HomeMy WebLinkAboutOrdinance 014 - Road Performance StandardsDeschutes County Board of Commissioner;
1300 NW Wall St., Suite 200, Bend, OR 97701-1960
(541) 388-6570 - Fax (541) 385-3202 - www.deschutes.org
AGENDA REQUEST & STAFF REPORT
For Board Business Meeting of July14, 2010
Please see directions for completing this document on the next page.
DATE: June 28, 2010
FROM: Peter Russell CDD Phone 383-6718
TITLE OF AGENDA ITEM:
Second reading of Ordinance 2010-014, An Ordinance Amending Deschutes County Code Title
17.16.115 Specify and Distinguish Performance Standards for County Roads and State Highways.
PUBLIC HEARING ON THIS DATE? NO.
BACKGROUND AND POLICY IMPLICATIONS:
On June 28, 2010, the Board of County Commissioners (BOCC) approved TA -10-2 and held a first
reading of Ordinance 2010-014. These actions more clearly define the performance standards for
County roads and State highways in Deschutes County Code (DCD) 17.16.115
The County and the Oregon Department of Transportation (ODOT) had used the same Level of Ser vice
(LOS) performance standards for roads when the County wrote the current development code for ti affic
analysis at 17.16.115. A few years later, ODOT went to a volume/capacity (V/C) ratio, but the Cotinty
code does not reflect that change. For the last decade County staff has deferred to the V/C ratios se: t by
the Oregon Highway Plan (OHP) for assessing the performance of state highway intersections.
The County initiated TA -10-2 to formally codify the County's past practice of distinguishing between
performance standards for County roads and State highways. For intersections of County roads, LOS D
will be used for existing County road intersections and LOS C for future County road intersections
LOS is based on seconds delay. For intersections of State highways as well as intersections of State
highways with County roads, V/C will be used.
TA -10-2 also defines LOS by amount of seconds of delay on the side street of an intersection. Statf has
defined delay based on national standards and previous practices. LOS D is between 25-35 seconds for
an unsignalized intersection and 35-55 seconds for an intersection with a traffic signal. (As a signal
provides drivers with certainty they will be able to move from the side street onto the mainline, the
acceptable delay is longer than for an unsignalized intersection.) LOS C for an unsignalized
intersection is between 15-25 seconds and 20-35 seconds for a signalized intersection.
The staff report, proposed amendment to 17.16.115, and Ordinance 2010-014, are attached.
FISCAL IMPLICATIONS:
None.
RECOMMENDATION & ACTION REQUESTED:
Board to hold a second reading of Ordinance 2010-014.
ATTENDANCE: Laurie Craghead, Legal.
DISTRIBUTION OF DOCUMENTS:
Copies to Tom Blust, Road Department and Peter Russell, Planning Division.
Community Development Department
Planning Division Building Safety Division Environmental Health Division
117 NW Lafayette Avenue Bend Oregon 977 )1-1925
(541)388-6575 FAX (541)335-1764
http://www.co.deschutes.or.us/cdd/
STAFF REPORT
TO: Deschutes County Board of County Commissioners
FROM: Peter Russell, Senior Transportation Planner
DATE: June 28, 2010
HEARING: July 14, 2010
SUBJECT: Revise Deschutes County Code 17.16.115 to distinguish performance standards
between county roads and state highways (TA -10-2)
BACKGROUND
The current Deschutes County Code contains outdated approval criteria for determining the
adequacy of transportation facilities during land use review. Specifically, Deschutes County
Code (DCC) 17.16.115(H) still refers to level of service (LOS) standards for intersections
whereas the Oregon Department of Transportation (ODOT) has since changed to
volume/capacity (V/C) ratios. When the county developed DCC 17.16.115 in approximately
1998 both the county and the state then used LOS.
