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CPA 10-86
POOR QUALITY RECORD PLEASE NOTE: The original paper record has been archived and put on microfilm. The following document is a copy of the microfilm record converted back to digital. If you have questions please contact City of Tigard Records Department. w North. Da,0 0: ;8 & Scho11s Flirty ;te a 1S1 1 3413C 401 Cha tge from CP to CP & CG AFFIDAVIT OF MAILING STATE OF OREGON ) County of Washington ) ss. City of Tigard That I am an Office Asst. III for. the City of Tigard, Oregon. That I served notice of the Tigard City Council _97, ,nerice No 86-58 (Bethany associates, CPA 10 -86 /ZC 18 -86) • orraormoor of which the attached Is a copy (Marked Exhibit A) upon gyach of the following named persons on the 4th day of December „�, 19 86 0 by mailing to each of them at the address shown on the attached list (Marked Exhibit B), said notic: is hereto attached, and deposited in the United State mail ,,,n the 4th da_y, of December r...�............ -.-., 1986 , postage prepaid. epd` ot,c Subscribed and sworn to.before, me *this day o '° ' No1:a y Public Oregon 0 NOTARY PUBLIC OREGON My Commission Expires: , ...1 NV Cott An n DsPittr_t / f ij ,7' ".iri, �.... "� • CITY OF TIGARD OREGON NOTICE OF FINAL DECISION - BY CITY COUNCIL (Sec. 18.32.380) 1. Concerning Case Number(s): 2. Name of Owne r : CPA 10-86 and ZC 18 -86. isc4 Bethany Associates 3. Name of Applicant Same,, Address 5355 "W P�i�rra Rd. Location of Property: City Beaverton State OR Zip.. 97223 Address South side of Scholls Ferny Road, immediately west of Git:eenway Town Center. Legal Description tS � 34BC 10 400 Nature of Application: Request fora Comprehensive flan Amendment from C-P (Commercial _Profes~ssional) to C-P and C -G (Commerci .iI Genera and a Zone. C hange from C -P (Commercial ProTessi.onal to C-P and C -G (5,311777.11-4-EMI. Ation: Public Hearing testimony was heard by City Council on November 3, 1986 after which Council approved by a unanimous vote the request with some added stipulations. On November 24, 1986, Council adopted Ordinance No 86 -58 which ratified the action taken on November 3, 1986. A copy of said Ordinance is attached. Nbtice: Final, Decision: DECISION WAS SIGNED ON 11/24/86 ARID BECOMES EFFACTIVE ON 12/26/86 The adopted findings of fact, decision, and statement of condition can be obtained from the Planning Department, Tigard City Hall, 13125 S1 Hall Blvd., P.O Boy 23397, Tigard, Oregon 97223. A review of eh.s decision may be obtained by filing a notice of Intent with the Oregon Land Use Board of Appeals (LU3A) according to their prooedures . gmgstionv: IC you have any questions, tense Recorder at 639 -4171. Notice wasp published in the newspaper, posted at City Hall and mailed to XX The ap1Pli ant & owners XX Owre►rs of record within the required distance xx The affected Neighborhood Planning Organization Xx Affected governmental agencies call the Tigard City dates LTD 53!35 SVI Murry Blvd. Beaverton, OR 97005 Howard Williams 12220 SW Scholia Ferry Rd. Tigard, OR 9722.3 Wally Hobson Hobson & Associates 813 SW Alder Portland, OR 97205 Richard Broberg 10660 SW North r 4kota Tigard, OR 97223 Wayne KittkIlson Kittelson & Associates 512 SW Broadway Portlandx OA 97205 STATE OF OREGON ) County of Washington ) ss. City of Tigard ) I." and say: (Plea•.-: , Oregon. That 1 served notice of Public Hearing for Tigard Planning Commission. of which the attached is a c , ; �(Marked Exhit upon eac ,of the following named persons on the ( day of if* 19..x,,• , by mailing to each of them at the aderess shown on the 'ttacked list Marliced Exhibit B), said notice as hereto att,.fined, deposited in the United States Mail on the day of �1..` `" , 198, postage prepaid. ibnaature Person who d&)ivered to POST OFFICE Subscribed and sworn to before me on the M ARCHA K. HUNT 'r'UILUC oRi': GoN { My Commission Expires: NOTICE OF PUBLIC HARING Notice is hereby given that the Tigard Plcnning Commission, at its meeting on TUESDAY, ._.J.csober 7.. 1986 at 7:30 P.M., in the TOTA I HALL of the TIGARD CIVIC CENTER, 13125 SW' Hall Blvd., 'Tigard, Oregon, will consider the following application: FILE HUMBER: APPLICANT: CPA 10 -86 and ZC 18 -86 Bethany Associates, LTD. 5355 SW Murray Byrd. Beaverton, OR 97005 OWNER: Sake REQUEST: �orC�PCand ChGn(GeneralnComu�crma�) from a�Zor�eoChanc . r Tonal) 4 Comprehensive i;. Professional) Change from C P (Commercial Professional) to CP und C-G. L . 181 34BC lot 401). �.] s Parry Road (WCTM CATION. Southeast corner of SW North Dak ota and Scho (See map on reverse side) The public hearing on this matter will be conducted in accordance with the rules of Chapter 18.32 of the Community Development Code and rules of +rocedure of the Planning Coumssion. Any persons having interest in this matter may attend and be heard, nr testimony may be submitted in writing to be entered into the record of the initial hearing. For further information please contact the Planning Department at 639 - 4171. T II G CITY HALL, 13125 SW Hail Blvd. r or contact your deighborhood Planning T Organization (NPO) #_, 7 Chairperson Ric aar�i Boberg (pm /0257P)' IS.W, CHA3ITOT 0 "411k Mt nURN T Nati S.W. LONGHORN S1.IT. CT CHAPS WILKENS I, fl fATO C9 5.W TO.n:' "cNi -�w 9 • SANTA ANITA LL. SPUK CT 28 27 • � � co Ro�;,e I I 107- 33 34 - TN�ATCN�R 1I oq/ ���s� a . ks 3 12 N4'!1 ,• tie° ATI M INN 1 oo, co. W JT. S.W VW f.W SNOWSHOE v 6ti .OTTC WAIL 9p • eeu °�e4f L MANZANITA X57 R LILY NORTH OAKJT 5NEF FiCL SUMMttiCAEST FCINING L +113i7+0 ✓ M sot 34 ■ri . ; .mow® ■ ki r. N .., ELI p 0 a `L -E�i N_� re cT. � a� .r m u 7 W ANN PL 1II ii- 000 VI. Si 110111* -lath. Mr a v Ii!? CT t$ethany Assoc1at s, LTD $J ..5. SW'Murray Blvd. aeriverton, OR 97005 George & Marla•Stroemple .0, Box 1.810 Lake Oswego, QR 97034 i,zchard Boberg 10660 SW North Dakota Figard, Or 97223 tainer & Vera Wieland 10440 NW Tarpan Drive 3eaverton, OR 97005 �tichae & Jeanne David i 775'SW Elm waverton, OR 97005 Sulaiman & Ebtisaw Rajhi Al -No sayan P.O. Bon 1724 Portland, OR 97207 Nick & Catherine ChatziFetrou 6571 Fairlynn. Blvd. Yorba Linda, CA 92686 Raymond A. Hrabik cio Cunningham, Lee ;teed 13385 SW 115th Tigard, OR 97223 Vincent & Martha Olson • 12520 SW Scholls Ferry Road Tigard, OR 97223 Thomas & Jill Rucera Clyde C, III R R.J. Saylor RL & C Welch 111 SW Alder Portland, OR 97205 Po rt and •,Fixture Co P.O. Box 5308 Portland, OR 97228 S & J Buildertz 355 SW hurray Alva Beaverton, OR 97005 c v o CD 11 C,1 ai n c - 9 en < O 0. O <� c CD Cl) . CD cD a S. 0 ry 'C P Cp O co • a fl f t co 5 co 0 O K c+ w cD a n O O rt N CD CD a N CD CD a CD C� 0 m' CD a cD o omou �acpna co CCD N O W • LI' 0.0 C O C • to 0 6) " & -" C7)• . 0 , is .t7 P /3) ��o- n ct a -, O o °, CD p5D a c CA w 0 CD 0 w CD PUBLIC EARING NOTICE` The following selected agenda items are published for your informa- tion. Further information and full agendas may be obtained from the City Recorder, 13125 SW Hall Blvd:, Tigard, Oregon 97223; or by calling 639 -4171. S. W a O CD O CITY COUNCIL REGULAR MEETING -- 6:30 P.M. NOVEMBER 3, 1986 TIGARD CIVIC CENTER, TOWN HALL 13125 SW HALL BOULEVARD, TIGARD, OREGON • PUBLIC HEARINGS: ?'A: 7 G & C418, ' 8 . (NPO No 5) Request by GEORGIA PACIFIC for a Comprehensive Plan Amendment from Heavy Industrial to Light Industrial and a 7 nne Cha.tge from I -H (Heavy Industrial) to I -P (Industrial Park) on property located at 14030 I SW 72nd Ave. (WCTM 2S1 1DD, TL 800.) CPA 8-86 & ZC 16-86 (NPO No. ;4) p Request by WOW, AND MARTIN for a Comprehensive Plan Amendment from Low Density Residential to Commercial Gener- al and a Zone Change from R -3.5 (Residential 3.5 units /acre) to C-G (Commercial General) on property located at: 7155, 7105, 7085 SW Elmhurst St. (WCTM 2S1 1AB, TL 200, 300, 301, 302.) CPA 6-86 & ZC 10.86 (14P0 No. 6 ) Request by James & Emma Jean White; Herbert & Betty Dayson; H. C. and Amy Randall; Gary & Nadine Randall; Donald, & JoAnn Randall; Health Resources, Inc.; and. William Brownson (ALBERTSONS') for a Comprehensive Plan Amendment from Low, Medium High, and High. Density Residential to Commercial General and a ZONE CHANGE. from R-40 (Reuidential 40 units /acre), R -25 (Residential 25 units /acre) and R-4.5 ( Residential 4.5 Units /acre) to C-G (Commercial general) on property located south oad, east of Pacific Highway, and west of 113t ` r CTM 2S1, 15PA .: i is 100, 200, 00, & 400; and 2S1 15A 10 : ► 0, 2802, 2900, 3000, 3001, ar: . 002.) A 10.86 & ZC 18 -86 (NPO No 7) ) e st by BETHANY ASSOCIATES - for a Comprehensive Plan meat _(germ (, Professional) to C P and C-G C -P Camra�ial Prof, (Commercial and a Zone Change from C -P (Commercial Professional) to C P and C-0. oc ted: SE corner of SW North Dakota St. and Scholis Perry Road. (WCTM 151, 34BC, TL 401.) CPA 9-86 & ZC 17-86 (NPO NO. 6) Request by UNITED FIRST FEDERAL SAVINGS for a Comprehensive Plan Amendment from Light Industrial to Commercial General and a Zone. Change from I -P (Industrial Park) to C -G (Commercial Ge;lera1) on property located at: 15995 SW 72nd Ave. (WC/"M 231, 14I TL 790 & 701) PACIFIC WESTERN BANK' TV' 10-86 Request plate me of a mobile office b ding for year on property zoned C -P and located at 7190 and 7150 period of urg 3 SW Sandberg ('WCTM 2S1 1DC, TL 3800 and 3900.) 57 -:: Pub ish Oct. 30 1986. iroi •0 CD O to co V T. a z m 0 pip 5 ' tit °0 —0 11219191 ❑ 2 z , O O ; TN v o Erma � n N a' �• 'al .. CAD m ill co mop • Z w MBI c2. ▪ O o n ▪ m z o CCa o 11) 0 aD O consecutive in the following issues: 03 co J CD a 7)' CD co n CD 0 OO O a7 a cn 'o0 • a CD' (w • CD O IO CD CD a. CI C C O ZT C) Cn • CD cn a 5. CD a NOILVO1l8nd JO J JAVQIddV ca PUBLIC HEARING NOTICE The following will be considered by the Tigard City C'uncil on November 3, 1986, at, 6:30 P.M. at Tigard Civic Center --_ Town `7 all, 13125 SW Hall Blvd., Tigad, Oregon. Further information may be ob- tained from the City Recorder at 13125 SW Hall Blvd., Tigard, Oregon 97223, or by calling 639-4171. COMPREHENSIVE PLAN AMENDMEN.T,:CP'A,7 -36, ZONE CHANGE ZC 15 -86 NPO #5 GEORGIA PACIFIC Review Plann':ng Commission's recommendation of approval for a Com- prehensive Plan Amendment from Heavy Industrial to Light Industrial end: Zone change from I -H (Heavy Industrial) to I -P (Industrial Park) on property located at 14030 SW 72nd Ave. (WCTM i.S1 1DD lot 900.) COMPREHENSIVE PLAN AMENDME 16-86 NPO #4 ELLEN C. NORDLING ESTATE, J `;RRY .4 , L' NATALIE SCOTT, GOR- DON S. AND GORDON R. MARTIN, AND GEORGE AND JOANNE NORDLING • Review Planning Commission's recommendation of denial for a Compre- hensive Plan Amendment from Low Density Residential to Commercial General and a Zone Change from R -3,5 (Residential 3.5 units /acre) to C- G (Commercial General) on property located at 7105, 7155, and 7085 SW Elmhurst St. (WCTM 2S1 1AI.,1Ct 200, 300.301, and COMPREHENSIVE';PLAN AMIgNDMENT PA' -86, ZONE. # 10-88 O #&6 JAMES AND EMMA JEAN WHITE, HERBERT AND BETTY DA'M'SON, H.C. AND AMY RANDALL, GARY AVID NADINE RANDALL, DONALD AND JOANN RANDALL, HEALTH RESOURCES, INC., AND WILLIAM BROWNSON (,ALBERTSONS') Review Planning Commission's recommendation of denial for a Comp; e- High, and High Density Residential to Commercial General and ii Zone Change from R-40 (Resi- dential 40 units/acre), R-25 (Residential 25 units /acrd) and R-4.5 (Resi- dential 4.5 units /acre), to C -C- (Commercial General) on . oper y located south of Durham Road. ear of Pacific Highway, and west of 113th Ave. (WCTM 2S1, 15BA, lot's 100, 300, 300, & 400; 2S,Il 10.1o`►ts-28tii4,.:,R�02,'2903, 3000, M01, and 3002.) COMPREHENSIVE PLAN AMEND PA 11 , ZON ZC 18-86 NPO #7 BETHANY Planning Commission's rec ommendation of approval With condi- tions :for a Comprehensive Plan Amendment from C -P (Commercial Professional) to C -P and C -G (Commercial General) and a Zone Change from C -P (Commercial Professional) to C -P and C G on property located on the Southeast corner of SW North Dakota and Scholls Ferry Road. (WCTM 1s1, 34BC lot 401.) a COMPREHENSIVE PLAN AMENDMEI4T CPA , ` C 86.. HA iGE ZC 17-86 NPO #5 UNITED FIRST FEDERAL SAVINGS AND LOAN (CARMEN CENTER) Review Planning Commission's recommendation for a Comprehensive Plan Amendment from. Light 'Industrial to Commercia! General and a Zone Change from I-P (Industrial Park) to C-G (Commercial General) on property located at 15995 SW 72nd Ave. (WCTM 251,12DC, lots 700 gi 701) TEMPORARY' USE TU 1040 ' °L C WESTERN BANK NPO #5 allow placement of a mobile offic2 trailer on a 3.97 -acre site on. prop (Commercial Requrest foe a Temporary Use Permit try property zoned C-P (Conlatx Professional) for one year. Located: 7190 and 7150 SW Sandbag, St. (WCTM 2S1 1DC 3800, 3801, and 3900.) TT6851 Publish Oct. 23, 1980,. ,. O `P T1 • N. 0 td o 0 1-b 8 �-3 N N. W of W in -I—� N W 'U M 0 co ri o oA 0, w rri 0 o 9 9 9 O '0 I CD z m 0 t • o o al C4) r. 1/412 co 0 w 0 0 n' CD a aogoN taeys eej 0 0 'mss Z� CO CD o) COMPREHENSIVE PLAN AMENDMENT /ZONE CHANGE /ZONE ORDINANCE AMENDMENT APPLICATION CITY OF TIGARD, PO Box 23397 Tigard, Oregon 97223 - (503) 639 -4171 1. GENERAL INFORMATION PROPERTY ADDRESS /LOCATION" yep . , TAX MAP AND TAX LOT NO SITE SIZE .4. PROP,R,TY OWNER /DEED HOLDER* r 9 Awe) L ADDRESS 45.3g.:514 hittregAY Fiptipt PHONE 4 ! `°° APPLICANT* J u •r J ADDRESS F C.I. : -i PHONE Of, °s3F CITY' re/4 ZIP 7 *When the owner and the applicant are different people, the applicant must be the purchaser of record or a leasee in possession with written authorization a. ��, the i . from tf`. c:. ^,c:'' u�,` an �- �stt of '"tte 'GititleL 'Wic.�1 Wt'l.t,CCytt authorization. Th owner(s) must sign this application in the space provided on page two or subm=it a written authorization with this application. PROPOSAL SUMMARY The owners of record of the subject property request Comprehensive Plan Amendment (if appILcable) from to and W 2,pnr Change from to _Cif 64 OR The app l is stet requests an amendment to the following sections of the Comprehensive Plan or Community Development Code FOR STAFF USE ONLY RECEIPT NO APPLICATION A:; ^EPTED BY: DATE: 7-1•14-04e AppT "cation elements submitted: ti f( ) An plication form. (1) (B) Owner signature /written authorization C) Applicant's statement //(15 copies) '(D) Filing fee ($ 0` ) Additional information for Compre- s ive 14n Map Amendments /Zone Changes, _ (E) r Maps indicating property location (15 copies) ) List of property owners and addresses within 250 fcwt (1) (G) Assessor's Map (1) ,(H) Title transfer instrument (1) DATE DETERMINED TO BE COMPLETE :. FINAL DECISION DEADLINE: . PLAN /ZONE DES—GNATION: L P. O. Number: Planning Co m tiss ion Approval Dat.r : City Council Approval Date: q.l,,� �. 4 3. List any variance, conditional uses, or other land use actions to be considered as part of this application: ' 4. Applicants: To have a complete application you will need to submit attachments described in the attached information sheet at the time you submit this application. 5. THE APPLICANT(S) SHALL CERTIFY THAT: A, The above re uest does not violate any deed restrictions that may be attached to or imposed upon the sub jec'r.�ry err D. If the application is granted, the applicant will exercise the ri,ghta granted in accordance with the terms and subject to all the conetioa and limitations of the approval. C. All of the above statements and the statements in the plot p2:an, attachments, and exhibits transmitted herewith, are true; and the applicants iso acknowledge that any permit issued, based on this applicatiu.4,, may be revoked if it is found that any such statements are false. The applicant has read the entire contents of the application, including the policies and criteria, and understands the requirements for approving or denying the application. DATED this SIGNATURES of each daY o co fD C. .c,. co c O O 5' a S y tD m a g O N 5' •0 O, (CD N O o lA L ED Cl) m 0cr1- g Q. CD O 8* n c D) c. C b 0 N c- '< - . , wTi a, O N K o . -.0 o --to = ' c y CD = O aD'c 0•? S 40.E a) . w O n N 2. -y .. S c n F,.. x(p . w ' fD y c0 .y lz x a I 1m yS w p• -I N v 4_3, 3 o = — I ! g o1.,D 1 Fo' I 0 S co a a) a. CD c 5' 5• W .. .-. 0 D CD O p CO U, i cf CZ D (1) '2m -c O o 110 1D TO m ZZ Z A z-I y.. 0 rn -Ti C r n 0 Z ri c+ CD • `•S 0 ..r1 \J r • W 1,1 W 0 W 1 -4 -74 P. N N W 0 C/ m c m o y /1 O Vd 0 0 0 Z m o cn N QA ) 0 rn c, V 2 0 ❑ The following will be considered by the Tigard Planning Commission October, ?, .536, at 7:30 P.M. at Tigard Civic Center • Town Hall, 13125 SW Hall Blvd., Tigard, Oregon. Further information may be obtained from the Director of Planning & Development at 13125 SW Hall Blvd., Tigard, Oregon 97223, or by calling 639 -4171. PUBLIC HEARINGS COMPREHENSIVE PLAN AMENDMENT CPA 6.86, ZONE CHANGE ZC 10.86NPO #6 A request. by James and Emma Jean White, Herbert and Betty Day - grin, H.C. and Amy Randall, Gary and Nadine Randall, Donald and JoAnn Randall, Health Resources, Inc., and William Brownson (AL- BERTSONS') for a Comprehensive Plan Amendment from Low, Me- dium High and High Density Residential to Commercial General and a Zone Change from R-40 (Residential 40 units /acre), R -25 (Residen- tial, 25 units /acre) and R-4.5 (Residential 4.5 Units /acre) to C-G (Commercial General) on property IC, sated south of Durham Road, east of Pacific Highway, and west of 113th Ave. (WCTM 2S1 15BA, lots 103, 200, 300, & 400: 251 15A lots 2300, 2802; 2900, 3000, 3001, and 3002; COMPREHENSIVE PLAN AMENDMENT cP4)41.86, ZONE MANGE ZC 15-86 ItPO # 5' A request by Georgia Pacific for a Comprehensive Plan Amendment from Heavy Industrial to Light Industrial and a Zone Change Thom I -H (Heavy Industrial) to I -P (Industrial Park) and a Zone Change from I H (Heavy Industrial) to I -P (Industrial Park) on property located at 14030 SW 72nd Ave. (WCTM 2S1 1DD lot 800). 16.86 NPO # 4 COMPREHENSIVE PLAN AMENDMENT CPA 8-86, ZONE CHANGE ZC A r equet by Ellen C Nordling Estate, Jerry and Natalie Scott, Gor- don S. and Gordon R., Martin, and George and JoAnne Nordling for a Comprehensive Plan Amendment from Low Density Residential to Commercial General and a Zone Change from R•3,5 (Residential 3.5 unit /acre) to C-G (Commercial General) on property located at 7105, 7155, and 7085 SW Elmhurst St. (Wahl '2S1 1 AB, lots 200, 300, 301, and 302). COMPREHENSIVE PLAN AMENDMENT CPA 9-86, ZONE CHANGE ZC 17- 86NP'O #5 A request by United First Federal Savings and Loan for a Compre- hensive Plan Amendment from Light Industrial to Commercial Gen- eral and a Zone Change from I -P (Industrial Park) to C-G (Commer- ":al General) on property located at 15995 SW 72nd Ave. (WCTM 2S1 12DC, lots 700 tsnd 701). COMPREHENSIVE PLAN AMENDMENT CPA 10.86, ZONE CHANGE ZC 18-86 r1PO # 7 A request by Bethany Assoclates"for a Comprehensive Plan Amend- mer,t from C -P (Commercial Professional) to C -P and C-G (Ge t.leal a.anlmercial) and a. Zone Change from C -P (Commercial Profession- al) to CP and C-G on property located on the Southeast corner of SW North Dakota skid Schalls Ferry Road (WCTM 151 34BC lot 401), STREET NAME CHANGES A the street names of the following public rights -of- City Tigard to chtmge Colony Creek Place to Fanno Creek Place (On WCTM 2S1 1211B) Fanno Creek Place to Fenno Creek Loop (On WCTM 251 12,1310 Aberdeen Place to Katherine Street +Oa ItCTM 251 4A13) TT6834 - Publish Sept, 25, 1986 ti , .� 0 r O O ,`; , 00 77 e ki �., •-' T 1 LCDC FILE TO: =DEPAR"dMENT OF LAND CONSERVATION A DEVELOPMENT 1115 Cour street . N. E. Macao Oregon 91310 -0590 Action: (Chad all Olt apply) rehensive Land Use xg Plan Amendment Regu at of Amendment 9/ 11/86 ERIN` ..''t (Tigard DATE SET FOR FIRA '�' L Ht"ARiNG ON ADOPTION: (Note Notice :m it he received in Sal This date must be provided when filed at to the date of final hearing). November 3, 1986 Salem .ati eas gr ``days pry ©r to the final hearing. D CD. because provisions for comments are tied Ci ty or County) Request by Bethany Associates for a Comprehensive Plan Amendment from C-P (Commercial Professional) to CP and C -G (General Commercial) and a Zone Change from C-P (Commercial ` Professional to C -P and C=-G. Location: Southeast corner of SW North Dakota Street and S chol l:, Ferry Road (WCTit 1 S 1 34BC lot 401). a. Size et Affected Area: b. ®1 �]'1: bn '�Areag see above (2) .y List Goals a eh :��.. ®ply the _ roen$a ) . (3) Lisp an � federal a der 1 � e local averment or _ l oal emi al estevics Direct woes and, ��.L n Keith L ideti Addax dam° a��de Cntet k--ed AFFIDAVIT OF HAILING STATE OF 6.1EGON ) County of Washington ) as. City of Tigard I, and say: That I am a The City of Tigard, Please Print Oregon. That I served notice of Public for Tigard City Council. of which the. attached is a copy (Marked Exhibit A) upon each of the following ` named persons on the day of d"` 1.95 by mailing to e each of them at the address shown on t attached list Marked Exhabit a) said notice as hereto attached, deposited in the United States Mail on the ' day of _(:)_c±c ....�.�.. , 198_40_, postage prepaid. ignature Subscribed day of ibed and sworn to before me on the t; . Y ARCHA K HUNT NOTARY PUBLIC -- OREGON. My Commission Expires,,, 24r 1 +• :4 NICE OF PUBLIC HEARING NOTICE IS HEREBY GIVEN THAT THE TIGARD CITY COUNCIL AT ITS (MEETING ON MONDAY, November 3, 1986 - AT_, 7:00 PM , IN THE TOWN HALL OF THE TIGARD CIVIC CENTER TOWN HALL -- 13125 SW HALL BLVD., TIGARO OR, WILL CONSIDER THE FOLLOWING APPLICATION: FILE NO.: CPA 10-86 ZC 18 -86 NPO # APPLICANT: Bethany Associates, LTD ONNER Same 5335 SW Murray Blvd. Beaverton, OR 9700; REQUE : w To review Planning Commission's recommendation for a Comprehensive Plan Amendment from C-- P(Commercial Professional) to C-P and C -G (Commercial General) an a and Zone Change from C -P (Commercial Professional) to C -P and C -G. LGCATgCi11V, Southeast corner of SW North Dakota and Schclio Ferry Road (WCTM 1S1 34BC lot 401)e (See Map On Reverse Side) Mu THE PUBLIC HEARING IN THIS MATTER WILL SE CONDUCTED IN ACCORDANCE WITH THE RULES OF PROCEDURES OF THE TIGARD CITY COUNCIL. TESTIMONY MAY BE SUBMITTED IN WRITING TO BE ENTERED INTO THE RECORD, FOR FURTHER INFORMATION, CO PLANNING . _ OtV PLEASE CONTACT THE CITE` RECORDER Blvd. PT` 9 t DER O G Hal DEPARTMENT AT 639 -4171 CITY OF TIGARD 13125 Oregon 97223, IsS44. nob If Mp,IVJi* ,;l/ e,W CAL,CO 1 1� CT, SPUR CT ■"■ N Veil THAT y11 I.0. 44,441 11r W SNOWSHOE 4 A 60T Tt WAIL M1'SLiT Rd r ONIIILM IM, 413111 C , a.r. _. CT Grp "litE OT 355 SW Murray Blvd. teaverton, OR 97005 u L'J i.. b SiFliZtriple.00 f P.O. Box 1310 ; . Lake Oswego, OR 91034 aichard Boberg jl 10660 SW North Dakota 4 Tigard, Or • 972'3 tamer & Vera Wieland 10440 NW • .° o rpan Drive Beaverton, OR 97005 1ichael' & Jeainne David 775'jSW Elm tsverton, OR 97005 it Sulaiman & Ebtisam Rajhi Al- Nosayan P.O. Box 1724 Portland, OR 9727 Nick & Catherine Chatzipetrru 6371 Fairlynn Blvd. Yorba Linda, CA 92686 Raymond A. HrabA c/o Cunningham; Lee Reed 1,385 SW 115th Tigard, OR 97223 Vincent & Martha Olson 12520 SW Scholls Ferry Road Tigard, OR 97223 Thomas & Jill Kucera, Clyde C, III R P.,1. Saylor RL & C Welch 711 SW Alder Portland, OR 97205 Portia and; Fixture Co . ' P„O. Box 5308 Portland, OR 97228 Sal «1 Builder i 5355 SW Hurray Sivd. Beaverton, OR 97005 C' CD 9, • 69 0 -� C> zm 0 o T m 0 n0 11 zz D C ? - y.,- 0 C Co n D 0 The following will be considered by the Tigard Planning Commission October, 7, 1986, at 7130 P.M. at Tigard Civic Center - Town Hall, 13125 SW Hall Blvd., Tigard, Oregon. Further information may be obtaned from the Director of Planning & Development at 13125 SW Hall Blvd., Tigard, Oregon 97223, or 1,,y I ailing 639- 4171. PUBLIC HEARINGS COMPREHENSIVE PLAN AMENDMENT CPA 6-86, ZONE CHANGE ZC 10486 NPO # 6 A request ,by Jame and Emma Jean White, Herbert and Betty Day- son, H.C. and Any Randall, Gary and Nadine Randall, Donald and JoAnn Rir dall, Health Resources, Inc., and William Brownson (AL- BERTSO :' ^i) for a Comprehensive Plan Amendment from Low, Me- dium Hit. , and High Density Residential to Commercial General and a Zone Change from R-40 (Residential 40 units /acre), R -25 (Residen- tial, 25 units/acre) and R-4.5 (Pe idential 4.5 units /acre) to C-G ommercial General) on property located south of Durham Road,' east of Pacific Highway, and west of 113th Ave. (WCTM 2S1 15BA, tots 100, 200, 300, & 400: 2S1 15A lots 2800, 2802, 2900, 3000, 3001, and COMPREHENSIVE PLAN AMENDMENT CPA 7-86, ZONE CHANGE ZC 15-86 NPO # 5 A request by Georgia Pacific for a Comprehensive Plan Amendment from Heavy Industrial to Light Industrial and a Zone Change from I -H (Heavy Industrial) in I -P (Industrial Park) and a Zone Change from I- H (Heavy Industrial) to I -P (Industrial Park) on property located at 14030 SW 72nd Ave. (WCTM 251 1DD lot 800), COMPREHENSIVE PLAN AME IDMEN7' (?A 8.80, ZONE CHANGE ZC 16.86NPOt!4 A request by Ellen C.:Jordling Istatc, Jerry and Natalie Scott, Gor- don S. and Gordon R. Martin, and George and JoAnne Nordling for a Comprehensive Plan Amendment from Low Density Residential to Commercial General and a Zone Change from R-4 d (Residential 3.5 unit /acre) to C-G (Commercial General) on property located at 7105, t: 200, 300, 301, . and 302), COMPSREHENSIVE PLAN Elmhurst MENDMENT CPA 9 146, ZONE CHAPIGE ZC 17.86 NPO It 5 A request by United First Feleral Savings and Loan for a Compre- hensive Plan Amendment fron4 Light Industrial to Commercial Gen- eral and a Zone Change from I -P (Industrial Park) to C-G (Commer- cial General) on propert" located at 15995 SW 72nd Ave, (WCTM 2S1 12DC, tots 700 and 701). COMPREHENSIVE PLAN AMENDMENT CPA 10-86, ZONE CHANGE ZC18- 86NPO Sit 7 A request by BethLny AsSociates'for a Comprehensive Plan Amend- ment from OP (Commercial Professional) to C -P and C-G (General Commercial) and a Zane Change from C -P (Commercial Profession- al) to CP and C•G on property located on the Southeast corner of SW North Dakota and Scholia Ferry Road (WCTM 151 34BC lot 401), S he street � TREET NAME CHANGES A request by the City of Tigard to change S names Of the following public rights-of-way: ay: Colony Creek Place to Fanno Creek Place (tIn WCTM 2S1 12BB) Fanrio Creek Place to Fanno Creek Loop (On, WCTM 2S1 12BB) Aberdeen Place to Katherine Street (On WCTM 2S1 4AB) TT6834 = Publish Sept. 25, 1986 0 Z o c:' to � � a) m aC.) � r- REQUESTS FOR GENTS Tip: ` ^W Rr.<* ��/!, DATE __........ aamk ia 9SL FROM: Tigard Planning Department RE: CPA 843 -86 ZC 18 -86 Request b BETHANY ASSOCIATES_Atyfijann Amendment from C -P (Commercial Professional) to C -P and C -G S,Genegal Co,rarer:ial) �.._. ...._.mom ,. and a Zone Change from C-P (Commercial Professional) to C-•P and C -G. Located: . SE Corner of SW North Dakota St and Scholia Ferry Rd IWCTl1 1S 8 34BC 4 01) Attached is the Site' Plan and . applicant's statement for your review. From • • a from other information supplied by var•ioaas departments. and agencies and • information available to our staff, a report and recommendation will be prepared and a decision will be rendered on the proposal in the near future. If you wish to comment on this application, we need your comments by _September 23 l9 86 You may use the spac:a provided below or attach a separate letter to return your comments. If you arm ;,unable to respond by the above dmte please phone the staff contact noted below with your comments and your you comments i nts n writing as soon as possible. If you have any questions regarding this matter,, contact the Tigard Planning Department, P.O. Box 23397, Burnham arid' Ash Ave., Tigard, IR 97223, Phone: 639 -4171 . DT$FF CONTACT: Keith Liden PLEASE CHECK THE FOLLOWING ITEMS THAT APPLY: We have reviewed the proposal and have no objection \s to it Please a ntaact of our office Please refer to the enclosed lett -ar. Written comments: Name of Person Commenting:, Phone Flo (1(51:pm/O356P) NOTIFICATION LIST FOR ALL APPLICATIONS 1. qr''/ NPO No. CPO No. 2. CITY DEPARTMENT Ge Building Inspector City Recorder Engineering- -RFAdy 3. SPECIAL DISTRICTS TuaLit in R , F . P . D . Washington Co. F.D. N Tigard W.D. Metzger W.D. AFFECTED JURISDICTIONS /Boundary Commission ,_ -__, y Clt of Beaverton METRO Planning Department 5, STATE AGENCIES Parks & Recreation Board Police Other School Dist. No. 48 (Beaverton) School Dist. No. 23J (Tigard) Other Wash. Co. Land Use & Trans. Dept. Brent Curtis Kevin Martin Other Aeronautics Div. (ODOT) DOGAMI Engineer Division of State Lands Board of Health Commerce Dept. — M.H. Park Highway Div. - Lee Gunderson Fish & Wildlife Parks & Recrea. Div. (000T) r/ / LCDC Subdivision Supervisor PUC Dept, of Energy Fire Marshall Dept. of Envirbn. Quality Other FEDERAL AGENCIES Corps of Eng iners Post Office SPECIAL AGENCIES General Telephone Pacific Northwest Bell Northwest Natural Other Portland Gener °al. Electric Other Pm/0257P ti) LIST OF PROPERTY OWNERS WITHIN 250 FEET OF 1 S1, 34BC, TL 401 The Application of Bethany Associates, Ltd. for a Plan Amendment and Zone Change August 1986 Tax Map and Lot Owner and Address 1S1,33AA TL 4400 TL 4500 1S1 , 33AD TL 100 TL 200 Wieland, Rainer and Vera 10440 NW Tarpan Drive Beaverton, Oregon 97005 David, Michael K and Jeanne R.. 5775 SW Elm Beaverton, Oregon 97005 Al- Nosayan, Sulaiman M & Ebtisam Rajhi P.O. Box 1724 Portland, Oregon 97207 Chatzipetrou, Nick and Catherine 6571 Fairlynn Blvd. Yorba Linda, California 92686 Hrabik, Raymond A. c/o Cunningham, Lee Reed. 13385 SW 115th Tigard,, Oregon 97223 Olson,, Vincent & Martha 12520 SW Scholls Ferry Rd Tigard, Oregon 97223 Kucera • Thomas & Saylor, Clyde C, III & 'R. J., . Welch, R. L. & C, et, al 711 SW Alder Portland, Oregon 97205 TL 2300 same as, TL 2300 Portland Fixture Co. P.O. Box 5308 Portland, Oregon 97228 S & J Builders 5355 SW Murray Blvd. Beaverton, Oregon 97005 Stroemple, George R. and Marla J. P.O. ox 1810 Lake ego, Oregon 97034 WOF TWARD 13125 S.W. Hall Blvd, E u,� , P.O. Box To Tigard, Oregon 97223 s N . UNABLE TO FORWARD DDR ESSED' Thomas & Jill Kucera Clyde C, III R R.J. Saylor RL & C Welch 711 SW Alder Portland, OR 9,7205 ... �.. CITYOP TIARD 13125 SW Hail Blvd. P.O. Box 23397 Tigard, Oregon 97223 .31ijER NOT DELIVERABLE AS ADDRESSED Sulaiman & Ebtisam Rajhi Al -No sayar P.O. Box 1724 Portland, OR 97207 it .,lo�.ttIE1��0r ill it Of. r�t�a�i i A Request to Amend the Comprehensive Plan and Rezone a Portion of a 5.4 Acre Site at the intersection of SW Scholls Ferry Road and SW North Dakota Avenue Tigard, Oregon submitted by Great Northwest Management Company through the development partnership Bethany Associates, Ltd. 1• r i DEVELOPMENT TEAM Owner: Bethany Associates, Ltd. Robert Johnson, General Partner c/o Great Northwest Management Co. 5355 SW Murray Blvd. Beaverton, Oregon 97005 Planning and Development Consu'l'tant: Architect: Economist: Traffic 'Engineer: Gordon E. Davis, AICP 1020 SW Taylor Portland, Oregon 97205 David E. Waldron & Associates. 135 SW Ash Portland, Oregon 97204 Hobson. & Associates B13 SW Alder w��y Portland, Oregon 97 ?05 Kittelson & Associates 512 SW Broadway Portland, Oregon 97205 C au .r I CENTER II A Neighborhood Office and Retail Center THE REQUEST Exhibit 1 illustrates the site for the proposed Center II -� Neighborhood Office and Retail Center. The site is 5.4 acres in size and 4.8 located on the southeast corner of the i ntersec +.ion of SW Scholls Ferry Road and SW North Dakota. Avenue. The site is presently zoned CP - Professional /Administrative Office C;,mmercial The specific request is to amend the City °s Comprehensive Plan Map and the Zoning Map (Ordinance 83 -24) to 1) 1.5 acres CP — Professional Office Commercial 2) 3.9 acres -- CG General Commercial THE SCHOLLS FERRY CORRIDOR The site is in the center of an area often called the . holls Ferry Corridor. 