Section 136.I - III

I. Purpose

II. Land Use Districts (Descriptions)

A. Station Community Commercial - Downtown District (SCC-DT )

B. Station Community Commercial-Highway Oriented District (SCC-HOD)

C.  Station Community Commercial-Station Commercial (SCC-SC)

D. Station Community Commercial-Multi-Modal (SCC-MM)

E. Station Community Residential-High Density (SCR-HD)

F. Station Community Residential-Medium Density (SCR-MD)

G. Station Community Residential-Low Density (SCR-LD)

H. Station Community Residential-Village (SCR-V)

I. Station Community Residential-Orenco Townsite Conservation (SCR-OTC)

J. Station Community Residential-Downtown Neighborhood Conservation (SCR-DNC)

K. Station Community Industrial (SCI)

L. Station Community Business Park (SCBP)

M. Station Community Research Park (SCRP)

N. Station Community Fair Complex Institutional (SCFI)

III.   Definitions

IV.   Permitted Land Uses

Table 1: Station Community Commercial District

Table 2: Station Community Residential District

Table 3: Station Community Industrial and Institutional Districts

V.   Destruction or Expansion of Existing Uses or Structures

VI.   Restricted and Specially Regulated Land Uses

VII.   Development Review and Related City Development Code

Section 136.VIII-X

VIII. Calculations

IX. Conflicts

X. Variances

Section 137.I-II

I.    Scope

II.   Development Criteria

Table 1.a: Station Community Commercial-Central Business District (SCC-CBD)

Table 1.b: Station Community Commercial-Highway Oriented District (SCC-HOD)

Table 1.c: Station Community Commercial-Station Commercial (SCC-SC)

Table 1.d: Station Community Commercial-Multi-Modal (SCC-MM)

Table 1.e: Station Community Residential-High Density (SCR-HD)

Table 1.f: Station Community Residential-Medium Density (SCR-MD)

Table 1.g: Station Community Residential-Low Density (SCC-LD)

Table 1.h: Station Community Residential-Village (SCR-V)

Table 1.i: Station Community Residential-Orenco Townsite Conservation (SCR-OTC)   

Table 1.j: Station Community Residential-Downtown Neighborhood Conservation (SCR-DNC)

Table 1.k: Station Community Industrial (SCI)

Table 1.l: Station Community Business Park (SCBP)

Table 1.m: Station Community Research Park (SCRP)

Table 1.n: Station Community Fair Complex Institutional (SCFI)

Section 137.III-IV

III. Minimum Lot Size

IV. Minimum Lot Width and Depth

Section 137.V-VII

V.   Minimum and Maximum Residential Densities and Ancillary Dwelling Units

VI.   Minimum Floor Area Ratios

VII.  Minimum Non-Residential Density Objectives

VIII.  Minimum and Maximum Setbacks from Streets and Alleys

IX.  Vision Clearance

X.   Minimum and Maximum Building Height Requirements

XI.   Minimum and Maximum Off-Street Parking Requirements

Table 2: Maximum Non-Residential Parking Standards in Station Community Districts   

Table 3: Residential Parking Standards in Station Community Districts

XII.  Minimum Usable Open Space Requirements

XIII.  Minimum Landscaping, Natural Resource and Mature Tree Preservation

XIV.  Mixed Use Buildings and Mid-Rise Apartments

XV.  Sidewalks

XVI.   Street and Alley Standards

Table 137.4 Level of Service Standards Within Station Communities

XVII.   Lot Access

Figure 1 - Downtown SCPA Sidewalk Requirements

Figure 2 - Fair Complex Sidewalk Standards

Figure 3 - Orenco SCPA Sidewalk Standards

Figure 4 - Quatama/185 th Sidewalk Standards

Figure 5 - Approved Downtown Alley Improvements

Section 138.I-III

I.   Scope

II.   Purpose

III.   Process

IV.   Improvements Between Streets and Buildings

V.   Building Entries and Orientation

VI.   Ground Floor Windows and Building Facades

VII.   Building Step-Back Requirements

VIII.   Location and Design of Off-Street Parking

IX.   Drive-Through Uses

X.   Outdoor Display, Storage and Signs

XI.   Alleys

XII.   Streetscape and Site Design Standards and Guideline

XIII.   Standards for Protection within Historic and Cultural Conservation Districts

Section 139.I-II

I.   Scope

II.   Purpose

III.   Modification to Section 136 Station Community Planning Area Provisions

IV.   Development Regulations

V.   Design Standards

Section 140.I-II

I.   Scope

II.   Purpose

III.   Development Regulations

IV.   Design Standards

Figure 1 : Street Tree Plan (1908 Platted Townsite Area)