ODOT changed to V/C in 1999 as this is a more appropriate methodology for a state system
with high daily volumes. Also V/C indicates absolute changes in intersection performance,
which was helpful for the state for land use applications that required compliance with the
Transportation Planning Rule (TPR). For a rural county with relatively low daily traffic volumes,
LOS with its broader service categories makes more sense.
Additionally, during the proceedings from the La Pine Subway (SP -09-2) it became apparent
that while the county has defined LOS for a roadway segment by daily traffic volume in Title 23,
the county code lacks a LOS definition for intersection delay.
The Planning Commission recommended approval of TA -10-2 at its April 8, 2010, public
hearing. The Deschutes County Board of County Commissioners (BOCC) held a work session
on this topic on May 12, 2010. The BOCC approved TA -10-2 and held a first reading of
Ordinance 2010-014 on June 28, 2010.
PROPOSAL
For the last decade staff has deferred to the V/C ratios set by the Oregon Highway Plan (OHP)
for assessing the performance of state highway intersections. TA -10-2 formally codifies that
practice by clearly distinguishing between performance standards for county roads and state
highways. For intersections of county roads, LOS D will be used for existing county road
intersections and LOS C for future county road intersections. For intersections of state
highways as well as intersections of state highways with county roads, V/C will be used.
Quality Services Performed with Pride
TA -10-2 also defines LOS by amount of seconds of delay on the side street of an intersection.
Staff has defined delay based on national standards and previous practices. LOS D is between
25-35 seconds for an unsignalized intersection and 35-55 seconds for a signalized intersection.
(As a signal provides drivers with certainty they will be able to move from the side street onto
the mainline, the acceptable delay is longer than for an unsignalized intersection.) LOS C for an
unsignalized intersection is between 15-25 seconds and 20-35 seconds for a signalized
intersection.
RECOMMENDATION
Staff recommends the Board conduct a second reading of Ordinance 2010-014.
Enclosure: DCC 17.16.115 text amendment
Proposed findings for TA -10-2
Ordinance 2010-014
2
Proposed text amendment to Deschutes County Code 17.16.115
for operation and safety standards
Added text in 17.16.115(H)(1) and a new 17.16.115(H)(2 through 4) is
indicated by underlining; the previous text of 17.16.115(H)(2) remains
unchanged but is now renumbered as 17.16.115(H)(5).
17.16.115. Traffic Impact Studies.
A. For purposes of DCC 17.16.115, the transportation system includes public and private
roads, intersections, sidewalks, bike facilities, trails, and transit systems.
B. The applicant shall meet with County staff in a pre -application conference to discuss study
requirements, then generate the traffic study and submit it concurrently with the land use
application.
C. Guidelines for Traffic Impact Studies
1. All traffic impact studies shall be conducted under the direction of a professional traffic
engineer who is licensed in the State of Oregon and is otherwise qualified to prepare
traffic studies.
2. The final report shall be stamped and signed by the Registered Professional Traffic
Engineer responsible for the document.
3. The County Engineer shall determine when the report has satisfied all the requirements
of the development's impact analysis. Incomplete reports shall be returned for
completion.
4. The following vehicle trip generation thresholds shall determine the level and scope of
transportation analysis required for a new or expanded development.
a. No Report is required if there are fewer than 50 trips per day generated during a
weekday.
b. Site Traffic Report (STR): If the development or change in use will cause the site tc
generate 50-200 daily trip ends, and Tess than 20 PM peak hour trips, a Site Traffic
Report will be required.
c. Traffic Impact Analysis (TIA): If the development or change in use will generate
more than 200 trip ends and 20 or more PM peak hour trips, then a Traffic Impact
Analysis (TIA) shall be required.
D. Traffic Study Area
1. After consulting with other affected jurisdictions, the County Engineer shall determine the
impact analysis area.
2. The impact analysis study area shall include, at a minimum:
a. All site access points to the public roadway system via either a driveway or private:
roadway;
b. Nearest intersecting collector or arterial roads to the development that woulc
experience an increase of 25 additional peak hour trips;
c. Any other collector or arterial intersection requested by staff.
