is especially applicable to the particular conditions that would be caused by the proposed <br />CHPUD. <br />The Joint Committee maintains that direct, pertinent evidence and analysis are necessary and <br />must be evaluated under Criterion 11 to determine whether the Application satisfies the standard <br />that "The proposed development shall have minimal off-site impacts [emphasis added]. We <br />do not find that any of the testimony from the applicant, applicant's representatives, City staff, or <br />Hearings Official is sufficient to prove that the off-site impacts of the development would be <br />minimal. Thus Criterion' 11 cannot be met. <br />If the proposed CHPUD were approved, the two most serious and irreversible off-site impacts <br />that would result would render conditions inadequate for: (1) traffic and emergency response and <br />(2) environmental quality. <br />(1) Traffic and emergencyre_sponse. This proposed CHPUD would be located at an isolated site <br />on and around the top of a hill along the South Hills Ridgeline at over 900 feet in elevation. For <br />more than three quarters of a mile, there is only one primary travelway - from Fairmount <br />Boulevard to Spring Boulevard to Capital Drive - for the overwhelming majority of personal <br />vehicles and all large, heavy truck and emergency vehicle traffic to get in and out of the <br />proposed development site, as well as to access all the houses along the way served by these <br />roads. This traffic limitation applies to pedestrians, bicyclists, personal vehicles, and large <br />vehicles alike. It would only be exacerbated to greater levels of danger by the additional traffic if <br />the proposed CHPUD were developed. <br />With the addition of a minimum of 31 and up to a maximum of 35 proposed new dwellings, <br />there would be the permanent increase of traffic - ranging from 28% to 31 % for all kinds of <br />traffic on the only primary travelway now serving 112 current households adjacent to and along <br />this only route to,the development site. Thus, safety and emergency response would be <br />increasingly jeopardized for pedestrians, bicyclists, motor traffic, and emergency services that <br />must use the only primary travelway to get in and out of the neighborhood of 112 households, as <br />well as in and out of the new private road proposed to serve the development. Emergency <br />services would find their response time delayed, and they would probably be blocked in an <br />extreme disaster evacuation. <br />The extent of off-site impacts must be considered in the particular context and situation of the <br />development site. For this development, the off-site impacts go beyond an arbitrary or <br />conventional distance from the site. There are already impediments to the ability to navigate, <br />throughout the existing primary travelway and the even steeper, narrower neighborhood <br />roadways. Therefore, off site traffic impacts extend further down the hill from the proposed site, <br />at least to the Fairmount Boulevard/Spring Boulevard intersection. <br />At Fire Station #13, about one and one-quarter miles from the development site, the elevation is <br />about 450 feet. At the Fairmount Boulevard/Spring Boulevard intersection it is about 570 feet; at <br />Spring Boulevard/Capital Drive it is about 700 feet. Thus the gain to the development site is <br />about 430 feet for about one-half mile from the beginning of Spring Boulevard. Consequently, it <br />is not simply the distance to the site, but rather the elevation differential, added to the narrow <br />30 <br />