Figure 2 : Plant List

Figure 3 : Pedestrian Circulation Plan

Figure 4 : Orenco Townsite Plat: 1908, 1911

Figure 5.1 : Station Community Street Types

Figure 5.2 : Street Network

Figure 5.3 : On Street Parking

Figure 5.4 : Street Standard Type "A"

Figure 5.5 : Street Standard Type "B"

Figure 5.6 : Street Standard Type "C"

Figure 5.7 : Street Standard Type "D"

Figure 5.8 : Street Standard Type "E"

Section 141.I-III

I.   Scope

II.   Purpose

III.   Modifications to Section 136 Station Community Planning Area Provisions

IV.   Development Regulations

V.   Design Standards

Section 142.I-III

I.   Scope

II.  Purpose

III.   Modifications To Section 136 Station Community Planning Area Provisions

IV.   Development Regulations

V.   Design Standards

Section 137. Development Regulations for Station Community Planning Areas

XVI.    STREET AND ALLEY STANDARDS

A. Purpose

 

Street standards within Station Communities provide for pedestrian orientation while ensuring motor vehicle and emergency service access and circulation. Street widths and lane configurations within Station Communities may be narrower, or in some instances wider, than elsewhere in the City to accommodate the design of smaller lot developments and its related density and traffic demands, to provide for traffic calming measures, to provide for landscape strips between the curb and the sidewalk, and to provide for other measures and standards consistent with the overall purpose of transit-oriented development. In addition, to ensure access to residential and commercial development built to higher densities found in Station Communities, alleys are an essential element of the circulation system in certain areas; consequently, Station Community Districts may require alleys. Further, access to lots within Station Communities may be held to a different standard than elsewhere in the City to ensure maximum connectivity between adjacent developments within the Station Community, to optimize the utilization of developable land, and help develop a safe and secure neighborhood where walking and bicycling is a preferred method of travel. Where development occurs in previously undeveloped land or in other areas where possible, streets and alleys should be laid out to create a grid system but in any case shall be laid out with block lengths limited to easily walkable distances.

B. Standards (1)

1.   Streets within development projects in Station Community Planning Areas shall be configured to meet the urban design of the development, the traffic volume and characteristics of the density and uses within the development, and the on-street parking demand of the uses. Final street cross-section (number and width of lanes, parking on one or two sides, etc.) and right-of-way widths shall be determined based on the roadway cross sections submitted by the applicant during Development Review; except that individual components shall have the following performance standards and requirements:

a. Local And Minor Collector (2) Streets:

(1)  Maximum Design Speed:   25 MPH

(2)  Minimum Lane Width:   10 feet

(3) Maximum Lane Width:   12 feet

(4) Curb Height (Portland Cement Concrete):   0.5 feet

(5) Curb Return Radius:   15 feet

(6) Intersection Throat, Minimum, 2-Lane:  24 feet

(7) Intersection Throat, Minimum, 3-Lane:   34 feet

(8) Minimum Clear Fire Lane and Requirements:   12 feet

surfaced travel lane within a clear corridor

of twenty feet (20')

(9) Parking Lane or On-Street Bay Minimum Width: 7 feet

on-street parking on at least one side of the street shall be required in all residential areas except where additional visitor parking associated with multi-family, senior or student housing allowed by Section 137.XI has been incorporated into the development. Where no parking lane has been constructed, a No Parking sign shall be installed as part of the development.

(10) Minimum Curbside Landscape Strip:   4 feet

(11) Minimum Sidewalk Width and Requirements:   5 feet

on both sides of the street unless adjacent to a park or open space with an internal circulation system approximately parallel to the street and connecting to the sidewalk system at an appropriate intersection or location.

(12)   Bicycle Lane Width and Requirements:   6 feet

on both sides of a collector street; none required on local streets. Lanes shall be striped and marked with thermoplastic materials and sign installed as a part of the development.

(13) Minimum Alley Width and Right-of-Way:   16 feet

surfaced travel lane within a right-of-way of   twenty feet (20').

