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Home My WebLink About3653 Ordinance ORDINANCE NO. 3kS AN ORDINANCE RELATING TO COMPREHENSIVE LAND USE PLANNING AND AMENDING THE COMPREHENSIVE PLAN FOR THE CITY OF PASCO. WHEREAS, the Pasco City Council did on August 21, 1995 adopt by Ordinance No. 3104 a Comprehensive Plan for the City; and, WHEREAS, the Comprehensive Plan was intended to be a guide for development and should be reviewed annually; and, WHEREAS, the Planning Commission conducted a public hearing on December 18, 2003 and following discussion, unanimously recommended that the land use map portion of the Comprehensive Plan be amended a long with the inclusion of a traffic report as an appendix to the Transportation Element; and, WHEREAS, the responsible official for the State Environmental Policy Act has determined the recommend policy plan amendment will not have a probable significant adverse impact on the quality of the environment; and, WHEREAS, the City Council finds the Planning Commission's recommendation will aid the City in anticipating orderly and coordinated development within the city; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF PASCO DO ORDAIN AS FOLLOWS: Section 1. Ordinance No. 3104 is hereby amended to show changes in the land use map of the Comprehensive Plan as indicated in Exhibit "1" attached hereto. Section 2. This Ordinance No. 3104 is further amended to include Exhibit"2" (Transportation Benefit Area Assessment Study) as an appendix to the Transportation element of the Plan. Section 3. This ordinance shall be in full force and effect after passage and publication as required by law. F PASSED by the City Council of the City of Pasco, this 2nd day of February, 2004. r Michael L. Gar son Mayor ATTEST: APPROVED AS TO FORM: Sandy L. worthy eland B. Kerr Deputy City Clerk City Attorney ' 3 i'/� 'F 3y,'•ti'.<�•-�.\;�`��.4..'�i-}uL.i,[�bF �� .I`(..�...•L. tJ0 906--v' �-...r*{a ',, � i�•d'z, Qy ---- i= tk TOT F � a v Ci -C - x CR A w a s silk; EXHIBIT "2" CITY OF PASCO TRANSPORTATION BENEFIT AREA ASSESSMENT STUDY SEPTEMBER 2002 PREPARED FOR: Community Development Department Public Works Department PREPARED BY: SCM Consultants, Inc. 7601 W. Clearwater, Suite 301 Kennewick, WA 99336 509-783-1625 509-783-1861 facsimile W A6343.Q14 r- 34 s 3 Executive Summary The City of Pasco has experienced significant residential and commercial growth in the western portion of the Urban Growth Boundary during the last decade, specifically in the 1-182 corridor. The City of Pasco recognizes the need to plan for growth in the west Pasco area and for providing funding for major transportation improvements within the area. The purpose of this study is to identify the boundary of the Transportation Benefit Area, describe the future transportation improvements required within the area, estimate the associated costs of the improvements, and calculate the fair an equitable assessment to be applied to these new developed areas. The Transportation Benefit Area boundary includes the area of major growth as well as the major transportation corridors that serve the growth areas. The boundary is generally described as that portion of the Pasco corporate limits west of Road 36 and north of Argent Road. Required projects with the boundary include signalization improvements at major intersections. Total costs for future transportation improvement projects were estimated to be $2,830,000. The total average daily trips based on a residential equivalent unit (REU) were determined to be 21,967 REU's. The Transportation Benefit Area Assessment is calculated by dividing the total cost of improvements by the Residential Equivalent Unit of average daily trips (REU's). The assessment is determined as follows: Transportation Benefit = $2,830,000121 ,967 REU's Area Assessment $129 per REU The study identified the following recommended improvements. Transportation Benefit Area ES-1 01!29104 W A6343.014 I) Include all identified improvements in the City's Six-Year Transportation Improvement Program. 2) Establish by ordinance the Transportation Benefit Area and the assessment. Review and update the assessment annually. 3) Create a separate fund for the fees collected from this program and monitor the funds to assure that they are expended in the appropriate time period. I 4) Prepare an annual report of income and expenditure of these funds. 5) Through the Six-Year TIP process, prioritize the intersections requiring signalization and perform warrant analyses on the priority intersections to monitor when improvements are required at these locations. 6) Monitor average daily traffic on the arterials within the Transportation Benefit Area annually. Transportation Benefit Area ES-2 01/29/04 W A6343.014 TABLE OF CONTENTS Page Number • Introduction................................................................................................. I • Description of Benefit Area......................................................................... 2 • Quality of Service........................................................................................ 3 • Existing Conditions..................................................................................... 4 • Comprehensive Land Use/Planned Development ..................................... 5 • Proposed Transportation Improvements.................................................... 8 • Transportation Benefit Area Assessment................................................... 11 • Recommendations...................................................................................... 