HomeMy WebLinkAbout2017 11 21 AIS WS DPW TSP Implementation ProjectAGENDA ITEM SUMMARY Meeting Date: 11/21/2017
Meeting Type: Work Session
Staff Contact/Dept.: Emma Newman/DPW Staff Phone No: 541-726-4585
Estimated Time: 90 Minutes
S P R I N G F I E L D PLANNING COMMISSION Council Goals: Maintain and Improve Infrastructure and
Facilities ITEM TITLE: Transportation System Plan Implementation Project
ACTION REQUESTED:
General discussion of draft Transportation System Plan (TSP) Implementation Project materials, including draft Springfield Development Code amendments, draft
Conceptual Street Map, draft Engineering Design Specifications and Procedures
Manual amendments, and TSP Project List and Figures amendments.
ISSUE
STATEMENT:
The City of Springfield is implementing the Springfield 2035 TSP by updating the
Springfield Development Code based on direction from the TSP, and adopting the Conceptual Street Map, updating the TSP Project Lists and Figures, and making
other land use planning and housekeeping amendments.
ATTACHMENTS: ATT 1: PC Memo ATT 2: TSP Chapters 1, 2, and 7
ATT 3: TSP Appendix I: Plan Implementation and Recommended Ordinance/Code Language ATT 4: SSB, TRT, and OT Membership
ATT 5: Draft Springfield Development Code Amendments ATT 6: Draft Conceptual Street Map ATT 7: Draft TSP Project List Amendments
ATT 8: Draft TSP Figure Updates
DISCUSSION:
The Planning Commission received a general overview of the scope, timeline, and
outreach methodologies for the project and endorsed the community engagement
strategy at the January 20, 2016 work session. The Planning Commission also received a communication packet memo update on the project dated June 20, 2017.
Commissioners Vohs and Dunn have served on the project’s Stakeholder Sounding Board. The draft project work products are ready for initial discussion by the Planning Commission.
The project managers will provide a brief summary of the project background, an overview of the draft Springfield Development Code amendments, an overview of
the draft Conceptual Street Map, and a brief summary of primarily housekeeping items, including draft Engineering Design Specifications and Procedures Manual
amendments and TSP Project List updates.
A joint work session and a public hearing with Lane County Planning Commission
is tentatively scheduled for January 23, 2018. The code amendments and
Conceptual Street Map will need to be co-adopted with Lane County Planning Commission and Board of County Commissioners.
For more information, please contact Emma Newman (enewman@springfield-or.gov, 541.726.4585).
1
M E M O R A N D U M City of Springfield
Date: November 21, 2017
To: Planning Commission
From: Emma Newman, Senior Transportation Planner
Subject: Transportation System Plan Implementation Project ISSUE
The City of Springfield is implementing the Springfield 2035 TSP by updating the Springfield Development Code based on direction from the TSP, and adopting the Conceptual Street Map, updating the TSP Project Lists and Figures, and making other land use planning and housekeeping amendments.
BACKGROUND The Springfield 2035 TSP was adopted in July 2014 jointly by the City of Springfield and Lane County.
TSP Chapter 2: Goals and Policies adopted high level goals and policies for Springfield’s transportation system. TSP Chapter 7: Code and Policy Updates identified the need to update the Springfield
Development Code to align with the adopted goals and policies as well as adopt the Conceptual Street
Map in order to implement the TSP. The implementation measures that have guided the TSP Implementation project are as follows from TSP Chapter 7:
The recommended implementation measures address the following. Most of the measures involve changes to the Springfield Development Code:
Needs of the transportation dependent and disadvantaged
System connectivity
Ways of supporting and promoting walking, biking, and taking transit
Treatment of transportation facilities in the land use planning and permitting process
Update and adopt the Conceptual Street Map
The Project Core Team has been working with the following stakeholders and staff to develop the draft
Springfield Development Code changes. Staff has also solicited feedback via the project’s webpage
(http://springfield-or.gov/dpw/TSP.htm) and the Springfield Bicycle and Pedestrian Advisory Committee. See ATT 4 for more details about stakeholder engagement, including Stakeholder Sounding Board,
Technical Review Team, and Oversight Team membership.
Stakeholder Sounding Board (SSB)
o approved by the Planning Commission acting as the Committee for Citizen Involvement (CCI)
o comprised of most of the initial Stakeholder Advisory Committee members from the TSP
development and adoption process
Technical Review Team (TRT)
o comprised of City of Springfield staff and other agency and technical expert staff
Oversight Team (OT)
o comprised of management staff from Development and Public Works
Attachment 1, Page 1 of 2
2
The draft Springfield Development Code amendments were reviewed twice or more by each of the groups
above. A sub-group of the Technical Review Team helped to develop and refine the draft Conceptual
Street Map.
Attachment 8 is a series of maps that reflect the changes shown on the project list provided in Attachment
7 as well as street classification updates that were identified for the draft Conceptual Street Map to achieve logical street classification system connectivity.
TENTATIVE ADOPTION TIMELINE
November 21, 2017 City Planning Commission (PC) Work Session January 23, 2018 City and Lane County Joint PC Work Session & Hearing (& Recommendation?) February 6, 2018 City and Lane County Joint PC Recommendation (optional)
Spring 2018 City Council and Board of County Commissioners work sessions, public hearings, and adoption
Attachment 1, Page 2 of 2
City of Springfield
2035 Transportation System Plan
City of Springfield
225 5th Street Springfield, OR 97477
July 21, 2014
Attachment 2, Page 1 of 26
Attachment 2, Page 2 of 26
Table of contents
Acknowledgements ..................................................................................................................... vi Acronyms and abbreviations .................................................................................................... viii Chapter 1: Introduction ................................................................................................................. 1
Plan overview ......................................................................................................................... 1
The City’s first TSP .................................................................................................................... 2 Regional coordination ............................................................................................ 2
Transportation project development ................................................................... 3
Public and agency involvement .......................................................................... 3
Economic development priority areas ............................................................................. 3 Planning context .................................................................................................................... 3
Transportation planning environment.................................................................. 4
Financial environment ............................................................................................ 7
Organization of the 2035 TSP ............................................................................................... 8 Chapter 2: Goals and policies ..................................................................................................... 9
Creating goals, policies, and action items ....................................................................... 9
2035 TSP goals, policies, and action items ........................................................................ 9 Chapter 3: Transportation System Plan process ....................................................................... 17 Existing and future needs ................................................................................................... 17
Existing conditions analyses ............................................................................................... 17
2035 forecast analysis ......................................................................................................... 18 No Build transportation system assumptions .................................................................. 19
Traffic Volume Development ............................................................................................ 19
No Build analyses ................................................................................................................. 19
Evaluation process .............................................................................................................. 20 Evaluation framework ........................................................................................... 20
Project identification and screening .................................................................. 21
Project evaluation ................................................................................................. 22 Chapter 4: Transportation planning tool box ............................................................................ 23 Tool box ................................................................................................................................. 23
Land use .................................................................................................................. 23
Connectivity ............................................................................................................ 24
Enhancing and increasing non-auto travel modes ........................................ 24 Transportation demand management ............................................................. 28
Transportation system management ................................................................. 29
Neighborhood traffic management .................................................................. 31
Chapter 5: Transportation plan ................................................................................................... 33
Plan area ............................................................................................................................... 33
State and regional planning context .............................................................................. 33
Facilities .................................................................................................................... 34 Related plans and policies .................................................................................. 34 Coordination with plans and infrastructure ...................................................... 36
Guiding principles for street design and operations .................................................... 37
Functional classification of roadways ................................................................ 37 Street design standards ........................................................................................ 41
Truck routes ............................................................................................................. 41
Intersection performance standards ................................................................. 45
Access management guidelines ........................................................................ 45
Attachment 2, Page 3 of 26
Connectivity guidelines ........................................................................................ 46
Transit service .......................................................................................................... 47
Parking ..................................................................................................................... 48 Safety........................................................................................................................ 48
Multi-modal improvement projects ................................................................................. 49
20-year projects ...................................................................................................... 51
Beyond 20-year projects....................................................................................... 63 Study projects ......................................................................................................... 64
Transit projects ........................................................................................................ 65
Other travel modes................................................................................................ 66
Chapter 6: Funding and implementation ................................................................................. 77 20-year estimated revenue stream .................................................................................. 77
Cost of 20-year needs......................................................................................................... 78
Potential funding sources ..................................................................................... 78
Chapter 7: Code and policy updates ....................................................................................... 83
Tables
1 Land use estimates ................................................................................................................. 18
2 Evaluation framework ............................................................................................................ 20 3 Priority projects in the 20-year project list ........................................................................... 51
4 Opportunity projects in the 20-year project list ................................................................ 53
5 As development occurs projects in the 20-year project list ........................................... 55
6 Beyond 20-year projects ....................................................................................................... 63 7 Study projects .......................................................................................................................... 64
8 Frequent transit network projects ........................................................................................ 65
9 Springfield revenue assumptions ......................................................................................... 78
10 Project cost estimates ............................................................................................................ 78 11 Potential local funding mechanisms .................................................................................. 79
12 Potential state and federal grants ...................................................................................... 81
Figures
1 Plan area map ........................................................................................................................... 5
2 Functional classification map ............................................................................................... 39
3 Local truck routes map .......................................................................................................... 42
4 Priority projects in the 20-year project map ....................................................................... 57
5 Opportunity projects in the 20-year project map ............................................................. 59 6 As development occurs projects in the 20-year project map ....................................... 61 7 Beyond 20-year project map ................................................................................................ 67
8 Transit and study project map .............................................................................................. 69
9 Recommended frequent transit network map ................................................................. 71 10 Roadway project map ........................................................................................................... 73
11 Pedestrian and bicycle project map .................................................................................. 75
Volume 2
Appendix I Plan implementation and recommended ordinance/code language
Appendix II Detailed cost estimates and funding analyses
Appendix III TSP Projects on Lane County Facilities
Attachment 2, Page 4 of 26
Volume 3
Appendix A Plans and policies review Appendix B Existing conditions inventory and analyses
Appendix C No Build analyses
Appendix D 20-year needs analyses Appendix E Alternatives evaluation process Appendix F Metro Plan map
Attachment 2, Page 5 of 26
Acknowledgements
Stakeholder Advisory Committee (SAC)
The City of Springfield wishes to acknowledge and sincerely thank the members of the
Stakeholder Advisory Committee (SAC), whose guidance was critical to the development of this
plan.
Kenneth Hill, freight interest
Brock Nelson, rail interest
Phil Farrington, Springfield Chamberof Commerce
Richard Hunsaker, developer interest
George Grier, environmental interest
Allie Camp, bike and pedestrianinterest
Jim Yarnall, pedestrian interest
(former)
Neal Zoumboukos (former) andDave Roth, bicycle interest (former)
Michael Eyster, transit interest
Tim Vohs, City of Springfield Planning
Commission
Dave Jacobson and DianaAlldredge, Metropolitan Planning
Organization Citizen Advisory
Committee
Bob Brew, City of Springfield CityCouncil
Mike Schlosser, Springfield Public
School District
Lane Branch, Downtown businessinterest
Sean Van Gordon, Planning
Commission liaison (former)
Technical Advisory Committee (TAC)
George Walker, Chuck Gottfried
(retired), and Bill Hamann, City of
Springfield Environmental ServicesDivision
Richard Perry and Brian Barnett, City
of Springfield Traffic Engineering
Ken Vogeney City of Springfield CityEngineer
Matt Stouder, City of Springfield
Engineering Supervisor
Linda Pauly and Jim Donovan, Cityof Springfield Development and
Public Works Department
Al Gerard, City of Springfield Fire andLife Safety
Andrea Riner (former) and Paul
Thompson, Lane Council of
Governments
Celia Barry, Lydia McKinney, and
Sarah Wilkinson, Lane County
Kurt Yeiter, City of Eugene
Will Mueller (retired), Sasha Luftig,and Mary Archer (former), Lane
Transit District
Greg Hyde and Rebecca Gershow,
Willamalane Park and RecreationDistrict
Chris Watchie, Point2point Solutions
Ed Moore and Chris Cummings,Oregon Department of Land
Conservation and Development
Attachment 2, Page 6 of 26
Project team
City of Springfield
David Reesor, Project Manager
Tom Boyatt
Molly Markarian
Brian Conlon
Len Goodwin
John Tamulonis
Ken Vogeney, PE
Greg Mott
Brian Barnett, PE, PTOE
Oregon Department of Transportation (ODOT)
Savannah Crawford, Project
Manager
Terry Cole
CH2M HILL
Kristin Hull, Project Manager
Darren Hippenstiel, PE
Brandy Steffen
Darren Muldoon, AICP
Kittelson and Associates
Julia Kuhn, PE
Joe Bessman, PE
Matt Kittelson, PE
Attachment 2, Page 7 of 26
Acronyms and abbreviations
2035 TSP Springfield 2035 Transportation System Plan
AASHTO American Association of State Highway and Transportation Officials
ADA Americans with Disabilities Act
COPR Central Oregon and Pacific Railroad
DLCD Oregon Department of Land Conservation and Development
EWEB Eugene Water and Electric Board
FTN Frequent Transit Network
HSIP Highway Safety Improvement Program
I-5 Interstate 5
LCDC Land Conservation and Development Commission
LID Local Improvement District
LOS level of service
LTD Lane Transit District
Metro Plan Springfield’s current comprehensive planning document, 2004 update
MPO Metropolitan Planning Organization
MUTCD 2009 Manual of Uniform Traffic Control Devices
NTM Neighborhood Traffic Management
ODOT Oregon Department of Transportation
OHP Oregon Highway Plan
OR 126 Oregon State Highway 126
ORS Oregon Revised Statutes
OTP Oregon Transportation Plan
RRFB rectangular rapid flashing beacon
RTP Regional Transportation Plan
RTSP Regional Transportation System Plan, currently being updated
SAC Stakeholder Advisory Committee
SDC Systems Development Charge
SOV single-occupancy vehicle
STIP State Transportation Improvement Program
TAC Technical Advisory Committee
TAP Transportation Alternatives Program
TDM Transportation Demand Management
Attachment 2, Page 8 of 26
TGM Transportation and Growth Management
TIF Tax Increment Financing
TPR Transportation Planning Rule
TransPlan Joint Transportation System Plan for Eugene and Springfield, last
amended in 2002
TSM Transportation System Management
TSP Transportation System Plan
UGB urban growth boundary
UP Union Pacific Railroad
v/c volume to capacity
Attachment 2, Page 9 of 26
Chapter 1: Introduction
The Springfield 2035 Transportation System Plan (2035 TSP) meets state requirements for a transportation system plan and is a resource for future transportation decision making. The 2035
TSP identifies the preferred future multi-modal transportation system and the City’s policies
related to the transportation system. It also identifies the function, capacity, and location of
future facilities, as well as planning-level costs for needed improvements to support expected development and growth and possible sources of funding. This TSP provides the City with
flexibility as staff, the public, and decision makers prioritize and fund critical transportation
investments.
This TSP provides:
A blueprint for transportation investment
A tool for coordination with regional agencies and local jurisdictions
Information to ensure prudent and effective land use choices
Solutions to address existing and future transportation needs for bicycles, pedestrians,transit, vehicles, freight, and rail
The 2035 TSP is the transportation element of and a
supporting document to Springfield’s current
comprehensive planning document (Metro Plan, 2004
update) as required by state law. The City updated the
2035 TSP goals and policies during the planning process
and implemented the Goal 12: Transportation element of the Metro Plan. The primary purpose of the goals and
policies is to guide future transportation related decisions
in Springfield. Together with the Metro Plan, the
Springfield 2035 TSP helps the City accommodate new growth, and maintain and rebuild infrastructure over the next 20 years consistent with a long-term vision.
Plan overview
This TSP identifies the recommended future multi-modal transportation system and the City’s
policies related to the transportation system.
The recommended set of transportation improvements contained in this Plan are divided into those projects that the City expects to construct in the 20-year planning horizon and those that
may not be constructed in this time. Because of uncertainty around transportation funding and
land development discussions, some longer-term priority projects could be implemented in the
next 20 years.
20-year projects (the 2035 TSP planning horizon): Projects needed to serve expected
transportation growth over the next 20 years. These projects have planning-level cost
estimates included in this Plan.
- Priority projects: Higher-cost and scale roadway, urban standards, and pedestrian/bicycle projects that would generally require additional right-of-way.
Intersection of Gateway Street and Beltline Road
Attachment 2, Page 10 of 26
Cars, buses, bikes, and pedestrians all share the public roadway
- Opportunity projects: Lower-cost and scale roadway, urban standards, and
pedestrian/bicycle projects that would generally not require additional right-of-
way and that the City could implement as opportunities arise.
- As Development Occurs projects: Roadway and pedestrian/bicycle projects that
the City would generally implement through a partnership between the City,
other agencies, and/or private enterprise to support new development or
redevelopment.
Beyond 20-year projects: Projects that may be constructed beyond the 20-year planning
horizon. These projects do not have planning-level cost estimates included in this Plan.
Study projects: Projects that need further study and refinement. These projects do not
have planning-level cost estimates included in this Plan.
Frequent Transit Network (FTN) projects: Frequent transit projects that the City has
developed through the ongoing metro-wide Regional Transportation System Plan
process.
The City’s first TSP
In 2001, Eugene and Springfield adopted a shared TSP,
TransPlan (amended 2002), which guided transportation decisions for both cities inside of a shared urban growth
boundary (UGB). In 2006, the Oregon Legislature passed
House Bill 3337 requiring the two cities to develop
separate UGBs. The State of Oregon’s Transportation Planning Rule (TPR) requires Springfield to develop its
own TSP, within its own UGB. While the Springfield 2035
TSP is an “update” of TransPlan, it is the City’s first
independent TSP.
The 2035 TSP ensures the vision for the transportation system meets community needs,
communicates the City’s aspirations, and conforms to state and regional policies. The City will
implement this plan flexibly over time to respond to changes in economic development needs,
community values, or regional, state or federal policies. The City will revisit this TSP when conditions change; many cities update their TSPs every five to seven years.
Regional coordination
To ensure regional consistency as Eugene, Springfield, and Coburg develop their own TSPs, the
regional partners, through the Central Lane Metropolitan Planning Organization (MPO), will develop a Regional Transportation System Plan (RTSP). Because mobility needs do not stop at a
city border, the RTSP will consider linkages between the cities’ and Lane County’s transportation
systems and ensure that the transportation networks work together. The RTSP will also focus on performance measures that address regional facilities in Springfield. The development of the RTSP, which will replace TransPlan, is in process and the MPO will complete it once Eugene,
Springfield, and Coburg adopt independent TSPs.
In addition to the state-required Regional Transportation System Plan (RTSP), the Central Lane MPO is also responsible for maintaining a federally required Regional Transportation Plan (RTP).
The Central Lane MPO updates the RTP every four years and represents the region’s stated
transportation investment priorities. The Springfield 2035 TSP must be consistent with the RTP.
Attachment 2, Page 11 of 26
Economic
development priority
areas
Four areas – Glenwood, Gateway,
Downtown, and the Main Street Corridor – represent considerable growth opportunities and
significant transportation
challenges.
The City is focused on achieving
mixed-used development and
investing in a multi-modal
transportation system that supports transit, walking, and biking in these areas.
Throughout the process of developing the 2035 TSP, the City of Springfield coordinated with the
City of Eugene, Lane County, Lane Transit District, Central Lane MPO, and Oregon Department
of Transportation (ODOT).
Transportation project development
This Plan includes projects that will support expected growth in the City. While the Plan does not
prioritize projects, the City will prioritize investments through annual updates to the Capital
Improvement Program. Once the City identifies a project for implementation through the Capital Improvement Program and project development begins, the City will conduct project-
level planning, public involvement, and engineering to confirm the need, define the project
limits and develop a design for the project.
Public and agency involvement
The public and staff from other partner agencies were extensively involved in the development of the 2035 TSP. Opportunities for engagement included:
Project website (including web-based surveys)
Seven Stakeholder Advisory Committee (SAC) meetings
Seven Technical Advisory Committee (TAC) meetings
Two public open houses and one listening booth at the Sprout! Farmers Market
Targeted outreach with local community service organizations
Planning Commission, City Council and Lane County Board of Commissioners publichearings, as part of the adoption process
Through these public involvement activities, the City provided the citizens of Springfield with a
variety of forums to identify their priorities for future transportation projects. The City’s project
website (as well as an email list of interested citizens, businesses, City staff, boards/commissions, and agencies)
announced public meetings, disseminated information,
and solicited input and feedback from the community. In
addition, City staff met with the Planning Commission and City Council at each major milestone leading up to the
2035 TSP.
Planning context
Opportunities and constraints provided by the physical
environment, community vision, City, regional, and state
policies, and the current and anticipated financial climate have shaped the Springfield 2035 TSP. The
sections below describe how these characteristics may
influence the implementation of the projects, programs,
and policies included in the TSP.
Attachment 2, Page 12 of 26
Participants at the first workshop use an interactive mapping tool to list issues and concerns
Transportation planning environment
The City of Springfield is located within urban Lane County and is part of the Central Lane MPO
area. Springfield’s current boundaries are generally defined by the McKenzie River to the north, Interstate 5 (I-5) to the west, the Willamette River to the south, and rural Lane County to the east.
Figure 1 presents a map of the Plan area that includes the City of Springfield and sections of
unincorporated Lane County that are part of the Springfield UGB. The TPR requires inclusion of
these urban unincorporated areas in the 2035 TSP.
The City of Springfield developed along an east-west spine between the McKenzie and
Willamette Rivers. Land use patterns in the City, surrounding areas, and the metro region as a
whole are mostly suburban, with relatively low-density residential areas often separated from
commercial areas. This development pattern results in heavy travel to and from residential areas during morning and evening rush hours.
The Springfield 2035 TSP supports land use strategies to mitigate the strain on the roadways by
shortening home-to-work trips, supporting transit service, and making walk/bike trips more
practical for working, shopping, and other activities. With Metro Plan’s focus on more compact development, significant future residential development is likely to occur in the Glenwood
Riverfront District, Jasper-Natron area, and along the Main Street corridor (see Volume 3,
Appendix F: Metro Plan map).
Regional and local travel within Springfield’s UGB is shaped by three primary highways: OR 126 Expressway, OR 126
Business Route (Main Street), and Interstate 5 (I-5), which
forms the western boundary of the UGB. While these highways provide access to, from, and through Springfield, they also create significant barriers and constraints. ODOT
operates and maintains these highways; the City has no
direct operational authority over these highways or their interchange ramp areas. OR 126 Expressway and I-5 are
both limited access highways. Running the length of the
City, OR 126 Business Route (Main Street) provides the
primary route for continuous east-west travel in Springfield providing access to hundreds of jobs and homes.
Congestion is commonplace along all of these highways
and recorded crash rates on OR 126 Business Route suggest potential safety-related challenges
for bicyclists and pedestrians. More information is included in Volume 3, Appendix B: Existing conditions inventory and analysis.
In Springfield, as in the rest of the country, officials, and community members recognize the
importance of providing transportation options for local and regional travel and better
management of existing facilities. Providing users with non-auto modes and managing existing facilities prior to adding new and/or costly infrastructure reduces congestion, saves money, and
provides health benefits for Springfield citizens and visitors. A balanced transportation system
with a range of choices that includes both demand and system management techniques can
reduce the need for roadway widening projects that can have high costs or significant community impacts.
Attachment 2, Page 13 of 26
Attachment 2, Page 14 of 26
Attachment 2, Page 15 of 26
Financial environment
A combination of federal, state, county, city, and private funds have traditionally supported
transportation capital improvements. While this remains the case, the overall funding paradigm at both the state and national levels is currently in flux. The recent national recession, reduction or elimination of federal subsidies for timber counties, state-legislated revenue dedicated to
discrete projects, the overhaul of the State Transportation Improvement Program (STIP), and
Congress’ move away from federal earmarks for infrastructure have all combined to make revenue forecasting an uncertain exercise. Today, as in the past, revenue streams are insufficient
to address both the backlog of maintenance and preservation needs across Oregon and the
needs of future transportation investments that support the future economic, health, and well-
being of its communities.
Given these uncertainties, it is nearly impossible to forecast accurately how much funding is likely
to be available for transportation investments and what projects or programs will receive
funding. At one end of the financial spectrum, the nation could view future investments in
transportation infrastructure as paramount to ensuring America’s prosperity. Under this scenario, an infusion of federal transportation funds, unseen since the freeway-building era of the 1950s,
could result in a substantial increase in dollars available for state and local projects. This could
allow for increased and broader investments in projects that enhance the “active”
transportation network as well as those that provide new capacity on the roadway system to benefit freight and private automobile travel. Something similar, although at a much smaller
scale, occurred when Oregon received one of the last federal earmarks for the specific purpose
of bridge rehabilitation and replacement along the I-5 corridor. The recent Transportation Investments Generating Economic Recovery (TIGER) grant funding is also reflective of this approach.
At the other end of the financial spectrum, the federal government could choose not to invest in
transportation infrastructure. Should this be the case, funds available locally from the Highway Trust Fund and other federal funding sources will continue to diminish. This approach will
materially affect the ability of state and local governments to make network and system
improvements that support all modes of travel.
The most likely financial future for the City, and the nation, lies between these two bookends. It is unclear whether federal, state, and local governments will find the means to reinvest in
transportation infrastructure in the future consistent with the vision and priorities in the Oregon
Transportation Plan (OTP). The level of uncertainty faced by local planners and decision makers
is unprecedented in the recent history of transportation planning. Recognizing this context, the Springfield 2035 TSP includes the City’s best thinking about potential funding sources but
acknowledges that adequate funding to implement needed improvements over the next 20
years is unlikely to be available and that predicting the funding streams and types of projects
that can be funded is nearly impossible.
It is unlikely that the City will construct every project contained in the 2035 TSP in the next 20
years. While the 2035 TSP does prioritize planned projects, the City may choose to advance any
of the identified projects as opportunities arise. These opportunities may present themselves as:
changes in policy or funding at the federal, state, or local level
local development priorities
public-private or public-public partnerships
Attachment 2, Page 16 of 26
Projects are sorted into a 20-year list versus those that could occur beyond 20-years to allow the
City the flexibly to make wise investments consistent with the overall vision contained in the 2035
TSP and to leverage opportunities as they arise. The TSP goals and policies can serve as a guide when making these decisions over the life of the Plan.
Organization of the 2035 TSP
The Springfield 2035 TSP is comprised of a main document (Volume 1) and two volumes of technical appendices (Volumes 2 and 3). A separate Executive Summary was also created.
Volume 1 (this document) is the “final report” and includes items that will be of interest to the
broadest audience. It is also the portion of the Plan, which is officially “adopted.” The main volume includes:
Chapter 1: Provides a brief overview of the planning context for the 2035 TSP and the
public process that supported its development
Chapter 2: Discusses the goals and policies that express the City’s long-range vision forthe transportation system
Chapter 3: Summarizes the process undertaken to develop the 2035 TSP, including the
detailed analysis of existing and future conditions and the screening and evaluation of
transportation strategies and projects
Chapter 4: Provides a transportation planning “tool box” of principles and strategies that
can guide future project implementation
Chapter 5: Includes recommended policy guidelines and standards and multi-modal
improvement projects to address existing and forecast transportation needs
Chapter 6: Provides a summary of transportation revenues and expenses, past trends,
and forecasts of potential future trends
Chapter 7: Summarizes required changes in the Springfield codes and policies to needed
to implement the TSP
Volume 2 includes technical information that directly supplements Volume 1, including the
specific implementing ordinances for the 2035 TSP and elements from related plans.
