HomeMy WebLinkAboutItem 07 Proposed Amendents to City Engineering Design StdsEngineering Design
Standards and Procedures Manual
Attachment 1, Page 1 of 2
Attachment 1, Page 2 of 2
Section I - DESIGN STANDARDS 1 - 1 EDSP Adopted January 21, 2020
STREETS AND SIDEWALKS
1.00 DESIGN STANDARDS
1.01 PURPOSE
These standards are meant to provide a consistent policy under which certain physical aspects of
street design and plan preparation shall be implemented. The following standards apply to
public streets. Only the Basic Geometry (1.02.1), Pavement Design (1.02.7), Driveway
Approaches (1.02.13), and Private Improvements (1.02.15) sections apply to private streets.
These standards cannot provide for all situations and are not intended to substitute for
competent work by design professionals. It is expected that the Engineer of Record
representing the Applicant will bring to each project the best professional skills from their
respective disciplines.
These standards are also not intended to limit any reasonable, innovative, or creative effort
which could result in better quality and/or lower costs. Any proposed departure from these
standards, however, shall be brought to the attention of the City Engineer and City Traffic
Engineer, and will be judged on the likelihood that it will produce a comparable result that will
be satisfactory for the user and Springfield.
1.02 DESIGN STANDARDS - GENERAL
These standards are intended to be consistent with the Springfield Development Code
(SDC), the Eugene-Springfield Metropolitan Area General Plan (Metro Plan), any relevant
refinement plans, the Springfield Transportation System Plan, and the current Springfield
Standard Construction Specifications. These standards pertain to the design of streets within
Springfield and its Urban Growth Boundary; establish appropriate right-of-way widths and
improvement requirements; and provide standards for the various City street classifications.
All public streets are considered fire department emergency apparatus access roads and shall
meet the fire code minimum design standards. Private streets may or may not be considered
fire department emergency apparatus access roads as determined by the Fire Marshal.
All new or altered public streets and all other facilities located in the public right-of-way must
meet the Public Rights-of-Way Accessibility Guidelines (2011) (“PROWAG”) published by
the U.S. Access Board. By this reference, the City adopts the PROWAG into its standards.
Where the PROWAG conflicts with standards in this manual or in the Springfield Standard
Construction Specifications, the PROWAG standards will prevail.
Streets shall be engineered in a manner to allow economical future maintenance, provide the
lowest life cycle cost, and to ensure a minimum practical street design life of at least 20 years
for local streets and 30 years for arterial and collector class streets.
1.02.1 Basic Geometry
The location, width, and grade of streets shall be considered in their relation to existing and
planned streets, topographical conditions, and the planned use of land to be served by the
streets. Grades, tangents, curves, and intersection angles shall be appropriate for the traffic to
be carried, considering the terrain.
Attachment 1, Exhibit A, Page 1 of 43
Section I - DESIGN STANDARDS 1 - 2 EDSP Adopted January 21, 2020
1.02.2 Design Speed
Unless otherwise approved by the City Engineer and City Traffic Engineer, the design speeds
identified in Table 1-1, Minimum Design Speeds, shall be used in the design of all public
streets. The Engineer of Record is responsible for evaluating and choosing the necessary
design speed for the conditions. In the event that a project is a continuation of an existing
street, the design speed of the new project shall be appropriate for the context of the
extended street.
Attachment 1, Exhibit A, Page 2 of 43
Section I - DESIGN STANDARDS 1 - 3 EDSP Adopted January 21, 2020
Table 1-1: Minimum Design Speed
Street Classification Zoning Minimum Design Speed (MPH)
Local Residential 20 in nodal overlay zones, otherwise 25
Non-Residential 20 in nodal overlay zones and business districts of
high pedestrian activity, otherwise 25
Collector Residential 25 in nodal overlay zones, otherwise 30
Non-Residential 25 in nodal overlay zones and business districts of
high pedestrian activity, otherwise 35
Arterial All 35 - 50
1.02.3 Right-of-Way and Street Width
Right-of-way and street width shall be determined by applying standards specified in this
Manual and other adopted policies such as the SDC; the Metro Plan, applicable refinement plans,
and Springfield Transportation System Plan. Final decisions on street width may be a function of
information provided in a Traffic Impact Study (TIS). A TIS may be required by the City Traffic
Engineer for streets within, or adjacent to, developments.
1.02.4 Vertical Alignment
A vertical curve shall be used at all grade transitions on collector and arterial class streets. Grade
breaks may be utilized on low speed local class streets where the grade transition is 2 percent
(algebraic difference) or less. Multiple grade brakes shall not be used in lieu of a vertical curve.
Vertical curves shall be designed in accordance with the most recent standards set forth in “A
Policy on Geometric Design of Highways and Streets” published by AASHTO. Vertical curves
shall be of adequate length to provide ample sight distance and safe stopping sight distances for
wet pavements based on minimum design speeds identified in Section 1.02.2 or as determined by
the Engineer of Record and approved by the City Traffic Engineer and City Engineer.
1.02.5 Horizontal Alignment and Super-elevation
Horizontal alignment and super-elevation shall be designed in accordance with the most recent
standards set forth in “A Policy on Geometric Design of Highways and Streets” published by
AASHTO.
Horizontal curves shall be of adequate lengths to provide ample sight distance and safe stopping
sight distances for wet pavements based on minimum design speeds identified in Section 1.02.2
or as determined by the Engineer of Record and approved by the City Engineer and City Traffic
Engineer.
Spiral curves shall not be used on any City streets unless otherwise approved or required by the
City Engineer and City Traffic Engineer.
Super-elevation shall be considered for use on all collector and arterial streets in Springfield. A
maximum super-elevation rate of 4 percent shall be used unless otherwise approved by the City
Engineer and City Traffic Engineer.
Attachment 1, Exhibit A, Page 3 of 43
Section I - DESIGN STANDARDS 1 - 4 EDSP Adopted January 21, 2020
1.02.6 Maximum Street Grades
Standard street grades shall not exceed the following grades:
Street Class Grade (Percent)
Arterial 8
Collector 10
Local Streets 12*
* Street grades may exceed the 12 percent local street standard only where topographical
conditions make it impractical to meet the 12 percent standard, subject to the following
conditions:
(a) No driveways or intersections shall be permitted where street grades exceed 12
percent;
(b) No street with a grade of 15 percent or greater shall be permitted for a distance of
more than 200 feet; and
(c) In no case shall a street grade exceed 18 percent for any distance.
Refer to Chapter 7 Hillside Development and related Sections for special design considerations
and conditions for developing on hillsides in Springfield.
1.02.7 Pavement Design
A pavement design shall be submitted for review with the construction plans for all street
construction projects in Springfield with the following exceptions:
A. The proposed street completes a partial width street (2/3 or 1/2) and the existing design is
utilized.
B. The proposed street is classified as a “local street” or a private street in a residentially
zoned area with internal circulation only, and will never carry through traffic, as
approved by the City Engineer. In this case, the minimum flexible pavement design
structure of 4 inches of Asphalt Concrete on 12 inches of crushed rock or the minimum
rigid pavement design structure of 7 inches of Portland Cement Concrete pavement on 6
inches of crushed rock and geotextile fabric shall be utilized.
C. The requirement is waived by the City Engineer.
All local street pavements shall have a minimum of a 20-year or greater design life. Collector
and Arterial class streets shall have a 30-year or greater design life.
Transitions between pavement types (flexible and rigid) shall be made at or near an intersection.
On all collector and arterial streets and selected local streets (as determined by the City),
both flexible and rigid pavement designs shall be included in the plan set and bid as
alternates. The Engineer of Record shall then submit the cost difference to the City Engineer
for review and approval prior to construction. If requested by the City Engineer, the Engineer of
Record shall prepare life-cycle cost analysis to show the difference in cost savings over time. If
the City Engineer determines the more expensive alternate is required, Springfield will reimburse
the developer for the cost difference between the two alternatives after the project is accepted.
Attachment 1, Exhibit A, Page 4 of 43
Section I - DESIGN STANDARDS 1 - 5 EDSP Adopted January 21, 2020
All plan sets, regardless of the anticipated construction schedule, shall include a wet weather
construction provision. The wet weather design shall be used for any project which initiates
excavation for street construction prior to May 1st. The City Engineer will begin considering the
use of the dry weather standard after May 1, depending on ground conditions and existing and
forecasted weather conditions. In addition, any project that is started after May 1st, but is not
scheduled for pavement by October 15th of that same calendar year, shall use the wet weather
construction standard. Minimum wet weather provisions include 8 inches of additional crushed
rock and geotextile fabric under the dry weather design pavement structure (rigid or flexible).
These minimum provisions may be increased at the Construction Inspector’s discretion if
materials tests and field inspection dictate.
In all cases the pavement structure shall be placed on a subgrade that is firm and unyielding
(verified by proof rolling) and compacted according to the specifications. The Construction
Inspector, at their discretion, may require additional measures to ensure the pavement structure
meets the design standard intent.
1.02.7.1 Flexible Pavement Design
Asphaltic Concrete (flexible) pavement structures shall be designed in accordance with the
most recent edition of the “AASHTO Guide for Design of Pavement Structures.” Alternate
design standards which provide an equivalent or more durable road structure may be used if
approved by the City Engineer. The following steps are necessary to calculate a flexible
pavement design.
Step 1: Order soils test from independent testing laboratory to obtain the Effective Roadbed Soil
Resilient Modulus, Mr.
Soils tests shall be made at a depth of the proposed subgrade, no less than 2 feet below
the existing ground level. Soils tests shall be gathered from enough locations within the
proposed right-of-way for the sampling to be representative of actual conditions. At a
minimum, one soil test shall be obtained for every 500 feet of proposed roadway. Where
possible, a soil test shall be taken in the intersection of two newly proposed roadways.
Soil test information shall be submitted with the pavement design. As an alternative, the
Effective Roadbed Soil Resilient Modulus, Mr, can by determined if the Effective
Modulus of Subgrade Reaction, k, is known by the relationship: Mr = 19.4 * k
Step 2: Determine the estimated total 18-kip Equivalent Single Axle Load Applications, W18, as
described in Appendix D of the AASHTO guide.
Traffic volumes shall be based upon actual counts and/or traffic studies. See Table 1-2
below for minimum terminal serviceability values based on roadway classification when
using the AASHTO design method. Assume an initial structural number, SN, of 3 and a
minimum of 10 percent truck traffic. This calculation shall be submitted with the
pavement design.
Step 3: Obtain the minimum acceptable values of the Reliability (R%), Overall Standard
Deviation (So), and Design Serviceability Loss (PSI) from Table 1-2 below based on the
roadway classification.
Attachment 1, Exhibit A, Page 5 of 43
Section I - DESIGN STANDARDS 1 - 6 EDSP Adopted January 21, 2020
Table 1-2: Minimum Acceptable Values for Flexible Pavement Design
Local Collector Arterial
Reliability, R% 90 95 99
Overall Standard Deviation, So 0.35 0.35 0.35
Initial Serviceability, Po 4.2 4.2 4.2
Terminal Serviceability, Pt 2.5 2.5 3
Design Serviceability Loss, PSI 1.7 1.7 1.2
Step 4: Obtain the Design Structural Number (SN) from the “Design Chart (nomograph) for
Flexible Pavement Based on using Mean Values for Each Input,” Figure 3.1 in the
AASHTO design guide, using the specific and constant values determined in Steps 1-3.
Step 5: Determine the thickness of the pavement layer based on the formula:
SN <= a1 D1 + a2 D2 m2 + a3 D3 m3 1
Where:
a1, a2 ,a3 = layer coefficients representative of the surface, base and subbase
courses respectively. Maximum values for each construction
material are identified in Table 1-3 below.
D1, D2, D3
=
actual thicknesses (in inches) of the surface, base, and subbase
courses, respectively. No less than 4 inches of asphalt or 12 inches
of crushed rock shall be specified in any pavement structure in
Springfield. Deep lift asphalt may be approved by the City
Engineer under certain circumstances.
m2 ,m3
=
modifying coefficients to allow for drainage effects. Acceptable
values are identified in Table 1-3 below.
Table 1-3: Coefficients for Flexible Pavement Structural Layers
Material
Layer,
(Subscript No.)
Layer
Coefficient, a
Modifying
Coefficient, m
Asphalt Concrete, Plant Hot Mix 1 0.42 N/A
Crushed Rock 2 0.14 0.80
Cement Treated Base, CTB 2 0.25 1.00
Bituminous Treated Base, BTB 2 0.22 1.00
Sandy Gravel 2,3 0.11 0.60
Sand, Sandy Clay 3 0.08 0.40
Lime Treated Soil 3 0.11 0.40
Lime Treated Clay, Gravel 3 0.16 0.40
1 Only imported or treated subbase shall be considered to contribute to the pavement structural
section. Native subbase shall not be used in the structural section.
Attachment 1, Exhibit A, Page 6 of 43
Section I - DESIGN STANDARDS 1 - 7 EDSP Adopted January 21, 2020
Flexible Pavement Design Notes:
A. The minimum thicknesses of asphaltic concrete and crushed rock for permanent
pavement are 4 inches and 12 inches, respectively, for local streets, and 6 inches and 14
inches, respectively, for collectors and above classifications.
B. Where crushed rock base is specified, 1 inch of asphalt is considered equivalent to 3
inches of crushed rock.
C. Full depth asphalt may be approved by the City Engineer under certain circumstances
where the underlying soil type is free draining. Even when the AASHTO method yields
a design thickness less than 8 inches, the minimum full depth asphalt design thickness
shall be 8 inches.
D. All design thicknesses shall be rounded up to the nearest 1/2 inch.
E. In all cases, the pavement structure shall be placed on a subgrade that is firm and
unyielding (verified by proof rolling) and compacted according to the specifications.
F. All designed cross-sections shall include wet weather construction provisions including
geotextile fabric and an additional 8 inches of crushed rock between the native material
and base of the asphalt concrete pavement structure.
1.02.7.2 Rigid Pavement Design
Portland Cement Concrete (rigid) pavement structures shall be designed according to the most
recent edition of AASHTO Guide for Design of Pavement Structures. Alternate design standards
which provide an equivalent or more durable road structure may be used if approved by the City
Engineer. The following steps are required to calculate the rigid pavement design.
Step 1: Order soils test from independent testing laboratory to obtain the Effective Modulus of
Subgrade Reaction, k (pci).
Soils tests shall be made at a depth of the proposed subgrade, no less than 2 feet below
the existing ground level. Soils tests shall be gathered from enough locations within the
proposed right-of-way for the sampling to be representative of actual conditions. At a
minimum, one soil test shall be obtained for every 500 feet of proposed roadway.
Wherever possible, a soil test shall be taken in the intersection of two newly proposed
roadways. Soil test information shall be submitted with the pavement design. As an
alternative, the Effective Modulus of Subgrade Reaction, k, can by determined if the
Effective Roadbed Soil Resilient Modulus, Mr is known by the relationship:
k = Mr / 19.4
Step 2: Determine the Concrete Elastic Modulus, Ec (psi)
Specify, in the design calculations and in the plans, the compressive strength, f ’c (psi) of
the concrete mix design. The Concrete Elastic Modulus, Ec (psi) can be determined from
the relationship:
Ec = 57,000 √(f ’c)
Attachment 1, Exhibit A, Page 7 of 43
Section I - DESIGN STANDARDS 1 - 8 EDSP Adopted January 21, 2020
Step 3: Determine the Mean Concrete Modulus of Rupture, S ‘c (psi).
The minimum Mean Concrete Modulus of Rupture, S‘c (psi), is specified in the
Springfield Standard Specification 311.3.02c, Flexural Strength.
Step 4: Determine the Load Transfer Coefficient, J
Pavements with a monolithic or tied curb and gutter that provide additional stiffness and
keeps traffic away from the edge may be treated as a tied shoulder. If the curb is not
integral with the pavement section, rebar shall be provided to join the curb to the slab
section (Refer to Springfield Standard Specifications for requirements). Under normal
circumstances, load transfer devices are not required on City streets. Obtain the value
from Table 2.6 in the AASHTO guide.
Step 5: Determine the Drainage Coefficient, Cd
The Engineer of Record shall determine this value using Table 2.5 of the AASHTO guide
and information gathered from soils test and references such as the USGS Soil Survey of
Lane County.
Step 6: Determine the estimated total 18-kip Equivalent Single Axle Load Applications, W18, as
described in Appendix D of the AASHTO guide.
Traffic volumes shall be based upon actual counts and/or traffic studies. See Table 1-4
below for minimum terminal serviceability values based on roadway classification when
using the AASHTO design method. Assume an initial pavement thickness of 6 inches
and a minimum of 10 percent truck traffic. This calculation shall be submitted with the
pavement design.
Step 7: Obtain the minimum acceptable values of the Reliability (R%), Overall Standard
Deviation (So), and Design Serviceability Loss (PSI) from Table 1-4 below based on the
roadway classification.
Table 1-4: Minimum Acceptable Values for Rigid Pavement Design
Local Collector Arterial
Reliability, R% 90 95 99
Overall Standard Deviation, So .25 .25 .25
Initial Serviceability, Po 4.5 4.5 4.5
Terminal Serviceability, Pt 2.5 2.5 3
Design Serviceability Loss, PSI 2 2 1.5
Step 8: Obtain the Design Slab Thickness, D (inches)from the “Design Chart (nomograph) for
Rigid Pavement Based on using Mean Values for Each Input Variable,” Figure 3.7
segments 1 and 2 from the AASHTO design guide, using the specific and constant values
determined in Steps 1-7. The minimum design thickness allowed in the City of
Springfield is 6 inches.
Attachment 1, Exhibit A, Page 8 of 43
Section I - DESIGN STANDARDS 1 - 9 EDSP Adopted January 21, 2020
Rigid Pavement Design Notes:
A. The minimum thicknesses of Portland cement concrete and crushed rock for permanent
rigid pavement are 7 inches on 6 inches respectively for local streets, and 8 inches on 6
inches respectively for collector and above classifications. This minimum is based on a
minimum compressive strength, f ’c, of 4000 psi and a minimum beam strength, based on
a beam strength, S’c, of 600 psi.
B. All pavement structures shall include a minimum of 6 inches of crushed rock and a layer
of geo-textile fabric.
C. All design thicknesses shall be rounded up to the nearest 1/2 inch.
D. In all cases the pavement structure shall be placed on a subgrade that is firm and
unyielding (verified by proof rolling) and compacted according to the specifications.
E. All designed cross-sections shall include wet weather construction provisions including
an additional 8 inches of crushed rock between the required geotextile fabric and the base
of the concrete pavement structure.
F. A jointing plan shall be included in the public improvement plan set for review with the
project.
1.02.8 Curbs and Gutters
A Springfield standard curb and gutter shall be used on any fully improved public street unless
approved by the City Traffic Engineer and City Engineer. The minimum gutter grade shall be
0.30 percent, and preferably 0.50 percent. The minimum gutter grades along short-radius curves,
such as curb returns and cul-de-sac bulbs, shall be 0.50 percent.
No intruding structures, including, but not limited to, manholes, valves, and junction boxes shall
be located within 2 feet of the curb or gutter.
On partial (i.e. 1/2 or 2/3 width) street sections, an ODOT extruded concrete curb, or equivalent,
shall be used to delineate traffic. Where necessary to allow drainage to pass through, 1 foot wide
curb cuts shall be provided, a minimum of 20 feet on center. A Springfield standard curb and
gutter shall be used when drainage conveyance is necessary or required.
Where intermittent emergency or maintenance vehicular access is to be provided and pedestrian
access is to be discouraged, an ODOT mountable concrete curb, or equivalent, shall be used.
1.02.9 Valley Gutters
Valley gutters shall not be used within the public right-of-way, unless approved by the City
Traffic Engineer and City Engineer.
1.02.10 Cross Slope
Public streets shall be designed with a 2 percent cross slope with the crown in the middle of the
street.
Parabolic crown sections may only be used on public streets when approved by the City Engineer
and Traffic Engineer.
Attachment 1, Exhibit A, Page 9 of 43
Section I - DESIGN STANDARDS 1 - 10 EDSP Adopted January 21, 2020
Shed sections may be used on public streets, when approved by the City Engineer and Traffic
Engineer, where upslope runoff is collected in a formal drainage system and is not allowed to
travel across the roadway. Steeper cross slopes may be approved in accordance with
AASHTO standards.
1.02.11 Public Sidewalks
Concrete sidewalks shall be located on both sides of the street for all public major and minor
arterial, collector, and local streets, and shall be designed to the following criteria:
A. In conformance with the existing or planned street grades.
B. In conformance with the PROWAG standards.
C. Sidewalks shall be 7 feet wide along all arterial class streets, and 5 feet wide along all
collector and local classification streets and cul-de-sac bulbs unless otherwise
specified in the SDC or adopted development plans.
D. All public streets shall have setback sidewalks placed within the public right-of-way
unless approved by the City Traffic Engineer and City Engineer. When replacing
damaged sidewalk new work shall be located in the same position as the existing
sidewalk. When extending a sidewalk along a block frontage with existing curbside
sidewalk, the new sidewalk must physically transition to comply with current sidewalk
standards as determined by the Director.
E. Sidewalks that are not installed with the street improvements shall be shown on the
public improvement plans and labeled “FUTURE SETBACK SIDEWALK”. All
sidewalks that do not abut future building lots shall be installed as a part of the public
improvement plans and may not be delayed.
F. Facilities including, but not limited to, mail boxes, water meters, valves, junction boxes,
manholes, utility poles, trees, benches, fire hydrants, signs, and bus stops must not be
located within public sidewalks. Said facilities must be removed or relocated prior to the
construction or reconstruction of the sidewalk, unless otherwise approved by the City
Engineer. If these facilities are permitted to remain, there must be at least 5 feet of
unobstructed width on arterial class streets and 4 feet on all other streets.
G. All public sidewalks shall be a minimum of 4 inches thick concrete placed on a
minimum of 2 inches of compacted 3/4 inch-minus crushed rock base. Sidewalks
behind or integral with driveway approaches shall be designed to the standards set forth
in Section 1.02.13 “Driveway Approach.” All concrete shall meet or exceed the mix
design standards specified in the current version of the Springfield Standard
Specifications.
1.02.12 Pedestrian Access Ramps
All Pedestrian Access Ramps shall conform to the PROWAG standards. . Refer to the current
version of Springfield Standard Construction Specifications for specifications and sample
drawings. Sample drawings are available in electronic format via the City Website.
Attachment 1, Exhibit A, Page 10 of 43
Section I - DESIGN STANDARDS 1 - 11 EDSP Adopted January 21, 2020
Pedestrian access ramps shall be designed within the following guidelines:
A. Ramp approaches shall be aligned with, and be wholly contained within, the crosswalk
markings.
B. Ramp approaches shall not be positioned directly in the path of catch basin grates.
C. Ramp approaches shall be directly aligned with one another with no offset through the
intersection.
D. Ramp approaches and crossings shall be (as close as possible to) perpendicular to the
street they are crossing in order to minimize the crossing distance.
E. Ramps shall be aligned to point directly to the ramp across the road that is intended to
receive the pedestrian.
F. Obstructions including, but not limited to, mail boxes, water meters, valves, junction
boxes, manholes, utility poles, trees, benches, fire hydrants, signs, and bus stops shall not
be located within the ramp area, including flares.
G. Ramp flares may extend beyond the crosswalk markings.
Pedestrian access ramps shall be located using the following guidelines:
A. Two ramps shall be provided at each curb radius to allow direct access from the ramps
into the street. Ramps shall not be directed diagonally into the middle of the intersection
unless approved by the City Traffic Engineer.
B. Driveway approaches are not acceptable ADA accessible routes of travel. ADA routes of
travel shall be designed and constructed to PROWAG standards and may not be altered
by driveways or other improvements unless an approved alternative route of travel is
provided.
C. At some signal-controlled intersections, the crosswalk and pedestrian access ramps may
be excluded from a crossing to accommodate unusually heavy turning movements, as
approved or required by the City Traffic Engineer.
D. Pedestrian access ramps shall be designed and constructed as specified in the Springfield
Standard Specifications. All pedestrian ramps shall be shown with a detailed drawing
submitted within the plan set with specific detail sufficient for review and construction.