E. Study Time Frames
The analysis shall include the following time frames:
1. Existing conditions (including approved, but not yet built developments as identified
the County Engineer);
2. Completion year of each significant phase of the development;
3. Five year forecast after build out for each phase of development or the final phase o
development.
3
4. Generators of Targe volumes of traffic (>5,000 daily and >500 peak hour trips), zone
changes, and any destination resort development will also require an analysis of traffic
conditions in a twenty-year horizon.
F. Minimum Study Requirements for a Site Traffic Report (STR)
The minimum study requirements for a Site Traffic Report are:
1. A vicinity map showing the location of the project in relation to the transportation system
of the area;
2. Trip generation forecast using data from the most recent edition of the Institute of
Transportation Engineers (ITE) Trip Generation Manual unless more appropriate data is
available and approved by the County Engineer;
3. Trip distribution and assignment;
4. Safety analysis of the site accesses, including sight distance and operation
characteristics;
5. Description of the proposed development and surrounding land uses;
G. Minimum Study Requirements for a Traffic Impact Analysis (TIA)
The minimum study requirements for a Traffic Impact Report are:
1. A vicinity map showing the location of the project in relation to the transportation system
of the area;
2. All of the elements of a STR;
3. Traffic signal progression analysis and interconnection if a new signal is proposed;
4. A response in the final report to any supplemental study issues identified by other
affected jurisdictions;
5. Appropriate traffic calming techniques if the project distributes trips to a residential IocaE
road and is projected to increase the volumes on that road to a volume greater thar
1,000 ADT;
6. Trip generation forecasts using data from the most recent edition of the Institute of
Transportation Engineers (ITE) Trip Generation Manual unless the County Engineer
approves an alternate data source;
7. Trip distribution assumptions are based on historical data, existing and future trave
characteristics, and capacity constraints;
8. A complete description and drawing of the proposed development.
9. Existing traffic volumes;
10. Existing and future levels of service, average vehicle delay and volume /capacity ratio;
(V/C) for all intersections and road sections within the study area for conditions with anc
without the proposed project;
11. Forecast traffic volumes with and without the development;
13. Safety analysis of the site accesses, include sight distance and operation characteristics
14. Analysis of right and left turn lane warrants (ODOT standards);
15. Analysis of parking needs of the proposed development;
16. When needed, warrant analysis for traffic control devices;
17. Findings and conclusions including a recommendation of suggested potential mitigation
for off-site impacts and an evaluation of the effectiveness of those solutions.
H. Operation And Safety Standards. The minimum operational and safety standards for usE'.
on Deschutes County's roads are:
1. The minimum level of service for intersections and roads, during the P.M. Peak Hour,
shall be LOS "D" on existing county facilities and LOS "C" on new county facilities.
2. For state highway intersections and intersections of county roads with state highways,
the performance standard shall be the volume/capacity ratio (V/C) set by the Oregon
Highway Plan.
3. LOS for county intersections is based on delay.
a. LOS D for an unsignalized intersection is defined as more than 25 seconds and les ;
than 35 seconds delay on average per vehicle.
4
b. For signalized intersections LOS D is defined as more than 35 seconds and less
than 55 seconds delay on average per vehicle.
c. LOS C for an unsignalized intersection is defined as more than 15 seconds and less
than 25 seconds delay on average per vehicle.
d. LOS C for a signalized intersection is defined as more than 20 seconds and less
than 35 seconds delay per average per vehicle
4. LOS for county roadway segments is defined by average daily traffic volumes.
a. LOS D is defined as 5,701 to 9,600 average daily traffic.
b. LOS C is defined as 3,401 to 5,700 average daily traffic.
