(A)
General Provisions.
(1)
All public streets and alleys must be improved as specified in this
code and must be dedicated through the approval of a subdivision plat
or by acceptance of a deed approved by the City.
(2)
Functional Classification of Streets. The City’s street system
consists of streets that are classified as major and minor arterial
streets, major and minor collector streets, local streets and alleys,
consistent with the Springfield Transportation System Plan (Figure
2) and the Federally Designated Roadway Functional Classification map, contained in the Regional Transportation Plan. Local streets
include all streets not classified as arterial or collector streets.
(3)
New connections to arterials and State highways must be consistent
with any designated access management category.
(B)
An applicant may be required to prepare a Traffic Impact Study (TIS)
to identify potential traffic impacts from proposed development and
needed mitigation measures. A TIS is required if any of the following
criteria are met:
(1)
Peak Hour Threshold. If a change in land use or intensification of
an existing use generates 100 or more trips during any peak hour as
determined by procedures contained in the most recent edition of the
Institute of Transportation Engineers Trip Generation Manual, a TIS must be performed by a registered professional engineer.
(2)
Average Daily Traffic Threshold. If a change in land use or intensification
of an existing use generates 1,000 or more trips per day as determined
by procedures contained in the most recent edition of the Institute
of Transportation Engineers Trip Generation Manual, a TIS must be performed by a registered professional engineer.
(3)
Variance and Known Issues Threshold. The Director may determine that
a TIS is necessary to support a request for a Variance from the transportation
provisions of this code or where traffic safety, street capacity,
future planned facility, or multimodal concerns may be associated
with the proposed development.
(4)
The nature and extent of the TIS scope is determined by the Director
based upon a trip distribution and assignment prepared by the applicant.
At a minimum, locations impacted by more than 20 trips during the
identified peak hour must be included in the trip distribution and
assignment.
(5)
The Director may modify TIS requirements consistent with applicable
local and regional transportation system plans and the intent of this
code when existing conditions make their strict application impractical
or inconsistent with accepted site planning or transportation planning
principles.
(C)
Minimum street curb-to-curb widths and minimum street right-of-way
widths are as specified in Table 4.2.1, unless otherwise indicated
in the Springfield Transportation System Plan, an applicable Refinement
Plan, Plan District, Master Plan, Conceptual Development Plan, or
the adopted bicycle and pedestrian plan; where necessary to achieve
right-of-way and street alignment; or as needed to meet site-specific
engineering standards, including, but not limited to, requirements
for multi-way boulevard and/or modern roundabout designs. Streets
may include Low Impact Development approaches, such as stormwater
planters, swales, rain gardens and tree planting to reduce stormwater
runoff from impervious surfaces. Example street layouts meeting minimum
street standards are provided in Figures 4.2.B through 4.2.V for illustrative
purposes only. These Figures are intended to demonstrate potential
street configurations that meet the requirements.
|
Table 4.2.1
Minimum Street Right-of-Way and Curb-to-Curb Standards
| |||||||||
|---|---|---|---|---|---|---|---|---|---|
|
Fig. No.
|
Street Classification
|
Right-of-Way (1)
|
Curb-to-Curb Width (1)
|
Travel Lanes
|
Travel Lanes Width
|
Turn Lane Width (2)
|
Bikeways (3)
|
Planting Strip and Curb (4)
|
Sidewalk
|
|
4.2 B-D
|
Major Arterial (5)
|
100′/92′/84′
|
76′/69′/60′
|
4
|
12′
|
14′ where required
|
6′ both sides
|
5′
|
7′ both sides
|
|
4.2 E-G
|
Minor Arterial (5)
|
76′/68′/60′
|
52′/44′/36′
|
2
|
12′
|
14′ where required
|
6′ both sides
|
5′
|
7′ both sides
|
|
4.2 H-J
|
Major Collector
|
72′/64′/56′
|
52′/44′/36′
|
2
|
12′
|
14′ where required
|
6′ both sides
|
5′
|
5′ both sides
|
|
4.2 K-M
|
Minor Collector— Non-Residential Districts (6)
|
70′/62′/54′
|
50′/42′/34′
|
2
|
11′
|
13′ where required
|
6′ both sides
|
5′
|
5′ both sides
|
|
4.2 N-P
|
Minor Collector – Residential Districts (6)
|
58′/50′/42′
|
38′/30′/22′
|
2
|
11′
|
13′ where required
|
N/A
|
5′
|
5′ both sides
|
|
4.2 Q-S
|
Local Street <15% slope (7)
|
57′/49′/41′
|
36′/28′/20′
|
2
|
10′
|
N/A
|
Not required
|
5′
|
5′ both sides
|
|
4.2 T-V
|
Local Street ≥ 15% slope (7)
|
48′/40′/32′
|
36′/28′/20′
|
2
|
10′
|
N/A
|
Not required
|
6″ curbs only
|
5′ both sides
|
|
|
Cul-de-sac Bulb
|
83′ diameter
|
70′ diameter
|
N/A
|
N/A
|
N/A
|
N/A
|
5′ around bulb
|
5′ around bulb
|
|
|
Alley
|
20′
|
No curbs, 18′ paving width
|
N/A
|
N/A
|
|
N/A
|
Not required
|
Not required
|
|
Notes:
| |
|---|---|
|
(1)
|
Minimum right-of-way widths and curb-to-curb widths are listed
in this order: Streets with parking on both sides of street/Streets
with parking on 1 side of street/Streets with no on-street parking.
Where indicated, parking width is 8 feet per side of street. Minimum
right-of-way widths and curb-to-curb widths listed above do not include
additional right-of-way width and curb-to-curb width required to accommodate
a center turn lane or center median.
|
|
(2)
|
When a center turn lane or center median is required to address
a significant volume of left-turn traffic or other safety or site-specific
engineering concerns, additional right-of-way width and curb-to-curb
width is required to accommodate the turn lane and/or center median.
