50.06.003 CIRCULATION AND CONNECTIVITY
1. ACCESS/ACCESS LANES (FLAG LOTS)
a. Definition of Access
For the purposes of this section, access shall be defined as: "area within public right-of-way directly affected by the traffic generated by the particular development and necessary to provide safe and efficient ingress and egress to the property."
b. Applicability
This section is applicable to all major developments and to the following minor developments:
i. Construction or alteration of multi-family dwelling;
ii. Construction or alteration of major public facilities;
iii. Construction or alteration of commercial development;
iv. Construction or alteration of institutional development;
v. Construction or alteration of industrial development; and
vi. Land divisions (partitions and subdivisions).
c. Standards for Approval
i. Every residentially zoned lot shall abut a street for the following minimum length:
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TABLE 50.06.003-1: MINIMUM STREET FRONTAGE |
|
|---|---|
|
Residentially Zoned Lot |
Minimum Street Frontage |
|
Rowhouse |
17 ft. |
|
Flag Lot |
LOC 50.07.007.2.c |
|
All Other |
25 ft. |
ii. Access design shall be based on the following five criteria:
(1) Topography;
(2) Traffic volume to be generated by the development;
(3) Classification of the public street from which the access is taken (residential, collector or arterial);
(4) Traffic volume presently carried by such street; and
(5) Projected traffic volumes.
iii. Direct permanent access from a development to an arterial street is prohibited where an alternate access is either available or is expected to be available. A temporary access may be allowed.
iv. Direct access from a development or a structure to a local residential street is required unless such access is not available.
v. The City may require shared access with a neighboring site or an extension of residential streets across adjacent properties to provide access to the development if necessary to prevent adverse impacts on traffic flow.
vi. If no satisfactory access from a public street to a development is available, the City shall require postponement of the development until such time as a satisfactory access becomes available.
vii. Access lanes created by a partition or private streets created by a subdivision shall contemporaneously provide an option of dedication to the City.
d. Standards for Access Lanes
Access lanes shall meet the following minimum standards:
i. Twenty-ft. wide easement.
ii. Access to two to four dwelling units – 12 ft. of pavement with a four ft. shoulder on each side.
iii. Access to five to eight dwelling units – 16 ft. of pavement with a two ft. shoulder on each side.
iv. When providing access for seven to eight dwelling units, the access lane shall be designed to provide "on-lane" parking for a minimum of four standard vehicles or provide an "off-lane" parking area for a minimum of four standard vehicles.
e. Traffic Study
Determination of the location and configuration of an access shall be based on a traffic study, unless otherwise approved by the City Manager.
f. Expenses Borne by Developer
The expense related to modification of an existing street to accommodate proposed access including all traffic control devices and lighting shall be paid for by the developer.
g. Distance between Access and Nearest Intersection
Access from a major development to a collector or an arterial shall be not less than 100 ft. from the nearest intersection of street centerlines.
[Cross-Reference: LOC 50.06.001.3.c – Alleys, R-6 Zone.]
(Ord. 2579, Repealed and Replaced, 03/20/2012)
2. ON-SITE CIRCULATION – DRIVEWAYS AND FIRE ACCESS ROADS
a. Applicability
This section is applicable to all development proposing a new use or an increased use on a site when the development will result in the construction of or the increased use of private streets, driveways, or parking lot aisles. Increased use shall be defined as an increase in trip generation or parking requirement.
b. Standards for Approval
i. Driveway Approaches – Locational Limitations and Restrictions
(1) On corner lots where the adjacent streets are fully improved to their anticipated ultimate width, the nearest edge of a proposed driveway to the intersection shall be no closer than 30 ft. when measured from the projected curb of the street that is the most parallel to the alignment of the proposed driveway.
(2) On corner lots where the adjacent streets are not fully improved to their anticipated ultimate width, the nearest edge of a proposed driveway to the intersection shall be no closer than 30 ft. when measured from the lot corner, or if the corner is a radius, from the point of intersection of the tangents. If right-of-way dedication is required as a condition of approval, the lot lines after dedication shall be used as the basis for determining compliance with this standard.
(3) On lots with less than 75 ft. of continuous frontage on a single public street, only one driveway shall be permitted along that frontage.
(4) All driveway approaches shall be located and designed so that the driver entering or exiting the driveway can see approaching traffic for a sufficient distance to make a safe entrance and exit. American Association of State Highway and Transportation Officials (AASHTO) standards shall be used in determining compliance with this standard.
