HomeMy WebLinkAbout2023 02 07 AIS for Zoning Map AmendmentAGENDA ITEM SUMMARY Meeting Date: 2/7/2023
Meeting Type: Regular Meeting
Staff Contact/Dept.: Andy Limbird, DPW
Staff Phone No: 541-726-3784
Estimated Time: 30 Minutes
S P R I N G F I E L D
PLANNING COMMISSION
Council Goals: Encourage Economic Development and
Revitalization through Community
Partnerships
ITEM TITLE: REQUEST FOR A ZONING MAP AMENDMENT FOR 2.64 ACRES OF PROPERTY
LOCATED AT 2425 HARVEST LANE, CASE 811-22-000259-TYP3.
ACTION
REQUESTED:
Conduct a public hearing and adopt/not adopt a Final Order to amend the adopted Springfield
Zoning Map.
ISSUE
STATEMENT:
The applicant has submitted a Zoning Map amendment request for approximately 2.64 acres of
property at the northeast corner of Hayden Bridge Road and Harvest Lane in north Springfield.
The property contains the Northwood Christian Church building and grounds. The church is
relocating to a new site in Marcola Meadows which is currently under construction. The applicant
is requesting to change the property zoning from R-1 Residential District to Neighborhood
Commercial (NC) to facilitate conversion of the church building to medical offices and clinic. In
accordance with provisions of the Metro Plan and the City’s Development Code, the proposed
rezoning does not require an accompanying comprehensive plan amendment.
ATTACHMENTS: 1. Application for Zoning Map Amendment
2. Applicant’s Traffic Impact Analysis
3. Site maps for Zoning Map Amendment
4. PC Final Order – Zoning Map Amendment Application 811-22-000259-TYP3
Exhibit A – Site Map and Legal Description
Exhibit B – Staff Report and Findings
DISCUSSION:
The subject property is addressed as 2425 Harvest Lane and it contains a 21,000 ft2 church building
with detached ancillary buildings, site landscaping, driveways, and parking lots. The subject parcel
is identified as Assessor’s Map 17-03-24-33, Tax Lot 200. The applicant is requesting the zone
change to facilitate a property sale and future conversion of the church building to a commercial
use. The potential use cited in the applicant’s narrative is medical offices and clinic.
The property is currently zoned and designated R-1 Residential in accordance with the adopted
Metro Plan diagram and the Springfield Zoning Map. Within the R-1 Residential district, churches
are listed as a Discretionary Use and the existing church operates under a Discretionary Use permit
issued in 2003 as File ZON2003-00039. Medical offices and clinics of the size associated with the
existing church building (i.e. 21,000 ft2) are not a listed use in the R-1 district. However, medical
clinics are allowable in all commercial districts including the NC district. It is notable that the NC
District limits the maximum size of any building lease space to 15,000 ft2. Therefore, at least two
lease spaces would be required within the building – with the largest not exceeding 15,000 ft2.
The applicant has submitted a Traffic Impact Analysis in support of the zone change request. A
recommendation of the applicant’s Traffic Analysis is to implement a vehicle trip cap for the
property to mitigate potential impacts of converting the church building to a commercial use.
Further discussion of the Traffic Analysis and recommended trip cap is found in the staff report
accompanying the Final Order (Attachment 4, Exhibit B).
The Planning Commission is requested to conduct a public hearing on the proposal to amend the
Springfield Zoning Map at the regular meeting on February 7, 2023. The Planning Commission is
requested to use this opportunity to review all materials and testimony submitted into the record, to
conduct deliberations, and to vote on adopting the Final Order based on the totality of the
information.
City of Springfield
Development & Public Works
225 Fifth Street
Springfield, OR 97477
Zoning Map Amendment, Type III
i
PNINOFIE ##
f
Required Project
Applicant Name:
Company:
Address: 1
Information (Applicant. complete this section)
William A. Randall Phone 541-344-3332
Arbor South Architecture, PC Fax:
380 Lincoln Street Eugene, OR 97401
Applicant Signature:
Property Owner:
Company:
Address: 1
Phone
Fax:
541-746-2790
Northwood Christian Church
2425 Harvest Lane, Springfield, OR 97477
Owner Signature:
If the applicant is other than the owner, the owner hereby grants permission for the applicant to act in his or her behalf
ASSESSOR'S MAP NO: 17-03- 24-33 TAX LOT NO(S): 00200
Property Address: 2425 Harvest Lane Springfield, OR 97477
Area of Request Square Feet: Acres: 2.64
Existing Use(s)
of Property: Church and Preschool
Description of
The Proposal: Zone change to neighborhood commercial
Required Property Information (City Intake Staff., complete this section)
JJyy q X77 Received by:
Case No.: I ZZ- UAK-S /'/ Date (initials)
c{{ yy77 Postage //rr Total
Application Fee. OJ Fee: -1 00 Fee: 1 Z.
3ql
Edited 7/192007 bjones
Attachment 1, Page 1 of 13
NWCC Zone Change I Introduction
NORTHWOOD CHRISTIAN CHURCH
2425 Harvest Lane
Springfield, Oregon
17-03-24-33-00200
Zone Change
Request.,
Zone Change from R-1, Low Density Residential to NC, Neighborhood Commercial
Applicant's Representative
William A. Randall
ARBOR SOUTH ARCHITECTURE, PC
380 Lincoln Street
Eugene, Oregon 97401
Table of Contents
Zoning Summary page i
Zone Change Text page 1
Exhibit'A" Eugene -Springfield Metropolitan Plan Diagram page 6
Exhibit "B"I Tax Map of Parcel page 7
Exhibit "C"I Aerial View of Site page 8
Exhibit "D"j Aerial View of Site (Context) page 9
Vicinity Map
Deed
Traffic Study / Trip Generation
Northwood Christian Church page i of ii
Attachment 1, Page 2 of 13
NWCC Zone Change I Introduction
Summary
The request in this application is a Zoning Map Amendment for the Northwood
Christian Church, located at 2425 Harvest Lane from R-1 Low Density Residential
Zone to NC Neighborhood Commercial Zone. The church and associated storage
buildings occupy the lot described as 17-03-24-33-00200, which is about 2.6 acres
in size.
The church facility is on the corner of Hayden Bridge Road and Harvest Lane and
has been occupying the site since 1964. Two on -premises storage buildings are on
the east side of the property and serve as accessory uses for the facility.
The church is relocating to a new facility and is desiring to sell this existing facility.
A number of potential buyers have approached the church, all of which would
necessitate a zone change to be an allowable use. Additionally, the existing church
must operate under a Discretionary Use Permit in the residential zone, which makes
any changes or renovations more difficult from a process standpoint.
The uniqueness of the existing facility from its size (21,000 sq ft on 2.64 acres) to its
location lends itself to redesignating the property to Neighborhood Commercial.
One specific use that has been proposed is a medical laboratory facility and, by
nature of the zone, the uses permitted in the NC zone are compatible with
surrounding properties and uses. The properties to the west, north and east are all
low-density residential with Page Elementary School to the south across Hayden
Bridge Road. Hayden Bridge Road is a Major Collector as noted in the 2035
Transportation System Plan and Harvest Lane is a Local Street.
The NC zone is "intended to provide opportunities for sites to provide day to day
commercial needs." SDC 3.2.305(8). Given the location, the site is uniquely poised to
provide those needs for the surrounding neighborhood. The NC zone will require a
zone change (a Type 3 procedure), but does not require an underlying Metro Plan
Amendment.
In SDC 3.2.305 (A), the Purpose and Applicability of the commercial zones is to:
1) Broaden, improve, and diversify the Springfield economy while maintaining or
enhancing environmental quality and Springfield's natural heritage.
2) Strengthen and maintain strong, connected employment centers and economic
corridors to support small, medium, and large businesses.
3) Establish, strengthen, and maintain viable commercial centers to improve the
community's access to goods and services.
4) Make development decisions predictable and cost effective."
Northwood Christian Church page ii of ii
Attachment 1, Page 3 of 13
NWCC Zone Change I Text
ZONE CHANGE CRITERIA I TEXT
SDC 5.22.115 (C) Zoning Map Amendment Criteria of Approval.
1) Consistency with applicable Metro Plan policies and the Metro Plan
diagram;
2) Consistency with applicable Refinement Plans, Plan District maps,
Conceptual Development Plans and functional plans;
3) The property is presently provided with adequate public facilities, services
and transportation networks to support the use, or these facilities, services
and transportation networks are planned to be provided concurrently with
the development of the property;
4) Meet the approval criteria specified in SDC 5.14.100 when involving a Metro
Plan amendment; and
5) Compliance with Oregon Administrative Rule (OAR) 660-012-0060, where
applicable.
To the specific criteria,
1) Consistency with applicable Metro Plan policies and the Metro Plan
diagram;
The Neighborhood Commercial land use is not specifically noted in the Metro
Plan land use designation map (see attached Exhibit' ). The property is
designated Low -Density Residential. The Metro Plan, however, does support
the dispersal of Neighborhood Commercial zoning throughout the residential
neighborhoods in the City of Springfield. The local jurisdiction has the ability
to determine whether or not the zone is appropriate for a specific site. The
following Metro Plan policies also promote the Neighborhood Commercial
Zoning:
Policy A.22: Expand opportunities for a mix of uses in newly developing areas
and existing neighborhoods through local zoning and development regulations
Policy 8.22: Review local ordinances and revise them to promote greater
flexibility for promoting appropriate commercial development in residential
neighborhoods.
Policy 8.28: Recognize the vital role of neighborhood commercial facilities in
providing services and goods to a particular neighborhood.
Concurring with the policies noted, the proposed zone change would expand
page 1 of9
Northwood Christian Church
Attachment 1, Page 4 of 13
NWCC Zone Change I Text
and promote the opportunity for commercial development in this residential
neighborhood.
The Metro Plan also notes the minimum location and siting criteria for
neighborhood commercial facilities (at page II -G-5):
1. Within convenient walking or bicycling distance of an adequate support
population. For a full-service neighborhood commercial center at the high
end of the size criteria, an adequate support population would be about
4,000 persons (existing or anticipated) within an area conveniently
accessible to the site. For smaller sites or more limited services, a smaller
support population or service area may be sufficient.
The church is located within an area where the support population is
adequate to support neighborhood commercial use. This criterion will be
further discussed later.
2. Adequate area to accommodate off-street parking and loading needs and
landscaping, particularly between the center and adjacent residential
property, as well as along street frontages next door to outdoor parking
areas.
The existing church use is ideally poised for accommodating parking and
loading with a complementary use such as neighborhood commercial. The
church facility already has a fully -developed, landscaped parking lot with
125 auto parking spaces and 21,000 sq ft of building area.
3. Sufficient frontage to ensure safe and efficient automobile, pedestrian and
bicycle access without conflict with moving traffic at intersections and
along adjacent streets.
The church property already has safe, efficient ingress -egress for
automobiles via Hayden Bridge Road to Harvest Lane. Pedestrian and
bicycle access is achieved via the existing wide sidewalks along both
streets. A traffic signal also exists at the intersection of Harvest Lane and
Hayden Bridge Road with clear crosswalks, further enhancing the safety
and efficiency of this area. An LTD bus stop is less than a block west.
4. The site shall be no more than five acres, including existing commercial
development. The exact size shall depend on the numbers of establishments
associated with the center and the population to be served.
As mentioned above, the site is approximately 2.64 acres, which is less
than the five acre maximum. Also, the existing church building is suited to
page 2 of 9
Northwood Christian Church
Attachment 1, Page 5 of 13
NWCC Zone Change I Text
redevelopment as commercial use.
2) Consistency with applicable Refinement Plans, Plan District maps,
Conceptual Development Plans and functional plans;
The property is in the North Springfield Refinement Plan area, immediately
north of the Q Street Refinement Plan. There currently is no North
Springfield Refinement Plan. The particular area where the church property
is situated is Low Density Residential. However Page Elementary School is
south of Hayden Bridge Road across the street to the south.
Hayden Bridge Road is a Major Collector and Harvest Lane is a Local Street.
Because the Neighborhood Commercial Zone is considered a "floating zone",
it can be placed in appropriate locations within the residentially -zoned areas.
A Major Collector street allows for adequate access for autos and deliveries
without burdening lower density residential neighborhoods.
3) The property is presently provided with adequate public facilities,
services and transportation networks to support the use, or these
facilities, services and transportation networks are planned to be
provided concurrently with the development of the property.
The full range of key urban facilities and services are available and existing
to the property. Wastewater, stormwater, transportation, water services, fire
and EMT services, police protection, city parks and recreation programs,
electric service, land use controls, communication facilities, and public
schools on a district -wide basis.
The density allowed in the NC zone is not materially different than that of a
church facility. Based on this, the criterion is met.
4) Meet the approval criteria specified in SDC 5.14.100 when involving a
Metro Plan amendment; and
Neither a Metro Plan Amendment or a Development Issues Meeting is
required for this application. However, a discretionary Development
Issues Meeting (DIM) was held on October 6, 2022.
Some pertinent issues that were discussed were:
The existing building height exceeds the 20 ft limit in the NC Zone. This will be
allowed to remain as an existing, non -conforming use.
page 3 of 9
Northwood Christian Church
Attachment 1, Page 6 of 13
NWCC Zone Change I Text
The maximum individual lease space in this zone is 15,000 sq ft. This is net use
outside of common spaces. The building is 21,000 sq ft and would need to be
divided into separate lease spaces. There are existing fire walls that could be
used to achieve this.
Some upgrade to the existing parking lots may be required to meet stormwater
requirements.
A trip cap of 100 is proposed to minimize traffic impact on adjacent streets. A
medical lab/office use would generate 77 trips. (See attached Exhibit "E").
Transportation Planning Rule (TPR) Evaluation
In addition to the zone change criteria listed above, the Statewide Planning
Goals, Goal 12 Transportation must be specifically addressed as part of this
zone change. In July 2014, the City of Springfield adopted the "City of
Springfield 2035 Transportation System Plan" (TSP).
Oregon Administrative Rules, OAR 660-012-0060(1), as adopted, states:
1) If an amendment to a functional plan, an acknowledged
comprehensive plan, or a land use regulation (including a zoning map)
would significantly affect an existing or planned transportation facility,
then the local government must put in place measures as provided in
section (2) of this rule, unless the amendment is allowed under section
3), (9) or (10) of this rule.
The City of Springfield relies on the TSP when evaluating a zone change for
consistency with the TPR.
9) Notwithstanding section (1) of this rule, a local government may
find that an amendment to a zoning map does not significantly affect
an existing or planned transportation facility if all of the following
requirements are met.
a) The proposed zoning is consistent with the existing comprehensive
plan map designation and the amendment does not change the
comprehensive plan map,
b) The local government has an acknowledged TSP and the proposed
zoning is consistent with the TSP; and
c) The area subject to the zoning map amendment was not exempted
from this rule at the time of an urban growth boundary amendment as
permitted in OAR 660-024-0020(1)(d), or the area was exempted from
page 4 of 9
Northwood Christian Church
Attachment 1, Page 7 of 13
NWCC Zone Change I Text
this rule but the local government has a subsequently acknowledged
TSP amendment that accounted for urbanization of the area.
In response to (9)(a), the NC Neighborhood Commercial zone is unique in that
is essentially a "floating zone" that does not rely on an underlying
comprehensive plan map designation in order to adequately function. The NC
zone is addressed on a case-by-case and site -by -site basis based on the
other criteria noted herein.
Related to (9)(b), the TSP was adopted by the Springfield City Council on July
21, 2014. The proposed zoning is consistent with the TSP in that it supports
Goal 1, which desires to "provide an efficient, sustainable, diverse, and
environmentally sound transportation system that supports and enhances
Springfield's economy and land use patterns." (TSP, page 9) The NC zone is
inherently flexible in its application and location. It also allows for a mix of
commercial and residential uses rather than isolating commercial uses
distant from the residents that use them. This promotes compact growth and
a more efficient transportation system.
Regarding (9)(c), because the property was not exempted from this rule, this
criterion does not apply. This criterion is a little less clear, since the Metro
Plan does not specifically locate NC zones.
Summary
Based on the evidence presented here and consistent with the findings also
listed, we request approval of the zone change to the subject property from
R-1 Low Density Residential to NC, Neighborhood Commercial.
page 5 of 9
Northwood Christian Church
Attachment 1, Page 8 of 13
NWCC Zone Charge I Text
page 6 of 9
Northwood Christian Church
Attachment 1, Page 9 of 13
200
2.64 AC
NWCC Zone Change I Text
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page 7 of 9
Northwood Christian Church
Attachment 1, Page 10 of 13
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NWCC Zone Change I Text
EXHIBIT "C"
page 8 o/ 9
Northwood Christian Church
Attachment 1, Page 11 of 13
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Attachment 1, Page 13 of 13
160 Madison Street, Suite A
Eugene, Oregon 97402
541.513.3376
2425 HARVEST LANE
Springfield, Oregon
ZONE CHANGE ANALYSIS
December 9, 2022
SANDOW
ENGINEERING TRAFFIC IMPACT ANALYSISP Attachment 2, Page 1 of 46
Springfield, Oregon
December 9, 2022
Kelly Sandow PE
NCC Zone Change
# ! ##
!# #
#
#
" #
#6009Attachment 2, Page 2 of 46
1 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
EXECUTIVE SUMMARY
This report provides the analysis and findings prepared for the proposed zone change located at 2425
Harvest Lane in Springfield, Oregon. The subject site is located at the northeast corner of Hayden
Bridge Road and Harvest Lane at Tax Lot 200 of Assessor’s Map 17-03-24-33. The site is approximately
2.64 acres and is zoned Residential R-1. The applicant is proposing a zone change for Neighborhood
Commercial NC.