12 Transportation Benefit Area i 01129104 W:16343.014 Introduction The City of Pasco has experienced significant residential and commercial growth in the western portion of the Urban Growth Boundary during the last decade, specifically in the 1-182 corridor. As growth has occurred in the 1-182 corridor the road system has been expanded. The new roads have typically been funded by the individual developments adjacent to the roadways. As new development continues, traffic congestion begins to increase mainly at the points of intersection of these roadways. The City of Pasco recognizes the need to plan for growth in the west Pasco area and for providing funding for major transportation improvements within the area. The City has initiated a transportation improvement assessment to be applied to new development in order to fund future transportation projects. The City of Pasco has determined that roadways within the benefit area will continue to be constructed by specific developments. However, the City understands that the new roadways will be a benefit to multiple drivers and that major intersection improvements should be funded by the entire benefit area. A major assumption of this report is that the existing transportation system is adequate for the existing developed areas, and that traffic congestion at intersections will be the result of growth in the area. Therefore the construction of future transportation improvements, namely intersection improvements and signalization, should be funded by the new developments. The City of Pasco has undertaken this study to identify the Transportation Benefit Area and the associated assessment. The purpose of this study is to identify the boundary of the Transportation Benefit Area, describe the future transportation improvements required within the area, estimate the associated costs of the improvements, and calculate the fair an equitable assessment to be applied to these new developed areas. Transportation Benefit Area 1 01/29/04 W:16343.014 Description of Benefit Area The Transportation Benefit Area boundary includes the area of major growth as well as the major transportation corridors that serve the growth areas. The boundary is generally described as that portion of the Pasco corporate limits west of Road 36 and north of Argent Road. See Figure #1. A portion of Franklin County between Road 84 and Road 96 north of Argent as well as well as a small area in the vicinity of Road 68 and Argent Road has been included in the benefit area. Transportation impacts generally do not follow agency boundaries and both Argent Road and Road 68, as well as the intersection of these two roadways, will experience increased traffic as a result of development within the benefit area. Interstate 182, which was constructed in the early 1980's, crosses diagonally through the benefit area with interchange accesses at Road 68 and Road 100/Broadmoor Boulevard. Road 68 runs north-south through the benefit area connecting Court Street with 1-182 as well as points north of Pasco within Franklin County. Sandifur Parkway extends east-west connecting the Broadmoor Mali with both Road 100/Broadmoor Boulevard and Road 68. Burden Boulevard also runs east-west and connects Road 68 to Road 36 which provides access to the east and to another interchange with 1-182 at 20th Avenue. Both Sandifur Parkway and Burden Boulevard were constructed during the recent development of this area. Road 100/Broadmoor Boulevard has existed for a number of years providing access to residential areas from Court Street. With construction of 1-182, Road 100 was extended to the current interchange and provided direct access from the area west of Road 68 to the freeway and to Richland via the 1-182 Columbia Transportation Benefit Area 2 01/29104 W A6343.014 River bridge. Argent Road between Road 100 and Road 68 also has existed for many years but has seen increased usage following construction of 1-182 and additional usage. The majority of the current growth within the benefit area is located north of 1-182 and was spurred by construction of the Broadmoor Mall, the TRAC and the baseball stadium projects. Commercial development has occurred in the vicinity of both of the 1-182 interchanges, nearly all of which has been north of 1-182. The existing non-residential development includes the Broadmoor Mall, Motel and office buildings, a private high school, the TRAC and sports complex, and retail services. This commercial construction has been followed by new residential development east and west of Road 68 and renewed growth in the Desert Plateau area. Figure #2 illustrates the existing commercial and residential developments. Like the commercial development, the major residential development has also occurred north of 1-182. Sunny Meadows, Island Estates and Broadmoor Place are all located north of 1-182. However, increased residential growth is occurring throughout the benefit area. Quality of Service The quality of service in a transportation system is a measure of the conditions within the transportation system in terms of speed, time of travel, freedom to maneuver, traffic interruptions, and comfort and convenience. Delay at intersections cause congestion, impact safety, and reduce the level of service. The level of service (LOS) is a measure of how well specific elements within the transportation system are operating. The Highway Capacity Manual (HCM2000) defines six LOS's labeled A through F with A being the best and F being the worst. Basically a LOS of A means free flowing traffic with no congestion delay. A LOS of F means gridlock or the inability to move through the transportation system. Transportation Benefit Area 3 01/29/04 WA6343.014 The level of service at intersections is measured differently at non-signalized versus