(14) Construction Materials:  Local streets and minor collectors may be constructed of either Portland Cement Concrete or Asphaltic Concrete with a structural cross section meeting or exceeding the engineering standards of the City. Portland Concrete is the preferred material for local streets and minor collectors is the required material to be used for all curbs and gutters. Alleys shall be constructed of either Portland Cement Concrete or Asphaltic Concrete with a structural cross section meeting or exceeding the engineering standards of the City. All streets and alleys shall include all signs and on-street thermoplastic markings necessary to properly operate the street or alley as designed; including, but not limited to, lane markings, bicycle striping and markings, no parking signs, stop signs, traffic signals, curb markings, parking stall markings, and all other necessary signs and markings. (Amended by Ord. No. 4930/7-00.)

(15) Public Utility Easement Width and Requirements:   8 feet;

Except as provided in Section 138.IV.C.5., all public utility distribution and service connections within a development project shall be placed underground using one of the three location options:

(a) Under the sidewalk; where whole blocks are constructed at the time of development or the maximum setback of the district is less than ten feet (10') for the adjacent type of development.

(b) Back of sidewalk; where the maximum setback of the district is ten feet (10') or more; or

(c) Within the alley right-of-way.

b. Collector and Arterial Streets, Minimum Number, Lane Width and Median Requirements:

(1) The standards and requirements of Local Streets and Minor Collectors shall apply; except that:

(a) Major collector streets shall be constructed using a three (3) lane section with two (2) travel lanes at least ten feet (10') in width, a center median/left turn lane eleven feet (11') in width and the left turn storage lane length sized to meet the demand as determined by the traffic engineering study.

(b) Collector and arterial streets designated as a transit street or planned transit street shall construct the curbside lane to be twelve (12') wide without reducing the minimum widths of any other component within the right-of-way.

(c) Collector and arterial streets shall provide six foot (6') on-street bicycle lanes in both travel directions.

(d) Traffic calming measures shall be allowed on all streets within SCPAs and shall be required as the result of the Development Review process where warranted by the results of the traffic engineering and pedestrian circulation study.

(e) Major collector and arterial streets shall be constructed of Portland Cement Concrete.

(f) Arterial street travel lane numbers, widths, median and turn lane requirements shall be sized and constructed according to the results of the traffic engineering study and engineering standards required elsewhere in the City except where those standards conflict with specific provisions of this subsection the provisions of this subsection shall prevail.

(g) Major collector and arterial streets controlled by traffic signals shall provide a sidewalk intersection of sufficient size and design to afford, at a minimum, AASHTO Urban Street Pedestrian Queuing Area Level of Service "D" (7 square feet /person), and a pedestrian refuge within the median area of a street of three (3) or more lanes to provide, at a minimum, AASHTO Urban Street Pedestrian Queuing Area Level of Service "C" (10 square feet /person). Queuing area size shall be determined based on the traffic engineering study using these minimum Levels of Service.

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(1) Where any street within a SCPA is under Washington County jurisdiction at the time of development application, the street design is subject to County Road Standards and the approval of the County Engineering Division. However, the components, options and design criteria listed shall constitute the City's comment to the County on that aspect of the development application.

(2) A "minor collector" is also known as a "residential collector", or a class "D" street; and a "major collector" is also known as a "collector/industrial" or class "C" street.

C. Street Improvement Review and Requirements

1. An applicant for a project or phase of a multi-phase project that is one or more gross acres in size or which is forecast to generate one hundred (100) or more average daily auto trips, shall complete and file with the City Engineer as a part of the Development Review process a traffic impact report. The report shall analyze the impact of the project or phase of a project on the City, County and State road and street systems within one (1) mile of the borders of the project or phase of a project, or to such greater distance as necessary until the traffic analysis shows that the impact of the project or phase of a project has dissipated to where it no longer results in an impact of ten percent (10%) or more over current conditions. Such report shall be prepared and certified by a registered traffic engineer. The required report shall comply with the standards listed below:

a) The report methodology shall generally be in accord with the standards and procedures set forth in Washington County Resolution and Order 86-95 and related code provisions. The report shall distinguish between traffic safety improvements found necessary due to the impacts of the project or phase of a project, and roadway capacity improvements necessary because of the traffic volume generated by the project or phase of a project. The engineer shall include an estimate of the rough proportionality of the identified safety improvements to the estimated impact of the project or phase of a project, and may include a cost-effectiveness analysis for all traffic safety problems and potential solutions identified by the study.

