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HomeMy WebLinkAbout2024-01-22 Mike and Malissa Bernard January 20, 2024 Re: CPAT H-2023-0057 Dear Mayor Simison, City of Meridian City Council, City of Meridian Planning and Zoning Commission, and City of Meridian Planning Staff, I caught the recent City Council meeting related to this topic. I have heard the Councilmember's discussions. I did see the item on the agenda, and there were busy months with much to do. I think we need to look at what has been built, to learn from those projects. This amendment and the presentation prep took an incredible amount of time,thought, and follow- up from Staff, and that alone warrants some admiration, and Brian McClure has reached out. While this is a guideline for development and for a segment of future in-place residents,what the nearby citizen is often left with other than a shopping or destination option is traffic, construction noise, bigger projects built,going on for a decade or more as phases occur, and all those elements alters the sense of one's home,yet it can be a great positive life enhancement swing,too. We should consider nearby residents as well as a component with this amendment, as these invested citizens and families are not merely hash marks along the edges of these multi-acre and multi- phased plans, and you are setting the bar for the adjacent projects. I think many that have been involved in testimony, participation, or comments at times feel dismissed or there may be the incident of a citizen committee member feeling run off, and therefore you might not get any participation or commentary if it isn't somewhat weighed with the same respective currency re.their experience or value as a citizen navigating the products of development. Having one or two token members of the community in a room that clearly doesn't want them will get very few coming forth when those are lost to burnout and attrition, despite their Love and concern for their community, and thus one may move on or be left feeling what is the point of participation, and their motive to get involved in the first place is pure---they care. As Councilmembers posed some great questions and made comments on how this will all look in the future, I appreciate the wisdom and thought our elected Council demonstrates in our stead. While my personal pocketbook isn't in the creation of these proposals, my pocketbook and the community's dollars support these projects, or choose not to spend at these projects, because, perhaps, of a hard-to-navigate and collaterally dangerous design, or impossible-to-find parking, or the general pains and grumbling to use these areas. If so, one often finds a route elsewhere that is conducive to wants, needs, and therefore the satisfaction and enjoyment of another project within some reasonable proximity, or they wait for Amazon to rumble by to drop it on their porch. Just some general comments below re.the amendment materials provided and general impressions of Mixed Use today.Yes, I am a layman. I wish you all the very best.Thank you. Malissa Bernard 4025 N Dashwood Pt Meridian ID 83646 Cell: 208.599.3058 Email: mmbernard1@msn.com First of all, I am impressed with the Staff Report provided by City Staff. While the subject matter is very complex with many facets,this document was very informative. The website unique to this topic was not unnoticed and everything is there to understand the importance of Comprehensive Plan aspects, correlating existing conditions in our community,where we started and where we want to go,and the amount of work to share that information is very appreciated. The following recommendation is to clarify that single-family homes,more broadly than just alley-loaded, maybe appropriate in mixed use area. Note that changes recommended in the original application are not shown here,only the additional recommended change. Sample uses appropriate in MU-N areas include: single-family homes,alley-loaded single-family homes,single-family homes with accessory dwelling units, townhouses, condominiums,small-scale multi-family developments such as fourplexes,neighborhood grocers, drugstores, coffee/sandwich/ice-cream shops, vertically integrated buildings, live-workspaces,dry clean er/laundromat,salons/spas, daycares,neighborhood-scale professional offices,gift shops,schools, parks, churches, clubhouses,public uses, and other appropriate neighborhood-scale uses. Sample zoning includes R-8, R-15, TN-R, TN-C,L-O,and C-N. like the diversity of options for housing in new text as outlined above. This makes it easier to transition to existing parcels and perhaps fill a particular need for a housing type that the community lacks. am particularly interested in the addition of the Missing Middle Housing Sampler, as I feel this may also help provide housing on, let's say, a small acreage in the midst of our changing city surrounded by coming development under the Mixed Use umbrella that may be very complementary to existing conditions.This also gives a unique fresh parcel an opportunity to be special for many as the market warrants variety and options. Some on-site ownership, perhaps? Fiaurc: Mk%inu diddle llou%inE Sampler'- ,.t- to"*"COUNT I.s+oi•rr-ueiwrKu I.STMUDww« + ra,eau %.SICK" r �y 6.MO M&I 7.CCU"gYR/ f•TOMIMICIMi f.NV IIIIA M[ GENERAL OVERVIEW PORTION All mixed use projects should be accessible to adjacent neighborhoods by both automotive and alternative- vehicular transportation opportunities. Pedestrian circulation should be convenient and interconnect different land use types. Vehicle connectivity should not rely on arterial streets for neighborhood access. See also figures:FA3, FA4, FB3, F84. Better and thoughtful road designs need to be at the forefront of everyone's design brain, as this interconnectivity element can overwhelm and change the character and sense of place in adjacent neighborhoods and within the project. I think some basics of the relationships between pedestrian and vehicle modes are covered,yet this might best apply to fresh open land. How does this fit with established and existing? Traffic flow and safe circulation is essential to these huge multi-acre parcels as well as every application that comes to Council or the Commissioners,for all stages and abilities of life, as this is not covered well in either Code or Comp Plan. I would strongly suggest the City consider hiring a traffic engineer of its own, as we have challenges of permanence or near-permanence that could have been avoided as soon as the pre-application meeting occurred or post in-house engineer analysis, and costs certainly multiply in submitting half-baked schematics with a tailored for-hire traffic report, and there needs to be attempts to fix those errors before they come to pass. Mixed use flow is crucial as there are many parts and impacts. If Planning Staff is going to defer to ACHD and ITD,then I would suggest a strong technical knowledge of street designs and policies to nip these issues in the bud at the onset, because the application or schematic usually gets forwarded as fit by someone that does not necessarily have a traffic engineering degree, and if ACHD is present at Council,they are often not the traffic engineer, either, as pointed Council questions can run aground with no clear answer in Chambers. Furthermore, ITD and ACHD are not particularly concerned with flow and circulation within non- dedicated (to the agency) private traffic modes interior to projects, as in lanes, drive aisles, potential choke points, buffers to lanes,who maintains the