Width of the turn lane will be not less than the standard provided
in Table 4.2.1 above.
|
|
(3)
|
Bike lanes on one-way streets must be on the right side of the
street, except in the case where a left-side bike lane would cause
fewer conflicts, and people riding bicycles can return to the right
safely.
|
|
(4)
|
The planting strip and curb includes 4½ foot planting
strip and 6 inch curb on both sides of the street, unless otherwise
indicated in Table 4.2.1.
|
|
(5)
|
Arterial streets that are Oregon Department of Transportation
(ODOT) facilities are not subject to the standards in Table 4.2.1,
but must meet ODOT design standards.
|
|
(6)
|
Residential land use districts are those listed in SDC 3.2.200.
All other land use districts are non-residential for the purposes
of Table 4.2.1. Where opposite sides of the street are zoned with
residential and non-residential uses, the non-residential standards
apply.
|
|
(7)
|
Slope is the average slope of the development area per the calculation
in SDC 3.3.520(A). Minimum right-of-way width for local streets includes
6 inches behind the sidewalk for property pins.
|
(D)
Street Network Standards—General Criteria.
(1)
Collector and Arterial Streets. Subject to the standards of this
code, the location of collector streets and arterial streets must
comply with the Transportation System Plan, including the Conceptual
Street Map.
(2)
Local Streets. The local street network, which includes pedestrian
accessways and multi-use paths, must meet the following standards:
(a)
The local street network must efficiently and safely accommodate
all modes of travel including pedestrians, bicyclists, and emergency
service vehicles.
(b)
The local street network must not create excessive travel lengths,
particularly for pedestrians and cyclists.
(c)
Streets must be interconnected to provide for the efficient provision
of public and private utilities.
(d)
Streets must provide connections to and from Neighborhood Activity
Centers and other areas that attract high levels of pedestrian and
bicycle traffic, or alternative bicycle or pedestrian facilities must
provide connections where street connections are not practical.
(e)
The alignment of local streets must minimize impacts to waterways
and wetlands, and must follow slope contours where possible.
(f)
The alignment of local streets must enhance the efficiency of the
regional collector and arterial street system by balancing traffic
volumes on local streets to promote optimum dispersal.
(g)
The local street network must provide logical and efficient extensions
of the public street system to adjoining properties.
(3)
Dead-End Streets.
(a)
Dead-end streets must terminate in a cul-de-sac bulb, “hammerhead,”
or other design that provides adequate vehicular turn-around areas,
Public Works access, and pedestrian and bicycle connections as approved
by the Director and the Fire Marshal. When development generates additional
vehicular trips on an existing dead-end street without a turnaround
area, the development must include a turnaround area on the dead-end
street that meets the requirements of this subsection.
(b)
A dead-end street, excluding the bulb or other approved vehicular
turn-around area, must have a minimum length of 65 feet and must have
a maximum length of 400 feet as measured from the nearest curb line
of the intersecting street. The right-of-way and paving requirements
for cul-de-sac bulbs and other approved vehicular turn-around areas
are as specified in Table 4.2.1 of this code, the Oregon Fire Code,
the Development & Public Works Standard Construction Specifications
and the City’s Engineering Design Standards and Procedures
Manual.
Where streets that are planned to be through streets are partially
constructed during phased development, temporary dead-end streets
with temporary vehicular turn-around that meet the requirements for
a dead-end fire apparatus access road will be permitted with a maximum
length of 600 feet as measured from the nearest curb line of the intersecting
street.
(4)
Block Length and Block Perimeter.
(a)
Block perimeter for all street classifications must not exceed the
following maximums, except as provided or exempted elsewhere in this
code or in an applicable Refinement Plan or Plan District:
(i)
One thousand four hundred feet in Mixed-Use Districts consistent
with standards in SDC 3.2.625(E);
(ii)
Two thousand six hundred feet in industrial zoning districts;
(iii)
Two thousand four hundred feet for multi-unit development subject
to SDC 4.7.380 through 4.7.390; and
(iv)
One thousand six hundred feet in other land use districts.
(b)
Block length must not exceed:
(i)
Six hundred feet for local street not in industrial zones or
that do not serve industrial non-conforming or the maximum block length
established in an applicable Refinement Plan or Plan District, whichever
is less;
(ii)
Eight hundred feet for multiple unit housing development subject
to SDC 4.7.380 through 4.7.390 or the maximum block length established
in an applicable Refinement Plan or Plan District, whichever is less;
(iii)
One thousand feet for local streets in industrial zones or that
serve industrial non-conforming uses or the maximum block length established
in an applicable adopted Refinement Plan or Plan District, whichever
is less.
(c)
The Director may authorize a block length or block perimeter that
exceeds the applicable maximum specified in this section. In authorizing
a block length or block perimeter that exceeds the above maximum lengths,
the Director may establish requirements for interim street connectivity
and/or pedestrian accessways consistent with standards in SDC 4.2.160.
Where the extension of a public street would create a block length
or block perimeter that exceeds the applicable maximum, the block
length and block perimeter must be as close as possible to the applicable
maximum. The Director will authorize an exception only if the applicant/developer
demonstrates that the existence of any of the following conditions
justifies the exception:
(i)
Physical conditions that cannot be mitigated necessitate a block
length or block perimeter that is longer than the applicable maximum.
These conditions may include topography or the existence of physical
features, including, but not limited to: wetlands, ponds, streams,
channels, rivers, lakes, steep grades, or a resource under protection
by State or Federal law; or
(ii)
Buildings or other existing development on adjacent lands, including
previously subdivided but vacant lots or parcels that physically necessitate
a block length or block perimeter that is longer than the applicable
maximum, considering the potential for redevelopment; or
(iii)
Industrial development areas greater than 25 acres pursuant
to an adopted Master Plan.
(E)
Street Network Standards—Needed Housing. The development of
needed housing, as defined in ORS 197.303, must meet the following
street network standards, unless the applicant elects review under
the general criteria in SDC 4.2.105(D).
(1)
Collector and Arterial Streets. Subject to the standards of this
code, the location of collector and arterial streets must comply with
the Transportation System Plan, including the Conceptual Street Map.
(2)
Local Streets. The local street network must meet the following standards:
(a)
New local streets, pedestrian accessways, and multi-use paths within
a development area must connect to all existing or planned local streets,
accessways, and multi-use paths, respectively, including truncated
or “stub” streets, accessways, or multi-use paths that
abut the development area. For the purposes of this section, a planned
street, accessway, or multi-use path means unimproved dedicated right-of-way;
a street or multi-use path adopted in the Transportation System Plan;
or a street, accessway, or multi-use path shown in an approved Master
Plan, Site Plan, Conceptual Development Plan, or Subdivision Plan.