1.02.13 Driveway Approaches
All driveway approaches shall be defined on the plans as either Residential or Commercial. Any
driveway serving property which is used for purposes other than Single Family Residential or
Duplexes shall be designated as and built to the standards of a Commercial driveway. A
concrete alley apron serving public right-of-way or alley shall also be built to the standards of a
Commercial driveway. Refer to the Standard Construction Specifications, Section 314
DRIVEWAYS, SIDEWALKS, PEDESTRIAN ACCESS RAMPS AND PATHWAYS and
Standard
Attachment 1, Exhibit A, Page 11 of 43
Section I - DESIGN STANDARDS 1 - 12 EDSP Adopted January 21, 2020
drawings for construction details.
1.02.14 Curb Return Radii
A WB-67 design vehicle shall be used when designing curb radii for all truck routes. Unless
otherwise directed and/or approved by the City Engineer and City Traffic Engineer, all other
curb radii at public street intersections shall be designed in accordance with table 1-5, Suggested
Radii and Design Vehicles for Determining Curb Radii:
Table 1-5: Suggested Radii and Design Vehicles for Determining Curb Radii
Primary Street
Classification
Secondary
Street
Classification
Zoning
Suggested Radii
(ft)
Design Vehicle
Local Local Residential 10 SU or Emergency
Local Local Non-Residential 15 SU or Emergency
Collector Local Residential 20 SU or Emergency
Collector Local Non-Residential 20 SU or WB-50 as
appropriate
Collector Collector Residential 20 SU or Emergency
Collector Collector Non-Residential 20 SU or WB-50 as
appropriate
Minor-Arterial Collector All 35 WB-67
Minor-Arterial Minor-Arterial All 35 WB-67
Note: The above suggested radii and design vehicles are beginning points for design only.
Larger or smaller radii and/or design vehicles may be required to accommodate existing or
planned turning movements. Designers should try to accomplish the minimum turning radius
allowable that incorporates all of the differing elements affected by the radii such as turning
movement speed, traffic calming, ADA ramp construction, and pedestrian pathways.
On local to local street intersections, design vehicles may use half of the width of the approach
street and all of the width of the departure street exclusive of parking lanes. On non-local streets
design vehicles shall begin their turn in the travel lane closest to the curb and if there are multiple
approach lanes may straddle the lane line, and they may use the entire width of all departure
lanes on the departure street. Three center curves, which are right-of-way efficient and decrease
the pedestrian crossing distance, are encouraged when designing for larger vehicles.
1.02.15 Private Improvements
Private improvements shall be privately owned and maintained and be identified on the
construction drawings as “private”. When proposed private systems, like water quality/quantity
features, are essential for public improvement projects to function properly, they shall be shown
on the public improvement plans.
1.02.16 Glenwood Riverfront Street Cross-Section Standards
SDC Table 4.2-1 provides the minimum street right-of-way width and the minimum curb-to-curb
width for public streets in Springfield. During the adoption of the Glenwood Refinement Plan,
the Springfield City Council approved street design policies and implementation strategies for
Attachment 1, Exhibit A, Page 12 of 43
Section I - DESIGN STANDARDS 1 - 13 EDSP Adopted January 21, 2020
use within the Glenwood Riverfront to promote the design and character of this area. Appendix
1A of this Chapter provides the standards for designing public streets in the Glenwood
Riverfront.
Attachment 1, Exhibit A, Page 13 of 43
Section I - DESIGN STANDARDS 5 - 1 EDSP Adopted January 21, 2020
TRAFFIC STANDARDS
5.00 DESIGN STANDARDS
5.01 PURPOSE
These standards outline and define the current traffic design standards, including illumination,
signals, bicycle facilities, roundabouts, medians, roadside features, parking design, transit stops,
and miscellaneous items for Springfield. These design standards may be subject to revisions by
the City Traffic Engineer on a project-by-project basis. All construction standards and drawings
for transportation related items are defined in the Springfield Construction Standard
Specifications Sections 317, 501, and 502, and Standard Drawings 5-1 to 5-25. All designs shall
be performed by an engineer capable of performing such work and licensed by the State of
Oregon. Any private streets shall be designed to the public facility standards. All public streets
are considered Fire Department emergency apparatus access streets and shall meet the Fire Code
minimum design standards. Private streets may or may not be considered Fire Department
emergency apparatus access streets as determined by the Fire Marshal.
5.02 GENERAL DESIGN CONSIDERATIONS
5.02.1 Illumination
5.02.1.A General
As part of the public improvement process, a street illumination design shall be included with all
project plans submitted to the City as well as a power plan from the Springfield Utility Board
(SUB). The street illumination design shall clearly show where the luminaires, conduit runs,
junction boxes, service cabinets, and power sources will be located. Each lighting component
shall be identified using the Oregon Department of Transportation drafting symbol library and
the corresponding legend. Submitted plans shall follow the City of Springfield Standard
Specifications and Standard drawings related to illumination.
Lighting plans shall be submitted on a sheet devoted exclusively to street light work. All
illumination plans shall be reviewed and approved by the Transportation Section.
5.02.1.B Design Standards
The lighting plan design shall utilize Oregon Department of Transportation (ODOT) drafting
standards. The plans shall include symbols indicating such features as: conduit, wiring, junction
boxes, power sources, poles, luminaires, luminaire arms, and all the relevant sizes and locations
required to accurately construct the lighting system. For street lighting drafting typical, refer to
the City’s latest edition of Standard Construction Specifications and the ODOT drafting
symbol/legend library.
The City standards for street illumination are:
A. Street lighting designs shall be prepared by an engineer capable of performing such work.
The engineer shall be licensed by the State of Oregon. Lighting plans shall be submitted
on a sheet devoted exclusively to street light work. The lighting plans shall also include
wire size calculations and circuit diagrams. Lighting systems shall comply with the
provisions of the National Electric Service Code (NESC). A space shall be provided for
Attachment 1, Exhibit A, Page 14 of 43
Section I - DESIGN STANDARDS 5 - 2 EDSP Adopted January 21, 2020
a chart listing the specific location (geographic coordinates), address, pole number, pole
owner, manufacturer’s name and catalog numbers for each type of fixture, lamp, driver
and city approved lighting controls including photocell in the project on the plan sheet.
This chart shall be completed when preparing the as-built plans. Lighting circuits shall
be designed to reduce the number of utility connection points.
B. Lights must be located in accordance with the standards in SDC 4.2-145.C. See the
Illumination Standards Table (Table 5-1) for configurations that comply with these
standards. In cases that are not defined in Table 5-1, a photometric evaluation of the pole
spacing shall be made using accepted procedures and illumination levels in Illuminating
Engineering Society, American National Standard Practice for Roadway Lighting – RP-
8-14 and these standards.
C. Lighting must meet the following design standards adopted in SDC 4.2-145.C:
1. Lighting must comply with Illuminating Engineering Society, American National
Standards Practice for Roadway Lighting – RP-8-14 and applicable National
Electrical Safety Code (NESC) and National Electrical Code (NEC) standards.
2. Intersections must be illuminated to a level equal to the sum of the average required
illuminance of the two intersecting streets.
3. Mid-block crosswalks that are approved by the City Traffic Engineer must have two
times the illumination required for the street.
4. Decorative poles with City-approved LED fixtures and lighting controls must be used
on all streets within the Nodal Development Overlay District and where any
refinement plan or plan district requires decorative lighting. Decorative poles may be
used on streets, paths, and accessways in any other zone at the option of the developer
as approved by the Director.
5. City-approved LED fixtures and lighting controls must be used when lighting is
required along multi-use paths and accessways.
6. Roadway style poles and “cobra head” fixtures with City-approved LED fixtures and
lighting controls must be used along streets in all other locations.
7. Roadway style poles must be steel, fiberglass or aluminum.
8. Where lot frontages are 80 feet or less, poles must be located at property lines unless
approved by the Director.
9. The weak point illumination must not be less than 0.1 foot candles.
Attachment 1, Exhibit A, Page 15 of 43
Section I - DESIGN STANDARDS 5 - 3 EDSP Adopted January 21, 2020
10. Roadway style poles set behind sidewalks must have eight (8) foot arm length.
Roadway style poles set between curb and sidewalk or where no sidewalk exists must
have six (6) foot arm length.
11. Pole handholes must be used instead of junction boxes where feasible. Junction boxes
for street lighting must only be utilized for street crossings or where necessary to
comply with electrical code standards cited above.
12. Pole Height.
a. Lights on arterial and major collector streets outside of a residential zone must
have a 35-foot fixture mounting height.
b. Lights on local streets with a curb-to-curb width of 28 feet or greater and
collectors within residential zones must have a 30-foot fixture mounting
height.
c. Lights on local streets with a curb-to-curb width of less than 28 feet must have
a 25-foot fixture mounting height.
d. Decorative poles must be 12 feet tall, except that 16-foot tall decorative poles
may be approved by the Director when the required illumination levels cannot
be achieved with 12-foot tall decorative poles.
e. Lighting on local streets must be installed on the same side of the street and
on the side of the street first constructed, except where necessary to be
consistent with the existing lighting design and placement.
f. Light poles must not be placed on the outside of curves with less than a 1000-
foot radius.
D. When roadway style poles are used, they shall be direct bury fiberglass, or steel or
aluminum on concrete foundations.
Direct bury fiberglass poles must be used as replacements or infill in areas with existing
wood poles.
E. Poles shall be placed at least 3 feet from the face of curb. Luminaire arms shall be
aligned at right angles from the curb line.
F. Conduits shall be electrical PVC with a minimum size of 1 inch and be in whole inch
sizes only. Street crossings shall have a 2 inch minimum diameter. All conduit runs shall
Attachment 1, Exhibit A, Page 16 of 43
Section I - DESIGN STANDARDS 5 - 4 EDSP Adopted January 21, 2020
be clearly indicated on the plans showing the route from the power source (typically a
SUB vault) to the street light.
G. All electrical conductors shall be copper.
H. A manufacturer’s specification ‘catalog cut sheet’ shall be submitted for all materials for
city review and approval prior to installation.
I. All new City street light poles shall have City pole tags installed on the pole 6 feet from
ground level and facing the street or multi-use path that the light is on. The pole tags are
provided by the City by contacting the Springfield Transportation Section. Use approved
methods and materials for attachment.
J. Electrical Circuit Identification
A tag shall be attached to each conduit entering underground junction boxes. The
following information shall be written on the tag with permanent marker: Voltage – 120
or 208 or 240; Circuit – Alpha or Numeric as shown on the plan set; Power Source –
Utility name and pole or transformer number, distance from power source, and compass
direction to source. The proposed street lighting design shall include a note directing the
contractor to include lighting circuit identification tags.
Approved manufacturer: Brady – Yellow Color-Code Plasti-Tags Catalog # 56926, 3-
1/2” H x 2-1/2” W, 10 Mil Plastic, with nylon tie.
Attachment 1, Exhibit A, Page 17 of 43
Section I - DESIGN STANDARDS 5 - 5 EDSP Adopted January 21, 2020
Table 5-1: Average Maintained Horizontal Illuminance1
For Street and Pedestrian Facilities (Residential Zones Only)
Classification
Fixture
Height
Foot
Candles
Required
Ave/Min
Lamp
Spacing
Local 20' Curb to Curb
(Poles on Same Side)
25 0.5 6 : 1 200'
Local 28' Curb to Curb
(Poles on Same Side)
30 0.5 6 : 1 200'
Local 36' Curb to Curb
(Poles on Same Side)
30 0.5 6 : 1 200'
Minor Collector 34' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 200'
Minor Collector 42' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 140'
Minor Collector 50' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 140'
Arterials and Major
Collectors > 50’ Curb to
Curb (2 poles opposite)
35 0.9 3:1 200’
Areas with curbside sidewalk 8 foot arm length
Areas with no sidewalk or setback sidewalk 6 foot arm length
5.02.1.D Conduit Size
A. Conduits shall be sized according to the requirements of the National Electrical Service
Code (NESC) current edition.
B. All conduit runs shall be as direct from point to point as possible, shall remain within the
right-of-ways, and maintain as straight an alignment as possible.
C. The minimum conduit size shall be 1 inch. All conduits under the street shall be a
minimum of 1.5 inches in diameter. Conduits placed on SUB utility poles shall require
‘stand-off’ mountings and need to be specified in whole inch diameters.
D. A junction box shall be included at each end of street conduit crossings.
5.02.1.E Conductor Size
A. A catalog cut sheet with maximum starting and operating amperages information shall be
included in the plans submittal to verify the wire sizing calculations.
B. A circuit diagram and load calculations shall be included on the plan sheets at the end of
the lighting construction drawings.
C. The maximum voltage drop shall be two percent from the utility to the service equipment
and three percent from the service to the farthest load.
Attachment 1, Exhibit A, Page 18 of 43
Section I - DESIGN STANDARDS 5 - 6 EDSP Adopted January 21, 2020
D. Any suitable method for calculating voltage drop and conductor sizes may be used.
Provide reference to any source of information.
5.02.2 Signals
5.02.2.A General
Signals shall be designed as specified in this Section. Consultants shall perform traffic signal
designs using current National Electric Code (NEC), AASHTO, the Manual on Uniform Traffic
Control Devices (MUTCD) and the Oregon Supplement to the MUTCD. This work shall consist
of furnishing and installing a complete and functional traffic control system of controllers,
signals and appurtenances as required by Springfield (See Division 500 of the Springfield
Standard Construction Specifications based on ODOT Standards). The locations of signals
shown on the plans can be approximate; the exact locations shall be established by the Engineer
of Record in the field, unless relocated by the City Traffic Engineer. Please see section 5.04
regarding intersection analyses.
5.02.2.B Signal Design Standards
The traffic signal design shall be submitted on a separate sheet of the project plans. The design
shall clearly show the following:
A. Existing and proposed topography including edge of pavement or curb line, center lines
with stationing, lane use, striping, signing, sidewalks, sidewalk ramps, right-of-way lines,
street names, driveways, adjacent lots, existing and proposed trees, and other
topographical features as needed.
B. Existing lighting, poles, wiring, vehicle signals, pedestrian signals, overhead signs, traffic
signal controller, service equipment, and all other equipment that needs to be removed.
General notes shall state what is to be removed.
C. The location and specification of traffic signal poles, underground conduit, traffic signal
loops or detection zones, traffic signal wiring, junction boxes, vehicle signals, pedestrian
signals, pushbuttons, pushbutton instruction signs, overhead signs, traffic signal
controller, service equipment, pre-emption devices, existing power sources, and all other
equipment needed to install the signal.
D. A loop detector wiring diagram showing loop number, phase, function, slot number, and
notes for symbols and details used and/or video camera detection details.
E. A normal phase rotation diagram and fire preemption operation diagram for the
intersection.
F. Interconnect cable.
G. Bus rapid transit priority equipment.
H. Radio communication equipment.
Attachment 1, Exhibit A, Page 19 of 43
Section I - DESIGN STANDARDS 5 - 7 EDSP Adopted January 21, 2020
Each signal component shall be identified using the ODOT drafting symbol library and the
corresponding legend. Submitted plans shall follow the Springfield Standard Specifications,
Drafting Standards Section 9, and Standard drawings related to traffic signals.
All public signal designs shall be prepared by an engineering firm capable of performing such
work. The engineer shall be licensed by the State of Oregon.
5.02.2.C Induction Loops
Induction loops shall be constructed as specified in Standard Drawing 5-12.
A. Loops shall not be cut into the final lift of new asphalt.
5.02.2.D Conduit
A separate conduit shall be used for low voltage and high voltage circuits, such as: signal
circuits, detector circuits, service wires, and 240 volt or greater illumination circuits. Metal
conduit shall be coated in corrosive soil areas. Schedule 40 PVC conduit shall be used for all
signal, interconnect, and lighting designs. Conduit sweeps shall conform to current ODOT
standards.
5.02.2.E Junction Boxes
A. Junction boxes shall not be placed in sidewalks or ramps.
B. Junction boxes shall be sized to meet current ODOT standards.
C. Junction boxes located in the travel way shall be traffic load bearing junction boxes.
5.02.2.F Power Source
A. A separate post or pedestal shall be provided for service. Refer to current ODOT
standards.
B. Power source shall be underground from power source to meter.
C. Meter and service cabinet shall be mounted as close to the controller as practical.
D. Service equipment shall not be mounted on the controller cabinet.
E. Power shall be run underground from service cabinet to controller.
5.03 BICYCLE FACILITIES
5.03.1 General
All bicycle facilities shall conform to the latest addition of the Oregon Bicycle and Pedestrian
Plan, Oregon Bike and Pedestrian Design Guidelines, the Springfield Bicycle Plan, City of
Springfield Transportation System Plan, the Regional Transportation System Plan, AASHTO
guidelines, and applicable Sections of the Springfield Development Code (SDC).
5.03.2 Design Standards
A quick reference table on bike lane and multi-use path design standards is shown below.
Attachment 1, Exhibit A, Page 20 of 43
Section I - DESIGN STANDARDS 5 - 8 EDSP Adopted January 21, 2020
Table 5-2: Quick Reference Bike lanes and Multi-Use Path Design Standards
Bike Lane 6 feet
Shoulder Bike Lane 6 feet
Multi-Use Path 10 feet with 2 foot wide gravel shoulders on each side
(see SDC 4.2-150), unless otherwise specified in Springfield
Transportation System Plan
Bike Lane Stripe 8 inches
Shoulder Stripe 4 inches
Vertical Clearance 10 feet
Pavement Thickness Shall be designed to withstand an 80,000lb load and withstand
frost heave
5.03.3 Bike Lanes
Bike lanes are required on arterial and non-residential collector streets. SDC 4.2-105.C and
Table 4.2-1. Bike lanes shall have an 8 inch lane stripe and thermoplastic bike stencils.
Motorists are not permitted in the bike lanes for driving or parking, but may use the bike lanes
for emergency maneuvers or breakdowns.
The standard width of a bike lane is 6 feet, measured from the center of the stripe to the edge of
pavement. See SDC 4.2-105.C and Table 4.2-1. Bike lanes wider than 6 feet may be required in
areas of very high use, on high-speed facilities where wider shoulders are warranted, or where
they are shared with pedestrians. Adequate markings shall be used to discourage motorists from
using the bike lane as a travel-way or parking lane. At a minimum, bike lane pavement markings
designating the facility to discourage automobile use must be placed at all street intersections in
both directions.
Where a bike lane is to be designed adjacent to a parking lane, its location will be reviewed and
evaluated by staff on a case by case basis as there may be a variety of elements that may need to
be taken into consideration.
Bike lanes on one-way streets shall be on the right side of the street, except in the case where a
left-side bike lane would cause fewer conflicts, and the bicyclist can return to the right safely.
See SDC 4.2-105.C and Table 4-2.1, footnote (3).
5.03.4 Bicycle Parking
Refer to the SDC Sections 3.4-270G.13 and 14, and 4.6-140-155 for the minimum required
bicycle parking spaces and additional bicycle parking standards.
5.03.5 Multi-Use Paths
A. A multi-use path must be paved a minimum width of 10 feet. See SDC 4.2-150.C.
B. The path design must include a 2 foot or greater clear distance on both sides of the multi-
use path. This area must be at the same slope as the path. See SDC 4.2-150.C.
C. The overhead clearance must be a minimum of 10 feet, unless additional overhead
clearance is required for fire access as determined by the Fire Marshal.
Attachment 1, Exhibit A, Page 21 of 43
Section I - DESIGN STANDARDS 5 - 9 EDSP Adopted January 21, 2020
D. Where a path is parallel and adjacent to a street, there must be a 5 foot or greater width
separating the path from the edge of the street, or a physical barrier of sufficient height
must be installed. See SDC 4.2-150.D.
E. Multi-use paths must be strong enough to support maintenance vehicles and emergency
vehicles.
F. The maximum grade shall be 5 percent for bicycle use.
G. If a fence or railing is used along a path, the height, openings in the railing, and rub-rail
requirements shall comply with AASHTO standards. Lighting shall be installed on
multi-use paths. See SDC 4.2-150.E and the lighting standards for recommended
illumination in Section 5.02.
5.03.6 Striping and Signing
A. Plastic bike stencils must be placed at all street intersections in both directions.
B. Additional stencils may be placed on long sections of street with no intersections. The
correct spacing in feet is equal to the designated travel speed (mph) multiplied by 40.
C. All bicycle striping going through an intersection or crossed by high volume traffic shall
be thermoplastic striping.
D. Signs shall have a 3 foot lateral clearance from the edge of the path. The bottom of signs
shall be 5 feet above the path. Signs placed over a path shall have a minimum vertical
clearance of 8 feet.
5.03.7 Protected Bike Lanes
Protected bike lanes or “cycle tracks” must be reviewed and approved by the City Traffic
Engineer.
5.03.8 Other Bicycle Facilities
Other bicycle facilities may be designed such as but not limited to bicycle boulevards, lanes,
routes, parking, and paths but shall be evaluated on a case by case basis to ensure the proper
safety for all users.
5.04 INTERSECTION CONTROL
When a project includes reconstructing or constructing new intersections, all intersection control
types will be evaluated using Springfield’s “Intersection Control Checklist” provided in
Appendix 5.A.
5.04.1 Roundabouts
All roundabouts on City streets shall be designed by the City of Springfield Transportation
Section staff. Private developers shall arrange for these services from Springfield staff as part of
their planning for developments which include a proposed roundabout.
Roundabouts shall be constructed in concrete unless otherwise approved by the City Engineer.
Attachment 1, Exhibit A, Page 22 of 43
Section I - DESIGN STANDARDS 5 - 10 EDSP Adopted January 21, 2020
5.05 MEDIANS
Section 5.05.1 General median description, 5.05.2A Raised Median Width and Size, and 5.05.2A
Length of a Raised Median are requirements adopted in SDC 4.2-105.F. Where these sections
conflict with the Springfield Development Code, the Development Code prevails.
5.05.1 General
Medians are provided to deter crashes caused by crossover traffic, head light glare distraction,
traffic turning left from through lanes, refuge for pedestrians crossing the street, and to remove
turning traffic from through lanes thereby maintaining efficient and safe traffic flow.
A median is defined as an area between traffic lanes for control of vehicle movements or for
pedestrian refuge. Within the intersection area, a median or an outer separation is considered to
be an island.
Median design and installation must follow the standards in the Manual on Uniform Traffic
Control Devices and AASHTO’s “A Policy on Geometric Design of Highways and Streets.”
5.05.2 Design Standards
Landscaping and irrigation shall be installed when directed by the City Traffic Engineer. A
detailed median design plan shall be included in the public improvement plan set on a separate
sheet and approved by the City Traffic Engineer.
5.05.2.A Length of Median
The length of a median is determined based on the storage length requirements as determined in
the Traffic Impact Study (T.I.S.), based on safety and/or operational efficiency needs of the street
first and the access second, and as approved by the City Traffic Engineer.
The usable length of a pedestrian refuge area along a street shall not be less than 8 feet or the
width of the crosswalk, whichever is greater. The median length shall not be less than 30 feet.
5.05.2.B Median Width
Elongated medians intended to deter turning movements shall be a minimum of four (4) feet
wide and no less than 150 square feet in area. In special cases, where right-of-way is limited,
elongated islands may be as narrow as 2 feet, except when used as pedestrian refuge areas.
Pedestrian refuge medians shall be at least 8 feet wide unless special circumstance limits the
width possible. In no case shall a pedestrian median be less than 6 feet wide.
5.05.2.C Median Openings
Median openings that allow left turns in both directions shall be not less than 50 feet nose to
nose. All median turn lanes and openings shall be designed for at least a WB50 truck, and a
WB67 truck on designated truck routes.
5.05.2.D Median Types
The type of median shall be determined by the City Traffic Engineer.
5.05.2.E Visibility
Fixed objects shall not normally be permitted on medians. Planting shall be located so as not to
Attachment 1, Exhibit A, Page 23 of 43
Section I - DESIGN STANDARDS 5 - 11 EDSP Adopted January 21, 2020
violate sight distance standards or the turning radius of emergency apparatus.
5.05.2.F Access to Required Fire Features
Where access to an existing fire protection feature (i.e. fire hydrant, fire lane or other required
fire protection feature) is limited by a median installation, the Fire Marshal shall be consulted in
order to evaluate an equivalent fire protection feature.
5.06 ROADSIDE FEATURES
5.06.1 General
Miscellaneous features included herein shall be developed and constructed to encourage the
uniform development and use of roadside features wherever possible. Any roadside facility
installed in the public right-of-way shall first be permitted and reviewed by the City Traffic
Engineer for safety evaluation.