'This 2.5 mile corridor extends from Highway 217 west to the edge of the urban area slightly west of Murray Blvd. Scholls Ferry Road is the dividing line between the cities of Beaverton and Tigard. The central portion of the corridor in the vicinity of the site is generally known as the Greenway or Summerlake area 1970 s with the major On—The—Green experienced significant. growth in the t The eastern portion of the corridor experienced Development in Beaverton and other p'ojects in Tigard and Beaverton. The 11.4 acre GrVenwaysTownwCentereshopping 1 constructed dur1��g0`�hiastit� did throughout the metropolitan center was also Growth slowed during the early 1980's g p n area Recently, the corridor has once again become the focus for major development. This time, the western portion of the corridor has been the center of activity. In fact, while the Sunset and 217 Corridors have been "hot" for industrial and' office growth, the Scholls Ferry Corridor has been hot for residential growth, particularly in higher value multi—family projects. Pin LEGIBILITY: STRIP ONO OM' OMR 11. Olt awe sm OMR 1.11 4On NPO gli lie 104 owl Imo Changes in the Sch,olis Furry Corridor Since the adoption of the Tigard Comprehensive Plan in November 1983, within one mile of Scholls Ferry Road„ (south to Walnut/Tiedeman in Tigard, north to Brockman in Beaverton' a total of 752 acres have been approved to accommodate 6144 housing units /1 In addition, a significant amount of non — residential industrial and commercial development has occurred in the vicinity of Highway 217. While all this change has been going on there have been other changes as well. Since the City's plan was adopted in late 1983, it has been amended twelve times, involving 61.7 acres. Of that amount, 33.3 acres have been conversions from CP Professional Office to residential and industrial uses. Table 1 lists amendments throughout Tigard. Looking at just the Scholls Ferry Corridor, ei a'';t amendments to the Ti g ,rd and Beaverton Comprehensive totaling g 4, c a pp rov ed since the Tigard plan was adopted. Table 2 liststhese amendments. In addition, in 1985 the Beaverton School District declared three of its school properties as surplus. Two of those properties (totaling 32.1 acres) are within the Scholls Furry Corridor and Loth are less than one half mile from the site The 7.1 acre site in Tigard in the vicinity of SW 115th and Springwood Drive was recently sold and approved for 33 homes. The School District has entered into a preliminary development agreement on the 25 acre Middle School property on Sorrento Road in Beaverton, (approximately 500 feet north of the proposed Center II project). Discussions with school district officials indicate that current plan., anticipate 400 500 housing units on that property. Table 1 TIGARD PLAN AMENDMENTS AND ZONE CHANGES Since Plan Adoption, November 1983 Location 7150 SW Sandberg Rd 9815 SW Walnut Place 12528 SW Scholls Ferry Rd. 13370-13490 SW Watkins Pacific `Hwy /Beef Bend Rd. 11730 SW Greenberg Rd. 10580 SW McDonald 10855 SW Greenberg Rd. I -5 /Carmen rid /SPRR sw corner :Bonita Rd /SW 79th SW Sandberg Rd. /SW 72nd 9655 SW McKenzie Change From To IH CP R12 R25 R7 CP R3.5 CG CP R40 R4.5/R12 CN R12 CG IP CG R12 IP R4.5 R7 CP IP CBD R25 Acres 3.8 2.9 1.4 2.2 4.3 .8 .5 [2.9 9,4 2.5 29.0 2.0 1 /Beaverton and `i°igard files Table 2 SCHOLLS FERRY CORRIDOR PLAN AMENDMENTS AND ZONE CHANGES Beaverton and Tigard Since Tigard Plan Adoption, November 1986 Pro c.,._t 12528 SW Scholls Ferry Rd. Lantana Meadows Quint Terrace SW Scholls Ferry /Sorrento Regency Height Hart Meadows Dobaj Heights SW Scholls Ferry /121st Change From To Acres R7 CP 1.4 R7 R5 13.2 R7 R5 2.7 R5 OC 2.5 R7 R5 5.0 R7 R5 3.4 R7 R5 4.8 R5 R2 8.5 Table 3 IMPACT OF CHANGES WITHIN THE SCHOLLS FERRY CORRIDOR Since Tigard Plan Adoption, November 1983 Proact 12528 SW Scholls Ferry Rd. R7 CP 1.4 -Q houses Lantana Meadows R7 R5 13.2 +28 houses Quint Terrace R7 R5 27 +6 houses SW Scholis'Ferry /Sorrento R5 OC 2.5 -18 houses Regency Height R7 R5 5 O +11 houses Hart Meadows R7 R5 3.4 ' + 7 houses L R7 R5 4.8 a�10 houses Doba' Heights . " "SW Scholls Ferry/121st R2 8.5 +99 houses y/ t R ScAool Site 115th /Springwood School R4.5 7. 1 +33 houses School Site _, Sorrento /Scholls School R7 /R2* 25.0 +1 28- 500 *houses +295-676 houses *Present zoning would as much as 128 housnunis on nithe site School �� �uld allow discussions indicate District ,)1 ans are not yet finalized although preliminary between 4C0 -500 housing units may be appropriate. t Table 3 Iii ;ts all of the 'knd use changes that were not anticipated in either the Tigard or Beaverton Comprehensive Plans but that have occurred within the Scholls Ferry Corridor since the adoption of the Tigard Plan. Depending on the final plan for the surplus Middle School site, at least 300 to as much as 650 housing units will have been added into the corridor as a result of plan amendments and other unforeseen events. Two of the plan changes listed on the table have occurred at the intersection of Scholls Ferry and Sorrento /North Dakota. In both cases, small low density residential sites (1.4 acres and 2.5 acres) ware converted to office uses to accommodate existing offices or to accommodate comparable neighborhood oriented office uses. Future Development Trends Within The Corridor Indications within the industry point to a slowing of growth in new projects in the next few years withn the Scholls Ferry Corridor. The explosive growth and change in the corridor over the last three years is leveling out although many projects, that have already been approved will still be coming into the market in the next one to two years. For the most part, approved and constructed projects have set the pattern of development throughout most of the corridor and the next few years will see that pattern filled in as projects are completed and occupied. CENTER II THE PROPOSAL, Great Northwest Management has been a part of the growth of the Scholls Ferry Corridor with its recently completed Meadowcreek Apartment project immediately south of the proposed Center II project. Meadowcreek contains 304 apartment units and is now over 800percent fillrhd. Originall y in combination with the owners of the Greenway Town Center, and now on its own, Great Northwest Management has been convinced that there was a need for additional retail space within the corridor, particularly within this central portion of the corridor and, for uses that are complementary to the existing Greenway Town Center. Great Northwest Management was equally convinced that there was not a need for offices of the size tnt the 54 acre site would accommodate since no office developers would even make an offer on the site a an the only y inquire` that at were received were from small office, medical /dental practices and othe r small a11 professional practices (insurance, real estate, counselors) who primarily serve the .local area. Denied in its original request of the city to convert the antire 5,4 acres, to CG, Great Northwest Management commissioned Hobson & Assoc,lates, Portland based economists and market analysts, study of existing and to conduct a detailed stud ,space within the greater Ferry projected a� er Schol is ro ected needs for office and retail corridor. That analjsis and its findings are presented in Appendix A of this application:. In summary however, the Hobson & Associates work arrives at several. conclusions With regard to the demand for and supply of office space- - 1. There is too much built office space in what they call "regional office space" (Class A) and in "community or neighborhood office space" (Class B) within the market area, ▪ Of the vacant zoned office land, 80 acres will be used for Class A office space and 82 acres will be used for Class B office space, . Existing vacant built office space and the vacant zoned office land are well in excess of what projected population will require in the year 2005 for Class B office space, and 4. Despite the excess of built space and zoned vacant land, the location of the site in relation to the Greenway Town Center, the Scholls Ferry corridor and the road network will support a small (considerably less than 5 acres), community or neighborhood oriented office site. With regard to the demand for and supply of non - grocery retail space 1. There is shortfall of 145,100 square feet of neighborhood oriented retail space to support the needs of the existing population within the market area, 2. There is' a particularly acute need today for auto service facilities within the market area, While there is adequate vacant zoned commercial land within the market area to accommodate the 145,100 square feet of shortfall if it were built today, the vacant land is not properly located to serve today's population and therefore is the reason the land is not being used today, Projected population at 2005 will use up all of the vacant zoned commercial land within the market area and still be short 19.8 acres to accommodate the needs of that population, The site is particularly well suited to meet some of the present shortfall because of its relationship to the Greenway Town Center and its central location to the existing population and the growth expected in the next two to three years. I The Hobson & Associates work confirmed the "developers intuition" of Great Northwest but went much further to provide great clarity to exactly how a development program should be put together on the site However, in the previous request before the city, there had been some confusion about the possible traffic impacts of the requested change, particularly since some of the anticipated improvement, (SW North Dakota and the signal at Scholls and North Dakota) were not installed. To relook at this important question and to provide additional guidance to preparation of a specific development program for the site, Great Northwest hired Kittelson & Associates, traffic analysts and engineers. The Kittelson & Associates analysis is contained in Appendix B of this application. In summary, however, their analysis arrives at several conclusions: 1. There is consistent backup at the North Dakota/Scholls r'erry intersection during the 5:00 6 :00 pm peak period. However, the average stopped delay experienced by all drivers at the signal is less than 15 seconds per vehicle on Scholls Ferry. 2. Traffic volumes and intersection delay rank the intersection at level of service B during the evening peak period, well above minimum design standard (the level of service standard run from "A" where there are, essentially no delays to "F" where delays are in excess of 60 seconds -- level of service D is the lowest acceptable level for design standards). Scholls Ferry Road is scheduled am 'cu ding committed from both Washington County ; g ty and the State Dept f Transportation for reconstruction to a five lane arterial between Highway 217 and Murray Blvd. The reconstructed Scholls Ferry Road will maintain the present level of service B at the North Dakota /Scholls intersection well past 1990 and . will eliminate f6ost of the intersection backup. 5. The proposed zone change will generate more traffic than the current zoning. Development of the property under either the existing zoning or under the proposed zoning will have approximately the same impact on the overall operating capacity and level of service of the intersection. Development of the property under either the existing zoning or the proposed zoning will have a minimal impact (less than 6 percent) on the . capacity of the intersection Full access to the property should be from North Dakota with limited, right- turn -in /right -turn -out access on Scholls Ferry. From the Hobson work, and with the additional design guidance from the Kittelson study, the specific development program of Center II emerged and this new request to the City was framed. LEGIBILITY STRIP Center II - Concept Development Plan Exhibit 2 illustrates the Concept Development Plan for renter II - a Neighborhood Office and Retail Center. There are thr €'2 components to the plan. 1) A Gas Station /Auto Service Center = 1.0 acres 2) A Neighborhood Oriented Medical /Dental or Small Professional Space Office Building - 1 or 2 stories - 20,000 to 28,000 square feet = 1.5 acres 3) A Neighborhood Retail Center -- physically connected to the Greenway Center with pedestrian walkways - physically connected to the Meadowcreek apartments with pedestrian walkways - approximately 40,000 square feet = 2.9 acres Total = 5.4 acres concept plan has several additional important features: The center is not designed to compete with the existing Greenway Center but rather to expand and complement the existing center consistent with current shopping center development trends and the one -stop shopping concept described in the Hobson work. The center is designed to maximize pedestrian access to the site, particula►ly from the Meadowcreek project, but also from the housing to be built across SW. North Dakota. The center is designed to have its principal auto access from SW North Dakota with limited auto access from Scholls Ferry and from the Meadowcreek project. With the gas station /auto service center at the North Dakota/Scholls Ferry intersection, access will either be from North Dakota or the retail center - -no access will provided directly to Scholls Ferry Road. Center II Implementing the Concept r work to fully implement the Center II concept. The present zoning will not y p Ge Neither the gas station nor the retail center can be built within the Professional Office zone. A CG zone is required to implement this portion of the plan. The medical /dental /professional office portion of the plan can be present change Therefore, changing 3.9 acres of the property from CP to CG will allow the concept to ► e implemented. It is obvious from inspection of the Concept Development plan, that the specific shape, and location of the office project, ard therefore the CP zone+ is dependent on the final design of the center. The ,'equest to leave 1.5 acres of the site CP can only be fixed in shape and location when a final center design comes back before the city through Design Review. The additional request of this application is to amend the Comprehensive Plan and Zoning Maps to indicate a general location for the CP Office Commercial but that the final exact shape and location of the 1.5 acres of CP be determined at the time of approval of a final Site Development Plan for the property. I� CRITERIA FOR AMENDING THE COMPREHENSIVE PLAN AND ZONING MAPS 1 The Tigard Comprehensive Plan outlines general standards for amending the Comprehensive Plan Map and directs the Community Development Code to provide more detailed standards. The Plan's general standards include (Chapter 1, Implementation Strategies, 2.): 1. The change is consistent with applicable plan policies; 2. A change of physical circumstances has occirred since the original [map] designation, or 3. A mistake was made in the original land use designation. Section 18.22.040 of the Tigard Community Development Code (Ordinance 85-07) establishes detailed standards that are to be used to make a decision regarding a request to amend the plan and zoning map through a quasi - •judicial procedure. A request for such an amendment must therefore address these standards as a part of its application. 'these standards include: 1. Statewide Planning Goals 2. Applicable Comprehensive Nan policies 3. Applicable standards of the Community Development Code 1 I I 8 I 4. Evidence of: %a change in the neighborhood or community, or _. a mistake or inconsistency in the plan or map as relates to the property 5. Evidence that the change will not adversely affect the health, safety and welfare of the community. Statewide Planning Goals 18.22.040 (q)(2) states that statewide s must be addressed inC planning p d a goal quasi — judicial amendment until acknowledgment of the Tigard Comprehensive Plan acid ordinances." The city's ComP reher s i ve Plan and Community Development Code were acknowledged by the Land Conservation and Development Commission on October '11, 1984 Thi standard is no longer applicable. t Applicable Comprehensive Plan Policies The city's Comprehensive Plan includes 93 pages of: ▪ statements of intent and purpose ▪ findings • policies ▪ directives ▪ implementation strategies . locational criteria Not all of these materials are applicable to each proposal. However, some of the directly applicable are addressed below. 2,1.1 The city shall maintain an ongoing citizen involvement program and shall assure that citizens will be provided an opportunity to be involved in all phases of the planning process. Comment. The three implementation strategies assign the responsibility to implement this policy to the city. However, the applicant and his representatives have met once with merchants from the Greenway Town Center, to discuss this proposal. A second meeting will be held ririor to the Planning Commission. A meeting with represent Ives of the Neighborhood Planning Organization wi 1 also occur prior to the Planning Commission hearing. The city shall maintain and improve the quality of Tigard's air quality.., Comment: Implementation strategies suggest that the city should promote unnecessary vehicle trips by creating an efficient land use pattern that will encourage pedestrian and transit use and will reduce miles traveled for various trips. The Hobson & Associates finding that there is presently a shortfall of 145,100 square feet of neighborhood retail space within the market area suggests that lengthy trips are presently being made to satisfy some of the shopping needs of the immediate area. The addition of the proposed retail space will satisfy some of those needs, shortening some trips and eliminating others because of a greater range of stores available for one stop shopping. The city shal l promote activiti,s aimed at diversification of the ec onomic opportunities available to Tigard r esidents with particular emphasis place on the growth of the local job market. Comment: The Hobson work clearly shows that the site is unsuitable for regional office space (Class A), that both Class A and Class B office is over built today, that the amount of vacant zoned Class B office land is substantially in excess of the requirements in the year 2005, but that this site has characteristics that make it suited for a small Class B, neighborhood oriented office. Based on these findings, maintaining the existing zoning will hinder the achievement of this policy. Amending the zoning as in the request will promote this policy by matching the site with the real potential For accommodating local office uses and thereby employment opportunities. Retail uses for which the Hobson work shows a substantial' unmet need, will also promote this policy with its employment. 5.1.4 The city shall ensure that new commercral...development shall not encroach into residential areas that have not been designated for commercial...uses. Comment: The site is presently designated commercial. The requested change will allow a broader range of commercial uses including those uses allowed under the present zoning. The present zoning meets this policy and the proposed zoning will not materially change the relationship of development of the site to the surrounding uses. Surrounding uses include retail commercial to the east, office commercial across major roads to the west and north, and high density residential to the immediate south. Specific Implementation Strategies that are consistent with the proposed change include: The City's Community Development Code shall incorporate revisions needed to remove unnecessary obstacles which may deter new economic activities. Comment: The Hobson work shows that the present zoning is an obstacle to allowing the property to meet siv.ificant market needs within the area In the process of administering the City's Comprehensive Plan, careful consideration shall be given to the economic implications of all proposed policies, programs and regulations. Comment: The Hobson work shows that existing plan and zoning designations have a significant negative economic implication to the effective use of this site and to the inconvenience of residents in the Scholls Ferry corridor to obtain needed retail goods and services. The city shall identify regional economic needs...and take appropriate action to ad jrst local policies to respond to..,- regional concerns and needs, t I 1 1 l'i 10 Comment: The Hobson work shows an imbalance in the amount of zoned, vacant office and retail land (too much office land and not enough retail land) within the general Scholls Ferry corridor, This is land in Tigard, Beaverton and Washington County. Approving this request will work toward correcting that imbalance and is consistent with this Implementation Strategy. 10. The City shall develop and implement an economic development program. compatible with the potentials and constraints of the City and will: c) Aid in the effective utilization of the land, energy and human resources Comment: Effective- -not speculative -- utilization of land is an important objective in economic development. This strategy is clearly directed toward that objective. The Hobson work shows that the proposed rezoning is not based on speculation but on a real need for additional retail goods and services and a lack of need for office space. The city shall encourage the expansion and use of public transit by: a.' Locating land intensive uses in close proximity to transitways. Comment: Two bus lines serve the site Development under either existing zoning \or the proposed zoning will t`upport transit service in the area However, the Hobson analysis illustrates that the site is not likely to be effectively used because of its inappropriate zoning. Approval of the rezoning request will therefore allow effective use of the site and promote this policy. The city shall encourage land use development which emphasizes sound energy conservation... Cc.mment The Hobson work illustrates that a significant amount o` the neighborhood retail shopping needs are not being met within the Scholls Ferry corridor. People are finding the goods and services they need by shopping outside the corridor area, making unnecessary trips or extra length trans, Expanding the . amount and types of retail services and creating zoning appropriate for neighborhood office needs will promote energy conservation consistent with •this. policy. .1 The City shall: a. Provide fore commercial 'de,.'elopment based on the type of use, its size and required trade area Comment: The city "s Comprehensive Plan has always considered this site and the entire section of Scholls Ferry Road between 121st and SW North 'Dokota as location for commercial uses.. The p request does not alter this basic olicy H owever, the j request does, on the basis of a detailed of existing projected market for office and retail trade,,‘ refine the Plan's designation of commercial to more specific types and sizes of commercial uses. The present type and s i z* of z -n i ng is inappropriate in relation to the requirements of the trade areas Specific Locational Criteria 2. General Commercial (1) The commercial area should not be surroundeu by residential districts more than two sides. on Comment: A tesidential district abuts only one side of the site. (2) Access ( ) The proposed area,,,shall not create traffic congestion or a traffic ' safety problem, Comment: The Kittelson analysis demonstrates that the proposed rezoning traffic safety g does not create y problem and that the overall traffic impact is minimal on the adjacent roadways and intersections in comparison to existing and projected traffic volumes and does not change the overall capacity and level of service of those facilities from existing zoning, (b) The site shall have direct access from a major collector or arterial a1 Comment: The site has full access from SW North Dakota, a major collector and ` nd limited access from SW Scholls Ferry Road, a major arterial. In addition, the site has direct ptdes riar access to the residential project t- the immediate south, and todeaut^ � as access he residential project to the south l imii e� auto access from t to the commercial project to the east. c area. Public transportation portation shall be available to the site or ger2ral Comment: The site is currently served by 4fwo bus lines on Scholls Ferry Road. ) Site Characteristics: size which can accommodate present and 8 1 1 1 1 Comment. As the Hobson analysis shows, substantial existing analysis there is a projected demand for General Commercial type uses within the trade area that is unmet by existi rn y � Amercial centers and cannot be aotquately met by et b zoned vacant commercial lands The site is easily of a size to accommodate many of those uses (b) The site shall have high visibility. Comment: The site is relatively flat and has clear visibility from Scholls Ferry along its frontage and in an east and west direction for some distance. The site is visible north of Scholls Ferry on Sorrento for 500 to 1000 feet, The site is fully, visible from SW North Dakota. The site is fully visible fros uses to the west and north. (4) Impact Assessment: (a) The scale of the project shall be compatible with the surrounding uses. S Comment, Tne General Commercial portion of the proposed change wil r be similar in the scale of buildings, parking, operations, lighting, noise and other factors as the Greenway Town Center immediately adjacent to the east. However, whereas the- center is 11.4 acres, the proposed General Commercial zoni 1g on this site is only 3.9 acres. The residential project to tree immediate south is developed at the second highest density ailowee in the city. All if the residential units are two stories whereas the General Commercial uses on the site will be single story. If the site were to be fully developed with the existing zoning - -which the Hobson analysis tells tha•', it won't - -the buildings would most likely be two story, generally more massive than the one story retail buildings that will be built with the proposed zoning. The properties to thew t and north are zoned for office commercial uses. While smaller sites, th.4 scale of those developments will be mpatible with th6 General Commercial uses on this site under the proposed zoning. The site configuration and characteristics shall be such that the privacy of adjacent non — commercial uses call be maintained. Commen g`: As Exhibit 2, the Concept Development Plan illustrates, landscape buffers and good separation can be attained between the com!*ercial development of the site and the apartments to the south. This can be accomplished while also providing direct pede5.tri n and limited auto connections between the two sites, thereby promoting a transportation efficiencies alid other conveniences. (c) It shall be possible to incorporate unique site features into the site design and development plan. Comment: The unique features of the site are. . its immediate physical and visual relationship to the Scholls Ferry /North Dakota intersection, . its immediat relationship to the high density residential project to the suth, 13 • its immediate pro: imi ty to the Greenway Town Center. The Concept Development, Plan illustrates how each of these unique features can be maximized in the design of the center, through features like: POPOding direct pedestrian access from the residential area and the Greenway Town Center, • providing limited, but direct auto connections from the residential_ project to the south into the project, ▪ accommodating a gas station /auto service center at the Scholls Ferry /North Dakota intersection without interfering with traffic movements,, . providing full access from North Dakota where turning movements can be easily accommodated The associated lights, noise and activities shall mt interfere with adjoining non — residential uses. Comment: Lighting will be directed primarily to the interior of the site and buildings will tend to screen parking, building and signing lights from the adjacent properties -- residential' and non—residential. As the Concept Development Plan illustrates, it is possible to confine the majority of auto' and pedestrian activities away from the edge of the property, particularly to the adjacent residential property. In addition, the closest residential visit is 50 feet from the property line, separated by w° ti'esidential roadway on the adjacent property. Overall, the operating characteristics of the General Commercial areas will be similar to the Greenway Town Center immediately adjacent to the site. 3. Commercial Professional Comment: The site is presently zoned Commercial Professional and therefore meets the general locational criteria for that use The retention of 1.5 acres of Commercial Professional uses is consistent with those criteria. the Hobson analysis points out, the present the r i ng Howfl Nor, as does �,.-, +$ ommercial Prof essional t meet t of 5, 4 acres for Commercial for size and location for Class A 'regional office so space" � . Their report al finds that site des not meet hat the the s7ze criteria for C l ass B space in that it is too large. Their assessment that a 1.5 acre portion of the site to remain Commercial Pofessional does meet the criteria for site. and location for C1, space even in spite of Class '� office spa�:e -- excess of built and zoned vacant office land i th tht trade, area today and still in the a ear 2005. . 1 i 1 1 1 if Applicable Standards of the Tigard Community Development Code 18.62 C —G (General Commercial District) 18.62%010 Purpose The Purpose of the General Commercial area is to provide for major retail goods and services. (1) The uses classified as general commercial may i nvol vi: drive—in services, large space users, a combination of retail, service, wholesale and repair services or provide services to the traveling public. (2) The uses range from automobile repair and services, supply and equipment stores, vehicle sales, drive —in restaurants to laundry establishments. (3) It is ►mended that these uses be adjacent to an arterial or major collector street. Comment: The Hobson analysis finis that there is a substantial need today and in the future for retail goods and services in the categories of hardware and building materials, gas stations, drug stores, personal services and miscellaneous retail. They also find that exitting space and vacant zoned land cannot meet that need today and in 2005 within the trade area This site is on a major arterial and major or collector and meets �j the locational criteria contained in the co:nprenensive Plan.. Given these findings, the propcl,ed zone change meets the purposes of the General Comr_: cial district. 18.J64 C -P (Professional /Admini.trativ e Office Commercial District 18.64.010 Purpose (a) The purpose of the C—P zoning district is: (1) To provide for groups of business and o ff1t:04, in (2) dstrctm�ande location areasofmore � intermediate uses between residential development; (3) To provide opportunities for employment and for business and professional services i close proximity to residential neighborhoods and major transportation facilities; (4) To expand the City's economic potential; (5) To provide a range of compatible and supportive uses; and (6) To located office employment where it can support other commercial us rs, The trade area will vary and may extend outside the community, Cortmentc The site is peL-ently zoned CP and therefore meets these general statements of pure,; e. However, as the Hobson analysis finds, centers; 15 the Cite does not meet the location criteria for Class A "regional office space1 . The analysis also finds th at the site meets the locational criteria for Class B community oriented office space but is too large in relation to the needs of the trade area for that type of space. To conduct their analysis, Hobson & Associates defined a trade area that did extend outside the City of Tigard. The site is close to residential areas, at the time the Tigard plan was adopted, the site was originally more of a buffer to adjacent residential areas to the north and west-- thoee1 uses, properties have since bean rezoned for office conirnerci the site is adjacent to a °commercial center and will, through appropriate sized community oriented office development, provide Pp employment opportunities adjacent to retail commercial uses and in close proximity to residential areas. EZ i der►ce of a Change i n the. NEi ¢ tlar d or Commun i t There has beer, dramatic growth in the Scholls Ferry corridor f Comment. The Tigard plan in November 1983. Tha. since the adoption of the T' growth and its resulting impacts are expected to continue for the next two to three years even though new applications are declining. While this growth is certainly changing the neighborhood and surrouoding community, for the most part it was anticipated, if not in pace, certainly in substance, in the comprehensive p "lans. of Tigard, Beaverton and Washington County. ver, there have been other changes within the City of Tigard rlowe � and the Scholls Ferry Corridor. Since the Tigard plan was adopted, it has been amended twelve tines: Within the Scholls Ferry corridor, the Beaverton and Tigard plans have been amended eight times. Within the corridor, these eight: amendments have added 134 41.5 housing units in excess of original zoning and have affected acres. Perhaps even move s ►gnifit ant than these changes is that in 1984, the reav2rton School D strict declared two school sites in the corridor as surplus land. A 7,1 acre school site in Tigard, less than one half mile 'rom the Great Northwest site '( iii s property was recently sold end platted for 33 single family homes site, is located The second site, a 25 acre middle Northwest site. This 500. feet north of � � under existing approximately oprdate 128 housiit units maior property can accommodate all public land although designates such zoning (Beaverton zones fend for public use on its Comprehe'sive Plan). The School te agreent with a developer which District has entered into an agreetent provide for up to SOO housing units in the site 1 16 The result of these plan amendments and, the abandonment of these two school sites is the addition of a minimum of 295 to as much as 676 housing units in the corridor, the majority of which (from 227 to 599) are less than 500 feet from the Great Northwest property. These latter amendments will add between 680 and 1800 new r ;si dents within 500 feet of the property. None of these changes were anticipated in the comprehensive plan and all represent significant change within the neighborhood -- change that is increasing the intensity of the neighborhood within the immediate vicinity of the Great Northwest property, and increasing the demands for retail and personal .erv-ices of the type that can only be accommodated on CG zoned land. Evidence of a Mistake or I ncons i stency_i n the Plan Comment: It appears that the Tigard Plan may indeed contain a mistake with regard to the amount of CP land that it contains. Two factors seem to point to this conclusion. 