(b)
Where there is an existing or planned local street or multi-use path
within ¼ mile of the outer boundary of the development area,
a new local street or multi-use path must extend to the outer boundary
lines of the development area in alignment with the centerline of
existing or planned street or multi-use path. The new street or multi-use
path and existing or planned street or multi-use path are in alignment
if the angle between the projection of the centerlines of both streets
is not less than 170 degrees or more than 190 degrees.
(c)
Local streets spaced no greater than 600 feet apart from centerline
to centerline must extend to all undeveloped or underdeveloped land
that is adjacent to the development area, zoned or designated for
residential or mixed use, and 5 contiguous gross acres or larger.
For the purposes of this section, “underdeveloped” means
lots and parcels that are developed at less than half the minimum
residential density required in the underlying land use district.
(d)
The number of new local street intersections with major collector
or arterial streets that provide ingress or egress to the development
area must be the smallest number necessary to ensure that not more
than 100 dwelling units are attributed to any 1 intersection with
a major collector or arterial street, including via existing local
streets that intersect major collector or arterial streets outside
the development area. A dwelling unit is attributed to the intersection
of a local street and major collector or arterial street that has
the smallest travel distance from the centerline of the street at
the midpoint of the dwelling unit’s frontage to the centerline
of the street at the boundary line of the development area.
(e)
Street, accessway, and multi-use path connections to adjacent property
under SDC 4.2.105(E)(2)(a) through (2)(d) above are not required where
the following barriers physically prevent their construction: railroad
right-of-way, limited access highway or freeway right-of-way, existing
development, streets that would be unable to meet the slope standards
specified in SDC 3.3.525, natural resource protection areas listed
in SDC 4.3.117(B), or Historic Landmark Sites or Structures established
on the Historic Landmark Inventory according to SDC 3.3.920.
(f)
Developments must provide fire apparatus access roads as required
by and in compliance with the Oregon Fire Code.
(3)
Cul-de-Sacs and Dead-End Streets. New and existing dead-end streets
and cul-de-sacs must meet the standards for dead-end fire apparatus
access roads in the Oregon Fire Code and the following standards:
(a)
Cul-de-sacs and dead-end streets that are not planned to be through
streets are permitted only when physical barriers prevent the construction
of through streets or stubbed streets that meet the local street network
standards in SDC 4.2.105(E)(2), or the block length and block perimeter
standards in SDC 4.2.105(E)(6). Physical barriers are railroad right-of-way,
limited access highway or freeway rights-of-way, existing development,
streets that would be unable to meet the slope standards specified
in SDC 3.3.525, natural resource protection areas listed in SDC 4.3.117(B),
or Historic Landmark Sites or Structures established on the Historic
Landmark Inventory according to SDC 3.3.920.
(b)
All cul-de-sacs and dead-end streets, including stubbed streets required
under SDC 4.2.105(E)(2)(a) through (2)(c) above, must meet the length
standards in SDC 4.2.105(D)(3)(b).
(c)
A cul-de-sac or dead-end street that is not a stubbed street must
include 1 or more pedestrian accessways or multi-use path connections
from the cul-de-sac or dead-end street to an existing or planned street,
accessway, or multi-use path when the cul-de-sac or dead end street
is within ¼ mile of a Neighborhood Activity Center, as measured
in a straight line from the nearest outer boundary of the Neighborhood
Activity Center to the centerline of the dead-end street at its terminus
or the center point of the cul-de-sac. The accessway or multi-use
path must be located in a manner that would shorten the walking and
biking distance from the cul-de-sac or dead-end street to the Neighborhood
Activity Center as compared to the shortest walking or biking distance
without the connection.
An accessway or multi-use path is not required where physical
barriers listed under SDC 4.2.105(E)(3)(a) above prevent construction
of any accessway or multi-use path under this section, or when no
accessway or multi-use path would decrease the walking or biking distance
from the cul-de-sac or dead-end street to the Neighborhood Activity
Center.
(4)
Block Length and Block Perimeter.
(a)
Block perimeter for all local and minor collector streets must not
exceed the following maximums:
(i)
One thousand four hundred feet in Mixed-Use Districts, consistent
with standards in SDC 3.2.625(E);
(ii)
Two thousand four hundred feet for multiple unit housing development
subject to SDC 4.7.380 through 4.7.390; and
(iii)
One thousand six hundred feet for all other development and
in all other land use districts.
(5)
Maximum Street Grades.
(a)
Street grades must not exceed 8 percent on major and minor arterial
streets, 10 percent on major and minor collector streets, and 12 percent
on local streets.
(b)
Street grades may exceed 12 percent on local streets subject to a
Type 2 approval process, where topographical conditions make it impractical
to meet the 12 percent standard, subject to the following requirements:
(6)
Intersections of Streets and Alleys.
(a)
Angles. Streets and alleys must intersect 1 another at an angle as
close to a right angle (i.e., 90 degrees) as possible. Street intersections
must have a minimum intersection angle of 80 degrees. All legs of
an intersection must meet the above standard for at least 100 feet
from the point of intersection of the street centerlines. No more
than 2 streets may intersect at any location (i.e., not creating more
than a 4-legged intersection) unless at a roundabout.
(b)
Intersection Offsets. Intersections must be offset at least 100 feet
on a local street, 200 feet on a minor collector street, and 400 feet
on a major collector or arterial street, or the safe stopping sight
distance as determined by the AASHTO publication “A Policy on
Geometric Design of Highways and Streets,” whichever is greater.
Offset distance must be measured from the curb or edge of pavement
or, where there is no curb, to the closest curb or edge of pavement
of the next offset street.
(F)
Medians.
(1)
General. A raised median physically deters vehicles from crossing
or entering a median area by way of a raised curb or concrete barrier.
Raised medians help avoid crashes caused by crossover traffic, reduce
headlight glare distraction, prevent traffic turning left from through
lanes, provide refuge for pedestrians crossing the street, and remove
turning traffic from through lanes, thereby maintaining efficient
and safe traffic flow. 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.”
