10-10-01: TRAFFIC IMPACT STUDY REQUIREMENTS:

Traffic impact study, intersection study, master plan policies, and related transportation matters.

   (1)   Traffic Studies:

      A.   Requirements And General Information: Traffic studies will be required in conjunction with private development when the traffic generated exceeds certain development thresholds.

      B.   Development Studies: Traffic studies will be required for city roadway or intersection improvement projects. These may vary from a simple one page study evaluating existing traffic volumes, accidents and physical conditions. They can also be a complex analysis of existing and future levels of service at several locations, on and off the project site, as well as various possible development and public improvement project scenarios. They may need to consider various roadway concept alternatives, alignments, modes of travel and project enhancements.

      C.   Design And Project Studies: Traffic studies may be required for a variety of issues. The city should be an active participant in the review of those involving city roads to include those within the city's impact area.

      D.   Scoping Of The Project: Where many unknown and alternate designs exist for a project, a scoping study should precede the project design to clearly define the project scope.

      E.   Traffic Impact Studies Criteria: The City of Caldwell must consider the impacts of a proposed development on property and transportation facilities. Therefore, a traffic impact study will be required if the proposed development generates one hundred (100) or more peak hour vehicle trips; more than thirty thousand (30,000) square feet of commercial use; or more than fifty thousand (50,000) square feet of industrial use. Institutional reviews will be required based upon the city's experience with other like operations or from information provided by other jurisdictions in this region. The city may require an impact study, even if the aforementioned criteria are not exceeded to resolve unique circumstances. The city may also waive the requirement if, in the city's opinion, there are no traffic issues to resolve. (Ord. 3346, 5-17-2021)

The type of land use and the trips generated will be determined using the Institute of Transportation Engineers' (ITE) publication: "Trip Generation – An Information Report".

Typical uses within the commercial, industrial and institutional categories include (but are not limited to):

Commercial:

Business park.

Indoor theater.

Office building.

Restaurant.

Retail store.

Shopping center.

Supermarket.

Industrial:

Heavy industry.

Industrial park.

Light industrial.

Manufacturing.

Truck/bus terminal.

Utility plant.

Warehousing.

Institutional:

College/university.

Hospital/nursing home.

Library.

Military base.

Place of worship.

Prison.

School.

The term "dwelling units" used in this policy includes units associated with hotels, motels and private homes or apartments. The City will consider proposed developments of other types not listed above and decide the need for a traffic impact study on a case-by-case basis. (Ord. 3346, 5-17-2021)

The developer of a proposed large-scale development should review the project with the City Engineering staff before submitting a preliminary plat application. (Ord. 2506, 7-6-2004; Ord. 3346, 5-17-2021)

The City will decide at that time whether a traffic impact study will be required and set the study parameters. With the developer’s approval, and at the developer’s expense, the City will then initiate the traffic impact study with a traffic consultant off the City’s Approved Consultant list. The impact study area shall include all roadways and intersections directly joining the proposed development. It shall include other roadways and intersections that the City believes are affected by traffic generated by the proposed development. (Ord. 2506, 7-6-2004; Ord. 2805, 11-2-2009; Ord. 3346, 5-17-2021)

   (2)   Traffic Impact Considerations:

      A.   The traffic impact study shall identify and consider:

         1.   The continuation of local residential streets, collector streets and arterial streets. The study shall cover streets from the development boundaries, to an intersection with existing or proposed residential, collector or arterial streets as shown on the latest edition of the "Canyon County Functionally Classified Road Map".

         2.   Existing land use, roadways, traffic patterns and roadway volume, and turning movement volume within the study area. The study must consider average daily traffic and traffic during at least two (2) representative peak hours.

         3.   Existing levels of service within the study area. This will be determined using the latest edition of the "Highway Capacity Manual" (HCM) and existing traffic control devices.

