Section 6





Performance Standards All street designs shall provide for the safe and efficient travel to the motoring public. Streets shall be designed to carry the recommended traffic volumes identified for each street classification. Street classifications are set forth in Section 6.0110 STREET SYSTEM DESCRIPTION AND FUNCTION.

Streets shall be designed to meet or exceed mini­mum guidelines. These guidelines are set forth in the "AASHTO Policy on Geometric Design of Highways and Streets" (latest edition). Traffic Control Devices shall conform to the "Manual on Uniform Traffic Control Devices for Streets and Highways," Federal Highway Administration, with Oregon Supplements, Oregon Dept. of Transportation's (latest edition).

All vertical and horizontal curves shall meet the guidelines of the AASHTO Policy and the design speed for each street classification. Where practi­cal, the Design Engineer shall provide the desir­able stopping sight distance set forth in the AASHTO Policy. But in no case shall it be less than the minimum stopping sight distance given be permitted.

Standard drawings relevant to this section may be found in the most current edition of the APWA Standard Specifications for Public Works Construction, Oregon Chapter.


Right of way and minimum pavement widths for each street classification shall be as follows:

Type of Street




Commercial and Industrial



Radius of Turnaround at End of Cul-de-Sac

Noncontinuous Aligning Street Not Exceeding 1000’
















Where conditions, particularly the size and shape of land parcels, make it impractical to provide minimum lot sizes if the standard street widths are used, right-of-ways of not less than fifty feet may be accepted for minor streets which do not have a continuous alignment exceeding one thou­sand eight hundred feet and for cul-de-sacs.

6.0012 ACCESS

All development shall be provided public street access. Access roads public and/or private, driveways, and easements shall be as set forth in other sections of these Design Standards.


The Public Works Director will require a traffic analysis report as determined by the type of development and its potential impact to existing street systems. A traffic analysis may be required for a development 1) when it will generate 1,000 vehicle trips per weekday or more, or 2) when a development's location, proposed site plan, traffic characteristics could affect traffic safety, access management, street capacity, or known traffic problems or deficiencies in a devel­opment's study area, or 3) for any development of four residential dwelling units and larger (whether a fourplex or four single family units).

A licensed traffic engineer in the State of Oregon will prepare the report. At a minimum, the report shall contain the following:

1. Purpose of Report and Study Objectives

A discussion of key traffic issues to be addressed and the transpor­tation system and development objectives related to a specific development.

General transportation system objectives are:

O to maintain easy and safe traffic flow on surrounding street system

O to provide effective and safe transfer of vehicle traffic between the site and the street system to provide convenient, safe and efficient on site and off site movement of vehicles, pedestrians, transit, service and deliv­ery vehicles, and bicycle

o to effectively mitigate adverse site generated traffic impacts on affected streets and inter­sections. Site specific objectives may be estab­lished by the City for each study.

2. Executive Summary

A concise summary of the study purpose/objectives, site location and study area, development description, key assumptions, findings, conclusions and recom­mendations.

3. Description of Site and Study Area Roadways

A description of the site and study area, existing traffic condi­tions in the study area, and anticipated nearby development and committed roadway improvements which would affect future traffic in the study area.

The study area will be defined by:

All roads, ramps and intersec­tions through which peak hour site traffic composes at least 5% of the existing capacity of an intersection approach, or road­way sections on which accident character or residential traffic character is expected to be significantly impacted.

On site Traffic Evaluation

An evaluation of the proposed (and alternative) site access locations, the adequacy of access drive depth, driveway lanes, and queuing storage, the safety and efficiency of proposed vehicular circu­lation, parking layout, pedestrian and service vehicle routes/facilities, together with recom­mendations for on site traffic markings and controls.

1. Technical Appendix

A technical appendix including work sheets, charts, traffic count, drawings to support findings as described in the body of the report.

2. Recommendations for Public Improvements

Recommendations should be made for external roadway improvements, such as additional through lanes and turn lanes, and traffic control devices necessi­tated as a result of the develop­ment. Recommended improve­ments to transit facilities and pedestrian and bike circulation should also be reported.