(2)
Raised Median Width and Size.
(a)
In addition to the minimum street curb-to-curb and right-of-way standards
specified in SDC 4.2.105(C), extra right-of-way width for medians
may be required, through a land use decision process, to address known
safety issues or fulfill safety and operational needs as specified
in this code or identified in an engineering study.
(b)
Elongated Median.
(i)
An elongated median intended to deter turning movements must
be a minimum of 4 feet wide and no less than 150 square feet in area.
Where a raised median is required on a facility with an existing median
area between opposing travel lanes, the new raised median must be
the same width as the existing median area minus the distance from
the edge line striping required in the Manual on Uniform Traffic Control
Devices. Alternatively, in special circumstances where the necessary
right-of-way cannot be provided or obtained, medians intended to deter
turning movements may be as narrow as 2 feet wide as approved by the
Director through a land use decision process.
(ii)
An elongated median intended as a pedestrian refuge must be
a minimum of 8 feet wide, and no less than 150 square feet in area.
Alternatively, in special circumstances where the necessary right-of-way
cannot be provided or obtained, pedestrian refuge medians may be as
narrow as 6 feet wide as approved by the Director through a land use
decision process.
(3)
Length of a Raised Median.
(a)
Where medians are required to prohibit turns into a specific access,
the median must fully cover the access location plus an additional
20 feet on either end. Modifications to median length given site specific
needs may be approved by the Director.
(b)
The length of raised medians not intended for pedestrian refuge is
determined based on the storage length requirements of a turn lane
as determined in a TIS, or based on safety and operational needs of
the street first and access second.
(G)
Additional Right-of-Way and Street Improvements.
(1)
Whenever an existing street of inadequate width is abutting or within
a development area requiring Development Approval, dedication of additional
right-of-way is required. Whenever street dedication results in right-of-way
that does not connect with the City street system, a deed restriction
must be recorded with the Lane County Deeds and Records stating that
the property will not be built upon until a fully improved street
is constructed to serve the property, and connect with the City street
system.
(2)
Whenever a proposed land division or development will increase traffic
on the City street system and the development site has unimproved
street frontage, that street frontage must be fully improved to City
specifications in accordance with the following criteria:
(a)
When fully improved street right-of-way abuts the property line of
the subject property, street improvements must be constructed across
the entire property frontage.
(b)
When there is a fully improved partial-width street opposite the
frontage of the subject property, street improvements must be constructed
across the entire property frontage to provide a full-width street.
(c)
Where property has frontage on unpaved street right-of-way, or where
unpaved street right-of-way extends to a side property boundary, the
minimum level of street improvements necessary to provide for the
safe and efficient movement of vehicles and pedestrians from/to the
proposed development must be constructed.
(d)
Where there is multiple unit housing, commercial, or industrial development
at the intersection of a fully improved street and an unimproved street,
if access is taken from the unimproved street, the unimproved street
frontage must be improved.
(e)
In all other cases in which proposed land division or development
will increase traffic on an unimproved street an Improvement Agreement
will be required as a condition of Development Approval, postponing
improvements until the time that a City street improvement project
is initiated.
(f)
Siting accessory structures or other structures not occupied by humans
are not considered development which increases traffic on the City
street system; full street improvement or an Improvement Agreement
will not be required.
(3)
An approved performance bond or suitable substitute in a sufficient
amount to ensure the completion of all required improvements, including
the installation of sidewalks and accessways is required prior to
occupancy or Final Plat approval when necessary to ensure compliance
with a development agreement.
(4)
Partial-width streets are to be permitted only if both of the following
approval criteria are met:
(5)
If the developer bears the full cost of dedicating the necessary
right-of-way for and/or constructing partial-width street improvements,
the developer may retain a reserve strip subject to the following
terms and conditions:
(a)
The retention of this strip does not constitute either an express
or implied agreement by the City:
(i)
To require an abutting property owner to take access to the
street across the reserve strip;
(ii)
To withhold approval of development and building on abutting
property unless the abutting property owner takes access to the street
across the reserve strip;
(iii)
That it will not or cannot prohibit access from abutting properties
to the street across the reserve strip.
(b)
Abutting property owners may purchase access rights across the reserve
strip by paying to the developer a prorated share of the developer’s
costs of the fully improved street. The developer must submit actual
development costs to the City within 6 months following street construction.
The cost of purchasing access rights across the reserve strip must
include the actual construction cost per lineal foot, plus inflation,
at a rate not to exceed 5 percent per year. It is not the City’s
responsibility to record legal documents.
(H)
Where a development would result in the need to improve a railroad
crossing, or an approach to a railroad crossing, the developer must
bear the cost for the permitting and improvements. When other property
owners are benefited, other equitable means of cost distribution may
be approved by the City.
(I)
Traffic Control Devices.
(1)
All traffic control signs, pavement markings, street name signs,
and other traffic control devices must be in conformance with the
U.S. Department of Transportation’s Manual of Uniform Traffic
Control Devices for Streets and Highways (including Oregon supplements),
the Engineering Design Standards and Procedures Manual, the Development & Public Works Standard Construction Specifications,
and this code.
(2)
The developer is responsible for providing and installing all traffic
control devices and street name signs as necessary to support the
proposed development.
(3)
Where a proposed street intersection will result in an immediate
need for a traffic control device, the developer bears the cost for
the improvements. When other property owners are benefited, other
equitable means of cost distribution may be approved by the City as
provided in Chapter 3 of the Springfield Municipal Code.
(J)
Bus turn out lanes must be consistent with current standards in the Engineering Design Standards and Procedures Manual.
(K)
Street names are assigned as specified in the Springfield Municipal
Code.
(L)
The Director may require a developer to install traffic calming measures,
including, but not limited to, speed tables and mini-roundabouts,
to address public safety considerations on roadways.
(M)
Special Street Setbacks.
(1)
A special street setback is established in the following circumstances:
(a)
A special street setback is established as provided in Table 4.2.1(A)
wherever there is:
(b)
A special street setback is established wherever future right-of-way
is shown in the Springfield Transportation System Plan, a refinement
plan, or on an adopted Master Plan, Site Plan, Conceptual Development
Plan, Subdivision or Partition for the width of the street shown on
said plan, or as provided in Table 4.2.1(A) if no width is specified.
