would: <br />(a) Change the functional classification of an existing or planned transportation facility <br />(exclusive of correction of map errors in an adopted plan), <br />(b) Change standards implementing a functional classification system; or <br />(c) Result in any of the effects listed in paragraphs (A) through (C) of this subsection based on <br />projected conditions measured at the end of the planning period identified in the adopted <br />TSP. As part of evaluating projected conditions, the amount of traffic projected to be <br />generated within the area of the amendment may be reduced if the amendment includes <br />an enforceable, ongoing requirement that would demonstrably limit traffic generation, <br />including, but not limited to, transportation demand management. This reduction may <br />diminish or completely eliminate the significant effect of the amendment. <br />(A) Types or levels of travel or access that are inconsistent with the functional classification <br />of an existing or planned transportation facility; <br />(B) Degrade the performance of an existing or planned transportation facility such that it <br />would not meet the performance standards identified in the TSP or comprehensive <br />plan; or <br />(C) Degrade the performance of an existing or planned transportation facility that is <br />otherwise projected to not meet the performance standards identified in the TSP or <br />comprehensive plan. <br />Goal 12 requires a determination of whether the proposed Post Acknowledgment Plan Amendment <br />(PAPA) will significantly impact an existing or planned transportation facility. The applicant prepared a <br />project trip generation study from an assumed 'worst case development' scenario to quantify the <br />impacts of the proposed text amendment to allow transportation facilities. The analysis for the PAPA <br />compared the reasonable worst case scenario under the existing plan designations and zoning to a <br />reasonable worst case scenario under the proposed plan designation and zoning. City staff concurred <br />with the scope of the study, and the analysis is consistent with the agreed upon scope of work. <br />The analysis and technical findings set forth in the applicant's study showed a decline in the number <br />of PM peak hour trips associated with a development that includes a transit station. Overall, the <br />reasonable worst case scenario analysis found the existing zoning (C-2) could produce 67 PM peak <br />hour trips. The reasonable worst case scenario with inclusion of a transit station is 49 PM peak hour <br />trips (a reduction of 18 vehicle trips). The applicant's engineer found that "If the proposed Park and <br />Ride Transit Station use is developed consistent with the specific text amendment that allows the <br />use, it will reduce the intensity of the land use in terms of potential motor vehicle trips generated by <br />the site when compared to the potential for a retail commercial land use developed in place of as the <br />alternate. In summary, the Transportation Planning Rule is satisfied under Goal 12 criteria with the <br />proposed refinement plan amendment since the change in use permission does not represent an <br />increase in potential build-out development level trip generation." <br />Public Works staff also find the proposed amendment neither changes the functional classification of <br />a transportation facility nor changes the standards implementing a functional classification under <br />subsections (a) or (b). Furthermore, the proposal will not result in any of the impacts listed in <br />subsection (c). <br />The cumulative result of the refinement plan amendment text change is no significant impact to the <br />Page 11 <br />