The recommendations should specify the time period within which improvements should be made, particularly if improve­ments are associated with a phased development, the esti­mated cost of improvements, and any monitoring of operat­ing conditions and improvements that may be needed. If needed street improvements, unrelated to the development, are identi­fied during the analysis, such improvements should be reported.

3. Access Management

On sites with arterial and collec­tor street frontages, the report shall evaluate and recommend the use of access management plans or techniques:

To separate basic conflict areas. Reduce number of driveways or increase spacing between drive­ways and intersections.

To remove turning vehicles or queues from the through lanes. (Reduce both the frequency and severity of conflicts by providing separate paths and storage area for turning vehicles and queues.) These techniques may include turn restrictions, striping, medi­ans, frontage roads, channeling of lanes or driveways, shared driveways and access between similar uses, access consolidation, lanes for left or right turns, and other transportation system management (TSM) actions.

4. A review of alternative access points for site access to highways, city streets, and county roads.

5. The analysis of alternate access proposals should include:

a. Existing daily and P. M. peak hour counts, by traffic movements, at intersec­tions effected by generated traffic from the development. (Use traffic flow diagrams).

b. Projected daily and P.M. peak hour volumes for these same intersections and proposed access points when the devel­opment is in full service. (Use traffic flow diagrams.)

c. A determination of the existing levels of service and projected levels of service at each intersection and access points stud­ied.

d. A discussion of the need for traffic sig­nals. This should include a traffic war­rant compu­tation based on the National Manual on Uniform Traffic Control Devices.

1. The recommendations made in the report should be specific, and should be based on a minimum level of service when the devel­opment is in full service. As an example, if a traffic signal is recommended, the recommenda­tion should include the type of traffic signal control and what movements should be signal­ized. If a storage lane for right turn or left turn is needed, the recom­mendation should include the amount of storage needed. If several intersections are involved for signalization, and an inter­connect system is considered, specific analysis should be made concerning progression of traffic between intersections.

2. The report should include a discussion of bike and pedestrian usage and the facilities provided along with the availability of mass transit to serve the develop­ment, if appropriate.


Connecting street intersections: shall be located to provide for traffic flow, safety, and turning movements, as conditions warrant.

Arterial Intersections: Exclusive left and right turn lanes will be provided, bus turnouts will be provided if traffic flow and safety conditions warrant, designated crosswalks will be provided at controlled locations and street alignments across intersections shall be continuous.

Collector and Local Street Intersections: Street and intersection alignments should facilitate local circulation but avoid alignments that encourage non local through traffic.

Streets shall be aligned so as to intersect at right angles (90o). Angles of less than 75o will not be permitted. Intersection of more than two streets at one point will not be permitted.

New streets shall intersect with existing street intersections so that centerline is not offset, except as provided below. Where existing streets adja­cent to a proposed development do not align properly, conditions may be required of the development to provide for proper alignment.

For intersections, which are not directly aligned with street centerline, the centerline spacing must meet the following minimum separation distance:

Street Class Intersection Spacing (ft)

Arterial 500*

Collector 400*

Local 300*

Cul de sac 150

* The Public Works Director may permit a minimum spacing of not less than 300 feet (Arterial), 200 feet (Collector), 200 feet (Local), when findings are made to establish that:

a. Without the change, there could be no public street access from the parcel(s) to the exist­ing street, and

b. All other provisions of the street design requirements can be met.


Half street construction is generally not accept­able. Where such a Street is justified, the right of way and pavement width will be approved by the Public Works Director. In no case shall the pavement width required be less than that required to provide two lanes of traffic to pass at a safe distance. For a 32 foot local street the half street pavement width will be 20 feet. Half streets will only be approved when the abut­ting or opposite frontage property is undeveloped and the full improvement will be provided with development of the abutting or opposite (upon right of way dedication) frontage property.

Half-street improvements shall include curb, sidewalk and storm drainage on one side of the street. When a half-street improvement is required, the entire street shall be designed

A development on an unimproved street shall be responsible for constructing a continuous City standard street to a connection with the nearest standard (publicly maintained) street.


