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TIA Report_Cedarbrook
KV KITTE LSO N 851SW 6th AVENUE,SUITE 600 f & ASSOCIATES P PORTLAND,OR 7204 503 228.52330 9 F 503.273.8169 January 4, 2021 Project#: 22689 City of Tigard—Community Planning Dept. Attn: Agnes Lindor ���� RO 13125 SW Hall Boulevard mac; Tigard, OR 97223 cc 80027 Ez.7 GSM Oregon Department of Transportation - Region 1 Attn: Marah Danielson 9*JGSE0k 123 NW Flanders Street F>CF'IRES: la-3]-2.1 Portland, OR 97209 RE: Transportation Impact Analysis for Cedarbrook Assisted Living& Memory Care Development Dear Agnes and Marah: This report evaluates the transportation-related impacts of the proposed Cedarbrook Assisted Living & Memory Care development. The Applicant,Adamson Holding, LLC, is proposing to construct a four-story building consisting of 164 assisted living beds and 33 memory care beds. The development property is located at 9355 & 9415 SW Hall Boulevard and is currently in unincorporated Washington County, but will be annexed into the city limits of Tigard as part of the land development application. Figure 1 shows a site vicinity map and Figure 2 shows the proposed site plan. As shown, the proposed development lies along the south side of SW Hall Boulevard (OR 141), between SW 90th and 92nd Avenues. Direct access is proposed to SW Hall Boulevard with a secondary access to the street terminus of SW Montage Lane. Both the primary and secondary access points will be interconnected by a private drive that wraps around the east and south faces of the building,allowing residents and visitors to access a formal drop-off area, a loading space for deliveries, and an underground parking structure. A separate resident drop-off area will be located at the north end of SW 92nd Avenue on the west side of the property, but this space will see little usage on a day-to-day basis as it is intended to meet the accessibility needs of memory care residents. SCOPE OF THE REPORT This report was prepared in accordance with the transportation standards of the City of Tigard and Oregon Department of Transportation (ODOT), given the proposal to annex the property into the city limits and the proposed access to SW Hall Boulevard (OR 141), which is a state highway. The scope of work for this study was developed through preliminary discussions and a pre-application meeting with Tigard and ODOT staff. The study intersections and overall study area for this project were selected based on a review of estimated site trip generation, the site's location relative to the surrounding network of major and minor streets, and local circulation patterns observed from traffic counts conducted along the SW Hall Boulevard (OR 141) corridor. FILENAME:H:122122689-HALL BOULEVARD ASSISTED LIVING CENTER 1 REPORTjFINAL 122689 HALL BOULEVARD ASSISTED LIVING CENTER FINAL.DOCX Hall Boulevard Assisted Living Center December 2020 �d 4\ r AO� oli a a) 1 - - a) 2 05- Q CO CO CO rt 4 ------___. co CY) ITE 4 c. > , 5 0 Q > c Q- • N O O) () C47C 0 E 1 6) i 9.74 9 g O ij WASHINGTON COUNTY 219`� ad 47 ��C 10 \IF/ITE N L 210 m 1-1-1_ J 3 C99W E T. o / a Site Vicinity Map St Figure Tigard, Oregon 1 ci KKI&ASSOTTECILSATONES Hall Boulevard Assisted wLiving Center December 2020 PORTLAND, OR • o. V. I .4* 11 i VICINITY I cVICINITY MAP „ ii ♦SOFA I DEVELOPMENT STANDARDS .1 I 1 av s hq5 n w I I �I ��I' ea Imw a \�� PROJECT DATA — lull... n F ,B, R I ] qry�, .3 I 1 1 - 1 w'''aw I RSe' N I I-__—___—_-- ---1 ' o R2B' w —_ - m - - - � — — � I I \\4/// j '� j 1 I j 32.O' 2 %a 13Dff// j a ° PAINTEDj ! 11j I CROSSWALK q. I wI — —J Q $ $ tt��, Li— m ..\ —I PAINTED 26' x 1B' ,EI '30 CROSSWALK .� T ' Il — RC 10 x ' � wwxcuxnm I g .ua.eou+ro tix. .wna��.eEo, ws qz of • SW MONTAGE LANE I n I aA- — o."uMa ' :V�.. : a u -�R15' b — .o...um'- - nwa �__—__—__ _� en. ow+orou �exwmP ^ i A j SITE PLAN N r— i N L M { RS'I' - -- --�_ _— PROPERTY LINT 1 _ g lenity ASSISTED LIVING & MEMORY CARE A EMENTC E. architecture,inc. nso Kettle Care SE,Solent Oregon 97301 Hall Blvd.,Portland,OR ""'""e'^'""""""'". •'_^.".'_ r 503 3991090 .503 399 0565 w Ienitynctteclu,.cnm O ICI E Proposed Site Plan Figure Tigard, Oregon 2 Ci ICKITTELSON m &ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:4 For this report, based on prior study scoping conversations with agency staff, traffic operations and safety-related analyses were performed at the following study intersections: ■ SW 88th Avenue/SW Hall Boulevard (OR 141); ■ SW 90th Avenue/SW Hall Boulevard (OR 141); ■ SW 91st Avenue/SW Hall Boulevard (OR 141); ■ The Portland Clinic-Commons Medical Office driveways/SW Hall Boulevard (OR 141); and, ■ SW Oleson Road /SW Hall Boulevard (OR 141). The following transportation topics are also addressed, as they relate to the proposed development: ■ Assessment of existing land uses and transportation system conditions within the site vicinity; ■ Assessment of crash data for the most recent five-year period at study intersections. ■ Identification of planned transportation improvements in the study area; ■ Evaluation of year 2021 background traffic conditions (without site development) during the weekday a.m. and p.m. peak hours; ■ Average daily and weekday a.m. and p.m. peak hour trip generation estimates for the proposed site development; ■ Evaluation of year 2021 total traffic operations (with site development) during the weekday a.m. and p.m. peak hours; ■ Evaluation of vehicle queueing impacts at key intersections during the background and total traffic conditions; ■ Evaluation of the location, spacing, sight distance, and safety of the proposed site access to Hall Boulevard (OR 141), including an assessment of compliance with ODOT Division 51 access management and permitting policies; ■ Review City of Tigard access management policies as they relate to the proposed site access to Hall Boulevard; ■ Review of site circulation needs; ■ Assessment for compliance with the State's Transportation Planning Rule, as it relates to the change of zoning once the site property is annexed into the city limits of Tigard; and, ■ Conclusions and recommendations. It should be emphasized here that a state highway approach application for the proposed site access to SW Hall Boulevard(OR 141)has been prepared under separate cover and submitted to ODOT Region 1 for approval. Additionally, Kittelson has prepared a separate memorandum addressing the City of Tigard's street connectivity regulations to support the proposed private driveway connections to SW Hall Boulevard and SW Montage Lane in lieu of a public street extension through the site. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:5 EXISTING CONDITIONS The existing conditions analysis identifies the site conditions, surrounding land uses, and current operational and geometric characteristics of the roadways within the study area. Baseline traffic conditions will be compared with future traffic conditions later in this report. Kittelson staff visited and inventoried the proposed development site and surrounding study area in August of 2018, when the original traffic counts were performed, and then again in November 2020. At those times, KAI collected information regarding site conditions, adjacent land uses, intersection sight distances, and transportation facilities and operating conditions in the study area. Site Conditions The site development property is located along the south side of SW Hall Boulevard between SW 90thand 92nd Avenues. It is comprised of three tax lots (01501EDB #800, #900, and #1000) totaling 2.56 acres in size. The site is mostly undeveloped but contains a boarded-up single family residence and a separate structure, each having a single driveway to SW Hall Boulevard (two driveways in total). The site will also be annexed into the city limits of Tigard, changing the Transit Oriented District(TO R18- 24) zoning that applies today in unincorporated Washington County to Mixed Use Residential 1 (MUR-1) when the annexation is complete. The proposed use of the property as an assisted living facility is allowed outright by the current and proposed zoning. Adjacent Land Uses Land uses surrounding the site property are largely residential in nature. A series of townhomes are located to the west along SW 92nd Avenue, with larger apartment buildings further west. Along the southern site boundary are established single family residences. There are also three single family residences between the east edge of the site and SW 90th Avenue further east. On the north side of SW Hall Boulevard there is a mix of single family residences and small apartment buildings. Further to the west along SW Hall Boulevard, land uses become more retail in nature approaching SW Oleson Road, consisting of general and medical offices, and then transitioning