Volume 3 includes the technical memoranda that were prepared in the development of the Springfield 2035 TSP as well as the detailed data and analysis used to prepare the final report.
Attachment 2, Page 17 of 26
Chapter 2: Goals and policies
Creating goals, policies, and action items
The 2035 Transportation System Plan (TSP) goals reflect the community’s vision for Springfield’s
future transportation system and offer a framework for policies and action items. The goals are
aspirational and are unlikely fully attained within the 20-year planning horizon.
The policies, organized by goal, provide high-
level direction for the City’s policy and decision-makers and for City staff. The policies will be implemented over the life of the Plan.
The action items offer direction to the City about
steps needed to implement recommended policies. Not all policies include action items.
Rather, action items outline specific projects,
standards, or courses of action for the City
and/or for its partner agencies to take to implement the TSP. These action items will be
updated over time and provide guidance for
future decision-makers to consider. Many of the
action items respond directly to the needs and deficiencies identified in the TSP (Volume 3,
Appendix C: No Build analysis and Appendix D:
20-year needs analysis). Other action items
reflect the need for future transportation planning efforts, such as refinement plans,
updating ongoing studies, etc.
The City vetted the goals, policies, and action
items through an extensive engagement
process. Previously adopted goals, objectives,
and policies found in the joint TSP for Eugene and Springfield (TransPlan; amended 2002) were
used as a foundation to begin the update. Staff also incorporated City Council and Planning Commission input from previous work sessions, as well as input from the Stakeholder Advisory Committee (SAC), Technical Advisory Committee (TAC), City staff, and the public to develop
goals, policies, and action items. The City revised the goals, policies, and action items several
times during the planning process. Specific details of this process are in Volume 3 of this Plan.
2035 TSP goals, policies, and action items
Goal 1: Community development
Provide an efficient, sustainable, diverse, and environmentally sound transportation system that
supports and enhances Springfield’s economy and land use patterns.
Goals
Goal 1: Community development - Provide
an efficient, sustainable, diverse, and
environmentally sound transportation
system that supports and enhances Springfield’s economy and land use
patterns.
Goal 2: System management - Preserve,
maintain, and enhance Springfield’s transportation system through safe,
efficient, and cost-effective transportation
system operations and maintenance techniques for all modes.
Goal 3: System design - Enhance and
expand Springfield’s transportation system
design to provide a complete range of
transportation mode choices.
Goal 4: System financing - Create and
maintain a sustainable transportation
funding plan that provides implementable steps towards meeting Springfield’s vision.
Attachment 2, Page 18 of 26
Policy 1.1: Manage Springfield’s street, bike, pedestrian, rail, and transit system to
facilitate economic growth of existing and future businesses in Springfield.
- Action 1: When evaluating needed roadway improvements, consider the economic viability of existing commercial and industrial areas.
Policy 1.2: Consider environmental impacts of the overall transportation system and strive
to mitigate negative effects and enhance positive features.
- Action 1: Strive to reduce vehicle-related greenhouse gas emissions and congestion through more sustainable street, bike, pedestrian, transit, and rail
network design, location, and management.
- Action 2: Coordinate the transportation network with new alternative energy
infrastructure such as electric vehicle charging stations, natural gas, and hydrogen cell fueling stations.
Policy 1.3: Provide a multi-modal transportation system that supports mixed-use areas,
major employment centers, recreation, commercial, residential, and public
developments, to reduce reliance on single-occupancy vehicles (SOVs).
Policy 1.4: Strive to increase the percentage of bicycle and pedestrian system users by
planning, designing, and managing systems to support the needs of diverse populations
and types of users, including meeting Americans with Disabilities Act (ADA) needs.
- Action 1: Create a network of bicycle and pedestrian routes and way-finding
signage that guides users to destination points.
Goal 2: System Management
Preserve, maintain, and enhance Springfield’s transportation system through safe, efficient, and
cost-effective transportation system operations and maintenance techniques for all modes.
Policy 2.1: Manage the roadway system to preserve safety, longevity, and operationalefficiency.
- Action 1: Evaluate, update, and implement access management regulations for
new or modified access to the roadway system.
- Action 2: Monitor and adjust signal timing along key corridors as needed to improve traffic flow and safety.
- Action 3: Evaluate and adjust traffic control systems to optimize bicycle travel
along strategic bicycle routes.
- Action 4: Coordinate with LTD and Oregon Department of Transportation (ODOT) to provide auto, pedestrian, and bicycle connections to the transit network.
Policy 2.2: Manage traffic operation systems for efficient freight and goods movement
along designated freight, truck, and rail routes in Springfield.
- Action 1: Adjust traffic control systems to discourage through truck traffic on residential streets.1
1 “Residential Streets” are commonly defined as those with a street classification of “local” passing through a residentially zoned area.
Attachment 2, Page 19 of 26
- Action 2: Coordinate with rail providers to upgrade at-grade rail crossing
treatments to improve traffic flow and manage conflict points; create grade-
separated rail crossings when possible
Policy 2.3: Expand existing Transportation Demand Management (TDM) programs related
to carpooling, alternate work schedules, walking, bicycling, and transit use in order to
reduce peak hour congestion and reliance on SOVs.
- Action 1: Coordinate with adopted strategies in the Regional Transportation Options Plan to increase opportunities for transportation options in Springfield.
- Action 2: Coordinate with Springfield Public Schools to implement the solutions
outlined in Safe Routes to School Action Plans.
Policy 2.4: Maintain and preserve a safe and efficient bike and pedestrian system inSpringfield.
- Action 1: Coordinate with Willamalane Park and Recreation District to maintain
and preserve the off-street path system.
- Action 2: Prioritize lighting in strategic areas with high pedestrian and bicycle
traffic.
Policy 2.5: Coordinate with LTD to increase the transit system’s accessibility and
convenience for all users, including the transportation-disadvantaged population.
- Action 1: When possible, manage traffic control systems to reduce travel time for
transit and other high-occupancy vehicles along key corridors.
- Action 2: Monitor and adjust bus stop locations as needed to support surrounding
land uses and provide more efficient and safe service.
- Action 3: Coordinate with LTD to reflect LTD’s long-range plans in Springfield’s
transportation system.
Policy 2.6: Manage the on-street parking system to preserve adequate capacity and
turnover for surrounding land uses.
- Action 1: Implement Springfield’s adopted July 2010 Downtown Parking
Management Plan.
Policy 2.7: Manage the off-street parking system to assure major activity centers meet
their parking demand through a combination of shared, leased, and new off-streetparking facilities and TDM programs.
- Action 1: Modify parking requirements to assure that they are appropriate for
land uses. The purpose of this action is to reduce parking requirements to utilize
land for economic development.
- Action 2: Consider bike parking recommendations from the 2013 Regional Bike
Parking Study when updating Springfield’s bike parking standards.
Policy 2.8 Maximize the use and utility of existing infrastructure through efficient
management of traffic control devises.
Policy 2.9: Use motor vehicle LOS standards to evaluate acceptable and reliable
performance on the roadway system. These standards shall be used for:
Identifying capacity deficiencies on the roadway system.
Attachment 2, Page 20 of 26
Evaluating the impacts on roadways of amendments to transportation plans,
acknowledged comprehensive plans and land-use regulations, pursuant to the
Transportation Planning Rule (TPR; Oregon Administrative Rules [OAR] 660-12-0060).
Evaluating development applications for consistency with the land-use regulations
of the applicable local government jurisdiction.
Under peak hour traffic conditions, acceptable and reliable performance is
defined as LOS D.
Performance standards from the Oregon Highway Plan (OHP) shall be applied on
state facilities in the Springfield metropolitan area and alternative mobility targets
will be sought as necessary.
Policy 2.10: The City of Springfield values a safe and efficient travel experience forbicycle, pedestrian, transit, freight, and auto travel. It is the intent of the City to balance
the needs of these modes through creation of a multi-modal LOS methodology for all
modes and to facilitate and encourage intermodal connections where most
appropriate. Multi-modal LOS generally is reflective of the following:
Transit –LOS is based on a combination of the access, waiting, and ride experience,
as well as travel time, frequency, safety, and reliability.
Bicycle –LOS is a combination of the bicyclists’ experiences at intersections and on-street and off-street segments in between the intersections. Safety is also aconsideration.
Pedestrian –LOS is based on a combination of pedestrian experience, density of
land use, and other factors including efficiency, safety, and pedestrian comfortlevel.
Auto –LOS is based on a combination of travel time, delay, stops, safety, and
queues.
Freight –LOS is based on a combination of travel time, delay, stops, safety, andqueues.
Intermodal –LOS is based on an evaluation of the frequency and convenience of
connections between different travel modes.
- Action 1: Develop and adopt a multi-modal LOS methodology based on stakeholder input and considerations for land use decisions. Policy 2.9 in the 2035
TSP will apply until the new standard is adopted and in areas where the
evaluation of a multi-modal LOS is not necessary.
- Action 2: Once developed, multi-modal LOS methodology will apply to Gateway, Glenwood, and Downtown and may apply to other specific geographic areas in
the future subject to City Council review and approval. The intent of this action is
to encourage diverse development types such as more mixed-use development and higher densities in these high-priority economic growth areas of Springfield and to provide a balanced approach to measuring LOS beyond just motor
vehicles.
- Action 3: Develop a process to allow for alternative means of meeting LOS standards as part of public project development and the land use decision-making process.
Attachment 2, Page 21 of 26
Goal 3: System Design
Enhance and expand Springfield’s transportation system design to provide a complete range of transportation mode choices.
Policy 3.1: Adopt and maintain a Conceptual Street Map
- Action 1: Update and maintain the Conceptual Street Map to address transportation system deficiencies, goals, and policies. The Conceptual Street
Map should provide flexibility in connecting destination points, while also
providing assurance to adjacent property owners to the degree possible.
- Action 2: The Conceptual Street Map will indicate the approximate location of planned “local” classified streets on the adopted map. These “local” streets are
not intended to be adopted on the map. Rather, they are shown as reference.
Streets classified as collectors and arterials will be adopted on the map and are
considered part of the 2035 TSP.
- Action 3: Ensure that land use decisions conform to the Conceptual Street Map.
Policy 3.2: Expand and enhance Springfield’s bikeway system and provide bicycle
system support facilities for both new development and redevelopment/expansion.
- Action 1: Require bike lanes and/or adjacent paths along new and reconstructed arterial and major collector streets.
- Action 2: Provide bike lanes on collector and arterial streets; provide parallel
routes and bike boulevards on adjacent streets where appropriate.
- Action 3: Create frequent bike and pedestrian crossings on wide or high-speed streets using approved design techniques.
- Action 4: Require bike lanes and paths to connect new development with nearby
neighborhood activity centers and major destinations. Connectivity should include connecting bike facilities to each other as well as to major destinations.
- Action 5: Install shared-roadway facilities, markings, and/or signage for bicyclists
along roadways with slow vehicular traffic. On-street pavement markings and
traffic calming measures should be considered along such routes.
- Action 6: Create city-wide bike parking stations in strategic locations such as
along major transit routes and in Springfield’s central business district.
- Action 7: Design bike transportation routes that separate bicycle traffic from large
volumes of fast-moving automobile traffic.
Policy 3.3: Street design standards should be flexible and allow appropriate-sized local,
collector, and arterials streets based upon traffic flow, geography, efficient land use,
social, economic, and environmental impacts
- Action 1: Conduct a comprehensive review and update of Springfield street standards, and develop code to address transportation system deficiencies,
adopted goals, and policies.
- Action 2: Consider effects of stormwater runoff in street design and reduce runoff
through environmentally sensitive street designs for new and reconstructed
streets.
Attachment 2, Page 22 of 26
- Action 3: Incorporate traffic calming measures into street designs and standards
where appropriate, considering the needs of emergency services vehicles. Traffic
calming measures should reduce vehicular speeds and bypass traffic while encouraging safe bicycle and pedestrian travel.
- Action 4: Integrate pedestrian amenities into street designs that create pedestrian
refuges and allow safe and continuous pedestrian travel.
- Action 5: Provide mid-block pedestrian crossings where appropriate between major pedestrian destinations and along major pedestrian corridors.
- Action 6: Develop criteria in which to evaluate alternative street design concepts.
Policy 3.4: Provide for a continuous transportation network with reasonably direct travel
routes to destination points for all modes of travel.
- Action 1: Design new streets to provide a connected grid network, including
alleyways, when technically feasible.
- Action 2: Construct sidewalks or other suitable pedestrian facilities along local
streets and along urban area arterial and collector roadways, except freeways.
Policy 3.5: Address the mobility and safety needs of motorists, transit users, bicyclists,
pedestrians, freight, and the needs of emergency vehicles when planning and
constructing roadway system improvements.
- Action 1: Ensure that current design standards address mobility needs and meet
ADA standards.
Policy 3.6: Preserve corridors, such as rail rights-of-way, private roads, and easements
that are identified for future transportation-related uses.
Policy 3.7: Provide for a pedestrian environment that supports adjacent land uses and is
designed to enhance the safety, comfort, and convenience of walking by providing
direct routes and removing barriers when possible.
- Action 1: Update and maintain the ADA Transition Plan to address deficiencies in the existing system and to assist in planning for new system improvements.
- Action 2: Utilize safety studies such as the Main Street Safety Study and the City of
Springfield Safety Study to improve pedestrian conditions along major pedestrian
corridors.
Policy 3.8: Coordinate the design of Springfield’s transportation system with relevant
local, regional, and state agencies.
- Action 1: Work with ODOT, Lane County, and LTD to improve pedestrian and
bicycle facilities along state highways and major transit routes where
appropriate.
- Action 2: Coordinate with Springfield Public Schools to provide key bicycle,
pedestrian, and transit facilities near schools to ensure safe, convenient, and well-connected routes to schools.
Attachment 2, Page 23 of 26
- Action 3: Partner with LTD to provide frequent transit network2 connections along
major corridors. Frequent transit network should connect to local neighborhood
bus service and major activity centers to provide viable alternatives to vehicle trips.
- Action 4: Coordinate existing and planned transportation system and land uses
with LTD to expand the park-and-ride system where appropriate within
Springfield.
- Action 5: Coordinate with the Willamalane Park and Recreation District to address
bicycle and pedestrian system deficiencies and address new transportation
system goals and policies in the Willamalane Park and Recreation District Comprehensive Plan, including providing improved connectivity to parks and open space areas.
- Action 6: Develop and implement criteria that trigger jurisdictional phasing and
transfer of roads, highways, and other applicable transportation facilities.
- Action 7: Coordinate with Lane County to ensure transition between rural and
urban transportation facilities within the Springfield urban growth boundary (UGB).
- Action 8: Coordinate with ODOT and the City of Eugene to ensure regional
transportation system connectivity.
Policy 3.9: Support provision of rail-related infrastructure improvements as part of the
Cascadia High-Speed Rail Corridor project.
- Action 1: In coordination with agency partners, develop a Passenger Rail Plan in
support of Springfield’s Downtown District Urban Design Plan. Areas in Springfield outside of Downtown should be considered, as appropriate.
- Action 2: Further consider regional high speed passenger rail needs coordinated
with the Springfield Downtown District Urban Design Plan and implementation
strategy.
2 The Frequent Transit Network (FTN) represents the highest orders of transit service within the region. The FTN represents
corridors where transit service would be provided, but does not presume specific street alignments. Street alignments will be determined in future studies. FTN stops will be located closest to the highest density development within the corridor. FTN Corridors will have the following characteristics: •Enables a well-connected network that provides regional circulation•Compatible with and supportive of adjacent urban design goals
•Operates seven days a week in select corridors•Service hours are appropriate for the economic and social context of the area served•Coverage consists of at least 16 hours a day and area riders trip origins or destinations are within ¼ of a mile-straight line distance•Frequency is at least every 10-15 minutes in peak travel times
•Speed is no less than 40 percent of the roadway speed limit
•Coverage throughout the region is geographically equitable and serves Title VI protected populations•Transit service is reliable and runs on schedule•Transit vehicles are branded•Transit stations are of high quality with amenities, including bicycle and pedestrian connections to stations and
end-of-trip facilities, such as bike parking. Park and rides are provided at key termini.
Attachment 2, Page 24 of 26
Policy 3.10: When a project includes planning, reconstructing, or constructing new
intersections, all intersection control types are to be evaluated including statutory
control, sign control, geometric control, and signal control. The City’s recommendedalternative will be selected primarily on safety and operational efficiency in the context
of mobility needs for all users, adjacent existing and planned land uses, access
considerations, site constraints, availability of right-of-way, environmental factors,
phasing, future needs, safety, construction, and operational costs.
- Action 1: When analyzing the appropriate treatment for a new or reconstructed
intersection, the City will consider the needs consistent with policy 3.10.
Goal 4: System Financing:
Create and maintain a sustainable transportation-funding plan that provides implementable
steps towards meeting Springfield’s vision.
Policy 4.1: Support development of a stable and flexible transportation finance systemthat provides adequate resources for transportation needs identified in the Springfield
2035 TSP.
- Action 1: Develop criteria that support adopted 2035 TSP goals and policies and
that help prioritize transportation maintenance, preservation, and construction projects.
- Action 2: Give funding priority to bicycle and pedestrian projects that address
significant gaps in the network and that provide key linkages to other transportation modes.
- Action 3: Give funding priority to safety actions and operations to maximize use
and utility of existing system.
- Action 4: Provide financial incentives, improvements and programs at discretion
of City to new and existing local businesses that encourage multi-modal
transportation options to employees and/or customers.
- Action 5: Require that new development pay for its proportional capacity impact
on the transportation system through ongoing rate updates of Springfield’s system development charge and through proportional exactions as part of the land
development process.
Attachment 2, Page 25 of 26
Chapter 7: Code and policy updates
The Transportation Planning Rule (TPR), as codified in Oregon Administrative Rules (OAR) 660‐012‐0020(2)(h), requires that local jurisdictions identify land use regulations and code
amendments needed to implement the Springfield 2035 Transportation System Plan (TSP) and
include them as the implementation element of the 2035 TSP. To that end, recommended
changes to the City’s planning regulations needed to implement the 2035 TSP are provided in Volume 2, Appendix I: Plan implementation and recommendation ordinance/code language.
The City bases the implementation measures primarily on a review of the 2035 TSP for
consistency with Springfield Community Development Code and regulatory requirements. The
implementation measures also reflect projects and recommendations in the 2035 TSP as well as discussions with project team members.
The recommended implementation measures address the following. Most of the measures
involve changes to the Springfield Development Code.
Needs of the transportation dependent and disadvantaged
System connectivity
Ways of supporting and promoting walking, biking, and taking transit
Treatment of transportation facilities in the land use planning and permitting process
Update and adapt the Conceptual Street map
The implementation measures that reflect strategies identified in the 2035 TSP emphasize
maximizing the capacity of existing and recommended facilities. In particular, the 2035 TSP
encourages modes other than driving alone through an increase in transit, walk, and bike modes, which is essential to the future transportation system in Springfield. These measures
constitute a combination of potential amendments to the Springfield Development Code or
Comprehensive Plan, as well as the City coordinating additional planning, administration, and
programming.
83 Attachment 2, Page 26 of 26
Texas OklahomaPassenger Rail
Attachment 3, Page 1 of 3
Recommended Code Updates to Implement TSP
The following outline provides a list of Springfield Development Code updates which may be needed to
implement the Springfield 2035 TSP. After adoption of the Springfield 2035 TSP, the City will conduct an
in-depth evaluation of its Development Code, including providing stakeholder and public input, to select
a final set of Development Code edits. Those proposed edits will then go through a review and adoption
process by the City of Springfield Planning Commission and the City Council prior to approval.
Section 4.2-105 et seq. – Public Streets
o Remove references to TransPlan
o Clarify and/or re-evaluate connectivity desires
o Adjust language regarding “existing and planned” routes
o Consider adjusting language related to “Public Works Director” approval to “Engineering
approval”
o Reevaluate requirements for sight distance triangle
o Consider rewording of phrases such as: “the developer” to “the applicant”; “signal” to
“traffic devices”
o Update dates referenced in Code
3.2-215 - Base Zone Development Standards (Residential) – Panhandle Lots / Parcels
o Needs to be reevaluated and updated
3.2-315 – Base Zone Development Standards (Commercial) – Panhandle Lots / Parcels
o Needs to be reevaluated and updated
3.2-420 - Base Zone Development Standards (Industrial) – Panhandle Lots / Parcels
o Needs to be reevaluated and updated
o Consider restricting panhandle lots on dead-end streets
4.2-110 – Private Streets
o Review current law and ownership issues
4.2-120 – Site Access and Driveways
o Needs to be reevaluated and updated
o Address pervious pavement needs
4.2-125 – Intersections
o Needs to be reevaluated and updated
4.2-130 – Vision Clearance
o Update with current AASSHTO standards
4.2-135 – Sidewalks
o Needs to be reevaluated and updated
4.2-140 – Street Trees
o Needs to be reevaluated and updated
4.2-145 – Street Lighting
o Needs to be reevaluated and updated (use recent Regional Bike Parking Study for
guidance)
Attachment 3, Page 2 of 3
4.2-150 - Bikeways
o Needs to be reevaluated and updated
4.2-155 – Pedestrian Trails
o Needs to be reevaluated and updated
o Update Willamalane reference
o Consider rewording “pedestrian trails”
4.2-160 – Accessways
o Needs to be reevaluated and updated
o Reevaluate phrase, “Right-of-way” versus “Easement”
4.6-110 – 4.6-115 – Vehicle Parking
o Needs to be reevaluated and updated
o Consider preference stated for 90 degree parking
o Address requirements for residential side yard fence heights at intersections
Attachment 3, Page 3 of 3
Attachment 4: SSB TRT and OT Membership
Stakeholder
and Staff
Engagement
Springfield TSP
Implementation
Project
November 2017
Attachment 4, Page 1 of 4
Attachment 4: SSB TRT and OT Membership
Stakeholder Sounding Board Membership
The Stakeholder Sounding Board (SSB) was established to provide feedback at three key points during
the project: (1) Project Initiation, (2) Mid-point Code Revision Draft, and (3) Final Code Draft. SSB input
helped shape the current draft of the Springfield Development Code Amendments. The SSB membership
was approved by Springfield’s Committee for Citizen Involvement as required to comply with the City’s
adopted Citizen Involvement Program and Goal 1. Members from the Springfield TSP Stakeholder
Advisory Committee (SAC) were asked to serve on the SSB.
Kenneth Hill, freight interest
Mike Elliason, rail interest
Phil Farrington, developer interest
Shane Johnson, developer interest
George Grier, environmental interest
Allison Camp, bike/ped interest (BPAC member)
Darla Robbins, bike/ped interest (BPAC member)
Mike Eyster, transit interest
Dave Jacobson, general interest (former MPO CAC member)
Mike Schlosser, Springfield Public Schools
Lane Branch, downtown business interest
Ed McMahon, Homebuilder’s Association of Lane County
Vonnie Mikkelsen, Springfield Chamber of Commerce
Tim Vohs, Springfield Planning Commission
Sean Dunn, Springfield Planning Commission
Hillary Wylie, Springfield City Council
General Public
The Springfield TSP Goals and Policies guided this project. Significant public outreach occurred
during the TSP update that contributed to the Goals and Policies, which were adopted and now
being used for the basis of this Springfield Development Code (SDC) update. Specific to this SDC
update, general public input opportunities were provided through the City’s website at two
points during the project development phase: (1) Mid-point Code Revision Draft, and (2) Final
Code Draft and Draft Conceptual Street Map. Draft content was posted for two weeks during
each of these project milestones for public comments.
Technical Review Team Membership
A Technical Review Team was established for input and review of the SDC updates, which included
internal City of Springfield staff as well as key staff from other partner agencies, such as Willamalane
and Springfield Public Schools. The project used a similar list of reviewers that has been used in the past
for SDC updates. A sub-group of the Technical Review Team that works most closely with Springfield
Attachment 4, Page 2 of 4
Attachment 4: SSB TRT and OT Membership
development and street connectivity reviewed the draft Conceptual Street Map. Similar to the public
and stakeholder input, project staff requested review and input from the Technical Review Team during
two points during the project: (1) Mid-point Code Revision Draft, and (2) Final Code Draft.
Internal City of Springfield Technical Review Team Members:
Gilbert Gordon, Deputy Fire Marshal
Tom Speldrich, Police Department Traffic Officer
Andy Limbird, Senior Current Development Planner
Linda Pauly, Principal Planner
Molly Markarian, Senior Planner
Kristi Krueger, Principal Engineer
Clayton McEachern, Civil Engineer
Greg Ferschweiler, Maintenance Supervisor
Liz Miller, Current Development Planner
Mark McCaffery, Current Development Planner
Courtney Griesel, Economic Development Manager
Partner Agency and Technical Expert Technical Review Team Members:
Becky Taylor, Lane County Transportation Planning
David Reesor, Lane County Transportation Planning
Bill Johnston, ODOT Transportation Planning
Doug Baumgartner, ODOT Region 2 Development Review Coordinator
Matthew Crall, Oregon Department of Land Conservation and Development
Ed Moore, Oregon Department of Land Conservation and Development
Ali Turiel, Oregon Department of Lane Conservation and Development
Patrick Wingard, Oregon Department of Lane Conservation and Develompent
Kurt Yeiter, City of Eugene Transportation Planning
Rob Inerfeld, City of Eugene Transportation Planning
Gabe Flock, City of Eugene Planning and Development
Jeff Petry, City of Eugene Parking Manager
Steve Gallup, City of Eugene Transportation Engineering
Kelly Clarke, Lane Council of Governments
Gilbert Gordon, Eugene-Springfield Fire Department
Paul Thompson, Lane Council of Governments
Sasha Luftig, Lane Transit District
Kelly Hoell, Lane Transit District
Tom Schwetz, Lane Transit District
Eric Adams, Willamalane Park and Recreation District
Rebecca Lewis, University of Oregon Planning, Public Policy, and Management Department
Mike Schlosser, Springfield Public Schools (sub-TRT Conceptual Street Map review)
Attachment 4, Page 3 of 4
Attachment 4: SSB TRT and OT Membership
Oversight Team Membership
The purpose of the Oversight Team was to conduct high-level review and input on project process
and products at key milestones. The Oversight Team reviewed the feedback received from the SSB
and TRT and provided the Project Core Team with guidance. The Oversight Team also served as a
communication link between upper-management in the City and Project Core Team staff.