(2)
Buildings are not permitted within the special street setback specified
in this section. Any portion of a building lawfully established within
a special street setback prior to adoption of the ordinance codified
in this section is considered a non-conforming building subject to
SDC 5.8.100.
(3)
The special street setbacks provided in Table 4.2.1(A) are based
on the functional classification of the street as shown in the Springfield
Transportation System Plan, including the Conceptual Street Map. Where
a street is not shown in the Springfield TSP, including the Conceptual
Street Map, the special setback for local streets applies.
(4)
The special setback provided in Table 4.2.1(A) is measured from the
centerline of the existing or future street right-of-way as follows:
(a)
Where partially-improved or unimproved right-of-way of inadequate
width abuts a property line, the setback is measured from the location
where the centerline would be if the street was fully improved in
accordance with the improvement and dedication requirements in SDC
4.2.105(G)(1).
(b)
Where right-of-way terminates at the property line or at a T-intersection
on only 1 side of a property, the centerline is the straight line
continuation of the centerline of the abutting right-of-way until
it reaches the property line on the opposing side.
(c)
Where right-of-way terminates at the property boundary on 2 sides,
the centerline is the straight line between the points where the right-of-way
centerlines intersect the property lines on each side.
(d)
Where right-of-way terminates at the property line on 1 side and
at a T-intersection on the other side, the centerline is the straight
line from the right-of-way centerline intersection with the property
line to the intersection of the existing street centerlines at the
T-intersection.
(e)
Where right-of-way terminates at T-intersections on 2 sides of a
property, the centerline is the straight line between the intersections
of the existing street centerlines at each T-intersection.
(5)
Other yard or building setbacks are in addition to the special setbacks
required by this section. Those setback distances must be measured
at right angles to the street centerline specified above.
|
Table 4.2.1A
Special Street Setbacks
| |
|---|---|
|
Street Classification
|
Setback Distance from the Centerline (1)
|
|
Major Arterial
|
50′
|
|
Minor Arterial
|
38′
|
|
Major Collector
|
36′
|
|
Minor Collector
|
35′
|
|
Local Street, <15% slope
|
28.5′
|
|
Local Street, ≥15% slope
|
28′
|
|
Alley
|
10′
|
|
(1)
|
Where fully improved right-of-way abuts the property line of
the subject property, the setback distance is one-half of the width
of the existing, fully improved right-of-way.
|
|
Figure 4.2-B
 |
|
Figure 4.2-C
 |
|
Figure 4.2-D
 |
|
Figure 4.2-E
 |
|
Figure 4.2-F
 |
|
Figure 4.2-G
 |
|
Figure 4.2-H
 |
|
Figure 4.2-I
 |
|
Figure 4.2-J
 |
|
Figure 4.2-K
 |
|
Figure 4.2-L
 |
|
Figure 4.2-M
 |
|
Figure 4.2-N
 |
|
Figure 4.2-O
 |
|
Figure 4.2-P
 |
|
Figure 4.2-Q
 |
|
Figure 4.2-R
 |
|
Figure 4.2-S
 |
|
Figure 4.2-T
 |
|
Figure 4.2-U
 |
|
Figure 4.2-V
 |
(6274; 6412; 6443; Ord. 6464, 11/20/2023; Ord. 6465, 11/20/2023)
(A)
Private streets are permitted within the development area of Manufactured
Dwelling Parks, Multiple Unit Housing development, and singularly
owned commercial and industrial developments.
(B)
Private street improvements must meet the driveway standards in SDC
4.2.120(C) and must be constructed as specified in the City’s Engineering Design Standards and Procedures Manual and in
the Development & Public Works Standard Construction Specifications.
(C)
The Approval Authority shall require a Homeowner’s Agreement
or other legal assurances acceptable to the City Attorney for the
continued maintenance of private streets.
(6412; 6443)
(A)
Site Access and Driveways—General.
(1)
All developed lots or parcels are entitled to 1 approved driveway
access provided by either direct access to a:
(a)
Public street or alley along the frontage of the property; or
(b)
Private street that connects to the public street system. The private
street must be constructed as specified in SDC 4.2.110 (private streets
are not to be permitted in lieu of public streets shown on the Springfield
Transportation System Plan, including the Conceptual Street Map);
or
(c)
Public street by an irrevocable joint use/access easement serving
the subject property that has been approved by the City Attorney,
where:
(2)
Single-unit detached dwellings and middle housing with frontage on
a local street may have 2 or more driveway accesses from the local
street as follows:
(a)
One driveway access that meets the standards in SDC Tables 4.2.2
through 4.2.5 is permitted per dwelling unit, including accessory
dwelling units. These driveway accesses may be combined or consolidated.
(b)
The lot or parcel may have 1 additional driveway serving an accessory
structure, rear yard, or side yard that meets the standards in SDC
Tables 4.2.2 through 4.2.5. The total driveway width across any frontage
with 2 or more driveways must not exceed 30 feet.
(3)
For multiple unit housing, commercial land uses, public land uses,
and industrial land uses, more than 1 driveway access from a local
street to the development area may be permitted through a Type 2 approval
process, when the additional driveway access or accesses do not conflict
with public street functions and capacity and the design minimizes
traffic conflicts.
(4)
Driveway access to designated State Highways is subject to the provisions
of this section in addition to requirements of the Oregon Department
of Transportation (ODOT). Where City and ODOT regulations conflict,
the more restrictive regulations apply.
(5)
As determined by the Director, sites with abutting parking areas
within the same land use district may be required to provide driveway
connections or pedestrian connections internal to the sites and joint
access agreements to provide efficient connectivity and preserve public
street functions and capacity.
(B)
Driveways must take access from lower classification streets when
development sites abut more than 1 street and streets are of differing
classification as identified in the Springfield Transportation System
Plan except as allowed under this subsection.
(1)
Driveway access to or from a higher classification street may be
permitted through a Type 2 approval process if no reasonable alternative
street access exists or where heavy use of local streets is inappropriate
due to traffic impacts in residential areas, as follows:
(a)
Where a proposed development abuts an existing or proposed arterial
or collector street, the development design and off-street improvements
must minimize the traffic conflicts.
