HomeMy WebLinkAboutPlanning Commission Packet - December 7, 19995
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CITY OF CENTRAL POINT '
P1,ANNING COMMISSION AGENDA
December 7, 1999, -:7:00 p.m.
Q Q Q
Nexl Planning Coituitission
Resolution No. 469
I. MEETING CALLED TO ORDER
II. ROLL CALL
City Planning
Chuck Piland -Candy Fish, Don Foster, Karolyne Johnson, John LeGros,
.Paul Lunte and Wayne Riggs
IIL CORRESPONDENCE.
IV. MINUTES
A. Review and approval of November 2, 1999, Planning Commission Minutes
V. PUBLIC APPEARANCES
VI. BUSINESS
Page 1-12 A. Public hearing to consider a conditionaluse permit that would allow a mobile
home tobe temporarily located behind a residence at 721 Pittvieiv Avenue,
The subject property is located in the R-1-8, Residential Single Family
Zoning District.
13-25 B. Public Hearing regarding a Tentative. Plan for Cedar Shadows Unit 2, a 4-loY
"padlot" residential subdivision. The subject property is located in an R-3, -
Residential Multiple Family Zoning District.
26-71 C. Review of the Traff c Impact Analysis in Northwest Central Point compiled
by JRH of Eugene..
VIL MISCELLANEOUS.
VIII. ADJOURNMENT
CITY OF CENTRAL POINT
PLANNING COMMISSION MINUTES
November 2, 1999
MEETING CALLED TO ORDER AT 7:00 P.M.
II ROLL CALL: Chuck Piland, Candy Fish, Karolyne Johnson, John LeGros, Don Foster, Paul
Lunte, and Wayne Riggs were present. Also in attendance were Tom Humphrey, Planning
Director; Matt Samitore, Planning Technician; and Lee Brennan, Public Works Director.
III CORRESPONDENCE
There was no correspondence.
IV MINUTES
Commissioner Fish made a motion to approve the Planning Commission Minutes.from
October, 5 1999. Commissioner Lunte seconded the motion. ROLL CALL;Fish, yes,..:
Foster, yes; Johnson, abstained; LeGros, yes; Lunte, yes;.:and Riggs, yes.
V BUSINESS
A. A continuation of a public hearing to consider a site plan iritroduced by Tom and John Hamlin to
add about 840 square feet to an existing restaurant building at 507 Front Street. The subject pronerty
is located in the C-5 Thoroughfare Commercial Zoning District:
Tom Humphrey, Planning Director, Presented the Planning Department Staff Report.-The Applicants
are requesting a Site Plan Review for a commercial addition.at the El Albinil Restaurant. The facility is
located at 507 South Front Street and shares a common tax lot with the Dollar Store and other
businesses. The addition would add seating:and expand the kitchen area. The Planning Department
calculated that 32 spaces are required for this project and the applicant has provided 35. Access is
proposed from common shared driveways within the shopping complex from Bush and Front Streets.
The City would like to come to an agreement with the owners to acquire additional right of way for the
future expansion of Bush Street. City staff met with John Hamlin before the meeting to discuss the
improvements. Mr. Hamlin has agreed to all terms for the staff reports except the on-site drainage. He
would like relief from the on-site drainage because he is not changing the permeable surface for the site,
just changing pavement to rooftop.
Lee Brennan, Public Works Director, presented the Public Works Staff Report. Mr. Brennan stated
that the only changes he recommends making from the original staff report would be changing the
Planning Commission Minutes November 2, 1999
Page 2
words "minimum of 12 feet ofright-of--way" to "maximum". Mr. Brennan also stated that the
applicants should enter into an public agreement with the city for the additional Right of Way. Mr.
Brennan also recommended that the city sign an agreement with the land owner stating that any future
redevelopment of the site will necessitate a storm drainage plan. Mr. Brennan also added that the
heating oil tank must be removed in accordance with DEQ standards before any building permits are
issued.
Commissioner Riggs made a motion to pass Resolution 466 conditionally approving the site
plan application for a commercial addition at the EI Albinil Restaurant. The facility is located
at 507 South Front Street in a C-5, Thoroughfare Commercial District subject to the
recommended conditions of approval from the planning and public works departments. The
property owners will have to enter into an agreement for the right-of--way acquisition on Bush
and Front Streets. In the Public Works Staff ReporEorrpage 13; there is a change.in the • . .
amount of right-of-way from a "minimum of 12 feet;ao a maximum of 12:feeY'. The owners
.:..
will:also have to: sign, an. agreement stating that any futureredevelopment.on-,the site will..
necessitate a storm drainage plan and upgrade. Gommissioner:Fish seconded;the:motion.
,,
ROLL CALL:.motion passed unanimously. :. .: .
B. Continuation of a public hearing to consider a site,nlan introduced by Dr Curtis L. Tverman P C to
construct a 2250 square foot dental office building at 348 Oak Street The subject rp ooerty is located
in the C-2 Commercial Professional zonine district. Dr.:•Tyerman: is-also. a'sking.for a Variance in he _
off-street parking and maneuvering requirements for.;the,zone;;.. , , ; - . ..
Tom Humphrey, Planning Director, presented the Plannirg Department Staff Report. Mr. Humphrey
explained to the Coimmission the need for a variance: in the off: street parking and maneuvering
requirements. The municipal code has two guidelines that dictate the amount of off-street.pazking that
is needed. The City is suppose to use the higher of the two, this would be 11 parking places, the other
equation gives the applicant 9 spaces. This is the number of spaces the applicant is requesting using.
The other part of the variance is for employee pazking off the alley. The employees would have to
drive in and back out onto the alley.
Lee Brennan, Public Works Director, presented the Public Works Staff Report. Mr. Brennan
recommended to the Commission that if this project is approved the City come into agreement with the
Tyerman's for deferred improvement of the sidewalks, until the City has established a Side Walk
Master Plan. Mr. Brennan also recommended that the alley be improved for the width of the project
and a bit longer for turning movements and for drainage. The Public Works Department would also
recommend that the driveway be 20 feet instead of the 16 feet depicted on the site plan. A 10 foot
PUE would be recommenced on 4s' and Oak Streets except for the area in front of the building, which
will be reduced to 5 feet.
Planning Commission Minutes November 2, 1999
Page 3
Steve Sherbourne, 29 South Grape Street, Medford OR, is the agent for applicant asked Mr. Brennan
about the scope of a storm detention plan and clarified the trash receptacle questions for the
Commission.
Commissioner Johnson made a motion to approve Resolution 467 approving a variance for
the off-street parking requirements from 11 to 9 and for employee maneuvering in the alley.
Commissioner Fish seconded the motion. ROLL CALL: motion passed unanimously.
Commissioner Johnson made a motion to pass Resolution 468 conditionally approving a site
plan application submitted by Dr. Curtis Tyerman to build a 2250 square foot dental building
at the southwest corner of Oak and Fourth Streets in a C-2, Commercial Professional District.
The site plan is subject to the conditions of approval by the Planning and Public Works Staff
Reports:. The Alley will be improved just along the length of the property to handle the
employee parking:area. 9 10 foot PUE will be required along the property's frontage on Oak
. and Fou}~th Streets,;exceptfnr the portion in frontofthe.dental:building,which will be reduced- ~.
to 5 feet.:Commissioner Riggs seconded the motion. -ROLL .CA.LL: motion passed
unanimously...
C. Public hearing to consider a Site Plan Review that would allow;the addition of 756 square feet to the
Tom Humphrey, Planning Director, presented the Planning Department staff report. The proposed
expansion is intended to replace a portion of the building removed forsafety reasons. just recently. The
addition would add a hallway to the Structure to separate the sanctuary from the class rooms, and
change the bathrooms from the back of the building to the front of the building. There is a problem with
this construction. A portion of the new building is in the FEMA designated floodway, which according
to City Ordinance cannot be built in.
Lee Brennan, Public Works Director, stated he did not prepare a staff report because the building
cannot be enlarged within a floodway.
Fred Brown, 101 Valley View Road, Ashland, OR, is the applicant for the church. Mr. Brown
informed the commission that the area for development does not have a foundation and they want to
build one.
Lee Brennan, stated that since it doesn't have a foundation, it can't be remodeled.
Commissioner Fish made a motion to continue the site plan review until the next meeting in
Planning Commission Minutes November 2, 1999
Page 4
order to give the staff enough time to find a solution to the floodway problem. Commissioner
Lunte seconded the motion. ROLL CALL: motion passed unanimously.
ADJOURNMENT
Commissioner Fish made a motion to adjourn the meeting. Commissioner Lunte seconded the
motion. ROLL CALL: motion passed unanimously. Meeting is adjourned 8:35 P.M.
~~ .:
PLANNING DEPARTMENT STAFF REPORT
HEARING
DATE: December 7, 1999
TO: Central Point Planning Commission
FROM: Tom Humphrey AICP, Planning Director
SUBJECT: Public Hearing- Conditional Use Application for 37 2W 11D Tax Lot 500-
Temporary Mobile Home behind the residence at 721 Pittview Avenue.
Applicant/
Owner:
Agent:
Property
Description/
Zoning:
Summary
Louis and Penny Barker.
721 Pittview Avenue
Central Point, OR 97502
Same as above
37 2W11A Tax Lot 500- 1.00 acre
R-1-8, Residential Single-Family District
The applicants have asked to temporarily position a mobile home on their property that
would assist in the care of an elderly parent with medical needs. The property is located at
721 Pittview Avenue in an R-1-8, Residential Single Family zoning district.
Authori
CPMC 1.24.020 vests the Planning Commission with the authority to hold a public hearing
and render a decision on any application for a Conditional Use Permit. Notice of the public.
hearing was given in accordance with CPMC 1.24.060. (Exhibit B).
J. 1
Applicable Law
CPMC 17.20.010 et seq. R-1-8, Residential Single Family District
CPMC 17.60.055 et seq. Criteria for temporary mobile home placement for infirm citizens
Discussion
The applicants Louis and Penny Barker have requested that the Planning Commission review
their request for a Conditional Use Permit that would allow a mobile home to be placed
behind the house at 721 Pittview Avenue for the purpose of housing an infirm parent.
A temporary mobile home placement on a lot with an existing home is allowed by
Conditional Use Permit in residentially zoned districts if a family related medical need can
be identified by a medical doctor. Dr. Earl Peterson has submitted a letter on behalf of Penny
Barker's mother, Betty McCartney. Dr. Peterson is of the opinion that Mrs. McCartney has
special needs that could be best met by having her reside in a temporary mobile home in the
immediate vicinity of the Barkers.
If the Planning Commission were to issue the Conditional Use Permit, the MH would need
to meet all applicable setbacks and be connected to domestic water and sewer service. For
water service, the mobile home will be integrated into an existing well. Mr. Barker has been
working with BCVSA to connect into the sanitary sewer system The setbacks between the
residentially zoned homes to the West, South and East are sufficient. The code will require
the installation of a foundation skirt around the entire perimeter of the mobile home.
The Conditional Use Permit would remain valid as long as the Barkers' need to care for Mrs
McCartney. The mobile home would need to be removed 45 days after Mrs McCartney stops
residing in the unit.
Findines
CPMC 17.60.055 requires that applications for temporary mobile home placement for infirm
citizens meet the following criteria:
The minimum lot size for the placement of temporary mobile homes shall be one acre.
The parcel is 1.00 acre according to the records of the Jackson County Assessor.
., 2
A medical doctor licensed by the state of Oregon has certified in writing the nnt:u•e of the
infh•mity, that the infirm person is not physically or mentally capable of maintaining a
residence on separate property, and that dre infirm person requires the assistance of
another person who is nearby. The inrr•rniry must be due to physical or• mental impairment.
^ Dr. Earl Peterson Itas submitted a letter to demonstrate the need Mrs
McCartney has to reside in this temporary mobile home.
Water and sewer disposal systems for the mobile home must meet all city and state code
requirements.
^ The Bear Creek Valley Sanitary Authority provides sewer service. Plumbing
permits will be required for water and sewer connections.
The location of the mobile home must conform with setback requirements for primary
buildings as established by the city zoningordinance.
^ The setbacks for the R-1-8, Residential Single Family District are 20 feet for
front, 5 feet for side and 15 feet for rear yards.
-. That the site has adequate access to a public street or highway and that the street or
highway is adequate in size to effectively accommodate the traffic that is expected to be
- generated by the proposed use.
^ The parcel has direct access to Pittview Avenue.
That the proposed use will have no adverse effect on abutting property or the permitted use
thereof and that the establishment, maintenance or operation of the use applied will not be
detrimental to the health, safety or general welfare of the neighborhood.
^ The Planning Department has not received comments from neighboring
property owners concerning this application. This parcel is one acre in size and
is surrounded with sufficient open area to buffer adjacent properties. There are
no apparent issues that would indicate that an approval of this project would
result in a hazardous situation.
.. 3
Recommendation
Staff recommends that the Plam~ing Commission take one of the following actions:
1. Adopt Resolution No._, approving the Conditional Use Permit of 37 2 W 11 D Tax Lot
500 subject to the recommended conditions of approval (Exhibif C ); or
2. Deny the proposed Conditional Use Permit; or
3. Continue the review of the Conditional Use Permit at the discretion of the Commission:
Exhibits
A. Site Plan, Letter of Description and Application Form
B. Notice of Public Hearing
C. Letter from Medical Doctor
D. Recommended Conditions of Approval
4
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OCT 1 7 1999 IU
CYty of Centr~i Point
EXHTI3T3' "A't
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TO WHOM IT MAY CONCERN:
The proposed site is located in the center of our property,
between the house and the barn. It is surrounded on the south
by mature trees. There is an asphalt drive way back to that
area, but there will be no vehicular ingress or egress because
the mother/mother-in-law, who this is for, is 81 years old and
is unable to drive.
When the mobile home is in place it will not
to the health, safety, or general welfare of
surrounding neighborhood. It will barely be
direction, because of existing landscaping.
Thankyou,
~t~~~ ~ir~4.C LN
Louis Barker
Penny Barker
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C ar-~ ra c ~,~ a ~ ~ ~ ~~
be detrimental
persons in the
seen from any
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CITY OF CENTRAL POINT
99cJ!o5 ~-t ~~
Application Filing Deadline
for Temporary Mobile Home Conditional Use Permit
~-
Phone Number l°~/- /~'~ ~-
Proposed Site Location
Address
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OCT 1 7 1999
Assessor's Map Page Location?~~,(w•y/J Tax Lot(s) z~U7j
Required Information:
A legal description as it appears on the deed (metes and bounds or subdivision lot
and block number) Deed copies may be obtained at the Jackson County Assessor's
Office
Accurate scale drawing of the site and improvements proposed. The drawing of the
site must be adequate to enable the Planning Commission to determine the compli-
ance of the proposal with the requirements of the attached Central Point Municipal
Code Section 17.76.020.
A written statement from a medical doctor licensed by the State of Oregon stating
that the infirm person is not physically or mentally capable of maintaining a
residence on a separate property and is dependent upon someone being close by to
assist them.
A statement as to how the request will meet each of the following objectives:
A. That the site for the proposed use is adequate in size and shape .to accommo-
date said use and to meet all other development and lot requirements of the sub-
ject zoning district;
B. That the site has adequate access to a public street or highway and that the
street or highway is adequate in size and condition to effectively accommodate the
traffic that is expected to be generated by the proposed use;
C. That the proposed use will have no adverse effect on abutting property or the
permitted use thereof. In making this determination, the Commission shall consid-
er the proposed location of improvements on the site; vehicular ingress, egress
and internal circulation; setbacks, height of building; walls and fences; landscap-
ing; outdoor lighting; and signs;
J
LUAP/ADMINI 7
D. That the establishment, maintenance or operation of the use applied for will
not be detrimental to the health, safety or general welfare of persons residing or
working in the surrounding neighborhood and will not be detrimental or injurious
to the property and improvements in the neighborhood or to the general welfare of
the community based on her iew of those facts listed in subsection C above;
I, ~av/S ~A2l~e1Z ~ ~. `yf~~~ certify that I am the owner or
au orith zed agent of a owner o the proposed site (If authorized agent, attach
wri ten authority) ~ ~ ~ /
~ 7~,ujGl if ~ll~i~ Date l ~ ~ ~ ~~ q ~j
( ignature of .owner or auth rized agent of owner, please. indicate which)
Application Fee: X100
* A filing fee for recording a Deferred Improvement Agreement with the County
Clerk may also be required.
