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Tigard Retail Center - Transportation Analysis
lysis Transportation • • • Tigard Retail Center Tigard, Oregon June 2007 KITTELSON Sc ASSOCIATES, INC . Transportation Impact Analysis Tigard Retail Center Tigard, Oregon Prepared For: PacTrust 15350 SW Sequoia Parkway, Suite 300 Portland, Oregon 97224 (503) 624-6300 Prepared By: Kittelson &Associates, Inc. 610 SW Alder St., Suite 700 Portland, Oregon 97205 (503) 228-5230 Project Manager: Chris Tiesler Project Principal: Marc Butorac, P.E., P.T.O.E. Project No. 7692.00 June 2007 ��Q PR®FFS 57986 LU 71 cc OREGON p21, A i # (.EN Tigard Retail Center Table of Contents June 2007 Table of Contents Section 1 Executive Summary................................................................................... 8 Section2 Introduction.............................................................................................14 Section 3 Existing Conditions ...................................................................................19 Section 4 Transportation Impact Analysis ..................................................................38 Section 5 Conclusions and Recommendations.............................................................85 Section6 References ..............................................................................................90 Appendix A Scoping Letters Appendix B Traffic Count Data Appendix C Description of Level-of-Service Methods and Criteria Appendix D 2007 Existing Conditions Level-of-Service Worksheets Appendix E Signal Timing Sheets Appendix F 2007 Mitigated Existing Conditions Level-of-Service &Signal Warrant Worksheets Appendix G Crash Data Appendix H In-Process Data Appendix I Year 2008 Background Conditions Level-of-Service Worksheets Appendix 3 Origin-Destination Data Worksheets Appendix K Travel Time Analysis and Rerouted Trip Worksheets Appendix L Year 2008 Mitigated Background Conditions Level-of-Service Worksheets Appendix M 2008 Background Traffic Queuing Analysis Worksheets Appendix N Year 2008 Total Conditions Level-of-Service Worksheets Appendix O Signal Warrant Analysis Worksheets Appendix P 2008 Total Traffic Queuing Analysis Worksheets Appendix Q Truck Turning Movement Diagrams Appendix R Year 2013 Background Conditions Level-of-Service Worksheets Appendix S Year 2013 Total Conditions Level-of-Service Worksheets Kittelson &Associates, Inc. iii Tigard Retail Center Table of Contents June 2007 List of Figures Figure 1 Summary of Recommended Mitigations........................................................................ 12 Figure2 Site Vicinity Map ....................................................................................................... 15 Figure3 Proposed Site Plan .................................................................................................... 16 Figure 4 Existing Lane Configurations and Traffic Control Devices................................................ 21 Figure 5 Existing Traffic Conditions - Weekday AM Peak Hour ..................................................... 25 Figure 6 Existing Traffic Conditions - Weekday PM Peak Hour ..................................................... 26 Figure 7 Existing Traffic Conditions - Saturday Midday Peak Hour................................................ 27 Figure 8 Proposed Highway 99W Improvement (West) ............................................................... 32 Figure 9 Proposed Highway 99W Improvement (East) ................................................................ 33 Figure 10 In-Process Developments........................................................................................... 41 Figure 11 2008 Background Traffic Conditions - Assumed Lane Configurations and Traffic Control Devices .............................................. 42 Figure 12 2008 Background Traffic Conditions - Weekday AM Peak Hour........................................ 43 Figure 13 2008 Background Traffic Conditions - Weekday PM Peak Hour........................................ 44 Figure 14 2008 Background Traffic Conditions - Saturday Midday Peak Hour.................................. 45 Figure 15 Conceptual Improvements - Highway 217/SW 72nd Avenue Interchange......................... 47 Figure 16 2008 Mitigated Background Traffic Conditions - Weekday AM Peak Hour.......................... 53 Figure 17 2008 Mitigated Background Traffic Conditions - Weekday PM Peak Hour.......................... 54 Figure 18 2008 Mitigated Background Traffic Conditions - Saturday Midday Peak Hour .................... 55 Figure 19 2008 Total Traffic Conditions - Proposed Lane Configurations and Traffic Control Devices .............................................. 59 Figure 20 Estimated Trip Distribution Pattern.............................................................................. 61 Figure 21 Net New Site-Generated Traffic Volumes - Weekday AM Peak Hour................................. 62 Figure 22 Net New Site-Generated Traffic Volumes - Weekday PM Peak Hour................................. 63 Figure 23 Net New Site-Generated Traffic Volumes - Saturday Midday Peak Hour ........................... 64 Figure 24 Pass-By and Diverted Trips - Weekday AM Peak Hour.................................................... 65 Figure 25 Pass-By and Diverted Trips - Weekday PM Peak Hour.................................................... 66 Figure 26 Pass-By and Diverted Trips - Saturday Midday Peak Hour.............................................. 67 Kittelson &Associates, Inc. iv Tigard Retail Center Table of Contents June 2007 Figure 27 2008 Total Traffic Conditions - Weekday AM Peak Hour................................................. 70 Figure 28 2008 Total Traffic Conditions - Weekday PM Peak Hour ................................................. 71 Figure 29 2008 Total Traffic Conditions - Saturday Midday Peak Hour............................................ 72 Figure 30 2013 Background Traffic Conditions - Weekday AM Peak Hour........................................ 78 Figure 31 2013 Background Traffic Conditions - Weekday PM Peak Hour........................................ 79 Figure 32 2013 Background Traffic Conditions - Saturday Midday Peak Hour.................................. 80 Figure 33 2013 Total Traffic Conditions - Weekday AM Peak Hour................................................. 81 Figure 34 2013 Total Traffic Conditions - Weekday PM Peak Hour ................................................. 82 Figure 35 2013 Total Traffic Conditions - Saturday Midday Peak Hour............................................ 83 v Kittelson &Associates, Inc. 4.r Tigard Retail Center Table of Contents June 2007 List of Tables Table 1 Existing Roadway Characteristics.................................................................................... 20 Table 2 Weekday PM Peak Hour - Vehicular Demand at Study Intersections .................................... 23 Table 3 Traffic Signal Warrant Analysis - SW Dartmouth Street/SW 68th Avenue, Existing Traffic Conditions...................................... 29 Table 4 SW Dartmouth Street/SW 68th Avenue Operational Analysis - Existing Traffic Conditions (Mitigated).............................................................................. 29 Table 5 Highway 99W Operational Analysis - Existing Traffic Conditions (Mitigated) ......................... 31 Table 6 Intersection Crash History.............................................................................................. 35 Table 7 Origin of Northbound Left Turns at SW Hunziker Road/SW 72nd Avenue............................... 48 Table 8 Destinations of Northbound Left Turns at SW Hunziker Road .............................................. 49 Table 9 Summary of Rerouted Northbound Left-Turn Trips at SW Hunziker Road ............................. 52 Table 10 Estimated Site Vehicle Trip Generation......................................................................... 60 Table 11 Oversaturated Approaches - Weekday PM Peak Hour Operational Analysis Comparison...... 69 Table 12 Traffic Signal Warrant Analysis - SW Dartmouth Street/Site Driveway, 2008 Total Traffic Conditions ................................. 73 Kittelson &Associates, Inc. vi Section 1 Executive Summary Tigard Retail Center Executive Summary June 2007 Executive Summary PacTrust proposes to develop the Tigard Retail Center on the south side of SW Dartmouth Street between Highway 99W and SW 72nd Avenue in Tigard, Oregon. The proposed development will consist of an 188,391 square-foot discount superstore, and a 5,550 square-foot separate commercial outparcel building. This site is scheduled to be complete and occupied in year 2008. Access to the site is proposed via two primary driveways on SW Dartmouth Street: a new signalized driveway which will be constructed at the existing WinCo Foods driveway on SW Dartmouth Street and a second unsignalized full-access driveway approximately 600 feet west of the main site driveway (roughly midway between the WinCo driveway and existing Costco driveway located further west). A third driveway is proposed on SW Hermoso Way to provide emergency vehicle access; this driveway will not provide vehicular access for the general public. Based on the transportation impact analysis contained herein, the proposed Tigard Retail Center can be developed in a safe and efficient manner per the conclusions and recommendations identified below. CONCLUSIONS Existing Conditions • During the weekday a.m. peak hour, all study intersections operate within acceptable operating standards except the SW Dartmouth Street/SW 68th Avenue intersection, which operates over capacity at Level of Service (LOS) /'E." o The City of Tigard is collecting funds from new developments (on a per-trip basis) to construct a traffic signal at the SW Dartmouth Street/SW 68th Avenue intersection. A traffic signal is warranted under existing conditions, and would restore the intersection to acceptable operations. • During the weekday p.m. peak hour, all study intersections operate within acceptable operating standards except the Highway 99W/SW 72nd Avenue intersection, which operates over capacity at a volume-to-capacity ratio of 1.05. o A third westbound through lane could be constructed in advance of the Highway 99W/SW 72nd Avenue intersection and extended west to Highway 217 within the existing right-of-way. This improvement would allow the Highway 99W/SW 72nd Avenue intersection to operate within ODOT and City of Tigard operational standards during all study time periods. o Several intersection approaches along the Highway 99W corridor operate in oversaturated conditions during the weekday p.m. peak hour. Due to the complexity of the transportation system and the difficulty in accurately isolating demand on these approaches, recorded traffic volumes were used to perform operational analyses at these intersections. It should be noted, however, that by comparing existing conditions to future scenarios, the ability of proposed improvements to mitigate impacts can be accurately measured. Kittelson &Associates, Inc. 8 Tigard Retail Center Executive Summary June 2007 • During the Saturday midday peak hour, all study intersections operate within acceptable operating standards. Planned Transportation Improvements • Washington County and the Oregon Department of Transportation (ODOT) are planning to improve the Highway 99W/SW Hall Boulevard intersection to include exclusive left-turn lanes on the north and south approaches with protected left-turn signal phasing, northbound and southbound right-tum overlap signal phasing, and a westbound right-turn lane. This project is currently scheduled to begin construction in summer 2007 and to be complete in early 2008. • The Tigard Transportation System Plan (TSP) identifies the need for a traffic signal at the SW Dartmouth Street/SW 72nd Avenue intersection, The TSP also calls for widening both SW 72nd Avenue and SW Dartmouth Street to five lanes. The City has now programmed and allocated funding for this intersection improvement. This project is currently scheduled to begin construction in late 2007 and to be complete in the summer of 2008. Year 2008 Background Traffic Conditions • Year 2008 background conditions (without development of the Tigard Retail Center) were estimated by accounting for known in-process developments in the Tigard Triangle and assuming a year of continued local and regional growth. Operational analyses indicate that all the study intersections will operate within acceptable operating standards during the weekday a.m., weekday p.m., and Saturday midday peak hours (assuming the previously identified improvements) except for the Highway 217/SW 72nd Avenue interchange, which is forecast to operate over capacity during the weekday p.m.peak hour. • The City of Tigard's Transportation System Plan (TSP) identifies SW 72nd Avenue as a five-lane roadway in the future. Recognizing that the long-term solution (complete reconstruction of the Highway 217/SW 72nd Avenue interchange, including a 6-lane bridge over Highway 217, and realignment of SW Hunziker Road) is constrained by factors such as funding and right- of-way limitations, the following improvements could be implemented in the near-term to increase capacity and extend the operational capacity of the interchange and surrounding intersections: o Remove the traffic signal at SW Hampton Street and restrict movements to right- in/right-out. Restricted left-turn movements can be accommodated by the traffic signal at the SW 72nd Avenue/SW Beveland Road intersection. a Construct an exclusive westbound left-turn lane and northbound right-turn lane with overlap signal phasing at the SW 72nd Avenue/SW Beveland Road intersection. o Provide two continuous northbound through lanes along SW 72nd Avenue from Highway 217 southbound ramp terminal to SW Beveland Road by restricting northbound left-turns at SW Hunziker Road to allow for continuous northbound through lanes along SW 72nd Avenue. Kittelson &Associates, Inc. 9 Tigard Retail Center June 2007 Executive Summary Proposed Development Trip Generation • The proposed development is estimated to generate approximately 6,900 net new daily trip ends; approximately 155 (100 in/55 out) net new trip ends will occur during the weekday a.m. peak hour, 640 (300 in/340 out) net new trip ends will occur during the weekday p.m. peak hour, and 980 (515 in/465 out) net new trip ends will occur during the Saturday midday peak hour. Year 2008 Total Traffic Conditions: • Under forecast year 2008 total traffic conditions (with the proposed Tigard Retail Center) and the previously recommended improvements (under existing and background conditions), all of the study intersections are forecast to function within acceptable operating standards during the weekday a.m., weekday p.m., and Saturday midday peak hours. • Several intersection approaches were identified to operate in oversaturated conditions under existing and/or background traffic conditions. It is demonstrated that these approaches will operate as well or better under 2008 total traffic conditions with the previously identified mitigations and those mitigations recommended in conjunction with site development. • Traffic signal warrants will be satisfied at the main site driveway along SW Dartmouth Street intersection. • A queuing analysis of all study intersections determined that with proposed off-site transportation improvements in place, queues from the proposed development can be adequately accommodated. Year 2013 Background Traffic Conditions • At the request of City staff, a horizon year analysis (five years past build-out of the site) was prepared for 2013 background and total traffic conditions for planning purposes. • Year 2013 background traffic conditions (without the proposed Tigard Retail Center) were estimated assuming six years of continued local and regional growth plus the traffic associated with in-process developments previously identified by City staff. • The operational analysis of year 2013 background traffic conditions indicates that all of the intersections are forecast to operate within acceptable standards during the weekday a.m., weekday p.m., and Saturday midday peak hours, assuming the previously identified improvements are in place. Year 2013 Total Traffic Conditions • With the identified improvements in place, all study intersections and site driveways are forecast to continue to operate within acceptable standards during the weekday a.m., weekday p.m., and Saturday midday peak hours under year 2013 total traffic conditions (with the proposed Tigard Retail Center). 