5.06.2 Design Standards
The design and placement of roadside features included in this Section shall comply with the
specific requirements listed for each feature, and must comply with PROWAG standards as
applicable.
5.06.3 Mailboxes
A. Mailbox supports shall be 4 inches by 4 inches or 4½-inch diameter wood posts, or a
metal post with no greater than a 2 inch-diameter standard strength steel pipe, with a
height of 42 inches to the bottom part of box, embedded no more than 24 inches into the
ground with a lateral distance of 6 to 12 inches from the edge of curb, or 8 to 12 inches
from edge of pavement if there is no curb. For example, a single two-pound-per-foot U-
channel support would be acceptable under this structural limitation. Mailbox supports
shall not be set in concrete unless the support design has been shown to be safe by crash
tests.
B. Mailbox-to-post attachments shall prevent mailboxes from separating from their supports
under vehicle impacts.
C. Multiple mailbox installations shall meet the same criteria as single mailbox installations.
Multiple support installations shall have their supports separated a minimum distance of 4
feet above ground. This distance shall be 12 inches for a single support.
D. Neighborhood delivery and collection box units are owned by the U. S. Postal Service
and are a specialized type of multiple mailbox installation that shall be located outside the
clear zone.
See ODOT Standard Drawing RD 100 for Mailbox Installation drawings.
5.06.4 Roadside Traffic Barriers
See AASHTO, Roadside Design Guide for Roadside Traffic Barrier design requirements.
5.06.5 Signing
A. See City Standard Drawing 5-18 for sign installation details.
Attachment 1, Exhibit A, Page 24 of 43
Section I - DESIGN STANDARDS 5 - 12 EDSP Adopted January 21, 2020
B. See the latest edition of the Manual on Uniform Traffic Control (MUTCD) and Oregon
Supplements to the MUTCD for specific signs.
C. Street name signs:
1. Street name signs shall be erected to identify street intersections in both urban and
rural areas. In residential districts at least one sign is required at each intersection. In
business districts or on major arterials, street name signs shall be placed on diagonal
corners so that they will be on the near left-hand and far right-hand side of the
intersection for traffic on the major street.
2. The sign shall be white letters on a green background.
3. Street name signs shall be mounted a minimum of 9 feet above the pavement.
D. Signs shall be placed on street light poles when practicable.
5.07 MISCELLANEOUS
5.07.1 Turn Bay Lengths
The elements of a turn bay are comprised of four components which include:
d1 = distance traveled during the perception-reaction time
d2 = distance traveled while driver decelerates and maneuvers laterally
d3 = distance traveled during full deceleration and coming to a stop
d4 = storage length
The physical length of the turn bay excludes the distance traveled during perception-reaction
time.
It shall be designed so that a turning vehicle will develop a speed differential of
10 mph or less at the point it clears the through traffic.
The length of the bay shall allow the vehicle to come to a comfortable stop prior
to reaching the end of the expected queue in the turn bay.
The deceleration/maneuver distance (d2 +d3) is found in table 5-5.
The turn bay shall be longer than the queue in the adjacent through lane so that
entry is not blocked.
Limiting conditions may only be used if approved by the City Traffic Engineer.
TABLE 5-3: Upstream Functional Intersection Area, Excluding Storage, in Feet(1)
Desirable Conditions Limiting Conditions
Operating Speed
(mph)
Maneuver
Distance (2) (6)
(d2 +d3)
PIEV(3) Plus
Maneuver Dist.
(d1 + d2 +d3)
Maneuver
Distance (4) (6)
(d2 +d3)
PIEV(5) Plus
Maneuver Dist.
(d1 + d2 +d3)
20 70 130 70 100
25 110 185 105 140
30 160 250 145 190
Attachment 1, Exhibit A, Page 25 of 43
Section I - DESIGN STANDARDS 5 - 13 EDSP Adopted January 21, 2020
35 215 320 190 240
40 275 395 245 305
45 345 475 300 365
50 425 570 365 440
55 510 670 435 515
60 605 780 510 600
65 710 900 590 685
70 820 1025 680 785
(1) Rounded to 5 feet (2)10 mph speed differentials, 5.8 fps2 deceleration while moving from the through lane into the
turn lane; 6.8 fps2 average deceleration after completing lateral shift into the turn lane (3) 2.0 second perception-reaction time (4) 10 mph speed differential; 5.8 fps2 deceleration while moving from through lane into the turn
lane; 9.2 fps2 average deceleration after completing lateral shift into the turn lane. (5) 1.0 second perception-reaction time (6) Assumes turning vehicle has “cleared the through lane” (a following through vehicle can pass
without physically encroaching on the adjacent through lane) when the turning vehicle has
moved laterally 10 ft. Also assumes a 12 ft. lateral movement will be completed in 3.0 seconds.
Source: Vergil G. Stover and Frank J. Koepke, Transportation and Land Development, Institute
of Transportation Engineers, Prentice-Hall, Inc., 1988, 2nd edition in preparation.
5.07.2 Sight Distance
The minimum sight distance available on a street shall be sufficiently long to enable a vehicle
traveling at or near the design speed to stop before reaching a stationary object in its path. Sight
distance at every point along the street shall be at least that required for a below-average operator
or vehicle to stop in this distance.
Attachment 1, Exhibit A, Page 26 of 43
Section I - DESIGN STANDARDS 5 - 14 EDSP Adopted January 21, 2020
Table 5-4: Clear Distance to See Sign1 Speed Limit (MPH) Non-Critical Signs1 (FT.) Critical Signs2 (FT.)
30 150 250
40 200 350
50 250 450
60 300 600
1 Source: Vegetation Control for Safety, USDOT, FHWA 2 Critical signs are STOP, YIELD, DO NOT ENTER, ONE WAY, WRONG WAY, and
other regulatory signs or warning signs. Non-critical signs are destination guide signs, parking
regulations, or information signs.
Stopping sight distance shall be designed in accordance with the current standards specified in A
Policy on Geometric Design of Highways and Streets published by AASHTO.
At intersections, a vision clearance triangle shall be maintained. In addition to AASHTO sight
distance requirements, refer to SDC 4.2-130 for requirements.
5.07.3 Bus Turnout
A turnout is a specialized bus stop where passengers who board and de-board a bus can load in
an area that is separated from the traffic lanes. Turnouts are appropriate in certain conditions. A
properly marked turnout also serves as a reminder of the availability of transit service.
It is important that turnouts be properly designed with sufficient length to allow for easy and safe
flow by the bus in and out of traffic. If there is a high traffic volume on the street, efficient bus
operation may require that the timing of nearby traffic signals be designed to ensure that there
will be sufficient gaps in the traffic to allow the bus to pull back into the traffic flow.
Safety and traffic flow are important considerations in deciding whether to install a turnout.
Turnouts may be helpful on streets that function with higher speeds (over 35 miles per hour)
because there is less risk of a rear-end collision while the bus is stopped to board or deboard
passengers. A bus stopped at a turn out, will also not impede traffic flow, which could be a
significant advantage for traffic operation on the street, particularly if the stop time is long due to
high passenger activity or boardings by people who use wheelchairs and other mobility devices.
Installing turnouts on streets that function with speeds of 35 mile per hour or less shall be
approached with caution. If there is high volume traffic (exceeding 600 vehicles per hour) for all
or part of the day, with few gaps in traffic flow, it may take an extended amount of time for the
bus to safely enter the travel lane after a stop, resulting in longer travel time for transit riders and
higher operational costs. This could be mitigated by the use of traffic control signals, or queue
jumpers at a nearby intersection.
Bus turnouts shall be designed as specified in the current standards in “A Policy on Geometric
Design of Highways and Streets”, “Guide for Design of High-Occupancy Vehicle and Public
Transportation Facilities”, and “Guidelines for the Location and Design of Bus Stops” published
by AASHTO. The following standards are from “A Policy on Geometric Design of Highways
and Streets”.
Attachment 1, Exhibit A, Page 27 of 43
Section I - DESIGN STANDARDS 5 - 15 EDSP Adopted January 21, 2020
The interference between buses and other traffic can be considerably reduced by providing
turnouts on arterials. The bus turnout shall include a deceleration lane or taper, a standing space
long enough to accommodate the maximum number of vehicles expected to occupy the space at
one time, and a merging lane to reenter the travel way.
The deceleration lane shall be tapered at an angle flat enough to encourage the bus operator to
pull completely clear of the through lane before stopping. A taper of 8:1, longitudinal to
transverse is a desirable minimum.
The boarding area shall provide 50 feet of length for a standard bus and 60 feet of length for an
articulated bus. When two or more buses that use the stop at the same time use the equation;
[50’+65’(x-1)], x = number of buses. The width shall be at least 10 feet, preferably 12 feet. The
merging or reentry taper shall not be sharper than 8:1.
5.07.4 Bus Stop Locations
A. A transit or bus stop is a designated place along a transit route where a public transit
vehicle stops to allow passengers to board and deboard. General decisions about where
to locate a stop are based on the following criteria:
1. Distance between Stops: The standard distance between bus stops on a standard local
route is 750-1300 feet. Bus stops shall be installed when service is needed in each
direction at the same intersection where practicable. Lane Transit District (LTD) can
operate service most effectively by balancing customer convenience and accessibility
to the service with the need to retain operational speed and efficiency.
2. Safety for Passengers: Stops are placed in areas where passengers can have a safe
and direct access to sidewalks, walkways, and waiting areas. Stops shall be placed so
that there is adequate sight distance between bus operators and waiting customers. A
safe environment shall also be provided for all necessary operational movements. It is
important for passengers with disabilities, or other needs, especially those who use
wheelchairs, mobility devices or have children in strollers to have an accessible route
to and from the bus door.
3. Convenient Access: In order for public transit to be effective, passengers must be
able to access service that is close to major passenger destinations. It should also be
easy for passengers to transfer from one bus to another, either at the same bus stop or
to one on a nearby cross street.
4. Operational Characteristics: A properly developed bus stop allows for safe
movement by the bus into and out of the traffic flow with minimal delay. If the stop
is on a heavily used transit corridor, there may be a need to accommodate two or
possibly more buses using the stop at the same time. Turnouts may be desirable in
some cases.
B. The actual position of a bus stop from a street intersection can depend on transit
operations, safety, bus riders’ needs, traffic flow, parking, physical roadside constraints
(trees, poles, driveways, etc.) and property concerns. There are three basic types of bus
stop locations along a street: far-side, near-side, and mid-block bus stops.
Attachment 1, Exhibit A, Page 28 of 43
Section I - DESIGN STANDARDS 5 - 16 EDSP Adopted January 21, 2020
Far-Side Bus Stop: A bus stop that is located immediately following an intersection and
is recommended for use when:
1. Traffic in the direction the bus is traveling is heavier approaching the intersection
than leaving the intersection.
2. There is a high demand for right turns in the direction the bus is traveling.
3. The crossing street is a one-way street where traffic flows from left to right.
4. A preferred bus stop length is 90 feet measured from the crosswalk to the bus stop
sign.
Near-Side Bus Stop: A bus stop that is located immediately before an intersection and is
recommended for use when:
1. Traffic in the direction the bus is traveling is heavier leaving the intersection than
approaching the intersection.
2. The cross street is one-way where traffic flows from the right to left.
3. The location is one that offers a clear advantage for transit riders by providing
improved access to a major destination or to other intersecting bus routes.
4. The preferred length is 90 feet measured from the crosswalk to the bus stop sign.
Mid-Block Bus Stop: A bus stop that is generally located 100 feet or more before or
beyond an intersection and is recommended for use when:
1. Traffic or physical street characteristics prevent siting a stop close to an intersection.
2. The distance between intersections will far exceed the standard for bus stop spacing.
3. The bus stop serves large businesses, housing developments or other significant trip
generators. Generally, activity is limited to the bus stop side of the street. If there is
a mid-block crosswalk, the stop shall be placed on the far side of the crosswalk so
motorists and pedestrians can have clear sight lines.
4. The preferred length is 100 feet measured from the crosswalk to the bus stop sign.
C. Even if a chosen bus stop location fits a recommended description for one of the types
than others, both LTD and Springfield need to consider the advantages and disadvantages
in their location decision. Common advantages and disadvantages of each type are listed
below.
Attachment 1, Exhibit A, Page 29 of 43
Section I - DESIGN STANDARDS 5 - 17 EDSP Adopted January 21, 2020
Table 5-5: Bus Stop Locations
Near-Side
Advantages Disadvantages
Minimizes interferences when traffic is heavy
on the far side of the intersection.
Conflicts with right turning vehicles are
increased.
Passengers access buses closest to crosswalk. Stopped buses may obscure curbside traffic
control devices and crossing pedestrians.
Intersection available to assist in pulling away
from curb.
Sight distance is obscured for crossing
vehicles stopped to the right of the bus.
No double stopping. The through lane may be blocked during
peak periods by queuing buses.
Buses can serve passengers while stopped at a
red light.
Increases sight distance problems for
crossing pedestrians.
Gives bus operator the opportunity to look for
oncoming traffic including other buses with
potential passengers
Far-Side
Advantages Disadvantages
Minimizes conflicts between right turning
vehicles and buses.
Intersections may be blocked during peak
periods by queuing buses.
Provides additional right turn capacity by
making curb lane available for traffic.
Sight distance may be obscured for crossing
vehicles.
Minimizes sight distance problems on
approaches to intersection.
Increases sight distance problems for crossing
pedestrians.
Encourages pedestrians to cross behind the
bus.
Stopping far side after stopping for a red light
interferes with bus operations and all traffic in
general.
Requires shorter deceleration distances for
buses.
May increase number of rear-end accidents
since drivers do not expect buses to stop again
after stopping at a red light.
Gaps in traffic flow are created for buses re-
entering the flow of traffic at signalized
intersections.
Mid-Block
Advantages Disadvantages
Minimizes sight distance problems for
vehicles and pedestrians.
Requires additional distance for no-parking
restrictions.
Passenger waiting areas experience less
pedestrian congestion.
Encourages patrons to cross street at midblock
(jaywalking).
Increases walking distance for patrons crossing
at intersections.
D. Operating convenient, safe, and efficient transit service means that there shall be
sufficient service and sufficient amounts of curb space for bus stops. Aligning a bus
Attachment 1, Exhibit A, Page 30 of 43
Section I - DESIGN STANDARDS 5 - 18 EDSP Adopted January 21, 2020
parallel to a curb or street edge is important for boarding and deboarding riders,
especially those who use wheelchairs, mobility devices such as walkers, child strollers or
carts. Bus stop location and design must comply with the PROWAG standards.
E. If a stop is located at a mid-block location on a collector or arterial street, a pedestrian
actuated control device and street lighting may be required to be installed at the discretion
of the City Traffic Engineer.
5.07.5 Bus Stop and Shelter Layout
Bus stop sign poles shall be located a minimum of 1 foot 6 inches, with 2 feet preferred, from the
curb face to assure both visibility and clearance from passing vehicles.
Passenger shelters are generally placed in bus stop locations where there are 30 or more
boardings per day.
5.08 RESERVED
5.09 ON STREET PARKING
On street parking shall be designed to aid in the safe and efficient mobility of pedestrians,
bicyclists, and vehicles. When designing on street parking, please refer to the AASHTO ‘A
Policy On Geometric Design of Highways and Streets’, ITE guidance, the Springfield
Downtown Parking Study, the Institute of Traffic Engineers design guidance, the Springfield
Development Code, and any relevant refinement plans.
When parking is only allowed on one side of the street, parking shall be located on the side of the
street that has pedestrian amenities.
New or altered on-street parking must comply with the PROWAG standards.
Attachment 1, Exhibit A, Page 31 of 43
Section I – DESIGN STANDARDS 6 - 1 EDSP Adopted January 21, 2020
LANDSCAPE VEGETATION
6.00 DESIGN STANDARDS
6.01 PURPOSE
The purpose of creating design standards for landscaping is to be consistent with the adopted
Springfield Development Code (SDC), the Springfield Standard Construction Specifications,
other Chapters of this Manual, and to provide standards for existing vegetation requirements.
This Chapter will aid the development community when they are required to provide, enhance or
preserve vegetation and/or street trees. This Chapter provides standards that will ensure that City
streets, urban waterways, stormwater quality facilities and natural resource areas are planted with
healthy, vigorous trees, shrubs, grasses, and other vegetation chosen for aesthetics, appropriate
conditions and locations, ability to filter and capture pollutants, suitability and other desired
characteristics. A well-designed landscape layout will promote a quality image of Springfield,
appreciate the value of neighborhoods, and enhance the removal of environmental pollutants.
Additionally, these standards have the objective to:
Maximize efficient use of Springfield’s natural riparian areas, natural resource areas, and
wetlands;
Promote the protection of Springfield’s overall water quality and facilitate implementation
of further water quality improvements;
Be designed in a manner and use materials that allow efficient and economical future
maintenance;
Be designed using methods and materials to insure a minimum practical design life;
Be designed based on land use, local climate, and local habitat diversity; and
Provide clear vegetation and tree standards for sections of the SDC pertaining to the
Willamette Greenway Overly District (3.3-300) and the Glenwood Riverfront Plan District
(3.4-800).
6.02 GENERAL DESIGN CONSIDERATIONS
When considering a landscape design, existing vegetation, desirable tree and vegetation species,
locations, planting procedures, and plant establishment shall be taken into account. Vegetation
type and species will be selected for appropriate locations suitable to vision clearance and
overhead obstructions. Species with roots that will not cause damage to utilities, curbs, sidewalks
streets or other infrastructure must be selected. Species selected for stormwater quality facilities
must be suitable to the facility and remove target pollutants. The goal is to have appropriate
vegetation growing after a 2-year period that will not be a nuisance or interfere with city
infrastructure, neighboring utilities or existing native vegetation.
A. Street Trees:
Design plans for projects requiring street trees shall show the street tree locations in a
shaded format on the street lighting plan to ensure street tree locations do not conflict with
street lights. Trees shall be at least 20 feet from decorative post top mounted streetlights,
and 30 feet from cobra head streetlights. All locations will need to take into consideration
Attachment 1, Exhibit A, Page 32 of 43
Section I – DESIGN STANDARDS 6 - 2 EDSP Adopted January 21, 2020
the presence of overhead power when choosing street trees.
Street trees shall not be planted in planter strips less than 4 feet wide. If the planter strip is
less than 4 feet, tree placement shall be on the property side of the sidewalk.
Tree wells set in concrete or sidewalk areas shall be a minimum of 4 foot x 4 foot.
Street trees shall be planted at 30 foot intervals except where the planting interferes with
traffic vision, street lighting, traffic signage, or public utilities, or as approved by the Street
Supervisor, City Operations Division. When planting large canopy trees, tree spacing
may be modified if approved by the City. See Appendix 6A – Approved Street Tree List
for the approved street tree species.
A Tree Felling Permit shall be applied for and obtained before removing more than five
trees of five-inch diameter breast height (DBH) on private property. City of Springfield
Development and Public Works Department staff is available to evaluate trees located on
private property.
Stormwater facilities located in the public street rights-of-way are not required to use
evergreen trees to meet landscaping requirements.
B. Median and Planter Strips:
Ground cover in median and planter strips includes shrubs, grasses, ground cover
vegetation, perennials, annuals and/or flowers, and non-vegetative permeable ground
cover such as bark, mulch, and landscaping rocks. This does not include vegetation
selected for stormwater quality facilities as described below. The abutting property
owners are responsible to maintain vegetation in planter strips.
Vegetation selected for medians and planter strips in rights-of-way must be selected and
located so that it does not impede vision of drivers, bicyclists or pedestrians at any vision
triangle as listed in Springfield Development Code Section 4.2-130 - Vision Clearance.
Vegetation species in vision triangles is limited to species that at maturity will not be taller
than 2.5 feet above the top of curb. The City Traffic Engineer has the discretion to require
an elongated vision triangle based on traffic speed, road curvatures or extenuating
circumstances that warrant an elongated vision triangle. Vegetation shall not be planted
in medians less than 4 feet wide.
Vegetation in areas outside vision clearance areas will be limited to mature height of 4 feet
unless the vegetation species has been selected for screening purposes that must be
approved by the City Operations Division.
Vegetation species will be selected and located so that plants at maturity shall not extend
past the back of curb and into the street. Species shall be selected appropriate to the
Willamette Valley. Species native to the Willamette Valley are encouraged. If irrigation
is not used, the species selection must be drought tolerant.
Landscaping projects over 2,000 square feet require a landscape plan and must include
elements that ensure landscape plant survival, species, location and plant material density.
Projects greater than 2,000 square feet require not less than three species, unless turf
Attachment 1, Exhibit A, Page 33 of 43
Section I – DESIGN STANDARDS 6 - 3 EDSP Adopted January 21, 2020
grasses are used. Species with thorns, spikes, or barbs are not desired and must have prior
approval by the City Operations Division Street Supervisor. Plants listed by the Oregon
Department of Agriculture as noxious (either A or B lists) or plants listed as invasive are
prohibited.
Potted or container trees and/or shrubs located in rights-of-way are the responsibility of
adjacent property owners and must be documented by agreement between the owner and
the City. Location and species are to be approved in advance by the City.
C. Stormwater Management Facilities:
All vegetated stormwater management facilities will require a landscape plan. The design
must include elements that ensure landscape plant survival and overall stormwater facility
functional success. Construction specifications and/or drawings need to include the
following elements:
1. An irrigation system for the plant establishment period and permanent long-term use as
needed based upon the selected vegetation. Note: public stormwater management
facilities shall be designed so permanent long-term irrigation systems are not needed.
2. A Landscape Plan showing the location of landscape elements, including size and
species of all proposed plantings, and existing plants and trees to be preserved.
3. A stormwater management matrix listing the facility square footage and the required
numbers of plants required per plant type (Evergreen or Deciduous Trees, Large
Shrubs/ Small Trees, etc.). Quantities shall be rounded up to the next whole number.
4. A stormwater management plant list/table, including scientific name, size at time of
planting, quantity, type of container, evergreen or deciduous, appropriate planting
season, proper location within facility where plants should be placed and other
information in accordance with Section 2.9, Facility Selection and Design, in Chapter 2
of the Eugene Stormwater Management Manual, and landscape industry standards.
See Appendix 6B – Approved Vegetation List for approved plant species by facility
type.
5. Topsoil stockpile location(s), including the source of topsoil, if imported. Include an
erosion protection plan and best management measures (BMPs) for Erosion Prevention
and Sediment Control per the City’s Land and Drainage Alteration Program (LDAP).
Vegetation is a key element in the pollution reduction performance for many stormwater
management facilities. The practices described in this Manual are based on experience
and/or landscape industry standards for design and construction, and are required to be
covered by a 2-year warranty period.
At the end of the first year and again at the end of the 2-year warranty period, all plants that
do not survive must be replaced. Establishment procedures, such as control of invasive
weeds, animal and vandal damage, mulching, re-staking, watering, and mesh or tube
protection replacement, shall be implemented to the extent needed to ensure plant survival.
Vegetation management after the warranty period is the responsibility of the property
Attachment 1, Exhibit A, Page 34 of 43
Section I – DESIGN STANDARDS 6 - 4 EDSP Adopted January 21, 2020
owner, Home Owners Association (HOA) or as specified in an Operations and
Maintenance Agreement required in Chapter 3. Vegetation shall not become overgrown
and shall be managed to include controlling noxious or invasive vegetation.
Designers may elect to use an Alternative Re-vegetation approach, which allows smaller
materials to be planted in larger quantities. If this approach is chosen, the following
practices shall apply:
1. A 5-year warranty period from the time of plant installation shall be provided.
2. Plants must be installed during the dormant season, typically defined as December
through March.
3. A survival rate of 75 % (no replacements) must be achieved for all bare root plants
measured in the third and fifth year after installation. If the survival rate falls below
this threshold, a number of additional plants sufficient to meet the 75% survival rate
must be installed. The number of additional plants required will be based on the
mortality rate of the initial planting.
4. Density and size of plantings shall be in accordance with Section 2.9, Facility Selection
and Design, in Chapter 2 of the Eugene Stormwater Management Manual.
5. Bare root seedlings must be dormant in order to harvest from farm sites for planting.
6. All plants must be native from local seed and/or stock sources and found on the
Approved Vegetation List, Appendix 6B. A minimum of four different species of
trees and shrubs must be used. At least half of the trees must be evergreen. Ground
covers must be native grasses and wildflowers from local seed and/or stock sources.