., 8
LUAP/ADNINl 8
City Of CentYal .. Urnt
PLANN,iNG DEP.A.RTMENT
Tom Humphrey, AICP
Planning Director
Ken Gerschler
Community Planner
Matt Samitore
Planning Technician
Notice of Meeting
Date of Notice: November 8, 1999
Meeting Date:
Time:
Place:
December 7, 1999
7:00 p.m. (Approximate)
Central Point City Hall
155 South Second Street
Central Point, Oregon
NATURE OF MEETING
CYty of Central Point
EXHT}~I'T *tB tt
Planning Deparimen't
Beginning at the above time and place, the Central Point Planning Commission will review a
Conditional Use Permit application request by a property owner to temporazily place a mobile home
behind the existing residence at 721 Pittview Avenue. The parcel is located in a R-1-8, Residential
Single-Family Zoning District on Jackson County Assessment Plat 372W11D, Tax Lot 500.
The Central Point Municipal Code has a provision that will allow a resident to temporarily place a
mobile home for an infirm family member with a medical doctor's recommendation and approval
by the Planning Commission.
CRITERIA FOR DECISION
The requirements for conditional use permit are set forth in Chapter 17 of the Central Point
Municipal Code, relating to General Regulations, Off-street pazking, Site Plan, Landscaping and
Construction Plans. The proposed plan is also reviewed in accordance to the City's Public Works
Standards.
PUBLIC COMMENTS
1. Any person interested in commenting on the above-mentioned land use decision may submit
written comments up until the close of the meeting scheduled for Tuesday, December 7,
1999.
2. Written comments may be sent in advance of the meeting to Central Point City Hall, 155
South Second Street, Central Point, OR 97502.
9
3. Issues which may provide the basis for an appeal on the matters shall be raised prior to the
expiration of the comment period noted above. Any testimony and written comments about
the decisions described above will need to be related to the proposal and should be stated
cleazly to the Planning Commission.
4. Copies of all evidence relied upon by the applicant aze available for public review at City
Hall, 155 South Second Street, Central Point, Oregon. Copies of the same aze available at
15 cents per page.
For additional information, the public may contact the Planning Department at (541) 664-
3321 ext. 291.
SUMMARY OF PROCEDURE
At the meeting, the Planning Commission will review the applications, technical staff reports, hear
testimony from the applicant, proponents, opponents, and hear azguments on the application. Any
testimony or written comments must be related to the criteria set forth above. At the conclusion of
the review the Planning Commission may approve or deny the request to place the temporary mobile
home on the property. City regulations provide that the Central Point City Council be informed about
all Planning Commission decisions.
0
155 South Second Street ~ Central Point OR 97502 ~ (541) 664-3321 ~ Fax: (541) 664-6384
i
SOUTHERN OREGON ORTHOPEDICS, INC.
(~1
MARK D. PETaIEOTA MD.
ROBERT SAMPSW{ MD.
PAUL L STEIWQIBFR4 MD.
QWLLFS N. VFRSIFEq MD.
DAPAel T. WDNIMN, M.D.
PAIGE FARRELI, PA{
BILL COX ADMINISIMTOR
October 13 , 1999 ~L'j' Of Cenpr~al p~p~t
~~rxr~r~r «C„
RE: Betty McCartney
Planning Department
To Whom It May Concern:
Betty should be considered physically unable to care for herself in an
unsupervised separate property. It is my opinion that her condition, due to
aging and other medical conditions, qualifies her for having her residence
adjacent an immediate family residence.
Moat sincerel
1~~ ~~~`J
Earl Peterson, MD
edp/llr 10/14/99t
Providence Plaza
840 Royal Avenue, Suite 1 1698 E. McAndrews, Suite 180
Medford, Oregon 97504 ~ ~ Medford, Oregon 97504
Phone: 541.779.6250 ~~ Phone: 541.608.2535
800.866.9887 800.866.9867
Fax: 541.772.2531 Fax: 541.779.9785
-'}
..STEVEN E OIAMBFAIANI, Mp.
wvlD L GALr, MD.
RONALD L T[NDEASOTL MD.
RIQWID E JAMES, MD.
LOV6E MURDDd MD,
fNLL D. PETaESOTL MD.
LS ~ L'I
OCT 17 1999 D~
EXHIBIT D
RECOMMENDED PLANNING DEPARTMENT CONDITIONS OF APPROVAL
1. The mobile home must have water and sewer disposal service that meets all city and
state code requirements.
2. The applicant shall agree to remove the mobile home within 45 calendar days after
the unit has ceased to be used for the care of Betty McCartney.
3. A skirt shall be placed around the entire perimeter of the mobile home.
4. The applicant shall understand that the mobile home is allowed only on a temporary
basis and that the lot can't be partitioned to create a separate parcel for the structure.
12
PLANNING DEPARTMENT STAFF REPORT
HEARING
DATE: December 7. 1999
TO: Central Point Planning Commission
FROM: Tom Humphrey AICP, Planning Director
SUBJECT: Public Hearing- Tentative Plan for subdivision of 37 2W 11A Tax Lot 900-
Dallas Page.
Applicant/. Estate of Russell Slack, Attorney- Doug Gand
Owner: 313 South Ivy Street
Medford, OR 97501
Agent: Dallas Page
900 Windemar Drive
Ashland, OR 97520
Pro er
Description/ 37 2W 11A Tax Lot 900- 0.26 acres
Zonine: R-3, Residential Multiple-Family District
Summarv
The applicant, Dallas Page is proposing the subdivision of a 0.26 acre parcel into four parcels
of 3,409 sq. ft.., 2,511 sq. ft., 2,231 sq. ft and 2,231 sq. ft. respectively (refer to Exhibit A).
The property is located at 475 Freeman Road in an R-3, Residential Multiple Family zoning
district. The parcels resulting from the proposed partition would take their access from
Shadow Way, a private roadway off of Freeman Road.
Authori
CPMC 1.24.020 vests the Planning Commission with the authority to hold a public hearing
and render a decision on any application for a tentative plan for a land partition. Notice of
the public hearing was given in accordance with CPMC 1.24.060. (Exhibit B).
Applicable Law
CPMC 16.10.010 et seq. Tentative Plans
CPMC 17.28.010 et seq. R-3, Residential Multiple Family District
CPMC 17.60.210 et seq. Padlot Developments
13
Discussion
This minor land partition creates four residential "padlot"parcels with access from Freeman
Road via a 25 laot wide private lane identiticd as Shadow Way. The private lane is currently
scheduled to be constructed to provide access to the tentatively approved Mock Partition and
the Cedar Shadows Planned Unit Development on adjoining parcels. Please note that this
development is named Cedar Shadows Unit 2, and is being processed as a standard
subdivision, and should not be confused as being a part of the Cedar Shadows P.U.D.
The applicant has been working with attorney Doug Gand to purchase the property owned
by the Russell Slack Estate. Mr Page has entered into an agreement to purchase the property
contingent upon Planning Commission approval of the tentative plan.
If the tentative plan were to be approved, the two existing residences would be removed and
twelve feet would be dedicated for additional right of way on Freeman Road. The site would
be graded and prepared to reduce the grade elevation between Shadow Way and Freeman
Road. Each padlot would then be redeveloped with zero lot line single family residences in
keeping with the purpose of the higher density R-3, Residential Multiple Family Zoning
District.
The Planning Department did not receive any correspondence from neighboring property
owners in response to the public notice (Attachment B).
The Planning Department has reviewed the tentative plan for the proposed subdivision and
has concluded that it is in compliance with all zoning requirements if all conditions of
approval pertaining to minimum lot size, dimensions and access to public roadways are met.
A special setback is in effect for lot 30 since Freeman Road is classified as a secondary
arterial. The tentative plat depicts a 20 foot by 420 foot sight vision clearance area
established by the Public Works Department.
Jackson County Fire District Number 3 has recommended (Attachment C) that shadow way
have a minimum twenty foot width and that each unit constructed have street addressing
visible from the street. The district has further requested that each hydrant have a minimum
fire flow of 1000 gallons per minute. Each hydrant would need to be painted to Fire District
standards.
The Bear Creek Valley Sanitary Authority (Attachment C) has indicated concerns with the
project building footprint on lot 27 apparently encroaches into a I S foot sewer easement. Mr.
Page is prepared to make adequate adjustments to mitigate this concern.
Jackson County Roads and Parks Department (Attachment C) requests. that half street
frontage improvements to include road widening, curb, gutter, drainage Facilities, sidewalk
and bike lane. Construction drawings will need to be submitted to the department for review.
14
Public Works Director Lee Brennan has submitted a staff report for consideration by the
Planning Commission (Attachment E).
Findings
CPMC 16.10.010 requires that applications for tentative plans be submitted with
improvement plans and other supplementary information as may be needed to indicate the
development plan.
^ The proposal satisfies the subdivision requirements listed iu CPMC 16.36.030
and CPMC 16.36.040. The Public Works Department may request additional
information to satisfy standard specification requirements.
CPMC 17.28.050 establishes minimum area, width and yard requirements for the R-3,
Residential Multiple-Family district.
^ Lots 27, 28, 29 and 30 of the proposed subdivision meet the area, width and
yard requirements for the R-3, Residential Multiple-Family district.
Recommendation
Staff recommends that the Planning Commission take one of the following actions:
1. Adopt Resolution No., approving the Tentative Plan for the subdivision of 37 2 W 11A
.Tax Lot 900 subject to the recommended conditions of approval (Exhibit D ); or
2. Deny the proposed Tentative Plan for the subdivision; or
3. Continue the review of the subdivision at the discretion of the Commission.
Exhibits
A. Site Plan
B. Notice of Public Hearing
C. Comments from Other Agencies
D. Recommended Conditions of Approval
E. Public Works Staff Report
15
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City of Central Point
PLANNING DEPARTMENT
Tom Humphrey, AICP
Planning Director
Ken Gerschlcr
Community Planner
Matt Samltore
Planning Technidan
Notice of Meeting
Date of Notice: November 16, 1999
Meeting Date:
Time:
Place:
December 7, 1999
7:00 p.m. (Approximate)
Central Point City Hall
155 South Second Street
Central Point, Oregon
NATURE OF MEETING
City of Central i'ainE
E+~HI]&I'' t~B't
Planning-Department
Beginning at the above time and place, the Central Point Planning Commission will review a
Tentative Subdivision application for a parcel of property located adjacent to the intersection of
Cedaz Street and Freeman Road. The subject parcel is located in a R-3, Residential Multiple Family
Zoning District on Jackson County Assessment Plat 372W 11A, Tax Lot 900.
The Central Point Planning Commission will initially review the application to determine if the
proposed subdivision of the existing 0.26 acre tax lot meets the requirements of law. If approved,
the partition would create a total of four "padlot" pazcels.
CRITERIA FOR DECISION
The requirements for Tentative Partitions aze set forth in Chapter 16 of the Central Point Municipal
Code, relating to General Regulations and Construction Plans. The proposed plan is also reviewed
in accordance to the City's Public Works Standazds.
PUBLIC COMMENTS
Any person interested in commenting on the above-mentioned land use decision may submit
written comments up until the close of the meeting scheduled for Tuesday, December 7,
1999.
2. Written comments may be sent in advance of the meeting to Central Point City Hall, 155
South Second Street, Central Point, OR 97502.
1~
3e•= Issues which may provide the basis for an appeal on the matters shall be raised prior to the
expiration of the comment period noted above. Any testimony and written comments about
the decisions described above will need to be related to the proposal and should be stated
clearly to the Planning Commission.
4. Copies of all evidence relied upon by the applicant are available for public review at City
Hall, 155 South Second Street, Central Point, Oregon. Copies of the same are available at
15 cents per page.
5. For additional information, the public may contact the Planning Department at (54l) 664-
3321 ext. 231.
SUMMARY OF PROCEDURE
At the meeting, the Planning Commission will review the applications, technical staff reports, heaz
testimony from the applicant, proponents, opponents, and hear arguments on the application. Any
testimony or written comments must be related to the criteria set forth above. At the conclusion of
the review the Planning Commission may approve or deny the Tentative Subdivision Plan. City
regulations provide that the Central Point City Council be informed about all Planning Commission
decisions.
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155 South Second Street ~ Central Point, OR 97502 ~ (541) 664-3321 ~ Fax: (541) 664-6384
,11/15/1999 15:33 0264566 JCFD3 BUS OFC PAGE 02/02
FIRE DISTRTCT No. 3
JACKSON COUNTY
8333 AGATE ROAD, WHIfE CITY, OREGON 97503-1075
(541) 826-7100 FAX (541) 826-4566
ivww.icfd3.mm Cf f Cen al flat:
November 15, 1999
Ken Gerschler
City of Central Point
Re: 99073 (page partition)
ty ~ ~'. .
~.XHIS~IT «C"
Planning Departmea~t
Fire District 3 has reviewed the plans far thls project and approves them as
submitted with the following,
1. Minimum street width is 20ft with NO PARKING allowed.
2. Fire hydrants shall provide a minimum fire flow of 1000gpm
3. All fire hydrants shall be painted to fire district 3 standards.
4. Addressing shall be visible for the street.
Ifyou have any questions please give me a call.
Neil Shaw
Deputy Fire Marshal
19
BEAR CREEK VALLEY SANITARY AUTHORITY
X916 BOUiH PACIFIC HWY. • MEOFOflR OREGON Y7601.9099 • (6H)779d1{~ • FAl((6N) 6~&6T78
November 16, 1999
Ken Gerschler
City ofCentral Point Planning Department
155 South Second Street
Central Point, Oregon 97502
Subject: 99073 SPR -Page Partition 37 2W 11A [1900
Dear Ken,
We have reviewed the proposal with regard to providing sanitary sewer service. The sanitary
sewer system for the subject development runs through the Easterly portion of the lot.
The most Easterly dwelling unit indicated on the site plan is situated over the existing 8 inch
sewer main and within the 15 foot wide sewer Easement. This is not an acceptable proposal and
will not be approved.
If you need additional information, please call me at 779-4144.
Since /~
ames May, Jr. P.E.
District Engineer
20
r = JACKSON COUNTY
Roads
November 24, 1999
Attention: Tom Humphrey
City of Central Point Planning
155 South Second Street
Central Point, OR 97502
RE: Partition off Freeman Road - a county maintained road.
Planning File 99073; Pad Lot Subdivision.
Dear Mr. Humphrey:
Joseph 4 Stnhl
Direc(or
20o Antebpe Road
While City, Oregon 97503
(541) 626-3122 of (641) 776-7266
FeX: (541) 630-6407
Thank you for the opportunity to comment on the application for the proposed Pad Lot
Subdivision, located on the east side of Freeman Road and fronting on Shadow Way. Roads
and Parks Services has the following comments:
- 1. Roads and Parks Services recommends that the city request road jurisdiction and
annex the entire road right-of-way. It is our understanding that this process has
already started, if not, we will require the following:
• When developed, the applicant shall submit construction drawings to Jackson County
Roads and Parks Services and obtain county permits if required.
• We recommend that half-street frontage improvements to Freeman Road be required
to urban standards. Improvements shall include road widening, curb, gutter, drainage
facilities, sidewalk and bike lane.
• If additional right-of-way~is required for the improvements, dedication should be
required before permits. are issued. City of Central Point standards may be utilized for
road improvement if the City agrees, in writing, to future maintenance of the urban
improvements.
• We recommend no direct access to Freeman Road.
Shadow Way Approach to be built per attached comments.
If you have any questions or need further information feel free to call me at 774-6230.
