[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
This article establishes standards
and criteria for the design and construction of roadways.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015; Ord. No. 2727, Amended, 11-1-2016]
Streets are classified by function
as freeways, major arterials, minor arterials, major collectors, neighborhood
collectors and local streets as designated and defined in the Transportation
System Plan, a part of the Lake Oswego Comprehensive Plan.
[Ord. No. 1713, 12-19-1978; Ord. No. 1807, 9-15-1981; Ord. No.
1981, 2-7-1989; Ord. No. 2091, Amended, 4-19-1994; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2316, Amended, 3-5-2002; Ord. No. 2688, Amended, 12-1-2015]
All roadway improvements within the jurisdiction of the City of Lake Oswego shall be governed by the provisions of this article and the provisions of LOC Chapter 50.
[Ord. No. 1713, 12-19-1978; Ord. No. 1851, 11-16-1982; Ord. No.
2164, Renumbered, 1-20-1998; Ord. No. 2617, Amended, 6-4-2013; Ord. No. 2688, Amended, 12-1-2015]
1.
ALLEY
ROADWAY
STREET
Definitions.
Means a right-of-way that provides vehicle access to the
rear or side of lots, buildings, or common parking areas and not intended
for through vehicular traffic.
Includes "alley" and "street."
Means the entire width between the right-of-way lines of
a local street, collector, or arterial capable of providing the principal
means of access to abutting property.
2.
New development required by a development permit issued under LOC Chapter 50 to make street and frontage improvements shall do so consistent with the standards of this article.
3.
Acceptance of public improvements including
street and frontage improvements shall be signified in writing by
the City Manager. Recordation of an instrument dedicating land for
public use, or granting an easement for such use, shall not constitute
acceptance of the public improvements within, upon, under or across
such land.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015; Ord. No. 2687, Amended, 12-15-2015; Ord.
No. 2847, Amended, 1-4-2022]
1.
The following factors shall be considered
in arriving at the design of a particular roadway through application
of the standards set forth in this Chapter:
a.
Site design.
b.
Topography.
c.
Soil characteristics, particularly
permeability and susceptibility to erosion.
d.
Site conditions, including existing
structures, improvements, watercourses and vegetation.
e.
Comprehensive Plan land use designation
and roadway functional classification.
f.
Traffic volume based on Transportation
System Plan criteria or traffic study.
g.
Traffic safety (bicycle, pedestrian
and vehicular).
h.
Parking requirements.
i.
Compatibility with abutting roadway
characteristics.
j.
Presence of Sensitive Lands overlay
districts.
k.
Natural hazards.
l.
Presence of or connectivity of bicycle
and pedestrian facilities.
m.
Provision of existing or planned
transit opportunities.
n.
Placement of utilities, street trees,
and street lighting.
o.
Stormwater collection and treatment.
p.
Connection to new or existing transportation
infrastructure.
q.
AASHTO sight distance.
r.
Zones, overlay districts, and other
Community Development Code requirements.
s.
Traffic impact analysis.
2.
To permit evaluation of proposed roadway
designs, the City Engineer may require developers to furnish information
on soil conditions, topography, soil permeability, characteristics
of natural drainage courses, property ownerships, location and characteristics
of adjoining roadways, grading plans, and landscaping plans.
3.
Drainage.
a.
Roadways are often utilized for the
collection and transmission of surface water. It is the policy of
the City that surface water shall be managed within the boundaries
of a lot or parcel to the maximum extent feasible by discharging it
into the groundwater basin or into an existing watercourse before
utilizing the street for such drainage. Drainage is not an assumed
function of the roadway, but is an additional function to be imposed
upon a roadway only after it has been demonstrated that alternative
management methods for surface waters are not feasible.
b.
In determining the necessity of using
the roadway for drainage of surface waters, a storm of 10-year frequency
shall be utilized to calculate the storm water runoff to be dealt
with by the drainage system. To the maximum extent feasible, such
surface water shall be retained and disposed of on the property on
which it originates.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
1.
Arterial streets shall be designed to carry
through traffic to major regional arterials and freeways.
2.
Arterial streets shall be designed to restrict
access except from other public streets, with emphasis on collectors.
3.
Arterial streets shall be designed to draw
through traffic away from neighborhood streets.
4.
Arterial streets shall be designed to minimize
adverse social and environmental impacts on adjoining property.
5.
The design width shall be based on the
ultimate full development of the surrounding areas which will generate
traffic on the particular arterial.
6.
Arterial streets shall be designed for
transit, bicycle and pedestrian facilities on both sides.
7.
The width of any arterial street, both
as to right-of-way and paved roadway, shall be determined by the City
Engineer taking into account the following criteria:
8.
