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HomeMy WebLinkAboutResolution 856 - recommending council approve minor zone map amendment at 1849 ScenicPLANNING COMMISSION RESOLUTION NO. 856 A. RESOLUTION FORWARDING A FAVORABLE RECOMMENDATION TO THE CITY COUNCIL TO APPROVE TIME MINOR ZONE FLAP AMENDMENT FROM RESIDENTIAL SINGLE FAMILY (R-1-8) TO RESIDENTIAL MULTiFAMLY (R-3) ON 2.0 ACRES LOCATED AT 1849 SCENIC AVENUE. (37S 2W0 3AB Tax Lot 4700) File No. ZC-18004 Applicant: Housing Authority of Jackson County; WHEREAS, the Comprehensive Plan Land Use Map is proposed to re -designate the property identified by the Jackson County Assessor's Map as 37S 2W 03AB Tax Lot 4700 as High Density Residential; and WHEREAS, the proposed Residential Multi Family (R-3) zoning is an urban High Density Residential zoning district consistent with the Comprehensive Plan and surrounding land uses; and WHEREAS, adequate public services and transportation networks are available to the site; and WHEREAS, the proposed zone change from R- I -8 toR-3 has been determined to be consistent with the State Transportation Planning Rule. NOW, THEREFORE, BE IT RESOLVED, that the City of Central Point Planning Commission, by this Resolution No. 856, does recommend that the City Council approve the change of zone on the property identified by the Jackson County Assessor's Map as 37S 2W 03AB Tax Lot 4700. This decision is based on the Staff Report dated August 7, 2018 including Attachments A through D attached hereto by reference and incorporated herein. PASSED by the Planning Commission and signed by me in authentication of its passage this 7th day of August, 2018. Planning Commission Chair ATTEST: Cit Represents ' e Planning Commission Resolution No. 854 (08/07/2018)_ City of Central Point, Oregon 140 5 3rd Street, Central Point, OR 97502 541.664,3321 Fax 541.664,6364 www.centraloointorWn Vv CENTRAL POINT STAFF REPORT August 7, 2018 AGENDA ITEM: VII -C File No. ZC-18004 Community Development Tom Humphrey, AICP Community Development Director Consideration of a Zone (map) Change application from R-1-8 (Residential Single Family) to R-3 (Residential Multi Family) for an approximately 2.0 acre property located at 1849 Scenic Avenue. The property is identified on the Jackson County Assessor's map as 37S 2W 03A13, Tax Lot 4700. Applicant: Housing Authority of Jackson County, Agent: Scott Sinner Consulting, Inc Approval Criteria: CPMC 17.10.400, Zoning Map and Zoning Code Text Amendments. STAFFSOURCE: _ Justin Gindlesperger, Community Planner U BACKGROUND: The proposed minor zone map amendment is to change the current zoning of the property from R-1-8 to R-3. The requested change will allow the applicant to prepare for a multi -family development that is consistent with the adjacent development to the east. In considering the zone change, there are three (3) components that must be addressed pursuant to CPMC 17.10.400: 1. Comprehensive Plan Compatibility. The current Iand use plan designation for the property was amended from Low Density Residential to High Density Residential as part of the Land Use Element update in 2018. The High Density Residential Comprehensive Plan designation allows for the proposed R-3 zoning designation. Per the updated Land Use Element, the R-3 zoning designation is consistent with the High Density Residential designation and abuts properties to the east that are zoned the same. 2. Compatibility with Surrounding Land Uses and Zoning. The subject property for the proposed zone change is located along Scenic Avenue. The abutting properties to the east are zoned R-3 and are developed with multi -family residential dwellings. The property to the south is zoned for civic uses and is developed with Scenic Middle School. The properties to the west are zoned R-1-8 but the land use plan designation is Civic per the recently adopted Land Use Element update. Jackson County Fire District No. 3 and School District 6 own the properties and are in the preliminary stages of developing plans for a new fire station and circulation improvements, including the possible extension of Rock Way from Scenic Avenue to the middle school parking lot. Pending completion, the fire station will replace an existing nonconforming single family residence and Rock Way could serve as a secondary access to the proposed R-3 lot. The character and compatibility between proposed high density residential and civic uses is consistent with planned and existing surrounding development. 3. Traffic Impacts. A Traffic Impact Analysis (TIA) is required to address compliance with the Comprehensive Plan, the Municipal Code and the Oregon State Transportation Planning Rule (TPR). The TPR in OAR 660-012-0060 requires changes to land use plans and land use regulations (i.e. Comprehensive Plan Map Amendments and Zoning Map Amendments) to be consistent with the function and capacity of existing and planned transportation facilities. As shown in the Applicant's TLA, the traffic generated by the increased land use intensity will 125 not alter the functional classification for any existing or planned infrastructure. As demonstrated in in the Planning Department Supplemental Findings (Attachment "C"), the proposed zone change can be accommodated by the transportation network and is consistent with the TPR. ISSUES: There are no issues relative to this application for minor Zone (Map) Change. CONDITIONS OF APPROVAL: None. - -- - - -- --— — - - - - ATTACHMENTS: Attachment "A" -Comprehensive Plan and Zoning Maps Attachment "B" - Traff c Impact Study, dated May 22, 2018 Attachment "C" - Applicant's Findings Attachment "D" - Planning Department Supplemental Findings Attachment "E" - Resolution No. 856 ACTION: Open public hearing and consider the proposed amendment to the Zoning Map, close public he -wring and 1) recommend approval to the City Council; 2) recommend approval with revisions; or 3) deny the application. RECOMMENDATION: Recommend approval of Resolution No. 856. Pcr the Staff Report dated August 7, 201 d and supported by Findings of Fact. 126 Figure 1. Current Comprehensive Plan Map Figure 2. Current Zonft Map. CE 4TR L MISIT oAu wft:•ewm Aweee �aana ac -in" N May OMPMOutownab le�!<YY 127 CE84TTRAL PO 44k Umd Uw amopos 9tt 7 `�� tFlf SarwcMnw gs, �'► LMd �a� err awrr/ _ '� Cesaiaryerr�ed�� t1P�W�IN ce�nOq 6�r Q�AK� wA - Gomm %Wyk— —w WwOM�tr RNe e�n�M wnn wa aw so.a im"W I ev 1�1G Gee 74WYAfw {LT.a 7 o..ra eY .4%w00%eA �`�� �' 6b��.HWWRhtllr Vrnir Nn�Y1. Zo1� 9 i0 I]. 300 �i ATTACHMENT" " 127 Figure 3. Proposed Zone Map Change 128 All CENTRAL POINT ftopmed Zom Chm" NW46109#ulhod W SearQ4 AV" U* R4-0 to R-3 N Adopm"J LUSIR"ON H7/80SES OM.Y Scenic Avenue R-1-8 to R-3 Plan Amendment / Zone Change Traffic Impact Study May 22, 2018 Prepared By four umOiroJhmfPapra um-Gotanitic LLC OAGON a� N ATTACHMENT Is I 129 TABLE OF CONTENTS I. EXECUTIVE SU'iIMARY Il. INTRODUCTION ....... ................................. .......... ......... ............................. ...................... _................... 7 Background ............. ProjectLocation..................................................................................._.:.._-......_......_....,__................-..,.7 ProjectDescription .. ... ..................... .......---.,.............. .,................................................................. 7 Ill. EXISTING CONDITIONS .......................—............ ............... ...................... ,,.,...... ...,,..... -............ »..9 SitelCondition..............._........... ... »........................ ........... ......... ......... ...... ..... ................... ....... .... Roadwav Characteris;fics Traffw Counts Background Growth .......................... ........... .................. ....... .... ..... ...... ...................... ......................... ri Intersection Capacity and Level of Service..., .. . ........ -. i? Year 20t8 No Build intersection Operations ....... ....... ............ ............. .......... ...... ..... _..................... ....13 Year 2018 No -Build 95`" Percentile Queuing ............ _....... ............. ... ................................................ i3 CrashHistory ..........................................................................................................................................l4 IV. SITE TRAFFIC.................................................................................I............. I ....... ......... _..,.„.,_........16 Trip Generation.......................................-•----.._...._......_....-...,...............,......,.,..,,_...........................,......, 16 Trip Distribution and Assignment.-.......................,.,................................,........................................16 V. YEAR I018 BUILD CONDITIONS ................ .»................. .... .......... ,,......................... ,................... ..,,19 Year 2018 Build Description.................................................................................................................19 Year 2018 Build Intars 6cm Opeenans......................... _,.»,....... ...... ._ »,...........-. 19 Year 2018 Build 05'r' Percentile Queuing...................................».....I—..'............,.._................. 0 YearWill Build Turn Lanes .... .... ....................... .,..................... ........... .............................. ,.................. 20 V1. FUTURE YEAR 2038 NO -BUILD AND BUILD CONDITIONS....................................................23 Future Year 2038 No -Build Description ................ ............. .............. ..................................................... 23 FutureYear 2038 Build Description..............._........._...................,.......,........................................_......23 Future YQar2038 No -Build and Build Intersection Operations....................................................»......23 Future Year 2038 No-Buiid and Build 951F Percentile Queuing ....... ,....... -........... -„.....,...........�...„....2a V11. CONCLUSIONS.—....._...........................................I................» «............_.........„..»...,........ 79 130 LIST OF TABLES 'fable I Roadway Classifications and Descriptions ......... ................. .. ..................... 9 Table 2: 1 [CVS Level of Service Designations for Stop -Controlled Intersections........................................12 1 able 3: HOM Level of Service Designations for Signalized Intersections..................................................12 Tahle 4: Year 201 S NwBuiid Intersection Operations, ANI and Phi Peak Hour s .......... _................ ! 3 Table 5 Yaar 21118 '%k) -Build 95"' Perrcridle QueLte L engths. P`[ Peak Hai ir.............................................. ! 4 Table 6: Study Area Intersection Crash Rates, 2012-2016 .. .. - .. .. ..,..... ...... 3 Tabic 7: Crash History by Type, 2012-2016 . ... .-. .... ... i Table 8: Development Trip Generations .... 1 1 Tabla 9: Year 2018 Build fntersection Operations, ANI and P11 Peak Hours.---.... ....................... ­ ......... 19 Table 10: Year 2018 Build 95t" Percentile Queue Lengths, PM Peak Hour..... .._ ...............................20 Table 11: Future Year 2038 No -Build and Build Intersection Operations, .401 and P?vl Peak I lours_.., ......23 Table 12: Future Year 2038 No -Build and Build 95" Percentile Queue Lengths, PM Peat: Hour.. _....----- 24 FIGURES Figure I: Vicini Nfa Figure 2a: Year 2018No-BuildTraffic Volumes, AM Peak Hour. _ ........................................................ jo Figure 2.b, Year 20I8 No -Build Trdffic Volumes, WE Peak Hour, ..... ................................................... _.. I I Figure 3a: Development Trip Distributions, AIYt Peak Hour ... ............................... ................ ................... 17 Figure 3b: Development Trip Distributions, PM, Peak Hour... --,............ . ... ._......... ...................... ......_ 18 Figure 4a: Year 2018 Build Tm1f(c Volumes, ANI Peak Hour.......,..........,.. .............................................21 Figure 46: Year 2018 Build Traffic Volumes, PM Peak Hour .... ......................................... ................... .,21 Figure 5a; Future Year 2038 No -Build Traffic Vclume.s, ANI Peak Hour ..................................................25 Figure 5b: Future Year 2038 No-Build'reaffic Volumes, PM Peak Hour,.............. _ .................................26 Fiwure 6a: Future Year 2038 Build -traffic Volumes, AM Peak Hour.......................................................27 Figure 6h: Future Year 2038 Build Traffic Volumes, PM Peak Hour........................................................28 APPENDICES Appendix A: 'Craffic Count Data, Seasonal Adjustment Information Appendix B- LTE Trip Generation Data, Background Growth Appendix C: Year 2018 No -Build and Build Synchro Output Appendix D: Y�-ar20t8 No -Build and Build Simfraffto Output Appendix E: Future Year2038 No -Build and Build Synchro Output Appendix F: Future Year 2038 No -Build and Build SimTrafiftc Output Appendix G: Agency Requirements 131 !