7. During the period between harvest and installation, the plants must be kept in a
temperature controlled facility. Temperature must be kept between 33 and 36 degrees
Fahrenheit, and plant roots must be kept moist at all times. Plants must be planted
within 24 hours of removal from the temperature-controlled facility.
Stormwater facilities located in the public street right-of-way are not required to use
evergreen trees to meet landscaping requirements. Also, all planting in the rights-of way
and adjacent to rights-of-way shall use appropriate plantings that do not interfere with
vision and sight clearances and will not become a nuisance growing out over the public
sidewalks.
In some cases, other landscaping that is required by the Springfield Development Code
may be counted toward meeting the facility-specific landscape requirements for
stormwater management, if the plantings are located within the facility area. Similarly, in
some cases, plantings that meet the schedules in this section (Stormwater Quality
Facilities) may also meet other Springfield Development Code landscape requirements.
Selected plant material must be appropriate for soil, hydrologic, and other facility and site
conditions. Each of the vegetated stormwater facilities may have individual planting
Attachment 1, Exhibit A, Page 35 of 43
Section I – DESIGN STANDARDS 6 - 5 EDSP Adopted January 21, 2020
requirements. The list of recommended and approved plants is provided in Appendix 6B
–Approved Vegetation List. Designers may select plant species not on the list, provided
the species is appropriate for this climate, meets the size criteria, and has received approval
by the City. The appropriate sizing criteria for the plant materials listed in the individual
facility landscaping requirements are described as:
1. Large Grass-like Plant: A large grass-like plant shall reach a minimum height of at
least one foot at maturity and shall be grass-like in form.
2. Shrub (Shrub vs. Large Shrub): Shrubs are multi-stemmed woody plants. For the
purposes of implementing this Manual, the term "shrub" refers to shrub species having
a documented mature height of 12 feet and under. "Large shrub" refers to shrub
species having a documented mature height greater than 12 feet.
3. Trees (Large vs. Small): For the purposes of implementing this Manual, the term
"small trees" refers to tree species having a documented mature height of 20 feet and
under. "Large trees" refer to tree species having a documented mature height greater
than 20 feet.
The planting design should minimize the need for mowing, pruning, and irrigation.
Stormwater quality facilities will be designed so that the use of fertilizers, pesticides, or
soil amendments on a long-term basis is not needed. Some facility agreements may
restrict the use of fertilizers and pesticides. Additionally, some facilities may be located
in drinking water wellhead protection areas where additional restrictions may apply. The
City may approve the limited use of fertilizers and/or pesticides based on the facility
location and site conditions.
Grass or wildflower seed shall be applied at the rates specified by the suppliers. If plant
establishment cannot be achieved with seeding prior to the completion of the project, the
developer or owner shall at a minimum protect the facility against erosion by installing
erosion blankets before water is allowed to enter the facility.
D. Riparian Areas Along Rivers – Willamette Greenway and Local Water Quality Limited
Waterways (WQLW):
The City’s objectives for protecting riparian areas along rivers include preserving natural
scenic, historic and recreational qualities of lands; protection from flooding and erosion;
and preservation of native plant species and wildlife. The Willamette and McKenzie
Rivers are both designated Water Quality Limited Waterways by the State and the City.
Additionally, both Rivers have wetland areas along their banks. See Section(s) 4.3-115,
4.3-117, and 3.3-300 and 3.4-800 of the Springfield Development Code for Water Quality
Protection, Willamette Greenway Overlay District and Natural Resource Protection Areas
for additional regulations for work along riverbanks and riparian areas. Willamette
Greenway vegetation standards will apply along the McKenzie River in regards to
enhancement, bank or vegetation work.
Design plans shall include elements that ensure landscape plant survival. Construction
specifications and/or drawings need to include the following elements:
Attachment 1, Exhibit A, Page 36 of 43
Section I – DESIGN STANDARDS 6 - 6 EDSP Adopted January 21, 2020
1. An irrigation system for the establishment period.
2. A Landscape Plan showing the location of landscape elements, including size and
species of all proposed plantings, and existing plants and trees to be preserved.
Species selection shall be appropriate and native to the Willamette Valley and the
surrounding native vegetation.
3. A matrix listing the square footage and the numbers of plants required per plant type
(Evergreen or Deciduous Trees, Large Shrubs/ Small Trees, etc.). Quantities shall be
rounded up to the next whole number. Density and size shall be in accordance with
Section 2.9, Facility Selection and Design – Constructed Treatment Wetland, in
Chapter 2, of the Eugene Stormwater Management Manual.
4. A plant list/table, including scientific name, size at time of planting, quantity, type of
container, evergreen or deciduous, appropriate planting season, proper location within
facility where plants should be placed and other information.
5. Topsoil stockpile location(s), including the source of topsoil, if imported. Include an
erosion protection plan and best management measures (BMPs) for Erosion Prevention
and Sediment Control per the City’s Land Drainage and Alteration Program (LDAP).
Vegetation survival and area stabilization are required to be covered by a 2-year warranty
period. At the end of the first year and again at the end of the 2-year warranty period, all
plants that do not survive must be replaced. Establishment procedures, such as control of
invasive weeds, animal and vandal damage, mulching, re-staking, watering, and mesh or
tube protection replacement, shall be implemented to the extent needed to ensure plant
survival. Vegetation management after the warranty period is the responsibility of the
property owner or as specified in an Operations and Maintenance Agreement required in
Chapter 3.
Selected plant material must be appropriate for soil, hydrologic, and site conditions. The
appropriate sizing criteria for the plant materials listed in landscaping requirements are
described as:
1. Large Grass-like Plant: A large grass-like plant shall reach a minimum height of at
least one foot at maturity and shall be grass-like in form.
2. Shrub (Shrub vs. Large Shrub): Shrubs are multi-stemmed woody plants. For the
purposes of implementing this Manual, the term "shrub" refers to shrub species having
a documented mature height of 12 feet and under. "Large shrub" refers to shrub
species having a documented mature height greater than 12 feet.
3. Trees (Large vs. Small): For the purposes of implementing this Manual, the term
"small trees" refers to tree species having a documented mature height of 20 feet and
under. "Large trees" refer to tree species having a documented mature height greater
than 20 feet.
Attachment 1, Exhibit A, Page 37 of 43
Section I – DESIGN STANDARDS 6 - 7 EDSP Adopted January 21, 2020
The planting design should minimize the need for mowing and pruning. Areas should be
designed so that the use of herbicides, fertilizers, pesticides, or soil amendments on a
long-term basis is not needed. Some sites may be located in drinking water wellhead
protection areas where additional restrictions may apply. The City may approve the
limited use of fertilizers and/or pesticides based on the location and site conditions.
Grass or wildflower seed shall be applied at the rates specified by the suppliers. If plant
establishment cannot be achieved with seeding prior to the completion of the project, the
contractor shall at a minimum protect the facility against erosion by installing erosion
blankets before the start of the wet weather season.
E. Natural Resource Areas and Local Wetlands:
Enhancement, vegetation and vegetation maintenance in resource areas shall be in
accordance with Springfield Development Code Section 4.3-117 Natural Resource
Protection Areas. Additionally, design plans and vegetation standards shall be in
accordance with Section D above.
Density and size shall be in accordance with Section 2.9, Facility Selection and Design –
Constructed Treatment Wetland, in Chapter 2, of the Eugene Stormwater Management
Manual.
F. Riparian Areas along Urban Waterways:
Major waterways through urban areas are part of the City’s stormwater conveyance
system. Most of these urban waterways were either streams or irrigation channels at one
time. Urban waterways move, slow and treat stormwater before infiltration or discharge
to the rivers.
Some of Springfield’s urban waterways are Natural Resource Areas and/or Water Quality
Limited Waterways, and in these cases, Section(s) D and E above shall apply.
Additionally, most major stormwater conveyance systems are in City ownership or in
public rights-of-way. This section applies to systems located on privately owned land.
Since stormwater conveyance systems move water throughout the City and eventually
discharge into the surrounding rivers, it is important that vegetation that is planted along
these systems do not produce invasive seed that will be transported downstream. Plants
listed by the Oregon Department of Agriculture as noxious (either A or B lists) or plants
listed as invasive are prohibited.
Vegetation planting standards shall be consistent with Section D above. Density and size
shall be in accordance with Section 2.9, Facility Selection and Design – Constructed
Treatment Wetland, of the Eugene Stormwater Management Manual.
6.02.1 Existing Trees and Native Vegetation
A. Trees:
Existing trees that meet standard requirements shall be evaluated for health and retention to
meet Springfield Development Code standards. Where practicable, the City desires to
retain trees that are healthy, free of disease, and of a suitable species. The trees retained
should be an asset to the neighborhood before and after street construction. If the trees are
Attachment 1, Exhibit A, Page 38 of 43
Section I – DESIGN STANDARDS 6 - 8 EDSP Adopted January 21, 2020
in sound condition and Best Management Practices (BMP’s) are employed in the field to
minimize the stress of construction, the trees can be saved. Trees without adequate
protection will become a liability and will die after a few years. BMP’s to save existing
trees must include, but not be limited to, the following methods:
1. During initial planning phases of street design, determine which trees should be saved.
If 2/3 of the root system can be protected from construction, the tree shall be considered
for saving.
2. Surround the trees with a fence along the drip line (edge of the tree canopy). As a
minimum effort, this area shall be considered off limits to all construction activity.
3. Apply a four-inch thick layer of chips or mulch around the tree roots to prevent
compaction of the soil where construction machinery would cross the roots.
4. Prune all roots encountered during construction using sharp tools.
5. Trim low tree branches to prevent breakage.
6. Design sidewalks of variable width, elevation, and direction to help save an existing
tree.
7. Tunnel or bore for utility installations rather than trenching around the trees.
B. Vegetation:
Existing native vegetation desired to be retained shall be free of disease, healthy and of a
suitable species and meet Springfield Development Code. If vegetation is in sound
condition and Best Management Practices (BMP’s) are employed in the field to minimize
the stress of construction, the vegetation can be saved. Vegetation without adequate
protection will die after a few months. BMP’s to save existing vegetation must include,
but not be limited to, the following methods:
1. During initial planning phases determine what vegetation should be saved. If 2/3 of
the root system can be protected from construction, the vegetation shall be considered
for saving.
2. Surround the area or vegetation with a fence. As a minimum effort, this area shall be
considered off limits to all construction activity.
3. Prune all roots encountered during construction using sharp tools.
6.02.2 New Street Trees and Right-of-Way Vegetation
A. Street Trees:
New street trees shall be selected from the approved species list or as approved by the
Public Works Operations Division Street Supervisor. Select healthy trees that are free of
disease and have good form with a dominant central leader. Look for large root balls free
of girding roots. Avoid trees with cankers, scars, and dead or broken branches.
Acceptable trees for planter strips of varying widths are located in Appendix 6A -
Attachment 1, Exhibit A, Page 39 of 43
Section I – DESIGN STANDARDS 6 - 9 EDSP Adopted January 21, 2020
Approved Street Tree List. Street trees are not recommended in planter strips less than 4
feet wide as significant sidewalk damage generally occurs. When planter strips are less
than 4 feet wide, trees shall be planted behind the sidewalks in adjacent yards. Where
curbside sidewalks exist or are proposed, street trees can be selected from any approved
category and shall be planted at least five feet back of sidewalk but not more than ten feet.
In larger planting strips, plant the trees in the back half of the planter strip closest to the
sidewalk. When selecting and planting trees in a Green Street project see Appendix 6A –
Approved Street Tree List for acceptable Green Street tree species or Appendix 6B -
Approved Vegetation List.
B. Right-of-Way Vegetation:
The Development and Public Works Operations Division Street Supervisor shall approve
new vegetation in public rights-of-way. Select healthy stock free of disease and that have
good form. Avoid vegetation with cankers, scars, and dead or broken branches. Plant
species native to the Willamette Valley are encouraged.
6.02.3 Acceptable Street Trees and Vegetation Lists
See Appendix 6A - Approved Street Tree List for the appropriate and approved street tree species,
suggested spacing and planting location.
See Appendix 6B - Approved Vegetation List for the appropriate and approved species, suggested
spacing and planting location.
The Development and Public Works Operations Division Street Supervisor shall approve median
and right-of-way vegetation. Select healthy stock free of disease and that have good form.
Avoid vegetation with cankers, scars, and dead or broken branches. Plant species native to the
Willamette Valley are encouraged.
In hillside developments with curbside sidewalks, use of native trees as street trees is encouraged.
Note that native trees shall not be planted in the City right-of-way and shall be planted in adjacent
yards. Trees shall be planted from five to ten feet back of the sidewalk, and root retainers shall be
used.
Refer to Chapter 7.00 HILLSIDE DEVELOPMENT; and Section 7.07 COMPLIANCE WITH
GOVERNMENT AGENCIES, and related sub-sections of this Manual, for guidelines to native
trees.
Native Trees in Hillside Development
Scientific Name Common Name(s) Scientific Name Common Name(s)
Abies amabilis Pacific Silver Fir Pinus attenuata Knobcone Pine
Abies concolor White Fir Pinus contorta”contorta” Shore Pine
Abies grandis Grand Fir Pinus contorta Lodgepole Pine
Abies lasiocarpa Alpine Fir Pinus monticola Western White Pine
Abies magnifica Red Fir Pinus ponderosa Ponderosa Pine
Abies nobilis Noble Fir Pinus lambertiana Sugar Pine
Acer glabrum Rocky Mt. Maple Pseudotsuga menziesii Douglas Fir
Acer macrophyllum Bigleaf Maple Populus tremuloides Quaking Aspen
Attachment 1, Exhibit A, Page 40 of 43
Section I – DESIGN STANDARDS 6 - 10 EDSP Adopted January 21, 2020
Alnus rhombifolia
Alnus rubra
Arbutus menzieii
Calocedrus decurrens
Chamaecyparis
Nootkatensis
Castanopsis chrysopylla
Cornus nuttallii
Fraxinus latifolia
Lithocarpus densiflora
Picea breweriana
Picea engelmannii
Picea sitchensis
White Alder
Red Alder
Madrone
Incense Cedar
Nootka Cypress
Chinquapin
Pacific Dogwood, Western
Flowering Dogwood
Oregon Ash
Tanbark Oak
Brewer's Weeping Spruce
Engelmann Spruce
Sitka Spruce
Quercus garryana
Quercus kelloggii
Rhamnus purshiana
Sequoia sempervirens
Taxus brevifolia
Thuja plicata
Tsuga hetrophylla
Tsuga mertensiana
Umbellularia californica
Oregon White Oak
California Black Oak
Cascara
Coast Redwood
Western Yew
Western Red Cedar
Western Hemlock
Mountain Hemlock
Oregon Myrtle
6.02.4 Street Tree Size
Street trees shall be two-inch minimum caliper. Caliper is the stem diameter of the tree measured
six inches above the root collar, which is the flare of tree bark at the base of the tree where the tree
meets the dirt.
6.02.5 Street Tree Location
Street trees shall be planted at 30 foot intervals except where the planting interferes with traffic
vision, street lighting, traffic signage, public utilities, or as approved by the City Development and
Public Works Operations Division Street Supervisor. When planting large canopy trees, tree
spacing may be modified if approved by City.
Trees locations shall be:
A. 35 feet from the perpendicular curb line of street intersections or 25 feet from the inside
intersection of the sidewalks.
B. 5 feet from water meters or other utility fixtures, 10 feet from any utility pole.
C. 15 feet from alley intersections, 10 feet from driveway intersections.
D 20 feet from a decorative post top mounted streetlight, 30 feet from cobra head streetlights.
6.02.6 Tree Planting Procedures and Establishment
Street trees shall be properly planted and watered to establish healthy trees. (See standard
planting specification, Standard Drawing 2-2).
The following methods shall apply:
A. A planting pit shall be excavated large enough to accommodate the tree root retainers that
shall be used whenever the tree(s) are planted within eight feet of a concrete surface. The
retainer shall be placed against the concrete to prevent root evasion. Typically, a retainer
is placed on two sides of the tree. One retainer shall be set against the curb, the other
against the sidewalk. The root retainer shall typically be 12 to 18 inches deep and two to
four feet in length along the concrete structure. The root barriers shall be of a design
Attachment 1, Exhibit A, Page 41 of 43
Section I – DESIGN STANDARDS 6 - 11 EDSP Adopted January 21, 2020
similar to Tree Root Barriers by Deep Root or equivalent. Never encircle the root ball
with a root barrier.
B. Remove tree from burlap or container and place on solidly packed soil so that the root
collar is slightly above the surrounding or anticipated grade.
C. Insert aeration tubes on two sides of the tree. The tubes shall extend from the ground
surface to the base of the root ball. This will allow evaporation of excess moisture and
provide for efficient summer watering. The tube shall be filled with pea gravel. The
minimum aeration tube specification is a three-inch perforated ADS drainpipe or
equivalent.
D. The tree shall be supported with two stakes on either side of the tree and tree ties. Stakes
shall be an adequate size to support the tree.
E. On a typical four-foot planter strip, plant trees at least 1½ feet from the sidewalk and 2½
feet from the curb. On larger planter strips, locate the trees in the back half of the planter
strip closest the sidewalk.
F. Place loose friable native backfill around the tree. If the excavation material is heavy
clay, planter mix shall be used as backfill.
G. Spread a two- to three-inch layer of mulch around the tree but keep mulch six inches from
the trunk.
H. Black plastic shall not be used as a weed barrier around trees as it promotes surface roots.
I. Water the trees with 10 to 20 gallons per week during the summer months of the first and
second years. Use a hose at low trickle for several hours to provide deep root watering.
This will encourage roots to grow deep rather than on the surface. Home irrigation
systems are designed to water turf and shrubs, but not tree roots. Trees should be
augmented with additional watering as needed throughout the growing season.
J. Fertilizers shall not be used the first year of planting. A B1 vitamin shall be used to
promote root growth.
K. Street trees planted in the right-of-way shall be subject to a two-year warranty period.
Trees shall be alive and in vigorous growing condition after two growing seasons. See
City of Springfield Standard Construction Specifications for further information.
6.02.7 Noxious Vegetation and Maintaining the Use
Plants listed by the Oregon Department of Agriculture as noxious (either A or B lists) or plants
listed as invasive will not be acceptable as plantings and must be managed.
It shall be the continuing obligation of the property owner to maintain the plantings required by
this Chapter, in an attractive manner free of weeds and invading vegetation after the warranty
period. In some cases, Operation and Maintenance Agreements may be in place that specify
additional and/or specific management practices.
Attachment 1, Exhibit A, Page 42 of 43
Section I – DESIGN STANDARDS 6 - 12 EDSP Adopted January 21, 2020
Vegetation management and maintaining the use shall be in accordance with Section 4.2-100 –
Infrastructure Standards – Transportation, Section 4.4-105 – Landscaping Standards, and Section
5.17-155 – Maintaining the Use, of the Springfield Development Code.
Attachment 1, Exhibit A, Page 43 of 43
Section I - DESIGN STANDARDS 1 - 1 EDSP Adopted January 21, 2020December
03, 2012
STREETS AND SIDEWALKS
1.00 DESIGN STANDARDS
1.01 PURPOSE
These standards are meant to provide a consistent policy under which certain physical aspects of
street design and plan preparation shall be implemented. These following standards apply
to both public and private streets work. Only the Basic Geometry (1.02.1), Pavement
Design (1.02.7), Driveway Approaches (1.02.13), and Private Improvements (1.02.15)
sections apply to private streets.
These standards cannot provide for all situations and are not intended to substitute for
competent work by design professionals. It is expected that the Engineer of Record
representing the Applicant will bring to each project the best professional skills from their
respective disciplines.
These standards are also not intended to limit any reasonable, innovative, or creative effort
which could result in better quality and/or lower costs. Any proposed departure from these
standards, however, shall be brought to the attention of the City Engineer and City Traffic
Engineer, and
will be judged on the likelihood that it will produce a comparable result that will be
satisfactory for the user and Springfield.
1.02 DESIGN STANDARDS - GENERAL
These standards are intended to be consistent with the current Springfield Development Code
(SDC), the Eugene-Springfield Metropolitan Area General Plan (Metro Plan), any relevant
refinement plans, the TransPlanSpringfield Transportation System Plan, and the current
Springfield Standard Construction Specifications. These standards pertain to the design of
streets within Springfield and its Urban Growth Boundary; establish appropriate right-of-way
widths and improvement requirements; and provide standards for the various City street
classifications.
All public streets are considered fire department emergency apparatus access roads and shall
meet the fire code minimum design standards. Private streets may or may not be considered
fire department emergency apparatus access roads as determined by the Fire Marshal.
Streets shall be engineered in a manner to allow economical future maintenance, provide the
lowest life cycle cost, and to ensure a minimum practical street design life of at least 20 years
for local streets and 30 years for arterial and collector class streets.
1.02.1 Basic Geometry
The location, width, and grade of streets shall be considered in their relation to existing and
planned streets, topographical conditions, and the planned use of land to be served by the
streets. Grades, tangents, curves, and intersection angles shall be appropriate for the traffic to
be carried, considering the terrain. Construction specifications and design standards for
private streets shall be the same as for public streets.
1.02.2 Design Speed
Attachment 2, Page 1 of 47
Section I - DESIGN STANDARDS 1 - 2 EDSP Adopted January 21, 2020December
03, 2012
Unless otherwise approved by the City Engineer and City Traffic Engineer, the design speeds
identified in Table 1-1, Minimum Design Speeds, shall be used in the design of all City
public streets. The Engineer of Record is responsible for evaluating and choosing the
necessary design speed for the conditions. In the event that a project is a continuation of an
existing street, the design speed of the new project shall be appropriate for the context of the
extended street.
Attachment 2, Page 2 of 47
Section I - DESIGN STANDARDS 1 - 3 EDSP Adopted January 21, 2020December
03, 2012
Table 1-1: Minimum Design Speed
Street Classification Zoning Minimum Design Speed (MPH)
Local Residential 20 in nodal overlay zones, otherwise 25
Non-Residential 20 in nodal overlay zones and business districts of
high pedestrian activity, otherwise 25
Collector Residential 25 in nodal overlay zones, otherwise 30
Non-Residential 25 in nodal overlay zones and business districts of
high pedestrian activity, otherwise 35
Arterial All 35 - 50
1.02.3 Right-of-Way and Street Width
Right-of-way and street width shall be determined by applying standards specified in this
Manual and other adopted policies such as the SDC; the Metro Plan, applicable refinement plans,
and TransPlanSpringfield Transportation System Plan. Final decisions on street width may be a
function of information provided in a Traffic Impact Study (TIS). A TIS may be required by the
City Traffic Engineer for streets within, or adjacent to, developments.
1.02.4 Vertical Alignment
A vertical curve shall be used at all grade transitions on collector and arterial class streets. Grade
breaks may be utilized on low speed local class streets where the grade transition is 2 percent
(algebraic difference) or less. Multiple grade brakes shall not be used in lieu of a vertical curve.
Vertical curves shall be designed in accordance with the current most recent standards set forth in
“A Policy on Geometric Design of Highways and Streets” published by AASHTO. Vertical
curves shall be of adequate length to provide ample sight distance and safe stopping sight
distances for wet pavements based on minimum design speeds identified in Section 1.02.2 or as
determined by the Engineer of Record and approved by the City Traffic Engineer and City
Engineer.
1.02.5 Horizontal Alignment and Super-elevation
Horizontal alignment and super-elevation shall be designed in accordance with the currentmost
recent
standards set forth in “A Policy on Geometric Design of Highways and Streets” published by
AASHTO.
Horizontal curves shall be of adequate lengths to provide ample sight distance and safe stopping
sight distances for wet pavements based on minimum design speeds identified in Section 1.02.2
or as determined by the Engineer of Record and approved by the City Engineer and City Traffic
Engineer.
Spiral curves shall not be used on any City streets unless otherwise approved or required by the
City Engineer and City Traffic Engineer.
Super-elevation shall be considered for use on all collector and arterial streets in Springfield. A
maximum super-elevation rate of 4 percent shall be used unless otherwise approved by the City
Engineer and City Traffic Engineer.