b) For development projects within a 2,600-foot radius of an LRT station the applicant shall supplement the traffic impact report with a pedestrian circulation study that:

 i) indicates the proposed routing and the various widths of all elements of the pedestrian system;

ii) identifies traffic calming measures which facilitate pedestrian movement into and through the development project or phase of a project; and

iii) uses the AASHTO or Highway Capacity Manual procedures, calculation methodology and pedestrian level of service standards, including any such standard specifically applicable to light rail transit and related development.

c) The general performance standards for transportation facilities (as measured for both intersection and roadway segments) shall be the Level of Service ("LOS") measurements shown in Table 137.4. In determining LOS, the report shall utilize the method prescribed in the latest edition of the Highway Capacity Manual published by the Transportation Research Board.

(Amended by Ord. No. 4545/4-97 and 4930/7-00.)

Table 137.4: Level of Service Standards Within Station Communities

(Amended by Ord. No. 4545/4-97.)

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(1) Trigger point for capital improvement requirements.

(2) A one-hour period measured during the peak hour between Noon and 2:00 p.m. (whichever is higher) to assess off-peak congestion.

(3) The one-hour peak period is measured at either the morning or evening peak period, whichever is greater at the location of interest.

(4) A LOS greater than indicated at a Critical Regional Intersection requires additional intersection and arterial system analysis based on the methodology prescribed in the Highway Capacity Manual, Special Report 1994, Chapter 11. The arterial system analysis requires regional travel model (EMME-2) estimates of travel speed for mid-block arterial sections and field study of "Time Travel Runs" as specified in Chapter 11 of the Highway Capacity Manual.

(5) A 20 minute segment within the peak hour measurement where the maximum congestion is reached, and not exceeded in any other 20 minute segment during the peak hour.

(6) Prior to accepting a "system" solution to an excessive LOS, the full cross-section (all lanes) called for in the Comprehensive Transportation Plan's Functional Classification Map shall be constructed.

(7) It is not the intent to degrade the LOS of category 1 or 2 facilities as a result of improvements on category 3 facilities. Installation of traffic signals at category 1 or 2 intersections to achieve the LOS standard on category 3 facilities shall only be allowed with the approval of the City /County/ State Engineer, or designee, of the appropriate category 2/3 road authority.

2. The City Engineer shall require appropriate safety, intersection and roadway improvements within or adjacent to the project or phase of a project if the traffic impact report required in paragraph 2 above indicates that:

a. The project or phase of a project will cause unsafe conditions at site accesses or on the roadways or at intersections within or adjacent to the project or phase of a project; or

b. The Acceptable Level of Service (LOS) Standard in Table 137.4 will be exceeded for any impacted site access, intersection, or roadway within or adjacent to the project; or

c. The proposed off-street parking is insufficient and will cause excessive or deleterious spill-over effect on the neighborhood or the adjacent road or street system; or

d. Traffic calming measures beyond those proposed by the applicant are warranted.

As used in this subsection, "within" means interior to the entire project proposed or available for current or ultimate development by the applicant or under the applicant's control.

Notwithstanding the definition contained in Section 136.III, "Adjacent" as used in this subsection means any street, alley, bikeway, intersection, site access, or pedestrian facility which borders on or abuts any portion of the project that may in any way be impacted as a result of the subject project. "Adjacent" as used herein also includes the nearest street and roadway intersections in all directions from the proposed project that may be negatively impacted by more than ten percent (10%) as a result of the project. (Amended by Ord. No. 4545/4-97.)

3. The City Engineer, during Development Review or at the appropriate phases of the Concept Development Plan or Detailed Development Plan review process (Section 136.VII.B), shall examine the proposed street, alley, sidewalk, bikeway, and intersection improvements to determine: their adequacy to serve the proposed use(s); consistency with applicable standards for roadway or other construction requirements; compliance with adopted road standards; and compliance with the provisions of Paragraph 1 of this subsection. When necessary, the City Engineer may require the applicant to prepare a geotechnical analysis and/or Pavement Design Report in order to determine whether the proposed roadway structural design is sufficient to withstand the projected traffic. The City Engineer shall require additional street, alley, sidewalk, bikeway, and intersection construction and/or improvements beyond those proposed by the applicant if necessary to meet any of these standards. (Amended by Ord. No. 4545/4-97.)