Tom Boyatt, Community Development Manager
Brian Barnett, PE, PTOE, City Traffic Engineer
Jim Donovan, Planning Supervisor
Greg Mott, Planning Manager
Jeff Paschall, PE, City Engineer
Matthew Ruettgers, Building and Land Development Manager
Kyle Greene, Engineer
Sandy Belson, Comprehensive Planning Manager
Mary Bridget Smith, City Attorney Office (periodic legal review only)
Attachment 4, Page 4 of 4
Attachment 5: Draft Springfield Development Code Amendments
Planning Commission WS Draft – 11/6/2017 Page i
Table of Contents
Changes to Use Tables (SDC Chapter 3) ....................................................................................................... 1
Chapter 3 – Land Use Districts ................................................................................................................... 2
3.2-200 Residential Zoning Districts ..................................................................................................... 2
3.2-300 Commercial Zoning Districts .................................................................................................... 2
3.2-400 Industrial Zoning Districts ........................................................................................................ 2
3.2-415 Schedule of Campus Industrial Use Categories ....................................................................... 3
3.2-600 Mixed-Use Zoning Districts ...................................................................................................... 4
3.2-700 Public Land and Open Space Zoning District ........................................................................... 4
3.2-800 Quarry and Mining Operations Zoning District ....................................................................... 5
3.3-800 Urbanizable Fringe Overlay District ......................................................................................... 6
3.4-300 Booth-Kelly Mixed-Use Plan District ........................................................................................ 7
Changes to Development Standards (SDC Chapter 4) ................................................................................ 8
Chapter 4 – Development Standards ........................................................................................................ 9
4.1-105 Purpose .................................................................................................................................... 9
4.1-110 Applicable Documents ............................................................................................................. 9
4.2-105 Public Streets ......................................................................................................................... 10
4.2-115 Block Length .......................................................................................................................... 25
4.2-120 Site Access and Driveways ..................................................................................................... 26
4.2-130 Vision Clearance .................................................................................................................... 27
4.2-135 Sidewalks ............................................................................................................................... 28
4.2-140 Street Trees............................................................................................................................ 29
4.2-145 Illumination StandardsStreet Lighting ................................................................................... 30
4.2-150 Bikeways and Multi-Use Paths .............................................................................................. 30
4.2-160 Accessways ............................................................................................................................ 30
Changes to Parking Standards (SDC Chapter 4) ........................................................................................ 31
4.6-110 Motor Vehicle Parking - General ........................................................................................... 32
4.6-120 Motor Vehicle Parking – Parking Lot Improvements ............................................................. 34
4.6-125 Motor Vehicle Parking – Parking Space Requirements ......................................................... 36
Changes to Bicycle Parking Standards (SDC Chapters 3 and 4) ................................................................ 39
Attachment 5, Page 1 of 63
Attachment 5: Draft Springfield Development Code Amendments
Planning Commission WS Draft – 11/6/2017 Page ii
4.6-140 Bicycle Parking – Purpose and Applicability .......................................................................... 39
4.6-145 Bicycle Parking – Facility Design ............................................................................................ 39
4.6-150 Bicycle Parking – Facility Improvements ............................................................................... 44
4.6-155 Bicycle Parking – Number of Spaces Required ...................................................................... 45
3.4-270 Public and Private Development Standards .......................................................................... 48
Changes to Definitions ............................................................................................................................... 48
6.1-110 Meaning of Specific Words and Terms ............................................................................. 48
Changes to Various Standards for Code Administration (SDC Chapters 3, 4, and 5) ............................... 49
3.2-220 Additional Panhandle Lot/Parcel Development Standards ................................................... 49
4.7-140 Siting Duplexes in All Residential Districts ............................................................................. 50
5.12-120 Tentative Plan Submittal Requirements .............................................................................. 51
Other Housekeeping Changes .................................................................................................................... 53
3.2-200 Residential Zoning Districts ........................................................................................................ 54
3.2-215 Base Zone Development Standards ....................................................................................... 54
3.2-300 Commercial Zoning Districts ....................................................................................................... 54
3.2-315 Base Zone Development Standards ....................................................................................... 54
3.2-400 Industrial Zoning Districts ........................................................................................................... 54
3.2-420 Base Zone Development Standards ....................................................................................... 54
3.2-600 Mixed-Use Zoning Districts ......................................................................................................... 54
3.2-615 Base Zone Development Standards ....................................................................................... 54
3.2-635 Phased Development ............................................................................................................. 54
3.3-1000 Nodal Development Overlay District ........................................................................................ 55
3.3-1005 Purpose, Applicability and Review ...................................................................................... 55
3.3-1015 Location Standards .............................................................................................................. 55
3.4-200 Glenwood Riverfront Mixed-Use Plan District ........................................................................... 55
3.4-265 Base Zone Development Standards ....................................................................................... 55
3.4-270 Public and Private Development Standards .......................................................................... 55
4.2-100 Infrastructure Standards - Transportation ................................................................................. 56
4.2-110 Private Streets ....................................................................................................................... 56
4.7-100 Special Development Standards ................................................................................................. 57
4.7-120 Bed and Breakfast Facilities ................................................................................................... 57
Attachment 5, Page 2 of 63
Attachment 5: Draft Springfield Development Code Amendments
Planning Commission WS Draft – 11/6/2017 Page iii
4.7-195 Public/Private Elementary/Middle Schools ........................................................................... 57
4.7-240 Transportation Facilities – Transit Stations, Heliports and Helistops .................................... 57
5.12-100 Land Divisions – Partitions and Subdivisions ............................................................................ 58
5.12-130 Tentative Plan Conditions .................................................................................................... 58
5.17-100 Site Plan Review ....................................................................................................................... 58
5.17-130 Conditions ............................................................................................................................ 58
5.20-100 Vacations of Rights-of-Way and Easements ............................................................................. 58
5.20-130 Criteria ................................................................................................................................. 58
6.1-100 Definitions .................................................................................................................................. 59
6.1-110 Meaning of Specific Words and Terms .................................................................................. 59
Attachment 5, Page 3 of 63
11062017 DRAFT Code Changes – TSP Code Implementation Project Page 1
Visit project website for more information: http://www.springfield-or.gov/dpw/TSP.htm
PROPOSED SPRINGFIELD DEVELOPMENT CODE (SDC) AMENDMENTS 1
DRAFT 11/6/17 2
OT, City TRT, OT, external TRT, SSB, OT, SSB, and full TRT feedback incorporated. 3
Introduction 4
The 2035 Springfield Transportation System Plan (TSP) reflects a community vision for Springfield’s future transportation 5
system by establishing goals, policies, and action items, as well as specific project lists for a 20-year planning horizon. The 6
TSP was adopted by the City Council in 2014 as a functional plan refining the Eugene-Springfield Area Metropolitan Plan 7
(Metro Plan), and fulfilling the City’s requirements under statewide planning Goal 12 (Transportation). TSP policies 8
“provide high-level direction for the City’s policy and decision-makers and for City staff.” Action items “offer direction to 9
the City about steps needed to implement recommended policies.” 10
11
Appendix I of the TSP provided an outline of sections of the Springfield Development Code (SDC) that may need to be 12
amended to implement the TSP. The following offers for review draft language to amend portions of the SDC furthering 13
TSP implementation. Existing language in relevant sections of the SDC is presented below with proposed new text 14
underlined. Suggested deleted text is shown in strikethrough format. All text changes are highlighted in yellow. Relevant 15
TSP policies and implementation actions applicable to proposed Code changes are cited at the beginning of each Code 16
section, along with explanatory Staff commentary. 17
18
Some locations are highlighted in green to indicate places that relevant standards from the Engineering Design 19
Specifications and Procedures Manual are still in the process of being integrated into the Springfield Development Code 20
proposed changes to be in alignment with the TSP policy direction. These amendments will be available for Planning 21
Commission review in the next draft. 22
23
1. Proposed Changes to Use Tables (SDC Chapter 3) 24
25
Relevant TSP Policies/Actions: 26
Policy 1.4: Strive to increase the percentage of bicycle and pedestrian system users by planning, designing, and managing 27
systems to support the needs of diverse populations and types of users, including meeting Americans with Disabilities Act 28
(ADA) needs. 29
Action 1: Create a network of bicycle and pedestrian routes and way-finding signage that guides users to 30
destination points. 31
Policy 2.4: Maintain and preserve a safe and efficient bike and pedestrian system in Springfield. 32
Action 1: Coordinate with Willamalane Park and Recreation District to maintain and preserve the off-street 33
path system. 34
Policy 3.2: Expand and enhance Springfield’s bikeway system and provide bicycle system support facilities for both new 35
development and redevelopment/expansion. 36
Action 4: Require bike lanes and paths to connect new development with nearby neighborhood activity centers 37
and major destinations. Connectivity should include connecting bike facilities to each other as well as 38
to major destinations. 39
Action 7: Design bike transportation routes that separate bicycle traffic from large volumes of fast-moving 40
automobile traffic. 41
Policy 3.8: Coordinate the design of Springfield’s transportation system with relevant local, regional, and state agencies. 42
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Action 5: Coordinate with Willamalane Park and Recreation District to address bicycle and pedestrian system 43
deficiencies and address new transportation system goals and policies in the Willamalane Park and 44
Recreation District Comprehensive Plan, including providing improved connectivity to parks and open 45
space areas. 46
47
Staff Commentary: The following revisions add “Linear Parks” to the list of Primary Uses allowed in various zoning districts. 48
Although all three terms are defined in Code, currently “multi-use path” is allowed only in the Glenwood Riverfront 49
Mixed-Use Plan District as a permitted use, and “bike paths” are permitted in the Campus Industrial District only as a 50
secondary use. Staff interpretations of “low impact facilities” have authorized the Middle Fork and Millrace multi-use 51
pathways in several zoning districts, absent clearly having the use enumerated in Code. The additions proposed would 52
legitimize the use, eliminate the need for interpretation, and further the objectives behind the above policies and 53
implementation actions. A definition for “Linear Park” is proposed to be added to Section 6.1-110. 54
55
Chapter 3 – Land Use Districts 56
57
3.2-200 Residential Zoning Districts 58
3.2-210 Schedule of Use Categories 59
Residential Districts
Use Categories/Uses LDR SLR MDR HDR
Public and Institutional Uses
Churches (Section 4.7-130) D* D* D* D*
Educational facilities: public/private elementary/middle schools
(Section 4.7-195)
1 to 5 students in a private home (in a 24-hour period) P* P* P* P*
6 or more students (Section 4.7-195) D* D* D* D*
Parks: neighborhood and private (Section 4.7-200) P/D* P/D* D* D*
Linear Park P P P P
60
********** 61
3.2-300 Commercial Zoning Districts 62
3.2-310 Schedule of Use Categories 63
Commercial Districts
Use Categories/Uses NC CC MRC GO
Transportation Facilities (Section 4.7-240):
Bus terminals N S S N
Dock, boat ramps and marinas N D N N
Heliports N S S N
Helistops N S S N
Linear Park P P P P
64
********** 65
3.2-400 Industrial Zoning Districts 66
3.2-410 Schedule of Light-Medium, Heavy and Special Heavy Industrial Use Categories 67
Industrial Districts
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Use Categories/Uses LMI HI SHI
Other Uses
Agricultural cultivation of undeveloped land P P P
Business, labor, scientific and professional organizations and headquarters P P S
Public utility facilities:
High impact facilities (Section 4.7-160)
Low impact facilities
S
P
S
P
S
S
Private/public Elementary and Middle Schools (Section 4.7-195) D* N N
Certain Wireless Telecommunications Systems Facilities See
Section
4.3-145
See
Section
4.3-145
See
Section
4.3-145
Linear Park P P P
3.2-415 Schedule of Campus Industrial Use Categories 68
Use Categories/Uses CI District
Primary Uses(3)
Advertising, marketing, and public relations P
Agricultural cultivation is permitted as an interim use on undeveloped land,
provided that spraying, dust, odors, and other side effects of the use do not
interfere with the operation of permitted uses in the CI District (7)
P
Blueprinting and photocopying P
Business Parks (2) P
Call centers that process predominantly inbound telephone calls P
Computer systems design services P
Corporate headquarters, regional headquarters, and administrative offices (4) P
Data processing and related services P
E (electronic)-commerce including mail order houses P
Educational facilities in business parks including, but not limited to,
professional, vocational and business schools; and job training and vocational
rehabilitation services
P
Graphic art services P
High Impact Public Facilities (10) P
Internet and web site and web search portal (includes services and technical
support center)
P
Laboratories, including medical, dental and x-ray P
Large- and medium-scale research and development complexes (6) P
Light industrial manufacturing involving the secondary processing of
previously prepared materials into components or the assembly of
components into finished products (1)
P
Mail distribution facilities (5) P
Management, consulting, and public relations offices P
Media productions, including, but not limited to: TV and radio broadcasting
studios as well as cable and other program distribution and motion picture
production
P
Linear Park P
Non-profit organization office P
Printing and publishing P
Professional membership and union offices P
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Satellite telecommunications P
Software development (includes services and technical support center) and
publishing
P
Wired or wireless telecommunications carrier offices P
69
********** 70
71
72
73
74
75
3.2-600 Mixed-Use Zoning Districts 76
3.2-610 Schedule of Use Categories 77
Mixed-Use Districts
Use Categories/Uses MUC MUE MUR
Transportation Facilities
Heliports N P N
Helistops N P N
Public transit station, without park and ride lot P P P
Linear Park P P P
78
********** 79
3.2-700 Public Land and Open Space Zoning District 80
3.2-710 Schedule of Use Categories 81
Use Categories/Uses PLO District
Primary Uses (Section 4.7-203)
Parks and Open Spaces
Public and private parks and recreational facilities:
Linear Park P
Neighborhood Parks P
Community Parks S
Regional Parks S
Private areas of greater than 1 acre reserved for open space as part of a
cluster or hillside development
P
Publicly and privately owned golf courses and cemeteries D
R.V. parks and campgrounds within a regional park S
R.V. parks and campgrounds outside of a regional park and without sanitary
sewer service as a temporary use subject to termination when within 1,000
feet of sanitary sewer
D
82
********** 83
84
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3.2-800 Quarry and Mining Operations Zoning District 85
3.2-810 Schedule of Use Categories 86
Uses/Use Categories/Uses QMO District
Extracting and storing of rocks and minerals, including equipment and
materials necessary to carry out these functions
P
Plants for the processing of minerals from quarry and mining extraction
operations
P
Sale of products generated form the quarrying and mining operation P
Activities permitted as part of the reclamation process P
Structures and buildings used in conjunction with the extracting and storing of
mineral
P
Parking facilities for employees and customers P
Tree felling necessary to prepare a site for mining or as a quarry activity as
specified in Section 5.19-100
P
Low impact public facilities P
High impact public facilities P
Certain Wireless Telecommunications Systems Facilities (Section 4.3-145) P
Night watchperson’s quarters P
Linear Park P
87
********* 88
89
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3.3-800 Urbanizable Fringe Overlay District 90
3.3-815 Schedule of Use Categories when there is an Underlying Residential, Commercial, or Industrial District 91
Underlying Zoning District
Use Categoryies/Uses Residential Commercial Industrial
Agricultural uses and structures P P P
Child care facility (Section 4.7-125) S N N
Detached single-family dwellings and manufactured homes (Section
3.3-825)
P N N
Home Occupations (Section 4.7-165) S S S
Neighborhood parks that do not require urban services (Section 4.7-
200)
S* N N
Partitions (Section 3.3-825E.) P N N
Property Line Adjustments P N N
High Impact Facilities (Section 4.7-160) S* S* S*
Low Impact Facilities P P P
Temporary sales/display of produce, the majority of which is grown
on the premises (Section 4.8-125)
P P P
Tree felling (Section 5.19-100) P P P
R.V. parks and campgrounds (Section 4.7-220D.) S* N N
RV parks and campgrounds that do not require urban services
(Section 4.7-220D.)
N D* D*
Expansion of non-conforming uses existing on the effective date of
Lane County’s application (on either the /ICU or I/U District to the
property (Section 3.3-825F.)
N D* D*
Expansion or replacement of lawful uses permitted in the underlying
commercial or industrial district (Section 3.3-825F.)
N P* P*
Expansion or replacement of lawful Discretionary Uses in the
underlying zoning district (Section 3.3-825F.)
N D* D*
New Permitted and Specific Development Standards in the
underlying zoning district within existing structures (Section 3.3-
825F.)
N P* P*
Manufactured home (night watch person) or manufactured unit
(office) in an industrial district (Sections 4.7-185 and 4.7-170)
N N S*
Certain Wireless Telecommunications Systems Facilities See Section
4.3-145
See Section
4.3-145
See Section
4.3-145
Linear Park P P P
92
********** 93
94
95
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3.4-300 Booth-Kelly Mixed-Use Plan District 96
3.4-320 Schedule of Use Categories 97
Use Categories/Uses BKMU District
Transportation Facilities (Section 4.7-240):
Bus terminals D
Docks and marinas D
Heliports S
Helistops S
Linear Park P
Train Stations S
98
********** 99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
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2. Proposed Changes to Development Standards (SDC Chapter 4) 129
130
Relevant TSP Policies/Actions: 131
Policy 1.2: Consider environmental impacts of the overall transportation system and strive to mitigate negative effects and enhance 132
positive features. 133
Policy 1.4: Strive to increase the percentage of bicycle and pedestrian system users by planning, designing, and managing systems 134
to support the needs of diverse populations and types of users, including meeting Americans with Disabilities Act (ADA) 135
needs. 136
Policy 2.1: Manage the roadway system to preserve safety, longevity, and operational efficiency. 137
Action 1: Evaluate, update, and implement access management regulations for new or modified access to the 138
roadway system. 139
Policy 3.2: Expand and enhance Springfield’s bikeway system and provide bicycle system support facilities for both new development 140
and redevelopment/expansion. 141
Action 1: Require bike lanes and/or adjacent paths along new and reconstructed arterial and major collector 142
streets. 143
Action 4: Require bike lanes and paths to connect new development with nearby neighborhood activity centers 144
and major destinations. Connectivity should include connecting bike facilities to each other as well as 145
to major destinations. 146
Action 7: Design bike transportation routes that separate bicycle traffic from large volumes of fast-moving 147
automobile traffic. 148
Policy 3.3: Street design standards should be flexible and allow appropriate-sized local, collector, and arterial streets based upon 149
traffic flow, geography, efficient land use, social, economic and environmental impacts. 150
Action 1: Conduct a comprehensive review and update of Springfield street standards, and develop code to 151
address transportation system deficiencies, adopted goals, and policies. 152
Action 2: Consider effects of stormwater runoff in street design and reduce runoff through environmentally 153
sensitive street designs for new and reconstructed streets. 154
Action 3: Incorporate traffic calming measures into street designs and standards where appropriate, 155
considering the needs of emergency services vehicles. Traffic calming measures should reduce 156
vehicular speeds and bypass traffic while encouraging safe bicycle and pedestrian travel. 157
Action 4: Integrate pedestrian amenities into street designs that create pedestrian refuges and allow safe and 158
continuous pedestrian travel. 159
Policy 3.4: Provide for a continuous transportation network with reasonably direct travel routes to destination points for all modes 160
of travel. 161
Action 1: Design new streets to provide a connected grid network, including alleyways, when technically 162
feasible. 163
Action 2: Construct sidewalks or other suitable pedestrian facilities along local streets and along urban area 164
arterial and collector roadways, except freeways. … 165
Policy 3.5: Address the mobility and safety needs of motorists, transit users, bicyclists, pedestrians, freight, and the needs of 166
emergency vehicles when planning and constructing roadway system improvements. 167
Action 1: Ensure that current design standards address mobility needs and meet ADA standards. 168
Policy 3.7: Provide for a pedestrian environment that supports adjacent land uses and is designed to enhance the safety, comfort, 169
and convenience of walking by providing direct routes and removing barriers when possible. 170
171
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Staff Commentary: The following two sections include clarifying language, updates to plans referenced, and the addition of multi-172
use paths and bikeways to be consistent with adopted TSP policies and the Willamalane Park and Recreation District 173
Comprehensive Plan. 174
175
Chapter 4 – Development Standards 176
177
178
4.1-105 Purpose 179
180
These regulations provide standards for the location, alignment, design and construction of the following public and private 181
infrastructure: transportation and facilities, including streets, sidewalks, multi-use paths, and bikeways (Section 4.2-100); and utilities, 182
including sanitary sewer, stormwater management, electricity, water service and wireless telecommunications systems facilities 183
(Section 4.3-100). 184
185
4.1-110 Applicable Documents 186
187
A. Planning references for public and private improvements. This Section ensures that public and private improvements 188
within the city limits and the City’s urbanizable area are installed and to implement plan policies by providing logical and 189
efficient connected systems serving all lots/parcels, buildings or structures as specified in applicable Metro Plan 190
comprehensive plan policies, including the Transportation System Plan, and Auxiliary Map #1, TransPlan,other functional 191
plans,; the Conceptual Local Street Map,; applicable Refinement Plans, Plan Districts, and City-adopted Master Plans,; the 192
Willamalane Park and Recreation Comprehensive Plan,; and Conceptual Development Plans; this Code,; and any other 193
applicable regulations. 194
195
B. Construction and design references for public improvements under City jurisdiction. Specifications for the design, 196
construction, reconstruction or repair of streets, alleys, sidewalks, multi-use paths, bikeways, bus turnouts, accessways, curbs, 197
gutters, street lights, traffic signals, street signs, sanitary sewers, stormwater management systems, street trees and planter 198
strips within the public right-of-way, medians, round-abouts and other public improvements within the city limits and the 199
City’s urbanizable area are as specified in this Code, the Springfield Municipal Code, 1997, the Stormwater Management Plan, 200
the City’s Engineering Design Standards and Procedures Manual, and the Public Works Standard Construction Specifications. 201
The Public Works Director retains the right to modify the cited references on a case-by-case basis without the need of a 202
Variance when existing conditions make their strict application impractical. 203
204
********** 205
206
Staff Commentary: As part of updating street design standards per TSP Policy 3.3, Action1, revisions are proposed to SDC 4.2-105C., 207
Table 4.2-1. Existing Code makes no reference to certain street or intersection typologies (i.e., multi-way boulevard and 208
roundabout, respectively), which have unique right-of-way and design needs. The proposed Code language allows for 209
engineering standards for roundabouts and multi-way boulevards to be applied in a site-specific manner, rather than 210
“one size fits all” specific numerical standards for minimum right-of-way and street widths in Table 4.2-1. The revision to 211
minimum curb-to-curb width for local streets allows for possible modification of certain standards (i.e., right-of-way 212
width for on-street parking, setback sidewalks, park strip width, etc.) to allow for more efficient use of land, provide 213
more land for housing needs, and greater ability to meet the City’s standards for density, frontage and lot requirements. 214
There are several examples in the City currently that have a 28’-wide curb-to-curb width (i.e. E St east of 58th St). Some 215
streets, such as N St north of Centennial between 13th and Mohawk and Ethan Ct are even narrower at 25 ft wide. The 216
proposed change legitimizes this as a minimum standard, while still accommodating pedestrian movement as called for 217
in the above TSP policies. Some housekeeping text amendments are also included among the changes proposed below. 218
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219
The proposed revision to SDC 4.2-105G. establishes that bonding or other financial surety is a specific requirement prior 220
to issuance of occupancy permits or final plat approval when improvements are required by a development agreement 221
but may not be constructed prior to final plat approval or occupancy. This requirement ensures that required public 222
improvements are completed while providing some developer flexibility for timing/phasing of improvements. The 223
Fairfield Inn & Suites currently under construction in Glenwood is an example of how SDC 4.2-105G may be applied. The 224
hotel is the second of three proposed buildings on the development site. As part of this second phase, the developer 225
proposed to construct parking that would eventually serve the third hotel. A bond was required to allow this parking lot 226
development to occur at this early stage of development, to ensure that necessary improvements to screen the parking 227
lot can be constructed if the third hotel is not eventually constructed on site. 228
229
Since roundabouts may be applied as a traffic control device in certain instances – rather than a stop sign or traffic signal 230
– changes to SDC 4.2-105I. are proposed below to update street standards. Language below in a new subsection SDC 4.2-231
105L. allows the Director to require traffic calming measures, consistent to implement TSP Policy 3.3, Action 3. Other 232
changes included below are housekeeping measures, or revisions to align with language used in the TSP (e.g., 233
“Conceptual Street Map” will be used in all references). 234
235
4.2-100 Infrastructure Standards – Transportation 236
237
4.2-105 Public Streets 238
239
A. General Provisions. 240
241
1. The location, width and grade of streets shall be considered in their relation to existing and planned streets, to 242
topographical conditions, and to the planned use of land to be served by the streets. The street system shall assure 243
efficient traffic circulation that is convenient and safe. Grades, tangents, curves and intersection angles shall be 244
appropriate for the traffic to be carried, considering the terrain. Street location and design shall consider solar access 245
to building sites as may be required to comply with the need for utility locations, and the preservation of natural and 246
historic inventoried resources. Streets shall ordinarily conform to alignments depicted in the Springfield 247
Transportation System Plan TransPlan, the Regional Transportation Plan (RTP), applicable Refinement Plans, Plan 248
Districts, Master Plans, Conceptual Development Plans, or the Conceptual Local Street Map. The arrangement of 249
public streets shall provide for the continuation or appropriate projectionextension of existing streets in the 250
surrounding area, unless topographical or other conditions make continuance or conformance to existing street 251
alignments impractical, subject to the requirements of this subsection. 252
253
a. The following street connection standards shall be used in evaluating street alignment proposals not shown 254
in or different from an adopted plan or that are different from the Conceptual Local Street Map:The location 255
of local streets must conform with the location shown in an adopted plan or on the Conceptual Street Map, 256
subject to the following street connectivity standards and all other applicable provisions of this code. Where 257
the location of a local street is not shown on an adopted plan or on the Conceptual Street Map, local streets 258
must meet the following street connectivity standards: 259
260
i. Streets shall be designed tomust efficiently and safely accommodate all modes of travel including 261
emergency fire and medical service vehicles. 262
ii. The layout of streets shallmust not create excessive travel lengths, particularly for pedestrians and 263
cyclists. 264
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iii. Streets shall be interconnected to provide for the efficient provision of public facilities and for more 265
even dispersal of traffic. 266
iv. New sStreets shall be designed tomust accommodate pedestrians and bicycles safely. 267
v. The street circulation pattern shallmust provide connections to and from activity centers for 268
example, schools, commercial areas, parks, employment centers, and other major attractors. 269
vi. Street design shallalignment must minimize impacts to waterways and wetlands, and shall follow 270
slope contours where possible. 271
vii. Street design shall alignment must enhance the efficiency of the regional collector and arterial 272
street system by providing relatively uniform volumes of traffic to provide for optimum dispersal. 273
viii. New connections to arterials and state highways must be consistent with any designated access 274
management category. 275
viii. Streets identified, as future transit routes shall be designed to safely, efficiently and physically 276
accommodate transit vehicles. 277
ix. Streets shall meet all design standards in this Code, the City’s Engineering Design Standards and 278
Procedures Manual, the Public Works Standard Construction Specifications, and the Springfield 279
Municipal Code. 280
x. Streets shallmust provide logical and efficient extensions of the public street system to adjoining 281
properties. 282
283
b. When existing conditions make application of the Conceptual Street Map to local streets impractical or 284
inconsistent with accepted transportation planning or engineering principles, the location of a local street 285
may be modified when the proposed location is consistent with the street connectivity standards in 286
Subsection 1.a. above and other applicable provisions of this code. The Director, in consultation with the 287
Public Works Director, may modify the Conceptual Local Street Map when a proposed alignment is 288
consistent with the street connection standards in Subsection 1.a., above or when existing conditions make 289
application of the Conceptual Local Street Map impractical or inconsistent with accepted transportation 290
planning principles. 291
292
c. Subject to the standards of this code, the location of collectors and arterials must comply with the 293
Transportation System Plan and Conceptual Street Map. 294
295
2. All public streets and alleys shall be dedicated and improved as specified in this Code. 296
297
3. Development Approval shall not be granted where a proposed application would create unsafe traffic conditions. 298
299
4. An applicant may be required to prepare a Traffic Impact Study (TIS) to identify potential traffic impacts from 300
proposed development and needed mitigation measures. A TIS is required if any of the following criteria are met: 301
a. Peak Hour Threshold. If a change in land use or intensification of an existing use generates 100 or more trips 302
during any peak hour as determined by procedures contained in the most recent edition of the Institute of 303
Transportation Engineers Trip Generation Manual, a TIS shall be performed by a registered professional 304
engineer. 305
b. Average Daily Traffic Threshold. If a change in land use or intensification of an existing use generates 1,000 306
or more trips per day as determined by procedures contained in the most recent edition of the Institute of 307
Transportation Engineers Trip Generation Manual, a TIS shall be performed by a registered professional 308
engineer. 309
c. Variance and Known Issues Threshold. The Public Works Director may determine that a TIS is necessary to 310
support a request for a Variance from the transportation provisions of this code or where traffic safety, 311
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street capacity, future planned facility, or multimodal concerns may be associated with the proposed 312
development. 313
d. The nature and extent of the TIS scope shall be determined by the Public Works Director based upon a trip 314
distribution and assignment prepared by the Applicant. At a minimum, locations impacted by more than 20 315
trips during the identified peak hour shall be included in the trip distribution and assignment. 316
e. The Director, with the approval of the Public Works Director, may modify TIS requirements consistent with 317
applicable local and regional transportation system plans and the intent of this Code when existing 318
conditions make their strict application impractical or inconsistent with accepted site planning or 319
transportation planning principles. 320
321
B. Public sStreets shall be dedicated through the approval of a subdivision plat, or by acceptance of a deed when approved by 322
the City for general traffic circulation, as specified in the Metro Plan or Springfield Ccomprehensive Pplan and the TransPlan 323
Springfield Transportation System Plan. 324
325
C. Minimum street curb-to-curb widths and minimum street right-of-way widths are as specified in Table 4.2-1, unless otherwise 326
indicated in TransPlan the Springfield Transportation System Plan, an applicable Refinement Plan, Plan District, Master Plan, 327
Conceptual Development Plan, the Conceptual Local Street Plan Map, or the adopted bicycle and pedestrian plan;, or where 328
necessary to achieve right-of-way and street alignment; or as needed to meet site-specific engineering standards, including 329
but not limited to requirements for multi-way boulevard and/or modern roundabout designs. Example street layouts meeting 330
minimum street standards are provided in Figures 4.2-B through 4.2-P for illustrative purposes only. These Figures are 331
intended to demonstrate potential street configurations that meet the requirements. 332
Table 4.2-1 333
Minimum Street Right-of-Way and Curb-to-Curb Width SpecificationsStandards 334
335
Type of Street Minimum Right-of-Way Minimum Curb-to-Curb
Major Arterial 100’ 76’
Minor Arterial 70’ 48’
Collector 60’ 36’ (3)
Local Street
<15 percent slope (1) 50’ 57’ 36’
>15 percent slope (1) 40’ 28’ (2)
<1,200’ length and <1,000 vehicle trips/day 40’ 28’
Cul-de-Sac Bulb 83’ 70’
Alley 20’ 20’ (4)
(1) i.e. the average slope of the development area. 336
(2) 20’ streets are allowed with approved parking bays of 8’ x 24’ per vehicle 337
(3) Additional right-of-way may be required to accommodate a center turn lane where significant volumes of left-turn 338
traffic occur 339
(4) Alleys do not have curbs, 20’ is entire paving width 340
341
Fig.