(5) The maximum width of a driveway approach, measured where the edges of the driveway meet the right-of-way, shall be governed as follows:
(a) Single-family residential with garage door(s) facing the street: 12 ft. per garage or carport stall, or surface parking space, but not to exceed 30 ft.
(b) Single-family residential with side-loading garage: 24 ft.
(c) All other uses: 24 ft. unless otherwise justified by the recommendations of a traffic study.
ii. Driveway Widths
Driveways shall conform to the minimum width requirements of LOC 15.06.610 (Oregon Fire Code Adopted) and LOC 50.06.002, Parking.
iii. Driveway Grades
(1) The maximum grade of a driveway serving one single-family structure shall be 20%. If the grade exceeds 15%, then the residence must be provided with alternative methods for fire suppression, i.e., sprinklering.
(2) The maximum grade of a driveway for all other uses shall be 15%.
(3) For all uses except residential structures of four units or less, there shall be a landing area where a driveway used by multiple drivers meets the public street. The landing area shall be a minimum of 25 ft. long and shall have a maximum grade of 5%. The length and grade of the landing area described in this subsection presupposes that the abutting street has been fully improved to its ultimate anticipated width. If a driveway is proposed on a street that is not fully improved, and the development proposal is anticipated to proceed prior to the improvement of the street, the City Engineer shall determine the location and grade of the future street improvement and the applicant shall design the driveway and site grading so that this standard will not be compromised when the street is improved in the future.
(4) Along the traveled way, grade breaks shall not exceed an algebraic difference of 9% unless accomplished by the construction of a vertical curve complying with the City’s Standard Details.
(5) The maximum cross-slope of a driveway shall be 5%, except for that portion of a driveway which must blend with an adjacent street grade that exceeds 5%. When blending is necessary, the length of the blended section shall be limited to 30 ft.
iv. Fire Access Lanes
(1) All developments shall comply with the minimum requirements for fire access roads as stipulated by the Fire Code and LOC Chapter 15.
(2) The paved improvement of fire lanes, their associated turnarounds and right-of-way dimensions shall comply with the City’s Standard Details.
(3) When a fire access road is required to be used as a primary or alternate access route for the provision of emergency services to or through an abutting property, the fire lane shall be declared as such on a legal instrument to be recorded against the title of the affected property(ies). A declaration on a plat or on a recorded development plan may also be used to satisfy this standard.
v. Turnarounds
(1) If a dead-end driveway exceeds 150 ft. in length, it shall provide a fire department turnaround in compliance with the City’s Standard Details. Exception: The Fire Marshal may approve driveways greater than 150 ft. in length if the structures greater than 150 ft. from the public road are provided with alternative methods of fire suppression, i.e., sprinklering.
(2) Except where a continuous forward exit can be made out of the site, all developments with on-site loading and delivery areas shall provide a turnaround for delivery vehicles in compliance with the City’s Standard Details.
(3) Required turnarounds shall not overlap a required parking space.
vi. Schools – Special Provisions
Schools and similar institutional or instructional uses with a total enrollment of 25 or more students on any given day shall provide an on-site driveway that allows a continuous forward flow of vehicles through the site for the loading and unloading of children.
vii. Easements Required
(1) Driveways and their associated parking areas and turnarounds shall be located on the site or, if located off site, in an easement.
(2) A copy of the easement shall be submitted to the City as part of the development application. If the easement has not yet been obtained at the time of application, the applicant shall supply a letter of commitment from the party who has the authority to grant the easement indicating that the easement will be granted contingent upon the development’s approval by the City.
(3) Easements shall state the purpose of the easement, identify the benefiting and burdened properties, state the duration of the easement rights granted, and stipulate the maintenance responsibilities of the parties.
c. Standards for Construction
i. All driveways that serve as fire lanes or fire access roads shall be paved, unless modified below, and shall be designed to support fire fighting vehicle loads. The City may require an engineered pavement section and a soil test to ensure compliance with this standard.
ii. Driveway approaches in the right-of-way shall be constructed according to the City’s Standard Details.
iii. In locations where there is a slope adjacent to a driveway edge, there shall be a minimum two ft. shoulder or other means of protecting the driveway and the adjacent land from the adverse effects of erosion.
iv. Stormwater running off a driveway shall be managed and disposed of in compliance with the applicable drainage standards for minor or major development, and the Uniform Plumbing Code.
v. Where a driveway approach needs to cross a roadside ditch, a culvert of ten in. minimum diameter shall be used. The City may require a larger culvert if warranted by the hydrology of the upstream drainage basin.
vi. All driveways shall be paved with a material that does not generate dust. Hard pavement is required except in the following circumstances:
(1) Low-use driveways, such as one serving a parking area for recreational vehicles, boat trailers, or access to a storage building or storage area.