-OS 1 F 2'1- R I A`?: T 132 1. EXECUTIVE SUiviMARY Summary Southern Oregon Cransportation Engineering, LLC prepared a traffic impact analysis for a proposed comprehensive plan map amendment and zone change from Low Density Residential (R-1-8) to High Density Residential (R-3) on Township 17S Range 2W Sec'ion JAB, tax loc 4'700 in Central Point. On2gori 'Fie subject property is located alone the south side of Scenic Avenue, west of Upton Road acce iti provident through > prieate dri-,elvay across Froin 'Upton Road and is additiona N proposed to the future via a planned extension of Rock Way. A traffic impact analysis is required by the C:ty o; Central Print to address Issues o compliance with the Central Point Comprehensive Plan, Land Development Code, and Oregon Transportation Plaiming Rule ITPP_}, Poter Tal development impacts were baseLi on 3.00 acres nt' R-3 Toning under existing year 2018 and future year 2038 condition;. Development impacts were analyzed within the study area during both the a,m. and p.m, peak hours because ofthe close proximity to Scenic tltiddle School Four study area intersections were identified as key intersection ror the analysis. These included: L Upton Road & Seeni : Avenue 2. Rock Way & Scenic Avenue 3. 3`4 Street & 10"t Street 4. 3"t Street & Scenic Heighrs Driveway Conclusions The findings of the traffic impact analysis conclude that the proposed comprehensive plan neap amendment and zone change from R-1-8 to R-3 on 3752 W03AB tax lot 4"700 can be accommodated on the existing transportation system with recommended improvements Without creating adverse impacts. Intersection operations, roadway classifications, and safety conditions were evaluated to address potential impacts to the transportation system. Results of the analysis show the following: Key intersections were evaluated operationally under year 2418 and future year 2038 no -build and build conditions. Rzsults of the analysis show the intersection of Upton Road and Scenic Avenue exceeding the City's level of service (LOS) "D" performance standard and operating at a LOS "F" under existing year 2018 no -build conditions. This occurs as a result of the center rurn lane on Scenic Avenue being striped as an exclusive left turn pocket at Upton Road, if the center turn lane on the east approach is restriped as a two-way left turn lane (TWLTL), then the southbound left tum movement can utilize a two-stage process when turning onto Scenic Avenue. With :his improvement in place, the intersection will he adequately mitigated through Future year 2038 build conditions. 95'h percentile queue lengths were evaluated at study arra inter3ections and shown to he acceptable with the exception of the northbound left and right turn gUeue lengths on 3" Street at the 10'x' Street intersection. These queues were shown to block the Scenic Heights driveway on 3" Street during the a.m. and p.m. peak hours, due to the close proximity of the driveway to the intersection, This continued to occur in all analysis scenarios, but is not considered a safety concern because drivers have the option of rerouting to the Scenic Avenue driveway, if it becomes a problem during peak conditions, f 0 Tpli(vP'oe"gI,o"t �-dwIfIf 0 "b" i-(` tV.,,, �2',201.`i R-1-8 fJ R•t 1 -,014 Impact ;\nal sis 3 133 This analysis was undertaken to address issues of compliance with the City of Central Point Comprehensive Plan, Land Development Code, and Oregon Transportation Planning Rule (TPR) in Oregon Administrative Rules (OAR) Chapter 660, Division 012. Based upon our analysis, it is concluded that streets and intersections that serve the subject property will accommodate projected a m. and p.m. peak hour traffic volumes from proposed R-3 zoning without requiring a change iu the functional classification of an existing or planned facility, or degrade the performance of an existing or planned facility such that it would not meet the performance standard identified in the City's Transportation System Plan (TSP) or comprehensive plan. 1'. t7. TOANfDORTOTIOH ! ( C i May 22, 2019 R-1-8 to FL -3 Traffic Impact Analysis 16 134 It. INTRODUCTION Background Southern Oregon Transportation Engineering, LLC prepared a traffic impact analysis for a proposed comprehensive plan map amendment and zone change from Low Density Residential (R-1-8) to High Density Residential (R-3) on lownship 37S Range 2W Section 3AB, tax lot 4700 in Central Point, Oregon. The subject property is located along the south side of Scenic Avenue, west of Lipton Road. ,�\eccss is provided through a private driveway across from t ,ptor? Road and is additionally proposed via a planned extension of Rock Way. A traffic impact analysis is required by the City of Central Point to address issuas of compliance with the Central Point Comprehensive Plan, Land Development Code, and Oregon Transportation Planning Rule (TPR ), Potential development impacts were based on 2.00 acres of R-3 zoning under existing year 2018 and future year 2038 conditions. Development impac€s were analyzed within the study area during both the a.m. and p.m, peak hours because of the close proximity to Scenic Middle School. Four study area intersections were identified as key intersection for the analysis. These included: t, Upton Road & Scenic Avenue 2. Rock Way & Scenic Avenue 3. 3"' Street & 10`h Street 4. 3"1 Street & Scenic Heights Driveway Under R-3 zoning, the she has the potential to develop up to 50 multi -family dwelling units, which is estimated to generate 366 average daily trips (ADT) with 23 trips occurring; during the a.m. peak hour and 28 during the p.m. peak hour. Study area intersections were evaluated under existing year 2018 and future year 2038 no -build and build conditions to determine what impacts the proposed plan amendment and zone change will have on the transportation system. Project Location The subject parcel is located along the south side of Scenic Avenue, west of Upton Road on Township 37S Range 2W Section 3AB, tax lot 4700 in Central Point, Oregon. Refer to Figure I for a vicinity map. Project Description The subject property is currently zoned Low Density Residential (R-1-8) and is proposed as High Density Residential (R-3), The change in land use is estimated to generate 366 ADT to the transportation system with 23 trips occurring during the a.m. peak hour and 28 during the p,m. peak hour. Access to the site is provided through a private driveway across from Upton Road currently and is additionally proposed in the future vier a planned extension of Rock Way, This is expected to occur when a Fire Station is constructed along the south side of Scenic Avenue west of Rock Way. 135 Figure 1 Vicinity Map OWN% v .0 q0 ir Sc`' M WPM= A Scenic Ave. Plan Amendment & Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Oregon 136 Irl. EXISTING CONDITIONS Site Conditions The proposed site is located on Township 37S Range 2W Section 3AB, tax lot 4700. The parcel is 2.00 acres in size and currently has a single-family residence on it. Roadway Characteristics Table I provides a summary of existing roadway classifications and descriptions in the study area. Table t - Roadway Classifications and Descriptions Roadway,lall'19dlCtlna Functional City operational Posted Speed Classification Standard Standard Scenic Avenue City of Centra€ Poin: ?dinar Ancrial 2-3 LOS D 20-30 mph 10'" Street Cay of Central Point Minor Arterial 2-3 30 mph upwn Road City ofU=Lral Point Minor Arterial 2 l,0( D 45 mph 3" stmet City of Ccalral Point CoNclor 2 1,081) 25 mph Rock Way City of Central Point 1_aMl 2 I tiS D 25 mph Traffic Counts Manual traffic counts were collected from 7:00-4:00 a_m- and 3:00-6:00 p.m. at key intersections in late February of 2018, Counts were seasonally adjusted and balanced to reflect peak conditions. The a.m, peak hour was shown to occur from 7:45-8:45 a.tn, and the p.m. peak hour From 3:15-4:15 p.m. in the surrounding area. Refer to Appendix A for count data. Refer to Figures 2a and 2b for year 2018 no -build traffic volumes during the a.m. and p.m. peak hours. Background Growth Background growth was derived using growth -aces from the Interchange Area management Plan (LAMP) for Exit 33 and volume comparisons between counts in 2010 and 2018 for 10'~ Street. The IAMP estimated 0.7% of growth per year on 10"' Street between 2010 and future year 2034. We rounded that up to I% to be conservative and applied it to all streets within the study area. ( 0. L! (l May 22, 21118 K- 1-8 to K-1 CraiPtc hnpac! Analysis 14 137 Figure 2a : Year 2018 No -Build Traffic Volumes, AM Peak Hour 0 Ndf TO XCAa �0 \ r 0 n 0 4 iso '2Do SC�N�c�1Y6 Site AURORA LN ncTORIA WY -8- 501TRION MGM T44NSPORTATION MAINUAl"4. LLC Medford Oregon 97504 ph 541.608.9923 fax 541.535.6873 email: kim, parducciftmad. coin it I MWCEW WY x 0 WINDSOR WY ION10 WY 138 Scenic Ave. Plan Amendment & Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Oregon Figure 2b : Year 2018 No -Build Traffic Volumes, PM Peak Hour a NOT TO S"U -PO e� 130 NS .y. LCI -N, ���4PC m � � 2 70 —4- Site 210-r+—sio AURORA !.N o 3 rKTORfA Wr S "R SOUDIZAM 0"40" TMIKPOATATIOM MINUAIK, LL( Medford, Oregon 97504 ph 541,608.9923 fax 541.535.6873 email: kim.parducclftmail.com 139 wmwsm wr KNO wr Scenic Ave, Plan Amendment A Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Orogon Intersection Capacity and Level of Service Intersection capaoity, calculations were conducted utilizing the methodologies presented in the Year 2000 Highway Capacity N.rartua! Capacity and level of service calculations for signakzc-d and unsignalized intersections were prepared using "SYNCHRO" timing software. Level of service quantifies the degree of comfort affixded to drivers as they travel Uiroug an intersection or along a roadway section The level of service methodology was developed to quantify the quality of service of transportation facilities Leve: of service is oa.wd on total delay- defined as the total elapsed time from when a vehicle stops at the end of a queue antil the . hide departs from the stop line. Level of service ranges ft'orn "A" to '`f" with "A" indicating the most desirablo condition and "F" indicating an unsatisfactory condition. The HCM LOS designations for stou- controlled intersections ore provided in Table 1 The 11CMt LOS designations for signalized intersections are provided in Table 3. Table 2 - HCM Level of Service Designations for Stop -Controlled Intersections ~ T� Level of Service Delay Ramie A 1 r1 — ti Table 3 - RCM Levet of Service Designations for Signalized Intersections Level of Service Delay Range A <10 U F > 8G Key intersections are under City of Central Point jurisdiction Cit; City of Central Point requires all study area inlerszerions to operate at acceptable levels of service (LOS). Che minimum acceptable level of service for signah/.ed inlersections and unsignalized intersection tnovetnents is LOS "W. Mitigation is required at key intersections operating below a LOS "U', f Q_ T anrtsvo4vorwli i awyfcRraa l t( i M9 L; 22, 2M A; R-1 -B to R-3 f rutile impact An.