A.

Purpose.

1.

The regulations of this chapter establish off-street motor vehicle and bicycle parking requirements that attempt to ensure adequate off-street parking facilities to meet the typical day-to-day needs of shoppers, employees, visitors and residents, while helping avoid the negative impacts that can result from requiring excessive supplies of off-street parking (e.g., impervious surfaces, stormwater runoff, heat island affect, community appearance).

2.

The provisions of this chapter are also intended to help protect the public health, safety and general welfare by:

a.

Promoting economically viable and beneficial use of land; and

b.

Providing flexible methods of responding to the transportation and access demands of various land uses.

B.

Applicability.

1.

General. Off-street parking must be provided and maintained in accordance with the provisions of this chapter. Unless otherwise expressly stated, the regulations apply to all zoning districts and uses.

2.

New Uses and Development. The parking regulations of this chapter apply to all new buildings constructed and all new uses established.

3.

Change of Use. If a new use of a building or structure requires more off-street parking than the use that most recently occupied the building or structure, additional off-street parking is required in an amount equal to the difference between the parking required for the new use and the parking that would have been required for the previous use if current parking requirements had been applicable, provided that the total number of required spaces for the change of use need not exceed the number that would be required for establishment of a new use.

4.

Enlargements and Expansions.

a.

The parking regulations of this chapter apply whenever an existing building or use is enlarged or expanded to include additional dwelling units, floor area, seating capacity or other units of measurement used for establishing off-street parking requirements.

b.

In the case of enlargements or expansions that trigger requirements for additional parking, additional spaces are required only to serve the enlarged or expanded area, not the entire building or use. There is no requirement to address parking space deficits associated with existing, lawfully established buildings or uses.

(Ord. No. 2122-2019, § 3, 6-20-19).

Off-street motor vehicle parking spaces must be provided in accordance with the minimum ratios established in Table 40-1. See 17.40.040 for an explanation of exemptions and allowed reductions of minimum motor vehicle parking requirements. See 17.40.050 for additional information about bicycle parking requirements.

TABLE 40-1: MINIMUM PARKING RATIOS

(Ord. No. 2122-2019, § 3, 6-20-19).

In determining the number of parking spaces required, the following calculation rules apply:

A.

Multiple Uses. Lots containing more than one use or tenant must provide parking in an amount equal to the total aggregate number of spaces required for each use or tenant on the lot except when a shared parking arrangement is approved in accordance with 17.40.040.G.

B.

Calculations. In calculating the number of parking spaces required for uses subject to a minimum parking ratio of "x" spaces per one thousand square feet, first divide the floor area of the subject use by one thousand and then multiply the result by "x." If, for example, a minimum parking ratio of 3.33 spaces per one thousand square feet is applied to a use occupying five hundred square feet of floor area, the minimum parking requirement for that use would be calculated as follows: (500 sq. ft. ÷ 1,000) x 3.33 = 0.5 x 3.33 = 1.665, which is rounded up to 2 spaces (see 17.85.010).

C.

Occupancy- or Capacity-based Standards. For the purpose of computing parking requirements based on employees, students, members, residents or occupants, calculations must be based on the average number of persons working on any single shift, the average enrollment or membership or the building code-rated capacity, whichever is applicable.

D.

Bench Seating. For the purpose of calculating parking requirements based on seating, each twenty-two linear inches of bench or pew length is equivalent to one seat.

FIGURE 40-1: BENCH SEATING

E.

Outdoor Customer Seating/Dining Areas. Any outdoor customer seating/dining area exceeding thirty-three percent of a bar, restaurant or other use's indoor floor area must be counted as floor area for purposes of determining off-street parking requirements.

F.

Unlisted Uses. Upon receiving a development application for a use not specifically listed in an off-street parking schedule, the director of building safety is authorized to apply the off-street parking ratio specified for the listed use that is deemed most similar to the proposed use or establish a minimum off-street parking requirement for the proposed use in accordance with 17.40.030.G.

G.