1. Of the 61.7 acres that have been the subject of plan0, amendments in Tigard, 33.3 acres have been converted from 0 CP to some other designation. The Hobson analysis of the market demand for and supply office land within a trade area in the greater Scholls Ferry Corridor found that there is almost 60,000 square feet of vacant Class B office space today and that by 2005, there will be an excess of 61 acres, of zoned office land over the actual demand for that land. It i important to realize that the mistake in the plan appears to be more one of the amount of CP land rather than its location. In fact, the Hobson analysis finds that despite the large o zoned, vacant gar p amount. of excess Class B office space and zon land, the Great Northwest site is a good location for a small Class B office buildin Rather than 5.4 acres of Class B g• ' office space, the Hobson analysis finds that in combination the zoned office lands to the west across North Dakota and to the north across Scholls Ferry, and with a retail use of the remainder^ of the site, a 1.5 acre Class B office (site will work particularly well on the Great Northwest site The second error in the plan appears to be in the amount of CG land allocated within the trade area The Hobson analysis finds that there is an unmet dem3nd in 1986 fog retail space of 145,100 100 s are feet or 16.3 acres of land within the trLde area In addition, the Hobson analysis finds that in 2005, the demand unmet by built space or vacant land will be 19.8 acres. Clearly the plan i n has erred by underestimating the need for y retail space and has under community level appropriately zoned and located CG land to meet the need in 1986 and in 2005. Rezoning 3.9 acres of the Great Northwest site to. CG will help correct that error. 17 • • m 0 W1 t and Evidence That The Chance V;iT, No�,Adversely Affect The Health, Safe Welfare of the community Comment. The Kittelsan traffic analysis finds that while there is more traffic gen,: ?rated by development under the proposed rezoning than under existing zoning, the difference is small The Kittelson analysis finds that the actual impact on adjacent roadways and intersections of develop. i ng undue exi sti ng,_or the proposed zoning is minimal (less than 6% of the capacity) and is not significantly different. The Kittetson analysis also finds that developing under existing or proposed zoning will not change the existing or projected level of service of the intersection. The recent installation of a signal at North Dakota and Scholls Ferry and the construction of North Dakota appear to have already increased the overall safety of this area The scheduled reconstruction of Scholls Ferry will continue to increase the general safety and efficiency of the entire area. The Concept Development Plan illustrates how the design of the site can actually work to decrease hazards within the area by providing direct pedestrian access from adj acent resi dertial areas to the proposed center and to the existing Greenway Town Center The proposed change will not adversely affect the health, safety and welfare of the community, but will enhance the safety and welfare of the area through some of the traffic and pedestrian facilities that will be provided and by providing goods and services immediately available to local residents. 18 ai APPENDIX A MARKET ANALYSIS OF DEMAND FOR AND SUPPLY OF RETAIL AND OFFICE IN THE GREATER S;HOLLS FERRY CORRIDOR HOBSON & ASSOCIATES Hobson & Associates Urban Land Economics /Market & Development Analysis . RKET ANALYSIS OF OFFICE AND RETAIL NEED A, Site W thih The School k Ferry Corridor Prepared For: Great Northwest M anagement August 1986 813 Southwest Alder Street, Suite 800 Portland, Oregon 97205 (503) 226-6 16 .,9 ' • i 1 1 1 1 Section Table of Contents p I INTRODUCTION AND SUN RY OF FINDINGS 1 Purpose . . • e . • • • • e • . 1. Definitions . • • • • • 0 • . . . e . Office Classifiavations Definitions 2 Standard Industrial Classifications • . 3 Retail Trade Area • • • • • • • • • 3 Projection Period . • . • . . . e • 3 Report Format • • • • • • . 4 Conclusions . • . • • . ' • • 4 Summary of Findings: Market Demand for Office: Study Area . . . • e • • •• 7 St �� • . 7 Proj ected Need for Office S ace • 7 Summary Of Findings Market Demand for Retail . . • • 0 • o . . . • 9 :grade Area . . . • o . • . • . . 9 Market Demand: 1986 . 11 Current Vacancy Patterns . • • . 11 Market Demand: 2005 . . 12 II MARKET DEMAND FOR COMMUNITY-ORIENTED PROFESSIONAL OFFICE SPACE . • . . 14 Public Need for Office Market Segment- ation • • • •• • . • fo • . . • • . 15 Classifications of Office Buildings 15 Regional Distribution of Office Space . r 17 Office Space Distribution in the Southwest Suburban Portland Market Area • • • . • • . . . . • . 18 Market Analysis for Office Space in the Study Area . • • 4 • •• 19 Study Area Definition • . . . e i . . 20 Of., fice Space Distribution in the Study r� Area . . e • • • • • . e . o a . o • o 20 Office Employment. Projections • . . ■ 22 Future Office Space Demand . . e e 23 Future Office Development Potential . . 23 Reconciliation of Demand and. Supply 24 Hobson & Associates... r Section /y„ Tab,l a o,E Contents a.., III THE MARK1'e ADDITIONAL RETAIL &AC's ITIP,S • • r) o w • o • o • o 27 Delineation of the Trade Area . . . . r 28 Retail Development nt Potential of the Subject Site . a . 0 . . . . . . 30 Demand Supportable Square Footage . . . 31 Supply: Existing Square Footage . 35 Reconciliation Current Residual Demand 40 Analysis of Retail Vacancy Rates in the Trade Area . . . 42 Future Demand . . . . • . • . • • 45 Supportable Square Footage in 2005 6 • 45 Future Supply: Vacant Land • . • . . 46 Reconciliation of Future supply nd Demand . . e . . s e . e . o . . . 51 LEGIBILITY STRIP ijo i 1 Table List of Tables 1 Definition of. Class i , Space • • • • • • 2 Summary of Southwest Suburban B and C Office • o On truCtion • • • • • • • • • Office Space e • o • • • Existing Office Space Supply, Tigard, Beaverton and Study Area • . . • • 4 Office Demand • 5 • T Vacant Land in Study Area • • • 0 • • Summary of Projected Demand/Supply of Class B Office Space in Study Area . • Profile of Tntde Area O 0 • i • Average Aaual Sales and Expenditures for the Trade .Area • • • • •. • • 0 0 C • • • Retail Expenditures in the Trade Area and Conversion to Retail Square Footage Supportable by Trade Area Residents • • 10 Existing Retail Space Within the Tade Area • • • • • • e o o a . Footage C �l Retail �'oota a in Centers in Prox imity to the Trade Area . 0 0 • • s • • • • • 12 Existing Retail Space Serving t he Trade Area • • . • • n • • • • 13 Analysis of Current Residual Demand for Retail Space in the Trade Area • • 14 Retail Vacancy Rates • o • r o • • e Retail Vacancy Analysis Causes of Vacancy 16 Increase in Retail, E Ptht,ures 1985 -2005 17 Calculation of Additional Oetail Space ce Neededby2005 m • • . • • Hobson & Associates Rat 16 18 21 22 24 25 29 32 33 37 38 39 41 43 44 46 47 J. Table List of _ Tables Page 18 :Inventor' of Land for Potential Retail Use . a . e a. 49 19 Potential New Retail space . 50 20 Residual Demand for Retail Space: 2005 . 53 I OFFICE STUDY` EA FOR PROPOSED OFFICE SITE o • • o d e • o • s • •• s e III TRADE AREAS OF MAJOR CENTERS OUTSIDE RETAIL TRADE AREA AND ILLUSTRATION OF PARTITION METHI OD 9 o e. • 36 Section I This report presents the results of Hobson & Associate& analysis of the existing and projected demand akld supply for office and neighborhood retail space within a market area surrounding a 5.4 acre site at the intersection of S.W. Scholls Ferry and S.W. North Dakota in the City of Tigard, Oregon. The site is owned by Great Northwest Management and is presently zoned. CP (professio4: al office) . This report covers the followin9 topics: The historic and projected patt ern of offic- building development in the study area. The ability of developed space and vacant, zoned land in the study are to meet projected demand for all types of office space. The characteristics of the site which determine the amount of office space which should be built. The characteristics of the site which make it attrac- tive for certain kinds of retail use. The need for additional retail space now and over the next 20 years in the study area. DEFINITIONS Certain technical terminology pertaining to the office and retau il real estate indust ry is used throughout ghout th 3 s rel= t. An understanding o f t he meaning of this terminology is important to communicating ncata.ng the results of this analysis Definitions of this terminology follows. Flobson&D ASsociates Office Classification Definitions [understanding the office space market hinges on defining two classif ieati.ons of suburban office space which serve different segments of the office market. While these classifications are not precise, they are generally accepted definitions from the Urban Land Institute :* s m have -eexcellent location near major Class �. Buildings which h y. ` transportation arterials, are usually at least three stories in height, attract larger regional tenants, are generally concrete and /or steel con- struction, command rents relatively high rents ($16 to $19 per square foot within Washington County) , and are managed professionally. t:i.ass A buildings draw tenants from a regional marker and are often referred to as "regional office space This type of office development tends to cluster a xound regional office centers such as Kruse Way, Washington Square, and the emerging Sunset Corri- dor. Class B. Buildings with good with location: wood frame � construc- tion , professional management and high tenant standards, and ineludes doctors and related medical services tenants. Class B buildings are normall y one or two stories and are located wa from major freeway intersections in areas landprices thus, can support the rases lower rents a ssociated with Class B office space. Class B buildings generally command rents of $10 to $12 per square foot and serve a locE l community or neighborhood market rather than a regional market. It is critical to note that the Class' B designation in no low quality way specifies a t building, but rather that Class B space, h as the new Nimbus Center under construction at suc compete with expen- sive and Scbol1sFers such as L does incoln t Center adjacent to save Cl ass space Washington Square. * Ina` rg DgYeiopraen4�. , , '"` , pg. Urban Viand �..���.t'�,it�'� 18 (1962) Standard Industrial Classifications (SIC) i codes 4re utilized in the retail market analysis to ,, tine difEerent classif icacicns of retail goods and ser- i4 s.* The retail demand for five SIC clacisifications were analyzed i,n this report. These cldsss ;fications were selected based upon their appropriateness for potential neighborhood retail uses on the site and include: SIC 52 (Hardware and Building Materials)„ , 554 (Gas Stations) , 591 (Drug Stores) ; 59 (Miscellaner' s Retail) and 72 `Personal Services). These classifioatic,,J exclude shopper goods such as automobiles, furniture, a•parel, and restaurants, which are more typically found in larger community centers, regional centers,. and in free standing buildings. Food Stores (SIC 54) were also excluded because the site is not appropriate fox a _supermarket. Retail Trade Area A retail trade area is defined as the geographic area from which the 'sustaining patronage for a shopping center is obtained. As a practical matter, the sustaining patronage generally acco‘inta for 85 to 90 percent of the centerns sales.** Projection Period A 20 year time frame was seiee ted as the appropriate period for projecting office and retail space demand since it is the planning period that most government jurisdictions use for their comprehensive plan. Developed by the Statistical Policy Division of the Executive Office of the President of Management and SL dgetQ Government Printing Office, ce, Was aington D.C. See UL', ,Shopping DRaglsagilLent Handbook. kid .s.. " Ad " Resea :h Trove ig . 11 l Market Research for Shopping Centers New York: 1980) . REPORT FORMAT "7:ne findings presented in this report are summarized in the following subsections "ConcclusionsQB and '"Summary of Findings". The supporting data and analyses are then discussed in detail in Section II and III of this report. Section II begins with a thorough discussion of Class A and B office spar = i e, and the pattern of their distribution in the. study area The characteristics of the sarket which suggest Class B office development as the most appropriate type office space on the site are discussed. Finally, a demand/supply projection for office space in the study area is presented for the' 20 year time frame, 1985 to 2005, and conclusions are drawn regarding the ab, lity of the area to meet the local community need for Class 13 office space. Section iii presents the results of the analysis of the need for additional retail space in the delineated trade area. The retail development 174;1.-..ential of the subject site is analyzed, and tale reti:ult;:a are used to guide the analysis of supply and demand for ion -food retail uses typically found ire neighborboal shopping centers. The amot.nt of additional ve;:ail space needed now and ine 2005 is quantified, and c'.,r cluisions are drawn regarding the • '� which be by of public f�n�.�;lt wha:�._� would l�e�te.rved b the development �i retail space at the subject �a CONCLUSIONS The market analysis shows there is a much greater need for retai]. space and retail land than fon office space and land both now and in the future. Thera Las a market need by the yo, at 2005 f acres of retail land to u" htlor, an, additional in the f live SIC classifications support the rw:.taa�l x�. .zed. other an there is a surplus of 61 acres ��!�a�.l On the oth of of face land that is appropriately zoned ed and located for Class B �ac�devtlepmento These mayket needs are summarized as f OW b Hobson . Associates Retail Space Needs* Current Demand (1986) Less: Current Supply (Built Space) Less: Allocated Existi'Ag Vacant Space Current Residual Demand Land Area Supportable Today Additional Demand by 2005 Less: Allocated Vacant Land Supply supportable space) Deficit (supportable space) Additional Land Needed in Inventory by 2005 ** Class B Office SREE2_Needs 226,600 square feet 59,900 square feet 21,606 square feet 145,100 square feet 16.3 acres 207,120 square feet 31,700 square feet _Rao. square feet 19.8 acres Current Vacant Class B Space 59,200 square feet Increase _ e in Demand 1966 °2005 for Class H Space (Uw.justed for Vacancy) 369,300 square feet Acres Available for Cass B Office Development 82 acres Wi .hS Office 40 % Coverag Accommodated ee 1,420,800 square feet g Possible Excess of Class B Office Space 1,039,500 squa,r a feet Excess Class B Office Land Currently In Inventory 61 acres * Need for retail in y f iVe SIC categories analyzed. This only includes the land needed for the five SIC Hobson &Associatec 1 1 1 1 1 1 1 1 1 1 1 1 1 1 • Conceptually, a mix of office and 'retail space is clearly in the best interest of the general. public. The proposed retail development will 1121. h competitive to the adjacent shopping center, but rather will be an addition .ion. to this center which w ill benefit existing retail tenants by further increasing the diversity of goods offered and stimulating additional "cross shopping" from retail patrons. The concept of some additional retail development adjacent the existing Green:: a�� Center towards ds 1 consistent with general trends larger centers that trends in the retail in�al,astry provide more goods and services that better meet the needs of retail patrons based upon "one -stop" shopping. In turn puol i c need is satisfied by eliminating additional shopping trips which results in greater traffic congestion, gasoline i g consumption, noise and air pollution, etc. The site is not appropriately located for Class A, regional office space. There is more than sufficient land in superior regional office center locutions around Washington Square, Kruse Way, the emerging Sunset Corridor, and freeway interchanges to meet the projected �nterchan es on 1-5 and Highway 21 needs for this type of space over the next 20 years. On the other hand, the site is too large to accommodate lull development as Class B spare which tends to serve a more local, neighborhood market area. Even at a relatively modest land coverage ratio of 4&) percent. (17,400 square feet per acre), the site at full buildout wYs1d contain 94,000 square feet of office in several buildings. This quantity space, coupled with the office space that will eventually be developed on the two sites directly across Old Scholls Ferry and North Dakota, is more office ;space than what is needed to comfortably support the needs o the local community. The needs of the market would be better served to scatter this office space on smaller land parcels over a larger geogra- phical area. Therefore, the relationship of 1. 5 acres of office space (approximately 28,000 square feet) , 2 „9 acres of small tenant, neighborhood r; e, y more rhoo +ta�.l space (4l,®Ot� squarz feet) a . for a gas station on the site is , much re 1 0 acres. logical and efficient use of the J. ax' which better serves chc needs of the market. These us014 are highly compatible .. and complementary to ctne another, exi rat ,ng adjacent land uses, and current zoning patterns for other vacant landn in the immediate vicinity. Hobsoil 6 Associates The market analysis shows that while there could be some need fora limited amount of Class B office space on the site to serve the local community, there is relatively a much greater and immediate need for neighborhood ,retail space on the property. The following two sections present the detailed findings of the analyses of office and retail development potential on the site. SUMMARY OF FINDINGS: MARKET DEMAND FOR OFFICE: Study Area The market area investigated in the study of local community need for Class B professional office space is the area shown in Exhibit I. To the east, north and south of the subject site, the study area includes all properties within approxi- mately a 5-minute driving time from the subject sited To the west, in the less populated rural area, the study area stretches out along Scholls Ferry Road to include the properties within a ten minute driving time of the subject site. Office Demand: 1986 There is currently a high vacancy rate of 11.2 percent for Class A office, 16.9 percent for Class B office space, and 14.5 per cent for Class A and B space combined, in the study area. The Nimbus Center, near the subject site, is currently under; construction, and will add 26,475 square feet of Class 1i space to the total supply in the market .Howe .. � �ca.�.c rate for area. very, 80 percent of the office space at Nimbus p spite of the high condition indicates is re leased, in s Clans B sa�ace !Al the market area. This con ates a current desire for some Class B space in the immediate vicinity of the site. projected Need for Office Space: 2005 The projected need tor office space to the year 2005 and the future potential .supply of Class D office space in the market area is based upon employment projections provided by the Metropolitan Service District (MSD). This need was summarized previously and shows an excess of 61 acres of obson & Associates _ . L L_ Exhibit L ` OFFICE STUDY AREA FOR PROPOSED OFFICE SITE t \` NOME niaeni '\ � .6a.,1 . A \\I'' \\.• �\ \`\`\ \ \ \��� \ \ , Y \{. �� N.,\ „, ,,,,,,,,,, , , .N,N,,‘ , „,.., ,,, .v. 4,„\ \� '' ' \ 1 004 4c *it so_ 117MC i..u,,„ „sofa Durham r- L4tI Tualatin , ViAtHiliC ut4 Eb . VAAINILL to vacant land is currently in inventory over and above the land needed to accommodate the projected demand for the next 20 years. Because Class A space competes in and cleaves its support from a much larger geographical area than Class B office space, equivalent supply and demand figures for Class A space were not computed. Based on this analysis it is evident there is more than sufficient vacant land, properly zoned and located to accommodate the need for Class B office space in the local market area over the next 20 years. However, this condition does not negate the opportunity to develop a relatively modest amount of Class B space in the local market area on Scholls Ferry Road to serve the needs of the local coma. pity, since there is a projected need in the area of approximately 369,000 square feet over the next 20 years. The 'various land parcels designated for office use will compete for this demand and the best located sites will prevL ii. SUMMARY OF FINDINGS: MARKET 'DEMAND FOR RETAIL Trade Area The trade area investigated for retail goods for the pro- posed neighborhood retail center is shown in Exhi .it Ili This trade area is similar to the study area defined for the office analysis, including urbanized properties within five minutes driving time of the subject site, and properties to the west along Schol ls Ferry Road within 10 minutes driving time. However, the boundaries of the retail trade area must reflect the impact of physical barriers such as Highway 217. As shown in Exhibit I1, the retail trade area boundary is also constrained on the south, because the downtown Tigard area fully serves the retail and service needs of the popu- lation closest to these Highway 99 and Downtown Tigard retail centers. x. Hobson & Associates 1 I 1 rM Burlington L Exhibit IJ .'f s•� J MEt1T_ fL1 RET I TRADE ... AREA \ ..,.." ,..1. FOR PROPOSED SHOPPING CENTER, Il ',M4. rowN tlf COL.'S.' A'�uLLeFrra Went Union A, N.. PRE SCOF EVERGREEN Hilro LEAIIY VAtl4 DAVIS AO Al LEN GARDEN OASSNER no AtolR( Ra .5A0E1 L 1 �C 10141 S' j' Ferminpton OE, mayor- "NE l aR NO NO Cf OS (FR me RO COUR to eIIQ FLU Iwo nt �Q OAF 7 ,1MAM. Al' ,Durher^; 1„eLA+ ti ISAASfRr ... R 9;4,4,44 wt. 4 O WAYAMNIU. Goo She ood Market Demand: 1986 Demand for retail space within the trade area is expressed as the square footage of retail floor area supportable by retail expenditures made by persons residing in the trade area. Demand estimated for five categories of non -food retail and service establishments typically found in neighborhood shopping centers including hardware and balding materials stores, gas stations, drug stores, miscellaneous small retail stores, and personal service outlets. This by no means includes all retail goods. As previously shown, the total amount of unserved demand in 1986 within the immediate trade area is approximately 145,000 square feet of retail space. The current need for retail space in the trade area, by type . of establishment, (adjusted for existing vacant retail space) is estimated as follows, Hardware & Building Materials Gasoline Stations Drug Stores Misc. Retail Personal Services 38,000 square Feet 6,340 Square Feet 2,195 Square Feet 84,260 Square Feet 14,200 Square Feet Current Vacancy Patterns Within the defined retail trade area, there is vacant retail space of 33,945 square feet, a vacancy rate of approximately elx 166 percent. The vacancy rate in retail centers on the periphery of the site is approximately b, percent. In researching �� acancy rates in esearching the reasons ��or the �������� �,�:� '� the retail trade area anlyzede was determined the ma • ority of vacant space retail centers o Scholls Ferry � ce nn r Road was positioned in poor locatic is within the centers and lacked visibility from Scholls Perry. Other retail facili- ties that showed abnormally high vacancies were in older, somewhat dilapidated shopping centers. Thus, area e s not cy . the trade ht�s, the an rate in the retail centers serving appropriate indicator of current demand, but rather Undesirable space that is tot competitive in the maket- place. In emitting the retail potential for the Scholis Ferry Corri- dor dor and. the situ food stor e space was eliminated possibility for a number of reasons. Hobson 67D Associates k• timmillegffigespo First, there is a much better market opportunity to complement existing adjacent retail facilities at Greenway Center so that the combined facilities function as a large neighborhood center. Second, supermarkets typic°ally anchor neighborhood centers and there is a large, modern Thriftway store in the Greenway Center. Food store anchors tend to be loss leaders in a shopping center. Beczause they are the primary traffic generator for other retail uses, supermarket developers are in a strong negotiating position to purchase land and rent space at substantially lower rates than smaller retail tenants who feed off of the traffic generated by the supermarket. Third, it is rumored a large new Safeway store will be located at a new proposed center near the intersection of Scholls Ferry and Murray Road. Therefore from an economic standpoint i would be substantially more profitable to develop the proposed retail space for smaller retail tenants. The proposed 2.9 acres of land for retail development is not large enough to build a food store and supporting retail space. Market Demand 2005 The net demand for retail facilities by the year 2005 is based on population growth and the amount of properly zoned vacant land available for the development of new retail centers. Based on these two factors of tential supply (vacant land) and demand (increased population) there is curently a significant shortage � urtagF of land available to meet projected demand , in the nma g 'nitude of 20 acres for the five SIC Gate, jo ivies analyzed, in the year 2005, This ssumes all of the vacant land currently zoned retail us fully developed by the year 2005, which t y y . phis practical matter, assumption First, as a an unrealistic p al istiecr some amount for two reasons. ll of vacant land of a types in a variety ... of locations should be kept in inventory or development and land values will be artificially con- strained, which is not in the best interest of the general public. Second, the lumping of all sites :together regardless of Size, location, existing uses and, other factors is a "bean counting" approach a particular site is suitable ready i development, whether • even pproac ywho� oar even avail able for development. B y ignoring scale effects (many of the sites are less th a n one acre), shape, topography, and quality, the anal s s presumes that retail site would serve the trade area with Vat,. same Hobson. & Associates relative efficiency ancivo0 ,; 'rtastegem a major activity center. This is clearly an unrealia ie assumption—and one r''0..L oh reduces the Rfigatize size of the inventory. However, men given the conservative assumptions of full development of all vacant retail land by the year 2005, there is st° ll a need for 20 additional acres of retail land to support the projected population growth within the immediate retail trade area of the site. Hobson & Associates 1 1 1 1 1 1 1 Fection II MARKET IMOD FOR COMMUNITY-ORIENTED PRO ESSIONAL OFFICE SPACE' The purpose se of this market analysis is to deteraniv.e the need, for small scale, high quality Class B office development in the general area of the site. There is a total of 162 acres of vacant land in the study area which, though under different jurisdictions, is zoned for office development. Vacancy rates for office space in the suburban southwest area are well documented. According to recent information (June 1986) there was a vacancy rate of about 16 percent in the office market study area Conse- quently, there seems little reason for concern that the stutfcy area will be limited in meeting the overall demand for office space, and so it appears that the proposal to drop 3.9 acres at the subject site from this total supply will have no negative impact as regards meeting the long -term office development needs of the area However, in order to accurately evaluate how s � '� aluate ow this supply of existing office space and vacant land relates to the future demand for office space, two important aspects of the market must be understood. First, it is critical to understand that there are different types of office space that serve different markets. The inventory of vacant land for office development must satisfy requirements of all classes of office development. Second, in order for a large g parcel of land to support full of office space, certain site characteristics must be present for the development to be appropriate and feasible. Lacking these characteristics; the highest and best use of the parcel may dictate smaller scale, comple- menting land uses. 5hi s market analysis for office develop - merit at t;ie subject of to will show that the site's cha,rac , teri,,atics make it b.5t suited for a 20,000 to 25,000 square . foot professional office building on 1.5 acres rather than a 75,000 to 90,000 square foot building or buildings on 5.4 acres. Therefore, before proceeding with the analysis of the market for office space, the above two points will be addressed directly, followed by the market analysis of supply and demand for office space in the study area. PUBLIC NEi'D FOR OFFICE MARKET S;c MENTATION Although office ;itions and future office projects are often &scribed as though tki market were homogeneous, c�. market. corac�, there are, in fact, several different types of office space that se; ve different markets. Office space quality, pres- tige and price range varies from the most expensive and elaborate accovmodations for corporate executive officers in high-rise buia di.°igs to modest quarters for such users as an independent insurance agent. Depending on the geographic, population, and maturity of a market, representation within this range is needed to serve the various members of a business community. Availability of a wide range of office space types is criti- cal to a community's ability to meet the range of business and personal service requirements. Numerous essential ser- vices and small businesses need office space, but cannot afford expensive Class A space. Also, the nature of their businesses may not require the high image, freeway or mid- town l°bcations often associated with top quality office developments. However, these businesses provide important services within vailability the overall fabric. of a community. Without the of office space for these tenants, a community's business and personal service needs may be sacrificed or less con- veniently available. CLASSIFICATIONS OF OFFICE BUILDINGS According to the gltijukgysawkftent a " published by the Urban Lan d Institute, there are three basic classifica- tions ions of office space; Glass A, B and C, their characteris- tics are summarized in Table 1. i 1 1 1 1 1 1 e 1 liobsyn► &Associates Tablet DEFT NITICaI OF CAS A, B AND C OFFICE SPACE Market Area Served Class A Office Space Regional Class B Office Space Class C Office Space Local Old Class i3 space Type of Construction Rent Levels Concrete and Steel Woodf sane Renovated Some 4 Stories or more 2 or 3 stoxies 1 to 2 stories 60,000 s.f. or more $14 per se f. or more 25,000- 40,000 s.f. 2,000 to 20,000 s.. $10 -$13 per s.f. $6 -$10 per s.f. Larger, look- ing for image and prestige; filing b'asiness regionally and outside of region. smaller; more localized, more ooncerred with cost and value than image. SMall local companies & profession.' groups. The key differences among the three building classes are location, building materials, and rents. In a suburban location, Class A space would typically have direct freeway access, have been wilt very recently and would have at Least three stories. Building materials and design commen- surate with downtown office construction is normal. Mass B space in suburban locations are low -rise buildings with good access to transportation networks but not necessarily free- way locations. m—e rental rete differential between Class B and Class A space of between $6 and? $8 per square foot per year effec- tively segments the potential market.. Class A buildings typically attract tenants in high profile professions or industries for whom prestige and image are important space .. re- q uirements. C lass A office is also im por tan t for tenants with regional or larger trade areas. These tenants of ten are independent of a specific location but choose their space on a basis of convenience for employees, especially the business owner or manager, building image, and other qualitative che1..: acter i st i.cs. These tenants often do not depend on the local area for a large portion of their sales or operations. Tenants of Class B and C buildings of: ten select space on the basis of convenience to their local markets. These pro- fessional and service businesses including accountants, insurance agents, local real estate brokers, members of the medical profession, and similar businesses rely on the local market for the majority of their sales. It is important to keep in mind that often the distinction between Class A and Class B office buildings is access rather than any inherent difference in the quality of the building or development. Excellent freeway locations carry Y higher land values. Consequently, higher floor area ratios (FAR) and taller structures are . necessary to offset the higher land values. Although Clasp B buildings may have similar building materials, their locations and land prices do not require high FAR's ands therefore, are more typically low -rise but not low quality str.ucturee. Class B buildings are less expensive to construct that Class A buildings and, coupled with the lower land prices, therefore carry lower economiz rents. The Class B designation in no way signifies a lower quality development but rather that the rents would not be competi- tive with the expensive Class A office space (suc1i as the office buildings located around Washington Square. and on Kruse Way) . The prospective tenants fox office space at the subject site will also, more come from the local Beaverton, Tigard and Washington Ccenty market rather than from the Portland regional market. REGIONAL DISTRIBUTION CF OFFICE SPACE 1 1 1 Studies have b au urban markets arkets to evaluate the distri tion of office space within those mar- kets according to buildings' claoeafications described above. In an article published in l Hobson & Associates $ev &, a proportion of Class A office space to Class B and C o fice space of 1:2 waa found to be consistent in many cities. 