As per Oregon Administrative Rule (OAR)660-0-12-0060, the Transportation Planning Rule (TPR), zone
changes are required to demonstrate that the proposed zone change will not have a significant effect
on the surrounding transportation system.
FINDINGS
• The worst-case development scenario for the proposed zone change will generate significantly
more trips than the existing zoning. Requiring an evaluation of impacts to the adjacent
infrastructure.
• The applicant is proposing a PM peak hour trip cap of 100 vehicle trips. The evaluation
contained in this report considers the impacts of the proposed trip cap of 100 trips.
• The 100 trips will increase PM peak hour traffic volumes by more than 20 trips at the
intersection of Hayden Bridge at Harvest Lane. All other intersections will receive fewer than 20
trips.
• The intersection of Hayden Bridge at Harvest Lane will meet the applicable performance
standards through the TSP planning horizon.
• No offsite mitigation is triggered for the proposed zone change.
• The proposed zone change meets the Transportation Planning Rule criteria for approval
Attachment 2, Page 3 of 46
2 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
CONTENTS
BACKGROUND ..................................................................................................................... 4
SCOPE OF WORK ................................................................................................................. 4
EXISTING ROADWAY CONDITIONS ..................................................................................... 4
3.1 STREET NETWORK ............................................................................................................................. 4
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA ........................................................... 5
3.2 INTERSECTION CRASH EVALUATION ................................................................................................. 5
FIGURE 1- VICINITY MAP AND SITE LOCATION ................................................................................... 6
FIGURE 2 –INTERSECTION CONTROL AND LANE CONFIGURATION .................................................... 7
DEVELOPMENT TRIP GENERATION AND DISTRIBUTION .................................................... 8
4.1 TRIP GENERATION EXISTING ZONING ............................................................................................... 8
TABLE 2: PM PEAK HOUR TRIP GENERATION-RESIDENTIAL DEVELOPMENT .................................... 10
TABLE 3: PM PEAK HOUR TRIP GENERATION-EXISTING USE ............................................................ 11
4.2 TRIP GENERATION POTENTIAL ZONING .......................................................................................... 11
TABLE 4: PM PEAK HOUR TRIP GENERATION-PROPOSED NC ZONING ............................................. 12
4.3 PROPOSED TRIP CAP ....................................................................................................................... 12
4.4 TRIP DISTRIBUTION ......................................................................................................................... 12
FIGURE 3: PM PEAK HOUR TRIP DISTRIBUTION ................................................................................ 13
TRAFFIC VOLUMES ............................................................................................................ 14
5.1 INTERSECTION COUNTS .................................................................................................................. 14
5.2 FUTURE YEAR BACKGROUND VOLUMES ......................................................................................... 14
5.3 PEAK HOUR VOLUMES .................................................................................................................... 14
FIGURE 4 – YEAR 2022 PEAK HOUR BACKGROUND TRAFFIC VOLUMES ........................................... 15
FIGURE 5 – YEAR 2035 PM PEAK HOUR TRAFFIC VOLUMES ............................................................. 16
INTERSECTION ANALYSIS .................................................................................................. 17
6.1 PERFORMANCE MEASURES ............................................................................................................ 17
6.2 INTERSECTION PERFORMANCE ....................................................................................................... 17
TABLE 5: INTERSECTION PERFORMANCE: WITH ZONE CHANGE ...................................................... 17
6.3 QUEUING ANALYSIS ........................................................................................................................ 17
TABLE 6: INTERSECTION QUEUING: AM PEAK HOUR DEVELOPMENT IMPACTS .............................. 18
TRANSPORTATION PLANNING RULE FINDINGS ................................................................ 18
CONCLUSION ..................................................................................................................... 19
Attachment 2, Page 4 of 46
3 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
LIST OF APPENDICES
APPENDIX A: SCOPE OF WORK
APPENDIX B: TRAFFIC VOLUMES
APPENDIX C: SYNCHRO OUTPUTS
APPENDIX D: QUEUING OUTPUTS
Attachment 2, Page 5 of 46
4 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
BACKGROUND
The following provides an analysis consistent with the Transportation Planning Rule criteria for the
proposed zone change at 2425 Harvest Lane in Springfield, Oregon. The subject site is located at the
northeast corner of the Hayden Bridge Road and Harvest Lane intersection at Tax Lot 200 of Assessor’s
Map 17-03-24-33. The site is approximately 2.64 acres and is zoned Residential R-1. The site is currently
occupied by a 21,000-square-foot building used for the Northwood Christian Church and daycare
facility.
The applicant is proposing a zone change to Neighborhood Commercial NC.
For this analysis, the only access to the site is assumed via the existing access connection at Harvest
Lane.
SCOPE OF WORK
The traffic study is performed in accordance with the City of Springfield and Lane County criteria. The
scope of work is provided in Appendix A.
The zone change requires an evaluation consistent with the OAR 660-012-0060 Transportation Planning
Rule to determine if the impacts associated with the zone change are consistent with the City of
Springfield Transportation System Plan. The zone change evaluation is prepared for the PM peak hour
for the existing conditions, year 2022, and the year 2035, City of Springfield TSP horizon year.
The evaluation includes the following locations:
• Hayden Bridge at Harvest Lane
• Harvest Lane at site access
The evaluation includes:
• Level of Service
• Volume to Capacity
• Queuing
• Crash Evaluation
• Transportation Planning Rule Compliance
EXISTING ROADWAY CONDITIONS
3.1 STREET NETWORK
Streets included within the study are Hayden Bridge Road and Harvest Lane. The roadway
characteristics within the study area are included in Table 1. Figure 1 illustrates the site location and
study area. Figure 2 illustrates the study area intersection geometry and access control.
Attachment 2, Page 6 of 46
5 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA
Characteris�c Hayden Bridge Road Harvest Lane
Jurisdic�on Lane County Lane County
Func�onal
Classifica�on Major
Collector Local
Posted Speed 35 mph 25 mph
Lanes per Direc�on 1 1
Center Le� Turn
lane None None
Restric�ons in the
Median No No
Bikes Lanes Present None None
Sidewalks Present Yes Site Frontage
Only
Transit Route Yes No
On-Street Parking None Yes
3.2 INTERSECTION CRASH EVALUATION
A crash investigation was performed for the study area intersections. The analysis investigates crashes
that have been reported to the state for the most recent 5 years, 1/01/2016-12/31/2020, to determine
the crash rate in crashes per million vehicles on the roadway and the types of crashes that occurred.
Crash data is provided by ODOT. There were no reported crashes in the past 5 years at the intersection
of Hayden Bridge Road and Harvest Lane.
Attachment 2, Page 7 of 46
ENGINEERING Figure 1: Site Location and Vicinity MapNCC Springfield, ORSANDOW160 Madison Street Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Pioneer P kwy G StCentennial Blvd
5th St
10th St
Hwy126MohawkBlvdMckenzieRiverHayden Bridge RdHarvest Ln19th StYolanda AveHayden Bridge Rd5th StQ StAttachment 2, Page 8 of 46
ENGINEERING Figure 2: Lane Configuration and Street ClassificatonNCC Springfield, ORSANDOW160 Madison Street Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com MckenzieRiverHaydenBridge Rd14th StM ckenzieCrestDrT StS StYolanda Ave1NSiteLEGENDStreet ClassificationMinor CollectorLocal RoadMinor Arterial Major CollectorMajor Arterial 1. 14th @Hayden Bridge19th St5th StAttachment 2, Page 9 of 46
8 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
DEVELOPMENT TRIP GENERATION AND DISTRIBUTION
As per Oregon Administrative Rule (OAR)660-0-12-0060, the Transportation Planning Rule (TPR), zone
changes are required to evaluate conditions under the reasonable worst-case development potential of
the proposed zoning. The following describes the process for determining the reasonable worst-case
development potential pm peak hour trip generation for both the existing and proposed zoning.
4.1 TRIP GENERATION EXISTING ZONING
The reasonable worst-case development potential for the existing zoning is evaluated using two
development scenarios. Scenario 1 is the worst-case development potential of the outright allowed
residential uses under the code. Scenario 1 is the trip generation for the existing use of the site as a
church and daycare facility, permitted as a discretionary use.
Scenario 1
The site is approximately 2.62 acres and zoned Residential R-1. As per SDC 3.2.215, the following
densities apply to R-1.
Single Family lots = 6-14/acre
30,000 sf minimum lot
Duple = 6 or more units/acre
3,000 sf minimum lot
Triplex and Fourplex = 6 or more units/acre
5,000 or 7,000 sf minimum lot
The images below provide a hypothetical layout for the number of 3,000 sf, 5,000 sf, and 7,000 sf lots
that can be placed on the site, given the need for a 50-foot public street right of way for public access
to the lots.
Attachment 2, Page 10 of 46
9 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
3000 sf Single Family and Duplex Lots
5000 sf Triplex Lots
Attachment 2, Page 11 of 46
10 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
7000 sf Fourplex Lots
The maximum number of residential units and the PM peak hour development trips are illustrated in
Table 2 below. The PM peak hour trips are estimated using the most closely matched land use and trip
rates within the ITE Trip Generation Manuals 11th Ed.
TABLE 2: PM PEAK HOUR TRIP GENERATION-RESIDENTIAL DEVELOPMENT
Development Poten�al ITE Code Rate Trips
28- Single Family Units 210- Single Family
Detached
Ln(T)=0.94ln(x)+0.27 30
56- Duplex Units 215- Single Family
Atached
T=0.60(X)-3.93 30
54- Triplex Units 220- Mul�-Family
Low-Rise
T=0.43(x)+20.55 44
56-Fourplex Units 220- Mul�-Family
Low-Rise
T=0.43(x)+20.55 45
As demonstrated in Table 2, the reasonable worst-case development potential is 56 fourplex style units
generating 45 PM peak hour Trips.
Attachment 2, Page 12 of 46
11 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
Scenario 2
Existing use of the site as a 21,000-sf church with a daycare facility. The daycare is permitted for up to
60 kids. Table 3 provides the trip calculations for the existing allowed use.
TABLE 3: PM PEAK HOUR TRIP GENERATION-EXISTING USE
ITE Code Size Rate Trips
560- Church 20* ksf T=0.36(x)+4.7 12
565- Day Care Center 60 students Ln(T)=0.87ln(x)+0.29 41
TOTAL 59
*1,000 sf of building for the daycare facility
The max development potential is the existing zoning generates 59 trips.
4.2 TRIP GENERATION POTENTIAL ZONING
The proposed zoning is Neighborhood Commercial (NC). As per SDC 3.2.320, the highest vehicle trip-
generating uses allowed within this zone are:
• Commercial Center
• Restaurant with drive through
• Restaurant without drive through
• Drinking Establishment/Taproom
• Offices and Clinics
The building area is 2.62 acres or 114,125 square feet
• Building area is 39% of the site: 44,500 square feet
• 45% of the site is parking, drive aisles, and loading areas
• 16% is landscaped areas, walkways, and other
• 25% reduction in required parking spaces
At 44,500 sf of total building area, the site will likely be constructed as a multi-tenant retail center. This
center could contain an out parcel of a drive-through coffee shop or restaurant within the total square
footage. ITE Land Use Code 821 Shopping Plaza (40-150 Ksf) is the most closely matched land use for
this size of a retail plaza. The shopping plaza land use takes into consideration the internal trip capture
that occurs between land uses and provides a rate that averages out the higher trip generators, such as
a restaurant, and the lower trip generators, such as insurance offices. The reasonable worst-case PM
peak hour trip generation is provided in Table 4.
Attachment 2, Page 13 of 46
12 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
TABLE 4: PM PEAK HOUR TRIP GENERATION-PROPOSED NC ZONING
Development Poten�al ITE Code Rate Trips
44,500 sf retail plaza 821-Shopping Plaza (40-
150 ksf)
5.19 trips/ksf 231
The proposed zoning will have a reasonable development potential of 44,500 sf shopping plaza
generating 231 PM peak hour trips.
4.3 PROPOSED TRIP CAP
The proposed zoning will have a significantly higher trip generation than the existing zoning. However,
the applicant is going to request a trip cap of 100 trips during the PM peak hour.
4.4 TRIP DISTRIBUTION
The trip cap of 100 PM peak hour trips will have an increase in vehicle trips to the site of 41 over the
existing trip generation. As the site is currently occupied by the reasonable worst-case development
scenario, the evaluation considers just the increase in trips.
The splits entering/exiting are assumed to be the same as a shopping plaza at 48% entering/52%
exiting.
• 20 entering
• 21 exiting
The trip distribution follows the existing travel patterns based on the traffic count at the intersection of
Hayden Bridge at Harvest Lane. Figure 3 provides the PM peak hour trip distribution.
Attachment 2, Page 14 of 46
ENGINEERING Figure 3: PM Peak Hour Trip DistributionNCC Springfield, ORSANDOW160 Madison Street Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com MckenzieRiverHaydenBridge Rd14th StM ckenzieCrestDrT StS StYolanda Ave1NSiteLEGEND19th St5th St1. 14th @Hayden Bridge7127112. 14th @Site Access2182192Attachment 2, Page 15 of 46
14 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
TRAFFIC VOLUMES
5.1 INTERSECTION COUNTS
As part of the analysis, a PM peak hour turning movement count was collected at the study area
intersections on November 30th, 2022. Traffic counts were performed for the weekday peak period of
4:00 PM to 6:00 PM. The turning movement counts illustrate that the weekday peak hours occur from
4:45-5:45 PM.
The traffic volumes are included in Appendix B.
5.2 FUTURE YEAR BACKGROUND VOLUMES
Consistent with the traffic impact analysis criteria, the intersections were evaluated for the year of
completion, the year 2022, and the City of Springfield TSP horizon year 2035. The growth rate for
roadways within the study area was determined using the standard City of Springfield 2% growth rate.
The calculations are included in Appendix B.
5.3 PEAK HOUR VOLUMES
The existing traffic volumes were adjusted according to the methodology described above. The
development trips are added to the background trips to develop the total traffic volumes. The following
Figures provide the traffic volume calculations
• Figure 4 illustrates the year 2022 PM background traffic volumes
• Figure 5 illustrates the year 2035 PM traffic volumes
Attachment 2, Page 16 of 46
ENGINEERING Figure 4: 2022 Background Peak Hour Traffic VolumesNCC Springfield, ORSANDOW160 Madison Street Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com MckenzieRiverHaydenBridge Rd14th StM ckenzieCrestDrT StS StYolanda Ave11. 14th @Hayden Bridge19th St5th St2402102820404341NSiteLEGENDBackground2
0
0
Attachment 2, Page 17 of 46
ENGINEERING Figure 5: Year 2035 Peak Hour Traffic VolumesNCC Springfield, ORSANDOW160 Madison Street Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com MckenzieRiverHaydenBridge Rd14th StM ckenzieCrestDrT StS StYolanda Ave11. 14th @Hayden Bridge19th St5th St30031335505054711. 14th @Hayden Bridge370152035506154712. 14th @Site Access3326318219NSiteLEGEND2BackgroundWith Development003003Attachment 2, Page 18 of 46
17 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
INTERSECTION ANALYSIS
6.1 PERFORMANCE MEASURES
Lane County uses the Highway Capacity Manual (HCM) defined Level of Service (LOS) and Volume to
Capacity ratio (v/c) as the intersection measure of performance. The volume-to-capacity ratio describes
the capability of an intersection to meet volume demand based on the maximum number of vehicles
that could be served in an hour. V/C is the threshold for which
TLOS is a concept developed to quantify 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 segment. It was developed to
quantify the quality of service of transportation facilities.
As per Lane Code LC15.696, signalized intersections have a standard of LOS E and v/c 0.85. There are no
performance standards that are applied to private driveways on Lane County roadways.
For this study, the level of service and volume to capacity intersection analysis was completed
according to the Highway Capacity Manual (HCM6) method implemented in SYNCHRO Version 10.
6.2 INTERSECTION PERFORMANCE
The results for the intersection analysis are provided in Table 5. Appendix C includes the Synchro
outputs.
TABLE 5: INTERSECTION PERFORMANCE: WITH ZONE CHANGE
Intersec�on
Mobility Standard
V/C / LOS
2022
Background
2035
Background
2035
Build
Hayden Bridge
at Harvest Lane
LOS E
v/c 0.85
A
0.43
A
0.53
A
0.55
Harvest Lane at
Site Access - N/A N/A A
0.02
As demonstrated in Table 5, the intersection will meet the standards through the planning horizon with
the proposed zone change.
6.3 QUEUING ANALYSIS
A queuing analysis was conducted for the studied intersection and access. The analysis was performed
using SimTraffic, a microsimulation software tool that uses the HCM-defined criteria to estimate the
queuing of vehicles within the study area. The average 95th percentile queuing results are illustrated in
Table 6. All results are rounded to 25 feet to represent the total number of vehicles in the queue, as
one vehicle typically occupies 25 feet of space. The SimTraffic outputs are provided in Appendix D.
Attachment 2, Page 19 of 46
18 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
TABLE 6: INTERSECTION QUEUING: AM PEAK HOUR DEVELOPMENT IMPACTS
TRANSPORTATION PLANNING RULE FINDINGS
The following elaborates on how this proposed zone change is consistent with the Transportation
Planning Rule TPR OAR 660-012-0060.