10 Kittelson &Associates, Inc. F_ Tigard Retail Center Executive Summary lune 2007 RECOMMENDATIONS The following recommendations address existing and background operational deficiencies as well as deficiencies resulting from increases in traffic from the proposed development. • Participate in a proportionate share contribution to the planned traffic signal at the SW Dartmouth Street/SW 681h Avenue intersection, consistent with the City of Tigard's current policy of collecting funds on a per-trip basis at this intersection. 0 • Develop a third westbound through lane on Highway 99W in advance of the Highway 99W/SW 72nd Avenue intersection and extending southwest through the Tigard Theater and SW Dartmouth Street intersections to Highway 217. This will provide additional capacity on Highway 99W and mitigate the existing over-capacity condition at the Highway 99W/SW 72nd Avenue intersection during the weekday p.m. peak hour. • Remove the traffic signal at SW Hampton Street and restrict movements to right-in/right- out. Restricted left-turn movements can be accommodated by the traffic signal at the SW 72nd Avenue/SW Beveland Road intersection. This will improve signal spacing and allow for two continuous northbound through lanes on SW 72nd Avenue. • Construct an exclusive westbound left-tum lane and northbound right-turn lane with overlap signal phasing at the SW 72nd Avenue/SW Beveland Road intersection to accommodate rerouted vehicles from SW Hampton Street. • Provide two continuous northbound through lanes along SW 72nd Avenue from the Highway 217 southbound ramp terminal to SW Beveland Road by restricting northbound left turns at SW Hunziker Road. This improvement will provide additional capacity to the interchange and extend its functional life. • Install a traffic signal at the main site driveway along SW Dartmouth Street. This signal should be interconnected with the existing Costco traffic signal and the planned signal at the SW Dartmouth Street/SW 72nd Avenue intersection to effectively manage traffic between the three signals. • Restripe the northbound left-turn vehicle storage at Highway 99W/SW Dartmouth Street within the existing pavement to provide up to 450 feet of storage. Extend the eastbound right-tum lane to provide 400 feet of striped storage. • Widen SW Dartmouth Street to accommodate a second southbound/eastbound lane between the Costco traffic signal and the unsignalized site-access driveway. The southbound right-tum lane at the Costco traffic signal should be converted to a shared through-right lane and the southbound right-tum overlap phase removed. • Develop optimized coordinated signal timing time-of-day plans on Highway 99W to account for the additional westbound through lane. The proposed improvements are illustrated in Figure 1. Kittelson &Associates, Inc. to. Section 2 Introduction Tigard Retail Center Introduction June 2007 Introduction PROJECT DESCRIPTION PacTrust proposes to develop the Tigard Retail Center on the south side of SW Dartmouth Street between Highway 99W and SW 72nd Avenue in Tigard, Oregon. The proposed development will consist of an 188,391 square-foot discount superstore, and a 5,550 square-foot separate commercial outparcel building. The site is scheduled to be complete and occupied in year 2008. Figure 2 shows the site location and surrounding roadways. Figure 3 illustrates the conceptual site plan of the proposed development.Access to the site is proposed via two primary driveways on SW Dartmouth Street: a new signalized driveway which will be constructed at the existing WinCo Foods driveway on SW Dartmouth Street and a second unsignalized full-access driveway approximately 600 feet west of the main site driveway (roughly midway between the WinCo driveway and existing Costco driveway located further west).A third driveway is proposed on SW Hermoso Way to provide emergency vehicle access; this driveway will not provide vehicular access for the general public. STUDY INTERSECTIONS Based on a collaborative scope provided by the City of Tigard and Oregon Department of Transportation (ODOT), the transportation analysis examined the following intersections: • Pacific Hwy (99W)/SW Hall Boulevard 0 Pacific Hwy (99W)/SB Hwy 217 Ramps • Pacific Hwy(99W)/NB Hwy 217 Ramps * Pacific Hwy (99W)/SW Dartmouth Street • Pacific Hwy (99W)/Theater Driveway 0 Pacific Hwy (99W)/SW 72nd Avenue • SW Dartmouth Street/Costco Driveway 0 SW Dartmouth Street/WinCo Driveway/ • SW Dartmouth Street/SW 72nd Avenue Main Site Driveway • SW Haines Street/SW 681h Parkway a SW Dartmouth Street/SW 681h Avenue • SW 72nd Avenue/SW Hampton Street 0 SW 72nd Avenue/SW Beveland Road • SW 72nd Avenue/SW Hunziker Road 0 SW 72nd Avenue/NB Hwy 217 Ramps • Proposed Secondary Full-Access 0 SW 72nd Avenue/SB Hwy 217 Ramps Driveway on SW Dartmouth Street SCOPE OF THE REPORT This report identifies the transportation-related impacts associated with the proposed Tigard Retail Center. The scope of the report and the analyzed intersections were determined from discussions with City of Tigard and ODOT staff. Scoping letters from the City and ODOT are provided in Appendix A. Kittelson &Associates, Inc. 14 XV Tigard Retail Center June 2007 Li OVL 0 > `� J OVL [O O = i \ X00 5 /w l � � I t 217O �QpG OVL 6 SW PFAFFLE ST to > SW HAINES o y i ova V z Dq n • • COSTCO . RT MOUTH ST � • ACCESS 1 f x t / t 99W Q OVL OVL o / SITE � SW ca S, ERMOS �hUNI//rF W BEVELAND ® 1 ® 1 ® 4 OVL � R9D 217 � • � .� • • � °j O SW HAMPTON j : : �► 94 . t t t t --► - BASE CONDITION VARNS ST PLANNED LANE/TRAFFIC CONTROL DEVICE IMPROVEMENT REQUIRED UNDER EXISTING CONDITIONS V a -REQUIRED UNDER BACKROUND TRAFFIC CONDITIONS —� t - PROPOSED LANE/TRAFFIC ~ U CONTROL DEVICE IMPROVEMENT kR�SF � �-� u _ Wq a � m �1 N OVL -OVERLAP NOTE:THE WESTBOUND RIGHT-TURN ONTO NORTHBOUND HIGHWAY 217 IS WEST OF THE RAMP TERMINAL INTERSECTION. -STOP SIGN THIS MOVEMENT IS A WESTBOUND THROUGH MOVEMENT AT THE TRAFFIC SIGNAL a SUMMARY OF PROPOSED IMPROVEMENTS s -TRAFFIC SIGNAL LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICES _ • I TIGARD,OREGON KITTELSON&ASSOCIATES,INC. M TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 47 6 26 O �. WASHINGTON COUNTY O 21s 47 217 10 SITE 210 / ssw ow 0 l J Q o = _ J cl) 217 QP 5 5� > SW PFAFFLE ST Q o SW HAINE OgRT_A40n o S7- TF1 cn N � W IT Q o S�,y�N2/kF9 BEVEL VRD oo� N y0 `n HAMPTON VARNS ST 3 b kRVSE WAY cz • -STUDY INTERSECTION SITE VICINTY MAP TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/PLANNING Tigard Retail Center June 2007 Ao NVQ �€' }1 AAT sem, y ACCESS TO r • r UNDERGROUND �. PARKING GARAGE i f PRaPosEo RETAIL 2 �1 5,550 sF �l if if if ifM FR-190 ,00 if if if .oft if if if if if #to 0if if if f � r COVERED i f CIITDOOR SALES GARDCEN7EN 10,577*SF + +I PROPOSED RETAIL 1 • m C-176-Q-ND " (RaXAM VON OOIPAOTORS,SM MM KOMTION)APPROX M040(DOES NOT NCIAM VESTS M OR GARDEN CL7M) FFE-11171 a F S � N GARDEN CENTER ,� +� 4,�, . v, DELIVERY AREA i A M r\ � 8 i !14 - - y t4% w R •' - pp 'a J�kt: WAY :R t PROPOSED SITE PLAN TIGARD, OREGON KITTELSON& ASSOCIATES,INC. TRANSPORTATION ENGINEERING/PLANNING Tigard Retail Center Introduction June 2007 ' The specific transportation issues discussed in this report include: • Existing land-use and transportation-system conditions within the project study area; • Existing year 2007 traffic conditions at the study intersections in the site vicinity during the typical weekday a.m. and p.m. peak hours as well as a typical Saturday midday peak hour; • Traffic safety; Additional traffic generated by approved or in-process developments within the site vicinity in the year 2008; • Transportation system improvements planned for construction within the site vicinity; • Forecast year 2008 background traffic conditions without development of the site; • Vehicle queuing analysis under 2008 background conditions; • Site trip generation and distribution estimates for the proposed development during the weekday a.m. and p.m. peak hour periods as well as the Saturday midday peak hour period; 0 Forecast year 2008 total traffic conditions upon full build-out of the proposed development; • Vehicle queuing and signal warrant analyses at key intersections in the study area under total traffic conditions; • Forecast year 2013 background traffic conditions without development of the site for City planning purposes; • Forecast year 2013 total traffic conditions upon full build-out of the proposed development for City planning purposes; • Recommended on-and off-site transportation system improvements; • On-site traffic operations, circulation, and safety; and • Conclusions and recommendations. Kittelson &Associates, Inc. 17 * Section 3 Existing Conditions Tigard Retail Center Existing Conditions June 2007 Existing Conditions This section discusses the existing site conditions, transportation facilities, traffic volumes, and peak hour operations. These conditions will be compared to future conditions later in this report. The proposed site was visited and inventoried in March 2007. At that time, information was collected regarding site conditions, adjacent land uses, existing transportation facilities, and traffic operations in the study area. SITE CONDITIONS AND ADJACENT LAND USES The site of the proposed retail center encompasses approximately 18.2 acres of vacant land located on the south side of the SW Dartmouth Street. The property is currently zoned General Commercial (C-G). The land uses in the vicinity of the site along SW Dartmouth Street are primarily retail and consist of a Costco, WinCo Foods, Babies R Us, and other retail establishments. Single-family homes and an office building also border the south side of the site on SW Hermoso Way. It should be noted that these properties are zoned Mixed Use Employment, which allows for a variety of uses including commercial. TRANSPORTATION FACILITIES SW Dartmouth Street in the vicinity of the site has a five-lane cross-section providing two travel lanes in each direction and a center left-turn lane except south of the signalized Costco driveway, where only one eastbound travel lane is currently provided. SW 72nd Avenue is presently a two-lane road in the vicinity of the site with one lane in each direction. The Pacific Highway (99W) is a statewide highway and has two travel lanes in each direction and a center left-turn lane. Table 1 provides a summary of the transportation facilities within the site vicinity. Figure 4 shows the existing roadway system, traffic control devices, and lane configurations within the study area. 19 Kittelson &Associates, Inc. :, . Tigard Retail Center Existing Conditions June 2007 Table 1 Existing Roadway Characteristics Posted Speed Bicycle On-Street Street Classification Lanes (mph) Sidewalks Lanes Parking Highway 99W Statewide 5 lanes 35 mph Yes Yes No Highway SW Atlanta Street Local Street 3-4 lanes 25 mph Partial No No SW Haines Street Local Street 2 lanes 25 mph No No No SW Dartmouth Major Collector 3-5 Not Posted Partial Partial No Street lanes SW 72°°Avenue Major Collector 3-4 lanes 30 mph Partial No No SW 68th Parkway Major Collector 3-4 lanes 40 mph Partial No No SW 681h Avenue Major Collector 2-3 lanes 40/25 mph Partial No Limited SW Beveland Road Local Street 2-3 lanes 25 mph Partial No No SW Hampton Street Major Collector 3 lanes 25 mph Yes No No SW Hunziker Road Major Collector 2 lanes 35 mph Partial No No Highway 217 Statewide 4 lanes 55 mph No No No Highway Two jurisdictions maintain ownership of the roadways in the study area. ODOT has jurisdiction over Highway 217 and Pacific Highway (99W). The City of Tigard has jurisdiction over the remaining collector and local streets in the study area. Kittelson &Associates, Inc. 20 Z `;, ; Tigard Retail Center June 2007 1 r) OVL J mOVL J J __,4 T Q e-iF �40 oo 40j, 217 �F �� � � II � tt QPG 5� SW PFAFFLE ST w > ZSW HAINES O ` C\j1► . qRT g COSTCO . MOUTH ST �- ►� I �- /� �1 o ACCESS V1 t t� r 99W > I I'. / SITE _ o � co SW S ERMOS !ti E y�n/2i�� RO SW BEVELAND ® + ® 1 A A OVL R 217 h 6; SW HAMPTON • • • • 0 0 N t tw tIw 1 t t e SW YARNS ST 3 0 o, rn a rn 3 a `m `-' kRUSE Wq v a � m N OVL - OVERLAP NOTE:THE WESTBOUND RIGHT-TURN ONTO NORTHBOUND HIGHWAY 217 IS WEST OF THE RAMP TERMINAL INTERSECTION. -: - STOP SIGN THIS MOVEMENT IS A WESTBOUND THROUGH MOVEMENT AT THE TRAFFIC SIGNAL. : - EXISTING LANE CONFIGURATIONS TRAFFIC SIGNAL i AND TRAFFIC CONTROL DEVICES . TIGARD, OREGON WIrl KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Existing Conditions June 2007 PEDESTRIAN AND