1/ o space inventory This consistency of the. of f s.e,��: ' numerous urban markets indicat <,3 that there is a, demand pattern in the long-run for aprreAcimately twice as much B and C office space than A space. Office ice Brace Distribution in the Southwest Suburban Portland Market Area The above cited office space distribution pattryrn is for mature urban markets Because the southwest suburban area of the Portland ` Metropolitan Area cannot be assumed to be a mature market, an evaluation was made of standing inventory constructed over time i A the southwest suburban market around the market P,: : ,.. , This inventory is shown '2. n the following table. e ?'able 2 SUYRI tY OF ' d:Via:BST SUBU ' =AN OFFICE APACE CONSTRUCTION (In Square Feet) C Office SER a Const uctcd Class Class B & .�..� C 1970 °- 1975 -0.. 377,600 1976 °- 1980 88,000 894,650 1981 -» 1985 11022,900 700,840 1,110,90d 1,973X090 Source: Cushman & Wake! field; � • Hobson & Associates (1986) Le}, Richard A., "marketing Studies for Office Buildingso" 1911 state , Volume 5, No. 2, (summer 1975) Table 2 indicates that since 1970, office space construction . has totalled approximately 1.1 million square feet of C1 4s. A space in the southwest suburban area compared to approxi- mately 2.0 million square feet of Class B office buildings. This inventory does not include the office submarkets typi- cally associated with the City of Portland including Johns Landing and Barbur Boulevard. The inventory includes the submarkets from Lake Oswego and Kruse Way, Tualatin, Tigard, Wilsonville, the Washington Square /Highway 217 corridor, central Beaverton, and the Ccdar Hills /Sylvan heights areas. Table 2 also shows that prior to 190, there was virtually no Class A office space in the southwest suburban market area. However, since 1980, Class A office building develop - ment has exceeded Class B development by a i.,' ;tor of approximately 1.5 to 1. The emergence of Class A office space in the greater southwest suburban area is consistent with the maturation process that has occurred with the development of the Washington County area as a major: employment and high technology center. With this higher ainr ;„ t profile and more established business environment, there has been demand for new office space in rent levels con.: > - arable to downtown Portland. At the present time, the southwest suburban office market appears to have an inventory of office buildings which is proportionately consistent to the office space inventories of mature urban areas. MARKET ANALYSIS FOR OFFICE SPNCB IN THE S1DDY AREA The question posed in specific regard to this comprehensive plan and zone change application is G' Nether there is a future need for office development. Ttus question is posed within the context of future office development in the market area and the need for a mix of office space types. The methodology employed in this market srr1 .Lys is is as follows. FFo Associates E ® Definition of study area. • Estimated long- range office employment within the study area. • Translation of office employment into demand for office space. 4. Evaluation of vacant land available for future office development in the study area and projections of the type of office space likely to be developed in the major uff' ce locations, based on e1U,isting surrounding land uses, location, zoning, and other factors. 5. The valuation of potential future distribution of office space by class and potential demand for office development at the subject site. Study Area Definition 1 i Because the proposed office space at the subject site is planned to serve primarily a local market, a study area was defined which encompasses an area within five minutes driving time from the subjsct site in the urbanized area, and within 1.0 minutes driving time in the less populated rural area to the, west along Scholls Ferry Road. This study area is shown in Exhibit I in Section I. Office Space Distribution In The Study Area Cg LO Lii 1 Table 3 shows tl a breakdown of the current inventory of Class A and B _office space within this study area, and '?ithin the City of Tigard and the it„ir of Beaverton. There are high vacancy rates for both Class A and. Class B office buildings. The Nimbus office center, currently under con- struction at Scholls Ferry Road and h.e.mOus Road, will add an. additional 26,475 square feet of new Class B office space. Table 3 also shows that in a I elati ' vel y smaller � geographical area than the Southwest S!burbs, the ratio of Class A to. Class B office space can vary significantly from the norm. Substantial new development of Class A office space in the study area and in the city limits of Tigard result in an approximately equal amount of Clacs A and Class 8 space. Total Total Total Patio City �P 1 e3 CAA % Vac. CLA % Vac. GLA► % Vac. A °• B City of Tigard 1,142KO39 16.8 521,506 16.4 620,533 17.2 a, 1 City of Beaverton 1,327,258 16.4 272,890 27.0 1,054,368 13.6 1 4 Study Area 1,088,740 14.5 454, 261 11.2 614,479 16.9 1 : 1.4 The Metropolitan Services District (MSD) has developed employment projection; by census tract through the year 2005. These forecast cover the entire Metropolitan :service District for Washington, Multnomah aid Clackamas Counties. The most recent forecast was published in July 19985° As shown in Table 4, employment for the Eltudy area is ,fore cast to be approximately 16,191 in 1990. This is an in- crease in the study area of 2,076 over; t hc! employment levels of 1985 Table 4 OFFICE DEMAND Employment in rStudy Area 195 1990 2005 Square Feet Required 889,245 1,020,033 1,507,464 Source: Data Resource Center Associates (1986). Tot& study aica employment is projected to increase by an average annual rate of 2.(4 percent between 1990 and 2005, to a total of approximately 23,900. (Metro) and Hobson & This forecast of total employment was refined by Hobson Associates to cover that portion of na.w employment that could be expected to occupy office space. To evaluate this office employment, a detailed ev a,l' ation was performed of four digit SIC classifications for statewide employment data as well as tenant lists of existing office buildings. This evaluation was performed to estimate what portion of the basic employment classifications (for example, services, trade, manufacturing, cr finance, insurance and real estate) could be expected to i;equi re office space rather than retail or industrial land uses. Further refinementri were made by evaluating ,Washington County and Portland Metropolitan Area employment statistics. This evaluation indicates that between 28.0 and 32.0 percent of total employment will be accommodated in office space in Washington County. The largest portion of this office space tenant base is in the finance, insurance and real estate sectors, but there are additional office tenants in the medical profession, business services, and transportation, communications and public utilities. Based on an estimated 28.0 percent share, total office employment in the study area is expected to increase by 2,748 between 1985 and 2005, as shown in Table 4. Future Office Space Demand The number of square feet of office space allocated per employee has been increasing gradually on a nationwide basis years.* purposes this analysis number of earse For the u.. ses of an average occupancy of 225 square feet of office space per 9 employee was used. As shown in Table 4, based on projected growth in new office employment of 2,748 persons between 1985 and 2005, derived from the MSD employment forscast, there will be an. incremental demand for pprX lj 618,200 square feet of of f ice space within the study area. Future Office Development Potential A review war raarte of vacant land d potentially available for office development within the study area. In the Tigard and j u '-isdiction, the CP (Commercial Prof ess'Lonal) and CBI (Central Business District) zoned lands were inventoried. in the Beaverton jurisdiction, the OC (Office Commercial) and GC (General Commercial) zones were tabulated, In the anincor rated areas of Washington y, included ed in the study ..... area, the OC zoned lands were inventoried. Tab le 5 shows the vacant office land inventor y in the defined market area. There is a total of 162 acres in the study area currently available for office development. 2/ Urban L :d Institute Hobson 64 Associat Of this 162 acres, approximately 80 acres or 50 the total land consisted of large parcels located transportation arterials or near existing Class A These parcels are most likely to be developed office space. Large Parcels, Prime Lc;:cations All Other Parcels * Excludes the subject site. Source: Hobson & Associates (1986). The remaining vacant par, ei s available for office � develop- ment in the study area are smaller size and are scattered The sites � � unincorporated st 1 kel ad throu hout the incor .orated a dared the m area. sites for Class B office development since they are small and are not near major transportation arterials. Reconciliation of Demand and Supply Table � Based on the analyses of the supply of land available for projected cuss B office development, !.able 6 summarizes the prof c ei anc. and supply of. Class B office space in the market area. A similar analysis was not completed for Class A f � � area defined f Qr p space derives its market from a much space, since Class A spa larger geographical area than the market ar Class B space the projected additional demand for A s shown in Table '� � in the market area 1 is 3691300 square feet.The current land supply deszgnat: d for Class B office office space development in 82 acres which will accommodate approximately Table 6 SUMMARY OF PROJECTED DEMAND /SUPPLY OF CLASS B OFFICE SPACE IN aTUDY AREA Demand Increase in Cross Leasable Area (GLA) required 1988• -2005 Less: Adjustment for current vacancy 15% Pl us : Adjustment for normal vacancy 5% Equal : Adjusted Increase in Demand Potential Increase in Demand Allocated to Class B Office Space (1 : 2 ratio = 66 %) 361300 S.F. Total Acreage in Study Area Available for Office Development Less: Portion of Land for Class A Space Equals: remaining Net Area Available for Class B Office Development Class B Office Space Accommodated with 40% Coverage Source.: Hobson & Associates (1986) . 10429,000 square feet of office space assuming a 40 percent building to land coverage ratio (17,424 square feet of building per acre of land). Thus, when the projected demand of 369,300 square feet is subtracted from the potential supply, based on available vacant land, of 1,429,000 square feet, it can be seen there is a substantial oversupply of land in the h«:rket area which is equal to an additional 1,059,500 square feet of ,-ffice space, This amount of office space suggests an abundance of approximately 61 acres of Class B office land, again assuming a 40 percent coverage ratio. hcbson & Associates_: Section III TIE MARKET NEED FOR ADDITIONAL RETAIL FACILITIES This section of the study evaluates the market for retail space in the community surrounding the subject site. The analysis covers five broad categories of retail establish- ments: Building Materials and Hardware Gasoline Stations Drug Stores Miscellaneous Retail Personal Services The analytical technique employed in this section is known as residual ana:lys' s. At the conceptual level, a residual analysis determines the degree to which a geographic area is under -or over- served by retail facilities. Basically, this is measured by estimating the amount of retail space which would be necessary to serve retail needs in the area (demand) , and then deducting the amount of existing• space which serves the area (supply). An excess of demand over supply indicates an under -- served market and the need for additional retail facilities. The organization of this section follows the analytic steps of a residual analysis. First, the trade area for th' subject site's proposed shopping center is delineated. Second, retail expenditures by residents of this trade area are estimated and converted into the square footage of retail space c eed to se,ve residents' expenditures. Third, the supply retail space which currently serves the trade area is determined and subtracted from the potential demand, to obtain estimates of residual demand for the five types of retail facilities noted above. Finally, the future need analysis to the for space is estimated by extending the residual year 2005 based on projections of household growth, and the amount of new retail buildings which could be built on land which is currently designated as commercial on coiaprehe llleve plans. Hobson &Associates DELINEATION OF THE TRADE AREA The operational definition of the trade area fox: the shopping center is the geographic region from which the sustaining patronage for a shopping center in obtained. AS a practical matter, the sustaining , ;atronage generally account for 85 to 90 percent of the center's sales. The extent of the trade area is governed by the accessibility of the center, the extent of physical barriers, the location of competing facilities, the limitations of driving time and distance, and the size and merchandise mix of the center itself*. The market area which was investigated for the study of retail demand and supply is the trade_ area for the proposed shopping center, which is shown in ExhiLit II in Section I. This trade area is similar to the study area defined for the office analysis, including urbanized properties within five _minutes driving time of the subject site, and properties to the west along Scholls Ferry Road within ten minutes driving time. However, the boundaries of the retail trade area must reflect the impact of physical barriers sue as Highway 217 on the shopping patterns of the local residents:or convenience goods and services. The trade area boundary to the east is therefore Highway 217. AS shown in Exhibit 11, the retail trade area boundary is also constrained on the south, because the downtown Tigard area fully serves the 'retail and service needs of the population closest to these Highway 99 and downtown Tigard retail centers. This area was ... estimated by Hobson & Associates, utilizing the drive- time computer ( algori vhms available at the Data Resources Center of the Metropolitan Service District. A demographic profile of the trade area is shown in Table 7. These statistics are the starting point for the residual analysis which follows. See ULI, 0pP cm= DpveloEvaint Raniabs&k, 2nd Edition, pp. 22-24; and McCollum, William J., Basic Research procedures,' pp. 17 --20, in R. Roca, blael ' . "' (New York: 1950 Hobson Associates 19O5 2005 Population 20,240 23,065 Households 7,585 9, 66 1 Income* $24,785 Gross Retail Eendturesfi $28,944,360 $36 ,866,376 GLA Potentialtt 226,603 SF 477,356 SF 1980 Census mean household income. t In SIC categories 52, 554, 591, 59, 72; in thousands of 1986 dollars. tt GLA = Gross Leaseable Area; in SIC categories 52, 554, 591, 59, 72 in thousands of square %eete Source: Data Rescurce Center (Metro); and Hobson & Associates (1986). RETAIL DEVELOPMENT POTENTIM OF THE SUBJECT SITE The 3.9 acres at the subject site pxoposed for retail development is seen as an opportunity to complement the existing retail facilities at the adjacent Greenway Center, so that the combined facilities f untation as a large neighborhood shopping center. As a corner parcel bounded by Scho .ls Ferry Road and S.W. North Dakota street, the site has excellent potential for retail use. Of the 3.9 acres identified, 2.9 acres is expected to support an estimated 41,000 square feet of leasable space. In examining the alternative retail uses appropriate for the site, the typical selection of types of stores found in neighborhood shopping centers serving local residents was considered. Supermarkets are typically the anchor for a neighborhood center. However, this is not considered an appropriate use for the proposed site fox~ two reasons. First, the Greenaway Center includes a supermar get, and the intention for the proposed site is to select etail tenants which will comple- ment the existing uses at the Greenway Center. Secondr 41,000 square feet cf space would not be adequate to include a supermarket, unless the entire 41,000 square feet were dedicated to this single use. The average size of supermarkets has nearly doubled during the last five years. Supermarkets built today also stock an increasing range of non -food .items, and are averaging a total of 42,000 square feet compared to 33,000 square feet in 1980.* The following analysis shows that it � #.e� site, (unless the supermarket is not economically feasible to build raw land is urchased on welshopping i only purchased well below market price). A review of sates consumated over the last three y °ars of parcels for supermarket development indicates that land prices have averaged 0 per square foot for raw, 5 , ave aveg °a ed $5 35 ' to ��r0 r a de ; `price, all ow ing graded land. This is considered a breake�re�a the developer to purchase the land and sell it to a national . supermarket chain to achieve a return below or at the breakeven rate of return on retail stopping ce nter development of 10 percent. This is w ell b w he raQ a of return for non W ood retail shopping center e of 18 Trends rood Market Institute: '85 Update; p.3. percent. It reflects the dynamics of the current market- place, which currently puts the supermarket at a competitive advantage in deal negotiations because they are in great demand to act as anchor for new shopping centers. The developer takes a below market return, and passes some of the burden of this cost onto other tenants who pay h,1 er fetal rates, averaging $11.50 per square foot compared to $5.50 paid by supermarkets. zn reL n, other tenants benefit from the ability of . the supermarket to attract shoppers to the center. In fact, other non -iuJ retail tenants typically pay a base rent c or a percentage of sales, whichever is greater. It is these rental agreements that make it eeonomically feasible ,fo.c shopping centers to be built for a financially sound rate of return, with an upside potential which attracts !.ve stor s to the project. Supermarket tenants e,, fer no such upside potential, since they either buy the land, or lease at a base rate of $5.50 to $6.00 per square foot. Therefore, it wcul : be econox a cally infeasible to locate a supermarket at the subject site. Thus, the following analysis focuses on other rson -food retail uses typically found at a neighborhood shopping center. According to the Urban Land Institute's definition, neighborhood shopping centers typically have 30,000 to 100,000 square feet of leasable space, serve a trade area population of 3,000 to 40,000 people, and include stores for convenience goods, personal services, and small outlets for specialty goodt.* 1 DEMAND: SUPT RTAti :tJA 'AGE In this study, the estimation of supportable square footage by residents of the trade area is based on the "expelditure method." Conceptually, this approach involves multiplying the average household expenditure in each type of retail establishment by the number of households in the trade area, to arrive at statistics for total expenditures. The square Urban Land institute; shopping Center Han locia les Table 8 Expenditures Sales Per SIC stabl si ent Per Household Sian Focal 52 Srdwe /Bldg. Materials $502 $79.51 554 Gasoline Stations $1,120 983.10 591 Drug Stores $235 135.80 59 Misc. Retail $1,548 . 90.70 72 Personal Services X411 74.84 $120.22* Weighted average for trade area. Source Urban Land Institute, ilg121,1g, resaz sat agrA. 4 ggixtejta , 1984; 1982 Census of Retail Trade; 1982 Census of Service Trade; Center for Population Research and Census, Portland State University; and Hobson & Associates (1986). Table 9 RETAIL EXPENDITURES IN TEE TRADE AREA AND CONVERSION TO RETAIL SNARZ FOOTAGE SUPPORTABLE BY TRADE AREA RLSMENTS SIC Title ....EgelOitures 52 Hdwe /Bldg. Mat. $3,807,670 554 Gas Stations 8,495 200 591 Drug Stores 1,782,475 59 Misc. Retail 11,741,580 72 ?er sonal Service _11.111/.01 TOTAL $28,944,360 inert_ Fa9+1a9t 47,889 8,641 13,126 129,455 41,655 240,766 Supportable Square Footage In Trade Area* 45,072 8,133 12,354 121,840 M 39,204, 226,603 * Adjusted for 80% leakage into the trade area, out of the trade area. Source Tables 7 and 8. and 85% leakage 1 1 footage of supportable retail space is estimated by dividing total expenditures by the average dollar value of sales per square foot in retail establishments. The average sales per square foot and the average expenditures per household in the trade area are shown in Table 8. The derivation of these parameters was based on data from The Urban Land Instirtute, the U.S. Bureau of the Census, Portland State University; and standard methodologies of retail analysis. It should be emphasized that the figure of $120.22 for "Sales per Square Foot'' is not based solely on stores in shopping centers, but is an overall average for all types of stores listed in the table. Table 9 shows the calculations supportable square footage. The trade area (from Table 8) to columns in Table 9. underlying the estimates of number of households in the obtain the "expenditures" . In Table 9, e.wpenditures by residents of the trade area area converted to supportable square footage by means of data on average sales per square foot (from Table 8). The resulting figures are estimates of the amount of retail space -- somewhere - -which is necessary to serve the retail d amnds of the trade area residents. It is unrealistic to assume that all of the retail dew ands by resideats of the trade area will be met by retail iacL ities within the trade area. That is, some leakage of expenditures is normal. The li.teraturf u9gects that for subu'. han locations, this leakage can range from 10 to 20 percent of total expenditures of the types of goods covered in this study.* For this analysis, a "leakage out" factor of 15 percent is assumed. Thu11, this study assumes net out- leakage of 5 to 6 percent. The last column of Table 9 shows supportable square footage adjusted for leakage. This statistic of 226,600 square feet is an estimate of the total retail space needed within the trade area to serve demand for the five categories under study. McCollum, William J., "Ba slc Research Procedures," pg. 18, in R. Roca, Reseaz h ;for /blaming g• (New York. 1980). ae a) CD u<U SUPPLY • EXISTING SQUARE KOTAGE An inventory of standing retail space and vacant land designated "commercial" on comprehensive plans was completed by field researchers from Hobson & Associates during the first half of August 1986. Each site and each facility was physically inspected and measured; and follow -up information was obtained by phone from brokers, owners and planners, The general area which was inventoried is the trade area shown in Exhibit II in Section I. The results of the fieldwork tor the standing inventory were divided into two categories. (1) shall retail centers and freestanding buildings whose trade areas are wholly subsumed within the trade area of the subject property; and (2) large retail centers located near the periphery of the trade area whose individual trade areas overlap (but are not co- extensive with) the trade area of the subject property. This division is a standard research step in retail analysis. A residual analysis counts 100 percent of the small retail footage within a trade area. However, retail centers which are some distance removed from the trade area under study' cannot fully serve the trade area: they serve only a portion of demand. The portion of the trade area which they actually serve must be estimated, converted into square footage, and added to the inventory of space which is wholly within the trade area. This process is technically known as partitioning" artitioning" the floor area a of retail centers. Exhibit III shows the trade areas of retail centers outside the trade area of the subject site and the extent to which the trade areas overlap. .__ ee- Table 1�0 shows retail space in small centers and free- standing the f iv e standing buildings: within the trade area for th categories of retail use under study. The total is 42,284 square feet of retail space. Table 11 ° shows the tally of space in major centers. The between ` (partitioned) betwee totals for each. center were allocated (partiti square footage which serves the study area, and square �' footage Which serves other trade areas excluding the study Hobson & Associates, r 8 i 1 /)\IN 116666: Exhibit III TRADE AREAS OF MAJOR CENTERS OUTSIDE RETAIL TRADE AREA AND ILLUSTRATION OF PARTITION METHOD L__ COIOr!EU OUP WS INSMGnrw GOING EKROROlN t--_ '(II ER Atwo Farmington SI(ANi kSON OONlRq C lJ King City LEGEND A -- Greenway B -- Murray & Sholls C - -- Parkside D- - Riverwood - Robinson Crossing F- --Tigard Plaza WASN44ttoN MWILLW A tiN G--- Canterbury Square H - -Hwy 99 Strip, I--- Albertsons -- -Allen and Hall I: - - -Allen and Lombard L- - -Hyland Hills Tualatin Eilvergrbve Table 10 EXISTING RETAIL SPACE WITHIN ME TRADE (Square Feet.) SIC Title 52 Hdwe /E dg. Mat.. 55 Gas Stations 591 Drug Stores Robinson Sub- Planned Space Nimbus Greenway Parks :de Riverwood Crossim total Murray Hil1e * ** Center _0- -0_ -0_ 3,600 3,600 3,600 59 Misc. Retail 16,850 1,400 4,150 22,400 22,400 72 Personal Svcs. 9,838 1,80► 1.496 3.,150 16,284 16 Subtotal 30,288 3,200 1,496 7,300 42,284 42,284 Vacant . 6 800 8 850 a,995 2' 300 33,945 120, 00 5,500 159,445 TOTAL ** 47,008 12,050 7,491 9,600 76,229 120,000 5P500` Gross Leasable Area 120 000: , 17,050` 48,757 30,000 215847 12Q, 000 5,500 * This table shows square footage in neighborhood hborhood shopping ! pping : centers whose trade areas are contained within the study area, retail space in strip centers, and retail footage in freestanding buildings.` The difference between Total Square Footage in this tablet and 9'ot31 Gross Leasable space for each shopping center is accounted for by space occupied by other retzli1 and office tenants who are not the focus of this study. Murray Dills is the Columbia Willamette Development Comparfyts planned development of roughly 120,000 square feet of retail space. Source: Hobson; & Associates (1986). IMO ERIS ilia OlLit SNP (M *MN Mos LEGIBILITY STRIP 1011111, NMI INN ,111111 INS SS' UM BM Ile 210 WS 111111 in! IFAII Table 11 FoarME IN CRIMMRS IN PRMKnarY TO MEM= , AREA (Boar* Feet) 99 Part. Actual Part. �� ..�. pal Rds Allen Hyland Hills Total of Actual Part., Actual~ Strip ! Alctuasons S.G. Allen . & 8 mart, A:tua1 Part. Actual Part. partitions 1,152 6,600 4`19 3,000 576 2,227 52 Bldg.. 6,000 55 Gras Stn. 6,969 1,338 2,016 161 2,500 245 1,744 591 Drugs 1,860 357 4,800 384 11,025 1,080 1,822 59 Miec• Ret., 7,085 1,360 8,540 1,640 13 520 2,596 3,900 749 5,824 466 5,963 584 7,395 72 Pecs 91c .. 10,418 2,000 2,795 537' 1,075 206 408 41 5 070 406 I2, 530 1,228 4,418 Subtotal 17,503 3,361 19,195 3,685 24,3.64 4,639 6,900 1,325 408 41 17,710 1,417 32,018 3,138 17,606 Vacant 50529 1.062 7,690 1,47b 5,650' i3OE5 0 0 0 5,395 529 4,152 TOTAL* 23,032 4,422: 26,885 5,162 29,814 5,724 6,900 1,325 408 41 17,710 1,417 37,413 3,666 21,757 Gross Leas- able Area 104,046 5 ,735 38,540 84,680 6,920 34,050 646,925 Partition Factor** 19.2% 19.2% 19.2$- 119.2% 10.0% 8.0% 9.8% * The difference between Total Square Footage in this table and Total Grom Leasable Space for each shopping center is accointed for t 1 c e ou ied by other retail and office tenants who are not the focus o. `.nis 2tudy. The 'part$oi factor is the estimated proportion of sales which are derived fry the study area. Source: Bobs= & P :-t toiates (1986). SIC Title 52 Hdwe, Bldg. Mat. 55 Gas Stations 591 Drug Stores 59 Misc. Retail Table 12 EXISTING RETAIL SPACE SERVING THE TRADE AREA (square feet) bpace Within Major Center The Trade Area + Total -0- -0- 3,600 22,400 2,227 1,744 1,822 7,395 72 Personal Services ...1§1214. Subtotal 42,284 17,606 Applicable Vacant Space* TOTAL EXISTING SQUARE FOOTAGE Existing dare �'oatage 'trio Ynr i.�.ar. wr wa�.r�. n[: 2i227 1,744 5,422 29,795 20„702 rr a rr.a. 59,890 21,620 81,510 Existing vacant space of 159,445 square feet is available for all types of shopping center uses. As discussed in the text, the uses under study represent .13.56% of total space required by all uses. Hence, of the total 159,445 square feet of vacant space (including new and planned construction awaiting occupancy) , 21,620 square feet or 13.56% is available for the uses under study. Source: Tables 10 and 11. 1 Hobson &Associates area. The partitioned space was summed to yield an estimate of the total square footage in major centers which serve the trade area. This amounts to 17,606 square feet for the five categories under study. Table 12 shows Hobson & Associates' estimate of existing retail space which serves the study area. The totals for "Space Within the Trade Area" were derived from Table 10. The "Major Center Total" is taken directly from Table 11. Standing vacant space, new retail space under construction and planned retail space in the trade area and in the peripheral area serving the trade area totals 159,445 square feet. This is the space available for all commercial uses including retail stores, personal services, financial centers, real estate, insurance and brokerage offices, business services, gas stations, repair shops, professional services, entertainment centers, restaurants, and drinking establishments. This study focuses on demand for only a subset of retail establishments (SIC codes 52, 554, 591, i and services (SIC 72). On a regional basis, in Washington county, these five SIC categories have consumed 13.56* per- cent of commercial acreage. Therefore,, we assume that only 13.56 percent of total standing vacant space is available for the five categories under study. As shown in Table 12, total vacant existing space is therefore 21,620 square feet. Thus the total standing inventory which serves the trade area is estimated to be 81,510 square feet, as shown in Table 12. RECONCILIATION CURRENT RESIDUAL DEMAND The subtraction of existing . within square footage (supply) the trade area from the supportable square footage (demand) w ithin the trade area yields an estimate of need for additional retail facilities: calculations re shown, five types of retail /service establishments The ca �u for k.ach of the f ype in Table 13. Significant Z`esidual demand is indicated for the retail categories which were included in this study. This figure is based on analyses of data on establishments from the Oregon ,.. Employment Division, the Censuses ' Service Indust ries, ULI publications and Laventhol & Dorwath reports. Hobson & ,Associates LEGIBILITY STRIP Table 13 n. Supportable Existing Residual Required SIC Title ar_eY oota a Square Footage = uuare F.�..o Acres* co fp 52 Bldg. Materials 45,072 2,227 42,845 3.93 554 Gas Stations 8433 1,744 6,389 3.58 591 Drug Stores 12,354; 5,,422 6,932 0.64 59 Miscue Retail 121,840 29,795 92,045 8.45 72 Personal Services . 