1) If an amendment to a functional plan, an acknowledged comprehensive plan, or a land use regulation
(including a zoning map) would significantly affect an existing or planned transportation facility, then
the local government must put in place measures as provided in section (2) of this rule, unless the
amendment is allowed under section (3), (9) or (10) of this rule. A plan or land use regulation
amendment significantly affects a transportation facility if it would:
(a) Change the functional classification of an existing or planned transportation facility (exclusive of
correction of map errors in an adopted plan);
The types and levels of traffic generated by this proposed zone change are consistent with the existing
functional classification of the adjacent streets. The functional classification does not need to change to
facilitate the level of trips from the zone change.
(b) Change standards implementing a functional classification system; or
The types and levels of traffic generated by this proposed zone change are consistent with the existing
functional classification of the adjacent streets. The standards implementing the functional
classification system do not need to change to facilitate the level of trips from the zone change.
(c) Result in any of the effects listed in paragraphs (A) through (C) of this subsection. If a local
government is evaluating a performance standard based on projected levels of motor vehicle
traffic, then the results must be based on projected conditions measured at the end of the
planning period identified in the adopted TSP. As part of evaluating projected conditions, the
amount of traffic projected to be generated within the area of the amendment may be reduced
if the amendment includes an enforceable, ongoing requirement that would demonstrably limit
traffic generation, including, but not limited to, transportation demand management. This
reduction may diminish or completely eliminate the significant effect of the amendment.
The analysis is prepared for the end of the City of Springfield’s TSP planning horizon, the year 2035.
Intersec�on
Available
Storage
(Feet)
2022
Background
(Feet)
2035
Background
(Feet)
2035
Build
(Feet)
95th Average 95th Average 95th Average
Hayden Bridge
@ Harvest
EB LTR 190 75 25 125 50 150 75
WB LTR 775 50 25 50 25 75 25
NB R 100 25 25 25 25 25 25
SB LTR 840 50 25 50 25 50 25
Harvest @ Site
Access
WB LR 200 N/A N/A N/A N/A 50 25
SB LT 570 N/A N/A N/A N/A 25 25
Attachment 2, Page 20 of 46
19 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
The applicant is proposing a Trip Cap of 100 PM peak hour trips. The trip cap will limit the size and type
of development that can be on site. The trip cap is an ongoing enforceable development requirement
that will limit the development trips.
(A) Types or levels of travel or access that are inconsistent with the functional
classification of an existing or planned transportation facility;
The types and levels of vehicle trips to be generated by the site under the proposed zoning will typically
be passenger cars with a few delivery vehicles. The trip levels and types of vehicles are consistent with
the Major Collector and Local Street classifications.
(B) Degrade the performance of an existing or planned transportation facility such that
it would not meet the performance standards identified in the TSP or comprehensive
plan; or
All studied intersections meet the applicable intersection performance standards at the end of the
planning horizon with the proposed zone change.
(C) Degrade the performance of an existing or planned transportation facility that is
otherwise projected to not meet the performance standards identified in the TSP or
comprehensive plan.
All intersections meet the performance standards at the end of the planning horizon.
As demonstrated above, the proposed zone change meets the standards of OAR 660-012-0060,
Transportation Planning Rule, through the end of the City of Springfield’s TSP planning horizon, the
year 2035.
CONCLUSION
The following conclusions and recommendations are based on the analysis contained within this
report.
• The worst-case development scenario for the proposed zone change will generate significantly
more trips than the existing zoning. Requiring an evaluation of impacts to the adjacent
infrastructure.
• The applicant is proposing a PM peak hour trip cap of 100 vehicle trips. The evaluation
contained in this report considers the impacts of the proposed trip cap of 100 trips.
• The 100 trips will increase PM peak hour traffic volumes by more than 20 trips at the
intersection of Hayden Bridge at Harvest Lane. All other intersections will receive fewer than 20
trips.
• The intersection of Hayden Bridge at Harvest Lane will meet the applicable performance
standards through the TSP planning horizon.
• No offsite mitigation is triggered for the proposed zone change.
Attachment 2, Page 21 of 46
20 NCC Zone Change 12.9.2022
SANDOW
ENGINEERING
• The proposed zone change meets the Transportation Planning Rule criteria for approval
Attachment 2, Page 22 of 46
SANDOW ENGINEERING APPENDIX A: SCOPE OF WORK NCC Zone Change
Attachment 2, Page 23 of 46
SANDOWENGINEERING
160 MADISON STREET, SUITE A EUGENE, OREGON 97402 541.513.3376
TECH MEMO
DATE: December 6, 2022
TO: Michael LIEBLER PE
City of Springfield
FROM: Kelly Sandow P.E.
Sandow Engineering
RE: Zone Change 2425 Harvest Lane
The following provides the trip generation estimate and proposed Scope of Work for the
proposed zone change at 2425 Harvest Lane in Springfield.
TRIP GENERATION
Existing Zoning Trip Generation
The existing zoning is Residential R-1.
Option 1- Residential use as allowed in the zoning. The max development potential is
56-fourplex units generating 45 pm peak hour trips. Table 1 provides the trip
calculation. The detailed calculations for how the maximum units were derived will be
provided in the final report.
TABLE 1: TRIP GENERATION OPTION 1
Development Poten�al ITE Code Rate Trips
28-Single Family Units 210-Single Family Detached Ln(T)=0.94ln(x)+0.27 30
56-Duplex Units 215-Single Family Atached T=0.60(X)-3.93 30
54-Triplex Units 220-Mul�-Family Low-Rise T=0.43(x)+20.55 44
56-Fourplex Units 220-Mul�-Family Low-Rise T=0.43(x)+20.55 45
Option 2- Existing use of the site as a 21,000-sf church with a day care facility. This is
the currently allowed use on site. The daycare is permitted for up to 60 kids. Table 2
provides the trip calculations.
Attachment 2, Page 24 of 46
Date: 12.6.2022
Re: Trip Generation Zone Change- 2425 Harvest Lane
Page 2
SANDOW ENGINEERING
TABLE 2: TRIP GENERATION OPTION 2
ITE Code Size Rate Trips
560-Church 20* ksf T=0.36(x)+4.7 12
565-Day Care Center 60 students Ln(T)=0.87ln(x)+0.29 41
TOTAL 59
*1,000 sf of building for the day care facility
The max development potential is the existing zoning generates 59 trips.
Potential Zoning
The proposed zoning will have a reasonable development potential of 44,500 sf shopping plaza
generating 231 PM peak hour trips.
The proposed zoning is Neighborhood Commercial (NC). As per SDC 3.2.320, the highest
vehicle trip-generating uses allowed within this zone are:
•Commercial Center
•Restaurant with drive through
•Restaurant without drive through
•Drinking Establishment/Taproom
•Offices and Clinics
The building area is 2.62 acres or 114,125 square feet
•Building area is 39% of the site: 44,500 square feet
•45% of the site is parking, drive aisles, and loading areas
•16% is landscaped areas, walkways, and other
•25% reduction in required parking spaces
At 44,500 sf of total building area, the site will likely be constructed as a multi-tenant retail
center. This center could contain an out parcel of a drive-through coffee shop or restaurant
within the total square footage. ITE Land Use Code 821 Shopping Plaza (40-150 Ksf) is the most
closely matched land use for this size of a retail plaza. The shopping plaza land use takes into
consideration the internal trip capture that occurs between land uses and provides a rate that
averages out the higher trip generators, such as a restaurant, and the lower trip generators,
such as insurance offices. The reasonable worst-case PM peak hour trip generation is provided
in Table 2.
Attachment 2, Page 25 of 46
Date: 12.6.2022
Re: Trip Generation Zone Change- 2425 Harvest Lane
Page 3
SANDOW ENGINEERING
TABLE 2: PM PEAK HOUR TRIP GENERATION-PROPOSED NC ZONING
Development Poten�al ITE Code Rate Trips
44,500 sf retail plaza 821-Shopping Plaza (40-
150 ksf)
5.19 trips/ksf 231
Trip Cap
The proposed zoning will have a significantly higher trip generation than the existing zoning.
However, the applicant is going to request a trip cap of 100 trips during the PM peak hour.
Trip Distribution
The trip cap of 100 trips will have an increase in vehicle trips to the site of 51. The splits
entering/exiting are assumed to be the same as a shopping plaza at 48% entering/52% exiting.
•25 entering
•26 exiting
The trip distribution follows the existing travel patterns based on the traffic count at the
intersection of Hayden Bridge at Harvest Lane.
Attachment 2, Page 26 of 46
12.6.2022
The intersection of Hayden Bridge at Harvest lane and Hayden Bridge at 5th Street is
anticipated to have 20 or more development trips added. Hayden Bridge at Harvest Lane is
the only intersection with 25 or more trips.
Analysis Parameters
•Years
⋅ 2022- Existing
⋅ 2035- TSP Horizon
•PM Peak Period 4-6 pm
•Intersections to be studied
⋅ Hayden Bridge at Harvest Lane
⋅ Harvest Lane at Site Access
Attachment 2, Page 27 of 46
SANDOW ENGINEERING APPENDIX B: TRAFFIC VOLUMESNCC Zone Change
Attachment 2, Page 28 of 46
1 City:
Date:Total of All Vehicles
Right Thru Left Approach
Total Right Thru Left Approach
Total Right Thru Left Approach
Total Right Thru Left Approach
Total SB WB NB EB
16:00 16:15 3 0 1 4 0 48 0 48 0 0 1 1 0 109 12 121 174 0 1 0 016:15 16:30 4 0 2 6 0 61 1 62 0 0 0 0 0 121 5 126 194 0 0 0 016:30 16:45 6 0 3 9 3 54 0 57 0 0 0 0 0 108 7 115 181 0 0 0 016:45 17:00 5 0 0 5 3 72 0 75 1 0 0 1 1 116 6 123 204 753 0 0 0 017:00 17:15 9 0 1 10 3 70 0 73 1 0 0 1 0 120 11 131 215 794 1 0 0 217:15 17:30 3 0 0 3 2 71 0 73 0 0 0 0 0 88 20 108 184 784 0 0 0 0
17:30 17:45 7 0 1 8 2 69 0 71 0 0 0 0 0 110 3 113 192 795 0 0 1 0
17:45 18:00 1 0 2 3 6 60 0 66 0 0 0 0 0 87 12 99 168 759 0 0 0 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03801019505120118597615121112
Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach SB WB NB EB240226102820292200214344047579500000.67 0.00 0.50 0.65 0.83 0.98 0.00 0.97 0.50 0.00 0.00 0.50 0.25 0.90 0.50 0.91 0.920000000000300%0%0%0%0%0%0%0%0%0%1%0%
15
Minute Volume
Intersection: 1: Harvest @ Hayden Bridge RD Springfield
Counter: Sandow Engineering Wednesday, November 30, 2022
Time Period Southbound Westbound Northbound Eastbound Hourly Volume
Pedestrians
Pedestrians
Peak Volumes
PHF
Count Period Total
% TrucksTrucks
PM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound
Attachment 2, Page 29 of 46
92.31%0.00%7.69%%R T L PED124020%Ped 0 10 R 3.42%8.42%L 40 282 T 96.58%91.37%T 434 0 L 0.00%0.21%R 1 0 Ped %0 0 0 2PedLTR
Adjustment Factor %0.0%0.0%100.0%
SAF 1.0001.000
795
292
76
26 50
Seasonally Adjusted Peak Hour Southbound
306 Eastbound1: Harvest @ Hayden Bridge RD Westbound781 730
475 438
Northbound
1 2
3
Attachment 2, Page 30 of 46
1: Harvest @ Hayden Bridge RD
Pedestrians and Cars
Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left
4:00 PM 3 0 1 0 48 0 0 0 0 1 0 107 11 171
4:15 PM 4 0 2 0 61 0 0 0 0 0 0 119 5 191
4:30 PM 6 0 3 3 54 0 0 0 0 0 0 108 7 181
4:45 PM 5 0 0 3 72 0 0 1 0 0 1 116 6 204 747
5:00 PM 9 0 1 3 70 0 0 1 0 0 0 119 11 214 790
5:15 PM 3 0 0 2 71 0 0 0 0 0 0 87 20 183 7825:30 PM 7 0 1 2 69 0 1 0 0 0 0 109 3 191 7925:45 PM 1 0 2 6 60 0 0 0 0 0 0 87 12 168 7566:00 PM 0 5426:15 PM 0 3596:30 PM 0 1686:45 PM 0 0Total038010019505012010185275Peak Hour 0 24 0 2 0 0 10 282 0 0 1 2 0 0 0 0 1 431 40 0 792 3111
Trucks
Right Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM 0 2 1 34:15 PM 1 2 0 34:30 PM 0 0 0 04:45 PM 0 0 0 0 65:00 PM 0 1 0 1 45:15 PM 0 1 0 1 2
5:30 PM 0 1 0 1 3
5:45 PM 0 0 0 0 36:00 PM 0 26:15 PM 0 16:30 PM 0 06:45 PM 0 0Total000001000071Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 15
Bikes
Right Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM 0 1 0 0 0 1 0 04:15 PM 0 0 0 0 0 0 0 04:30 PM 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 05:00 PM 1 0 1 1 1 0 0 25:15 PM 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 06:00 PM 0 0 0 06:15 PM 0 0 0 06:30 PM 0 0 0 06:45 PM 0 0 0 0Total100010000011Peak Hour 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 0 0 2
Left Right Total Left Right Total Left Right Total Left Right Total4:00 PM 0 0 0 0 0 0 0 04:15 PM 0 0 0 0 0 0 0 04:30 PM 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 05:00 PM 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 06:00 PM 0 0 0 0 0 0 0 06:15 PM 0 0 0 0 0 0 0 06:30 PM 0 0 0 0 0 0 0 06:45 PM 0 0 0 0 0 0 0 0Total0000000000000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Pedestrians
Time Period NE NW SW SE SB WB NB EB
Time Period Southbound Westbound Northbound Eastbound 15 Minute Volume Hourly Volume
EB
Hourly Volume
Time Period Southbound Westbound Northbound Eastbound SB WB NB
Time Period Southbound Westbound Northbound Eastbound 15 Minute Volume
Attachment 2, Page 31 of 46
2022 Base
26 50RTL PED12402 0Ped0 10 R 292306L40282TT4340L438475R10Ped0002PedLTR12
EDIT Highlighted 2035 PM Volumes BackgroundBase Year 2022Target Year 2035Years of Growth 13Growth Rate Per Year 0.020Growth Factor 1.26
33 63RTL PED13003 0Ped0 13 R 368386L50355TT5470L552599R10Ped0003PedLTR13
1: Harvest @ Hayden Bridge RD
1: Harvest @ Hayden Bridge RD
Attachment 2, Page 32 of 46
SANDOW ENGINEERING APPENDIX C: SYNCHRO ANALYSISNCC Zone Change
Attachment 2, Page 33 of 46
HCM Signalized Intersection Capacity Analysis
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2022 Background Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph)40 431 1 0 282 10 0 0 2 2 0 24
Future Volume (vph)40 431 1 0 282 10 0 0 2 2 0 24
Ideal Flow (vphpl)1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Total Lost time (s)4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 0.87
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot)1726 1742 1488 1525
Flt Permitted 0.96 1.00 1.00 1.00
Satd. Flow (perm)1662 1742 1488 1525
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph)43 468 1 0 307 11 0 0 2 2 0 26
RTOR Reduction (vph) 0 0 0 0 1 0 0 0 2 0 28 0
Lane Group Flow (vph) 0 512 0 0 317 0 0 0 0 0 0 0
Heavy Vehicles (%)0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type Perm NA NA Perm Split NA
Protected Phases 4 8 2 6 6
Permitted Phases 4 8 2 2
Actuated Green, G (s)27.8 27.8 0.7 0.7
Effective Green, g (s)28.3 28.3 0.7 0.7
Actuated g/C Ratio 0.68 0.68 0.02 0.02
Clearance Time (s)4.5 4.5 4.0 4.0
Vehicle Extension (s)4.0 4.0 2.5 2.5
Lane Grp Cap (vph)1127 1182 24 25
v/s Ratio Prot 0.18 c0.00
v/s Ratio Perm c0.31 c0.00
v/c Ratio 0.45 0.27 0.00 0.02
Uniform Delay, d1 3.1 2.6 20.2 20.2
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.2 0.0 0.2
Delay (s)3.5 2.8 20.2 20.4
Level of Service A A C C
Approach Delay (s)3.5 2.8 20.2 20.4
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 3.8 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 41.7 Sum of lost time (s)12.0
Intersection Capacity Utilization 58.9% ICU Level of Service B
Analysis Period (min)15
c Critical Lane Group
Attachment 2, Page 34 of 46
HCM 6th Signalized Intersection Summary
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2022 Background Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 40 431 1 0 282 10 0 0 2 2 0 24
Future Volume (veh/h) 40 431 1 0 282 10 0 0 2 2 0 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1750 1736 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Adj Flow Rate, veh/h 43 468 1 0 307 11 0 0 2 2 0 26
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 174 858 2 0 888 32 0 6 5 4 0 58
Arrive On Green 0.51 0.53 0.53 0.00 0.53 0.53 0.00 0.00 0.00 0.04 0.00 0.04
Sat Flow, veh/h 68 1622 3 0 1679 60 0 1750 1483 107 0 1388
Grp Volume(v), veh/h 512 0 0 0 0 318 0 0 2 28 0 0
Grp Sat Flow(s),veh/h/ln 1693 0 0 0 0 1739 0 1750 1483 1495 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 3.0 0.0 0.0 0.0 0.5 0.0 0.0
Cycle Q Clear(g_c), s 5.6 0.0 0.0 0.0 0.0 3.0 0.0 0.0 0.0 0.5 0.0 0.0
Prop In Lane 0.08 0.00 0.00 0.03 0.00 1.00 0.07 0.93
Lane Grp Cap(c), veh/h 1004 0 0 0 0 920 0 6 5 63 0 0
V/C Ratio(X)0.51 0.00 0.00 0.00 0.00 0.35 0.00 0.00 0.38 0.45 0.00 0.00
Avail Cap(c_a), veh/h 1595 0 0 0 0 1543 0 559 474 477 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 4.5 0.0 0.0 0.0 0.0 3.8 0.0 0.0 14.0 13.2 0.0 0.0
Incr Delay (d2), s/veh 0.6 0.0 0.0 0.0 0.0 0.3 0.0 0.0 30.3 3.7 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.7 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.1 0.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.0 0.0 0.0 0.0 0.0 4.1 0.0 0.0 44.3 16.8 0.0 0.0
LnGrp LOS A A A A A A A A D B A A
Approach Vol, veh/h 512 318 2 28
Approach Delay, s/veh 5.0 4.1 44.3 16.8
Approach LOS A A D B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 4.1 18.9 5.2 18.9
Change Period (Y+Rc), s 4.0 4.5 4.0 4.5
Max Green Setting (Gmax), s 9.0 24.5 9.0 24.5
Max Q Clear Time (g_c+I1), s 2.0 7.6 2.5 5.0
Green Ext Time (p_c), s 0.0 6.8 0.0 4.2
Intersection Summary
HCM 6th Ctrl Delay 5.2
HCM 6th LOS A
Notes
User approved pedestrian interval to be less than phase max green.