private lanes, etc. To get any traffic calming or mitigation after the fact is met with daunting red tape and multi- level policies. It takes several meetings at the Traffic Commission or many letters to ACHD to get a simple mitigation effort underway, and while many in the impacted neighborhood are frustrated by the speed, nature, and intensity of traffic,there is a lot of butting heads and posturing going on, and this can be highly ineffectual. In fact, concerns and issues might actually result in an unsavory take: taking a high-use local street with in-place residents to a new collector status suggestion, often with a higher speed and no mitigation at all? Here is an example as submitted in a PDF to ACHD for consideration with their newer traffic calming policies coming forth with hearings in later Spring, perhaps? This residential is transitional to a current nearly built out Mixed Use Regional designation, and it is very dependent on roads not in compliance with current ACHD technical standards and policies. As these intensely used Mixed Uses finally connect to a future collector and we have distances and safety standards continually waived as applications come forth one-by-one cumulatively over the years,without a current and future audit of the impacts, some conflict, accidents, or unfortunate casualties will have a greater propensity to occur and that is a multi-agency risk. The commercial component segment east nearest the light to future Centrepoint was in Boise, and the rest of everything else was accepted by Meridian with waiving of ACHD policies because ACHD said ok. This square mile was nearly fresh and new in 2000 with minimal development. There was ample opportunity to get this right with appropriate mid-mile collector roads with appropriate neighborhood and commercial designs. THIS 5111OWS PORTIONS DF THE MID-MILE"CDLLECLOR"RCADS,portions of the dross a measaremern Ims.Double•dre$tap to irulx X Appropriate Commercial Collector at Centrepoint Way,to he continued but not constructed today,and "local roads"being u sec!as Collectors lmost to local street tech specs of 125 Foot minimum e �"•� `{ Planning is spacing between road access]in hghterblue.Darker Blue is the MSM a¢epted collector road. In Pur pl a future col lector segme rt. -- always the " Red Dashed will be the likely COM MERCIAL COLLECTION and Residentia l of Traffic as th BEST and SAFEST e � TRAFFIC �ys+" intend m wi tied road is not coplete With through traffic exien di ng further onto existing CoIIe r road Leigh Field via Champion Park.Regardless of the status of the Commercial Collector �`� �tpl Centrepoint Way,traffic patterns wild intensify. 1k* CALMING POLICY Alpine Pointe, yara,t. Champion Park, Settlers Bridge,and FUTURE ROUNDABOUT t ''•Y — _ Brickyard subs were Alys. t_:,- developed and Mid- block Kingstown sub, 6� Cl `m L for example,with y We will experience cut-through ingresslegress streets created r 1' l Cf v;a from Locust Gmve city mile W via Leigh Field to against prevailing use the light at Wa inwright/Eagl e a s well as cut- En.e through from the heavier Village uses via ACHD pOI1Cle5 at the Wainwright/Records collectcr ingress/egress to ORANGE SHOWS VARIANCES AND DEVIATION time of approval as the East. those streets'future FROM CURRENT ACHD POLICY AND SPECS traffic purpose Y WHEN LOCAL STIR EETS are used as COLLECTORS and VARIANCES ON EXISTING Inevitably acquired �1. ACHD MSM COLLECTORS thus creating Collector-type Traffic _ . _ potential critical points,not including all on LOCAL STREETS f �' with Front-cn Housing ' rr own. driveways out of specs. � r Non-residential buildings should transition to and compliment adjacent residential buildings in mass and form and include safe and meaningful mitigation for operational impacts such as loading docks,storage,and outdoor equipment. See also figures:FB2, FB4. We need to avoid the foot-in-the-door stance with some development. An appealing project comes forth,saying what we want to hear with the Mixed Use with all the inferred promises, dazzling amenities,or road construction proposed to get the approval. Yet, once that occurs multiple MDAs or ALTs or Modifications to the CUP come afterwards,and often the nearby and adjacent residents are overwhelmed with hearing fatigue or feeling their neighborhood is going to take another one for the team of the community at large and must suffer the actions of the habitual line-stepper of the development interest. The entitlement could be held for decades, with many revisions that are filed to vary from the initial concept, and this could lead to frustration or a new five-story apartment complex surprise. Transitions between different residential product types and dissimilar land uses should include the use of use alleys,roadways with landscaped parkways,or highly connected open space. The use of barriers such as closed vision fencing or walls that limit connectivity and reduce visibility are typically not appropriate as transitions. See also figures:F81,FB2. Without the guarantee of maintenance and appeal of the properties or keeping the business or activity contained to the property that is dissimilar somehow in the original DA(let's face it... DAs and compliance don't always have the teeth or the chomp necessary)why should the neighborhood have to see what is going on at the hotel, or the apartment complex, or the loading docks at all hours. The character and peace of invested Citizens'homes or neighborhoods should always be considered and preserved when these applications come online. Adequate visibility and such for law enforcement is so important, and this is, of course, an element to consider, but a light buffer to a parking lot transition or tall building isn't appealing from an established neighbor's backyard. In some Mixed Use,the lofty hope of providing work-force housing on site or nearby so the employees can walk to work with their lunch pail in hand within these projects is a dream to chase. Few can afford the housing within these new and shiny projects, as they are often geared to a particular luxury or near luxury price point and the majority of the people working on site of the MU project maybe commuting, and the sites aren't along transit corridors. Meridian and many municipalities are perhaps unintentionally creating a deep crater for many--a high percentage of the community renting for near life will not create any personal wealth except for the landlord or developer. Which brings me to another point: Meridian homes have many an investor-owned property that are squeezing out our citizens from buying a home. One can look to the Ada County Assessor site to see the many trusts and interests not residing in the supposed more entry level home. Delano single family is a glaring example of investors making it much more difficult for the average citizen or family to own a home in our community, and it was touted as filling a need for the community. I know this CPAT vision is likely geared for living or better wage,yet the many young couples, families,seniors that need to be close to services, or single persons will be outliers in the periphery and not really be able to attain the high rent of these units unless we work in some affordable units, and it has to be more than the token few units at a lower rate just to get the project approved,while getting the pat on the back for providing affordable housing. Affordable for a very, very small percentage of the units...is this enough? With all the hurdles for the citizen to get that privilege or subsidy? An overlooked and broke