39,204 20,702 502 1 TOTAL 226,603 59 890 166,713 18.30 Existing Vacan 21 2 MTN., ADDITICCIAL SUPPORTABLE RETAIL SPACE 15,093 16.30 For all but gasoline stations, coverage ratios of 25% are assumed. For gas stations, coverage is 4.1 %. Hence, required acres are derived by dividing residual square footage by the appropziate coverage ratio for each category to get total square feet and dividing the the total square feet for each category by 43568 to convert square feet to acres. Source Table _9 and Table 12. The finding of current, unserved demand for 145,100 square feet of additional retail space exceeds by 103,000 square feet the amount of space which will be supplied by Great Northwest Management's proposed retail facilities. Thus, the proposed facilities will fill a portion of the public need for additional retail services in the area. ANALYSIS, OF RETAIL VACANCY RATES IN THE TRADE AREA As shown in. Table 14, there are currently 33,945 square feet of vacant retail space in the trade area, representing a vacancy rate of about 15.7 percent. There is an additional 120,000 square feet of retail space planned for a site at Murray Road and Scholls Ferry Road and 5,500 square feet of retail space currently under construction at Nimbus Center. Major retail centers outside the trade area but serving trade area residents have 24,264 square feet of vacant C space, which yeilds a vacancy rate of 5.1 percent. Of the 24,264 vacant square feet, 4,152 is allocated to the trade area population, as shown in Table 11. Table 15 identified these vacancies and categorizes according to probable cause. vacancy in the Greenway, Park_ c de and Robinson Crossing Shopping Centers are in spaces which lack frontage on a5result these areand undesirable not visible to passersby. As spaces and are very slow to lease. Shopping centers tend to have much lower vacancy rates when they are designed to give the majority of tenants good visibility from the road to attract passing shoppers. The older shopping centers in Tigard show vacancy rates which reflect their ageil the Canterbury Shopping Center has vacancy rates pearl just been rehabilitated and should show lower in the future. Table 19 also includes y 126,000 square feet of retail space in the trade area at sites which are currently being constructed or yet to be built., Of particular interest is a new center under construction at Nimbus and Scholls Perry Road. Uses at the site confirmed for signed tenants include a bank, a print shop, a parcel mailing center, a chiropractor, a deli and a Burger King restaurant. llobscn & Associates 'Trade Area 15.7% 33,945 215,847 Lack of Rehab Needed Planned or Under weak Oader Facility) Construction Anchor Greeraay 16 r 800 S.F. I?ai ksi a 8,850 S.F. Robinson Crossing .' A800 S.F. Riverwoad 5,993 S.F. Murray Hills 120,000 S.F. Nimbus Center 5,500 S.F. Tigard Plaza 5 ,529 S.F. Cantierbury 7,690 S.F. ....._ 99 trip 5,650 S.F. S.F. 18,869 S.F. 125,500 S.F. 5,995 S.F. These findings suggest that the N.,'acancy :ate in the retail centers serving the trade area is not an appropriate indicator of existing demand for retail space in the trade area. The causes identified suggest that the addition of well designed retail space in the study area could enhance the attractiveness of locations in close proximity to the subject site as community retail and service cenn ers, and in the long run enhance the viability of the less attractive retail space which is currently vacant. FUTURE E DE D This section of the report extends the residual analysis above to the year 2005, the current horizon for Tigard's Comprehensive Plan. It i s shown that the excess of demand over supply of retail space is likely to persist during the next 20 years -, -even under optimistic assumptions regarding the ability of planned commercial land to fill the ,heed for retail facilities in the future. In short, the inventory of vacant land within the trade area appears deficient, and will result in a supply sk:ortf all of 335,375 square feet of leasable retail space in the year 2005 for the ;f itfe retail categories h7.tUdied. Supportable Square Footage in 2005 The starting points for the estimation of supportable square footage in 2005 are forecasts of household, growth within the trade area. ','these projections ' were provided by Metro's Data Resource Center and were Shown in Table 7. Hobson & Associates compared these forecasts with historical trends and found them quite reasonable. The growth of the number of households within the trade area implies growth in rOtail expenditeres. The increase in expenditures of $7.5 mllion are estimated i e i in Table 16 based on the average expenditures per household by category shown in Table 8. a 1 Hobson &AsSoeiates Table 16 INCREASE IN RETAIL EXPENDITURES 1985 -2005 (1986 Dollars) 2,076 $7,456,015 Based on these average sales per square foot in Table 8, and normal, net out leakage of 5 -6 percent, the increase of $7.5 million in expeniitures implies a need for over 62,000 additional square feet of retail space during the next 20 years for the retail /service user under study. Together with the current unserved demand 0, 145,100 square feet, . this implies a need for 207,120 square feet of new retail space in the trade area by the year 2005. The calculations are shown in Table 17. Given the finding of roughly 207,120 square feet in unserved future demand for the five types of establishments analyzed in this report, thrp. corollary planning question is are sufficient vacant lands available now and in the future to fill the need? This question is addressed in " commercial lain sitioned to h which c n section. The analysis shows that there is not enough urrently fill the supply shortfallhe trade arca �va.ch car During Hobson & Asoociates' survey of standing retail facilities, t i e s, a n inventory _. designated faca of vacant land tie inventory on comprehensive plans was compiled. As with ry buildings, the areas surveyed includf i all nvento of b retail commercial vacant land within the boundaries of the defined trade area. Just as in analyzing v=acant space, in analyzing the land inventory, it zc imperative to distinguish b ". co 9 between mmer cial" and "retail" uses. Commercial uses encompass a wide variety of activities including n g ret ail stores, personal services, financial centers, real estate, insurance and LEGIBILITY STRIP Table 17 CALCULATION OF ADDITIMI L R P L, SPACE NEEDED BY 2005 Total table Expenditures �� Required SIC 005 Adjusted Net Incr. 85_05* Square Feet err Acres 52 Gas Stations 4,849,822 4, 564 , 538 98 men 0 , X49 12,336 1.42 554 BictgfHdwe fiat. 10,820,320 10,183 ,831. 2,188,348 2 226 1.25 591 Drugs 2,270,335 2,136,786 459,162 3,381 0.39 59 2sc. Retail 14,955,228 14 075,509 3,024,610 33,347 3.82 72 Personal Services 31971 3,737 102 803,046 10,22 .0_ 1 $36,866,376 $34.697,76.6 $7,456,015 62,020 8.11 Pl Current Residual Demand 145,E 15 30** TOTAL 207,120 24.40 Fri Table 13. For all but gasoline stations, coverage ratios of 25% are assumed, dividing gsupportable n average coverage is 4.1 %. Hence, required acres are derived by square feet by the appropriate coverage ratio for each category to get total square feet; and then dividing ng' the total square feet for each category by 43,560 to convert square feet to acres. brokerage offices, busi1ess services, gas stations, repair shops, professional services, entertainment centers, restau- rants, and drinking establishments. The land inventory in Table 18 represents the total amount of land in the trade area which is designated for all retail commercial uses. In contrast, this study focuses on demand for only a subset of retail establishments (that is, Standard Industrial Classi- fications 52, Hardware and Building Materials; 554, Gas Stations; 591, Drug Stores; 59, Miscellan.ous Retail; and 72, Personal Services). These classifications exclude S 53, Genera). Merchandise Stores; 54, Food Stores; part of 55, Automotive Dealers; 56, Apparel and Accessory Stores; 58, Furniture, Home Furnishings, and Equipment Stores and , Eating and Drinking Places. Thus, in order to analyze whether the existing vacant commercial land can fill current =served demand for retail . space, a portion of the vacant land inventory must first be set aside to account for the needs of other types of commercial establishments which are not analyzed in this report. Again, the most rea,, tunable way to allocate the land among commercial uses is to examine the patern of commer- cial development within Washington County. As discussed earlier, historically, the five SIC categories of retail establishments analyzed in this report have consumed 13.56 percent of the commercial acreage in the county.* After partitioning the acreage in the inventory for consis- tency of treatment with existing buildings, 13.56 percent of the '°Inventory oL Land for Potntial Retail Use" (Table 18) is allocated for use by retail establishments in the five SIC categories analyzed in this report. This total is 4.6 ac eA. The estimate of 4.6 acres falls within the range of 4.3 to 4.9 retail acres estimated to be needed within the trade area. H points need to be made. + � however, c es� is the lac it allocation for the fide First, the4.6ar categories of retail need for th'o; next 20 years in the trade �.. ,,ton, this amount area. As will be shown i� the next sub ser �. is insufficient to serve expected growth Suring the planning � � to ent Division, the This figure . �.s based on analyses of data an establishments from the Oregon Emp yn► Censuses of Retail Trade and Service industries, UL/ publications, and Laventhol & uorwath repors. Hobson ,& Associates .:_ Table 18 A...cres. 1. 155th & Beard 11.3 2. Murray & Schools & Headland (west side) 12.0 3. Sorrento & Longhorn 1.6 4. Murray Road Extension 5.0 5. N.E. Corner of Murray & Scholls 1, , 33.9 acres { ye J pa i 1 1 1 1 y 4'1'4" "fable 19 PClTESTlAL NEW RETAIL SPACE Available Vacant Commercial Land 339 acres Percent Allocated to Ulies Under Study 13.56% Available Vacant Land for Hardware Stores, Gasoline Stations, Drug Stores, Miscellaneous Retail, and Personal Services 4.6 acres Supportable Gross Leasable Area* 31,745 S.F. * Assumes land coverage ratio of 20% for all but oils station uses. Demand for gas r'.ations is estimated to demand 26% of available coma. ,'ci4. acreage, based on historical patterns in Washington County (see text). Dobson . Associates: _ .. horizon; 4.6 acLes cannot cover both an existing supply shortfall as well as growth - induced needs for these five categories. Second, the lumping of all sites together regardless of size, location, existing uses and other factors is a "bean counting" approach which ignores whether a particular site is suitable, ready for development, or even available for development. By ignoring scale effects (many of the sites are less than one acre), shape, topography, access and quality, the analysis presumes that each retail site would serve the trade area with the same relative efficiency and intensity as if it were a part of a major activity center. This is clearly an unrealistic assumption- -and one which reduces the A—Illative isye sizes of the inventory. Thus, on the basis of a realistic assessment .of the inventory of vacant land, there exists and suitability shortfall in the quantity, variety, an y commercial land available to fill the immediate need for square feet of retail space. RECONCILIATION OF FUTURE SUPPLY AND DEMAND To arrive at as conservative an estimate as possible of residual demand in the year 2005, Hobson & Associates assumed that the 4.6 acres would be developed as retail within the 20 -year planning horizon. A 20 percent coverage ratio is used based on the gross site area for all but gasoline station: which have a 4.1 percent coverage ratio. In this conv'rsion` the allocation of vacant land to gas station use is base d °kYir patterns of commercial land development in Was ng tonCo�n The indicated amount of potential new competitive retail space in the trade Area is shown in Table 19. The estimate of 31,745 square feet is most probabT , , an over - statement of the .; etail footage which can be dev doped on the subject parcels. Unserved demand for retail space totals 175,375 square feet in the year 2005, as shown in Table 20. unlike w � � pp there � which zoned land WOW � and in. Thus, unlike office zoned land w �.s a need i fey. additional commercially the future. 'The minimum amount of land necessary to support 1 1 1 1 1 liobsvn 6.5 Associates the shortfall of 175,375 square feet is 19.E acres of retail land within the trade area of the subject property, as shown in Table 20. The proposed development of 3.9 acres at the subject site would serve the public benefit by reducing this shortfa].al. to 15.9 acres. Table 20 RESIDUAL DEEM FOR RAIL SPACE: 2005 (Square Feet) New Space Needed (Table 17) : 207,120 square feet Less Potential New Space (Table 19) : 31,745 square feet Equals Net Shortfall of Retail Space by 2005: Additional Land Area Needed* New space needed requires 24.4 acres ( Table 13 and Table 17) less potential. new space supportable by 4.6 acres (Table 19) 19.8 acres. Hobson & _,Associates KITTELSON & ASSOCIATES TRANSPORTATION IMPACT ANALYSIS for CENTER II Tigard, Oregon Prepared for Great Northwest Management Company 5355 SW Murray Boulevard Beaverton, Oregon Prepared by Kitteleon & Associates 512 SW Broadway Portland, Oregon 97205, Ang'ast 1986 Project Nor 57,00 TABLE OF CONTENTS INTRODUCTION. . 6. •. a o a 1 CONCLUSION o s o e s . • s • e • 1 EXISTING CONDITIONS • . o • Study Area Location Surrounding Land Use Traffic Control Traffic Safety Traffic Volumes Current Levels of Service Pedestrian and Bicycle Activity Transit Service PLANNED HIGHWAY IMPROVEMENTS. . . . 21 TRAFFIC IMPACT ANALYSIS . . . • Development Plane and. Trip Generation Trip Generu►tion Analysis of Retail Trip Types Trip Distribution Intersect ion Levels of Service 2005 P.M. Peak moor Cnditions REFERENCES. . o . 47 NZ LIST OF 'FIGURES 1. Site Vicinity Map. .n o . e . . 4 2. Study Area . . . . .. . . . b • ▪ . . . • a . 5 3. Existing Traffic Control . . e . . . . . • 8 4. Existing Lane Configuration: SW Scholls Ferry Rd/ SW North Dakota Avenue . . . . . . . c 9 5 Average Daily Traffic On Scholls Ferry Road: 1984 • . 11 6• Exist :111g PM Peak Hour Turning Movement Volumes . • . 12 7. Approximate Location of Site Access Drives • . 25 8. Proposed Design for Right in /Right out 'access Drive . 26 9. Estimated Trip Distribution Pattern: Weekday P.M. Peak Hour . . . . . . . . .. . • . . . . . 33 10. P.M. Peak Hour Site - Generated Traffic: Existing Zone Designation. . o . . 6 . . 35 11. P.M. Peak Hour Site - Generated Traffic Proposed Zone Designation. . . . a . . . . 36 12. Total P.M. Peak Hour Traffic: Existing Zone Designation. . . . . . o . 37 /3. Total P.M. Peak Hour Traffic: Proposed Zone Designation. . . . • • . 38 14. Projected 1990 Background Traffic: P.M. Peak Hour. . . 41 18 Total 1990 P.M. Peak Hour Traffic: Existing Zone Designation. . . . • . 42 16. Total 1990 P.M. Peak Hour Traffic: Proposed Zone Designation. . 43 LIST OF TABLES 1. Level of Service Definitions: Signalized intersections 14 2. Level of Service Criteria for Signalized Intersections . 15 3. General Level of Service 'Descriptions for Unsignalized intersections • o • a • • n • m . 16 4. Level of Service CCriterio for U^rs{ignalized Intersections.. . . • • • • • • . . • .. . • O . • . n Y • 18 6. Projected Trip Generation Characteristics: Existing Zone Designation. r . . . . 4 o 28 6. Projected Trip Generation GharactcrAsticse Proposed Zone Designation. . . , 2C . 7 'nterseycticc n Level of Service Sammary: 1866 P.M. Peak !lou r CozIol i ` ona . • . . • . • • e • • • . • to • • e . a . 39 8. Intersection Level of Service Summary: 1990 .M. Peak Hour Conditions. • • i . . • • . . . . . . 44 4 INTRODUCTION Great Northwest Management Cem zany is requesting to amend a portion of the zoning; on a 5.4 acre site at the intersection of SW North Dakota Avenue and SW Scholls Ferry Road in Tigard, Oregon to construct a neighborhood o ?fice and retail center. This complex will be called Center II, and is expected to be gully compieted within the next several years Kittelson Associates was retained to analyze the traffic impact associated with the proposed Center II development on nearby streets and highways, and to determine off-site improvements that Haight be required to properly accommodate expected traffic when the complex As completed. This report sets forth, tLe consultant's findings pertaining to future traffic volumes and their impacte on the nearby street system. CONCLUS ION This analysis concludes that the proposed Center II development can be developed with minimal traffic impacts on the surrounding street systeN This analysis also co ncludes that ws :li.le more traffic ail, be generated by the proposed Center II development than would occur with existing zoning, both projects would have a comparable overall impact on the capacity of adjacent inter- sections and roadways Even though th ere is currently some backup at the intersection of SW North L1aotr, and Sc ooh ;ol is Ferry Road during the evening peak hours under either exeoting zoning or the proposed change, they intersection m111 operate at Level of Service S or C, tehich i o wen above the *etropr .titat area design standard of Level Service D. The scheduled reconstruction of SW Scholls Ferry Road Will eliminate these backups and will assure ;e Level of Service 5 ot t'lte SW Scholls Ferry Road /SW North Dakota Avenue ilt°;tersect ion thrrougk! 1990. LEGIBILITY STRIP 11181 Oil ail EMI RINI NMI C11§1 MN GIN UM Nil Min Mill tali 111,111 NMI 2E1P { LEGIBILITY STRIP = E. 1 1 1 1 1 1 1 1 EXISTING CONDITI ©NS STUDY AREA LOCATION The site of the proposed Center II development is located near the northern boundary of Tigard see Figure 1) A ,study area diagram identifying the road system that serves the immediate site vicinity le shown in Figure 2 The major roads providing access to the site include SW Scholia Ferry Roads, SW North Dakota Avenue, and SW Sorrento Road. Within the vicii i ty ' of the site, SW Scholia Ferry Road is a two -way, two-lane undivided Major Art ,vial providing for east - west travel movements. Although no left -turn refuge is provided at midblock locations, separate left -tuna lanes and protected signal phase€, are generally pro- vided at the key signalized intersections. To the northecst, SW Scholl, Ferry Road connects with Highway 217 and Hall Boulevard, and ultimately with Allen Boulevard, DeTcverton- Hillsdale Highway, and Sunset Highway. It therefore represents an important link in the overall regional transportation system serving the Tigard and Beaverton areas. Within the study area and south of Highway 217, SW Schollo Ferry Road defines the boundary between the Beaverton and Tigard. SW North Dakota Avenue is a newly constructed roadway that is immediately adjacent to the site's western boundary. It is gen- erally constructed as a two -way, two -lane loop ',road connecting betwscn SW, Scho ,le Ferry Road and Sir 121st Avenue. However, in the vicinity of S'4 Scholls Ferry Road, S W North Dakota Ave,Jui widens to provide fu70r three approach lanes. iP _ r ' iv •„n SITE VICItlire AP Cetitee .11. t� I 1980 STUDY AREA • • et eit SW Sorrento Road is a major collector that intersects SW Scholls Ferny Road directly opposite SW North Dakota Avenue. It is also a two -lane, tare -way roadway, but provides an additional separate left turn pocket at the approach to SW Scholls Furry Road. SURROUNDING LAND USE Current land use sur sounding the proposed site consits of a mix - ture of retail, office /commercial, and residential uses. The most predominant retail activity within the general Site vicinity is ar,;eenway Town Center, which is located immediately east of the proposed ro osed site. In addition, a number of other retail establish- ments either ther exist or are under construction farther to the east along SW Scholls Ferry Road. Several major industrial parks are also located within the general site vicinity. Some of these are l ready occapied (e.g., Kola Business Center) and some are currently under construction (e.g., Nimbus Induetriml Park). In addition, a small (2.5 acres) neighborhood office project has recently been approved immediately north of the tBite in Beaverton at the intersection of SW Scholls Ferry Road and Sorrento Road. The starch area also includes several high density residential developments. One of these, Meadowcreek Apartments, is located on the south side of the proposed site and uses SW North Dakota Avenue as the primary access to SW Scholls Ferry Road. This is a recently - completed apartment complex that contains 304 apartment units and is currently at a high level of occupancy. Another major residential development is partially constructed, and is located south of SW Scholls Ferry Road with direct access to SW North Dakota Street d It is expected ted that this residential devel- opment will 'ultimately include 120 single family housing units. .......:.. 1 1 1 1 i 1 1 1 1 1 1 pl° TRAFFIC CONTROL Figure 3 identifies the existing traffic control at all major intersections in the study area. Traffic signals within the study area are located at the intersection of SW Scbolls Ferry Road at SW North Dakota Srenue and SW Scholls Ferry Road a,, SW l2lst Avenue. The traffic 4,,al at SW North Dakota and Scholia Ferry was just recently installed, and io operated and maintained by the Ovegon Department of Transportation, It is ov.erated by a fully actuated traffic signal controller, and includes separate protected phe w for all left- turning movements. Since it is a fully actuated traffic signal that is not interconnected with adjacent signals, the cycle length varies on a continuous basis. However, recent field observations during p.m. peak hour conditions revealed the average cycle length during this time period to be about 85 seconds The existing traffic signal at the intersection of SW Schol As Ferry Road and SW 12` 1st ' Avenue is also operated by an actuated controller, and is not interconnected with adjacent signals. Figure 4 identifies the existing lane configuration at the SW Scholls Ferry Road/SW North Dakota Avenue intersection. As can be seen, separate left turn lanes are provided on all approaches to the intersection The posted speed limit on SW Scholia Ferry Road within the site vicinity is 40 mph. There is no posted speed limit on SW North Dakota Avenue between SW Scholls Perry` Road and SW 121st Avenue however, it appears that average free flow travel speed during the p.m. peak hour is 25-30 mph, LEGEND Signalized Int®raection 0 IJns1gnal zed Intersection EXISTING TRAFFIC CONTROL Figure Center 11 tit Au Ust 1.980 S. EXISTING LANE CONFIGURATION Center 11 Au Atka 1986 TRAFFIC SAFETY The intersection of SW Scholls Ferry Road with SW North Dakota Avenue has been the site of many accidents within the recent past. however, previous studies (Reference 1, 2) have concluded that the primary reason for this accident history was the lack of a traffic signal. Although a traffic signal now exists at the intersection, it has not beea in place for a sufficient length of time to allow an adsanate assessment of its effects on accident patterns. However, intersection site distance is good, and field obeervati ons during the p.m. peak hour showed no obvious and hazardons traffic conflicts. Therefore, It is concluded that the new traffic signal will substantially reduce the number of acci- dents that occur at this intersection on an annual basis. It is expected that development of this site will have no adverse effect the traffic safety chaaracteristice of the SW Scholia Ferry Road /SW North Dakota 'Avenue intersection or the surrounding street system. Some increase in the total number of accidents within the study area may occur in the future, but this will be du; =ore to the increased traffic volume than to increased hazava s TRAFFIC VOLUMES Average daily traffic volumes on Scholls ferry Road within the study area were obtained from the Oregon Department of Transpor- tation and through a review of other recent traffic studies with- in the area A summary of the information obtained as a result . of these investigations is presented in Figure 5. Although this information reflects 1554/85 conditions, it is also considered to be representative of conditions that exist today. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 AVERAGE DAILY TRAFFIC Opp $cHOLLS FERRY ROAD: 1984 . Center wit 198 areenwaY Town Center SX IST lNG TWINING MOVEMENT VOLUME (0:00 - 0:00 OMB C G ter 11 1 1 1 1 1 To supplement the available data base, Kittelson & Associates conducted manual turning movement counts during the evening peak . hour at the intersection SW Sc olia Ferry Road with SW North Dakota Avenue. These counts were conducted on Thursday, July 24, between 4:00 p.a. and 6:00 p.m. Figure 6 identifies the observed 1986 evening peak hour turning movement patterns at this intersection. The weekday evening peak hour was observed from occur to 5:00 p.m. to 6:00 p. and traffic volumes during this time period were found to be relatively uniform and hi ph (peak hour factor ra .97) Since the weekday evening peak hour is the time peer {od when the greatest total traffic demands are placed on the surrounding street systems, thie was the time period that was used in all subsequent analysis 1 CURRENT LEVELS OF ,AtRVICE Definitiorap_ancl_Appreech Used Level of service (LOS) is a standard developed to quantify the degree of comfort (including such elements as travel time, number of 'stops, total amount of stopped delay, and impedances caused by other vehicles) afforded to drivers as they travel, through an intersection or roadway segment. Recent research has determined that average stopped delay per vehicle is the best available measure of the LOS at a signalized intersection. As defined within the 1985 Highway Capacity Maraua1 (Reference 3) , Six grades are used to denote the various LOS, these six grades are described d qtalitatively for signalized interaectons in Table 1 Table 1 LEM O : 'RICE DEFINITIONS (SIGNAL= IIZ'RS I ) Level of Service momeetamemonsrsalsa eye Traffic Flow Moracteristics Very low average stopped delay, less than five (=on& per vehicle. This occurs When pragressiar is extremely favorable, and most vehicles arrive during tbt green phase. Most vehicles do not stop at al Z . Short cycle lengths may also contribute to low delay. Average stop delay is in the range of 6.1 to 15.0 seconds per vehicle. This rally occurs with good progression and /or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. Aerage steeped delay is in the reeee of 15.1 to 25.0 seconds per vehicle. Teese higher delays may result from fair progression and/or lager cycle lengths. Individual cycle failures may begin to rxppear in this level. The number of vehicles stepping is significant at this level, although many still pass throegh the intersection without stopping. Average stopped delays are in the range of 25.1 to 40.0 s coeds per vehicle. The influence of congestion becemes more notieenble. Longer delays rely result from some canbination of unfavorable progression, long cycle length, or high volume/capacity ratios. y vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. Average std delays are i ► the range of 4001 to 60.0 seconds per vehicle. This is cemsidered to be the limit of accepteble delay. Those high delay values generally indicate poor progressio n, 1oeg cycle den ths, and high vole, /capacity ratios. Indteldeal cycle feilures are frequent occurrence,ve Average stop delay is in excees of 60 seconds leer vehicle. This is considered to be unacceptable to dri ,e js. Th s condition often occurs With ovemeettnertitee It may also =cue at high volume /capacity ratios below 1. 00 with may in ivies al cycle failures. Poor progression ion ani long cycle lengths mey also be major oambeibitingemeses to such high delay 1eVels. 1 1 1 1 Tote: A signal cycle failure is =mildewed to 0 more vehicles are forced to ..it through gh more owe green signal indicatien for a particelar approach. T ble LEVEL -OF- SERVICE CRXT'ERIL FOR Level of Service EIGNALI`'►ED INTERSECTIONS 5.1 15.1 25.1 40.0 Source: Reference 1 Table 3 GENERLL LEVEL OF SERVICE DESCRIPTIONS FOR U 1 IGNALIZCD INTERSECTIONS General Description Average delay per vehicle ranges between 0 and 10 seconds Nearly ell drivers lird freedom Of operation Very seldom is ther more than cae vehicle in the queue Average delay per vehicle ranges between 10 and 20 seconds Some drivers begin to consider the delay an inconvenience Occasionally there is more than one vehicle in the queue Average delay per vehicle ranges between 20 and 30 seconds Many times there is more than oee vehicle in the queue Mast drivers feel restricted, but not objectionably so Average delay per vehicle ranges between 30 and 40 seconds Often the is more than one vehicle in the queue Delvers feel quite restricted Represents a condition in which the demand is near or equal to tba probable maximum number of vehicles that can be accommodated by the movement Average delay per vehicle ranges between 40 and 60 seconds There is almost always more than one vehicle in the queue 71rirearse ` find the delays to be approaching into :Le > able leVele Forced flair Represents an intersection failure condition that 'a cau red by geometric a ci /or operational constrains external to the iatersesction -16- Additionally, Table 2 i& nti r es the relationship between level of service and average stopped delay par vehicle. Using this definition, a "D" LOS is the accepted minimum design standard The calculation of LOS et an unsignalized intersection requires a different approach. The 1985 Highway Capacity Manual includes a methodology for calculating the LOS at two -sway stopped controlled intersections For these unsignalized intersections, LOS is defined differently than for signalized intersections in that it is based upon the concept of Reserve Capacity (i.e., that portion of the available hourly capacity that is not used). A qualita- tive descrip4ion of the various service levels associated with an unsignalized intersection is presented in Table S. A quantita- tive definition of LOS for an unsignalized intersection is pre - sented in Table 4 The reserve capacity concept applies only to an individual traffic movement or shared lane movements. Once the capacity of all the individual movements has been calculated and their LOS and expected delays determined, an overall evalua- tion of the intersection can be made. Normally the movement hav- ing the worst LOS defines the overall evaluation, but this may be tempered by engineering judgement Fast eper ,ence with the unsignalized analysis procedure indi- cates that this methodology is very conservative in that it tends to overestimate the magnitude of any potentaa,1 problems that might exist. Therefore, the results of any unsignalized inter- section analysis should be reviewed with this thought in mind. All LOS analyses desc.+ibed in this report were per`ormed in . accordance with the procedures described above. Copies of the analysis forms are contained within t o project files and are available f er review upon request. In order to assure that this anaYysis is, based upon worst -case Conditions, the peak 15 minute flow rate during the evening peak hour was used in the evaluation of all int :rsection levels of service. Thus, the analysis Table 4 LEVEL OF SERVICE CRITERIA for UNSIGNALIZED INTERSECTIONS lt >400 A Little or no delay 300 -399 B Short traffic dpays 200-299 C Average traffic delays 100 -199 D Log tralf is delays 0- 99 t Very long traffic delays F * *When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queuing which may cause evere congestion affecting other traff' c movements in the intersection. This condition usually warrants improvement to the intersection. Sources Transportation Research Board. "Highs/ay Capacity Manual". Special Report 209 (1985) 1 • 1 reflects conditions that are only likely to occur for 15 minutes out of each average weekday. For the remainder of each weekday, and throughout the weekends, traffic conditions within the study impact area are likely to be better than that described in this report. Flndr,aa An evaluation was conducted of existing p.m. peak hour conditions at the SW North Dakota Avenue /SW Scholls Ferry Road intersection. It was found that the intersection currently operates at an ac- ceptable °1B'o level of service, and with a volume /capacity ratio equivalent to 0.88. These findings suggest that while the intersection is currently operating at an acceptable level, it is nearing its capacity, primarily because of the heavy westbound demands on SW Scholls Ferry Road: Because the intersection is nearing its capacity, congestion and vehicle backups frequently occur in the westbound direction on SW Scholls Ferry Road during typical weekday evening peak hour con- ditions. The primary reason for these backups is the lack of coordination between adjacent signalized intersections and the transition of SW Scholls Ferry Road from a five -line facility to a 2-lane facility east of the site Despite these constraints, westbound vehicles on SW Scholia Ferry Road were rarely observed to wait more than one signal, cycle in order to pass through the intersection with SW North Dakota Avenue. This observation is cons .'stint with the analysis results and indicates that the intersection has sufficient excess capacity to accommodate the arriving volume `,r PEDESTRIAN D BICYCLE ACTIVITY Field observations at the study site during the evening peak hour showed very little pedestrian or bicycle activity on the immedi- ate study area streets. Specif ical?llre fewer than 25 pedestrians were observed to cross any of the legs of the SW Scholls Ferry Road/SW North Dakota Avenue intersection during the weekday even- ing peak hour. Most pedestrian movements that occurred were ob ;served to be related to transit service along SW Scholia Ferry Road. TRANSIT _ SERVICE Tr -°Met provides bus service along SW Scholls Ferry Road via lines 45 as° d 67. Line 45 serves between Tigard and Portland via SW Scholls Ferry Road, Oleson Road, Garden Rome Road, SW Capitol Highway, and Sarbur Boulevard. This service is provided at 20 to 60 minute headways on weekdays. Line 57 provides service between Washington Square and the Beaverton Transit Center at 16 minute beadways during weekday rush hours only Weekend bus service to the area le provided only by Line 45. For the purposes of this analysis, it was assumed that none of the retail development- generated person trips would b- made by transit. In addition, It was assumed that for all office uses, five percent of the daily person trips would be made via transit, and 10 percent of the person trips during the weekday ravening peak hour would be made via transit. This reflects Metropolitan Service District existing and projected transit ressage estimates for suburban locations within Washington County. 