Attachment 2, Page 35 of 46
HCM Signalized Intersection Capacity Analysis
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2035 Background Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph)50 547 1 0 355 13 0033030
Future Volume (vph)50 547 1 0 355 13 0033030
Ideal Flow (vphpl)1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Total Lost time (s)4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 0.88
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot)1727 1742 1488 1527
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm)1644 1742 1488 1527
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 54 595 1 0 386 14 0033033
RTOR Reduction (vph)0000100030350
Lane Group Flow (vph) 0 650 0 0 399 0000010
Heavy Vehicles (%)0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type Perm NA NA Perm Split NA
Protected Phases 4 8 2 6 6
Permitted Phases 4 8 2 2
Actuated Green, G (s)31.5 31.5 0.8 1.8
Effective Green, g (s)32.0 32.0 0.8 1.8
Actuated g/C Ratio 0.69 0.69 0.02 0.04
Clearance Time (s)4.5 4.5 4.0 4.0
Vehicle Extension (s)4.0 4.0 2.5 2.5
Lane Grp Cap (vph)1128 1196 25 58
v/s Ratio Prot 0.23 c0.00
v/s Ratio Perm c0.40 c0.00
v/c Ratio 0.58 0.33 0.00 0.02
Uniform Delay, d1 3.8 3.0 22.5 21.6
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.9 0.2 0.0 0.1
Delay (s)4.6 3.2 22.5 21.7
Level of Service A A C C
Approach Delay (s)4.6 3.2 22.5 21.7
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 4.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 46.6 Sum of lost time (s)12.0
Intersection Capacity Utilization 70.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Attachment 2, Page 36 of 46
HCM 6th Signalized Intersection Summary
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2035 Background Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 547 1 0 355 13 0033030
Future Volume (veh/h) 50 547 1 0 355 13 0033030
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1750 1736 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Adj Flow Rate, veh/h 54 595 1 0 386 14 0033033
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %010000000000
Cap, veh/h 156 958 2 0 1000 36 0976070
Arrive On Green 0.58 0.60 0.60 0.00 0.60 0.60 0.00 0.00 0.00 0.05 0.00 0.05
Sat Flow, veh/h 72 1607 3 0 1678 61 0 1750 1483 125 0 1372
Grp Volume(v), veh/h 650 00004000033600
Grp Sat Flow(s),veh/h/ln 1682 00001739 0 1750 1483 1497 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 4.2 0.0 0.0 0.1 0.8 0.0 0.0
Cycle Q Clear(g_c), s 8.5 0.0 0.0 0.0 0.0 4.2 0.0 0.0 0.1 0.8 0.0 0.0
Prop In Lane 0.08 0.00 0.00 0.03 0.00 1.00 0.08 0.92
Lane Grp Cap(c), veh/h 1091 00001036 0 9 7 76 0 0
V/C Ratio(X) 0.60 0.00 0.00 0.00 0.00 0.39 0.00 0.00 0.41 0.47 0.00 0.00
Avail Cap(c_a), veh/h 1540 00001515 0 457 387 391 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 4.5 0.0 0.0 0.0 0.0 3.7 0.0 0.0 17.1 15.9 0.0 0.0
Incr Delay (d2), s/veh 0.7 0.0 0.0 0.0 0.0 0.3 0.0 0.0 25.1 3.4 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.2 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.1 0.3 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.3 0.0 0.0 0.0 0.0 4.0 0.0 0.0 42.2 19.3 0.0 0.0
LnGrp LOS AAAAAAAADBAA
Approach Vol, veh/h 650 400 3 36
Approach Delay, s/veh 5.3 4.0 42.2 19.3
Approach LOS A A D B
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 4.2 24.5 5.7 24.5
Change Period (Y+Rc), s 4.0 4.5 4.0 4.5
Max Green Setting (Gmax), s 9.0 29.5 9.0 29.5
Max Q Clear Time (g_c+I1), s 2.1 10.5 2.8 6.2
Green Ext Time (p_c), s 0.0 9.6 0.0 6.0
Intersection Summary
HCM 6th Ctrl Delay 5.4
HCM 6th LOS A
Notes
User approved pedestrian interval to be less than phase max green.
Attachment 2, Page 37 of 46
HCM Signalized Intersection Capacity Analysis
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2035 Build Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph)61 547 1 0 355 20 0 0 3 15 0 37
Future Volume (vph)61 547 1 0 355 20 0 0 3 15 0 37
Ideal Flow (vphpl)1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Total Lost time (s)4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frt 1.00 0.99 0.85 0.90
Flt Protected 1.00 1.00 1.00 0.99
Satd. Flow (prot)1725 1737 1488 1559
Flt Permitted 0.93 1.00 1.00 0.99
Satd. Flow (perm)1618 1737 1488 1559
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 66 595 1 0 386 22 0 0 3 16 0 40
RTOR Reduction (vph)0000200030520
Lane Group Flow (vph) 0 662 0 0 406 0000040
Heavy Vehicles (%)0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type Perm NA NA Perm Split NA
Protected Phases 4 8 2 6 6
Permitted Phases 4 8 2 2
Actuated Green, G (s)30.9 30.9 0.9 3.0
Effective Green, g (s)31.4 31.4 0.9 3.0
Actuated g/C Ratio 0.66 0.66 0.02 0.06
Clearance Time (s)4.5 4.5 4.0 4.0
Vehicle Extension (s)4.0 4.0 2.5 2.5
Lane Grp Cap (vph)1074 1153 28 98
v/s Ratio Prot 0.23 c0.00
v/s Ratio Perm c0.41 c0.00
v/c Ratio 0.62 0.35 0.00 0.04
Uniform Delay, d1 4.5 3.5 22.8 20.8
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.2 0.3 0.0 0.1
Delay (s)5.7 3.7 22.8 20.9
Level of Service A A C C
Approach Delay (s)5.7 3.7 22.8 20.9
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 5.8 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 47.3 Sum of lost time (s)12.0
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Attachment 2, Page 38 of 46
HCM 6th Signalized Intersection Summary
3: Hayden Bridge & Harvest 12/09/2022
6009 Northwood Christian Church 12/06/2022 2035 Build Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 61 547 1 0 355 20 0 0 3 15 0 37
Future Volume (veh/h) 61 547 1 0 355 20 0 0 3 15 0 37
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1750 1736 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750
Adj Flow Rate, veh/h 66 595 1 0 386 22 0 0 3 16 0 40
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %010000000000
Cap, veh/h 165 927 1 0 969 55 0 9 7 31 0 78
Arrive On Green 0.58 0.59 0.59 0.00 0.59 0.59 0.00 0.00 0.00 0.07 0.00 0.07
Sat Flow, veh/h 93 1569 3 0 1640 93 0 1750 1483 437 0 1094
Grp Volume(v), veh/h 662 00004080035600
Grp Sat Flow(s),veh/h/ln 1665 00001733 0 1750 1483 1531 0 0
Q Serve(g_s), s 0.6 0.0 0.0 0.0 0.0 4.5 0.0 0.0 0.1 1.3 0.0 0.0
Cycle Q Clear(g_c), s 9.3 0.0 0.0 0.0 0.0 4.5 0.0 0.0 0.1 1.3 0.0 0.0
Prop In Lane 0.10 0.00 0.00 0.05 0.00 1.00 0.29 0.71
Lane Grp Cap(c), veh/h 1070 00001024 0 9 7 109 0 0
V/C Ratio(X) 0.62 0.00 0.00 0.00 0.00 0.40 0.00 0.00 0.41 0.51 0.00 0.00
Avail Cap(c_a), veh/h 1459 00001442 0 437 370 382 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 4.9 0.0 0.0 0.0 0.0 3.9 0.0 0.0 17.9 16.1 0.0 0.0
Incr Delay (d2), s/veh 0.8 0.0 0.0 0.0 0.0 0.4 0.0 0.0 25.1 2.7 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.1 0.5 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.8 0.0 0.0 0.0 0.0 4.3 0.0 0.0 43.0 18.9 0.0 0.0
LnGrp LOS AAAAAAAADBAA
Approach Vol, veh/h 662 408 3 56
Approach Delay, s/veh 5.8 4.3 43.0 18.9
Approach LOS A A D B
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 4.2 25.3 6.6 25.3
Change Period (Y+Rc), s 4.0 4.5 4.0 4.5
Max Green Setting (Gmax), s 9.0 29.5 9.0 29.5
Max Q Clear Time (g_c+I1), s 2.1 11.3 3.3 6.5
Green Ext Time (p_c), s 0.0 9.5 0.1 6.1
Intersection Summary
HCM 6th Ctrl Delay 6.0
HCM 6th LOS A
Notes
User approved pedestrian interval to be less than phase max green.
Attachment 2, Page 39 of 46
Attachment 2, Page 40 of 46
SANDOW ENGINEERING APPENDIX D: QUEUING ANALYSISNCC Zone Change
Attachment 2, Page 41 of 46
Queuing and Blocking Report
Baseline 12/06/2022
6009 Northwood Christian Church SimTraffic Report
Page 1
Intersection: 3: Hayden Bridge & Harvest, Interval #1
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft)80 34 31
Average Queue (ft)36 10 21
95th Queue (ft)88 37 44
Link Distance (ft)331 370 212
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Hayden Bridge & Harvest, Interval #2
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft)84 56 31
Average Queue (ft)26 9 17
95th Queue (ft)69 37 42
Link Distance (ft)331 370 212
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Hayden Bridge & Harvest, All Intervals
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft)96 61 31
Average Queue (ft)29 9 18
95th Queue (ft)74 37 42
Link Distance (ft)331 370 212
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
Attachment 2, Page 42 of 46
Queuing and Blocking Report
2035 Background 12/09/2022
6009 Northwood Christian Church SimTraffic Report
Page 1
Intersection: 3: Hayden Bridge & Harvest, Interval #1
Movement EB WB NB SB
Directions Served LTR LTR R LTR
Maximum Queue (ft) 134 38 18 31
Average Queue (ft) 63 11 4 17
95th Queue (ft)140 36 22 42
Link Distance (ft)332 371 251
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)0
Queuing Penalty (veh)0
Intersection: 3: Hayden Bridge & Harvest, Interval #2
Movement EB WB NB SB
Directions Served LTR LTR R LTR
Maximum Queue (ft) 135 77 30 40
Average Queue (ft) 40 16 5 21
95th Queue (ft)93 52 23 46
Link Distance (ft)332 371 251
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)0
Queuing Penalty (veh)0
Intersection: 3: Hayden Bridge & Harvest, All Intervals
Movement EB WB NB SB
Directions Served LTR LTR R LTR
Maximum Queue (ft) 149 77 30 40
Average Queue (ft) 46 15 5 20
95th Queue (ft)108 49 23 45
Link Distance (ft)332 371 251
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)0
Queuing Penalty (veh)0
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
Attachment 2, Page 43 of 46
Queuing and Blocking Report
2035 Build 12/09/2022
6009 Northwood Christian Church SimTraffic Report
Page 1
Intersection: 3: Hayden Bridge & Harvest, Interval #1
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft) 115 60 35
Average Queue (ft) 70 24 27
95th Queue (ft)144 61 46
Link Distance (ft)332 370 253
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Hayden Bridge & Harvest, Interval #2
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft) 218 68 46
Average Queue (ft) 63 18 25
95th Queue (ft)151 52 48
Link Distance (ft)332 370 253
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Hayden Bridge & Harvest, All Intervals
Movement EB WB SB
Directions Served LTR LTR LTR
Maximum Queue (ft) 218 71 46
Average Queue (ft) 64 20 26
95th Queue (ft)150 55 47
Link Distance (ft)332 370 253
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Attachment 2, Page 44 of 46
Queuing and Blocking Report
2035 Build 12/09/2022
6009 Northwood Christian Church SimTraffic Report
Page 2
Intersection: 6: Harvest, Interval #1
Movement WB
Directions Served LR
Maximum Queue (ft)31
Average Queue (ft)17
95th Queue (ft)42
Link Distance (ft)293
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 6: Harvest, Interval #2
Movement WB SB
Directions Served LR LT
Maximum Queue (ft)36 6
Average Queue (ft)15 0
95th Queue (ft)41 5
Link Distance (ft)293 178
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 6: Harvest, All Intervals
Movement WB SB
Directions Served LR LT
Maximum Queue (ft)36 6
Average Queue (ft)16 0
95th Queue (ft)41 4
Link Distance (ft)293 178
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
Attachment 2, Page 45 of 46
SANDOW
ENGINEERING
160 Madison Street, Suite A
Eugene, Oregon 97402
541.513.3376
sandowengineering.com
Attachment 2, Page 46 of 46
LOCATION OF PROPERTY SUBJECT TO PROPOSED ZONE CHANGE
SITE
Attachment 3, Page 1 of 4
811-22-000259-TYP3 – ZONING MAP AMENDMENT FOR FORMER NORTHWOOD CHURCH
2425 HARVEST LANE (MAP 17-03-24-33, TL 200)
SITE CONTEXT MAP
SITE
Hayden Bridge Road Harvest Lane Dumas Drive Cheek Street 15th Street Page
Elementary School
Attachment 3, Page 2 of 4
811-22-000259-TYP3 – ZONING MAP AMENDMENT FOR 2.6-ACRE PARCEL
2425 HARVEST LANE (MAP 17-03-24-33, TAX LOT 200)
CURRENT ZONING
R-1 Residential District (R-1)
R-2 Residential District (R-2)
Public Land and Open Space (PLO)
Neighborhood Commercial (NC)
SITE
Page
Elementary School
Cheek Street Harvest Lane Hayden Bridge Road 15th Street 14th Place Dumas Drive Debra Drive Attachment 3, Page 3 of 4
811-22-000259-TYP3 – ZONING MAP AMENDMENT FOR 2.6-ACRE PARCEL
2425 HARVEST LANE (MAP 17-03-24-33, TAX LOT 200)
PROPOSED ZONING
R-1 Residential District (R-1)
R-2 Residential District (R-2)
Public Land and Open Space (PLO)
Neighborhood Commercial (NC)
SITE
Page
Elementary School
Cheek Street Harvest Lane Hayden Bridge Road 15th Street 14th Place Dumas Drive Debra Drive Attachment 3, Page 4 of 4
BEFORE THE PLANNING COMMISSION OF SPRINGFIELD, OREGON
FINAL ORDER FOR:
AMENDMENT TO THE SPRINGFIELD ZONING MAP TO REZONE APPROXIMATELY 2.64 ACRES ] 811-22-000259-TYP3
OF LAND IDENTIFIED AS 2425 HARVEST LANE (ASSESSOR’S MAP 17-03-24-33, TAX LOT 200) ]
FROM R-1 RESIDENTIAL DISTRICT TO NEIGHBORHOOD COMMERCIAL (NC) ]
NATURE OF THE PROPOSAL
Proposed amendment to the Springfield Zoning Map:
▪ Rezone approximately 2.64 acres of property located at the northeast corner of the intersection of Hayden Bridge
Road and Harvest Lane and addressed as 2425 Harvest Lane (Map 17-03-24-33, Tax Lot 200) from R-1 Residential
District to Neighborhood Commercial. The subject property is generally depicted and more particularly described in
Exhibit A to this Order.
Timely and sufficient notice of the public hearing has been provided, pursuant to SDC 5.1.425-440.
On February 7, 2023, the Springfield Planning Commission held a public hearing and conducted deliberations on the
proposed Zoning Map amendment. The staff report, written comments, and testimony of those who spoke at the public
hearing meeting were entered into the record.
CONCLUSION
On the basis of this record, the proposed Zoning Map amendment is consistent with the criteria of SDC 5.22.115. This
general finding is supported by the specific findings of fact and conclusions as stated in the staff report and findings
attached hereto as Exhibit B to this Order.
ORDER/RECOMMENDATION
It is ORDERED by the Springfield Planning Commission that Case Number 811-22-000259-TYP3, Zoning Map Amendment,
be approved. This ORDER was presented to and approved by the Planning Commission on February 7, 2023.