Attachment 2, Page 3 of 47
Section I - DESIGN STANDARDS 1 - 4 EDSP Adopted January 21, 2020December
03, 2012
1.02.6 Maximum Street Grades
Standard street grades shall not exceed the following grades:
Street Class Grade (Percent)
Arterial 8
Collector 10
Local Streets 12*
* Street grades may exceed the 12 percent local street standard only where topographical
conditions make it impractical to meet the 12 percent standard, subject to the following
conditions:
(a) No driveways or intersections shall be permitted where street grades exceed 12
percent;
(b) No street with a grade of 15 percent or greater shall be permitted for a distance of
more than 200 feet; and
(c) In no case shall a street grade exceed 18 percent for any distance.
Refer to Chapter 7 Hillside Development and related Sections for special design considerations
and conditions for developing on hillsides in Springfield.
1.02.7 Pavement Design
A pavement design shall be submitted for review with the construction plans for all street
construction projects in Springfield with the following exceptions:
A. The proposed street completes a partial width street (2/3 or 1/2) and the existing design is
utilized.
B. The proposed street is classified as a “local street” or a private street in a residentially
zoned area with internal circulation only, and will never carry through traffic, as
approved by the City Engineer. In this case, the minimum flexible pavement design
structure of 4 inches of Asphalt Concrete on 12 inches of crushed rock or the minimum
rigid pavement design structure of 7 inches of Portland Cement Concrete pavement on 6
inches of crushed rock and geotextile fabric shall be utilized.
C. The requirement is waived by the City Engineer.
All local street pavements shall have a minimum of a 20-year or greater design life. Collector
and Arterial class streets shall have a 30-year or greater design life.
Transitions between pavement types (flexible and rigid) shall be made at or near an intersection.
On all collector and arterial streets and selected local streets (as determined by the City),
both flexible and rigid pavement designs shall be included in the plan set and bid as
alternates. The Engineer of Record shall then submit the cost difference to the City Engineer
for review and approval prior to construction. If requested by the City Engineer, the Engineer of
Record shall prepare life-cycle cost analysis to show the difference in cost savings over time. If
the City Engineer determines the more expensive alternate is required, Springfield will reimburse
the developer for the cost difference between the two alternatives after the project is accepted.
Attachment 2, Page 4 of 47
Section I - DESIGN STANDARDS 1 - 5 EDSP Adopted January 21, 2020December
03, 2012
All plan sets, regardless of the anticipated construction schedule, shall include a wet weather
construction provision. The wet weather design shall be used for any project which initiates
excavation for street construction prior to May 1st. The City Engineer will begin considering the
use of the dry weather standard after May 1, depending on ground conditions and existing and
forecasted weather conditions. In addition, any project that is started after May 1st, but is not
scheduled for pavement by October 15th of that same calendar year, shall use the wet weather
construction standard. Minimum wet weather provisions include 8 inches of additional crushed
rock and geotextile fabric under the dry weather design pavement structure (rigid or flexible).
These minimum provisions may be increased at the Construction Inspector’s discretion if
materials tests and field inspection dictate.
In all cases the pavement structure shall be placed on a subgrade that is firm and unyielding
(verified by proof rolling) and compacted according to the specifications. The Construction
Inspector, at their discretion, may require additional measures to ensure the pavement structure
meets the design standard intent.
1.02.7.1 Flexible Pavement Design
Asphaltic Concrete (flexible) pavement structures shall be designed in accordance with the
current most recent edition of the “AASHTO Guide for Design of Pavement Structures.”
Alternate design standards which provide an equivalent or more durable road structure may be
used if approved by the City Engineer. The following steps are necessary to calculate a flexible
pavement design.
Step 1: Order soils test from independent testing laboratory to obtain the Effective Roadbed Soil
Resilient Modulus, Mr.
Soils tests shall be made at a depth of the proposed subgrade, no less than 2 feet below
the existing ground level. Soils tests shall be gathered from enough locations within the
proposed right-of-way for the sampling to be representative of actual conditions. At a
minimum, one soil test shall be obtained for every 500 feet of proposed roadway. Where
possible, a soil test shall be taken in the intersection of two newly proposed roadways.
Soil test information shall be submitted with the pavement design. As an alternative, the
Effective Roadbed Soil Resilient Modulus, Mr, can by determined if the Effective
Modulus of Subgrade Reaction, k, is known by the relationship: Mr = 19.4 * k
Step 2: Determine the estimated total 18-kip Equivalent Single Axle Load Applications, W18, as
described in Appendix D of the AASHTO guide.
Traffic volumes shall be based upon actual counts and/or traffic studies. See Table 1-2
below for minimum terminal serviceability values based on roadway classification when
using the AASHTO design method. Assume an initial structural number, SN, of 3 and a
minimum of 10 percent truck traffic. This calculation shall be submitted with the
pavement design.
Step 3: Obtain the minimum acceptable values of the Reliability (R%), Overall Standard
Deviation (So), and Design Serviceability Loss (PSI) from Table 1-2 below based on the
roadway classification.
Attachment 2, Page 5 of 47
Section I - DESIGN STANDARDS 1 - 6 EDSP Adopted January 21, 2020December
03, 2012
Table 1-2: Minimum Acceptable Values for Flexible Pavement Design
Local Collector Arterial
Reliability, R% 90 95 99
Overall Standard Deviation, So 0.35 0.35 0.35
Initial Serviceability, Po 4.2 4.2 4.2
Terminal Serviceability, Pt 2.5 2.5 3
Design Serviceability Loss, PSI 1.7 1.7 1.2
Step 4: Obtain the Design Structural Number (SN) from the “Design Chart (nomograph) for
Flexible Pavement Based on using Mean Values for Each Input,” Figure 3.1 in the
AASHTO design guide, using the specific and constant values determined in Steps 1-3.
Step 5: Determine the thickness of the pavement layer based on the formula:
SN <= a1 D1 + a2 D2 m2 + a3 D3 m3 1
Where:
a1, a2 ,a3 = layer coefficients representative of the surface, base and subbase
courses respectively. Maximum values for each construction
material are identified in Table 1-3 below.
D1, D2, D3
=
actual thicknesses (in inches) of the surface, base, and subbase
courses, respectively. No less than 4 inches of asphalt or 12 inches
of crushed rock shall be specified in any pavement structure in
Springfield. Deep lift asphalt may be approved by the City
Engineer under certain circumstances.
m2 ,m3
=
modifying coefficients to allow for drainage effects. Acceptable
values are identified in Table 1-3 below.
Table 1-3: Coefficients for Flexible Pavement Structural Layers
Material
Layer,
(Subscript No.)
Layer
Coefficient, a
Modifying
Coefficient, m
Asphalt Concrete, Plant Hot Mix 1 0.42 N/A
Crushed Rock 2 0.14 0.80
Cement Treated Base, CTB 2 0.25 1.00
Bituminous Treated Base, BTB 2 0.22 1.00
Sandy Gravel 2,3 0.11 0.60
Sand, Sandy Clay 3 0.08 0.40
Lime Treated Soil 3 0.11 0.40
Lime Treated Clay, Gravel 3 0.16 0.40
1 Only imported or treated subbase shall be considered to contribute to the pavement structural
section. Native subbase shall not be used in the structural section.
Attachment 2, Page 6 of 47
Section I - DESIGN STANDARDS 1 - 7 EDSP Adopted January 21, 2020December
03, 2012
Flexible Pavement Design Notes:
A. The minimum thicknesses of asphaltic concrete and crushed rock for permanent
pavement are 4 inches and 12 inches, respectively, for local streets, and 6 inches and 14
inches, respectively, for collectors and above classifications.
B. Where crushed rock base is specified, 1 inch of asphalt is considered equivalent to 3
inches of crushed rock.
C. Full depth asphalt may be approved by the City Engineer under certain circumstances
where the underlying soil type is free draining. Even when the AASHTO method yields
a design thickness less than 8 inches, the minimum full depth asphalt design thickness
shall be 8 inches.
D. All design thicknesses shall be rounded up to the nearest 1/2 inch.
E. In all cases, the pavement structure shall be placed on a subgrade that is firm and
unyielding (verified by proof rolling) and compacted according to the specifications.
F. All designed cross-sections shall include wet weather construction provisions including
geotextile fabric and an additional 8 inches of crushed rock between the native material
and base of the asphalt concrete pavement structure.
1.02.7.2 Rigid Pavement Design
Portland Cement Concrete (rigid) pavement structures shall be designed in accordance
withaccording to the most recent edition of
AASHTO Guide for Design of Pavement Structures, 1993. Alternate design standards which
provide an equivalent or more durable road structure may be used if approved by the City
Engineer. The following steps are required to calculate the rigid pavement design.
Step 1: Order soils test from independent testing laboratory to obtain the Effective Modulus of
Subgrade Reaction, k (pci).
Soils tests shall be made at a depth of the proposed subgrade, no less than 2 feet below
the existing ground level. Soils tests shall be gathered from enough locations within the
proposed right-of-way for the sampling to be representative of actual conditions. At a
minimum, one soil test shall be obtained for every 500 feet of proposed roadway.
Wherever possible, a soil test shall be taken in the intersection of two newly proposed
roadways. Soil test information shall be submitted with the pavement design. As an
alternative, the Effective Modulus of Subgrade Reaction, k, can by determined if the
Effective Roadbed Soil Resilient Modulus, Mr is known by the relationship:
k = Mr / 19.4
Step 2: Determine the Concrete Elastic Modulus, Ec (psi)
Specify, in the design calculations and in the plans, the compressive strength, f ’c (psi) of
the concrete mix design. The Concrete Elastic Modulus, Ec (psi) can be determined from
the relationship:
Ec = 57,000 √(f ’c)
Attachment 2, Page 7 of 47
Section I - DESIGN STANDARDS 1 - 8 EDSP Adopted January 21, 2020December
03, 2012
Step 3: Determine the Mean Concrete Modulus of Rupture, S ‘c (psi).
The minimum Mean Concrete Modulus of Rupture, S‘c (psi), is specified in the
Springfield Standard Specification 311.3.02c, Flexural Strength.
Step 4: Determine the Load Transfer Coefficient, J
Pavements with a monolithic or tied curb and gutter that provide additional stiffness and
keeps traffic away from the edge may be treated as a tied shoulder. If the curb is not
integral with the pavement section, rebar shall be provided to join the curb to the slab
section (Refer to Springfield Standard Specifications for requirements). Under normal
circumstances, load transfer devices are not required on City streets. Obtain the value
from Table 2.6 in the AASHTO guide.
Step 5: Determine the Drainage Coefficient, Cd
The Engineer of Record shall determine this value using Table 2.5 of the AASHTO guide
and information gathered from soils test and references such as the USGS Soil Survey of
Lane County.
Step 6: Determine the estimated total 18-kip Equivalent Single Axle Load Applications, W18, as
described in Appendix D of the AASHTO guide.
Traffic volumes shall be based upon actual counts and/or traffic studies. See Table 1-4
below for minimum terminal serviceability values based on roadway classification when
using the AASHTO design method. Assume an initial pavement thickness of 6 inches
and a minimum of 10 percent truck traffic. This calculation shall be submitted with the
pavement design.
Step 7: Obtain the minimum acceptable values of the Reliability (R%), Overall Standard
Deviation (So), and Design Serviceability Loss (PSI) from Table 1-4 below based on the
roadway classification.
Table 1-4: Minimum Acceptable Values for Rigid Pavement Design
Local Collector Arterial
Reliability, R% 90 95 99
Overall Standard Deviation, So .25 .25 .25
Initial Serviceability, Po 4.5 4.5 4.5
Terminal Serviceability, Pt 2.5 2.5 3
Design Serviceability Loss, PSI 2 2 1.5
Step 8: Obtain the Design Slab Thickness, D (inches)from the “Design Chart (nomograph) for
Rigid Pavement Based on using Mean Values for Each Input Variable,” Figure 3.7
segments 1 and 2 from the AASHTO design guide, using the specific and constant values
determined in Steps 1-7. The minimum design thickness allowed in the City of
Springfield is 6 inches.
Attachment 2, Page 8 of 47
Section I - DESIGN STANDARDS 1 - 9 EDSP Adopted January 21, 2020December
03, 2012
Rigid Pavement Design Notes:
A. The minimum thicknesses of Portland cement concrete and crushed rock for permanent
rigid pavement are 7 inches on 6 inches respectively for local streets, and 8 inches on 6
inches respectively for collector and above classifications. This minimum is based on a
minimum compressive strength, f ’c, of 4000 psi and a minimum beam strength, based on
a beam strength, S’c, of 600 psi.
B. All pavement structures shall include a minimum of 6 inches of crushed rock and a layer
of geo-textile fabric.
C. All design thicknesses shall be rounded up to the nearest 1/2 inch.
D. In all cases the pavement structure shall be placed on a subgrade that is firm and
unyielding (verified by proof rolling) and compacted according to the specifications.
E. All designed cross-sections shall include wet weather construction provisions including
an additional 8 inches of crushed rock between the required geotextile fabric and the base
of the concrete pavement structure.
F. A jointing plan shall be included in the public improvement plan set for review with the
project.
1.02.8 Curbs and Gutters
A Springfield standard curb and gutter shall be used on any fully improved City public street
unless
approved by the City Traffic Engineer and City Engineer. The minimum gutter grade shall be
0.30 percent, and preferably 0.50 percent. The minimum gutter grades along short-radius curves,
such as curb returns and cul-de-sac bulbs, shall be 0.50 percent.
No intruding structures, including, but not limited to, manholes, valves, and junction boxes shall
be located within 2 feet of the curb or gutter.
On partial (i.e. 1/2 or 2/3 width) street sections, an ODOT extruded concrete curb, or equivalent,
shall be used to delineate traffic. Where necessary to allow drainage to pass through, 1 foot wide
curb cuts shall be provided, a minimum of 20 feet on center. A Springfield standard curb and
gutter shall be used when drainage conveyance is necessary or required.
Where intermittent emergency or maintenance vehicular access is to be provided and pedestrian
access is to be discouraged, an ODOT mountable concrete curb, or equivalent, shall be used.
1.02.9 Valley Gutters
Valley gutters shall not be used within the public right-of-way, unless approved by the City
Traffic Engineer and City Engineer.
1.02.10 Cross Slope
Public Sstreets shall be designed with a 2 percent cross slope with the crown in the middle of the
street.
Parabolic crown sections may only be used on public streets when approved by the City Engineer
and Traffic
Engineer.
Attachment 2, Page 9 of 47
Section I - DESIGN STANDARDS 1 - 10 EDSP Adopted January 21, 2020December
03, 2012
Shed sections may be used on public streets, when approved by the City Engineer and Traffic
Engineer, where upslope runoff is collected in a formal drainage system and is not allowed to
travel across the roadway. Steeper cross slopes may be approved in accordance with
AASHTO standards.
1.02.11 Public Sidewalks
Concrete sidewalks shall be located on both sides of the street for all public major and minor
arterial, collector, and local streets, and shall be designed to the following criteria:
A. In conformance with the existing or planned street grades.
B. In conformance with current ADA standards.
C. Sidewalks shall be 7 feet wide along all arterial class streets, and 5 feet wide along all
collector and local classification streets and cul-de-sac bulbs unless otherwise
specified in the SDC or adopted development plans.
D. All public streets shall have setback sidewalks placed within the public right-of-way
unless approved by the City Traffic Engineer and City Engineer. When replacing
damaged sidewalk new work shall be located in the same position as the existing
sidewalk. When extending a sidewalk along a block frontage with existing curbside
sidewalk, the new sidewalk must physically transition to comply with current sidewalk
standards as determined by the Director. the applicant may select either curbside or
setback sidewalk.
E. Sidewalks that are not installed with the street improvements shall be shown on the
public improvement plans and labeled “FUTURE SETBACK SIDEWALK”. All
sidewalks that do not abut future building lots shall be installed as a part of the public
improvement plans and may not be delayed.
F. Obstructions Facilities including, but not limited to, mail boxes, water meters, valves,
junction boxes, manholes, utility poles, trees, benches, fire hydrants, signs, and bus stops
shall must not be located within the public sidewalks. Said obstructions facilities
mustshall be removed or relocated prior to the construction or reconstruction of the
sidewalk, unless otherwise approved by the City Engineer. If these obstructions facilities
are permitted to remain, provisions shall be made to maintainthere must be at least 5 feet
of unobstructed width on arterial class streets and 4 feet on all other streets.
G. All public sidewalks shall be a minimum of 4 inches thick concrete placed on a
minimum of 2 inches of compacted 3/4 inch-minus crushed rock base. Sidewalks
behind or integral with driveway approaches shall be designed to the standards set forth
in Section 1.02.13 “Driveway Approach.” All concrete shall meet or exceed the mix
design standards specified in the current version of the Springfield Standard
Specifications.
1.02.12 Pedestrian Access Ramps
All Pedestrian Access Ramps shall conform to the current Americans with Disabilities Act
(ADA) federal regulations. Refer to the current version of Springfield Standard Construction
Specifications for specifications and sample drawings. Sample drawings are available in
electronic format via the City Website.
Attachment 2, Page 10 of 47
Section I - DESIGN STANDARDS 1 - 11 EDSP Adopted January 21, 2020December
03, 2012
Pedestrian access ramps shall be designed within the following guidelines:
A. Ramp approaches shall be aligned with, and be wholly contained within, the crosswalk
markings.
B. Ramp approaches shall not be positioned directly in the path of catch basin grates.
C. Ramp approaches shall be directly aligned with one another with no offset through the
intersection.
D. Ramp approaches and crossings shall be (as close as possible to) perpendicular to the
street they are crossing in order to minimize the crossing distance.
E. Ramps shall be aligned to point directly to the ramp across the road that is intended to
receive the pedestrian.
F. Obstructions including, but not limited to, mail boxes, water meters, valves, junction
boxes, manholes, utility poles, trees, benches, fire hydrants, signs, and bus stops shall not
be located within the ramp area, including flares.
G. Ramp flares may extend beyond the crosswalk markings.
Pedestrian access ramps shall be located using the following guidelines:
A. Two ramps shall be provided at each curb radius to allow direct access from the ramps
into the street. Ramps shall not be directed diagonally into the middle of the intersection
unless approved by the City Traffic Engineer.
B. Driveway approaches are not acceptable ADA accessible routes of travel. ADA routes of
travel shall be designed and constructed to ADA standards and may not be altered by
driveways or other improvements unless an approved alternative route of travel is
provided.
C. At some signal-controlled intersections, the crosswalk and pedestrian access ramps may
be excluded from a crossing to accommodate unusually heavy turning movements, as
approved or required by the City Traffic Engineer.
D. Pedestrian access ramps shall be designed and constructed as specified in the Springfield
Standard Specifications. All pedestrian ramps shall be shown with a detailed drawing
submitted within the plan set with specific detail sufficient for review and construction.
1.02.13 Driveway Approaches
All driveway approaches shall be defined on the plans as either Residential or Commercial. Any
driveway serving property which is used for purposes other than Single Family Residential or
Duplexes shall be designated as and built to the standards of a Commercial driveway. A
concrete alley apron serving public right-of-way or alley shall also be built to the standards of a
Commercial driveway. Refer to the Standard Construction Specifications, Section 314
DRIVEWAYS, SIDEWALKS, HANDICAP RAMPS AND PATHWAYS and Standard
Attachment 2, Page 11 of 47
Section I - DESIGN STANDARDS 1 - 12 EDSP Adopted January 21, 2020December
03, 2012
drawings for construction details.
1.02.14 Curb Return Radii
A WB-67 design vehicle shall be used when designing curb radii for all truck routes. Unless
otherwise directed and/or approved by the City Engineer and City Traffic Engineer, all other
curb radii at public street intersections shall be designed in accordance with table 1-5, Suggested
Radii and Design Vehicles for Determining Curb Radii:
Table 1-5: Suggested Radii and Design Vehicles for Determining Curb Radii
Primary Street
Classification
Secondary
Street
Classification
Zoning
Suggested Radii
(ft)
Design Vehicle
Local Local Residential 10 SU or Emergency
Local Local Non-Residential 15 SU or Emergency
Collector Local Residential 20 SU or Emergency
Collector Local Non-Residential 20 SU or WB-50 as
appropriate
Collector Collector Residential 20 SU or Emergency
Collector Collector Non-Residential 20 SU or WB-50 as
appropriate
Minor-Arterial Collector All 35 WB-67
Minor-Arterial Minor-Arterial All 35 WB-67
Note: The above suggested radii and design vehicles are beginning points for design only.
Larger or smaller radii and/or design vehicles may be required to accommodate existing or
planned turning movements. Designers should try to accomplish the minimum turning radius
allowable that incorporates all of the differing elements affected by the radii such as turning
movement speed, traffic calming, ADA ramp construction, and pedestrian pathways.
On local to local street intersections, design vehicles may use half of the width of the approach
street and all of the width of the departure street exclusive of parking lanes. On non-local streets
design vehicles shall begin their turn in the travel lane closest to the curb and if there are multiple
approach lanes may straddle the lane line, and they may use the entire width of all departure
lanes on the departure street. Three center curves, which are right-of-way efficient and decrease
the pedestrian crossing distance, are encouraged when designing for larger vehicles.
1.02.15 Private Improvements
Private improvements shall be privately owned and maintained and be identified on the
construction drawings as “private”. Private streets shall be designed to the same standards as
public streets. When proposed private systems, like water quality/quantity features, are essential
for public improvement projects to function properly, they shall be shown on the public
improvement plans.
1.02.16 Glenwood Riverfront Street Cross-Section Standards
SDC Table 4.2-1 provides the minimum street right-of-way width and the minimum curb-to-curb
width for public streets in Springfield. During the adoption of the Glenwood Refinement Plan,
the Springfield City Council approved street design policies and implementation strategies for
Attachment 2, Page 12 of 47
Section I - DESIGN STANDARDS 1 - 13 EDSP Adopted January 21, 2020December
03, 2012
use within the Glenwood Riverfront to promote the design and character of this area. Appendix
1A of this Chapter provides the standards for designing public streets in the Glenwood
Riverfront.
Attachment 2, Page 13 of 47
Section I - DESIGN STANDARDS 5 - 1EDSP Adopted December 03, 2012January 21, 2020
TRAFFIC STANDARDS
5.00 DESIGN STANDARDS
5.01 PURPOSE
These standards outline and define the current traffic design standards, including illumination,
signals, bicycle facilities, roundabouts, medians, roadside features, parking design, transit stops,
and miscellaneous items for Springfield. These design standards may be subject to revisions by
the City Traffic Engineer on a project-by-project basis. All construction standards and drawings
for transportation related items are defined in the Springfield Construction Standard
Specifications Sections 317, 501, and 502, and Standard Drawings 5-1 to 5-25. All designs shall
be performed by an engineer capable of performing such work and licensed by the State of
Oregon. Any private streets shall be designed to the public facility standards. All public streets
are considered Fire Department emergency apparatus access streets and shall meet the Fire Code
minimum design standards. Private streets may or may not be considered Fire Department
emergency apparatus access streets as determined by the Fire Marshal.
5.02 GENERAL DESIGN CONSIDERATIONS
5.02.1 Illumination
5.02.1.A General
As part of the public improvement process, a street illumination design shall be included with all
project plans submitted to the City as well as a power plan from the Springfield Utility Board
(SUB). The street illumination design shall clearly show where the luminaires, conduit runs,
junction boxes, service cabinets, and power sources will be located. Each lighting component
shall be identified using the Oregon Department of Transportation drafting symbol library and
the corresponding legend. Submitted plans shall follow the City of Springfield Standard
Specifications and Standard drawings related to illumination.
Lighting plans shall be submitted on a sheet devoted exclusively to street light work. All
illumination plans shall be reviewed and approved by the Transportation Section.
5.02.1.B Design Standards
The lighting plan design shall utilize Oregon Department of Transportation (ODOT) drafting
standards. The plans shall include symbols indicating such features as: conduit, wiring, junction
boxes, power sources, poles, luminaires, luminaire arms, and all the relevant sizes and locations
required to accurately construct the lighting system. For street lighting drafting typical, refer to
the City’s latest edition of Standard Construction Specifications and the ODOT drafting
symbol/legend library.