BICYCLE FACILITIES Field observations within the site vicinity revealed very low levels of pedestrian activity and bicycle activity along the study roadways. Many of the study roadways (with the exception of Highway 99W and Highway 217) have sidewalks and bike lanes only in areas that have been developed within the past several years. However, as the area continues to develop and existing properties redevelop, the pedestrian and bicycle infrastructure will continue to expand and provide additional connectivity. The only bicycle lanes in the site vicinity today are on Highway 99W and SW Dartmouth Street. TRANSIT FACILITIES TriMet bus service is not currently provided along SW Dartmouth Street. However, there are several bus routes that have stops within reasonable walking distance (1/4 mile) of the site. Routes 12-Barbur Boulevard, 64-Marquam Hill/Tigard Transit Center, 78-Beaverton-Lake Oswego, 94- Sherwood-Pacific Highway Express, 95-Tigard/Interstate-5 Express, and 38-Boones Ferry Road have stops within one half mile of the study area in the vicinity of the Highway 99W/SW Dartmouth Street intersection and at the TriMet Park-N-Ride located on SW 74th Avenue north of the Tigard Cinema. TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS Two-hour traffic counts at the study intersections were conducted during the mid-week days as well as Saturday in March 2007. The counts were used to determine both the morning and evening peak hours of a typical weekday and the Saturday midday peak hour of traffic on the street system in the vicinity of the site. Appendix B contains the traffic count sheets used in this study. Because of the overall size of the study area and the operational characteristics of the transportation system, two separate peak hours were calculated for the areas north and south of SW Dartmouth Street. For the Highway 99W corridor and surrounding intersections, an analysis of the counts showed that the current morning peak hour for the study area is between 7:20 and 8:20 a.m., with the evening peak hour occurring between 4:55 and 5:55 p.m., and the Saturday midday peak hour occurring between 12:00 p.m. and 1:00 p.m. For the SW 72nd Avenue corridor south of SW Dartmouth Street, analysis of the counts show that the current morning peak hour for the study area is between 7:35 and 8:35 a.m., with the evening peak hour occurring between 4:55 and 5:55 p.m., and the Saturday midday peak hour occurring between 11:40 a.m. and 12:40 p.m. Highway 99W Corridor Several westbound intersection approaches along the Highway 99W corridor operate in oversaturated conditions during the weekday p.m. peak hour. As such, traffic volumes recorded at these locations reflect only the amount of traffic processed at the intersections and not necessarily the true demand. These approaches include a majority of westbound approaches along Highway 99W, northbound approaches to Highway 99W on SW 72nd Avenue, and northbound and southbound approaches to Highway 99W from SW Dartmouth Street. Kittelson &Associates, Inc. 22 Tigard Retail Center June 2007 Existing Conditions Due to the complexity of the transportation system and the difficulty in accurately isolating demand on these approaches, recorded traffic volumes were used to perform operational analyses at these intersections. It should be noted, however, that by comparing existing conditions to future scenarios, the ability of proposed improvements to mitigate impacts can be accurately measured. Highway 217/72nd Avenue Interchange The Highway 217/SW 72nd Avenue interchange currently operates near capacity during the weekday p.m. peak hour. During the critical time period (identified by traffic counts at the affected intersections as 4:55 — 5:55 p.m.), several approaches at intersections operate in oversaturated conditions. There are more vehicles wishing to drive through the interchange and surrounding intersections than can be processed by the current transportation system during this period. Because the interchange is operating near capacity, turning-movement counts at these locations also reflect only the amount of traffic processed at the intersections and not necessarily the true demand. Field observations during the peak hour revealed that three of the study intersections experience cycle failures and had approaches that operated over capacity: • SW Hampton Street/SW 72nd Avenue (Westbound approach); • Northbound Highway 217 On/Off Ramp/SW 72nd Avenue (Westbound approach); and, • Southbound Highway 217 On/Off Ramp/SW 72nd Avenue (Northbound approach). Because it was relatively easy to isolate, demand-flow data was collected for these approaches. This data simultaneously recorded both vehicles that crossed the stop bar and vehicles that entered the back of the approach queue. Table 2 summarizes this data on the key intersection approaches during the weekday p.m. peak hour. By comparing the number of vehicles processed by each intersection with the number of vehicles that entered the queue, it was possible to calculate the actual vehicular demand on each intersection approach during the weekday p.m. peak hour. Table 2 Weekday PM Peak Hour - Vehicular Demand at Study Intersections Vehicles crossing Vehicles Entering the Demand Not Served Intersection Approach Stop Bar Queue by Intersection SW 72nd Avenue/ Westbound 391 488 97 SW Hampton Street SW 72nd Avenue/ Westbound 603 669 66 Hwy 217 Ramps (off-Ramp) SW 72nd Avenue/ Northbound 1,027 1,248 221 Hwy 217 Ramps * Data reflects weekday p.m. peak hour observed on May 2, 2006. Additional vehicles were distributed and added to the system based on the existing turning- movement counts recorded at the intersections. These revised counts were then balanced where appropriate by making minor adjustments to individual turning movement volumes. The 23 Kittelson&Associates, Inc. Tigard Retail Center Existing Conditions June 2007 operational results shown in Figures 5, 6, and 7 reflect the adjusted turning-movement volumes at the intersections along SW 72nd Avenue. CURRENT LEVELS-OF-SERVICE All level-of-service (LOS) analyses described in this report were performed in accordance with the procedures stated in the 2000 Highway Capacity Manual (Reference 1). A description of level of service and the criteria by which they are determined is presented in Appendix C. The appendix also indicates how level of service is measured and what is generally considered to be the acceptable range of level of service. Figures 5, 6, and 7 also illustrate the existing levels of service and volume-to- capacity (v/c) ratios at the study intersections during the weekday a.m. and p.m. peak hours and the Saturday midday peak hour. Appendix D contains the level of service worksheets for this analysis. 24 Kittelson &Associates, Inc. Tigard Retail Center June 2007 +Del=34.2 mom�85 LOS=B oDei=8.3 10—$ LOS=C �5 �-830 1830--I► Del=12.5 F995 1645-► Del=21.7 �-1240 �130 335 V/C=0.76 �30 120 V/C==0.705 II Ia V N J J Q o +Del=2.l +De1=1 CDel=13.7 V N 15 5 LOS=A 173 - -1255 Del=4.1 2r 85 5 V/C=0.18 5 i � t 217 G\�� O SW PFAFFLE ST w Q SW HAINES N �° 0V/C=>1.0 ;m 35 CM=SBLT 35 5 LOS=8 —20 15� LOS=A 10 pq 200---► Del 0 02 f-50 125---► Del=12.4 -0--50 10-i Del=5.2 .-5RTMpT 85 V/C=0.44 130 20-N V/C=0.29 15COSTCO HSTACCESS *1 � tw> oI IA IAIAoQ M^M mN0 o / SITEoo _ SW ERMOS � �l +or N I� IA oSW BEVELAN ♦217 LOS=A 10 205� LOS=C 20 LOS=C 310 SW HAMPTON Del=7.8 I Del=20.2 5-► Del=22.8 f-5 V/C=0.47 90 235 V/C=0.70 5 V/C=0.66 �280 t tw 1 1 t tw mac) v tmo m OD SW YARNS ST 3 0 i� a N h N � CM=CRITICAL MOVEMENT(TWSC) KR�SE Wq y LOS=INTERSECTION LEVEL OF SERVICE ¢ (SIGNALIZED/AWSC)/CRITICAL MOVEMENT a LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO y TWSC=TWO-WAY STOP CONTROL EXISTING TRAFFIC CONDITIONS = AWSC=ALL WAY STOP CONTROL WEEKDAY AM PEAK HOUR TIGARD, OREGON KKITTELSON He ASSOCIATES,INC. k-,� TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 inmcoN � O ,. k © �-/ 1 L 205$ LOS=D " -160 LOS=B CVIC=O.68 70� LOS=D �15 1095-► Del=53.1 ♦-1500 1495-i Del=17.8 f-1630 1265---o- Del=41.0 .4--1695 20-,4V/C=0.91 180 245 V/C=0.71 45 270 V/C=f 0.86 45 t tw I tw N V oOW c7N J J Q N O ONO O �N © � j � o � 1 � ® Aja O Al LOS=B 105 J LOS=D 25 10 LOS=B 250 190� LOS=B 14551- V/C=0'68 +_1975 1290 Im Del=53.6 41 0 V/C=>l 0 v-115 1150 10el=13.7 130 5--x Del-1387 280 160 D C=0 40 \ 217 5 '� I (w '� t 1w � I O 5 SW PFAFFLE ST w > i SWHAINES vNm mo^ oho N o Al � m 'o/ \w ® � l � ® Al U) 140 CM=SBLT 130 35 LOS=D -55 175 LOS=D 245 35 LOS=B 15 2701 LOS=C �_445 145---11- Del=32.2 �-210 150-► Dei=29.7 f--70 30--► Del=14.3 �-<5 COSTCO ARrMOUrH Sr V/C=0.0 120 V/C=0.93 70 20- V/C=0.85 -40 70� V/C=0.60 -75 ACCESS t 1 R t 1* t a w 1 99W Q N V r N SITE _ o H SW HERMOS cn N N S N N EyU�V2iif�RRo SW BEVELAND 025-_ 217 LOS=C 45 LOS=C 390 25 LOS=E 105 SW HAMPTON Del=22.2 Del=32.0 5-� Del=59.1 F5 V/C=0.81 425 V/C=0.81 or340 5-NV/C=0.98 155 t tw t t v rn°i SW VARNS ST 3 0 rn m N 3 a m � KRUSF � CM=CRITICAL MOVEMENT(TWSC) wq Y LOS=INTERSECTION LEVEL OF SERVICE a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO a EXISTING TRAFFIC CONDITIONS TWSC=TWO-WAY STOP CONTROL = AWSC=ALL-WAY STOP CONTROL WEEKDAY PM PEAK HOUR TIGARD, OREGON ` A' KITTELSON &ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 +Del=34.7 +Del=27.2 - —130 LOS=B 0Del=12.0 �25F 1465 1445—i Del=18.5 4-1395 .0---1380150 230 V/C=0.75 95 95 J Q ONO COR Otn to OON LOS=A 1351 LOS=C 55 10� LOS=B 105 305—4 LOS=C 1300� Del=6.9 f-1540 1105—b Del=27.2 t---1290 45 --Io Del=10.3 F 60 De1=26.4 40 V/C=0.5J4� 95 V/C=0.8J3� .f 150 5-N V/C==0.4J5� 230 225 V/C=0.70 OX 5 I f � t 217 GFS 217 AQP\ a goo Nm 5 N N N SW PFAFFLE ST w > p SW HAINESN a $ N z o ® N r U) 275 J CM=SBLT 120 45 LOS=C 45 115--$ LOS=B 70 25-lo$ LOS=A Ik—5 330—► LOS=C _305 160—i Del=18.2 155 160—11- De1=11.0 t—115 <5---0- Del=4.2 4 <5 ART Del=22.8 MO(JrH ST V/C=0.19 170 V/C=0.61 (-55 55 30-N V/C=0.37 0(-15 15 20 V/C=0.33 15 COSTCO ACCESS w � t1w \ t / V� t1w m 99W C NNm o SITE co Sw S� ERMOS :51 �R $ y�N2//fF9 RO SW BEVELAN ® 1 j ® 1 ' 1 21 7 LOS=A 25 LOS=B 160 95 LOS=B 15� LOS=B 155 rn SW HAMPTON Del=6.9 Del=11.2 Del=11.0 <5—► Del=14.2 —<5 V/C=0.44 100 V/C=0.47 85 80� V/C=0.49 5 V/C=0.47 r 105 N t ( t 1 I t t m C o� tODN NN V ON � V SW VARNS ST 3 o a iL rn y rn a 3 b N CM=CRITICAL MOVEMENT(TWSC) KRUSF WAY Q, LOS=INTERSECTION LEVEL OF SERVICE b (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) ~ Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) o V/C=CRITICAL VOLUME-TO-CAPACITY RATIO s TWSC=TWO-WAY STOP CONTROL EXISTING TRAFFIC CONDITIONS AwsC=ALL-wAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Existing Conditions June 2007 Unsignalized Intersections There are three all-way-stop controlled (AWSC) study intersections and a single two-way-stop controlled (TWSC) intersection in the study area. For AWSC intersections, LOS is based on overall intersection operations. At TWSC intersections, LOS is based on the operations of the critical movement. City operating standards require that LOS "E" and a v/c ratio of 0.95 or better be maintained at all unsignalized intersections. Figures 4, 5, and 6 also illustrate existing levels of service and v/c ratios at the unsignalized study intersections during the weekday a.m. and p.m. peak hours and the Saturday midday peak hour, respectively.As shown in the figures, all of the unsignalized study intersections currently operate at or below acceptable standards, except the SW Dartmouth Street/SW 681h Avenue intersection, which currently operates at LOS "E" and a volume-to-capacity ratio of 1.05 during the weekday a.m. peak hour. SW Dartmouth Street/SW 68th Avenue The SW Dartmouth Street/SW 68th Avenue intersection currently operates over capacity at LOS "E" during the weekday a.m. peak hour. The City of Tigard is currently collecting funds from new developments (on a per-trip basis) to construct a traffic signal at this location. Signal Warrant Analysis Traffic signal warrants were evaluated for the SW Dartmouth Street/SW 681h Avenue intersection under existing traffic conditions. The Manual on Uniform Traffic Control Devices (MUTCD) Minimum Volume Warrant, the Interruption of Continuous Flow Warrant, the Four-Hour Warrant, and the Peak Hour Warrant (Warrant 1 — Conditions A and B, Warrant 2, and Warrant 3 as described in Reference 2)were evaluated. Table 3 provides a summary of the analysis results. Conditions A and B of Warrant 1 require the evaluation of traffic volumes during the eighth highest peak hour of the day and Warrant 2 requires the evaluation of traffic volumes during the fourth highest peak hour of the day. For this analysis, the eighth-highest- and fourth-highest-hour volumes were estimated at 60 percent and 80 percent of the critical weekday p.m. peak hour, respectively. Kittelson &Associates, Inc. 28 Tigard Retail Center Existing Conditions June 2007 Table 3 Traffic Signal Warrant Analysis - SW Dartmouth Street/SW 681h Avenue, Existing Traffic Conditions REQUIRED VOLUMES ACTUAL VOLUMES Minor #lanes, # lanes, Major Volume Major Minor Major Minor Volumes High Volumes Volume WARRANT SIGNAL WARRANT Street Street Both Appr.1 Appr. Both Appr. High Appr. MET? WARRANT 1 — Condition A 1 1 500 150 5442 2142 YES Minimum Vehicular Volume WARRANT 1 — Condition B Interruption of Continuous 1 1 750 75 5442 2142 NO Traffic WARRANT 2 1 1 7003 1503 7264 2854 YES Four-Hour Vehicular Volume WARRANT 3 1 1 9005 2055 908 356 YES Peak Hour Volume 1 Appr. = Approach 2 Computed as 60% of weekday p.m. peak hour volume 3 Corresponding values from Figure 4C-1 of the MUTCD 4 Computed as 80% of weekday p.m. peak hour volume 5 Corresponding values from Figure 4C-3 of the MUTCD When the minimum vehicular volume (Condition A) is satisfied, the criteria for Warrant 1 are satisfied. Warrants 2 and 3 are also satisfied, which demonstrates that a traffic signal is warranted at this location today. With a traffic signal in place, this intersection will operate acceptably during all study time periods under existing traffic conditions. Given the existing lane configurations and highly directional flows during the weekday a.m. and p.m. peak hour, split-phase signal timing was assumed on the eastbound and westbound approaches under all subsequent analysis scenarios. The developer should contribute a proportionate share of the cost of a traffic signal at this location consistent with the City's current practice. Table 4 summarizes the operational analysis results under existing conditions. Table 4 SW Dartmouth Street/SW 68th Avenue Operational Analysis - Existing Traffic Conditions (Mitigated) Time Period LOS V/C Delay(sec) Weekday AM Peak Hour C 0.65 27.5 Weekday PM Peak Hour C 0.59 26.3 Saturday Midday Peak Hour C 0.45 26.8 29 Kittelson &Associates, Inc. '. x.