All streets within the City shall be classified as listed in Section 6.0110 STREET SYSTEM DESCRIPTION AND FUNCTION. The classifica­tion for any street not listed shall be that deter­mined by the Public Works Director.


Design speeds for classified streets shall be as follows:

Arterial 35 45 mph

Collector 30 TO 40 25 - 30 mph

Local 25 20 mph

Cul de-sac 25 15 mph

School 20 mph



Horizontal curve radius (on centerline) for each street classification shall be designed according to the roadway design speed. The radius shall not be less than the following:

Arterial 415 600'

Collector 165 275'

Local 100'

Cul de sac 100'


Vertical curve length shall be based on the design criteria, which includes: (1) design speed, (2) crest vertical curve, and (3) sag vertical curve. Stopping sight distance for crest and sag vertical curves shall be based on sight distance and head­light sight distance, respectively.

All vertical curves shall be parabolic and the length shall be computed for each location.

6.0023 GRADES

Maximum grades for each street classification shall be as follows:

Arterial 0.060 ft/ft

Collector 0.080 ft/ft

Local 0.100 ft/ft

Cul de-sac 0.120 ft/ft

Local and cul de-sac streets may exceed 12%, but in no case permitted to exceed 16%. The Public Works Director may approve a grade greater than 12% when all of the following conditions exist:

1. Topographic constraints do not allow the development to be served by a street with a maxi­mum grade of 12% without caus­ing de-stabilization of soils by exces­sive cuts and fills.

2. There is no access to the property being developed through adja­cent properties at a maximum 12% grade.

3. The section of local street will not exceed a combination of length, horizontal alignment, and/or grades exceeding 12% which will create hazardous traffic condi­tions.

4. In no case shall the maximum street grade exceed 16%.

Minimum grade for all streets shall be 0.0050 feet per foot (0.50%) however, in all cases, street grades shall allow for proper and adequate drainage. Cul de sac "bulbs" shall have a mini­mum slope of 0.0060 feet per foot (0.60%).

Street cross slopes shall be two (2) percent. Where there are site constraints the cross slope can vary from one (1) to three (3) percent.

The pavement section shall consist of:

1. Filter fabric over subgrade.

2. 8 inches 3/4 -0 base aggregate.

3. 1-1/2-inch lift of AC installed immediately.

4. Additional 1-1/2-inch lift of AC installed after one year at the developer’s expense.


Whenever existing streets adjacent to or within a tract are of inadequate width, additional right-of-way shall be provided at the time of subdivision (Ord. 1980-7 S6.2(G)).


No street name shall be used which will duplicate or be confused with the names of existing streets, except for extensions of existing streets. Street names and numbers shall conform to the estab­lished pattern in the City, and shall be subject to the approval of the City (Ord. 1980-7 S6.2(J)).


Wherever the proposed subdivision contains or is adjacent to a railroad right-of-way, provision may be required for a street approximately parallel to and on each side of such right-of-way at a distance suitable for the appropriate use of the land between the streets and the railroad. The distance shall be determined with due considera­tion at cross streets of the minimum distance required for approach grades to a future grade separation and to provide sufficient depth to allow screen planting along the railroad right-of-way (Ord. 1980-7 S6.2(L)).


Where a subdivision abuts or contains an existing or proposed arterial street, the hearings officer may require marginal access streets, reverse frontage lots with suitable depth, screen planting contained in a nonaccess reservation along the rear or side property line, or such other treatment as may be necessary for adequate protection of residential properties to afford separation of through and local traffic (Ord. 1980-7 S6.2(M)).


In general, all streets shall be constructed with asphalt concrete type "C"; however, Portland Cement Concrete (PCC) streets are permitted as approved by the Public Works Director.

Raising manhole rings, valve boxes, catch basins, etc. to final grade shall be at the developer’s expense.

The Engineer will provide a street structural design section for all roadways classified Neigh­bor­hood Collector and higher, and local streets in industrial zones. A structural design section will also be required when the soils report indicates poor soil.