The City standards for street illumination isare:
A. Street lighting designs shall be prepared by an engineer capable of performing such work.
The engineer shall be licensed by the State of Oregon. Lighting plans shall be submitted
on a sheet devoted exclusively to street light work. The lighting plans shall also include
wire size calculations and circuit diagrams. Lighting systems shall comply with the
provisions of the National Electric Service Code (NESC). A space shall be provided for
Attachment 2, Page 14 of 47
Section I - DESIGN STANDARDS 5 - 2EDSP Adopted December 03, 2012January 21, 2020
a chart listing the specific location (geographic coordinates), address, pole number, pole
owner, manufacturer’s name and catalog numbers for each type of fixture, lamp, ballast
driver and city approved lighting controls including photocell in the project on the plan
sheet. This chart shall be completed when preparing the as-built plans. Lighting circuits
shall be designed to reduce the number of utility connection points.
B. Lights shall must be located in accordance with the standards in SDC 4.2-145.C. See the
Illumination Standards Table (Table 5-1) for configurations that comply with these
standards. In cases that are not defined in Table 5-1, a photometric evaluation of the pole
spacing shall be made using accepted procedures and illumination levels in Illuminating
Engineering Society, American National Standard Practice for Roadway Lighting – RP-
8-14 and these standards., most current edition.
C. Lighting must meet the following design standards adopted in SDC 4.2-145.C:
1. Lighting must comply with Illuminating Engineering Society, American National
Standards Practice for Roadway Lighting – RP-8-14 and applicable National
Electrical Safety Code (NESC) and National Electrical Code (NEC) standards.
2. Intersections must be illuminated to a level equal to the sum of the average required
illuminance of the two intersecting streets.
3. Mid-block crosswalks that are approved by the City Traffic Engineer must have two
times the illumination required for the street.
4. Decorative poles with City-approved LED fixtures and lighting controls must be used
on all streets within the Nodal Development Overlay District and where any
refinement plan or plan district requires decorative lighting. Decorative poles may be
used on streets, paths, and accessways in any other zone at the option of the developer
as approved by the Director.
5. City-approved LED fixtures and lighting controls must be used when lighting is
required along multi-use paths and accessways.
6. Roadway style poles and “cobra head” fixtures with City-approved LED fixtures and
lighting controls must be used along streets in all other locations.
1.7.Roadway style poles must be steel, fiberglass or aluminum.
8. Where lot frontages are 80 feet or less, poles must be located at property lines unless
approved by the Director.
9. The weak point illumination must not be less than 0.1 foot candles.
Attachment 2, Page 15 of 47
Section I - DESIGN STANDARDS 5 - 3EDSP Adopted December 03, 2012January 21, 2020
10. Roadway style poles set behind sidewalks must have eight (8) foot arm length.
Roadway style poles set between curb and sidewalk or where no sidewalk exists must
have six (6) foot arm length.
11. Pole handholes must be used instead of junction boxes where feasible. Junction boxes
for street lighting must only be utilized for street crossings or where necessary to
comply with electrical code standards cited above.
12. Pole Height.
a. Lights on arterial and major collector streets outside of a residential zone must
have a 35-foot fixture mounting height.
b. Lights on local streets with a curb-to-curb width of 28 feet or greater and
collectors within residential zones must have a 30-foot fixture mounting
height.
c. Lights on local streets with a curb-to-curb width of less than 28 feet must have
a 25-foot fixture mounting height.
d. Decorative poles must be 12 feet tall, except that 16-foot tall decorative poles
may be approved by the Director when the required illumination levels cannot
be achieved with 12-foot tall decorative poles.
e. Lighting on local streets must be installed on the same side of the street and
on the side of the street first constructed, except where necessary to be
consistent with the existing lighting design and placement.
f. Light poles must not be placed on the outside of curves with less than a 1000-
foot radius.
C. Intersections shall be illuminated to a level equal to the sum of the average maintained
required illuminance of the two intersecting streets.
D. Mid-block crosswalks that are approved by the City Traffic Engineer shall have two
times the illumination required for the intended streets.
E. Decorative poles and fixtures shall be used on all streets within any Nodal Development
Area designation or Nodal Overlay district, where any refinement plans require
decorative lighting, and all off street public access ways and multi-use paths. Decorative
poles and fixtures may be used on local streets in any zone at the option of the land
developer. All decorative fixtures shall use metal halide lamps.
F. Roadway style “cobra head” fixtures, on standard poles, shall be used in all other
locations. Metal halide or high pressure sodium lamps shall be used as follows:
Attachment 2, Page 16 of 47
Section I - DESIGN STANDARDS 5 - 4EDSP Adopted December 03, 2012January 21, 2020
G.
H. Metal halide lamps shall be used on all Bus Rapid Transit corridors; zones of Community
Commercial, Major Retail Commercial, Campus Industrial, Light Medium Industrial,
Booth Kelly Mixed Use, High Density Residential, and Medical Service.
I.
J. Public Land and Open Space zones shall use the lighting type described in this Manual
regarding adjacent zones so that a continuous light type is achieved.
K.
L. Zones of Medium Density Residential, Low Density Residential, Neighborhood
Commercial, Light Medium Industrial, Special Heavy Industrial, Heavy Industrial,
General Office, and Quarry/Mining shall use high pressure sodium lamps.
M.
N.D. As other zones or overlay districts may be established, the City Traffic Engineer will
determine the lighting type based on similarity to the zones list above and record it on the
“Street Light Type by Zone Map”.
O. When roadway style poles are used on arterial and collector streets, they shall be steel or
aluminum.
P.E. When roadway style poles are used on local and collector streets in residential areas, they
shall be direct bury fiberglass, or steel, or aluminum on concrete foundations.
The only time wood poles will be permitted is when replacing damaged poles or when
installing additional lighting in an area that has wood poles used throughout to maintain
consistency. If used, wood poles shall be class 4 pressure treated polesDirect bury
fiberglass poles must be used as replacements or infill in areas with existing wood poles.
Q.F. Poles shall be placed at least 3 feet from the face of curb. Luminaire arms shall be
aligned at right angles from the curb line.
R. In areas where lot frontage is 80 feet or less, poles shall be located at or near property
lines when possible.
S.G. Conduits shall be electrical PVC with a minimum size of 1 inch and be in whole inch
sizes only. Street crossings shall have a 1.52 inch minimum diameter. All conduit runs
shall be clearly indicated on the plans showing the route from the power source (typically
a SUB vault) to the street light.
Junction boxes shall be placed near the base of each light as shown in Standard Drawing 5-22
(SD 5-22). All junction boxes used for the street lighting system shall have the words STREET
LIGHTING displayed on the lid. (See Section 502 of the Springfield Standard Specifications for
additional details.) Junction boxes shall not be placed in sidewalks or ramps. If there are more
than four (4) conduit stubs in the junction box, a junction box number 2 shall be used. Junction
boxes located in the travel way shall be traffic load bearing junction boxes.
T.H. All electrical conductors shall be copper, THWN with a minimum size of Number 12
AGW.
Attachment 2, Page 17 of 47
Section I - DESIGN STANDARDS 5 - 5EDSP Adopted December 03, 2012January 21, 2020
U. When a service cabinet with a master photoelectric cell is provided, the service cabinet
shall provide a photoelectric cell bypass/test switch, and contactor(s).
V. Luminaire poles shall not be placed along the outside of curves.
W.I. A manufacturer’s specification ‘catalog cut sheet’ shall be submitted for all materials for
city review and approval prior to installation.
X.J. All new City street light poles shall have City pole tags installed on the pole 6 feet from
ground level and facing the street or multi-use path that the light is on. The pole tags are
provided by the City by contacting the Springfield Transportation Section. Use approved
methods and materials for attachment.
Y. Conduit Plug – Wire Theft Deterrent
All new street lights shall be constructed with wire theft deterrents. Wire shall be glued
inside the conduit to a depth of 8 inches at every conduit stub up at underground junction
boxes. The conduit leading to the pole base shall not be glued. Conduit larger than 1
inch shall have approved polyester or fiberglass filler material installed 8 inches below
the stub up end to prevent the adhesive from slumping. The proposed street lighting
design shall include a note directing the contractor to install wire theft deterrents.
Construction adhesive meeting the following requirements shall be used. Approved
manufacturer: PL Sealants – PL Premium Polyurethane Construction Adhesive
Z.K. Electrical Circuit Identification
A tag shall be attached to each conduit entering underground junction boxes. The
following information shall be written on the tag with permanent marker: Voltage – 120
or 208 or 240; Circuit – Alpha or Numeric as shown on the plan set; Power Source –
Utility name and pole or transformer number, distance from power source, and compass
direction to source. The proposed street lighting design shall include a note directing the
contractor to include lighting circuit identification tags.
Approved manufacturer: Brady – Yellow Color-Code Plasti-Tags Catalog # 56926, 3-
1/2” H x 2-1/2” W, 10 Mil Plastic, with nylon tie.
5.02.1.C Street Light Spacing
Street lighting shall be engineered and designed to reflect the level of illuminance listed in Table
5-1. Weak point light = 0.1 foot candles minimum.
Table 5-1: Average Maintained Horizontal Illuminance1
For Street and Pedestrian Facilities
High Pressure Sodium Lamps
Concrete R1 Asphalt R3
Street
Classification
Pole
Height Area Class
Foot-
Candles
Required Ave/Min Lamp/Spacing
Foot-
Candles
Required Ave/Min Lamp/Spacing
Attachment 2, Page 18 of 47
Section I - DESIGN STANDARDS 5 - 6EDSP Adopted December 03, 2012January 21, 2020
Arterial
72' Street
(2 Poles
Opposite)
35' Commercial 1.2 3:1 250w @ 210' 1.7 3:1 250w @ 170'
35' Intermediate 0.9 3:1 200w @ 210' 1.3 3:1 250w @ 210'
35' Residential 0.6 3:1 150w @ 210' 0.9 3:1 200w @ 210'
Collector
48' Street
(poles on
same side)
35' Commercial 0.8 4:1 250w @ 210' 1.2 4:1 250w @ 170'
35' Intermediate 0.6 4:1 200w @ 210' 0.9 4:1 250w @ 210'
30' Residential 0.4 4:1 150w @ 200' 0.6 4:1 150w @ 190'
Local
36' Street
(poles on same
side)
30' Commercial 0.6 6:1 150w @ 210' 0.9 6:1 200w @ 210'
30' Intermediate 0.5 6:1 150w @ 210' 0.7 6:1 150w @ 210'
30' Residential 0.3 6:1 100w @ 210' 0.4 6:1 100w @ 200'
Local 28'
Street (poles
on same side)
30' Commercial 0.6 6:1 150w @ 210' 0.8 6:1 200w @ 210'
30' Intermediate 0.5 6:1 150w @ 210' 0.7 6:1 150w @ 210'
30' Residential 0.3 6:1 100w @ 210' 0.4 6:1 100w @ 210'
Areas with pole set behind sidewalks - 8' arm length
Areas with poles set between curb and sidewalk or in sidewalk - 6' arm length
Attachment 2, Page 19 of 47
Section I - DESIGN STANDARDS 5 - 7EDSP Adopted December 03, 2012January 21, 2020
Metal Halide Lamps
Concrete R1 Asphalt R3
Street
Classification
Pole
Height Area Class
Foot-candles
Required Ave/Min Lamp/Spacing
Foot-candles
Required Ave/Min Lamp/Spacing
Arterial
72' Street
(2 Poles
Opposite)
35' Commercial 1.2 3:1 400w @ 180' 1.7 3:1 400w @ 180'
35' Intermediate 0.9 3:1 250w @ 180' 1.3 3:1 400w @ 180'
35' Residential 0.6 3:1 150w @ 180' 0.9 3:1 250w @ 180'
Collector
48' Street (poles
on same side)
35' Commercial 0.8 4:1 400w @ 210' 1.2 4:1 400w @ 180'
35' Intermediate 0.6 4:1 400w @ 210' 0.9 4:1 400w @ 210'
30' Residential 0.4 4:1 150w @ 160' 0.6 4:1 150w @ 160'
Local 36' Street
(poles on same
side)
30' Commercial 0.6 6:1 150w @ 170' 0.9 6:1 250w @ 170'
30' Intermediate 0.5 6:1 150w @ 170' 0.7 6:1 150w @ 170'
30' Residential 0.3 6:1 150w @ 170' 0.4 6:1 150w @ 170'
Local 28' Street
(poles on same
side)
30' Commercial 0.6 6:1 150w @ 170' 0.9 6:1 150w @ 150'
30' Intermediate 0.5 6:1 150w @ 170' 0.7 6:1 150w @ 170'
30' Residential 0.3 6:1 150w @ 170' 0.4 6:1 150w @ 170'
Areas with sidewalks - 8' arm length
Areas with no sidewalks - 6' arm length
Decorative Metal Halide Lamps
Local 36'
Street (poles
on same
side)
12’ Residential 0.3 6:1 150w @ 100' 0.4 6:1 150w @ 100'
Local 28'
Street (poles
on same
side)
12’ Residential 0.3 6:1 150w @ 100' 0.4 6:1 150w @ 100'
Public Access Way - Decorative Metal Halide Lamps
Bike Paths
12' wide,
(Pole 3' from
edge, poles
on same
side)
12’ Access Way .5 10:1 70w @ 120'
1. Source: American National Standard Practice for Roadway Lighting. ANSI/IES RP-8-00.
Illuminating Engineering Society of North America.
Attachment 2, Page 20 of 47
Section I - DESIGN STANDARDS 5 - 8EDSP Adopted December 03, 2012January 21, 2020
Residential Area Class
Low Density Residential
Medium Density Residential
High Density Residential
Residential Mixed Use
Commercial Area Class
Neighborhood Commercial
Community Commercial
Major Retail Commercial
Commercial Mixed Use
Intermediate Area Class
Booth Kelly/Mixed Use
General Office
Light Medium Industrial
Light Medium Industrial/Community Commercial
Campus Industrial
Heavy Industrial
Special Heavy Industrial
Quarry/Mining
Office Mixed Use
Employment Mixed Use
Residential Mixed Use
Table 5-1: Average Maintained Horizontal Illuminance1
For Street and Pedestrian Facilities (Residential Zones Only)
Classification
Fixture
Height
Foot
Candles
Required
Ave/Min
Lamp
Spacing
Local 20' Curb to Curb
(Poles on Same Side)
25 0.5 6 : 1 200'
Local 28' Curb to Curb
(Poles on Same Side)
30 0.5 6 : 1 200'
Local 36' Curb to Curb
(Poles on Same Side)
30 0.5 6 : 1 200'
Minor Collector 34' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 200'
Minor Collector 42' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 140'
Minor Collector 50' Curb to
Curb (Poles on Same Side)
30 0.6 4 : 1 140'
Arterials and Major
Collectors > 50’ Curb to
Curb (2 poles opposite)
35 0.9 3:1 200’
Attachment 2, Page 21 of 47
Section I - DESIGN STANDARDS 5 - 9EDSP Adopted December 03, 2012January 21, 2020
Areas with curbside sidewalk 8 foot arm length
Areas with no sidewalk or setback sidewalk 6 foot arm length
5.02.1.D Conduit Size
A. Conduits shall be sized according to the requirements of the National Electrical Service
Code (NESC) current edition.
B. All conduit runs shall be as direct from point to point as possible, shall remain within the
right-of-ways, and maintain as straight an alignment as possible.
C. The minimum conduit size shall be 1 inch. All conduits under the street shall be a
minimum of 1.5 inches in diameter. Conduits placed on SUB utility poles shall require
‘stand-off’ mountings and need to be specified in whole inch diameters.
D. A junction box shall be included at each end of street conduit crossings.
5.02.1.E Conductor Size
A. A catalog cut sheet with maximum starting and operating amperages information shall be
included in the plans submittal to verify the wire sizing calculations.
B. A circuit diagram and load calculations shall be included on the plan sheets at the end of
the lighting construction drawings.
C. The maximum voltage drop shall be two percent from the utility to the service equipment
and three percent from the service to the farthest load.
D. Any suitable method for calculating voltage drop and conductor sizes may be used.
Provide reference to any source of information.
5.02.2 Signals
5.02.2.A General
Signals shall be designed as specified in this Section. Consultants shall perform traffic signal
designs using current National Electric Code (NEC), AASHTO, the Manual on Uniform Traffic
Control Devices (MUTCD) and the Oregon Supplement to the MUTCD. This work shall consist
of furnishing and installing a complete and functional traffic control system of controllers,
signals and appurtenances as required by Springfield (See Division 500 of the Springfield
Standard Construction Specifications based on ODOT Standards). The locations of signals
shown on the plans can be approximate; the exact locations shall be established by the Engineer
of Record in the field, unless relocated by the City Traffic Engineer. Please see section 5.04
regarding intersection analyses.
5.02.2.B Signal Design Standards
The traffic signal design shall be submitted on a separate sheet of the project plans. The design
shall clearly show the following:
A. Existing and proposed topography including edge of pavement or curb line, center lines
with stationing, lane use, striping, signing, sidewalks, sidewalk ramps, right-of-way lines,
street names, driveways, adjacent lots, existing and proposed trees, and other
Attachment 2, Page 22 of 47
Section I - DESIGN STANDARDS 5 - 10EDSP Adopted December 03, 2012January 21, 2020
topographical features as needed.
B. Existing lighting, poles, wiring, vehicle signals, pedestrian signals, overhead signs, traffic
signal controller, service equipment, and all other equipment that needs to be removed.
General notes shall state what is to be removed.
C. The location and specification of traffic signal poles, underground conduit, traffic signal
loops or detection zones, traffic signal wiring, junction boxes, vehicle signals, pedestrian
signals, pushbuttons, pushbutton instruction signs, overhead signs, traffic signal
controller, service equipment, pre-emption devices, existing power sources, and all other
equipment needed to install the signal.
D. A loop detector wiring diagram showing loop number, phase, function, slot number, and
notes for symbols and details used and/or video camera detection details.
E. A normal phase rotation diagram and fire preemption operation diagram for the
intersection.
F. Interconnect cable.
G. Bus rapid transit priority equipment.
H. Radio communication equipment.
Each signal component shall be identified using the ODOT drafting symbol library and the
corresponding legend. Submitted plans shall follow the Springfield Standard Specifications,
Drafting Standards Section 9, and Standard drawings related to traffic signals.
All public signal designs shall be prepared by an engineering firm capable of performing such
work. The engineer shall be licensed by the State of Oregon.
5.02.2.C Induction Loops
Induction loops shall be constructed as specified in Standard Drawing 5-12.
A. Loops shall not be cut into the final lift of new asphalt.
5.02.2.D Conduit
A separate conduit shall be used for low voltage and high voltage circuits, such as: signal
circuits, detector circuits, service wires, and 240 volt or greater illumination circuits. Metal
conduit shall be coated in corrosive soil areas. Schedule 40 PVC conduit shall be used for all
signal, interconnect, and lighting designs. Conduit sweeps shall conform to current ODOT
standards.
5.02.2.E Junction Boxes
A. Junction boxes shall not be placed in sidewalks or ramps.
B. Junction boxes shall be sized to meet current ODOT standards.
C. Junction boxes located in the travel way shall be traffic load bearing junction boxes.
Attachment 2, Page 23 of 47
Section I - DESIGN STANDARDS 5 - 11EDSP Adopted December 03, 2012January 21, 2020
5.02.2.F Power Source
A. A separate post or pedestal shall be provided for service. Refer to current ODOT
standards.
B. Power source shall be underground from power source to meter.
C. Meter and service cabinet shall be mounted as close to the controller as practical.
D. Service equipment shall not be mounted on the controller cabinet.
E. Power shall be run underground from service cabinet to controller.
5.03 BICYCLE FACILITIES
5.03.1 General
All bicycle facilities shall conform to the latest addition of the Oregon Bicycle and Pedestrian
Plan, Oregon Bike and Pedestrian Design Guidelines, the Springfield Bicycle Plan,
TransPlanCity of Springfield Transportation System Plan, the Regional Transportation System
Plan, AASHTO guidelines, and applicable Sections of the Springfield Development Code
(SDC).
5.03.2 Design Standards
A quick reference table on bikeway bike lane and multi-use path design standards is shown
below.
Table 5-2: Bikeway Quick Reference Bike lanes and Multi-Use Path Design Standards
Bike Lane 6 feet
Shoulder BikewayBike
Lane
6 feet
Multi-Use Path 10 feet with 2 foot wide gravel shoulders on each side
(see SDC 4.2-150), unless otherwise specified in Springfield
Transportation System Plan
Multi-Use Path (High Use) 12 feet with 2 foot wide gravel shoulders on each side
Bike Lane Stripe 8 inches
Shoulder Stripe 4 inches
Vertical Clearance 10 feet
Pavement Thickness Shall be designed to withstand an 80,000lb load and withstand
frost heave
5.03.3 Bike Lanes
Bike lanes are implemented on urban arterial, major collector streets, and rural streets near urban
areas where high potential bicycle use could be presentrequired on arterial and non-residential
collector streets. SDC 4.2-105.C and Table 4.2-1. Bike lanes shall have an 8 inch lane stripe and
thermoplastic bike stencils. Motorists are not permitted in the bike lanes for driving or parking,
but may use the bike lanes for emergency maneuvers or breakdowns.
Attachment 2, Page 24 of 47
Section I - DESIGN STANDARDS 5 - 12EDSP Adopted December 03, 2012January 21, 2020
The standard width of a bike lane is 6 feet, measured from the center of the stripe to the edge of
pavement. See SDC 4.2-105.C and Table 4.2-1. The minimum bike lane width is 4 feet on open
shoulders and 5 feet from the face of a curb, guardrail or parked cars. Bike lanes wider than 6
feet may be required in areas of very high use, on high-speed facilities where wider shoulders are
warranted, or where they are shared with pedestrians. Adequate markings shall be used to
discourage motorists from using the bike lane as a travel-way or parking lane. At a minimum,
bike lane pavement markings designating the facility to discourage automobile use must be
placed at all street intersections in both directions.
Where a bike lane is to be designed adjacent to a parking lane, its location will be reviewed and
evaluated by staff on a case by case basis as there may be a variety of elements that may need to
be taken into consideration.
Bike lanes on one-way streets shall be on the right side of the street, except in the case where a
left-side bike lane would cause fewer conflicts, and the bicycliste can return to the right safely.
See SDC 4.2-105.C and Table 4-2.1, footnote (3).
5.03.4 Bicycle Parking
Refer to the SDC Sections 3.4-270G.13 and 14, and 4.6-140.-155 for the minimum required
bicycle parking spaces and additional bicycle parking standards.
5.03.5 Multi-Use Paths
A. A two-way multi-use path shall must be paved a minimum width of 10 feet. See SDC
4.2-150.C.
B. The path design shall must include a 2 foot or greater clear distance on both sides of the
multi-use path. This area shall must be at the same slope as the path. See SDC 4.2-150.C.
C. The overhead clearance shall must be a minimum of 10 feet, unless additional overhead
clearance is required for fire access as determined by the Fire Marshal.
D. Where a path is parallel and adjacent to a street, there shall must be a 5 foot or greater
width separating the path from the edge of the street, or a physical barrier of sufficient
height shall must be installed. See SDC 4.2-150.D.
E. Multi-use paths shall must be strong enough to support maintenance vehicles and
emergency vehicles.
F. The maximum grade shall be 5 percent for bicycle use.
G. If a fence or railing is used along a path, the height, openings in the railing, and rub-rail
requirements shall comply with AASHTO standards. Lighting shall be installed on
multi-use paths. See SDC 4.2-150.E and the lighting standards for recommended
illumination in Section 5.02.
5.03.6 Striping and Signing
A. Plastic bike stencils shall must be placed at all street intersections in both directionsafter
most intersections.
Attachment 2, Page 25 of 47
Section I - DESIGN STANDARDS 5 - 13EDSP Adopted December 03, 2012January 21, 2020
B. Additional stencils may be placed on long sections of street with no intersections. The
correct spacing in feet is equal to the designated travel speed (mph) multiplied by 40.
C. All bicycle striping going through an intersection or crossed by high volume traffic shall
be thermoplastic striping.
D. Signs shall have a 3 foot lateral clearance from the edge of the path. The bottom of signs
shall be 5 feet above the path. Signs placed over a path shall have a minimum vertical
clearance of 8 feet.
5.03.7 Protected BikewaysBike Lanes
PIf protected bikeways bike lanes or “cycle tracks” are proposed, theymust be reviewed and
approved by the City Traffic Engineer.