Sincer
``//Ellr//~~ic Niemeyer, PE
Traffic & Development Engineer
21
I10EVELOP\CITIES\CNTRLPT\99073.wpd
BEAR CREEK GREENWAY / ENGINEERING / FLEET MANAGEMENT / MOTOR POOL / PARKS / ROAD MAINTENANCE / VEGETATION MANAGEMENT
7767366 6264122 62f 3122 776-7339 7767001 626-3122 626-3122
FAX TRANSMISSION
Jackson County Oregon
Roads and Parks Services • 200 Antelope Road • White City, OR 97503
To: Dallas Page
FAX: 541-488-4475
Phone: 541-664-0102
DATE: February 18, 1999
Message:
RE: Cedar Shadows
Dallas,
From: Mike Kuntz
FAX: 541-830-6407
Phone: 541-774-6228
Page 1 of 2
After some phone calls today and consultation with the City of Central Point regarding the
requirement fora 20-foot landing we have revised our comments to read as follows:
• Permits for the water connection in Freeman Rd will be permitted and inspected by the
City of Central Point. Any other utility connections within the Freeman Rd right-of-way will
require a county utility permit. For questions regarding the utility permit, please contact
Ken Martin @ 774-6246. '
• You must obtain a county road approach permit for the connection of Shadow Way to
Freeman Rd. For questions regarding the road approach permit, please contact Ron
Young @ 774-6254.
• The county is of the opinion that Shadow Way should be shifted to line up with Cedar St.
If the City of Central Point will provide written conformation that they agree with the
proposed un-aligned intersection the county will allow Shadow Way to remain in its
current alignment.
• County standards require a 30-foot throat and 30-foot radii for this type of road approach
(commercial road approach). Since the City of Central Point has approved a road width
of 25-feet the county will accept a 25-foot throat. We note that 25-foot radii would require
additional property to construct. Accordingly we will accept a decreasing radii approach.
The radii at Freeman Rd shall be 25-feet and shall gradually reduce as it approaches
Shadow Way to provide the maximum radii which will fit within the existing right-of-way
(approximately 12-feet).
22
The large tree just north of the proposed road approach shall be removed to
provide better visibility.
County standards require the first 20-feet of road approach (measured from the
edge of existing pavement, approximate station 1+18 to approximate station
1+38) to be at a slop of + or - 2% of the road cross slope. This would allow a
maximum slope of approximately 4% in this area. If the City of Central Point will
provide written documentation of the deferred improvement requirement
regarding this issue, and agrees to deal with related problems in the interim, the
county will agree to the design grade.
Please feel free to call if you have any questions.
cc: Lee Brennon, City of Central Point, 664-6384
Brad Wright, Hammond Engineering, 858-2008
Dale Petrasek
Ken Martin
Ron Young
23
EXHIBIT D
RECOMMENDED PLANNING DEPARTMENT CONDITIONS OF APPROVAL
1. The approval of the Tentative Plan shall expire in one year on December 7, 2000
unless an application for final plat or extension has been received by the City.
2. The project must comply with all applicable local, state and federal regulations.
3. The tentative and final plats shall depict utility easements requested by the City,
BCVSA and WP Natural Gas. Any changes to utility layout including but not limited to,fire
hydrants shall require subsequent approval by the respective service provider.
24
EXHIBIT "E"
To be provided by the Public Works Department at a later date.
25
PLANNING DEPARTMENT MEMORANDUM
DATE: December 7, 1999
TO: Central Point Planning Commission
FROM: Tom Humphrey A[CP, Planning Director
SUBJECT: Summary of Traffic Impact Analysis for the City's Northwest Area Development
Back rg ound
Earlier this year the Commission tentatively approved three projects along Taylor Road with the
condition that each developer participate in a Traffic Impact Analysis (TIA) and then incorporate the
recommendations from this analysis into development plans and agreements. The attached TIA is the
product of months of work in coordination with City staff, RVCOG and the parties developing property
in Central Point's Northwest Area.
The Commission is advised to read through Section VI. Mitigation on page 32 to obtain a summary of
the findings and recommendations offered by the consultants. Planning staff will review and critique
these recommendations in an abbreviated Form during the meeting and invite the Commission to give
their feedback and advice.
Action
After considering the attachments listed below, the Commission is invited to comment on the TIA and
its recommendations. City staff is not necessarily seeking a recommendation to the City Council at this
time.
Attachments
A. Traffic Impact Analysis from JRH dated November 3, 1999
B. Minutes of June I, 1999 Planning Commission meeting
26
TRAFFIC IMPACT ANALYSIS
for
NORTHWEST AREA DEVELOPMENT
Central Point, Oregon
Prepared for:
CITY OF CENTRAL POINT
November 3, 1999
Prepared by:
JRII TRANSPORTATION ENGINEERING
1580 Valley River Drive
Suite 160
Eugene, Oregon 97401
(541)687-1081
2'7
Clty of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
EXECUTIVE SUMMARY
The City of Central Point is currently in the early stages of development of the northwest
portion of the city. The northwest area includes an approximate 200-acre annexation as
well as two pending 48-lot subdivisions and the development of an LDS temple. In
addition, a small tract south of the 200-acre parcel offers future development potential.
The northwest area has been identified as a potential Transit Oriented Development
(TOD) node. The purpose of this traffic impact analysis includes determining the effect
of the new developments on surrounding intersections, infrastructure needs within the
developable areas and cost allocation percentages for each individual property. In
addition, the traffic impact analysis examines the need for providing an additional
connection to Highway 99.
The traffic impact analysis identified the following required and optional improvements
given the addition of a third crossing and PM peak hour traffic projections:
Required intersection improvements:
1) Signalization of Scenic at Highway 99
2) Signalization of Haskell at Pine
3) Right-turn pocket southbound Pine and Front approach
4) Left-turn lane northbound Haskell and Taylor approach
Optional intersection improvements:
1) Left-turn lane southbound Grant and Beall approach
2) Left-turn lane eastbound Scenic and Highway 99 approach
Required internal roadway additions:
I) Collector streets within 200-acre parcel
2) Arterial streets within 200-acre parcel
Optional internal roadway additions:
I) TOD related improvements
2) Donna Way extension to Taylor Road
The analysis also identified a number of benefits from adding an additional railroad-
highway crossing:
1) Increased connectivity between East and West Central Point
2$
City of Cenral Point
Northwest Area Development
Traffic Impact Analysis
2) Alleviates problems resulting from uncertainty in ElvIIviE/2 predicted TOD
design volumes
3) Provides additional spacing between the highway and railroad to allow buses
to safely enter West Central Point
4) Significant reduction in traffic volumes at the intersection of Front and Pine;
without the crossing this intersection would require extensive reconstruction
5) Reduction in left-turn traffic onto the link connecting the 200-acre parcel to
Scenic Avenue; reduces the risk of rear-end accidents and vehicle-railroad
crossing interaction
6) Improved operation at the proposed signalized intersection of Haskell and
Pine
29
-2-
City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
TABLE OF CONTENTS
EXECUTIVE SUMMARY ..................................................................................................................... 1
TABLE OF CONTENTS ....................................................................................................................... 3
LIST OF TABLES ................................................................................................................................. 4
LIST OF FIGURES ................................................................................................................................ 4
L INTRODUCTION ............................................................................................................................... 5
II. SITE DESCRD?TION ........................................................................................................................ 6
III. EXISTING
6
I. TRAFFIC COUrrrS ........................................................................................................................ 6
2. LEVEL OF SERVICE CONCEPT .......................................................................................................7
3. LEVEL OF SERVICE .................................................................................................................... 14
IV. TRAFFIC FROM PROPOSED DEVELOPMENT ....................................................................... 15
I. LAND LJSESCENARIGS .............................................................................................:................. IS
2. TRIP GENERATION ..................................................................................................................... I$
3. TRIP DISTRIBUTION AND ASSIGNMENT ....................................................................................... 23
V. TRAFFIC CONDITIONS FROM PROPOSED DEVELOPMENT ..................:......................:..... 26
1. GRDWTHRATES ........................................................................................................................26
2. LEVEL OF$ERVICE .................................................................................................................... 26
VL MITIGATION ................................................................................................................................ 32
I. GENERAL REQUIREMENTS .................................................................. ....................................... 32
2. INTERSECTION OF PINE AND FRONT ..................................................... ....................................... 33
3. INTERSECTION OF HASKELL AND P[NE ................................................. ..........:............................ 35
4. INTERSECTION OF SCENIC AND HIGHWAY 99 ....................................... ....................................... 37
5. THIRD RAILROAD-HIGHWAY CROSSINO .............................................. ....................................... 39
6. COST ALLOCATION ............................................................................. ....................................... 40
30
-3-
City of Central Point
Northwest Area Development
Traffic Impact Analysis
LIST OF TABLES
TABLE l - IN'CERSECTION TURNING MOVEMENT VOLUME DATA COLLECTION INTERVALS ................ .......... 7
TABLE 2 - LEVEL OF SERVICE CRITERIA FOR $IGNALIZED INTERSECTIONS ........................................ ........ 13
TABLE 3 - LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS .................................... ........ 14
TABLE 4 -EXISTING LEVEL OF SERVICE AT IDENTIFIED INTERSECTIONS - AM PEAK HOUR ............... ........ 14
TABLE 5 -EXISTING LEVEL OF SERVICE AT IDENTIFIED INTERSECTIONS - PM PEAK HOUR ................ ........ 14
TABLE 6 - ITE AND EMME/2 TRIP GENERATION COMPARISON ........................................................ ........ 20
TABLE 7 - ITE TRIP GENERATION RATES AND DISTRIBUTIONS .......................................................... ....... 22
TABLE 8 -TUMOR HIGH SCHOOL STUDENT-EMPLOYEE RATIO SURVEY $UMMARY ............................. ....... 23
TABLE 9 -TRIP DISRIBUTIONS USED FOR NETWORK TRAFFIC ASSIGNMENT ....................................... ....... 25
TABLE 10 - 2020 LEVELS OF SERVICE AT IDENTIFIED INTERSECTIONS - AM PEAK HOUR .................. ........ 30
TABLE I 1 - 2020 LEVELS OF SERVICE AT IDENTIFIED INTERSECTIONS - PM PEAK HOUR ................... ........ 30
TABLE 12 -ADDITIONAL LEVEL OF SERVICE RUN RESULTS -PINE AT FRONT .................................... ........ 34
TABLE 13 -COST ESTIMATES FOR PROPOSED MITIGATION MEASURES ............................................... ....... 41
TABLE 14 -TRAFFIC CONTRIBUTIONS AT SCEMC AND HIGH WAY 99 BY TAZ ..................................... ....... 41
TABLE 15 -TRAFFIC CONTRIBUTIONS AT HASKELL AND PINE BY TAZ ..:............................................ ....... 42
TABLE 16 - TRAFFIC CONTRIBUTIONS AT PINE AND FRONT BY TAZ .................................................. ........ 42
TABLE 17 -TRAFFIC CONTRIBUTIONS AT HASKELL AND TAYLOR BY TAZ ........................................ ........ 43
TABLE 18 - PM PEAK HOUR TRIP GENERATION PERCENTAGES BY TAZ FOR 200-ACRE PARCEL ........ ........ 43
LIST OF FIGURES
FIGURE 1 -DEVELOPABLE AREAS AND SURROUNDING STREET NETWORK ........................................ .......... 8
FIGURE 2 -EXISTING LANE GEOMETRY AT IDENI7FB:D INTERSECTIONS ............................................ .......... 9
FIGURE 3 -EXISTING LANE GEOMETRY AT IDENTIFIED INTERSECTIONS ............................................ ........ 10
FIGURE 4 -EXISTING TRAFFIC VOLUMES AT IDENTIFIED INTERSECTIONS ......................................... ........ 11
FIGURE 5 -EXISTING TRAFFIC VOLUMES AT IDENTIFIED INTERSECTIONS ......................................... ........ 12
FIGURE 6 -CURRENT CITY OF CBNTRAL POIN1'ZONING ................................................................... ........ 16
FIGURE 7 -LAND Uses ASSUMED IN TOD ANALYSIS ....................................................................... ........ 17
FIGURE 8 - TAZS ASSUMED IN REGIONALEMME/2 MODEL ............................................................ ........ 18
FIGURE 9 - TAZs ASSUMED IN TRAFFIC IMPACT ANALYSIS .............................................................. ........ 19
FIGURE 10 - 2020 AM PEAK EMME/2 NON-TOD SCENARIO LINK VOLUMES ................................... ........ 24
FIGURE 11 -ASSUMED CONNECTIVITY FOR 200-ACRE PARCEL ......................................................... ........ 27
FIGURE 12 - 2020 UNDERLYING TRAFFIC VOLUMES ......................................................................... ........ 28
FIGURE 13 - 2020 UNDERLYING TRAFFIC VOLUMES .....:.............:.................................................... ......... 29
FIGURE 14 -MITIGATED INTERSECTION GEOMETRIES AND CONTROLS ............................................. ......... 38
31
~_
City of Cenral Point
Northwest Area Development
Traffic Impact Analysis
I. INTRODUCTION
The City of Central Point is currently in the early stages of development of the northwest
portion of the city. The northwest area includes an approximate 200-acre annexation as
well as two pending 48-lot subdivisions and the development. of an LDS temple. In
addition, a small tract south of the 200-acre parcel offers future development potential.
The northwest area has been identified as a potential Transit Oriented Development
(TOD) node. The design and development of this area has tremendous implications for.
the success of the City's downtown revitalization efforts.
The keys to development of this area include:
I) Providing adequate internal circulation as well as connectivity to other parts
of the community,
2) Providing street cross-sections that will meet the travel demand and modal
needs of the community, and
3) Improving local intersections to provide sufficient capacity to meet level of
service requirements over a 20-year horizon.
An important element of the area's development includes determination of the need,
design and location of a future railroad crossing. Anew railroad crossing is a key
element of the draft Transit Oriented Development design for this area. The Oregon
Department of Transportation (ODOT) has authority over the location and construction
of grade crossings. ORS 824.202 directs ODOT to "achieve uniform and coordinated
regulation ofrailroad-highway. crossings and to eliminate crossings at-grade whenever
possible [and] to control and regulate the construction, alteration and protection of
railroad-highway crossings.
The purpose of this traffic impact analysis includes determining the impacts of the
described development on the surrounding traffic network and providing. mitigation
measures to accommodate the added traffic. The analysis identifies the increase in traffic
from each property within the developable area on negatively impacted intersections for
four land use-street network scenarios. Such information will allow City of Central Point
officials to determine the allowable extent of development and assign responsibility for
local intersection improvements identified in this traffic impact analysis.
The specific goals of the traffic impact analysis include:
1) Determining the effect on traffic operations within the vicinity of the areas
proposed for development. Level of service analyses were performed at nine
local intersections given existing AM and PM traffic volumes. Further
analyses considered the impacts of future underlying traffic volumes and
32
'~ 5
City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
added traffic given the proposed development. Trip distributions and
underlying traffic growth were determined from data obtained from the Rogue
Valley Council of Government's regional transportation model (EMIVIE/2).
2) Determining the need for and siting of a future railroad crossing. This TIA
will form part of the technical documentation submitted to ODOT justifying
the addition of a third railroad crossing.
3) Developing cost estimates for build scenario improvements and corresponding
cost allocation plan.
II. SITE DESCRIPTION
The proposed development within the northwest region of Central Point will occur in
three distinct areas. A 200-acre parcel, recently annexed into the urban growth boundary,
comprises the largest portion of the developable area.. This area currently contains
minimal industrial developments and approximately 41 single-family dwellings near
Sundland Avenue. A pending 48-lot subdivision would reside east of Sundland Avenue
adjacent to Taylor Road. Taylor Road bounds the 200-acre parcel to the south while
Highway 99, Scenic Avenue and Grant Road provide the eastern, northern and western
boundaries, as depicted in Figure 1.
The second area slated for:development resides south of and adjacent to Taylor Avenue.
A 48-lot subdivision and LDS temple comprise the planned development within this area.
The final area considered resides adjacent to Grant Avenue north of Beall Lane. Both of
these additional tracts are highlighted in Figure 1.
