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HomeMy WebLinkAboutResolution No. 4500 RESOLUTION NO. 4500 A RESOLUTION AMENDING THE JUNE 1993 DESIGN STANDARDS FOR EUGENE STREETS, SIDEWALKS, BIKEWAYS AND ACCESS WAYS, ADOPTED BY RESOLUTION NO. 4392 The City Council of the City of Eugene finds that: A. On December 6, 1993, the City Council adopted Resolution No. 4392 approving the June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways. B. As part of the newly developed Eugene Local Street Plan, the Planning Commission has recommended replacement of the section of the June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways related to local streets, as set forth in Exhibit A attached hereto and incorporated herein by reference. C. Sections I through V of the May 1996 Eugene Local Street Plan set forth findings and conclusions supporting the amendments to the June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways, and are incorporated herein by reference. D. The 1996 revisions to the Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways are consistent with other adopted City policies, and have been reviewed by and recommended for approval by the Eugene Planning Commission. The June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways adopted by Resolution No. 4392 should therefore be amended as set forth herein. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF EUGENE, a Municipal Corporation of the State of Oregon, as follows: 1. Based on the above findings, which are adopted herein, the City Council hereby approves and accepts the recommended changes to the June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways attached as Exhibit A hereto and incorporated herein by reference. The June 1993 Design Standards for Eugene Streets, Sidewalks, Bikeways and Access Ways, as adopted by Resolution No. 4392 is hereby amended as set forth in Exhibit A hereto, as the design standards to be considered by the City for construction and reconstruction as set forth therein, and the guidelines to be followed in implementing those design standards. Subsequent amendments to Exhibit A may be made as provided in Section 7.085 of the Eugene Code, 1971. 2. The City Recorder is requested to append a copy of this Resolution to Resolution No. 4392. The foregoing Resolution adopted the 29th day of July, 1996. ~ f. z7~ Deputy City Recorder EXHIBIT A AMENDMENTS TO JUNE 1993 DESIGN STANDARDS FOR EUGENE STREETS, SIDEWALKS, BIKEWAYS, AND ACCESS WAYS AS ADOPTED BY RESOLUTION NO. 4392 Replace the design standards for local streets contained in Design Standards for Eugene Streets. Sidewalks. 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(j ~ ~ ~ o ~ ~ cj Cl ~ ~ ~ ~ o (J > ~ r.n ~ ~ ~ ~ [fJ ~ > ~ o > 5 r.F1 LOCAL STREETS Local streets are the framework around which communities are built, For the most part, these streets are residential streets, although streets serving commercial and industrial development are sometimes also considered local streets, Although the primary function of local streets is to provide access to properties fronting on the street, to a great extent, streets 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 v,rith 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 immediate environment. 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. Local Street Sub-Classifications Local Streets are divided into several sub-classifications: · Alleys · Access Lanes · Low- Volume Residential Streets · Medium- Volume Residential Streets · CommerciallIndustrial Streets Alleys: Alleys are streets that provide secondary access to residential properties where street frontages 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: This street is designed for primary access to a limited number of properties. On this street type, the residential environment is dominant and traffic is subservient. A.ccess Lanes can be constructed as cul-de-sacs, loop streets, or short streets connecting two other streets. Access lanes generally serve 25 or fewer homes and traffic volumes are low (less than 250 ADT). Low-Volume Residential Street: This street is designed for primary access to individual residential property as well as access to adjacent streets. As for the Access Lane, the residential environment is dominant. Traffic volumes are relatively low (250-750 ADT). Medium- Volume Residential Street: This street is 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 accommodate higher traffic volumes (750-1,500 ADT), Commercial/Industrial Street: These streets are designed for primary access-to commercial and industrial properties and to connect to the major street network. These streets are designed to accommodate higher traffic volumes and freight Local Street Design Elements The typical design elements found in a local street right-of-way are: side\valk and planting strip areas, parking lanes, vehicle traffic lanes, and occasionally a center median. The follo\ving standards apply to both new and existing unimproved local streets. Sidc'\valks: Side\valks are required along all new local streets and shall be a minimum of 5' wide. Generally, setback sidewalks are required, along both sides of the street. Setback sidewalks shall be set back from the street by a planting strip not less than 6' wide, Sidewalks shall not have obstructions such as mailboxes, utility poles, or signs that reduce the usable width of the sidewalk below 5'. t R.o.W. tUNE 1S'o 0- Curbside sidewalks and sidewalks on one side of the street are permitted for Access Lanes; in special circumstances such as to reduce excessive impacts to topography, wetlands, drainageways, and other natural features; in infill situations to match exis- ting configuration; or in 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 CommerciallIndustrial Streets. Figure 1 LOCAL STREET SETBACK SIDEWALK Parking Lanes: Parking lanes are 7' wide on local streets. Additional parking to accommodate occasional high parking demands may be provided in congregate parking areas, such as parking bays. Bike Lanes: 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 bicyclists and motorized traffic. Vehicle Lanes: Two 10' vehicle traffic lanes are required on local residential streets when traffic volumes are expected to exceed 750 vehicles per day. On local residential streets with traffic volumes less than 750 vehicles per day, a single 14' 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, Two 12' vehcile traffic lanes are required on local commercial and industrial streets. 