+ Tigard Retail Center Existing Conditions June 2007 Signalized Intersections Level-of-service analyses for signalized intersections are based on the average stopped delay per vehicle entering the intersection. The City of Tigard requires that LOS "D" and a v/c ratio of 0.95 or better be maintained at all signalized intersections. The Oregon Highway Plan (Reference 3) requires that ODOT study intersections operate with an overall v/c ratio that does not exceed 0.95 on Highway 99W and 0.99 at the Highway 217/SW 72nd Avenue ramp terminals during the first or second hour of analysis. Traffic signal timing plans were obtained from ODOT and Washington County staff to account for the coordinated signal timing along Highway 99W and at the SW 72nd Avenue interchange. Operational analyses of these corridors were performed with the current coordinated signal timing plans using Synchro6 for all time periods. The signal timing sheets for these intersections are included in Appendix E. Figures 5, 6, and 7 indicate that all signalized study intersections operate acceptably according to both City and ODOT standards during the weekday a.m. peak hour.During the weekday p.m. peak hour, all signalized study intersections operate acceptably except the Highway 99W/SW 72nd Avenue intersection, which currently operates over capacity. It should be noted that while the Highway 217/SW 72nd Avenue interchange intersections currently operate within ODOT standards, several individual intersection approaches are over capacity during the weekday p.m. peak hour. This condition is discussed in detail below. During the Saturday midday peak hour, all signalized study intersections operate acceptably according to City and ODOT standards. Highway 99W Improvements The City of Tigard is currently considering improvements along the Highway 99W corridor stretching from Interstate 5 (1-5) to Durham Road, including widening Highway 99W to seven lanes between I-5 and Highway 217. Detailed cross-section information has not been developed at this time, but conceptual plans developed by DKS Associates (Reference 4) recommend three travel lanes in each direction, a minimum of five (5) foot bike lanes, a four (4) foot curb-tight landscape buffer, and eight (8) foot sidewalks. This is consistent with the improvement on Highway 99W outlined in the Metro Regional Transportation Plan. Various transit enhancements and access- management techniques are also being considered. SW 72nd Avenue/Highway 99W Intersection The Highway 99W/SW 72nd Avenue intersection currently operates over capacity, at LOS "E," during the weekday p.m. peak hour. To provide additional capacity along Highway 99W and meet ODOT and City of Tigard operational standards, a third westbound through lane could be developed in advance of SW 72nd Avenue and extended to Highway 217 within the existing right of way. 30 Kittelson &Associates, Inc. ' Tigard Retail Center Existing Conditions June 2007 Today this intersection has dual westbound left-turn lanes from Highway 99W onto SW 72nd Avenue, but only one of the two receiving lanes on SW 72nd Avenue continues south (the outside turn lane is "trapped" into the McDonalds driveway approximately 200 feet south of the intersection). Because the outside lane is not a continuous through lane, a majority of motorists use only the inside lane. Given the moderate traffic volumes for this movement during peak periods and the existing queue storage available for the westbound left-turn, the second westbound left- turn lane could be converted to a westbound through lane on Highway 99W. The remaining left- turn lane should be restriped to provide 275 feet of storage. To ensure all three westbound lanes on Highway 99W are utilized, the third lane should be developed in advance of the Highway 99W/SW 72nd Avenue intersection and extended southwest beyond the Tigard Theater and SW Dartmouth Street intersections to Highway 217. A five-foot bike lane and eight-foot curb-tight sidewalk are proposed throughout the improvement; however, a 4- foot planter strip was not included to minimize right of way impacts. As shown in Figures 8 and 9, the improvement as described can be constructed almost entirely within the existing right of way. With the proposed improvement in place, the Highway 99W/SW 72nd Avenue intersection will operate acceptably during all study time periods under existing traffic conditions. Table 5 summarizes the Synchro6 operational analysis results at the affected intersections along Highway 99W. In the analysis, no changes were made to the current signal timings, though a re-optimization of offsets and green splits would likely provide additional operational and capacity benefits. Table 5 Highway 99W Operational Analysis - Existing Traffic Conditions (Mitigated) Intersection Time Period LOS V/c Delay (sec) Weekday AM Peak Hour B 0.69 10.6 Highway 99W/ Weekday PM Peak Hour C 0.89 30.9 SW 72 Avenue Saturday Midday Peak Hour C 0.72 24.3 Weekday AM Peak Hour A 0.58 2.0 Highway 99W/ Weekday PM Peak Hour A 0.53 8.5 Tigard Theater Driveway Saturday Midday Peak Hour A 0.48 5.9 Weekday AM Peak Hour C 0.69 21.0 Highway 99W/ Weekday PM Peak Hour D 0.74 39.8 SW Dartmouth Street Saturday Midday Peak Hour C 0.70 25.9 Appendix F contains all level-of-service and traffic signal warrant worksheets reflecting the proposed mitigations identified under existing conditions. Kittelson &Associates, Inc. 31 Tigard Retail Center y June 2007 "Il +R s'# « "s ' N ANN 1"=150' t a i SIGNAL MODIFICATION TO ACCOMODATETHIRD 401 WESTBOUND THROUGH , t ` 1 ————————--— LANE .* `Cp . w. L W a 1 cn ccZ '� � � a � .+1 .� ,� _ -""moi- --� � r�l�•. AH - f- 41/ t ` • INCREASE NORTHBOUND ^^ - �� 4r .� LEFT-TURN LANE I I STORAGE TO 450 FEET ► J ai ►• 410O 'blot - r S • co r 14� 12 ,z e 1—a—� p - ,� ' •Q SECTION A-A NOT TO SCALE EXISTING TRAFFIC SIGNAL CONCEPTUAL IMPROVEMENT(EAST) EXISTING RIGHT-0F-WAY HIGHWAY 99W TIGARD, OREGON a ■!el KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGMEERMG/ PLANNING Tigard Retail Center June 2007 ✓� ik . * ~ ,A�• / 1"=150' •. . .lk, CONVERT 2ND LEFT TURN LANE TO THROUGH LANE ^ �► SIGNAL MODIFICATION TO ` ACCOMODATE THIRD . C _ - * ---- i+ WESTBOUND THROUGH LANE __ -L_ _ K , . ►,� B HIGHWAY 99 W ? ± A ----,r--A-- -°-- -__-- 10 ---- -- - - __ Q r.°: ► SIGNAL- DI � MOFICAT REALIGN NORTHBOUND IO--N TO ACCOMODATE THIRD APPROACH / WESTBOUND THROUGH LANE 4 H or I N-4- ----- p k . . y - z •ICK A ..°.' � �' A;��� � •�. N �sI' h tk. t 89+T 3 I g8 10T ®1' SECTION A-A SECTION B-B SECTION C-C NOT TO SCALE NOT TO SCALE NOT TO SCALEbd ~ too04 * Pol EXISTING TRAFFIC SIGNAL CONCEPTUAL IMPROVEMENT(WEST) (V = — — EXISTING RIGHT-0F-WAY HIGHWAY 99W • /JTIGARD,OREGON KrrTELSON& ASSOCIATES,INC. MIN TRANSPORTATION ENGINEERING i PLANNING Tigard Retail Center Existing Conditions lune 2007 CRASH ANALYSIS ODOT provided crash records for the study area intersections for the period of January 2001 through December 2005. Crash rates for intersections are expressed in crashes per million entering vehicles (MEV). To calculate this rate, the weekday p.m. peak hour volume of all traffic entering each study intersection was multiplied by a factor of ten to obtain an estimated daily number of total entering vehicles. This number was then multiplied by 365 to estimate an annual number of total entering vehicles. Dividing the average annual number of crashes by the annual number of total entering vehicles yields the crash rate. The resulting crash rates calculated for each intersection were then compared to a crash rate threshold of 1.0 crashes/MEV. Crash rates exceeding 1.0 crashes/MEV generally indicate the need for further investigation. Table 6 summarizes the crash rates at the study intersections. Appendix G contains the crash data suinmaries for the study intersections. Kittelson &Associates, Inc. 34 --' ""T' Tigard Retail Center Existing Conditions June 2007 Table 6 Intersection Crash History Crash Rate Crashes by Type Crashes/ Intersection Fat. Inj. PDO Rear End Turn Other Total MEV SW Hall Boulevard/ 0 18 36 32 14 8 54 0.65 Highway 99W Highway 217 SB Ramp/ 0 10 12 15 7 0 22 0.25 Highway 99W Highway 217 NB Ramp/ 0 2 6 5 3 0 8 0.10 Highway 99W SW Dartmouth Street/ 0 7 6 6 3 4 13 0.16 Highway 99W Park-n-Ride Driveway/ No Reported Crashes, -- Highway 99W SW 72n6 Avenue/ 0 6 26 13 15 4 32 0.46 Highway 99W SW Dartmouth Street/ No Reported Crashes Costco Driveway SW Dartmouth Street/ No Reported trashes, --. WinCo Foods Driveway SW Dartmouth Street/ 0 8 9 6 5 6 17 0.59 SW 72nd Avenue SW Dartmouth Street/ 0 1 4 3 0 2 5 0.17 SW 681h Avenue SW Haines Street/ 0 1 2 1 2 0 3 0.11 SW 681h Avenue SW 72nd Avenue/ 0 1 0 0 0 1 1 0.04 SW Beveland Road SW 72nd Avenue/ 0 3 0 2 1 0 3 0.09 SW Hampton Street SW 72nd Avenue/ 0 5 8 13 0 0 13 0.26 Highway 217 NB Ramp SW 72"d Avenue/ No Reported Crashes -- SW Hunziker Road SW 72nd Avenue/ 0 5 8 4 g 0 13 0.31 Highway 217 SB Ramp Note: Fat. = Fatalities, Inj. = Injuries, PDO = Property Damage Only As shown in Table 6, each study intersection's crash rate is less than 1.0 crashes/MEV. Overall, there were no fatalities reported during this five year period. Upon review of the available crash data, a majority of the study intersections showed no evident trends. Patterns amongst the crashes at the remaining intersections were evaluated to determine if there are any operational or geometric deficiencies that are potentially contributing to the crash patterns. A detailed discussion follows below. Kittelson &Associates, Inc. 35 Tigard Retail Center lune 2007 Existing Conditions SW Hall Boulevard/Highway 99W The SW Hall Boulevard/Highway 99W intersection had the highest number of crashes over the past five years. The most common accident type at this location was rear-end crashes, though no specific trends were identified with respect to approach, time-of-day, or weather conditions. Washington County and ODOT are planning to improve the Highway 99W/SW Hall Boulevard intersection to include exclusive left-tum lanes on the north and south approaches with protected left-turn signal phasing, northbound and southbound right-turn overlap signal phasing, and a westbound right-turn lane. These improvements should help reduce crashes at this location by separating turning movements and adding capacity at the intersection. Highway 217 Southbound Ramp/Highway 99W The most common accident type at this intersection was rear-end crashes. Three of these occurred in the eastbound direction; five occurred in the westbound direction. No trends were identified with time-of-day, and weather conditions did not appear to be a factor. SW 72"d Avenue/Highway 99W A majority of reported accidents at this location were turning movements or rear-end crashes. Many of the turning movement crashes involved northbound left-turning vehicles and southbound through vehicles. No specific trends were identified with the remaining crashes with respect to direction, time-of-day, or weather conditions. The northbound and southbound approaches currently operate with permitted signal phasing, where left-turns must yield to oncoming through traffic. Protected left-turn phasing would eliminate this conflict and could potentially reduce turning movement crashes at this intersection. Highway 217 Northbound Ramp/SW 72nd Avenue All reported crashes at this location were rear-end crashes. Seven occurred in the westbound direction, two in the southbound direction, and four in the northbound direction. No specific trends were identified with respect to time-of-day or weather conditions. 36 Kittelson &Associates, Inc. Section 4 Transportation Impact Analysis Tigard Retail Center Transportation Impact Analysis June 2007 Transportation Impact Analysis The traffic impact analysis identifies how the transportation system in the study area will operate in the year the proposed development is built out (2008). The effects of traffic generated by the proposed Tigard Retail Center development during the weekday a.m. and p.m. peak hours and the Saturday midday peak hour were analyzed as follows: • Planned developments and transportation improvements in the site vicinity were reviewed and identified. • Peak hour estimates were made of future traffic conditions without site build-out (referred to as "background" conditions). Year 2008 and 2013 background traffic volumes were determined from the aggregation of all known approved or in-process development traffic in the site vicinity combined with an average annual growth rate applied to existing traffic counts. • Based on the land uses shown in the proposed site plan, the estimated trip generation for the site was calculated using empirical data from other similar developments to represent the site's traffic impact on the transportation system. • An estimated trip distribution pattern was derived through a review of Washington County travel demand model data, the existing traffic counts, knowledge of the surrounding transportation system, and proposed land uses. • Estimated site-generated traffic from the proposed development was added to the 0 background traffic volumes to determine the year 2008 and 2013 total traffic conditions upon completion of the development. • Traffic signal warrants were evaluated at the primary site-access driveway on SW Dartmouth Street, the SW 68th Avenue/SW Dartmouth Street intersection, and the SW 72.d Avenue/SW Dartmouth Street intersection. • An analysis of the impacts to peak hour vehicle queues and stacking distances was conducted at the proposed site-access driveways and study area intersections. • On-site circulation for pedestrians,passenger vehicles, and delivery trucks was evaluated. • Future rnitigation measures were identified. The methodology summarized above and the results of the analysis are presented in detail in the remainder of this report. PLANNED TRANSPORTATION IMPROVEMENTS As part of this analysis, planned transportation improvement projects within the site vicinity were identified and reviewed. Washington County and ODOT are planning to improve the Highway 99W/SW Hall Boulevard intersection to include exclusive left-turn lanes on the north and south approaches with protected left-tum signal phasing, northbound and southbound right-turn overlap signal phasing, and a third eastbound through lane. This project is currently scheduled to begin construction in summer 2007 and is planned to be complete in early 2008. Kittelson &Associates, Inc. 38 Tigard Retail Center Transportation Impact Analysis June 2007 The City of Tigard is planning to construct a traffic signal at the SW 72.d Avenue/SW Dartmouth Street intersection. The target date for completion is the summer of 2008. Therefore, these improvements were included in the background and total traffic conditions sections of this study. PLANNED DEVELOPMENTS Based on conversations with City staff, there are five approved or in-process developments in the study area that will add traffic to one or more study intersections. These developments are: • Tigard Veterinary Clinic(SW 681h Parkway) (Reference 5) • Baylor Court 11 (SW comer of 68t" and Atlanta/Haines) (Reference 6) • Dartmouth Square Development (Dartmouth between 72nd and 691h) (Reference 7) • Office Building (NE corner of 68th/Dartmouth) (Reference 8) • Tigard Triangle General Office Building(NW corner of 68th/Dartmouth) (Reference 9) The site-generated traffic volumes associated with these developments were assigned to account for future development activity, excluding the proposed Tigard Retail Center, over the next year. Figure 10 illustrates the location of the in-process developments. Appendix H contains figures summarizing the in-process traffic at the study intersections during the weekday a.m. and p.m.peak hours. . 