Chapter 17.180
TRANSPORTATION STANDARDS
Sections:
17.180.010 General.
17.180.020 Transportation impact study (TIS) requirements.
17.180.030 Standards.
17.180.040 Pedestrian access and circulation.
17.180.050 Improvements.
17.180.010 General.
(1) The location, width, and grade of streets, sidewalks, and pedestrian and bicycle pathways shall conform to the Coos Bay transportation system plan. Street and pathway location, width, and grade shall be considered in their relation to existing and planned streets and pathways, to topographical conditions, to public convenience and safety, and to proposed use of the land to be served by the streets.
(2) All streets within or abutting a proposed development shall be designed to handle the amount and kind of traffic generated by the development and shall be improved to the standards contained in this title. All proposed developments must provide paved access from an existing fully improved public street which meets city specifications and is adequate in design to handle the amount and kind of traffic generated by the development. Paved access to private developments may be subject to similar requirements of CBMC 17.200.030(3)(e).
(3) The applicant may be required to dedicate adequate rights-of-way and construct street improvements consistent with functional classification of the adjacent roadway as designated in the Coos Bay transportation system plan.
(4) All state and local roadways within the city of Coos Bay have been classified in the Coos Bay transportation system plan based on their level of importance and function. These classifications serve to identify the applicable standard for individual situations. [Ord. 344, 2004; Ord. 93 § 3.11.1, 1987].
17.180.020 Transportation impact study (TIS) requirements.
(1) Purpose. Each proposed development that is expected to generate 500 or more daily trip ends shall evaluate the transportation system impacts in a transportation impact study (TIS). Such evaluations shall be prepared by a professional transportation engineer and paid for by the applicant. The TIS shall evaluate the access, circulation and other transportation requirements. The scope of a TIS shall be established by the department of community services to address issues related to a specific development proposal.
(2) Projects that generate less than 500 daily trip ends may also be required to provide traffic analysis when, in the opinion of the department of community services, a capacity problem and/or safety concern is caused and/or is adversely impacted by the development. The department of community services shall determine the scope of this special analysis.
(3) Trip ends shall be defined by the Institute of Transportation Engineers (ITE), Trip Generation Manual, 6th Edition (or subsequent document updates), or trip generation studies of comparable uses prepared by an engineer and approved by the department of community services. “Trip ends” are trips that either begin or end at the proposed land use.
(4) Level of Service (LOS). The level of service standard to determine what is acceptable or unacceptable traffic flow on streets shall be based on a volume-to-capacity ratio. City streets shall maintain a LOS of “D” during the p.m. peak hour of the day. A lesser standard may be accepted for local street intersections or driveway access points that intersect with collector or arterial streets, if alternative signalized access is available and these intersections are found to operate safely.
(5) Mitigation. Where a development causes traffic impacts that bring a road below acceptable levels of service, or impacts a road that is already operating below acceptable levels of service, or impacts a road that has a documented safety problem, the TIS shall identify traffic impacts attributable to the development and appropriate mitigation measures. The developer may be required to implement mitigation measures as a condition of approval.
(6) Traffic Signals. Traffic signals shall be required with development when traffic signal warrants are met, in conformance with the Highway Capacity Manual and the Manual of Uniform Traffic Control Devices. [Ord. 344, 2004; Ord. 93 § 3.11.2, 1987].
17.180.030 Standards.
(1) Dimensions. Street and alley dimensions shall conform with the requirements set forth in Table 17.180.030. The department of community services may modify these requirements to satisfy topographical conditions, public convenience and safety, and the relationship to existing streets.
In addition, the department of community services may modify the requirements set forth in Table 17.180.030 if the landowner can: (a) demonstrate the intent of CBMC 17.180.010(1) through (4) is met; and (b) provide written documentation that the proposed street design is approved by the Coos Bay fire chief. The department may refer the request to the planning commission. Any decision of staff may be appealed to the planning commission in accordance with Chapter 17.305 CBMC.
(2) Variances. Where existing conditions, such as the topography, the size or shape of land parcels, or constraints posed by sensitive lands (i.e., wetlands), make it otherwise impractical to meet these minimum standards, then a variance, pursuant to Chapter 17.350 CBMC, may be granted to accept a narrower right-of-way.
(3) Turn Lanes/Medians. Turn lanes and/or center medians are required on major (five-lane) arterials and optional for secondary (three-lane) arterials.
(4) Alignment. As far as practical, all streets other than minor streets shall be in alignment with existing streets by continuations of the centerlines thereof. Staggered street alignment resulting in “T” intersections shall wherever practical leave a minimum distance of 200 feet between the centerlines of streets having approximately the same direction and otherwise shall not be less than 100 feet.