-Alysis i 12 140 Year 2018 No -Build Intersection Operations Key intersection; were evaluated under ,year 2013 no -build conditions during the a.rn and p 1w peal hours. Results are summarised in Table 4 Table 4 - Year 2018 No -Build intersection Operatious, AM and PM Peak Hours tnterxcetiaa Performance rracree Standard Control Year?4t8 Na -Build W AM Peak 17our PM Peak Hour H, fV i} 3. Results of the analysis show the intersection o: Upton Road i Scenic Avenue operating at a level of service (1,0S) "F" under existing year 2018 no -build conditions, which is Failing. The critical movement is the southboEtnd left turn movement, which drives the failing LOS. '[his movement would be improved, if the venter left turn lane on Scenic Avenue were striped as a two-way loll -turn lane (`l'WLTL) rather than exclusive left turn packets_ Center turn lanes are cotnntonly striped as exclusive left turn pockets when there is a large number of left turning vehicles on the inainline, which would justify striping the eastbound left turn lane on Scenic Avenue as an exclusive turn pocket, but the westbound lett turn movement is minor and could he striped as a TWLTL. This would allow southbound left turning traffic to utilize the center lane for a two-stage turn (into the center turn lane and then into the eastbound travel lane), which reduces delay for vehicles trying to make the turn and requires only an adequate gap in traffic from one d€Section at a time. With this change, the level of service for the southbound left turn movement improves from an "F" to a "U'. which is acceptable. All other key intersections are shown to operate acceptably, Refer to Appendix C for synchro output sheets. Year 2018 No -Build 95th Percentile Queuing Queuing is the stacking up of vehicles for a given lane movement, and it can have a significant effect on roadway safety and the overall operation of a transportation system. Long queue lengths in through lanes can block access to turn lanes. driveways, and minor street approaches, as well as spill back into upstream intersections, As a result of this, the estimation Of queue lengths is an important aspect of the analyse process for determining how a transportation corridor operates. Queue lengths are reported as the: average, maximum, or 951h perceeltile queue ienglh. The 95"' Percentile queue length is used for design purposes and is the queue length reported in this analysis. Five simulations were run and averaged in Sim'FraFtic to detenntne 95'h percentile queue lengths at study area intersections under existing conditions. Queue lengths were then rounded up to the nearest 25 feet (single vehicle length) and reported in Table 5 for the p,in peak hour unless the a.m, peak hour ,vas higher. f fH,„rlrrpfrt,. t U ; NAuy 22.1,j;18 R-1.8 to R-3 1raFiw n roacE A,ialysr.;' 13 141 Tuttle 5 — Year 2018 No -Build 9316 Percentile Queue_ Lengths, PYI Peak Hour Intersection / Available Link 951h Percentile Exceeded or Atovemenl Distance (Ft} Queue Lengths Blocked Roadway Seenic Avenue 1 Rock WQy Eastbound LcUl•hrough 429 Westbound InrougivRight 351) Southbound LetbRiptla 650 3rd Street i 14"' Street Easlboond ThrouEIvRiOtt 414L Wasthocnd I eft 75 Rorthbound Lett ?+n* Roithoound Rij hl 425 Scenic "tights" 3'd Street Wt~atbound MrougiVWgitt Eastbound 1,cfU2:g`.1t 375 Morinbound Lciu i'trougit 200 Sirutilhound i zr�4t;t>€ts ht 30 Upson Road 1 >eenic Aveuue ?5 25 D 50 ZS - 50 ion Fkipo 7i 25 50 25 a.m, Eascbound Lelt I Sr -5 Fastbound througWRight 3iii 23 Westbw;nd Lea 425 25 Wt~atbound MrougiVWgitt 450 50 Northbound Leff 1#10 25 i`lctrthhr>und•I'hroe,gh,"Righr 2€10 ?5 Soullibutntd 1.01 225 100 SouthboundThMuWMigttl 225 '5 • . - - - — Entc Yarn IkII pe, w -PY .V ,tntelards ;:rc 53*t k#t :n hold, Anlic ` Xeric I lenhta drs'e"ay .4 n,nau d on :" tilrx_ wnh a rurthhe ntd i6!t ur nnrthhound : ght gsxue gmdler than '9 ;ret it If i* Stru! Rosulis of the queuing anaiysls show no link distances at key intersections exceeded under year 2018 no -build conditions, with the exception of-Ihe northbouW left turm queue length on 3`" Stmet at Ito intersection with UP Street. This queue length blocks the driveway to Scenic Heights when it exceeds approximately 70 feet in Itmgth, which it does during both the a.m. and p.m_ peak hours, The result of this is that it will be more difficult for drivers leaving Scenic Heights to make a left turn. onto 3" Street during peak periods, but they will likely re-route to t'ne Scenic Avenue driveway if it becomes a problem. The only other queue length of equal sale in the study area is the southbound lett turn queue 'length on Upton Road, which is estimated to be 100 feet or the equivalent of four vehicles during peak conditions, Neither queue length is considered to create a satiety concern Refer to Appendix D for a full queuing and blocking report Crash History Crash data for the most recent five-year period was gathered from ODOT`s crash analysis unit. Results were gathered for the period of January I, 2012 through December 3 t`t, 2016. Crash data is gathered to identify, crash patterns that could be attributable to geometric or operational deficiencies, or crash trends of a specific type that would indicate the meed for further investigation at an intersection. Tables 6 and 7 provide intersection crash rates and types of collisions at study area intersections. Full crash reports are provided in Appendix A. f Q W I Mv, ?2.2015 l R-1-9 to R-1 rr rrc Irnp,,ct-knar_te 14 142 Table 6 - Study Area Intersection Crash Rates, 2012-2016 Intersection 2012 2013 2014 2015 2016 Ruck Way�•T 0 0 0 0 1 1 5,950 0.092 0 D31 P ian _-- Total ADT Crash ODOh Crashes Rate Rate1 iccnw EI•;..•, 1*1irrT''Vcr;cn!ile Crash Raw rim L.dnhn , w r L i . I •. rao�i Table 7 - Crash History by Type, 2012-20111�— Intersection Collision Type Severity Rear- Turning! Head- Pedestrian/ Fixed No End Angle as sicyctia Object loci p Injury Fatal Rmic Way ' S chic 1vc 0 0 I U U I Q t'pion Rd : Sconw r\1'c U 2 O T 1 0 1 = 0 if I 0 0 1) l U Scenic Ileit;ltls Results of the crash analysis show the intersection with the highest crash frequency being Scenic Avenue at Upton Road with three crashes occurring within a five-year period. All three crashes were turning collisions, with one involving a bicyclist traveling westbound. Two resulted in non-fatal injury and one property damage only. At the intersections of Rock Way / Scenic Avenue and IOr' Street i 3'" Street, there was one reported crash at each location within a five-year period. The crash at Rock Way involved a pedestrian crossing Scenic Avenue and being struck by an eastbound traveling vehicle that had a blind spot du-- to the morning sun. At 3`° Street, the reported crash involved an eastbound vehicle on Scenic Avenue making an improper u -turn movement. All collisions between Rock Way and P Street along Scenic Avenue occurred between 6:00-8:00a.m. and 1:00-3:00 p.m., which is during the school a.m. and p.m. peak periods when congestion is highest. The type of collision (turning) occurring along Scenic .avenue within the study area is common for stop -controlled intersections, where drivers from side streets are turning onto and off of the mainline based on the availability of adequate gaps in traffic. School traffic is an added factor that contributes to higher spikes in traffic with a greater mix of pedestrians and bicyclists during the a.m, and p.m. peak periods, but even considering this, the number of crashes reported within a five-year period is fairly low. Overall, the crash analysis does not raise any safety concerns regarding the number, type, or severity of collisions reported in the study area that would require further investigation. f 0 TnNx;vorurrrnrn 1nc,nrrnrn<, tL( i May 22. 2018 R-1-8 to P -J 1r11Fc hupacr Analysis i 15 143 W. SITE, TRAFFIC Trip Generation Trip generation calculations for the proposed plan amendment and zone change to R-3 (High Density Residential) were prepared utilizing the Institute of Transportation Engineers ({TE) Trip Generation, 10"' Edition- An ITE rate was used for land use ;,ode 220 — Multifamily Housing (Law -Rise). No pass -by or internal trip reductions were taken, Proposed development trips were based on 50 multifamily dwelling units, Fable 8 provides a suntmaty of trip generations. [TE descriptions and graph, are provided in Appendix B Table 8 — DeveInpmeat Irip. Generations Land Use Unit Size Dally Deily Peak Hour — Peak 1worTrtps Retc trips Rata Ali rm — — A Phi T"lal lu Out Tutal to Out Is 28 �s Multiranily Housing. Total Trips 1 T --T-366— — 23 l s i is 1 28 j is to DU = dwelling unnl Trip Distribution and Assignment Development trips were distributed based on existing traffic patterns in the study area. They varied depending upon which peak hour was being evaluated, but 60-70% of traffic during both peak hours %vere distributed to/from the east and west on Scenic Avenue, Remaining traffic wa., distributed to/from Upton Road to the north and 3'd Street to the south. Refer to Figures 3a and 3b for development distribution percentages and trip assignments. f. 0, ToanfPURrimoo 6M6lnl exlnG, ! C(; May 22, 201X R-1-8 to R-7 Traltie hnpact Analysis 16 144 Figure 34 : Development Trip Distribution a Percentages, AM Peak Hour N% .0-0. 0 IVfiT TiDAU O gI ""�C, ,�- site N r;� SOuuuan muco" TUNSPUTAMH .041"011K. LLC Medford, Oregon 97504 ph 54 f.606.9923 fax 541.535.6673 email; kim.parducciftmaAcom 145 MKTO" V" V" WWMSOR wu Scenic Ave. Plan At enahnent A Zone Change (R-1.8 to 1-3) TraMc Impact Analysis Central Point, OrVon ON 23 AM TAw o •• AWKW4LN 4 SOuuuan muco" TUNSPUTAMH .041"011K. LLC Medford, Oregon 97504 ph 54 f.606.9923 fax 541.535.6673 email; kim.parducciftmaAcom 145 MKTO" V" V" WWMSOR wu Scenic Ave. Plan At enahnent A Zone Change (R-1.8 to 1-3) TraMc Impact Analysis Central Point, OrVon Figure 3b : Development Trip Distribution & Percentages, PM Peak Hour SOUTUUM 04"0" TUNSPURMON VKIM 104, LL( Medford, Oregon 97504 ph 541.608.9923 fax 511.535.6673 email- Wm.pardvcc/@gma/L com 146 Scenic Ave. Plan Amendment A Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Oregon V. YEAR 2018 BUILD CONDITIONS Year 2018 Build Description Build conditions represent no -build conditions for a study area with the addition of proposed development trips considered. Build conditions are compared to no -build conditions to determine what impacts and%or mitigation measures will result from proposed development. Build conditions are evaluated In this analysis for (tie year 2018. Year 2018 build traffic volumes during the a.m. and p.m peak hours are provided in Figures 4a and 4b. Year 2018 Build Intersection Operations Year 2018 build traffic volumes were evaluated at key intersections under p,m. peak hour conditions. Results are summarized in Table 9. Table 9 - Year 2018 Build Intersection Operations, AM and PM Peak Hours Ietereeetloa Untort Road / Seenic Avenue Performaoce Traffic Standard Control f.(7S D 'I WSC Year 2018 No -Build ANI Peak Hour PM Peak Hour F, C. (SB) F D" (SR) Rock Way ; Scenic A,enae LOS D ' iArSC C, (S 6) B, (0) �:rt 'j, L01% LOSD [3,jNR) B,NB) Street' Seewu l le,ghts NA tloconuolled R, (FI) R, olm L03=1 eve or Dery ice, TW SC -Two-wa) ut,a contrclled, \8—nu;thbuuria, SB=s�,uthbnund- EB=eastbaunJ "Mitigated to vidutic rWt,rl xrrping nn east appniwh ui Scenic Ai enue Vote Vxumied lTrfnrmjnca stsndnrdc are ihown !o i0d, italic Results of the analysis show the intersection of Upton Road f Scenic Avenue continuing to have a failing level of seryice for the southbound left tum movement on Upton Road. The movement improves to a LOS "C' and "D" during the a.m. and p.m. peak hours, respectfully with a TWLTL striped on the east approach of Scenic Avenue. No other intersection movements are shown to exceed the City's LOS "D" standard under year 2018 build conditions. Refer to Appendix C for synchro output sheets, Year 2018 Build 95th Percentile Queuing Five simulations were run and averaged in SimTraffic to determine 95th percentile queue lengths at study area intersections under year 2018 build conditions. Queue lengths were then rounded up to the nearest 25 feet (single vehicle length) and reported in Table 10 for the p.m. peak hour unless shown in the a.m. to be higher. f, 0 TomifPovarlvN �tl6InFF�IHG, Ll(I May 22,20 19 R-1 •9 to R-3 mat't'e Imjiacl Analysis 'j 19 147 _Table 10 — Year 2018 Build_ 95'b Percentile Queue Lengths, PM Peak Hour intersection / Available Link 95'" Percentile Exceeded or Movement Distance (Ft) Queue Len¢ths Blocked Roadwev Scenic �ivenue /Bock Way - -• - --- -- .�.. _.�- _. _ —_-.