segment is our seniors, as the existing conditions report has a marked increase in this demographic. As our citizens age and their fixed income buys less, lower rent projects such as the Tramore apartments on Pine is a concept that could be elevated in newer projects, as not everyone can afford to live at the amenity rich Bri with the appreciable rent or interior gated project in line with Cadence or Blackrock Homes. https://www.google.com/maps/place/Tramore/P43.6125442 - 116.4076433,16z/data=!4m6!3m5!1 sOx54ae53c09c5cOdb9:Ox28325088658dce30!8m2!3d43.6112 703!4d-1 16.4088878!16s%2Fg%2F1 tg9h8d1?entry=ttu Reno/Tahoe metro area is peppered with income threshold apartments in mixed uses,that are not necessarily thrust into certain spots such as industrial, near airports, swampy land, cheesy casinos, or by railway yards. Yes,they have permits costs waived and other income for the city reduced substantially to get these built, and yes,they are, at times,financed by huge sometimes foreign investment pools that may have a sunset clause to go to market rents in decades forward,which is not so perfect. They may be taking advantage of touted Opportunity Zones. I would love to see a development titan group give this type of housing a whirl,with all the incentives and bonuses. People there have attractive plants on their patios now, and potluck dinners weekly to forge that sense of place and community. Local food cooperatives, programs, and charities come via large trucks on a schedule to enhance their needs.Access Bus and VA shuttle services are a frequent sight(small van bus).Just because the incomes to apply are capped doesn't mean they are to settle in the margins of life that might have turned out differently than imagined. Not rent controlled, as incremental increases do occur, but more affordable rents. https://www.vintageatthecrossings.com/ https://www.vintageatthecrossings.com/brochure We realize there is a game plan and a road map here, and this is very helpful to have these updates to give guidance. We mustn't waver on key absolutes or near-absolutes. For example, my square mile had designated and approved MU-R and conceptual commercial in accordance with the Comprehensive Plan (pre-2019 update)that morphed to residential, and that residential set the stage for high intensity densities in the area that might have been more transitional to the conceptual commercial plat, as well as the block directly to the south of my block, and we are slated to have nearly 600 high density units at NW corner Eagle/Ustick, and more in every direction. We asked what was coming at purchase in 2012, and we were out of range of any notices to change the plan in the years that followed, leading to the poorly planned rather plain Brickyard project.We may need to be stronger in the early stages in Mixed Uses and while there are inherent property rights, certain things should not be waived or compromised, and a collector should not bisect a large residential community such as this with essential technical road specs waived.The major road should have been sited easterly near the border of Faat Eddy's, now Jacksons or next to some other transitional use by the project.A car wash so close to apartments? Key commercial in our Comprehensive Plan has vaporized and we will never get the services and merchants back. That means more travels to magnet shopping centers'meccas via arterials or booking out weeks ahead for a simple haircut. That means the Village area clogged with burger fanatics and the new hot Ten Mile proposal will be what was Milwaukee St. area by the mall back in the day during our Holiday Season----A PARKING LOT as the citizens will not have adequate essential retailers or services nearby their own homes---the rooftops. I think this update is attempting to streamline tangible life enhancements, so that is a plus. Mixed Use Neighborhood(MU-N) The purpose of this designation is to allocate areas where neighborhood-serving uses and dwellings are seamlessly integrated into the urban fabric. As far as this definition and guidance goes, I appreciate the tree-lined streets and such,yet there needs to be ample parking so as not to bleed into nearby residential. Mixed Use Community(MU-C) The purpose of this designation is to allocate areas where community-serving uses and dwellings are seamlessly integrated into the urban fabric. The intent is to integrate a variety of uses,including residential,and to avoid mainly single-use and strip commercial type buildings. Non-residential buildings in these areas have a tendency tend to be larger than in Mixed Use Neighborhood (MU-N)areas,but not as large as in Mixed Use Regional(MUR)areas. Goods and services in these areas tend to be of the variety that people will mainly travel by car to,but also walk or bike to(up to three or four miles). Employment opportunities for those living in and around the neighborhood are encouraged. Developments are encouraged to be designed according to the conceptual MU-C plan depicted in Figure 3CE. Mixed Use Regional(MU-R) The purpose of this designation is to provide a mix of employment,retail,and residential dwellings,and public uses near major arterial intersections. The intent is to integrate a variety of uses together,including residential,and to avoid predominantly single use developments such as a regional retail center with only restaurants and other commercial uses. Developments should be anchored by uses that have a regional draw with the appropriate supporting uses. For example,an employment center should have supporting retail uses;a retail center should have supporting residential uses as well as supportive neighborhood and community services. The standards for the MU-R designation provide an incentive for larger public and quasi-public uses where they provide a meaningful and appropriate mix to the development. The developments are encouraged to be designed consistent with the conceptual MU-R plan depicted in Figure 3DF. In the body of this section,there is a reference to the last-mile or mile of transit services. There has to be transit in the first place,which we often do not have as an option, and we may not have the necessary users of the transit currently to warrant the investment. If the dirt needs to be additional parking until the future transit options are there,then the developer has to eat that for now. I noticed density bonuses cited as an incentive for planning for transit spaces. As to the proposed design elements,what is often lacking is the separation from the nearby single family residences by a local or collector road, or transitional buffer space. Often the commercial is close to the lot line and does not provide for adequate transition between uses. Local and collector roads off of arterials require specific spacing via technical requirements, and this is often bypassed by the private road or lane integration which leads to problems of their own. Big blocky hospitality or multi-story office might be too tall nearest single family homes. Single Famly Residential ofFire or Hospitality Retallcr - _ 5erviceuse o LomaCdecrvr oad e I d a Resldemial OfficeParV �� _�7 O ° orOfte Headquarters �� m _ �� � i m Fi Irnegrated 0 4 �� o m a Alan Area petal =goon da, o ma sa aoa o av mmom ° _ Artedal Road I Mixed Use Regional Extreme thought and care needs to go into these projects, as it will be impactful to single family residential,as this isn't geared towards adding new residential but there are a lot of entitled high intensity use within these projects or zones, nevertheless. Cut-through traffic needs to be discouraged through local road transitions via residential to mixed use designations. Adequate on-site parking is a must to discourage employee and patron parking from bleeding into residential. � � r 5ewv Uses iILA >��3�a$ • s LlgM Manuladuring � !