____________________________ ____________________
Planning Commission Chairperson Date
ATTEST
AYES:
NOES:
ABSENT:
ABSTAIN:
Attachment 4, Page 1 of 15
EXHIBIT A
PROPERTY REZONED FROM R-1 RESIDENTIAL TO NEIGHBORHOOD COMMERCIAL
Legal Description
Beginning at a point on the South line of Section 24, Township 17 South, Range 3 West of the Willamette Meridian, 26.94
chains West of the intersection of said South line with the East line of the William C. Spencer Donation Land Claim No. 50;
thence West 10.0 chains on said section line; thence North 5.0 chains on the center line of County Road No. 698; thence
East 10.0 chains parallel with the South line of said Section 24; thence South 5.0 chains to the point of beginning, in Lane
County, Oregon;
EXCEPTING therefrom that part lying within the bounds of portion conveyed to Lane County, Oregon by deed recorded
October 2, 1963, Reception No. 27716, Lane County, Oregon, Deed Records, in Lane County, Oregon;
ALSO EXCEPT: Beginning at a point which bears South 89° 42’ 35” East 637.25 feet and North 0° 07’ 50” East, 43.51 feet
from the Southwest corner of Section 24, Township 17 South, Range 3 West of the Willamette Meridian; thence North 0°
07’ 50” East, 286.94 feet; thence South 89° 42’ 35” East 230 feet; thence South 0° 07’ 50” West 306.38 feet; thence North
89° 35’ 30” West, 230 feet; thence North 0° 07’ 50” East, 19.42 feet to the point of beginning, in Lane County, Oregon.
ALSO EXCEPT the South 40 feet conveyed to Lane County Oregon for roadway by deed recorded April 12, 1971, Reception
No. 42661, Lane County Official Records, in Lane County, Oregon.
C
Hayden Bridge Road Harvest Lane Dumas Drive 15th Street Cheek Street
Page Elementary School
SITE
Exhibit A, Page 1 of 1
Attachment 4, Page 2 of 15
Staff Report and Findings
Springfield Planning Commission
Zone Change Request
Hearing Date: February 7, 2023
Case Number: 811-22-000259-TYP3
Applicant: William Randall, Arbor South Architecture
Applicant’s Traffic Engineer: Kelly Sandow, PE, Sandow Engineering
Property Owner: Northwood Christian Church
Site: Northeast corner of the intersection of Hayden Bridge Road and Harvest Lane; addressed as 2425
Harvest Lane (Assessor’s Map 17-03-24-33, Tax Lot 200).
Request
Rezone approximately 2.64 acres of R-1 Residential to Neighborhood Commercial (NC).
Site Information/Background
The application was initiated on November 30, 2022 and was considered complete upon receipt of the
supporting Traffic Analysis on December 13, 2022. The initial Planning Commission public hearing on
the matter of the Zone Change request is scheduled for February 7, 2023.
The property that is subject of the Zone Change request is comprised of a rectangular, 2.64-acre parcel
located at the northeast corner of the intersection of Hayden Bridge Road and Harvest Lane. The property
is across the street to the north from Page Elementary School. The subject property contains a 21,000 ft2
building that houses Northwood Christian Church along with driving aisles, parking lots, ancillary
buildings, and site landscaping. The church is relocating to a new site in the Marcola Meadows
neighborhood so the subject building and property will be eligible for re-use.
The subject site has corner frontage on Harvest Lane along the western boundary and Hayden Bridge Road
along the southern boundary. The property across the street to the south and southwest is developed with
public school facilities and is zoned R-1 Residential District. Other nearby properties to the west, north,
east and southeast are also zoned R-1 Residential District.
The applicant is proposing the zone change from R-1 to Neighborhood Commercial (NC) to facilitate future
sale and transfer of the property and a change of tenancy for the building from church to medical offices
and clinic. In accordance with provisions of the Metro Plan, the Springfield Comprehensive Plan and
Section 3.2.305 of the City’s Development Code, Neighborhood Commercial sites can be established on
residentially-designated sites. The intent of the NC zoning is to provide small-scale sites offering
commercial services to neighborhoods and localized areas, and to accommodate commercial uses that
enhance neighborhood character.
Notification and Written Comments
Notification of the February 7, 2023 Planning Commission public hearing was posted at two locations on the
subject property: along the Hayden Bridge Road frontage and along the Harvest Lane frontage. A public
hearing notice was also posted in the Public Notices cabinet in the City Hall lobby; on the digital display in
the lobby of the Development & Public Works office; and on the City’s webpage. Public hearing notices
Exhibit B, Page 1 of 13
Attachment 4, Page 3 of 15
were also sent to all property owners and residents within 300 feet of the site on January 13, 2023. Newspaper
notice of the public hearing meeting was published in the legal notices section of the Chronicle on January
19, 2023. Staff advises that the published newspaper notification provided 19 days of notice but not the
minimum 20 days required by SDC 5.1.440(A). All other notification timelines have been met. The one-day
differential in published notification should not be prejudicial to the public hearing proceedings and staff
recommends that the application proceeds to the scheduled public hearing on February 7, 2023.
No written comments were received in response to the mailed, posted, and published notices.
The City of Springfield is now conducting regular and public hearing meetings of the Planning Commission
and City Council in a hybrid format that allows for attendees to appear in person or online using virtual
meeting platforms. The February 7, 2023 Planning Commission public hearing will be conducted as a hybrid
meeting which allows members of the public to attend the meeting in person or to observe and listen to the
meeting online using Zoom. Members of the public are able to provide testimony to the Planning Commission
prior to the meeting by emailing comments to staff in advance of the February 7 public hearing, using the
http://springfieldoregonspeaks.org web portal, attending the February 7 public hearing meeting, or by joining
the online meeting remotely. The public is also able to provide testimony to the Planning Commission by
phone. Details regarding how to join the online meeting were provided in the notification letter mailed to
adjacent residents and property owners, in the posted public hearing notices, in the Planning Commission
meeting agenda, and posted on the City’s website.
Criteria of Approval
Section 5.22.115 of the Springfield Development Code (SDC) contains the criteria of approval for the decision
maker to utilize during review of Zoning Map amendment requests. The Criteria of Zoning Map amendment
approval criteria are:
SDC 5.22.115 CRITERIA
(C) Zoning Map amendment criteria of approval:
(1) Consistency with applicable Metro Plan policies and the Metro Plan diagram;
(2) Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans;
(3) The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are planned
to be provided concurrently with the development of the property.
(4) Meet the approval criteria specified in SDC 5.14.100 when involving a Metro Plan diagram
amendment; and
(5) Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Exhibit B, Page 2 of 13
Attachment 4, Page 4 of 15
Proposed Findings In Support of Zone Change Approval
Criterion: Zoning Map amendment criteria of approval:
1. Consistency with applicable Metro Plan policies and the Metro Plan diagram;
Applicant’s Narrative: “The Neighborhood Commercial land use is not specifically noted in the Metro Plan
land use designation map (see attached Exhibit “A”). The property is designated Low-Density Residential.
The Metro Plan, however, does support the dispersal of Neighborhood Commercial zoning throughout the
residential neighborhoods in the City of Springfield. The local jurisdiction has the ability to determine
whether or not the zone is appropriate for a specific site. The following Metro Plan policies also promote
the Neighborhood Commercial Zoning:
• Policy A.22: Expand opportunities for a mix of uses in newly developing areas and existing
neighborhoods through local zoning and development regulations.
• Policy B.22: Review local ordinances and revise them to promote greater flexibility for promoting
appropriate commercial development in residential neighborhoods.
• Policy B.28: Recognize the vital role of neighborhood commercial facilities in providing services and
goods to a particular neighborhood.
Concurring with the policies noted, the proposed zone change would expand and promote the opportunity
for commercial development in this residential neighborhood.
The Metro Plan also notes the minimum location and siting criteria for neighborhood commercial facilities
(at page II-G-5):
1. ‘Within convenient walking or bicycling distance of an adequate support population. For a full-
service neighborhood commercial center at the high end of the size criteria, an adequate support
population would be about 4,000 persons (existing or anticipated) within an area conveniently
accessible to the site. For smaller sites or more limited services, a smaller support population or
service area may be sufficient.’ The church is located within an area where the support population
is adequate to support neighborhood commercial use. This criterion will be further discussed later.
2. ‘Adequate area to accommodate off-street parking and loading needs and landscaping, particularly
between the center and adjacent residential property, as well as along street frontages next door to
outdoor parking areas.’ The existing church use is ideally poised for accommodating parking and
loading with a complementary use such as neighborhood commercial. The church facility already
has a fully-developed, landscaped parking lot with 125 auto parking spaces and 21,000 sq ft of
building area.
3. ‘Sufficient frontage to ensure safe and efficient automobile, pedestrian and bicycle access without
conflict with moving traffic at intersections and along adjacent streets.’ The church property
already has safe, efficient ingress-egress for automobiles via Hayden Bridge Road to Harvest Lane.
Pedestrian and bicycle access is achieved via the existing wide sidewalks along both streets. A
traffic signal also exists at the intersection of Harvest Lane and Hayden Bridge Road with clear
crosswalks, further enhancing the safety and efficiency of this area. An LTD bus stop is less than a
block west.
Exhibit B, Page 3 of 13
Attachment 4, Page 5 of 15
4. ‘The site shall be no more than five acres, including existing commercial development. The exact
size shall depend on the numbers of establishments associated with the center and the population to
be served.’ As mentioned above, the site is approximately 2.64 acres, which is less than the five
acre maximum. Also, the existing church building is suited to redevelopment as commercial use.”
Finding 1: The applicant’s statements in the italicized narrative above are accepted as findings in
support of the proposed rezoning action. The subject property meets the criteria for size, location,
and use as described in the project narrative and qualifies as a site zoned for Neighborhood
Commercial use.
Finding 2: While the applicant’s proposal to rezone the subject property from R-1 Residential District
to Neighborhood Commercial would facilitate conversion of the church building to medical offices
and clinics (one of several listed uses in the NC District), the requested action would create a 2.64-
acre site zoned Neighborhood Commercial. Therefore, any allowable use in the NC district could
conceptually locate on the site provided the necessary land use permits were obtained. Staff has
tailored this report to the applicant’s current proposal and narrative, which is for medical offices and
clinics.
Finding 3: Metro Plan Chapter II, Page II-G-5 states in part: “[Neighborhood commercial facilities
not shown on the Metro Plan diagram are] oriented to the day-to-day needs of the neighborhood
served, these facilities are usually centered on a supermarket as the principal tenant. They are also
characterized by convenience goods outlets (small grocery, variety, and hardware stores); personal
services (medical and dental offices, barber shops); laundromats; dry cleaners (not plants); and taverns
and small restaurants. The determination of the appropriateness of specific sites and uses or additional
standards is left to the local jurisdiction.” The applicant is requesting the rezoning action to facilitate
a change of use on the site from religious institution (i.e. church) to medical offices and clinic. The
existing church building and site would be converted to a commercial use listed in the Neighborhood
Commercial District, which includes offices and clinics. Because the Metro Plan specifically
identifies Neighborhood Commercial sites as small-scale entities that are not shown on the overall
Metro Plan diagram, and the proposed use is consistent with the types of commercial activities
anticipated for this type of site (i.e. personal services), this criterion has been met.
Finding 4: The proposed zone change is consistent with Policy B.22 of the Metro Plan whereby
commercial zoning can be allowable in residential neighborhoods without an associated amendment
to the Metro Plan diagram. The requested zone change from R-1 Residential District to Neighborhood
Commercial would allow for a change of use for the building and site without requiring a
comprehensive plan amendment or a full-scale redevelopment of the property.
Finding 5: In accordance with Policy A.4 of the Metro Plan, the City shall use annexation, provision
of adequate public facilities and services, rezoning, redevelopment, and infill to meet the 20-year
projected housing demand. Currently, the property is zoned R-1 Residential District and the applicant
is not proposing to change the comprehensive plan designation of the site. Because the subject site is
not tabulated as land with development potential in the City’s acknowledged Residential Lands and
Housing Needs Analysis (ref. Table 3-3), the proposed rezoning does not affect the ability of the City
to address projected housing demand and the need for adequate public facilities and services to serve
new development areas elsewhere within Springfield.
Finding 6: The applicant’s stated intent for the proposed rezoning of approximately 2.64 acres is to
facilitate a future change of use within the building and site. Therefore, the proposed rezoning will
Exhibit B, Page 4 of 13
Attachment 4, Page 6 of 15
recognize and accommodate a future commercial use within the neighborhood and will not remove
approximately 2.64 acres from the developable residential lands inventory.
Finding 7: The policies of the Springfield 2030 Comprehensive Plan – Residential Land Use and
Housing Element and Economic Element also apply to the subject site. The Residential Land Use and
Housing Element of the City’s 2030 Comprehensive Plan updates and refines, but does not replace,
the Residential Land Use and Housing Element of the Metro Plan.
Finding 8: There are no specific policies of the Springfield 2030 Comprehensive Plan – Residential
Land Use and Housing Element that apply to this site. Because the site is proposed to retain its
residential designation but change its zoning to a commercial use there is no net effect on the amount
of buildable residential land or number of dwelling units in the city.
Finding 9: Policy E.4, Implementation Strategy 4.6 of the Springfield 2030 Comprehensive Plan –
Economic Element states: “[The City must] increase opportunities for siting employment centers
where they can be efficiently served by multiple modes of transportation.”
Finding 10: The subject property has frontage on Hayden Bridge Road, which is classified as a
collector street. The street is developed with striped vehicle travel lanes and curbside sidewalks. Lane
Transit District Route #17 (5th Street/Hayden Bridge) operates along Hayden Bridge Road and there
is an existing bus stop on the south side of the street approximately 225 feet west of the intersection
with Harvest Lane. Because there are multiple modes of transportation available to serve the property,
conversion of the subject site to a commercial “employment center” is consistent with Policy E.4,
Implementation Strategy 4.6.
Finding 11: The term “employment center” is not specifically defined in the adopted Economic
Element or the City’s Development Code. However, the Economic Element anticipates that “ten
percent of new employment will locate in existing built space” [Finding 8, Page E21]. Further, the
Economic Element goes on to state that “Springfield will be able to meet employment land needs on
sites five acres and smaller within the existing UGB, through redevelopment, infill development, and
employment uses on non-employment land (e.g., home occupations)” [Finding 9, Page E21]. While
the proposed rezoning may or may not create a bona fide “employment center”, it will locate new and
more intensive commercial uses (and associated employment opportunities) within an existing
institutional building and site. This type of commercial re-use of existing space on sites smaller than
five acres was anticipated and planned for with the adoption of the Springfield 2030 Comprehensive
Plan – Economic Element. Based on the foregoing, the proposed rezoning is consistent with Policy
E.4, Implementation Strategy 4.6.
Finding 12: Policy E.5 of the Springfield 2030 Comprehensive Plan – Economic Element states:
“[The City must] provide an adequate, competitive short-term supply of suitable land to respond to
economic development opportunities as they arise. ‘Short-term supply’ means suitable land that is
ready for construction within one year of an application for a building permit or request for service
extension. ‘Competitive Short-term Supply’ means the short-term supply of land provides a range of
site sizes and locations to accommodate the market needs of a variety of industrial and other
employment uses.”
Finding 13: The applicant is proposing to rezone the site to meet a competitive short-term supply
need – in this case, conversion of the existing church building to medical offices and clinic. The
proposal is consistent with Policy E.5.
Exhibit B, Page 5 of 13
Attachment 4, Page 7 of 15
Finding 14: Policy E.7 of the Springfield 2030 Comprehensive Plan – Economic Element states:
“Where possible, concentrate development on sites with existing infrastructure or on sites where
infrastructure can be provided relatively easily and at a comparatively low cost.”
Finding 15: The subject site is within a mature neighborhood with a full range of utilities and services
available along the property frontages. The property was previously annexed and has City water,
electricity, and sanitary sewer services installed. It is not expected that a future change of use for the
building and site would exceed the capacity of existing public utility infrastructure. Additionally, the
applicant has submitted a Traffic Impact Analysis that has been reviewed and accepted by the City’s
Transportation Engineer and is incorporated by reference herein. The applicant’s Traffic Impact
Analysis demonstrates the proposed zoning map amendment with trip cap will not significantly affect
the local transportation network as discussed in detail in Criterion 5 below. Therefore, the proposal is
consistent with Policy E.7.
Finding 16: Although the existing building is within R-1 Residential zoning, the church has operated
under a Discretionary Use Permit issued in 2003 as File ZON2003-00039. In the absence of a rezoning
and/or redesignation action, the site would need to be redeveloped or re-used in accordance with the
provisions of the R-1 Residential District. Because multi-unit residential dwellings are not allowable
in the R-1 District, the existing church building would need to be retained as a church or converted to
another listed use such as a residential care facility, school, or emergency services facility. However,
economic factors could limit the options for redevelopment or re-use of this site if the R-1 zoning is
retained. For example, conversion of the church building to a residential care facility could present a
significant logistical challenge due to the layout and configuration of the floor areas and building
massing. Retrofitting the church building to allow for conversion to bedroom units – while
theoretically possible – could prove to be cost-prohibitive. Similarly, removal of the 21,000 ft2 church
and replacement with residential dwellings would represent a loss of existing building space that is
suitable for re-use by a commercial tenant or collection of tenants. For these reasons, the proposed
zone change for the site is more consistent with Implementation Strategy 40.6 than leaving it in
residential zoning or requiring the site to be scraped and comprehensively redeveloped under the
provisions of the R-1 district.