1 1 • • • 'r LEGIrBLTYSTRI I 1 PLANNED HIGHWAY IMPROVEMENTS A major improvement project is scheduled for SW Scholia Ferry Road that will widen the existing facility within the vicinity of the site from two to five lanes. The project is contained in both the Oregon Department of Transportation's Six -Year Improve - ment Program and the Washington County Master Street Traffic Improvement Program. It is scheduled for construction in 1989, and will involve widening SW Scholls Ferry Road from h 'no Creek west to Murray Boulevard. This project will substantially increase the capacity of the SW Scholls Ferry Road/SW Worth Dakota Avenue intersection, and will ensure that an acceptable level of service is maintained at this intersection well beyond the year 2000. For the purposes of this report, both the existing and the future lane configuration on SW Scholia Ferry Road are evaluated as part of the traffic analysis. Specifically, it is assumed that SW Scholia Ferry Road remains as a two -lane facility within the vicinity of the site through 1989, and that the site is built out to the maximum assumed levels prior to 1989. ` This assumption is made so that the short term effects of the proposal can be evaluated with respect to their impact or existing SW Scholls Ferry Road. In addition, it is also assumed that SW Scholls Ferry Road will be constructed to a five-lane cross section t'ithin the site vicinity by 1990. This assumption is made so that the longer -term effects of the ro posal can be evaluated. p p C f • ro • v No other major highway improvement projects are currently planned that might significantly affect traffic circulation pattern wi th',n the 'immediate study area. However, several longer term projects are being considered that could have the effect of further alleviating heavy peak hour traffic demands on SW Scholls y is th. Aloha bypass which le currently Ferry Road. One of these under , study by the Metropolitan Service District as part of the Southwest Corridor Transportation Study. One of the results of constructing this facility would be to reduce traffic 'volumes on SW Scholls Ferry Ro "-' in the vicinity of and west of Highway 217. Another project that is being considered is the Hall Street !xtension, which would provide a means for drivers to bypass t3.1e busy SW Scholls Ferry Road /Hall Boulevard intersection. Theme- fore, this project might also reduce traffic volumes on SW Scholia Ferry Road in the study area Since neither of these projects is yet at a committed level, they are not included in the analysis described within the remainder of this report x.22 1 • M 1' 'ANTIC IMPACT ANALYSIS The evening weekday peak hour impact of traffic generated by the proposed development was analyzed as follows: The placement and size of the planned Center II devel- opment were confirmed. Background traffic volumes on each key road segment within the study area were estimated for 1990 condi- tions. The total number of future evening weak hour tripe, both in and out of the proposed complex, was estimated for completion of the development by 1990 under both the existing and proposed zone designation. The regional market area relative to major fender high- ways was examined to +gib +;aLn an estimate of trip distri- bution patterns within the study area. Site - generated traffic predicted for the weekday even- ing peak period *f 44q* :00 p.m. was assigned to the highway network aftd Ae'4l.ed to background traffic volumes assumed for 1990 ce diticns. Traffic demands on each roadway facility were analyzed to identify any capacity or level of service deficien- cies for 1990. A detailed discussion of this methodology and the analysis re- sults Is contained in the remainder of this section. DEVELOPMENT PLANS Current site plans are for a mixed use development to be con- structed on the site. !pacifically, the proposed development will include approximately 21,200 gross square feet of medical and professional office space, and approximately 41,040 gross square are fee of neighborhood retail space, and an auto service center. Two access drives are proposed in order to connect the site with both SW Scholia Ferry Toad and SW North Dakota Avenue. The general location of these access drives is shown schematically in Figure 7. The primary access drive will be located on SW North Dakota Avenue and at least 200 feet south of SW Scholia Ferry Road. This will be a full access dri.iway, and is expected to consist of three lane., including one inbound lane and two outbound lanes. 1 0 1 1 1 A secondary access drive, permitting only right - turn -in and right -turn --out movements, will be located on SW Schslle Ferry Road at about the middle of the site frontage, as showr, in. Figure 7. This driveway will contain a single inbound lane and a single outbound lane, and will be designed in a manner that ensures its use only by right- turning veh :clew. A schematic i3luetration of the interbection design that is being proposed far this driveway is presented in Figure 8, and is representative of a design recently suggested by ODOT engineers 1 1 1 1 1 e -. Greenway Town Center LEGEND Full access driveway . ®i"• °Right -in /Right -Oct driveway_ PROPOSED. SITE ACCESS bm1VF3 Figure LEGIBILITY STRIP ISLAND CURB TO BE IN LIME WITH (STREET CURB OR AiWY SHOULDER SW &MIK UMW MINI MIR SINN EMIR WIMP WON Mgr SIM IMMO CuR8Er I LAND CURB °j fjk CA 0 in 32 vs ste 0 31 L a 16, For comparative purposes, this report also given consideration to the possible traffic that would be generated if the site were developed in accordance with its current zoning designation. Under this scenario, it is assumed that the site will be developed into a mixed use complex predominantly oriented toward office-related activities Although the current zoning would allow some land uses with very high traffic generating potential to be located on site, 'these particular uses were consciously avoided in order to ensure that the analysis would not be biassed toward unrealiatical1y high traffic generating assumptions With these factors in mind, it was assumed that, under the existing zoning designation, the site would be developed into a mixed use complex consisting of approximately 29,150 gross square feet of medical office space, approximately 29, 150 gross square feet of general square feet of general gross ros5i� sa are 1 officss space, and ®, �OsD retail space. TRIP_ GENERATION The expected trip generation charaoteristics for the proposed site under both development scenarios were estimated on the basin of information contained in a 'recent report prepared by the Institute of Transportation Engineers entitled "Trip ,Generation. Third Edition" (Reference 4) . This document served as the basis for the trip generation estimates presented in Tables 5 and 6. The trip generation summar iec sown in Tables 5 and 6 reflect . several modifieatione to the information contained in Reference 4. With respect to office related uses, it is assumed that five percent of the daily and 10 percent of the p.m. peak, hour person trips will be made via transit. This assssu!riptioa is gin i Table 5. PROJECTED TRIP GENERATION CHARACTERISTICS FOR PROPOSED SITE Existing Zone Designation Generated Trip Ends (H) Lead Use Size of Land Use (GSF) (A) Daily PM Peak Hour 1 Total In Out .11} •1•11110141110 Medical Office General Office General Retail Subtotal 105 75 Net additional one- way trip ends gong rated by the sit!'! (D) • Notes: co M 1_ cui • GSF = gross aware feet. • Includes both 'abound and outbound vehicles. that percent y percent . Assumes �.ha.. 5 ercent of the daily and 10 ent ®±� the p peal, lour person tripe are made via transit. . Assumes that 30 percent of the trips attracted. Table 6. PROJECTED TRIP GENERATION CHARACTERISTICS FLR PROPOSED SITE Proposed Zone Designation Generated Trip Ends (B) 'M Peak Hour Neighborhood Retail 41,000 4, 600 510 250 260 Medical Office (C 1 21,200 1,100 75 15 60 Gas Station 1 Station 750 30 7 16 SUBTOTAL 6,450 615 280 335 Net addition&i one- way 'trip ends generated by the site (D) 4,700 450 200 ''250 Votes: A. GSF gross square feet B. Includes both inbound and outbound vehicles C. Assumes that 5 percent of the dally and 10 percent os the p.m. peak hour person trip* are : °de Via transit. 0. Aas'omee that 30 percent of the trips attracted to the retail activities represent drop-in tr/ps that are osliweady being made on the adjacent road system. Also assuzaee that 50 percent of the trips attracted to the gas station represent drop -in trips. consistent with County -wide averages, and is considered to be veaeona le given the degree of transit service that is available along SW ` ►c?o11a Ferry Road. ABRIVia of Reta . 'rite Tj . In evaluating the traffic impacts of the alternative develop» ent scenarios on the surroun ing street sys9teL, it 3e important to realize that for retail activttie =, there are different types of vehicle tripe, and that each type has a different effect on the street system. Generally, there are three basic types of trips e seciated with any retail/commercial development, which can b- e.: e ribed as follows a Dr2p -In Trips --- The se retail tripe already exist on the roadways that provide primary access to the new development, and are being made for some purpose other than shopping at the provided retail stores (for example, home -to -work) Drop -in trips do not result in any increase in background traffic volumes within the study area. In feet, the only impact of these drop-in trips occurs at the site driveway(s), where they become turning movements into and coat of the proposed retail center instead of through movements. Therefore, drop® in tripe have no additional effect on the road system beyond the development's driveways 2 Diverted , Tri'os These shopping trips are currently being drawn to other commercial activities that compete with the proposed retail activities, but are redirected to the new retail activities when they open. This re- direction usually occurs Because of en improvement in ohopping convenience and proximity for the affected drivers. Diverted trips will result it an increase in traffic volumes within the immediate vicinity of th site, but will aisao result it a decrease in tr= ffic vo .uwes at other locations within the area (I.e., in re. , ss cohere they used to shop). Therefore, this com- ponent of the generated demand causes no change in the total number of vehicles within the area, even though it may :..dd to the number c! trips in the immediate vicinity of the site. Another side bene `it is that by divev' tng, these , ipa often clause a net reduction in total vehicle miles traveled on the area -wide trans- portation system. This is a coamoA ease observation, e nce it is difficult to imagine that any drivers would divert to a new retail esss3tablisshment in order to travel a reater distance Coen they did previously. .- These trips would not have been made with- out the existence of the proposed rat 11 ctiwitiess , Therefore, this is the only trip type that results in an increass in than total number of vehicle trips made within the area These are ale° the only vehicle trips that represent additional vehicle miles of travel on the areawisie transportation system. The trip generation summaries : hown in Tables 5 ar' di 6 reflect the fact that a significant perentage of the trip ends attracted to the site for reeall activities already exist on the adjacent surface streets (viz., SW Scholls Ferry Road and. SW North Daketa Avenue), and are already passing by the site for other purposes. For convenience -related activities such as the proposed service station, it has been f. un& that the drop -in trip type typically accounts for at least 50 percent of all site-generated vehicle trips. ror other general a taik activities that are less convenience oriented, drop -in trips typically accourt for about 30 percent of all site- generated vehicle trips. These observations are therefore reflected in the trip generation information presented in Tables 5 and 6. TRIP DISTRIBUTION The distribution of site-generated trips onto the roadway system within the stud; impact area was estimated through examination of the anticipated mayketc area and population center relative to the existing street circulation system. Consideration was also given to observed existing isting traffiC flow patterns during the even- ing y given to other trip irn,. peak hour. Finally, consideration was generation es timates prepared as part of several recently co- pleted traffic impact studies for nearby sites (Reference 1, 2) . On the basis of this Information and analysis, the estimated trip distribution pattern shown in Figure 9 was prepared. As this figure indicates, it is assumed that 30 percent of :;11 site- generated vehicle trips will travel to and from the east via SW Scholia Ferry Road, 20 percent will travel to and from the west via SW Scholia Ferry Road, 25 percent will travel to and from the north via SW Sorrento Road, and 25 percent will trave A to and form the south via SW North Dakota Avenue. It is believed that this distribution reprea ents a best estimate based upon available knowledge of existing and projected cond -. tions. Using the f'est i'rr` ated trip distribution patterns shown in Figure 9, the traffic anticipated to be generated) under each of the alternative Scenarios was assigned to the street eyatee within - . r- . . ... ._ .. -„. .. g -. . -.. . : :. - . -,•.,- i : •�1"�§1-..i_. - .9 _ S .r. � : .a .ta?. _ —_ x„ x _ +. • ♦ •:. !a . ". _. r _ - - t Y z, i � .'e. } :tom: t x _ . r - , - : ,. . - , , ,s y e [ .$ T r, ' '.s F - L . sF F. Y:yam . '!':':.-_,'7,., [ ,7:47i,'.: +a- . • - -` _ t _a . g �... -y,,Y• . s = r: ._ . --:,:_--4- 4 . . • Y - ` e t ,.¢ is L - '- ' LEGIBILITY STRIP .<. .s „ x .... x.x.. - -. ,. . :7;',.;;,,i','-.:::..„Y C • . i nL '[ F r , .lr ri F i.,-; � . t s , _ f - ] _ l . . :w .e t. i[x., i i . i-! -Y.__- � fc s - i . i . . i � :6 € _ t i per. x ',,i.,-t' ; .. :-. k . a i . I-, - s} 'Dakota ory a . - ._:7, . t� . t - - y gyp - - - _ - rt �i�i i '•- _ cep i } ,�QQr///��y! - -- =. 4* '. . c r S 121st_ Ave -I r i f'_ _ ii. F to-- F Y - , ,a ,,,,. .,'',. . '! ■* ID - N „ -_,- ! p 1 , 0 - '..--,,) _._ ,. ., --.t, - . . ,. --- ! -- .4. 0 , -, , M . a ' . li- .- --= . 0 ''''' s'•ct,.... . marl"' Z -.: r _ _ . :_'''',.--; ', rAdkii,„ . ar- _ .. _„_ . ,,= , _ ,. _.,... ....... _....,.........._,...„. .4,. _ .. __,.. ,, _i__.....„.._ ,„,_, ,.....-::„.._:;„--.., .-....,-•. r ' ESTWATED TRIP' WSY �1 1 the -tudy area. The assignment of this site- generated traffic to specific road segments and intersections within the study area le shown in Figures 10 and 11 for the two butldout scenarios that were investigated. This site -- generated traffic was then added to observed 1936 even- ing peak hour background traffic volumes in order to arrive at the total projected 1986 traffic volumes shown in Figures 12 and 13 Table i sum arizes the results of the LOS analysis conducted at the key intersaectiohs within the study area and for each of the development alternatives that were investigated. For ccmp e at ��e purposes this table also includes the existing operational char- acteristics of the SW North Dakota /SW Scholls Ferry Road signal- ized interse t ion As this table shows, it le ound that both key intersections will continue to operate at acceptable :service levels, even after Bite - generated traffic is added. This finding is true regardless of the development alt- rnntive that is selected, although it should be noted that development under the proposed zone designation will result In a slightly higher vo 'ume /c spas i ty ratio than will development under the existing zone designation. Table 7 aloes identifies the results of the unssignalized LOS analysis condom »ted for the new intersection of the site access drive with SW Scholls Ferry Road. These aessul is show that this intersection will also operate at a very aaeceptable services level dttaing p.m. peak hour conditions, and will have a subatantial amount of reserve capacity vaila ble. This finding is true under both development alternatives that were investigated, and reflects the fact that access at this driveway is restricted to ri g ht turnin g movements only 4 . '.', i ,..,,. . ,. .: ,...li,t'Ii..,.-"-.'.,, .:*''s`f:**-',;-. ,,,,:-..i,„ 7, ;-:',.... -..:-* ±;',,f ,,F•„:-..-.,'"' ''.-..„'"..-*.:,--',!-.4;.:`,' i ' ' mnion ii T/ STRIP 4,, „......,-7 ;.0---1.,-.,. ...--.,-'4-:4--.,.... ----- e.44.- -.. ----.--.-.4,.,- - I =_:$. .1--'- -,,-.-• , --...- . -..., - . r'..- - ''''A- - - - - - ' 7,..- . 'i, - '-: ''. - A: --' : ”- , :'-' -g,..i::::,- '-, -'.44,- - 7, _,*.;. :. !, .-- i '-,_" 1!. , _:: ': _f: _ ,_ , -_, ''--"_.:1,,or.: ;12. 1 , Is, : ..1.: . :._ ,,t' ,f-;;',',.5., .:,..`:,,,,',... i. -.-,,•'7,3: i:7-;- .,:'-'''„ ‘,.'...,;-,-- 7::::,,Y?"'S':..;:i-- -''.;-11-e_-7,...,! ',:i',-,,.'-;-'---'7,-=e-: .,,--:u:' ---c- '1=_:- - 1-; ,, ea 11111411 ..- 2,;--;'''i '' ' ‘,1•.- . ' --, - _.. -: „ - --"- - ' -'' ' ' ' ‘- ' - '' ' ' '' "' ' - "..11111IMIM............. . . ...: , .. ... ‘.::;..„.,. ._, ...:. ,._. t_ 74 , ,.,. r,.._, ..... . , ..,. .., . ., .., . ... ,..... _ .... ,.., d,. :.-,-......-t c. .,. - - %.-_..,......::.......-.: ..,.. - relorth Dakota Ave 1, ... r 8..,,°!reira,..tf.. P, ', 1 - e : ' .i:::::::::iii.i:::::::::::::!!.,..iiii,:::::::::::: _ A 46 itairsiiip• iiimmesm 25, -.7 - •-.---t '-,, ! : • p_ 0......,484, op....--5 :-' . _ . Y• i-<, - ' ec at * ' • k SW 121st Ave , =, -▪ - - : , • •,-., .0 , . • • •-1 'i•-.. ; . ' is. M - -• - M si. ., ''' OA M.....- ' * Z - - . • 49 • ' "' 1:101 ; --; .• ''•-;1 - a' Li GO M i 412# _ . -, -.- - . a Z CO 0. • 0 .., ,„ . . . _ ._ ,-,- ...„,-...,--::,„-...:,:., --;,,,-., - .-..--T.-,---. ',----...-::::,.. .-----•.-..3 ,-,-_;,--.---i., --.-----:-,-------;,..-.L_,-,_-,-5..--,_:-...._,-: --.':-.---:_:...,:_t.',-r..)-7__?;----,--!--*--:._-.,.--_'7-.1._ 1- ' :t7._.‘: ':- 1. `_:,1;:::'-i'-±-2!"- 7 - .f.c-',„,___ "_:...',__._i ._:-._ =- • l:!, -*::. :7 - ,.±-,:y: -!,._,-' ,- PM PEAK. HOUR SITE.-GENERATED TRAFFIC: EXISTING ZONE E DESIGNATION- FigurQ " iiteiSemeassiesaseassmaitsitiOsetieekeitttediitatieskiniiiiiir' PM PgAit -1401041 VITIM.OEN214ATD TRAPF101 110110POS40.zolot Hat StailiktION 726 •—arew 6 wokx TOTAL P PEAK HOUR TRAPPOOr EXISTING 3014E D /GNN T1 N Center I 12 r ', ._: 1'+ . s � �`} _.,:. r :. .,:._4";::'''', .. t -. __.. _ -,..,- .. .. :. -.. -.1.'---.:i::--- - j is = t '�� :s.��' F:. ' - �.: E ' < `' : •_= —� -. .--:‘:'.4*-" T" `,.: -: - ', • -. -.>� F •.', i ',�� , i q - £. t♦tY .X �. - L r ` ''';'‘‘',4-- } r- z . . , } ,' " f . f t" -.. , �_ * . LEGIBILITY _ . '3,--,- , � 4. & t t - € €+s _ - . . af. s. a -.Y, de f ,': f -:'.ii, 4- 1.._ f y .F r r. _ r - -= a . i , -fir` f s €,' : i t s - v. • orth_ Dakota Ave SW.. orTento Rd }• T ; E W am �O i �} . * J :•V4,.' � I i 4 , , t. - 40 sktih 115 . ivy f t= .3.s�s f r , • g, -,. i .4 * 0 el i i 1 - -.. . dzik_ in F .v.. ' Ara C '- i'l. eNt t . 0 * - — - 0 11 gri* Z : Wit: f; s > : e t - _- - -- :.. .. - -� _. _ _ _ �_ .:. ... f.- � :.... � .:..�- ... -_ �... _ z >_ _'._ •i �s z - Y���c' s,x a s_ s - 1�: a•.: s: <- - - - — •:s ' Greenway Town Center Tei;fAL ' ` PEAK NOUN TRAFFIC PAOPOZED ZONE SI NATIO vissalseasesee•efsemeansamamtaterek =eons Figure Table 7. INTERSECTION LEVEL OF SERVICE SUMMARY: 1986 P.M. Peak Hour Conditions Scenario PM Peak Hour Conditions SW North Dakota/ Site Access Drive/ SW Scholia Ferry Scholle Ferry Road v/c LOS Ratio LOS amr 'xisting Conditions D .88 .90 A 667 Full Development: Propos Zone Designation 8/ .94 531 rg Or) F w 1990 . P,M. Peak- Hour Conditions Another objective of this study was to eatihat M the probable operational characterietics of the RW Scholls Ferry Road /SW North Dakota Avenue intersar.etion under projected 1990 p.m. peak hour conditions. In order to do this, it was first necessary to estimate 1990 p.m. peak hour background traffic volume level for the intersection. leased on a review of r cent traffic volume projections for this area, it was concluded that a reasonable estimate of future traffic volumes shop, ld be predicated upon an assumed 1,5 percent annual growth rate. Additionally, traffic volumes on SW North Dakota Avenue were increased to account for the future devieIepment of a 120 -unit single family residential subdivision. The resulting 1990 bay: kground p.m. peak hour traffic volume projections are shown in Figure 14. The as nmed 19P0 p.m. peak hour background traffic volume's shown in Figure 14 were coaebined wieh the expected site - generated. traffic volumes shaowrd, in Figures 10 and 11 in order to arrive at the total projected X1990 p.m. peak hour traffic volumes ehown shown in Figures 15 and 16. A LOS analysis was then performed for the SW Scholls Ferry Road/SW North Dakota Avenue intersection and also for the proposed site access drive, using the intersection analysis procedures described in the 1985 Highway Capacity Manual. g Re 1 erence 8) . part y It was assumed as cart of this analysis that 1W Scholia Ferry Road Will be improved ed by 1990 to full five -lane cross - section within the vicinity ef the site Table 8 summarizes the results of the LOS analysis conducted for 1090 p. m. peak hour conditions at each of the key intersections within the stud'5r area and for esoh of the development alternatives that were investiga ted. For comparative ;r urposes this table again includes the existing operational charac- teristics of the SW Korth Dakota/SW Scholis Perry Road signalized intersection. As this table shows, it is found that both key 1 • 1 11 A 0- 1 • Greenway Town Center ffillOJECTED iO DACKG iC TRAFFIC: PEAR HOUR. F r2 enter. U 4 ` AU UL ,11988 iffininalECOMIEMILa NACMYSER1Wlodllmgtuveswmmw......,--- _ •■ agElliMenatalliVENISSW L eings 1210 Limummumummostonmssimuszsgmlemsmammemamemmemmasimegmeanome vessommizostamtesizainmeemet ' troTAL te90 OM toEtat 401,014 TRAFFIC: XST142.322121LISEIVTIN. ..... Figure * "" ^ .• "- b -;--...--,._-_,:=_.,....--,r.,.',---._ . . LEGIBILITY : - =3.. x. t .. -.r,- Y- a±k - `'k at K _ -yx r - t` i :; 1i F. .-_ ... -.. s � , :� ?� �:: : -.f r. -,f i. I -. - - 3 Xi 1 - ;'. '� �... - -- . r... tr e ..: �.: Y:: ll - a .• -'.., -.. cif -k - .r, t �,. •_. - _fir�'t -yr, � - :sK � •T:7L Fr - r -, r f FL r - :- t': - - Dakota A,ve ----- ---- ' - - --. . i I itt,. ' --t ,„_44-s_ ,,....-..‘-t--A-:.-w,:-A::::::::::.Iiiiii.--,, C r - - •i ®p ..-: ,'.1, - - - Iiii.:::::::11111:1!..!:.tillitill.',.-- 5 ° 144t,. t l'Ait's°' .- Vi '=--- ' ;. ., -..:::;:::::::::::::::i:.k;::=1:"--.:------.--...,- ,_,_. .. ,,, . 0 1 2. 6, '1 t . : )4‘ C9 � '� m ' `° a 2 e = '$ SW 11st � C - ,t. r_ ,, _, - CI 7. i ;IC : �. L r i 510s. Z . : , -'. -. --r- .'- . ::: • .: .Zik,i). _ --.'-1-:17-4443).•4 . - ' ' ' -Ua ' ' '' ' ' - ' . 412.! i , ign ,•-:-.'::;,,.,-_"-1:-:, .ti,:- V i..,-• ' - , ,,:; r,,..,,...,...:, _,,.:.,,, _ L...,..: - • _ - - i DTI _ - - :_ _ . _ � - -, _,. _ : ,. .- �' . - 1 s. a •+ :.:_-_.2'''.-- '..,*:.-1.--'---- '§ T i s t• .. -.... : :_.,._ - � �._ i.. - -.. .� .. . _ _ -. -. " _ E... _ r =i. { r. � �E :e. - — * • A tatootamomulletow=weareastalmosels="2"imeenesioni TOTAL 1990 PM PEAK HOUR TRAFFIC: PROPOSED zowe OeSIONAT8011 ioure tist 1986 Table 8. INTERSECT/ OH LEVEL OF SERVICE SUMMARY: 1990 F.M. Peak Hour Condition Scenario PM Peak Hour Conditions +�smltwr..�.�a�u.mmwy .. erwirmreeowns SW Worth Dakota/ Site Accoss Drive/ SW Scholls Ferry Scholls Ferry Ro:,.d vic Reserve LOS Ratio LOS Capacity Existing Conditions .88 Pull Development: Existing Zone Designations D .88 A 56 Full Development: proposed Zone Designation S .63 850 M, w "11h:iFLIM nM�gl ..6 LEGIBILITY STRIP 1 ■ 1 1 1 1 1 e 1 4 intersections mill operate at acceptable service levels both with and without the audition of ite-- generated traffic. Thia finding is true regardless of the development alternative that is selected, although it shoU1d be noted that development under the proposed zone designation will result in a slightly higher volume/capacity ratio than will development under the existing zone designation. In either case, however, the planned improvement of SW Scholia Ferry Road dictates the results of tie intersection analysis, and results in a substantial amount of excess capacity. Fable 8 also identifies the results of the unoignelized LOS analysis conducted for 1990 conditions at the new intersection of the site access drive with SW Scholia Ferry Road. These results show that this intersection will also operate at a very awcepta& ale service level during p.m. ►. peak hour conditions, and have a substantial amount of reserve capacity available. This finding is true under 'both development alternatives that were inv .etigated, and again reflects the fact that access at this driveway is restricted to right - turning movements only 1. Robert Keech, P. E. "Traffic Analysis Residential /Office Commercial Development Road at Sorrento !Wad". June 1988 2. Tory R. Lancaster P.X. ►OGseenway Town Center Traffic Impact Study" (undated) 8. Transportation Research Board. "Highway Capacity Manual". . Special Report Na. 209 (1985 ) Institute of Transportation Engineers. Manual: Third Edition01 (1983) for Proposed Schole Ferry Phase 11 "Trip Generation CITY OF TIGARD, OREGON ORDINANCE NO. 86— 1 . L AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE A COMPREHENSIVE PLAN AMENDMENT (CPA 10 --86) AND ZONE CHANGE (ZC 15-86) PROPOSED BY BETHANY ASSOCIATES. WHEREAS, the applicant ha; requested a Comprehensive Plan Amendment from Commercial Professional to Commercial General and a Zone change for --P (Commercial Professional) to C—G (Commercial General); and WHEREAS, the Planning. Commission reviewed the proposal on October 7, 1986 and recommended approval with the addition of a (P —0) Planned Development overlay zone; and WHEREAS, a public hearin g was held before the City Council on November 3, 1986 to consider the Commission recommendation and WHEREAS, based upon the record in this case from the Planning Commission and City Council hearings, the, Council makes the following findings in this matter: Section 18.2.x. 040 of the Tigard community Development Code establishes dethiled standards that are to be used to make a decision regarding, a request to ,amend: the plan and zoning map through a i quas- judaciat procedure. A request for such an amendment must' therefore address these standards as a part of its application. These standards include: Statewide Planning Goals Applicable Comprehensive Plan policies 2.1.1, 4.1.1, 5.1.1, 5.1.4, 8.1.3, 8,2.2, 9.1.3 and 12.2 Applicable standards of the Community Development Code section 18.30.120. Evidence of a change in the neighborhood or community, or a mistake or inconsistency in the plan or map as relates to the property' Evidence ;hat the change will not adversely affect the health, safety and welfare of the community. Statewide Planning Goals no longer need to be addressed because City Comprehensive Plan has been acknowledged by LCDC. Comprehensive flan Policies have bee n properly addressed manner' Policy 2.1.1 is satisfied because the Neighborhood Planning Organization and surrounding property owners were given notice of the hearing and an opportunity to comment on the applicant's proposal. b. Policy 5.1.1 is met because the applicant has shown that a partial rezoning of the property will more likely be able to satisfy local market demand and subsequently provide job opportunities for ilocal residents. c. Policy 5.1.4 is satisfied b 1: use the proposed change will not enlarge the area presently ruignated for commercial use and will not encroach upon nearby residential area. Policy 8.1.3 will be satisfied as a condition for development of the site C!efore any comtner•Lial development occurs, City approval through the Site Development Review or Cob idititional Use process will be required. e. Policy 8.2.2 is satisfied because the site is served by Tri -let and bus users will be able to commute to this site. f Policy 9.1,3 is met because the change in Plan and lone designations will better provide for local services that nearby residents now must leave the immediate area to obtain. This proposal will help minimize the length of vehicular trips: g; pp e! Section 12.2 of the Plan The a ixcable I�ocational Criteria in have been satisfied. A residential zoning district is only adjacent along Ghe southern bnundary of the site. 2) Access The access traffic analysis presented demonstrates that the proposed rezoning does not create a traffic safety problem and that the overall impact upon adjacent streets will be minimal and the level of service for Scholls Ferry Road, Sorrento Rorid, or North Dakota Street will remain unchanged. When reviewed in 1985, the traffic fii,gnal at Scholls Ferry Road /Sorrento Road /North Dakota street had not been installed and the improvement and wi.der.ing of Scholls Ferry Road had hot been scheduled by the State Highway Division for 1989. The City Engineering Division and State Highway Division concur with the traffic study with the understanding that specific access points will be further evaluated during the Site Development Review or Conditional Use process. Direct access to an available. arterial and collectpr street is Public transportation is available �n Schools 'Perry Road. • • Site Characteristic The applicant has shown that the site will accommodate the uses proposed for the property. However, the Council shares the concern that was eApressed at the hearing regarding the negative impact: associated with a larger scale commercial retail development. This concern is heightened since standard Community Development Code Provisions do not prohibit the use of the remaining area zoned C-P to be used . ^ 4Atisfy parking and landscaping requirements for a project occurring on the land to be zoned C —G. Although this scenario is not intended by the applicant, the Council finds that it is essential to modify the request and impose conditions to ensure that development will occur on the property in the manner" proposed. The property is flat with clear visibility from either Scholls Ferry Road or North Dakota Street. 2Cmpact Assessment As noted in item 3) above, the scale of the project should be limited so as to result in commercial development which is most beneficial to and compatible with . nearby residential neighborhoods. to limited identia], neighbo In addition zo the scale of the anticipated' development on the property, Code requirements relating to building ;. setbacks, landscaping,, Lighting, etc, will be employed during Site Development or Conditional Use review. Evidence of a change in the neighborhood or community. The applicant has demonstrated that nif�cant 'g changes have si than taken place since 1983 The development noted in the report represents a combination of projects that were anticipated by the Plan (e.g., Meadow Creek Apts) and unforeseen events e.g. Beaverton. School District sale of surplus la nd). These have all contributed to a change in the demand for commercial :services, Evidence of a mistake or inconsistency in the Plan. professional . - ► that the demand for Thee r+tiarketng anal.ysa.s has s,towcr office service (e.g., physicians, travel o agencies) can be better satisfied with smaller sites in . than �, � office user proposed more locations rather than fewer large sites. ', These of rezoning are permitted in the C—G zone. as well and th will not prohibit them on the subject property. The analysis - .. --P and a � also shows that there. is a surplus of land toned t► deficit of land zoned C-G. This proposal will help provide additional commercial needed in the area ORDINANCE NO Page • Evidence that the orange will not adversely affect the health, safety and weifare of the community. That traffic impact on this proposal will be minima. and coupled with the site and street improvements that will be required in conjunction with the development, no adverse impacts are anticipated. THE CITY OF TIGARD ORDAINS AS FOLLOWS: Section 1: The proposal is consistent with all relevant criteria as discussed above. Section 2: The City Council upholds the recommendations of the Planning staff and Planning Commission with the following modifications and conditions: a. The eastern 2.9 acres of the site shall be redesignated for Commercial General development in the Comprehensive Plan and C—G (Commercial General) on the Zoning Map. The northwest corner containing 1.0 acre will be redesignated for Commercial Neighborhood development in the Comprehensive Plan and C—N (Commercial Neighborhood) on the Zoning Map, This amendment is illustrated in Exhibit "A" (map). Section 3: Commercial development occurring within a zoning district shall not utilize space outside of the respective zone to, satisfy parking or 1andscaping requirements prescribed by the Community Development Code. This ordinance shall be effective on and after the 31st day after its passage by Council, and approval by the Mayor. PASSED: By L(.hoLh Ol'to ,c. _ vote of all Council members present -after being read by number and title' only, this ..,1Yrk day ............ of dC� rL i. 1986 ��.. Loreen Wilson, �. Acting City Recorder APPROVED: This - day of 4.iediei- y4er— 1986 9OL «► 401 le° A''► k' 559 /a 64, „t,® 300 793 AC President Moen did not support some of staff's concerns regarding downtown location alternatives and traffic considerations. He commented that there had been some thought in designating the property R -40 and that it wasn't just plopped there to meet density requirements. He felt the R-40 zoning designation is the most appropriate use for the site. Commie p r Newman moved and Commissioner Butler seconded to forward a recommendation of denial for CPA 6-86 and ZC 10 -86 to City Council based on staff's findings and conclusions. Motion carried three to two. Commissioner Butler and Vanderwood vot.. g no. 5 5.2 COMP HGNSIM& P ,, ° + ` ," K ..r -HANG c* #µ , ®Amendment UNITED FIRST F , L .` , r , +gym irisi� e 0 from Light Industrial to Commercial Geeeral and a Zone. Change from I - -P to C -G. Located: 15995 SW 72nd AVe. (WCTM 2S1 12DC lots 700 & 701) This item has been set over to October 21, 1986. 5.3 COMPREHENSIVE PLAN AMENDMENT CPA 10 -86, ZONE CHANGE ZC 18-86 NPO # 7 N:7(.