III. EXISTING CONDITIONS
1. Traffic Counts
The City identified nine intersections for inclusion in the impact analysis. City
technicians collected approach volumes at each intersection in order to determine the
periods Hof peak traffic volume during the morning and afternoon. Based on the approach
volume analysis, intersection turning movement volumes were collected during the
periods indicated in Table 1. Figures 2 and 3 depict the existing geometry at each
identified intersection. Intersection turning movement counts are provided in Appendix
A. Existing volumes are summarized in Figures 4 and 5.
33
-6-
City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
Table 1 -Intersection Turning Movement Volume Data Collection Intervals
Intersection Datc ComUcd Periods Counted Control T ~ is
Taylor Road at Haskell Street 8/18/99 8:30-10:00 AM One-way stop-
9/t/99 3:30-5:30 PM contolled
Haskell Strcct at West Pine S[rect 8/17/99 7:00-8:00 AM Two-way stop-
8/18/99 4:00-5:00 PM controlled
Wes[ Pine Strcct at Front Street 8/19/99 7:00-8:00 AM
Ach~ated Signal
g/18/99 4:00-5:00 PM
Scenic Avenue at Highway 99 8/24/99 7:00-8:00 AM Two-way stop-
8/24/99 4:00-5:00 PM controlled
Scenic Avenue at Grant Road 8/25/99 7:30-9:00 AM One-way stop-
9/7/99 3:00-5:00 PM controlled
Grant Road at Taylor Road (western 8/24/99 9:00-10:00 AM One-way stop-
intersection) 8/25/99 4:45-6:15 PM controlled
Grant Road at Taylor Road (eastern 8/26/99 9:00-10:00 AM One-way stop-
intersection) 8/26/99 4:45-6:15 PM controlled
8/17/99 8:30-10:00 AM One-way stop-
Rachel Drive at West Pine Street
. 8/31/99 3:00-4:30 PM controlled
8/19/99 8:30-10:00 AM One-way stop-
Taylor Road at Brad Way 9/2/99 3:45-5:15 PM controlled
2. Level of Service Concept
Level•of service quantifies the degree of comfort (including such elements as travel time,
number of stops, total amount of stopped delay, and impediments caused by other
vehicles) afforded to drivers as they travel through an intersection or along a roadway
section. It was developed to quantify the quality of service of transportation facilities. In
general, level of service is based on total delay. This parameter is defined as the total
elapsed time from when a vehicle stops at the end of a queue until the vehicle departs
from the stop line. Level of service ranges from A to F, with an A indicating the most
desirable condition and F indicating an unsatisfactory condition. The SIGCAP2 software
package was used to analyze the signalized intersection at West Pine Street and Front
Street. SIGCAP2 uses the volume to capacity ratio to predict the level of service of each
intersection approach movement.
The Oregon Department of Transportation's policy is to use the volume-to-capacity ratio
to determine level of service. It is important in most cases to examine both the stopped
delay and volume-to-capacity ratio. It may be true that the volume-to-capacity ratio is
low; however, the corresponding delay could be high due to a number of vehicles
arriving during a particular red phase. Likewise, the volume-to-capacity ratio may be
high but result in a low delay value if the majority of the vehicles arrive during a
particular green phase. For the signalized intersection at West Pine and Front (OR99)
considered in this analysis, the lack of traffic signals to the north, south and west of this
intersection result in random vehicle arrivals. Therefore, upstream signals do not
34
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35
CCI1tfd~ POllit Transportation Impact Malysis
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uae a uw fwt
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Note: Numbers in parentheses refer to AM peak hour volumes
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Note: Numbers In parentheses refer to AM peak hour volumes.
39
Celltl'd~ P01l11 Transportation Impact Analysis J
City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
significantly effect the arrival pattern of vehicles (or average vehicle delay) at this
intersection.
In accordance with ODOT policy, volume-to-capacity ratios were used to determine the
level of service of the signalized intersection of West Pine Street and Front Street. The
level of service criteria used to evaluate the signalized intersection is shown in Table 2.
SIGCAP2 assumes that the phasing for the signal being analyzed is set to satisfy the
traffic demand present on all approaches to the intersection. Other software programs
allow the user to manually specify the cycle splits and progression opportunities available
at a given intersection. In this analysis, it is assumed that the signals in Central Point
have been timed relative to the existing demand on all approaches. The SIGCAP2
software provides a useful tool in determining the differential effect of the added traffic
on the overall intersection level of service.
Table 2 -Level of Service Criteria for Signalized Intersections
Lcvcl of Service Volume to Ca acit Ratio er Movement
A 5 0.50
]3 > 0.50 and 5 0.61
C > 0,61 and 5 0.71
C-D > 0.71 and 5 0.75
D > 0.75 and 5 0.84
D-E > 0.84 and S 0.88
E > 0.88 and 5 0.97
E-F > 0.97 and 5 1.00
F 2 1.00
The 1999 Oregon Highway Plan contains mobility standards in the form of maximum
volume-to-capacity ratios for peak hour operating conditions through a planning horizon.
Generally, the planning horizon encompasses anticipated growth and. corresponding
infrastructure needs over a 20-year period. The adopted mobility standards are based on
the identified level of importance of the highway, speed limits, whether the highway is
included in the urban growth boundary, and land use type. In addition, relaxed mobility
standards exist for special transportation areas and roadways within the planning
boundaries of various Metropolitan Planning Organizations (MPO). The classification of
Highway 99 as a district highway and inclusion within an MPO boundary result in a
target future volume-to-capacity ratio of 0.90.
Version 3.1 of the I-Iighway Capacity Software (HCS) was used to evaluate the
unsignalized intersections included in this study. The HCS uses the methodology
described in the 1997 update to the Highway Capacity Manual to derive control delay and
corcesponding level of service. Table 3 shows the level of service criteria for
unsignalized intersections based on control delay. The control delay includes
deceleration delay, stopped delay, and queue move-up and acceleration time.
40
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City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
Table 3 -Level of Service Criteria for Unsignalized Intersections
Level of Service Control Dela ter Vchiclc
A < 10.0 seconds
B > t0A and S I5.0 seconds
C > 15.0 and 5 25.0
D > 25.0 and 5 35.0
E > 35.0 and <_ 50.0
F >_ 50.0
3. Level of Service
The existing levels of service for the signalized and unsignalized intersections included in
the analysis are provided in Tables 4 and 5 for the AM and PM peak hours respectively.
Output sheets generated from SIGCAP2 (for the signalized intersection) and HCS (for
unsignalized intersections) are presented in Appendix B.
Table 4 -Existing Level of Service at Identified Intersections - AM Peak Hour
Dcla and Level of Service b A (roach
Intersection Northbound Westbound Southbound Eastbound
Haskell Street at Wes[ Pine Street 13.2 (B) 8.1 (A) * 22.4 (C) 7.8 (A)
Scenic Avenue at Hi wa 99 7.8 (A * 14.5 7.9 A * 14.1 )
Scenic Avenue at Grant Road 9.1 (A 7.4 (A) N/A N/A
Grant Road at Ta for Road (west) N/A N/A 9.0 (A) 7.3 A)
Grant Road at Ta for Road east 9.0 (A) 7.4 A * N/A N/A
Rachel Drive at West Pine Street N/A N/A 10.6 7.6 (A
Ta for Road at Brad Wa 9.3 (A 7.4 (A) * N/A N/A
Intersection Intersection Volume-to-Ca acit Ratio and Level of Service
West Pine Street at Front Street 0.57 )
NOTE: Values denoted by (*) indicate major street left-tum delays end levels of service. Tha intersection of Taylor end Haskell was
not included in the analysis sincethis intersection artadly only provides stop-control to one approady with minimal traffic volumes.
Table 5 -Existing Level of Service at Identified Intersectitns - PM Peak Hour
Dela and Level of Service b A roach
Intersection Northbound Westbound Southbound Eastbound
Haskell Street at Wes[ Pine Street 10.7 (B) 8.2 (A) * 43.7 (E) 8.7 (A)
Scenic Avenue at Hi wa 99 8.3 (A) * 23.2 (C) 7.9 (A) * 19.4 (C)
Scenic Avenue at Grant Road 9.4 (A) 7.5 (A) * N/A N/A
Grant Road at Ta for Road west N/A N/A 9.5 A 7.5 (A
Grant Road at Ta for Road (east 4.4 (A 7.5 (A * N/A N/A
Rachel Drive at West Pine Street N/A N/A 12.3 ) 7.8 A)
Ta for Road at Brad Wa 9.8 (A) 7.6 (A) * N/A N/A
Intersection Intersection Volume-to-Ca acit Ratio and Level of Service
West Pine Street at Front Street 0.81 (D
-14-
41
City of Cenhal Point
Northwest Area Development
Traffic Impact Analysis
Based on the data provided in Tables 4 and 5, all intersections operate at level of service
`E' or better. The intersection of Haskell and Pine has reduced level of service for the
southbound approach traffic given existing PM peak hour volumes. This intersection
provides the nearest access from the intersection of West Pine and Front to numerous
residences along Taylor Road and Grant Avenue. Heavy traffic along West Pine leads to
reduced gaps in the major street traffic stream for minor street traffic turning from
Haskell.
All other stop-controlled intersection scenarios investigated yielded levels of service of
`C' or better. The signalized intersection of West Pine and Front operates effectively
during the AM peak period. During the PM peak period moderate congestion leads to an
intersection volume-to-capacity ratio of 0.81. However, this intersection currently
operates acceptably given ODOT mobility standards for Highway 99 (Front).
IV. TRAFFIC FROM PROPOSED DEVELOPMENT
I. Land Use Scenarios
Two land use scenarios were investigated for the 200-acre parcel north of Taylor Road.
The first scenario utilizes existing City of Centrai Point zoning, as shown in Figure 6.
The second scenario considers the development of a TOD node within the 200-acre area.
The TOD node incorporates a variety of dwelling unit types as well as mixed use and
commercial areas. The-land uses assumed in the TOD node scenario are presented in
Figure 7.
2. Trip Generation
The City of Central Point produced projections for the number of dwelling units and
employees for developable areas for use in the regional EMME/2 model. The EMME/2
model considers the 200-acre parcel as two separate transportation analysis zones
(TAZs). Likewise, the other two tracts considered in the traffic impact analysis comprise
part of a larger TAZ. The EMME/2 model uses dwelling unit, socio-demographic, and
employment data for each TAZ to predict the number of trips produced by each zone.
Figure 8 displays the TAZs assumed in the EMME/2 model that include the identified
developable areas.
One of the goals of this traffic impact analysis is to allocate responsibility for identified
intersection improvements on a property by property basis. As a result, the large TAZs
assumed in the EMME/2 model had to be broken into sub-zones. The resulting TAZs
used in the traflc impact analysis are provided in Figure 9. Dwelling units were assigned
-ls-
42
ZONING LEGEND
Cefltfal Pofnt Transportation Impact Malysis 4 3
~ M-
~ M-2
R-I
R-I-10
® R-I-B
R-2
® R-L
~ C-I
TOD land Uses
CCIltfdl Point Transportation Impact Malysis 4 4
Single Family Residential
Multi-Family Residential
® Mixed Use
Employment - Commeraal
Employment -General
Gvic
~ Open Space
~~mni~
!~1
v
Cefltfdl POlllt Transportation Impact Analysis 4 5
Ln
Av
0
0
0
A
c9~
~Iq
07
Anhorn Rd
41
4203
CCflffc7~ P0111f Transportation Impact Analysis
North
1000 0 1000 Feet
~i
ac
City of Central Point
Northwest Area Development
Traffic Impact Analysis
to each smaller TAZ based on relative area and dwelling unit densities determined from
local land use ordinances. Home based business employees were assigned to the
individual TAZs in a similar manner. Dwelling units and employees were assigned to
each zone such that the total sum equals the overall values provided by the City for use in
the EMME/2 model. Dwelling unit and employment levels for each TAZ are summarized
in Appendix C.
The trip generation resulting from each TAZ was estimated using data contained in the
Institute of Traffic Engineers (ITE) Trip Generation Manual, Sixth Edition. The manual
provides average rates of trip generation for various types of land use. In general, the trip
generation average rate should be used for the peak hour of adjacent street traffic. The
manual also provides percentage splits for ingress and egress trips during the AM and PM
peak periods. Such splits are important to properly load traffic onto the existing street
network. For instance, commercial developments generally assume close to a 50/50 split
while professional office buildings and the like usually have high ingress in the AM and
high egress in the PM.
Table 6 provides a comparison of ITE trip generation rate generated and EMME/2
predicted traffic volumes resulting from the 200-acre area north of Taylor Road. JRH
was able to procure EMME/2 model outputs from the Rogue Valley Council of
Governments for 1995, 2020 with TOD, and 2020 without TOD land use scenarios. The
comparison provided in Table 6 considers the 2020 without TOD scenario.
Table 6 -ITE and EMME/2 Trip Generation Comparison
EMME/2 TAZ EMME/2 Generated
Tri s ITE TAZ ITE Generated Trips
4041 84
4042 205
4043 42
404 656 4044 47
4045 70
4046 65
4101 37
4102 28
4103 6
410 162 4104 IS
4105 32
4106 37
4107 5
TOTAL 818 TOTAL 670
As shown in the table, the ITE rates reasonably approximate the total volumes predicted
by the EMME/2 model. The ITE rates are based on such variables as dwelling units,
employees, students, etc. The ITE rates most likely produce more accurate total trip
-20- 4 7
City of Cenfral Polnt
Northwest Area Development
Traffic Impact Analysis
forecasts and allow trips to be assigned to each TAZ based on land use. It would be
difficult to assign trips to the network using the broad EMME/2 trip generation totals. In
addition, the EMME/2 model does not consider local streets. The trip generation
calculations provide a better estimate of the anticipated growth in volumes for such local-
street intersections.
For the TOD scenario, the higher density of housing and commercial development
actually creates higher trip. generation totals for the 200-acre parcel based on ITE rates.
However, the TOD design lends to reducing auto trips by providing pedestrian'friendly
routes and access to transit. The reduction in trips resulting from the TOD design was
established by examining EMME/2 produced 2020 AM peak forecasts and ITE generated
trips for the TOD and non-NOD scenarios. The reduction factor is expressed by the
following relationship:
(EMME/2 TOD Trip Total) (ITE TOD Trip Total)
_ (Reduction Factor)
(EMME/2 non-TOD Trip Total) (ITE non-TOD Trip Total)
Based on data obtained from the EMME/2 model, the TOD and non-TOD scenarios offer
virtually the same predicted number of total trips during the AM peak hour (821 and 818
respectively). The trip totals calculated using ITE rates yielded great differences between
the TOD and non-TOD scenario (1290 and 734 respectively for all TAZs). Again, the
larger ITE totals for the TOD scenario result from the higher dwelling unit density and
commercial activity within the TOD design. The fact that the EMME/2 model projects
similar totals for both scenarios indicates that the model assumes a large reduction in trips
resulting from walk, bike and transit trips. Based on the aforementioned trip totals, a
reduction factor of 0.57 results. Therefore, all TAZ trip totals were reduced by 43
percent in the TOD scenario: analysis.
The ITE trip generation rates and inbound/outbound trip distributions assumed in the
analysis for each land use type are summarized in Table 7. The independent variable for
housing is dwelling units while for commercial and industrial uses, the independent
variable is employees.
The residential trip rate used for a given TAZ is dependent on the zoning or assumed land
use for the non-TOD and TOD scenarios respectively. For the non-TOD scenario, areas
zoned R-L, R-1 and R-1-8 assumed the "Single Family Detached Housing" rate. For R-2
zoning the "Apartment" rate was assumed. The TOD scenario considers three dwelling
unit densities. Areas specified as "Single Family Residential" assume the "Single Family
Detached Housing" rate while "Multi-family Residential" developments were considered
to generate trips at the "Apartment" rate. The dwelling units included in the "Mixed
Use" areas were assumed to occur at a higher density than the other two land uses:
-21_ 48
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Therefore, the "Low Rise Apartment" rate was applied to dwelling units within this land
use.
Table 7 -ITE Trip Generation Rates and Distributions
ITE L
d U
ITE C
d AM Peak Hour PM Peak Hour
an
se (
o
e) Tri Rate Inbound Outbound Tri Rate Inbound Outbound
Single Family Detached
Housin 210 0.75 25% 75% 1.01 64% 36%
A nment 220 0.51 16% 84% 0.62 67% 33%
Low-rise A rtment 221 0.47 20% 80% 0.58 66% 34%
S cial Retail 814, 820 0.54 50% 50% 1.95 50% 50%
Li ht Industrial 110) 0.44 83% 17% 0.42 21% 79%
Hea Industrial (120) 0.51 83% 17% 0.68 21% 79%
Service 710 0.48 88% 12% 0.46 17% 83%
School (Junior Hi ) (522) 4.80 57% 43% 1.67 47% 53%
Home-based and service employment totals were assumed to produce trips in accordance
with the "General Office Building" land use. For the TOD scenario, commercial
employment projections produce trips at the "Specialty Retail" rate. The Trrp Generation
Mamtal only provides data for average weekday trip rates. As a result, the trip generation
rate for the AM and PM peak hours are not provided for this specific land use. In order
to assign the contribution of the daily totals to the AM and PM peak hours, data for the
"Shopping Center" land use were utilized. The Trip Generation Manual provides
average weekday and weekday AM peak and PM peak hour trip rates for this land use.
