whatever else can be <br />developed can be accommodated by the transportation system in a manner that will not <br />degrade adopted minimum Level of Service (LOS) standards as explained in more detail by <br />memo dated January 26, 2021. test is about the market <br />forces, local objectives, and site constraints that will likely affect what will actually be built. The <br />applicant states their assumptions regarding potential development on starting on page 16 of <br />the TPR Analysis (dated October 22, 2020): <br /> Allowed uses incl <br /> <br /> The building area is 40% of site: 74,200 sf of ground area, all buildings will be 3 stories <br />for a total of 222,600 sf <br /> 40% of the site is parking, drive isles, and loading area <br /> 20% is landscape, stormwater facilities, and setbacks <br />th <br /> Trip generation utilized rates found within the ITE Trip Generation Manuals 10 Edition. <br />In response to public testimony and c <br /> and found one key issue with the <br />-case scenario proposes a 5,000 square foot <br />convenience store, which is only allowed in the I-2 zone under certain limitations. One such <br />limitation, under EC 9.2451(4) requires convenience stores (up to 5,000 square feet) in the I-2 <br />zone to be located on development sites with frontage on an arterial street (major or minor). <br />However, this site does not front an arterial street. Railroad Boulevard, the highest <br />classification street fronting the subject property, is classified as a major collector. Therefore, <br />cannot be reasonably be considered as an allowed use on the subject <br />property as part of s. <br />Regardless of this error, the proposed amendment from industrial to mixed use would likely <br />result in some potential increase for traffic generation compared to the existing I-2 zone, <br />further degrading the performance of nearby intersections. When a proposed plan amendment <br />and zone change generates more traffic than allowed by the existing plan and zoning and that <br />increase degrades the transportation system, <br />has options for balancing the effects of a plan amendment with the planned transportation <br />system. In this case, to ensure no net increase in trip generation post-amendment approval, <br />staff recommends a trip generation cap condition as evaluated in the previous staff <br />memorandum to Planning Commission (dated January 26, 2021). <br />Staff note that the <br />by <br />ensuring no net increase in trip generation as a result of the proposed amendment and zone <br />change. The trip generation cap is determined by calculating traffic generation based on the <br />worst-case intensity of land uses allowed by existing adopted plans and zoning. Staff has <br /> <br />