2008 BACKGROUND TRAFFIC VOLUMES/OPERATIONAL ANALYSIS "Background" traffic consists of the traffic volumes related only to the planned, or in-process, developments expected within the study area at the time the proposed development is fully built and operational, but does not include traffic related to the proposed site. Background traffic conditions also account for projected increases in traffic due to regional growth. The analysis year for this study is 2008, which corresponds to a one-year period when the proposed development will be fully built out and operational. To estimate the growth in regional traffic over this period, historical year 2006 count data was compared to existing year 2007 counts at all study intersections.Along Highway 99W, a comparison of year 2006 and 2007 weekday p.m. peak hour counts showed approximately 0.5 percent growth over the past year. In the vicinity of the Highway 217/SW 72nd Avenue interchange, a comparison of year 2006 and 2007 weekday p.m. peak hour volumes showed a decrease in traffic volumes. However, to remain conservative, a 0.5 percent growth rate was applied to these study intersections as well. For the remaining intersections within the Tigard Triangle, this comparison yielded an annual growth rate of approximately 2.0 percent, consistent with Washington County model data that was also reviewed. Application of these growth rates accounts for any regional growth not specifically identified as in-process traffic. Kittelson &Associates, Inc. 39 Tigard Retail Center Transportation Impact Analysis June 2007 Figure 11 shows the assumed year 2008 lane configurations and traffic control devices for the study intersections, including those mitigations identified under existing conditions. The background traffic volumes for the weekday a.m. and p.m. peak hours and the Saturday midday peak hour are shown in Figures 12, 13, and 14, respectively. All volumes are rounded to the nearest five vehicles per hour. Kittelson &Associates, Inc, 40 Tigard Retail Center June 2007 m U) 217 I -41 5 SW PFAFFLE ST ui > SW HAIN ?NES_ Z cn COSTCO sp ACCESS Lu SITE co co SW (o HERMOS 3: cl) SW BEVELAN 217 o SW HAMPTON SW VARNS ST ti v; r Rus TIGARD VETERINARY CLINIC:8,500 S.F.CLINIC BAYLOR COURT II:OFFICE BUILDING DARTMOUTH SOUARE:23,000 S.F.COMMERCIAL DEVELOPMENT OFFICE BUILDING:49,716 S.F.OFFICE BUILDING TIGARD TRIANGLE GENERAL OFFICE BUILDING:70,000 S.F.OFFICE IN-PROCESS DEVELOPMENTS TIGARD, OREGON kVAO/r K KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/PLANNING vj Tigard Retail Center June 2007 VR OVL Q t /w '11\ Nr OVL " t J `�`� m OVL r W ovA/ ♦ O 217 \G� 5 /w t 1' 1 1w t t AQP 5 SW PFAFFLE ST w > o SW HAINES I1 c\1 O ♦ OVL V .� -r► oe- COSTCO DAR-rmOUTH ST ♦� *� ACCESS l r 1 t 1' � f 99W > OVL 5 SITE _ m � Sw ERMOS cn 3 I II W EV LAN ® 1 i 1 ® 4 G 4 OVL 990 217 • � • � � • �t � � SW HAMPTON 11' 11' V� 11' SW YARNS ST a —► - BASE CONDITION y PLANNED LANE/TRAFFIC 3 CONTROL DEVICE IMPROVEMENT - REQUIRED UNDER EXISTING CONDITIONS K9vSEW � NOVL -OVERLAP NOTE:THE WESTBOUND RIGHT-TURN ONTO NORTHBOUND HIGHWAY 217 IS WEST OF THE RAMP TERMINAL INTERSECTION. -A- -STOP SIGN THIS MOVEMENT IS A WESTBOUND THROUGH MOVEMENT AT THE TRAFFIC SIGNAL i -TRAFFIC SIGNAL YEAR 2008 BACKGROUND CONDITIONS ASSUMED LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICES TIGARD,OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING r Tigard Retail Center June 2007 LO +Del=28.5 .m-V m a110-" � 0::�1840-► Deel=142 �1000 1 1655� DeelS209 -4-1245 335� V/C=0.77 30 120 V/C=0.70I5 tm vw� Q 2 U) �vu,`v mrnm� � �vnni y LOS=A 25 LOS=B 15 5-$ LOS=C 165 5-$ LOS=A 1740---IN- Del=2.1 4-1330 1660----0- Del=11.0 1260 15---0- Del=17.9 f-70 Del=3.8 " 251 V/C=0.59 851 V/C=0.70 -85 5-,, -365 5 V/C=0.21 y i ♦ a R 217 QQG� QNB ��^ (I SW PFAFFLE ST w > o SW HAINES N m a m N o .� �, m � l � m � l � ® � l � J 35 CM=SBLT35 10 LOS=C 20 125-$ LOS=C �125 15 LOS=A 10 2451 LOS=B �-60 165-0 Del-23.6 f-55 55-► Del=29.6 -0-235 101 Del=5.0 -4-5 OgRTMOUTH ST vDic o 2z BS V/C=0.49 140 551 v/C=0.70 �225 201 V/C=0.29 Or 15 COSTCO i q i R ACCESS l t � 1 1 1 1 t � w 99W >Q m mN mom g / SITE s N 00 SW ERMOS d S�, U) mp +LOS=C oS= SW BEVELAN ®217 LOS=A �10 20-$ LOS=C 325 SW HAMPTON Del=7.8 5� De1=23.0 f—s V/C=0.47 90 51 V/C=0.67 zao �fit 1 t 1W ��V Vvm ago a oSW YARNS SclT c o, y CM=CRITICAL MOVEMENT(TWSC) KRUSF wqY LOS=INTERSECTION LEVEL OF SERVICE o (SIGNALIZED/AWSC)/CRITICAL MOVEMENT a LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY 2 (SIGNALIZED/AWSC)/CRITICAL MOVEMENT m CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO s TWSC=TWO-WAY STOP CONTROL 2008 BACKGROUND TRAFFIC CONDITIONS = AWSC=ALLWAY STOP CONTROL WEEKDAY AM PEAK HOUR TIGARD, OREGON NJ U KITTELSON&ASSOCIATES,INC. m TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 co O 700 7 1095--� De205 ell=41.4 �—1500 1495----P- De160 ellS174 f—1630 116B 700 70� DellS14. f—1490 1265� DOS42. 1 1695 20 RV/C==0.8�1I 180 245 V/C=0.71 0(-45 325- RV/C=0.6�8I 270 V/C==0.7�4I r45 1 I ( \ 1 / I / J Nv DpD DSD 1u)0co m N N r f 7 N J J Q 2 U) Ngo +or D- 'I) LOS=A 30� 190 LOS=B 1420—► Del=8.5 4 1975 115� Del=19.3 55 V/C=0.54 '01* 20� 160 V/C=0.41 v0tw 217 PG\�Q Ln 5 SW PFAFFLE ST w > Q SW HAINES v 0 o W 15 0,e o h o V CM=SBLT Q 285 LOS=C 495 160—► De01 26 3 f–250 30 DeS 8.A f—<5 gRrMOUrN Sr we=o 11 120 wC=0.66 r 110 --40 70 V/C=0.61 75 COSTCO ACCESS R t 1w � 1 1w w 1Q co�R ^N n ; / SITE _ SW (00o c Lo ) (�� E R M O S U) w N +V/C=O.83 1n t�0 t0 N V ySW BEVELAN ® 1 ® 1 1 �F9 Rb ,n 2177 LOS=C 45 l 150 J LOS=D 25 LOS=E 110 SW HAMPTON Del=22.1 ! Del=48.9 5—► Del=60.5 -4-5 V/C=0.82 425 295 V/C=1.0 51. V/C=0.99 –155 1 1 t G.Dm ONiN V DoD(4 r m �� oSW VARNS ST a it oa h 3 kq�s�vv y � CM=CRITICAL MOVEMENT(TWSC) LOS=INTERSECTION LEVEL OF SERVICE (SIGNALIZED/AWSC)/CRITICAL MOVEMENT o LEVEL OF SERVICE(TWSC) Dei=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) WC=CRITICAL VOLUME-TO-CAPACITY RATIO CLAWSC ONS C=TWO-WAY STOP CONTROL 2008 BACKGROUND EEKDAY PM PEAK HOUR =ALL WAY STOP CONTROL TIGARD, OREGON 11 KITTELSON&ASSOCIATES,INC. IN TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 o rn to to to o nom.- m�t�n X12 145 LOS=C 130 LOS=B LOS=B *-645 501 LOS=C �25 1245—► Del=31.0 f—1465 1445—► De1=18.6 -0--1395 1630—► Oe1=11.8 —1260 11001 Del=26.1 f—1380 25` RV/C=0.7�3/ 150 230 V/C=0.75 95 350 RV/C=0.6�5I 565� RV/C=0.7J0� r 95 i 1 / 1 / 1 1 1 JtnON o o tnotn ' O] f`^N N Q J Q 2 p O O Q O OOi 135 LOS=C 55 305 LOS=C 1300 1050 Del=24.1 f—1290 50 Del=26.5 40 95 V/C=*0.73 150 225 V/C=0.71 5 � t � � t 217 Pp�F� to Oto Nv` m^tT 5 ` N N SW PFAFFLE ST w > o SW HAINES N v to- m N O ^acy n N o o) 1-w cn 275 CM=SBLT 120 45-1$ LOS=C 45 115 LOS=C 70 25 LOS=A 5 pq 340----0- Del LOS 9 f-310 1651 De1=24.4 F 160 165 1 Del=25.7 f—120 <51 Del=4.3 f—<5 RTMOUT V/C=0.19 175--, V/C=0.49 -55 30-N V/C=0.40 -15 20-, V/C=0.34 -15 COSTCO HST i I a ACCESS w 1t �► � � j► � t � 99W >a moo c'c1jn mon co] ��O ~ SITE _ m � SW � ERMOS SW BEVELAN ® 1 +V/C=O.47 0V/C=0.50 217 LOS=A �25 15 LOS=B 160 Del=6.9 <5 Del=14.3 <5 SW HAMPTON v/c=o.as too 5 V/C=0.47 -110 •`t 1 ttN Nv m M SW YARNS ST 3 0 a u; rn H a h 01 a CM=CRITICAL MOVEMENT(TWSC) kRUSF m LOS=INTERSECTION LEVEL OF SERVICE cc (SIGNALIZED/AWSC)/CRITICAL MOVEMENT a LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) o V/C=CRITICAL VOLUME-TO-CAPACITY RATIO _ a TWSC=TWO-WAY STOP CONTROL 2008 BACKGROUND TRAFFIC CONDITIONS = AWSC=ALL-WAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis June 2007 Levels-of-Service Figures 12, 13, and 14 also illustrate the background LOS and v/c ratios at the study intersections during the weekday a.m., weekday p.m., and the Saturday midday peak hours. Appendix I contains the level of service worksheets for this analysis. As shown in the figures, all study intersections are forecast to continue to operate acceptably during the study time periods with the assumed improvements (from existing conditions) in place except the following intersections at the Highway 217/SW 72nd Avenue interchange, which is forecast to operate over capacity during the weekday p.m.peak hour: • SW Hunziker Road/SW 72nd Avenue • Southbound Highway 217 Ramps/SW 72nd Avenue It should also be noted that the same approaches identified under existing conditions continue to experience cycle failures during the weekday p.m. peak hour. Highway 217/SW 72nd Avenue Interchange A review of the City of Tigard's Transportation System Plan (TSP) identifies SW 72nd Avenue as a five- lane roadway in the future. Recognizing that the long-term solution (complete reconstruction of the Highway 217/SW 72nd Avenue interchange, including a 6-lane bridge over Highway 217, and realignment of SW Hunziker Road) is constrained by multiple factors such as funding and right-of- way limitations, interim improvements could provide an immediate operational benefit and extend the functional life of the interchange and allow for further development within northeast Tigard until such time that the ultimate solution can be implemented. The improvements shown in Figure 15 were developed in collaboration with City and ODOT staff to address the immediate needs of the interchange, and could be implemented in the near-term to increase capacity and extend the operational capacity of the interchange and surrounding intersections. These improvements are to: • Remove the traffic signal at SW Hampton Street and restrict movements to right-in/right- out. Restricted left-turn movements can be accommodated by the traffic signal at the SW 72nd Avenue/SW Beveland Road intersection. • Construct an exclusive westbound left-turn lane and northbound right-turn lane with overlap signal phasing at the SW 72nd Avenue/SW Beveland Road intersection. • Provide two continuous northbound through lanes along SW 72nd Avenue from the Highway 217 southbound ramp terminal to SW Beveland Road by restricting northbound left turns at SW Hunziker Road. 46 Kittelson &Associates, Inc. 0 Tigard Retail Center June 2007 4 CONSTRUCT WESTBOUND LEFT-TURN LANE AND �* j' NORTHBOUND RIGHT-TURN - Q I ' LANE W/OVERLAP PHASE `� A I Lw y ! . I. . .. � --r'---$--fit•�--.�rr..,�F._,!�.--- , , a. c a � REMOVE SIGNAL& y RESTRICT TO �" A RIGHT-IN/RIGHT-OUT' �• MAINTAIN SOUTHBOUND LEFT �' ` I ` SW HAMPTON ST TURN AT NORTHBOUND ON-RAMP r4 � I I �'�- ads.--`T- --�---------------•- ...... Jor _ .4p j Aft* ob w j a i LEFT-TURNS RESTRICTED AT ! HUNZIKER ST TO PROVIDE TWO J NORTHBOUND THROUGH LANES •�. f t PROVIDE RIGHT-TURN ' 1! ` I• _ •" OVERLAP PHASE • _ �' ALLOW DUAL ► LEFT-TURNS R WW VARM ST _ t 40h i 1 �'!� •y, , i til* I` I r .•, .r �` •¢• ♦ ..,�s� .. ,?MSA� � J -- — -^'- STOP SIGNCNI ^11 TRAFFIC SIGNAL s - EXISTING RIGHT-OF-WAY CONCEPTUAL IMPROVEMENTS AT THE HIGHWAY 217/SW 72ND AVENUE INTERCHANGE = TIGARD, OREGON ON & ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis June 2007 As a result of these improvements, 125 northbound left-turns at SW Hunziker Road will be rerouted during the weekday a.m. peak hour, 195 during the weekday p.m. peak hour, and 50 during the Saturday midday peak hour. Origin-destination data was collected for a two-hour period during these time periods at SW Hunziker Road to determine the origin of left turns at this location. Table 7 summarizes the results by percentage and number of affected trips. Appendix J contains the origin-destination data worksheets for the northbound left-turn at SW Hunziker Road. Table 7 Origin of Northbound Left Turns at SW Hunziker Road/SW 72nd Avenue Weekday AM Weekday PM Saturday Midday Peak Hour Peak Hour Peak Hour Route Percentage Trips Percentage Trips Percentage Trips From SW 72nd Avenue 60% 75 85% 165 77% 38 (Northbound) From Southbound Highway 217 Off- 40% 50 15% 30 23% 12 Ramp TOTAL 1000/0 125 100% 195 1 100% 1 50 As shown in Table 7, the northbound left-turns are almost evenly split between during the weekday a.m. peak period, consistent with expected commuter-based travel patterns in the area (trips destined for employment centers in central Tigard that originate well outside of the immediate study area). A majority of northbound left-turns originate from SW 72nd Avenue during the weekday p.m. peak period, again consistent with expected commuter-based travel patterns (trips leaving the business park/employment centers immediately south of the intersection along SW 72nd Avenue). While the percentage split during the Saturday midday peak period is similar to those during the weekday p.m. peak period, the nature of these trips is more likely discretionary-based rather than commuter-based. In addition to the data summarized in Table 7, field observations were conducted to determine the destination of the affected trips to better understand the distribution of vehicle trips during the weekday a.m., weekday p.m., and Saturday midday peak hours. Table 8 summarizes the observed destination of vehicles making a northbound left-turn at SW Hunziker Road during the study time periods. Kittelson &Associates, Inc. 48 Tigard Retail Center Transportation Impact Analysis June 2007 Table 8 Destinations of Northbound Left Turns at SW Hunziker Road Hunziker (Between 72"d Avenue South onto and Hall Hall Boulevard Destination Boulevard) (Left-Turn) North onto Hall Boulevard (Right-Turn) TOTAL Weekday AM Peak Period(7:00- 9:00 a.m.), 241 (15%) Number of Right-Turn Vehicles 97 36 Left-Turn onto Through onto Observed o o 99W on Hall Highway157 (62/o) (23/o) Highway