„.., BETHANY ASSOCIATES for a Comprehensive Plan Amendment from C-P to C -P and C -G and a Zone Change from C -P to C- •Pdand (WCTM 1Located: lot 401). st corner of SW North Dakota and Scholls Ferry R ( Senior Planner Liden reviewed the history o0 the proposal, explaining that concerns from the previously denied proposal had been addressed, Staff recommended approval. APPLICANT'S PRESENTATION Gordon Davis, land use consultant, representing Great Northwest /Bethany Associates reviewed the components of the project explaining how it differed from their previous proposal and meets City requirements, He showed the proposed plan with the use of an overhead projector, Wally Hobson, Economic Advisors, Using an overhead projector reviewed the results of the market study they had conducted. Wayne Kittleson, Traffic Engineer, 512 SW Broadway, Portland, 97201, using an overhead projector ,.:viewed the traffic area studied and their results. Gordon Davis, explained how the proposal meets the criteria to amend the plan, that it will have no adverse impact, and that the change is p '� justified, Discussion followed regarding the as station beirrj, proposed and phases of the project. PUBLIC TESTIMONY 3. A Paterson, 11605 SW Manzaneta, Tigard, 97223, supported the proposal as being an appropriate use for the area. Lee Cunningham station, d n attt ],3385 SW 115th, supported the proposal as being a gr"ao appropriate Use of the land. His only reservation was the gas He did not feel it was consistent with the ne=ighborhood. PLANNING CoMMISBXON MINUTES October 7, 1986 Page 3 Howard Williams, 12220 SW Scholls Ferry Rd., Tigard, 97223, was concerned that the CP property might be developed into a parking lot. Discussion followed. Staff did not feel this could happen. He also had concerns regarding the traffic. REBUTTAL Gordon Davis stated he did not feel it was possible to convert the CP area into a parking lot and it was not their intent. As far as the service station, its boundaries had been set and Mobile has an option to purchase if the zoning is approved. PUBLIC HEARING CLOSED. Commissioner Owens stated that she lives in the area and that the traffic was her number one concern: She opposed allowing another access onto Scholls Ferry Road, She felt if approved as designed the traffic would move through the Meadowcreek apartments. She was also surprised at tht.' results of the study as there appears to be substantial amounts of vacant retail space in the area Commissioner Butler stated his main concern was tha ingress and egress. He felt if the report is accurate then the change is necessary: President Moen felt that the CP portion should develop at the same time as the CG. He also supported designated the property PD. Also, there should be vehicular access available to Greenway Town Center without having to go onto Scholls Ferry Road. Commissioner Vanderwood liked the layout but felt there needed to be an access to the Greenway Town Center: She was not convinced this should be approved. Commissioner Newman had no comment. Commissioner Moen moved and Commissioner Newman second to forward a recommendation of approval to City Council with the recommendations that the property have a PO designation added, that the development of the Commercial Professional take place at the same time as the General Commercial; and that there be a vehicular access to the Greenway Town Center as part of the plan, Motion carried by majority of Commissioners present: Commissioners Owens and Varderwobd voting no 5.4 COMPREHENSIVE PLAN AMENDMENT CPA 6-86, ZONE CHANGE ZC, 16-86 NPO 0 4 ELLEN C NORDLING ESTATE, JERR? & NATALIE SCOTT, GORDON S, & GORDON R: MARTIN, and GEORGE & JOANNE NORDLING ... Comprehensive Plan Amendmant frog Low Density Residential to Commercial General and a Zone Change from R-345 to C —G: Located; 7105, 7155, and 7085 SW Elmhurst Street (WCTM 281 1AB lots 200, 300, 301, and 302), Senio r Planner Lx den reviewed the proposal recom4nding denial, becauso adequate services are not avalab1e and there is a compatibility problem south of Elmhurst PLANNING CO IISSION MINU1 ES • Qctober 7 1986._ Page d o Councilor Johnson said she thinks the quality of development the applicant is proposing is excellent. She hopes that this project can be done somewhere in Tigard but has serious concerns about this particular location. Councilor Johnson also commented that a point should be clarified: The City would not really be trading off high—density ' residential property for commercial property. The proposal is to move the high density over to adjacent property; therefore, it is not "trading" but it Is actually "coupling" the two zoning designations. The ramifications of this should be studied further. After Council discussion, it way° the consensus that they could not vote in favor of this proposal at this time without some clarification and further information on certain issues. Therefore o Staff (traffic engineer) was directed to review and comment on the traffic data available. Staff is to study options for a density transfer and then report on the traffic impacts created by any such transfer. Legal Counsel Elliot advised that it would be correct to continue this Public Hearing to November 17, 1986 and limxt the testimony to traffic and density issues. Motion by Councilor Brian, seconded by Councilor Edwards to continuo this Public Hearing to November 17, 1986 at the regular City Council meeting; discussion shall be limited to traffic and density issues. The motion was approved by a 4 -0-1 vote of the Council present, Councilor Eadon abstained' from voting. PUBLIC 7) HEARING — CPA 1i? --Bf , �C $B 86 (NPO t�a� � '� Request by BETHANY ASSOCIATES for a Comprehensive Plan Amendment from C —P (Commercial Professional to C —P and C —G (General Commercial) and a Zone Change from C—P (Commercial Professional) to C—P and C--G Located SE Corner of SW North Dakota Street and Scholls Ferry Road (WCTM 151, 3 4BC, TL 401) Public Hearing opened by Mayor Cook Declarations or Challenges .... None Senior Planner Laden reported that this is similar to an earlier proposal which had been recommended for denial by Planning Commission and Staff. However, this roposal has addressed the P p previous: Planning Commission and Staff cotceens and the . recommendation is for approve 1. Public Testimony — Proponents Gordon Davis, 1020 S.W. Taylor, Portland, Oregon 97/05, representing Bethany Associatos presented testimony. Mr. Davis'' main points were; COUNCIL- MINUTtS November a, 1986 This proposal retains a portion of the site as office zoned property. Market analyses indicate that 1. Present amount of office zoned property far Exceeds current or near future demand. 2. There is a shortage neighborhood-oriented retail. land zoned for 3. This property is ideally located for expanded retail and a small, neighborhood - oriented office building, Mr. D *vi,s used an overhead projector in his presentation to illustrate how the property would be divided: 1. 1.5 acres would be designated for use as a neighborhood, professional office building (presently zoned for this; therefrore, no amendment needed) . 2. 1 acre would be designated for use as a gas station. 3 2.9 acres would be designated for use as expanded retail (i.e. , small anchor: hardware store, auto parts store, home improvements store.) o Richard Boberg, Chairperson of NPO #7, 10660 S.W. North Dakota testified that the NPO members feel that this proposal is well planned. There is a need for this type of development and it will enhance the existing retail space, Public Testimony - Opponents: o Howard Williams, 12220 S.W. Scholls Ferry Rcd testified that he is concerned with traffic safety and the access to this property. He is apprehensive that once the property is rezoned that the uses, as are now proposed by the applicants, may not be what are actually put in. Senior Planner Liderr recommended that this proposal be approved. Access, traffic and usage criteria were: discussed by the Council,, Consensus was that ct C-N zone on the one -acre parcel in this proposal would better suit this type of development because of the designation of uses in this zone. Senior Planner Liden, in response to some Council discussion,, said that staff would prefer not to place conditions on the types of usage for the property. Public Hearing closed by Mayor Cook Page 1.. _.: COUNCIL MINUTES =- November , 1986 • 4 Motion by Johnson, seconded by Edwards, to direct staff to prepare an ordinance that would change ite zoning and reflect a Comprehensive Plan Amendment on the site under consiieration as follows: At the corner of Scholls Ferry Road and North Dakota Lane, one acre is to be rezoned C, -N; On the east side of the parcel, 2.9 acres are to be rezoned C-G. These amendments are made with the condition that landscaping, buffering and parking requirements cannot be shifted from one zone to satisfy the requirements of another zone. The motion was approved by a unanimous vote of the Council present. Ir'91aNrA34 "Ire Reque t ' � a . � "},P + � �' '� r General and Comprehensive Plan . t '{ or a Coo r Amendment from Light In us a' a Zone Change from I-P (Industrial Park) to C-G (Commercial General) on property located at 15995 S. W. Ind Avenue (WCTM 2S1 12DC, TL 700 and 701) . Public Hearing opened by Mayor Cook Declarations or Challenges None. Senior Planner Lien reported that the Planning Commission and Planning Staff are recommending menial of this proposal primarily because: 1. Policy 5.1.1 which encourages maintenance of economic diversity is not met: 2. There is concern th t the site is not developed to that it will be able: to accommodate the host of usela (and subsequent parking requirements) that can be found in a C-G zone. Public Testimony Proponents John Brosy, Planning Consultant with David Evans & Associates, 2626 S. W, Corbett, Portland, Oregon 97201, testified on behalf of United First Federal Savings & Lan of Idaho,, A letter from Mr. Brosy was submitted as a Nand -carry supplement to the Council packets. Mr. Brosyrs testiMony to the Council was outlined in this letter. Mr Brosy showed slides to i the Council of the pr�oparty in question. Presently, the projc t is within 1,000 squat feel of the mart imum allewlble with regard to leasing of commercial space in an IWP zone. On' C-G w stirs over the past two years have been interested in this location is whys' Unite First Savings is now requesting the Ione change COUNCIL MINUTES November..., 1986 • • -� t4P-4 1 ®11111111111►` •,�ti elm "tit Ala a. Mention by ouncilor Brian, seconded by Coun nor JohnFnn to adopt. Approved by unanimous vote of Council present. '' 9.2 ORDINANCE CIO. 86 - -58 AN ORDINANCE ADOPTING FINDINGS AND ;\/)<C CONCLUSIONS TO APPROVE A COMPREHENSIVE PLAN AMENDMENT CPA 10-86 AND ZONE CHANGE Z!; 15 -86 PROPOSED BY BETHANY ASSOCIATES. a. Motion by Councilor Brian, seconded by Councilor Eadon to adopt. Approved by unanimous vote of Council present. ORDINANCE NO 8 6-59 AN ORDINANCE AMEFJDING CHAPTER 10.28 OF THE TIGARD MUNICIPAL CODE BY DELETING SUB - SECTION 10.28.110(c), RELATING TO A DESIGNATED FIFTEEN MINUTE PARKING LIMIT ZONE ON A PORTION OF SW 87TH AVENUE, DECLARING AN EMERGENCY AND FIXING AN EFFECTIVE DATE. Motion by Councilor Brian, seconded by Councilor Edwards to adopt. Approved by unanimou, vote of Council. ,4 ORDINANCE NO. 86 6O AN ORDINANCE AMENDING AND SUPPLEMENTING CHAPTER 10.28 OP THE TIGARD MUNICIPAL CODE BY AMENDING SECTION 10.28.137(2) RELATING TO A DESIGNATED LOADING ZONE ON SW 87TH AVENUE, DECLARING AN EMERGENCY AND FIXING AND EFFECTIVE DATE. (Motion by Councilor Edwards, seconded by Councilor Johnson to adopt. Approved by unanimous vote of Council. CONSENT AGENDA: These items are considered to be routine and may be enacted in one motion without separate discussion. Anyone may request that an item be removed by motion for discussion and separate action. Motion to: 10.1 Receive and File a. Department Reports to Uphold Planning 10..2' Ratify Council Decision e� Recommenda tion for Denial of Requests for Comm. s s ion end Staff p Amendments and Zone Change Requests Comprehensive Plan Am a, Nordling, Scott & Martin CPA 8 -86 & IC 16 -86 Res#86 b; United First Federal Saving, x - CPA 9-86 & ZC 17-86 Res #86 .�.., Approve Training Request - Public Works Operations (Wasteater)_- $340 Motion by Councilor Brian, seconde by Councilor Eadon to approve Consent Agenda. Councilor Eadon questioned' the time and location for training per item 10.3. Community Development D stated City vehicles vehicles will be used and the s taff will return to Tigard all three days. Councilor Eadon was interested in the total amount of time to s ent between the seminar' and traveling. Community Developrne t Director clarified by stating that an adjustment will be made during the week in order to avoid overtime compensation~. ?OUNCIL MINUTES - NOVEMBER 24, 1986 Page 6 JO STAFF REPORT OCTOBER 7, 1986 - 7 :30 A.M. TIGARD PLANNING COMMISSION T" 'CARD CITY HALL - TOWN HALL 13 125 SIB HALL BLVD. TIGARD, OREGON 97223 A. FACTS 1. General Information CASE: Comprehensive Plan Amendment CPA 10-86 and Zone Change ZC 18 -86 AGENDA ITEM 5.3 REQUEST: Amend the Comprehensive P:,an and Zoning Pap designations from C-P (Commercial Professional) to C-G (Commercial General) for 3.9 acres of a 5.4 acre site.. APPLICANT: Bethany Associates, LTD OWNER SAME 5335 SW Murray Blvd. Beaverton, OR 97005 LOCATION: South side of Scholls Ferry Road, immediately west of Greenway Town Center (Wash, Co. Tax Map 1S1 348C, Tax Lot 400). 2' . Background _ Informal The subject property was annexed to the City along with several other parcels in 1976 (ZC 12 -76). The Comprehensive Plan adopted in 1983 designated the northern section of property for Commercial Professional and the larger southern ,portion for i Adium High Density residential use. Site Development Review approval for a 304 unit apartment complex on the southern segment of the property was granted in 1984 (SDR 22 -84). In the spring of 1985, a Comprehensive Plan Amendment and Zone. Change (CPA 3- -85 /ZC 3 -85) proposal to change the designation for the entire property from Commercial krGfessional (C -P) to Commercial General (C--G was reviswed: This request was denied by the City Council and subsequently appealed to LUBA 4State Land Use Board of Appeals) where the decision was upheld. , Vi cinitLznformation The eastern boundary of t�iQ site adjoins Grennway Town Center which is presently zoned C-G. The area to the south is zoned R -25 (Residential, �" ) of the apartment project has recently 2a units /acre and construction been completed. In onju;nction with the aparrtment complex, SW North Dakota Street WAS extended along the western boundary of this site as well as the apartment project, The parcel west of this street a tension on Sc hol1� Ferry Road is also zoned C--R. Other parcels to the south are zoned R-7 (PD) (Residential, 7 units /acre, p1nnned development).. Scholls Perry Road and the City of Beaverton lie to the north. CPA 1.0 -86 & ZC 18 -86 - PACE 1 • 4. cite Information and r_ssoSal Description The site is presently undeveloped. A four-way intersection (Scholls Ferry/Sorrento /North Dakota) is immediately northwest of the subject Property. The proposed Plan Amendment and Zone Change will retain the existing C -P (Commercial Professional) zone on the southwest corner of the site and transform the remainder to C-( (Commercial General). The applicant has submitted an extensive narrative in support of the proposal including an analysis of applicable City requirements, a conceptual site plan, a market analysis, and a traffic impact study. 5. Agency and _NPO Comte ents The Building Division has no objection to the proposal. The Engineering Division states that: a. The traffic analysis should be stamped by Kittleson. b. The City Engineer concurs with the study findings. Comments should be obtained from the State Highway Division. The Skate Highway Division states that The report did not discuss an option of no access to Scholls Ferry Road. This would affect the Level of Service for Scholls Ferry Road. No objection to the rezoning if there is no direct access to Scholls Ferry Road. NPO #7 did not have a quorum, but the consensus of the members present was to recommend approval of the request. No other comments have been received. FINDINGS AND CONCLUSIONS The applicant's narrative discusses the following items: Community Development Code sections - '18.22.040 Quasi - Judicial Amendments and Standards for Making the Decision - 18.30.120 Standards for the Decision (Legislative) - 18 62 +010 PAS ^pose (statement for C--G zone) - 18.64.010 Purpose (statement for C -P zone) Comprehensive Plan policies - 2.1.1 - 4.1.1 - 5.1.1. Citizen participation Air Quality Economic diversity /employment opportunities. CPA 10-86 & ZC 18 -86 - PAGE 2 — 5.1.4 - 8.2.2 — 9.1.3 —12.2 i No Commercial encroachment on residential areas Encourage expansion of public transit Energy conservation Locational criteria for commercial development The Statewide Planning Goals and Guidelines were not addressed because the Comprehensivo Plan has been acknowledged. With the addition of Plan policy 8.1.3, the staff is in accord with the applicant's determination of applicable review criteria. The Planning staff has determined that the proposal is consistent with the relevant portions of the Comprehensive Plan and Community Development Code. The applicant has addressed the relevant criteria in detail and the staff conrurre with the findings that are made on pages 8-18 of the report as well as the factual inforration presented in the market analysis and traffic impact study. In addition to the applicant's discussion, Policy 8.1.3 will be satisfied as a condition for development of the cite. Adequate right—of—way dedication, street improvements and traffic controls will be required as a condition of Site Development Review approval. During the review of the previous proposal, the major issues raised by the City related to traffic impact, no change in circumstances since the adoption of the Comprehensive Plan in 1983, and the desire to maintain commercial office land to be available to serve the surrounding residential development. The staff concludes that the applicant has addressed these issues and two variables affecting Scholls Ferry Road have been clarified. When reviewed in 1995, the traffic sir. el at Se hells Ferry Road /Sorrento Road /North Dakota Street had not be a�Y ins .e ied and the improvement and Widening of Scholls Ferry Road had r.ot been scheduled by the. State Highway Division for 198.E The City Engineering Division and State Highway Division concur with the traffic study with the understanding that specific access points will be further evaluated during the Site Development Review or Conditional Use process. When the entire property was proposed to be rezoned, concerns were also raised over the possibility of a large retail business such as a grocery store that would cause unacceptable traffic conjestion. This modified proposal which would only rezone 3.9 acres to C-G will not provide sufficient space for such a large retail tenant. The applicant has demonstrated that s ignificant changes have taken place since 1983. The development noted in the report, represents a projects i p combination of ro'ects th��t were anticipated by the Plan (eg. Meadow Creek Apts) and unforeseen events -(e.g , Beaverton School District sale p Contributed d of surplus land These have all contributed to a change in thed�man for commercial services. The marketing' analysis has shown that the demand for neighborhood . Professional office services (eg Physicians, travel agencies) can be better satisfied with smaller sites in more locations rather than fewer large sites. These office uses are permitted in the C—G zone as well and the proposed rezoning will not prohibit then on the subject STAFF REPORT CPA '10-86 & ZC 18-86 — PAGE 3 property. Also, this analysis demonstrated that a significant deficiency of commercial retail land and a, surplus of commercial office land p^eskntly exists in the Scholls Ferry Road corridor. Tn order to provide appropriate commercial services to this rapidly growing area in T'igard.', and Beaverton, the .wo cities have initiated a study with the help of a consultant to address this issue. Thy findings of this analysis (to be completed by January, 1987) are intended to determine the amount of commercial land needed and give guidance regarding appropriate locations. When asked about tiis proposal, the consultant did not feel that the study would be "fine grained" enough to provide much insight regarding this relatively modest proposal to determine which of two commercial zones is most appropriate: RECOMMENDATION Based upon the findings and! conclusions noted above, the Planning staff recommends approval of CPA 10-86 and ZC 18.86 . -1741r-�446,0` APPROVED BY: Wil tam A. Monahan Director of Community Development (kSL d j 1.89 ) STAFF REPORT W CPA 10-86 ZO le-0 - PANE 4 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM Sl MMARY AGENLA OF l/I186 DATE SUBMITTED: iP 22 86 Co, mmi s _ ISSUE /AGENDA TITLE: PA aa86 PREVIOUS IOUS ACTION: a ion C . ZC 18_ 86 ethany Associates PREPARED BY Keith Liden r DEPT HEAD OK444 CITY ADIIIN OK REQUESTED BY: POLICY ISSUE, INFORMATION SUMMARY The applicant requested a change in designation (Commercial from Commercial Professional to Commercial General and from the C—P Professional) zone to C- (commercial General). The Commission reviewed the proposal on . 10/7/86 and recommended approval with a ( ) (Planned Development) overlay. Attached re the application, staff report, transcript of the applicant's presentation, and Commission minutes. ALTERNATIVES CONSIDERED 1. Approve as recommended by staff (no PD overlay) . 2. Approve as recommended by Planning Commission (PD overlay). 3. Deny the request. FISCAL _ IMPACT SUGGESTED ACTION .r.A...1. i.1.1r 1\ . r.)r .. it r. r. 1i kb la •vh..•.: iT�li)\1:1()1 }T\Tl ♦ 4(.., v. <!:)i: \rl: ♦ :vJ1rv. +rr •: v.w r. �. .... , E. ., .�.. . ..:1 ....:v:.... : yr u4\lv.4a?vJV:\)ie\/1!y\■.�: s7) h v 1'.r v.)'h, .. • t • • ••••:, .: i;.: • ).. .t1.'. \ ••.:..v1 •:\. ♦ v'1�:vil�l�}...l.)�1.a+11/1,1 lE1E) Eli \. \t >1.11 }1.41:\:41: 1:411.: \! \: \J\: tt \: \TI�\� \�c1.. 1.::.: �. a•.:::.r\tYJ,4 v!:111.:.ivv:):�.Y V:Y..:.w�:1:1.+�: \:•.'.•: •)vi!\f.:1:}.•. �Gt >Gl ibl ttti ,>GU:IEf:.1.\:\Nrf's)\:u «'MU.al :s!4..r..:.•ws .l. • BETHANY ASSOCIATES CPA 14-86 ZC 18 -86 TRANSCRIPT 10/7/86 PLANNING COMMISSION HEARING NOTE: The beginning of the presentation did not record. Gordon Davis, . Then Great Northwest hired Kittelson & Associafes. Did I just increase my voice Secretary, "No, I just turned on the microphones." Davis, "0n the bases on the findings of the Hobson work then, Great Northwest. hired Kittelson and Associate, Traffic take a look how to . affic Engineers, then to t design a center that would deal with some of r: the traffic � issues on Schol].'s • Ferry and North Dakota and also Dave Waldron of Commercial Architect Mould then be g in to mold a specific desi g n conce p t tea. t would fit the requirements ' • µ. to of both the economic,studaes and the traffic engineer. . • What I would like t do now it turn it over to Wally Hobson, the President of Hobson and Associates to review with you there B=indings from their economic study then -Duane Kittelson, who will review with y ,.. ��u their findings on the traffic analysis discussion with there project, and then. 111 come back and conclude br further of the standards and criteria necessary to amend the plan. Wally." Wally Hobson, "Thank you Gordon. Its getting late and I will be brief, I believe X can summarize; this ,report very quickly, uh, let me go to my first slide here. The market study. that we conducted for this property, or with the market study that we conducted we reach three primary conclusions. First, there is currently 82 acres that was zoned for office use, within the approximate study area Which was roughly a five minute driving time from the site So theres, currently the inventory's 82. acres. Based on employment projections, by provided b METRO, Metropolitan Service District, due over the next 20 years, the time peri that. theres a need for, y . °� o� of you Comprehensive Plan, to the year 2005, theres a need for about 21 acres of this office land So in the year 2005, we estimate there still be 61, acres Of vacant office commercial land 1" TRAWSOIIPT BETHANY & ASSOCIATES 'CPA F19 86 /ZC 8 86,4 eege,1 e 4t 1)i),•“*.• .f 1)..••••• ∎•-. • .�i. .... i.. •.. ;Y. � i . .:. }' a) ti -V ! Ma h•a.`,ilf ♦al)t ■,:.,1a 11�xa)).1 l •iai4•i:! )tail• ?•a.l • .,. . •1..•.• 1.••1:ti∎t:•••i` •...• •.a: �.. $. 40%10i •M• r:b41: L.1.Ni President Moen, "One quick question. In your study area within your five minute drive, did you acres include the office parks dolon near, in the direction of Washington Square, the Koll Business Pars, and the ones in Beaverton, to the left, would that include ... Hobson, "We didn't include the Koll Business type park because we really feel thats more industrial flex based instead of professional office. No, It did not include that In my estimation thats a different classification of space. The second conclusion that we reached is that there is definitely shortage of properly zoned land for neighborhood oriented retail space. As I that will show you in the subsequent slides that I have In 1986 we estimate tha this shortage is about 16 acres today, increasing to about 20 acres in the it _ very year 2005. fhe third conclusion that we reac�1ed ..• that the property is well located for a• mixed development with some • .limited amount of office and an ex.anded amount of retail space which is basically, we conceive as being an expansion of the. Greenway Shopping Center and then A small neighborhood +oriented office building. In order to talk about office space I first need to • different types of office space t we looked provide a definition of two differ that w at Theres class A office space, w'lich is generally located en freeway interchanges, around large commercial centers, like Washington Square. Major employment centers, like Kruze Way or the Sunset Corridor. This is very highly visible space, it called, we refer to it as regional of=fice space, it serves a, very such a regional market. s the needs of Generally it serve. x r • t � larger tenant, in maybe the five to 20,000 square foot range The se tenants are frequently branch offices of national companies who are looking for alot of image exposure, and are willing to pay the price for it The buildings are . often three to five stories, gene rally rent, in todays market, 15, 1 6 dollars if there was a good market today there would probably be 18 to 20 dollars and these are typified the Point, ied by some of the bigger office buildings like Center that you see some of the a of t. ee on Kruse Way. The. GAF property on Hall:..., office Blvd an of a ' bigger buildings around Washington Square. There �� �.: r s o lower . i is another class mean low space, which we refer to as class B office space. This doesn t quality space, its just a different type of space that serves a different market. Its not generally located on the expensive land, on the freeway interchanges es and so on. But its 'usually on a pretty major street like Scholls Ferry. It often found near community neighborhood shopping centers such ,* TRANSCRIPT BETHANY & ASSOCIATES CPT i19- =06 /ZC 18 -86: .Page .;2 1. wl \fl • • ..11.11.1.11 i1 11Ji L♦ . .. ... 1 . • ♦ .. 1• .. ... • .. • Center. It serves a much more local market, its a more of a Community oriented space with smaller tenants in maybe the thousand to two torney firms, CPA, the Gree nwa y thousand square foot range. The small two, three man at Psychologist, so on and so forth and Gordon talked a little bit about that. 111 411 So with those, generally the rents of course are lower, in the 10 to 13 dollar r•an B e . With those two definitions in mind, I just like to summarize what are conclusions nc1 usions where about office space. First of all in the trade area that we examined we found that theres was quite a substantial oversupply of both class A and class B office space. Currently in today class A office space vacancies in this area was 11.2 percent. Class B 16.9 percent. Overall 14 an a half percent. In may opinion this site ie not suited for Class A office . It would not be, development. It is not on, it does not meet the criteria. also in m y opinion, inion, it would not, it would be appropriate, or necessary, or In any forseeable future would not develop out totally as class B space. This, would be in excess of $100,000 square feet of space. The need isn't there and ou don't generally, it needs to be spread around• more, into smaller office buildings spread around throughout the community rather than all in one location. We showed that there is a demand for class B office space of about 369,000 square feet or about 20,000 square feet per year from .1986 to the year 2005. Based on the amount of land its zoned for office, which was the 81 a cres ou could build about 1.4 million square feet of office space on this , y amount of land. So, we're saying that theres an excess supply of about 61 acres or over a million square feet. Another way of expressing this same thin g wound be to say that there is a need for about 21 acres of this land and then ears about one acre a year, currently theres enough hen the next twenty y y sece, or enough land available at this rate of absorption to last for P approximately the other hand our market analysis shows that . 1 80 years. On t there is currently a need for about 145 thousand square feet of what we classify neighborhood retail space today. And this indicates that there is y lot of leakage out of the area and we, This is about 16 acres of land roughly and` I think where there is ., leakage is really t ccur^ring is in the gareas of type of retail such as gas stations, hone improvement types of merchandise, auto services and ..parts, hardware. Things like paint and walla just' paper Perhaps a fabric store, some of these types of retail uses, they 1 arn't served in this area at all. So this is where we see a real need KIGCUrring . We see this need increasing to about 175,000 square feet which is, w � re ...... , would require approximately twenty acres of land by the year 2005. We also q TRANSCRIPT — BETHANY & ASSOCIATES CPA 19-- 186 /ZC 18-86 Page ♦ . .'�` . . . .. . •. +.\ .. r,+ • • 't..:� . . .. . .. . . . ., \ �. +. .,i\ �...1 3 ♦'1 ) ..� C,J...1,>+.)Y. +l)\. )} }� ?\ \1:5.!.1MYZIU, /Y1t5•Nli )1. feel that the site is very ideally located for small neighborhood oriented' offices and expanded retail. It is located right in the center of of the Scholls Ferry and the Greenway residential areas, which is a rapidly growing area. The population is increasing very substantially. It has very good access from two major streets. And again, as I mentioned we envision this as a expansion of the current Greenway Center with complimentary types of tenants not competitive ones. From an economic standpoint it makes eminent sense for the developer of this property to locate the types of tenants that will not compete with the existing retail in the area, because then these retail tenants do better and they do better economically. We feel that this expansion is very consistent with retail trends today which are really more one stop types, one stop shopping. Centers are getting larger, located in one area. We're getting away from the strip commercial and it requires less shopping trips and it just makes al®t of sense. It works better, its better is ready zoned benefit to the coi nUnity . The other thing is the property is commercial, we're not, this is not a chmnge from residential, :.we're just talking abo ut a different types of commercial space here.. Just to again summarize, we do not see that there is a need for anymore land zoned for office uses, in fact theres a substantiet1 excess of land. On the .other hand there is a significant shortage of retail land, currently 16 acres increatsing . to 20 acres in the year 2005 and that the property is very well located to accommodate a mixed development of a small office building with some retail and a gas station, That concludes my p like to ask presentation and I would Wayne Kittelson to step up and talk about the traffic," "My names is Wayne Kittelson, I'm a traffic engineer and principles; of y Kittelson and Associates, our office is 512 SW Broadway,:' Portland, Oregon 97201 1 told would like to stay fairly brief in my presentation and so what I'm going to try and do is juste focus for you on the traffic related issues that I think are of spacial relevance to your deliber^ati•O :tonight. Let me begin, although your probabiji familiar with the site, give you just a overview where it is. Generally, .... with respect to the transportation system that serves it. The site as you know probably, is in the southeast quadrant of the intersection of Sorrento Road and North 0akotar with sicholls Ferry. Were on the west side of 217 and Nimbus Drive ° and the eonnec ;ion up here with Hall Blvd.. The study area that investigated was a little more focused than that. We concentrated on he area immediately .surroundingethe site and TRANSCR:'IC i8 a pT � B�TNAN� t� AtaSOGTRTES CPfe 1� �6' .. �, 60wP�e� • .f ...).y.):).wwa. i. a: �:wa•a!w >>:.:w.ti�. �!;. • •1a�'.: •... •:1. Y... 1. ..•. ):11.) a )!,.::)5 afw�:i•i)a1.�w.�a��i:a <:�2):`:4a.aia ?s:M`::il3�}iiti: ail�lt lZ?Z1�ji) <1i1:):ai�:)a:a!a!