No.
Street Classification Right-of-
Way (1)
Curb-to-
Curb
Width (1)
Travel
Lanes
Travel
Lanes
Width
Turn Lane
Width (2)
Bicycle
Lanes
Planting
Strip and
Curb (3)
Sidewalk
4.2
B-D
Major Arterial 100’/92’/
84’
76’/69’/60’ 4 12’ 14’ where
required
6’ both
sides
5’ 7’ both
sides
4.2
E-G
Minor Arterial 76’/68’/60’ 52’/44’/36’ 2 12’ 14’ where
required
6’ both
sides
5’ 7’ both
sides
4.2 Major Collector 72’/64’/56’ 52’/44’/36’ 2 12’ 14’ where 6’ both 5’ 5’ both
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H-J required sides sides
4.2
K-M
Minor Collector 70’/62’/58’ 50’/42’/34’ 2 11’ 13’ where
required
6’ both
sides
5’ 5’ both
sides
4.2
N-P
Local Street <15
percent slope (4)
57’/49’/41’ 36’/28’/20’ 2 10’ N/A Not
required
5’ 5’ both
sides
4.2
Q-S
Local Street ≥15
percent slope (4)
48’/40’/32’ 36’/28’/20’ 2 10’ N/A Not
required
6” curbs
only
5’ both
sides
Cul-de-sac Bulb 83’
diameter
70’
diameter
N/A N/A N/A N/A 5’ around
bulb
5’ around
bulb
Alley 20’ No curbs,
18’ paving
width
N/A N/A N/A Not
required
Not
required
342
(1) Minimum right-of-way widths and curb-to-curb widths are listed in this order: Streets with parking on both sides of 343
street/Streets with parking on one side of street/Streets with no on-street parking. Where indicated, parking width is 8’ per 344
side of street. Minimum right-of-way widths and curb-to-curb widths listed above do not include additional right-of-way 345
width and curb-to-curb width required to accommodate a center turn lane or center median. 346
(2) When a center turn lane or center median is required to address a significant volume of left-turn traffic or other safety or site-347
specific engineering concerns, additional right-of-way width and curb-to-curb width is required to accommodate the turn lane 348
and/or center median. Width of the turn lane will be not less than the standard provided in Table 4.2-1 above. 349
(3) The planting strip and curb includes 4.5’ planting strip and 6” curb on both sides of the street, unless otherwise indicated in 350
Table 4.2-1. 351
(4) Slope is the average slope of the development area per the calculation in SDC 3.3-520.A. Minimum curb-to-curb width for 352
local streets includes 6” behind the sidewalk for property pins. 353
354
D. Functional Classification of Streets. The City’s street system consists of streets that are classified as Major Arterial; Minor 355
Arterial; Major and Minor Collector; and Local, consistent with the Springfield Transportation System Plan (Figure 2) and the 356
Federally Designated Roadway Functional Classification map, contained in the Regional Transportation Plan. Local Streets include 357
all streets not classified as Arterial or Collector streets. 358
359
E. Dead-End Streets. 360
361
1. Dead-end streets shall must terminate in a cul-de-sac bulb, “hammerhead,” or other design that provides an 362
adequate vehicular turn-around areas, Public Works access, and pedestrian and bicycle connections as may be 363
approved by the Public Works Director and the Fire Marshal. 364
365
2. A dead-end street, excluding the bulb or other approved vehicular turn-around area, shall have a minimum length of 366
65 feet and shall have a maximum length of 400 feet as measured from the nearest curb line of the intersecting 367
street. The right-of-way and paving requirements for cul-de-sacs, including the bulb or other approved vehicular turn-368
around area, are as specified in Table 4.2-1 of this Code, the Development & Public Works Standard Construction 369
Specifications and the City’s Engineering Design Standards and Procedures Manual. 370
371
EXCEPTION: Revised Exception language will be provided in next draft with EDSPM language incorporated. 372
373
3. Where there is an existing dead-end street without a turn-around at the time of development that generates 374
additional vehicular trips, the property owner shall provide for a turn-around area to the satisfaction of the Public 375
Works Director and the Fire Marshall. Permitted vehicular turn-around areas may include, but are not limited to 376
hammerheads, partial cul-de-sac bulbs and private driveways. 377
378
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F. Where necessary to ensure that adequate access will be feasible for the orderly development and/or division of adjacent land 379
or to provide for the transportation and access needs of the City as determined by the Public Works Director, streets 380
shallmust be connected or extended to the appropriate boundary of the property proposed to be developed, partitioned or 381
subdivided. The developer must provide at their expense required signs, markings, and A City standard barricades, and/or 382
signs and markings as may be necessary to adequately warn traffic approaching the end of the street shall be constructed at 383
the developer's expense. 384
385
G. Additional Right-of-Way and Street Improvements 386
1. Whenever an existing street of inadequate width is abutting or within a development area requiring Development 387
Approval, dedication of additional right-of-way is required. Whenever street dedication results in right-of-way that 388
does not connect with the City street system, a deed restriction shall be recorded with the Lane County Recording 389
OfficerDeeds and Records stating that the property shall not be built upon until a fully improved street is constructed 390
to serve the property, and connect with the City street system. 391
392
2. Whenever a proposed land division or development will increase traffic on the City street system and the 393
development site has unimproved street frontage, that street frontage shall be fully improved to City specifications in 394
accordance with the following criteria: 395
396
a. When fully improved street right-of-way abuts the property line of the subject property, street 397
improvements shall be constructed across the entire property frontage. 398
b. When there is a fully improved partial-width street opposite the frontage of the subject property, street 399
improvements shall be constructed across the entire property frontage to provide a full-width street. 400
c. Where property has frontage on unpaved street right-of-way, or where unpaved street right-of-way extends 401
to a side property boundary, the minimum level of street improvements necessary to provide for the safe 402
and efficient movement of vehicles and pedestrians from/to the proposed development shall be 403
constructed. 404
d. Where there is multifamily residential, commercial or industrial development at the intersection of a fully 405
improved street and an unimproved street, if access is taken from the unimproved street, the unimproved 406
street frontage shall be improved. 407
408
EXCEPTIONS: 409
i. In all other cases of unimproved streets, an Improvement Agreement shall be required as a 410
condition of Development Approval, postponing improvements until the time that a City street 411
improvement project is initiated. 412
ii. In the case of siting accessory structures and other structures not occupied by humans, and 413
changes of use which do not increase parking requirements shall not be considered development 414
which increases traffic on the City street system; full street improvement or an Improvement 415
Agreement shall not be required. 416
417
3. In subdivisions, an An approved performance bond or suitable substitute in a sufficient amount to ensure the 418
completion of all required improvements, including the installation of sidewalks and accessways is required prior to 419
occupancy or Final Plat approval may be required when necessary to ensure compliance with a development 420
agreement. 421
422
4. Partial-width streets shall be permitted only if both of the following approval criteria are met: 423
424
a. There is inadequate right-of-way to install a full-width street improvement without changing street 425
alignments; and 426
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b. The partial-width street is adequate to carry anticipated traffic loads until adjacent properties are developed 427
and the street is fully improved. 428
429
5. If the developer bears the full cost of dedicating the necessary right-of-way for and/or constructing partial-width 430
street improvements, the developer may retain a reserve strip subject to the following terms and conditions: 431
432
a. The retention of this strip does not constitute either an express or implied agreement by the City: 433
i. To require an abutting property owner to take access to the street across the reserve strip; 434
ii. To withhold approval of development and building on abutting property unless the abutting 435
property owner takes access to the street across the reserve strip; 436
iii. That it will not or cannot prohibit access from abutting properties to the street across the reserve 437
strip. 438
b. Abutting property owners may purchase access rights across the reserve strip by paying to the developer a 439
prorated share of the developer's costs of the fully improved street. The developer shall submit actual 440
development costs to the City within 6 months following street construction. The cost of purchasing access 441
rights across the reserve strip shall include the actual construction cost per lineal foot, plus inflation, at a 442
rate not to exceed 5 percent per year. It shall not be the City's responsibility to record legal documents. 443
444
A section “H” regarding “Medians” will be added here to pull text from the EDSPM for the next draft. 445
446
HI. Where a development would result in the need to improve a railroad crossing, or an approach to a railroad crossing, the 447
developer shall bear the cost for the permitting and improvements. When other property owners are benefited, other 448
equitable means of cost distribution may be approved by the City. 449
450
IJ. Signs and SignalsTraffic Control Devices. 451
452
1. All traffic control signs, traffic signals pavement markings, and street name signs, and other traffic control devices must 453
be in conformance with the U.S. Department of Transportation's Manual of Uniform Traffic Control Devices for Streets 454
and Highways (including Oregon supplements), the City’s Engineering Design Standards and Procedures Manual, and the 455
Development & Public Works Standard Construction Specifications and this Code. 456
457
2. Unless otherwise approved by the Public Works Director: 458
459
a. The developer is responsible for providing and installing all traffic control devices and street name signs as 460
necessary to support the proposed development. 461
b. Where a proposed street intersection will result in an immediate need for a traffic signal control device, the 462
developer shall bear the cost for the improvements. When other property owners are benefited, other 463
equitable means of cost distribution may be approved by the City. 464
465
JK. Bus turn out lanes shall be consistent with current standards in the City’s Engineering Design Standards and Procedures 466
Manual.adopted Lane Transit District construction and design standards and location policies. 467
468
KL. Street names are assigned as specified in the Springfield Municipal Code, 1997. 469
470
LM. The Director may require a developer to install traffic calming measures, including, but not limited to, speed tables and mini-471
roundabouts to address public safety considerations on roadways. 472
473
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Figure 4.2-B 474
475
476
Figure 4.2-C 477
478
479
MAJOR ARTERIAL WITH PARKING ON BOTH SIDES
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MAJOR ARTERIAL WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MAJOR ARTERIAL WITH PARKING ON BOTH SIDES
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-D 480
481
482
Figure 4.2-E 483
484
485
MAJOR ARTERIAL WITH NO ON-STREET PARKING
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MINOR ARTERIAL WITH PARKING ON BOTH SIDES
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-F 486
487
Figure 4.2-G 488
489
490
491
MINOR ARTERIAL WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MINOR ARTERIAL WITH NO
ON-STREET PARKING
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-H 492
493
Figure 4.2-I 494
495
MAJOR COLLECTOR WITH PARKING ON BOTH SIDES
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MAJOR COLLECTOR WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-J 496
497
498
Figure 4.2-K 499
500
501
502
MAJOR COLLECTOR WITH NO ON-STREET
PARKING
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
MINOR COLLECTOR WITH PARKING ON BOTH
SIDES Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-L 503
504
505
Figure 4.2-M506
507
508
509
MINOR COLLECTOR WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C. ILLUSTRATIVE ONLY
MINOR COLLECTOR WITH NO PARKING
Ref. Section 4.2-105.C. ILLUSTRATIVE ONLY
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Figure 4.2-N 510
511
Figure 4.2-O 512
513
LOCAL STREET <15 PERCENT SLOPE
WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
LOCAL STREET <15 PERCENT SLOPE WITH
PARKING ON BOTH SIDES Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-P 514
515
516
517
Figure 4.2-Q 518
519
520
LOCAL STREET <15
PERCENT SLOPE WITH NO
ON-STREET PARKING
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
LOCAL STREET ≥15 PERCENT SLOPE
WITH PARKING ON BOTH SIDES
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Figure 4.2-R 521
522
Figure 4.2-S 523
524
525
********** 526
Staff Commentary: Revisions to block length standards in SDC 4.2-115 proposed below help implement Policy 3.4, Action 1 and 527
Policy 3.5, Action 1. The changes further development of an interconnected street grid with safe, efficient movement for 528
all travel modes, including emergency access, and provide more clarity regarding requirements and exceptions to 529
standards. 530
531
Relevant TSP Policies/Actions: 532
Policy 3.4: Provide for a continuous transportation network with reasonably direct travel routes to destination points for all modes 533
of travel. 534
Action 1: Design new streets to provide a connected grid network, including alleyways, when technically 535
feasible. 536
LOCAL STREET ≥15 PERCENT SLOPE WITH PARKING ON ONE SIDE
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
LOCAL STREET ≥15 PERCENT SLOPE WITH NO ON-STREET PARKING
Ref. Section 4.2-105.C.
ILLUSTRATIVE ONLY
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Policy 3.5: Address the mobility and safety needs of motorists, transit users, bicyclists, pedestrians, freight, and the needs of 537
emergency vehicles when planning and constructing roadway system improvements. 538
Action 1: Ensure that current design standards address mobility needs and meet ADA standards. 539
540
4.2-115 Block Length 541
542
A. Block perimeter for all street classifications shall not exceed the following maximums: 543
1. 1,400 feet in Mixed-Use Districts consistent with standards in Section 3.2-625E.; 544
2. 2,600 feet in industrial zoning districts; 545
3. 1,600 feet in other zoning districts. 546
547
B. Block length for local streets not in industrial zones or that do not serve industrial non-conforming uses mustshall not exceed 548
600 feet ,or the maximum block length established in an applicable Refinement Plan or Plan District, whichever is less. unless 549
the developer demonstrates that a block length shall be greater than 600 feet because of the existence of one or more of the 550
following conditions: 551
552
C. Block length for individual local streets in industrial zones or that serve industrial non-conforming uses shall not exceed 1,000 553
feet or the maximum block length established in an applicable adopted Refinement Plan or Plan District, whichever is less. 554
555
556
D. EXCEPTION: The Director may authorize a block length or block perimeter that exceeds the applicable maximum specified in 557
this section. In authorizing a block length or block perimeter that exceeds the above maximum lengths, the Director may 558
establish requirements for interim street connectivity and/or pedestrian accessways consistent with standards in Section 4.2-559
160. Where the extension of a public street into the proposed development would create a block length or block perimeter 560
that exceeds the applicable maximum exceeding 600 feet, the total block length and block perimeter shall be as close to 600 561
feet as possible to the applicable maximum.The Director will authorize an exception only if the applicant/developer 562
demonstrates that the existence of any of the following conditions justifies the exception: 563
564
A. 1. Physical conditions preclude a block length of 600 feet or less that cannot be mitigated necessitate a block length or 565
block perimeter that is longer than the applicable maximum. These conditions may include topography or the 566
existence of physical features, including, but not limited to: wetlands, ponds, streams, channels, rivers, lakes, or 567
steep grades, or a resource under protection by State or Federal law; or 568
569
B. 2. Buildings or other existing development on adjacent lands, including previously subdivided but vacant lots/parcels 570
that physically preclude a block length 600 feet or less necessitate a block length or block perimeter that is longer 571
than the applicable maximum, considering the potential for redevelopment; or 572
573
3. Industrial development areas greater than 25 acres pursuant to an adopted master plan. 574
575
C. Where the extension of a public street into the proposed development would create a block length exceeding 600 576
feet, the total block length shall be as close to 600 feet as possible. 577
578
579
580
********** 581
582
Staff Commentary: Revisions proposed below to site access, driveway, and vision clearance standards in SDC 4.2-120 and 4.2-583
130, respectively, implement TSP Policy 2.1 and Action 1, TSP Policy 2.4, and TSP Policy 3.5 by ensuring access while 584
managing the roadway capacity and enhancing safety. These changes are intended to encourage connecting parking lots 585
between sites so that people can move from one to another without needing to enter and exit the main roadway. Some 586
housekeeping revisions are included within proposed Code language below. 587
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588
Relevant TSP Policies/Actions: 589
Policy 2.1: Manage the roadway system to preserve safety, longevity, and operational efficiency. 590
Action 1: Evaluate, update, and implement access management regulations for new and modified access to 591
the roadway system. 592
Policy 2.4: Maintain and preserve a safe and efficient bike and pedestrian system in Springfield. 593
Policy 3.5: Address the mobility and safety needs of motorists, transit users, bicyclists, pedestrians, freight, and the needs of 594
emergency vehicles when planning and constructing roadway system improvements. 595
Action 1: Ensure that current design standards address mobility needs and meet ADA standards. 596
597
4.2-120 Site Access and Driveways 598
599
A. Site Access and Driveways – General. 600
601
1. All developed lots/parcels shall have an are entitled to one approved driveway access provided by either direct 602
access to a: 603
604
a. Public street or alley along the frontage of the property; or 605
b. Private street that connects to the public street system. The private street shall be constructed as specified in 606
Section 4.2-110 (private streets shall not be permitted in lieu of public streets shown on the City’s adopted 607
Conceptual Local Street Plan Map or TransPlan the Springfield Transportation System Plan); or 608
c. Public street by an irrevocable joint use/access easement serving the subject property that has been approved 609
by the City Attorney, where: 610
i. A private driveway is required in lieu of a panhandle driveway, as specified in Section 3.2-220B.; or 611
ii. Combined access for 2 or more lots/parcels is required to reduce the number of driveways along a 612
street, as determined by the Public Works Director. 613
614
2. Driveway access to designated State Highways is subject to the provisions of this Section in addition to requirements 615
of the Oregon Department of Transportation (ODOT) Highway Division. Where City and ODOT regulations conflict, 616
the more restrictive regulations shall apply. 617
3. As determined by the Director, sites with abutting parking areas within the same zoning district may be required to 618
provide driveway connections or pedestrian connections internal to the sites and joint access agreements to provide 619
efficient connectivity and preserve public street functions and capacity. 620
B. Driveways must take access from lower classification streets when development sites abut more than one street and streets 621
are of differing classification as identified in the Springfield Transportation System Plan access to local streets is generally 622
encouraged in preference to access to streets of higher classification. 623
EXCEPTION: Driveway access to or from a higher classification arterial and collector streets may be permitted if no reasonable 624
alternative street access exists or where heavy use of local streets is in-appropriate due to traffic impacts in residential areas. 625
1. Where a proposed development abuts an existing or proposed arterial or collector street, the development design 626
and off-street improvements shall minimize the traffic conflicts. 627
628
2. Additional improvements or design modifications necessary to resolve identified transportation conflicts may be 629
required on a case by case basis. 630
631
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C. Driveways shall be designed to allow safe and efficient vehicular ingress and egress as specified in Tables 4.2-2 through 4.2-5 632
and the City’s Engineering Design Standards and Procedures Manual and the Development & Public Works Standard 633
Construction Specifications. 634
635
Table 4.2-2 636
Driveway Design Specifications 637
1-Way
Driveway
Width
2-Way
Driveway
Width
Transition
Width
Driveway
Throat
Depth
Land Use Min./Max. Min./Max. Min./Max.
Single-family and Duplexes (3) (4) 12’/16’ 12’/24’(1) 3’/3’ N.A.