Arterials located within residential areas
should include design elements to buffer sight and sound impacts on
adjoining properties including, but not limited to, street trees,
open spaces, and grade differentials.
[Repealed by Ord. No. 2688, 12-1-2015]
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2617, Amended, 6-4-2013; Ord. No. 2688, Amended, 12-1-2015]
1.
Collector streets shall be designed to
carry through traffic to arterials.
2.
Collector streets shall be designed to
limit direct access to the greatest extent possible.
3.
Collector streets shall be designed to
keep through traffic off adjoining residential streets.
4.
The width of collector streets, both right-of-way
width and actual paved roadway width, shall be designed for future
full development of surrounding land areas in accordance with the
Comprehensive Plan.
5.
The City Engineer shall consider development
activities when considering a system of adequate collector streets
for the entire area.
6.
Collector streets shall be designed for
bicycle and pedestrian facilities on both sides.
7.
Collectors through residential areas shall
be designed to buffer sight and sound through use of such elements
as street trees, open spaces, and grade differentials.
[Repealed by Ord. No. 2688, 12-1-2015]
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2617, Amended, 6-4-2013; Ord. No. 2688, Amended, 12-1-2015; Ord. No. 2727, Amended, 11-1-2016]
1.
Local streets shall be designed and constructed
with a minimum of paved roadway width and other structural elements
necessary to provide proper functioning of the street as a transportation
element. The City Council determines that it is in the public interest
to depart from the existing street patterns and that new local streets
should not be required to conform to the plats of subdivisions and
maps of major partitions already approved for adjoining property.
Such circumstances shall be considered in the design of local streets
so as to permit an orderly transition from previous standards to the
standards set forth in this article.
2.
Local streets shall be designed to provide
a minimum of disruption to neighborhood livability while providing
adequate and safe circulation from residential lands to collector
and arterial streets.
3.
The width of any local street, both as
to right-of-way and paved roadway, shall be determined by the City
Engineer.
4.
Pedestrian facilities shall be provided on at least one side of all streets, unless deferred or waived pursuant to LOC § 42.08.400.
5.
Portions of existing streets contiguous
to, but not included in, any new development shall, as part of the
development and at the discretion of the City Engineer, be improved
to any appropriate standards of this article.
6.
The starting point for the right-of-way
and design of local streets shall be two vehicular travel lanes and
comply with the current Fire Code.
7.
A design maximum speed of 25 miles per
hour shall be utilized in computing vertical and horizontal curvatures
of the paved surface per AASHTO guidelines.
[Repealed by Ord. No. 2688, 12-1-2015]
[Ord. No. 2164,
Renumbered, 1-20-1998]
To the maximum extent feasible, utilities
shall be placed underground outside the paved roadway.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
The maximum grade normally allowable
for a particular street designation in the direction of travel shall
be as follows:
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
The minimum radius of curvature of
streets shall be calculated per AASHTO based on the posted speed of
the street, side friction factor, and superelevation rate of the roadway.
Final design for the horizontal alignment of a centerline shall be
reviewed and approved by the City Engineer.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
Roadways shall intersect one another
at an angle as near to a right angle (90 degrees) as practicable,
and no intersections of roadways at less than 80 degrees will be approved
unless necessitated by topographic conditions or approved by the City
Engineer. Such intersections shall be subject to imposition of special
conditions for minimizing impact of such acute angles. A tangent segment
shall be carried a minimum of 25 feet each side of the intersecting
curb lines or edge of pavement, or in cases where the roadway is not
improved, the edge of the travel way as determined by the City Engineer,
and shall be adjusted to accommodate the appropriate design vehicle.
All streets other than minor streets or cul-de-sacs shall, as far
as practicable, be in alignment with the continuations of the centerlines
of existing streets. In no case shall the staggering of roadways making
tee intersections be so designed that a dangerous jog is produced.
Jogs of less than 100 feet on such roadways, measured along the centerline
of the intersected roadways, will not be permitted. Final design of
an intersection shall be reviewed and approved by the City Engineer.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2617, Amended, 6-4-2013; Ord. No. 2688, Amended, 12-1-2015]
1.
Location of new or improved roadways shall
follow the access spacing standards listed in the current Transportation
System Plan.
2.
In industrial, commercial, high-density
residential areas, the central business district, and other areas
of high traffic volume, the right-of-way widths shall be determined
by the City Engineer. The width of pavement shall be determined by
the City Engineer based on the requirements for number and width of
travel lanes, bicycle and pedestrian facilities, number and width
of on-street parking lanes, and the need for protected turning movements.