Finding 17: The applicant has presented the City with their plans to market the site for redevelopment.
The initial step in this process is to rezone the property from R-1 Residential District to Neighborhood
Commercial (NC). Should the rezoning step proceed, the applicant or their successor will be able to
seek a change of use on the site through appropriate City land use approvals. Therefore, the proposal
is consistent with Implementation Strategy 40.12.
Finding 18: The subject building and site will be vacated upon completion of the new Northwood
Christian Church building that is currently under construction at V Street and Marcola Road in the
Marcola Meadows neighborhood. The applicant has provided advance notice of the pending vacancy
of this site and is attempting to secure a new purchaser. One of the key steps in facilitating a future
transfer of the property and timely change of use for the building is rezoning the site from R-1
Residential District to Neighborhood Commercial. The proposal is consistent with Implementation
Strategy 40.14.
Finding 19: Policy E.47, Implementation Strategy 47.1 of the Springfield 2030 Comprehensive Plan
– Economic Element states: “[The City must] continually improve development permitting processes
to remove regulatory impediments to redevelopment as practical, provide efficient streamlining of
permitting processes, create incentives for redevelopment, and provide flexible design standards (clear
Exhibit B, Page 6 of 13
Attachment 4, Page 8 of 15
and objective track plus discretionary track) to build on the community’s strong reputation as a
friendly, welcoming and business-friendly city.”
Finding 20: Policy E.47, Implementation Strategy 47.3 of the Springfield 2030 Comprehensive Plan
– Economic Element states: “[The City must] streamline the regulatory processes to assist with site
selection and development that meet market needs.”
Finding 21: The proposed rezoning would be a key step in providing a future developer or occupant
of the site with certainty and flexibility in the development process. Because medical offices and
clinics are listed as a Permitted Use in the Neighborhood Commercial district, the proposed change
of use for the building and site could be processed as a Type 2 land use approval with associated
building permits for interior modifications. If an alternative use or collection of uses listed in the
Neighborhood Commercial district are proposed, the same change of use process would apply. The
proposal is consistent with Policy E.47 and Implementation Strategies 47.1 and 47.3.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial is consistent with provisions of the adopted Metro Plan, the Springfield 2030
Comprehensive Plan – Residential Land Use and Housing Element, and the Springfield 2030
Comprehensive Plan – Economic Element.
2. Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans;
Applicant’s Narrative: “The property is in the North Springfield Refinement Plan area, immediately
north of the Q Street Refinement Plan. There currently is no North Springfield Refinement Plan. The
particular area where the church property is situated is Low Density Residential. However Page
Elementary School is south of Hayden Bridge Road across the street to the south. Hayden Bridge
Road is a Major Collector and Harvest Lane is a Local Street. Because the Neighborhood
Commercial Zone is considered a ‘floating zone’, it can be placed in appropriate locations within the
residentially-zoned areas. A Major Collector street allows for adequate access for autos and
deliveries without burdening lower density residential neighborhoods.”
Finding 22: The applicant’s statements in the italicized project narrative above are accepted as
findings herein for the purpose of this report. The property is not within an adopted neighborhood
Refinement Plan or Plan District so these sub-elements are not applicable to the proposed rezoning
action. However, the proposed rezoning is consistent with the applicable functional plans as stated in
the applicant’s narrative and described herein.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial is consistent with the provisions of the City’s adopted functional plans.
3. The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are planned
to be provided concurrently with the development of the property.
Applicant’s Narrative: “The full range of key urban facilities and services are available and existing
to the property. Wastewater, stormwater, transportation, water services, fire and EMT services,
police protection, city parks and recreation programs, electric service, land use controls,
communication facilities, and public schools on a district-wide basis. The density allowed in the NC
zone is not materially different than that of a church facility. Based on this, the criterion is met.”
Exhibit B, Page 7 of 13
Attachment 4, Page 9 of 15
Finding 23: The property requested for Zone Change has frontage on Hayden Bridge Road along the
southern boundary and Harvest Lane along the western boundary. Hayden Bridge Road is classified
as a collector street and Harvest Lane is a local street, and both streets are under Lane County
jurisdiction. The intersection of Harvest Lane and Hayden Bridge Road is controlled with traffic
lights. There are no Transportation System Plan (TSP) projects identified for this segment of Hayden
Bridge Road or for Harvest Lane. No other near-term or long-term improvements for either Hayden
Bridge Road or Harvest Lane are identified for the year 2035 horizon.
Finding 24: Access to the site is via a driveway onto Hayden Bridge Road at the southeast corner of
the property, and two directional driveways onto Harvest Lane in the northwest corner of the property.
The driveway onto Hayden Bridge Road serves a secondary parking lot in the southeast corner of the
site. The main body of the parking lot and the primary building entrances are accessed via paired
directional driveways (i.e. one-way entry and one-way exit) onto Harvest Lane. The applicant is not
currently proposing to modify the site access or parking configuration.
Finding 25: The surrounding neighborhood is developed with public streets and most public utilities
(excepting City sanitary sewer) that are available to serve future modifications on the site. A full suite
of public utilities and services with sufficient capacity to support the requested rezoning from R-1
Residential District to Neighborhood Commercial are available within or on the perimeter of the
subject property including the following:
• Sanitary Sewer: There is an existing, private, sanitary sewer pressure line that runs from the
subject property in a southwesterly direction beneath Hayden Bridge Road to a connection
with an existing public sanitary sewer line along the western edge of Page Elementary School.
The public sewer line has adequate capacity for future modifications to the site and/or changes
to the building occupancy and configuration that could increase the amount of sewer flows
originating from the property.
• Storm Sewer: There are existing, private, water quality catch basins installed within the
parking lots of the subject property. Additionally, there are public storm sewer lines and curb
inlets at the southwest corner of the property at the intersection of Hayden Bridge Road and
Harvest Lane. The primary piped stormwater system for the area is located within Hayden
Bridge Road along the southern property frontage. Concurrent with any future modifications
to the site (and consistent with evolving standards for stormwater management on commercial
and institutional sites), under the proposed Neighborhood Commercial zoning the property
owner or applicant would be responsible for installing stormwater facilities in conformance
with the requirements at the time that future redevelopment takes place.
• Water: The subject site is annexed to the City but is surrounded on all sides by unincorporated
territory, including the public rights-of-way for Hayden Bridge Road and Harvest Lane.
Rainbow Water District operates and maintains the water system infrastructure within the
unincorporated portions of north Springfield, while Springfield Utility Board (SUB) Water
manages the water utility billing for properties within the City limits. According to the
Rainbow Water District system mapping, water service is provided to the site via an existing
16-inch water line running east-west along Hayden Bridge Road in front of the subject
property and an 8-inch water line running north-south along the Harvest Lane frontage of the
site. The site’s water meter and 2-inch service is taken from the 16-inch water main on the
southeast edge of the property. There is an existing fire hydrant on Harvest Lane at the
northwest edge of the property. The existing water lines and fire hydrant provide adequate
coverage for the subject property as it is currently configured. The applicant or developer
Exhibit B, Page 8 of 13
Attachment 4, Page 10 of 15
would be responsible for ensuring that water system capacity is sufficient for any future
modifications to the site under the proposed Neighborhood Commercial zoning.
• Electricity: SUB Electric has overhead electrical facilities along the south side of Hayden
Bridge Road and on the west side of Harvest Lane. The existing electrical facilities are
adequate for the current use. However, the applicant or developer would be responsible for
ensuring that electric system capacity is sufficient for any future modifications to the site under
the proposed Neighborhood Commercial zoning.
• Telecommunications: Comcast and CenturyLink have telecommunication facilities along the
10th and G Street frontages of the property. The existing facilities are suitable for the current
use and future modifications to the site under the proposed Neighborhood Commercial zoning.
Finding 26: Any future modifications or redevelopment of the subject site with commercial uses
would be subject to the land use approval process outlined in SDC 5.17.100 (Site Plan Review). The
Site Plan Review procedures will detail the design and configuration of the commercial site and
associated building(s), the location of utility connections, and conformance with the criteria of
approval for Site Plan Review.
Conclusion: Based on the above findings and the existing transportation and utility network serving
the site, the proposed zoning change to Neighborhood Commercial can be accommodated without
required upgrades or extensions to public infrastructure.
4. Meet the approval criteria specified in Section 5.14.100 when involving a Metro Plan diagram
amendment.
Applicant’s Narrative: “Neither a Metro Plan Amendment or a Development Issues Meeting is
required for this application. However, a discretionary Development Issues Meeting (DIM) was held
on October 6, 2022.”
Finding 27: The applicant is not proposing to change the comprehensive plan designation of Low
Density Residential for the property. Therefore, a Metro Plan diagram amendment has not been
initiated and the approval criteria of SDC 5.14.100 are not applicable.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial does not trigger a Metro Plan diagram amendment, nor is the applicant proposing this
type of amendment.
5. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Applicant’s Narrative: “Transportation Planning Rule (TPR) Evaluation: In addition to the zone
change criteria listed above, the Statewide Planning Goals, Goal 12 Transportation must be
specifically addressed as part of this zone change. In July 2014, the City of Springfield adopted the
‘City of Springfield 2035 Transportation System Plan’ (TSP). Oregon Administrative Rules, OAR
660- 012-0060(1), as adopted, states:
(1) If an amendment to a functional plan, an acknowledged comprehensive plan, or a land use
regulation (including a zoning map) would significantly affect an existing or planned
transportation facility, then the local government must put in place measures as provided in
section (2) of this rule, unless the amendment is allowed under section (3), (9) or (10) of this
rule.
Exhibit B, Page 9 of 13
Attachment 4, Page 11 of 15
The City of Springfield relies on the TSP when evaluating a zone change for consistency with the TPR.
(9) Notwithstanding section (1) of this rule, a local government may find that an amendment to a
zoning map does not significantly affect an existing or planned transportation facility if all of
the following requirements are met.
(a) The proposed zoning is consistent with the existing comprehensive plan map designation
and the amendment does not change the comprehensive plan map;
(b) The local government has an acknowledged TSP and the proposed zoning is consistent
with the TSP; and
(c) The area subject to the zoning map amendment was not exempted from this rule at the time
of an urban growth boundary amendment as permitted in OAR 660-024-0020(1)(d), or the
area was exempted from this rule but the local government has a subsequently
acknowledged TSP amendment that accounted for urbanization of the area.
In response to (9)(a), the NC Neighborhood Commercial zone is unique in that is essentially a
‘floating zone’ that does not rely on an underlying comprehensive plan map designation in order to
adequately function. The NC zone is addressed on a case-by-case and site-by-site basis based on the
other criteria noted herein.
Related to (9)(b), the TSP was adopted by the Springfield City Council on July 21, 2014. The proposed
zoning is consistent with the TSP in that it supports Goal 1, which desires to ‘provide an efficient,
sustainable, diverse, and environmentally sound transportation system that supports and enhances
Springfield's economy and land use patterns.’ (TSP, page 9). The NC zone is inherently flexible in its
application and location. It also allows for a mix of commercial and residential uses rather than
isolating commercial uses distant from the residents that use them. This promotes compact growth
and a more efficient transportation system.
Regarding (9)(c), because the property was not exempted from this rule, this criterion does not apply.
This criterion is a little less clear, since the Metro Plan does not specifically locate NC zones.”
Finding 28: The applicant’s submitted TIA has been reviewed and accepted by the City’s
Transportation Planning Engineer. The findings and conclusions of the TIA and its relationship to
the TPR are detailed herein.
Finding 29: The scope of the applicant’s TIA complies with the requirements in SDC 4.2.105(B)(4)
and the City of Springfield Standard Operational Procedures and Policies. The intersections and
driveways scoped in the applicant’s TIA are reasonable, appropriate, and relevant to the potential
impacts of the proposed zone change.
Finding 30: The City’s Transportation Planning Engineer concurs with the applicant’s trip generation
methodology and findings. The applicant’s TIA provides Trip Generation scenarios for redevelopment
under the current R-1 zoning and under the proposed Neighborhood Commercial zoning. The trips
generated by a multi-tenant retail center (i.e. shopping plaza with ~44,500 ft2 of floor area) using the
Institute of Transportation Engineers (ITE) land use code 821 represents the “reasonable worst case
scenario” under the proposed Neighborhood Commercial zoning and complies with the TPR.
Finding 31: The Transportation Planning Rule (TPR), Oregon Administrative Rule OAR 660-12-0060,
requires local governments to put in place mitigation measures as provided in the TPR whenever an
Exhibit B, Page 10 of 13
Attachment 4, Page 12 of 15
amendment to a functional plan, an acknowledged comprehensive plan, or land use regulation (including
a zone change) would “significantly affect” an existing or planned transportation facility.
Finding 32: Under the TPR, a plan amendment or zone change may result in a “significant affect” under
OAR 660-012-0060(2)(a) and (b) by changing the functional classification of an existing or planned
transportation facility or by changing the standards implementing a functional classification system.
Under the TPR, a plan amendment or zone change may also result in a “significant affect” if it would
result in any of the effects listed under OAR 660-012-0060(2)(c) “based on projected conditions
measured at the end of the planning period identified in the adopted TSP.”
Finding 33: The City’s adopted TSP was updated and revised in January 2020 and the end of the
planning period is the year 2035.
Finding 34: The subject application proposes to change the property from R-1 Residential District (R-
1) to Neighborhood Commercial (NC) zoning. The applicant’s TIA confirms that the proposed zoning
map amendment does not alter the functional classification of any facility or change any standards for
implementing the functional classification system and therefore does not result in a “significant effect”
under OAR 660-012-0060(2)(a) or (b).
Finding 35: The submitted TIA demonstrates that the proposed zoning map amendment does not
require the TSP to be amended, and therefore does not result in the effect listed in OAR 660-012-
0060(2)(c).
Finding 36: The applicant’s TIA demonstrates that the proposed zoning map amendment does not
require the implementation of transportation system management measures or minor improvements.
However, the applicant has voluntarily proposed to implement a trip cap on the property to limit the
intensity of development on the property and mitigate any potential impacts to the local street system
and intersections. The proposed trip cap would allow for redevelopment and re-use of the church
building and site with medical offices and clinics uses, which do not exceed the volumes of the
proposed trip cap. The trip cap would also allow for a range of other uses on the site, but not in the
magnitude and intensity evaluated in the “reasonable worst case scenario” (i.e. shopping plaza)
described in Section 4.0 of the applicant’s TIA. Because a restrictive covenant imposing a 100 PM
peak hour trip cap runs with the property (once recorded), staff recommends accepting the proposed
trip cap as a mechanism to limit the scale and intensity of development on the site under the
Neighborhood Commercial zoning scenario. The recommended trip cap is listed as Conditions 1-3
under Section 5.22.120 below.
Finding 37: Under the TPR, a “significant affect” occurs if the proposed amendment(s) would result
in types or levels of travel or access that are inconsistent with the identified function classification of
the existing or planned transportation facilities, that degrade the performance of an existing or planned
transportation facility such that it would not meet performance standards identified in the TSP, or that
degrade the performance of an existing or planned transportation facility that is otherwise not projected
to meet the performance standards identified in the TSP.
Finding 38: The applicant’s submitted TIA confirms that the proposed zone change will not have a
significant affect to the identified functional classification of the existing transportation facilities nor
will it degrade the performance of existing transportation facilities. Therefore, the submitted TIA
demonstrates that the proposed zoning map amendment does not result in any of the effects listed in
OAR 660-012-0060(2).
Exhibit B, Page 11 of 13
Attachment 4, Page 13 of 15
Finding 39: When determining whether a proposed functional plan or land use amendment has a
significant effect, OAR 660-012-0060(4)(a) states that local governments must rely on existing
transportation facilities and services and on the planned transportation facilities and services set forth
under subsections (4)(b) and (4)(c) of the rule.
Finding 40: OAR 660-012-0060(4)(b)(E) states that improvements to regional and local roads, street,
or other facilities that are included in a regional or local transportation system plan are considered
planned facilities, improvements or services when the responsible local government provides a written
statement that the facilities, improvements, or services are “reasonably likely to be provided by the end
of the planning period.”
Finding 41: The subject property is within the City limits but the adjacent public street network is
under the jurisdiction of Lane County. There are no planned transportation facilities identified within
the TSP’s planning period for this area of north Springfield. For this reason, the TIA has been evaluated
only for potential affects to existing transportation facilities and the performance of existing facilities.
The applicant’s TIA confirms that the proposed zoning map amendment does not result in any of the
effects listed in OAR 660-012-0060(4).
Finding 42: The applicant’s TIA demonstrates that, through the end of the planning period in 2035, the
proposed zoning map amendment with 100 PM peak hour trip cap will not degrade the performance of
an existing or planned facility such that is does not meet the performance standards in the Springfield
TSP. Thus, with the trip cap implemented, the proposed zoning map amendment does not result in a
“significant affect” under OAR 660-012-0060(2)(c).
Finding 43: As stated in the applicant’s narrative above, the proposed zoning map amendment is
consistent with - and does not amend - the adopted comprehensive plan map; the proposed rezoning is
consistent with the adopted TSP; and the subject area was not exempted from the TPR at the time of a
UGB expansion or modification. Therefore, the proposal meets OAR 660-012-0060(9)(a-c).
Conclusion: Based on the above findings, the subject application proposal to change the zoning to
Neighborhood Commercial will not significantly affect an existing or planned transportation facility.