Establishment of Other Parking Ratios. The director of building safety is authorized to establish required minimum parking ratios for unlisted uses and in those instances where authority to establish a requirement is expressly granted. Such ratios must be established on the basis of: (1) a similar use/parking determination (as described in 17.40.030.F), (2) on parking data provided by the applicant or (3) other information available to the director of building safety. Parking data and studies must include estimates of parking demand based on reliable data collected from comparable local uses or on external data from credible research organizations, such as the Urban Land Institute (ULI) and the Institute of Transportation Engineers (ITE). Comparability will be determined by density, scale, bulk, area, type of activity and location. Parking studies must document the source of all data used to develop recommended requirements.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Central Business District. Uses within the CBD zoning district are exempt from compliance with the minimum parking ratios of Table 40-1.

B.

Accessory Buildings. Accessory buildings are exempt from the minimum off-street parking ratios of Table 40-1.

C.

Motorcycle and Scooter Parking. In parking lots containing more than ten parking spaces, the provision of motorcycle or scooter parking spaces may be credited toward satisfying the minimum off-street parking ratios of Table 40-1 at the rate of one motor vehicle parking space for each two motorcycle or scooter parking spaces. The maximum credit allowed under this provision is two spaces or ten percent of the total minimum motor vehicle parking requirement for the subject property, whichever is greater. To receive credit, each motorcycle and scooter space must have a concrete surface and minimum dimensions of four feet by eight feet. This provision applies to existing and proposed parking lots.

FIGURE 40-2: MOTORCYCLE PARKING
SPACE DIMENSIONS

D.

Long-term Bicycle Parking. Each ten long-term bicycle parking spaces provided in accordance with 17.40.050 is credited as one motor vehicle space.

E.

Public Parking. Nonresidential uses may receive credit for parking spaces within a nearby public parking lot or public parking garage, as follows:

1.

The nearest pedestrian entrance to the public parking lot or garage must be located within one thousand feet of the lot on which the subject use is located;

2.

The parking facility must be open to the general public from at least six a.m. to ten p.m.;

3.

Minimum parking requirements may be reduced by one parking space for every four parking spaces within the public parking lot or garage, not to exceed a total reduction of more than twenty-five spaces.

F.

On-street Parking. Nonresidential uses may count on-street parking spaces on public street rights-of-way abutting the subject property towards satisfying off-street motor vehicle parking requirements. One on-street parking space credit may be taken for each twenty linear feet of abutting right-of-way where on-street parking is allowed. Only space on the same side of the street as the subject use may be counted, except that the opposite side of the street may be counted if the property on that side of the street does not have the potential for future development. In calculating credit for on-street parking, all fractional spaces are rounded down.

G.

Shared Parking.

1.

General. Shared parking refers to the practice of two or more users who have need for parking at different times voluntarily agreeing to make use of the same motor vehicle parking spaces. Shared parking is encouraged as a means of conserving scarce land resources, reducing stormwater runoff, reducing the heat island effect caused by large paved areas and improving community appearance.

2.

Approval. The director of building safety is authorized to approve shared parking arrangements among property owners who propose shared parking.

3.

Eligibility. Shared parking may be approved for nonresidential uses that have different periods of parking demand. Required residential parking and accessible parking spaces (for people with disabilities) may not be shared, provided that this provision is not intended to prohibit shared driveways serving such uses.

4.

Calculation. The number of parking spaces required under a shared parking arrangement must be determined in accordance with the following:

a.

Multiply the minimum parking required for each individual use, as set forth in Table 40-1 by the percentage identified in Table 40-2 for each of the six designated time periods.

b.

Add the resulting sums for each of the six columns in Table 40-2.

c.

Select the time period with the highest total parking requirement and use that total as the shared parking requirement.

TABLE 40-2: SHARED PARKING CALCULATIONS

5.

Other Uses. If one or more of the land uses proposing to make use of a shared parking arrangement do not conform to the land use classifications in Table 40-2, as determined by director of building safety, then the applicant must submit sufficient data to indicate the principal operating hours of the uses. Based upon this information, the director of building safety is authorized to determine the appropriate shared parking requirement, if any, for such uses.

6.

Location. Shared parking may be located on-site or off-site. Off-site parking is subject to the regulations of 17.40.070.B.

7.

Agreement. Before final approval of a shared parking arrangement, a shared parking agreement must be provided guaranteeing the long-term availability of the shared parking, commensurate with the uses served. The agreement must be filed of record in in the county clerk's office. Shared parking privileges will continue in effect only as long as the agreement, binding on all parties, remains in force. If a shared parking agreement lapses or is no longer valid, then parking must be provided as otherwise required by this chapter.