(2) Where a driveway grade changes less than 10% from the street to the parking area serving a single-family residence.
(3) Existing unpaved driveways, when there is an existing use on the site that is rated at ten or less average daily trips per weekday pursuant to the applicable ITE (Institute of Transportation Engineers) category, and the rating will not be increased with the proposed development.
(4) When the requirement for a paved driveway is waived, a paved approach shall be constructed to prevent the tracking of loose gravel onto the public street.
(5) Temporary construction access driveways.
(6) Combustible materials, erodable materials, or floatable materials shall not be approved as acceptable driveway surfaces (i.e., wood chips, bark dust, shredded tire rubber).
(Ord. 2579, Repealed and Replaced, 03/20/2012)
3. ON-SITE CIRCULATION – BIKEWAYS, WALKWAY, AND ACCESSWAYS
a. Applicability
This section is applicable to all minor and major development involving the construction of a new structure other than a detached single-family dwelling, duplex, or accessory structure, and subdivisions and planned developments. This section is also applicable to modifications which increase the square footage of commercial, industrial, public use or institutional buildings by more than 10%. For the purposes of this section, an "existing building" is a building as it exists on February 19, 1998.
b. Standards for Approval
FMU Standards Note: If the below provisions address the same subject as provided in the Foothills Building and Site Design Standards, LOC 50.11.007, Appendix G, those standards shall supersede the below provisions.
i. Commercial, industrial, public use, and institutional developments of one acre or more shall provide a pedestrian circulation plan for the site.
(1) Pedestrian connections between the proposed development and existing development on adjacent properties other than connections via the street system shall be identified and implemented, where feasible.
ii. Walkways shall connect at least one public entrance of each building accessible to the public to the nearest public walkway or other walkway leading to a public walkway. Walkways shall also connect to other areas of the site, such as parking lots and outdoor activity areas, to other building entrances, to adjacent streets and nearby transit stops.
iii. Walkways shall meet accessibility standards of the Americans with Disabilities Act (ADA) and standards as found in the Oregon State Structural Specialty Code, Section 1103, if applicable. Walkways within the site, connections to the public sidewalk, and external connections off site shall provide convenient, accessible, and the most practical direct, barrier-free route design.
iv. Portions of walkways shorter than 30 ft. across driveways, parking lots or walkways crossing surfaces shared by fork lift or heavy truck traffic may use a painted crossing zone. Otherwise, walkways crossing driveways, parking areas, and loading areas shall be clearly identifiable through the use of a different paving material, raised elevation, or other similar method.
(1) Where walkways are adjacent to vehicle travel areas, they shall be separated by a raised curb, bollards, buttons, landscaping or other physical barrier. If a raised walkway is used, the ends of the raised portions shall be equipped with curb ramps.
v. Accessways for use by pedestrians and bicyclists shall be required when necessary to provide direct routes not otherwise provided by the existing right-of-way. Developments shall not be required to provide right-of-way for accessways off site to meet this requirement. If right-of-way is otherwise available off site, the developer may be required to improve an accessway off site to the nearest transit route.
c. Standards for Construction
FMU Standards Note: If the below provisions address the same subject as provided in the Foothills Building and Site Design Standards, LOC 50.11.007, Appendix G, those standards shall supersede the below provisions.
i. The surfacing of walkways, bikeways and accessways shall consist of either two in. of asphaltic concrete over a minimum of four in. of compacted crushed rock, or of four in. of concrete, as determined by the City Manager. Other materials must be specifically approved by the City Manager.
ii. Walkway surfacing shall be five ft. in unobstructed width, unless specifically otherwise approved by the City Manager, and never less than four ft. in unobstructed width.
iii. Walkways without stairs shall have a maximum cross slope of 2% and a maximum slope of 8%. If the existing grade exceeds an 8% slope and the walkway construction requires an erosion control permit pursuant to LOC 52.02.040(1), and construction of stairs is impracticable, then the pathway may follow the existing grade.
iv. Ramps for handicapped use are required on all walkways used by the public at all points where a path intersects a curb.
v. Walkways, bikeways and accessways must be constructed in such a way as to allow the surface drainage to sheet flow across them, and not flow along them longitudinally.
vi. An accessway shall include at least a 15-ft. wide right-of-way or easement and an eight-ft. wide hard surface. For safety, accessways shall be as straight as practicable. Bollards, buttons, or landscaping shall be used to block motor vehicular access.