} ar4yarehuusing �; a l `y FAsttng Nuslual Loral Road Use Single Family Reudential � � � � MR fir r s aaaa = 10 ServlceIlse � #a�sa4a Offirew • lReuillnfrll ARnu_I Rned Mixed Use Interchange(MU-1) The purpose of this designation is to call out areas around SH-16 interchanges,and to acknowledge that this land is very visible. These areas will be served by interchange ramps and restricted local access. There are two SH-16 interchange areas,one located at US 20-26 and one at Ustick Road, that differ from the other Mixed Use categories in that a much stronger emphasis will be placed upon gateway elements and traffic flow/trip generation factors when reviewing new land use applications. Uses in these areas will need to be compatible with the impacts of a freeway interchange. These areas are not intended for high volume trips, either aggregated over the larger planned MU-1 area, or as individual use types. The intention is to protect the immediate vicinity of the interchange from traffic conflicts and shift the high traffic-generating uses away from the immediate vicinity of the interchange to other,nearby areas. A graphic example for this portion would have been helpful. As to: A traffic impact study or other traffic analysis may be required for developments in these areas. A detailed analysis and a traffic impact study is often a MUST. Again, a City traffic engineer of our own is perhaps in our City's best interest as another set of qualified eyes can often find an issue that may have been missed by the agency while this is merely on paper and could be remedied before the shovels hit the ground. Appendix F. Mixed Use Examples A. Mixed Use Concepts with Additional Annotation The following images are colorized versions of the mixed use concept included in the Land Use section of the Comprehensive Plan. These colorized concepts include additional annotation styles that more closely align with aerial examples of real mixed use projects in Appendix F,Section B. These are intended to better identify different building types,and to correlate design features with actual mixed use projects. This is a very informative piece. I must say this helps illustrate the concepts and wish list by showing great pics and examples of Mixed Uses in our community and other areas, in addition to the Staff Report. I also am quite taken aback by the maximum building sizes and the heights of the buildings being far too generalized and adaptable.These entitlements will stew for years, or decades, before full build out, if the Village is any indication. How could we justify this to an entire neighborhood that may have done its due diligence, checked the comprehensive plan,called and asked questions about zoning,the building sizes allowed,the meaning of the coming mixed use, and got that hefty 30-year mortgage for their home, only to amend the Comprehensive Plan to allow for an open-ended size and height? There are modes within Code to get that CUP, or the ALT or some other term,to be duly presented and heard via the Public Hearing process,and listening to the community via the neighborhood meetings,which should provide more notice than written in code, as the mail might make it the day of the neighborhood meeting and that may be a factor in scant attendance. I have found things that just don't work as intended in Mixed Use,and careful planning will be beneficial. We have to be somewhat overparked in code from present standards or the issues will come forth. Here is an example at Centrepoint Mixed Use Collector with cars along a collector that are parked. Parking is not allowed on either side of a collector road;the residents of these complexes are demonstrating through habit and daily example there is not enough parking needed within their communities as they park on the collector, on both sides of the collector. w. � �► rr� —T- M�e'� .7 y '4t �yl i I The same can be witnessed in the mixed use transitional areas between denser housing and the commercial elements, such as Elsinore near Paramount. Despite the signs stating to only park on one side the street, it doesn't stop people from parking where they wish. Once this area is built out and fully occupied, how are the future designs of the coming infill projects going to contain the traffic, parking, and use as intended versus exacerbating the issues at hand with parking bleed onto collectors and roads not designed for heavy parking? .R", - 40�E N El-A- 4ilw W� -df, io I impal-im The pic below shows the Records roundabout by Kleiner and the Village. More apartments are coming,yet look at the edge of this roundabout with the heavy black marks left by tires. This is indicative of a design flaw, heavy vehicle use, poor design for larger trucks to navigate, and not enough slowing before the circle. - mecrwor� . et t-. --- - - 19, c ti s II9 Ai Me ra Pa _ -{,j�:..w( � t _. 'd'jG?. � "• -•. p � -�2 �.�d Is this transitional? Four stories looming over single story, regardless of the street between? That is against the Comprehensive Plan on several points, not to mention the apparent waiving of collector buffer size policies, and this area needed those elements, and there was a lost opportunity for multiuse pathways in close proximities to shopping and recreation. - I , l r s (S F GS i v..F FJahill Gr This plan looks great on paper and is very nice, but with the heavy planting on narrow sidewalks and the intermixing of car traffic, enjoyment of this project can be greatly reduced and hard to navigate. A lot of the foot traffic is forced to be nearly single file or squished sideways at points to give everyone a bit of personal respective space. For ADA compliance and navigation,this flagrantly flunks, in my opinion, at various points in the project as an unaccompanied person would have some challenges. PROWAG and ADA Policies should be incorporated as well into Mixed Use as a practice as concerns for wheelchair turning spaces, entries to businesses, attendant space to walk aside a person with a walker or cane/stick to aid the patron, and more policies from the cradle to latter life stages,with the consideration of adding ADA compliant housing in some of our residential aspects along with deeper driveways as to avoid vehicles in the right-of-way or parking spot. US Access Board, PROWAG Link https://www.access-board.gov/prowag/and New PROWAG Guidelines https://www.adainfo.org/wp-content/uploads/imported/1.4-Public-Rights-of-Way-2- slides-per-page.pdfhttps://www.adainfo.org/wp-content/uploads/imported/1.4-Public-Rights-of- Way-2-slides-per-page.odf ADA Standards vs PROWAG https://www.adainfo.org/wp- content/uploads/imported/1.4-Public-Rights-of-Way-2-slides-per-page.pdf ADA.gov: The Americans with Disabilities Act https://www.ada.gov/and https://www.ada.gov/law- and-regs/ada/ Architectural Barriers Act,Accessibility Standards https://www.access-board.gov/ababi •.,-_r-. icy.. "'kr •R_ T 3690 E Mi Fch Sky Ln Q 4. •"0�. .