Item 1: Ordinance on EWEB Downtown Riverfront Property

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EWEB DOWNTOWN RIVERFRONT LAND USE COMPONENTS B. Reduce the performance of an existing or planned transportation facility below the minimum acceptable performance standard identified in the TSP or comprehensive plan; or C. Worsen the performance of an existing or planned transportation facility that is otherwise projected to perform below the minimum acceptable performance standard identified in the TSP or comprehensive plan. The proposed plan amendments and zone change do not change the functional classification of a transportation facility or change the standards implementing a functional classification system. Therefore, it does not have a significant effect under (a) or (b). A comprehensive Transportation Planning Rule (TPR) analysis and Programmatic Traffic Impact Analysis (TIA) is included as Exhibit D. The findings and conclusions of said analysis are incorporated by reference herein. The findings demonstrate that the proposal is in compliance with the TPR and will not significantly affect any existing or future transportation facilities under (c) as addressed in detail below. The subject site lies within the boundaries of the Central Lane Regional Transportation Plan (Trans Plan) whose horizon year is 2027 and marks the ‘end of planning period’ as identified by OAR 660- 012-0060(1)(c). For analysis purposes, potential site trip generation was estimated for an assumed reasonable “worst case” under the current plan and zoning designations, and four (4) potential development scenarios for the site under the proposed plan and zoning designations. All of the scenarios assume that new development will be in addition to the existing EWEB Administrative Building and the Midgley’s Building. Based on existing designations, the redevelopment is estimated to generate 6,560 daily net trips; 970 net new trips (840 inbound, 130 outbound) are projected to occur during the weekday AM peak hour and 955 net new trips (185 inbound, 770 outbound) are projected to occur during the weekday PM peak hour. Based on proposed designations, the redevelopment is estimated to generate 6,090 daily net new trips; 780 net new trips (655 inbound, 125 outbound) are projected to occur during the weekday a.m. peak hour and 790 net new trips (190 inbound, 600 outbound) are projected to occur during the weekday p.m. peak hour. No future year intersection operational analysis is required for TPR purposes given the reduced peak hour trip generation associated with the proposal. Findings in Exhibit D, incorporated by reference herein, indicate that the proposed site redevelopment envisioned by the Master Plan can be constructed while maintaining acceptable levels of service and safety on the surrounding transportation system. The transportation impacts of the proposed amendments and zone change will have a reduced peak hour impact to the site access and local transportation system compared to development under the existing zoning. Therefore, the proposal will not facilitate land use or levels of redevelopment that would result in types or levels of travel or access that are inconsistent with the functional classification of an existing or planned transportation facility (OAR 660-012-0060(1)(c)(A)). Findings in Exhibit D demonstrate that currently, all transportation facilities operate at acceptable th levels during peak hours except the 4 Avenue/Coburg Road intersection, which operates at level of service ‘F’ and is over capacity. Because the proposed amendments will reduce potential peak hour trips, they will not reduce the performance of an existing or planned transportation facility below the minimum acceptable performance standards (OAR 660-012-0060(1)(c)(B)). Additionally, th function of 4 Avenue/Coburg Road intersection will not be worsened beyond its current Cameron McCarthy FINAL SUBMITTAL | December 5, 2012 {00091176;1 }