(b)
Additional improvements or design modifications necessary to resolve
identified transportation conflicts may be required on a case by case
basis.
(2)
For single dwelling units, duplexes, and middle housing, no more
than 1 driveway per lot or parcel is permitted along the frontage
that abuts an existing or proposed arterial or collector street. Where
more than 1 dwelling unit takes access from the existing or proposed
arterial or collector street, driveways may be combined or consolidated
consistent with the standards in SDC Tables 4.2.2 through 4.2.5.
(C)
Driveways must be designed to allow safe and efficient vehicular
ingress and egress as specified in SDC Tables 4.2.2 through 4.2.5,
the City’s Engineering Design Standards and Procedures
Manual, and the Development & Public Works Standard Construction
Specifications.
(1)
Existing driveways may be expanded up to the maximum dimensions permitted
in SDC Tables 4.2.2 through 4.2.5 through a Type 1 approval process,
provided that the driveway expansion does not require removal or relocation
of any existing street trees, street lighting, or underground or above
ground utilities and provided that the applicant obtains any applicable
permit required to construct improvements in the public right-of-way.
(2)
Driveway widths and throat depths may be varied outside of the standards
in Tables 4.2.2 through 4.2.5 through a Type 2 approval process if
no other reasonable alternative exists to accommodate on-site development
needs, if traffic safety is not impacted, and if the variance does
not conflict with frontage improvements such as street trees, street
lighting, and utility pedestals.
(3)
Off-street vehicle parking is restricted to approved driveways and parking lots, and is not otherwise allowed between the street and primary building, consistent with Springfield Municipal Code Section 5.002(11).
|
Table 4.2.2
Driveway Design Specifications
| |||||
|---|---|---|---|---|---|
|
Land Use
|
Driveway Width
|
Transition Width
|
Driveway Separation
|
Paving Distance (2)(3)
| |
|
Single unit dwellings, duplexes and middle housing
|
12′ minimum if serving 1 dwelling unit; 18′ minimum
if serving 2 or more dwelling units
30′ maximum or 50% property frontage maximum, whichever
is less
|
3′ required
|
1′ minimum between outside edge of transitions
No maximum
|
18′ from property line minimum
| |
|
Land Use
|
1-Way Driveway Width
|
2-Way Driveway Width
|
Transition Width
|
Driveway Throat Depth (1)
|
Paving Distance (2)
|
|
Multiple Unit Housing and Manufactured Dwelling Parks
|
12′ min. 18′ max.
|
24′ min. 35′ max.
|
5′ min. 8′ max.
|
18′ min. No max.
|
Entire length of driveway
|
|
Commercial/Public Land
|
12′ min.
18′ max.
|
24′ min.
35′ max.
|
8′ min.
No max.
|
18′ min.
No max.
|
Entire length of driveway
|
|
Industrial
|
12′ min. 18′ max.
|
24′ min. 35′ max.
|
8′ min. No max.
|
18′ min. No max.
|
Up to employee or customer parking area at minimum
|
|
(1)
|
Driveway throat depth is measured from the face of curb to the
first stall or aisle.
|
|
(2)
|
Driveways must be paved from the edge of existing street pavement
to the property line.
|
|
(3)
|
Except for panhandle driveways and multiple unit housing driveways,
a residential driveway abutting an unimproved gravel street may have
a gravel surface until the abutting street is paved. Permeable pavement
is allowed on a residential driveway consistent with standards in
the City’s Engineering Design Standards and Procedures Manual.
|
|
Table 4.2.3
Curb Return Driveway Design Specifications
| |||||
|---|---|---|---|---|---|
|
Land Use
|
Driveway Width (1)
|
Radius of Curb (2)
|
Driveway Throat Depth Minimum (3)
| ||
|
Min.
|
Max.
|
Min.
|
Max.
| ||
|
Multiple Unit Housing and Manufactured Dwelling Parks
|
24 feet
|
30 feet
|
10 feet
|
20 feet
|
60 feet
|
|
Commercial/Public Land
|
24 feet
|
35 feet
|
15 feet
|
35 feet
|
60 feet
|
|
Industrial
|
24 feet
|
35 feet
|
15 feet
|
35 feet
|
60 feet
|
|
(1)
|
Wider driveways may be permitted to accommodate traffic demands
and/or to improve traffic safety.
|
|
(2)
|
Greater curb radii may be permitted where high volumes of large
trucks are anticipated.
|
|
(3)
|
Measured from the face of the curb to the first stall or aisle.
|
|
Table 4.2.4
| |||
|---|---|---|---|
|
Minimum Separations Between a Driveway and the Nearest Intersection
Curb Return on the Same Side of the Street (1)
| |||
|
Land Use
|
Street Type
| ||
|
Arterial
|
Collector
|
Local
| |
|
Single-Unit Dwellings, Duplexes, and Middle Housing
|
200 feet
|
50 feet
|
30 feet
|
|
Multiple Unit Housing and Manufactured Dwelling Parks
|
200 feet
|
100 feet
|
75 feet
|
|
Commercial/Public Land
|
200 feet
|
100 feet
|
75 feet
|
|
Industrial
|
200 feet
|
200 feet
|
150 feet
|
|
(1)
|
Each category of street is considered separately. Distances
may be reduced in the following circumstances:
| |
|
|
(a)
|
Access is from a one-way street.
|
|
|
(b)
|
The driveway is marked for “right-in-right-out only.”
|
|
|
(c)
|
The driveway is marked for “exit only” and is designed
to prevent left turns.
|
|
|
(d)
|
In cases where an existing lot or parcel and/or use make compliance
with these specifications unreasonable, a new driveway or an existing
driveway required to be relocated by this code must be placed at the
furthest point from the intersection curb return, considering both
safety and internal circulation requirements of the development.
|
(6211; 6412; 6443; Ord. 6466, 11/20/2023)
Intersections must be designed and constructed as specified
in the Engineering Design Standards and Procedures Manual and the following requirements.
(A)
In order to minimize traffic conflicts and provide for efficient
traffic signalization, intersections involving curb return driveways
and streets, whether public or private, must be directly opposed,
unless a Traffic Impact Study indicates that an offset intersection
benefits public safety to a greater degree.