Curbs, gutters and storm drain systems shall be required.
3.
Loop streets shall be considered acceptable
principally in residential areas only.
4.
Alleys shall be located in a right-of-way
of not less than 20 feet, with paved roadway widths to be approved
by the City Engineer based on the function of the alley.
5.
One-way local streets may be less than
20 feet wide, subject to approval of the City Engineer and in accordance
with the current Fire Code.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2328, Amended, 8-6-2002; Ord. No. 2688, Amended, 12-1-2015]
Engineering design and construction
details shall be subject to approval by the City Engineer. All designs
for roadways, storm drainage facilities, and public utilities shall
conform to the City’s current design policies and standards,
technical specifications, and standard details on file in the Engineering
Division.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2307, Amended, 12-4-2001; Editorial correction, Amended, 10-16-2006; Ord. No. 2579, Amended, 3-20-2012; Ord. No. 2688, Amended, 12-1-2015]
1.
Cul-de-sacs shall not be permitted where
they would preclude current or future through roadway connections.
If all connections required by a neighborhood circulation plan are
made, or if natural constraints restrict connection, cul-de-sacs may
be permitted with appropriate accessways required for pedestrian and
bicycle circulation dedicated as public right-of-way.
2.
Cul-de-sacs shall generally be designed
with a circular closed end with sufficient radius and rightof-way
to allow for utilities, street lights, pedestrian facilities, etc.
Use of a "fish tail" or "hammerhead" configuration must be approved
by the City Engineer. Pedestrian facilities shall be provided on at
least one side of all closed end streets with five or more lots.
3.
A cul-de-sac or dead end street shall be no longer than 200 feet in length and shall serve no more than 25 dwellings, except where extreme topography, the presence of Sensitive Lands Overlay District lands as described in LOC §§ 50.05.010 and 50.07.004.8, floodplains as described in LOC § 50.10.003.2, freeways, existing development patterns on abutting property or arterial access restrictions, preclude the logical connection of streets. A cul-de-sac shall provide a turnaround without the use of a driveway per the Fire Code.
4.
Dead end roadways that are created after December 31, 2015, and that are planned for future extension through LOC § 50.06.003.4.c.iv shall be permanently posted until extension occurs.
5.
In determining the length of a cul-de-sac or closed-end roadway for compliance with subsection (3) of this section, the starting point for the measurement shall be at the intersection of the centerline of the proposed closed-end roadway or cul-de-sac with the projected edge of the right-of-way of the nearest intersecting through roadway, measured along the centerline of the cul-de-sac or closed-end roadway to the nearest point of curvature of the cul-de-sac bulb or the nearest angle of a hammerhead turn around. See Table 42-1:
|
TABLE 42-1
METHOD OF DETERMINING CUL-DE-SAC
LENGTH
 |
|
The length of a cul-de-sac or hammerhead
does not include the area devoted to the turnaround, and shall be
measured along the centerline according to the methods illustrated
in Table 42-1. A future street plan that shows a roadway will be extended
from a proposed closed-end roadway, to form a through roadway, will
be not be subject to the 200-foot limitation and will be considered
a temporary closed-end roadway. In such cases, a temporary provision
for turning around without using a driveway shall be required.
|
[Ord. No. 1713, 12-19-1978; Ord. No. 1807, 9-15-1981; Ord. No.
2091, Amended, 4-19-1994; Ord. No. 2164, Ren&Amd, 1-20-1998]
No proper street names shall be used
which will duplicate or be confused with the name of an existing street
except for an extension of said street or a connecting cul-de-sac
or loop street. Street names shall conform to the established patterns
of the City and surrounding area. The City Engineer shall have the
authority to approve new street names and to approve changes of existing
street names.
[Ord. No. 1713, 12-19-1978; Ord. No. 2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015; Ord. No. 2687, Amended, 12-15-2015]
When physical circumstances on site
or in the vicinity of the site make strict compliance with the standards
of this article impracticable when applied to a specific application
or roadway project, the approving authority may permit modifications
to such standards. Site or vicinity conditions that could create a
need for modification include, but are not limited to, steep slopes
or other topographical or geologic conditions, presence of Sensitive
Lands, drainage issues, and condition or design of neighboring or
adjacent street systems. Such modifications shall be minimized to
the degree practical in order to address the special site or vicinity
condition.
[Ord. No. 565, 5-6-1978; Ord. No. 1807, 9-15-1981; Ord. No.
2164, Renumbered, 1-20-1998]
Reserve strips or street plugs controlling
the access to streets will not be approved unless such strips are
necessary for the protection of the public welfare or of substantial
property rights or both, and in no case unless the control and disposal
of the land composing such strips is placed definitely within the
jurisdiction of the City under conditions of the development permit.