y Boulevard (Percentage) 99W 5 1 0 (3%) (1%) (0%) Weekday PM Peak Period(4:00 - 6:00 p.m.) 32 (21%) Number of Right-Turn Vehicles 16 101 Left-Turn onto Through onto Observed ° o Highway 99W on Hall Highway 149 (11/°) (68/°) g y Boulevard (Percentage) 99W 23 4 5Z (15%) (3%) (3%) Saturday Midday Peak Period(11:00 a.m. - 1:00 p.m.) 203 (27%) Number of Right-Turn Vehicles 24 30 Left-Turn onto Through onto Observed o o Highway 99W on Hall Highway 74 (32/°) (41/o) g y Boulevard (Percentage) 99W 14 1 1 (19%) (1%) (1%) 1 Eighteen vehicles turned off of Hall Boulevard prior to reaching Highway 99W (12 turned right onto SW Garden Place, 5 into the 7-11, and one into a private driveway). Z All observed vehicles making a right-turn onto Highway 99W at Hall Boulevard accessed the Northbound Highway 217 On-Ramp. 3 Four vehicles turned off of Hall Boulevard prior to reaching Highway 99W (4 into private driveways). Weekday AM Peak Hour Rerouted Trips As indicated in Table 8, 62 percent of observed vehicles making a northbound left turn at the SW Hunziker Road/SW 72nd Avenue intersection were destined for locations along SW Hunziker Road during the weekday a.m. peak period, and 23 percent turned left to travel south on SW Hall Boulevard. This high percentage supports the assertion that these trips are primarily commuter- based and destined for employment centers in central Tigard. Rerouted trips originating from Highway 217 can exit at the Highway 99W interchange and travel west to SW Hall Boulevard with little or no impact to travel time. 49 Kittelson &Associates, Inc. Tigard Retail Center Transportation Impact Analysis June 2007 For trips originating from SW 72nd Avenue, weekday a.m. peak period travel time runs were conducted between 7:00 and 9:00 a.m. from the SW Bonita Road/SW 72nd Avenue intersection to the SW Hunziker Road/SW Hall Boulevard intersection along two routes: • Route 1: North on SW 72nd Avenue, west on SW Hunziker Road (existing route); • Route 2: West on SW Bonita Road, north on SW Hall Boulevard (likely reroute). On average, travel times were essentially equivalent to SW Hunziker Road along both routes. This indicates that SW Bonita Road provides a reasonable alternative for a majority of rerouted trips during the weekday a.m. peak hour. Weekday PM Peak Hour Rerouted Trips During the weekday p.m. peak period, well over half of motorists observed turning left onto SW Hunziker Road (approximately 83 percent) either traveled south on SW Hall Boulevard or west on Highway 99W. This indicates that a majority of northbound left-turns originate from the business park and offices immediately south of the SW 72nd Avenue/Highway 217 interchange during this time period, and are destined for areas west of SW Hall Boulevard. It should be noted that SW Hunziker Road currently provides an alternative route to northbound Highway 217 for motorists originating south of the SW 72nd Avenue/Highway 217 interchange and destined for areas to the north and west (Beaverton and beyond) during the weekday p.m. peak hour. As shown in Table 8, some motorists choose to bypass the congestion and use SW Hunziker Road to access northbound Highway 217 via SW Hall Boulevard and Highway 99W because the SW 72nd Avenue interchange currently operates over capacity. This alternative route provides a "queue-jump" for those wishing to travel north on Highway 217. However, with the identified improvements to the SW 72nd Avenue/Highway 217 interchange area in place, these motorists will be more apt to access Highway 217 at the SW 72nd Avenue interchange and not reroute. Rerouted trips originating from Highway 217 can again exit at the Highway 99W interchange and travel west to SW Hall Boulevard with little or no impact to travel time. For the majority of trips originating from the south, weekday p.m. peak period travel time runs were conducted between 4:00 and 6:00 p.m. from SW Tech Center Drive (the approximate midpoint between SW Hunziker Road and SW Bonita Road) along two routes: • Route 1: North on SW 72nd Avenue, west on SW Hunziker Road (existing route); • Route 2: South on SW 72nd Avenue, west on SW Bonita Road, north on SW Hall Boulevard (likely reroute). On average, the SW Burnham Road/SW Hall Boulevard intersection was the midpoint (travel times were essentially equivalent to SW Burnham Road along both routes), and it was approximately 2.5- minutes faster to SW McDonald Street via SW Bonita Road than via SW Hunziker Road. Considering the vast majority of rerouted trips during this time period have been shown to be destined for areas west, SW Bonita Road again provides a reasonable alternative for rerouted trips from the business park and offices immediately south of the SW 72nd Avenue/Highway 217 Kittelson &Associates, Inc. 50 rn = Tigard Retail Center Transportation Impact Analysis June 2007 interchange during this time period, and may even result in reduced travel times for motorists destined areas immediately west of SW Hall Boulevard. Saturday Midday Peak Hour Rerouted Trips During the Saturday midday peak period, 73 percent of observed vehicles making a northbound left turn at the SW Hunziker Road/SW 72nd Avenue intersection were either destined for locations along SW Hunziker Road or SW Hall Boulevard. Once again, rerouted trips originating from Highway 217 can exit at the Highway 99W interchange and travel west to SW Hall Boulevard with little or no impact to travel time. Trips originating from SW 72nd Avenue can reroute to their destination using SW Bonita Road. Travel time runs were not conducted for the Saturday midday peak period because of the relatively low number of rerouted vehicles and the fact that these routes are likely to operate under more free- flow conditions than during the weekday a.m. or p.m. peak periods. It is assumed that travel times were essentially equivalent to SW Hunziker Road along both routes, and that SW Bonita Road provides a reasonable alternative for a majority of rerouted trips during the Saturday midday peak hour. Appendix K contains the weekday a.in and p.m. peak period travel time data and rerouted trip worksheets. Based on the analysis above, northbound left-turns onto SW Hunziker Road were reassigned to the transportation network consistent with the origin-destination and distribution data summarized in Tables 7 and 8 for all time periods. The percentage distribution of trips by destination and route for all study time periods are summarized in Table 9. Kittelson &Associates, Inc. 51 Tigard Retail Center Transportation Impact Analysis June 2007 Table 9 Summary of Rerouted Northbound Left-Turn Trips at SW Hunziker Road Weekday AM Weekday PM Saturday Midday Destination Route Peak Hour Peak Hour Peak Hour Trips Originating from Highway 217 Off-Ramp at SW 72nd Avenue Exit Hwy 217 at Hwy SW Hunziker Road 99W, west of Hwy 99W, 40% 15% 23% south on SW Hall Blvd Trips Originating from Northbound SW 72n6 Avenue_ West on Bonita Road, SW Hunziker Road north on Hall Boulevard, 36% 9% 25% east on Hunziker Road Areas west of SW West on Bonita Road, Hall Boulevard north on Hall Boulevard to 13% 57% 32% areas west SW Hall Boulevard West on Bonita Road, 0 0 (between Hunziker north on Hall Boulevard 9% 0/0 4/o and Highway 99W) West on Bonita Road, north on Hall Boulevard, 2% 5% 4% Westbound Highway west on Highway 99W 99W West on Bonita Road, north on Hall Boulevard, 0% 10% 10% west on McDonald Street North on 72"d, west on Northbound SW Hall Dartmouth, west on 00/0 1% 2% Boulevard Pfaffle, north on Hall Boulevard Northbound Highway North on 72nd to on-ramp 0% 3% 0% 217 to Northbound Hwy 217 TOTAL 100% 100% 100% Figures 16, 17, and 18 summarize the mitigated 2008 background traffic operational analysis results reflecting the rerouted trips and identified improvements for the weekday a.m., weekday p.m., and Saturday midday peak hours, respectively. Appendix L contains the mitigated 2008 background traffic operations analysis workslieets. Kittelson &Associates, Inc. 52 Tigard Retail Center June 2007 OOV N N v M �OMt00 110—4 LOS=C 85 LOS=B LOS=A 495 10 LOS=C —5 1635—► Del=29.9 f--835 1850--0 Del=15.1 4 1005 1815—► Del=8.7 -4-845 1670—► Del=20.5 f-1250 15 V/C=f 0.70 185 335-,, V/C=0.77 Xe- 30 405 V/C=0.70 155-.,44V/C=}0.70 0(-5 `5 > I I Jmom o 0 000 m (7O O m r V N J J Q cf) vin mmm ��n v N o ,� j o ,� j �, o ,� j �, o j LOS=A 25-* LOS=B *-15 5 LOS=C 165 5 LOS=A 17601 Del=2.1 -4-1335 1665—0 De1=11.0 4 1265 15---go- Del=17.9 f-70 Del=3.8 25 V/C=0.59 95 V/C=0.70 1r 85 5,-)k V/C=0.80 or 365 5 V/C=0.21 G,r�y 5 217 tr V) 1 1" � 1 t w 1 SW PFAFFLE ST w > 0 SW HAINES N m n m 0Del=29.6 c° n 35 CM=SBLT 35 10 LOS=C 20 15-1$ LOS=B 10 LOS=B pq 245—� Del=10.7 f'60 165--0- Del=23.6 4 55 10-- - Del=14.2 f—5 COSTCO RT ST V/C=0.02 65- V/C=0.49 x-140 5 20-N V/C=0.34 x-110 ACCESS V) 1 1►> �m� mNo o SITE _ / cD SW 8pv ERMOS H V Com'](ND 0V/C=0.55 SW BEVELAN j217 CM= BERT `10 LOS=B 360 20 LOS=C 275 SW HAMPTON Del=12.0 Del=18.4 5- ► Del=22.0 -4--5 oV/C=0.03 V/C=0.55 295 5 V`/C=0.60 r 280 t 1 tw 1 t �in iA tom O On V wOm� m SW VARNS ST 3 0 o, it rn H o� N 3 a m` � CM=CRITICAL MOVEMENT(TWSC) RUSE LOS=INTERSECTION LEVEL OF SERVICE Wq y a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO s TWSC=TWO WAY STOP CONTROL 2008 MITIGATED BACKGROUND TRAFFIC CONDITIONSFIGURE = AWSC=ALL-WAY STOP CONTROL WEEKDAY AM PEAK HOUR16 TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 00 N�N MIA t011 o ,� j �, © ,�1L a o 210 J LOS=D �160 LOS=B LOS=B 720 70� LOS=D k—15 1105----P- De1=42.9 -+-1520 1510—i Del=16.6 t—1650 685—► Del=14.2 �—1520 1270� Del=41.9 4 1705 20 V/C=0.8�1I 240 245 V/C=0.76 55 330 V/C=0.68 285 V/C=f0.7�4I or 45 p V) t ( � /W � I � o oino CID A N N m M N O J J Q >_ Cn N � o-rn� :A ) �N LOS=A 105 LOS=C 25 30--4 190 LOS=B 1430—► Del=8.3 F—1990 1295--► Del=31.4 —1 B00 115-� Dei=19.3 55- V/C=0.54 70� WC=*0.90 120 20 160� V/C=0.41 51) 1w � I 1 � t 217 �QPG�F� N 5 SW PFAFFLE ST w p SW HAINES v � N m 0Del=274 V N o A) �, m AjL ® U) 140� CLO S C 130 35 LOS=C 65 55 35 LOS=D 15 285-0 LOS=C �-495 160—0 Del=26.3 f—250 80 30---► Del=40.1 ♦—<5 COSTCO . RTMOUTH ST ��_��3120� V/C=0.66 110 40 70—N V/C=0.81 or 500 ACCESS � t1w � t1w wQM coo o / SITEOD H SW S HERMOS � o N N �y�N2i�F9R SW BEVELAN ® j '4/3V/C=0.81 217 CM=WBRT 45 LOS=C �400 25 LOS=C 75 LOS=B Del=22.8 5---► Del=23.2 4F 5 SW HAMPTON Del=13.6V/C=0.1/0�'rV/C=0.76 �345 5 V/C=0.70 �155 N O �� � o1W NO V W�L' SW YARNS ST 3 01 0 a ii m n N 3 a 'm � kgUs�Wq V CM=CRITICAL MOVEMENT(TWSC) LOS=INTERSECTION LEVEL OF SERVICE (SIGNALIZED/AWSC)/CRITICAL MOVEMENT a LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO CAPACITY PATIO 2008 MITIGATED BACKGROUND TRAFFIC CONDITIONS s TWSC=TWO-WAY STOP CONTROL = AWSC=ALL-WAY STOP CONTROL WEEKDAY PM PEAK HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. INC TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 orrn rnov loom 150 J' LOS=C 130 LOS=B LOS=B �650 50 J LOS=C �25 1250---0- Del=31.2 �—1470 1450—0 Del=18.8 f—1405 1635– ► Del=11.8 4-1265 1105—► Del=26.1 ♦–1385 251 V/C=40.73 160 230-, V/C=0.76 -95 355 1 KV/C=0.6�5I 565 V/C==0.7�1I -95 i � I 1 i \ ( 1 / J neo r�i rn omN J J Q U) �N N .�-OO1r LOS=A 135 J LOS=C 55 10 J LOS=B **1-105 305 J LOS=C 1305---1- Del=5.9 -4--1550 1110----0- Del=24.1 –1295 45—► De1=10.4 -*--60 Del=26.5 401 V/C=0.48 95 V/C=0.73 155 5 V/C=0.46 235 225 V/C=0.71 Gxx 5 i 1w � I* 1 � t / � t 217 pC'��\ a rn�o vco c rn SW PFAFFLE ST V� w > Q cl SW HAINES N N o T n cn 275-10 CM=SBLT 120 45� LOS=C 45 115-4 LOS=C 70 20-'$ LOS=B 5 340---► LOS=C �_310 165--1- Del=24.4 -0-160 165—► Del=25.7 �--120 <50- Del=10.7 �--<5 AIT Del=23.0 Mo(/7 N ST V/C=0.19 175 V/C=0.49 -55 30 V/C=0.40 15 20� V/C=0 41 120 � COSTCO R ACCESS � t1 � t � \ t1w a > ocovm �mm ~ SITE = N N l O OD SW cD Syv ERMOS y�N2ikF SW BEVELAN ® j ® i ®080—_ RR a21 7 CMO BBT 25 LOS=B 160 15 LOS=B 145 m SW HAMPTON De1=10.1 Del=10.9 <5--► Del=14.4 4—<5 n V/C=0.04 V/C=0.40 BS 5 V/C=0.35 110 o /y t� N I 1 t iA �V w SW VARNS ST 3 0 it rn a y rn 3 a m 7CRITICAL CM MOVEMENT(TWSC) VSwLOSRSECTION LEVEL OF SERVICE WAY b (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) WC=CRITICAL VOLUME TO CAPACITY RATIO 2008 MITIGATED BACKGROUND TRAFFIC CONDITIONS s TWSC=TWO-WAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR 2 AWSC=ALL WAY STOP CONTROL TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis June 2007 With these improvements in place, the Highway 217/SW 72nd Avenue interchange and other affected intersections will operate acceptably during all study time periods under year 2008 background traffic conditions. Further, the capacity improvements through the interchange area will allow for additional development in northeast Tigard until such time that the ultimate solution can be implemented'. An area-wide System Development Charge should be considered to begin to collect funds for the ultimate improvement. 2008 Background Queuing Analysis A vehicle queuing analysis was conducted to examine the vehicle queuing conditions under year 2008 background traffic conditions. Queuing considerations at key locations are discussed in detail below. Detailed queuing analysis worksheets for year 2008 background conditions and summarized results can be found in Appendix M. Southbound Highway 217 Ramp/Highway 99W The southbound exit ramp measures approximately 1,540 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 530 feet during the weekday p.m. peak hour. According to Chapter 10 of the American Association of Highway and Transportation Officials' (AASHTO) Geometric Design of Highways and Streets, (Reference 10), a minimum of 480 feet is required to decelerate from 55 mph (posted speed on Highway 217) to a stopped condition (back of queue). Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 1,010 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. Northbound Highway 217 Ramp/Highway 99W The northbound exit ramp measures approximately 1,520 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 420 feet during the Saturday midday peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 1,100 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. Highway 99W/SW Dartmouth Street Queues were calculated assuming no changes to the current signal timing on Highway 99W. Optimization of the signal timing could reduce vehicle queues, particularly for side-street movements. However, this may be at the expense of the through movements on Highway 99W. The dual northbound left-turn lanes could be restriped to provide up to 450 feet of storage to ' Based on the current growth rate, planned and funded improvements to the Highway 217/SW 72nd Avenue interchange area will allow the intersections to operate acceptably under City and ODOT standards through at least year 2013. 