4. In addition to the requirements of paragraphs 3 and 4, if the results of the traffic impact report required in paragraph 2, above, indicate:

a) the project or phase of a project will contribute toward the need for safety improvements at intersections or on the roadway system other than within or adjacent to the project (known as the "off-site impact area"), or

b) The Level of Service Standard for any such impacted intersection or roadway segment within the off-site impact area will be degraded to or below the LOS shown in the "Not to Equal or Exceed" column of Table 137.4 as a result of the project or phase of a project,

then, the City Engineer shall require the applicant to construct, or contribute a proportionate financial share towards construction of, any off-site capacity and/or safety improvements necessary to eliminate the unsafe condition and return the street/roadway segment and/or intersection to an "Acceptable Level of Service." Similar off-site improvements identified by the traffic impact report as affecting the County road and/or State highway system shall be included in the calculations and made a part of the City's conditions for project approval, upon written request by the County Engineer or ODOT Region 1 Engineer, or their designee. (Added by Ord. No. 4545/4-97.)

5. The requirements for off-site improvements identified in paragraph 5 shall be subject to the following provisions:

a) The maximum required financial contribution from the applicant for necessary off-site roadway capacity improvements shall not be required to exceed the estimated amount of Traffic Impact Fees ("TIF") associated with the project or phase of a project as calculated under the standard method adopted by the City in Resolution No. 1596 pursuant to Washington County Ordinance 379 as codified in Chapter 3.17 of the Washington County Code as, or as may be, amended.

b) The maximum required financial contribution, TIF Credits notwithstanding, from the applicant for necessary off-site traffic safety improvements shall not exceed an amount equal to the engineer's estimate of the proportional share of the cost (1) of the identified safety improvement based on the impact of the project or phase of a project as identified in the Traffic Impact Report. However, if an applicant has not received TIF credits equal to or greater than the amount of estimated Traffic Impact Fees to be due before a Building Occupancy Permit is ready for issuance, the applicant shall use the remainder of the credit to complete or contribute towards completing the traffic safety improvements. At the request of the City Engineer, an applicant eligible for TIF Credits shall implement identified Traffic Safety improvements before applying credits toward roadway capacity improvements.

c) If the estimated amount of TIF fees available from the project or phase of a project together with the required contribution for traffic safety improvements is insufficient to complete the off-site traffic improvements within the impact area, the City or the County or both may, but shall not be required to, complete the off-site capacity improvements as revenues may become available to their respective TIF Fund or other eligible transportation fund.

(Added by Ord. No. 4545/4-97.)

6. If identified off-site improvements within the impact area are not completed or guaranteed to be completed by the applicant, or by the City and/or the County as provided above, or if there remains a traffic safety hazard, or if the LOS is equal to or greater than shown in the "Not to Equal or Exceed" column of the Table 137.4 on any street or roadway segment or intersection within the impact area as a direct result of the project or phase of a project, the Planning Director or the Planning Commission shall:

a) deny the application, or

b) approve the application in part, with a condition stipulating only the portion or phase(s) of the proposed project which can be constructed without exceeding the acceptable LOS standard and which does not cause a traffic safety hazard may be built. In this event, an applicant may reapply for subsequent portions or phases of the project when traffic and street conditions have changed to the degree where the remainder of the project or phase of a project can meet the safety and LOS standards cited above.

 (Added by Ord. No. 4545/4-97.)

7. Notwithstanding paragraph 7, an applicant, on their own initiative, may offer either alone or in consortium with others to complete and/or finance the completion of identified off-site improvements beyond the limits described in paragraph 6 where such improvements mitigate identified traffic safety hazards or achieve an acceptable level of service. Where such a proposal is made by the applicant, the Planning Director or Planning Commission, as appropriate, may approve the application provided the off-site improvements are guaranteed by methods acceptable to the City Attorney and to the City Engineer and are completed prior to any occupancy within the project or identified phase of a project. (Added by Ord. No. 4545/4-97.)