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Minimum Paving Width Curb-to-Curb |
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Maximum Grade |
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Type of Street |
Minimum Right-of-Way Width |
Motor Vehicle Travel Lane |
Median or Center Turn Lane |
On-Street Parking |
Bike Lane (a) |
Sidewalk Curb (b) |
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Arterial |
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5-lane (c) |
100' |
12' |
14' |
– |
2 @ 5 – 6' |
2 @ 6' |
8% |
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3-lane (c) |
80' |
12' |
14' |
– |
2 @ 5 – 6' |
2 @ 6' |
8% |
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2-lane |
50' |
12' |
– |
– |
2 @ 5 – 6' |
2 @ 6' |
8% |
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Collector |
70' |
12' |
– |
2 @ 8' |
2 @ 5 – 6' |
2 @ 5' |
10% |
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Local |
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Residential |
50' |
10' |
– |
2 @ 8' |
– |
2 @ 5' |
16% |
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Commercial/Industrial (c) |
60' |
12' |
– |
2 @ 8' |
– |
2 @ 5' |
16% |
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Dead End (d) |
50' |
10' |
– |
2 @ 8' |
– |
2 @ 5' |
16% |
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Cul-de-Sac (e) |
50' |
10' |
– |
(d) |
– |
1 @ 5' (f) |
16% (d) |
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Alley |
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1-way |
20' |
12' |
– |
– |
– |
– |
– |
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2-way |
20' |
16' |
– |
– |
– |
– |
– |
(a) New construction: six feet; reconstruction: five feet.
(b) Wider sidewalks may be required in commercial areas.
(c) The minimum right-of-way width includes the option of two six-foot-wide landscape strips for arterials or two four-foot-wide strips for local commercial/industrial.
(d) A dead end must be less than 400 feet in length and terminate with a circular or hammerhead turnaround with a maximum grade of eight percent.
(e) No parking is permitted at the end of a cul-de-sac which must have adequate space for emergency equipment turnaround, usually a 45-foot unobstructed radius.
(f) At the end of the cul-de-sac, a five-foot sidewalk is required along the perimeter adjacent to the development.
(5) Intersection Angles. Streets shall be laid out to intersect at angles as near to right angles as practical except where topography requires a lesser angle, but in no case less than 60 degrees unless there is a special intersection design. Streets shall have at least 50 feet of tangent adjacent to the intersection unless topography requires a lesser distance. Intersections which are not right angles shall have a minimum corner radius of 20 feet along the right-of-way lines of the acute angle. All right-of-way lines at intersections with arterial streets shall have a corner radius of not less than 20 feet.
(6) Grades. In flat areas, allowance shall be made for finished street grades having a minimum slope of one-half percent. Streets intersecting with a collector or greater functional classification street, or streets intended to be posted with a stop sign or signalization, shall provide a landing area of at least 20 feet long and averaging five percent grade or less. At intersections, no part of the centerline of one street within 50 feet of the near curbline of the other street shall have a slope above the intersection in excess of six percent or below the intersection in excess of eight percent. The maximum grade of either street within an intersection shall be six percent.
(7) Curves. Centerline radii of curves shall not be less than 300 feet on five-lane arterials, 200 feet on three-lane arterials, or 100 feet on other streets, and shall be to an even 10 feet, except where topographical conditions justify a variation.
(8) Marginal Access Streets. Where a subdivision abuts or contains an existing or proposed arterial street, the planning commission may require marginal access streets; that is, a minor street parallel and adjacent to a major arterial street providing access to abutting properties, but protected from through traffic; double frontage lots with suitable depth, screen planting contained in a nonaccess reservation strip along the rear or side property line; or other treatment necessary for adequate protection of residential properties and to afford separation of through and local traffic.
(9) Alleys. Alleys shall be provided in commercial and industrial districts facilities as approved by the city. The corners of alley intersections shall have a radius of not less than 12 feet. There shall be no dead-end alleys.
(10) Future Extension of Streets. Streets shall be extended to the boundary of the parcel in order to give access to or permit a satisfactory future development of adjoining land. Resulting dead-end streets may be approved without a turnaround if they are less than 150 feet in length. If longer than 150 feet, then a temporary turnaround (i.e., hammerhead) shall be constructed. Reserve strips and street plugs may be required to preserve the objectives of street extensions.
(11) Street Names. No street name shall be used which will duplicate or be confused with 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 planning commission or department of community services. [Ord. 344, 2004; Ord. 93 § 3.11.3, 1987].
17.180.040 Pedestrian access and circulation.
(1) Pedestrian Pathways. To ensure safe, direct and convenient pedestrian circulation, all developments, except single-family housing and duplexes on individual existing lots, shall provide a continuous pedestrian and/or multi-use pathway system. (Pathways only provide for pedestrian circulation. Multi-use pathways accommodate pedestrians and bicycles.) The system of pathways shall be designed based on the standards below.
(2) Continuous Pathways. The pathway system shall extend throughout the development site, and connect to all future phases of development, adjacent trails, public parks and open space areas whenever possible. The developer may also be required to connect or stub pathway(s) to adjacent streets and private property. As a condition of approval, the developer shall record an access easement to grant access to adjacent parcels.