� _ Easthound LaRlThrough 415 50 Westbound ThroughiRight 350 25 southboundt.:il.Runu 650 50 1` Street / Int ` SI"Ot Scenic Heights / 3"' Street - - � - ----- -- - - --- -- — ~ - - - - Eastbottnd Lett/Right 25 Northbound LeruThrotigh 50 Southbound 1?trner Ri ht 25 a u 6ptan Road t Scenic Avenue L•astbound Lett 150 75 Easto,-und Thru jeVRight 150 25 Westbound LO 425 25 Westbound ThmughlRight 150 50 Northbound Lett loft 25 NnrtbtxrundIhmug,hRight 2110 25 Southbound Lett 225 150 SouthboundThrougniRighc 225 100 Nvre i xr'zed�x! I" : turmtma: uu'dan'e ire ALKr*a^-- ' i4ratr t to$Ou 13'11nrked on io i4ivct tiv*t a twrth7mird tet' •:r -om!Iinurnt ott^ttqueur ereato Not X fed: n 1V* =seer Results of the queuing analysis show very few changes in the study area under year 2.018 build conditions. The northbound left turn queue length on 3"' Street at 10`t' Street remains the same. The southbound left and through/right turn movements both increase slightly on Upton Road at Scenic Avenue under build conditions, but neither is shown to exceed its available storage. Refer to Appendix D For a full queuing and blocking report. Year 2018 Build Turn Lanes Turns lanes are not evaluated at the time of plan rnap amendment or zone change because exact development details are not known at that time, but they will be evaluated at the time of development. t D l Rp.M;ar1Ri InIal «f I flay 22, m8 i R-1-8 w R-3 Niffiia In,Onct Antilyxis 120 148 Figure 4a : Year 2018 Build Traffic Volumes, AM Peak Hour 0 No ALI e s �NIc Site AURORA W 5OU14"" O"IGON TMNSPOATATIOM 4KIN4 1%. RLC Medford, Oregon 97504 ph 541.608.9923 fax 54 i, 535.6873 email, kim.parducci@gmaii.com 149 I� I Y" WIP"OR wr oupw V" Scenic Avs. Plan Amendnrerrt & Zone Change (R-1.8 to R-3) Traffic Impact Ane/ya/s Central Point, Orogon Figure 4b : Year 2018 Build Traffic Volumes, PM Psrk lour SOUTHERN s"40M TUMMAUITIOM 1M61MLUtIMG, LK 44edford, Oregon 87504 ph 541, BOB, 9923 lex 541.535.6873 email: 0M.panlW600me. com 150 Scenic Ave. Plan At A Zone Change (R-1.8 to R-3) Tmfrlc Impact Analyaia Centel Point, Oregon It VI, FUTURE YEAR 2038 NO -BUILD AND BUILD CONDITIONS Future Year 2038 No -Build Description Future year 2038 no-b,tild conditions represent future year conditions for a study area without consideration of proposed development trips. This condition is evaluated to determine how a study area will be impacted by Ell€lire background growth without traffic front proposed development trips. Backtr[ and urovi,th 'wi- .![mvcd usin7 grovtw rites from the intcrchan�ro ;Oreo inanagcmcnt Plan (IANIM tor Fxi; 33 and comparisons boween counts i„ 2010 and 2018 for til"' Street, Ttic WHIP estimated 0 7" ,, lir' growth per year on 101" Street between 2(110 and future year 2034 %,e rounded that up to 111/', tn' Ile conservative and apph.d it to all streets within the study area. Refer to Figures Sa and 5b for futare yea, 21018 no -build tragic: volumes during the s.in, and p.m- peak hours. Future Year 2038 Build Description Future year 2038 build conditions represent future conditions for a study area with background arovv&, and proposed development trips considered. Build conditions are compared to no -build conditions to determine what kind of impacts will result from proposed development under future conditions. Future build conditions are evaluated in this analysis for the planning year of2038 Refer to Figures 6a and fib for future year 2038 build traffic volumes during the a.m. and p,m. peak hours. Future Year 2038 No -Build and Build Intersection Operations Future year ?038 no -build and build traffic volumes were evaluated at key intersections during the a.m. and p.m, peak hours to determine how background growth and proposed development trips impact the transportation system. Results of the analysis are summarized in Table 11, Table 11 —Future Year 2028 No -Build and Build Intersection Operations, AM and PM Peak llours latersccti©oPerformance Traffic Future Year 2038 Future Year 2038 Standard Control No -Build Build A!4t PM 141 PM Uplon Ro:zd.' Scmie Ai 'nlle L _1S D rfA?SC C, 6Hi LY (SM C' (SH) W (SH) Rock td'ay % Scenic Aver:.:a l 03 D TW SC C. (CRT C., (.SR C, rsB) C, (SM T, svr!UL: 1=)[` tilree[ I HS p TWS( R; tVo) C. (Ns) H, (N H) C, (N Fit . a;or� r,(I'.Rj f1,!LRI [i,!.t:I3j f1,(ER) i Results of the analysis show key intersections continue to operate acceptably uader tuture year no- bui(d and build conditions with the exception of Upton Road ! Scenic Avenue. This intersection continues to have a failing soldhbound left turn movement mitil the center lane on the east approach of Scenic Avenue is restriped as a TWLT'l . With this improvement, the southbound left turn movement operates acceptahly throughout the 20 -year planning horizon. Refer to Appendix E for syncliro output sheets. f,0 T4,7d;PUOT)IFONTN',OtCRIV,iI(; May 22,20181R•1-8toR-3Traftic1mpnLlAnaiy.ikl23 151 Future Year 2038 No -Build and Build 95"t Percentile Queuing Five simulations were run and averaged in SimTraffic to determine 95"' percentile queue lengths at study area intersections under future year 2038 no -build and build conditions Queue lengths were then rounded up to the nearest 25 feet (single vehicle length) and reported for p.m. peak hour conditions in Table 12 unless the a.m. was shown to be higher. Table t2 —Future Year 2018 No-Bteild cad Build 95'b Pereentlle teue Lcn hs, PM Peak Hour Intersection / Available Link Percentile 95/° Percentile Movement Distance (Ft) Queue lengths Queue Lengths No -Build Build Scenic Avenue: Ruck Way Fmthnund I zft,Through 425 Westbound ThrcwgtrlRight 350 Southbound Lcf'VRight 650 30 Street I t0V' Street 100 Ea9tbound Through/Right 450 Westbound Left 75 Northbound Left 25V Northbound Right IM. Scenic Heights 13"t Street so 50 50 30 50 so 25 25 50 50 125 125 ?5 100 FoAtbuund LaEldRigttt 375 25 25 NaAbuund LcWThmu*h 200 50 75 Southbound Thfou2klRight 50 0 0 tipum Road I Scenic Avenue Ea9tbound Left 150 100 100 Eastbound Throughi tghl 350 25 25 Westbound Left 425 25 25 westlwund'nroualt/Right 450 50 50 Northbound Left 100 25 25 Northbound Through/Righi zoo 23 50 Southbound Left 223 200 200 Southbound rhrouglyRighr 225 I50 150 Results of the queuing analysis show some increases in queue lengths under future year 2438 no -build and build condition,. The southbound left and through/right turns on Upton Road at Scenic Avenue increase, as well as the northbound throughlright turn movement from the site driveway south approach at Scenic Avenue. The northbound qucucs on 3`d Street at I0" Street continue to block tht: site driveway on 3`d Street, which is only 70 feet south of 101h Street, but drivers have the altemate option of using the Scenic Avenue driveway if this becomes a problem. With the exception of those two queues, all other queue lengths at study area intersections are contained within their available link distances, [defer to Appendix F for a full queuing and blocking report. f 0, fPaH,P, ,iTRTI In tt(', Vl iy 1.2, ZOIB 1 R-1-9 (o R-3 lr.9111c; Impact ArWysk 1 24 152 Figure 5a : Future Yr 3038 No -Build Traffic Volumes, AM Peek Hour 0 No 7d 3CALI' O s is +zs Hs •{,Of i Sift AU U LN SOOT"AN OAGGON T"w"T4MON lNGINZOING, LLC Medford, Oregon 97504 ph 541.608.9923 Asia 541.635 6873 ema/h. k/m.parduedOgmall,com 153 QN rrcraw wr04 WNDSOn wr [,If! 72;ju:.� Swnlc Ave. Plan Amis,,, IWnt a Zone Change (A-1.8 to R-3) Tmfflc Impact Analysis Centmi Point, OWon Figure 5b : Futuna Yr 2038 No -Build Traffic Volumes, Pit Peak Hour a NOr Td UALt - 1p° r� a r� :A.: f 42;L S tOfS Site Al PPM LN SOUTUAN OMOM TA IKMT=ON LIKIN=11K, LLC Medford, Oregon 97504 ph 541.608.9923 fax 541.535.6873 email., kim.pardkwi@gmail com 154 I'"CrOw wr ti11HC"S Y" WINIO as WT KINGS WY "11 Scenlo Ave. Plan Am- ndrl►�ent 6 Zone Changs (R-1.8 to R-3) Traffic Impact Analysis Centra/ Point, Orwon Figure 6a : Future Yr 2038 Build Traffic Volumes, AM Peak Hour SOUTAQH G"40N TAAMSPUTATION MINUAIN6, ll( Mord, Oregon 97504 ph 541.608.9923 fax 541 „735.6673 &mad. kim.parduccAftmedcom 155 Scenic Ave. Plan Amendment 8 Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Oregon Figure 6b : Future Yr 2038 Build Traffic Volumes, PM Peak Hour NOT Td fCAa Site AUXORA EN NA 145 J ► 335 21S210 9� 19 30 .ate ED r 45 VKTOMA WY 141 wMWO=wy 3 u 0 t WINDSOR wr SONY a" 0"40" TAAIKPO UMOM EIKIIS al". LLC Medford, Oregon 97504 ph 541.808.9923 fax 541.838.8873 oma#., ldm.parducciftmaAcom 156 KWO WY Scenic Ave. Plan Amendment S Zone Change (R-1-8 to R-3) Traffic Impact Analysis Central Point, Oregon V11. CONCLUSIONS The findings or the traffic impact analysis conclude that the proposed comprehensive Man map amendment and zone chan.oc from R-1-8 to R-3 on 37SZ'A'03AB tax lo(4700 can oe accommodated on the existing transportation system with recommended improvements withour creatine adverse impacts. Intersection operations, roadway classi tcations, and safety conditions were evaluated to address Potential impacts to the transnortatiort system Kesults of the analysis show the following: Kcy inter action arere evaluated ope:ationally under year 220i8 and Future year 410311 no -build and bkUld conditiMIS Results of dw analysis ,ho�v the intersection of (!p(mn Road ane. Scenic 4venue exceeding the City 'S level of servtce (LOS) "D" performance standard and operating at a LOS '`F" order existing year 2018 no -build conditions. This occurs as a -C-,L it of the center turn lane on Scenic avenue being striped as an exclusive lett Turn pocket at Lipton Road. If thu center utim lane on the east approach is restriped as a two-way left €urn lane f-rWL i L), then the southbound lett turn movement can utilize a two -.stage process When turning Onto Scenic Avenue. With this improvement in place, the intersection will be adequately mitigated through future year 2038 build conditions. C15rr percentile queue lengths were evaluated at study area uversections and shown to be acceptable with the exception of the northbound left and right turn queue lengths on 3rd Street at the 10"Street intersection. These queues were shown to block the Scenic Heights driveway on 3`a Street during the a.m. and p.m. peak hours, due to the close proximity of the driveway to the intersection T'tis continued to occur in all analysis scenarios, but is not considered a safety concern because drivers have the option of rerouting to rite Scenic Avenue driveway if it becomes a problem during peak conditions. Chis analysis was undertaken to address issues of compliance with the City of Central Point Comprehensive Plan, Lend Development Code, and Oregon Transportation Planting Rule (TPR) in Oregon Administrative Rules (OAR) Chapter 660, Division 012. Based upon our analysis, it is concluded that streets and intersections that serve the subect property will accommodate projected a.m. and p.m. peak hoar traffic volume; from proposed R-3 zoning without requiring a change in the functional classification of an existing or planned facility, or degrade the performance of an existing or planned facility such that it would not meet the pert,ormance standard identified in the City's Transportation System Plan (TSP) or comprehensive plan. f 0 Tondiynatr•!rPnta;mm. ttf 119_t� 12.'201V f R-1 8 to R-3 iratfic Lnp,ici A,� dysi.v 29 157 foururnly D,ftrcorr TjwfPo,4UTION .C#wN,raijYG, L L Ij l Agency Requirements 158 320.00,00 — Design 320.10.01— Design Standards 3;25114 12 2B Phi The purpose of these standards is to provide a consistent policy under which certain physical aspects of street and related design and plan preparation will be observed by the engineer. The Engineer should be aware that certain alternate street standards for the Transit Oriented District and Transit Oriented Corridor might apply to the design and construction streets in these areas of the city. These alternate standards are fully described in the Central Point TOD Design Requirements and Guidelines They are also briefly described in lesser detail in these Standards and Specifications. This section contains design standards to ensure the safe and efficient operation of each facility type for all users and the best use of public space, The requirements in this section are established as minimum standards to follow and apply to both neve construction and reconstruction, except as otherwise specified. Designs shall consider the needs of people with disabilities and the aged, such as visually impaired pedestrians and mobility impaired pedestrians. Every effort should be made to locate street hardware away from pedestrian locations and provide a surface free of bumps and cracks, which create safety and mobility problems. Smooth access ramps shall be provided where required. All designs shall conform to the current American Disabilities Act (ADA) or as adopted by the Oregon Department of Transportation (ODOT), Oregon Bicycle and Pedestrian Plan_ The determination of the pavement width and total right-of-way shall be based on the operational needs for each street as determined by a technical analysis. The technical analysis shall use demand volumes that reflect the maximum number of pedestrians, bicyclists, parked vehicles and motorized vehicle traffic expected when the area using the street is fully developed, Technical analysis shall take into consideration, transportation elements of the Comprehensive Plan, TOD, neighborhood plans, approved tentative plans as well as existing commercial and residential developments. All street designs shall be coordinated with the design of other new or existing infrastructure. These standards set forth the minimum requirements for materials and street design. The Public Works Director shall have discretion to require a higher or different standard for materials or design when in his judgment it is in the best interest of the public's health, safety and welfare when considering all aspects and circumstances of the project. The minimum geometric requirements for all street classifications are defined in Tables 300 — 1 through 300 — 7. 