All development projects will be required to construct street improvements with concrete curbs. Standard Curb shall only be used on streets classified Collector and lower when the longitudinal street grade is 0.10 feet per foot (1.0%) or greater. All others curbs and sidewalks shall be abut­ting. Monolithic Curb and Gutter shall be used on streets classified Collector and higher and when the longitudinal street grades less than 1.0%. Curb exposure for Standard Curb is five (5) inches, and seven (7) inches at catch inlets. Curb exposure for monolithic curb and gutter shall be six (6) inches, and eight (8) inches at catch insets. Joint spacing in curbs shall be 15 foot maxi­mum for contraction joints and 45 foot maximum for expansion joints. In addi­tion, expansion joints shall be located at all curb return Points and at driveway curb drop transi­tion points.

A minimum of two drainage block outs to accommodate 3" drainpipe shall be provided for each lot. Typically, these block outs are located five feet (5') from each side property line.


Curb return radius at street intersections shall be designed to accommodate all expected traffic. Minimum curb radius required shall be as follows:

Intersection Radius

Local/Cul de sac with Local/Cul de sac 20'

Local/Cul-de sac with Collector 20'

Local/Cul de sac with Collector or Arterial 30'

Collector with Collector or Arterial 30'

Collector/Arterial with Collector/Arterial 30'

Streets serving commercial/industrial properties may be required to install larger curb radius as required for vehicle movements.

6.0050 PARKING

Street Class Parking Lanes Parking Required

Arterial None May be allowed in some areas

Collector 2 Variable (a)(b)

Local 2 Yes (c)(d)

Cul de-sac 2 Yes (c)(d)

a. Where bike lanes exist on collectors, parking may be prohibited.

b. Collector - No parking within 45' of curb return.

c. Local No parking within 30' of curb return.

d. Local Streets and Cul de sacs which are approved for reduced 40 feet right of way and 28 feet pavement, will be required to have one parking lane to assure that on street parking is adequate for adjacent uses, a reduced street design will consider clustered parking bays adjacent to the street, if needed. Parking will not be allowed in a reduced radius cul de sac bulb.

For streets designated collector and below, the Public Works Director may consider design modi­fications to conserve major trees in the public right of way. Subject to approval by the Public Works Director, parking lanes may be removed on one or on both sides of a street.

Design standards - parking and loading.

a. Scope.

1. These design standards shall apply to all parking, loading and maneuvering areas.

2. All parking and loading areas shall provide for the turning, maneuvering and parking of all vehicles in the lot.

b. Access.

1. Where a parking or loading area does not abut directly on a public street there shall be provided an unobstructed drive and not less than 20 feet in width for two-way traffic, leading to a public street, and traffic directions shall be plainly marked.

Parking area improvements. All public or private parking areas which contain three or more park­ing spaces and outdoor vehicle areas shall be improved according to the following.

a. All parking areas shall have durable, dust free surfacing of asphaltic concrete, Portland cement concrete or other approved materials. The design section shall conform to the use and the soils report. All parking areas, including those in conjunction with a single family or two-family dwelling, shall be graded so as not to drain excess storm water over the public sidewalk or onto any abutting public or private property.

b. All parking areas, except those required in conjunction with single family or two-family dwellings or vehicle sales areas, which abut a residential district, shall conform to the screening requirements as set forth in the city's site design ordi­nance.

c. All parking areas, except those required in conjunction with single family or two-family dwellings or vehicle sales areas may contain a maximum of 25% of the parking spaces sized for compact vehi­cles.

d. All required handicapped parking space shall conform to the Americans With Disabilities Act (ADA), ORS 447.210, and City Parking Standards and shall be a minimum of 14 feet in width.

e. All parking areas, except those required with single family or two family dwell­ings or vehi­cle sales areas, shall have physically marked individual parking spaces such as painted lines, lettering, curbs and landscaping.