' The trip generation rates shown in Table 7 for the "Specialty Retail" land use were
estimated using the AM and PM peak hour percentages calculated from the "Shopping
Center" land use.
For the school-based employment included in the City forecasts; the "Junior High
School" rate was assumed. Unfortunately, the ITE rates are based on number of students,
not employees. In order to estimate a suitable student-employee ratio, JRH contacted
eight junior high schools. The information obtained from each school surveyed is
provided in Table 8, The resulting average ratio multiplies the ITE data to provide a trip
rate based on employees rather than students.
Finally, no light or heavy industrial activities were considered in the TOD scenario as
provided in the land use assumptions shown in Figure 7. The calculated trip generations
from each TAZ given the TOD and non-TOD scenarios are summarized in Appendix C.
-22-
City of Cenfraf Point
Northwest Area Development
Traffic Impact Analysis
Table 8 -Junior Higlr School Student-Employee Ratio Survey Summary
Site Students Em Flo ces "
l 580 60
2 460 45
3 520 50
4 565 55
5 633 48
6 748 65
7 458 55
8 450 45
Total 4414 423
Ratio 10.43
* Includes teachers, administrators, and classified employees.
3. Trip Distribution and Assignment
Trip distribution allocates the trips determined by the trip generation calculations from
the developable areas to their destinations. In general, the ingress and egress trip
distribution follows the same pattern. That is, if 10 percent of the total egress trips were
considered to travel to a certain destination, 10 percent of the total ingress trips would
travel back to the developable areas from that destination. During the trip assignment
step, the trips are assigned to the local street network serving the study area given the
overall trip distribution. In other words, the trip distribution step assigns trips to general
external areas while the trip assignment step routes these trips to the generalized
destinations given the actual network layout.
Output from the regional EMIvIE/2 model was used to determine the amount of daily
.traffic on all major routes surrounding the developable areas. For the trip distribution
analysis, 2020 AM peak non-TOD EMMI?/2 volumes were used. In order to determine
the distribution of trips, the AM peak hour volumes on all major links radiating away
from the localized impact area were summed. In addition, the sum of all volumes on
major links entering the impact area was determined. The contributions from each link
were determined by dividing the individual link volumes by the total sum for both ingress
.and egress links. The resulting percentages for each link estimate the overall trip
distribution. Figure 10 illustrates the directional E1VIIvIE/2 volumes for the 2020 AM
peak non-TOD scenario. The calculated directional distributions for traffic entering and
exiting the developable areas are provided in Table 9. The PM trip distribution results
from interchanging the AIv1 ingress and egress percentages. This assumption was
required due the lack of PM peak EMIv1E/2 volumes. This method reasonably estimates
the trip generation given that the majority of AM and PM trips are work based and that
employees generally reverse their route when returning home.
-23-
50
995
370
CEl11fal POlllt Transportation Impact Analysis CJ 1
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Table 9 -Trip Disributions Used for Network Traffic Assignment
Li
k EMME/2 Volumes AM Tri r Distribution PM Tri r Distribution
Major
n Inbound Oulhouud /nhound Outbound /nbound Outbound
Hi Inva 99 North 608 339 l8% l0% l0% l8%
Hi hwa 99 South 995 1256 30% 37% 37% 30%
U ton Road N/A N/A 5% 5% 5% 5%
East Pine ([-5) 760 1041 23% 30% 30% 23%
Hanle 370 362 11% ll% ll% 11%
Beall 180 68 5% 2% 2°/n 5%
Scenic 238 180 8% 5% 5% 8%
TOTAL 3151 3246 100% l00% I00% 100%
NOTE: 7tretrip diarihution percuttages for Upton Road were assumed at 5 percent far the AM and PM periods.
During the trip assignment step, vehicles were assigned to the local roadway network by
assuming a shortest path from each TAZ to each generalized external area. Multiple
paths were assumed for certain TAZ-destination combinations to account for TAZs
which reside between two connector links. In these cases it was assumed that traffic from
part of each TAZ would use one route while the remainder would use the other
neighboring connector.
In order to generate assigned trips at each intersection, each TAZ-destination pair was
investigated separately. The amount of traffic on each path depends on the overall trip
distribution, trip generation from the TAZ, and percentage of ingress and egress trips.
Egress trip percentages relate the paths exiting the developable areas. Ingress trips relate
to the paths entering the developable areas. The latter follow the reverse path assumed
for exiting vehicles.
Each path consists of a series of turning movements at local intersections surrounding the
developable areas. The subarea impact analysis model outputs provided in Appendix D
illustrate the amount of traffic generated by each TAZ at each identified intersection.
The total increase in traffic for a given intersection turning movement and TAZ was
obtained by summing the trips on all paths requiring that movement. In order to assign
trips from the currently undeveloped areas, a street network was assumed for the 200-acre
parcel as shown in figure 11. This general street layout provides ample connectivity to
the surrounding street network and draws heavily from the preliminary TOD design.
In order to examine the effect of adding a third railroad-highway crossing, trip paths were
developed for two roadway scenarios. The first scenario examines using only existing
crossings while the alternative assumes that a third crossing will be provided. The
spreadsheet outputs provided in Appendix D consider eight total scenarios for generated
traffic at each intersection. These scenarios encompass all time of day (AM or PM peak),
roadway scenario (with or without third crossing) and land use scenario (with or without
TOD) combinations.
52
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City of Genfral Polnt
Northwest Area Development
Traffic Impact Analysis
V TRAFFIC CONDITIONS FROM PROPOSED DEVELOPMENT
1. Growth Rates
The growth rates in underlying traffic volumes were determined from EMME/2 approach
volume data for 1995 and 2020 AM peak scenarios. The assigned trips from each TAZ
for the AM TOD and non-TOD scenarios were subtracted from the 2020 AM peak
EMME/2 approach volumes to eliminate growth resulting from the proposed
developments. Next, the total percentage growth in underlying approach volumes from
1995 to 2020 was calculated from the EMME/2 data. The twenty-year total growth was
assumed to include 80 percent of the growth calculated using the 1995 and 2020 data (a
25 year time frame).
The approach growth rates for the PM peak period were estimated using AM peak hour
EMME/2 output given the lack of PM peak hour data. The growth on approach links
during the PM peak period were assumed to equal the AM growth rate on adjacent links
carrying traffic away from each intersection. As with the trip. generation analysis, this
assumption considers the fact that most trips are work based and that employees usually
reverse their route when returning home during the PM peak period.
The output from the spreadsheet used to perform the growth rate calculations is provided
in Appendix E: Future traffic volumes for each time of day-land use-roadway network
scenario were obtained. by adding the trips from the trip assignment process to the
calculated 2020 volumes. The resulting future traffic volumes for each scenario are
provided in Appendix F. Figures 12 and 13 provide the underlying 2020 AM and PM
peak hour traffic volumes.
2. Level of Service
Relevant 2020peak hour levels of service for the signalized and unsignalized~
intersections included in the analysis are provided in Tables 10 and 11 for the AM and
PM peak hours respectively: Output sheets generated from SIGCAP2 (for the signalized
intersection) and HCS (for unsignalized intersections) are presented in Appendix G.
-26- 5 3
54
C@flfl'd~ P0111t Transportation Impact Malysis
Fi
`L~~-lj 1~~1 L48(48
lg~ ~ f--65(20)
5~ ,`48(3g)
(8)101
° (26)23--~`1 ~ ~l~'ll
N 34)3-i `20~h~'~
Scenic Av
~ ~ 5(2) '
24(31) t' 'g r2(T)
64(11). ~~~' `~~
a~ (0)0
(41)39.-"- 16 27 ~~ 77)111 g ``Ll
(7)21 "'~. (8) (26 `~ L621
~56`2g,L0~~
~$~l a1
~' 12~~~~~6~ ~,~~ ~~1~
(7> (37) L ~y ~l
26 46 33(28) ' 3 m s o 1k0~ ` ~ l6
'~` 2~ 1 g~'il 0~`
124(75 Q s° ~~1~2 2 ?~gol
(5)41 ~~j112$gp~iy l
(32)61 l t521
v,
1100 I 1101 FN
NuN
Node: Numbers to parentheses refer. to AM peak hour volumes.
55
C8fltfd~ P01111 Transportation Impact Analysis
1111 1 1110 Fwi
Nmlh
Note: Numbers In parentheses refer' to AM peak hour volumes.
56
C@11fCd~ POlflt Transportation Impact Analysis
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Table 10 - 2020 Levels of Service at Identified Intersections - AM Peak Hour
i
r S
i Dela and Level of Service b A roach
on
Inte
sect cenar
o Northbound Westbound ' Southbound Eastbound
Ta lor/I-Iaskell TOD no 3rd crossin 8.0 A * 20.3 C) N/A 12.1 )
k
lVPin Underl 'n traffic 13.5 8.1 A * ..23.3 C 7.8 A
e
e
Has TOD no 3rd crossin .14.8 8.2 A * , i 992;3' 8.3 A
Scenic/H 99 Underl 'n traffic 7.8 A) * 19.7 C 8.1 (A) * 16.1 C)
Scenic/Grant Underl in .traffic 9.2 A 7.4 A * N/A N/A
Grantlfa for Underl in traffic N/A N/A 9.7 A) 7.5 A
Grant/Ta for (E) Underl in traffic 9.3 A 7:5 (A * N/A N/A
Rachel/Pine Underl in traffic N/A N/A 11.1 (B 7.7 A)
Ta lorBrad Underl 'n traffic 9.5 A 7.4 A * N/A - N/A '
Intersection Scenario Intersection Volume-to-Capacity Ratio and Level of
Service
l Underl in traffic. ..0.41 C
Pront
Pine No TOD, no 3rd crossin 0.77 )
NOTE: Values denoted by (•) indicate major street left•tum delays and levels of service.
Table 11:- 2020 Levels of Service at Identified Intersections - PM Peak Hour
Dela and Level of Service b A roach
Intersection Scenario Northbound Westbound Southbound Eastbound
k
ll
/ TOD, no 3rd crossing 8.2 (A) * 29.2 (D) N/A 11.4 (B)
Taylor
I-Ias
e No TOD, no 3rd crossin 8.1 (A) * 28.4 N/A 11.4 )
V
e Underl in traffic 11.4 8.3 A) * >-.43s6 8.7 (A)
Hask
l
Pine TOD, no 3rd crossin 11.4 8.3 A * ' 18 3~J 10.3.
Underl in trafftc 8.5 (A * ~ 5:32t ~ 8.0 A * 26 0
Scenic/H 99
~ TOD, no 3rd crossin 8.9 A * -Y~92~ ' , 8:0 A * 32$4 ~~ ?`'
G Underl 'n treffic 9.6 A 7.5 A * N/A N/A
Scenic/
rant No TOD, no 3rd crossin 10.2 7.6 A * N/A N/A
r
' Underl 'n raffic N/A N/A 10.8 7:7 A
{W)
GranVl
aylo No TOD, no 3rd crossin N/A N/A 1i.9 7.8 A
T
l Underl 'n traffic. 10.4 7.9 A * N/A N/A
or (E)
GranU
ay No TOD, no 3rd crossin 12.4 8.2 A N/A N/A
Underl in traffic N/A N/A 13.2 7.8 (A
I2acheUPine No TOD no 3rd crossin N/A N/A 13.4 7.9 A
Underl in traffic 9.9 (A 7.6 A * N/A N/A
TaylorBrad No TOD, no 3rd crossin 11.4 7.9 (A) N/A N/A
Intersection Scenario Intersection Volume-to-Capacity Ratio and Level of
Service
Underl in traffic 0.83 (D)
No TOD, no 3rd crossin 1:13
Pine/Front TOD, no 3rd crossing 1,13 )
No TOD, 3rd crossin 1.06'
TOD, 3rd crossin 1.07
N0T6: Values denaca by (~) Ineleale major Street Ie1t-tom Belays and levels of service.
57
V
-30-
Cffy of Central Point
Northwest Area Development
"' Traffic Impact Analysis
The results provided in Table 10 indicate that all but one scenario investigated yielded
acceptable levels of service. Table 11 illustrates that the intersections of Haskell at Pine
and Scenic at Highway 99 fail given projected underlying 2020 PM peak hour traffic
volumes. The intersection of Haskell and Pine still would operate at level of service `F'
even if an exclusive left-turn lane were added to the southbound approach. Adding
exclusive left-turii lanes to the east and westbound approaches of Scenic Avenue to
Highway 99yields a 2020 underlying volume level of service of `D'. However, the delay
associated with the westbound approach to this intersection increases the chance of the
vehicle queue extending to the,railroad crossing.
The intersection of Pine and Front yields avolume-to-capacity ratio of 0.83 given 2020
underlying traffiavolumes. This value conforms to the mobility standard assigned by
ODOT to this facility. Adding on the generated traffic from the proposed developable
areas yields unacceptable volume-to-capacity ratios for every scenario investigated. -The
results do indicate, however, that the addition of a third crossing would reduce the
amount of traffic at this intersection as indicated by the lower volume-to-capacity ratio.
The development of the 200-acre parcel, and subsequent connection to Haskell Street,
would produce enough traffic volume to make Haskellthe major street. The low existing
volumes on the current westbound approach to this intersection supplement this
determination.: Given stop-control on the Taylor Road approaches to Haskell Street
yields an acceptable level of service given the worst case scenario of no additional
railroad crossing. Providing the third crossing would greatly reduce the delay
experienced by eastbound vehicles at this intersection. The similar average vehicle delay
values betweenthe TOD and non-TOD scenarios indicate that this variable has little
effect on the traffic loading at area intersections. The existing 60-foot right-of--way will
easily accommodate the addition of this left-turn lane.
City of Central Point officials are currently in the process of drafting a Transportation
System Plan (TS$) for the city. Discussions with planning department personnel '
indicated that Taylor Road wi1J be assigned a "collector" classification while Haskell will
assume an "arterial" classification. This classification scheme lends credence to placing
stop control on the Taylor approaches instead of the Haskell approaches to this
intersection. In addition, all roadways will lie required to meet a minimum level of
service of `D' for all roadway classifications. This minimum level of service was
assumed in all level of service analyses and subsequent mitigation.
58
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City of Cenfrai Point
Northwest Area Development
Traffic Impact Analysis
VI. MITIGATION
1. General Requirements
This section provides suggested mitigation measures for intersections throughout the
traffic impact analysis area which are negatively effected by the proposed developments.
In some cases, alternate level of service runs were performed in order to examine the
effect of various improvements'on intersection levels of service: The outputs from these
subsequent runs are provided in Appendix H.
Although the intersection of Haskell and Taylor would operate at an acceptable level of
service given future traffic volumes and single approach lanes, an exclusive left-turn lane
should be provided for northbound traffic at this intersection. This recommendation
results from the heavy northbound left-turn volume from Haskell onto Taylor. Without
providing an exclusive lane, the interaction between left-turning and through vehicles
increases thereby increasing the risk of a rear-end accident.
All other proposed transportation link§ radiating out of the. 200-acre parcel would operate
~~ acceptably at theirintersectionswith the surrounding roadway network given single
approach lanes and stop control. On Grant Road the amount of projected traffic is very
~. - low thereby allowing ample'gaps in the traffic stream to accommodate entering traffic.
The Donna Way extensiomto Taylor Road and opposing link from the 200-acre parcel
would operate at amacceptable level.of service given the'relatively low volumes on
- Taylor Road. Since this intersection does not currently exist, underlying traffic volumes
in the east and westbound directions were estimated using turning movement data from
the intersection of Taylor and Brad: In the level of service analysis performed for this
intersection, all movements were assumed to serve a minimum of 10 vehicles per hour
even though the trip assignment yielded zero-volume movements." Applying this
minimum threshold accounts for the increased connectivity resulting from the Donna
Way extension. This extension provides an additional connection between Taylor Road
and Pine Street. Finally, a peak hour factorof 0.80 was assumed for all movements at
this intersection. Based on the calculatedtraffic volumes, this intersection would operate
at level of service `C' given single approach lanes and stop control on Donna Way and
the worst case AM and PM volume: scenario.