5. The minimum sight distance for driveways and intersections is defined in AASHTO's
"GEOMETRIC DESIGN OF HIGHWAYS AND STREETS" and the AASHTO "Design
Guidelines for Very -Low Volume Local Roads (< 400 ADT)".
I. Mitigation
1. The applicant shall be responsible to mitigate any safety or capacity problems that are
caused by their proposed development.
2. At the County Engineer's discretion, if there are pre-existing safety deficiencies and/or
capacity failures at relevant intersections or road frontages within the impact analysis
area, then no additional development shall be allowed until a solution that accounts for
the proposed project's additional impacts is funded or built.
(Ord. 2010 -XXX §1, 2010; Ord. 2006-004 §1, 2006)
5
REVIEWED
LEGAL COUNSEL
For Recording Stamp Only
BEFORE THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY, OREGON
An Ordinance Amending Deschutes County Code
Title 17.16.115 Specify and Distinguish Performance
Standards for County Roads and State Highways.
*
*
*
ORDINANCE NO. 2010-014
WHEREAS, Deschutes County Planning Division staff initiated a text amendment to Deschutes County
Code ("DCC") Title 17, Section 17.16.115, Traffic Impact Study to specify and distinguish performa ice
standards for County roads and State; and
WHEREAS, after notice was give in accordance with applicable law, a public hearing was held on April
8, 2010 before the Deschutes County Planning Commission and, on April 8, 2010 the Planning Commis!,ion
recommended approval of the text amendments; and
WHEREAS, after notice was given in accordance with applicable law, a public hearing was held on
June 28, 2010 before the Board of County Commissioners ("Board"); and
WHEREAS, the Board considered this matter and concluded that the public will benefit from changes to
the land use regulations; now therefore,
THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY, OREGON, ORDA NS
as follows:
Section 1. AMENDMENT. DCC Title 17, Section 17.16.115(H), Operation and Safety Standard3, is
amended to read as described in Exhibit "A", attached and incorporated by reference herein, with new language
underlined and deleted language set forth in striketh.
///
Page 1 OF 2 - ORDINANCE NO. 2010-014
Section 2. FINDINGS. The Board adopts as its findings in support of this decision Exhibit "'1",
attached and incorporated by reference herein.
Dated this of , 2010 BOARD OF COUNTY COMMISSIONERS
OF DESCHUTES COUNTY, OREGON
ATTEST:
DENNIS R. LUKE, Chair
ALAN UNGER, Vice Chair
Recording Secretary TAMMY BANEY, Commissioner
Date of 1st Reading: 28th day of June, 2010.
Date of 2nd Reading: 14`h day of July, 2010.
Record of Adoption Vote:
Commissioner Yes No Abstained Excused
Dennis R. Luke
Alan Unger
Tammy Baney
Effective date: day of , 2010.
Page 2 OF 2 - ORDINANCE NO. 2010-014
DESCHUTES COUNTY BOARD OF COUNTY COMMISSIONERS
FINDINGS AND DECISION
FILE NUMBER: TA -10-2
APPLICANT: Deschutes County
REQUEST: Text amendment to DCC 17.16.115 to distinguish performance
standards between Deschutes County roads and state highways.
STAFF CONTACT: Peter Russell, Senior Transportation Planner
The Deschutes County Planning Commission held a work session on March 11, 2010,
and a public hearing on April 8, 2010, to discuss a text amendment initiated by
Deschutes County staff to Deschutes County Code (DCC) Section 17.16.115, Traffic
Impact Study. The purpose of the amendment is update the County's code to recognize
the difference in performance standards used by Deschutes County and the State of
Oregon and formally codify past to DCC 18.116.030 is to codify parking ratios for airport
uses.
The current Deschutes County Code contains outdated approval criteria for determining
the adequacy of transportation facilities during land use review. Specifically, Deschutes
County Code (DCC) 17.16.115(H) still refers to level of service (LOS) standards for
intersections whereas the Oregon Department of Transportation (ODOT) has since
changed to volume/capacity (V/C) ratios. When the county developed DCC 17.16.115 in
approximately 1998 both the County and the State then used LOS.