5.03.8 Other Bicycle Facilities
Other bicycle facilities may be designed such as but not limited to bicycle boulevards, lanes,
routes, parking, and paths but shall be evaluated on a case by case basis to ensure the proper
safety for all users.
5.04 INTERSECTION CONTROL
When a project includes reconstructing or constructing new intersections, all intersection control
types will be evaluated using Springfield’s “Intersection Control Checklist” provided in
Appendix 5.A.
5.04.1 Roundabouts
All roundabouts on City streets shall be designed by the City of Springfield Transportation
Section staff. Private developers shall arrange for these services from Springfield staff as part of
their planning for developments which include a proposed roundabout.
Roundabouts shall be constructed in concrete unless otherwise approved by the City Engineer.
5.05 MEDIANS
Section 5.05.1 General median description, 5.05.2A Raised Median Width and Size, and 5.05.2A
Length of a Raised Median are requirements adopted in SDC 4.2-105.F. Where these sections
conflict with the Springfield Development Code, the Development Code prevails.
5.05.1 General
Medians are provided to prevent accidentsdeter crashes caused by crossover traffic, head light
glare distraction, traffic turning left from through lanes, refuge for pedestrians crossing the street,
and to remove turning traffic from through lanes thereby maintaining efficient and safe traffic
flow.
A median is defined as an area between traffic lanes for control of vehicle movements or for
pedestrian refuge. Within the intersection area, a median or an outer separation is considered to
be an island.
Attachment 2, Page 26 of 47
Section I - DESIGN STANDARDS 5 - 14EDSP Adopted December 03, 2012January 21, 2020
Median design and installation must follow the standards in the Manual on Uniform Traffic
Control Devices and AASHTO’s “A Policy on Geometric Design of Highways and Streets.”
5.05.2 Median Location Criteria
A. Medians may be required on arterial and collector streets if any of the following
conditions are met:
1. There are two or more through traffic lanes in each direction on the street being
accessed;
2. The street being accessed has a crash rate of over one crash per million vehicle miles
traveled, and currently has a two-way left turn lane or exclusive left turn lane.
3. Topography and horizontal or vertical street alignment result in inadequate left-turn
intersection sight distance along a street segment and it is impractical to relocate or
reconstruct the connecting approach street or it is impractical to reconstruct the street
in order to provide adequate sight distance.
B. If the forecast Peak Hour Flow exceeds 600 vehicles per lane, or if the forecasted Peak
Hour Flow is less than 600 vehicles per lane but the posted speed limit is 45 miles per
hour or higher, a vehicular restrictive median at least 6 feet wide shall be considered.
C. A raised median pedestrian refuge island shall be considered on streets that have a posted
speed limit of 30 miles per hour or higher where large pedestrian volumes and high
traffic volumes make pedestrian crossings difficult. Enhanced signing, marking and
beacons may be required in cases where the pedestrian is exposed to high threat traffic.
5.05.23 Design Standards
Landscaping and irrigation shall be installed when directed by the City Traffic Engineer. A
detailed median design plan shall be included in the public improvement plan set on a separate
sheet and approved by the City Traffic Engineer.
5.05.23.A Length of Median
The length of a median is determined based on the storage length requirements as determined in
the Traffic Impact Study (T.I.S.), based on safety and/or operational efficiency needs of the street
first and the access second, and as approved by the City Traffic Engineer.
The usable length of a pedestrian refuge area along a street shall not be less than 8 feet or the
width of the crosswalk, whichever is greater. The median length shall not be less than 30 feet.
5.05.23.B Median Width
Elongated medians intended to deter turning movements shall be a minimum of four (4) feet
wide and no less than 150 square feet in area. shall not be less than 4 feet wide. In special cases,
where right-of-way is limited, elongated islands may be as narrow as 2 feet, except when used as
pedestrian refuge areas.
Pedestrian refuge medians shall be at least 8 feet wide unless special circumstance limits the
width possible. In no case shall a pedestrian median be less than 6 feet wide.
Attachment 2, Page 27 of 47
Section I - DESIGN STANDARDS 5 - 15EDSP Adopted December 03, 2012January 21, 2020
The minimum desirable width of a median that will accommodate a turning lane is 16 feet.
Where right-of-way is limited, a median width of 12 feet can be used with a 10 foot turning lane.
Triangular medians shall be at least 75 square feet and preferably 100 square feet.
5.05.23.C Median Openings
Median openings that allow left turns in both directions shall be not less than 50 feet nose to
nose. All median turn lanes and openings shall be designed for at least a WB50 truck, and a
WB67 truck on designated truck routes.
5.05.23.D Median Types
The type of median shall be determined by the City Traffic Engineer.
5.05.23.E Visibility
Fixed objects shall not normally be permitted on medians. Planting shall be located so as not to
violate sight distance standards or the turning radius of emergency apparatus.
5.05.23.F Access to Required Fire Features
Where access to an existing fire protection feature (i.e. fire hydrant, fire lane or other required
fire protection feature) is limited by a median installation, the Fire Marshal shall be consulted in
order to evaluate an equivalent fire protection feature.
5.06 ROADSIDE FEATURES
5.06.1 General
Miscellaneous features included herein shall be developed and constructed to encourage the
uniform development and use of roadside features wherever possible. Any roadside facility
installed in the public right-of-way shall first be permitted and reviewed by the City Traffic
Engineer for safety evaluation.
5.06.2 Design Standards
The design and placement of roadside features included in this Section shall comply with the
specific requirements listed for each feature, and must comply with PROWAG standards as
applicable.
5.06.3 Mailboxes
A. Mailbox supports shall be 4 inches by 4 inches or 4½-inch diameter wood posts, or a
metal post with no greater than a 2 inch-diameter standard strength steel pipe, with a
height of 42 inches to the bottom part of box, embedded no more than 24 inches into the
ground with a lateral distance of 6 to 12 inches from the edge of curb, or 8 to 12 inches
from edge of pavement if there is no curb. For example, a single two-pound-per-foot U-
channel support would be acceptable under this structural limitation. Mailbox supports
shall not be set in concrete unless the support design has been shown to be safe by crash
tests.
B. Mailbox-to-post attachments shall prevent mailboxes from separating from their supports
under vehicle impacts.
Attachment 2, Page 28 of 47
Section I - DESIGN STANDARDS 5 - 16EDSP Adopted December 03, 2012January 21, 2020
C. Multiple mailbox installations shall meet the same criteria as single mailbox installations.
Multiple support installations shall have their supports separated a minimum distance of 4
feet above ground. This distance shall be 12 inches for a single support.
D. Neighborhood delivery and collection box units are owned by the U. S. Postal Service
and are a specialized type of multiple mailbox installation that shall be located outside the
clear zone.
See ODOT Standard Drawing RD 100 for Mailbox Installation drawings.
5.06.4 Roadside Traffic Barriers
See AASHTO, Roadside Design Guide for Roadside Traffic Barrier design requirements.
5.06.5 Signing
A. See City Standard Drawing 5-18 for sign installation details.
B. See the latest edition of the Manual on Uniform Traffic Control (MUTCD) and Oregon
Supplements to the MUTCD for specific signs.
C. Street name signs:
1. Street name signs shall be erected to identify street intersections in both urban and
rural areas. In residential districts at least one sign is required at each intersection. In
business districts or on major arteriales, street name signs shall be placed on diagonal
corners so that they will be on the near left-hand and far right-hand side of the
intersection for traffic on the major street.
2. The sign shall be white letters on a green background.
3. Street name signs shall be mounted a minimum of 9 feet above the pavement.
D. Signs shall be placed on street light poles when practicable.
5.07 MISCELLANEOUS
5.07.1 Turn Bay Lengths
The elements of a turn bay are comprised of four components which include:
d1 = distance traveled during the perception-reaction time
d2 = distance traveled while driver decelerates and maneuvers laterally
d3 = distance traveled during full deceleration and coming to a stop
d4 = storage length
The physical length of the turn bay excludes the distance traveled during perception-reaction
time.
It shall be designed so that a turning vehicle will develop a speed differential of
10 mph or less at the point it clears the through traffic.
Attachment 2, Page 29 of 47
Section I - DESIGN STANDARDS 5 - 17EDSP Adopted December 03, 2012January 21, 2020
The length of the bay shall allow the vehicle to come to a comfortable stop prior
to reaching the end of the expected queue in the turn bay.
The deceleration/maneuver distance (d2 +d3) is found in table 5-5.
The turn bay shall be longer than the queue in the adjacent through lane so that
entry is not blocked.
Limiting conditions may only be used if approved by the City Traffic Engineer.
TABLE 5-3: Upstream Functional Intersection Area, Excluding Storage, in Feet(1)
Desirable Conditions Limiting Conditions
Operating Speed
(mph)
Maneuver
Distance (2) (6)
(d2 +d3)
PIEV(3) Plus
Maneuver Dist.
(d1 + d2 +d3)
Maneuver
Distance (4) (6)
(d2 +d3)
PIEV(5) Plus
Maneuver Dist.
(d1 + d2 +d3)
20 70 130 70 100
25 110 185 105 140
30 160 250 145 190
35 215 320 190 240
40 275 395 245 305
45 345 475 300 365
50 425 570 365 440
55 510 670 435 515
60 605 780 510 600
65 710 900 590 685
70 820 1025 680 785
(1) Rounded to 5 feet
(2)10 mph speed differentials, 5.8 fps2 deceleration while moving from the through lane into the
turn lane; 6.8 fps2 average deceleration after completing lateral shift into the turn lane (3) 2.0 second perception-reaction time (4) 10 mph speed differential; 5.8 fps2 deceleration while moving from through lane into the turn
lane; 9.2 fps2 average deceleration after completing lateral shift into the turn lane.
(5) 1.0 second perception-reaction time (6) Assumes turning vehicle has “cleared the through lane” (a following through vehicle can pass
without physically encroaching on the adjacent through lane) when the turning vehicle has
moved laterally 10 ft. Also assumes a 12 ft. lateral movement will be completed in 3.0 seconds.
Source: Vergil G. Stover and Frank J. Koepke, Transportation and Land Development, Institute
of Transportation Engineers, Prentice-Hall, Inc., 1988, 2nd edition in preparation.
5.07.2 Sight Distance
The minimum sight distance available on a street shall be sufficiently long to enable a vehicle
traveling at or near the design speed to stop before reaching a stationary object in its path. Sight
distance at every point along the street shall be at least that required for a below-average operator
or vehicle to stop in this distance.
Attachment 2, Page 30 of 47
Section I - DESIGN STANDARDS 5 - 18EDSP Adopted December 03, 2012January 21, 2020
Table 5-4: Clear Distance to See Sign1 Speed Limit (MPH) Non-Critical Signs1 (FT.) Critical Signs2 (FT.)
30 150 250
40 200 350
50 250 450
60 300 600
1 Source: Vegetation Control for Safety, USDOT, FHWA 2 Critical signs are STOP, YIELD, DO NOT ENTER, ONE WAY, WRONG WAY, and
other regulatory signs or warning signs. Non-critical signs are destination guide signs, parking
regulations, or information signs.
Stopping sight distance shall be designed in accordance with the current standards specified in A
Policy on Geometric Design of Highways and Streets published by AASHTO.
At intersections, a vision clearance triangle shall be maintained. In addition to AASHTO sight
distance requirements, refer to SDC 4.2-130 for requirements.
5.07.3 Bus Turnout
A turnout is a specialized bus stop where passengers who board and de-board a bus can load in
an area that is separated from the traffic lanes. Turnouts are appropriate in certain conditions. A
properly marked turnout also serves as a reminder of the availability of transit service.
It is important that turnouts be properly designed with sufficient length to allow for easy and safe
flow by the bus in and out of traffic. If there is a high traffic volume on the street, efficient bus
operation may require that the timing of nearby traffic signals be designed to ensure that there
will be sufficient gaps in the traffic to allow the bus to pull back into the traffic flow.
Safety and traffic flow are important considerations in deciding whether to install a turnout.
Turnouts may be helpful on streets that function with higher speeds (over 35 miles per hour)
because there is less risk of a rear-end collision while the bus is stopped to board or deboard
passengers. A bus stopped at a turn out, will also not impede traffic flow, which could be a
significant advantage for traffic operation on the street, particularly if the stop time is long due to
high passenger activity or boardings by people who use wheelchairs and other mobility devices.
Installing turnouts on streets that function with speeds of 35 mile per hour or less shall be
approached with caution. If there is high volume traffic (exceeding 600 vehicles per hour) for all
or part of the day, with few gaps in traffic flow, it may take an extended amount of time for the
bus to safely enter the travel lane after a stop, resulting in longer travel time for transit riders and
higher operational costs. This could be mitigated by the use of traffic control signals, or queue
jumpers at a nearby intersection.
Bus turnouts shall be designed as specified in the current standards in “A Policy on Geometric
Design of Highways and Streets”, “Guide for Design of High-Occupancy Vehicle and Public
Transportation Facilities”, and “Guidelines for the Location and Design of Bus Stops” published
by AASHTO. The following standards are from “A Policy on Geometric Design of Highways
and Streets”.
Attachment 2, Page 31 of 47
Section I - DESIGN STANDARDS 5 - 19EDSP Adopted December 03, 2012January 21, 2020
The interference between buses and other traffic can be considerably reduced by providing
turnouts on arterials. The bus turnout shall include a deceleration lane or taper, a standing space
long enough to accommodate the maximum number of vehicles expected to occupy the space at
one time, and a merging lane to reenter the travel way.
The deceleration lane shall be tapered at an angle flat enough to encourage the bus operator to
pull completely clear of the through lane before stopping. A taper of 8:1, longitudinal to
transverse is a desirable minimum.
The boarding area shall provide 50 feet of length for a standard bus and 60 feet of length for an
articulated bus. When two or more buses that use the stop at the same time use the equation;
[50’+65’(x-1)], x = number of buses. The width shall be at least 10 feet, preferably 12 feet. The
merging or reentry taper shall not be sharper than 8:1.
5.07.4 Bus Stop Locations
A. A transit or bus stop is a designated place along a transit route where a public transit
vehicle stops to allow passengers to board and deboard. General decisions about where
to locate a stop are based on the following criteria:
1. Distance between Stops: The standard distance between bus stops on a standard local
route is 750-1300 feet. Bus stops shall be installed when service is needed in each
direction at the same intersection where practicable. Lane Transit District (LTD) can
operate service most effectively by balancing customer convenience and accessibility
to the service with the need to retain operational speed and efficiency.
2. Safety for Passengers: Stops are placed in areas where passengers can have a safe
and direct access to sidewalks, walkways, and waiting areas. Stops shall be placed so
that there is adequate sight distance between bus operators and waiting customers. A
safe environment shall also be provided for all necessary operational movements. It is
important for passengers with disabilities, or other needs, especially those who use
wheelchairs, mobility devices or have children in strollers to have an accessible route
to and from the bus door.
3. Convenient Access: In order for public transit to be effective, passengers must be
able to access service that is close to major passenger destinations. It should also be
easy for passengers to transfer from one bus to another, either at the same bus stop or
to one on a nearby cross street.
4. Operational Characteristics: A properly developed bus stop allows for safe
movement by the bus into and out of the traffic flow with a minimal um of delay. If
the stop is on a heavily used transit corridor, there may be a need to accommodate
two or possibly more buses using the stop at the same time. Turnouts may be
desirable in some cases.
B. The actual position of a bus stop from a street intersection can depend on transit
operations, safety, bus riders’ needs, traffic flow, parking, physical roadside constraints
(trees, poles, driveways, etc.) and property concerns. There are three basic types of bus
stop locations along a street: far-side, near-side, and mid-block bus stops.
Attachment 2, Page 32 of 47
Section I - DESIGN STANDARDS 5 - 20EDSP Adopted December 03, 2012January 21, 2020
Far-Side Bus Stop: A bus stop that is located immediately following an intersection and
is recommended for use when:
1. Traffic in the direction the bus is traveling is heavier approaching the intersection
than leaving the intersection.
2. There is a high demand for right turns in the direction the bus is traveling.
3. The crossing street is a one-way street where traffic flows from left to right.
4. A preferred bus stop length is 90 feet measured from the crosswalk to the bus stop
sign.
Near-Side Bus Stop: A bus stop that is located immediately before an intersection and is
recommended for use when:
1. Traffic in the direction the bus is traveling is heavier leaving the intersection than
approaching the intersection.
2. The cross street is one-way where traffic flows from the right to left.
3. The location is one that offers a clear advantage for transit riders by providing
improved access to a major destination or to other intersecting bus routes.
4. The preferred length is 90 feet measured from the crosswalk to the bus stop sign.
Mid-Block Bus Stop: A bus stop that is generally located 100 feet or more before or
beyond an intersection and is recommended for use when:
1. Traffic or physical street characteristics prevent siting a stop close to an intersection.
2. The distance between intersections will far exceed the standard for bus stop spacing.
3. The bus stop serves large businesses, housing developments or other significant trip
generators. Generally, activity is limited to the bus stop side of the street. If there is
a mid-block crosswalk, the stop shall be placed on the far side of the crosswalk so
motorists and pedestrians can have clear sight lines.
4. The preferred length is 100 feet measured from the crosswalk to the bus stop sign.
C. Even if a chosen bus stop location fits a recommended description for one of the types
than others, both LTD and Springfield need to consider the advantages and disadvantages
in their location decision. Common advantages and disadvantages of each type are listed
below.
Attachment 2, Page 33 of 47
Section I - DESIGN STANDARDS 5 - 21EDSP Adopted December 03, 2012January 21, 2020
Table 5-5: Bus Stop Locations
Near-Side
Advantages Disadvantages
Minimizes interferences when traffic is heavy
on the far side of the intersection.
Conflicts with right turning vehicles are
increased.
Passengers access buses closest to crosswalk. Stopped buses may obscure curbside traffic
control devices and crossing pedestrians.
Intersection available to assist in pulling away
from curb.
Sight distance is obscured for crossing
vehicles stopped to the right of the bus.
No double stopping. The through lane may be blocked during
peak periods by queuing buses.
Buses can serve passengers while stopped at a
red light.
Increases sight distance problems for
crossing pedestrians.
Gives bus operator the opportunity to look for
oncoming traffic including other buses with
potential passengers
Far-Side
Advantages Disadvantages
Minimizes conflicts between right turning
vehicles and buses.
Intersections may be blocked during peak
periods by queuing buses.
Provides additional right turn capacity by
making curb lane available for traffic.
Sight distance may be obscured for crossing
vehicles.
Minimizes sight distance problems on
approaches to intersection.
Increases sight distance problems for crossing
pedestrians.
Encourages pedestrians to cross behind the
bus.
Stopping far side after stopping for a red light
interferes with bus operations and all traffic in
general.
Requires shorter deceleration distances for
buses.
May increase number of rear-end accidents
since drivers do not expect buses to stop again
after stopping at a red light.
Gaps in traffic flow are created for buses re-
entering the flow of traffic at signalized
intersections.
Mid-Block
Advantages Disadvantages
Minimizes sight distance problems for
vehicles and pedestrians.
Requires additional distance for no-parking
restrictions.
Passenger waiting areas experience less
pedestrian congestion.
Encourages patrons to cross street at midblock
(jaywalking).
Increases walking distance for patrons crossing
at intersections.
D. Operating convenient, safe, and efficient transit service means that there shall be
sufficient service and sufficient amounts of curb space for bus stops. Aligning a bus
Attachment 2, Page 34 of 47
Section I - DESIGN STANDARDS 5 - 22EDSP Adopted December 03, 2012January 21, 2020
parallel to a curb or street edge is important for boarding and deboarding riders,
especially those who use wheelchairs, mobility devices such as walkers, child strollers or
carts. Bus stop location and design must comply with the PROWAG standards.
E. If a stop is located at a mid-block location on a collector or arterial street, a pedestrian
actuated control device and street lighting may be required to be installed at the discretion
of the City Traffic Engineer.
5.07.5 Bus Stop and Shelter Layout
Bus stop sign poles shall be located a minimum of 1 foot 6 inches, with 2 feet preferred, from the
curb face to assure both visibility and clearance from passing vehicles.
Passenger shelters are generally placed in bus stop locations where there are 30 or more
boardings per day.
5.08 RESERVED
5.08 PARKING LOT DESIGN
Parking lot design shall comply with the latest edition of the Institute of Transportation
Engineers (ITE) Transportation and Land Development reference book and applicable Sections
of the SDC.
5.09 ON STREET PARKING
On street parking shall be designed to aid in the safe and efficient mobility of pedestrians,
bicyclists, and vehicles. When designing on street parking, please refer to the AASHTO ‘A
Policy On Geometric Design of Highways and Streets’, ITE guidance, the Springfield
Downtown Parking Study, the Institute of Traffic Engineers design guidance, the Springfield
Development Code, and any relevant refinement plans.
When parking is only allowed on one side of the street, parking shall be located on the side of the
street that has pedestrian amenities.
New or altered on-street parking must comply with the PROWAG standards.
Attachment 2, Page 35 of 47
Section I – DESIGN STANDARDS 6 - 1 EDSP Adopted December 03,
2012January 21, 2020
LANDSCAPE VEGETATION
6.00 DESIGN STANDARDS
6.01 PURPOSE
The purpose of creating design standards for landscaping is to be consistent with the adopted
Springfield Development Code (SDC), the Springfield Standard Construction Specifications,
other Chapters of this Manual, and to provide standards for existing vegetation requirements.
This Chapter will aid the development community when they are required to provide, enhance or
preserve vegetation and/or street trees. This Chapter provides standards that will ensure that City
streets, urban waterways, stormwater quality facilities and natural resource areas are planted with
healthy, vigorous trees, shrubs, grasses, and other vegetation chosen for aesthetics, appropriate
conditions and locations, ability to filter and capture pollutants, suitability and other desired
characteristics. A well-designed landscape layout will promote a quality image of Springfield,
appreciate the value of neighborhoods, and enhance the removal of environmental pollutants.
Additionally, these standards have the objective to:
Maximize efficient use of Springfield’s natural riparian areas, natural resource areas, and
wetlands;
Promote the protection of Springfield’s overall water quality and facilitate implementation
of further water quality improvements;
Be designed in a manner and use materials that allow efficient and economical future
maintenance;
Be designed using methods and materials to insure a minimum practical design life;
Be designed based on land use, local climate, and local habitat diversity; and
Provide clear vegetation and tree standards for sections of the SDC pertaining to the
Willamette Greenway Overly District (3.3-300) and the Glenwood Riverfront Plan District
(3.4-800).
6.02 GENERAL DESIGN CONSIDERATIONS
When considering a landscape design, existing vegetation, desirable tree and vegetation species,
locations, planting procedures, and plant establishment shall be taken into account. Vegetation
type and species will be selected for appropriate locations suitable to vision clearance and
overhead obstructions. Species with roots that will not cause damage to utilities, curbs, sidewalks
streets or other infrastructure must be selected. Species selected for stormwater quality facilities
must be suitable to the facility and remove target pollutants. The goal is to have appropriate
vegetation growing after a 2-year period that will not be a nuisance or interfere with city
infrastructure, neighboring utilities or existing native vegetation.
A. Street Trees:
Design plans for projects requiring street trees shall show the street tree locations in a
shaded format on the street lighting plan to ensure street tree locations do not conflict with
street lights. Trees shall be at least 20 feet from decorative post top mounted streetlights,
and 30 feet from cobra head streetlights. All locations will need to take into consideration
Attachment 2, Page 36 of 47
Section I – DESIGN STANDARDS 6 - 2 EDSP Adopted December 03,
2012January 21, 2020
the presence of overhead power when choosing street trees.
Street trees shall not be planted in planter strips less than 4 feet wide. If the planter strip is
less than 4 feet, tree placement shall be on the property side of the sidewalk.
Tree wells set in concrete or sidewalk areas shall be a minimum of 4 foot x 4 foot.
Street trees shall be planted at 30 foot intervals except where the planting interferes with
traffic vision, street lighting, traffic signage, or public utilities, or as approved by the Street
Supervisor, City Operations Division. When planting large canopy trees, tree spacing
may be modified if approved by the City. See Appendix 6A – Approved Street Tree List
for the approved street tree species.
A Tree Felling Permit shall be applied for and obtained before removing more than five
trees of five-inch diameter breast height (DBH) on private property. City of Springfield
Development and Public Works Department staff is available to evaluate trees located on
private property.
Stormwater facilities located in the public street rights-of-way are not required to use
evergreen trees to meet landscaping requirements.