The link from the 20-acre parcel to Scenic should be sited as far from the intersection of
Scenic and Highway 99 as possible: Providing adequate spacing reduces the risk of
traffic on the Scenic connector being blocked by the vehicle queue extending from the
westbound approach of Scenic at Highway 99. The heavy volumes on the northbound
approach to this new intersection are almost all right turns that assume little or no delay,
especially given the low traffic volumes on Scenic Avenue: Finally, the addition of a
third crossing would reduce the amount of westbound left-turn traffic at this new
intersection from 104 to 39 during4he PM peak hour. The lower left-turn volume
59
v -32-
City of Cenhal Point
Northwest Area Development
TrafFc Impact Analysis
decreases the risk of through vehicles interacting with left-turn vehicles into the 200-acre
parcel.
Finally, the assumptions used to develop the trip generation for the TOD scenario, which
were gleaned from data obtained from the regional EMIvv1E/2 model, relied heavily on trip
reduction resulting from improved pedestrian, bicycleand transit access. As stated
previously, the land uses assumed for the TOD alternative actually create many more
trips than the non-TOD scenario without considering this reduction in trips. Should the
TOD scenario be employed and pedestrian, bicycleand transit trips do not reach the
levels predicted by the EMIVIE/2 model, then the amount of traffic added to each
intersection within the identified impact area would increase significantly. Such added
traffiawould tend to exacerbate the problems identified at the intersections of Scenic at
Highway 99, Haskell at Pine and Pine at Front...
2. Intersection of Pine and Front
A variety of additional level of service runs were performed at this intersection in order
to examine the effect of various geometric and signal timing improvements. The volume-
to-capacity ratio.and corresponding level of service for each scenario investigated are
provided in Table 12. Again, the outpukfrom the SIGCAP2 software used to perform the
level of service runs are provided in Appendix H. The goals of the mitigation include
maintaining an acceptable volume-to-capacity ratio given ODOT mobility standards. and
minimizing the westbound queue ength to reduce vehicle-train crossing interaction,
The results provided in Table 12 indicate that the level of service could be greatly
improved by simply allowing a through movement in the current exclusive left-turn lane.
However, the resulting volume-to-capacity ratio just exceeds the mobility standard
assigned to Highway 99 by ODOT. In addition, the queue length on the westbound
approach to the intersection extends 350 feet, increasing the chance of vehicle-train
crossing interaction. Providing permitted left turns in addition to allowing through
movements on the existing eastbound left-turn lane decreases the volume-to-capacity
ratio and westbound queue length. In general, it is favorable to direction separate
approaches with high volumes (especially left-turn volumes). in order to minimize the
interaction between through and left-turn vehicles on a particular approach. Direction
separating the east and westbound approaches eliminates the need for left-turn vehicles to
stop and wait for a gap in the apposing traffic stream. Such. unopposed left-turn scenarios
generally. lead to reduced rear-end accident frequenoy resulting from driver
inattentiveness.
Leaving the existing signal phasing pattern as-is and supplying a greater cycle length
reduces the volume-to-capacity level to a marginal 0.90, provided thaYthe eastbound
shared through and left-turn lane is provided. Long cycle lengths. allow for more time to.
be allocated to each approach thereby increasing the chance that the standing vehicle
60
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n
City of Cenfral Pont
Northwest Area Development
Traffic Impact Analysis
queue will cleaz during the green phase.. However, the longer resulting red phases. tend to
increase the length of the standing queue. Providing the 120-second cycle length at this
intersection, given the existing phasing pattern, yields a queue length in excess of 400
feet for.the westbound approach.
The effect of the phasing pattern on volume-to-capacity ratio was also investigated for.
this intersection. Instead of providing directional separation for the east and westbound
approaches to this intersection, the effect of changing the phasing to allow protected left
turns from these approaches was investigated. In order to provide protected left-turn,,
phasing, exclusive left-turn lanes must exist on the east and westbound approaches:. The
first tun considered simply re-striping the existing lanes to provide an exclusive left-turn
lane and shared through and right-turn lane. As shown in Table 12, this phasing and lane
geometry scenario would result in an unacceptable level of service. Further analysis
showed that adding exclusive right-turn pockets on the east and westbound approaches
Table 12 -Additional Level of Service Run Results -Pine at Front
Intersection Volume-to-Capacity Ratios. and Levels of Service
and Westbound A roack Queue Len hs
Improvement Investigated PMTOD with Third PMTOD without AMTOD without
Crossing Third Crossing Third Crossing .
V/C eue V/C V/C eue
1) Allow through movement on
0.93' (E)
349 feet
1.00 (F) 0.72
365 feet
westbound left-tum lane C I))
2) Change east/west phasing to 0.89
~) 222 feet 0.93
(E)
0.65 (C)
225 feet
rmitted left turns
3 Both 1 And (2 0.77 254 feet 0.84 -E) 0.65 (C 225 feet
4) Existing layout with 120-second 1.03 (F) 479 feet 1.10 (F) 0.74 (D) 497 feet
cle len
5) Same as (4) but with through
movement allowed on westbound 0.90 (E) 460 feet .0.97 (E) 0.69; (C) 475 fee[
left-turnlane
6) Exclusive left-tum lanes on
east/west appttiaches with 0.95 (E) 491 feet 1.05 (F) 0.89 (E) 489 feet '
rotected left-turn basin
7) Same as (6) with exclusive right 0
85
tum lanes added to east and west .
(D E) 383. feet 0.92 (E) 0.74 (D) 388 feet
a roaches
8) Same as (1) with exclusive
right-turn Zane addedYo
0.89 (D)
343 feet
0.97 (E) 0.71
359 feet
southbound a roach (C D)
9) Same as (1) with exclusive
right-tum lanes added to east and 0.83 (D) 268 feet 0.91 (E) 0.68 (C) 333 feet
westbound a roaches
NOTE: V/G = volumelo-capacity ratio
V
-34-
City of Cenfral Polnt
Northwest Area Development
Traffic Impact Analysis
would improve the volume-to-capacity ratio to 0.85. However, the lattektwo scenarios
both yield extremely long queue lengths on the westbound approach'
The final two scenarios investigated assumed that the current phasing pattern would be
maintained at this intersection and that a through movement would be allowed on the
westbound left-turn lane. The results indicate that providing an exclusive right-turn
pocket on the southbound approach would improve the intersection volume-to-capacity
ratio to an acceptable-0.89; Providing exclusive right-turn lanes on the east'and
westbound approaches'rather than the southbound approach further improves the
intersections operation.' Providing right-turn lanes on both approaches yields avolume-
to-capacity ratio of 0.83 while providing aright-turn lane on either the eastbound or
westbound approaches results in a value of 0.88. In the latter case the queue lengths,`
would be comparable to those predicted for the southbound right-turn lane scenario.
Providing exclusive right-turn lanes on the east and westbound approaches yielded the
shortest westbound queue length of all non-permitted left-turn scenarios investigated.
Therefore, imorder to accommodate development in the identified areas, the intersection
of Pine and Front must be improved by either adding an exclusive southbound right-turn
lane or eastbound and/or westbound right-turn lanes. Adding both the east and
westbound right-turn lanes produces short westbound queues thereby reducing vehicle-
railroad crossing interaction: In addition, the predicted volume-to-capacity ratio allows
for additional traffic to be added to the intersection without dropping below the mobility
standards adopted by ODOT. Finally, as indicated by,the level of service results
provided in Table 12, none of the non-permitted left-turn scenarios would provide
acceptable levels of service without the addition of a,third railroad crossing. Major
reconstruction would be required to accommodate added traffic at this intersection in the
absence of a third railroad crossing.
Field investigations indicated that the southbound approach would most easily
accommodatethe addition of ar exclusive right-tum lane. Installing a southbound right
turn lane would be of great benefit given the high right-turn volume on this approach
during the PM peak hour. The west and eastbound approaches have limited right-of--way
available. In addition, construction of an exclusive right-turn lane on the eastbound
approach would be complicated given the close spacing between the railroad and the
highway. Installing the right-turn lane may require that. some of the poles used for the
spanwire signal assembly be moved further from the intersection. At most, the poles at
the, northwest and southwest corners of the intersection would require relocation:
3. Intersection of Haskell and Pine
In order to determine the need for signalizing the intersection of Haskell and Pine, signal
warcant analyses were performed. The United States Department of Transportation
Federal Highway Administration (FHWA) has developed a number of traffic signal
62
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Cffy of Central Point
Northwest Area Development
Traffic Impact Analysis
warranttests to help transportation engineers estimate the need for replacingstop-
controlled intersections with signal control These warrants are provided in the Manual
wr Urrlform Trgffrc Control Devices (MUTCD). The current revisions of the signal
warrants were obtained from the FHWA Internet site. The revised warrants are expected:
to be included in the next release of the MUTCD. The seven current signal warrant tests
are listed below:.
- Warrant 1 -Eight-hour vehicular volume
- Warrant 2 -Four-hour vehicularvolume
- Warrant 3 -Peak hour
- Warrant 4 -Pedestrian volume
- Warrant 5 -Coordinated signal system
- Warrant 6 -Accident experience
- Warrant 7 -Roadway network
Warrants 4, 5 and 7 seldom apply. Warrant 1 is applied in situations where a high major-
street flow rate results in excessive delay to minor street vehicles. This warrant requires
that certain volumes exist on the major and minor approaches for eight different hours ,
during a typical weekday. Two conditions could lead to the need to install a signal based
on this warrant. The first condition, entitled "Minimum Vehicular Volume", compares a
medium major street flow rate to a high minor. street flow rate. The second condition,
entitled "Interruption of Continuous Traffic", compares a high. major street flow rate to a
lower minor street flow rate.
The need for a traffic signal under Warrant 2 is determined by plotting the hourly
volumes considered in the Warrant 1 analysis on charts supplied in the MUTCD. In
order to meet this signal warrant, four of the plotted .data points must lie above the
appropriate curve in the chart. The curve to use depends on the number of lanes present
on certain intersection approaches. .
The peak hour warrant (Warrant 3) is normally only used in special circumstances where
large vehicle discharges occur over a particular hour. There are two conditions that could
require a signal based on this Warrant. The first requires that for any hour during the day
the total delay experienced by the higher volume minor street approach exceeds 4
vehicle-hours, that the minor street volume exceed 100 vehicles per hour, and that the
total entering volume into the intersection exceed 800 vehicles per hour.. The second
condition requires plotting hourly major and minor street volumes. In order for this .
condition to be satisfied, one of the data points must reside above the appropriate curve in
the MUTCD supplied chart.
Warrant 6 requires an investigation of intersection traffic accidents. In Oregon,
intersections meeting Warrant 6 generally. have a higher priority for signal installations
than other warrants
v
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63
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Given the high amount of discharging traffic from North Haskell onto Pine during the
AM and )?M peak hours (each exceed l00 vehicles per hourwitHbut considering peak
hour factors), Warrant 3 was investigated first. During the PM peak hour the total
entering volume at this intersection exceeds 800 vehicles perhour and the total
discharging volume fromNorth Haskell exceeds 100 vehicles per hour. Given the
predicted high average delay per vehicle values and volumes for the southbound
approach, the total approach delay easily exceeds 4vehicle-hours. Therefore, test 1 of
Warrant 3 is satisfied for this intersection. Adding a signal at this intersection given the
existing lane geometry would yield avolume-to-capacity of 0.77 given the worst case
scenario of 2020 AM TOD traffic without a third crossing. The analysis assumes
directional separation for all approaches. The level of service at this intersection would
be greatly improved given the addition of a third railroad crossing:
4. Intersection of Scenic and Highway 99
The intersection of Scenic and Highway 99 was also investigated using the signal warrant
methodology described above. As with the Haskell and Pine intersection, this
intersection meets signal warrants given traffic added by the new developments under test
1 of Warrant 3. Adding a signal at this intersection would reduce the chance of long
queues accumulating on Scenic Avenue and interacting with the existing railroad parallel
to Highway 99. 'When signalized, this intersection would closely resemble the
intersection at Beall and Highway 99. Separating left and right-turn movements on the
eastbound approach would further reduce the length of the standing queue. Given the
fact that the'traffic volumes are lower at this intersection than at Haskell and Pine and
that more capacity is provided, this intersection would operate at an acceptable level of
service given all land use-roadway network scenarios investigated.
Finally, it may be advantageous to include left-turn pockets at the intersection of all
major proposed links within the 200-acre parcel. Such pockets would increase the
capacity of all internal intersections thereby reducing delay. Also, left-turn pockets on
the major street would reduce the interaction between left-turning and through vehicles.
The proposed developments would have minimal effects on the intersections of Hanley at
Beall and Grant at Beall given the low amount of existing traffic at these facilities. At the
intersection of Hanley and Beall, the only movement with a marked increase in volumes
is a right-turn movement. Generally, right-turn movements assume very little delay since'
only one traffic stream opposes the movement. At this intersection the right-turn volume
in question occurs from the major street. Therefore the delay for these movements is
negligible. At the intersection of Grant and Beall the majority of added traffic occurs for
the stop-controlled southbound left-turn mo4ement. To accommodate the traffic at this
intersection the City could consider adding an exclusive left-turn lane on this approach.
The mitigated intersection lane geometries and controls are summarized in Figure 14.
-37-
64
i
,:
~.
0
__
NoNi ~
Note: Arrows shown as hollow indicate optional
intersection improvements.
C@I1fCdI POllit Transportation Impact Malysis 6 5
Clty of Cenral Point
Northwest Area Development
Traffic Impact Analysis
5. Third Railroad-Highway Crossing
Currently only three links connect the entire western portion of Central Point to Highway
99. The crossing at Scenic currently serves very little traffic in comparison to the other
two crossings. The intersection of Beall and Highway 99, which is currently signalized,
connects slightly more residents to Highway 99 than the Scenic connection. The Pine
' and Front intersection produces by far the-most traffic emanating from West Central
Point to the east. Without the addition. of a third crossing, the amount of traffic added to
this intersection would produce a very poor level of service. Adding the third crossing
allows for the inclusion of low cost improvements to accommodate the added traffic at
this intersection.
Additionally, the assumptions included in the TOD scenario traffic assignment stem from
a trip reductionfactor calculated using EMIvIE/2 output. Should the amount of walk,
bike and transit trips anticipated by the model not be realized, the amount of traffic at
area intersections would exceed that resulting from the non-TOD scenario; Providing the
third crossing!would alleviate problems resulting from uncertainty in EI\~/2 predicted
TOD volumes,:
Another argument for including the third railroad-highway crossing stems from safety
issues resulting from buses crossing the railroad tracks on Scenic Avenue. Oregon law '
requires that all buses stop before traversing across a railroad crossing. Buses travelling
westbound hang into Highway 99 slightly when stopping at the railroad crossing (the
spacing is approximately 36 feet while buses are 40 feet in length).. This provides an
unsafe operation as buses risk being struck by vehicles traveling southbound on Highway
99. A similar problem exists at tha major intersection of Pine and Front Streets.
Providing the third crossing could improve the spacing between the railroad and the
highway thereby eliminating the chance of a stopped bus hanging into Highway 99. In
order to increase the spacing, the highway may require slight realignment upon
construction of the new intersection and crossing. In addition, the signal may be setup
with directional separation thereby eliminating the need for exclusive left-turn lanes on
Highway 99. This would reduce the width of the highway, providing extra spacing
between the railroad and highway. In summary, the third crossing would provide safe
access for buses travelling to the west side of Central Point.
ODOT generally only considers adding additional railroad crossings if other low volume
crossings can be closed in the vicinity of the proposed crossing. The crossing at Scenic
will become very important given the. development of the 200-acre parcel. In addition,
the Beall Lane crossing provides the only access to Highway 99 for southwest Central
Point residents. Closing either of these crossings would greatly exacerbate the projected
congestion at the intersection of Pine and Front.