into commercial retail. Transportation Facilities The primary street providing access to the site today is SW Hall Boulevard (OR 141), a designated arterial roadway and District level highway under the jurisdiction of ODOT. The roadway has a posted speed limit of 40 mph and generally follows a straight alignment in the vicinity of the site with a slight downhill grade from west to east. Along the site frontage, Hall Boulevard is limited to two travel lanes with open drainage ditches and paved shoulders that are striped as bicycle lanes. Immediately west and east of the site, the highway begins to widen to develop a center turn lane that provides left-turn opportunities for drivers entering and exiting the highway at driveways and major intersections in the corridor. While Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:6 sidewalks are located at intermittent locations along the highway, there are no sidewalks along the site frontage. SW Montage Lane extends east from SE 92nd Avenue as a local city street for approximately 60 feet before terminating with a barricade at the subject property boundary. This roadway will serve as a secondary connection to the proposed development site, with a nominal number of site trips anticipated to use SE 92nd Avenue to reach SW Greenburg Road to the southwest. The roadway has urban design features including continuous sidewalks, planter strips, and presence of on-street parking. In addition to SW Hall Boulevard and SW Montage Lane, the features of other streets in the site vicinity are summarized in Table 1, including two other arterial roadways (Greenburg and Oleson Roads), a collector street (Locust Street), and a variety of local streets that either intersect Hall Boulevard or help create a grid network of local streets within the residential neighborhood south of the site. Aside from Hall Boulevard, all other streets shown in the table below are under the jurisdiction of Washington County or the City of Tigard, depending in the relative location of the city limits. Table 1: Existing Transportation Facilities Speed On-Street Functional Number Limit Bicycle Parking Roadway Classification) Jurisdiction of Lanes (mph) Sidewalks Lanes Allowed? Arterial SW Hall Boulevard(OR 141) (District Highway) ODOT 2 40 Partial Yes No SW Borders Street Local County 2 NP No No Yes SW Lehmann Street Local County,Tigard2 2 25 Partial No Yes SW Coral Street Local County,Tigard2 2 25 Partial No Yes Partial- SW Locust Street Collector Tigard 2 25 Yes Yes North Yes—East SW Greenburg Road Arterial County 3-5 35 Partial-West No No SW Oleson Road Arterial County 2-3 35 Yes Yes No SW 92'd Avenue Local County,Tigard3 2 NP Partial' No Yes' SW Montage Lane Local Tigard 2 NP Yes No Yes SW 91st Avenue Local County 2 NP Yes No Yes SW 90th Avenue Local County 2 25 Partial' No Yes SW 88 Avenue Local County 2 NP Partial-West No Yes 'Per City of Tigard 2035 Transportation System Plan and the Oregon Highway Plan(References 1 and 2). 2 Tigard jurisdiction from Greenburg Road to city limits west of 92"d Avenue. 'Tigard jurisdiction from street terminus south of Hall Boulevard down to Montage Lane. 'Sidewalk provided on west side of street from Hall Boulevard down to Montage Lane. 'No on-street parking on east side of street from terminus south of Hall Boulevard down to Montage Lane. 'Sidewalk on east side from Hall Boulevard to Borders,and then west side from Borders to Locust. NP=Not Posted Figure 3 displays the existing lane configurations and traffic control devices at the five existing study intersections along SW Hall Boulevard (OR 141). Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Center December 2020 S,w O\ee \ A h'aiie/fra 5`� 1>1 U) a) > 1 2 6; Q 86 KITE K • 6 4 a) a) 5 v, C� > > - .:4c _c 1/ - C) rn u) 41 z } 0. a a0 < To > 0 I \i Ct > ° - ,1L CC D Z D U w —IV m• 0 _ ,i- 0z0 -, Qo - Li . Qoo � Z J i Cl) J u) w E o o w Lz (.0 Cl) w © O U Q 6 Ill CC E w cn > W Lii r T J w e Oj OQ mw m0 N J w Q ?� Z 2 Q Z = w o u) Q 3 o o O a 6 a)LL • w Z > � �► Qrn tO w Z —I v) —I W T w w •�~il m Z uj = J c° O H 20) 2w 3 I 0 0 —0 STOP SIGN Existing Lane Configurations Fig ure gure -TRAFFIC SIGNAL EXISTING LANE CONFIGURATION & Traffic Control Devices - Tigard, Oregon 3 I KITTELSON m &ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:8 Pedestrian and Bicycle Facilities Bicycle lanes are currently provided in both directions on SW Hall Boulevard (OR 141) in front of the site, along SW Oleson Road to the northwest, and along SW Locust Street south of the site.The other streets within the site vicinity do not have bicycle facilities but as low-volume roadways, provide suitable conditions for biking within the travel lanes. Sidewalks are lacking along the site frontage of SW Hall Boulevard. However, continuous sidewalk connections are present along SW Greenburg Road, SW Oleson Road, SW Locust Street, SW Montage Lane, and SW 90th and 91st Avenues. Sidewalk facilities on the remaining streets are only provided at intermittent locations. While pedestrian activity along the site frontage of SW Hall Boulevard has been observed to be low, pedestrian activity is more prevalent at the pedestrian activated crosswalks of the signalized SW Hall Boulevard/SW Oleson-Greenburg Road intersection. Traffic counts conducted during typical weekday conditions prior to the COVID-19 pandemic indicate 15 pedestrians used the pedestrian signal crossings during the weekday a.m. peak hour from 7:35 - 8:35 a.m. and 26 pedestrians used the pedestrian signal crossings during the weekday p.m. peak hour from 5:00- 6:00 p.m. Transit Facilities Transit service is provided in the site vicinity by TriMet Bus routes 43(Taylors Ferry Road),78(Denny/Kerr Parkway) and 45 (Garden Home). Route 43 provides service along Hall Boulevard Monday through Friday with approximately 40-50 minute headways between Central Portland and Washington Square Transit Center. No service is provided on the weekends. Route 78 also provides service along Hall Boulevard between the Beaverton Transit Center and Lake Oswego Transit Center, with connections to the Tigard and Washington Square Transit Centers on weekdays and weekends generally at half-hour headways. Bus stops for both transit lines are present along the site frontage on Hall Boulevard. Route 45 provides service to the north along SW Oleson Road Monday through Friday with approximately 30-minute headways between Tigard Transit Center and central Portland.Additionally, Route 45 provides service and Saturdays and Sundays with 60-to 90- minute headways. Existing Traffic Volumes and Peak Hour Operations Prior to the advent of the COVID-19 pandemic, manual turning movement counts were obtained in August 2018 at all five existing study intersections along SW Hall Boulevard during typical weekday morning (7:00 — 9:00 a.m.) and afternoon (4:00 — 6:00 p.m.) driving conditions when commute travel patterns were normal along the corridor. Based on this historical traffic count data, the system peak hours were found to occur from 7:35 -8:35 a.m. and from 5:00-6:00 p.m. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:9 To estimate traffic conditions for the current year 2020, but reflective of pre-COVID 19 conditions, the August 2018 traffic counts were increased by an annual growth rate of 1% over two years. Figure 4 summarizes the existing traffic volumes adjusted to reflect current pre-COVID 19 conditions at all five existing study intersections during the weekday a.m. and p.m. peak hours. Appendix "A" contains the traffic count worksheets used in this study. Level of Service Standards All level of service (LOS) and volume-to-capacity (v/c) ratio analyses described in this report were performed using Synchro 10 software and in accordance with the procedures stated in the 2010 Highway Capacity Manual (HCM, Reference 3). However, under specific conditions involving analysis of a signalized intersection, Kittelson utilized HCM 2000 procedures since HCM 2010 procedures do not produce an overall intersection v/c ratio. A description of level of service and the criteria by which they are determined is presented in Appendix "B". Because all five study intersections are located in the SW Hall Boulevard (OR 141) corridor, the mobility standards of the governing agency apply. ODOT utilizes an exclusive v/c ratio standard to evaluate mobility conditions on state highways like OR 141. Per the Oregon Highway Plan (OHP), OR 141 is classified as a "District"level highway and is a designated urban "Corridor"in the Portland metropolitan urban growth boundary. As such, the OHP requires a v/c ratio of 0.99 or less be maintained during the highest two consecutive hours of weekday traffic. This metric applies to mainline operations as well as intersecting street approaches and private