalk width
allowed under the design standards for local streets and neighborhood streets is five feet.
C. The City Council directed the City Manager to implement the Crest Drive
Neighborhood context sensitive solutions (CSS) process on May 8, 2006, with CSS defined as:
Context sensitive solutions is a collaborative, interdisciplinary project
development approach that involves all stakeholders to develop a transportation
facility that fits its physical setting while maintaining safety and mobility for all
users, and reflecting community needs. The goal of CSS is to create early, open,
honest, and continuous communication and sharing of information and knowledge
throughout the design process.
D. The Crest Drive Community Team believes that a sidewalk width of four feet
better meets the themes and values identified as part of the context sensitive solutions process.
E. The City Council held work sessions on the requested amendment to the sidewalk
width in the Crest Drive Neighborhood on January 23, 2008, and a public hearing on February
19, 2008, and based on the above findings and the testimony presented at the public hearing, is
now ready to take action.
Resolution - 1
NOW, THEREFORE,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF EUGENE, a
Municipal Corporation of the State of Oregon, as follows:
Section 1. The Design Standards and Guidelines for Streets, Sidewalks, Bikeways and
Accessways adopted by Resolution No. 4608 of the City Council is amended by adding the
following paragraph as subsection (5) to the Sidewalks Design Standards provision set forth on
page 10, and as subsection (6) to paragraph F, the Sidewalks provision of the Local Street Design
Standards set forth on pages 37 and 38:
The minimum sidewalk width in the area identified as the Crest Drive Area on the
Eugene Street Classification Map is four feet.
Section 2. The City Recorder is requested to append a copy of this Resolution to
Resolution No. 4608, Ordinance No. 20181 and Ordinance No. 20056. To the extent any of the
provisions contained in Resolution No. 4608 conflict with the amendment set forth in Section 1
of this Resolution, the amendment contained herein shall prevail.
Section 3. This Resolution shall become effective immediately upon its adoption.
The foregoing Resolution adopted the 14th day of April, 2008.
_V\t\A~
City Recorder
Resolution - 2