•t�. a ?tl 1 specifically in the area that you see here. Greenwood Town Cepeter on this side, Meadowcreek apartments are on the south. ......... The key traffic related issues that we addressed, that I think are of interest to you tonight, include these first, how much site generated traffic is likely to be generated by this, by this site, both under the existing development and the proposed change. Second what is the effect of this additional traffic Scholls Ferry /Worth Dakota intersection, which is the signalized intersection adjacent to the site. Both are in respect to existing conditions, with respect to future conditions and also and probably most important: with respect to Its the adequacy of that intersection or its ability to accommodate both the existing and future traffic volumes. Okay, let sae address the first question which is, site generated traffic. This slide • .at we. summarizes real briefly the vo,�iume of site ge��.rated traffic t anticipate from the site, from the parcel, under too different. conditions. R The first being the existing zoning, the way the site is zoned currently, the second being the way the site would be zoned under the .proposal. 7 should mention because its a little hard to read here that the site is developed, or these numbers reflect PM peak hour conditions. Which is the time period that traffic engineers typically look at as the time when the greatest demand is placed on the street system. What you can see•here is that the proposal does increase traffic over the existing condition. However, the existing condition does represent about 60 percent of the traffic that would be generated under this. 3 o, we re not looking at a in crease of 450 trips during the peak hour, 3o, compared to existing conditions, but only the difference between these two. Now those numbers by themselves are not necessarily too important or too descriptive because they don't tell you to much about how the 'intersection is ati right now. So for that purposes, put together another sT, de that c.,�erat�.ng, ra,, identifies for you the total traffic entering the intersection dueetnij the PM peak hours. From all ways, from all approaches to the intersection. Under existing and future conditions. Now this slide, what I've done is Xrtve focused on the proposal, so were looki:ig at 450, this blue up here is 450 vehi le trips during the evening peak hout�. So it 'includes, uh 60 percent of this would be reflective of existing conditions and they remaining 40 percent . is added on with the proposal. This slide gives you some idea of the relative magnitude anyway of the additional tr.:.ffic that Would be traveling; thru that intersection with the development of this parcel of land The important t question is not so much that there will be additional traffic, because we know 'RA SCRIPT BETHANY & ASSOCIATES CPA 19 -86/ZC 15 -86' Page 5 ra 0:', 1i1 1) 1 ):,16 ;TJlij.. « «'r.......�..:.�, •r :�� „r. 4+110a 1111711,6 1w. 1w) w) 1106:1711Z1i171•a7171.uu$4,trc • �.�w .' . . ♦.,.)..•. 1 .. .•i'••, :) .. •.. • :i•.� .� ♦ �• "1)...: ).. �r rti: ., 1e• 0,, . . . ., r..a:.a. �arrl'a •. ..111 awa.1,`Maa•w).T.)«:' tih • 411 410 that theres going .to be additional traffic, but how well is the intersection going to be able to accommodate that traffic. And fay:^ - that purpose we go to uh the evaluation of the intersections eeerational characteristics to , determine how its vies to operate relueive to acceptable levels that the Cit, County, or traffic engineers in general have adopted for intersection such as this one. This slide shows that the intersection will operate at an � here on acceptable level of service, at about, I should mention what we've got the wide access here is a volume to capacity ratio, so what your seeing here is, in a sense sort of a percent of the intersections capacity thats being ;. itical evening peak hour • Tha used during the evening peak hour, or the `,,,r' maximum acceptable, B over C or volume capacity ratio that we like to see at a intersection, at a urban intersection at a PM peak hour condition is about .95 a - bov4 95 percent of its capacity. Well whet you've got under e istind conditioes, oevel e ment of the sate, o, ...the parcel in accordance with its existing zoning, no excuse me, without. any%development of tiie existing site, is a .88 B over C ration, 88 percent capacity Thee r add itiP ►oal traffic is generated by the proposal, is,'"increases that number marginally to about „9, still within acceptable lisaits And I should mention that if the site were developed in accordance with its- existing zoning, it would be womewhere inbetween, probably about-1,89,4 something Nike that. Now this thin �- the fact that and takes ' into aeccan: bar over here shows future conditions a , r, Road to widen it through there is a scheduled improvement for Scholls Ferry this section to a five lane facility. •When thats done eeu can see the this 3eG significant effect of that improvement to Scholls Ferry Road to a t over C ratio for this intersection. So chores certainly no level service problem at that point." Commissioner Owens, "What gear is the ': _had' ed for?" • "Scheduled for 1999. I should also menlon before T leave this Krttelsoh, slide that theee calculation:' are beret Le on the access design that GordOn showed in his earlier slides, .namely pr;lmary access coming off of North Dakota, but with a seccndmey th right out only on Scho is Perry. And so what find in summary is, first t�atg any eualuatxon of this interstctiOn or any intersection for this matter mist take into account not only the rsumS4 erof s t; at are entering .the ir�te'sectiof bet also the capacity of tip t vehicles ... antersectxon, Thats really the rr ►easure of the impact of the proposal. Well, RAtS+CRI - 8 pT ,ETAANY: A$ 'COCATES CAA 19 B6/ZC 10 Sfi „• ,r"age ,'; i .. .:4, r' :' . .; �:4741�4 �4:. •ji=�:4�l��:4 when we looked at this intersection within that context we see that the. Sch olls Ferry North Dakota Intersection does have adequate capacity to accommodate the proposed center to development. Oh, both now and into the future. The existing zone dlesigne :ie.8, and the proposed zone designation result in very comparable kapacts, at least with respect to the volume and capacity ratio. And finally the scheduled reconstruction of Schofls Ferry Road by 1989 or to begin by at least 1989 will eliminate the current backups that exist along Scholls Ferry along this section." in Gordon i Davis, "Let me see if I can now take all of this and wrap it up terms of standards that we're required to address and that your required to • to .o use as a bases for deciding whether to amend you %mprehensive Plan The , Comprehensive Plan and ordinance lays oat essentially three criteria that have to be address. First of all is the etange being consistent with the policy and standards of the plan and ordinance. Secondly is the change necessary because theres been a change in the community, or is the ,change necessary because theres been somehow ea mistake in the original plan itself Arid thirdly, the standards asks, will there be, if • these change is approved, some sort of adverse .impact on the community. What we've addressed in nur materials that we submitted to you, and I will not be repeating .tonight, are how in fact this proposed change does meet a variety of the policies and standards of the plan and ordinance To the work that Mr. Hobson has done and to the summ :'y that he has presented to you this evening, he has focused specifically on the standards that relate to the needs of the t * :fie area, :...articular the needs for commercial uses, and the general `iocational criteria p that this particular site satisfies with regard to those needs. On the second question, and that is the question _ there has been a Lion of whether that .... unity that might have in someway warrant ant this o o.posed change in the coma ro y ch e i t:�efore changed. In fact what we know i s, and in the . xis that you �9or�e�nbea� mate ..,. in you describes this in greater detail. Since the plan was Adopted y describes to ine Tigard plan, about . 61 ,� Tigard involving `� �,.rao ., en 12 amendments • _ or which includes 1983, there have o but the ; ehoi is Ferry corric! acres of land in total, _ut with n y r^,. r ton. of course both Tigard and Beaverton; with o jmzt this area, s . - _ boil r the i �as.,er ti� and �": w acres, and. Tigard plans have been amended 8 times, involving a�vu�' 4� ./x - the corridor it��si.f !.s that 134 the net result of those changes, just within a rd within. been added into the plan for both Beaverton and T&aa , new horses have TRANSCRIPT - BETHANY & ASSOCIATES CPA 19 -861ZC 1B -86 Pag: 1 t. a. In addition to those plan changer a significant other event has this � are occurred. . Beaverton School District has declared, within its entire District three School sites with surplus land. Two of those sites are immediately ,,,,, ad lacent to or within immediate proximity of this property. One site a 7.1 acres site is within a half of a mile of the property, in the City of Tigard, approved for 33 homes. Whereas originally has been.. sold and subdivide and app being constructed on that was. a school site and. now there are additional homes g cjust that property. A second site, whic is within 500 feet of the property, inside t p Beaverton, the 25 acre school site and the school district the City of that site is negotiated a development agreement with the developer to develop g a for as many as 500 homes. And so these totaled have suggest to us tha t in fact that there has been some significant changes since the plan was adopted suggest that there may be a reason to in •1983. and those changes alone would. s�+gg l also ask us, or retook at to other in this area The standards wil allow us to take a look at the question of whether there has been really been but an error in the plan somehow. And we don't really have to prove both, wheat we find in this case is that that in fact there has been somewhat an theres at: error in the plan. The Hodson: work has already pointed out ;�o us .. thaa. And subs.antiallyexcess amount of office land zoned within the trade ea thats not been today, but in the year 2005 and well beyond that and even despite tha t excess of office d this particular site here was still well land some level of small neighborhood oriented office development. suited for the tan appears that there's really been not enough Secondly, the error p (tape ended 311 of them have involved the CP zone, ror xn t consideration given tap the office Bone, and 33 of those acres have requested and been approved conversion of C-P to some other use xnally. we're required to address the q f ���ffett question of whether or not the propose) change will somehow adversely the community, And the err ' iple a slue on that is really the issue that Mr. n • ,., Kittelson has address, and thats the traffic question. Now I think what is analysis has demonstrated to you is that in fact that there will be no adverse affect from this level of service today, the level of service thxs� change .. At the e level of service of under the proposed , and the under the existing zoning 'Oat should be ficholls not Schools. That the zoning is ta�a same. And t.�at reconstruction y now funded and committed by the state to is F �� which q 217 to Murray Blvd. as a fie ions son +af Su,thol gs, , r F, rr 2 occur in 1989, will reconstruction Scholls y L. A that ' _ I capacity of hat. that facility' will f k{ 4^tthe r^ A. ,wr�c', Ca$E� the capa+C facility; rther' decrease any of the problems that exist on that road lane that road. and fu "IRAN CRIPT BETHANY & ASSOCIATES CPA 19 -66 /ZC 10'-86 Page now. And The developr6 ent of they site under either tyre existinii or the proposed zoning has essentially the same impact on the intersect ion and that the intersection is really less than six r, rcent or that impact is less than six percent effect to the intersection. And that limited access on Scholls Ferry, that right turn in right turn out, will assure that any accidents, or any impacts that might be associated with traffic aria handled in a way thats efficient. And finally, the properties already commercial, and we're really not asking to change that Let me m he one final point in conclusion. We've demonstrated in our proposal that we submitted to you and in the review of some of the key point this evening, that we have met the standards of the plan that are required to rezone the property. We've demonstrated that the specific proposal that we've addressed to yoi does not have adverse impact on the plan or on the community. And we've demonstrated that in fact there has been uh mistake in the plan if you will, an error in plan, not in whether there should be office on this location, but really how much office do we need and whether there is enoegh retail. Having demonstrated this, the change would appear to be justified. But in reality we're really not asking you to change the. plan. That is we're really not asking you to change the underlying principles and structure upon which the Tigard plan was built. The plan now says that the land between 121st and North Dakota is commercial land. We're not changing that it will be commercial bend if you approver this request. Rather what we're doing is refining the plan as it now stands by allowing broader range of use, to accommodated on the property, and that broader mix of commercial use are really driven by what a real needs exist in the community, and needs that are going to become .•t The request there re will .� _ that ,-� ome more. acute in the future. �, tha this evening, the refinement of the plan, .t you will, as a change really benefit everyon e and will allow finally this property to be effectively used in meeting the communities needs. That concludes the formal part of our presentation. Z have two letter which I would like to give you, We have met on a number of occasion with the tenants from the Creenway Center and with the neighborhood association, and Dick Boberg who i3 the Chairman of NPO t 7, was not able to be here tonight, but has submitted a letter which he has asked me to give to you. Now I cyan read it to you or you can read it eourself, but NPO 7 thru al) of our discussions, is supporting this request thats before you this evening; and feels, as t think there letter adequate :1y points out, that white they unable to support the request the first time it was before Stott. that the package that we've assembled this time and the issues that we're TRANSCRIPT - BETHANY & ASSOCIATES CPA' s -86/ZC 1286 Page 9 t • .•1...... 1.. .t. . t. t. t. tY... t.. t. . ' ltJ. •'ia.SLt:a111tia::wt a• •1C.�..r.Y... t. t�. ..+.. • - ..Y� .. �...t. -• 1 address have satisfied the concerns that they expressed to the City and I think were part of the bases for the Council's denial. I have another letter here from one of the tenants in the Greenway Town Center, Fired Gray, who is the owner of the Alley Cat Pei. Center, and he also was unable to be here tonight and asked us to give this to you. Fred expresses his interest that this is probably as good of use of the property, essentially as, as can be expected even those he's not convinced, I think, of fir. Hobson's work that theres necessarily that much demand for additional retail in the area. That concludes our presentation tai, ► evening, we do have in fact let me hand this one final thing out. These are just wimple some duplicates of some of the slides that were on the screens, specifically showing the 'develop plans and the proposed and existing zoning. And we're all available to answer questions at this point. President Moen, "I have one quick question myself, and I know the Commissioners would have a couple;, Are you proposing basically keepthg the property as a unit but just changing the zone on part of it ?" Davis, " Thats 'corr'ect," MAeh, "Do you anticipate developing the, both the retail and the office and gas station at the same time or in stages ?" Davis, "Probably not, the gas station, as you can see from the letter, the arrangement there is that Mobile will purchase that property and they've . entered into a option agreement right now with Great Northwest Management to perchase the land. Thats subject to obviously, the rezoning and getting the necessary permits. There schedule, as I understand it would call for them to, assuming that the rezoning occurs in the next 30 days. That they would immediately prepare site designs for the property and seek permits immediately." Moen, "I guess my major, I'm more concerned about the retail and office same. to you anticipate that developing at the came time or in stages ?" Davis, ''At this point itt difficult to tell I think that frankly they would not develop at the "same time. Although, if this site plan is the final site TRANSCRIPT - Be THANY & ASSCCIATeS CPA 19 -06/ZC 10 -06 Page .'10 p developed, plan, the entry road coming in from North Dakota would be de obviously, as the first major' piece. Then if the office were to go, then that parcel would be split off for the retail SO Moen, "Are we not, in a sense, by adopting this zone, if we choose, if it, if that were our decision, are we not, to some extent locking you into to this kind of plein, because we are picking a spot were we say this is where the . office it going to go and this is were the retails going to go." Davis, "Well, to a certain degree, yes, obviously the final design of this may shift that line one direction or thu other and we've suggested to staff and asked that, if possible we fix the a 1/2 acres, and we fix that its generally in this location. Eut when the final design comes in that line may need to shift 10 feet of 50 feet or 15 feet depending on the specific design. parcel specific the subject The one acre arcel though is fixed, uh, the s ecif�.c parcel theta of the option agreement is already been determined. Those line have established and so for all practical purposes this agreement of zoning is really beginning to fix very clearly the parcels and the way in which they would develop." Moen, "Okay, one other question, maybe you can answer this briefly, because it doesn't necessarily impact zoning, but do you anticipate a vehicular connection between the present Greenway Town Center and your center, because on the other plan there was a connection like that." Davis, "At this point we don't, uh, we, I think theres some merit in that, although I think theres mixed opinions. I know When we talked to Howard Williams, and x think address this here in a few moments. He didn't seem to think that that was particularly valuable. I think that the traffic engineers, and probably the state from the standpoint of access on Schells would like to see that Thats really between two private property owners as to whether that comes to pass." Moen, "It may be, yes. r4 TRANSCRIPT BETHANY & ASSOCIATES CPA 104 6 /MC V le 86 Page` i 1 • Davis, "No, thats the concept plan that involved for the rezoning." Newman, "Okay. A simple yes will do, or no as the case u j be But, in the two sections you hare, is there anything that we're talking about that says 1.5 acres is going to be CP and 3.9 will he general commercial." Davis, "Thats the request, thats the specific proposal.00 Newman, "First of all your going to split the property, I mean your going to sell part of it?" Danis, "The one acre is the subject of that." Newman, "Okay. Is there anything that says that this is going to be 'up in this corner?" Davis, "Yes, thats the proposal. The proposal has some specific lines to it. Now we understand d " Newman, "I haven't see it, I mean, maybe its buried In the long report. Because you just said, you just said where the line goes is kind of nebulous right now." Davis, ''The way we described it with staff is thats the proposal with those lines. When a final design comes in for the office building, it may be modify that line necessary t e by 5 feet or•10 feet depending on the parking." to Newnan "Well now, as I understand it if we, if you get this approved somebody is going to write tha lines down. If you want, the lines to be five feet one way nr another your going to have to go track for approval." Davis, "Well, we're prepared to live with it as is." r. Newnan, "okay, Then the questions that I have, the access onto 'Schoils, the right in and right out How important is that?" TRANSCRIPT — BETHA NY & ASSOCIATES CPA 19- 96/ZC 18 »06 Page ;12 ,•. l:°• a.' 1�� 1��y�:1�1: °. °aa7r:�:tit� + °}a.. ti):1.na11 °:i: �:° °.y. �°. �'°.°1 a. waitil►°. � '12ti \°�Zl.�t�Z�J.H�1...iliiit.: t.i.J�i2y1�•'i1�ha�h °. •. 1.�. '.it '. 1 • Davis, "Well, its very important. And w_afficiently sca that we specifically asked the traffic engineer to look at that questions and to determina how th et might best work and with that with that work in relation to the iropact to Schoi is Ferry and he's the one who came back us and said it will work, if in fact you do a limited access, a right in and a right out configuration." Newman, E°Do you h 've anything in writing about that .I mean, the only this that we have here, the only thing that I have from the State Highway Divisio that rte objection to vezoning if there is no direct access. And it says, the report did not discuss it, option with no access." • "We r permission to *iaave that access, that Davis, We must, in order to obtaxn� permission comes from the State State Highway owns that Highway and they are the only ones who grant perm scion or not permission to access that highway. They do that on the basis of an access permit and they do that at the time that you sukmit to them construction drawnge. So we will have to prove the case ' to them of why that accese is needed and how that access ,v;wor°ks relation to the intersection and the impacts in order to obtain that particular access." Newman, "That I can see. That seems to conflict with the statement that they have no oNecions to rezoning if theres no direct access. I mean if they are the ones who have control, why do they even mention it to us. I'm a little confused about this If its not something we need to be concerned about, why is it in there response." Liden, "They were asked about what their response was to the rezoning. I think that they were probably puttim.1 that comment in more for the benefit of the applicant to know that they don't necessarily agree with the idea with the idea of having a right in and a right out access, but, they intend to deal with that at the time, as you mentioned it, when we actually have specific development in mind' and have the construction drawings and they will need to debate that with the Highway Department. Thats really why we put .... several People talking Newman, "So anything we do here will have absolutely nothing to do with want access on what streets. Is that right. TRANSCRIPT - BETHANY & ASSOIATtS CPA 1' - IS/'I 18— Page` i .+4.. • • !' '•1 1 1 tJ1J Ml T�w.Mf x.W J. w M :r•Mt .wuL• x .1 Y1. Y r. i. ..0 \. ♦,1 \J \JW 1 _ ■ ,• \i41y1 t .1i4. t r, . 1r r . •ra Irawr .•r •.4o.w.S.1... •.4 y�4•r.Jw �.•r -.4 MY,ll:...• • 1. x.ti, ? >. a. t. +•J . wtr1. YIA:;1 iY4,f.1�. MOMMOMMINIMPP 4414. 0.44rr...:1..) 'u�. w6 ••w1Jle2�t.21l.'.ty }: f« at. :.Yci:r.i.:.tu:t:,r},S.irr.lwiu ! .•.�..r a �P�:......; Davis, "On Scholls, on North Dakota thats your street." Liden "Yes." Moen', "Any other questions, Commissioners ?'! Davis, "I agree with you thats confusing to me.'� Newman, "Well, also, because in the presentation somebody says that it has direct access to major roads." Moen, "Maybe." Newman, "We l ] , thats what the ', . s fide , said , _, .. thats what the presentation said." Moen, "Okay. Thank you Mr. 1 avi s . " dj /216 9 TRANSCRIPT • BIT 1AN4 . ASS AT S ° ,CPA I9440./.4.11 PROPERTY DEVELOPMENT SERVICES PUBLIC AFFAIRS CONSULTING STRATEGIC PLANNING September 26, 1986 Keith Liden, Senior Planner City of Tigard' City Hall 13125 SW Hall Blvd. Tigard, Oregon 97223 RE: Center 11 Plan Change Dear Keith: As we discussed, in the final typing of the Kittelson traffic analysis, several figures were omitted from Table 5 (Appendix B, page 28). Enclosed you will find a corrected version of that Table. 1 am sorry if this has created and difficulties in reviewing the ateri'ls. Please call if you have any Questions. Sincere Table 5. PROJECTED TRIP GENERATION CHARACTERISTICS FOR PROPOSED SITE Existing Zone Designation Generated Trip Ends (B) PM Peak Hour Land Use Medical Office General Office General Retail Subtotal 29,150 1,510 105 25 80 29,150 490 75 10 65 8,300 980 120 60 60 2,980 300 95 205 Net additional one - way trip ends generated by the site (D) 2,690 260i 75 185 Notes: . GSF = gross square `eet • Includes both inbod and outbound vehicles ▪ Assumes that 5 percent of the daily and 10 ;ercent of the P. peak hour person trips are made via transit • Assumes that 30 percent of the trips attracted ESTS FOR COMMENTS DATE: S m "err ,1 TO: FROM: Tigard P1. , ping �?' , parterent RE: CPA 10'86 ZC 18 -86 Req2221_112ETMANX ASSOCIATES a Co rehensimilan Amendment from C -P (Commercial Professional) to C -1 and C -O General Commercial) • and a Zone Chan e from C-P (Commercial Professional) to C -P and C-G Located: SCorner of SW Nbrth Dakota St. and Scholls Ferry Rd. WCTM 181 34BC 401) Attached is the Site Plan and applicant's statement for your review. From information supplied by various departments and agencies and From other information available to our staff, a report and recommendation will be prepared and a decision will be rendered on the proposal in the . near future. If you wish to comment on this application, we need your comments by September 23 19 86 You may use the space provided below or attach a separate letter to return your comments. If you are unable to re1,Pondl by„ ► e above date, please phone the staff contact noted below with your comments and confirm your comments in writing aas soon as possible. If you have any questions regarding this matter,. contact the Tigard Planning Department, P.O. Box 23397, Burnham and' Ash Ave., Tigard, OR 97223. Phone: 639-- 4171. STAFF CONTACT: _ Keith Liden PLEASE CHECK THE FOLLOWING ITEMS THAT APPLY: We have reviewed the proposal and have no objections to it Please contact of our office. Please refer to the enclosed letter. Written comments: Name of Person Cammenti Phone r" Egd1E, TS FOR COMMENTS BATE: .�_�. y $,p .` 98 TO: FRS: Tigard P1ann epartaen RE CPA 10 -86 ZC 18 -86 Re uest by BE11ANY ASSOCIATES for ogE wns .me Elan Amendment from C -P (Commercial 'Professional) to C -i and C -�G General Commercial and a Zone Chan. ge. r 1 Commercial Professional) to C -i end Cam. coated: SE Corner of SW North Dakota St. and Scholls Fear Rd. WCT.M: 1S 1 34SC 401) Attached is the Site Plan and •.applicant's statement for yo° r review. From information supplied by various departments and agencies and from other information available to our staff, a report and recommendation will be prepared and a decision will be rendered on the proposal in the near future If you wish to comment on this application, we need your comments by _surf 23 19 8 . You may use the space provided below + r• attach a separate letter to return your comments, 3C ou are unable to r spend bx the sus® � i�..i above date, please phone the staff contact noted below with your comments and confirm your comments in writing as soon as possihl.e. If you have any questions regarding this maatter, contact the Tigard Ph nning Department, P.O. Box 23397, ®urnhai $ sand' Ash Ave., Tigard, OR 97223. Phone: 639-4171. STAFF CONTACT: Keith Liden PLEASE C44t'af THE FOLLOWING ITEMS THAT APPLY: We have reviewed tt 2 proposal ond have no c±o j ect ionz Please contact f,of our office, Please refer to the enclosed letter. Written comments .5-Alt/4,1112- Raffle of Person Goamantifg Phone Rio (kSL: pm/ro3s6P) t AR yBURNETT cr. 4.W. LONGHORN �. J s*e *roIA �n CHAPS S.W. CALICO CT, SM. PO CT S,W. OAUt. SP Jr CT, • 11110111111 • 1L k.OTTCHTAIL MI :®,m m■ ' ...,SUMMERLAKE PARK NV FAL SUhw7E11CRE5T MIMIC FElRINU IH• lf91n KATNERIN ro LYNN WALNUT 9 1 1--- I ao on TO: EWES FOR COMMENTS GATE: FROM: Tigard Planning Deportment RE CPA 10.86 EC 18 -86 Re. uest b BETHANY ASSOCIATES for a Co . re a ' ,an Auerdment from C P (Curmercial Professional) to C-P and enera_1�Coc ercia1) and a Zone Chan e from C -P (Commercial Professional) to C -P and C-G. Located: SE Corner of SW North Dakota 3t.l.s Trey Rci. (WCTM 151 34BC 401) Attached is the Site Plash art ,.applicant's statement for your review. From various , codapartments and agencies and from W.:Aar information supplied �y , information available to our atrff, a report and recommendatioe will be prepared and a decision will be rendored on the proposal an the near future. comment on this app��icat\on, we need your comments by Sentembes If you w�i sh to c�, attach �..�. 86 You may �. •2 the space provided below or at�.ach a 23 19�.. separate letter to return your comments. If...you are unable to reteatijWLJght -=t below with your comments and above �', t , please Own,- tha staff contact n., t.._ confirm your comments ,1 . writing as soon as possible. If you have any questions ragardirtiTI Zhis matter,, contact the Tigard Planning Department, P .O. Box' 23391, Burnham aid' Ash Ave., Tigard. OR 97223 Phone 639-4171. STAFF CONTACT: Keith 'Listen PLEA aE CHtE, -THE FOLLOWING ITEMS THAT REPLY We have reviewed the proposal and have no objections to i Please contact of our office, Please refer to the enclosed letter. Wi'i.tten cements : . ....- .a.._ -. ---- twol,1.1. warms eileframoisto Name of Pearson Coemnen Phone Na► (OL: pm/0356P) NOTICE OF DECISION Jam; Lu'r DECISION: Notice Is hereby giver that the Planr tng Director for the City of Tigard has APPROVED the above described applications subject to certain conditions. DENIED the above described application. APPROVED a modified proposal to Ina findings and conclusions en whi h the Diractor based his decision are noted beiow. It 4. $iii Sri 'M1i!. IP hmr '� D 11 ar 6 Jr r* . Wrle. r4+ 41 Agrecurfila- aaw►u+t. 1004.11611,dweleve.ereNA OWN ii Canny morfareS, VP., an Oman Q,Irei+Ma'1 Partnessedo r ,i! of t carfc�c+ heft WO the AarlwFtrsllw COO aY+ , ° i aria e611tadud phi On Coati Alaenrael gad a1M 10 N�tNeiedo lb ; ad F h s:1ton , Stars 4 t> dn�i� A "rover of 1 aml situates, in ti-se { q ?ieeRt rnsnrtpr of Smythe% la, 'hawnAlli P 1 co 0911, 'dame 1 Wp144, Wi 11a mpttr+ aNrrirlirar, c itv o n r ri. (,ryiyhinntrul county, flretm n, hnind mnrn nertitallnrlu ci4+.lcr+itir; as fsillowno FFFCTlatinhr A. thy' wow. ,otortnr ctnrnpr of rsAi1'I saction 147 PI fl " Alma rho IA' 14nd+ rtf r.sicl cr+irai 'lM, North airIns ®P•• WO. 41e.7P s i4 to the true mine of tI-n i nn 4 no • Orman, r rmt4 n i nn Monti the +t line of s++i'1i ceet i nn 1 • "' st vii nn' 1 n' Oil" WO, 57A.7A feet to a mint no the Southerly riaht- c,Fwnv lisp of 4.14. 11g Awry Weil (mtmty tIne0 ran,, UUR) i tom, Mona the '+urtherl v 1 i ne of sai ri S.N. cc ixil l e Verry Fioncl, 'North 1P'.41 '40" li›Ist, A.0P rpet to nn An(I O roi nt l $hpn 1 , on ttimmi nn F11D0 the Southerly iv lino of lipoid C. Id, Seho11 q rorry Road, Nareh lI° 21 ' 4O 1•'Ast , z71. f a fr-!pf: to A nni nt nra the wnrther 1 v eviVnAinn of the W.t* 'title of PhMS, tract of 1 a1nr1 ma- 7 chill I Shinntnn c to 1'rrttnrlri Pirture fYrs+rarr ►, rrraoa�rVp,r1 in ►'��r+ Nn. R- r ("minty nipp0 Rerorrlet thence, Alnna the 14n0lff RAin Pnrtlatlul'ivturP env trnrt, Smith nn ^n'' 49" rase, c-ii.P4 foe$ to the Southwest Corner tivarenfs tiWnen nn A c terly larnieCticil nf the q`ust11 line of p0ki`pnrt:lnnri ri xture nnmnAnv tr tr t, Flt ,li 1Qr q -r 71" Wst, A76.42 fpnt to the trte. nni nt nr hviinninn. I- 7M15 insmouurr rims mar GUARANTEE TIMY AGY PARTICCZAR USE NAY BE NADB OP THE PROPERTY DESCR IBM IN THIS S IliI4iTRusewr h BUYER S18JULD MOCK MTN THE APPROP11IATE CITY OR CCUNTY PLANNING DEPARTMENT TO iM,tER1PY APPROVED USES. "r Imo MdWtKIOO CONtiMit beltioNiON ON .IVCkl; To Flare ere Mt► Hold the same unto Ow said granter and graltteds hairs, summon and assigns Ywaver. 11,:e true and ■;krual consideration paid for this traveler, stated in terns al dollen. is rl ► 200 • 000.00 , ahs -the- arson. c sews aw shoe- o1.00.ingLadore. wile+ -,p as w-sr -s iew.direw.cr sternissst which is ifs eonrideretiun (indecata • which).T(Th. sa�rloiot • tot ann Oa i rndsatr 31.11 test ssatieet4e should b. aklorod.:.or • ORS el.tlSO.) In ccmtwing this deed and srhear the context so riguiras, the eiNt*lar inductors the plural and al grammatical "cItangre shall he implied to maids the provisions /berm/ apply equally M coeiturations and to individuals. In Witness Whams!. the grantor has exierutrdd this inatrunternt this 21 day o F1 rch !y 85; it a corporate grantor. it has causal its maw to he signed oral seal affixed by its officers. duly authorized thereto by order of its board al directors. .a) BY STEWART TITLE AS AM ►vw «OATION Oat NO LIABILITY IS `ED FOR THE Ct NCetieN OF TITLE a. TN ENCY, OR EFFECT OF 1Ss 'a it rti1 011 soaN, caw,uy at ' ashi ,goon a` March 21 i l9 85 Yeeseesu asessesed the above ni # cd ie .Thhnnotl .alai! tor.* t y am.rshi 1st SEAL)crr+a. s &JPl[Ty G., SY'Ard OP O10500.7. Came, eat amparat serfs tar Massa and oat ass to tbs ed a% itif ray del tit/ hornet is etas t residerot fad Mat tits latter is the aid that the *se, sate ill to the tmagitllg tmetesissat b a>yi sirSoress said Of tau c po miss eral that sell brerowt, bra acomd dill Cwt lip halt et salt ciaateidastsr erittbsatyel Pibese4 d dariCaM♦ — twos a Mee asteissieseerd slat hrtttltelltat ta t &s tatitalatie So said decd. /ittsra ssii .ilVtbtte, for ` lat Ms" stanasislan soft . / 4/3/87 ary atte, ate+ nut'ir.itors T,tai« akyh «(1fa %AM ;' 141.11 .LhltsIt ph#:ha v k nocif rtes TM. o..htiii q a 'Mt A . fusee. ARM 'a tat.+W YIN ..... .......•r�rr1,Lr 1 APfhhAV AiatoctiAfPhe P,trl. ' c; '; 4.W. Fin`es't/ RtfinitOrtcltir, eh', 0(O7 :... List shelves rid t Yveni• aknne stelae* ` disil Asses* Sias lesalaitrts►tipamass, iP^ ttihl'llr l tioC lz tP!er ;Ms t 1 ,err ilitt'* wYeir iNi. kiiY Ji. 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