Multifamily Residential 24’/35’(1) 5’/8’ 18’(2)
Commercial/Public Land (4)(5) 12’/18’ 24’/35’(1) 8’/N.A. 18’(2)
Industrial (6) 12’/18’ 24’/35’(1) 8’/N.A. 18’(2)
(1) Driveway widths and throat depths may be varied if no other reasonable alternative exists to accommodate on-site 638
development needs and traffic safety is not impaired. 639
(2) Measured from the face of curb to the first stall. 640
(3) Single dDriveways serving a single-family orand duplex dwellings shall must be paved for the first 18 feet whenfrom the 641
edge of existing street pavement to the property line and for a distance of at least 18 feet from the property line into the 642
property when abutting a curb and gutterpaved street; these driveways may be graveled surfaced for the remainder of their 643
length. A residential Ddriveways abutting an unimproved gravel streets shall be may have a graveled surface until the 644
abutting street is paved. Permeable pavement is allowed on a residential driveway consistent with standards in the City’s 645
Engineering Design Standards and Procedures Manual. 646
(4) Off-street vehicle parking is restricted to approved driveways and parking lots, and shall not otherwise be allowed between 647
the street and primary building, consistent with Springfield Municipal Code 5.002(11). 648
(5) Driveways for commercial uses must be paved for their entire length. 649
(6) Driveways for industrial uses must be paved at least up to any employee or customer parking areas. 650
********** 651
652
4.2-130 Vision Clearance Area 653
654
A. All corner lots or/parcels shall must maintain a clear Vision Clearance Aarea at each access to a public street and on each 655
corner of property at the intersection of 2 streets or a street and an alley in order to provide adequate sight distance for 656
approaching traffic. Vision clearance areas must be shown on Site Plans for applicable land use applications. 657
658
B. No screens, plantings, or other physical obstructions areis permitted between 2 ½ and 8 feet above the established height of 659
the curb in the triangular Vision Clearance Aarea (see Figure 4.2-A). 660
EXCEPTION: Items associated with utilities or publicly-owned structures – for example, poles, and signs, and existing street 661
trees – may be permitted. 662
C. The clear Vvision Clearance Aarea shallmust be in the shape of a triangle. Two sides of the triangle shall must be property lines for 663
a distance specified in this Subsection. Where the property lines have rounded corners, they are measured by extending them in a 664
straight line to a point of intersection. The third side of the triangle is a line across the corner of the lot or /parcel joining the non-665
intersecting ends of the other 2 sides. The following measurements shall establish the clear vision Vision Clearance Aareas: 666
Table 4.2-5 667
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Type of Intersection Measurement Along Each
Property Line
Any Street 20 5 feet(1)
Any Alley 15 feet(1)
Any Driveway 10 feet(1)
(1) Note: These standards may be increased if warranted for safety reasons by the Public Works Director. 668
669
EXCEPTION: The Director may require that the Vision Clearance Area be increased to be consistent with the sight distance 670
standards and requirements in the American Association of State Highway and Transportation Officials (AASHTO) Green Book 671
when safety concerns warrant the increase. 672
********** 673
674
675
Staff Commentary: Changes to sidewalk standards in SDC 4.2-135 implement TSP Policies 1.2, 1.4 and 3.7; Policy 3.3, Actions 1, 676
2, and 4; and Policy 3.4, Action 2 by establishing setback sidewalks as the default standard, thereby promoting enhanced 677
pedestrian access and improving street design. 678
679
680
4.2-135 Sidewalks 681
682
A. Sidewalks and planter strips abutting public streets shall be located wholly within the public street right-of-way, unless otherwise 683
approved by the Public Works Director. 684
685
B. Sidewalks shall be designed, constructed, replaced or repaired as specified in the City’s Engineering Design Standards and 686
Procedures Manual, the Development & Public Works Standard Construction Specifications and the Springfield Municipal Code. 687
New sidewalk design shall be consistent with existing sidewalk design in the same block in relation to width and type, but shall 688
physically transition to comply with current sidewalk standards as determined by the Director. 689
690
C. Section C will be added here to bring additional standards and text regarding “Sidewalks” from the EDSPM into the Code for the 691
next draft for review. 692
693
D. Planter strips are may be required as part of sidewalk construction. Planter strips shall be at least 4.5 feet wide (as measured from 694
the back of curb to the edge of the sidewalk) and long enough to allow the street tree to survive. Planter strips must have 695
approved landscaping consisting of street trees and ground cover allowed per the City’s Engineering Design Standards and 696
Procedures Manual. Tree wells set in concrete or sidewalk areas shall be a minimum of four (4) feet by four (4) feet. Concrete, 697
asphalt or other impermeable pavement are not allowed to substitute for landscaping within planter strips. 698
699
EXCEPTION: Curbside sidewalks or planter strips less than 4.5 feet wide may be permitted when necessary for connectivity, 700
safety, and to comply with street design requirements subject to approval by the Director. 701
702
Staff Commentary: Implementing updated street design standards per Policy 3.3, Action 1, changes to SDC 4.2-140 clarify that 703
street trees on private property cannot be removed without prior approval, that street trees cannot be removed to 704
accommodate proposed driveways, and that street tree removal requires prior City authorization. Other housekeeping-705
related text changes are included below. 706
707
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4.2-140 Street Trees 708
709
Street trees are those trees required within the public right-of-way. The primary purpose of street trees is to create a streetscape that 710
benefits from the aesthetic and environmental qualities of an extensive tree canopy along the public street system. Street trees are 711
attractive amenities that improve the appearance of the community, providing provide shade and visual interest, and enhance the 712
pedestrian environment. Street trees also improve air quality, reduce stormwater runoff, and moderate the micro-climate impacts of 713
heat absorbed by paved surfaces. Street trees may be located within a planter strips, inor within individual tree wells within a sidewalk, 714
round-abouts, or medians. 715
716
EXCEPTION: In order to meet street tree requirements where there is no planter strip and street trees cannot be planted within the 717
public right-of-way, trees shall be planted in the required front yard or street side yard setback of private property as specified in the 718
applicable zoning district. 719
720
A. New Street Trees. New street trees shall be at least 2 inches in caliper. New street trees shall be selected from the City Street 721
Tree List and installed as specified in the City’s Engineering Design Standards and Procedures Manual. The Public Works 722
Director shall determine which species are permitted or prohibited street trees. 723
724
B. Existing Street Trees. 725
726
1. Street Tree Retention Standards. Existing trees may meet the requirement for street trees ( i.e., trees on the City Street 727
Tree List specified in the City’s Engineering and Design Standards and Procedures Manual with a minimum calipber of 2 728
inches) if excavation or filling for proposed development is minimized within the dripline of the tree. Sidewalks of variable 729
width, elevation, and direction may be used to save existing trees, subject to approval by the Director and Public Works 730
Director. 731
732
Existing street trees shall be retained as specified in the Engineering Design Standards and Procedures Manual, unless 733
approved for removal as a condition of Development Approval or in conjunction with a street construction project. 734
735
2. Street Tree Removal Standards. 736
a. Any City removal of existing street trees within the public right-of-way is proposed to be removed by the City 737
exempt from the tree felling regulations specified in Section 5.19-100. 738
b. Any eExisting street trees on private property cannot proposed to be removed shall require without prior 739
authorization by notification of the Public Works Director prior to removal. Removal of 5 or more street trees on 740
private property shall be subject to the tree felling standards specified in Section 5.19-100. 741
c. Existing street trees on private property shall not be removed to accommodate additional or expanded 742
driveways. 743
744
C. Street Tree Maintenance Responsibility. 745
746
1. Maintenance of street trees in the public right-of-way shall be performed by the City. 747
748
2. Maintenance of street trees on private property shall be performed by the property owner. 749
750
3. Removal of street trees on private or public property does not constitute maintenance. Any removal of street trees on 751
private property shall be subject to prior approval by the City as specified in Section 4.2-140B.2.b. above. 752
753
********** 754
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755
Staff Commentary: As part of implementing updated street design standards per Policy 3.3, Action 1, changes to SDC 4.2-145 clarify 756
that installation of decorative street lighting may be requested, but requires prior City authorization. Other 757
housekeeping-related text changes are included below. 758
759
4.2-145 Illumination StandardsStreet Lighting 760
761
The Illumination Standards section will be provided in the next draft. 762
763
********** 764
Staff Commentary: The following text revisions clarify that paved bikeways and multi-use paths are subject to the City’s 765
Engineering Design Standards and Procedures Manual standards, and are referenced in the TSP or City bike/ped plan 766
(which has yet to be developed). In making this change, it distinguishes unpaved bike facilities, such as single-track 767
mountain bike trails for recreational use, which are not considered part of the City’s transportation network. These 768
changes support TSP Policy 1.4; Policy 3.2, Actions 1, 4 and 7; Policy 3.4, Action 2; and Policy 3.7. 769
770
4.2-150 Bikeways and Multi-Use Paths 771
772
Bikeways. Development abutting existing or proposed paved bikeways and multi-use paths identified in TransPlan the Springfield 773
Transportation System Plan, or Springfield Bicycle Plan City adopted bicycle and pedestrian plan, or shown on the Conceptual Street 774
Map must shall include provisions for the extension of these facilities through the development area by the dedication of easements or 775
rights-of-way. The developer shall bear the cost of bikeway or multi-use path improvements, unless additional property owners are 776
benefitted. In this case, other equitable means of cost distribution may be approved by the City. 777
778
Additional text regarding Bikeway, Bike Lane, and Multi-use Path will be brought from the EDSPM into the Code in the next draft. 779
********** 780
Staff Commentary: The following revision provides more flexibility for establishing accessways and directs people to the City’s 781
Engineering Design Standards and Procedures Manual for pedestrian scale lighting requirements, in order to provide 782
more options for context sensitive lighting based on current technology and each project’s needs. 783
784
4.2-160 Accessways 785
786
A. Accessways allow pedestrians and bicyclists convenient linkages to adjacent streets, residential areas, neighborhood activity 787
centers, industrial or commercial centers, transit facilities, parks, schools, open space, or trails and paths where no public 788
street access exists. Accessways may also be used as a secondary emergency access. Accessways shall be located on publicly-789
owned property or dedicated as public right-of-way during the development review process. 790
791
EXCEPTIONS: 792
1. There is an existing building or conditions on an abutting property that makes the accessway impractical; or 793
2. There are slopes in excess of 30 percent.; or 794
3. Site constraints preclude the ability to dedicate right-of-way without impacting setback requirements or other 795
development standards. In such cases, the Director may authorize dedication of an easement or otherwise modify 796
the accessway standards below. 797
798
B. Accessways shall comply with the following design standards: 799
800
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1. Where an accessway is proposed for only bicycle and/or pedestrian travel, the right-of-way shall must be paved a 801
minimum of 12 feet wide, with a 10-foot wide paved surface of either asphalt concrete or Portland Cement concrete. 802
Any necessary lLight standards shallmay be installed within outside of the 12-foot travelway, as long as a minimum 8-803
foot wide clear path is maintainedbut within the public right-of-way. 804
805
2. Where an accessway is proposed as a secondary access for emergency vehicles or in combination with bicycle and/or 806
pedestrian travel, the right-of-way shall must be a minimum of 2420 feet wide; consisting of a 1012-foot wide area 807
paved with either asphalt concrete or Portland Cement concrete and two2 additional 45-foot wide areas on both 808
sides that aremay be turf block, grass-crete, or other similar permeable material approved by the Public Works 809
Director on a base of gravel capable of supporting fire equipment weighing 80,000 pounds. Any necessary lLight 810
standards shall must be installed outside the 20-foot travel pathway, but within the public right-of-way. 811
812
3. Illumination for accessways must be installed in accordance with Section 4.2-145. In addition to the locational 813
standards accessway lighting specified in Subsections 1. and 2., above any street light installed in an accessway shall 814
be a City-approved decorative streetlight. 815
816
C. The Director may require improvements to existing unimproved accessways on properties abutting and adjacent to the 817
property proposed to be developed. Where possible, the improvements to unimproved accessways shall continue to the 818
closest public -street or developed accessway. The developer shall bear the cost of accessway improvements, unless other 819
property owners are benefited. In this case, other equitable means of cost distribution may be approved by the City. Where 820
possible, accessways may also be employed to accommodate public utilities. 821
822
823
3. Proposed Changes to Parking Standards (SDC Chapter 4) 824
825
Relevant TSP Policies/Actions: 826
Policy 2.7: Manage the off-street parking system to assure major activity centers meet their parking demand through a combination 827
of shared, leased, and new off-street parking facilities and TDM programs. 828
Action 1: Modify parking requirements to assure that they are appropriate for land uses. The purpose of this 829
action is to reduce parking requirements to utilize land for economic development. 830
Policy 3.8: Coordinate the design of Springfield’s transportation system with relevant local, regional, and state agencies. 831
Action 3: Partner with LTD to provide frequent transit network connections along major corridors. The frequent 832
transit network should connect to local neighborhood bus service and major activity centers to 833
provide viable alternatives to vehicle trips. 834
835
836
Staff Commentary: The proposed changes to the parking standards in SDC 4.6-110 implement the above TSP 837
policies and action items by providing more options to reduce parking requirements. The standards reduce 838
minimum parking required for development sites on, or proximate to, high frequency transit corridors, allowing 839
developers to take advantage high frequency transit and to put more area of a site into an economically productive 840
use. Reducing parking requirements provides more flexibility in site design and can serve as a cost-saving incentive 841
for needed development of housing and employment uses. 842
The proposed standards cap the total parking reduction a developer can obtain for all sites outside the Downtown 843
Exception Area (where there is no minimum parking requirement) to maintain a minimum level of off-street vehicle 844
parking. The bike parking credit was moved from Section 4.6-120I to 4.6-110H and was reduced from 5 bike spaces 845
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for every vehicle space to 2 bike spaces per vehicle space to incentivize developers to take advantage of the bike 846
parking reduction credit. Staff believe that the existing 5-bike-space standard was adopted to conform to the 847
number of spaces provided by a single wave rack (the previously accepted bike parking standard). Because the new, 848
proposed bike parking standard requires a high quality rack (i.e. “staple rack”) that has space for 2 bikes per rack, it 849
makes sense to adjust the requirement. A standard vehicle parking space can fit 4-5 staple racks (or up to 10 bike 850
parking spaces). Under the proposed bike parking reduction credit, a developer could convert an existing vehicle 851
parking space to up to 10 bike parking spaces, resulting in a maximum net reduction of 4 vehicle parking spaces for 852
every existing vehicle parking space that is converted to bike parking. The new language also clarifies that bike 853
parking may substitute for a percentage of vehicle parking only when additional bike parking provided is above 854
minimum quantity of bike parking otherwise required. 855
856
857
4.6-100 Vehicle Parking, Loading and Bicycle Parking Standards 858
859
4.6-110 Motor Vehicle Parking—General 860
861
A. Off-street parking spaces shall be provided, for: consistent with requirements in Section 4.6-125, Table 4.6-2, unless excepted 862
as allowed herein, for: 863
864
1. All new construction and expansion of multiple family residential, commercial, industrial and public and semi-public 865
uses. If an existing development is expanded, new parking spaces shall be provided in proportion to the increase 866
only. 867
868
2. Changes in use or the use category of an existing building or structure. 869
870
3. The Director may authorize a reduction in the number of required parking spaces without a Variance: 871
a. Based on an approved Parking Study, prepared by a Transportation Engineer; and/or 872
b. When the location of a building on a site makes it impractical to provide the number of required spaces 873
without demolishing all or part of the building, and no alternative parking arrangements are reasonably 874
available; and 875
c. Based on an affirmative finding by the Director that the exception will have no negative impacts on 876
neighboring properties; and 877
d. All installed parking shall confirm to the design standards of this Section and Section 4.6-115 and 4.6-120. 878
879
B. If parking has been provided to serve an existing use, the number of parking spaces shall not be reduced if the result would be 880
fewer spaces than required by this Section, except as parking reductions are allowed below and under Special Provisions to 881
Table 4.6-2. 882
C. Parking reductions under Sections 4.6-110.H-L and Special Provisions to Table 4.6-2 shall not reduce the number of ADA 883
parking spaces required in accordance with the minimum parking in Table 4.6-2 or under Section 4.6-110.M. 884
DC. Required parking spaces shall be available for the parking of passenger automobiles vehicles of residents, customers, patrons, 885
visitors, and employees only, and shall not be used for outdoor displays, storage of vehicles, equipment, or materials. Parking 886
for company motor vehicles that remain on the premises overnight, or enclosures designed for the temporary collection of 887
shopping carts, must shall be provided in addition to the number of parking spaces required by this Section. 888
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ED. Unless joint use of parking facilities is requested as may be permitted in Subsection E. below, the total requirement for off-889
street parking spaces is the sum of the requirements for all uses. If the total number of required parking spaces results in a 890
fraction, the fraction shall be rounded up to the next whole number. Off-street parking facilities for one 1 use shall not be 891
considered as providing parking facilities for any other use, unless as may be permitted in Subsection F., below. 892
FE. The Director, upon application by all involved property owners, may authorize joint use of parking facilities, provided that: 893
894
1. The applicant shall demonstrate that there is no substantial conflict in the principal operating hours of the buildings 895
or uses for which the joint use of parking facilities is proposed; and 896
897
2. The parties concerned in the joint use of off-street parking facilities shall provide evidence of agreement for the joint 898
use by a legal instrument approved by the City Attorney. An agreement for joint use of parking facilities shall provide 899
for continuing maintenance of jointly used parking facilities; 900
901
3. The agreement shall be recorded at Lane County Deeds and Records at the applicant’s expense. 902
903
GF. When on-street parking is planned and provided, pParking spaces in a public right-of-way directly abutting the development 904
area may be counted as fulfilling a part of the parking requirements for a development as follows: For each 18 feet of 905
available on-street parking, there will be 1/2 space credit toward the required amount of off-street parking spaces. The 906
developer is responsible for marking any on-street spaces. 907
908
HG. Motor Vehicle Parking Space Reduction Credit for Additional Bicycle Parking. Additional bBicycle parking beyond the minimum 909
amount required in Table 4.6-3 that complies with the bike parking standards in Sections 4.6-145 and 4.6-150 may substitute 910
for up to 1525 percent of required off-street motor vehicle parking otherwise required in Table 4.6-2. For every 5two (2) non-911
required bicycle parking spaces that meet the short or long term bicycle parking standards specified in Table 4.6-3, the motor 912
vehicle parking requirement is reduced by one (1) space. When existing parking converted to bicycle parking under this 913
subsection results in surplus motor vehicle parking spaces, the surplus parking may be converted to another use in 914
conformance with the requirements of this Code. Existing parking may be converted to take advantage of this provision. 915
IH. Motor Vehicle Parking Space Reduction Credit for Frequent Transit Corridors – Abutting Sites. Development sites abutting an 916
existing or proposed Frequent Transit Corridor may request a reduction of up to 15 percent from minimum off-street motor 917
vehicle parking required in Table 4.6-2. 918
JI. Motor Vehicle Parking Space Reduction Credit for Frequent Transit Corridors – Nearby Sites. Development sites not abutting 919
but within 1/4-mile of an existing or proposed Frequent Transit Corridor may request a reduction of up to 10 percent from 920
minimum off-street motor vehicle parking required in Table 4.6-2. 921
K. Reduction Credit for ADA Improvements for Frequent Transit Corridors. Development sites abutting or within ¼-mile of an 922
existing or proposed Frequent Transit Corridor may receive a reduction of up to 10 percent from the minimum off-street 923
motor vehicle parking required in Table 4.6-2 in exchange for contribution to the City for ADA improvements in the public 924
right-of-way. The required contribution will be equal to the Base Curb Ramp Fee multiplied by each set of four parking spaces 925
to be reduced, rounded up to the next whole number (e.g. one Base Curb Ramp Fee for 1-4 parking spaces reduced, double 926
the Base Curb Ramp Fee for 5-8 parking spaces reduced, etc.). The Base Curb Ramp Fee shall be set by Council resolution and 927
shall be approximately the cost of constructing one ADA-compliant curb ramp. Nothing in this subsection waives or alters any 928
requirement for a developer to construct or provide on-site or off-site ADA improvements. 929
L. Outside of the Downtown Exception Area and Glenwood Riverfront Mixed-Use Plan District, a cumulative maximum reduction 930
of 25 percent of the minimum off-street parking required in Table 4.6-2 may be applied using the credits, allowances, and 931
exceptions to minimum parking requirements established in this Code. 932
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M. EXCEPTION: The Director may authorize reductions to the minimum number of parking spaces required in Table 4.6-2, 933
including reductions in excess of the cumulative maximum reduction specified in Section 4.6-110.K. above, based on 934
substantial evidence that less than the minimum required parking spaces would be utilized. Substantial evidence includes, but 935
is not limited to, the parking requirements based upon the current version of the Institute of Transportation Engineers (ITE) 936
Parking Manual, an approved Parking Generation Study prepared by a licensed engineer, evidence regarding specific use 937
characteristics, or evidence regarding site proximity to multi-modal improvements that are likely to reduce on-site parking 938
demand. 939
940
********** 941
942
943
Staff Commentary: Changes in SDC 4.6-120 relocate the parking reduction currently allowed under Subsection I to group it with 944
other parking reduction options in SDC 4.6-110. Revision to SDC 4.6-120.A. to allow for permeable pavement is proposed 945
following review of City standards called for in Policy 3.3, Action 1. The added language permits the Director to authorize 946
permeable paving in parking areas and driveways, providing stormwater and environmental benefits from an alternative 947
to standard paving. 948
949
950
951
4.6-120 Motor Vehicle Parking – Parking Lot Improvements 952
953
All parking areas shall conform to the setback, vision clearance, planting and screening provisions of this Code and shall be completed 954
prior to occupancy. Required parking spaces shall be improved as follows: 955
956
A. All parking areas lots, bays, and spaces shall have a durable, dust free surfacing of Asphaltic concrete, Portland cement 957
concrete or other materials as specified in the Building Safety Codes and approved by the City Engineer. the Building 958
OfficialPermeable pavement meeting standards in the City’s Engineering Design Standards and Procedures Manual may be 959
allowed by the City Engineer for parking areas and driveways. Parking lot surfacing shall not encroach upon the public right-of-960
way. 961
962
B. Adequate drainage improvements shall be provided to dispose ofmanage all on-site run-off. Provisions shall be made for the 963
on-site collection of drainage waters to eliminate sheet flow onto sidewalks, public rights-of-way, and abutting private 964
property. All drainage systems shall be approved by the City Engineer. the Building Official and shall be constructed in 965
conformance with the Building Safety Codes. 966
967
C. All parking stalls spaces fronting a sidewalk, alley, street, landscaped area or structure shall be provided with a secured wheel 968
bumper or linear curb not less than 6 inches in height to be set back from the front of the stall a minimum of 2 feet to allow 969
for vehicle encroachment. Wheel bumpers shall be a minimum of 6 feet in length. Curbs shall be constructed in conformance 970
with the Standard Construction Specifications. 971
972
EXCEPTION: As an option, the sidewalk or landscaped area may be widened 2 feet beyond the minimum dimension required 973
to allow for vehicle encroachment. A curb not less than 6 inches in height shall protect the widened sidewalks and planter 974
areas. 975
976
D. Backing into the public right-of-way, other than alleys is prohibited. 977
978
EXCEPTION: Parking areas of less than 4 spaces on a residentially zoned lot/parcel may back into the public right-of-way. 979
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980
E. All spaces shall be permanently and clearly marked unless the Director determines that the spaces should not be marked for 981
safety considerations. Old striping shall not be visible after being replaced by new striping. 982
983
F. Parking areas shall be designed to connect with parking areas on abutting sites within the same zoning district to eliminate the 984
use of the street for cross movements. 985
986
FG. Not more than 30 percent of the total parking spaces in a parking lot may be designated for compact cars, unless a greater 987
percentage is authorized by the Director based on substantial evidence that greater than 30 percent of the total parking 988
spaces is appropriate for the use. These spaces shall be signed and/or the space painted with the words “Compact Car Only.” 989
990
GH. Parking Spaces For Disabled Persons. 991
992
1. Parking spaces for disabled persons and accessible passenger loading zones that serve a particular building shall be 993
located as close as possible to a building entrance. 994
2. The number and dimensions of parking spaces for disabled persons shall be as specified in Section 11064 of the 995
Oregon Structural Specialty Code. 996
997
I. Motor Vehicle Parking Space Reduction Credit. Bicycle parking may substitute for up to 25 percent of required vehicle parking. 998
For every 5 non-required bicycle parking spaces that meet the short or long term bicycle parking standards specified in Table 999
4.6-3, the motor vehicle requirement is reduced by 1 space. Existing parking may be converted to take advantage of this 1000
provision. 1001
1002
1003
********** 1004
1005
1006
1007
1008
Staff Commentary: Text proposed below in SDC 4.6-125 furthers TSP Policy 2.7, Action 1 to foster economic development by 1009
establishing maximum quantities of off-street parking, based on 125% of the minimum parking required. Establishing a 1010
parking maximum, with allowances for exceeding that percentage, supports better site utilization for productive, 1011
revenue-generating use and has precedent in other communities. For example, Eugene limits parking for non-residential 1012
uses to 125% of the minimum required. Corvallis limits parking for any site to 130% of the minimum required, and Bend 1013
limits surface parking to 150% of the minimum required. Under the existing Springfield Development Code, a maximum 1014
parking limitation is provided only for non-residential uses in Mixed Use Districts (i.e., 120% of the minimum required in 1015
SDC 4.6-125G.1.b.) and the Glenwood Riverfront Mixed-Use Plan District area. 1016
The proposed language allows the Director to approve an alternative parking quantity for a particular use based upon 1017
evaluation of parking demands in the ITE Parking Manual or a parking study without applying for a variance. Proposed 1018
new text also permits the Director to allow an exceedance of the parking maximum based on a parking study and 1019
approved TDM plan. 1020
Language changes to parking requirements Table 4.6-2 for schools are provided for clarity. 1021
Under Special Provisions in SDC 4.6-125G.1.a., the existing 20% limitation on parking reduction for nonresidential uses in 1022
Mixed Use Districts is proposed to be deleted, given the proposed text in SDC 4.6-110 allows for a higher percentage 1023
parking reduction. Text in SDC 4.6-125G.2. is modified to reflect that residential mixed uses – like non-residential mixed 1024
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uses – are required to comply with the minimum parking requirements only for off-street surface parking. This helps 1025
distinguish, and provide support, for provision of structured parking to help meet parking demands, particularly within 1026
Mixed Use zoning districts. The exception language in SDC 4.6-125G.3. is proposed to be deleted since the proposed new 1027
Code text allows parking reductions for development sites on, and proximate to, frequent transit corridors irrespective of 1028
the use. 1029
1030
1031
4.6-125 Motor Vehicle Parking – Parking Space Requirements 1032
1033
Table 4.6-2 1034
Use Minimum Parking Requirements (1)
Dwellings-single-family, duplexes and
manufactured
2 for each dwelling
1 for each dwelling when on-street parking is planned and provided;
or 2 for each dwelling when no on-street parking is provided, or
when provided on-street parking is planned to be eliminated or
repurposed
Dwellings-cluster subdivisions See applicable dwelling unit
Dwellings-multiple family other than quads or
quints
1.5 for each dwelling unit
1 for each dwelling unit
Dwellings-quads or quints 0.75 for each bedroom
1035
Use Minimum and Maximum Parking Requirements (1) (2)
Child Care Centers 1 drop-off space for each 700 square feet of gross floor area, plus 1
long-term space for each 350 square feet of gross floor area
Education Facilities Public/Private 2 for each classroom, plus 1 elementary/middle school
for each 100 square feet of 6 or more student’s the largest public
assembly area.
Group Care Facilities 0.25 for each bedroom or dwelling unit plus 1 per full time employee
on the busiest shift.
Public Utility Facilities None, unless utility vehicles will be parked overnight.
Transient Accommodations
Bed and breakfast facilities, boarding and
rooming houses and hotels
1 plus 1 for each guest bedroom
Emergency shelter homes None
Youth hostels 0.3 for each guest bedroom
Eating and drinking establishments 1 for each 100 square feet of gross floor area.
Recreational facilities and religious, social and
public institutions
1 for each 100 square feet of floor area in the primary assembly area
and 1 for each 200 square feet of gross floor area for the remainder
of the building.
Retail sales, personal service, including small scale
repair and maintenance and offices
1 for each 300 square feet of gross floor area.
Shopping centers and malls 1 for each 250 square feet of gross floor area, exclusive of covered
pedestrian walkways. Once a shopping center or mall has been
approved, no additional parking shall be required, unless there is
new construction
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Use Minimum and Maximum Parking Requirements (1) (2)
Transportation facilities 1 for each 300 square feet of gross floor area not including vehicle
storage areas.
Warehouse commercial sales 1 for each 600 square feet of gross floor area.