Table of Standards. The following table provides the minimum dimensions of parking stalls, length and width, aisle width and maneuvering space, of public or private parking areas. All parking facilities shall meet these minimum stan­dards. The width of each parking space includes a four-inch (4") wide stripe, which separates each space. Compact spaces are noted in parenthe­sis:

Angel from Curb

Stall Width


Channel Width


Aisle Width


Curb Length per stall "D"


9' 0" (8'6")

9' 0" (8' 6")

12' 0" (12' 0")

23" 0" (20' 0")


9' 0" (8'6")

16' 10" (14' 10")

12' 0" (12' 0")

18" 0" (17' 0")


9' 0" (8'6")

19' 1" (16' 7")

14' 0" (14' 0")

12' 9" (12' 0")


9' 0" (8'6")

20' 1" (17' 3")

18' 0" (18' 0")

10' 5" (10' 3")


9' 0" (8'6")

18' 0" (15' 0")

24' 0" (24' 0")

9' 0" (8' 6")


In general, new sidewalks are required for all development requiring a development permit.

Minimum Sidewalk Width


Street Class/Location 6" curb

Arterial 6'

Collector 5' Residential

6' Commercial/Industrial

Local 5' Residential

5' 40' R/W - Residential

6' Commercial/Industrial

Cul de sac 5' Residential

5' 40' R/W - Residential

5' Commercial/Industrial

Sidewalks include a six-inch curb as a portion of the minimum width. Sidewalks may be required to meander within the dedicated right-of way or outside of the right of-way within an easement with the approval of the Public Works Director.

For streets designated collector and below, the Public Works Director may consider design modi­fications to conserve major trees in the public right of way. Subject to approval by the Public Works Director, sidewalks may be deleted on one side of a street.


Each corner at all intersections shall contain wheelchair ramps for handicapped access located within the curb return. Ramps shall also be located wherever an accessible route crosses a curb. In residential areas the ramp will be located at the midpoint of the curb return. On streets classi­fied above local or cul de sac, ramps may be required at different locations within the curb return. It may also be required to construct two (2) ramps at a curb return when a different loca­tion is required.

Locations of sidewalk ramps shall be designed with regard to storm water flows, street grades, and pole locations. Other factors may also dictate sidewalk ramp location. Wheelchair ramps shall be designed to conform with the requirements of the Americans with Disabilities Act (ADA).


This summarizes the City's policy and implemen­tation strategies for bikeways within the City and for connection with metropolitan bikeways. The City's plan has adopted both AASHTO and ODOT standards and criteria as the minimum guidelines for bikeway design, construction and control.

The City's adopted guidelines for bikeways consist of the following:

1. Guide for Development of New Bicycle Facilities 1981

2. AASHTO, Oregon Supplements and Exceptions to AASHTO Guide

3. Manual on Uniform Traffic Control Devices with Oregon supplements by Oregon Trans­portation Commission



Bikeway Location Width Comments

Public Street (designated bike lane) 8' ** Each direction of travel

Public Street (non designated bike lane) One way pavement width greater than 12'

desirable one way pavement width is 14' or greater

Off Street Bicycle Path 5' * One Way Travel

Off Street Bicycle Path 8'-10' * Two Way Travel

Off Street Bicycle Path (Shared 12'* Two Way Travel

with Pedestrians)

Off Street Bicycle Path (Shared 7'* One-Way Travel

with Pedestrians)

* Paths are constructed with 2' gravel shoulders on both sides.

** An eight foot section is required unless this width is not practical because of physical or economic constraints. A minimum width of four feet may be designated as a bicycle lane.


In general, bikeway design shall meet the adopted standards referred to in Section 6.0060. Question:same as sidewalk? Yes

All bikeways shall have a minimum cross slope of two percent (2%) and a maximum cross slope of five percent (5%). On curved alignments, the cross slope shall be to the inside of the curve.

Bikeway curvature will be based on a minimum design speed of 20 mph. Bikeway grades shall be limited to a maximum of five percent (5%). Where topography dictates, grades over five percent (5%) are acceptable when a higher design speed is used and additional width is provided.


Off-street bikeways shall be constructed for two different situations. The two situations are where limited maintenance vehicle (City-owned) use will occur, and where heavy maintenance vehicle use will occur. In both cases, sub grade preparation will require removal of existing organic material and compaction. Question : City has no heavy maintenance vehicles? Correct and no plans to obtain them for bikeways.