         4.   Planned road improvements and major land developments within the study area.

         5.   Forecasts of future traffic patterns, roadway capacity and turning movements in the study area before the proposed development is built. This establishes "background traffic". Traffic patterns and roadway capacity shall be forecast for the built out year and for a twenty (20) year planning period. Turning movements shall be forecast for the built out year. Traffic forecasts by COMPASS should be used, when available. Those forecasts shall be checked for credibility and reconciled with independent forecasts. The study should include a reasonable rate of regional traffic growth. It should estimate additional traffic likely to be generated by vacant land development in and surrounding the area. The basis of development projections will be current zoning, prepared with advice from staff.

         6.   Trip generation and distribution expected from the proposed development; this is "site traffic".

         7.   Forecast of future traffic patterns, roadway capacity volumes, and turning movements in the study area after the proposed development is fully built and occupied. These numbers are "site traffic" plus "background traffic".

         8.   Future levels of service in the study area, with "site traffic" plus "background traffic". Forecast levels of service for roadway links and impacted intersections at the development build out year and twenty (20) years from the present. Identify all roadway/intersections configurations and traffic control devices.

         9.   Recommended roadway/pathway improvements and mitigation measures. This includes location and design of driveways, intersections and traffic control devices. Include potentially viable nonroadway measures, such as ridesharing, transit, bicycling incentives and staggered or flexible work hours.

         10.   School crossings, safe routes to school and bikeways.

         11.   Roadway access control that differs from the city's general requirements. Show exceptions where there are special conditions such as unusually heavy turn storage requirements, high speeds and high traffic volumes.

         12.   The effects of the traffic from the proposed development on existing local streets and the effects of traffic from existing local streets on the proposed development.

   (3)   Average Daily Traffic (ADT): The evaluator needs to estimate ADT for all street segments in the proposed development likely to have volumes exceeding one thousand (1,000) vehicles per day. These estimates will help select the proper street cross section for each segment. Each proposed collector street should be broken into several segments. The evaluator will base this on key intersections in the proposed street network. That will reduce the length of collector width streets required and define the extent of collector traffic levels in the development. The evaluator will compare project volumes on streets that provide access to the development with the applicable threshold volumes. The evaluator should use the Caldwell subdivision ordinance and adopted planning thresholds for reference purposes.

   (4)   Trip Generation Rates: Trip generation rates used in the impact study shall be supported by appropriate data presented in the latest edition of the publication, "Trip Generation Manual". Other studies recognized by the traffic engineering profession may be used for analysis purposes. Those conducting impact studies should consult ITE's "Traffic Access And Impact Studies For Site Development" (a recommended practice 1991), and the federal highway administration's, "Site Impact Traffic Evaluation (SITE) Handbook" report number FHWA/PL/85/004, January 1985, or the most recent publication update.

   (5)   Preparation Of Traffic Impact Study: The applicant shall pay for a traffic impact study commissioned by the city. A qualified professional shall prepare the traffic impact study. The city shall approve the professional who will do the study before the work begins. The city engineer or designated staff member will confirm the qualifications of the proposed professional. The qualified professional will serve as the city's primary contact during the study.

   (6)   Study Boundaries: The boundary of the study area shall be identified jointly by the professional conducting the study and city staff.

   (7)   Joint Traffic Study: The city may participate or require the participation of others in a joint traffic study when there is a need to evaluate some traffic component that has wider application than the proposal at hand. The joint traffic study will include the elements of the traffic impact study area required of the development. The developer will pay a negotiated portion of the study.

   (8)   Master Plans: Developments that are to be platted in multiple phases may require a master plan. The master plan shall address broad community development, street network issues and all the elements required in a traffic impact study. If all of the phases of the proposed development exceed the threshold requirements, the developer may be required to update the traffic study when future phases of the project are submitted or in the city's opinion, conditions in the area have changed significantly, or if the future phases deviate significantly from the approved master plan.

