No development shall be allowed unless the development has frontage or approved access to a public street. Streets (including alleys) within a development, and streets adjacent to a development, shall be improved in accordance with this chapter. In addition, any new street or additional street width planned as a portion of an approved street plan shall be dedicated and improved in accordance with this chapter.

Where the city engineer determines that a required street improvement would not be timely, or where lack of support by the other property owners would prevent a complete street improvement, the city engineer may accept a future improvement guarantee in a form approved by the city attorney.

Streets shall be created through the approval of a subdivision plat or partition; however, the City Council may approve the creation of a street by acceptance of a deed provided that such street is deemed essential by the City Council for the purpose of general traffic circulation. If the partitioning of land is an incidental effect rather than the primary objective of the street creation, then the partitioning requirements of the Development Code need not be complied with, provided that the resulting parcels comply with code requirements.

Such conditions as deemed desirable, and which are not at variance with the objectives of the Development Code, may be required by the City Council prior to the approval of the creation of any street.

The Planning Commission may approve an access easement to be established by deed without full compliance with the Development Code, provided such an easement is the only reasonable method by which a portion of a lot large enough to warrant further division may be provided with access. Access easements may not serve more than one parcel unless other parcels sharing an access easement have frontage on a public street and such easement is approved by the city engineer.

Where necessary to give access to or permit a satisfactory future division of adjoining land, streets shall be extended to the boundary lines of the tract to be developed. A reserve strip across the end of a dedicated street shall be deeded to the City. In addition, a barricade shall be constructed at the end of the street by the property owners which shall not be removed until authorized by the city engineer, the cost of which shall be included in the street construction cost.

As far as practical, streets shall be dedicated and constructed in alignment with exiting streets by continuing the center lines thereof. In no case shall the staggering of streets making "T" intersections be designed such that jogs of less than 150 feet on such streets are created, as measured from the center line of such streets.

Streets shall be laid out so as to intersect as nearly as possible at right angles. Proposed intersection of two streets at an acute angle of less than 75 degrees is not acceptable. An oblique street should be curved approaching an intersection to provide at least 100 feet of street at right angles with the intersection. Not more than two streets shall intersect at any one point.

A cul-de-sac shall be as short as possible and shall have a maximum length of 400 feet. A cul-de-sac shall terminate with a circular turnaround. Dead-end streets longer than 400 feet may be approved by the Planning Commission if no other means is available for development of the property and special provisions are made for public facilities, pedestrian and bicycle circulation, and emergency service access.

All streets shall be dedicated and improved to their full required width. The dedication or improvement of less than full width rights-of-way, commonly known as half streets, shall not be permitted.

Slope shall not exceed six percent on arterials, 10% on collector streets or 12% on other streets. Center line radii or curves shall not be less than 400 feet on major arterials, 300 feet on secondary arterials or 100 feet on tertiary arterials. Should topography make it otherwise impractical to provide buildable sites, steeper grades and sharper curves may be approved by the Planning Commission. In flat areas, allowance shall be made for finished street grades having minimum slope of at least 0.5 percent where possible.

Wherever a proposed development contains or is adjacent to a railroad right-of-way, provisions may be required for a street approximately parallel to and on each side of the railroad right-of-way, at a distance suitable for the appropriate use of the land between each street and the railroad. The distance shall be determined with due consideration at each cross street 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 in nonindustrial areas.

Where a development abuts or contains an existing or proposed arterial street, the development design shall provide adequate protection for residential properties and shall separate residential access and through traffic, or if separation is not feasible, the design shall minimize the traffic conflicts. The design requirements may include any of the following:

Upon completion of a street improvement and prior to acceptance by the City, all property corners shall be re-established and protected.

Private streets are permitted within mobile-home/manufactured home parks, recreational vehicle parks, and singularly owned developments of sufficient size to warrant interior circulation on private streets. Design standards for private streets shall be established by the city engineer, but shall not exceed the requirements for public streets. The Planning Commission may require legal assurances for the continued maintenance of private streets.

The location of planned traffic signals shall be noted on approved street plans. Where a proposed street intersection will result in an immediate need for a traffic signal, a signal meeting approved City specifications shall be installed and the cost may be included as a condition of development approval, or other equitable means of cost distribution shall be determined by the City Council. Where a signal development or concurrent group of developments will create a need for a traffic signal at an intersection, the cost for such installation may be attached as a condition of development if approved by the City Council.

Where an adjacent development results in a need to install or improve a railroad crossing, the cost for such improvements may be a condition of development approval, or other equitable means of cost distribution shall be determined by the City Council.

The City shall install all street signs relative to traffic control and street names, as specified by the city engineer for any development. The cost of signs and installation shall be included in the project costs.

Joint mail box facilities shall be provided in all residential developments, with each joint mail box serving at least two dwelling units. Joint mail box structure shall be placed adjacent to roadway curbs. Proposed locations of joint mail boxes shall be designated on a copy of the preliminary plat or development plan, and shall be approved by the Planning Commission to plan approval. In addition, sketch plans for the joint mail box structures to be used shall be submitted and approved by the Planning Commission prior to final approval.

The naming of streets shall be in accordance with Chapter 12.64.

Except where exempted by the City Council, sidewalks shall be constructed, replaced or repaired to the City design standards as set forth in the Standard Specifications Manual and located as follows:

All sidewalks that may hereafter be constructed adjacent to a street as provided for in this chapter, shall be placed upon the street grade as the same is now established, or that may be established from time to time, and shall conform to the official street grades; and the space between the property line and the sidewalk, where such space is left, and the space between the sidewalk and the curb along the same, shall be filled and surfaced with earth or other approved material level with the sidewalk.

The city engineer shall inspect the construction of sidewalks for compliance with the provision of this chapter and the Standard Specifications Manual.

In the event one or more of the following situations are found by the council to exist, the council may adopt a resolution to initiate construction of a sidewalk in accordance with City ordinances:

The City or other road authority with jurisdiction may require a Traffic Impact Analysis (TIA) as part of an application for development, a change in use, or a change in access. When required, a TIA report must be submitted with a land use application in order to determine whether conditions are needed to protect and minimize impacts to transportation facilities, consistent with OAR 660-012-0045(2)(b) and (e).