ODOT changed to V/C in 1999 as this is a more appropriate methodology for a state
system with high daily volumes. Also V/C indicates absolute changes in intersection
performance, which was helpful for the state for land use applications that required
compliance with the Transportation Planning Rule (TPR). For a rural county with
relatively low daily traffic volumes, LOS with its broader service categories makes more
sense.
Additionally, during the proceedings from the La Pine Subway (SP -09-2) it became
apparent that while the County has defined LOS for a roadway segment by daily traffic
volume in Title 23, the County code Tacks a LOS definition for intersection delay.
The Planning Commission voted 4-1 in favor of recommending approval of the text
amendments. One commissioner abstained. No comments from the public were
received.
The Board of County Commissioners ("Board") held a work session on May 12, 2010
and a public hearing on June 28, 2010. The Chair conducted the first reading of the
ordinance on June 28, 2010 and second reading on July 14, 2010.
PROPOSED TEXT AMENDMENT
Page 1 of 3 — Exhibit B to Ordinance 2010-014
The proposed text amendment is detailed in the attached exhibit with text underlined for
new language and shown as strikethr-eugh for deleted language. Below staff provides
explanations for the proposed changes.
For the last decade staff has deferred to the V/C ratios set by the Oregon Highway Plan
(OHP) for assessing the performance of state highway intersections. TA -10-2 formally
codifies that practice by clearly distinguishing between performance standards for
County roads and State highways. For intersections of County roads, LOS D will be
used for existing County road intersections and LOS C for future County road
intersections. For intersections of State highways as well as intersections of State
highways with County roads, V/C will be used. This amendment will remove any
confusion regarding which standard to use - the State's V/C ratios as a unit of
measurement or the County's LOS unit of measurement.
TA -10-2 also defines LOS by amount of seconds of delay on the side street of an
intersection. Staff has defined delay based on national standards and previous
practices. LOS D is between 25-35 seconds for an unsignalized intersection and 35-55
seconds for a signalized intersection. (As a signal provides drivers with certainty they
will be able to move from the side street onto the mainline, the acceptable delay is
longer than for an unsignalized intersection.) LOS C for an unsignalized intersection is
between 15-25 seconds and 20-35 seconds for a signalized intersection.
CHAPTER 17.16.115, TRAFFIC IMPACT STUDY
DCC 17.16.115(H), Operations and Safety Standards
The reference to LOS and V/C in the proposed amendment to DCC 17.16.115 will
clearly distinguish between the performance standards for County roads versus State
highways; additionally, the language clarifies when County roads intersect State
highway, that the State's performance standard shall be used, not the County's. .
REVIEW CRITERIA AND FINDINGS
The proposed amendment revises sections of Deschutes County Code Title 17
specifically the analysis methods used in traffic studies to assess performance of
intersections of County roads with County roads, County roads with State highways, and
State highways with State highways. Deschutes County lacks specific criteria in DCC
Titles 18, 22, or 23 for reviewing a legislative zoning text amendment. Therefore, the
County must determine that the proposed Title 17 text amendments are consistent with
state statute if the County Zoning Code and Comprehensive Plan have not been
amended to adopt required changes in state statute, the Statewide Planning Goals
("Goals") if the County Comprehensive Plan has not been amended to adopt required
changes in the Goals, the County's Comprehensive Plan to the extent it has been
acknowledged by the Oregon Department of Land Conservation and Development as
complying with the Statewide Planning Goals, and the County's zoning code. The
parameters for evaluating these text amendments are based on whether there are
adequate factual findings that demonstrate this consistency.
State Statutes
Page 2 of 3 — Exhibit B to Ordinance 2010-014
Staff is unaware of any state statutes that govern performance standards for traffic
studies. Staff believes no state statutes are relevant to the proposed text amendments.