Manufacture and assembly, and other primary
industrial uses
1 for each 500 square feet industrial of gross floor area (manufacture
and assembly) for each 1000 square feet of gross floor area
(warehousing)
Secondary industrial uses See applicable use in this table
(1) Table 4.6-2 establishes minimum off-street parking required for various uses except as may be reduced in accordance with the 1036
provisions of Section 4.6-110. 1037
(2) Table 4.6-2 establishes maximum off-street parking requirements for all uses except residential dwelling units. Maximum off-1038
street parking is 125 percent of the minimum off-street parking required above in Table 4.6-2, except as may be increased by the 1039
Director based upon an approved Parking Generation Study prepared by a professional Transportation Engineer licensed by the 1040
State of Oregon and an approved Transportation Demand Management Plan. 1041
Special Provisions: 1042
A. Downtown Exception Area. Within the Downtown Exception Area, all lots/parcels and uses shall be exempt from the 1043
minimum off-street parking space requirements of this Section. However, if the Director determines there is a need for off-1044
street parking, the Director may require an Institute of Transportation Engineering (ITE) Parking Generation Report to 1045
determine the off-street parking requirements. In any case, any voluntarily installed parking shall conform to the design 1046
standards of this Section. 1047
1048
B. Commercial Districts. 1049
1050
1. Parking lots in the Neighborhood Commerical (NC) District shall be designed so that every seventh space is developed 1051
as a landscaped separator between spaces. NC developments that require more than 25 parking spaces shall locate 1052
half of all the required spaces over 25 behind proposed buildings. 1053
1054
2. Parking lots shall be used exclusively for the parking of vehicles. 1055
EXCEPTION: Parking spaces in excess of the number required by this Code may be used for temporary sales or display of 1056
merchandise where the activity does not create a hazard for automobile or pedestrian traffic or where otherwise allowed 1057
under this Code or the Springfield Municipal Code. 1058
3. A minimum of 4 off-street parking spaces shall be required for all sites in commercial zoning districtsuses that require 1059
parking, unless reduced under Section 4.6-110M. 1060
1061
C. Light-Medium Industrial (LMI), Heavy Industrial (HI), and Special Heavy Industrial (SHI) Districts. In addition to reductions 1062
permitted in accordance with the provisions of Section 4.6-110, pParking spaces may be reduced in LMI, HI, or SHI zoning 1063
districts on a 1-for-1 basis when the number of spaces required is more than the number of employees working on the busiest 1064
shift, provided that a landscaped area equal to the total number of spaces reduced shall be held in reserve for future use. 1065
1066
D. Campus Industrial (CI) District. 1067
1. To the greatest extent practicable, parking shall be located behind buildings, internal to development or to the side 1068
of a building. 1069
1070
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EXCEPTIONS: 1071
a. The number of required parking spaces for uses not shown in Table 4.6-2 shall be determined based upon 1072
standards for similar uses. 1073
b. Parking spaces may be reduced on a 1-for-1 basis when the number of spaces required is more than the shift 1074
with the largest number of employees, provided that a landscaped area equal to the total number of spaces 1075
reduced is held in reserve for future use. 1076
1077
2. An additional 5 percent of impermeable surface may be allowed in cases where all parking on a lot/parcel is screened 1078
by earthen berms with an average height of 3 feet (measured from the finished grade of the edge of the parking lot), 1079
sunken below grade an average depth of 3 feet (measured from the finished grade of the edge of the parking lot to 1080
the finished grade of the adjacent berm or landscaped area), or both. 1081
1082
3. Truck parking for vehicles necessary for the operation of the facility may be located either: 1083
1084
a. Within an enclosed building; or 1085
b. Outside of a building if the following standards are met and shall: 1086
i. Be prohibited in all front and street-side yards; 1087
ii. Meet the building setback standards specified in Section 3.2-420; and 1088
iii. Be screened as specified in Section 3.2-445. 1089
1090
E. Medical Services District. Motor vehicle parking standards shall be determined based upon standards for similar uses in Table 1091
4.6-2 and upon the required Traffic Study. 1092
F. Public Land and Open Space District. Motor vehicle parking standards shall be determined based upon standards for similar 1093
uses in Table 4.6-2. Uses not listed shall require a Parking Study. 1094
1095
G. Mixed Use Districts. 1096
1. Nonresidential Requirements. 1097
a. Off-street surface parking shall meet the minimum parking requirement for the various commercial and 1098
industrial uses in Table 4.6-2 unless reduced under applicable provisions in this Code. The Director may 1099
reduce the minimum number of parking spaces required, based on a parking generation study, without the 1100
need for a Variance. The study shall demonstrate how a proposal to reduce parking is justified by estimated 1101
peak use, easy pedestrian access, availability of transit service, and adjacent on-street parking. This 1102
reduction shall be limited to 20 percent of the established standard. 1103
1104
b. The maximum number of parking spaces allowed shall not exceed 120 percent of the minimum parking requirement for 1105
commercial and industrial uses in Table 4.6-2. The Director may increase the allowed number of parking spaces based 1106
on a parking generation study, using statistical analysis from the Institute of Transportation Engineering (ITE) Parking 1107
Generation Report without the need for a Variance. The study shall demonstrate how a proposal to increase parking is 1108
justified by estimated peak use, and how parking demand management techniques to reduce the needed number of 1109
parking spaces would be ineffective for the development. 1110
1111
2. Residential Requirements. Minimum off-street parking standards for residential uses shall comply with the standards 1112
specified in Table 4.6-2 unless reduced under applicable provisions in this Code. 1113
1114
3. EXCEPTION: The Director may reduce the minimum residential parking standard when it is demonstrated that proposed 1115
housing is along a frequent service transit line, or is otherwise provided for by this Code. 1116
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********** 1117
1118
1119
4. Proposed Changes to Bicycle Parking Standards (SDC Chapter 4) 1120
1121
Relevant TSP Policies/Actions: 1122
Policy 2.7: Manage the off-street parking system to assure major activity centers meet their parking demand through a combination 1123
of shared, leased, and new off-street parking facilities and TDM programs. 1124
Action 2: Consider bike parking recommendations from the 2013 Regional Bike Parking Study when updating 1125
Springfield’s bike parking standards. 1126
Policy 3.2: Expand and enhance Springfield’s bikeway system and provide bicycle system support facilities for both new development 1127
and redevelopment/expansion. 1128
Action 6: Create city-wide bike parking stations in strategic locations such as along major transit routes and in 1129
Springfield’s central business district. 1130
Policy 3.8: Coordinate the design of Springfield’s transportation system with relevant local, regional, and state agencies. 1131
Action 1: Work with ODOT, Lane County, and LTD to improve pedestrian and bicycle facilities along state 1132
highways and major transit routes where appropriate. 1133
Action 2: Coordinate with Springfield Public Schools to provide key bicycle, pedestrian, and transit facilities 1134
near schools to ensure safe, convenient, and well-connected routes to schools. 1135
1136
Staff Commentary: The following revisions recommend increasing the minimum number of bicycle parking spaces required from 3 1137
spaces to 4 spaces because high-quality “staple” or “inverted-U” style bike racks typically hold two bicycles each. Changes 1138
are intended to update the bicycle parking standards to modern recommended rack type and installation standards to 1139
provide better quality facilities than the previous version of the Code. Figure 4.6-B is also updated to align with current 1140
best practices for bike parking installation. 1141
1142
1143
Chapter 4 – Development Standards 1144
1145
4.6-140 Bicycle Parking—Purpose and Applicability 1146
1147
A. Safe and convenient bicycle parking is required in most zoning districts and land use categories to encourage the use of 1148
bicycles as a mode of transportation. The required number of spaces is lower for uses that do not tend to attract bicycle riders 1149
and higher for those that do. Additionally, some bicycle parking is required on the basis of specifically encouraging employee, 1150
student or customer related bicycle use. The following standards ensure that bicycle parking is convenient to the cyclist in its 1151
location and provides sufficient security from theft and damage. Long-term bicycle parking space requirements accommodate 1152
employees, commuters, students, residents and other persons who expect to leave their bicycles for more than 2 hours. 1153
Short-term bicycle parking spaces accommodate visitors, customers, messengers, and other persons expected to depart 1154
within approximately 2 hours. 1155
1156
B. Unless exempted elsewhere in this Code, all development shall comply with the bicycle parking provisions of this Section. 1157
1158
4.6-145 Bicycle Parking—Facility Design 1159
1160
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A. The required minimum number of bicycle parking spaces for each principal use is 3 spaces. Specific requirements per use are 1161
given in Section 4.6-155. Additional bicycle parking spaces may be required at common use areas. Fractional numbers of 1162
spaces shall be rounded up to the next whole space. 1163
A. Required bicycle parking spaces and facilities must be a powder coated staple or inverted-U rack as shown in Figure 4.6-B. 1164
Alternatively, the required bicycle parking spaces must fulfill the criteria for quality bicycle parking, which are as follows: 1165
1166
1. Supports the bicycle frame in a stable position without damage to wheels, frames, or components and provides two 1167
points of contact; and 1168
2. Allows locking of the frame and one or both wheels with a U-lock; and 1169
3. Is securely anchored to the ground or to a structure; and 1170
4. Resists cutting, rusting, bending, or deformation, both from natural causes and from human abuse; and 1171
5. Powder coated or durable, non-scratching surface; and 1172
6. Works well for a variety of bicycle frame types (e.g. should work for step-through frame as well as diamond frame, 1173
children’s bicycles as well as adult bicycles, recumbent as well as other styles of adaptive bicycles). 1174
1175
B. Each bicycle parking space shall be at least 2 by 6 feet with an overhead clearance of 7 feet, and with a 5-foot access aisle 1176
beside or between each row of bicycle parking, and between parked bicycles and a wall or structure (the dimensions for 1177
commonly used bicycle racks are shown in Figure 4.6-B.). Bicycles may be tipped vertically for storage but not hung above the 1178
floor. Required bicycle parking spaces and facilities shall be constructed and installed in accordance with Section 4.6-150 and 1179
Figures 4.6-B and 4.6-C. Bicycle parking shall must be provided at ground level unless an elevator with clear bicycle wayfinding 1180
signage is easily accessible and directs users to an approved bicycle storage area. Each required bicycle parking space shall 1181
must be accessible without removing another bicycle. 1182
1183
C. All required long-term bicycle parking spaces shall must be sheltered from precipitation and include lighting. Short-term 1184
bicycle parking is not required to be sheltered. 1185
1186
D. Short-term bicycle parking must be sheltered as follows: 1187
1. If 10 or fewer short-term bicycle parking spaces are required, no shelter is required for short-term bicycle parking. 1188
1189
2. If more than 10 short-term bicycle parking spaces are required, at least 50 percent of the short-term bicycle parking 1190
spaces in excess of 10 must be sheltered. 1191
1192
3. Shelters must have a minimum 7-foot overhead clearance and must completely cover the bicycle parking rack and any 1193
bicycles that are parked in the way the rack was designed to be used. 1194
1195
E. Bicycle parking that accommodates oversized bicycles and alternative bicycle types must be provided as follows: 1196
1197
1. Each oversized bicycle parking space must provide minimum clear area of 4 feet by 8 feet as shown in Figure 4.6-C. 1198
1199
2. At least 10% of the long-term bicycle parking spaces for commercial uses and residential uses must be oversized bicycle 1200
parking spaces. 1201
1202
3. At least 10% of the short-term bicycle parking spaces for schools (elementary through high school) must be oversized 1203
bicycle parking spaces. 1204
1205
F. Direct access from bicycle parking spaces to the public right-of-way shall be provided with access ramps, if necessary, and 1206
pedestrian access from the bicycle parking area to the building entrance. 1207
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1208
Figure 4.6-B 1209
1210
1211
1212
1213
1214
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1215
1216
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1217
Figure 4.6-C 1218
1219
1220
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1221
********** 1222
1223
Staff Commentary: The following section proposes establishing requirements for rack type that align with current high quality 1224
standards for bicycle racks. 1225
1226
4.6-150 Bicycle Parking—Facility Improvements 1227
1228
A. Bicycle Parking Location and Security. 1229
1230
1231
1. Bicycle parking shall consist of a securely fixed structure that supports the bicycle frame in a stable position without 1232
damage to wheels, frames or components and that allow the frame and both wheels to be locked to the rack by the 1233
bicyclist's own locking device; and be provided within a convenient distance of, and clearly visible from, the main 1234
entrance to the building or point of entry to the use as determined by the City. Bicycle parking racks, shelters, or lockers 1235
shallmust be securely anchored to the ground or to a structure. 1236
1237
2. Exterior long-term bicycle parking must be located within 200 feet from the main building entrance, primary point of 1238
entry to the use, or employee entrance. 1239
1240
3. Exterior short-term bicycle parking must: 1241
1242
a. Be located no further than fifty (50) feet from the main building entrance or primary point of entry to the use, as 1243
determined by the City, but not further away than the closest on-site automobile parking space excluding 1244
designated accessible parking spaces, whichever distance is less; 1245
b. Be clearly visible from the main building entrance or primary point of entry to the use; and 1246
c. Not require a person to cross a driveway, loading space, or other area intended for motor vehicle circulation to 1247
access the main building entrance or primary point of entry to the use. 1248
1249
4. Bicycle parking shall be separated from motor vehicle parking by a barrier, curb, or sufficient distance to prevent damage 1250
to parked bicycles. 1251
1252
5. 1253
Where bicycle parking facilities are not directly visible and obvious from the public right-of-way, signs shall be provided to 1254
direct bicyclists to the parking. Directions to sheltered facilities inside a structure may be signed or supplied by the 1255
employer, as appropriate. Short-term parking shall be made available to the general public. 1256
1257
6. Bicycle parking may be located inside a building on a floor, which has an outdoor entrance open for use, and which does 1258
not require stairs to access the space; 1259
1260
EXCEPTION: The Director may allow bicycle parking on upper stories within multi-story residential buildings. 1261
1262
7. Bicycle parking and bicycle racks shallmust be located to avoid conflict with pedestrian movement and access. Direct 1263
access from bicycle parking spaces to the public right-of-way must be provided by at-grade or ramp access. Pedestrian 1264
access must be provided from the bicycle parking area to the building entrance. Bicycle parking may be located in the 1265
public sidewalk or right-of-way where there is a minimum 5 feet between the parked bicycle and the storefront and does 1266
not conflict with pedestrian accessibility. 1267
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8. For multifamily dwellings with required bike parking, requirements may be met through the provision of individual 1268
garages or storage units. For housing relying on a common garage and without storage units, bicycle racks shall be 1269
provided in the garage. 1270
1271
B. Businesses Employers with changing rooms and shower facilities or other additional amenities that encourage bicycling or 1272
other alternative active modes of transportation by employees or patrons may be eligible for a 10 percent reduction of 1273
Transportation System Development Charges if the Director determines that those facilities encourage bicycling or other 1274
alternative active modes of transportation by employees or patrons if the City Engineer determined a decrease in vehicle trips 1275
will result. 1276
1277
********** 1278
1279
Staff Commentary: The following table is intended to entirely replace existing Table 4.6-3 in order to make it more concise. 1280
Because it is so long, the existing table is not shown here in the deleted, strikethrough format. The proposed chart from 1281
the Regional Bike Parking Study was used as the base chart and changes that have been made to that proposal are 1282
marked by underlined or strikedthrough text. 1283
1284
4.6-155 Bicycle Parking—Number of Spaces Required 1285
1286
A. The required minimum number of bicycle parking spaces for each principal use is four (4) 3 spaces, unless otherwise specified 1287
in Table 4.6-3. Additional bicycle parking spaces may be required at common use areas. When the number of required spaces 1288
results in a fractional number, the total number of required spaces will be rounded up to the next whole number. When 1289
application of the long and short term bicycle parking percentages results in a fractional number of long and short term 1290
spaces, the number of long term spaces required will be rounded up to the next whole number; the remaining number of 1291
required spaces will be designated as short term bicycle parking. 1292
1293
B. The following parking standards have been established according to land use and apply to that use in any zoning district. 1294
1295
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1296
Table 4.6-3 Minimum Required Bicycle Parking Spaces
Use Category
Specific Uses
Number of Required
Spaces (minimum 4
spaces required unless
-0-is indicated or
otherwise noted)
Long and Short
Term Bicycle
Parking
Percentages
Residential Single-family and duplexes -0 NA
Triplex, four-plex, and
multi-family
1 per dwelling unit 75% long term
25% short term
Dormitories 1 space per every three3 occupants 50% long term 50% short term
Assisted care and day
cares
1 per 5 employees 75% long term
25% short term
Other Residential Uses 1 per dwelling unit 100% long term 50% long term
50% short term
Commercial General Retail 1 per 3000 square feet
of floor area
25% long term
75% short term Eating and Drinking Establishments 1 per 600 square feet of floor area 25% long term 75% short term
Service
Establishments
1 per 2000 square feet
of floor area
25% long term
75% short term Art Institution/Gallery 1 per 1500 square feet of floor area 25% long term 75% short term
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1297
********** 1298
Table 4.6-3 Minimum Required Bicycle Parking Spaces
Use Category
Specific Uses
Number of Required
Spaces (minimum 4
spaces required unless
-0-is indicated or
otherwise noted)
Long and Short
Term Bicycle
Parking
Percentages
Drive-through Only Establishments 2 for employee parking (minimum of 4 does not
apply)
100% long term
Lodging 1 per 10 rentable rooms 75% long term 25% short term
Office, including
Medical Offices and Clinics
0.75 per 5000 square
feet of floor area
75% long term
25% short term
Industrial and
Wholesale
0.25 per employee OR
1 per 3000-4000 square feet of floor area,
whichever is less
7525% long term
2575% short term
Institutional Government related
uses
1 per 3000 square feet
of floor area
25% long term
75% short term Schools (elementary through high school) 1 per 10 students based on planned capacity 25% long term 75% short term
Parks and
playgrounds
8 per park or
playground
100% short term
Recreation, Amusement, and
Entertainment Facilities
1 per 1000 square feet of floor area 25% long term 75% short term
Universities/Colleges 1 per 5 full time
students
25% long term
75% short term Hospitals and Medical Centers 1 per 40000 square feet of floor area 7525% long term 2575% short term
Religious Institutions
and Places of Worship
1 per 20 seats or 40
feet of bench length (fixed seating) or 1 per
500 square feet of floor area (no fixed seating)
100% short term
Transportation-
Related Structured Parking 10% of the number of vehicle parking spaces provided
75% long term 25% short term
Transit Station 10% of the number of
vehicle parking spaces provided (if no vehicle
parking is provided, the minimum of 4 applies)
50% long term
50% short term
Transit Park & Ride 10% of the number of
vehicle parking spaces provided
50% long term
50% short term
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Staff Commentary: Changes to Section 3.4-270 are intended to align the Glenwood Riverfront Mixed-Use Plan District 1299
Bike Parking standards with the proposed changes to the general bike parking Section 4.6-150. 1300
1301
Section 3.4-200 GLENWOOD RIVERFRONT MIXED-USE PLAN DISTRICT 1302
1303
3.4-270 Public and Private Development Standards 1304
1305
G. Vehicle/Bicycle Parking and Loading Standards. 1306
1307
13. Bicycle Parking. 1308
1309
a. Safe and convenient bicycle parking shall be provided for residents, visitors, employees and patrons. In 1310
mixed-use developments, the required bicycle parking for each use shall be provided. Required off-street 1311
bicycle parking spaces shall be as specified in Table 3.4-2. The requirements in Table 3.4-2 supersede any 1312
conflicting requirements in Section 4.6-155. The required minimum number of parking spaces for each listed 1313
use is 4 spaces. 1314
1315
14. Bicycle Parking Design, Location and Security. 1316
1317
a. Required bicycle parking spaces and facilities must be constructed and installed in accordance with Sections 1318
4.6-145 and 4.6-150. Long term bicycle parking required in association with a commercial or employment 1319
use shall be provided in a well-lighted, secure location within a convenient distance of a main entrance and 1320
any secondary entrance. A secure location is defined as one in which the bicycle parking is a bicycle locker, a 1321
lockable bicycle enclosure, or provided within a lockable room. 1322
b. Long term bicycle parking provided in outdoor locations shall not be farther away than the closest on-site 1323
automobile parking space, excluding designated accessible parking spaces. 1324
1325
********** 1326
1327
Staff Commentary: Definitions for “block,” “block length,” and “block perimeter” are added based on the proposed 1328
amendments to SDC 4.2-115, establishing new maximum block perimeters. Although a maximum block length is already 1329
included in the 4.2-115, the term “block length” is not currently defined in the development code. The definition for a 1330
“block” is proposed to be amended to provide better clarity. The new definition for Frequent Transit Corridor relates to 1331
TSP Policy 3.8, Action 3, and to changes in parking requirements and allowed reductions proposed for SDC 4.6-110 and 1332
4.6-125. The revised definition for “vision clearance area” reflects that a vision clearance area may not always be a 1333
triangular area, and adds that vision clearance areas are also required for driveway/street intersections. 1334
1335
Section 6.1-100 Definitions 1336
1337
6.1-110 Meaning of Specific Words and Terms 1338
1339
Block. An area of land containing one or more lots/parcels surrounded by public or private streets, railroad and/or un-subdivided 1340
acreage. 1341
Block Length. The distance along a public or private street between the centerline of two intersecting streets, including “T” 1342
intersections but excluding cul-de-sacs. 1343
1344
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Block Perimeter. The sum of all block lengths for a given block, also measured as the distance to travel once completely around the 1345
block, ending at the starting point as measured from the centerline of the street. 1346
Frequent Transit Corridor. Arterial and collector roadways forming a Frequent Transit Network, as identified in the adopted 1347
Springfield Transportation System Plan, representing the highest order of transit service along major thoroughfares within the city. 1348
Characteristics of Frequent Transit Network corridors include, but are not limited to: 10-15 minute transit frequency during peak travel 1349
times, a well-connected street and transit network providing circulation integrated with pedestrian and bicycle connections, support 1350
and compatibility with urban design goals for development along the corridors, geographically equitable coverage serving populations 1351
protected by Title VI of the 1964 Civil Rights Act, and high-quality transit station amenities. 1352
Vision Clearance Area. A triangular shaped portion of land established at street, alley, or driveway intersections or driveways in which 1353
nothing over 2 1/2 feet is erected, placed, planted or allowed to grow to may obstruct the sight distance of motorists entering or 1354
leaving the intersection, unless specifically exempted by this Code. 1355
********** 1356
5. Proposed Changes to Various Standards for Code Administration (SDC Chapters 3, 4, and 5) 1357
1358
Relevant TSP Policies/Actions: 1359
Policy 3.3: Street design standards should be flexible and allow appropriate-sized local, collector, and arterial streets based upon 1360
traffic flow, geography, efficient land use, social, economic and environmental impacts. 1361
Action 1: Conduct a comprehensive review and update of Springfield street standards, and develop code to 1362
address transportation system deficiencies, adopted goals, and policies. 1363
Action 2: Consider effects of stormwater runoff in street design and reduce runoff through environmentally 1364
sensitive street designs for new and reconstructed streets. 1365
Policy 3.4: Provide for a continuous transportation network with reasonably direct travel routes to destination points for all modes 1366
of travel. 1367
1368
Staff Commentary: The following Code revisions are proposed to address ambiguity in the existing Code, to help clarify application 1369
of Code standards, and/or to reconcile site-related development standards with street design standard modifications 1370
called for in TSP Policy 3.3 and in Policy 3.3 Actions 1 and 2, and Policy 3.4. 1371
The new text proposed in SDC 3.2-220A.6. provides a maximum length for a panhandle driveway where none exists 1372
currently in Code. Absent having any standard, panhandle driveway lengths can meet or exceed the minimum block 1373
length for public streets and maximum length for dead end streets. Establishing a maximum driveway length for new 1374
panhandle lots ensures suitable fire access, and encourages connectivity and enhances pedestrian access. 1375
1376
3.2-220 Additional Panhandle Lot/Parcel Development Standards 1377
1378
A. Special provisions for lots/parcels with panhandle driveways: 1379
1380
1. Panhandle driveways are permitted where dedication of public right-of-way is impractical or to comply with the 1381
density standards in the applicable zoning district. Panhandle driveways shall not be permitted in lieu of a public 1382
street, as determined by the Director. 1383
1384
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2. Panhandle driveways shall not encroach upon or cross a watercourse, other body of water or other topographic 1385
feature unless approved by the Director and the City Engineer. 1386
1387
3. The area of the pan portion does not include the area in the “panhandle” driveway. 1388
1389
4. No more than 4 lots/parcels or 8 dwelling units shall take primary access from 1 multiple panhandle driveway. 1390
1391
5. The paving standards for panhandle driveways are: 1392
1393
a. Twelve feet wide for a single panhandle driveway from the front property line to a distance of 18 feet, 1394
where there is an unimproved street; and from the front property line to the pan of the rear lot/parcel, 1395
where there is an improved street; and 1396
b. Eighteen feet wide for a multiple panhandle driveway from the front property line to the pan of the last 1397
lot/parcel. This latter standard takes precedence over the driveway width standard for multiple-family 1398
driveways specified in Table 4.2-2. 1399
1400
6. New panhandle driveways shall not exceed 250 feet in length as measured from the front property line to the pan of the 1401
rear lot/parcel. 1402
1403
1404
********** 1405
1406
Staff Commentary: Changes to SDC 4.7-140 and SDC 5.12-120 relate to the review of City standards called for in Policy 3.3, 1407
Action 1. These changes more clearly link new residential driveway siting and lot layout with safety-based roadway 1408
standards for minimum driveway separation and location. Other housekeeping text amendments are also included below. 1409
1410
4.7-140 Siting Duplexes in All Residential Districts 1411
1412
A. New Duplexes in the LDR and SLR Districts. A single duplex may be located on corner lots/parcels as specified in Section 3.2-1413
215. The design standards specified in Section 4.7-142 shall only apply to duplexes in the SLR District. Corner lots/parcels 1414
proposed for new duplexes shall demonstrate that lot/parcel configuration, lot/parcel size, driveway locations, and driveway 1415
distances from street intersections are adequate to ensure traffic and pedestrian safety. 1416
1417
B. Pre-existing Duplexes in the LDR District. Prior to the adoption of this Code: 1418
1419
1. Duplexes on interior lots/parcels approved as part of a Planned Unit Development shall not be considered to be 1420
nonconforming uses. 1421
1422
2. Duplexes on interior lots/parcels approved on property previously zoned RGesidential Garden (RG) Apartments shall 1423
not be considered to be a nonconforming use. 1424
1425
3. Duplexes on interior lots/parcels that meet the density requirements of this zoning district shall not be considered a 1426
nonconforming use. 1427
1428
C. New Duplexes in the MDR and HDR Districts. 1429
1430
1. A single duplex shall be permitted on corner lots/parcels as specified in Section 3.2-210. The design standards of 1431
Section 4.7-142 shall apply to this category of duplexes. 1432
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1433
2. Where more than 1 duplex is proposed on lots/parcels that are less than 1/2 acre in size and the minimum MDR or 1434
HDR density standard for the entire development area can be met, the design standards specified in Section 4.7-142 1435
shall apply to this category of duplexes. 1436
1437
3. Where more than 1 duplex is proposed on lots/parcels that are 1/2 acre or more and the minimum MDR or HDR 1438
density standard for the entire development area can be met, the multifamily design standards specified in Section 1439
3.2-240 shall apply to this category of duplexes. 1440
1441
D. Partitioning Corner Duplex Lots. A proposed or existing duplex on a corner lot/parcel in any residential district may be 1442
partitioned for the purpose of allowing independent ownership of each dwelling unit, providing the 2 platted parcels meet the 1443
minimum area standards for corner duplex parcels specified in Section 3.2-215 and the minimum separation of driveways 1444
from the nearest street intersection as specified in Section 4.2-120, Table 4.2-4. In this case, the partition shall meet the land 1445
division standards specified in Section 5.12-100 and the following: 1446
1447
1. Utility service to each unit shall be separate. 1448
1449
2. All walls connecting abutting units shall be fire resistive walls as specified in the Oregon Residential Specialty Code. 1450
1451
3. The property line separating the 2 units shall have not more than 2 angle points. The angle points shall not occur 1452
within the wall between abutting units. 1453
1454
********** 1455
1456
5.12-100 Land Divisions – Partitions and Subdivisions 1457
1458
5.12-120 Tentative Plan Submittal Requirements 1459
1460
A Tentative Plan application shall contain the elements necessary to demonstrate that the provisions of this Code are being fulfilled. 1461
1462
EXCEPTION: In the case of Partition applications with the sole intent to donate land to a public agency, the Director, during the Pre-1463
Submittal Meeting, may waive any submittal requirements that can be addressed as part of a future development application. 1464
1465
A. General Requirements. 1466
1467
1. The Tentative Plan, including any required Future Development Plan, shall be prepared by an Oregon Licensed 1468
Professional Land Surveyor on standard sheets of 18” x 24”. The services of an Oregon Licensed Professional Engineer 1469
may also be required by the City in order to resolve utility issues (especially stormwater management, street design 1470
and transportation issues), and site constraint and/or water quality issues. … 1471
1472
B. A Site Assessment of the Entire Development Area. The Site Assessment shall be prepared by an Oregon Licensed Landscape 1473
Architect or Engineer and drawn to scale with existing contours at 1-foot intervals and percent of slope that precisely maps 1474
and delineates the areas described below. Proposed modifications to physical features shall be clearly indicated. The Director 1475
may waive portions of this requirement if there is a finding that the proposed development will not have an adverse impact 1476
on physical features or water quality, either on the site or adjacent to the site. Information required for adjacent properties 1477
may be generalized to show the connections to physical features. A Site Assessment shall contain the following information. 1478
1479
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1. The name, location, dimensions, direction of flow and top of bank of all watercourses that are shown on the Water 1480
Quality Limited Watercourses (WLQWWQLW) Map on file in the Development Services and Public Works 1481
Department; 1482
1483
2. The 100-year floodplain and floodway boundaries on the site, as specified in the latest adopted FEMA Flood 1484
Insurance Maps or FEMA approved Letter of Map Amendment or Letter of Map Revision; 1485
1486
3. The Time of Travel Zones, as specified in Section 3.3-200 and delineated on the Wellhead Protection Areas Map on 1487
file in the Development Services and Public Works Department; 1488
1489
4. Physical features including, but not limited to significant clusters of trees and shrubs, watercourses shown on the 1490
(WLQWWQLW) Map and their riparian areas, wetlands, and rock outcroppings; … 1491
1492
C. A Stormwater Management Plan drawn to scale with existing contours at 1-foot intervals and percent of slope that precisely 1493
maps and addresses the information described below. In areas where the percent of slope is 10 percent or more, contours 1494
may be shown at 5-foot intervals. This plan shall show the stormwater management system for the entire development area. 1495
Unless exempt by the Public Works Director, the City shall require that an Oregon licensed Civil Engineer prepare the plan. 1496
Where plants are proposed as part of the stormwater management system, an Oregon Llicensed Landscape Architect may 1497
also be required. The plan shall include the following components: 1498
1499
1. Roof drainage patterns and discharge locations; 1500
1501
2. Pervious and impervious area drainage patterns; 1502
1503