Therefore, the proposed zoning map amendment is consistent with OAR 660-012-0060 and SDC
5.22.115(C)(4)(b), and no additional mitigation is required under the TPR. The applicant has elected to
voluntarily impose a 100 PM peak hour vehicle trip cap on the property and it has been made
recommended conditions of approval that (1) the applicant submits a draft of the proposed trip cap
document to be reviewed and approved by the City; (2) the trip cap document is recorded against the
title of the property in a form acceptable to the City; and (3)and the City is provided with a copy of the
final recorded version of the trip cap document.
Conclusion: Based on the above-listed criteria, the criteria for rezoning have been met.
Conditions of Approval
SDC Section 5.22.120 allows for the Approval Authority to attach conditions of approval to a zone change
request to ensure the application fully meets the criteria of approval. The specific language from the Code
section is cited below:
Exhibit B, Page 12 of 13
Attachment 4, Page 14 of 15
5.22.120 CONDITIONS
The Approval Authority may attach conditions as may be reasonably necessary in order to allow the
Zoning Map amendment to be granted.
Recommended Condition 1.
Prior to issuance of any land use approvals for a change of use on the site, the applicant must submit
a draft copy of the trip cap document for review and approval by the City.
Recommended Condition 2.
Prior to issuance of any land use approvals for a change of use on the site, the applicant must record
the approved trip cap document as a restrictive covenant against the property limiting the PM peak
hour traffic to 100 vehicle trips.
Recommended Condition 3.
Prior to issuance of any land use approvals for a change of use on the site, the applicant must provide
the City with a digital or hard copy version of the final recorded trip cap document.
Exhibit B, Page 13 of 13
Attachment 4, Page 15 of 15
EXHIBIT A
PROPERTY REZONED FROM R-1 RESIDENTIAL TO NEIGHBORHOOD COMMERCIAL
Legal Description
Beginning at a point on the South line of Section 24, Township 17 South, Range 3 West of the Willamette Meridian, 26.94
chains West of the intersection of said South line with the East line of the William C. Spencer Donation Land Claim No. 50;
thence West 10.0 chains on said section line; thence North 5.0 chains on the center line of County Road No. 698; thence
East 10.0 chains parallel with the South line of said Section 24; thence South 5.0 chains to the point of beginning, in Lane
County, Oregon;
EXCEPTING therefrom that part lying within the bounds of portion conveyed to Lane County, Oregon by deed recorded
October 2, 1963, Reception No. 27716, Lane County, Oregon, Deed Records, in Lane County, Oregon;
ALSO EXCEPT: Beginning at a point which bears South 89° 42’ 35” East 637.25 feet and North 0° 07’ 50” East, 43.51 feet
from the Southwest corner of Section 24, Township 17 South, Range 3 West of the Willamette Meridian; thence North 0°
07’ 50” East, 286.94 feet; thence South 89° 42’ 35” East 230 feet; thence South 0° 07’ 50” West 306.38 feet; thence North
89° 35’ 30” West, 230 feet; thence North 0° 07’ 50” East, 19.42 feet to the point of beginning, in Lane County, Oregon.
ALSO EXCEPT the South 40 feet conveyed to Lane County Oregon for roadway by deed recorded April 12, 1971, Reception
No. 42661, Lane County Official Records, in Lane County, Oregon.
C
Hayden Bridge Road Harvest Lane Dumas Drive 15th Street Cheek Street
Page Elementary School
SITE
Exhibit A, Page 1 of 1
Staff Report and Findings
Springfield Planning Commission
Zone Change Request
Hearing Date: February 7, 2023
Case Number: 811-22-000259-TYP3
Applicant: William Randall, Arbor South Architecture
Applicant’s Traffic Engineer: Kelly Sandow, PE, Sandow Engineering
Property Owner: Northwood Christian Church
Site: Northeast corner of the intersection of Hayden Bridge Road and Harvest Lane; addressed as 2425
Harvest Lane (Assessor’s Map 17-03-24-33, Tax Lot 200).
Request
Rezone approximately 2.64 acres of R-1 Residential to Neighborhood Commercial (NC).
Site Information/Background
The application was initiated on November 30, 2022 and was considered complete upon receipt of the
supporting Traffic Analysis on December 13, 2022. The initial Planning Commission public hearing on
the matter of the Zone Change request is scheduled for February 7, 2023.
The property that is subject of the Zone Change request is comprised of a rectangular, 2.64-acre parcel
located at the northeast corner of the intersection of Hayden Bridge Road and Harvest Lane. The property
is across the street to the north from Page Elementary School. The subject property contains a 21,000 ft2
building that houses Northwood Christian Church along with driving aisles, parking lots, ancillary
buildings, and site landscaping. The church is relocating to a new site in the Marcola Meadows
neighborhood so the subject building and property will be eligible for re-use.
The subject site has corner frontage on Harvest Lane along the western boundary and Hayden Bridge Road
along the southern boundary. The property across the street to the south and southwest is developed with
public school facilities and is zoned R-1 Residential District. Other nearby properties to the west, north,
east and southeast are also zoned R-1 Residential District.
The applicant is proposing the zone change from R-1 to Neighborhood Commercial (NC) to facilitate future
sale and transfer of the property and a change of tenancy for the building from church to medical offices
and clinic. In accordance with provisions of the Metro Plan, the Springfield Comprehensive Plan and
Section 3.2.305 of the City’s Development Code, Neighborhood Commercial sites can be established on
residentially-designated sites. The intent of the NC zoning is to provide small-scale sites offering
commercial services to neighborhoods and localized areas, and to accommodate commercial uses that
enhance neighborhood character.
Notification and Written Comments
Notification of the February 7, 2023 Planning Commission public hearing was posted at two locations on the
subject property: along the Hayden Bridge Road frontage and along the Harvest Lane frontage. A public
hearing notice was also posted in the Public Notices cabinet in the City Hall lobby; on the digital display in
the lobby of the Development & Public Works office; and on the City’s webpage. Public hearing notices
were also sent to all property owners and residents within 300 feet of the site on January 13, 2023. Newspaper
notice of the public hearing meeting was published in the legal notices section of the Chronicle on January
19, 2023. Staff advises that the published newspaper notification provided 19 days of notice but not the
minimum 20 days required by SDC 5.1.440(A). All other notification timelines have been met. The one-day
differential in published notification should not be prejudicial to the public hearing proceedings and staff
recommends that the application proceeds to the scheduled public hearing on February 7, 2023.
No written comments were received in response to the mailed, posted, and published notices.
The City of Springfield is now conducting regular and public hearing meetings of the Planning Commission
and City Council in a hybrid format that allows for attendees to appear in person or online using virtual
meeting platforms. The February 7, 2023 Planning Commission public hearing will be conducted as a hybrid
meeting which allows members of the public to attend the meeting in person or to observe and listen to the
meeting online using Zoom. Members of the public are able to provide testimony to the Planning Commission
prior to the meeting by emailing comments to staff in advance of the February 7 public hearing, using the
http://springfieldoregonspeaks.org web portal, attending the February 7 public hearing meeting, or by joining
the online meeting remotely. The public is also able to provide testimony to the Planning Commission by
phone. Details regarding how to join the online meeting were provided in the notification letter mailed to
adjacent residents and property owners, in the posted public hearing notices, in the Planning Commission
meeting agenda, and posted on the City’s website.
Criteria of Approval
Section 5.22.115 of the Springfield Development Code (SDC) contains the criteria of approval for the decision
maker to utilize during review of Zoning Map amendment requests. The Criteria of Zoning Map amendment
approval criteria are:
SDC 5.22.115 CRITERIA
(C) Zoning Map amendment criteria of approval:
(1) Consistency with applicable Metro Plan policies and the Metro Plan diagram;
(2) Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans;
(3) The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are planned
to be provided concurrently with the development of the property.
(4) Meet the approval criteria specified in SDC 5.14.100 when involving a Metro Plan diagram
amendment; and
(5) Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Proposed Findings In Support of Zone Change Approval
Criterion: Zoning Map amendment criteria of approval:
1. Consistency with applicable Metro Plan policies and the Metro Plan diagram;
Applicant’s Narrative: “The Neighborhood Commercial land use is not specifically noted in the Metro Plan
land use designation map (see attached Exhibit “A”). The property is designated Low-Density Residential.
The Metro Plan, however, does support the dispersal of Neighborhood Commercial zoning throughout the
residential neighborhoods in the City of Springfield. The local jurisdiction has the ability to determine
whether or not the zone is appropriate for a specific site. The following Metro Plan policies also promote
the Neighborhood Commercial Zoning:
• Policy A.22: Expand opportunities for a mix of uses in newly developing areas and existing
neighborhoods through local zoning and development regulations.
• Policy B.22: Review local ordinances and revise them to promote greater flexibility for promoting
appropriate commercial development in residential neighborhoods.
• Policy B.28: Recognize the vital role of neighborhood commercial facilities in providing services and
goods to a particular neighborhood.
Concurring with the policies noted, the proposed zone change would expand and promote the opportunity
for commercial development in this residential neighborhood.
The Metro Plan also notes the minimum location and siting criteria for neighborhood commercial facilities
(at page II-G-5):
1. ‘Within convenient walking or bicycling distance of an adequate support population. For a full-
service neighborhood commercial center at the high end of the size criteria, an adequate support
population would be about 4,000 persons (existing or anticipated) within an area conveniently
accessible to the site. For smaller sites or more limited services, a smaller support population or
service area may be sufficient.’ The church is located within an area where the support population
is adequate to support neighborhood commercial use. This criterion will be further discussed later.
2. ‘Adequate area to accommodate off-street parking and loading needs and landscaping, particularly
between the center and adjacent residential property, as well as along street frontages next door to
outdoor parking areas.’ The existing church use is ideally poised for accommodating parking and
loading with a complementary use such as neighborhood commercial. The church facility already
has a fully-developed, landscaped parking lot with 125 auto parking spaces and 21,000 sq ft of
building area.
3. ‘Sufficient frontage to ensure safe and efficient automobile, pedestrian and bicycle access without
conflict with moving traffic at intersections and along adjacent streets.’ The church property
already has safe, efficient ingress-egress for automobiles via Hayden Bridge Road to Harvest Lane.
Pedestrian and bicycle access is achieved via the existing wide sidewalks along both streets. A
traffic signal also exists at the intersection of Harvest Lane and Hayden Bridge Road with clear
crosswalks, further enhancing the safety and efficiency of this area. An LTD bus stop is less than a
block west.
4. ‘The site shall be no more than five acres, including existing commercial development. The exact
size shall depend on the numbers of establishments associated with the center and the population to
be served.’ As mentioned above, the site is approximately 2.64 acres, which is less than the five
acre maximum. Also, the existing church building is suited to redevelopment as commercial use.”
Finding 1: The applicant’s statements in the italicized narrative above are accepted as findings in
support of the proposed rezoning action. The subject property meets the criteria for size, location,
and use as described in the project narrative and qualifies as a site zoned for Neighborhood
Commercial use.
Finding 2: While the applicant’s proposal to rezone the subject property from R-1 Residential District
to Neighborhood Commercial would facilitate conversion of the church building to medical offices
and clinics (one of several listed uses in the NC District), the requested action would create a 2.64-
acre site zoned Neighborhood Commercial. Therefore, any allowable use in the NC district could
conceptually locate on the site provided the necessary land use permits were obtained. Staff has
tailored this report to the applicant’s current proposal and narrative, which is for medical offices and
clinics.
Finding 3: Metro Plan Chapter II, Page II-G-5 states in part: “[Neighborhood commercial facilities
not shown on the Metro Plan diagram are] oriented to the day-to-day needs of the neighborhood
served, these facilities are usually centered on a supermarket as the principal tenant. They are also
characterized by convenience goods outlets (small grocery, variety, and hardware stores); personal
services (medical and dental offices, barber shops); laundromats; dry cleaners (not plants); and taverns
and small restaurants. The determination of the appropriateness of specific sites and uses or additional
standards is left to the local jurisdiction.” The applicant is requesting the rezoning action to facilitate
a change of use on the site from religious institution (i.e. church) to medical offices and clinic. The
existing church building and site would be converted to a commercial use listed in the Neighborhood
Commercial District, which includes offices and clinics. Because the Metro Plan specifically
identifies Neighborhood Commercial sites as small-scale entities that are not shown on the overall
Metro Plan diagram, and the proposed use is consistent with the types of commercial activities
anticipated for this type of site (i.e. personal services), this criterion has been met.
Finding 4: The proposed zone change is consistent with Policy B.22 of the Metro Plan whereby
commercial zoning can be allowable in residential neighborhoods without an associated amendment
to the Metro Plan diagram. The requested zone change from R-1 Residential District to Neighborhood
Commercial would allow for a change of use for the building and site without requiring a
comprehensive plan amendment or a full-scale redevelopment of the property.
Finding 5: In accordance with Policy A.4 of the Metro Plan, the City shall use annexation, provision
of adequate public facilities and services, rezoning, redevelopment, and infill to meet the 20-year
projected housing demand. Currently, the property is zoned R-1 Residential District and the applicant
is not proposing to change the comprehensive plan designation of the site. Because the subject site is
not tabulated as land with development potential in the City’s acknowledged Residential Lands and
Housing Needs Analysis (ref. Table 3-3), the proposed rezoning does not affect the ability of the City
to address projected housing demand and the need for adequate public facilities and services to serve
new development areas elsewhere within Springfield.
Finding 6: The applicant’s stated intent for the proposed rezoning of approximately 2.64 acres is to
facilitate a future change of use within the building and site. Therefore, the proposed rezoning will
recognize and accommodate a future commercial use within the neighborhood and will not remove
approximately 2.64 acres from the developable residential lands inventory.
Finding 7: The policies of the Springfield 2030 Comprehensive Plan – Residential Land Use and
Housing Element and Economic Element also apply to the subject site. The Residential Land Use and
Housing Element of the City’s 2030 Comprehensive Plan updates and refines, but does not replace,
the Residential Land Use and Housing Element of the Metro Plan.
Finding 8: There are no specific policies of the Springfield 2030 Comprehensive Plan – Residential
Land Use and Housing Element that apply to this site. Because the site is proposed to retain its
residential designation but change its zoning to a commercial use there is no net effect on the amount
of buildable residential land or number of dwelling units in the city.
Finding 9: Policy E.4, Implementation Strategy 4.6 of the Springfield 2030 Comprehensive Plan –
Economic Element states: “[The City must] increase opportunities for siting employment centers
where they can be efficiently served by multiple modes of transportation.”
Finding 10: The subject property has frontage on Hayden Bridge Road, which is classified as a
collector street. The street is developed with striped vehicle travel lanes and curbside sidewalks. Lane
Transit District Route #17 (5th Street/Hayden Bridge) operates along Hayden Bridge Road and there
is an existing bus stop on the south side of the street approximately 225 feet west of the intersection
with Harvest Lane. Because there are multiple modes of transportation available to serve the property,
conversion of the subject site to a commercial “employment center” is consistent with Policy E.4,
Implementation Strategy 4.6.
Finding 11: The term “employment center” is not specifically defined in the adopted Economic
Element or the City’s Development Code. However, the Economic Element anticipates that “ten
percent of new employment will locate in existing built space” [Finding 8, Page E21]. Further, the
Economic Element goes on to state that “Springfield will be able to meet employment land needs on
sites five acres and smaller within the existing UGB, through redevelopment, infill development, and
employment uses on non-employment land (e.g., home occupations)” [Finding 9, Page E21]. While
the proposed rezoning may or may not create a bona fide “employment center”, it will locate new and
more intensive commercial uses (and associated employment opportunities) within an existing
institutional building and site. This type of commercial re-use of existing space on sites smaller than
five acres was anticipated and planned for with the adoption of the Springfield 2030 Comprehensive
Plan – Economic Element. Based on the foregoing, the proposed rezoning is consistent with Policy
E.4, Implementation Strategy 4.6.
Finding 12: Policy E.5 of the Springfield 2030 Comprehensive Plan – Economic Element states:
“[The City must] provide an adequate, competitive short-term supply of suitable land to respond to
economic development opportunities as they arise. ‘Short-term supply’ means suitable land that is
ready for construction within one year of an application for a building permit or request for service
extension. ‘Competitive Short-term Supply’ means the short-term supply of land provides a range of
site sizes and locations to accommodate the market needs of a variety of industrial and other
employment uses.”
Finding 13: The applicant is proposing to rezone the site to meet a competitive short-term supply
need – in this case, conversion of the existing church building to medical offices and clinic. The
proposal is consistent with Policy E.5.
Finding 14: Policy E.7 of the Springfield 2030 Comprehensive Plan – Economic Element states:
“Where possible, concentrate development on sites with existing infrastructure or on sites where
infrastructure can be provided relatively easily and at a comparatively low cost.”
Finding 15: The subject site is within a mature neighborhood with a full range of utilities and services
available along the property frontages. The property was previously annexed and has City water,
electricity, and sanitary sewer services installed. It is not expected that a future change of use for the
building and site would exceed the capacity of existing public utility infrastructure. Additionally, the
applicant has submitted a Traffic Impact Analysis that has been reviewed and accepted by the City’s
Transportation Engineer and is incorporated by reference herein. The applicant’s Traffic Impact
Analysis demonstrates the proposed zoning map amendment with trip cap will not significantly affect
the local transportation network as discussed in detail in Criterion 5 below. Therefore, the proposal is
consistent with Policy E.7.