39 6 6
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Another crossing exists north of Scenic Avenue, and based on ODOT surveyed trail-ic
volumes this crossing serves very little daily traffic volume (Seven Oaks crossing).
Closing this crossing would yield very little disruption to predominate traffic trends in
northwest Central Point. Currently only 5 or 6 residences exist along Seven Oaks.
Closing this crossing would offer the added benefit of calming traffic along this road.
Residents could still gain access using Scenic Avenue without significantly altering their
usual route.
Additional benefits of the third railroad crossing that were previously identified are
summarized below:
1) A significant reduction in traffic volumes at the intersection of Front and Pine would
result from the addition of the third crossing. 'Without the third crossing, extensive
reconstruction would be required to accommodate the. added traffic from the new
developments.
2) The third crossing would reduce the amount of left-turn traffic onto the link from the
200-acre parcel to Scenic Avenue. The reduction in traffic would reduce the risk of
rear-end accidents and vehicle-railroad crossing interaction -
3) The proposed signal at Haskell and Pine would operate much more efficiently given
the third railroad crossing.
~~ 6. Cost Allocation
Cost calculations were performed using ODOT and City of Medford Public Works
provided average: bid prices for various construction items. The preceding sections
outlined a number of required and optional improvements for existing intersections and
improvements within the developable areas. The cost of each of these improvements is
provided in Table 13. Bid price and construction cost summaries are provided in
Appendix I.
For external intersection improvements, the:increase in traffic resulting from each TAZ
was investigated. Such a comparison allows for the development of cost allocation
percentages based onthe relative increase in traffic resulting from each property (TAZ).
Given the uncertainty in path choice for residents and patrons entering the developed
areas, cost allocation percentages forinternal area improvements were based on total PM
peak hour trip distribution from each TAZ.
Tables 14 through 17 provide the percentages of added traffic from each TAZ to the
external intersections of Scenic at Highway 99, Haskell at Pine, Pine at Front and Haskell
at Taylor respectively. Table 18 lists the amount ofl'M peak hour trafficresulting from
each TAZ within the 200-acre developable area. The Donna Way extension serves traffic
-40- 6
City of Cenfral Point
Northwest Area Development
Traffic Impact Analysis
Table 13 -Cost Estimates for Proposed Mitigation. Measures
Re aired Ertemal Literscction Im rovements
/nterseetion Im rovement Estimated Cost '
Si alizaGon of Scenic at I-Ii hwa 99 $380,000
Si alization of Haskell at Pine $130,000
131 t-tam kel southbound Pine and Front a roach $33,663
Left-tam lane northbound Haskell at Ta fora roach $13,456.
O tional Ertcrnal Intersection Im trovcments
Intersection Im rovement Estimated Cost
Left-tam lane southbound Grant and Beall a roach $19 190 ,
Left-tam lane eastbound Scenic and Hi wa 99 a roach $19 190
)3e aired Internal Roadwa Additions
Intersection Improvement Estimated Cost
Collectors within 200-acre area $2,060,640
Arterials within 200-acre area $3,285,600
O tionalInternalRoadtvu Additions
Intersection lm rovement - Estimated Cost " '
TOD related im rovements $75,000
Donna Wa ertension to Ta for }3oad $456,600
Third Railroad-Hi hwa Crossin
Intersection Im rovement Estimated Cost
At- ade railroad crossin $380,000
Grade-se amted railroad crossin $3,010,000
Table 14 -Traffic Contributions at Scenic and Highway 99 by TAZ
TAZ With TOD Desi n Without TOD Desi n
4041 7.7% 10.6%
4042 9.8%. 12.1%
"4043:- - 8.7% 5.8%
-4044 10.4% 6.3%
4045 8.2% 8.7°/a
4046 21.9% 28.5%
4101 3.3% 4.3%
4102 3.3% 2.9%
4103 3.3°/a 0.5%
4104 8:2% _ 1.4%
4105 ' 6.6% !7.2%
4106 3.3% 4:3%
4107 1.6% 0.5%
420 L 2.2% 3.9%
4203. 1.6% 2.9%
Total 100.0% 100.0%
NOTE:.Pacenlages are based on PM peak hour generated volumes assuming the addition of a thnd railroad aossing,
41 6 °
n ' I"
City of Central Point
Northwest Area Development
Traffic Impact Analysis
Table 15 - Traftic Contributions at Haskell and Pine by TAZ
TAZ With TOD Desi n Without TOD Desi n
4041 0.0% 0.0%
4042 13:1% 17.8%
4043 0.0% 0.0%
4044 0.0% 0.0%
4045 0.0% 0.0%
4046 0.0% 0.0%
4101 9.3% 16.2%
4102 3.3% 3:8%
4103 4.4% 0.5%
4104 27.9% 4.3%
4105 23.5% 24.9%
4106 4.9% 8.6%
4107 0.0% 0.0%
4201 8.2% 14.6%
4203 5.5% 9.2%
Total 100.0% 100.0%
NOTC: Percentages are based on PM peak hour generated volumes assuming theaddhion ofa third railroad crossing
Table 16 - Traffic Contributions at Pine and Front by TAZ
TAZ With TOD Desi n Without TOD Desi n
4041 9.9% 13.8%
4042 11.4% 14.8%
4043 9.5% 6.9%
4044 10.3% 7.5%
4045 11.4% 12:0%
4046 8.0% 10.6%
4101 3.4% 5.6%
4102 3.6% 4.0%
4103 3.8% 0.5%
4104 9.9% 1.5%
4105 8.2% 8.4%
4106 3.4% 5.8%
4107 1.9% 0.4%
4201 3.2% 5.1%
4203 1.9% 3.1%
Total 100.0% 100.0%
NOTL+: Percentages are based on PM peak hour generated volumes assurtting the addition of a third railroad crossing
~%
-42-
69
Clty of Cenfral Polnt
Northwest Area Development
Traffic Impact Analysis
Table 17 -Traffic Contributions at Haskell and Taylor by TAZ
TAZ With TOD Desi n Without TOD Desi n
4041 0.0% 0.0%
4042 12:5% 17.8%
4043 0.0% 0.0%
4044 0.0% 0.0%
4045 0.0% 0.0%
4046 0.0% 0.0%
4101 8.9% 16.2%
4102 3.1% 3.8%
4103 4.2% 0.5°/a
4104 26.6% 4.3%
4105 22.4% 24.9%
4106 8.9% 16.2%
4107 5.7% 1.6%
4201 7.8% 14.6%
4203 0.0% 0.0%
TOhll 100.0% 100.0%
rvV CE: Yerceniages are based on YM peak hour genereted volumes assuming the addition of a tlfud railroad crossing.
Table 18 - PM Peak Hour Trip Generation Percentages by TAZ for 200-acre Parcel
TAZ With TOD Desi n Without TOD Desi n
4041 10.5% 15.1%
4042 12.2% 16.3%
4043 10.5% 7.4%
4044 10.9% 8,2%
4045- 11.7% 12.9%
4046 8.4% 11.7%
4101 3.6% 6.0%
4102 3.9% 4.1%
4103 4.0% 0.6%
4104 10.2% 1.7%
4105 8.6% 9.5°/a
4106 3.4% 6.0%
4107 2.1% 0.6%
Total 100.0% 100.0%
NOTE: Percmfages are haled on PM peak hour generatodvolumes assumingthe addition of a Lhird railroad crossing.
accessing and departing TAZ 4201. The cost estimate for this improvement assumes a
bridge construction cost of $75 per square foot. Construction cost estimates do not
include mobilization, right-of--way acquisition, contingency or engineering fees.
-43-
~~
City of Cenfral Polnt
Northwest Area Development
Traffic Impact Analysis
Based on the values provided in Table 13, agrade-separated railroad crossing would
require immense expense as compared to an at-grade intersection. The cost provided for
this option does not include required connections back to Highway 99. The grade-
separated crossing would limit the amount of developable area within the 200-acre parcel
and would require the purchase of additional right-of--way.
-44-
~.
I N T E R
MEMO
O F F I C E
To: Honorable Chairman and Commissioners
From: Lee Brennan, Public Works Director
Subject: Submittal of Memorandum and Staff Report for the Temporary Mobile Home Placement
on Pittview Avenue and the Staff Report for the proposed Cedar Shadows Phase 2
Development
Date: December 3, 1999
Attached are the subject two items for your review and consideration at the upcoming planning
commission meeting scheduled for December 7, 1999. If you should have any questions, or need any
additional information regarding these two items, please call.
I N T E R
MEMO
O F F I C E
To: Honorable Chairman and Commissioners
From: Lee Brennan, Public Works Director
Subject: Temporary Mobile Home to Be Located at 721 Pittview Avenue, Central Point
Date: December 1, 1999
The Applicant's, Louis and Penny Barker (who reside at the subject location) are applying for the
temporary placement of a mobile home on the subject property. The temporary placement of the
mobile home at the subject property is reportedly needed to be able to provide care for Mrs. Barker's
mother, Mrs Betty McCartney.
Review of the property indicates that all utility infrastructure can or is presently serving this property. If
the Applicant should choose to connect to the City water system at a later time, then a separate service
lateral and meter to each dwelling unit (i.e the house and the mobile home) would be required. The
Applicant would then have to pay the applicable system's development charges and connection fees
for connecting to the City's domestic water system. Because of the presence of the water well on the
property, either appropriate backflow prevention assemblies would need to be installed immediately
behind the water meters, or the existing well would have to be abandoned or sealed in accordance with
the requirements of the Oregon Health Division and the Oregon Water Resources Department.
The applicant will need to work with and meet all the requirements of Bear Creek Valley Sanitary
Authority (BCVSA) for connection of the mobile home to the City's/BCVSA's sanitary sewer collection
system.
In regards to whether the parks and streets system development charges (SDCs) should be applied to
the temporary placement of the mobile home, it is the Public Works Department opinion that the SDCs
would not be applied to the temporary placement of the mobile home. Our opinion is based on the
following:
^ Based on the reported condition of the tenant who will occupy this temporary dwelling, it is not
expected that the allowance of a temporary. placement and occupancy of the mobile home will
have any temporary or long term impact to the streets and parks systems.
^ The dwelling is only to be placed as a temporary residence. The City does not normally charge
other temporary residences or businesses for street and park SDCs.
In regards to whether the Applicant will be required to make infrastructure improvements to Pittview
Avenue, it is the Public Works Department's opinion that improvements to Pittview Avenue would not
be required as the "improvements" to the property (i.e the placement of the mobile home) is considered
to be temporary in nature, and thus the requirements for improvements to Pittview Avenue would not
be applicable in this situation.
CITY OF CENTRAL POINT
DEPARTMENT OF PUBLIC WORKS
STAFF REPORT
for
CEDAR SHADOWS PUD
PW#99073
Date:
Owner/
Applicant:
Project:
Location:
Legal:
Zoning:
Area:
Units:
Plans:
Report By:
Purpose
December 1, 1999
Estate of Russell Slack, Attorney Representative Doug Gand
313 South Ivy Street
Medford, OR 97501
Cedar Shadows Planned Unit Development, Phase 2
East of Intersection of Freeman Road and Ash Street
T37S, R2W, Section 11A, Tax Lot 900
R-3, Residential Multiple-Family District
0.26 Acres.
4 lots
1 page entitled "Tentative Subdivision -Cedar Shadows, Unit 2", dated
November 19, 1999, prepared by Eagle-Eye Surveying Corporation.
Lee N. Brennan, Public Works Director
Provide information to the Planning Commission and Applicant (hereinafter referred to as "Developer")
regarding City Public Works Department (PWD) standards, requirements, and conditions to be
included in the design and development of the proposed residential planned unit development. Gather
information from the Developer/Engineer regarding the proposed development.
Review Nofe: This partition application was submitted as an addendum to the Cedar Shadows
PUD. As such, the requirements established for the Cedar Shadows PUD and the Mock
Partition would be applicable to this second additional phase of development. Previously
approved development on Tax lot 301 is for a minor partition (hereinafter referred to as the
"Mock partition". The Cedar Shadows PUD needs vehicular and pedestrian access across lot
301. This staff report is based on the assumption that suitable access acrass;tax lot 300 can be
obtained by the Developer to meet the requirements of the City.
Special Requirements
Existing Infrastructure: The Developer shall demonstrate that all connections to existing
infrastructure (i.e. streets; water, sanitary sewer, storm drain systems; natural drainage
systems; etc.,) will not interfere with or provide for the degradation of the existing effective level
of service or operation of the infrastructure facilities, and that the existing infrastructure facilities
have either adequate capacities to accommodate the flows and/or demands imposed on the
existing infrastructure as the result of the connection of the proposed development's
infrastructure, or will be improved by and at the expense of the Developer to accommodate the
additional flows and/or demands; while maintaining or improving the existing level of service of
the affected facility, as approved by (as applicable), the regulatory agency, utility owner, and/or
property owner involved.
Shadow Wav: In approval of the construction plans for the Cedar Shadows PUD, it was
understood that if the property was ever developed to the north of Shadow way (i.e the subject
tax lot) that the access road (Shadow Way) would be improved to meet the conditions of the
City and County for connection to Freeman Road. These include major changes to the
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approach slope and width of the road. The City will require that a standard driveway approach
be installed with a 30-foot "throat. This thirty foot "throat" or street width will be extended to a
minimum of 25 feet behind the sidewalk and then be tapered to the 24 foot width of the road.
The first 25-feet of this approach (as measured beginning at the back of the sidewalk), shall be
at a maximum grade of 3% and be graded so as not to create a "high-center" point at the back
of sidewalk. The maximum grade for the remainder of the private street shall be 12 percent.
The concrete driveway approach may be deferred to a later date, as approved by the City
Administrator and as executed in a suitable agreement. However the approach road and lots
must be designed to incorporate the final design of the improvements of the driveway approach
and road widening when Freeman Road is widened.
3. U- Sipht-Triangles: Field review of this property's access to Freeman Road indicates that the
sight-triangles are currently blocked by topography, trees, and other obstructions that do not
afford the proper sight triangles fora "residential access" or "local street" that connects to a
secondary arterial (the classification for Freeman Road), which requires a 55-foot sight triangle.
The Developer ~$~ul~be„r~qujlC~Sl,to make_arrangements with, the_~dj~c~nt,property,owners to
o t`F-ain the proper sight tr~nglQS, clear of obstructions, prior to the initiation of new development
on this partition. This includes removal of the large diameter tree on the subject tax lot's
frontage with Freeman Road.
3._~~ Sidewalks: The City PWD is recommending thafa 5~oot wide side~alk section (with a
BFI suitable public ingress and egress easement requirement) be provided overlying the public-
~,,~ utility-easement or partitioned properties and/or lots to facilitate pedestrian traffic. The sidewalk
`~7 would be installed as part of the development and will be maintained by the property owner,
similar to the City's current ordinance requirement.
3. Storm Drainage Infrastructure: It is our understanding that the storm drainage infrastructure
will be privately operated and maintained. A suitable system will need to be designed for a
minimum 10-year storm event, designed to the City's Public Works Department's Standard
Specifications and Details (PWD Standards), or as otherwise approved by the City
Administrator or his designee. The discharge point and potential retention of storm water run-
off shall be coordinated with aspects of the proposed development to provide an aesthetically"
pleasing, efficient, and low maintenance facility. Any storm water retention facilities shall be
suitably landscaped; designed to mitigate erosion and sediment and hydrocarbon deposition;
and to mitigate the "attractive nuisance' hazards associated with these facilities. If applicable,
the Developer shall also secure written permission to connect/discharge into adjoining storm
water conveyance facilities managed by other jurisdictional agencies.
4. Water Distribution Sysfem: The four lots of the subject proposed development can be
serviced off of the City's existing 8-inch water main in Shadow Way. Due to the "active" status
of the water line, the necessary water service laterals, meters, and meters boxes shall be
furnished and installed by City personnel, at the Developer's expense.
5. Rights-of -Way: As illustrated on the tentative plan, the Developer shall provide dedication for
expansion of the right-of-way along Freeman Road to 84-feet in width (42-feet each side of
centerline). This will require dedication of 12-feet of right-of-way from the Developer's property
6\v that fronts Freeman Road. Provide suitable and acceptable easements for any public works
infrastructure located outside the public right-of-way. A separate 10-foot minimum width public
utilities easement (P.U.E.) should also be required outside the Freeman Road right-of-way and
Shadow Way street section for utility installation.