Bikeway Thickness

Use Asphalt Aggregate

Limited 2" 6"

Heavy 3" 8"

When drainage, such as side ditches, is required parallel with the bikeway, the ditch centerline shall be at least five feet (5') from the edge of the pavement. Ditch side slope adjacent to the bikeway shall be no steeper than 2:1 when measuring the horizontal distance to the vertical distance.

When culverts cross bikeways, the ends of the pipe shall be no closer than five feet (5') from the edge of the bikeway.


Lighting should be included in the bikeway design when nighttime security could be a prob­lem and a high nighttime use is expected (i.e., paths serving students, commuters). The hori­zontal illumi­nation levels shall be .05 foot-candle (5 lux) to 2 foot candles (22 lux) except when security prob­lems exist. Higher illumination levels should be considered in these locations. The placement of the light standards (poles) shall meet all vertical and horizontal clearances. When will this happen in Glendale? Not likely but if in the future it does the condition is prepared for.


Bike paths intersecting with roadways require physical barriers to deter use by unauthorized motor vehicles. A lockable, removable post(s) may be used to discourage such use and still permit authorized vehicles to access the paths. The post shall be brilliantly colored and perma­nently reflectorized. If more than one (1) post is required, the spacing shall not exceed a separa­tion of more than five (5) feet.

An alternative to deterring the motor vehicles is to design two (2) five (5) foot wide lanes sepa­rated by low landscaping at the intersection.


Access to private property shall be permitted with the use of driveway curb cuts. The access points with the street shall be the minimum necessary to provide access while not inhibiting the safe circulation and carrying capacity of the street.

On Collector streets and above, one driveway per site frontage will be the normal maximum number. Double frontage lots and corner lots on these streets may be limited to access from a single street, usually the lower classification street. If additional driveways on a frontage are approved by the Public Works Director, a finding shall be made that no eminent traffic hazard would result and impacts on through traffic would be minimal. Restrictions may be imposed on additional driveways, such as limited turn movements, shared access between uses, closure of existing driveways, or other access manage­ment actions.

Driveway approach types including residential driveway, commercial/industrial driveways, must be approved by the Public Works Director.

Should the length of a driveway be greater than fifty (50) feet in length and the driveway has only one (1) access to the street or does not loop to the street, a turnaround shall be provided. The minimum inside radius of the turn around shall be fifteen (15) feet with a width at the turnaround point of thirty (30) feet for maneuvering. Statement let’s think about this. This is for emergency response crews for the people living at that address. It seems reasonable to prepare for them what they may not think to prepare for.


Driveway Widths (Min-Max)

Street Class. Residential Commercial Industrial No. Allowed

Arterial 12/24(2) 12/36 12/36 Res. 1/250' frontage

Com. 1/250' frontage

Collector 12/24(2) 12/36 12/36 Res. 1/frontage

Com. 1/frontage(5)

Local 12/24(2) 12/36 (4) Res. 1/frontage(3)

Com. 1/frontage

Cul de sac 12/24(2) 12/36 12/36 Res. 1/frontage(3)

Com. 1/frontage

Res. = Residential Zone Com.= Commercial Zone Ind.= Industrial Zone

Notes: (1) Special conditions may warrant access.

(2) 28' maximum with 3 car garage.

(3) Frontage greater than 130' permitted one additional curb cut.

(4) Build to Collector standard.

(5) Certain businesses may warrant one additional curb cut for service driveways.


Driveway Locations (minimum distance to curb return)

Street Classification Residential Commercial Industrial

Arterial 100' (1)(3) 100' 100'

Collector 45' (3) 100' 100'

Local 45' (2) 45' 45'

Cul de sac 45' (2) 45' 45'

Notes: (1) Minimum distance from curb return unless this prohibits access to the site.

(2) 25 feet will be allowed for corner lots with limited frontage where distance requirements cannot be met.

(3) Direct access to this street will not be allowed, if an alternative exists or is planned.