[Ord. No. 565, 5-6-1978; Ord. No. 1807, 9-15-1981; Ord. No.
2164, Ren&Amd, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
When a land division that creates
a street abuts a property that could be further divided, the approving
authority may require the street to be continued to the boundary of
that property when necessary or beneficial for the purpose of future
extension in order to ensure access or to comply with any requirement
for connectivity of streets and public utilities. Reserve strips and
street plugs may be required to preserve the objectives of street
extensions.
[Ord. No. 565, 5-6-1978; Ord. No. 1807, 9-15-1981; Ord. No.
2164, Ren&Amd, 1-20-1998; Ord. No. 2316, Amended, 3-5-2002; Ord.
No. 2579, Amended, 3-20-2012; Ord. No. 2688, Amended, 12-1-2015]
Whenever existing roadways adjacent to or within a tract are of inadequate width, the provision of additional right-of-way may be required as a condition of development permit approval pursuant to LOC § 50.07.003.5.a.iii.
[Ord. No. 565, 5-6-1958; Ord. No. 2164, Renumbered, 1-20-1998]
Half streets while generally not
acceptable may be approved where essential to the reasonable development
of the subdivision, 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, 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.
[Ord. No. 565, 5-6-1978; Ord. No. 2164, Renumbered, 1-20-1998; Ord. No. 2688, Amended, 12-1-2015]
Wherever the proposed subdivision
contains or is adjacent to a railroad right-of-way, provision shall
be made for a roadway at a distance suitable for the appropriate use
of the land between such roadways and the railroad. Such distance
shall be determined with due consideration at cross roadways 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. No. 565, 5-6-1978; Ord. No. 1807, 9-15-1981; Ord. No.
2091, Amended, 4-19-1994; Ord. No. 2164, Renumbered, 1-20-1998]
Where a subdivision abuts or contains
an existing or proposed arterial street, the Planning Commission or
Development Review Commission may require marginal access streets,
reverse frontage lots with suitable depth, screen planting contained
in a nonaccess reservation along the rear property line, or such other
treatment as may be necessary for adequate protection of residential
properties and to afford separation of through and local traffic.
[Ord. No.
2617, Added, 6-4-2013; Ord. No. 2688, Amended, 12-1-2015; Ord. No. 2727, Amended, 11-1-2016; Ord. No. 2854, Amended, 11-3-2020; amended 11-21-2023 by Ord. No.
2937]
1.
Purpose. The City Council finds that to
protect the health, safety, property, and welfare of the traveling
public and to provide the neat, clean, orderly and attractive appearance
of the community, it is necessary to regulate the design, construction,
location, and maintenance of all roadway intersections, driveway approaches,
and accesses that impact the public rights-of-way open to public travel
by all modes.
2.
AASHTO procedures. Sight distance shall
be determined and approved generally in accordance with the procedures
as stated in the current AASHTO guidelines using "A Policy on Geometric
Design of Highways and Streets" or "Guidelines for Geometric Design
of Low-Volume Roads."
3.
Definitions.
a.
AASHTO - American Association of
State Highway Transportation Officials.
b.
Clear Sight Triangle - That area
enclosed by the lines formed by the intersection approach legs of
roadway(s), driveway approaches, and accesses and a straight line
drawn diagonally across the corner, connecting those lines at the
various distances per AASHTO guidelines.
c.
DBH - Diameter at breast height (4.5
feet).
4.
Standards.
a.
All new or modified roadway intersections, driveway approaches, and accesses shall follow access spacing as shown in Table 42.03.130-1, Access Spacing. Where not practicable (as term is defined in LOC § 50.10.003.2), the City Engineer may authorize a lesser minimum spacing when a lesser spacing does not create a traffic operational or safety conflict.
|
Table 42.03.130-1: Access spacing
| |
|---|---|
|
Functional Classification
|
Minimum Spacing
(feet)
|
|
Major arterial
|
300
|
|
Minor arterial
|
200
|
|
Major collector
|
150
|
|
Neighborhood collector
|
100
|
|
Local residential street
|
50
|
|
Local commercial/industrial street
|
50
|
|
Alley
|
30
|
b.
Sight distance requirements shall
apply at all roadway intersections, driveway approaches, and accesses
with the following:
i.
Intersection sight distance (ISD)
per AASHTO shall be provided at all intersections. If ISD cannot feasibly
be achieved, lesser sight distance may be acceptable upon review and
approval of the City Engineer, as long as Subsection (4)(a)(ii) of
this section is achieved.
ii.
