The purpose of this section is to ensure that developments provide
safe and efficient access and circulation for pedestrians and vehicles.
(Ord. 389 § 1(Exh. A),
2009)
This section applies to all streets within the City and to all
properties that abut these streets. The standards apply when lots
are created, consolidated, or modified through a land division, lot
line adjustment, lot consolidation, or street vacation; and when properties
are subject to site design review.
(Ord. 389 § 1(Exh. A),
2009; Ord. 468 § 1, 2014)
A.
Access
to Arterial and Collector Streets.
1.
Location
and design of all accesses to and/or from arterials and collectors
(as designated in the transportation system plan) are subject to review
and approval by the City Engineer. Where practical, access from a
lower functional order street shall be required.
2.
Accesses
to arterials or collectors shall be in accordance with the City's
Transportation System Plan. Exceptions may be granted by the City
Engineer. Evaluations of exceptions shall consider posted speed of
the street on which access is proposed, constraints due to lot patterns,
and effects on safety and capacity of the adjacent public street,
bicycle and pedestrian facilities.
3.
No
development site that abuts an arterial or collector street shall
be allowed more than one access point to that street (as designated
in the transportation system plan) except as approved by the City
Engineer. Evaluations of exceptions shall consider posted speed of
street on which access is proposed, constraints due to lot patterns,
and effects on safety and capacity of the adjacent public street,
bicycle and pedestrian facilities.
4.
When
developed property is to be expanded or altered in a manner that significantly
affects on-site parking or circulation, both existing and proposed
accesses shall be reviewed under the standards in subsections (B)(1)
and (B)(2) of this section. As a part of an expansion or alteration
approval, the City may require relocation and/or reconstruction of
existing accesses not meeting those standards.
5.
When
a partition, subdivision or a planned unit development abuts or contains
an existing or proposed arterial street as defined within the Comprehensive
Plan, the review body shall require reverse frontage lots, thereby
precluding access to the parkway streets.
B.
Driveways.
1.
A
driveway to an off-street parking area shall be improved from the
public roadway to the parking area a minimum width of 20 feet for
a two-way drive or 12 feet for a one-way drive but in either case
not less than the full width of the standard approach for the first
20 feet of the driveway.
2.
Access
to and from off-street parking areas shall not permit backing onto
a public street, except for single-family dwellings.
3.
A
driveway for a single-family dwelling or an accessory structure serving
as a garage or home occupation shall have a minimum width of 12 feet.
Driveway approaches and vehicular maneuvering areas must be constructed
in accordance with applicable City standards and the entire drive
must be paved with asphalt or concrete or an approved permeable or
semi-permeable surface.
4.
A
driveway for a two-family dwelling shall have a minimum width of 20
feet. A driveway approach must be constructed in accordance with applicable
City standards and the entire driveway must be paved with asphalt
or concrete or an approved permeable or semi-permeable surface.
5.
Driveways,
aisles, turnaround areas and ramps shall have a minimum vertical clearance
of 12 feet for their entire length and width but such clearance may
be reduced in parking structures.
6.
No driveway shall traverse a slope of 12 percent or greater
without approval from Clackamas Fire District #1. In no case shall
the driveway slope be greater than 15 percent without a design exception
approved by the city engineer.
7.
The
location and design of the driveway within the lot frontage shall
provide for unobstructed sight pursuant to the vision clearance requirements.
Requests for exceptions to these requirements will be evaluated by
the public works director considering the physical limitations of
the lot and safety impacts to vehicular, bicycle, and pedestrian traffic.
8.
The
number of driveway and private street intersections with public streets
should be minimized by the use of shared driveways for adjoining lots
where feasible. When necessary for traffic safety and access management
purposes, or to access flag lots, the City Engineer may require joint
access and/or shared driveways.
9.
A
driveway must line up with surrounding streets and meet the connectivity
standards for full street connections in Section 16.50.030(B)(9)(a)
if it meets one or more of the following:
(Ord. 389 § 1(Exh. A),
2009; Ord. 422 § 1, 2012; Ord. 501 § 1, 2016; Ord. 507 § 1, 2016; Ord. 545 § 1, 2019; Ord. 582, 3/19/2024)
To ensure safe, direct and convenient pedestrian circulation,
all developments, shall provide a continuous pedestrian and/or multi-use
pathway system consistent with the City's TSP and Happy Valley Parks
Master Plan. (Pathways only provide for pedestrian circulation; multi-use
pathways accommodate pedestrians and bicycles.) The system of pathways
shall be designed based on the standards in subsections A through
E of this section.
A.
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.
B.
Safe,
Direct and Convenient Pathways. Pathways within all developments,
except single-family detached housing (i.e., on individual lots),
single-family attached housing, duplexes, triplexes, quadplexes, and
cottage cluster housing, shall provide safe, reasonably direct and
convenient connections between primary building entrances and all
adjacent streets. For purposes of this Code section, the "primary
entrance" of commercial, industrial, mixed use, public and institutional
buildings 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. 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 that
serves as a common entrance for more than one dwelling. A determination
of whether or not a bicycle or pedestrian route is safe, direct, and
convenient will be based on the following criteria:
C.
Connection
within Development. For all developments subject to site design review,
pathways shall connect to all building entrances to one another. 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.
D.
Connections
to Transit.
1.
New multi-family, retail, office and institutional buildings at or near major transit stops shall provide for convenient pedestrian access to transit through the use of the continuous pathway system outlined in subsections A and B above. "At a major transit stop" means a parcel or ownership that is adjacent to or includes a major transit stop, generally including portions of such parcels or ownerships that are within 200 feet of a major transit stop. "Near a major transit stop" means a parcel or ownership that is within 300 feet of a major transit stop.
2.
In
addition to other requirements in this section, sites that are located
at a major transit stop shall provide the following:
a.
Either locate buildings within 20 feet of the transit stop, a transit
street or an intersection street, or provide a pedestrian plaza at
the transit stop or a street intersection;
b.
A reasonably direct pedestrian connection between the transit stop
and building entrances on the site;
c.
A transit passenger landing pad accessible to disabled persons;
d.
Lighting at the transit stop;
e.
An easement or dedication for a passenger shelter and an underground
utility connection to a major transit stop if requested by the public
transit provider; and
f.
Intersection and mid-block traffic management improvements as needed
and practicable to enable marked crossings at major transit stops.
E.
Design
and Construction. Pathways shall be designed and built in accordance
with City public works standards.
(Ord. 389 § 1(Exh. A),
2009; Ord. 507 § 1, 2016; Ord. 534 § 1, 2017; Ord. 561 § 1(Exh. A), 2022)