� ,�` M2023 See more datesor -�.i •��._; _'VA'aT - - 3`r'-w r r* NEWT + r _ FF j _- x a"d -Google - Meridian,Idaho •Google STeat View Ju12023 Seemore daWe V z; t ,�g k rryn'r�y . This is off of Records near Les Schwab, Lowes,and Trader Joe's shopping centers. Cars travel in very close proximity to residential. There is little setback, and separation is not adequate for the volume of traffic here,via that lane or private drive aisle where lesser rules, lack of technical specs, and concerns clash with real-life conditions.We frequently shop in this area, and cars can be a ten or dozen deep at this point. The non-signalized access placed North to Ustick (Culvers/Lowes) may draw traffic to the signalized intersection at Ustick and Records from this shopping area. I would not feel safe navigating that sidewalk or comfortable with traffic so close to a rental, as renters deserve a quality of life and sense of place,too. This was commercial first then the accompanying residential. , , 1161 x I I.i Not our City's issue with this product,yet we could make the same mistake and as a nearby community we use this area as well. I feel there was an opportunity in this example to have another housing type in between Single Family Residential to heavily used Commercial. Chinden and Linder. The screwy access often creates heavy traffic volumes into this residential at the intersection or has the interior to the project commercial based traffic bleeding east/west(between Linder and Meridian)to the north through a residential neighborhood with sections of full front- facing housing and many SLOW DOWN signs. w a__ Iva s, �- o .O i'�I,,'i 'F•, 2d 3,07.02D.Locate smaller- alc, neighhorhoM-wrving commercial and office use cluslers so 1hcy complement and provide conven-lent access from ncarby residIcntial areas, limiting aced zu-arterial mxadways and muldmodal corridors. A.T.1-de f vim imprm-fgK rhrpmx•vss, und.vJri ing fry bater 6e 11'.1Vurq which++x-re' a carefr cto for this CPA this polies-fs perhaps one rha1 r eson arcs most i6th ich r,5omz'of sir:% kr<wk rspnVptued• 9"hereaa alderaraeas of'the Chy had gepperatcmmer4-W, offIee,and ekY'n rndMVrhJ1 drfe'_4-II!fhredd 11lJ7&ghfJU1 the existing On,, anti On-Uhk4e'r range fa dewIIefopir areas, remaining undes•elapedrarea`s oy'1he CRY do na1 generaf(v have mere disrinef inure land xse designarfrom planned near elopo'I amd.)Wfure areas 01he community. Furrher. every_cable of rho eX�Jti rg.fen. b`-S &I nary fMrJ•he reached ht-uldIfIrmg or cry taAg arrrrrcrls,-and iM•arge. Stale high items. T1w serric a areas intended to pro4dir fear rhese eds•I wrfhifl rke 1V-sO n0lic. CA are and haw,been wiihin mired rise aneas, This CPA 5.01.01 D, Plan for and encourage nd:ghborhpods That provide reawnable pedestrian and bicycleaceca;s turclrvices like hcalthcarr,daycare.gru":r+y 3ibari:5,mtd r=rrallunaI Arrwi. This rAWh r is an area it-here.Sea fond develo f meat appfiranis regvlarly.vnWee to -understand each other. The CPA tofurtker emphasize eirluzrn pmdessriarr and hiCvc1e acreis utiihrn RriA� Oue R1 R•s, ihrvugh ire#rgr wion and despgfp r f Ike life. rather than to simply pravWu sideuvlkr through and arruss der kv oiwle_e(as is dlom-in all c•ora memral ur-easi. The CPA Tseeks to irnpvvve these interrelated consrderaliow-Arp area errsierand safer to ac-c a s•hr var,is ULOY io be risired In-ears•, 5.01.02A, [Maintain and bmplcment community design ordinances,quality design tritons,and complete street policies tea sel quality standanis citywide. Tlrcr proprasevd CPA Ts cY ks in apdarc quali-m•dv-vs R ci ieria firr mi,Tc d we array.cin-wifk. Then-fx grewer emphasis and holistic-site&k Fign vather iharr appli;•j6vn of ceriain element.-v of er-ihe�fetc i. A Commercial and office example seems to be a shoehorned afterthought,as is evident by the parking perhaps bleeding into the residential portion as this is under-parked for some hours such as the gym peak hours or coffee fixes, as the shadows indicate this is in the AM. The drive aisle leads to stacking at the intersection with this drive-through. This park-like area below is enjoyed by residents and patrons? MU-N UL ■err �.� Y _ fr -� _ . .. - �`'.. ,� ;=-==yam'• .� 1 ` +r { Q 1 ROW. ' � tU 3 ' h ii AA' If we are to mix uses,we cannot have this sort of vehicle stack to exit such as this example onto McMillan or Locust Grove idling right by residential or residential driveways. feel this highly visible patch of alfalfa needs to be near perfect in every sense when it comes forth. There is a church, school, daycare, and a high ratio of single family housing within the already overwrought and highly intense Eagle Rd. area. understand property rights, but this Comprehensive Plan update needs to be in place to have the guidance to be very clear and not have loopholes or lost elements,or development may gain some leverage regarding those holes that may be very impactful to peaceful established neighborhoods, and this is surrounded by residential, primarily. I agree with maximum height and building size standards, as that is a weakness that will perhaps be exploited, and some waiting proposal for our City could pounce once the ordinance or amendment passes. Perhaps specific zoning uses in the DA need to be assigned to these large parcels as to not have incongruency in uses in proximity to residential or other businesses as tenants and owners come forward, especially as many of these mixed use parcels are subdivided for individual deed ownership, and as Councilman Taylor pointed out a change in the nature of the use of the business or employment center which additionally could vary, as owners or tenants move on, and a new business or industry moves in. all •_::,V . t ,t r..J e �I s s�Ik s"■ rlrli r.:.r � � _ :ems r■� .a,i ` I �: to fir `• r' •F!� .. _.._ While connectivity and policies are important,we can be connected but not overrun by collateral traffic not worked into our initial subdivision traffic materials. We need to honor the spirit of original design plans and not just take the easy way out of hooking up to local roads without calming and consideration to bypass collector access that was meant to take the higher volume of traffic, and this is especially true for higher intensity densities and uses in close proximities to single family established residential. Apartments,the missing middle, or new residential should not rely upon a local street,for example,as a primary or secondary route option over a suitable collector or interior lane network so the older neighborhood just has to take one for the proverbial team. This also applies to commercial traffic. I will provide the examples of the many beer and beverage trucks, food product trucks, box trucks of all sizes for commerce, concrete trucks, contractors, and other lumbering vehicles seeking a route north/south via Dashwood through Delano. We see this all the time via our CCTV system, in fact,twice while I have been typing this. This was what we knew would happen if this residential cut de sac were opened to traffic for all, so it was appropriate for the emergency only/bike/pedestrian, and the occasional golf cart or motorbike.Those commercial trucks certainly try cutting through residential neighborhoods. Connectivity isn't always by vehicle. Here's a recent issue that was in front of the City of Meridian Traffic Commission. This is the area of Franklin and Ten Mile Rd.that will be heavily patronized now and in the future. Orange is a single vehichle lane that right in traffic will continue to attempt to use. It was designed as an exit only lane and there was a sign to be place to discourage right in turns. The wished routes via planning and the applicant of those using, let's say,the Starbuck's south of the orange line, is to use the purple routes solely. People look for the quickest and easiest shortcut in this example and will always continue to do so, and we must anticipate these conflicts and the bearings of human nature, especially in a hurried and intense area of growth and stresses of that growth. ) warn a� '' r �.