For classification of Collector and above, drive­ways adjacent to street intersections shall be located beyond the required queue length for traf­fic movements at the intersection. If this requirement prohibits access to the site, a drive­way with restricted turn movements may be allowed.

Within commercial, industrial and multi-family areas shared driveways and internal access between similar uses are encouraged to reduce the access points to the higher classified road­ways, to improve internal site circulation, and to reduce local trips or movements on the street system. Shared driveways or internal access between uses will be established by means of common access easements at the time of devel­opment.

Driveway grades shall not exceed twelve percent (12%) from the curb line to the property line.



A complete street lighting system shall be the responsibility of the development. All streets front­ing the property shall be provided with ade­quate lighting. Developer is required to provide lighting for public convenience and safety. For lighting requirements, all developments will be required to submit three (3) copies of the final plat (residential and major land partitions) to the Public Works Director. Commercial and indus­trial developments, in addition to the above require­ment, shall submit three (3) copies of the site plan to the Public Works Director.

Street lighting shall be provided as part of the street design process. Design illumination levels shall be in accordance with the recommendations if the "Illuminating Engineering Society" and are summarized in the following table.



Commercial Urban Intermediate Residential


Classification Foot Candles

Highway 1.4 1.2 1.0

Arterial 2.0 1.4 1.0

Collector 1.2 .9 .6

Local/Cul de sac - .9 .6

The average-to-minimum uniformity ratios for roadways in commercial and intermediate areas shall be 4:1 or better. In residential areas this uniformity ratio shall be 6:1 or better.

The street lighting system shall be provided using high-pressure sodium vapor luminaries. The design average horizontal illumination and uniformity ratio shall be obtained by considering together the factors of lamp wattage, pole support spacing, and luminaire height of the streetlights. It is preferred to locate poles at lot line extensions and not in the middle of a lot, and to locate poles at corners.


Street names for all new development will be approved by the City prior to recording of any maps or plats. The development shall pay for all street name and traffic control signage prior to the signing of the final plat or map by the City. All new Signage will be provided and installed by the developer and installed by the City in new developments.

Street names shall conform with the established grid system(s) in the City and its UGB. No new street name shall be used which will duplicate or be confused with the name of existing streets in the UGB area.

Building numbering will be issued by the City of Glendale.

6.0100 - MAILBOXES

Joint mailbox facilities shall be provided in all residential developments, with each joint mailbox serving at least two (2) dwelling units.

1. Joint mailbox structures shall be placed adjacent to roadway curbs.

2. Proposed locations of joint mail­boxes shall be designated on as part of the devel­opment plan, and shall be approved by the Public Works Director.

3. Plans for the joint mailbox struc­ture to be used shall be submitted as part of the development plan for approval by the Public Works Director.

Question on this group What does this really mean? This statement defines how the placement of mailboxes should be. This description would not allow for abnormal mailboxes or would allow the City to object to some form of mailboxes that did not apply.



The urban boundary map, policies and access requirements for various land uses, as adopted by the Comprehensive Plan and Zoning Ordinance, shall serve as guidelines for the functional clas­sifications, definitions and standards require­ments and rules adopted under this chapter.


Functional classification categorizes roads and streets by their operational purpose. Some of the key factors considered when adopting the func­tional classifications were the following:

a. Relation between street traffic and land use of the abutting properties;

b. Volume and kinds of traffic;

c. Relative origins and destinations of traffic and lengths of trips.

The basic hierarchy of functional classification is Arterial streets, Collector streets and Local streets and Cul-de-sac streets. These categories are defined as follows:

Arterial streets: Arterial streets carry higher volumes of traffic, usually over 4,000 vehi­cles/day and are generally consist of three or more lanes, with the third lane being a common turn lane. Their function is to serve intra-county trips; that is, trips which have at least one end trip within the county.

Collector streets: Collector streets gather area traffic from local streets within a one-half mile radius and connect it to the arterial system. They are not intended to serve through traffic, and they are the lowest order of streets designed to carry transient vehicles. Collector streets gener­ally have a traffic volume rate of 1,000 to 4,000 vehicles/day. Abutting land uses are generally residential.