8. Where development occurs on previously undeveloped land containing 3.7 or more gross acres, or where development is on a smaller parcel of land where planned or existing streets and alleys are adjacent, streets and alleys shall be laid out to create a grid system of through, connecting streets and, where possible, shall connect or be planned to connect to existing streets and roadways. The street system shall be reasonably straight and direct, avoid unnecessary curving and exclude cul-de-sacs unless the street terminates at a natural resources area or other obstacle where there is little likelihood of future continuation. Where the development is in the vicinity of a light rail transit station or a transit trunk route bus stop, the streets shall be laid out to provide a direct and continuous route to the transit stop or to such a roadway in an adjacent development. Block perimeter lengths created by the street and alley pattern shall not exceed 1,600 feet.

9. In Station Community residential and commercial districts, blocks created in previously undeveloped areas shall incorporate, where practicable, an alley system consistent with the proposed street grid and block perimeter system to facilitate access to garages and accessory dwelling units located near the rear of lots facing onto a public or private street, and to facilitate utility and garbage service which might otherwise have to be accommodated in or beside the public street at the front of the property.

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(1) For purposes of this provision, the proportionate cost of a traffic safety improvement attributable to the applicant shall equal the total cost of the improvement times the ratio (percentage) of: the number of peak hour trips through the intersection or roadway segment in question which are ascribe to the project or phase of a multi-phase project, divided by the number of peak hour trips at the same location before adding the impact of the project or project phase.

D. Alley Improvement Review and Requirements

1. Development projects within the Downtown SCPA adjacent to any of the existing or vacated alleys shown on Figure 5 shall dedicate the applicable portion of right-of-way as necessary to complete a 20 foot ultimate right-of-way width. Alley right-of-way rededications shall be required where alley right-of-way was previously vacated, upon redevelopment of the property. Dedication or rededication shall be required even if the alley right-of-way intersects with only one public street and does not extend the full depth of the block. (Added by Ord. No. 4930/7-00.)

2. In addition to dedication of alley right-of-way, development projects within the D owntown SCPA adjacent to any of the existing or vacated alleys shown on Figure 5 shall construct alley improvements sixteen (16) feet in width adjacent to the property within the dedicated right-of-way where the full 20-foot alley right-of-way width is available. Such alley improvements shall be required even if the alley right-of-way intersects with only one public street and does not extend the full depth of the block. Construction of alley improvements shall be required whether or not the project proposes to use the alley for access, unless construction is waived by the City Engineer pursuant to Subsection 5. (Added by Ord. No. 4930/7-00.)

3. In addition to the existing and vacated alleys shown on Figure 5, where the existing configuration of Tax Lots within a standard city block (400 feet by 400 feet) has an identifiable east-west axis at mid-block, alley right-of-way dedication shall be required on all lots abutting the potential east-west alley, as necessary to establish a 20 foot ultimate right-of-way width along the mid-block east-west axis. (Added by Ord. No. 4930/7-00.)

4. Development projects within the Downtown SCPA adjacent to any newly dedicated alleys created in compliance with Subsection 3 shall construct alley improvements sixteen (16) feet in width adjacent to the property within the dedicated right-of-way or perpetual easement, way, where the full 20 - foot alley right-of-way is available. Such alley improvements shall be required even if the alley right-of-way intersects with only one public street and does not extend the full depth of the block. C onstruction of alley improvements shall be required whether or the project proposes to use the alley for access, unless construction is waived by the City Engineer pursuant to Subsection 5. (Added by Ord. No. 4930/7-00.)

5. The City Engineer may waive alley construction requirements adjacent to a development project if the subject site is an interior lot, without frontage on a public street, upon determination that alley construction should be deferred pending alley dedication and construction on intervening properties, between the development site and the nearest public street. If alley construction is deferred under these circumstances, the developer shall pay a fee in-lieu of construction for the alley improvements.

6. In conjunction with the alley improvements required in subsections 2. and 4. above, the City Engineer may require an interim improvement, from the prope r ty line to the nearest intersection with a public street. Such interim improvement shall be constructed to accommodate emergency vehicle access standards for weight and width, as approved by the City Engineer and the Fire Marshal. (Added by Ord. No. 4930/7-00.)

7. Alley dedication, construction, and use is the standard for development in the Downtown SCPA outside the SCC-CBD. If a development pro posal is eligible for alley dedication and construction under subsections 1 through 6 above, but does not include alleys, the developer must demonstrate why alley construction is not feasible, and the development must comply with all other applicable standards. Economic hardship is not considered proof of unfeasibility. (Added by Ord. No. 4930/7-00.)