^.•... Nov ANN Furthermore,with the current and coming intensity of the Ten Mile area, I am seeing a lot of driveways. Ten Mile might not be the intensity of Eagle Rd. but it could very soon with many driveways off of a road of heavy use with highway-like traffic and they are private lanes not subject to ACHD standards,with more to come might increase conflict points and present inabilities of those vehicles interior to these mixed use projects to merge onto Ten Mile leading to a bigger stack, and stacked vehicles in lanes with impatient honkers behind may take more risks to move into traffic. Adding a pedestrian or several to the mix might increase accidents. These are some of the details and issues to anticipate within the ultimate design and what could occur while these Mixed Use projects are thoughts before the blueprints, in guidance of principles in the Comprehensive Plan,Applications, and Design Standards, and private lanes internal to projects must be viewed as a roadway with implications for all, and traffic engineering within such projects is just as crucial as those legally dedicated roads to ACHD and ITD. The solution proposed is to try a sign and hope patrons comply with the single lane meant as a right-out southerly exit. % goog!e.-o lmaps/@43.6035857,-116k337099,3a,75y.241.64h,91.9Bt/data-13r 711e113m5!1sLIHLkFHFBbAYg04Ulk9Lw!2e0!6shttp&%2F%2FstreeWti pimes-pa.goog!eapis.wm%2Fv1... ,ogle Maps Cl Q IL CreekAMeridian O lucks A� heLohs 2t Ten MI1= _ y _ .�i 1 ek`M d ��re�-rrr�frr�r, 3. Policies for Reference Only: The following ppliciS are referenced in the abm c amlyy`is and asc appiicabic to the Fubr uct appli4 eaiin, E it waver, Ihcrc AM m3 -ClungCs pmpars .d to the tcxt. 1hcy arc i rK lu+cd for roierenee only, 3,07,02F.Coordinaile with tianspotta#ion uvencics to ulign future omdcd inftastruciure with land use phins and impleinmi thrr"h the development rev icw pMccs. c:z_ 6.01 .01f;. Develop ceiteria For}plan rrylew in determining whether a devcl€pmcnt proposal IS sufc,a0cesNible, and coml'or[able for pmkAviam and cyclist%. 6_41 .02f3, Reduce the number ofexisiing acc7e&s poinu;omn arterial sireeLs. by using me6ad`-S such as crux -access agrceramI . access management, and frontagcfbac kage road.-,.and prom ong local gid col I cctor streci connectivity. 6,01_Q4A.Suppcxrt efforts to uwaJuate and pim for Future transporiation 3enices such as public transit. on-dcrrand mm=.uuwnonwu*and shared N chic ley:. agree with having strong language in the Comprehensive Plan amendment. It is a living document, and all will cherry-pick supportive bits and will certainly seek variations and some deviations from the guidance text in the Comp Plan as it comes before the hearing processes. I still feel many future Conditional Use Permits within these Mixed-Use projects regarding any rental-for-profits residential units should come before City Council, as it is often due to the Council's decision that those units are in place in the Conceptual Plans and therefore should be coming before out duly elected leadership over the appointed body of commissioners. as some proposals are too just too big, complex, and controversial We need more medium to medium-high density units or patio homes,townhomes, condos,for purchase and ownership in areas of transition, and not just for single investors or investor pools. As to density bonuses, some of these appear to be quite generous. I do realize this can be a win-win for the community and developer, but it must be truly beneficial, purposeful, and of appropriate use, and not a bunch of requisite buffers added for aesthetics only. The trip capture hypothesis and therefore the lack of process re. Comparison Requirements and Impacts for Bonuses could be shakily promoted upon unknowns and the concept plusses could be arbitrarily touted under the loftiest of expectations. Reports for projects designed to take trips off of roads have far too many variables for quantitative analysis that truly reflects the benefits and/or burdens of the project. Any client-dependent traffic analysis for hire by the development interest will customize the report to project the benefit without any explicitly proven merit, and you won't really have any basis to counter that report without unbiased independent analysis or public testimonies posing a different view for thought. Variables such a projected population within the project and realized population due to economy, demographic of age,cars per high intensity project,gas and insurance costs, grocery and goods costs are all variables that will skew any plan analysis that could be geared to look community-beneficial on paper. I appreciate the capping of the residential densities parameters in some of the body of the definitions yet some of the ranges are very broad. We have far too much of the entitled high intensity densities that were once designated as commercial, and nowthose residential projects have shifted into neutral throughout the valley and in some cases stagnant, especially in our downtown. There is always the possibility of the foot-in-the-door scenario for place holding for entitlements for decades with plodding forward momentum, and then the market conditions supposedly change and the concept morphs into something else entirely. As to page 6 of 92 CC—Commission Recommendations and Staff Report 1-9, 3.Areas of Highlight, section b. Clarifications on Density and Gross Areas, this addresses Gross area and refers to all areas considered with any given residential or non-residential portion. Parking and open space for a residential project includes the supportive areas. Net density is not a term used in the Comprehensive Plan... Yet NET DENSITIES are an important piece for consideration in the scheme of the Mixed Use Project,and such data should always be provided when applicants come forth with an idea for consideration. There needs to be more showing of the work, as what appears to fall into the range here might look a bit different when the parking, open space, and other factors are removed and let's say the net density is far higher in intensity to nearby single family residential along the borders,then those elements should be considered, not to stymie the applicant but rather ensure necessary transitional elements and buffering may be most warranted to provide a softer, more complementary placement of new-to-existing project scenarios. appreciate the thoughts in streamlining and clarifying Mixed Use, as it has often been a point of confusion or has been way too open to interpretation. While the guidelines and examples have been provided, it will take comprehensive analysis and very intensive work from Staff, input from the public,and the process to improve concepts presented. How entitled projects come to pass will always be that wild card. Collaborative efforts between adjacent properties and interests should be strongly encouraged,to develop cohesive and complementary elements, and not piecemeal bits and bobs. We have to proceed with great care, lest these areas fall into decay or are considered out of fashion,as we can see what has occurred in mixed use concepts or regional draws of decades past,for example,the Mall area in Boise or the rotting of the once busy draw of the Boise Outlets or Vista Avenue in Boise,and the past habits of long strip type shopping of Chinden and State St. I think Planning is trying to shape policies to avoid such decay. Yes, regional draws, rooftops