Stopping sight distance (SSD), based
on the design speed or 85th percentile speed of the roadway, shall
be provided along all public roadways.
iii.
New construction of an intersection
(roadway(s), driveway approaches, and accesses) or a modification
to an existing intersection must comply street opening permit requirements.
iv.
A written report submitted by a licensed
engineer for sight distance certification shall accompany the application.
v.
Driveways that serve one residence
along alleys shall maintain at least 80 feet of visibility when viewing
down the alley from 10 feet behind the nearest edge of the traveled
way at a height of 42 inches above the surface. This area shall remain
clear of any items prohibited by Subsection 4(c) below.
c.
Prohibited items in clear sight triangle.
Within the clear sight triangle, it shall be unlawful to install,
set out or maintain, or to allow the installation, setting out or
maintenance of, any sign, fence, hedge, shrubbery, natural growth
or other obstruction to the view, higher than 30 inches above the
level of the centerline of the adjacent pavement.
d.
Exceptions. The requirements of Subsection
(4) of this section do not apply to:
i.
Utility poles and guy anchors;
ii.
Fire hydrants;
iii.
Individual tree trimmed (to the trunk)
from the ground to a line at least eight feet above the level of the
traveled way with a maximum DBH of 36 inches;
iv.
Roadway warning signs, sign supports
or signal equipment owned and maintained by the City of Lake Oswego
or other road authority jurisdiction;
v.
Signs mounted nine feet or more above
the ground and supported by a single support with a maximum cross-section
of 12 inches;
vi.
Earth-formed obstructions, including
retaining walls, at intersections that were existing on January 1,
2009;
viii.
Mailbox supports with
a maximum cross-section of 12 inches in any horizontal dimension;
ix.
Open-style pedestrian handrails or
fences approved by the City Engineer; and
[Ord. No. 2688,
Added, 12-1-2015; amended 11-21-2023 by Ord. No.
2937]
It shall be the duty of owners of
property abutting or lying adjacent to an intersection of roadway(s),
driveway approaches, and accesses to keep such areas in good repair
and free from obstruction or matter which may impede or render hazardous
the use of the intersection.
[Ord. No.
2617, Added, 6-4-2013]
1.
Establishment of Special Street Setback
Reference Line.
a.
The "special street setback reference line" shall be established for streets listed in LOC § 50.04.002.3 by the City Engineer, pursuant to the procedures in subsection (1)(b) or (c) of this section, and the criteria in subsection (2) of this section.
b.
Initiated by Property Owner, Including
Development Permit Application.
i.
A property owner may request the
City Engineer’s establishment of the special street setback
reference line for a listed street that has not previously had a special
street setback reference line established for the portion of the street
fronting the owner’s property, by submitting:
ii.
Notice to Affected Property Owners.
Written notice of the request shall be given to property owner(s),
including the requestor, of property fronting on the affected portion
of the street in the manner provided by LOC § 50.07.003.3.a.i(1).
The notice may be included within the notice of the development permit
application.
iii.
Any person affected by the establishment
of the special street setback reference line may submit written comments
addressing the criteria in subsection (2) of this section for the
City Engineer’s consideration within 10 days after the notice
is issued.
c.
Initiated by City Engineer.
i.
The City Engineer may initiate the establishment (or revision) of the special street setback reference line to a street, or any portion, listed in LOC § 50.04.002.5.
ii.
Written notice of the intended establishment
of the special street setback reference line shall be given to property
owners on either side of the proposed special street setback reference
line in the same manner as provided in subsection (1)(b)(ii) of this
section.
iii.
Written comments may be submitted
to the City Engineer in the time and manner provided in subsection
(1)(b)(iii) of this section.
d.
The City Engineer shall consider
comments timely submitted and shall establish the special street setback
reference line. The City Engineer’s decision shall be final.
2.
Method of Measurement.
a.
The special street setback reference
line shall be the line equidistant between the boundary lines of the
right-of-way, except as provided in subsection (2)(b) of this section.
b.
An exception to the method in subsection
(2)(a) of this section may be used at the discretion of the City Engineer
based on site-specific factors when an alternative method is reasonable
for the continuous alignment of the centerline of the existing or
anticipated future traveled surface of a street. Examples of such
factors are, but are not limited to:
i.
Anomalies in right-of-way lines that
are inconsistent with the location of anticipated improvements or
anomalies within the right-of-way;
ii.
Existing improvements that are offset
(not centered) in a right-of-way and future street expansion is anticipated
to continue an offset alignment; or
iii.
Extreme topographic or natural resource
constraints where strict adherence to subsection (2)(a) of this section
would have an unreasonable adverse impact on natural resources.