(B)
Streets must be laid out to intersect as nearly as possible at right
angles. The angle of intersection between 2 intersecting streets must
be at least 80 degrees. At intersections, each local street must be
straight or have a radius greater than 400 feet for a distance of
100 feet from each intersection. At intersections, each collector
or arterial street must be straight or have a radius greater than
600 feet for a distance of 100 feet from each intersection.
(6443)
(A)
All lots or parcels must maintain a Vision Clearance Area to provide
sight distance for approaching traffic. Vision clearance areas must
be shown on Site Plans for applicable land use applications.
(B)
No screens, plantings, or other physical obstructions are permitted
between 2½ and 8 feet above the established height of the curb
in the Vision Clearance Area.
Items associated with utilities or publicly-owned structures—for
example, poles, and signs, and existing street trees—may be
permitted.
(C)
The Vision Clearance Area must be in the shape of a triangle. Two
sides of the triangle must be property lines or a property line and
edge of driveway for a distance specified in this subsection. Where
the property lines or driveway edge have rounded corners, they are
measured by extending them in a straight line to a point of intersection.
The third side of the triangle is a line across the corner of the
lot or parcel joining the non-intersecting ends of the other 2 sides.
The following measurements establish the Vision Clearance Area:
|
Table 4.2.5
| |
|---|---|
|
Type of Intersection
|
Measurement Along Each Property Line
|
|
Any Street
|
20 feet
|
|
Any Alley
|
15 feet
|
|
Any Driveway
|
10 feet
|
The Director may require that the Vision Clearance Area
be increased to be consistent with the sight distance standards and
requirements in the AASHTO “A Policy on Geometric Designs of
Highways and Streets” when safety concerns warrant the increase.
(6412; 6443)
(A)
Sidewalks and planter strips abutting public streets must be located
wholly within the public street right-of-way. Alternatively, the applicant
may propose a design that does not meet this standard, subject to
Director approval through a Type 2 approval process. In approving
an alternative, the Director may require alternative setbacks or driveway
paving requirements that reflect the altered position and location
of the sidewalk.
(B)
Sidewalks must be designed, constructed, replaced, or repaired as
specified in the Engineering Design Standards and Procedures
Manual, the Development & Public Works Standard Construction
Specifications, and the Springfield Municipal Code.
(C)
Concrete sidewalks must be provided according to SDC 4.2.105(C),
Table 4.2.1, and the following criteria:
(1)
Sidewalks must conform to the existing or planned street grades.
(2)
Sidewalks must conform to current ADA standards.
(3)
Sidewalks must be separated from the curb by the planting strip.
Alternatively, sidewalks may be proposed to not meet this standard
when necessary for connectivity, safety, or to comply with street
design requirements subject to approval by the Director.
(4)
New sidewalk width and type must be consistent with existing sidewalk
design in the same block, but must physically transition to comply
with current sidewalk standards. When replacing damaged sidewalk,
new sidewalk must be located in the same position as the existing
sidewalk.
(5)
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 the sidewalk,
and must be removed or relocated prior to the construction or reconstruction
of the sidewalk. Alternatively, the City Engineer may approve an alternative
design to this standard if at least 5 feet of unobstructed width on
arterial class streets and 4 feet on all other streets will remain
around the facility.
(D)
Planter strips are required as part of sidewalk construction. Planter
strips must be at least 4 1/2 feet wide (as measured from the
back of curb to the edge of the sidewalk) and at least 4 1/2
feet long. Planter strips must have approved landscaping consisting
of street trees, ground cover, and may include Low Impact Development
approaches in accordance with the applicable provision in the Engineering
Design Standards and Procedures Manual and SDC 4.3.110. Tree wells
set in concrete or sidewalk areas must be a minimum of 4 feet by 4
feet. Concrete, asphalt, or other impermeable pavement are not allowed
to substitute for landscaping within planter strips. Planter strips
less than 4 1/2 feet wide may be permitted when necessary for
connectivity, safety, or to comply with street design requirements,
subject to approval by the Director.
(E)
Maintenance of sidewalks is the continuing obligation of the abutting
property owner.
(6412; 6443; Ord. 6464, 11/20/2023)
Street trees are those trees required within the public right-of-way.
The primary purpose of street trees is to create a streetscape that
benefits from the aesthetic and environmental qualities of an extensive
tree canopy along the public street system. Street trees are attractive
amenities that improve the appearance of the community, provide shade
and visual interest, and enhance the pedestrian environment. Street
trees also improve air quality, reduce stormwater runoff, and moderate
the micro-climate impacts of heat absorbed by paved surfaces. Street
trees may be located within a planter strip or within individual tree
wells in a sidewalk, round-about, or median. In order to meet street
tree requirements where there is no planter strip and street trees
cannot be planted within the public right-of-way, trees must be planted
in the required front yard or street side yard setback of private
property as specified in the applicable land use district.
(A)
New Street Trees. New street trees must be a minimum of 2 inch (dbh)
caliper. New street trees must be selected from the City Street Tree
List contained in Appendix 6A, Approved Street Tree List, in the Engineering Design Standards and Procedures Manual and installed
as specified in Chapter 6 of the Engineering Design Standards
and Procedures Manual.
(B)
Existing Street Trees.
(1)
Street Tree Retention Standards. Existing trees may meet the requirement
for street trees ( i.e., trees on the City Street Tree List specified
in the Engineering and Design Standards and Procedures Manual with a minimum caliper of 2 inches) if there is no excavation or
filling for proposed development within the dripline of the tree.
Sidewalks of variable width, elevation, and direction may be used
to save existing trees, subject to approval by the Director.
Existing street trees must be retained as specified in the Engineering Design Standards and Procedures Manual. Alternatively,
existing street trees may be approved for removal through a land use
decision or in conjunction with a street construction project based
on the following street tree removal standards.
(2)
Street Tree Removal Standards.
(a)
City removal of existing street trees within the public right-of-way
is exempt from the tree felling regulations specified in SDC 5.19.100.
(b)
Existing street trees on private property cannot be removed without
prior authorization or direction as provided in Springfield Municipal
Code 5.050, or as approved through a Type 2 or Type 3 review. Removal
of 5 or more street trees on private property is subject to the tree
felling standards specified in SDC 5.19.100.