56 Kittelson &Associates, Inc. Tigard Retail Center Transportation Impact Analysis June 2007 accommodate additional queues. This improvement could be constructed within the existing pavement width along SW Dartmouth Street. Highway 99W/SW 72nd Avenue Queues were calculated assuming no changes to the current signal timing on Highway 99W. Optimization of the signal timing could reduce vehicle queues, particularly for side-street movements. However, this may be at the expense of the through movements on Highway 99W. When restriped to 275 feet, the single westbound left-turn lane proposed as part of the Highway 99W improvements will adequately accommodate the forecast queues under mitigated year 2008 background traffic conditions. SW Dartmouth Street/SW 72nd Avenue The City of Tigard's improvement project at this intersection is currently underway. Turn lane storages have not yet been finalized, but preliminary analyses indicate that the forecast queues can be accommodated by the proposed design currently under consideration. SW Dartmouth Street/SW 681h Avenue The southbound exit ramp from Interstate 5 measures approximately 1,360 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 275 feet during the weekday a.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 1,085 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. SW Beveland Road/SW 72nd Avenue With the proposed changes along SW 72nd Avenue identified under background conditions, the westbound left turns at the SW 72nd Avenue/SW Hampton Street intersection will be rerouted to SW Beveland Road. Approximately 500 westbound left turns are forecast at this intersection, with no through movements and less than 20 right-turn movements during the weekday p.m. peak hour. Essentially, almost all vehicles (over 96 percent) are turning left. The existing right of way is sufficient to provide additional westbound left-turn storage under year 2008 total traffic conditions; however, given the very low percentage of through and right-turn movements and because this condition occurs only on weekdays for less than one hour, it is recommended that the westbound left-turn storage be striped for 150 feet, and additional vehicles can be stored in the through lane. Northbound Highway 217 Ramp/SW 72nd Avenue The northbound exit ramp measures approximately 1,240 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 445 feet during the weekday p.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 795 feet of available deceleration distance. Therefore, adequate stopping distance Kittelson &Associates, Inc. 57 Tigard Retail Center Transportation Impact Analysis June 2007 and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. Southbound Highway 217 Ramp/SW 72nd Avenue The southbound exit ramp measures approximately 900 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 300 feet during the weekday a.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 600 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. PROPOSED DEVELOPMENT PLAN The proposed Tigard Retail Center will consist of an 188,391 square-foot discount superstore, and a 5,550 square-foot separate commercial outparcel building. This site is scheduled to be complete and occupied by year 2008. The site plan shown in Figure 3 identifies the proposed site access points. Access to the site is proposed via two primary driveways on SW Dartmouth Street: a new signalized driveway which will be constructed at the existing WinCo Foods driveway on SW Dartmouth Street and a second unsignalized full-access driveway approximately 600 feet west of the main site driveway (roughly midway between the WinCo driveway and the existing Costco driveway located further west). A third driveway is proposed on SW Hermoso Way to provide emergency vehicle access; this driveway will not provide vehicular access for the general public. Figure 19 illustrates the proposed lane configurations and traffic control devices under conditions that include the site development, including mitigations identified under existing and background conditions. 58 T� Kittelson &Associates, Inc. °' aTigard Retail Center June 2007 VL 0 0 t 1w OVL J OVL w m �1 J Q 3 © •�► o A4 \W O 4k* o A41 AL_ � a \ .F�G� t 1 1 t t 21O QPG OVL ., 0 y, SW PFAFFLE ST !J SW HAINES Z ~ J Oq n r RTMOVTN ST � �► � � � �i COSTCO ACCESS �� 1 t t r 99W a OVL OVL o / SITE _ SW m ERMOS 3: En S yUN2i�F9 SW ELAN ® 1 1 ® OVL OSW HAMPTON : : a t t t 'ti t —� -BASE CONDITION VARNS ST => - PLANNED LANE/TRAFFIC CONTROL DEVICE IMPROVEMENT N —► - REQUIRED UNDER EXISTING CONDITIONS - REQUIRED UNDER BACKROUND 3 TRAFFIC CONDITIONS --- - - PROPOSED LANE/TRAFFIC U CONTROL DEVICE IMPROVEMENT kR �- �. WAY cc Ir+ N OVL -OVERLAP NOTE:THE WESTBOUND RIGHT-TURN ONTO NORTHBOUND HIGHWAY 217 IS WEST OF THE RAMP TERMINAL INTERSECTION. �- - STOP SIGN THIS MOVEMENT IS A WESTBOUND THROUGH MOVEMENT AT THE TRAFFIC SIGNAL 2008 TOTAL TRAFFIC CONDITIONS : -TRAFFIC SIGNAL PROPOSED LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICES TIGARD,OREGON U 'A7 IZA KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis June 2007 TRIP GENERATION Estimates of the weekday daily, a.m., p.m., and Saturday midday peak hour vehicle trip generation for the proposed development are based on empirical observations made at similar developments, as summarized in the 2003 Institute of Transportation Engineers' (ITE) Trip Generation, 71h Edition (Reference 11) and the procedures and data provided in the 2004 ITE Trip Generation Handbook (Reference 12). Considering the out-parcel retail pad on site, the surrounding land uses in the area, and the potential for future commercial development immediately to the east of the site, the entire proposed development was assumed to fall into the Shopping Center (ITE Land Use Code 820) land use category for the purposes of creating a conservative, reasonable worst-case scenario for the site trip generation. Pass-by trips were determined using data presented in the ITE Trip Generation Handbook. The resulting trip generation estimates are shown in Table 10. Table 10 Estimated Site Vehicle Trip Generation ITE Size Daily Weekday AM Peak Weekday PM Peak Saturday Midday Peak Land Use Code (s.f.) Trips Total In Out Total In Out Total In Out Shopping Center 10,450 235 140 95 970 465 505 1,330 690 640 340lo(AM/PM); 820 193,941 (3,550) (80) (40) (40) (330) (165) (165) (350) (175) (175) 26%(SAT) Pass-By' Total Trips 10,450 235 140 95 970 465 505 1,330 690 640 Less Pass-By Trips (3,550) (80) (40) (40) (330) (165) (165) (350) (175) (175) Total Net New Trips 6,900 155 100 55 640 300 340 980 515 465 1 Pass-by percentage for Shopping Center determined from Table 5.6 and Figures 5.5 and 5.7 of ITE Trip Generation Handbook, 2004. The total vehicle trip generation estimates for the land uses presented in Table 10 were based on data that assumes that each land use within a shopping center is isolated. Internal trips were not removed from the uses reflecting the shopping center main anchor building and surrounding retail buildings, since the trip generation rates for a shopping center already reflect internalized trips. As shown in Table 10, the proposed development is estimated to generate 6,900 net new daily trips, with 155 (100 in/55 out) occurring during the weekday a.m. peak hour, 640 (300 in/340 out) during the weekday p.m. peak hour, and 980 (515 in/465 out) during the Saturday midday peak hour. TRIP DISTRIBUTION The distribution of site-generated trips onto the roadway system within the study area was based on a review of: a select zone analysis from the Washington County travel demand model, the proposed land uses within the site, the area surrounding the site, the existing travel patterns, and discussions with City and ODOT staff. Figure 20 shows the trip distribution pattern. Figures 21, 22, and 23 identify the estimated net new site-generated traffic assigned to the study area intersections during the weekday a.m. and p.m. peak hours and the Saturday midday peak hour, respectively, based on the site's estimated trip distribution. Figures 24, 25, and 26 identify the estimated pass-by and diverted trips assigned to the study intersections. Kittelson &Associates, Inc. 60 Tigard Retail Center June 2007 J CD J J Q e G� 5 217 0 Q 2�0 5 SW PFAFFLE ST SW HAINES LU Z 3487.44 our COSTCO NST cf) ACCESS 99W Q 10% SITE _ Go SW HERMOS U) y�N��kF SW BEVELAND 980 217 m SW HAMPTON 0 N S� c SW VARNS ST c� 3 0 a N _ N KR�SE a `m ti N b n s ESTIMATED TRIP DISTRIBUTION PATTERN i TIGARD, OREGON 1 KKITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/PLANNING Tigard Retail Center June 2007 0 0 o © 0 1 10 1011.10— .4-5 101 f-5 I 30� f-5 30 J r�� d J J c © O 00 1 <5 -4—<5 <5—► - —<5 Me-20 �®r— \ 5 1w 217 O AQP 5 SW PFAFFLE ST SW HAINES w O > 0 Z 10� i 5--s N 10_i 4 15 10---0- 4-15 5F10 CARTItjOVTN Sr 25 0(-45 15- COSTCO R T ACCESS w 1 99W > V N N N SITE z m oo SW co HERMOS 3: SI, U) v o SW BEVELAN ® 1 1 j 1 9R0 217 X10 s� SW HAMPTON t 1 1 t o SW VARNS ST N r � r 3 0 a N n y a 3 25---0- F-15 a 15 -15 kRUS � Fwgy 1 � � o cc a m m 2008 NET NEW SITE-GENERATED TRIPS s WEEKDAY AM PEAK HOUR z TIGARD, OREGON IZAA KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 o © © 1 70 30� f—35 30—0 4 35 9001 �35 or<5 90� 5 R � p t tw N O N I v O N In J J Q V1 © o 0 0 l 3 5---0. -4-5 55 30 y 217 QAG�F m 5� SW PFAFFLE ST w SW HAINES © G > 1 .� Q p Z 60 35 75� ~535 85---11- f—55 35—► 4 25 A MO 3;UTy T (1)COSTS CO ACCESS I V� t tw 99W 5 / SITE _ m CD SW CD ERMOS U) yUNZ�kF SW BEVELAND ® 1 1 1 Rq� 217 X30 is1 h 6; SW HAMPTON o N t t t t O1 C N N M M r V 7 SW VARNS ST 3 0 o, N b n y 3 75---0- -4--85 a 40 50 kRUs11\ tw cc N b 2008 NET NEW SITE-GENERATED TRIPS s WEEKDAY PM PEAK HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. M TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 0 0 © �, 0 0 N 1 '�_80 50---0- F 45 55—► 450 155—► ♦-50 <5 155- ? r10 > C N u� J J ¢ 2 o © 0 0 0 l 10---11. .4 -10 10---► f-10 or 95 or- 50 y 5 217 1�e 5 SW PFAFFLE ST w SW HAINES > 0 Z 85-.$ 30-- - N 80—► �-90 850_ !--100 COSTCO OARrMOV TN ST 125 �zso 115 ACCESS LU t 99W > N N 5 / SITEco z SW (o ERMOS 3: �2 �2 N o a SW BEVELAN ® 1 1 1 1 E R RO 217 50 251 t2 SW HAMPTON N t t t t Y r SW VARNS ST 3 0 o, N H a 0 125—► f-115 a 65� �90 KRUSF a N n 2008 NET NEW SITE-GENERATED TRIPSFIGURE g SATURDAY MIDDAY PEAK HOUR TIGARD, OREGON 23 KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 O <5 NO TRIPS ADDED i <5—► �-:5 -10-0 -10 �5 15� �5 J J Q U) o © O O 4 " 1 -5�► f—-5 �5 �5 \ 21G\�\G� 6 Ir 1w 1 O7 SW PFAFFLE ST LU SW HAINES O > ,� Q z 10 s� ADn s--- r<5 5 10 �5 5--- �--<5 NO TRIPS ADDED COSTCO ART MOV Ty ST 15 0(-15 15 5 a ACCESS LU I 99W 5 / SITE _ o m SW ERMOS � yVNSW BEVELAN ® Q R m AO 217 � SW HAMPTON NO TRIPS ADDED NO TRIPS ADDED ONOTRIPSADDED NO TRIPS ADDED o N of G 7 7 SW VARNS ST 3 0 o, N n m O� y 3 15—i 4-10 5� —5 kR`'SE wJw m Ay � I a a m a i= N NOTE:NEGATIVE VOLUMES REFLECT PASS-BY TRIPS m 2008 PASS-BY AND DIVERTED TRIPS WEEKDAY AM PEAK HOUR TIGARD, OREGON KITTELSON Sc ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 0 0 �, © 0 �JJJQ o/ 5 NO TRIPS ADDED 5 f -1 0 -45---0- Ro1 o I �i_ 45 10 60 15 pU) 1 30---0- ----30 -300- -*--30 �30 �10 �y \ 217 SW PFAFFLE ST w D Q SW HAINES > O Z � 40—$ ® 1010n 10 20 NO TRIPS ADDED� COSTCO . qRT MOUTy ST so 60 10-N ACCESS 99W ¢ � o 0 5 SITE _ co SW ERMOS U) y�N2i�F SW BEVELAN U 9 RD 217 SW HAMPTON NO TRIPS ADDED NO TRIPS ADDED NO TRIPS ADDED NO TRIPS ADDED 0 N � Qi G SW VARNS ST 0 o. N b N 01 H 3 50---0- -+-50 a 25—, -20 us aG Ir N N a m o. ti N I° NOTE:NEGATIVE VOLUMES REFLECT PASS-BY TRIPS m g 2008 PASS-BY AND DIVERTED TRIPS WEEKDAY PM PEAK HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 0 0 , 0 0 �5 NO TRIPS ADDED 5 4 10 -45—► f -as or10 50--N 0(-15 o f� J cn J Q © O 0 0 30—0 -4--30 -3011� f—-30 >e,–30 15 Gxl y 5 217 �QPG�F\ 5 SW PFAFFLE ST SW HAINES w O > � l Q 0 Z 401' 15-.,* 1s—► X15 30—� F30 10—► .4--15 NO TRIPS ADDED COSTCO DgRT MOUTh ST 60-,X 0(-65 10 -11 ACCESS t LU a 99W > oo 0 0 a o / SITE co -' S W ERMOS S�y�N2ikF SW BEVELAN ® Q Q R 90 rn 217 SW HAMPTON NO TRIPS ADDED NO TRIPS ADDED NO TRIPS ADDED NO TRIPS ADDED o � N of C SW YARNS ST 0 o� i� a y 3 50—► f—50 a 25–, 25 m` C1 N N a m i= N m NOTE:NEGATIVE VOLUMES REFLECT PASS-BY TRIPS m 2008 PASS-BY AND DIVERTED TRIPS s SATURDAY MIDDAY PEAK HOUR TIGARD, OREGON ' �NW1 KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis lune 2007 2008 TOTAL TRAFFIC CONDITIONS The total traffic conditions analysis forecasts how the roadway system in the study area will operate in the year when the proposed development will be built out and operational. The total traffic conditions include traffic from the proposed development, background traffic growth, and traffic from all approved in-process developments. Total traffic volumes (background plus site traffic) and intersection operations in the year 2008 during the weekday a.m. and p.m, peak hours and the Saturday midday peak hour are identified in Figures 27, 28, and 29, respectively. As shown in the figures, all of the study intersections are expected to operate at acceptable LOS and v/c ratios under total traffic conditions with the identified improvements in place. 