driveways. All intersection level-of-service evaluations in this report utilized the peak 15-minute flow rate during the weekday a.m. and p.m. peak hours. Using the peak 15-minute flow rate ensures that this analysis is based on a reasonable worst-case scenario. For this reason, the analysis reflects conditions that are only likely to occur for 15 minutes out of each average peak hour. The transportation system will likely operate under conditions better than those described in this report during all other time periods. Existing Traffic Operations Figure 4 also summarizes the existing traffic operations for all five existing study intersections during the weekday a.m. and p.m. peak hours.As shown,all of the study intersections currently operate at v/c ratios below the ODOT mobility standard of 0.99 during the weekday a.m. and p.m. peak hours, thus meeting the agency standard. Appendix "C" includes the level-of-service worksheets under existing traffic conditions. Traffic Safety The reported crash histories at all study intersections were reviewed to identify potential safety issues. ODOT provided crash records from the study intersections for the five-year period,from January 1, 2014, through December 31, 2018.Table 2 summarizes the crash data at the study intersections.Appendix "D" includes the crash data sheets. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Center December 2020 `S� p\e � rN A Q I �- - m 2 6; M Q Cr © cn 0) LITE 4 , a) 5 CO 13 Q r • CD rn Cl) \ / N 0 Weekday AM Peak Hour Weekday PM Peak Hour Z © Weekday AM Peak Hour Weekday PM Peak Hour N w o c uj MOD NM� (OODMC > > •-• O CO O -N -1 I M / O 0 291� LOS=C �80 320� LOS=D �89 0 Z W 33� LOS=C �13 2� LOSC IL CO W 106� Del=31.7 ~367 468� Del=43.8 4-737 pD D LT_ 7- 4-456 575 4—906 J J "N V/C=0.65 V/C=0.S7Del=17 8 Del=23 5 ►r ►r _i 0 u_ V/C=0.02 V/C=0.02 or 1 _ � IN �t1' = Qo `lP `rlP �NM NNE J Q u-i� VIA w cn ce Q_V - a 2 Q © Weekday AM Peak Hour Weekday PM Peak Hour Q O Weekday AM Peak Hour Weekday PM Peak Hour Et ct E W Z ) I W Z WLI D CL=S6 CL=SB > > CL=NB CL=NB a Q41� LOS=B �1 7� LOS=C �2 0 < 449� LOS=B 4-459 561� LOS=C r 907 2-1. Del=13.6 4-468 576-0. Del=17.3 4-915 5 Del=13.1 5 16 Del=16.7 17 -I rn V/C=0.01 V/C=0.03 _i rn V/C=0.05 V/C=0.06 o 1 I\ e 2 k U) U) 0 3no o © Weekday AM Peak Hour Weekday PM Peak Hour of a3o Et a,' > j I I W r r CL=SB CL=SB m 3� LOS=C �0 8� LOS=D L4 COm 458-11. Del=17.3 .1-461 563-1. Del=25.8 .1-919 eo V/C=0.03 V/C=0.05 I. U) 0 IFO Existing Traffic Conditions Figure E CL = CRITICAL LANE OR APPROACH Weekday AM and PM Peak Hours /� LOS = LEVEL OF SERVICE 4 Del = CRITICAL VOLUME-TOY-CAPACITY RATIO Tigard, Oregon a V/C = VOLUME-TO-CAPACITY RATIO 3 ii KKITTELSON &ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:11 Table 2: Intersection Crash Summary(2014-2018) Crash Type Severity Total Crashes Rear Right Ped or Side Crashes per Intersection End Angle Turning Bike Swipe Other PDO Injury MEV' SW Hall Blvd(OR 141)/SW Oleson-Greenburg Rd 9 4 9 0 1 0 11 12 23 0.41 OR 141/The Portland Clinic- Commons Meadow Driveway 1 2 0 0 0 0 0 3 3 0.16 SW Hall Blvd(OR 141)/SW 91't Ave 0 0 0 0 0 0 0 0 0 0.00 SW Hall Blvd(OR 141)/SW 90th Ave 0 0 0 0 0 0 0 0 0 0.00 SW Hall Blvd(OR 141)/SW 88th Ave 0 1 0 0 0 0 0 1 1 0.04 Million Entering Vehicles,as determined by multiplying PM peak hour entering volumes by a factor of 10 to estimate daily traffic. As shown in Table 2, there were no reported crashes in the five-year period at the SW 91st Avenue and SW 90th Avenue intersections with Hall Boulevard. The frequency of reported crashes at the SW 88th Avenue and Portland Clinic driveway with Hall Boulevard were low at 1-3 crashes, with crash rates well below 1.0 crashes per million entering vehicles, indicating no apparent safety hazards. The intersection at SW Hall Boulevard and Oleson/Greenburg Road experienced the most crash activity. With 23 reported crashes, 11 involved property damage only and 12 involved injuries, but no fatalities. A closer inspection of the crash data indicates there were equal number of rear-end collisions(9)as turning-type crashes(9), as well as several right-angle crashes (4). The rear-end crash pattern is common for signalized intersections in a heavily traveled corridor like OR 141, where the effect of signal cycles create stop-and- go conditions for prevailing highway traffic. And the remaining turning and angle type crashes occurred on a variety of approaches with no reoccurring pattern. Based on these findings and the low crash rate, no measures could be identified or recommended to help reduce potential crashes for this intersection. FUTURE CONDITIONS ANALYSIS The future conditions analysis identifies how the transportation system will operate in the year the proposed development is expected to be build out and fully occupied in the year 2021. The impacts of traffic generated by the proposed development were examined as follows: • Planned and funded transportation improvements were identified in the study area; • Anticipated background traffic growth and growth due to in-process development trips; • Year 2021 background traffic operations and vehicle queueing conditions (without site development) were analyzed at each of the study intersections during the weekday a.m. and p.m. peak hours; • Site trips were estimated for the a.m. and p.m. peak hours and then distributed to the study intersections and proposed site accesses based on the existing traffic patterns, knowledge of the local transportation network, and the proposed site access scheme; Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:12 ■ Year 2021 total traffic operating and vehicle queueing conditions (with site development) were analyzed at the study intersections and proposed site accesses during the weekday a.m. and p.m. peak hours. Planned Transportation Improvements Based on our review of the Washington County Major Street Transportation Improvement Program (MSTIP 3e),the 2021-2024 ODOT Statewide Transportation Improvement Program (STIP), and the City of Tigard Capital Improvement Plan, no short term improvements could be identified for the transportation system in the site vicinity over the next year. Background Traffic Growth Based on our site visits conducted in August 2018 and November 2020, no in-process developments could be identified that would add traffic to the study intersections. Also, based on our review of historical traffic volume data tables produced by ODOT, annual traffic growth trends along the SW Hall Boulevard (OR 141) corridor have been stagnant over the past five years (2014-2019), and in some cases traffic flows experienced year-on-year declines. Therefore, to ensure a conservative analysis of future traffic conditions, we selected a nominal 1%annual growth rate to apply to existing traffic volumes to reach an estimate of 2021 traffic conditions. Year 2021 Background Traffic Conditions Figure 5 displays the forecast year 2021 background traffic volumes during the weekday a.m. and p.m. peak hours, as well as traffic operations for the five existing study intersections. As shown, all intersections are forecast to continue operating at v/c ratios below the ODOT mobility standard of 0.99 or less during the weekday a.m. and p.m. peak hours. Appendix "E" includes the level-of-service worksheets under year 2021 background traffic conditions. Proposed Site Development Plan The applicant is proposing to construct a four-story assisted living facility consisting of 164 assisted living beds and 33 memory care beds. As shown in the site plan in Figure 2, the proposed development lies along the south side of SW Hall Boulevard (OR 141), between SW 90th and 92nd Avenues. Primary access to the property is proposed via a driveway to SW Hall Boulevard, directly across from SW 91'Avenue,with a secondary access proposed at the eastern street terminus of SW Montage Lane. Both the primary and secondary access points will be interconnected by a private drive that wraps around the east and south faces of the building, allowing residents and visitors to access a formal drop-off area, a loading space for deliveries, and an underground parking structure. A separate resident drop-off area will be located at the north end of SW 92nd Avenue on the west side of the property, but this space will see little usage on a day-to-day basis as it is intended to meet the accessibility needs of memory care residents. The proposed assisted living facility is expected to be built out and operational by the year 2021. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Center December 2020 `S� p\e � rN A QI �— - (1) 2 6; M Q Cr © cn 0) LITE 4 , a) 5 a, a) 13 Q • —a } CO rn rn Cl) \ / N 0 Weekday AM Peak Hour Weekday PM Peak Hour Z C© Weekday AM Peak Hour Weekday PM Peak Hour W a u_ IA to,— moo > > -• O NM M(cO O N • WI L I M / L 0• 0 294� LOS=C �81 320� LOS=D �89 Q Z (wj 33-- LOS=C CLeSBL �13 2� LOS C �5 CO W 10— Del=31.8 4-3771 468� Del=43.8 4-73773 CO J L_ 450 4-4461 575 906 J J V/C=0.66 V/C=0.87Del=17 9 Del=23 5 ►r ►r J 0 LL V/C=0.02 V/C=0.02 or 1 I �NM NNE J w cn ce 6 m a2 Q © Weekday AM Peak Hour Weekday PM Peak Hour Q O Weekday AM Peak Hour Weekday PM Peak Hour Et ct W QLU _ Q E JI Z ) —I W W D CL=S6 CL=SB > > CL=NB CL=NB a O Q 1� LOS=B �1 7� LOS=C -2 0 < 453—e. LOS=B 4-464 561-1. LOS=C r 907 m CO N 457-0. Del=13.7 4-473 576-0. Del=17.3 4-915 mr 5 Del=13.1 5 16... Del=16.7 17 -I rn V/C=0.01 V/C=0.03 V/C=0.05 V/C=0.06 0 I (J) 2 � � � � k U) CO0 3no o © Weekday AM Peak Hour Weekday PM Peak Hour of Q aEt Lu o,' > j I I Iv in Z J W r r CL=S6 CL=SB m 3� LOS=C �0 8� LOS=D �4 COm 463-1. Del=17.5 4-466 563-0. Del=25.8 4-919 W V/C=0.03 V/C=0.05 I. U) 0 Year 2021 Background Traffic Conditions Figure E CL = CRITICAL LANE OR APPROACH Weekday AM and PM Peak Hours 5 LOS = LEVEL OF SERVICE Del = CRITICAL VOLUME-TOY-CAPACITY RATIO Tigard, Oregon a V/C = VOLUME-TO-CAPACITY RATIO 3 ii IC&KITTELSON ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:14 Proposed Site Access and SW Hall Boulevard(OR 141)Improvements The proposed site access to SW Hall Boulevard is a private, fully directional, driveway that is strategically located across from SW 91st Avenue to establish a common four-legged intersection. As part of the site frontage improvement plan, the applicant is also proposing to widen SW Hall Boulevard to create a continuous two-way left-turn lane that seamlessly connects with the left-turn lanes already present along the highway to the west towards SW Oleson Road and east towards SW 88th Avenue.The added lane will create safer and more efficient left turn opportunities by allowing drivers to enter the highway in two stages, while allowing egress movements off the highway to be made from a turn lane exclusive of the through travel lane. The proposed lane widening would improve conditions not just for drivers associated with the proposed site development but drivers already using the public street intersections at SW 91st Avenue and SW 90th Avenue, plus four private driveways to residential homes and apartment buildings. Assumed improvements for the proposed site access to SW Hall Boulevard are illustrated in Figure 6 along with the lane configurations and traffic control devices already present at the other existing study intersections. Site Trip Generation Trip generation estimates were prepared for the proposed site development using rate information contained in the Institute of Transportation Engineers standard reference Trip Generation Manual, 10th Edition (Reference 4). Using ITE Land Use Code 254 (Assisted Living) and the number of beds as the independent variable, average daily as well as weekday a.m. and p.m. peak hour trips were estimated for the proposed development. Table 3 displays the trip generation results. As shown,the proposed development has the potential to generate 512 average daily trips, 37 weekday a.m. peak hour trips, and 51 weekday p.m. peak hour trips on the surrounding street network. Table 3: Estimated Site Trip Generation ITE Average Weekday AM Peak Hour Trips Weekday PM Peak Hour Trips Land Use Size(Beds) Daily Code Trips Total In Out Total In Out Assisted Living 254 197 512 37 23 14 51 19 32 Site Trip Distribution/Trip Assignment Site-generated trips were distributed to the study intersections based on observed traffic patterns from the traffic counts and knowledge of the local transportation network. This resulted in 40% of trips being routed to/from the east via SW Hall Boulevard, 20%to/from the north via SW Oleson Road, 20%to/from the west via SW Hall Boulevard, 15%to/from the southwest via SW Greenburg Road, and 5%to/from SW 92nd Avenue via the secondary access to SW Montage Lane. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Center December 2020 S,w O\ee \ A h'aiie/fra 5`� 1>1 U a) > 1 2 0)-___ - Q 86 0) KITE K • 6 4 a) a) 5 v, C� > > -c Q_c r • C‘I z } eh a a0 < To > 0 i \i Ct > a dL CC D Z D — u uj Qo Qo0 � Z J i J co u) w E K o_ 2 co - u) � © 0 � Q o � Ill CC ~ iff- > : wz ro > w T Jw wry - � m? D I' C J rn 00 a J 0 W Q Z c QZ -V" 0) = W > Cl) rn © 0 w > > �. < u) J W Z u) m Q Q 0 Cl J 00 Z W J w O H a 2u) 2 () vtv 0 STOP SIGN Assumed Lane Configurations Figure 1 -TRAFFIC SIGNAL -EXISTING LANE CONFIGURATION & Traffic Control Devices c j -PLANNED LANE CONFIGURATION Tigard, Oregon 6 u IKITTELSON m &ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:16 Figure 7 illustrates the selected trip distribution and total traffic assignments for the proposed development during the a.m. and p.m. peak hours. Year 2021 Total Traffic Conditions The site trip assignments shown in Figure 7 were added to the 2021 background traffic volumes shown in Figure 5 to estimate 2021 total traffic volumes with the proposed development. Figure 8 displays these volumes for the weekday a.m. and p.m. peak hours. Traffic Operations Figure 8 also summarizes the resulting traffic operating conditions at all study intersections and the proposed site access to SW Hall Boulevard. As shown, all intersections are forecast to operate at v/c ratios below the ODOT mobility standard of v/c of 0.99 during the weekday a.m. and p.m. peak hours. Appendix "F"includes the level-of-service worksheets under year 2021 total traffic conditions. Vehicle Queueing Analysis Vehicle queuing conditions were assessed at all study intersections and at the proposed site access along SW Hall Boulevard (OR 141)to address vehicle queuing impacts within available or proposed lane storage areas. For the analysis, 95th percentile vehicle queues were estimated for the future year 2021 background and total traffic conditions using SimTraffic simulation software and by following the traffic simulation guidelines and recommended settings in the ODOT Analysis Procedures Manual (APM, Reference 5). Tables 4 and 5 summarize the forecast 95th-percentile queues for the weekday a.m. and p.m. peak hours, respectively. The results shown reflect individual turn lanes or approaches that are projected to experience delays due to stop or signalized control, plus any left-turn movements that conflict with opposing uncontrolled movements. Appendix "G"includes the SimTraffic queuing analysis worksheets for all study intersections. Kittelson&Associates,Inc. 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CO CO 0 -StudyIntersections Estimated Trip Generation Pattern Figure 1 • -Site Access & Site-Generated Trip Assignments 1 -Trip Distribution Percentage Tigard, Oregon XX/o IC&KITTELSON ASSOCIATES Hall Boulevard Assisted Living Center December 2020 `S� p\e � \ N r A 1 QI �— — a) 2 6; M Q Cr ©la cn 0) LITE 4 6 , a) 5 a, a) 13 Q • —a } 0') rn Cl)CO /\ 0 Weekday AM Peak Hour Weekday PM Peak Hour Z C© Weekday AM Peak Hour Weekday PM Peak Hour W o u uj ‘.0— ,..,—.., OWNM0 > >• O c0 O -N ,-V WI L I M / t 0• 0 294� LOS=C �84 323� LOS=D �96 Q Z U 33-- LOS=C �13 2� LOSCL �5 CO CO 415— Del=31.9 �373 77— Del=46.1 �52 m J Li 463� 4—4468 585� �932 J "N V/C=0.67 V/C=0.88Del=18 3 Del=24 3 ►r J 0 LL V/C=0.02 I< V/C=0.02 IF 1 0) O,NM N N J w `0) ce6 K a2 0 Weekday AM Peak Hour Weekday PM Peak Hour O Weekday AM Peak Hour Weekday PM Peak Hour 10 6 6 ce ct uJ a Q WIQ 2 > D N IO N f0 0N— > ` J CU w 1 I I J W B It E CO0 Q At 17, 457� LOSNC �473 582� LOSS �924 0 < 459� OSCL=NB �473 580— LOS=C 4-924 2 J rn 1- 1 V/C=005 P 9 10�, V/C=026 1�8 J o 5� Del=13.2 �5 16� Del=17.0 �18 J ** * �I J V/C=0.05 V/C=0.07 0 2 � __It � I ! 2CO � fr � fr k U) Cl) CO uo 3 o © Weekday AM Peak Hour Weekday PM Peak Hour 0 Weekday AM Peak Hour Weekday PM Peak Hour 6 W m Q W z MLL') Loco Q CO t0 in w � r W W > > CL=SB CL=SB 0 U Q 3� LOS=C 9L0 8� LOS=D �4 <"I CO ao 469 Del=17.8 475 582 Del=26.6 936 H W ►�1 ►r 2 J e0 V/C=0.03 V/C=0.05 Z Lu a 2 E 0 Year 2021 Total Traffic Conditions Figure E CL = CRITICAL LANE OR APPROACH Weekday AM and PM Peak Hours (, LOS = LEVEL OF SERVICE 8 Del = CRITICAL VOLUME-TOY-CAPACITY RATIO Tigard, Oregon a V/C = VOLUME-TO-CAPACITY RATIO 3 ii IC&KITTELSON ASSOCIATES Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:19 Table 4. Weekday AM Peak Hour Summary of 95th-Percentile Queues Queue 95t''-percentile Queue(feet) Queue Storage Intersection Movement Stora a feet Adequate? 