Finding 16: Although the existing building is within R-1 Residential zoning, the church has operated
under a Discretionary Use Permit issued in 2003 as File ZON2003-00039. In the absence of a rezoning
and/or redesignation action, the site would need to be redeveloped or re-used in accordance with the
provisions of the R-1 Residential District. Because multi-unit residential dwellings are not allowable
in the R-1 District, the existing church building would need to be retained as a church or converted to
another listed use such as a residential care facility, school, or emergency services facility. However,
economic factors could limit the options for redevelopment or re-use of this site if the R-1 zoning is
retained. For example, conversion of the church building to a residential care facility could present a
significant logistical challenge due to the layout and configuration of the floor areas and building
massing. Retrofitting the church building to allow for conversion to bedroom units – while
theoretically possible – could prove to be cost-prohibitive. Similarly, removal of the 21,000 ft2 church
and replacement with residential dwellings would represent a loss of existing building space that is
suitable for re-use by a commercial tenant or collection of tenants. For these reasons, the proposed
zone change for the site is more consistent with Implementation Strategy 40.6 than leaving it in
residential zoning or requiring the site to be scraped and comprehensively redeveloped under the
provisions of the R-1 district.
Finding 17: The applicant has presented the City with their plans to market the site for redevelopment.
The initial step in this process is to rezone the property from R-1 Residential District to Neighborhood
Commercial (NC). Should the rezoning step proceed, the applicant or their successor will be able to
seek a change of use on the site through appropriate City land use approvals. Therefore, the proposal
is consistent with Implementation Strategy 40.12.
Finding 18: The subject building and site will be vacated upon completion of the new Northwood
Christian Church building that is currently under construction at V Street and Marcola Road in the
Marcola Meadows neighborhood. The applicant has provided advance notice of the pending vacancy
of this site and is attempting to secure a new purchaser. One of the key steps in facilitating a future
transfer of the property and timely change of use for the building is rezoning the site from R-1
Residential District to Neighborhood Commercial. The proposal is consistent with Implementation
Strategy 40.14.
Finding 19: Policy E.47, Implementation Strategy 47.1 of the Springfield 2030 Comprehensive Plan
– Economic Element states: “[The City must] continually improve development permitting processes
to remove regulatory impediments to redevelopment as practical, provide efficient streamlining of
permitting processes, create incentives for redevelopment, and provide flexible design standards (clear
and objective track plus discretionary track) to build on the community’s strong reputation as a
friendly, welcoming and business-friendly city.”
Finding 20: Policy E.47, Implementation Strategy 47.3 of the Springfield 2030 Comprehensive Plan
– Economic Element states: “[The City must] streamline the regulatory processes to assist with site
selection and development that meet market needs.”
Finding 21: The proposed rezoning would be a key step in providing a future developer or occupant
of the site with certainty and flexibility in the development process. Because medical offices and
clinics are listed as a Permitted Use in the Neighborhood Commercial district, the proposed change
of use for the building and site could be processed as a Type 2 land use approval with associated
building permits for interior modifications. If an alternative use or collection of uses listed in the
Neighborhood Commercial district are proposed, the same change of use process would apply. The
proposal is consistent with Policy E.47 and Implementation Strategies 47.1 and 47.3.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial is consistent with provisions of the adopted Metro Plan, the Springfield 2030
Comprehensive Plan – Residential Land Use and Housing Element, and the Springfield 2030
Comprehensive Plan – Economic Element.
2. Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans;
Applicant’s Narrative: “The property is in the North Springfield Refinement Plan area, immediately
north of the Q Street Refinement Plan. There currently is no North Springfield Refinement Plan. The
particular area where the church property is situated is Low Density Residential. However Page
Elementary School is south of Hayden Bridge Road across the street to the south. Hayden Bridge
Road is a Major Collector and Harvest Lane is a Local Street. Because the Neighborhood
Commercial Zone is considered a ‘floating zone’, it can be placed in appropriate locations within the
residentially-zoned areas. A Major Collector street allows for adequate access for autos and
deliveries without burdening lower density residential neighborhoods.”
Finding 22: The applicant’s statements in the italicized project narrative above are accepted as
findings herein for the purpose of this report. The property is not within an adopted neighborhood
Refinement Plan or Plan District so these sub-elements are not applicable to the proposed rezoning
action. However, the proposed rezoning is consistent with the applicable functional plans as stated in
the applicant’s narrative and described herein.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial is consistent with the provisions of the City’s adopted functional plans.
3. The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are planned
to be provided concurrently with the development of the property.
Applicant’s Narrative: “The full range of key urban facilities and services are available and existing
to the property. Wastewater, stormwater, transportation, water services, fire and EMT services,
police protection, city parks and recreation programs, electric service, land use controls,
communication facilities, and public schools on a district-wide basis. The density allowed in the NC
zone is not materially different than that of a church facility. Based on this, the criterion is met.”
Finding 23: The property requested for Zone Change has frontage on Hayden Bridge Road along the
southern boundary and Harvest Lane along the western boundary. Hayden Bridge Road is classified
as a collector street and Harvest Lane is a local street, and both streets are under Lane County
jurisdiction. The intersection of Harvest Lane and Hayden Bridge Road is controlled with traffic
lights. There are no Transportation System Plan (TSP) projects identified for this segment of Hayden
Bridge Road or for Harvest Lane. No other near-term or long-term improvements for either Hayden
Bridge Road or Harvest Lane are identified for the year 2035 horizon.
Finding 24: Access to the site is via a driveway onto Hayden Bridge Road at the southeast corner of
the property, and two directional driveways onto Harvest Lane in the northwest corner of the property.
The driveway onto Hayden Bridge Road serves a secondary parking lot in the southeast corner of the
site. The main body of the parking lot and the primary building entrances are accessed via paired
directional driveways (i.e. one-way entry and one-way exit) onto Harvest Lane. The applicant is not
currently proposing to modify the site access or parking configuration.
Finding 25: The surrounding neighborhood is developed with public streets and most public utilities
(excepting City sanitary sewer) that are available to serve future modifications on the site. A full suite
of public utilities and services with sufficient capacity to support the requested rezoning from R-1
Residential District to Neighborhood Commercial are available within or on the perimeter of the
subject property including the following:
• Sanitary Sewer: There is an existing, private, sanitary sewer pressure line that runs from the
subject property in a southwesterly direction beneath Hayden Bridge Road to a connection
with an existing public sanitary sewer line along the western edge of Page Elementary School.
The public sewer line has adequate capacity for future modifications to the site and/or changes
to the building occupancy and configuration that could increase the amount of sewer flows
originating from the property.
• Storm Sewer: There are existing, private, water quality catch basins installed within the
parking lots of the subject property. Additionally, there are public storm sewer lines and curb
inlets at the southwest corner of the property at the intersection of Hayden Bridge Road and
Harvest Lane. The primary piped stormwater system for the area is located within Hayden
Bridge Road along the southern property frontage. Concurrent with any future modifications
to the site (and consistent with evolving standards for stormwater management on commercial
and institutional sites), under the proposed Neighborhood Commercial zoning the property
owner or applicant would be responsible for installing stormwater facilities in conformance
with the requirements at the time that future redevelopment takes place.
• Water: The subject site is annexed to the City but is surrounded on all sides by unincorporated
territory, including the public rights-of-way for Hayden Bridge Road and Harvest Lane.
Rainbow Water District operates and maintains the water system infrastructure within the
unincorporated portions of north Springfield, while Springfield Utility Board (SUB) Water
manages the water utility billing for properties within the City limits. According to the
Rainbow Water District system mapping, water service is provided to the site via an existing
16-inch water line running east-west along Hayden Bridge Road in front of the subject
property and an 8-inch water line running north-south along the Harvest Lane frontage of the
site. The site’s water meter and 2-inch service is taken from the 16-inch water main on the
southeast edge of the property. There is an existing fire hydrant on Harvest Lane at the
northwest edge of the property. The existing water lines and fire hydrant provide adequate
coverage for the subject property as it is currently configured. The applicant or developer
would be responsible for ensuring that water system capacity is sufficient for any future
modifications to the site under the proposed Neighborhood Commercial zoning.
• Electricity: SUB Electric has overhead electrical facilities along the south side of Hayden
Bridge Road and on the west side of Harvest Lane. The existing electrical facilities are
adequate for the current use. However, the applicant or developer would be responsible for
ensuring that electric system capacity is sufficient for any future modifications to the site under
the proposed Neighborhood Commercial zoning.
• Telecommunications: Comcast and CenturyLink have telecommunication facilities along the
10th and G Street frontages of the property. The existing facilities are suitable for the current
use and future modifications to the site under the proposed Neighborhood Commercial zoning.
Finding 26: Any future modifications or redevelopment of the subject site with commercial uses
would be subject to the land use approval process outlined in SDC 5.17.100 (Site Plan Review). The
Site Plan Review procedures will detail the design and configuration of the commercial site and
associated building(s), the location of utility connections, and conformance with the criteria of
approval for Site Plan Review.
Conclusion: Based on the above findings and the existing transportation and utility network serving
the site, the proposed zoning change to Neighborhood Commercial can be accommodated without
required upgrades or extensions to public infrastructure.
4. Meet the approval criteria specified in Section 5.14.100 when involving a Metro Plan diagram
amendment.
Applicant’s Narrative: “Neither a Metro Plan Amendment or a Development Issues Meeting is
required for this application. However, a discretionary Development Issues Meeting (DIM) was held
on October 6, 2022.”
Finding 27: The applicant is not proposing to change the comprehensive plan designation of Low
Density Residential for the property. Therefore, a Metro Plan diagram amendment has not been
initiated and the approval criteria of SDC 5.14.100 are not applicable.
Conclusion: Rezoning the subject property from R-1 Residential District to Neighborhood
Commercial does not trigger a Metro Plan diagram amendment, nor is the applicant proposing this
type of amendment.
5. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Applicant’s Narrative: “Transportation Planning Rule (TPR) Evaluation: In addition to the zone
change criteria listed above, the Statewide Planning Goals, Goal 12 Transportation must be
specifically addressed as part of this zone change. In July 2014, the City of Springfield adopted the
‘City of Springfield 2035 Transportation System Plan’ (TSP). Oregon Administrative Rules, OAR
660- 012-0060(1), as adopted, states:
(1) If an amendment to a functional plan, an acknowledged comprehensive plan, or a land use
regulation (including a zoning map) would significantly affect an existing or planned
transportation facility, then the local government must put in place measures as provided in
section (2) of this rule, unless the amendment is allowed under section (3), (9) or (10) of this
rule.
The City of Springfield relies on the TSP when evaluating a zone change for consistency with the TPR.
(9) Notwithstanding section (1) of this rule, a local government may find that an amendment to a
zoning map does not significantly affect an existing or planned transportation facility if all of
the following requirements are met.
(a) The proposed zoning is consistent with the existing comprehensive plan map designation
and the amendment does not change the comprehensive plan map;
(b) The local government has an acknowledged TSP and the proposed zoning is consistent
with the TSP; and
(c) The area subject to the zoning map amendment was not exempted from this rule at the time
of an urban growth boundary amendment as permitted in OAR 660-024-0020(1)(d), or the
area was exempted from this rule but the local government has a subsequently
acknowledged TSP amendment that accounted for urbanization of the area.
In response to (9)(a), the NC Neighborhood Commercial zone is unique in that is essentially a
‘floating zone’ that does not rely on an underlying comprehensive plan map designation in order to
adequately function. The NC zone is addressed on a case-by-case and site-by-site basis based on the
other criteria noted herein.
Related to (9)(b), the TSP was adopted by the Springfield City Council on July 21, 2014. The proposed
zoning is consistent with the TSP in that it supports Goal 1, which desires to ‘provide an efficient,
sustainable, diverse, and environmentally sound transportation system that supports and enhances
Springfield's economy and land use patterns.’ (TSP, page 9). The NC zone is inherently flexible in its
application and location. It also allows for a mix of commercial and residential uses rather than
isolating commercial uses distant from the residents that use them. This promotes compact growth
and a more efficient transportation system.
Regarding (9)(c), because the property was not exempted from this rule, this criterion does not apply.
This criterion is a little less clear, since the Metro Plan does not specifically locate NC zones.”
Finding 28: Staff agrees with the applicant’s findings above and incorporates them by reference here in
regard to subsection (9) of the TPR, which allows compliance with the TPR without findings of
significant affect. Additionally, staff has reviewed the applicant’s submitted TIA and it has been
accepted by the City’s Transportation Planning Engineer. The findings and conclusions of the TIA
and its relationship to the TPR are detailed herein.
Finding 29: The scope of the applicant’s TIA complies with the requirements in SDC 4.2.105(B)(4)
and the City of Springfield Standard Operational Procedures and Policies. The intersections and
driveways scoped in the applicant’s TIA are reasonable, appropriate, and relevant to the potential
impacts of the proposed zone change.
Finding 30: The City’s Transportation Planning Engineer concurs with the applicant’s trip generation
methodology and findings. The applicant’s TIA provides Trip Generation scenarios for redevelopment
under the current R-1 zoning and under the proposed Neighborhood Commercial zoning. The trips
generated by a multi-tenant retail center (i.e. shopping plaza with ~44,500 ft2 of floor area) using the
Institute of Transportation Engineers (ITE) land use code 821 represents the “reasonable worst case
scenario” under the proposed Neighborhood Commercial zoning and complies with the TPR.
Finding 31: The Transportation Planning Rule (TPR), Oregon Administrative Rule OAR 660-12-0060,
requires local governments to put in place mitigation measures as provided in the TPR whenever an
amendment to a functional plan, an acknowledged comprehensive plan, or land use regulation (including
a zone change) would “significantly affect” an existing or planned transportation facility, unless the
amendment is allowed under (3), (9), or (10) of that rule. As detailed in the applicant’s submittal, the
amendment is allowed under OAR 660-012-0060(9).
Finding 32: The applicant’s TIA demonstrates that the proposed zoning map amendment does not
require the implementation of transportation system management measures or minor improvements.
However, the applicant has voluntarily proposed to implement a trip cap on the property to limit the
intensity of development on the property and mitigate any potential impacts to the local street system
and intersections. The proposed trip cap would allow for redevelopment and re-use of the church
building and site with medical offices and clinics uses, which do not exceed the volumes of the
proposed trip cap. The trip cap would also allow for a range of other uses on the site, but not in the
magnitude and intensity evaluated in the “reasonable worst case scenario” (i.e. shopping plaza)
described in Section 4.0 of the applicant’s TIA. The applicant’s trip cap of 100 peak hour vehicle
trips is accepted as proposed however the city will not enforce the proposed trip cap for this zone
change since it is not needed to meet the required approval standards.
Conclusion: Based on the above findings, the subject application proposal to change the zoning to
Neighborhood Commercial is allowed under OAR 660-012-0060(9). Therefore, the proposed zoning
map amendment is consistent with SDC 5.22.115(C)(4)(b), and no additional mitigation is required
under the TPR. The applicant has elected to voluntarily impose a 100 PM peak hour vehicle trip cap on
the property, however the city will not enforce the proposed trip cap for this zone change since it is
not needed to meet the required approval standards.
Conclusion: Based on the above-listed criteria, the criteria for rezoning have been met.
Conditions of Approval
SDC Section 5.22.120 allows for the Approval Authority to attach conditions of approval to a zone change
request to ensure the application fully meets the criteria of approval. The specific language from the Code
section is cited below:
5.22.120 CONDITIONS
The Approval Authority may attach conditions as may be reasonably necessary in order to allow the
Zoning Map amendment to be granted.
LOCATION OF PROPERTY PROPOSED FOR ZONING MAP AMENDMENT
SITE
Attachment 5, Page 1 of 5
LOCATION OF PROPERTY PROPOSED FOR ZONING MAP AMENDMENT
2425 HARVEST LANE (ASSESSOR’S MAP 17-03-24-33, TAX LOT 200)
SITE
Cheek Street
Hayden Bridge RoadHarvest LaneDumas DrivePage Elementary School 15thStreetAttachment 5, Page 2 of 5
CURRENT ZONING OF PROPERTY
Dumas DriveHarvest LaneHayden Bridge Road
Cheek Street
15thStreetDebra DriveSITE 16thStreetPage
Elementary
School
Attachment 5, Page 3 of 5
PROPOSED ZONING OF PROPERTY
Dumas DriveHarvest LaneHayden Bridge Road
Cheek Street
15thStreetDebra DriveSITE 16thStreetPage
Elementary
School
Attachment 5, Page 4 of 5
CRITERIA OF APPROVAL FOR ZONING MAP AMENDMENT
SDC 5.22.115 Criteria
(A)Quasi-judicial Zoning Map Amendments. The Planning Commission or Hearings Official may approve, approve with
conditions or deny a quasi-judicial Zoning Map amendment based upon approval criteria C.1. through 3., below. The
Planning Commission or Hearings Official shall make the final local decision on all quasi-judicial Zoning map amendments
that do not include a Metro Plan diagram amendment.
(B)Legislative Zoning Map Amendments and Quasi-judicial Zoning Map Amendments Raised to a Type IV Review. The
Planning Commission or Hearings Official may make a recommendation to the City Council to approve, approve with
conditions or deny Zoning Map amendments and Metro Plan diagram amendments based upon approval criteria in
Subsection C. 1. through 4., below. The City Council shall make the final local decision on all Zoning Map amendments
involving a Metro Plan diagram amendment.
(C)Zoning Map amendment criteria of approval:
(1)Consistency with applicable Metro Plan policies and the Metro Plan diagram;
(2)Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development Plans and
functional plans;
(3)The property is presently provided with adequate public facilities, services and transportation networks
to support the use, or these facilities, services and transportation networks are planned to be provided
concurrently with the development of the property.
(4)Meet the approval criteria specified in SDC 5.14.100 when involving a Metro Plan Diagram amendment;
(5)Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Attachment 5, Page 5 of 5