B. Median and Planter Strips:
Landscape vegetationGround cover in median and planter strips includes shrubs, grasses,
ground cover vegetation, perennials, annuals and/or flowers, and non-vegetative
permeable ground cover such as bark, mulch, and landscaping rocks planted in rights-of-
way. This does not include vegetation selected for stormwater quality facilities as
described below. The abutting property owners are responsible to maintain vegetation in
planter strips.
Vegetation selected for medians and planter strips in rights-of-way must be selected and
located so that it does not impede vision of drivers, bicyclists or pedestrians at any vision
triangle as listed in Springfield Development Code Section 4.2-130 - Vision Clearance.
Vegetation species in vision triangles is limited to species that at maturity will not be taller
than 2.5 feet above the top of curb. The City Traffic Engineer has the discretion to require
an elongated vision triangle based on traffic speed, road curvatures or extenuating
circumstances that warrant an elongated vision triangle. Vegetation shall not be planted
in medians less than 4 feet wide.
Vegetation in areas outside vision clearance areas will be limited to mature height of 4 feet
unless the vegetation species has been selected for screening purposes that must be
approved by the City Operations Division.
Vegetation species will be selected and located so that plants at maturity shall not extend
past the back of curb and into the street. Species shall be selected appropriate to the
Willamette Valley. Species native to the Willamette Valley are encouraged. If irrigation
is not used, the species selection must be drought tolerant.
Landscaping projects over 2,000 square feet require a landscape plan and must include
elements that ensure landscape plant survival, species, location and plant material density.
Projects greater than 2,000 square feet require not less than three species, unless turf
Attachment 2, Page 37 of 47
Section I – DESIGN STANDARDS 6 - 3 EDSP Adopted December 03,
2012January 21, 2020
grasses are used. Species with thorns, spikes, or barbs are not desired and must have prior
approval by the City Operations Division Street Supervisor. Plants listed by the Oregon
Department of Agriculture as noxious (either A or B lists) or plants listed as invasive are
prohibited.
Potted or container trees and/or shrubs located in rights-of-way are the responsibility of
adjacent property owners and must be documented by agreement between the owner and
the City. Location and species are to be approved in advance by the City.
C. Stormwater Management Facilities:
All vegetated stormwater management facilities will require a landscape plan. The design
must include elements that ensure landscape plant survival and overall stormwater facility
functional success. Construction specifications and/or drawings need to include the
following elements:
1. An irrigation system for the plant establishment period and permanent long-term use as
needed based upon the selected vegetation. Note: public stormwater management
facilities shall be designed so permanent long-term irrigation systems are not needed.
2. A Landscape Plan showing the location of landscape elements, including size and
species of all proposed plantings, and existing plants and trees to be preserved.
3. A stormwater management matrix listing the facility square footage and the required
numbers of plants required per plant type (Evergreen or Deciduous Trees, Large
Shrubs/ Small Trees, etc.). Quantities shall be rounded up to the next whole number.
4. A stormwater management plant list/table, including scientific name, size at time of
planting, quantity, type of container, evergreen or deciduous, appropriate planting
season, proper location within facility where plants should be placed and other
information in accordance with Section 2.9, Facility Selection and Design, in Chapter 2
of the Eugene Stormwater Management Manual, and landscape industry standards.
See Appendix 6B – Approved Vegetation List for approved plant species by facility
type.
5. Topsoil stockpile location(s), including the source of topsoil, if imported. Include an
erosion protection plan and best management measures (BMPs) for Erosion Prevention
and Sediment Control per the City’s Land and Drainage Alteration Program (LDAP).
Vegetation is a key element in the pollution reduction performance for many stormwater
management facilities. The practices described in this Manual are based on experience
and/or landscape industry standards for design and construction, and are required to be
covered by a 2-year warranty period.
At the end of the first year and again at the end of the 2-year warranty period, all plants that
do not survive must be replaced. Establishment procedures, such as control of invasive
weeds, animal and vandal damage, mulching, re-staking, watering, and mesh or tube
protection replacement, shall be implemented to the extent needed to ensure plant survival.
Vegetation management after the warranty period is the responsibility of the property
Attachment 2, Page 38 of 47
Section I – DESIGN STANDARDS 6 - 4 EDSP Adopted December 03,
2012January 21, 2020
owner, Home Owners Association (HOA) or as specified in an Operations and
Maintenance Agreement required in Chapter 3. Vegetation shall not become overgrown
and shall be managed to include controlling noxious or invasive vegetation.
Designers may elect to use an Alternative Re-vegetation approach, which allows smaller
materials to be planted in larger quantities. If this approach is chosen, the following
practices shall apply:
1. A 5-year warranty period from the time of plant installation shall be provided.
2. Plants must be installed during the dormant season, typically defined as December
through March.
3. A survival rate of 75 % (no replacements) must be achieved for all bare root plants
measured in the third and fifth year after installation. If the survival rate falls below
this threshold, a number of additional plants sufficient to meet the 75% survival rate
must be installed. The number of additional plants required will be based on the
mortality rate of the initial planting.
4. Density and size of plantings shall be in accordance with Section 2.9, Facility Selection
and Design, in Chapter 2 of the Eugene Stormwater Management Manual.
5. Bare root seedlings must be dormant in order to harvest from farm sites for planting.
6. All plants must be native from local seed and/or stock sources and found on the
Approved Vegetation List, Appendix 6B. A minimum of four different species of
trees and shrubs must be used. At least half of the trees must be evergreen. Ground
covers must be native grasses and wildflowers from local seed and/or stock sources.
7. During the period between harvest and installation, the plants must be kept in a
temperature controlled facility. Temperature must be kept between 33 and 36 degrees
Fahrenheit, and plant roots must be kept moist at all times. Plants must be planted
within 24 hours of removal from the temperature-controlled facility.
Stormwater facilities located in the public street right-of-way are not required to use
evergreen trees to meet landscaping requirements. Also, all planting in the rights-of way
and adjacent to rights-of-way shall use appropriate plantings that do not interfere with
vision and sight clearances and will not become a nuisance growing out over the public
sidewalks.
In some cases, other landscaping that is required by the Springfield Development Code
may be counted toward meeting the facility-specific landscape requirements for
stormwater management, if the plantings are located within the facility area. Similarly, in
some cases, plantings that meet the schedules in this section (Stormwater Quality
Facilities) may also meet other Springfield Development Code landscape requirements.
Selected plant material must be appropriate for soil, hydrologic, and other facility and site
conditions. Each of the vegetated stormwater facilities may have individual planting
Attachment 2, Page 39 of 47
Section I – DESIGN STANDARDS 6 - 5 EDSP Adopted December 03,
2012January 21, 2020
requirements. The list of recommended and approved plants is provided in Appendix 6B
–Approved Vegetation List. Designers may select plant species not on the list, provided
the species is appropriate for this climate, meets the size criteria, and has received approval
by the City. The appropriate sizing criteria for the plant materials listed in the individual
facility landscaping requirements are described as:
1. Large Grass-like Plant: A large grass-like plant shall reach a minimum height of at
least one foot at maturity and shall be grass-like in form.
2. Shrub (Shrub vs. Large Shrub): Shrubs are multi-stemmed woody plants. For the
purposes of implementing this Manual, the term "shrub" refers to shrub species having
a documented mature height of 12 feet and under. "Large shrub" refers to shrub
species having a documented mature height greater than 12 feet.
3. Trees (Large vs. Small): For the purposes of implementing this Manual, the term
"small trees" refers to tree species having a documented mature height of 20 feet and
under. "Large trees" refer to tree species having a documented mature height greater
than 20 feet.
The planting design should minimize the need for mowing, pruning, and irrigation.
Stormwater quality facilities will be designed so that the use of fertilizers, pesticides, or
soil amendments on a long-term basis is not needed. Some facility agreements may
restrict the use of fertilizers and pesticides. Additionally, some facilities may be located
in drinking water wellhead protection areas where additional restrictions may apply. The
City may approve the limited use of fertilizers and/or pesticides based on the facility
location and site conditions.
Grass or wildflower seed shall be applied at the rates specified by the suppliers. If plant
establishment cannot be achieved with seeding prior to the completion of the project, the
developer or owner shall at a minimum protect the facility against erosion by installing
erosion blankets before water is allowed to enter the facility.
D. Riparian Areas Along Rivers – Willamette Greenway and Local Water Quality Limited
Waterways (WQLW):
The City’s objectives for protecting riparian areas along rivers include preserving natural
scenic, historic and recreational qualities of lands; protection from flooding and erosion;
and preservation of native plant species and wildlife. The Willamette and McKenzie
Rivers are both designated Water Quality Limited Waterways by the State and the City.
Additionally, both Rivers have wetland areas along their banks. See Section(s) 4.3-115,
4.3-117, and 3.3-300 and 3.4-800 of the Springfield Development Code for Water Quality
Protection, Willamette Greenway Overlay District and Natural Resource Protection Areas
for additional regulations for work along riverbanks and riparian areas. Willamette
Greenway vegetation standards will apply along the McKenzie River in regards to
enhancement, bank or vegetation work.
Design plans shall include elements that ensure landscape plant survival. Construction
specifications and/or drawings need to include the following elements:
Attachment 2, Page 40 of 47
Section I – DESIGN STANDARDS 6 - 6 EDSP Adopted December 03,
2012January 21, 2020
1. An irrigation system for the establishment period.
2. A Landscape Plan showing the location of landscape elements, including size and
species of all proposed plantings, and existing plants and trees to be preserved.
Species selection shall be appropriate and native to the Willamette Valley and the
surrounding native vegetation.
3. A matrix listing the square footage and the numbers of plants required per plant type
(Evergreen or Deciduous Trees, Large Shrubs/ Small Trees, etc.). Quantities shall be
rounded up to the next whole number. Density and size shall be in accordance with
Section 2.9, Facility Selection and Design – Constructed Treatment Wetland, in
Chapter 2, of the Eugene Stormwater Management Manual.
4. A plant list/table, including scientific name, size at time of planting, quantity, type of
container, evergreen or deciduous, appropriate planting season, proper location within
facility where plants should be placed and other information.
5. Topsoil stockpile location(s), including the source of topsoil, if imported. Include an
erosion protection plan and best management measures (BMPs) for Erosion Prevention
and Sediment Control per the City’s Land Drainage and Alteration Program (LDAP).
Vegetation survival and area stabilization are required to be covered by a 2-year warranty
period. At the end of the first year and again at the end of the 2-year warranty period, all
plants that do not survive must be replaced. Establishment procedures, such as control of
invasive weeds, animal and vandal damage, mulching, re-staking, watering, and mesh or
tube protection replacement, shall be implemented to the extent needed to ensure plant
survival. Vegetation management after the warranty period is the responsibility of the
property owner or as specified in an Operations and Maintenance Agreement required in
Chapter 3.
Selected plant material must be appropriate for soil, hydrologic, and site conditions. The
appropriate sizing criteria for the plant materials listed in landscaping requirements are
described as:
1. Large Grass-like Plant: A large grass-like plant shall reach a minimum height of at
least one foot at maturity and shall be grass-like in form.
2. Shrub (Shrub vs. Large Shrub): Shrubs are multi-stemmed woody plants. For the
purposes of implementing this Manual, the term "shrub" refers to shrub species having
a documented mature height of 12 feet and under. "Large shrub" refers to shrub
species having a documented mature height greater than 12 feet.
3. Trees (Large vs. Small): For the purposes of implementing this Manual, the term
"small trees" refers to tree species having a documented mature height of 20 feet and
under. "Large trees" refer to tree species having a documented mature height greater
than 20 feet.
Attachment 2, Page 41 of 47
Section I – DESIGN STANDARDS 6 - 7 EDSP Adopted December 03,
2012January 21, 2020
The planting design should minimize the need for mowing and pruning. Areas should be
designed so that the use of herbicides, fertilizers, pesticides, or soil amendments on a
long-term basis is not needed. Some sites may be located in drinking water wellhead
protection areas where additional restrictions may apply. The City may approve the
limited use of fertilizers and/or pesticides based on the location and site conditions.
Grass or wildflower seed shall be applied at the rates specified by the suppliers. If plant
establishment cannot be achieved with seeding prior to the completion of the project, the
contractor shall at a minimum protect the facility against erosion by installing erosion
blankets before the start of the wet weather season.
E. Natural Resource Areas and Local Wetlands:
Enhancement, vegetation and vegetation maintenance in resource areas shall be in
accordance with Springfield Development Code Section 4.3-117 Natural Resource
Protection Areas. Additionally, design plans and vegetation standards shall be in
accordance with Section D above.
Density and size shall be in accordance with Section 2.9, Facility Selection and Design –
Constructed Treatment Wetland, in Chapter 2, of the Eugene Stormwater Management
Manual.
F. Riparian Areas along Urban Waterways:
Major waterways through urban areas are part of the City’s stormwater conveyance
system. Most of these urban waterways were either streams or irrigation channels at one
time. Urban waterways move, slow and treat stormwater before infiltration or discharge
to the rivers.
Some of Springfield’s urban waterways are Natural Resource Areas and/or Water Quality
Limited Waterways, and in these cases, Section(s) D and E above shall apply.
Additionally, most major stormwater conveyance systems are in City ownership or in
public rights-of-way. This section applies to systems located on privately owned land.
Since stormwater conveyance systems move water throughout the City and eventually
discharge into the surrounding rivers, it is important that vegetation that is planted along
these systems do not produce invasive seed that will be transported downstream. Plants
listed by the Oregon Department of Agriculture as noxious (either A or B lists) or plants
listed as invasive are prohibited.
Vegetation planting standards shall be consistent with Section D above. Density and size
shall be in accordance with Section 2.9, Facility Selection and Design – Constructed
Treatment Wetland, of the Eugene Stormwater Management Manual.
6.02.1 Existing Trees and Native Vegetation
A. Trees:
Existing trees that meet standard requirements shall be evaluated for health and retention to
meet Springfield Development Code standards. Where practicable, the City desires to
retain trees that are healthy, free of disease, and of a suitable species. The trees retained
should be an asset to the neighborhood before and after street construction. If the trees are
Attachment 2, Page 42 of 47
Section I – DESIGN STANDARDS 6 - 8 EDSP Adopted December 03,
2012January 21, 2020
in sound condition and Best Management Practices (BMP’s) are employed in the field to
minimize the stress of construction, the trees can be saved. Trees without adequate
protection will become a liability and will die after a few years. BMP’s to save existing
trees must include, but not be limited to, the following methods:
1. During initial planning phases of street design, determine which trees should be saved.
If 2/3 of the root system can be protected from construction, the tree shall be considered
for saving.
2. Surround the trees with a fence along the drip line (edge of the tree canopy). As a
minimum effort, this area shall be considered off limits to all construction activity.
3. Apply a four-inch thick layer of chips or mulch around the tree roots to prevent
compaction of the soil where construction machinery would cross the roots.
4. Prune all roots encountered during construction using sharp tools.
5. Trim low tree branches to prevent breakage.
6. Design sidewalks of variable width, elevation, and direction to help save an existing
tree.
7. Tunnel or bore for utility installations rather than trenching around the trees.
B. Vegetation:
Existing native vegetation desired to be retained shall be free of disease, healthy and of a
suitable species and meet Springfield Development Code. If vegetation is in sound
condition and Best Management Practices (BMP’s) are employed in the field to minimize
the stress of construction, the vegetation can be saved. Vegetation without adequate
protection will die after a few months. BMP’s to save existing vegetation must include,
but not be limited to, the following methods:
1. During initial planning phases determine what vegetation should be saved. If 2/3 of
the root system can be protected from construction, the vegetation shall be considered
for saving.
2. Surround the area or vegetation with a fence. As a minimum effort, this area shall be
considered off limits to all construction activity.
3. Prune all roots encountered during construction using sharp tools.
6.02.2 New Street Trees and Right-of-Way Vegetation
A. Street Trees:
New street trees shall be selected from the approved species list or as approved by the
Public Works Operations Division Street Supervisor. Select healthy trees that are free of
disease and have good form with a dominant central leader. Look for large root balls free
of girding roots. Avoid trees with cankers, scars, and dead or broken branches.
Acceptable trees for planter strips of varying widths are located in Appendix 6A -
Attachment 2, Page 43 of 47
Section I – DESIGN STANDARDS 6 - 9 EDSP Adopted December 03,
2012January 21, 2020
Approved Street Tree List. Street trees are not recommended in planter strips less than 4
feet wide as significant sidewalk damage generally occurs. When planter strips are less
than 4 feet wide, trees shall be planted behind the sidewalks in adjacent yards. Where
curbside sidewalks exist or are proposed, street trees can be selected from any approved
category and shall be planted at least five feet back of sidewalk but not more than ten feet.
In larger planting strips, plant the trees in the back half of the planter strip closest to the
sidewalk. When selecting and planting trees in a Green Street project see Appendix 6A –
Approved Street Tree List for acceptable Green Street tree species or Appendix 6B -
Approved Vegetation List.
B. Right-of-Way Vegetation:
The Development and Public Works Operations Division Street Supervisor shall approve
new vegetation in public rights-of-way. Select healthy stock free of disease and that have
good form. Avoid vegetation with cankers, scars, and dead or broken branches. Plant
species native to the Willamette Valley are encouraged.
6.02.3 Acceptable Street Trees and Vegetation Lists
See Appendix 6A - Approved Street Tree List for the appropriate and approved street tree species,
suggested spacing and planting location.
See Appendix 6B - Approved Vegetation List for the appropriate and approved species, suggested
spacing and planting location.
The Development and Public Works Operations Division Street Supervisor shall approve median
and right-of-way vegetation. Select healthy stock free of disease and that have good form.
Avoid vegetation with cankers, scars, and dead or broken branches. Plant species native to the
Willamette Valley are encouraged.
In hillside developments with curbside sidewalks, use of native trees as street trees is encouraged.
Note that native trees shall not be planted in the City right-of-way and shall be planted in adjacent
yards. Trees shall be planted from five to ten feet back of the sidewalk, and root retainers shall be
used.
Refer to Chapter 7.00 HILLSIDE DEVELOPMENT; and Section 7.07 COMPLIANCE WITH
GOVERNMENT AGENCIES, and related sub-sections of this Manual, for guidelines to native
trees.
Native Trees in Hillside Development
Scientific Name Common Name(s) Scientific Name Common Name(s)
Abies amabilis Pacific Silver Fir Pinus attenuata Knobcone Pine
Abies concolor White Fir Pinus contorta”contorta” Shore Pine
Abies grandis Grand Fir Pinus contorta Lodgepole Pine
Abies lasiocarpa Alpine Fir Pinus monticola Western White Pine
Abies magnifica Red Fir Pinus ponderosa Ponderosa Pine
Abies nobilis Noble Fir Pinus lambertiana Sugar Pine
Acer glabrum Rocky Mt. Maple Pseudotsuga menziesii Douglas Fir
Acer macrophyllum Bigleaf Maple Populus tremuloides Quaking Aspen
Attachment 2, Page 44 of 47
Section I – DESIGN STANDARDS 6 - 10 EDSP Adopted December 03,
2012January 21, 2020
Alnus rhombifolia
Alnus rubra
Arbutus menzieii
Calocedrus decurrens
Chamaecyparis
Nootkatensis
Castanopsis chrysopylla
Cornus nuttallii
Fraxinus latifolia
Lithocarpus densiflora
Picea breweriana
Picea engelmannii
Picea sitchensis
White Alder
Red Alder
Madrone
Incense Cedar
Nootka Cypress
Chinquapin
Pacific Dogwood, Western
Flowering Dogwood
Oregon Ash
Tanbark Oak
Brewer's Weeping Spruce
Engelmann Spruce
Sitka Spruce
Quercus garryana
Quercus kelloggii
Rhamnus purshiana
Sequoia sempervirens
Taxus brevifolia
Thuja plicata
Tsuga hetrophylla
Tsuga mertensiana
Umbellularia californica
Oregon White Oak
California Black Oak
Cascara
Coast Redwood
Western Yew
Western Red Cedar
Western Hemlock
Mountain Hemlock
Oregon Myrtle
6.02.4 Street Tree Size
Street trees shall be two-inch minimum caliper. Caliper is the stem diameter of the tree measured
six inches above the root collar, which is the flare of tree bark at the base of the tree where the tree
meets the dirt.
6.02.5 Street Tree Location
Street trees shall be planted at 30 foot intervals except where the planting interferes with traffic
vision, street lighting, traffic signage, public utilities, or as approved by the City Development and
Public Works Operations Division Street Supervisor. When planting large canopy trees, tree
spacing may be modified if approved by City.
Trees locations shall be:
A. 35 feet from the perpendicular curb line of street intersections or 25 feet from the inside
intersection of the sidewalks.
B. 5 feet from water meters or other utility fixtures, 10 feet from any utility pole.
C. 15 feet from alley intersections, 10 feet from driveway intersections.
D 20 feet from a decorative post top mounted streetlight, 30 feet from cobra head streetlights.
6.02.6 Tree Planting Procedures and Establishment
Street trees shall be properly planted and watered to establish healthy trees. (See standard
planting specification, Standard Drawing 2-2).
The following methods shall apply:
A. A planting pit shall be excavated large enough to accommodate the tree root retainers that
shall be used whenever the tree(s) are planted within eight feet of a concrete surface. The
retainer shall be placed against the concrete to prevent root evasion. Typically, a retainer
is placed on two sides of the tree. One retainer shall be set against the curb, the other
against the sidewalk. The root retainer shall typically be 12 to 18 inches deep and two to
four feet in length along the concrete structure. The root barriers shall be of a design
Attachment 2, Page 45 of 47
Section I – DESIGN STANDARDS 6 - 11 EDSP Adopted December 03,
2012January 21, 2020
similar to Tree Root Barriers by Deep Root or equivalent. Never encircle the root ball
with a root barrier.
B. Remove tree from burlap or container and place on solidly packed soil so that the root
collar is slightly above the surrounding or anticipated grade.
C. Insert aeration tubes on two sides of the tree. The tubes shall extend from the ground
surface to the base of the root ball. This will allow evaporation of excess moisture and
provide for efficient summer watering. The tube shall be filled with pea gravel. The
minimum aeration tube specification is a three-inch perforated ADS drainpipe or
equivalent.
D. The tree shall be supported with two stakes on either side of the tree and tree ties. Stakes
shall be an adequate size to support the tree.
E. On a typical four-foot planter strip, plant trees at least 1½ feet from the sidewalk and 2½
feet from the curb. On larger planter strips, locate the trees in the back half of the planter
strip closest the sidewalk.
F. Place loose friable native backfill around the tree. If the excavation material is heavy
clay, planter mix shall be used as backfill.
G. Spread a two- to three-inch layer of mulch around the tree but keep mulch six inches from
the trunk.
H. Black plastic shall not be used as a weed barrier around trees as it promotes surface roots.
I. Water the trees with 10 to 20 gallons per week during the summer months of the first and
second years. Use a hose at low trickle for several hours to provide deep root watering.
This will encourage roots to grow deep rather than on the surface. Home irrigation
systems are designed to water turf and shrubs, but not tree roots. Trees should be
augmented with additional watering as needed throughout the growing season.
J. Fertilizers shall not be used the first year of planting. A B1 vitamin shall be used to
promote root growth.
K. Street trees planted in the right-of-way shall be subject to a two-year warranty period.
Trees shall be alive and in vigorous growing condition after two growing seasons. See
City of Springfield Standard Construction Specifications for further information.
6.02.7 Noxious Vegetation and Maintaining the Use
Plants listed by the Oregon Department of Agriculture as noxious (either A or B lists) or plants
listed as invasive will not be acceptable as plantings and must be managed.
It shall be the continuing obligation of the property owner to maintain the plantings required by
this Chapter, in an attractive manner free of weeds and invading vegetation after the warranty
period. In some cases, Operation and Maintenance Agreements may be in place that specify
additional and/or specific management practices.
Attachment 2, Page 46 of 47
Section I – DESIGN STANDARDS 6 - 12 EDSP Adopted December 03,
2012January 21, 2020
Vegetation management and maintaining the use shall be in accordance with Section 4.2-100 –
Infrastructure Standards – Transportation, Section 4.4-105 – Landscaping Standards, and Section
5.17-155 – Maintaining the Use, of the Springfield Development Code.
Attachment 2, Page 47 of 47