2021 Backgrollonu 2021 Total EB L 320' 357 371 No EB T 5052 437 385 Yes EB R 3203 166 173 Yes WB L 3001 89 92 Yes WB T 9002 227 228 Yes 1:SW Hall Blvd/ WB TR 425' 235 236 Yes SW Oleson Rd NB L 6001 177 162 Yes NB T 6002 341 253 Yes NB R 5003 42 41 Yes SB L 1401 142 149 No SB T 10302 628 372 Yes SB R 2003 119 108 Yes EBL 50 44 48 Yes WB L 50 18 20 Yes 2:SW Hall Blvd/ WB T 540 0 0 Yes Portland Clinic-Common Med WB TR 120 0 0 Yes Dwys NB LTR 75 25 23 Yes SBL 75 28 23 Yes SB TR 125 37 41 Yes EB LT(L) 9002(2251) 6 (6) Yes 3:SW Hall Blvd/ WB(L) (3151) n/a (17) Yes SW 91st Ave(Site Access) NB(LTR) (60) n/a (40) Yes SB LR 235 31 33 Yes 4:SW Hall Blvd/ WB L 95 14 10 Yes SW 90th Ave NB LR 1652 49 47 Yes • 5:SW Hall Blvd/ EB L 145 15 7 Yes SW 88th Ave SB LR 1552 32 37 Yes WB=Westbound,SB=Southbound,EB=Eastbound,NB=Northbound,L=Left,T=Through,R=Right,LTR=Shared Left-Through-Right 'Reflects available storage that can accommodate left-turn vehicles without impeding adjacent or opposing lane storage. 2 Reflects distance to the next adjacent public intersection(not driveways). 'Reflects available storage that can accommodate right-turn vehicles without impeding adjacent through-lane storage. ()Distances shown in parentheses reflect proposed improvements at site access with SW Hall Boulevard(2021 Total Conditions Only) n/a=Not applicable(driveway is not present under background traffic conditions) Bold text denoted available storage exceeded As shown in Table 4, weekday a.m. peak hour vehicle queues under year 2021 background and total traffic conditions will be accommodated by available or proposed lane storage at study intersections #2 through #5, which include SW Hall Boulevard at the Portland Clinic-Common Medical driveway, at SW 91st Avenue, at SW 90th Avenue, and at SW 88th Avenue. Further discussion of queue results and impacts to study intersection#1 at SW Hall Boulevard/SW Oleson Road are provided below. SW Hall Boulevard/SW Oleson Road Intersection At this signalized intersection,weekday a.m. peak hour queues for year 2021 background and total traffic conditions will be accommodated by available storage except for two movements; the eastbound left- and southbound left-turn lanes. Queue demand for the southbound left-turn lane is estimated to exceed storage by only 2 to 9 feet,which is less than one vehicle. Therefore, lengthening this turn lane to match estimated demand during this period is not practical, and it would be disproportionate to the impacts of Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:20 the proposed development. Lengthening of the turn lane is also not recommended because there is a back-to-back left-turn pocket that develops just to the north of the intersection to facilitate demand for vehicles accessing the driveway to the Fairway Center office building on the north side of the street. As for the eastbound left-turn lane, the proposed site development is not expected to contribute any demand to this movement. Therefore, any need to lengthen available lane storage here to match queue demand is not recommended as it would be disproportionate to the site development's impact. Secondly, west of this intersection, this left-turn lane transitions into an exclusive left-turn lane into a signalized entrance into the Washington Square mall. Therefore, any need to lengthen the turn lane would remove needed storage capacity for this lane. Table 5. Weekday PM Peak Hour Summary of 95th-Percentile Queues Queue 95t''-percentile Queue(feet) Queue Storage Intersection Movement Storage(feet) Adequate? 2021 Background 2021 Total EB L 320' 570 533 No EB T 5052 864 864 No EB R 3203 266 190 Yes WB L 300' 195 195 Yes WB T 900' 636 577 1 Yes 1:SW Hall Blvd/ WB TR 4253 572 517 No SW Oleson Rd NB L 6001 659 654 No NB T 6002 1043 966 No NB R 5003 347 853* Yes SB L 140' 191 200 No SB T 10302 2380 2280 No SB R 2003 336 373 No EBL 50 13 15 Yes WB L 50 5 7 Yes 2:SW Hall Blvd/ WB T 540 175 127 Yes Portland Clinic-Common Med WB TR 120 133 95 Yes Dwys NB LTR 75 33 34 Yes SBL 75 32 27 Yes SB TR 125 42 40 I Yes EB LT(L) 9002(2251) 25 12 Yes 3:SW Hall Blvd/ WB(L) (3151) n/a 10 Yes SW 91st Ave(Site Access) NB(LTR) (60) n/a 59 Yes SB LR 235 23 28 Yes 4:SW Hall Blvd/ WB L 95 30 31 Yes SW 90th Ave NB LR 1652 49 47 Yes • 5:SW Hall Blvd/ EB L 145 18 29 Yes SW 88th Ave SB LR 1552 31 33 Yes WB=Westbound,SB=Southbound,EB=Eastbound,NB=Northbound,L=Left,T=Through,R=Right,LTR=Shared Left-Through-Right 'Reflects available storage that can accommodate left-turn vehicles without impeding adjacent or opposing lane storage. 2 Reflects distance to the next adjacent public intersection(not driveways). 'Reflects available storage that can accommodate right-turn vehicles without impeding adjacent through-lane storage. ()Distances shown in parentheses reflect proposed improvements at site access with SW Hall Boulevard(2021 Total Conditions Only) n/a=Not applicable(driveway is not present under background traffic conditions) Bold text denoted available storage exceeded *Results from SimTraffic do not indicate queue deficiency,because the reported queue length shown is caused by through traffic getting trapped in the right lane while attempting to merge left into the through lane. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:21 As shown in Table 5, weekday p.m. peak hour vehicle queues under year 2021 background and total traffic conditions will be accommodated by available or proposed lane storage at study intersections #2 through #5. Further discussion of queue results and impacts to the signalized SW Hall Boulevard/SW Oleson intersection are provided in the sections below. SW Hall Boulevard/SW Oleson Road Intersection At this intersection, weekday p.m. peak hour queues for year 2021 background and total traffic conditions will not be fully accommodated by available storage for most movements, particularly on the eastbound, northbound, and southbound approaches. However, as shown by the comparative results between the background and total traffic conditions, movements where site trips are added are not materially affected. Some queues experience no change in length (eastbound through lane) or a nominal increase of 9 feet(southbound left-turn). These negligible or small changes are largely due to the limited trip generation of the project relative to total traffic demand at the intersection, particularly for the queue deficiencies in the southbound left-turn (3 added site trips, 66 total trips, equates to 4.5%of total trips), and eastbound through lanes (4 added site trips, 477 total trips, 0.8% of total trips). Similar to our prior analysis findings for the a.m. peak hour condition, we are not recommending lengthening of affected turn lanes due to established turn lane needs at adjacent intersections. While the establishment of additional through travel lanes on the eastbound, southbound, and northbound approaches would relieve much or all of the excessive queuing conditions,such improvements are capital intensive and would require substantial right-of-way acquisition involving properties not under the Applicant's control. Together, such improvements and dedications would be disproportionate to the limited impacts of this proposed site development. Sight Distance Analysis A sight distance compliance analysis was conducted to ensure that adequate intersection sight distance will be provided at the proposed site access to SW Hall Boulevard (OR 141), directly across from SE 915t Avenue. For the analysis, measurements of intersection sight distance (ISD)were obtained in the field at the location of the proposed access in November 2020 and then compared against design parameters established in ODOT Division 51 standards (OAR 734-051-4020.2.c). Intersection sight distance measurements were obtained from a viewpoint 15 feet behind the edge of the traveled way and from a height of 3.5 feet above the ground, looking toward an object that is 3.5 feet above the ground, which is consistent with current ODOT standards. One of the primary inputs in determining safe sight distance metrics for new highway approaches is the design speed of the respective roadway. Utilizing the posted speed limit of 40 mph on Hall Boulevard, Table 2 of OAR 734-051-4020.2.c requires an assumed design speed of 45 mph for the highway and a minimum intersection sight distance of 530 feet for the most critical maneuver,which is a vehicle making a left-turn from the proposed site access onto the highway and having to cross two lanes of travel. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:22 The results of the ISD analysis are presented in Table 6. As shown, available ISD is insufficient in both directions from the proposed site access looking along SW Hall Boulevard. However, as detailed in the following section on mitigation, the removal of existing vegetation along the site frontage plus the proposed highway widening and urban frontage treatments will create sufficient ISD in both directions. Table 6. Intersection Sight Distance Analysis Results Field ODOT Direction of Design Speed ISD Design Access V1eW Measurement (mph) Standard Adequate ISD Available? II (feet) (feet) Proposed Site Access to SW Westbound 485 45 530 No(Mitigated>600)* Hall Blvd(OR 141) Eastbound 200 45 530 No(Mitigated>600)* *With mitigation measures in place,ISD increases to greater than 600 feet. Sight Distance Mitigation In the westbound direction, existing intersection sight distance is deficient by 45 feet (485 feet available and 530 feet required). This deficiency is caused by the presence of vegetation in front of the vacant home in the northwest corner of the site, and then by a Type III barricade located at the west property line with SW Hall Boulevard at SW 92nd Avenue. Once this vegetation and barricade are removed as a result of proposed highway frontage improvements (e.g. additional pavement width for the new center left-turn lane, construction of curb-and-gutter, planter strip, and sidewalk), available intersection sight distance will increase to over 600 feet and exceed ODOT's minimum requirement. This mitigated sight distance result also accounts for the new observation point of the driver due to highway widening, now located at an estimated setback of 27 feet from the existing edge of the highway travel lane. A similar mitigation result is expected in the eastbound direction. Currently, intersection sight distance is deficient by 230 feet (200 feet available and 530 feet required). This deficiency is also caused by the presence of vegetation on the site property, consisting of blackberry bushes and small trees. Once all bushes and trees are removed as a result of proposed highway frontage improvements, available intersection sight distance will increase to over 600 feet and exceed ODOT's minimum requirement. This mitigated sight distance result also accounts for the new observation point of the driver due to highway widening, now located at an estimated setback of 27 feet from the existing edge of the highway travel lane. A recommendation is made in the final section of this report to mitigate the intersection sight distance deficiencies at the proposed site access to Hall Boulevard. It is also emphasized that any landscaping and above-ground utilities established along the proposed site development frontage should be planned and maintained in a manner that does not obstruct sight distance. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:23 Review of ODOT Access Management Policies OAR 734-051 (commonly known as Division 51) governs access control, spacing standard, and median on state highway approaches. Per OAR 734-051-4020, an application is required for permitting all new private connections to a state highway where certain criteria is satisfied. The following specifies the pertinent criteria, followed by qualified responses (in bold): 734-051-4020(Standards and Criteria for Approval of Private Approaches) (1)Applicability. This rule describes standards and criteria that the department applies to the review of an Application for State Highway Approach that has been deemed complete as set forth in OAR 734-051-3030. Applications submitted for change of use of an approach may be reviewed under the standards and criteria set forth in OAR 734-051-3020 in lieu of this rule. Response: The two existing driveways along SW Hall Boulevard (OR 141) servicing the existing home on the site will be removed and are in a different location than the proposed new access across from SW 915t Avenue. Therefore, the proposed site access to SW Hall Boulevard (OR 141) represents a new private approach to a state highway, whereby OAR Section 731-051-4020 is the applicable standard for review. (2) General Approval Criteria. Except for applications where the department identifies safety or operations concerns set forth in section (3), and except for applications that are subject to alternate access considerations as set forth in sections (5) through (7), the Region Manager shall approve an Application for State Highway Approach that meets the general approval criteria (a)-(c) in this section. Additional criteria set forth in section (9) apply to interchange areas. Response: As addressed below, criteria "a" and "c" are satisfied. However, criteria "a" (Approach Spacing Standards) is not fully satisfied. Therefore, a deviation will be needed from ODOT as set forth in OAR 734-051-3050. (a) Approach Spacing Standards. Section (8) of this rule sets forth the approach spacing standards, except that the spacing standards applicable to interchanges and interchange areas are set forth in section (9). Response: Table 6 of ODOT's Access Management Spacing standards indicates an access spacing of 500 feet for "District" level highways having greater than 5,000 average daily trips that are also located in an urban area. Based on measurements in the field,the final access spacing will be compliant with ODOT's spacing standard, but only west of the proposed site access, where an access spacing of 605 feet will be present up to the centerline of adjacent Commons Medical Office Park driveway. (Note: This result accounts for the anticipated removal of the two site driveways currently located between SW 90th and SW 91st Avenues). Access spacing to the east of the proposed site access will be 240 feet as measured to the centerline of a single family residential driveway on the adjacent property. Although this distance is less than ODOT's 500-foot spacing standard, traffic Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:24 demand at the adjacent residential driveway is low (estimated at 10 ADT and 1 or less peak hour trip based on ITE Trip Generation Manual) and therefore should not conflict with trips generated by the proposed site access. Furthermore, the center left-turn lane proposed as part of the highway widening with this project will be beneficial to the adjacent single family residence. This new lane will create a safer and more efficient means for residents to access the highway and will help reduce the potential for rear-end and turning-type collisions with heavier through traffic movements on the highway. (b) Channelization Standards. An application meets the channelization standards of this rule if none of the conditions in (A) through (C), below, exist; where a condition in (A) through (C) exists, an application may meet the channelization standards if the existing or proposed lane configuration on the highway conforms to the design requirements of the ODOT Highway Design Manual in effect at the time the application is filed. Response: As shown below, two of the three conditions are met and the Applicant is committed to constructing the proposed site access in a manner consistent with the driveway design requirements of the ODOT Highway Design Manual.Therefore, criterion "b" is anticipated to be met. (A) Average daily trips for the existing or proposed development exceed four hundred(400)for an application on a two-lane highway with annual average daily traffic of five thousand(5,000) or more motor vehicles; or Response:The proposed development is forecast to generate 512 new trips, which exceeds the 400 ADT threshold.Therefore, criterion "a" is met. (B) Average daily trips for the existing or proposed development exceed four hundred(400)for an application on a four-lane highway with annual average daily traffic of ten thousand(10,000) or more motor vehicles;or Response:The circumstances described in criteria "b" do not exist as the highway is less than four lanes. (C) Average daily trips for the existing or proposed development multiplied by the annual average daily traffic on the highway is equal to or greater than the products listed in the Table 1. Response: Criterion "c" is met as the amount of daily site trips multiplied by highway ADT(512 X 14,500 = 7,424,000) is more than 1,800,000. (c)Sight Distance Standards. Table 2 sets forth the sight distance standards for approaches. An Application for State Highway Approach meets the sight distance standard of this rule if the intersection sight distance at the intersection of the proposed approach and highway is equal to or greater than shown in Table 2. Intersection sight distance shall never be less than stopping sight distance, as calculated in accordance with 2011 AASHTO Policy on Geometric Design of Highways and Streets. Sight distance Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:25 must be unobstructed within the sight triangle based on the following positions of measurement: (A) Driver's eye height equal to 3.5 feet above the road surface of the proposed approach at a location 15 feet from the edge of the travel lane; and (B) Object height equal to 3.5 feet above the road surface at the near edge of the travel lane to the left and at the far edge of the travel lane to the right of the approach. [Table not included. See ED. NOTE.] Response: As analyzed earlier in the Sight Distance Analysis section this report, adequate intersection sight distance can be