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6. Improvements to Freeman Road: All improvements to Freeman Road (along the subject tax
~~~;.,lots frontage with Freeman Road) including, but not limited to, street section, curbs, gutters,
~s sidewalks, bikeways, street lights, storm drainage, and traffic control and delineation, shall be
~~~~ coordinated and approved by the JC Roads and the City PWD, and constructed at the expense
\ ~~~, of the Developer as part of the development of the proposed subdivision. Acceleration and
"~ \~' deceleration lanes meeting JC Roads standards may need to be provided at the proposed
~~,ti7 a development's intersections with Freeman Road.
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As approved by the City Administrator, the Developer may request or be required to defer any
or all of the required improvements along Freeman Road until a later date. If any or all of the
improvements are to be deferred to a later date, then the Developer will be required to enter
` into a suitable deferred improvement agreement with the City for the development/improvement
of the street section and appurtenances (i.e. sidewalks, curb, gutter, street lights, storm
drainage, etc.) along the development's frontages with Freeman Road, as required and
a,Sp,~proved by the JC Roads and City PWD.
7. ~s~'~°treetLiphts: A suitable street lighting plan shall also be submitted to provide adequate
~r?~=- illumination for the private street of Shadow Way. A street light meeting City standards will
®~~,~~n~~ed to be installed at the intersection of Shadow Way with Freeman Road.
t~ Gene al
All construction of public improvements shall conform to the City's PWD Standards, the
conditions approved and stipulated by the Planning Commission, and other special
specifications, details, standards, and/or upgrades as may be approved by the City
Administrator or his designee prior to the approval of the construction plans for the proposed
development. During construction, changes proposed by the Developer shall be submitted in
writing by the Developer's engineer to the City PWD for approval prior to implementation.
2. Developer shall provide copies of any permits, variances, approvals, and conditions as may be
required by other agencies, including, but not limited to, the Oregon Department of Fish and
Wildlife (DFW), Oregon Department of Environmental Quality (DEQ), Oregon Division of State
Lands (DSL), U.S. Army Corps of Engineers (ACOE), affected irrigation districts, and JC
Roads.
Prior to approval and acceptance of the project, the Developer's engineer or surveyor shall
provide the Public Works Department with "as-built" drawings. If feasible, the Developer's
engineer or surveyor should provide the drawings in both a "hard copy" form (produced on
Mylarr~") and in a "digital" format compatible with AutoCAD®, or other form as approved by the
City PWD.
As-built drawings are to be provided to the City which provide "red-line" changes to final
approved construction plans that identify the locations and or elevations (as appropriate) of
actual installed items, including, but not limited to, invert, inlet, and rim or lip elevations; spot
elevations identified on drawings; road alignment; water lines, valves, and fire hydrants; water
and sewer lateral stationing; modifications to street section; manhole and curb inlet locations;
street light locations; other below grade utility line locations and depths; etc. Provide a "red-
line" hard copy (on Mylar®), or an approved alternative format, of construction drawings, and if
feasible, an acceptable AutoCAD® compatible drawing electronic file to the City at completion of
construction and prior to acceptance of public infrastructure facilities completed as part of the
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proposed development, or as otherwise approved by the City Administrator or his designee.
4. All elevations used on the construction plans, on temporary benchmarks, and on the permanent
benchmark shall be tied into an established City approved benchmark and be so noted on the
plans. At least one permanent benchmark shall be provided for the proposed development, the
location of which shall be as jointly determined by the City PWD and the Developer.
5. If applicable, all existing concrete, pipe, building materials, structures, clear and grub materials,
and other deleterious materials shall be removed from the site and either recycled or properly
disposed of in accordance with the requirements of the DEO.
6. Easements for City infrastructure (i.e. sanitary sewer, water, and storm drain [if applicable])
should be a minimum of 15-feet wide, and should not split lot lines. Easements for public storm
drainage, sanitary sewer, and water lines should be dedicated to the City and notjust a P.U.E.
Centerline of buried infrastructure shall be aligned a minimum of five (5) feet from the edge of
the easement. If two or more City owned utilities are located within an easement, then a
minimum of 20-foot width should be required. Easement dedications in final deeds or CC&Rs
need a statement which should clearly indicate that easements must be maintained with
suitable, driveable vehicular access to City public infrastructure facilities, as determined by the
City PWD.
Prior to the City PWD final approval of the construction plans for the proposed improvements,
the following should be submitted:
^ A copy of written approval from Fire District 3 of the final street and driveway layout, site
access, fire hydrant placement, and water system improvement plans for the proposed
development.
^ The plans relating to the sanitary sewers should be approved in writing by BCVSA, and
the appropriate signature blocks should be completed on the plans.
^ A copy of written approval from JC Roads regarding Freeman Road improvements (as
applicable) and driveway connections to Freeman Road.
8. Field verify all existing infrastructure elevations and locations (i.e. pipe inverts, curb elevations,
top of banks, ditch/channel inverts, street elevations, etc.), to which the proposed
development's infrastructure will connect into existing improvements, prior to final construction
plan design and submittal for final approval.
9. Overhead power lines. If applicable, coordinate efforts with Pacific Power and Light, US West,
and TCI Cable, to convert any overhead electrical power, telephone, or cable facilities within
the proposed development to underground facilities (including along Shadow Way), prior to the
acceptance by the City PWD of the public improvements associated with the proposed
developmeht. All agreements and costs associated with the conversion of these facilities from
overhead to underground facilities, shall be by and between the utility owners and the
Developer.
10. The accurate locations of any existing underground and above ground public infrastructure, and
the location of the associated easements with these facilities, shall be accurately portrayed
(both horizontally and vertically) on the construction plans and as-built drawings.
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11. The Developer's engineer or surveyor shall provide to the Public Works Department a drawing
of the recorded Final Plat map reproduced on Mylar® and in an acceptable electronic form in
AutoCAD® format. The Final Plat shall be tied to a legal Government corner and the State Plane
Coordinate System. The Final Plat shall either reflect or be later modified to reflect any
applicable "red-line" changes noted in the construction "as-builts", at the discretion of the City
Administrator or his designee.
12. If the proposed development places structures within the 100-year floodzone of Mingus Creek,
the Developer's engineer will be required to explain and provide detail as to what affect the
placement of these structures will have on the floodzone; what affect it will have on the
floodplain elevation and floodzone boundary; and what affects the modification of the floodplain
elevation and floodzone boundary will have on the existing and proposed facilities, and
properties surrounding the proposed development. As applicable, the Developer's engineer
shall determine the existing Base Flood Elevation contours and illustrate the existing
boundaries of the Floodplain and floodway fora 100-year storm event (commonly referred to as
the "Base Flood Event") associated with Mingus Creek, on the construction plans submitted for
the development. The drawings shall also indicate the revised Base Flood Elevation contours
and boundaries of the Floodplain and Floodway expected to occur following the completion of
any development within the identified floodzone (also referred to as the 'Area of Special Flood
Hazard").
Streets/Traffic
Existing Improvements - Freeman Road -Secondary Arterial. Current ROW 60' wide,
varying street width. Right-of Way required: 84-foot width; 42-foot
on either side of centerline. Jurisdiction -Jackson County.
Construction drawings for this Tentative Plan shall include a Street Lighting Plan in accordance
with the requirements of the City PWD or as otherwise approved by the City Administrator or his
designee. The construction drawings shall include clear vision areas designed to meet the
City's PWD Standards.
The Developer's engineer shall, at the cost of the Developer, evaluate the strength of the native
soils and determine the driveway/street section designs to accommodate the expected loads
(including fire equipment) to be traveled on these driveways. If a public street, then the City will
design the required street section.
Storm Drainage, Irrigation Improvements
Developer's engineer shall develop a facility plan for the storm drain collection, retention, and
conveyance system (SD System) which provides for storm water run-off from and run-on onto
the proposed development (either surface run-on or culvert or creek/ditch conveyance), any
existing or future development on adjacent properties, conveyed storm drainage, or surface
water flow (i.e. Mingus Creek), and any areas deemed by the City that will need to connect-into
the proposed development's SD System.
2. Developer's engineer shall determine how SD system will work during 10-year and 100 year
flood events associated with Mingus Creek. Identify the HGL in Mingus Creek during 10-and
100-year storm event, and what affect it will have on the proposed outlets and storm drain
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system. System should be designed to adequately drain 10-year storm without surcharging or
should be provided with adequate storage to prevent surcharging; and be designed to prevent
backflow of water from Mingus Creek up into SD system during storm events.
3. During the design of the SD system, the Developer's engineer shall consider the effect of the
proposed improvements and structures with regard to the 100-year base flood event floodway
and floodplain of Mingus Creek. The design of the storm drain collection and conveyance
system (SD System) should provide for storm water run-off from and run-on onto the proposed
development (either surface run-on or culvert or creek/ditch conveyance); the Developer shall
demonstrate that the storm water flows from the completion of the proposed development (and
at any time prior to completion of development) do not exceed predevelopment flows into
Mingus Creek; or that allowances or provisions have been made (and approval of the applicable
properties owners and regulatory agencies has been obtained), which accommodate any
additional flow which exceed predevelopment flows. The Developer and the City PWD shall
agree on the applicable run-off coefficients, curve numbers, retardance, etc., to be used in the
engineering calculations.
4. Developer's engineer shall provide a site drainage plan with the facilities being designed, at a
minimum, to accommodate a 10 year storm event. The SD system must be designed to
adequately drain the 10-year storm event without surcharging or must be provided with
adequate storage to prevent surcharging; and be designed to not impact existing public storm
drainage facilities. Catch basins and area drains shall be designed for on-site sediment and
petroleum hydrocarbon retention. The private storm drain system shall be designed to directly
connect to the public storm drain system, and shall not be designed to discharge to the street
surfaces. Surface drainage from the fuel storage and dispensing facilities shall not be directly
connected to the storm drainage system without prior approval by the DEQ and City PWD.
5. Roof drains and underdrains shall not be directly connected to public storm drain lines, and
shall drain to the on-site private storm drain system.
6. Any discharge points of the storm water facilities shall be designed to provide an aesthetically
pleasing, useful, and low maintenance facility, that are designed to mitigate erosion, damage,
or loss during a 100 year storm event; and that mitigate the "attractive nuisance" hazards
associated with these types of facilities.
7. Prior to City PWD construction plan review, the Developer shall provide the City PWD with a
complete set of hydrologic and hydraulic calculations and profile plots for sizing the SD system,
which shall incorporate the use of the City PWD's rainfall/intensity curve, and City approved
run-off coefficients, curve numbers, retardance, pipe roughness coefficients, etc., that are used
in the engineering calculations.
8. Storm drain pipe materials shall be PVC, HDPE, or reinforced concrete, with water-tight joints.
Provide concrete orsand-cement slurry encasement where required in areas of minimum
cover.
9. If inlets/catch basins are to exceed 4.5 feet in depth from the lip of the inlet, then the inlets and
catch basins shall be designed to afford suitable "man" entry into the inlets/catch basin for
maintenance/cleaning purposes.
10. Developer's engineer shall provide hydrology and hydraulic calculations and flow line plots for
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private and public storm drains. Plot HGL on profile or provide a separate profile drawing that
indicates the HGL on the profile. Pipes should maintain cleaning velocity (minimum 2.0 feet per
second) and have adequate capacities without surcharging during the design storm.
11. The Developer may wish to incorporate the use of a perforated SD system. If so, then the
perforated storm drain system shall be designed to have adequate capacities to:
^ Convey the collected groundwater and storm water with the minimum cleaning velocities
and without surcharging the collection and conveyance piping; and
^ Minimize silts, sands, gravels, and fines migration from the native soils into the SD
system.
The plotted HGL shall include both the groundwater infiltration, and the storm water run-off and
run-on inflows into the SD system.
12. Maintain a minimum 0.2-foot drop between inlet and outlet pipe inverts in manholes and curb
inlets, unless flow-through velocities during the design storm event exceed 3.0 feet per second
(fps). If flow velocities exceed 3.0 fps and the inlet pipe is in relatively direct (i.e. 180 t 5
degree) horizontal alignment with the outlet pipe, then as a minimum the pipe slope shall be
maintained through the base of the manhole or curb inlet. If flow velocities exceed 3.0 fps, and
there is other than relatively direct horizontal alignment between the inlet and outlet pipes, then
a minimum of a 0.1-foot drop between irilet and outlet pipe inverts in manholes or curb inlet
must be maintained. A bottom channel shall be formed in the manhole or curb inlet base to
mitigate transitional losses and enhance flow through the manhole or curb inlet.
13. Sheet flow surface drainage from the property onto the public rights-of-way or onto neighboring
properties is unacceptable.
14. Plans which propose to include the discharge to Mingus Creek and any construction or
modification within the floodway of Mingus Creek or in the road ditches, shall be in compliance
with DSL, ACOE, ODFW, DEZI, JC Roads, and/or City PWD (as applicable) guidelines and
requirements and any applicable conditions and or approvals, of these regulatory agencies.
Sanitary Sewer
All sanitary sewer collection and conveyance system (SS System) design, construction and
testing shall conform to the standards and guidelines of the Oregon DEO, 1990 APWA
Standards, Oregon Chapter, Bear Creek Valley Sanitary Authority (BCVSA), and the City PWD
Standards, where applicable.
2. The construction plans and the as-built drawings shall identify lateral stationing for construction
of sewer laterals.
3. The City upon completion of initial construction plan review and preliminary approval, will
forward the plans to BCVSA for completion of the review process. Upon completion of the
review by BCVSA, completion of final revisions to the plans by the Developer's engineer, and
following the final approval and signature on the construction plans by BCVSA, the Public
Works Director will approve the plans in final form.
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4. All testing and video inspection of lines and manholes shall be done in accordance with BCVSA
requirements, at Developer's expense. The Developer shall provide BCVSA and the City with
test reports, TV reports and certification of the sewer system construction prior to final
acceptance.
Water System
The water system shall be designed to provide the required fire flow demand capacities for the
proposed facility, which meet Fire District 3 requirements. An additional fire hydrant may need
to be installed near the intersection of Freeman Road and Shadow Way, on the subject tax lot.
Maximum spacing of fire hydrants shall be 300 feet. The water system shall be of reinforced
flow ("looped") design. Water service lateral connection stationing and size shall be provided
on construction plans and as-built drawings.
Developer shall comply with Oregon Health Division (OHD) and City requirements for backflow
prevention.
Site work, Grading, and Utility Plans
Grading plans should have original/existing grades and final grades plotted on the plan.
Typically, existing grade contour lines are dashed and screened back, and final grade contour
lines are overlaid on top of the existing grades and are in a heavier line width and solid.
Contour lines should be labeled with elevations.
2. All structures shall have roof drains, area drains, and/or crawl spaces with positive drainage
away from the building.
3. Provide City with a utility plan approved by each utility company which reflects all utility line
locations, crossings, transformer locations, valves, etc.
4. Utility locations must be accurately included on the as-built drawings,. or as a separate set of
drawings attached to the as-built drawings. '
Rights of WayslEasements
If applicable, Developer shall provide a Statement of Water Rights (on a City approved form),
for any affected properties. For properties determined to have water rights, the developer will
coordinate with the State Watermaster the re-allocation of any waters attached to lands no
longer irrigable as a result of the proposed development.
Planning Commission Distribution List
1. Planning Commission Members = 7 (Hand Deliver)
Chuck Piland l~Candy Fish
Wayne Riggs .~Karolyne Johnson
-Paul Lunte Jon Foster
~an Dunlap
2. Department Heads = 5
^ City Administrator ^ Planning Director
^ Public Works Director ^ Public Works Secretary
^ Fire Chief/Building Official (Lois)
^ Building Secretary
3. ^ Administrative Secretary/File
4. ^ Bill Stults
5. ^ City Attorney (Mail)
^ BCVSA (Mail)
6. ^ 1st Floor (C7)
7. ^ Fax to list on GIS Computer using the Rapidcom fax program the list is in the address book
as Agenda.
8. ^ Agenda Only posted on cork board on 1st floor and one in box by "missing Persons"
%%%Call Applicants to come pick up a copy from the counter%%%
Total Copies = 17
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