signalized intersections. However, generally it can be described as the amount of delay to make the desired movement. The Benton-Franklin Council of Governments (BFCOG), which oversees the Metropolitan Planning Organization, has determined that a LOS of D is the minimum acceptable LOS before improvements to the transportation system are required. Pasco has adopted a LOS D consistent with the regional traffic plan Existing Conditions Generally the existing transportation system within the described benefit area operates very well. As the area develops, the first affects of the increased traffic will be at intersections where conflicts slow traffic movements and cause congestion. Additionally, congestion will begin to occur at entrances to major facilities and residential areas. The Manual for Uniform Traffic Control Devices describes the method for determining when an intersection requires signalization. One or more "warrants" must be met at an intersection prior to installing a traffic signal. A warrant is an analysis of specific conditions at an intersection for which there are minimum accepted criteria. These warrants include vehicular volumes, interruption of continuous traffic, pedestrian volume, school crossings, and accident history. While signal warrants have not been measured at the intersections within the benefit area, it is assumed that the currently unsignalized intersections operate at a reasonable level of service and do not require signalization at this time. It is anticipated, based on future development, that these intersections will require signalization as traffic increases. Transportation Benefit Area 4 01/29/04 W:\6343.014 Existing traffic counts do exist for most of the roadways within the transportation benefit area. For the years 1999 through 2001, for which data is available, traffic counts show an increase of traffic between 3-30% annually in total average daily traffic volume (ADT). See Appendix A for detailed traffic count data. Comprehensive Land Use/Planned Development The land within the described benefit area is planned for commercial and residential development according to the Comprehensive Plan preferred land use. Figure #3 illustrates the preferred land use. A small area around the TRAC and sports complex is planned as government/public use and will remain as a sports and recreation complex. The total of land within the transportation benefit area boundary is approximately 6,200 acres. Of this area there is approximately 900 acres of future commercial development. This includes all non-residential land uses within the benefit area. There are approximately 3,100 acres of future residential development within the benefit area. A portion of the land within the benefit area was not included in the area for future development. This includes the Central PreMix gravel pit, which is unlikely to move into development within the next 20 years. This area is shown in Figure #3. While initial growth will be around the commercial areas and in the areas with existing utilities for residential development, it is believed that the entire benefit area will develop within the planning period assumed to be 20 years. The estimated future traffic generated from the preferred land use areas is based on the type of development that occurs. With data from the Institute of Transportation Benefit Area 5 01129104 WA6343.Qi4 Transportation Engineers Trip Generation Manual, 6th Edition, average trip generation values were identified for the specific land uses. These valves are identified as follows: Table 1 — Trip generation by land use Land Use Estimated trips per day Estimated trips per acre Single Family Detached 9.57 trips per dwelling 29 based on three dwelling Housing unit units per acre average Condo-townhouses 5.86 trips per dwelling 47 based on 8 dwelling unit units per acre Apartment-- Low rise 6.59 trips per dwelling 79 based on 12 dwelling unit units per acre High School 1.79 per student 107 based on 60 students per acre Office Park 3.5 per employee 105 based on 30 employees per acre Hotel 7.5 trips per room 300 based on 40 rooms per acre Outlet Mail 26.59 per 1,000 sq. feet 345 based on 13,000 sq. of floors ace feet of mall per acre Convenience market with 152.84 per fueling 1,223 based on 8 fueling gasoline and car wash osition locations per acre Fast food with drive 496.12 per 1,000 sq. 2000 based on 4,000 sq. through window feet space I feet per acre Based on these estimated trips generated by land use, and estimated trips generated per acre, average trips based on land use have been determined for different densities of residential and commercial development. These are as follows: Transportation Benefit Area 6 0/129/04 W A6343.014 Table 2 — Average trips per land use Land Use Density Trips per acre per day Residential Low 29 Medium 47 High 79 Commercial/Retail Low 100 Medium 325 High 1,500 The total available undeveloped land within the benefit area was summarized based on the comprehensive plan preferred land use. Average trip generation was applied to the individual land uses to determine total trips generated by the currently undeveloped area upon full buildout. This information is shown in Table 3. Table 3 —Total trips by land use within benefit area Land Use Density Total Acreage Total Trips Generated Residential Low 2677 77,600 Medium 354 16,600 High 100 7,900 Commercial/Retail Low 850 85,000 Medium 25 8,125 High 10 15,000 Total ADT 210,225 Transportation Benefit Area 7 01/29104 WA6343.a14 Based on a residential unit of measure of 9.57 trips per day per residence, a total of 210,225 average daily trips would equate to 21,967 residential equivalent units (REU). Proposed Transportation Improvements