H.

Alternative Compliance. The motor vehicle parking ratios of this chapter are not intended to prevent development and redevelopment or to make development and redevelopment economically impractical. In order to allow for flexibility in addressing the actual expected parking demand of specific uses, alternative compliance parking ratios may be approved through the conditional use procedures of 17.65.110 only if:

1.

The applicant submits a parking study demonstrating that the motor vehicle parking ratios of 17.40.020 do not accurately reflect the actual day-to-day parking demand that can reasonably be anticipated for the proposed use based on field surveys of observed parking demand for similar use within the city or on external data from credible research organizations, such as the Urban Land Institute (ULI) or the Institute of Transportation Engineers (ITE);

2.

The planning and zoning commission determines that the other allowed parking reduction alternatives of 17.40.040 are infeasible or do not apply; and

3.

The planning and zoning commission determines that the reduced parking ratios proposed are not likely to cause material adverse impacts on traffic circulation and safety or on the general welfare of property owners and residents in the surrounding area.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Purposes.

1.

Short-term Bicycle Parking. Short-term bicycle parking is generally intended to serve the needs of cyclists who park their bicycles for short time periods, including customers, clients, students and other short-term visitors.

2.

Long-term Bicycle Parking. Long-term bicycle parking is generally intended to serve the needs of cyclists who park their bicycles for long time periods, primarily employees and residents.

B.

Spaces Required.

1.

Short-term Bicycle Parking. Short-term bicycle parking spaces must be provided in accordance with the minimum ratios established in Table 40-3.

TABLE 40-3: MINIMUM REQUIRED BICYCLE PARKING RATIOS

C.

Long-term Bicycle Parking. Long-term bicycle parking and storage is not required, but as a means of encouraging the provision of long-term bicycle parking spaces for employees and bicycle commuters, motor vehicle parking credit is offered in accordance with 17.40.040.D.

D.

Location and Design.

1.

Short-term Bicycle Parking Spaces.

a.

Location. Short-term bicycle parking spaces must be located in highly visible areas that do not interfere with pedestrian movements. At least fifty percent of required short-term bicycle parking spaces must be located within one hundred feet of a customer entrance, with the remainder located no more than three hundred feet from any entrance. Short-term bicycle parking must be located on the subject lot, unless a license agreement has been approved by the city to allow private bicycle parking facilities to be located in the right-of-way. Public bicycle parking spaces may be credited toward meeting short-term bicycle parking requirements if such bicycle parking spaces comply with the location requirements of this paragraph.

b.

Design. Required short-term bicycle parking spaces must:

(1)

Consist of bike racks or lockers that are anchored so that they cannot be easily removed;

(2)

Be of solid construction, resistant to rust, corrosion, hammers, and saws;

(3)

Allow both the bicycle frame and the wheels to be locked with the bicycle in an upright position using a standard U-lock;

(4)

Be designed so as not to cause damage to the bicycle;

(5)

Facilitate easy locking without interference from or to adjacent bicycles; and

(6)

Have minimum dimensions of two feet in width by six feet in length, with a minimum overhead vertical clearance of seven feet.

2.

Long-term Bicycle Parking and Storage Spaces.

a.

Location. Long-term bicycle parking spaces provided to receive parking credit in accordance with 17.40.040.D must be provided in the building or in a weather-protected area. Long-term bicycle parking spaces must be protected from access by unauthorized persons.

b.

Design. Long-term bicycle parking spaces provided to receive parking credit in accordance with 17.40.040.D must:

(1)

Consist of bike racks or lockers anchored so that they cannot be easily removed;

(2)

Allow both the bicycle frame and the wheels to be locked with the bicycle in an upright position using a standard U-lock;

(3)

Be designed so as not to cause damage to the bicycle;

(4)

Facilitate easy locking without interference from or to adjacent bicycles; and

(5)

Have minimum dimensions of two feet in width by six feet in length, with a minimum overhead vertical clearance of seven feet. Bicycle lockers are exempt from overhead clearance requirements.

FIGURE 40-3: BICYCLE PARKING SPACE DIMENSIONS

E.

Conditional Uses.

1.