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. Medians: Center medians are a design option for Lo\v- Volume and Medium-Volume Residential Streets, but the street design must ensure the minimum 14' clear lane needed for fire apparatus. Medians shall be landscaped with groundcover, trees, and shrubs less than 3' in height. Drainage and Curbs: Drainage inlets shall be bicycle-safe as required by ORS 810.150. Curb inlets as shown in Figure 2 shall be used unless alternate style is required or approved by the City Engineer Figure 2 DRAINAGE INLET Combined vertical curb and gutter shall be used on all streets with an enclosed drainage system. A modified rolled curb with a slightly rounded top and bottom may also be used as shown on Figure 3; however, no other rolled curb designs are permitted. Gutter \vidth shall be 18" wide measured from the face of the curb. In private alleys paved with asphalt, inverted concrete curbs as illustrated in Figure 4 are required to prevent the pavement edge from breaking down. Inverted curbs are also required on Access Lanes that utilize adjoining grassed swales for drainage. Figure 3 MODIFIED ROLLED CURB s.- Ii- \.. 1 1 PArr. ~ ~ElU ~ c ~ '"' " l S- l ~ .., Figure 4 fNVER TED CURB Pavement and Right-of-Way Widths: Depending on the projected traffic volumes and any circumstances unique to the location, pavement widths for local residential streets (not including alleys) typically range from 20' to 34', with total right-of-way \vidths ranging from 40' to 60'. Pavement widths for local commercial and industrial streets typically range from 30' to 44', with total right-of-way widths ranging from 55' to 70'. CuI-dc-sacs: Maximum length for a cul-de-sac is 400 feet, measured from the centerline of the intersecting street to the radius point of the cul-de-sac bulb. A cul-de-sac \vill 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. Cul-de-sacs constructed with 20' of paving and more than 150 feet in length must provide a 12' emergency vehicle, bicycle, and pedestrian access sway from the bulb to an adjacent street. Utilities The primary location for utilities is in a public utility easement (PUE adjacent to the right-of- way. 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. Utilitities are required to avoid conflicts with stormwater-related conveyance and treatment facilities. Traffic Calming Devices Occasionally it is necessary to employ various techniques to reduce vehicle speeds and/or shift traffic to more appropriate routes. These techniques 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 Plarming and design should be coordinated with nearby residents as well as emergency'and other service providers who will be affected by their use. Table 2 indicates which techniques are suitable for existing and new streets, Table 2 TRA.FFIC CALMING DEVICE LOCATIONS Traffic Calming Device Existing Street New Streets Traffic Circles . . Speed Humps II 11* Raised Crosswalks II . Curb Extensions . . Chicanes . . Traffic Diverters . Full Diverter - Street Closure Half Diverter Diagona~ Diverter Median Barriers . . Forced Turn Channelization . . Parking Bays . . Pavement Surface Modification . . Speed Actuated Signing . I * New speed humps are to be installed only at the direction of the City Traffic Engineer.. Exceptions to Address Topographv and Natural Features Occasionally, streets are constructed in locations which require special accommodations such as in hilly areas, or near wetlands, canals, dense vegetation, 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 meandering 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. I, Physical conditions that preclude development 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 area, or a resource on the National Wetland Inventory or under protection by State of Federal law; or 2. Buildings or other existing development on adjacent lands, including previously subdivided but vacant lots or parcels, physically preclude a connection no\v or in the future, considering the potential for redevelopment. Grade New street grades in excess of 20% are prohibited. Maximum grade of 15% with up to 200' lengths of grades up to 20%, but no intersections or drive\vay access in areas with grades above 150/0, Private Streets and AlIevs Private local streets are required to be designed to the same standards as public streets in the following categories: a. Intersection configuration (spacing and intersection angles), b. Minimum centerline radius length (AAHTO standard). c. Grade: Maximunl grade of 15% with up to 200' lengths of grades up to 200/0, but no intersections or driveway access in areas with grades above 15%. d. Sight distance. e. Width: Minimum 20 feet g. Curb height where necessary for roof drains, safety or ADA requirements h. Street alignments in relation to natural resource sites and water-related features. 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 requirements, which allows a minimum width of 3' provided that "passing space" is provided at "reasonable intervals, not to exceed 200 feet." 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). The structural design and construction inspection for private streets and alleys would remain the developers responsibility. Certification by a licensed engineer that a structural design meeting the public design standards outlined above has been completed would be submitted with the land use application.