3. The size and location of stormwater management systems components, including but not limited to: drain lines, 1504
catch basins, dry wells and/or detention ponds; stormwater quality measures; and natural drainageways to be 1505
retained; 1506
1507
4. Existing and proposed site elevations, grades and contours; and 1508
1509
5. A stormwater management system plan with supporting calculations and documentation as required in Section 4.3-1510
110 shall be submitted supporting the proposed system. The plan, calculations and documentation shall be 1511
consistent with the Engineering Designs Standards and Procedures Manual to allow staff to determine if the 1512
proposed stormwater management system will accomplish its purposes. 1513
1514
D. A Rresponse to Ttransportation issues complying with the provisions of this Code. 1515
1. The locations, condition, e.g., fully improved with curb, gutter and sidewalk, AC mat, or gravel, widths and names of 1516
all existing streets, alleys, or other rights-of-way within or adjacent to the proposed land division; 1517
1518
2. The locations, widths and names of all proposed streets and other rights-of-way to include the approximate radius of 1519
curves and grades. The relationship of all proposed streets to any projected streets as shown on the Metro Plan or 1520
Springfield Comprehensive Plan, including the TransPlan Springfield Transportation System Plan, any approved 1521
Conceptual Development Plan and the latest version of the Conceptual Local Street Map; 1522
1523
3. The locations and widths of all existing and proposed sidewalks, multi-use paths, pedestrian trails and accessways, 1524
including the location, size and type of plantings and street trees in any required planter strip; 1525
1526
Attachment 5, Page 55 of 63
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4. The location of existing and proposed traffic control devices, fire hydrants, power poles, transformers, neighborhood 1527
mailbox units and similar public facilities, where applicable; 1528
1529
5. The location and dimensions of existing and proposed driveways demonstrating conformance with lot/parcel 1530
dimensions and frontage requirements for single-family and duplex lots/parcels established in Section 3.2-215, and 1531
driveway width and separation specifications established in Section 4.2-120, where applicable; 1532
1533
6. The location of existing and proposed street trees, associated utilities along street frontage(s), and street lighting: 1534
including the type, height and area of illumination; 1535
1536
7. The location of existing and proposed transit facilities; 1537
1538
8. A copy of a Right-of-way Approach Permit application where the property has frontage on an Oregon Department of 1539
Transportation (ODOT) facility; and 1540
1541
9. A Traffic Impact Study prepared by a Oregon Licensed Traffic Engineer, where necessary, as specified in Section 4.2-1542
105A.4. 1543
1544
E. A Future Development Plan. Where phasing and/or lots/parcels that are more than twice the minimum lot/parcel size are 1545
proposed, the Tentative Plan shall include a Future Development Plan that: 1546
1547
1. Indicates the proposed redivision, including the boundaries, lot/parcel dimensions and sequencing of each proposed 1548
redivision in any residential district, and shall include a plot plan showing building footprints for compliance with the 1549
minimum residential densities specified in Section 3.2-205. 1550
1551
2. Addresses street connectivity between the various phases of the proposed development based upon compliance 1552
with TransPlan the Springfield Transportation System Plan, the Regional Transportation Plan (RTP), applicable 1553
Refinement Plans, Plan Districts, Master Plans, Conceptual Development Plans, or the Conceptual Local Street Map 1554
and this Code; 1555
1556
3. Accommodates other required public improvements, including, but not limited to, sanitary sewer, stormwater 1557
management, water and electricity; 1558
1559
4. Addresses physical features, including, but not limited to, significant clusters of trees and shrubs, watercourses 1560
shown on the Water Quality Limited Watercourse Map and their associated riparian areas, wetlands, rock 1561
outcroppings and historic features; and 1562
1563
5. Discusses the timing and financial provisions relating to phasing. 1564
1565
********** 1566
1567
1568
6. Other Proposed Code Housekeeping Changes 1569
1570
Staff Commentary: The following amendments to the Code are principally for housekeeping purposes, and proposed in addition to 1571
certain housekeeping changes proposed above with more substantive Code amendments implementing TSP policies. The 1572
Attachment 5, Page 56 of 63
11062017 DRAFT Code Changes – TSP Code Implementation Project Page 54
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proposed changes help standardize terminology (e.g., current Code has numerous variations in referring to the 1573
Conceptual Street Map), address out-of-date references (e.g., department and Director citations below reflect the current 1574
Development and Public Works Department naming conventions), and correct certain scriveners errors. 1575
1576
3.2-200 Residential Zoning Districts 1577
1578
3.2-215 Base Zone Development Standards 1579
1580
(8) When additional right-of-way is required, whether by City engineering standards, the Metro Plan or Springfield 1581
Comprehensive Plan (including the TransPlan Springfield Transportation System Plan), or the City’s Conceptual Local Street 1582
Plan Map, setbacks are based on future right-of-way locations. Right-of-way shall be dedicated prior to the issuance of any 1583
building permit that increases parking requirements. 1584
1585
********** 1586
3.2-300 Commercial Zoning Districts 1587
1588
3.2-315 Base Zone Development Standards 1589
1590
(4) When additional right-of-way is required, whether by City engineering standards, the Metro Plan or Springfield 1591
Comprehensive Plan (including the TransPlan Springfield Transportation System Plan), or the City’s Conceptual Local Street 1592
Plan Map, setbacks are based on future right-of-way locations. Right-of-way shall be dedicated prior to the issuance of any 1593
building permit that increases parking requirements. 1594
1595
********** 1596
3.2-400 Industrial Zoning Districts 1597
1598
3.2-420 Base Zone Development Standards 1599
1600
(4) Setback Exceptions: 1601
(b) When additional right-of-way is required, whether by City Engineering standards, the Metro Plan or Springfield 1602
Comprehensive Plan (including the TransPlan Springfield Transportation System Plan), or the City’s Conceptual Local Street 1603
Plan Map, setbacks are based on future right-of-way locations. Right-of-way shall be dedicated prior to the issuance of any 1604
building permit that increases required parking. 1605
1606
********** 1607
3.2-600 Mixed-Use Zoning Districts 1608
1609
3.2-615 Base Zone Development Standards 1610
1611
(4) When additional right-of-way is required, whether by City engineering standards, the Metro Plan or Springfield 1612
Comprehensive Plan (including the TransPlan Springfield Transportation System Plan), or the City’s Conceptual Local Street 1613
Plan Map, setbacks are based on future right-of-way locations. Right-of-way shall be dedicated prior to the issuance of any 1614
building permit that increases required parking. 1615
1616
3.2-635 Phased Development 1617
1618
(A) If development is planned to occur in phases, a phased development plan shall be submitted concurrently with the Site Plan 1619
application specified in Section 5.17-100. In addition to the phasing requirements specified in Section 5.17-115, the phasing 1620
plan shall include the following information: 1621
Attachment 5, Page 57 of 63
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1. Existing buildings and dimensions with distances from property lines and other buildings. 1622
2. The location of future right-of-way dedications based on TransPlan the Springfield Transportation System Plan, the adopted 1623
City’s Conceptual Local Street Network Plan Map and the block length and size standards specified in Section 3.2-625E. 1624
1625
********* 1626
Section 3.3-1000 Nodal Development Overlay District 1627
1628
3.3-1005 Purpose, Applicability and Review 1629
1630
A. Purpose. The Nodal Development (ND) Overlay District is established to work in conjunction with underlying zoning districts to 1631
implement transportation-related land use policies found in TransPlan Springfield Transportation System Plan and in the 1632
Metro Plan. The ND Overlay District also supports “pedestrian-friendly, mixed-use development” as outlined in the State 1633
Transportation Planning Rule. 1634
1635
1636
3.3-1015 Location Standards 1637
1638
When establishing the location and boundaries of a ND Overlay District, the following criteria shall be considered: 1639
1640
A. The ND Overlay District shall be applied to the mixed-use centers or “nodes” identified by the City in response to its 1641
responsibility under TransPlan the Springfield Transportation System Plan. 1642
1643
********** 1644
1645
3.4-200 Glenwood Riverfront Mixed-Use Plan District 1646
1647
3.4-265 Base Zone Development Standards 1648
1649
(5) When additional right-of-way is required, whether by City engineering standards, the Metro Plan or Springfield 1650
Comprehensive Plan (including the TransPlan Springfield Transportation System Plan), or the City’s Conceptual Local Street 1651
Plan Map, setbacks are based on future right-of-way locations. Right-of-way shall be dedicated prior to the issuance of any 1652
building permit that proposes parking spaces. 1653
1654
3.4-270 Public and Private Development Standards 1655
1656
A. Public Streets, Alleys and Sidewalks 1657
1658
1. Public streets, alleys and sidewalks in the Glenwood Riverfront shall be as described in the Glenwood Refinement 1659
Plan Transportation Chapter and designed and constructed as specified in the Springfield Engineering Design 1660
Standards and Procedures Manual. 1661
1662
2. Applicable Glenwood Refinement Plan Transportation Plan Policies and Implementation Strategies shall be as 1663
specified in Appendix 3 of this Code. The following is an overview of the Glenwood Riverfront street network: … 1664
1665
B. Street Trees and Curbside Planter Strips. Applicable Glenwood Refinement Plan Transportation Plan Policies and 1666
Implementation Strategies shall be as specified in Appendix 3 of this Code. … 1667
1668
C. Lighting 1669
1670
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1. Applicable Glenwood Refinement Plan Transportation Plan Policies and Implementation Strategies shall be as 1671
specified in Appendix 3 of this Code. … 1672
1673
D. Bicycle Facilities. Bicycle facilities shall be required: off-street as part of the multi-use path specified in Subsection 3.4-270E.; 1674
on-street; or as part of a mid-block connector. 1675
1676
1. Bicycle facilities in the Glenwood Riverfront shall be as described in the Glenwood Refinement Plan Transportation 1677
and Open Space Chapters. 1678
1679
2. Applicable Glenwood Refinement Plan Transportation Plan Policies and Implementation Strategies shall be as 1680
specified in Appendix 3 of this Code. 1681
1682
E. Multi-Use Path. The multi-use path shall be part of the riverfront linear park along the entire length of the Willamette River in 1683
the Glenwood Riverfront. The multi-use path shall provide opportunities for active and passive recreation activities, including 1684
but not limited to, walking, jogging, running, cycling, inline skating, and nature watching. The multi-use path shall be located 1685
at the outermost edge of the 75-foot-wide Greenway Setback Line/Riparian Setback to the maximum extent practicable. 1686
1687
1. The multi-use path shall be as described in the Glenwood Refinement Plan Transportation and Open Space Chapters. 1688
1689
2. Applicable Glenwood Refinement Plan Transportation Plan and Open Space Chapter policies and implementation 1690
strategies shall be as specified in Appendix 3 of this Code. … 1691
1692
G. Vehicle/Bicycle Parking and Loading Standards. 1693
1694
1. Vehicle/bicycle parking standards shall be as described in the Glenwood Refinement Plan Transportation and the 1695
Housing and Economic Development Chapters. 1696
1697
2. Applicable Glenwood Refinement Plan Vehicle/Bicycle Parking Policies and Implementation Strategies shall be as 1698
specified in Appendix 3 of this Code. 1699
1700
3. Vehicle/bicycle parking and loading standards shall be designed and constructed as specified in this Subsection. 1701
1702
4. Vehicle Parking – General. Adequate vehicle parking shall be provided to support new development and 1703
redevelopment in the Glenwood Riverfront, while minimizing adverse visual, environmental, and financial impacts on 1704
the public. In line with the land use vision for compact development and a walkable, pedestrian-friendly 1705
environment, on-street parking, aboveground and underground off-street parking structures, and parking located 1706
within or under buildings shall be encouraged. Locating and designing all required vehicle parking to minimize the 1707
visibility of parked cars to pedestrians from street frontages and light and noise impacts of parking lots strengthens 1708
the character of the Glenwood Riverfront, reinforces the emphasis on pedestrian, bike, and transit for travel, and 1709
minimizes the potential for vehicle/pedestrian conflicts. The Director may require a parking study to determine 1710
adequacy of parking to support a given use or proposed development, but parking shall not exceed the maximum 1711
number of spaces established in Table 3.4-1 except as provided in Section 3.4-270G.8. … 1712
1713
1714
********* 1715
4.2-100 Infrastructure Standards – Transportation 1716
1717
4.2-110 Private Streets 1718
1719
A. Private streets are permitted …. 1720
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EXCEPTION: During the Site Plan Review, Partition or Subdivision processes involving private streets, the Public Works 1721
Director may allow … 1722
1723
Section 4.7-100 Specific Special Development Standards 1724
1725
4.7-120 Bed and Breakfast Facilities 1726
1727
A. Bed and Breakfast facilities shall may be located on local, collector, or arterial streets. All Bed and Breakfast facilities proposed 1728
to be located on local streets are subject to Discretionary Use approval as specified in Section 5.9-100. 1729
EXCEPTIONS: 1730
1. In the Washburne Historic District, Bed and Breakfast facilities may be located on any classification of street. 1731
1732
2. Outside of the Washburne Historic District, Bed and Breakfast Facilities may be located on local streets. 1733
1734
3. All Bed and Breakfast facilities proposed to be placed on local streets shall require Discretionary Use approval as specified in 1735
Section 5.9-100. 1736
1737
B. The facility shall be owner-occupied. 1738
1739
C. There shall be no more than 4 guest bedrooms. 1740
1741
D. No guest parking is permitted within the front yard setback. Required guest parking shall be screened from public view 1742
1743
E. For structures on the Springfield Historic Inventory, any external modification shall be fully compatible with the original 1744
design. 1745
1746
F. A minimum of 25 percent of the lot/parcel shall be landscaped. 1747
1748
1749
********** 1750
1751
4.7-195 Public/Private Elementary/Middle Schools 1752
1753
A. Schools are identified in the Metro Plan or Springfield Comprehensive Plan as key urban services, which shall be provided in 1754
an efficient and logical manner to keep pace with demand. … 1755
1756
8. Parking is limited to 2 spaces for each teaching station in the school plus 1 parking space for each 100 square feet of 1757
public indoor assembly area. All parking lots and driveways shall be designated to separate bus and passenger vehicle 1758
traffic. All parking lots shall have sidewalks raised a minimum of 6 inches above grade where pedestrians have to 1759
cross parking lots to enter or leave the school grounds. The Director may require wider sidewalks at major 1760
approaches to schools as deemed necessary for pedestrian safety and capacity. … 1761
********** 1762
1763
4.7-240 Transportation Facilities-Bus TerminalsTransit Stations, Heliports, and Helistops 1764
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1765
New transit stations, hHeliports and helistops shall not be located within 200 feet of any residential district. Noise attenuating barriers 1766
shall be constructed where necessary to mitigate land use conflicts. 1767
New transit stations abutting residential districts may be required to provide noise attenuating barriers. 1768
EXCEPTION: In the BKMU district, transit stations are exempt from the setback requirement. 1769
1770
********** 1771
Section 5.12-100 Land Divisions – Partitions and Subdivisions 1772
1773
5.12-130 Tentative Plan Conditions 1774
1775
A. Dedication of right-of-way and/or utility easements. 1776
1. Right-of-way, when shown in: TransPlan the Springfield Transportation System Plan; transportation elements of 1777
refinement plans; or on the most recent Conceptual Local Street Plan Map; and as specified in Table 4.2-1. … 1778
********** 1779
5.17-100 Site Plan Review 1780
1781
5.17-130 Conditions 1782
1783
A. Dedication of right-of-way and/or utility easements. 1784
1. Right-of-way, when shown in: TransPlan the Springfield Transportation System Plan, transportation elements of 1785
refinement plans; or on the most recently adopted Conceptual Local Street Plan Map; and as specified in Table 4.2-1. 1786
… 1787
1788
5.20-100 Vacations of Rights-of-Way and Easements 1789
1790
5.20-130 Criteria 1791
1792
A. For the Vacation of public utility easements, the Director shall approve, approve with conditions, or deny the application. The 1793
application will be approved if the Vacation is found to be consistent with the following criteria: 1794
1795
1. There are no present or future services, facilities, or utilities deemed to be necessary by a utility provider and the 1796
easement is not necessary; or 1797
1798
2. If the utility provider deems the easement to be necessary, public services, facilities, or utilities can be extended in an 1799
orderly and efficient manner in an alternate location. 1800
1801
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B. Where the proposed Vacation of public rights-of-way, other city property, or Partition or Subdivision Plats is reviewed under 1802
Type IV procedure, the City Council shall approve, approve with conditions, or deny the Vacation application. The application 1803
will be approved if the Vacation is found to be consistent with the following approval criteria. 1804
1. The Vacation shall be in conformance with the Metro Plan, TransPlan Springfield Transportation System Plan, the 1805
Conceptual Local Street Map and adopted Functional Plans, and applicable Refinement Plan diagram, Plan District 1806
map, or Conceptual Development Plan. 1807
2. The Vacation shall not conflict with the provisions of Springfield Municipal Code, 1997; and this Code, including but not 1808
limited to, street connectivity standards and block lengths; and 1809
1810
3. There shall be no negative effects on access, traffic circulation, emergency service protection or any other benefit 1811
derived from the public right-of-way, publicly owned land or Partition or Subdivision Plat. 1812
1813
C. Notwithstanding the provisions of Subsection B., above where the land affected by the proposed Vacation of public right-of-1814
way, other public land as specified in ORS 271.080, or public easement will remain in public ownership and will continue to be 1815
used for a public purpose, the request shall be reviewed under the Type IV procedure. The City Council may approve the 1816
Vacation application if it is found to be consistent with the following criteria: 1817
1818
1. The Vacation was initiated by the City Council pursuant to ORS 271.130(1); 1819
1820
2. Notice has been given pursuant to ORS 271.110(1); 1821
1822
3. Approval of the vacation would be consistent with provision of safe, convenient and reasonably direct routes for 1823
cyclists, pedestrians and vehicles as provided in OAR 660-012-00045(3); 1824
1825
4. Whether a greater public benefit would be obtained from the vacation than from retaining the right of way in its 1826
present status; and 1827
1828
5. Whether provisions have been made to ensure that the vacated property will remain in public ownership. 1829
1830
********** 1831
Section 6.1-100 Definitions 1832
1833
6.1-110 Meaning of Specific Words and Terms 1834
1835
Development Services and Public Works Department. The department responsible for the administration of this Code and the 1836
implementation of the Metro Plan within Springfield’s Urban Growth Boundary. 1837
1838
Public Works Director. The Director of Public Works or a duly authorized representative. The City Engineer, the Environmental Services 1839
Manager and the Transportation Manager routinely serve as representatives of the Public Works Director. 1840
1841
Director. The Development Services and Public Works Director or the duly authorized representative who is responsible for the 1842
administration and interpretation of this Code. 1843
1844
Future Development Plan. A line drawing (required for some land division proposals, or building permits in the City’s urbanizable area) 1845
that includes the following information: the location of future right-of-way dedications based on TransPlan the Springfield 1846
Attachment 5, Page 62 of 63
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Transportation System Plan, the Conceptual Local Street Plan Map; or block length and lot/parcel size standards of the SDC; a re-1847
division plan at a minimum urban density established in this Code based on the existing Metro Plan designation of the property for any 1848
lot/parcel that is large enough to further divide; and the location of hillsides, riparian areas, drainage ways, jurisdictional wetlands and 1849
wooded areas showing how future development will address preservation, protection or removal. 1850
1851
Linear Park. A public or private park that provides public access to trail-oriented activities, which may include walking, running, biking, 1852
or skating, and preserves open space. A linear park consists of a multi-use path, pedestrian trail, or bikeway, and related facilities. 1853
1854
*********** 1855
Attachment 5, Page 63 of 63
Attachment 6, Page 1 of 1
Page 1 of 7
PB = Ped-Bike, R = Roadway, S = Study, T = Transit, US = Urban Standards
PINK TEXT = Proposed changes since TSP adopted in 2014
Project ID Project Name Project Description Cost List Project Type Notes
PB-1 McKenzie Gateway Path - Existing Path to
Maple Island Road
Construct a new multi-use 12-foot wide path from the end of the
existing Riverbend Hospital path to Maple Island Road
$3,000,000 20-year projects: As development occurs Pedestrian/bike
PB-2 Flamingo Avenue to Gateway Street Construct a 12-foot wide path west from Flamingo Avenue to Gateway
Street south of Game Bird Park
$70,000 20-year projects: Priority projects Pedestrian/bike
PB-3 Oakdale Street/Pheasant Street/et.al. -
Game Farm Road to Gateway Road
Add signing and striping for bicycle facilities $80,000 20-year projects: Opportunity projects Pedestrian/bike
PB-4 Wayside Lane/Ann Court to Riverbend
Path
Construct a new multi-use 12-foot wide path from Wayside Lane/Ann
Court to the existing Sacred Heart Medical Center-Riverbend path
$80,000 20-year projects: As development occurs Pedestrian/bike
PB-5 Hartman Lane/Don Street - south of
Harlow Road to OR 126
Add signing and striping for bicycle facilities and construct sidewalks to
fill gaps
$180,000 20-year projects: Opportunity projects Pedestrian/bike
PB-6 Springfield Christian School Channel Path -
Dornoch Street to Laura Street
Construct a new multi-use 12-foot wide path from Dornoch Street to
Laura Street
N/A Beyond 20 year projects Pedestrian/bike
PB-7 Extend EWEB Trail - Pioneer Parkway to
Don Street
Construct a new multi-use 12-foot wide path in the EWEB powerline
corridor from Pioneer Parkway to Don Street with a crossing of
Pioneer Parkway and Laura Street
N/A Beyond 20 year projects Pedestrian/bike
PB-8 Hayden Bridge Way/Grovedale Drive,
Hayden Bridge Way/3rd Street, Hayden
Add a crosswalk with a rapid rectangular flashing beacon $260,000 20-year projects: Opportunity projects Pedestrian/bike
PB-9 EWEB Path crossings of 2nd Street, 9th
Street, 11th Street, Rose Blossom Drive,
Debra Street, 15th Street, 33rd Street,
Improve path crossings to emphasize path priority and to improve
safety
$50,000 20-year projects: Opportunity projects Pedestrian/bike
PB-10 2nd Street/Q Street Add a crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-11 By-Gully Path Extension - Pioneer
Parkway to 5th Street
Construct a new multi-use 12-foot wide path from the existing By-
Gully path at Pioneer Parkway to 5th Street
N/A Beyond 20 year projects Pedestrian/bike
PB-12 I-5 Path – Willamette River Area Path to
By-Gully Path
Construct a new multi-use 12-foot wide path parallel to I-5 from
Willamette River area path/Eastgate Woodlands to the end of the By-
Gully path
N/A Beyond 20 year projects Pedestrian/bike
PB-13 Anderson Lane - By-Gully path to
Centennial Boulevard
Add signing and striping on Anderson Street and West Quinalt Street
for bicycle facilities and construct 12-foot wide multi-use path
between Anderson Lane and Quinalt Street
$90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-14 Rainbow Drive - Centennial Boulevard to
West D Street
Restripe for bicycle facilities with signing $60,000 20-year projects: Opportunity projects Pedestrian/bike
PB-15 West D - Mill Street to D Street Path Add bicycle facility signing and striping $10,000 20-year projects: Opportunity projects Pedestrian/bike
PB-16 West D - Aspen Street to D Street Path Add bicycle facility signing and striping; construct sidewalks to fill gaps $190,000 20-year projects: Opportunity projects Pedestrian/bike
PB-17 Glenwood Area Willamette River Path – I-
5 to Willamette River bridges
Construct a new multi-use 12-foot wide path from the end of the
existing path, east of I-5 to the Willamette River bridges
$2,500,000 20-year projects: Priority projects Pedestrian/bike
PB-18 Glenwood Area Willamette River Path –
Willamette River Bridges to UGB
Construct a new multi-use 12-foot wide path from the Willamette
River bridges to the UGB
$2,900,000 20-year projects: Priority projects Pedestrian/bike
PB-19 Bridge between Downtown and
Glenwood or modify Willamette River
Construct a new pedestrian and bicycle bridge between Downtown
Springfield and Glenwood, or modify the existing Willamette River
$10,300,000 20-year projects: Priority projects Pedestrian/bike
PB-20 Mill Street - Centennial to Main Street,
south of Main Street to Mill Race Park
Restripe for bicycle facilities with signing $90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-21 Pioneer Parkway at D, E, and F Streets Add crosswalks on Pioneer Parkway with signage $80,000 20-year projects: Opportunity projects Pedestrian/bike
PB-22 5th Street/Centennial Boulevard Add bicycle facilities through the intersection area $560,000 20-year projects: Opportunity projects Pedestrian/bike
PB-23 5th Street - Centennial Boulevard to A Add bicycle facility signing and striping $50,000 20-year projects: Opportunity projects Pedestrian/bike
PB-24 D, E, or F Streets from 5th Street to 28th
Street
Add bicycle facility signing and striping $190,000 20-year projects: Opportunity projects Pedestrian/bike
PB-25 5th Street/D Street Add bicycle facility signing and striping to improve visibility $10,000 20-year projects: Opportunity projects Pedestrian/bike
PB-26 A Street - 5th Street to 10th Street Restripe for bicycle facilities with signing $40,000 20-year projects: Opportunity projects Pedestrian/bike
Attachment 7: Draft TSP Project List Amendments
Attachment 7, Page 1 of 7
Page 2 of 7
Project ID Project Name Project Description Cost List Project Type Notes
PB-27 South 2nd Street to Island Park Construct a new multi-use 12-foot wide path along the Mill Race from
South 2nd Street to Mill Street at Island Park
$3,100,000 20-year projects: As development occurs Pedestrian/bike
PB-28 South 3rd 2nd Street to South 5th B
Street
Construct a new multi-use 12-foot wide path from South 3rd Street to
South 5th Street
N/A
$600,000
Beyond 20 year projects
20-year projects: As development occurs
Pedestrian/bike
PB-29 Mill Race Path Construct a new multi-use 12-foot wide path from South 2nd B Street
to South 32nd Street/UGB
$7,100,000 20-year projects: Priority projects Pedestrian/bike Completed
PB-30 33rd Street - V Street to EWEB Path Add shared-use signing and striping $10,000 20-year projects: Opportunity projects Pedestrian/bike
PB-31 Moe Mountain Path - Quarry Ridge Lane
River Heights Drive to Marcola Road
Construct a new multi-use 12-foot wide path Quarry Ridge Lane River
Heights Drive to Marcola Road
N/A Beyond 20 year projects
20-year projects: Priority projects
Pedestrian/bike
PB-32 McKenzie River Path - McKenzie Levee
Path to 52nd Street
Construct a new multi-use 12-foot wide path from the existing
McKenzie Levee path at 42nd Street to 52nd Street
$3,700,000 20-year projects: Priority projects Pedestrian/bike
PB-33 Main Street - 34th Street to 35th Street Add a mid-block crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-34 Pedestrian crossing improvement on
Main Street/38th 44th Street
Add a mid-block crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-35 Main Street/ 41st Street Add a mid-block crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-36 Virginia Avenue and Daisy Street - South
32nd Street to Bob Straub Parkway
Add bicycle facility signing and striping $130,000 20-year projects: Opportunity projects Pedestrian/bike Construction planned
for 2018-2019
PB-37 Booth Kelly Road - South 28th Street to
South 49th Place
Construct a new multi-use 12-foot wide path from South 28th Street
to South 49th Place
$2,817,000 20-year projects: Priority projects Pedestrian/bike
PB-38 Haul Road - Daisy Street to Booth Kelly
Road
Construct a new multi-use 12-foot wide path in the Haul Road right-of-
way from Daisy Street to Booth Kelly Road
N/A Beyond 20 year projects Pedestrian/bike
PB-39 Main Street - 48th Street to 49th Street Add a mid-block crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-40 Main Street/ 51st Street Add a mid-block crosswalk with signing a rapid rectangular flashing
beacon
$10,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-41 Main Street /Chapman Lane Add a mid-block crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-42 Main Street /57th Street 66th Street Add a mid-block crosswalk with a pedestrian hybrid rapid rectangular
flashing beacon
$90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-43 Bob Straub Parkway/Daisy Street Add a pedestrian/bicycle signal and crossing, coordinate with R-44 $90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-44 Mountaingate Drive - Mountaingate
Entrance to Dogwood Street
Add shared-use signing and striping; construct sidewalks and drainage
improvements to fill gaps
$260,000 20-year projects: Opportunity projects Pedestrian/bike
PB-45 Mt. Vernon Road/Bob Straub Parkway Add crosswalks at three or four approaches with signing and striping
and install pedestrian hybrid beacon on the north-south leg
$390,000 20-year projects: Opportunity projects Pedestrian/bike Completed
PB-46 Haul Road path - South 49th Place to UGB Construct a new multi-use 12-foot wide path from South 49th Place to
the UGB
$3,600,000 20-year projects: Priority projects Pedestrian/bike
PB-47 Thurston Road/ 66th Street Add a crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-48 Thurston Road/ 69th Street Add a crosswalk with a rapid rectangular flashing beacon $90,000 20-year projects: Opportunity projects Pedestrian/bike
PB-49 South 67th Street - Ivy Street to Main
Street
Add shared-use signing and striping and construct sidewalks to fill
gaps
$160,000 20-year projects: Opportunity projects Pedestrian/bike
PB-50 Ivy Street - South 67th Street to South
70th Street
Add shared-use signing and striping $20,000 20-year projects: Opportunity projects Pedestrian/bike
PB-51 South 70th Street - Main Street to Ivy
Street
Add shared-use signing and striping $50,000 20-year projects: Opportunity projects Pedestrian/bike
PB-52 City-wide Rectangular Rapid Flashing
Beacons
Install mid-block crossings City-wide with rapid rectangular flashing
beacons
$4,400,000 20-year projects: Opportunity projects Pedestrian/bike
PB-53 66th Street - Thurston Road to Main
Street
Add bicycle lanes $75,000 20-year projects: Opportunity projects Pedestrian/bike
PB-54 G Street - 5th Street to 28th Street Add bicycle lanes or route $75,000 20-year projects: Opportunity projects Pedestrian/bikeAttachment 7, Page 2 of 7
Page 3 of 7
Project ID Project Name Project Description Cost List Project Type Notes
PB-55 48th/G/52nd - High Banks Road to Aster
Street
Construct a new multi-use 12-foot wide path from High Banks Road to
Aster Street
$1,600,000 20-year projects: Priority projects Pedestrian/bike
PB-56 Holly Street to Rocky Road Construct a multi-use bridge $2,200,000 Beyond 20 year projects Pedestrian/bike
R-1 North Gateway Collector - Maple Island
Road/Royal Caribbean Way to
International Way
Construct a new collector with a three-lane cross-section with
sidewalks and bicycle facilities
$4,300,000 20-year projects: As development occurs Roadway
R-2 Gateway Road/International Way to UGB Construct five-lane cross-section consistent with 2003 Revised
Environmental Assessment
$950,000 20-year projects: Opportunity projects Roadway
R-3 New Collector - Game Farm Road - East to
International Way
Construct a new collector with a three-lane cross-section with
sidewalks and bicycle facilities
$6,300,000 20-year projects: Priority projects Roadway
R-4 Maple Island Road – Game Farm
Road/Deadmond Ferry Road to Beltline
Road
Extend Maple Island Road with a two-lane cross-section with sidewalk,
bicycle facilities, and an intersection at Beltline
$3,100,000 20-year projects: As development occurs Roadway
R-5 Extend Riverbend Drive to International
Way (Northeast Link)
Extend Riverbend Drive with a three-lane cross-section with sidewalks
and bicycle facilities
$1,600,000 20-year projects: As development occurs Roadway
R-6 Improvements to serve Riverbend
Hospital Area
Improve Baldy View Lane, construct a McKenzie-Gateway Loop
connector/new collector and construct off-street path connections
$10,200,000 20-year projects: As development occurs Roadway
R-7 South of Kruse Way and east of Gateway
Road
Construct a new roadway to improve local connectivity south of Kruse
Way/east of Gateway Road area
N/A Beyond 20 year projects Roadway
R-8 Mallard Avenue - Gateway Street to
Game Farm Road Oriole Street
Change Mallard Avenue to a two-lane cross-section with sidewalks
and bicycle facilities and extend Mallard Avenue to Gateway Street
with a two-lane cross-section with sidewalks and bicycle facilities
$4,530,000 20-year projects: As development occurs Roadway
R-9 Laura Street to Pioneer Parkway Construct a new collector with a three-lane cross-section with
sidewalks and bicycle facilities in or near the EWEB powerline corridor
with a right-in/right-out intersection at Pioneer Parkway; coordinate
with PB-7 is required to serve as sidewalk and bikeway
$3,300,000 20-year projects: Priority projects Roadway
R-10 Q Street/Laura Street and Laura Street
Interchange Area
Construct traffic controls at Laura Street/Q Street intersection, extend
the second westbound through-lane through the Laura Street
intersection, and construct a westbound right-turn lane; coordinate
with S-3 and PB-7; conduct study [S-3] prior to implementing project
$1,600,000 20-year projects: Priority projects Roadway
R-11 5th Street/Q Street Construct right-turn lanes to the eastbound and northbound
approaches or a roundabout
$550,000 20-year projects: Opportunity projects Roadway
R-12 Franklin Boulevard Riverfront Collector Construct a new collector as shown in the Glenwood Plan; two travel
lanes with on-street parking, sidewalks, and bicycle facilities
$7,700,000 20-year projects: As development occurs Roadway
R-13 Franklin Boulevard Multi-modal
Improvements
Construct multi-modal improvements on Franklin Boulevard, from I-5
to the railroad tracks south of the Franklin Boulevard/McVay Highway
intersection, and construct a roundabout at the Franklin
Boulevard/Glenwood Boulevard intersection
350000001
$35,000,000
20-year projects: Priority projects Roadway Cost developed as
part of the current
Franklin Boulevard
project development
process.