nearby, and commercial,with all the buzz words,yet, resulting in very car-centric areas to navigate and it has lost some shine, appeal, and vibrancy. It is a huge responsibility on Planning's shoulders and on your shoulders to get the best possible outcome for the community, for years to come that stand the test of time. Regarding 5.01.01 D, Plan forand encourage neighborhoods that provide reasonable pedestrian and bicycle access to services like healthcare, daycare,grocery store,and recreational areas. ...The CPAT seeks to improve these interrelated considerations. An area easier and safer to access by car,is likely to be visited by cars. AMEN! I live in an area for many things that I could hookup a trailer to my bike to run errands or to use Kleiner Park,yet with the imminent danger posed by chaotic and overused Eagle Rd. and the speeds thereof. The sidewalks are skinny, possibly not there at all, and not commensurate to the intensity of this area. To make it in reasonable shape with a higher percentage of odds for survival and level of safety, most of the trips are, regrettably, by car with a lot of airbags.The same could be said in the future of the Ten Mile plans,the Fields,the coming interchange, and other areas of focused development. 5.01.02A,Maintain and implement community design ordinances, quality design criteria,and complete street policies to set quality standards citywide. As infill and other projects come forth,we must be interconnected but not overrun, and due diligence and a respectful responsibility to established, peaceful neighborhoods must stand in this policy,with mitigation at the onset with ways to ease the traffic burdens throughout the square miles, and not forcing one or two local residential streets to become de facto collectors in absence of applying good design (no front-facing housing)two or three decades before the newer projects. Waltman Ln. area is an example,forcing de facto collectors through a neighborhood with front- facing housing from intensive high use mixed-use areas, east/west between Meridian Rd to Linder Rd.We all know Eagle Rd.was a blatantly missed opportunity on so many levels. Neighbors here have every right to be concerned, as traffic theory is nothing new and this needs to be avoided, either through directives in the Comprehensive Plan or through policies in Code, or Design Principles.The fact is local street technical standards are cheaper over more involved and appropriate collector design. I have tried this route. Easy. Mixed Uses and Connectivity elements need better thought and design, and not merely splicing in because there is a stub from twenty to thirtyyears past that in the intensity of growth and densities presented today has a completely different feel from the neighborhood feel expected from the Citizens. Tower Bridge Subdivision, sited north of 1-84, between Locust Grove and Eagle Rd. Appropriate collectors, interior lanes for traffic, and safe connections for carriage of traffic within such areas is a must to be successful for commerce and citizens. TI ' ��� r ■ � dry. ... IV .ft� 1 ='fir ��� ,�1� � �, r "' �_ � •�ti2 ! r' ilk w�• �.} r4 _ rrSl" -1 � Waltman Dr., Linder to Meridian, Mid-mile collection through a residential neighborhood with front- facing housing and local residential street technical specs,for large volumes that are coming. ■� t A" Ir- , i '1;L' " I + P kkk kk gel • �1 � i� f1i'' • a' I We struggle with the realities of Overland Rd. and Rolling Hill area residents are left feeling not heard or seen or fall into apathy and pressure, as they and their neighbors sell off. ir 40 ' I J � !fir 1,- •.�:f - , i Y" _ ,� �7[V �-=S• F r"'�F ��''rr^.-:ryslrvy.,1�....,.rr�a..w.a�rs�r �.r��� ��� • .-.... _.a7 While the testimony below was a hearing for a sliver of land along 1-84 for Rackham Estates Rezone and Annexation,with the bonus height addressed for yet a different hearing,and the apartments another aspect,this was a neighborhood fraught with hearing fatigue and left with issues that still have not been adequately addressed from past hearings,and some issues should be addressed when big projects loom over residential. In reference to Mr. Blower's testimony below: Continuations do not need updates on signs on the fringe of neighborhoods re. new dates, either, and neighbors may assume the decision is over or be confused to what is the new date, as continuation upon continuation leads to hearing fatigue, and quite frankly in some applications(not this one) I feel it is employed as an advantageous strategy orjuke move by the applicants. Planning and Zoning Commission Minutes, March 2, 2023, https://webLin1<.meridiancity.org/WebLin1</DocView.aspx?id=290986&dbid=0&repo=MeridianCity Blowers: Sure. Michael Blowers. 13250 Rolling Hill Drive, Meridian, Idaho.And the purpose of me joining this call--it's kind of weird. I have been a part of this process--remember the first meeting-- not necessarily about this--probably2015,just about the plans for this area,and I'm on here initially to say like--I know February2nd I'm not sure what happened. I think it was a continuance or something. You know, there was questions about raising the buildings 20 feet or whatever and I'm just here to say at this stage of the game in support of it, don't really care at this point, but the reason why I'm coming here to comment on it is--I believe Mr. Wheeler--I went back and watched the video, because I wasn't able to attend, and it was refreshing to see some sort of empathy for the R-40--or the residential portion situation. But a comment that I just couldn't let go that was said at the end of that was--but at the same time no one --no one is here to fight it and I just wanted to--because I'm not sure--and I apologize for this. I don't know who is new. I'm bad with faces. So, I know there is--there is new people here. But I just wanted to clarify that at this stage of the game, the reason why many of us didn't attend or none of us attended is we have attended these Planning and Zoning Commissions for things that we saw as obvious no's and time and time again were dismissed and so of all the things that have happened so far on this project, this ranked one hundredth on the list of things we cared about. I mean we --we still don't even have a place to turn around a vehicle on our street because of this project. We still have 40 foot semis that have to back out into Overland Road at 5:30 during rush hour traffic, because they can't turn around and so if we can't even get something like that done, why would we expect our voices to be heard on something like this?And the-the other comment was that you liked in-fill projects, which maybe I'm wrong with the terminology--this wasn't necessarily an in-fill project, there was about 15 homes as you can see on that imagery right there that were demolished for this to happen. So,just to give some history,just in case --I know it's been going on for a long time. We do very much care. We just know that it doesn't matter and that's all I wanted to say. Seal: Okay. Thank you, Mr. Blowers. Is there anybody else that would like to testify? Somebody else indicating online?No more questions for the applicant or staff?Okay. With that I will take a --well, actually, Mr. Wardle, is there anything you would like to add? Okay. With that I will take a motion to close the public hearing for File No. H-2022-0085. Smith:So moved. Grace:Second. Seal:It's been moved and seconded to close the public hearing for File No. H-2022- 0085.All in favor indicate by saying aye. Opposed nay?Okay. The