vii. A residential accessway shall include at least a 15-ft. wide right-of-way or easement and a minimum six-ft. wide travel surface. Accessways may meander around major trees or vegetation, but shall be as straight as practicable, considering the circumstances related to the property.
viii. The surfacing of residential accessways shall consist of either two in. of asphaltic concrete over a minimum of four in. of compacted crushed rock, or four in. of concrete, as determined by the City Manager. Depending on location, topography or presence of sensitive lands, other materials may be specifically approved by the City Manager. Residential accessway surfacing for purposes of meeting this standard shall be a minimum of six ft. in width.
ix. Bollards, buttons or landscaping shall be used to block motor vehicle access at locations where accessways abut streets.
x. Accessways shall be constructed in such a way as to allow surface drainage to sheet flow across them, and not flow along them longitudinally.
(Ord. 2599, Amended, 12/18/2012; Ord. 2579, Repealed and Replaced, 03/20/2012)
4. LOCAL STREET CONNECTIVITY
a. Applicability
This section is applicable to:
i. Any development that results in the construction of a street; or
ii. Construction of a detached single-family dwelling, duplex, zero lot line dwelling, multi-family dwelling, commercial, industrial, institutional, or public function structure; and is located on a parcel or parcels of vacant or redevelopable land of one and three-fourths acres or larger.
iii. Any construction of a detached single-family dwelling, duplex, zero lot line dwelling, multi-family dwelling, commercial, industrial, institutional, or public function structure, or any land division that abuts a parcel upon which there is a street that has been "stubbed" to the proposed development parcel.
This section is not applicable to development or construction in the FMU zone.
b. Purpose and Intent
The purpose of the connectivity standard is to ensure that:
i. The layout of the local street system does not create excessive travel lengths or limit route choices. This will be accomplished through an interconnected local street system to reduce travel distance, promote the use of alternative modes of travel, provide for efficient provision of utility and emergency services, provide for more even dispersal of traffic, and reduce air pollution and energy consumption;
ii. Streets, alleys and residential accessways shall be designed to meet the needs of pedestrians and cyclists and encourage walking, bicycling and transit as transportation modes;
iii. Street and pedestrian and bicycle accessway design is responsive to topography and other natural features and avoids or minimizes impacts to LOC 50.05.010, Sensitive Lands Overlay Districts; LOC 50.05.011, Flood Management Area; and steep slopes pursuant to LOC 50.06.006.2, Hillside Protection;
iv. Local circulation systems and land development patterns do not detract from the efficiency of the adjacent collector or arterial streets;
v. The street and accessway circulation pattern contributes to connectivity to and from activity centers, such as schools, commercial areas, parks, employment centers and other major trip generators;
vi. The Metro Urban Growth Management Functional Plan street connectivity requirements (Metro Code 3.07.630) are met;
vii. Proposed development will be designed in a manner which will not preclude properties within the vicinity that meet the definition of further developable, from meeting the requirements of this standard; and
viii. To guide land owners and developers on desired street and bicycle and pedestrian accessway connections to the existing transportation system that will improve local access to schools, transit, shopping, and employment areas.
c. Standards for Approval of Development Which Requires the Construction of a Street
i. Local and neighborhood collector streets, access lanes, and residential accessways shall be designed to connect to the existing transportation system to meet the requirements of this standard as determined by the reviewing authority.
ii. Local and neighborhood collector street design shall provide for full street connections between through streets with spacing of no more than 530 ft., measured between the center of the intersection of two through streets that provide for vehicle traffic movement in generally the same direction ("through street pairs") with the cross street. This requirement shall be applied to all through street pairs which surround the site. If the nearest boundary of the site (or boundaries extended to the street) is more than 100 ft. from the intersection of a through street nearest to the site and the cross street, the provisions of this standard shall be met, except when the provisions of subsection 4.c.vi of this section are met. See Figure 50.06.003-A: Street Connectivity.
Figure 50.06.003-A: Street Connectivity
iii. Streets shall be designed to connect to all existing or approved stub streets which abut the development site.
iv. Cul-de-sacs and permanent closed-end streets shall be prohibited except where (a) the requirements of this standard for street and residential accessway spacing are met and (b) construction of a through street is found to be impracticable. When cul-de-sacs or closed-end streets are allowed under subsection 4.c.vi of this section, they shall be limited to 200 ft. and shall serve no more than 25 dwellings, except where the reviewing authority has determined that this standard is impracticable due to the criteria listed in subsection 4.c.vi of this section.
v. Access lanes may be used to serve up to eight dwellings. They shall be designed to provide connections between properties that develop through the partition process.