R-14 Franklin Boulevard/McVay Highway Multi-
lane Roundabout
Construct a multi-lane roundabout $7,000,000 20-year projects: Priority projects Roadway Construction 2017-
2018
R-15 Glenwood Boulevard - I-5 to Franklin
Boulevard
Convert Glenwood Boulevard from three-lane to five-lane cross-
section
N/A Beyond 20 year projects Roadway
R-16 East 17th Avenue - Glenwood Boulevard
to Henderson Avenue
Change East 17th Avenue to a three-lane cross-section with sidewalks
and bicycle facilities
$1,900,000 20-year projects: As development occurs Roadway
R-17 Henderson Avenue - Franklin Boulevard
to East 19th Avenue
Modify Henderson Avenue with a three-lane cross-section with
sidewalks and bicycle facilities
$3,400,000 20-year projects: As development occurs Roadway
R-18 East 19th Avenue - Henderson Avenue to
Franklin Boulevard
Change East 19th Avenue to a three-lane cross-section with sidewalks
and bicycle facilities
$3,500,000 20-year projects: As development occurs Roadway
R-19 McVay Highway and East 19th Avenue Construct a two-lane roundabout $2,500,000 20-year projects: Priority projects RoadwayAttachment 7, Page 3 of 7
Page 4 of 7
Project ID Project Name Project Description Cost List Project Type Notes
R-20 McVay Highway - East 19th Avenue to I-5 Construct a two- or three-lane cross-section as needed with sidewalks,
bicycle facilities, and transit facilities consistent with Main
Street/McVay Highway Transit Feasibility study and project T-3
$47,000,000 20-year projects: Priority projects Roadway
R-21 Pioneer Parkway to South 2nd Street Construct a new collector between Pioneer Parkway and South 2nd
Street
N/A Beyond 20 year projects Roadway
R-22 Extend South 14th Street South of
Railroad Tracks
Extend South 14th Street south of the Union Pacific Railroad mainline
with a three-lane cross-section with sidewalks and bicycle facilities
N/A Beyond 20 year projects Roadway
R-23 South B Street - South 5th to South B
Street 14th Street
Extend South B Street with a three-lane cross-section with sidewalks
and bicycle facilities
N/A Beyond 20 year projects Roadway
R-24 19th Street - Hayden Bridge to Yolanda
Avenue
Extend 19th Street with a two-lane cross-section with sidewalks and
bicycle facilities
$2,400,000 20-year projects: As development occurs Roadway
R-25 Hayden Bridge Road - 19th Street to
Marcola Road
Change Hayden Bridge Road to a two-lane cross-section with
sidewalks and bicycle facilities
$12,000,000 20-year projects: As development occurs Roadway
R-26 Yolanda Avenue - 23rd Street to 31st
Street
Modify Yolanda Avenue to a two-lane cross-section with sidewalks
and bicycle facilities
$460,000 20-year projects: As development occurs Roadway Partially Complete
R-27 Yolanda Avenue to 33rd 35th Street Construct Yolanda Avenue from 31st to 33rd Street with sidewalks and
bicycle facilities, add sidewalks and bicycle facilities from 33rd Street
to 35th Street
9400000
$9,900,000
20-year projects: As development occurs Roadway
R-28 Marcola Road to 31st Street Construct a new collector with a three-lane cross-section with
sidewalks and bicycle facilities
$9,000,000 20-year projects: As development occurs Roadway
R-29 31st Street - Hayden Bridge to U Street Change 31st Street to a two-lane cross-section with sidewalks and
bicycle facilities
$3,800,000 20-year projects: As development occurs Roadway
R-30 Marcola Road/19th Street Construct right-turn lane on westbound approach or a roundabout $320,000 20-year projects: Opportunity projects Roadway
R-31 28th Street/Marcola Road Construct a roundabout $1,900,000 20-year projects: Opportunity projects Roadway
R-32 42nd Street/Marcola Road Construct a roundabout $2,800,000 20-year projects: Opportunity projects Roadway
R-33 Centennial Boulevard/28th Street Construct a roundabout $1,800,000 20-year projects: Opportunity projects Roadway
R-34 Centennial Boulevard/Industrial Avenue -
28th Street to 35th Street
Extend Centennial Boulevard/Industrial Avenue with a three-lane
cross-section with sidewalks and bicycle facilities
$9,500,000 20-year projects: Priority projects Roadway
R-35 OR 126/42nd Street Interchange
Improvements
OR 126/42nd Street interchange improvements N/A Beyond 20 year projects Roadway
R-36 42nd Street - Marcola Road to Railroad
Tracks
Modify 42nd Street to a three-lane cross-section and traffic controls
at Marcola Road and the OR 126 westbound ramps
$6,000,000 20-year projects: Priority projects Roadway
R-37 Commercial Avenue - 42nd Street to 48th
Street, north of Main Street and North-
South Connection
Extend Commercial Street and add a north-south connection; three-
lane cross-section with sidewalks and bicycle facilities
$19,000,000 20-year projects: As development occurs Roadway
R-38 South 42nd Street/Daisy Street Construct a traffic signal or a roundabout $1,800,000 20-year projects: Opportunity projects Roadway Construction 2019
R-39 Extend South 48th Street to Daisy Street Extend South 48th Street with a threetwo-lane cross-section with
sidewalks and bicycle facilities a multi-use 12-foot wide path
$3,200,000 20-year projects: Priority projects Roadway Construction 2018
R-40 OR 126/52nd Street Interchange
Improvements
Construct a grade-separated interchange on OR 126 at 52nd Street
with ramps and traffic controls at ramp terminals on 52nd Street
consistent with the Interchange Area Management Plan
400000002
$40,000,000
20-year projects: Priority projects Roadway
R-41 South 54th Street - Main Street to Daisy
Street
Construct a new two-lane collector with sidewalks and bicycle facilities $960,000 20-year projects: Priority projects
Beyond 20 year projects
Roadway
R-42 Glacier Drive - 48th Street/Holly to South
55th Street
Construct a new collector with a two-lane cross-section with sidewalks
and bicycle facilities
$6,300,000 20-year projects: As development occurs Roadway
R-43 OR 126/Main Street Interchange
Improvements
Construct a grade-separated interchange with ramps and traffic
control at ramp terminals on Main Street consistent with the
Interchange Area Management Plan; needs further study
500000002
$50,000,000
20-year projects: Priority projects Roadway Cost developed as
part of the Regional
Transportation Plan.Attachment 7, Page 4 of 7
Page 5 of 7
Project ID Project Name Project Description Cost List Project Type Notes
R-44 Daisy Street crossing of Bob Straub
Parkway
Construct an at-grade crossing traffic control improvements or
undercrossing of Bob Straub Parkway
N/A Beyond 20 year projects
20-year projects: Priority projects
Roadway
R-45 Improvements within the Jasper-Natron
Area
Construct multiple roadways in the Jasper-Natron area between Bob
Straub Parkway, Jasper Road, and Mt. Vernon Road
$67,000,000 20-year projects: As development occurs Roadway
R-46 Bob Straub Parkway to Mountaingate
Drive and Future Local
Construct a new collector with a three-lane cross-section with
sidewalks and bicycle facilities
2500000
$4,300,000
20-year projects: As development occurs Roadway
R-47 Haul Road - Mt. Vernon Road Quartz Ave
to UGB
Construct a two-lane green street in the Haul Road right-of-way;
coordinate with PB-46
$11,000,000 20-year projects: As development occurs Roadway
R-48 Mountaingate Drive/Main Street Install a new traffic signal $900,000 20-year projects: Opportunity projects Roadway
R-49 79th Street - Main Street to Thurston
Road
Extend 79th Street with a two-lane cross-section with sidewalks and
bicycle facilities
$8,200,000 20-year projects: As development occurs Roadway
R-50 Gateway/Beltline Phase 2 Project As defined in the 2003 Revised Environmental Assessment including
Kruse/Hutton couplet, Gateway Road improvements
$12,000,000 20-year projects: Priority projects Roadway
R-51 Gateway Street/Harlow Road Construct traffic control improvements $2,910,000 20-year projects: Priority projects Roadway
R-52 Main Street/48th Street Construct traffic control improvements $2,400,000 20-year projects: As development occurs Roadway
S-1 Phase 2 of Beltline/Gateway
improvements
N/A Study projects Study projects
S-2 OR 126 Expressway Management Plan (I-
5 to Main Street)
N/A Study projects Study projects
S-3 Pioneer Parkway/Q Street/Laura Street
circulation study to improve Q
Street/Laura Street/Ramp safety, access,
and capacity
N/A Study projects Study projects
S-4 Study a new crossing of OR 126 between
5th and 15th Streets
N/A Study projects Study projects
S-5 Centennial Boulevard - Prescott Lane to
Mill Street operational improvements
study
N/A Study projects Study projects
S-6 Pioneer Parkway/Centennial Boulevard
intersection study to improve pedestrian
safety
N/A Study projects Study projects
S-7 Centennial Boulevard - Mohawk
Boulevard to Pioneer Parkway
operational improvements study
N/A Study projects Study projects
S-8 Study safety and operational
improvements in Mohawk
Boulevard/Olympic Street/
18th Street/Centennial triangle
N/A Study projects Study projects
S-9 Study a new bridge - Walnut Road/West
D Street to Glenwood Boulevard/Franklin
Boulevard intersection
N/A Study projects Study projects
S-10 Study Main Street/South A Street
improvements - Mill Street to 21st Street
N/A Study projects Study projects
S-11 Refinement study for Glenwood
industrial area
N/A Study projects Study projects
S-12 Pedestrian/bicycle bridge study between
Glenwood and Dorris Ranch
N/A Study projects Study projects
S-13 Access plan study on Main Street
between 21st Street and 48th Street
N/A Study projects Study projectsAttachment 7, Page 5 of 7
Page 6 of 7
Project ID Project Name Project Description Cost List Project Type Notes
S-14 Study east-west connectivity between
28th Street and 32nd Street
N/A Study projects Study projects
S-15 Study a new crossing of OR 126 near
Thurston High School
N/A Study projects Study projects
S-16 Connectivity study south of OR 126 and
Jessica Street
N/A Study projects Study projects
T-1 Transit on Centennial Boulevard - I-5 to
Mohawk Boulevard
N/A Transit projects Transit projects
T-2 Transit on Franklin Boulevard/Main
Street/South A Street to OR 126/Main
Street (east-west)
N/A Transit projects Transit projects
T-3 Transit on Franklin Boulevard and McVay
Highway to 30th Avenue (north-south)
N/A Transit projects Transit projects
T-4 Transit on Mohawk Boulevard -
Centennial Boulevard to 19th
Street/Marcola Road to 28th
StreetOlympic Street to Mohawk
Boulevard
N/A Transit projects Transit projects
US-1 Game Farm Road South - Mallard Avenue
to Harlow Road
Modify and expand Game Farm Road South with a cross-section to
include sidewalks and bicycle facilities
4100000
$2,200,000
20-year projects: Priority projects Urban standards
US-2 Laura Street - EWEB powerline corridor to
Game Farm Road
Change Laura Street to a three-lane cross-section with sidewalks and
bicycle facilities
N/A Beyond 20 year projects Urban standards
US-3 Aspen Street - Centennial Boulevard to
West D Street
Change Aspen Street to a three-lane two-lane cross-section with
sidewalks and bicycle facilities
2800000
$2,200,000
20-year projects: Priority projects Urban standards
US-4 21st Street - D Street to Main Street Modify 21st Street to a three-lane cross-section with sidewalks and
bicycle facilities
$2,300,000 20-year projects: Priority projects Urban standards
US-5 28th Street - Centennial Boulevard to
Main Street
Change 28th Street to include sidewalks and bicycle facilities $4,300,000 20-year projects: Priority projects Urban standards
US-6 South 28th Street - Main Street to South
F Street
Modify South 28th Street to a three-lane cross-section with sidewalks
and bicycle facilities
$6,000,000 20-year projects: Priority projects Urban standards
US-7 South 28th Street - South F Street to UGB
South M Street
Modify South 28th Street to a three-lane cross-section with sidewalks
and bicycle facilities
N/A Beyond 20 year projects Urban standards
US-8 35th Street - Olympic to Commercial
Avenue
Change South 35th Street to a three-lane cross-section with sidewalks
and bicycle facilities
N/A Beyond 20 year projects
20-year projects: Priority projects
Urban standards
US-9 Commercial Avenue - 35th to 42nd Street Modify Commercial Avenue to a three-lane cross-section with
sidewalks and bicycle facilities
N/A Beyond 20 year projects
20-year projects: Priority projects
Urban standards
US-10 36th Street - Commercial Avenue to Main
Street
Change 36th Street to a three-lane cross-section with sidewalks and
bicycle facilities
N/A Beyond 20 year projects
20-year projects: Priority projects
Urban standards
US-11 Clearwater Lane - south of Jasper Road
within UGB
Modify and expand Clearwater Lane with a cross-section to include
sidewalks and bicycle facilities
$470,000 20-year projects: Priority projects Urban standards
US-12 Jasper Road - South 42nd Street to
northwest of Mt. Vernon Road
Modify Jasper Road to a three-lane cross-section with sidewalks and
bicycle facilities
N/A Beyond 20 year projects Urban standards
US-13 Bob Straub Parkway - Mt. Vernon Road to
UGB
Change Bob Straub Parkway to a three-lane cross-section with
sidewalks and bicycle facilities
N/A Beyond 20 year projects Urban standards
US-14 Thurston Road - Weaver Road to UGB Change Thurston Road to a three-lane cross-section with sidewalks
and bicycle facilities
$4,800,000 20-year projects: Priority projects Urban standards
US-15 Main Street east of 72nd Street to UGB Modify Main Street to a three-lane cross-section with sidewalks and
bicycle facilities
N/A Beyond 20 year projects Urban standards
US-16 48th Street - Main Street to G Street Upgrade to a two-lane urban facility. PB-55 is required to serve as
sidewalk and bikeway.
1040000
$600,000
20-year projects: Priority projects Urban standardsAttachment 7, Page 6 of 7
Page 7 of 7
Project ID Project Name Project Description Cost List Project Type Notes
US-17 G Street - 48th Street to 52nd Street Upgrade to a two-lane urban facility. PB-55 is required to serve as
sidewalk and bikeway.
670000
$370,000
20-year projects: Priority projects Urban standards
US-18 52nd Street - OR 126 to G Street Upgrade to a two-lane urban facility. PB-55 is required to serve as
sidewalk and bikeway.
430000
$250,000
20-year projects: Priority projects Urban standards
US-19 South M Street - South 28th Street to
South 26th Street
Modify South M Street to a three-lane cross-section with sidewalks
and bicycle facilities
N/A Beyond 20 year projects Urban standards
US-20 Oakdale Ave - Pheasant Blvd to Game
Farm Road
Modify Oakdale Ave to a two-lane cross-section with sidewalks and
bicycle facilities
N/A Beyond 20 year projects Urban standards
Attachment 7, Page 7 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R 12
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
Functional ClassificationFIGURE 2
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
City Limits
Urban Growth Boundary
Water Body
Legend
Functional Classification
Major Arterial
Minor Arterial
Major Collector
Minor Collector
Local Road/Alley
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
Attachment 8, Page 1 of 7
126
126
5
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R
1
2635TH ST30TH STSpringfield, Oregon
Springfield TSP
20-Year Improvement Projects:Priority Projects
FIGURE 4
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Legend
Roadway Project
Roadway Project
Roadway Project
Urban Standards Project
Pedestrian/Bike Off-Street Path Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
R-40
R-43
R-44
R-9R-3R-39R-34R-50R-10
R-13
R
-36
R-20R-51
R-19
R-14
US-11US-4US-6US-3US-8UU-16S-10U-18U-17US-1US-5U
S-9
U S -1 4
PB-
4
6PB-37
PB-32
PB-29
PB-2
PB-19
PB-18PB-17
PB-55PB-55
PB-31PB-31
Attachment 8, Page 2 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R
1
2
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
20-Year Improvement Projects:Opportunity Projects
FIGURE 5
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Legend
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Roadway Project
Roadway Project
Pedestrian/Bike Project
Pedestrian/Bike Project
Pedestrian/Bike - Alternative Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
PB-24 PB-30PB-50PB-13PB-26
PB-15PB-14PB-16PB-5PB-49PB-51PB-23PB-24
PB-44PB-20PB-24
PB-3
PB-36
PB-33 PB-34PB-35 PB-40
PB-39 PB-41
PB-42
PB-25PB-21PB-45
PB-8
PB-22
PB-47
PB-10
PB-48
PB-9 PB-9 PB-9
PB-9 PB-9 PB-9
PB-9 PB-9
PB-43 PB-53PB-54
R-2
R-11
R-30
R-32
R-31
R-33
R-38
R-48Attachment 8, Page 3 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R
1
2
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
20-Year Improvement Projects:As Development Occurs
FIGURE 6
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Legend
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Conceptual Roadway Project
Conceptual Pedestrian/Bike
Off-Street Path Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
PB-4PB-27
PB-1
PB-28R-4R-5R-45
R-45R-27R-24R-45
R-45
R -45R-
6
R-37R-46
R-45R-49R-45R-17R-45R-1
R -1 8
R-26
R-8
R-45R -6
R-29R-28
R-37
R-42
R-12
R-45
R-45R-25
R-47
R-16
R-52Attachment 8, Page 4 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R 12
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
Beyond 20-YearImprovement Projects
FIGURE 7
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Legend
Roadway Project
Roadway Project
Urban Standards Project
Pedestrian/Bike Off-Street Path Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
US-2US-7U S-15
US-12
US-13US-19
US-20
R-22R-23
R-15R-7
R-35
R-21 R-41P
B-3
8
PB-11
PB-7
PB-6
PB-12PB-56Attachment 8, Page 5 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S
42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R 12
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
Recommended RoadwayNetwork
FIGURE 10
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Legend
Roadway Project
Roadway Project
Conceptual Roadway Project
Roadway Project
Urban Standards Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
R-44R-22R-21R-9
R-2
R-3R-39R-34R-50R-41R-23
R-15R-10
R-13
R
-36
R-20R-45R-4R-5R-16
R-45R-27R-24R-4
5
R-45
R-45R-
6
R-37R-46
R-45R-49R-45R-17R-45R-1R -1 8
R-26
R-51
R-8
R-45R-6
R-29R -2 8
R-37
R-42
R-12
R-45
R-45R-25
R-47
R-11
R-19
R-30
R-32
R-31
R-33
R-35
R-38
R-48
R-52
R-14
R-40
R-43
R-7
US-11US-4US-2US-6US-3US-8UUS-16S-10US-17
US-20
US-19 US-18US-1US-7US-5U
S-9
US -1 5
U S -1 4
US-12
US-13Attachment 8, Page 6 of 7
CENTENNIAL BLVD
A ST
W D STGATEWAY ST5TH STQ ST
S 42ND ST28TH STFAIRVIEW DR
DAISY STVIRGINIA AVE19TH STS 57TH STS 70TH STYOLANDA AVE
MAIN ST
COMMERCIA
L
A
V
E
BOB STRAUB PKWY31ST ST7TH ST36TH STHIGH BANKS RD
66TH STMT VERNON RD42ND STE ST
58TH STS 28TH STS A ST
G ST
14TH STMILL
ST
W CE N T E N NIAL BLVD
S 67TH STMARCOLA RD
HARLOW RD
48TH STS
2
N
D STHAYDEN BRIDGE RD
THURSTON R D
OLYMPIC ST
MCKENZIE HW
Y
B ST
J
ASPER RDASPEN STGLENWOOD BLVDMCVAY HWYLAURA ST21ST ST69TH STS 32ND STMOU NTAINGATE D R
O
R 12
635TH ST30TH ST126
126
5
Springfield, Oregon
Springfield TSP
Recommended Pedestrianand Bicycle Network
FIGURE 11
Miles
0 0.25 0.5 1
N
Note: All new alignments are conceptual.Actual alignments will be determined during
project development.
Willamalane Park &Recreation Property
Arterial
Collector
City Limits
Urban Growth Boundary
Water Body
Legend
Pedestrian/Bike Project
Pedestrian/Bike Project
Pedestrian/Bike - Alternative Project
Pedestrian/Bike - Off-Street Path Project
Conceptual Pedestrian/Bike -Off-Street Path Project
KlamathDouglas
Coos
LinnBenton
Lincoln
Lane
Vicinity Map
PB-24 PB-30PB-50PB-13PB-26
PB-15PB-14PB-16PB-5PB-49PB-51PB-23PB-24
PB-44PB-20PB-24
PB-3
PB-36
PB-33 PB-34PB-35
PB-40
PB-39 PB-41 PB-42
PB-25PB-21PB-45
PB-8
PB-22
PB-47
PB-10
PB-48
PB-9 PB-9
PB-9
PB-9 PB-9 PB-9
PB-9 PB-9
PB-43
PB-54 PB-55PB-55
PB-53PB-56PB-4PB
7
PB-1
PB-31
PB-38
PB-28
PB-19
PB-2
PB-11
PB-7
PB-6
PB-12PB-17
PB-18PB-32
PB-37
PB-29
PB-
4
6-2Attachment 8, Page 7 of 7