(c)
Existing street trees on private property must not be removed to
accommodate additional or expanded driveways.
(3)
Street Tree Replacement Standards. Any street tree proposed to be
removed must be replaced with a tree at least 2 inches in caliper.
(a)
It is the responsibility of the City to plant any replacement tree
within the public right-of-way.
(b)
It is the responsibility of the property owner to plant any replacement street tree on private property, either as a condition of a Tree Felling Permit or when the property owner removes a street tree on private property without the City’s authorization. Any replacement street tree must meet the standards specified in subsection (A), above.
(c)
Whenever the property owner removes a street tree within the public
right-of-way without the City’s authorization, that person is
responsible for reimbursing the City for the full value of the removed
tree, to include replanting and watering during the 2 year tree establishment
period.
(C)
Street Tree Maintenance Responsibility.
(6211; 6412; 6443)
Lighting design and placement for streets, paths, and accessways
must conform to the following design standards and the Development
& Public Works Standard Construction Specifications. This section
does not apply to on-site lighting standards that are regulated by
Section 4.5.100.
(A)
Lighting must be included with all new developments or redevelopment.
Existing lighting must be upgraded to current standards with all new
developments or redevelopment. The developer is responsible for lighting
material and installation costs.
(B)
Design Standards.
(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 2 intersecting streets.
(3)
Mid-block crosswalks must have 2 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. The developer may request to install decorative poles on
streets, paths, and accessways in any other zone as part of an underlying
Type 2 or Type 3 application, which approval is at the discretion
of the Approval Authority.
(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)
When roadway style poles are used on arterial and collector streets
in any zone other than residential, they must be steel or aluminum.
When roadway style poles are used on local and collector streets in
residential zones, they must be fiberglass, steel, 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.
(10)
Roadway style light poles set behind sidewalks must have 8-foot arm
length. Roadway style light poles set between curb and sidewalk or
where no sidewalk exists must have 6-foot arm length.
(11)
Light pole handholes must be used instead of junction boxes. However,
junction boxes for street lighting may be utilized for street crossings
or where necessary to comply with electrical code standards cited
above.
(12)
Pole Height.
(a)
Lights on arterial and 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 20-foot fixture mounting height.
(d)
Decorative light poles must be 12 feet tall. Alternatively,
16-foot tall decorative poles may be used if 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. Alternatively,
where necessary to be consistent with the existing lighting design
and placement the Director may approve an alternative to this standard
through a Type 2 process.
(f)
Light poles must not be placed on the outside of curves with
less than a 1,000-foot radius.
(6412; 6443)
(A)
Development abutting an existing or proposed multi-use path identified
in the Springfield Transportation System Plan (including the Conceptual
Street Map), City-adopted bicycle and pedestrian plan, or the adopted
Willamalane Park and Recreation District Comprehensive Plan must include
provisions for the extension of the multi-use path through the development
area by the dedication of public easements or rights-of-way. The developer
bears the cost of multi-use path improvements.
(B)
Multi-use paths that are dedicated as right-of-way or in a public
easement must conform to the Oregon Bicycle and Pedestrian Plan, the
Oregon Bike and Pedestrian Design Guidelines, AASHTO guidelines, this
code, and the Engineering Design Standards and Procedures
Manual.
(C)
The right-of-way or easement area for a multi-use path must include
a minimum paved area of 10 feet, a minimum clear zone of 2 feet on
both sides of the path, and any additional width necessary to accommodate
lighting required under this section.
(D)
Where a multi-use path runs parallel and adjacent to a public street,
the multi-use path must be separated from the edge of the street by
a width of at least 5 feet or by a physical barrier that meets the
standards in the Oregon Bike and Pedestrian Design Guidelines, AASHTO
guidelines, or the National Association of City Transportation Officials
Urban Bikeway Design Guide.
(E)
Lighting for multi-use paths must be installed according to the standards
in SDC 4.2.145. Lighting must not obstruct the paved surface or 2-foot
clear area on either side. All lighting must be installed within the
right-of-way or public easement area.
(6412; 6443)
(A)
Accessways allow pedestrians and bicyclists convenient linkages to
adjacent streets, residential areas, neighborhood activity centers,
industrial or commercial centers, transit facilities, parks, schools,
open space, or trails and paths where no public street access exists.
Accessways may also be used as a secondary emergency access. Accessways
must be dedicated as public right-of-way during the development review
process.
When site constraints preclude the ability to dedicate right-of-way
without impacting setback requirements or other development standards,
the Director may authorize dedication of a public easement or may
otherwise modify the standards in this section through a land use
decision.
(B)
Accessways must comply with the following design standards:
(1)
Where an accessway is proposed for only bicycle and/or pedestrian
travel, the right-of-way must be 12 feet wide, with a 10 foot wide
paved surface of either asphalt concrete or Portland Cement concrete
consistent with the construction standards for accessways in the Springfield
Construction Specifications. Light standards may be installed within
travel path, as long as a minimum 8-foot wide clear path is maintained.
(2)
Where an accessway is proposed as a secondary access for emergency
vehicles or in combination with bicycle and/or pedestrian travel,
the right-of-way must be a minimum of 24 feet wide; consisting of
a 12-foot wide area paved with either asphalt concrete or Portland
Cement concrete and 2 additional 4-foot wide areas on both sides that
are turf block, grass-crete, or other similar permeable material,
as determined by the Approval Authority, on a base of gravel capable
of supporting fire equipment weighing 80,000 pounds. Light standards
must be installed outside the 20-foot travel path, but within the
public right-of-way.
(3)
Illumination for accessways must be installed in accordance with
SDC 4.2.145.
(C)
When a development subject to Type 2 or Type 3 procedures will increase
pedestrian travel to or from the development area, the Director may
require improvements to existing unimproved accessways abutting or
adjacent to the property proposed to be developed. Where possible,
the improvements to unimproved accessways must continue to the closest
public street or improved accessway. The developer bears the cost
of accessway improvements unless other property owners are benefited.
In this case, other equitable means of cost distribution may be approved
by the City. Where possible, accessways may also be employed to accommodate
public utilities.
(6412; 6443)