The planning and zoning commission is authorized to approve a conditional use reducing the number of short-term bicycle spaces required under this section, in accordance with the conditional use procedures of 17.65.110.

2.

The planning and zoning commission is also authorized to approve conditional use to modify the bicycle parking design and location requirements of this section in accordance with the conditional use procedures of 17.65.110.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Required off-street parking spaces are intended to serve residents, tenants, patrons, employees, or guests of the principal use. Required off-street parking areas may be used solely for the temporary parking of licensed motor vehicles in operating condition.

B.

Required off-street parking spaces may not be used for the storage, display or sale of goods equipment or materials. No motor vehicle repair work of any kind is permitted in a required parking space.

C.

Required spaces may be used for electric vehicle charging.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

General. Except as otherwise expressly stated in this chapter, required off-street parking areas must be located on the same lot as the building or use they are required to serve.

B.

Off-site Parking.

1.

When Allowed. All or a portion of required off-street parking for nonresidential uses may be provided off-site, in accordance with the regulations of this section. Required accessible parking spaces (see 17.40.100) and required parking for residential uses may not be located off-site.

2.

Location. Off-site parking areas must be located within a one thousand-foot radius of the use served by such parking, measured between the nearest public entrance door of the use to be served and the outer perimeter of the furthest parking space within the off-site parking lot. Off-site parking lots are allowed only in zoning districts that permit non-accessory parking or in districts that allow the principal use to be served by the off-site parking spaces.

FIGURE 40-4: OFF-SITE PARKING LOCATION

3.

Design. Off-site parking areas must comply with all applicable parking area design regulations of 17.40.080.

4.

Control of Off-Site Parking Area. The property to be occupied by the off-site parking facilities must be under the same ownership as the lot containing the use to be served by the parking. The off-site parking area may be under separate ownership only if an agreement is provided guaranteeing the long-term availability of the parking, commensurate with the use served by the parking. The agreement must be filed of record in the county clerk's office. Off-site parking privileges will continue in effect only as long as the agreement, binding on all parties, remains in force. If an off-site parking agreement lapses or is no longer valid, then parking must be provided as otherwise required by this chapter.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Applicability. The parking area design regulations of this section apply to all off-street parking lots for motor vehicles, whether containing required parking spaces or non-required parking spaces.

B.

Ingress and Egress. All parking areas must be designed to allow vehicles to enter and exit a street and cross public sidewalks in a forward motion. This requirement does not apply to R-zoned lots with access on a local street.

C.

Stall Size. Parking spaces must be at least nine feet in width and eighteen feet in length, exclusive of access drives and aisles. In parking areas where permanent wheel stops have been installed, two and one-half feet of the parking space length (depth) beyond the wheel stop may be counted as part of the required stall length if that area is unobstructed and not part of another parking stall, drive aisle or sidewalk.

D.

Parking Area Layout (Geometrics). Parking areas must be designed in accordance with the minimum dimensional standards of Table 40-4. Requirements for layouts or angles not shown in Table 40-4 may be interpolated from the layouts shown, as approved by the director of building safety.

TABLE 40-4: PARKING AREA GEOMETRICS

FIGURE 40-5: PARKING AREA GEOMETRICS

E.

Access.

1.

Each required parking space, except valet parking spaces, shall have unobstructed access from a road or alley, or from an aisle or drive connecting with a road or alley, without moving another vehicle.

2.

All off-street parking facilities shall be designed with appropriate vehicular access to a street or alley to minimize interference with traffic movements.

F.

Tandem Parking. Tandem parking spaces may be used to satisfy parking requirements for household living uses when the spaces are assigned to the same dwelling unit. In all other cases required parking spaces must be designed to allow each parking space to be accessed without passing through another parking space. Tandem parking arrangements must have a minimum stall of nine feet and a minimum length of thirty-six feet.

FIGURE 40-6: TANDEM PARKING

G.

Vertical Clearance. All parking spaces must have overhead vertical clearance of at least seven feet.

H.

Landscaping and Screening. See Chapter 17.50.

I.

Lighting. See 17.50.010.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Spaces Required. In addition to the parking required for each use, establishments with drive-through facilities must provide stacking spaces for each drive-through station as indicated in Table 40-5:

TABLE 40-5: DRIVE-THROUGH STACKING SPACE REQUIREMENTS

B.