Statewide Planning Goals
Transportation is Goal 12 and the Transportation Planning Rule (TPR) at Oregon
Administrative Rule (OAR) 660-012 administers that statewide goal. There is no
definition of LOS or V/C in 660-012-005. The TPR at 660-012-0060(1) does refer to
"...the identified function, capacity, and performance standards (e.g. level of service,
volume to capacity ratio, etc.,) of the facility." As the TPR explicitly recognizes LOS and
v/c, the proposed text amendment language is consistent with Statewide Planning Goal
12.
Deschutes County Comprehensive Plan
Based on staff's review of the Comprehensive Plan, the following chapters and sections
address LOS: DCC 23.60 — Transportation, subsection 23.60.010(G) and DCC 23.64 —
Transportation System Plan, subsection 23.64.080, 23.64.090, and 23.64.100.
DCC 23.60.010(G), 23.64.080, and 23.64.090 all pertain to County roads and LOS goals
for managing County road segments, not intersections.
DCC 23.64.080, Table 5.2.T2 pertains to traffic volumes on State highways and presents
performance standards from an earlier edition of the OHP. DCC 23.64.100 applies only
to State highways and again presents performance standards from an earlier edition of
the OHP. Both will be updated as part of the Deschutes County Transportation System
Plan (TSP) Update.
DECISION:
Based on the above findings, the Board approves the proposed language of TA -10-2
and adopts Ordinance 2010-014.
Page 3 of 3 — Exhibit B to Ordinance 2010-014
17.16.115. Traffic Impact Studies.
A. For purposes of DCC 17.16.115, the transportation system includes public and private roads,
intersections, sidewalks, bike facilities, trails, and transit systems.
B. The applicant shall meet with County staff in a pre -application conference to discuss study
requirements, then generate the traffic study and submit it concurrently with the land use
application.
C. Guidelines for Traffic Impact Studies
1. All traffic impact studies shall be conducted under the direction of a professional traffic
engineer who is licensed in the State of Oregon and is otherwise qualified to prepare
traffic studies.
2. The final report shall be stamped and signed by the Registered Professional Traffic
Engineer responsible for the document.
3. The County Engineer shall determine when the report has satisfied all the requirements of
the development's impact analysis. Incomplete reports shall be returned for completion.
4. The following vehicle trip generation thresholds shall determine the level and scope of
transportation analysis required for a new or expanded development.
a. No Report is required if there are fewer than 50 trips per day generated during a
weekday.
b. Site Traffic Report (STR): If the development or change in use will cause the site to
generate 50-200 daily trip ends, and less than 20 PM peak hour trips, a Site Traffic
Report will be required.
c. Traffic Impact Analysis (TIA): If the development or change in use will generate
more than 200 trip ends and 20 or more PM peak hour trips, then a Traffic Impact
Analysis (TIA) shall be required.
D. Traffic Study Area
1. After consulting with other affected jurisdictions, the County Engineer shall determine
the impact analysis area.
2. The impact analysis study area shall include, at a minimum:
a. All site access points to the public roadway system via either a driveway or private
roadway;
b. Nearest intersecting collector or arterial roads to the development that would
experience an increase of 25 additional peak hour trips;
c. Any other collector or arterial intersection requested by staff.
E. Study Time Frames
The analysis shall include the following time frames:
1. Existing conditions (including approved, but not yet built developments as identified by
the County Engineer);
2. Completion year of each significant phase of the development;
3. Five year forecast after build out for each phase of development or the final phase of
development.
4. Generators of large volumes of traffic (>5,000 daily and >500 peak hour trips), zone
changes, and any destination resort development will also require an analysis of traffic
conditions in a twenty-year horizon.