Cities within Washington State are required to annually update a Six-Year Transportation Improvement Program (Six-Year TIP) which is a list of planned transportation projects and associated costs. The City of Pasco's Six-Year TIP currently identifies three locations within the benefit area that will require signalized intersections. Additionally, the Washington State Department of Transportation has notified the City of Pasco of the need for signalization at the Road 68 and Broadmoor Boulevard interchanges. As part of this study, eleven additional intersections were identified as requiring future signalization. These locations were determined using existing traffic flows and estimated levels of service. Intersection locations on future roadways were assumed. Future required transportation improvements within the benefit area, and their estimated development costs are shown in Table 4. The general location of the improvements are shown in Figure #4. Transportation Benefit Area 8 01129104 W A6343.b14 Table 4-- Transportation Improvement Costs Intersection Required by Cost Estimate Road 68 & Sandifur Parkway Six-Year TIP $150,000 Road 68 & Argent Road Six-Year TIP $150,000 Burden Boulevard & Robert Six-Year TIP No cost — see relocated Wayne Drive (relocate to Road location 68 Place 1-182 interchange at Road 100 WSDOT $220,000 each — total — 2 locations $440,000 1-182 interchange at Road 68 WSDOT $220,000 each — total — 2 locations $440,000 Sandifur Parkway & Broadmoor Benefit Area Study $150,000 Boulevard Road 100 & future North Canal Benefit Area Study $150,000 Road Road 100 & Ar ent Road Benefit Area Stud $150,000 Road 100 & Court Street Benefit Area Stud $150,000 Argent Road & Road 84 Benefit Area Stud $150,000 Road 68 & future Wrigley Drive Benefit Area Stud $150,000 Burden Boulevard & Road 68 Benefit Area Study $150,000 Place Burden Boulevard & Road 60 Benefit Area Stud $150,000 Burden Boulevard & future Benefit Area Study $150,000 Desert Plateau Bypass Burden Boulevard & Road 44 Benefit Area Stud $150,000 Road 44 & Argent Road Benefit Area Stud $150,000 Total Improvement Cost $2,830,000 Cost estimates for signalization of intersections is dependent upon multiple variables. Local agency development costs include design, construction of signal and minor road improvements, and construction management and inspection. Based on local costs of recently completed projects an estimate of $150,000 was determined as follows: Transportation Benefit Area 9 01/29/04 WA6343.014 Design $ 15,000 Construction $120,000 Const. Management $ 15,000 Total $150,000 Signalized intersections on State Routes generally require substantially more effort than local agency signals. Typically they require wider intersections, additional electrical improvements, and have more stringent specifications since they will likely be operated by the WSDOT. Recent projects in the vicinity were reviewed for current costs and an estimate of $220,000 was developed for a signalized intersection adjacent to a State Route described further as follows: Design $ 30,000 Construction $160,000 Const. Management $ 30,000 Total $220,000 Transportation Benefit Area 10 01129104 WA6343.014 Transportation Benefit Area Assessment The intent of this study is to develop an assessment to be applied to new developments that will allow for cost recovery of funding required for future transportation improvements within the benefit area boundary. Total costs for future transportation improvement projects were estimated to be $2,830,000. The total average daily trips based on a residential equivalent unit were determined to be 21,967 REU's. The Transportation Benefit Area Assessment would be calculated by dividing the total cost of improvements by the residential equivalent unit of average daily trips (REU's). The assessment is determined as follows: Transportation Benefit = $2,830,000121,967 REU's Area Assessment _ $129 per REU For developments other than single family residences, the transportation benefit area assessment would be calculated by determining the average daily trips associated with the proposed development, based on the ITE Trip Generation Manual, and dividing by 9.57 to determine the REU's for that land use. It should be noted that the Transportation Benefit Area Assessment identified in this study is based on current cost information. The costs and assessment should be adjusted annually to reflect current information. Additionally, the assessment is based on total buildout, which will occur over a 20 year period. It is likely that the identified improvements will be required in advance of the development so the City should be prepared to identify interim funding for a portion of these improvements until funds become available through collection of the assessments. Transportation Benefit Area 11 01129104 W x6343.09 4 Recommendations Recommended improvements include: 7) Include all identified improvements in the City's Six-Year Transportation Improvement Program. 8) Establish by ordinance the Transportation Benefit Area and the assessment. Review and update the assessment annually. 9) Create a separate fund for the fees collected from this program and monitor the funds to assure that they are expended in the appropriate time period. 10) Prepare an annual report of income and expenditure of these funds. 11) Through the Six-Year TIP process, prioritize the intersections requiring signalization and perform warrant analyses on the priority intersections to monitor when improvements are required at these locations. 12) Monitor average daily traffic on the arterials within the Transportation Benefit Area annually. 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