320,10.02 — Traffic Impact Analysis The purpose of this section is to assist in the determination of which road authorities participate in land use decisions, and to implement Section 660-012-0045(2)(e) of the State Transportation 37 City of Central Paint Department of Oubli,a Waft Standards end Speciflcalions 159 ]125ti 4 1? 2B :1 .111 Planning Rule that requires the city to adopt a process to apply conditions to development proposals in order to minimize impacts and protect transportation facilities This chapter establishes the standards For when a proposal must be reviewed for potential traffic impacts, when a traffic impact analysis must be submitted with a development application in order to determine whether conditions are needed to minimize impacts to and protect transportation facilities; what must be in a traffic impact analysis; and who is qualified to prepare the study. A traffic impact analysis shall be prepared by a traffic engineer or civil engineer licensed to practice in the state of Oregon with special training and experience in traffic engineering. If the road authority is the Oregon Department of Transportation (ODOT), consult ODOT's regional development review planner and OAR 734-051-180 If the road is the authority of Jackson County, consult Jackson County's road design requirements. The Public Works Director may, at hislher discretion, waive the study of certain intersections when it is concluded that the impacts are not substantial. 320.10.03— Traffic Impact Analysis Applicability (1) The level of detail and scope of a traffic impact analysis (TIA) will vary with the size, complexity, and location of the proposed application. Prior to any TIA, the applicant shall submit sufficient information to the City for the Public Works Department to issue a scoping letter. If stipulations to reduce traffic are requested by an applicant, it must first be shown by means of an analysis that an unconditional approval is not possible without some form of mitigation to maintain an adequate LOS. This will determine whether a stipulation is necessary. (2) Extent of Study Area: The study area shall be defined by the Public Works Department in the scoping letter and shall address at least the following areas: a) All proposed site access points; b) Any intersection where the proposed development can be expected to Contribute 25 or more trips during the analysis peak period. Impacts of less than 23 peak period trips are not substantial and will not be included in the study area. This volume may be adjusted, at the discretion of the Public Works Department, for safety or unusual situations: and c) Any intersections directly adjacent to the subject property. (3) When required: TIA shall be required when a land use application involves one or more of the following actions: a) A change in zoning or a plan amendment designation that generates 300 average daily trips (ADT) more than the current zoning; b) Any proposed development or land use action that a road authority, including the city, Jackson County or ODOT, states may have operational or safety concerns along its facilities; c) An increase in site traffic volume generation by 250 average daily trips (ADT) or more, or 25 Peak Hour Trips (PHT), 38 City of centra: plaint ueoarlment cl PuNly^ lPAcrks Siandards and Spedficalions 160 "!21-I 12.26 Ibd d) An increase in peak hour volume of a particular movement to and from the State highway by 20 percent or more, e) An increase in use of adjacent streets by vehicles exceeding twenty thousand pounds gross vehicle weight by 10 vehicles or more per day; f) The location of the access driveway does not meet minimum sight distance requirements, as determined by the city engineer, or is located where vehicles entering or leaving the property are restricted, or such vehicles queue or hesitate on the state highway, creating a safety hazard at the discretion of the community development director, or g) to change m internal traffic patterns that, at the discretion of the Public Works Director, may cause safely problems, such as back-up onto a street or greater potential for traffic accidents (4) submittals: Provide two copies of the TIA for Public Works Department to review, (5) Elements of Analysis: A TIA shall be prepared by a Traffic Engineer or Civil Engineer licensed to practice in the State of Oregon with special training and experience in traffic engineering, The TIA shall be a thorough review of the effects a proposed use will have on the transportation system. The study area shall include all streets and intersections in the analysis, as defined in subsection (2) above Traffic generated from a proposed site will be distributed throughout the transportation system using existing count data or the current transportation model used by the City. Any alternate distribution method must be based on data acceptable to the Public Works Department. The following checklist outlines what a TIA shall contain. Incomplete reports shall be returned to the applicant for completion without review: a) The scoping better as provided by the Public Works Department, b) The Final TIA shall be signed and stamped by a Professional Civil or Traffic Engineer registered in the State of Oregon; c) An executive summary, discussing the development, the major findings of the analysis, and the mitigation measures proposed; d) A vicinity map of the proposed site and study area; e) Project characteristics such as zoning, potential trip generations (unless stipulated to less than potential), proposed access(s), and other pertinent factors; 0 Street characteristics within the study area including functional classification, number of travel lanes, lane width, shoulder treatment, bicycle path corridors, and traffic control at intersections; g) Description of existing transportation conditions including transit accessibility, accident history, pedestrian facilities, bicycle facilities, traffic signals, and overall traffic operations and circulation; h) Peak period turning movement counts of at least two-hour minimums at study area intersections, less than 2 years old_ These counts shall be adjusted to the design year of the project and consider seasonal traffic adjustments when required by the scoping leiter; i) A "Figure" showing existing peals period (AM, noon, or PM, whichever is largest) turning movement volumes at study area intersections, as shown in Example 1. Approved applications obtained from the City that have not built out but will impact study 39 City of :enbal Point copermon4 of ubilc wofa; Standards end specifications 161 area intersections shall be included as pipeline traffic An appropriate adjustment factor shall be applied to existing count data if counts were taken during the off-peak season; j) Potential "Project" trip generation using the most current edition of the ITE Trip Generation, as required by the Public Works Department at the time of scoping. Variations of trip rates will require the approval of the Public Works Department Such approval will require submission of adequate supporting data prior to first submittal of the TIA; K) A "Figure" illustrating project turning movement volumes at study area intersections for peak periods, as shown in Example 2. Adjustments made for pass -by traffic volumes shall follow the methodology outlined in the latest edition of the ITE Trip Generation, and shall not exceed 25% unless approved by the Public Works Director, 1) A "Figure' illustrating the combined traffic of existing, background, and project turning movement volumes at study area intersections for peak periods, as shown, in Example 3; m) Level of Service (LOS) analysis at study area intersections under the following conditions: (A) Existing plus pipeline traffic (B) Existing plus pipeline traffic and project traffic. A table shall be prepared which illustrates all LOS results. The table shall show LOS conditions with corresponding vehicle delays for signalized intersections and the critical movement at unsignalized intersections. If the proposed use is scheduled to be completed in phases, a LOS analysis shall be prepared for each phase; n) A mitigation plan if impacts to the study area reduce level of service (LOS) below minimums. Mitigation measures may include stipulations and/or construction of necessary transportation improvements. Mitigation measures shall be required to the extent that the transportation facilities, udder Cfty jurisdiction, operate at an acceptable level of service (LOS) with the addition of project traffic; and o) Intersections under jurisdiction of another agency but still within the City limits, shall be evacuated by either the City's criteria or the other jurisdiction's criteria, or both, whichever is considered applicable by the Public Works Department. If the TIA is not consistent with the scoping letter (including any amendments) then the TIA will be returned to the applicant without review. (6) Analysis criteria: a) All trip distributions into and out of the transportation system must reflect existing traffic count data for consistency or follow the current transportation model used by the City. If alternate splits are used to distribute traffic then justification must be provided and approved by the Public Works Department prior to first submittal of the TIA. b) If progression analysis is being evaluated or queuing between intersections is a concern, the peak period used in the analysis must be the same for every intersection along the street and reflect that of the most critical intersection being evaluated. If a common peak period is not requested by the Public Works Department, then the actual peak period of every intersection shall be used. c) Counts performed must be a minimum of two hours and include the peak period for analysis purposes, All documentation shall be included in the TIA d) All supporting count data, LOS analyses, pass -by deductions, growth rates, traffic 40 City of Central Point Deperiment of Public VVerks Standards and Specificalions 162 distributions, or other engineering assumptions must be clearly defined and attached to the TIA when submitted in report form to the City for review. e) All LOS analyses shall follow operational procedures per the current Highway Capacity Manual. Ideal saturation flow rates greater than 1800 vehicles per hour per lane should not be used unless otherwise measured in the project vicinity. Queue lengths shall be calculated at the 95th percentile where feasible Actual peak hour factors should be used for each movement or lane grouping in the analysis Peak hour factors over 0.90 shall not be used unless justified by specific counts at that location. 0 Signal timing used in capacity or progression analysis shall follow City timing plans and account for pedestrian crossing times, unless otherwise noted in the scoping letter g) Arrival Type 3 (random arrivals) shall be used unless a coordinated pian is in place during the peak period. 