   (9)   Traffic Signal Warrants: The traffic signal warrants from the MUTCD should be used as guidelines to consider the need for a traffic signal at a location. Other features should be considered such as traffic circulation patterns; spacing with respect to other controls; and the physical characteristics of the intersection (such as the horizontal and vertical curvature). If either the total volume warrant or the volume interruption warrant are satisfied, it will not be necessary to check warrants 8 through 11 which are primarily special volume warrants. The evaluator should give special consideration to locations that satisfy the school crossing warrant or the accident warrant.

   (10)   Level Of Service: Traffic conditions will be measured according to present and forecasted level of service (LOS) for roadways relative to their functional classification. Level of service is a measure of the congestion level on a street in an urban setting; it is typically measured at intersections. Functional classifications refer to the transportation distribution characteristics of a roadway. Planning volume thresholds are the twenty-four (24) hour equivalents of what the typical intersection levels of services are expected to be along a street based on its number of lanes and functional classification. Planning thresholds are based on typical intersection conflicts and intersection designs.

An arterial street that has the same number of lanes as a collector street carries more traffic than the collector because it is assumed to receive sixty percent (60%) more green time as compared to forty percent (40%) green time for collectors. Planning volume thresholds are used to determine the needed street section based on future traffic forecasts. Traffic forecasts are generated from a computer traffic model, which simulates the trips generated by future land use types, densities and locations routed on an assumed roadway network.

   (11)   Functional Street Classification: Urban and rural street classification maps are prepared by COMPASS and adopted by its member agencies, including the city of Caldwell. The maps depict the current local, collector and arterial street designations. Several future and arterial streets are shown on the maps. Not all future collector and arterial streets are indicated. The city reserves the right to designate future collector streets or upgrade existing streets as conditions and projections warrant. The functional street classification map will be relied upon to determine a development's level of participation in transportation improvement matters based upon the development's anticipated impact on the road system. (Ord. 2506, 7-6-2004)

   (12)   Traffic Impact Mitigation: The applicant shall be responsible for assuming a proportionate share of the design, construction, installation and inspections associated with remediating the traffic impacts identified by the study and/or as identified by the city engineer in his/her review and analysis of the proposed development and surrounding traffic patterns. Traffic impact mitigation shall be addressed according to the time frame identified in the traffic study and/or as identified by the city engineer and shall be required for any development that is estimated to exceed five hundred (500) vehicle trips per day, regardless of whether a traffic impact study has been conducted or not. If a traffic impact study has not been conducted, the vehicle trips per day for a development shall be estimated using the most current edition of the ITE “Trip Generation” handbook. The applicant may be allowed, at his/her option, to contribute monies in lieu of construction, but the basis for the obligation is for construction. Monetary contributions must be made at a level commensurate with costs to construct the same by the city and as estimated by the city. The alternate provision for payment of money is not a requirement, is for the benefit and convenience of the applicant only and does not constitute an impact fee. If the traffic mitigation should be deferred the applicant shall deposit funds in the roadway trust fund, sufficient to cover the determined proportional traffic impact cost. (Ord. 2506, 7-6-2004; Ord. 2805, 11-2-2009; Ord. 3346, 5-17-2021)

10-10-02: APPEALS:

   (1)   Any party aggrieved by a decision of the City Engineer or Public Works Director in administering traffic study guidelines provided for herein may appeal said decision to the City Council by filing a written notice of such appeal with the City Clerk within ten (10) days of the date of such decision.