achieved at the proposed site access to Hall Boulevard,with recommended mitigation measures in place. Therefore, criteria "c" can be met. (3)Safety and Operations Concerns. The department has the burden of proving safety and highway operations concerns that it relies upon in requiring mitigation or in denying an application based on those concerns. The department may deny an application where the applicant is unable to provide adequate improvements to mitigate documented safety or highway operations concerns;safety and highway operations concerns that the department may consider are limited to (a) through (f), below: (a) Regular queuing on the highway that impedes turning movements associated with the proposed approach. Regular queuing will be evaluated based on the ninety-fifth (95th)percentile queue on the highway during the highway peak hour, as determined by field observation or traffic analysis in accordance with ODOT's Analysis Procedures Manual; or Response: As seen by the results of the vehicle queuing analysis section of this report, 95th percentile queues are not expected to form along the highway at the point of the proposed site access (across from SW 91st Avenue) during the weekday a.m. and p.m. peak hour periods of the year 2021 total build-out condition. Therefore, turn movements into and out of the proposed access with Hall Boulevard, including movements associated with SW 91st Avenue, should not be impeded. (b) Overlapping left turn movements or competing use of a center turn lane from a connection located on the opposite side of the highway; or Response:The proposed site access to Hall Boulevard is strategically located across from SW 915t Avenue specifically to prevent overlapping left-turn movements and/or competing use of a center turn lane. (c) Location of the proposed approach within a highway segment with a crash rate that is twenty(20)percent or higher than the statewide average for similar highways; or Response:The segment of OR 141 nearest the location of the proposed site access for which ODOT highway segment crash data is available is MP 3.38 to MP 3.46. According to 2016-2018 ODOT SPIS data, this segment of highway had an ADT of 15,200 and 4 reported crashes, resulting in a calculated crash rate of 3.00 crashes per million vehicle miles of travel. The 2018 statewide average for a similar highway facility(e.g. urban minor arterial functional classification) is 2.63. Therefore, the highway segment in the vicinity of the site access had a crash rate that is only 14 percent higher than the statewide average. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:26 (d) Location of the proposed approach within a highway segment listed in the top five percent of locations identified by the Safety Priority Index System developed by the department; or Response: According to ODOT SPIS data for the past three reporting years (2016- 2018), SW Hall Boulevard (OR 141) is not within the top 15%of SPIS rankings for the on-state highways in the ODOT Region 1 area. (e) The proposed approach is on a district or regional highway with a posted speed of 50 miles per hour or higher and the distance to the nearest public approach is less than the stopping sight distance on the highway, calculated in accordance with the 2011 AASHTO Policy on Geometric Design of Highways and Streets; or Response:This criteria is not applicable given that the posted speed on Hall Boulevard is 40 mph. (f) Insufficient distance for weave movements made by vehicles exiting the proposed approach across multiple lanes in the vicinity of: (A)Signalized intersections; or (B) Roads classified as collectors or arterials in an acknowledged transportation system plan or comprehensive plan, or classified as such by the Federal Highway Administration; or (C) On-ramps or off-ramps. Response:The proposed approach is not in the vicinity of a signalized intersection, an intersecting roadway having a collector or arterial designation, or on-or off-ramps of a freeway. (4)Applications that Do Not Meet Approval Standards and Criteria — Deviations. The department may approve an application that does not meet the approval standards and criteria of this rule for approach spacing, sight distance, and/or channelization if a deviation from the standards is approved as set forth in OAR 734-051-3050. Response: As addressed above, ODOT's approach spacing standard per OAR 734-051- 4020(2a) is not fully satisfied due to the proposed location of the site access. Therefore, a deviation will be necessary from ODOT and is requested. We believe the deviation criteria as set forth in OAR 734-051-3050 is satisfied for the following three primary reasons: 1. The requested deviation is only necessary for meeting the Access Spacing Standard criteria in OAR 734-051-4020(8). 2. As documented in this TIA report,the proposed site access and associated highway widening (e.g. creation of a center left-turn lane) adequately addresses the safety and highway operations concerns set forth in section 734-051-4020(3)and improves on one or more of safety and operations factors in this section. 3. The Applicant is agreeing to remove two (2) existing site accesses to the highway and locate a single access directly across from SW 915t Avenue, resulting in net reduction in highway connections. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:27 As described above, one or more of the OAR 734-051-3020 criteria are met and ODOT review is required to permit the proposed site access. In conjunction with this study, an application is being filed with ODOT to permit the proposed site access at the location identified in Figure 2. Review of Tigard Access Management Policies In addition to ODOT's Division 51 access management policy, the City of Tigard enforces its own access spacing and street connectivity standards. Kittelson has addressed these regulations in a separate memorandum to support the proposed private driveway connections to SW Hall Boulevard and SW Montage Lane in lieu of a public street extension through the site. That previous analysis is incorporated here and attached to this report in Appendix "H". Site Access and Circulation Review Internal site circulation was evaluated to ensure that the proposed site plan and accesses to SW Hall Boulevard and SW Montage lane provide sufficient on-site circulation for pedestrian movements and internal traffic, including large trucks. Pedestrian Access Pedestrians will be able to access the site by a new sidewalk facility constructed along the SW Hall Boulevard site frontage and from sidewalk connections to SW Montage Lane, and the limited frontage along SW 92nd Avenue to the west. Internally, new sidewalks will be strategically placed between the outdoor parking area on the east face of the building and the main building entrance and drop off area. In addition, sidewalk connections will be made between the building entrances and the sidewalks constructed along the site frontages of SW Hall Boulevard and SW 92nd Avenue. Truck Accessibility The ingress and egress movements of an AASHTO WB-40 design vehicle were simulated by Kittelson on the site plan to ensure that the internal access,circulation and parking needs of the largest-sized delivery trucks can be satisfied. As shown by the exhibits in Appendix "I", an AASHTO WB-40 design vehicle can be accommodated by having trucks enter at the proposed site access to SW Hall Boulevard, circulate around the building in a counter-clockwise fashion, use the driveway to SW Montage Lane as a means to turn around and then back in to the designated loading space near the underground parking entrance. Truck egress movements out of the loading space are performed more simply by exiting the site from the same access to SW Hall Boulevard using only forward motion. Appendix "I" contains an additional simulation performed by the project civil engineering firm Kittridge Engineers to illustrate how the circulation needs of fire trucks are fully addressed. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:28 Transportation Planning Rule Compliance OAR Section 660-12-0060 (Plan and Land Use Regulation Amendments), otherwise known as the Oregon State Transportation Planning Rule (TPR), sets forth criteria for establishing the determination of significant effect on a transportation system resulting from a land use action, as well as criteria for achieving compliance. Kittelson has prepared a TPR compliance assessment that focuses on the implications of annexing the subject property into the city limits of Tigard and changing the underlying zoning. This was done by comparing reasonable worst-case trip generation estimates for the development property under the current Washington County Transit Oriented District(TO R18-24)zone and the future City of Tigard Mixed Use Residential 1 (MUR-1) zone. For the analysis, reasonable worst-case development intensities were calculated for both zoning development scenarios, assuming apartment-style projects would occur. Although the subject property is 2.53 acres (110,556 SF) in size, only the developable acreage should be considered. Based on discussions with the Applicant and design team, 9,994 SF of site area will be dedicated as public right-of- way, and there is a wetland area totaling 7,482 SF in size, which leaves 2.14 acres (93,080 SF) of developable property. Under the County's TO R18-24 zoning, a maximum density of 24 units per acre is allowed, with a 50-foot maximum height restriction. Based on the site layout, it was therefore assumed that a maximum of 51 apartment units could be built. Under the City's MUR-1 zoning,there is more flexibility regarding development scale. Per city code,there is no FAR restriction for the MUR-1 zone, and buildings can reach a maximum height of 7 stories. However, achieving such a height would generate considerable on-site parking and landscaping needs, and would not be practical given the single-level residential homes which surround the subject property on the north, east, and south sides, with 3-story townhomes on the west side. A more reasonable development pattern would be to assume a five-story building, consisting of four levels of residential living over one story of structured parking. This development pattern is identical to two apartment projects recently built along SW Oak Street in Tigard, approximately one-half mile to the south. These projects include the Oak Street Apartments and the Astikos Lofts. At an estimated density of approximately 35 units per story, a reasonable worst-case development on the subject property would, therefore, be 140 dwelling units. Average daily vehicle trip generation estimates were prepared for the two zoning development scenarios using rate information contained in the Institute of Transportation Engineers standard reference Trip Generation Manual, 10th Edition. For the current County zoning,the daily trip rate for ITE Land Use Code 220 — Multifamily Housing (Low Rise) was applied, considering that the height restriction and density limitation of the zoning would result in a building size of no more than two levels of residential living space. For the future City zoning scenario, the daily trip rate for ITE Land Use Code 221 — Multifamily Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:29 Housing (Mid Rise) was applied, considering there is no height restriction and the higher density allowance would result in a building having four stories of living space. Table 7: Reasonable Worst-Case Site Trip Generation Estimates(Existing VS. Future Zoning) Land Use Scenario ITE Code Size(DU) Average Daily Trips Existing County Zoning—Multifamily Housing(Low Rise) 220 51 373 Future City Zoning—Multifamily Housing(Mid Rise) 221 140 762 Trip Difference +389 As shown in the previous table,the future City zoning development scenario has the potential to generate 389 more average daily trips on the surrounding street network than development under the existing County zoning. It should be emphasized here that according to Action 1F.5 of the Oregon Highway Plan, an amendment to a land use regulation is allowed to generate a "small increase" in traffic without causing further degradation to an affected transportation facility. The State considers a "small increase" to be 400 average daily trips on any highway facility, including OR 141 (SW Hall Boulevard). Comparing this figure to the estimated increase in potential traffic shown in Table 7, the anticipated annexation into the City limits of Tigard and associated change in zoning should not trigger a significant effect on the highway system along OR 141 (SW Hall Boulevard), and should, therefore, comply with the TPR. CONCLUSIONS AND RECOMMENDATIONS The results of this traffic impact analysis report indicate that with the recommended mitigation measures, the proposed development can be constructed while maintaining acceptable levels of service and safety on the surrounding transportation system for the build-out year. The findings of this analysis and our recommendations are summarized below. Existing Conditions ■ All of the study intersections currently operate at acceptable levels of service during the weekday a.m. and p.m. peak hours. ■ A review of crash history did not reveal any patterns at study intersections that require mitigation associated with this project. Year 2021 Background Traffic Conditions ■ All of the study intersections are forecast to continue meeting operational standards during the weekday a.m. and p.m. peak hours. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:30 Proposed Development Plan ■ The proposed development consists of a four-story assisted living facility consisting of 164 assisted living beds and 33 memory care beds. ■ Primary access to the property is proposed via a driveway to SW Hall Boulevard, directly across from SW 91st Avenue, with a secondary access proposed at the eastern street terminus of SW Montage Lane. ■ The proposed development has the potential to generate 512 average daily trips, 37 weekday a.m. peak hour trips,and 51 weekday p.m. peak hour trips on the surrounding street network. ■ The proposed assisted living facility is expected to be built out and operational by the year 2021. Year 2021 Total Traffic Conditions ■ With proposed site access improvements in place, all study intersections are forecast to continue meeting operational standards during the weekday a.m. and p.m. peak hours of the build-out year. ■ Vehicle queuing conditions are forecast to be adequate in the location of the proposed site access to SW Hall Boulevard, with proposed mitigation measures in place. While vehicle queues are forecast to exceed available storage for several movements at the signalized Hall Boulevard/Oleson Road intersection, the impacts generated by the proposed development are insignificant, and any requirement to provide additional lane storage capacity would be disproportionate to the impacts of the site development. Other Findings ■ There is insufficient intersection sight distance at the proposed site access location on SW Hall Boulevard. The vegetation limiting sight distance is on the development property and will be removed by the construction of required frontage improvements. ■ The proposed site access to SW Hall Boulevard (OR 141) meets the ODOT Division 51 criteria for permitting a new private connection to a state highway. ■ The anticipated annexation of the subject property into the City limits of Tigard and associated change in zoning should not trigger a significant effect on the highway system along OR 141 (SW Hall Boulevard), and should, therefore, comply with the State's Transportation Planning Rule. Kittelson&Associates,Inc. Portland,Oregon Hall Boulevard Assisted Living Development Project#:22689 January 4,2020 Page:31 Recommendations ■ Create a new private access to SW Hall Boulevard (OR 141), directly across from SW 91' Avenue. The access will be 30 feet in width, stop-controlled on the south approach, and will have no turn movement restrictions. ■ Widen SW Hall Boulevard to provide a center left-turn lane that extends along the entire site frontage, plus a distance of approximately 150 feet west and 200 feet east in order to connect with the fully-developed center left-turn lane that exists beyond the site boundaries. ■ Construct all other required half-street frontage improvements along SW Hall Boulevard and ensure existing intersection sight distance deficiencies at the proposed site access are mitigated. ■ Create a new private driveway connection with SW Montage Lane. ■ Landscaping and aboveground utilities along the proposed site frontage on SW Hall Boulevard should be planned and maintained in a manner that does not obstruct sight distance. This concludes our transportation impact analysis for the proposed assisted living facility in Tigard. If you have any questions regarding the analysis presented herein, please contact me at (503)-228-5230. Sincerely, KITTELSON &ASSOCIATES, INC. Brian J. Dunn, P.E. Associated Engineer Appendices: A through I References: 1. City of Tigard. 2035 Transportation System Plan. November 2010. 2. Oregon Department of Transportation. 1999 Oregon Highway Plan. Including amendments November 1999 through May 2015. https://www.oregon.gov/ODOT/Planning/Documents/OHP.pdf 3. Transportation Research Board. Highway Capacity Manual. 2010. 4. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition. 2018. 5. Oregon Department of Transportation.Analysis Procedures Manual. APM Version 2.0 (updated 10/22/2020). Kittelson&Associates,Inc. Portland,Oregon