public hearing is closed. MOTION CARRIED:SIXAYES. ONEABSENT. Seal: Yeah. I will--I'm appreciative--basically you are coming in here and tying up the loose ends on this. So, this has been,you know, a hotly contested project,you know, overall. There were--I--I think that the applicant has worked with the people in the area in order to--to do some things that--that were kind of common sense, and they were, you know, at--at the direction of--of—of the Commission and--and of City Council and --you know, I mean it's--it's--it's a difficult area for sure,just because of--I mean you --you have a really--you know,you have one of these little enclaves of,you know, county properties that are in there of people that are used to a slower, quieter lifestyle and,you know, now they are surrounded by multi-family and TopGolf. So,you know, it--it's been a tough application all the way. But I--you know, I think what's going in there is--is appropriate for the zoning. It's--you know, it--it—it has--it-it has hit some roadblocks along the way that are cleared out, so--I mean it is tough to--I--I do feel for some of the people that live there that are going to have this in their backyard for a little while, but it is what it is.Any--any comments?I will take comments, criticism, motions. Smith:Mr. Chair? Then it proceeded to a quick motion to recommend approval,with the question: Has anything changed with semis rolling down the street?As presented over several hearings? Issues with Mixed Uses and their approvals need to be anticipated and dealt with.Yes,this is a county enclave, but chamber decisions brought the issues forth. The February 2nd hearing addresses the height of the ESI Office Building as referenced in the March 2, 2023 hearing for the nearby sliver of land. Page 20 of 40 of the minutes has a concerned resident at South Topaz Ave.wanting for a traffic study of impacts. Commissioner Wheeler commentary is page 23-26 of 40 Planning and Zoning Hearing Minutes, February 2, 2023 https://webLink.meridiancity.org/WebLink/DocView.aspx?id=289283&dbid=0&repo=MeridianCity Every resident in any nearby neighborhoods of expected Mixed Use could have done all the incredible due diligence poring over every scrap of code or policy or zoning in every city, county,or agency before buying,and now the open ended sizes of buildings and heights could impact tens of thousands throughout the city positioned near Mixed Uses, as Rolling Hill was impacted by a new Comp Plan, and possibly this or other amendments afterwards. In this case, Rolling Hill and nearby residents are not buffered by anything to lessen the impacts felt, and with open ended sizes and heights that could apply to Mixed Use throughout the City,we are left feeling rather unsure and insecure about this aspect. We are assured verbally in Chambers that this will all be contextual to the site,yet without an iron clad guarantee and the fact that we know how process can swing a bit wildly at times this makes me feel a bit more pale. An audit of existing conditions in the targeted area of Mixed Use applications and the impacts of the new shiny project must be considered, and expected traffic impacts should be mitigated as soon as the project/projects are built, and perhaps that should be a condition to consider in our Comprehensive Plan as well. As to Policies for Reference Only: 30.07.02F, Coordinate with transportation agencies to align future needed infrastructure with land use plans and implement through the development review process. While this is a reference only,we often put the freshest development interest first,then we have to sit and wait for the improvements in the 5-or 10-or 20-year outlook, because we are growing out of sync without the appropriate infrastructure, often with the shrug that we don't own the roads, and I have noticed we have been paying that house(agency) much more than what we are getting(Taylor and Little-Roberts Idaho Press, and other remarks in Chambers). I appreciate the novel approaches of STAR monies and other incentives to collaborate to get that extra lane, stop lights, or other improvement that is not in the near-future plans of the transportation agencies and I supported the Linder overpass money, but sometimes safety and traffic carriage suffers, and unfortunately the death toll of pedestrians just trying to navigate the intensities of our newer urban landscapes is just too high. As to the variations and values in Density, Coverage Areas,Total Dwelling Units, and Variations in Impacts, I would always consider access, response time, a real-life run to get to an emergency in a multi-level structure surrounded by parking, under-parked with cars in no-park zones, heavy uses in the impacts, etc. We mustn't shoehorn maximized densities with added bonuses at the expense of public safety, and density bonuses must be applied gingerly under the best and possibly worst of scenarios,with average growth factor annual percentages applied as the parcels formerly known as cornfields yield to growth.A five minute goal could easily creep up to 10- 15 minutes due to the popularity or intensity of the projects and proximities thereof. The stress and impact of an emergency that has less than optimal outcomes is a heavy burden to bear among our first responders, and they have my heart and support always. I appreciate the new Police Precinct and Fire Stations, as that forward thinking will be of benefit to all. There is much to like and admire about our City, as I truly love it and the friendly people make it great. Our parks are a wonderful amenity enjoyed by many citizens. Out-of-town visitors point out what they like, and what they are boggled by: traffic and highways cutting through residential and commercial zones alike,where there may be better carriage,thought, and separation in their own communities. Not trying to focus on the negatives but we can improve on those issues via mitigation or better design,for a level of great success and opportunity realized with general benefits to the Mixed Use investors and the community at large. know many meetings occur before the Mixed Use comes forth as an application, but we do lose a bit when the property right has a plan with a lot of wrongs that could prove to be an issue with the surrounding area, and I hope we can get ahead of those soon, especially as we grow. We may just have to go a little slower along the way with that huge mixed use project to get the best possible fit that is beneficial for year to come. Please incorporate better Collector design, connections that make sense and do not overrun a section of our community,with better interior commercial lanes, and better designs for roads with heavier use count of present or expected future impact, and no front-on housing with roads groomed to connect or be among the busiest in the residential subdivision, please. Perhaps our newer square miles for development need major mid-mile traffic collectors and lesser trafficked collectors within residential and corner mixed use for traffic, lined up with appropriate mid-mile and accepted quarter mile points for future lights as needed. I know parcels and topography limitations are variables, but we need to think about our emergency services,future detour needs for construction and capital improvements, navigation around a crash element or gas leak, coming mixed uses, and residential needs for traffic within neighborhoods and traffic burdens that are fairly distributed. General idea with internal roundabout with mid-mile collectors in blue, lesser collectors in yellow.