F. Minimum Study Requirements for a Site Traffic Report (STR)
The minimum study requirements for a Site Traffic Report are:
1. A vicinity map showing the location of the project in relation to the transportation system
of the area;
2. Trip generation forecast using data from the most recent edition of the Institute of
Transportation Engineers (ITE) Trip Generation Manual unless more appropriate data is
available and approved by the County Engineer;
Page 1 of 3 — Exhibit A to Ordinance 2010-014
3. Trip distribution and assignment;
4. Safety analysis of the site accesses, including sight distance and operation characteristics;
5. Description of the proposed development and surrounding land uses;
G. Minimum Study Requirements for a Traffic Impact Analysis (TIA)
The minimum study requirements for a Traffic Impact Report are:
1. A vicinity map showing the location of the project in relation to the transportation system
of the area;
2. All of the elements of a STR;
3. Traffic signal progression analysis and interconnection if a new signal is proposed;
4. A response in the final report to any supplemental study issues identified by other
affected jurisdictions;
5. Appropriate traffic calming techniques if the project distributes trips to a residential local
road and is projected to increase the volumes on that road to a volume greater than 1,000
ADT;
6. Trip generation forecasts using data from the most recent edition of the Institute of
Transportation Engineers (ITE) Trip Generation Manual unless the County Engineer
approves an alternate data source;
7. Trip distribution assumptions are based on historical data, existing and future travel
characteristics, and capacity constraints;
8. A complete description and drawing of the proposed development.
9. Existing traffic volumes;
10. Existing and future levels of service, average vehicle delay and volume /capacity ratios
(V/C) for all intersections and road sections within the study area for conditions with and
without the proposed project;
11. Forecast traffic volumes with and without the development;
13. Safety analysis of the site accesses, include sight distance and operation characteristics;
14. Analysis of right and left turn lane warrants (ODOT standards);
15. Analysis of parking needs of the proposed development;
16. When needed, warrant analysis for traffic control devices;
17. Findings and conclusions including a recommendation of suggested potential mitigation
for off-site impacts and an evaluation of the effectiveness of those solutions.
H. Operation And Safety Standards.
The minimum operational and safety standards for use on Deschutes County's roads are:
1. The minimum level of service for intersections and roads, during the P.M. Peak Hour,
shall be LOS "D" on existing county facilities and LOS "C" on new county facilities.
2. For state highway intersections, the performance standard shall be the volume/capacity
ratio (v/cl_set by the Oregon Highway Plan.
3. LOS for county intersections is based on delay.
a. LOS .D for an unsignalized intersection is defined as more than 25 seconds and less
than 35 seconds delay on average per vehicle.
b. For signalized intersections LOS D is defined as more than 35 seconds and less than
55 seconds delay on average per vehicle.
c. LOS C for an unsignalized intersection is defined as more than 15 seconds and less
than 25 seconds delay on average per vehicle.
d. LOS C for a signalized intersection is defined as more than 20 seconds and less than
35 seconds delay per average per vehicle
4. LOS for county roadway segments is defined by average daily traffic volumes.
a. LOS D is defined as 5301 to 9,600 average daily traffic.
b. LOS C is defined as 3,401 to 5,700 average daily traffic.
Page 2 of 3 — Exhibit A to Ordinance 2010-014
5. The minimum sight distance for driveways and intersections is defined in AASHTO's
"GEOMETRIC DESIGN OF HIGHWAYS AND STREETS" and the AASHTO "Design
Guidelines for Very -Low Volume Local Roads (< 400 ADT)".
I. Mitigation
1. The applicant shall be responsible to mitigate any safety or capacity problems that are
caused by their proposed development.
2. At the County Engineer's discretion, if there are pre-existing safety deficiencies and/or
capacity failures at relevant intersections or road frontages within the impact analysis
area, then no additional development shall be allowed until a solution that accounts for
the proposed project's additional impacts is funded or built.
1 (Ord. 2010-014 §1, 2010; Ord. 2006-004 §1, 2006)
Page 3 of 3 — Exhibit A to Ordinance 2010-014