(3) Safe, Direct, and Convenient Pathways. Pathways within developments shall provide safe, reasonably direct and convenient connections between primary building entrances and all adjacent streets, based on the following standards:
(a) Reasonably Direct. A route that does not deviate unnecessarily from a straight line or a route that does not involve a significant amount of out-of-direction travel for likely users.
(b) Safe and Convenient. Bicycle and pedestrian routes that are reasonably free from hazards and provide a reasonably direct route of travel between destinations.
(c) For commercial, industrial, mixed use, public, and institutional buildings, the “primary entrance” is the main public entrance to the building. In the case where no public entrance exists, street connections shall be provided to the main employee entrance.
(d) For residential buildings, the “primary entrance” is the front door (i.e., facing the street). For multifamily buildings in which each unit does not have its own exterior entrance, the “primary entrance” may be a lobby, courtyard or breezeway which serves as a common entrance for more than one dwelling.
(4) Connections within Development. Pathways shall connect all building entrances to one another within a development. In addition, pathways shall connect all parking areas, storage areas, recreational facilities and common areas (as applicable), and adjacent developments to the site, as applicable.
(5) Connections to Public Streets. Pathways shall be provided at or near mid-block where the block length exceeds the length required by Chapter 17.135 CBMC. Pathways shall also be provided where cul-de-sacs or dead-end streets are planned, to connect the ends of the streets together, to other streets, and/or to other developments, as applicable. Pathways used to comply with these standards shall conform to all of the following criteria:
(a) Multi-use pathways (i.e., for pedestrians and bicyclists) are no less than 10 feet wide and located within a 20-foot-wide right-of-way or easement that allows access for emergency vehicles;
(b) If the streets within the subdivision or neighborhood are lighted, the pathways shall also be lighted;
(c) Stairs or switchback paths using a narrower right-of-way/easement may be required in lieu of a multi-use pathway where grades are steep;
(d) The city may require landscaping within the pathway easement/right-of-way for screening and the privacy of adjoining properties;
(e) The city may determine, based upon facts in the record, that a pathway is impracticable due to: physical or topographic conditions (e.g., railroads, extremely steep slopes, sensitive lands, and similar physical constraints); buildings or other existing development on adjacent properties that physically prevent a connection now or in the future, considering the potential for redevelopment; and sites where the provisions of recorded leases, easements, covenants, restrictions, or other agreements recorded as of the effective date of the ordinance codified in this title prohibit the pathway connection.
(6) Street Lights. Street lights shall be installed at the right-of-way intersection in accordance with city standards as part of the street improvement project or when the sidewalks are constructed. Street lights may also be required at the end of a cul-de-sac.
(7) Sidewalks and Planter Strips. Maintenance of sidewalks and planter strips shall be the continuing obligation of the adjacent property owner. [Ord. 344, 2004; Ord. 93 § 3.11.4, 1987].
17.180.050 Improvements.
(1) Improvement Standards. Public streets within or adjacent to a development shall be improved in accordance with the transportation system plan.
Public streets, alleys and driveways shall be constructed and improved to standards established by the department of community services and the provisions of this title.
Public street and alley improvements shall be subject to acceptance by the department of community services.
(2) Existing Streets. Whenever existing rights-of-way adjacent to or within a parcel are of less than the minimum width, additional right-of-way shall be provided as part of a land division or development permit.
(3) Half Streets. Half streets, while generally not acceptable, may be approved where essential to the reasonable development of the parcel, when in conformity with the other requirements of these regulations, and when the planning commission finds it will be practical to require the dedication of the other half when the adjoining property is subdivided or developed. Whenever a half street is adjacent to a tract to be subdivided, the other half of the street shall be platted within such tract. Reserve strips and street plugs may be required to preserve the objectives of half streets.
(4) Temporary Streets. The city may accept a partial improvement of a local public street that serves a residential district. The partial improvement shall include improvement (an all-weather travel surface or paving) of the vehicle travel lanes, but may defer other improvements (e.g., paving, parking, curbs, gutters, sidewalks) as long as future guarantees are provided in accordance with subsection (5) of this section. The landowners or the city may consider the formation of a local improvement district at any time pursuant to city ordinance.
(5) Future Guarantees. The city may accept a future improvement guarantee (e.g., owner agrees not to remonstrate (object) against the formation of a local improvement district in the future) which must be filed in the deed records of the county clerk, in lieu of street improvements, unless one or more of the following conditions exist:
(a) A partial improvement may create a potential safety hazard to motorists or pedestrians;
(b) Due to the developed condition of adjacent properties it is unlikely that street improvements would be extended in the foreseeable future and the improvement associated with the project under review does not, by itself, provide increased street safety or capacity, or improved pedestrian circulation;
(c) The improvement would be in conflict with an adopted capital improvement plan; or
(d) The improvement is associated with an approved land partition on property zoned residential and the proposed land partition does not create any new streets. [Ord. 344, 2004; Ord. 93 § 3.11.5, 1987].