i. Intersections within the study area that had significant capacity improvements constructed within the five years preceding the application date or are included for construction in the City’s five-year CIP are exempt from analysis in a Traffic Impact Analysis. For the purposes of this section, “significant capacity improvements” means construction of intersection improvements that change the form or add significant capacity to an intersection, including changing the intersection form to a roundabout or adding lane capacity.

ii. Unique situations in BDC 4.7.600(D) are exempt from analysis in a Traffic Impact Analysis.

i. Peak hour of the generator (i.e., peak hour for the proposed development);

ii. Peak hour of nearby generator sites (e.g., a nonschool site may study a nearby school’s peak hour); and

iii. Peak hour of cumulative nearby generators.

i. Counts must be taken Tuesday through Thursday;

ii. Counts must be no more than 12 months old from the date the Transportation Facilities Report is submitted.

iii. Counts must include all motorized, nonmotorized, and pedestrian movements.

i. Counts must be taken Tuesday through Thursday;

ii. Counts may need to be adjusted as required by the City Engineer to reflect seasonal, schools, or other variations in traffic;

iii. Unless approved by the City Engineer, counts must be no more than 12 months old from the date of the proposed development application submittal;

iv. Additional hours of classified turning movement counts may be required based on City Engineer direction for the following:

v. Counts must include all motorized, nonmotorized, and pedestrian movements. If high pedestrian and/or bike traffic is expected to be generated by the proposed development, as determined by the City Engineer, the Transportation Impact Analysis must consider improvements and connectivity to existing and proposed facilities.

i. Traffic forecast must include all projects within the study area that have valid approvals for development (master plans, land divisions, site plans, conditional use permits, and similar approvals). They must be identified, and their traffic generation included as cumulative traffic in the study. Proposed projects in the study area that have been submitted to the City for processing, but not yet approved, must also be included. An annual growth rate of 2.5 percent must be applied to existing volumes to account for other general traffic growth in and around the study area.

ii. For phased developments, the traffic forecasts for the year of completion of each phase must be calculated to be field counts plus traffic from projects within the study area that have received approvals for development (approved master plans, land divisions, site plans, conditional use permits, and similar approvals), plus an annual growth factor of 2.5 percent which would factor the existing counts up to the analysis year.

i. Traffic projections for build-out scenarios must use the current transportation model used by the City or other approved model as approved by the City Engineer. The applicant’s engineer must use the model projections post processed using NCHRP 255 and sound professional engineering standards as the basis for determining turning-movement volumes for the required intersection analysis. A manual assignment of the project traffic added to the build-out traffic may typically be used to determine total future traffic, as approved by the City Engineer.

i. Software inputs must use field conditions (e.g., measured field peak hour factor, saturation flow rates, lane utilization percentages, lane configurations, actual signal phasing and timing, and truck percentages). For a Discretionary Track application, other references and the City of Bend Standards and Specifications may be required to be used as approved by the City Engineer;

ii. An operations analysis for roundabouts performed in conformance with the City’s Roundabout Operational Analysis Guidelines;

iii. An operations analysis for traffic signal and stop controlled intersections performed in conformance with the most recent version of the Highway Capacity Manual (HCM) or the City of Bend Standards and Specifications. For a Discretionary Track application, other references may be approved by the City Engineer;

iv. Identify intersection operations in a table including volume to capacity ratios, delay, and queuing for critical movements as well as for the intersection as a whole including the following:

v. Microsimulation modeling and analysis using a calibrated model for the transportation corridor as defined must be performed for interconnected traffic signals. Calibration must include field measured saturation flow rates, existing timing and phasing rotations, peak hour factors, available queue storage and queuing.

i. Two-Way Stop Control. Average delay for the critical lane group for any major intersection with greater than 100 peak hour trips is greater than or equal to 50 seconds during the peak hour;

ii. All-Way Stop Control. Average delay for any major intersection as a whole is greater than or equal to 80 seconds during the peak hour;

iii. If the ninety-fifth percentile queue exceeds the existing available storage or is projected to block nearby critical system elements such as adjacent traffic signals, roundabouts, or at-grade rail crossings, or line of sight safety impacts are identifiable;

iv. For signalized intersections under the jurisdiction of the City, the volume-to-capacity ratio for the intersection as a whole is greater than or equal to 1.0 during the peak hour; or

v. For roundabout intersections under the jurisdiction of the City, the volume-to-capacity ratio for the critical movement is greater than or equal to 1.0 during the peak hour.

i. In addition to the City operations standards, intersections on ODOT facilities will also be required to comply with ODOT mobility targets. Coordination with ODOT is required in the study process.

i. An assessment using Table 11 of the Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations Final Report and Recommended Guidelines (FHWA Publication Number HRT-04-100, September, 2005);

ii. An assessment using the Left and Right Turn Lane Criteria in the ODOT Analysis Procedures Manual (APM); and

iii. Provide the ninety-fifth percentile queue length for left turning, right turning and through vehicles.

i. Clear and Objective and Discretionary Track. If Table 11 of the Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations Final Report and Recommended Guidelines identifies a candidate site(s) for the installation of a marked crosswalk or other needed pedestrian improvements at uncontrolled locations.

ii. Clear and Objective Track. If the proposed development meets the criteria in the APM or exceeds the ninety-fifth percentile queue length for left or right turning vehicles. The City Engineer may consider this not to be a significant impact due to pedestrian safety, lane extensions or physical geometry.

iii. Discretionary Track. If the proposed development meets the criteria in the APM or exceeds the ninety-fifth percentile queue length for left or right turning vehicles, then the City Engineer has the final determination whether it is a significant impact for purposes of BDC 4.7.600.

i. A project fails to provide accessible and safe pedestrian and bike connections (i.e., curb extensions, pedestrian refuges, striping and/or signage) to schools, adjacent residential areas, transit facilities, adjacent streets and to existing or planned neighborhood activity centers; or

ii. The project disrupts existing or planned biking or walking facilities or conflicts with the adopted Transportation System Plan facility maps; or

iii. The Level of Traffic Stress 1 or 2 is not achieved for a bicycle low stress route or crossings.