   (2)   Appeals to the City Council shall be processed as contested case pursuant to Caldwell City Code Chapter 1, Article 5. (Ord. 2506, 7-6-2004; Ord. 2865, 6-20-2011; Ord. 3346, 5-17-2021)

ARTICLE 11 INDUSTRIAL AIRPORT OVERLAY ZONE

SECTION:

10-11-01: Short Title

10-11-02: Industrial Airport Overlay Zone

10-11-02-01: Applicability

10-11-02-02: Definitions

10-11-02-03: Noise Sensitive Uses

10-11-02-04: APO-1 Land Use Limitation Zone

10-11-02-05: APO-2 Noise Abatement Zone

10-11-02-06: Divided Parcels

10-11-02-07: Limitations Applicable To Both Zones

10-11-02-08: Nonconforming Uses

10-11-02-09: Airport Commission Review

10-11-02-10: Miscellaneous Provisions

10-11-01: SHORT TITLE:

This article shall be known and may be cited as the OVERLAY ZONING DISTRICTS. (Ord. 2457, 12-20-2004; amd. Ord. 3410, 12-6-2022; amd. Ord. 3576, 3-19-2024)

10-11-02: INDUSTRIAL AIRPORT OVERLAY ZONE:

10-11-02-01: APPLICABILITY:

This article applies to properties located in the APO-1 and/or APO-2 zones that are: 1) within the corporate city limits of Caldwell at the effective date of this article, 2) annexed after the effective date of this article regardless of the zone designation assigned upon such annexation, or 3) within the current impact area of the city of Caldwell provided that this article is made effective in said impact area by the impact area agreement between the city of Caldwell and Canyon County. The specific boundaries of the APO-1 and APO-2 zones are shown on the zoning map and described in appendix A as attached to ordinance 2457, and as may be amended. (Ord. 2457, 12-20-2004; amd. Ord. 3576, 3-19-2024)

10-11-02-02: DEFINITIONS:

Definitions shall be in accordance with section 10-01-10 of this chapter. (Ord. 2457, 12-20-2004; Ord. 2895, 3-19-2012; Ord. 3410, 12-6-2022; Ord. 3576, 3-19-2024)

10-11–02-03: NOISE SENSITIVE USES:

For purposes of this article, noise sensitive uses include the following uses of real property taken from the land use table at section 10-02-02 of this chapter. Any use set forth in section 10-02-02 of this chapter as of the effective date of this article and not identified in this section is not noise sensitive. Any proposed use that is not set forth in either section 10-02-02 of this chapter as of the effective date of this article or this section, shall be evaluated and classified by the Planning and Zoning Director or his/her authorized designee.

Bed and breakfast.

Church.

Convalescent, nursing/rest home.

Dance, music, voice studio, gymnastics, karate.*

Daycare center.*

Drive-in theater.

Family/group daycare home.*

Four-, five- and six-family dwelling.

Fraternity, sorority house/dormitory.

Hospital.

Manufactured home.

Manufactured home developments.

Masseur.*

Mobile home.

Multi-family dwelling.

Recreational vehicle park.

Rooming/boarding house.

School (unless the educational facility school/school program is aviation related, which is then allowed).

Single-family dwelling.

Theater (unless the theater is intended for the use of aviation related films, documentaries, trainings and the like, which is then allowed).

Three-family dwelling.

Two-family dwelling.

Those uses identified above with an asterisk (*) may be allowed within the APO-1 Zone when accompanied with a signed and recorded Avigation Easement Grant to the City by the property owner. The avigation easement shall be substantially the form attached to ordinance 2457 as appendix B, on file in the City as may be amended, and shall be signed by all property owners as a condition of application approval and prior to issuance of applicable building permits, permanent certificates of occupancy, or business permits.

Noise sensitive uses do not include accessory uses of real property where the primary use on the property is not noise sensitive. Provided, however, without regard to any other provision of this chapter, any accessory use in the APO-1 Zone that would be a noise sensitive use if it were the primary use (“noise sensitive accessory use”) shall be undertaken and established at the sole risk of the property owner, occupant or developer and with the knowledge and understanding that airport activities may adversely affect any noise sensitive accessory use at any time and in increasing unknown proportion in the future. By authorizing the construction and operation of a noise sensitive accessory use, the City conveys no vested property right to the owner, occupant or developer. Rights conveyed, if any, are specifically limited by the terms of this section. (Ord. 3176, 11-5-2018; amd. Ord. 3576, 3-19-2024)