Local streets: Local streets provide access to abut­ting property and do not serve to move through traffic. Local streets standards will be further categorized by adjacent land use into residential, commercial and industrial local streets.

Local streets - (Commercial/Industrial): Within the local street classification, there may be consid­erable difference between the kind of improve­ment specified where commercial or indus­trial land uses access a local street, as compared to the kind of improvement specified for resi­dential access. Generally, a local street classification in commercial or industrial areas will require an improvement equal to that specified for a collec­tor classification.

Cul-de-sac streets: Cul-de-sac streets provide access to abutting property only and will be as short as possible, in no event shall a Cul-de-sac be more than 450' in length.

The length of a Cul-de-sac shall be measured along the centerline of the roadway from the near side of the intersecting street to the farthest point of the Cul-de-sac. All Cul-e-sac streets shall ter­minate in a circular turnaround.


A standard cul-de sac turnaround shall be provided at the end of a permanent dead end street that does not provide looped circulation. Permanent dead end streets shall be limited to serving no more than eighteen dwellings and shall not exceed 450’ in length from the point of the nearest centerline/centerline intersection.

A permanent dead end street is measured from the right of way line at the nearest intersecting street, which has at least two points of access, to the right of way line at the furthest end of the dead end street.

An existing dead end street system which is more than 450’ long or which serves more than 25 dwelling units may be terminated in a cul de sac if no Future Street Plan has been adopted and the following criteria are met:

a. Alternative emergency vehicle access or fire protection is provided satisfactory to the local Fire Authority and,

b. Neighborhood traffic circulation needs are not adversely impacted by the proposed cul de sac termination of the street.

Temporary dead-end streets more than one-hundred-fifty (150) feet in length shall be provided with an approved turn-around for emergency vehicles.


6.0131 - ALLEYWAYS

Alleyways may be provided in commercial and industrial developments with approval by the Public Works Director. When approved by the City Council, City Clerk, City Attorney and signed by the mayor of the City of Glendale alley­ways shall be dedicated to the city. The right of way width shall be 20 feet with a 20 foot pave­ment width. Question: Do all allyways have to be paved? If we made a rule like that would we have to pave all of the ones we already have? I am answering a question with a question to point out the up keep the City currently goes through. Do we even want the alleyways?

Design for alleyways shall meet the same criteria as other public streets. The exceptions to those criteria may be centerline radius and design speed. Generally, alleyways shall be designed for one-way operations.


In general, private residential streets and access ways shall only be allowed for multi-family develop­ments such as condominiums and apart­ments and mobile home parks. Interior design for private access ways in a manufactured home park shall meet standards for private residential access ways including:

1. Dead-end access ways shall not exceed 600 feet in length nor serve more than 25 dwellings units. Dead-end access ways which exceed 150 feet in length shall be provided with an approved turnaround.

2. "Private Street" Signage and driveway approach shall be placed at the intersec­tion with the public street to clearly identify the private access way.

3. Private maintenance of the private streets/access ways shall be provided by a Homeowner’s Association or other appropriate entity. Maintenance shall insure continual emergency access at all times.

4. Location of private access ways shall meet the Uniform Fire Code and meet the minimum pave­ment section of local residential streets.


Where pavement is installed next to existing pavement and at all trench cuts, the existing pave­ment shall be saw cut. The face of the joint between the new and existing pavement shall be coated with asphalt emulsion and the surface of the joint shall be sand sealed.

Where existing pavement is cut for utility or other construction, a permit must be obtained from the City. Backfill shall be Controlled Density Fill (CDF) to within 4 inches of final grade, topped by 4 inches Class C AC.

6.0134 - SHOULDERS

Where sidewalks and pavement end or where there is no curb and sidewalk (such as half-street improvements) shoulder rock shall be provided to grade with the pavement. Shoulder rock shall be a minimum of six (6") inches in depth, thirty six inches (36") wide and shall be 3/4-inch minus crushed.

Question and last how long? No one can know how long it will last. This will become a City Maintenance Issue

Glendale Design Standards 6-18 April 1997