vi. The reviewing authority may allow an exception to the review standards of subsections 4.c.i through 4.c.v of this section based on findings that the modification is the minimum necessary to address the constraint and the application of the standards is impracticable due to the following:
(1) Extreme topography (over 15% slope) in the longitudinal direction of a projected automobile route;
(2) The presence of sensitive lands as described in LOC 50.05.010, or LOC 50.05.011, Flood Management Area, or other lands protected by City ordinances, where regulations discourage construction of or prescribe different standards for street facilities, unless the nearest through street pairs (see Figure 50.06.003-A: Street Connectivity) surrounding the subject site are more than one-quarter mile apart. The reviewing authority may determine that connectivity is not required under this circumstance, if a benefit/cost analysis shows that the traffic impacts from development are low and do not provide reasonable justification for the estimated costs of a full street connection;
(3) The presence of freeways, existing development patterns on abutting property which preclude the logical connection of streets or arterial access restrictions;
(4) Where requiring a particular location of a road would result in violation of other City standards, or state or county laws or standards, or a traffic safety issue that cannot be resolved; or
(5) Where requiring streets or accessways would violate provisions of leases, easements, covenants, restrictions or other agreements existing as of May 1, 1995, which preclude required street or accessway connections.
vii. If the reviewing authority allows an exception to subsection 4.c.ii of this section for full street connections, it shall require residential accessway connections on public easements or rights-of-way so that spacing between bicycle and pedestrian connections shall be no more than 330 ft. measured from the centerline of the nearest bicycle and pedestrian connection intersection with the cross street.
viii. The reviewing authority may allow a reduction in the number of residential accessway connections required by subsection 4.c.vii of this section based on findings that demonstrate:
(1) That reducing the number or location of connections would not significantly add to travel time or distance from the proposed development to bus lines or activity centers in the area, such as schools, shopping, or parks; or
(2) That existing development patterns on abutting properties preclude logical connection of residential accessways; or
(3) That the traffic impacts from development, redevelopment or both are low and do not provide reasonable justification for the estimated costs of such accessway.
[Cross-Reference: Subsection 4.c.iv – see also LOC 42.03.085.]
d. Standards for Approval of Construction of Structures That Do Not Require Construction of a Street but Are Located on a Parcel(s) 1.75 Acres or Greater in Size
When an applicant proposes construction of a structure subject to LOC 50.06.003.4.a.ii that does not require the construction of a street, but is located on a parcel or parcels one and three-fourths acres or greater in size, the reviewing authority shall require:
i. A future connectivity plan to be filed with the City and recorded in the applicable County Clerk records, as a condition of development approval. The future connectivity plan shall show how the location of future streets, access lanes, and accessways will provide for full development of the subject parcel as well as any abutting properties in order to meet the standards of LOC 50.06.003.4.c.ii through viii; and
ii. Placement of structures in a manner that allows for the future street(s), access lanes, or accessways to be constructed, as well as an area sufficient to meet the required zone setbacks from the future streets.
e. Standards for Construction
i. Standards for construction of full street connections shall be those included in LOC Chapter 42.
ii. Standards for construction of access lanes shall be those included in LOC 50.06.003.1.d, Standards for Access Lanes.
iii. Standards for construction of residential accessways shall be those included in LOC 50.06.003.3.c.
(Ord. 2599, Amended, 12/18/2012; Ord. 2579, Repealed and Replaced, 03/20/2012)
5. TRANSIT SYSTEM
a. Applicability
This standard is applicable to all new subdivisions, planned developments, residential developments of four units or more, and new commercial, institutional and industrial developments, and major public facility structures located on a transit street or within one-quarter mile of a transit street.
b. Standards for Approval
All applicable development as defined above shall be required to provide transit facilities and transit-oriented features.
i. The extent of the transit-oriented features and transit facilities required for a particular site on a transit street shall be determined by the City, in coordination with Tri-Met, based upon an analysis of:
(1) Level of existing and projected adjacent transit facilities;
(2) Proximity of other ridership attractors, such as bus routes;
(3) Size and trip generation potential of proposed development adjacent to transit street (within one-fourth mile of a transit street); and
(4) Expected transit ridership generated by a development.
ii. Transit-oriented features for a site within one-fourth mile of a transit street shall be provided to connect the development with:
(1) The nearest adjacent transit street; or
(2) Adjacent paths which lead to the nearest transit street.
iii. Where a proposed development creates or contributes to a need for transit stops, pullouts, or other transit facilities, as identified by the City in coordination with Tri-Met, easements or right-of-way dedication may be required.
(Ord. 2579, Repealed and Replaced, 03/20/2012)