320.10.04 — Maintenance of level of Service D Whenever level of service is determined to be below level D for arterials or collectors, development is not permitted unless the developer makes the roadway or other improvements necessary to maintain level of service D respectively 41 City of Central Point Department of Public works Standards and Specifications 163 WANG Wei • Michael W* i,WANQI%gdatat&J&.crjA to me, MOREHOUSE, MCDONALD Kim, Feb B I agreed to waive the TIA for this project. The proposed zone change will not significantly impact state highway system. Thanks, Wil (Michael) Wang PAR. A iM.3.1 DevelopwAnt Review Tmft Erill*w w The ODOT Rnpion 3) DbIdats 1100 AnbMope RIs. l Phoaa: 1641177JJW$ 1 Fax: 16411774i'�41i i MNI*r jtl,wa From: IGm Parduod [maElto: Salt: Thursday, February 08, 201$ 12:x$ PM To. WANG Wel * Ftldlael ltijeat Mother Comp Plan { 7C In Calbral Poiret Hi Michael, Attached is another request for a comprehensive plan map amendment and zone change in Central Point. This one is a 2 acre parcel going from low density residential to high density residential on Scenic Avenue near Upton Road. It, like the last one l sent you, likely wont have any impact on an 01301'facility, but Pm sending it in case you have any concerns. Call me if you have any questions. -Kim K MUNLY PAIDUCQ, M PTOE do 1.111 r:a �t1R11CON TRANS/ORTATION TNGINERRIM Medford, Oregon 915041 Q4119414I4leCA Kfin.rwrJugaftmil.com I OWN DOEVV98ABB Ce RO& No. 3726 164 FINDINGS OF FACT BEFORE THE CITY COUNCIL OF THE CITY OF CENTRAL POINT, OREGON IN THE MATTER OF A ZONE MAP AMENDMENT OF THE PROPERTY IDENTIFIED AS 372W03AB TAX LOT 4700 HOUSING AUTHORITY OF JACKSON COUNTY SCOTT SINNER CONSULTING. INC. AGENT Applicant: Housing Authority of Jackson County 2251 Table Rack Road Medford, OR 97501 Ryan Haynes 541-779-5785 Cian@haic.net Agent: Scott Sinner Consulting, Inc, 4401 San Juan Dr. Suite G Medford, OR 97504 Scott Sinner 541-601-0917 scottsinnerievahoo. cum Property: Property address Robert and Janet Goodrich 1849 Scenic Ave. Central Point OR 97502 372W03AB TaK Lot 4700 2.0 acres Current zoning R-1-8 Proposed zoning R-3 Owner's mailing address Robert Goodrich 1927 Parkwood Avenue Central Point, OR 97502 FINDINGS OF FACT AND CONCLUSIONS OF LAW Scott Sinner Consulting, Inc. 541-601-0917 HAJC Zone Change ATTACHMENT Is C " 165 Page 1 of 6 FINDINGS OF FACT Project Summary: The 2 acre subject property 37 2W 03 AB TL 4700 is adjacent to a .29 acre parcel owned by the applicant, 372W03AB TL 4800. These parcels are adjacent to the existing Housing Authority of Jackson County Scenic Heights Development. The City has completed a Comprehensive Plan Map Amendment of the subject parcel and the adjoining parcel owned by Jackson County Fire District #3. The subject parcel was changed from Low Density Residential to High Density Residential. The other parcel was changed from Low Density Residential to Civic to allow for the development of a new fire station The High Density Comprehensive Plan Designation allows for the R-3 High Density Residential coning district. This application will demonstrate consistency with the approval criteria for the zone change from R-1-8 to the R-3 Zoning District. The applicant participated is a joint Pre -Application Conference with representatives from Jackson County Fire District #3 the School District. Future development in the area will include the construction of a new fire station and the extension of Rock Way to facilitate a revision to the circulation pattern for access to Scenic Middle School. This application is a request for a zone change for 372W03AB TL 4700 only, TL 4800 is currently in the R-3 zoning district. 17.10.400 Approval Criteria. A recommendation or a decision to approve, approve with conditions or to deny an application for a text or, "ap amendment shall be based on written findings and conclusions that address the following criteria: A. Approval of the request is consistent with the applicable statewide planning goals (major amendments only), - B. Approval of the request is consistent with the Central Point comprehensive plan (major and minor amendments),- C. mendments),C. if a zoning map amendment, findings demonstrating that adequate public services and transportation networks to serve the property are either available, or identified for construction in the city's public facilities master plans (,major and minor amendments), and 0. rhe amendment complies with OAR 660-012-0060 of the Transportation Planning Rule. (Ord. 1989 §i(part), 2014: Ord. 1874 §3(part). 2006. Formerly 17_10_300(B)) - Scott Sinner Consulting, Inc. 541-601-0917 HAJC Zone Change Page 2 of 6 166 Findinas of Fact; FINDINGS OF FACT A Approval of the request is consistent with the applicable statewide planning goals (major amendments only), The proposed zone change is classified as a minor amendment and not a major amendment. The request associated with this application does not require the applicant to demonstrate consistence with the applicable Statewide Planning Goals. B. Approval of the request is consistent with the Central Point comprehensive plan (major and minor amendments), The Comprehensive Plan Map is an element of the Comprehensive Plan. The City of Central Point completed a Comprehensive Pian Map Amendment with the adoption of Ordinance No. 2043, The City utilizes a two -map system for Land development in the jurisdiction. The Comprehensive Plan Map provides the broad view of development and growth while the Zoning Map identifies specific properties and their uses. The adoption of the Ordinance amended the official map designation from the Low Density Residential to the High Density Residential designation. The High Density Residential Comprehensive Plan designation allows for the requested R-3 zoning district. The requested zone change from R-1-9 to the R-3 zoning district is consistent with the Comprehensive Plan. C. It a zoning map amendment, findings demonstrating that adequate public services and transportation networks to serve the property are either avaiiabfe, or Identified for consfrucfinn rh the city's public facilities master plans (major and minor amendments); and The Category A Public Facilities are Domestic Water, Sanitary Sewer, Storm Sewer and the public Transportation system, primarily roads, As a component of the pre -application conference conducted for the project, City Staff requested comments from the Medford Water Commission (MWC) for domestic water, Rogue Valley Sewer Service for Storm and Sanitary facilities, and the Public Works Department for Transportation issues. Scott Sinner Consulting, Inc, 541-601-0917 HAIC Zone Change Page 3 of 6 167 FINDINGS OF FACT Domestic Water: According to the MWC there is an existing 12" water line in the Scenic Avenue Right of Way The 12" water line has adequate capacity for the purposes of the proposed tone change from R-1-8 to the R-3 zoning district. Future development will be subject to the current fees and construction specifications, which will be reviewed by MWC staff at the time of submittal Sanitary Sewer'* According to RVSS, there is currently no service connection for the Subject parcel (TL 4700). Future connection will require an extension of an existing sewer facility at Rock Way and Scenic or from the public kne serving Scenic Heights. The system has adequate capacity to accommodate the development permitted in the R-3 zoning District. Future deveiopment will, be subject to the current design standards at the tune of submittal. Storm Water: RVSS has jurisdiction of storm water facilities in the vicinity of the subject property. According to the comments provided by RVSS for the pre- application conference, facilities are available at the site in adequate capacity for the uses allowed in the R-3 zoning district. Streets: Future development will be required to comply with all standards and requirements at the time of submittal. The applicant could possibly connect to a regional facility or could also develop an onside stormwater management facility to meet the current specifications. The Central Point Comprehensive Plan and Municipal Code identify the standards for a review of the traffic impacts of a land use action. The requested zone change from R-1-8 to R-3 will exceed the threshold for traffic impacts, and a Traffic Impact Analysis is required at the time of a zone change Scott Sinner Consulting, Inc. 541-601-0917 HAIC Zone Change Page 4 of 6 168 FINDINGS OF FACT The application commissioned Southern Oregon Transportation Engineering to prepare a TIA for the requested zone change, The TIA has been submitted with this zone change application for review by Staff, It's a big one but it came out OK 0 The amendment complies with OAR 660-012-0660 of the Transportation Planning Rule. (Ord. 1989 §i(part), 2014; Ord. 1874 §3(parfJ, 2006. Formeriy 17,10,300(8)). Findings of Fact: The Oregon Transportation Planning Rule requires a jurisdiction considers all modes of transportation in a land use decision. A review of this property determines water and rail transportation are not available. The subject property is 3.5 miles from the Rogue Valley International Airport, and 1.25 miles from Interstate Highway 5 (1-5). The subject property has frontage on Scenic Avenue. Rogue Valley transportation District (RVTD) has a bus stop at the intersection of 31d and 10th, approximately 300 yards from the proposed site. Referring to the adopted Transportation System Plan (TSP), Scenic Avenue is classified as a Minor Arterial street. The frontage of the property is currently improved with a paved section, bike lane, curb and gutter and a curb tight sidewalk Bike lanes and sidewalks promote multi -modal transportation opportunities_ The Comprehensive Plan Map was revised with the adoption of Ordinance No- 2043 to change the map designation to High Density Residential. The approval of the requested zone change to the R-3 zoning district is consistent with the High Density Residential designation. The applicant has submitted a Transportation Impact Analysis =TIA) with this application. The summary of the TIA is the approval of the proposed zone change will have some effect on the transportation system and concludes a re -striping of the existing facility in the immediate area will assure the transportation system can accommodate the increase in traffic contemplated with the uses allowed in the requested R-3 zoning district. Scott Sinner Consulting, Inc, 541-601.0917 HAJC Zone Change Page 5 of 6 169 FINDINGS OF FACT Application Summary and Conclusions. This zone change application has demonstrated the request for a zoning map amendment from R-1-8 to R-3 is consistent with the approval criteria for a zone change identified in the Central Point Municipal Code (CPMC) 17.10.400. The requested zone change is not a major amendment and demonstration of all applicable Statewide Planning Goals is not required for this application as stated in CPMC 17.10.400 (A). With the adoption of Ordinance No. 2043 the Comprehensive Plan Map was amended to High Density Residential from low Density Residential. The R-3 zoning district is consistent with the High Density Residential Comprehensive Pian Map designation in compliance with CPMC 17.10.400 (B). The agency comments from the Applicant's pre -application conference indicate public facillties for domestic water, sanitary sewer, and storm sewer are currently available at the site to meet the requirements of development for any uses permitted in the R-3 zoning district. The applicant submitted a Transportation Impact Analysis as required in the CPMC for the increase in volume associated with a zone change from the R-1-8 zoning district to the R- 3 zoning district. The applicant has demonstrated the requested zone change is consistent with the Transportation Planning Rule. In behalf of the applicant I request the approval of the requested zone change for the subject property. 1 Scott n r Scott Sinner Consulting, Inc. Scott Sinner Consulting, Inc, 541-601-0917 HAIC Lone Change Page 6 of 6 170 FINDINGS OF FACT AND CONCLUSIONS OF LAW File No.: ZC-18004 Before the City of Central Point Planning Commission Consideration of a Zone (NIap) Change Application on 2.0 acres at 1849 Scenic Avenue. The property is identified on the Jackson County Assessor's neap as 37S 2W 03AB, Tax Lot 4700. Applicant: ) Findings of Fact Housing Authority of Jackson County ) and 2351 Table Rock Road ) Conclusion of Law dledford, OR 97501 PART I INTRODUCTION It is requested that the above referenced tax lots be rezoned from Residential Single Family to Residential Multi Family (R-3). The purpose of the application is to comply with the High Density Comprehensive Plan Land Use designation for the property and prepare for a multi- family development consistent with the adjacent development to the east The zone change request is a quasi-judicial map amendment, which is processed using Type III application procedures. Type III procedures set forth in Section 17.05.400 provide the basis for decisions upon standards and criteria in the development code and the comprehensive plan, when appropriate. Applicable development code criteria for this Application include: 1. Comprehensive Plan 2. State "Transportation Planning Rule 3. CPMC, Chapter 17.10 PART 2 FINDINGS & CONCLUSIONS Staff has reviewed the Applicant's Findings (Attachment "C" in the Staff Report dated August 7, 2018) and are herein incorporated by reference, and found that they address all of the applicable development code criteria for the proposed zone (map) amendment. However, the Planning Department is providing supplemental Findings addressing the State Transportation Planning Rule below. OAR 660-012-0060 — Transparta I it) n Plannine Rule The State Transportation Planning Rule (TPR) in OAR 660-012-0060 requires changes to land use plans and land use regulations (i.e. Comprehensive Plan Map Amendments and Zoning Map Amendments) to be consistent with the function and capacity of existing and planned transportation facilities. Oregon Administrative Rule (OAR) 660-012-0060 subsection (1) states the following: ATTACHMENT It )1 171 (I) Ir an amendment to a Functional plan, an acknowledged comprehensive plan, or a land use regulation (including a zoning map) would significantly affect an existing or planned transportation facility, then the local govemrnent must put in place measures as provided in section (2) of this rule, unless the amendment is allowed under section (3), (9) or ( l 0) of this rule. A plan or land use regulation amendment significantly affects a transportation facility if it would: (a) Change the functional classification of an existing or planned transportation facility (exclusive of corrections of map errors in an adopted plan),- Finding lan); Finding OAR 660-012-0060(1)(x): A Traffic Impact Analysis (TLA) wa,s prepared jor the proposed zone change bySouthern Oregon Transportation. Engineering, LLC on May 22, 2018. The Study evaluates the proposed zone change on the 2.0 acre project site (375' 2W O3A6 Tax Lot 4700) from R-1-8 to R-3, The rIA evaluates the surrornading .streets and intersections, including Scenic Avenue (Minor Arterial), I (f" Street (Minor Arterial), Upton Road (Minor Arterial), 3 d Street (Collector) and Rock Way (Local), Per the TIA, the zone change trip generation was evaluated based on fifty (50) unit multi family dwelling units. The analysis reported 366 additional daily trips and 29 additional PM Peak trips, which does not result in any changes to the functional street classifications on the surrounding streets_ Per the TIA, the traffic generated by the increased land use intensity will not alter thef junctional classification for any existing or planned infrastructure. Conclusion OAR 660-012-00600)(x): As shown in the Applieant',s TIA, thefimctional street classifications for existing and planned facilities will not change as a result of the minor zone map amendment. (b) Change standards implementing a functional classification system, or .Finding OAR 660-012-0060(1)(5),- The standards implementing a functional classification system are based on the Street Classification standard in the Public Works Department Standard Specifications and Uniform Details for Public Works Construction 12014). As shown in the TIA, the proposed minor zone map amendment does not alter the performance .standards far any of the street intersections with existing and planned improvements per the Public Works Standards noted above, Conclusion OAR 660-012-0060(1)(6): Consistent, (c) Result in any of the effects listed in paragraphs (A) through (C) of this subsection based on projected conditions measured at the end of the planning period identified in the adopted TSP. As part of evaluating projected conditions, the amount of traffic projected to be generated within the areas of the amendment may be reduced if the amendment includes an enforceable; ongoing requirement that would demonstrably limit traffic generation, including, but not limited to, transportation demand management. This 172 reduction may diminish or completely eliminate the significant effect of the amendment (J) Types or levels of travel or access that arc inconsistent with the functional classification of an existing or planned transportation Facility; Finding OAR 660-012-0060(1)(c)(A): The Public Works Standards, Table 300-6 Drivewav and Property Access Dimensions, spccif es that direct site access is generally not allowed unless no other reasonable access is available. Per the elpplicant's TIA, access to the site is from Scenic Way, a private driveway across frorn Upton Road, and from a future extension of'Rock Wciv along the west property boundary. Conclusion OAR 660-012-0060(1)(c)(.4): The access and travel on existing and planned facilities is consistent with the functional class{fication ,standards set forth in the Public Works StandardSpecifications and TSP and Comprehensive Plan. 1131 Degrade the performance of an existing or planned transportation facility such that it would not meet the performance standards identified in the TSP or comprehensive plan; or, Finding OAR 660-012-0060(1)(c)(B): As,shown in table 1, ike soiethbound /to turn movement at the intersection of Upton Road and Scenic Avenue is currently operating at tin ttnacceptable level of service (LOIS') "F" under current conditions (Year 2018 tVa-Build). Roadway FunMonai City Year Year Future Future lutersection Classification Operational 20I8, loll, i Year I Year Staadard No -build Build 2038, No 2,038, Build Build_ ` I Upton Road/ Minor Arterial LOS "D" _ LOS "F" LOS' LOS "C"T LOS "C"t� Scenic Avenue Rock. Way/ Collector/ LOS "D" LOS "B" LOS "B" LOS "C" LOS "C" Scenic Avenue Nterial Street/ _Mi_nor + Collector/ _ _ LOS "D" _ LOS "B" LOS "B" LOS "C" LOS "C" 10ea Street I Minor Arterial Mitigated to include Two -Way Left Tum Lane striping on Scenic Avenue. The TIA identifies the constraint in the existing transportation system as the exclusive left tarn pocket along Scenic Avenue that contributes to the unacceptable LOS "F" at the Upton Road -Scenic Avenue intersection, With proposed mitigation of restriping rite center lane as a two-way left turn lane, the intersection continues to operate within acceptable standards. 173 Conclusion OAR 660-012-0060(1)(e)(B):The TIA demonstrates that the performance standards fbr the existing/iwilities ai Upton Road and Scenic Avenue is below the acceptable performance slundards in the TSP or Comprehensive Plan (i e. LOS '`F) for the planning period (i.e. 2038). The turning movement that contributes to the failing performance (Southbound Left Turn) is not Impacted by the project and does not change between the "Build " and "lVo-Build " analysis fbr the planning period. Mitigation is identified that would allow the intersection to operate within an acceptable LOS "C"& 'D" fnr the :,fit l anal AW Peak, respectively, during the planning period. (C) Degrade the performance of an existing or planned transportation facility that is otherwise projected to not meet the performance standards identified in the TSP or comprehensive plan. Finding OAR 660-012-0060(l)(c)(C):.See Finding OAR 660-012-O060(1)(c)(B). Conclusion OAR 660-012-0060(1)(c)(C): Consistent. (2) If a local government determines that there would be a significant effect, then the local government must ensure that allowed land uses are consistent with the identified function, capacity, and performance standards of the facility measured at the end of the planning period identified in the adopted TSP through one or a combination of the remedies listed in (a) through (e) below, unless the amendment meets the balancing test in subsection (2)(e) of this section or qualifies for partial miiigation in section (11) of this rule. A local government using subsection (2)(e), section (3), section (10) or section (t l) to approve an amendment recognizes that additional motor vehicle traffic congestion may result and that other facility providers would not be expected to provide additional capacity for motor vehicles in response to this congestion. (a) Adopting measures that demonstrate allowed land uses are consistent with the planned. function capacity, and performance standards of the facility, (b) Amending the TSP or comprehensive plan to provide transportation facilities, improvements or services adequate to support the proposed land uses consistent with the requirements of this division; such amendments shall include a funding plan or mechanism consistent with section (-1) or include an amendment to the transportation finance plan so that the facility, improvement, or service will be provided by the end of the planning period. (c) Amending the'rsp to modify the planned function, capacity or performance standards of the transportation facility. 174 (d) Providing other measures as a condition of development or through a development agreement or similar funding method, including but not limited to transportation system management measures or nunor transportation improvements. Local governments shall, as part of the amendment, specify when measures or improvements provided pursuant to this subsection will be provided. (e) Providing improvements that would benefit modes other than the significantly affected mode, improvements to facilities other than the sigmificantly affected facility, or improvements at other locations ifs (A) The provider of the significantly affected facility provides a written statement that the system -wide benefits are sufficient to balance the significant effect, even though the improvements would not result in consistency for all standards; (B) The providers of facilities being improved at other locations provide written statements of approval; and, (C) The local jurisdictions where facilities are being improved provide written statements of approval. Finding OAR 660.012-0068(2). As demonstrated in the findings and conckpans for OAR 660-012-0460(1), the proposed cone wrap change does nvi significantly affect trunape�rtulion facilities. Conclusion OAR 660-1112-0060(2). Not applicable, (3) Notwithstanding sections(1) and (2) of this rule, a local government may approve an amendment that would significantly affect an existing transportation facility without assuring that the allowed land uses are consistent with the function, capacity, and performance standards of the facility where: (a) In the absence of the amendment, planned transportation facilities, improvements and services as set forth in section (4) of this rule would not be adequate to achieve consistency with the identified function, capacity or performance standard for that facility by the end of the planning period identified in the TSP, (b) Development resulting from the amendment will, at a minimum mitigate the impacts of the amendment in a manner that avoids further degradation to the perfonnance of the facility by the time of the development through one or a combination of transportation improvements or measures; (c) The amendment does not involve property located in an interchange area as defined in paragraph (d)(C); and 175 For affected state highways, ODOT provides a written statement that the proposed funding and timing for the identified mitigation iinprovements or measures are, ata minimum, sufficient to avoid farther degradation to the performance of the affected state highway. However, ii' a local government provides the appropriate ODOT regional office with written notice of a proposed amendment in a manner that provides ODOT reasonabte opportunity to submit a written statement into the record of the local government proceeding, and ODOT does not provide a written statement, then the local government may proceed with applying subsections (a) through (c) ofthis section. Finding OAK 660-012-0060(2): As demonstrated in the findings and conclusions fir OAR 660-012-0060(1), the proposers zone map change does not significantly affect transportation f "acidities, Conclusion OAR 660-012-0060(2): Not applicable. (4) Determinations under sections (1) through (3) of this rule shall be coordinated with affected transportation facility and service providers and other affected local governments_ (a) in determining whether an amendment has a significant effect on an existing or planned transportation facility under subsection (l)(c) of this rule, local govemntents shall rely on existing transportation facilities and services and on the planned transportation facilities. improvements and services set forth in subsections (b) and (c) below. (b) Outside of interstate interchange areas, the following are considered planned facitities, improvements, and services: (A) "Transportation facilities, improvements or services that are funded for construction or implementation in the Statewide Transportation Improvement Program or a locally or regionally adopted transportation improvement program or capital improvement plan or program of a transportation service provider. (B) Transportation facilities, improvements or services that are authorized in a local transportation system plan and for which a funding plan or mechanism is in place or approved. These include, but are not limited to, transportation facilities, improvements or services for which: transportation systems development charge revenues are being collected; a local improvement district or reimbursement district has been established or will be established or will be established prior to development; a development agreement has been adopted; or conditions of approval to land the improvement have been adopted. (C) Transportation facilities, improvements or services in a metropolitan planning organization (lvIPO) area that are part of the area's federally -approved, Financially constrained regional transportation system plan. 176 (D) improvements to state highways that are included as planned improvements in a regional or local transportation system plan or comprehensive plan when ODOT provides a written statement that the improvements are reasonably likely to be provided by the end of the planning period. (E) Improvements to regional and local roads, streets or other transportation facilities or services that