Dimensions. Each lane of stacking spaces must be at least eight feet in width and at least eighteen feet in length. Stacking lanes must be delineated with pavement markings.

C.

Location and Design.

1.

Stacking lanes must be located on the subject property. They may not be located within required driveways or drive aisles, parking spaces or loading areas and may not interfere with access to parking and ingress and egress from the street.

2.

All areas associated with drive-through facilities, including drive-through signs, stacking lanes, trash receptacles, loudspeakers and service windows must be located to the rear or on the non-street facing side of the property. Drive-through lanes must be set back at least ten feet from abutting R-zoned lots, and a screening wall or fence must be provided along the common lot line.

D.

Pedestrian Access. The principal pedestrian access to the entrance of the use from a public sidewalk may not cross the drive-through facility stacking lane.

(Ord. No. 2122-2019, § 3, 6-20-19).

A portion of the total number of off-street parking spaces in each off-street parking area shall be specifically designated, located, and reserved for use by persons with physical disabilities; in accordance with the regulations of this section and the American Disabilities Act 42 USC Section 12101.

A.

Accessible spaces must be provided in accordance with the minimum ratio established in Table 40-6.

TABLE 40-6: ACCESSIBLE PARKING REQUIREMENTS

B.

Accessible parking spaces shall be located on the shortest accessible route of travel from adjacent parking to an accessible building entrance. In parking facilities that do not serve a particular building, accessible parking spaces shall be located on the shortest, unobstructed route to an accessible pedestrian entrance to the parking facility. Where spaces have multiple entrances with adjacent parking, accessible parking spaces shall be disbursed and located near the accessible entrances. In multilevel parking structures, van-accessible parking spaces are permitted on one level.

C.

Minimum Dimensions. All parking spaces reserved for persons with disabilities shall comply with the parking space dimension standards of this section, provided that access aisles shall be provided immediately abutting such spaces, as follows:

1.

Notwithstanding other provisions to the contrary, minimum width for spaces reserved for persons with disabilities shall be eight feet.

2.

Car-accessible spaces shall have at least a five-foot wide access aisle abutting the designated parking space.

3.

Van-accessible spaces shall have at least an eight-foot wide access aisle abutting the designated parking space.

4.

Required spaces for persons with disabilities shall be identified with signs and pavement markings identifying them as reserved for persons with disabilities. Signs shall be posted directly in front of the parking space at a height of no less than forty-two inches and no more than seventy-two inches above pavement level.

(Ord. No. 2122-2019, § 3, 6-20-19; Ord. No. 2130-2020, § 2, 2-27-20).

A.

Required.

1.

Off-street vehicle loading and unloading areas must be provided for any new proposed public/civic, commercial, wholesale sales and distribution or industrial use or building expansion that would result in a building with a floor area of twenty-five thousand square feet or more.

2.

Off-street vehicle loading and unloading areas must be provided for any new proposed residential use or building expansion that would result in project containing fifty or more dwelling units.

B.

Plans. Off-street loading plans must be submitted with site plans and building permits involving any use required or proposing to provide off-street loading facilities. Plans must accurately designate the required or proposed off-street loading spaces, dimensions and clearance, and access to the loading spaces. Plans for the design of loading areas are subject to approval by the city.

C.

Location and Design. The following location and design regulations apply to all off-street loading facilities regardless of whether they are required to be provided by this UDO:

1.

Required off-street loading facilities must be located on the same lot as the use served.

2.

All loading areas on lots abutting R zoning districts must be screened from view of the R zoning district.

3.

Loading spaces may not be located in a required street setback.

4.

Loading areas and access drives must be paved and maintained with concrete, asphalt, or similar material of sufficient thickness and consistency to support anticipated traffic volumes and weights unless otherwise approved by the director of building safety.

5.

Each required off-street loading berth must be designed with appropriate means of vehicular access to a street or alley in a manner which will least interfere with traffic movement, as approved by the director of building safety.

(Ord. No. 2122-2019, § 3, 6-20-19).

A.

Purpose. Transportation impact analysis (TIA) requirements are intended to provide a mechanism for objective evaluation of the impacts that proposed developments will have on traffic conditions, transit users, pedestrians and bicyclists.

B.