are included as planted improvements in a regional por local transportation system plan or comprehensive plan when the local government9s) or transportation service provider(s) responsible for the facility, improvernent or service provides a written statement that the facility, improvement or service is reasonably likely to be provided by the end of the planning period. (c) Within interstate interchange areas, the improvernents included in (b) (A -(C) are considered planned facilities, improvements and services, except where: (A) ODOT provides a written statement that the proposed funding and timing of mitigation measures are sufficient to avoid a significant adverse impact on the Interstate Highway system, then local governments may also rely on the improvements identified in paragraphs (b)(D) and (E) of this section: or, (B) There is an adopted interchange area management plan, then local government may also rely on the improvements identified in that plan and which are also identified in paragraphs (b)(D) and (E) of this section_ (d) As used in this section and section (3): (A) Planned interchaage means neve interchanges and relmtion of existing interchanges that are authorized in an adopted transportation system plan or comprehensive plan; (B) interstate highway means Interstates 5, 82, 84, 105, 205 and 405; and, (C) Interstate interchange area means: (i) Property within one-quarter mile of the ramp terminal intersection of an existing or planned interchange on an interstate Ilighway; or, (ii) The interchange area as defined in the Interchange Area Management Plan adopted as an amendment to the Oregon Highway Plan. (e) For purposes of this section, a written statement provided pursuant to paragraphs (b)(D), (b)(E), or (c)(A) provided by ODOT, a local government or transportation facility provider, as appropriate, shall be conclusive in determining whether a transportation facility, improvement or service is a planned transportation facility, improvement or 177 service. [n the absence of a written statement, a local government can only rely upon planned transportation facilities, improvements and services identified in paragraphs (b)(A)-(C) to determine whether there is a significant effect that requires application of the remedies in section (2) Finding OAR 660-012-0060(4): As demonstrated in the findings and conclusions far OAR 660-012-0060(l), the proposed zone map change does not significantly a&ct transportation facilities. Conclusion OAR 660-012-0060(4). Not applicable (9) Notwithstanding section (1) of'this rule, a local government may find that an amendment to a zoning map does not significantly affect an existing or planned facility if all of the following requirements are met: (a) The proposed zoning is consistent with the existing comprehensive plan map designation and the amendment does not change the comprehensive plan map; Finding OAR 660-012-0060(9)(a): The City of Central Point completed a Comprehensive Plan .Map Amendment in 2018 with the adoption of Ordinance No, 2043. The amendment designated the subject properry as High Density Residential. Conclusion OAR 660-012-0060(9)(a): The City of Central Point uses a hvo (2) map system with rite Comprehensive Plan e1olap and the Land Use Map. The Comprehensive Plan 'flap provides a broad view of development within the City; whereas, the Land Use Map, commonly referred to as the Zoning Map, represents the spatial distribution 01'all land rues and provides parcel specific information for development. The Comprehensive Plan ,Vap Amendment designated the subject property as High Density Residential in 2018, but did not change the Land Use Map. The requested change is consistent with the recent amendment. (b) The local government has an acknowledged TSP and the proposed zoning is consistent with the TSP; and, Finding OAR 660-012-0060(9)(b): The Transportation System Plan fnr the City of Central Point was acknowledged in 2008. The Land Use Goals and Policies in the TSP direct the City to ejfectively manage the use o%land within the urbanized area and manage the Land Element of the Comprehensive Plan in a manner that is consistent with the :successful implementation of the TSP Conclusion OAR 660-012-0060(9)(h): els noted in the findings for OAR 660-012- 0060(9)(x), the Comprehensive Plan Map was amended in 2018 and the amendment to the Comprehensive Plan iYlap was included as part of the update to the Land Use Element. The Land Use Element determines where a land use will be physically sired and 178 how it will be managed to achieve the City's land use goals. The Land Use Element includes the street classilication system for till streets within fhe City's urban urea to ensure the land uses ure compatible with the surrounding inji-astructure. At the time of the amendment to the Comprehensive Plan Map, the subject property was designated as High Density Residential and determined to be consistent with the transportation system. (c) The area subject to the zoning snap amendment was not exempted from this rule at the time ofan urban growth boundary amendment as permitted in OAR 660-024-0020(l)(d), or the area was exempted from this rule but the local government has a subsequcntty acknowledged TSP amendment that accounted for urbanization of the area, Finding OAR 660-012-0060(9)(c): The sui ject property and the surrounding area were not exempted front dee Transportation Planning Rule at the time ol'an urban growth boundary expansion. Conclusion OAR 660-012-0060(9)(c):,Vot applicable. (10) Notwithstanding sections (l) and (2) ofthis rule. a local government rmay amend a functional plan, a comprehensive plan or a land use regulation without applying performance standards related to motor vehicle traffic congestion (e.g. volume to capacity ratio or VlC), delay or travel time if the amendment meets the requirements of subsection (a) of this section. This section does not exempt a proposed arnendmant from other trattspottation performance standards or policies that may apply including, but not limited to, safety for all modes, network connectivity for all modes (e.g. sidewalks, bicycle lanes) and accessibility for freight vehicles of a size and frequency required by the development. (a) A proposed amendment qualifies for this section if it: (A) Is a map or text amendment affecting only land entirely within a multimodal mixed-use area (MMA): and (B) is consistent with the definition of an MMA and consistent with the function of the MMA as described in the findings designating the MMA. (b) For the purpose of this rule, "multimodal mixed-use area" or "MMA" means an area: (A) With a boundary adopted by a local government as provided in subsection (d) or (e) of this section and that has been acknowledged; (B) Entirely within an urban growth boundary; (C) With adopted plans and development regulations that allow the uses listed in paragraphs (8)(b)(A) through (C) of this rule and that require new development to be consistent with the characteristics listed in paragraphs (8)(b)(D) through 179 (I4) of this rule; (D) With land use regulations that do not require the provision of off-street parking, or regulations that require lower levels of off-street parking than required in other areas and allow flexibility to meet the parking requirements (e.g, count on -street parking, allow long-term leases, allow shared parking); and (F) Located in one or more of the categories below - (i) At least one-quarter mile from any ramp terminal intersection of existing or planned interchanges; (ii) Within the area of an adopted Interchange Area Management Plan (TAMP) and consistent with the LAMP; or (iii) Within one-quarter mile of a ramp terminal intersection of an existing or planned interchange if the mainline facility provider has provided written concurrence with the MMA designation as provided in subsection (c) of this section. (c) When a mainline facility provider reviews an MMA designatian as provided in subparagraph N(E)(iii) of this section, the provider must consider the factors listed in paragraph (A) of this subsection_ (A) The potential for operational or safety effects to the interchange area and the mainline highway, specifically considering: (i) Whether the interchange area has a crash rate that is higher than the statewide crash rate for similar facilities: (ii) Whether the interchange area is in the top ten percent of locations identified by the safety priority index system (SPIS) developed by ODOT; and (iii) Whether existing or potential future traffic queues on the interchange exit ramps extend onto the mainline highway or the portion of the ramp needed to safely accommodate deceleration. (B) If there are operational or safety effects as described in paragraph (A) of this subsection, the effects may be addressed by an agreement between the local government and the facility provider regarding traffic management plans favoring traffic movements away from the interchange, particularly those facilitating clearing traffic queues on the interchange exit ramps 180 (d) A local government may designate an MVIA by adopting an amendment to the comprehensive plan or land use regulations to delineate the boundary following an existing zone, multiple existing zones, an urban renewal area, other existing boundary, or establishing a new boundary. The designation must be accompanied by findings showing how the area meets the definition of an MMA. Designation of an MMA is not subject to the requirements in sections (1) and (2) of this rule. (e) A local government may designate an MMA on an area where comprehensive plan map designations or land use regulations do not meet the definition, if all of the other elements meet the definition, by concurrently adopting comprehensive plan or land use regulation amendments necessary to meet the definition. Such amendments are not subject to performance standards related to motor vehicle traffic congestion, delay or travel time_ Finding OAR 660-011-0060(10): The proposed amendment affects land within an Activity Center, an area designated in the comprehensive plan for mixed uses with medium to high density, 1 Fre activity center promoter pedestrian oriented development with transit services However, the activity centers are not ciinsistenr with the definition of a ►M ulitmodat Mixed Ute Area (MMA), a defcned in the rFR. The performance standards far trine conge cteon, delay and travel trope were applied to the proposed amendment As ,shown in the Applicani's TIA and tlentonstrated in the findings and conelusions.frr OAR 660-012-0060(1). the proposed zone ►nrtp changes dies not significantly ti/feet transportation facilinev and the jrncrional plan will not change. Conclusion 0A 660-012-0060(10): Not applicable. PART 3 SUMMARY CONCLUSION As evidenced in findings and conclusions provided in Part 2 and Exhibit "l", the proposed zone change is consistent with applicable standards and criteria in the Central Point Municipal Code, including the Statewide Planning Goals (where applicable), Comprehensive Plan, and Statewide Transportation Planning Mule. 181 PLANNING COMMISSION RESOLUTION NO. 856 A RESOLUTION FORWARDING A FAVORABLE RECOMMENDATION TO THE CITY COUNCIL TO APPROVE THE MINOR ZONE MAP AMENDMENT FROM RESIDENTIAL SINGLE FAMILY (R-1-8) TO RESIDENTIAL MULTWAMLY" (R-3) ON 2.0 ACRES LOCATED AT 1849 SCENIC AVENUE. (37S 2W0 3AB Tax Lot 4700) File No. ZC-18004 Applicant: Housing Authority of Jackson County; WHEREAS, the Comprehensive Plan Land Use Map is proposed to re -designate the property identified by the Jackson County Assessor's Map as 37S 2W 03AB Tax Lot 4700 as High Density Residential; and WHEREAS, the proposed Residential Multi Family (R-3) zoning is an urban High Density Residential zoning district consistent with the Comprehensive Plan and surrounding land uses; and WHEREAS, adequate public services and transportation networks are available to the site; and WHEREAS, the proposed zone change from R-1-8 toR-3 has been determined to be consistent with the State Transportation Planning Rule. NOW, THEREFORE, BE IT RESOLVED, that the City of Central Point Planning Commission, by this Resolution No. 856, does recommend that the City Council approve the change of zone on the property identified by the Jackson County Assessor's Map as 37S 2W 03AB Tax Lot 4700. This decision is based on the Staff Report dated August 7, 2018 including Attachments A through D attached hereto by reference and incorporated herein. PASSED by the Planning Commission and signed by me in authentication of its passage this 7th day of August, 2018. Planning Commission Chair ATTEST: City Representative Planning Commission Resolution No. 854 (08/07/2018), ATTACHMENT 182