When Required.

1.

A transportation impact analysis is required development plan and preliminary plat applications if the proposed development will include more than one hundred dwelling units or nonresidential uses that will generate average daily traffic counts of two thousand five hundred or more vehicles per day (ADT) or two hundred fifty or more vehicle trips during peak traffic hours (PHT), based on trip generation rates from the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual.

a.

In calculating the number of vehicle trips expected to be generated, only "new" vehicle trips are to be counted; pass-by and internal trip capture rates are not used in calculating new or added vehicle trips.

b.

A TIA is not required if all the following conditions are met: (1) the subject property has been the subject of a TIA within the previous three years; (2) the projected trip generation of the newly proposed development is equal to or less than the previous TIA; and (3) the trip distribution has not significantly changed.

c.

Unless the allowed density or intensity of development allowed on the subject property is limited by a development plan or other mechanism enforceable by the city, all TIA calculations must be based on reasonable estimates of the maximum residential and nonresidential development that could be placed on the subject property, as determined by the director of building safety.

2.

In addition to the TIA thresholds established in paragraph 1 of this subsection, the planning and zoning commission and city commission are authorized to require a traffic impact analysis regardless of the size or type based on consideration of:

a.

The presence of an existing or potential safety issue; or

b.

The presence of a roadway segment or intersection that is at or near capacity and that is likely to be affected by the proposed development.

C.

Level of Service and Safety Assessment.

1.

TIAs must include an assessment of existing and build-out-year, peak-hour levels of service on all major street and intersections.

2.

The TIA must also include an assessment of the proposed development's impacts on the safety of pedestrians, cyclists and other forms of nonmotorized travel.

D.

Study Area. The transportation impact analysis must address the proposed development's impact on at least:

1.

Roads, sidewalks, bicycle routes, transit facilities and intersections within the development site;

2.

Road segments, sidewalks, bicycle routes, transit facilities and intersections abutting the proposed development site; and

3.

Off-site road segments and intersections when traffic from the proposed development is expected to account for at least ten percent of the road's or intersection approach leg's average daily traffic.

E.

Preparation. Any TIA, whether required or voluntarily provided, must be prepared by a qualified professional (e.g. traffic engineer or transportation planner). Before preparing the TIA, the individual preparing the TIA must hold a scoping meeting with the director of building safety to identify the study area and any specific issues that must be addressed.

F.

Contents of Analysis. Transportation impact analyses must include charts, graphics, and narrative presenting at least the following information unless the director of building safety determines that such information is not necessary to conduct a competent review of anticipated transportation impacts:

1.

A description of existing land uses and development intensities in the study area, the location and characteristics of streets, sidewalks, bicycle routes, transit facilities and intersections in the study area, and the existing traffic volumes and conditions (including levels of service) of those facilities;

2.

A description of the location and traffic-related characteristics (land use, intensity, expected date of full build-out and occupancy, vehicular access points, pedestrian connections, bicycle routes and transit facilities and characteristics, etc.) of the proposed development and other developments in the study area that are under construction or approved, as well as streets and other transportation facilities and improvements in the study area that are under construction or programmed and funded;

3.

Projections of future background traffic (existing vehicular, pedestrian, bicycle and transit volumes forecasted to build-out year levels based on traffic growth rates agreed upon in the TIA scoping meeting) plus traffic generated by other developments in the study area that are under construction or approved;

4.

Future background and site traffic projections must be made for the peak hours of the adjacent street segments and intersections and for the development's expected full build-out and occupancy date, and must include trip generation, trip distribution (using distributions agreed upon in the TIA scoping meeting), and traffic assignment estimates;

5.

Studies of the proposed development's incremental impacts on:

a.

Street capacity during peak hours at all site access points and at street segments and intersections in the study area (including determination of the level of service for the street segments and intersections, queuing vs. existing/proposed storage);

b.

The need for signalization of intersections in the study area; and

c.

Pedestrian, bicycle and transit-user safety and convenience.

6.

A description of the location, nature, and extent of site access and transportation improvements and other measures recommended to mitigate any failure to meet traffic operation standards due to the proposed development's transportation impacts;

7.

Identification of all assumptions and data sources used in analyses, projections and recommendations.

(Ord. No. 2122-2019, § 3, 6-20-19).