2008 total traffic level-of-service worksheets are included in Appendix N. As previously mentioned in this report, several intersection approaches were found to operate in oversaturated conditions during the weekday p.m. peak hour under existing and/or background conditions. As demonstrated under year 2008 total traffic conditions, while some approaches may still operate in oversaturated conditions, operations have remained unchanged or improved with previously identified mitigation or those recommended in conjunction with site development. Table 11 provides a comparison of critical operational parameters between the prior operational scenarios and operations under 2008 total traffic conditions. Kittelson &Associates, Inc. 68 Tigard Retail Center Transportation Impact Analysis June 2007 Table 11 Oversaturated Approaches — Weekday PM Peak Hour Operational Analysis Comparison Critical Prior Improvement 2008 Total Operational Prior Operations (jurisdiction/ Traffic Approach/ Movement Characteristic Operations Scenario Development) Operations Hall Boulevard @ Hwy 99W/ Existing Intersection Northbound Left V/C 0.92 Conditions Improvement 0.82 (WACO/ODOT) Hall Boulevard @ Hwy 99W/ Existing Intersection Northbound Through/Right V/C 1.02 Conditions Improvement 0.52 (WACO/ODOT) Hall Boulevard @ Hwy 99W/ Existing Intersection Southbound Through/Right V/C 0.93 Conditions Improvement 0.72 (WACO/ODOT) Dartmouth St @ Hwy 99W/ Background Signal Northbound Left V/C 0.90 Conditions Retiming 0.76' (Development) Dartmouth St @ Hwy 99W/ Background Signal Northbound Through/Right V/C 1.26 Conditions Retiming 0.851 (Development) 72n'Ave @ Hwy 99W/ Existing Signal Northbound Left V/C 1.32 Conditions Retiming 1.011 (Development) 72n'Avenue @ Hwy 99W/ Existing Intersection Westbound Through/Right V/C 1.09 Conditions Improvement 0.84 (Development) Beveland Road @ 72nd Ave/ Background Intersection Westbound Left V/C 1.08 Conditions Improvement 1.08 (Development) NB Hwy 217 Ramp @ 72nd Ave/ Background widening Westbound Left V/C 1.12 Conditions Improvement 0.89 (Development) SB Hwy 217 Ramp @ 72,d Ave/ Background Widening Northbound Through/Right V/C 1.18 Conditions Improvement 0.72 (Development) Optimization of signal timing along Highway 99W to account for the additional westbound through lane can mitigate the oversaturated side street movements while sill maintaining progression on Highway 99W. As shown in Table 11, several individual intersection approaches will continue to operate in oversaturated conditions; however, the identified improvements can mitigate the impacts of the proposed development to a level equivalent to or better than those previously forecast. Optimization of the green splits and offsets along Highway 99W can mitigate the impacts of the proposed development on the identified oversaturated side street approaches at SW Dartmouth Street and SW 72nd Avenue. Worksheets showing the retimed operations during the weekday p.m. peak hour are contained in Appendix N. Kittelson &Associates, Inc. 69 5 Tigard Retail Center June 2007 a +V/C=0.70 5 LOS=B 0V/C=0.72 10! LOS=C 5 40 1860-► Dei=15.4 f•1010 1660-I► Del=21.3 --1240 185 335� V/C=0.78 35 200 V/C==0.71 10 \ I Iw m J J Q �V In c00007 �0n V(`m7 © ) j k, o .� j k, o � 1 LOS=A 25 J LOS=B 15 5� LOS=C 165 5� LOS=A 1755---► Del=2.0 �-1330 1660-► Dei=11.5 f-1260 15-� Det=19.2 f-70 Del=3.6 25 V/C=0.59 95-,, VlC=0.71 110 5 V/C=*0.62 0(-375 375 5� V/C=0.14 ON 5 t 1w I /w � I 217 PG\0 w\Q ^ 0 0 12 O O to O In V- 1 N� n 5 SW PFAFFLE ST SW HAINES uj N�� ;m o 03 �125 m Q Z 35 LOS=B 35 301 LOS=C 20 15 LOS=B 10 cu 260-► Del=13.7 -+-75 180--i Del=25.4 f-75 10--0 Del=13.9 t--5 COSTCO MOUTy ST 40 V/C=0.15 60 105 V/C=0.33 140 20 V/C=0.35 110 ACCESS V) tlr taw Iw wWo n0 n n n mm(D> mvv �oNn mNo / SITE co SW d S� ERMOS v m m cci a EyDN2�kF9AO SW BEVELAN (Do j 217 CMOS BB T 10 LOS=B 370 215 LOS=B 20 LOS=C 275 SW HAMPTON Del=12.1 Del=18.3 Del=13.8 5-► Del=22.2 t-5 o V/C=0.03 VlC=0.56 295 235 V/C=0.56 5 V/C=0.63 jr 280 N tl' tl' t '� t1w nmo �� cc m SW VARNS ST 3 0 rn N N n H CM=NBLT a 3200_ DOS . f-110 20 V/C=0.03 le-20 CM=CRITICAL MOVEMENT(TWSC) KRVSF wAV 'I) r LOS=INTERSECTION LEVEL OF SERVICE m m a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) ` Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) o V/C=CRITICAL VOLUME-TO-CAPACITY RATIO 2008 TOTAL TRAFFIC CONDITIONS s TWSC=TWO-WAY STOP CONTROLWEEKDAY AM PEAK HOUR = AWSC=ALL-WAY STOP CONTROL TIGARD, OREGON ■!C1 KITTELSON&ASSOCIATES,INC. I� TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 N c O N N N O 210 LOS=D `160 LOS=B LOS=B )720 70 J LOS=E 15 1135—♦ De1=42.5 t-1555 1540-0 Del=19.5 f-1685 1'75--► Del=14.0 4 1225---► Del--65.9 0 1660 20 V/C=0.8�1I 240 2451 V/C=0.75 65 330—, V/C=0.72 435 V/C=0.7J6� ,/65 _j � t / \ � I J N O N N O N N O Avco m rn Nc�o CO hiN NN J J Q (n N O OHO ��� LOS=A 105 LOS=C 25 30: LOS=C 255 190 LOS=B JW 1405--► Del=8.5 f—1965 1270--► Del=34.3 tf—1775 15---► De1=17.3 �--135 De1=18.9 55 V/C=0.53 70 1 V/C=0.90 205 20� VIC=0.77 335 160-,,4V/C=0.40 \G��y 5 217 QPG�F � � � � tm � t 5� ^N � O SW PFAFFLE ST SW HAINES y c07 N OND CDel=30 Or V N � 1 � m X14 mZ 140 LOS=C 130 135 LOS=C 65 255 35� LOS=D 15 360—o- Del=24.0 i--560 250� Del=30.7 f—335 115 30--0 Del=39.6 f—<5 COSTCO ST 135 V/C=0.38 195 215 V/C=0.71 or 110 40 701 V/C=0.86 -500 cnACCESS t j► V) t � t �w 99W Q O Nw N SITE _ / m SW HERMOS S cn W N oDel= 7 E �1pN2/kFARo SW BEVELAN ® ! ®217 COSBB T •�45 LOS=C 430 125 LOS=C 75 SW HAMPTON Del=14.2 Del=23.7 5-� Del=23.8 f-5 V/C=0.11� VlC=0.80� 345 251 V/C=0.73� 155 t ( t I ` t !mNONV to W•- SW YARNS ST 3 0 a N b n CM=NBLT a 550-0- Del=20.1 ~-775 65 V/0=0.24 �'70 CM=CRITICAL MOVEMENT(TWSC) KRVSER LOS=INTERSECTION LEVEL OF SERVICE Wq Y o D (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO 2008 TOTAL TRAFFIC CONDITIONS a TWSC=TWO WAY STOP CONTROL WEEKDAY PM PEAK HOUR = AWSC=ALL-WAY STOP CONTROL TIGARD, OREGON KITTELSON&ASSOCIATES,INC. MIC TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 n n o n o 0 r°'iC,m © o � l � 150 LOS=C 130 LOS=C LOS=B �735 50 LOS=D 25 1300--► Del=31.7 f-1515 1505--► Del=21.1 f--1455 175 Del=11.9 �-1325 1060---► Del=46.9 �--1340 25 V/C=f 0.75 160 230 V/C=0.79 105 355: RV/C=0.70 780 V/C=f 0.79 120 I tw 1 � I �noo .n o ono m ^� o 10 N N N J Q 2 (n N N +Del=27.9 DDej=12.1 LOS=A 305� LOS=C 1275� Del=6.1 �1520 5 Del=24.5 40 V/C=0.47 0 2251 V/C=0.69 5 217 G�FV) /* I N LoJ SW PFAFFLE ST SWHAINES NLom own ��� �m� Q o m Z 275 LOS=C 120 170 LOS=C 45 170 LOS=C 70 20-$ LOS=B 5 N 435 Del=21.0 415 280---0- Del=28.6 -4-285 225--♦ Del=27.4 ---185 <51 Del=11.1 <5 COSTCO W,\ DART MOUTH ST 185-, V/C=0.52 295 300 V/C=0.62 -55 30 V/C=0.54 1 s 20 V/C=o.50 or 120 ACCESS \ t1WV) t /W V� ttW V\ t /W W �noo 0 99W Q N m N 7o / SITEco z SW ERMOS S U) �� SW BEVELAN ® ® ♦ i! 1 FR a R� 217 CM BBRT 25 LOS=B 210 120 LOS=A 15 LOS=B 145 SW HAMPTON Del=10.5 De1=11.0 Del=7.0 <5--- Del=14.9 4 -<5 � V/C=0.0/�4•/ V/C=0.4/�5/ �85 80� V/C=0.50 5-N t'V`/C=0.40 or 110 N I t ! t 1 t { t C o m M� V�m W SW YARNS ST 3 0 a N h CM=NBLT 3 790-i p O 3 6 .4-680 90-, V/C=0.40 115 CM=CRITICAL MOVEMENT(TWSC) kRUSE WqY j► LOS=INTERSECTION LEVEL OF SERVICE "'m o a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) a V/C=CRITICAL VOLUME-TO-CAPACITY RATIO 2008 TOTAL TRAFFIC CONDITIONS c TWSC=TWO WAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR = AWSC=ALL-WAY STOP CONTROL TIGARD, OREGON JZFAA KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center Transportation Impact Analysis June 2007 Signal Warrant Analysis Traffic signal warrants were evaluated for the main site driveway to SW Dartmouth Street under year 2008 total traffic conditions. The Manual on Uniform Traffic Control Devices (MUTCD) Minimum Volume Warrant, the Interruption of Continuous Flow Warrant, the Four-Hour Warrant, and the Peak Hour Warrant (Warrant 1 - Conditions A and B, Warrant 2, and Warrant 3) were evaluated. Table 12 provides a summary of the analysis results. The signal warrant analysis worksheets are provided in Appendix O. As Table 12 shows, Warrants 1, 2, and 3 are satisfied, indicating there is a strong need to install a traffic signal at this location. Table 12 Traffic Signal Warrant Analysis - SW Dartmouth Street/Site Driveway, 2008 Total Traffic Conditions REQUIRED VOLUMES ACTUAL VOLUMES Minor # lanes, #lanes, Major Volume Major Minor Major Minor Volumes High Volumes Volume WARRANT SIGNAL WARRANT Street Street Both Appr.' Appr. Both Appr. High Appr. MET? WARRANT 1 - Condition A 2 1 600 150 8942 2152 YES Minimum Vehicular Volume WARRANT 1 - Condition B Interruption of Continuous 2 1 900 75 8942 2152 YES Traffic WARRANT 2 2 1 1,1503 1153 1,1924 2864 YES Four-Hour Vehicular Volume WARRANT 3 2 1 1,4505 1505 1,490 358 YES Peak Hour Volume 1 Appr. = Approach 2 Computed as 60% of weekday p.m. peak hour volume 3 Corresponding values from Figure 4C-1 of the MUTCD 4 Computed as 80% of weekday p.m. peak hour volume 5 Corresponding values from Figure 4C-3 of the MUTCD To maximize efficiency and manage queues, the proposed traffic signal at the site-access driveway should be interconnected and coordinated with the Costco traffic signal to the west and the signal at the SW Dartmouth Street/SW 72nd Avenue intersection to the east. 2008 Total Queuing Analysis A vehicle queuing analysis was conducted under year 2008 total traffic conditions to determine the vehicle storage requirements for key intersections in the study area. Queuing considerations at key locations are discussed in detail below. Detailed queuing analysis worksheets for year 2008 total conditions and summarized results can be found in Appendix P. 73 Kittelson &Associates, Inc. Tigard Retail Center Transportation Impact Analysis June 2007 Southbound Highway 217 Ramp/Highway 99W The southbound exit ramp measures approximately 1,540 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 940 feet during the Saturday midday peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 600 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is still provided on the off-ramp under year 2008 total traffic conditions, and the queue will not interfere with highway operations. Northbound Highway 21.7 Ramp/Highway 99W The northbound exit ramp measures approximately 1,520 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 340 feet during the weekday p.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 1,180 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. Highway 99W/SW Dartmouth Street Queues were calculated assuming no changes to the current signal timing on Highway 99W. Optimization of the signal timing could reduce vehicle queues, particularly for side-street movements. However, this may be at the expense of the through movements on Highway 99W. The dual northbound left-turn lanes could be restriped to provide up to 450 feet of storage to accommodate additional queues. Eastbound right-turn queues are forecast to exceed the existing striped storage during the weekday p.m. and Saturday midday peak hours under 2008 total traffic conditions; the eastbound right-turn lane should be extended to provide additional storage for the forecast queues. Highway 99W/SW 72nd Avenue Queues were calculated assuming no changes to the current signal timing on Highway 99W. Optimization of the signal timing could reduce vehicle queues, particularly for side-street movements. However, this may be at the expense of the through movements on Highway 99W. The single westbound left-turn on Highway 99W improvements will adequately accommodate the forecast queues under year 2008 total traffic conditions. SW Dartmouth Street/WinCo Foods Driveway/Site Driveway Queues at this intersection were calculated using Synchro6 and assume that the traffic signal is operating in coordination with the signal at the SW Dartmouth Street/SW 72nd Avenue intersection to the east. During the weekday p.m. and Saturday midday peak hours, operations are such that these signals meter traffic flow and queues between the two signals. During the weekday p.m. and Saturday midday peak hour, the reported 95th percentile queues will not be experienced due to the metering effect of the upstream signals; rather, the 50th percentile queue represents the maximum 74 Kittelson &Associates, Inc. '' ' Tigard Retail Center Transportation Impact Analysis June 2007 queue experienced. As such, 501h percentile queues are reported for those movements metered by the upstream signal consistent with the methodology described in the Synchro6 user manual. SW Dartmouth Street/SW 72nd Avenue The City of Tigard's improvement project at this intersection is currently underway. Turn lane storages have not been finalized, but preliminary analyses indicate that the forecast queues can be accommodated by the proposed design currently under consideration. Again, for movements metered by the upstream traffic signal, 50th percentile queues are reported. SW Dartmouth Street/SW 681h Avenue The southbound exit ramp from Interstate 5 measures approximately 1,360 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 275 feet during the weekday a.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 1,085 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. SW Beveland Road/SW 72nd Avenue With the proposed changes along SW 72nd Avenue identified under background conditions, the westbound left turns at the SW 72nd Avenue/SW Hampton Street intersection will be rerouted to SW Beveland Road. It should be noted that the proposed development adds no trips to the westbound left-turn movement and less than 50 vehicles to the intersection during the weekday p.m. peak hour. Northbound Highway 217 Ramp/SW 72nd Avenue The northbound exit ramp measures approximately 1,240 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 460 feet during the weekday p.m. peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 780 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and the queue will not interfere with highway operations. Southbound Highway 217 Ramp/SW 72nd Avenue The southbound exit ramp measures approximately 900 feet from the stop bar to the gore point of the exit ramp. The critical queue is forecast to be approximately 300 feet during the Saturday midday peak hour. Measuring the distance from the forecast back-of-queue to the gore point, there is approximately 600 feet of available deceleration distance. Therefore, adequate stopping distance and queue storage is provided on the off-ramp, and will not interfere with highway operations. 75 Kittelson &Associates, Inc. s , _ kJ Tigard Retail Center Transportation Impact Analysis June 2007 On-Site Circulation As part of this study, internal circulation was evaluated to ensure that the site provide sufficient on- site circulation for pedestrian and traffic movements. Kittelson & Associates, Inc. worked with the project's development team to enhance the operational and safety aspects of the proposed external site-access driveways, pedestrian access throughout the site, and performed a detailed review of on-site truck circulation through simulations using the turning movement patterns of a WB-67 truck. Through this analysis, the proposed site plan has been refined to meet the needs of both pedestrian and vehicular traffic (passenger cars and trucks). Appendix Q contains turning movement diagrams illustrating the travel paths of large delivery trucks within the site. Site-Access Driveway Sight Distance The locations of the proposed site-access driveways were reviewed to ensure that adequate intersection sight distance can be provided for vehicles exiting the site. Review of the development ' plans and the site visit determined that the proposed driveways should provide adequate intersection sight distance. To ensure that adequate sight distance at the site-access driveways in the long-term, landscaping at and any new above-ground utilities along the site frontage should be properly located and maintained. Similarly, internal landscaping and above-ground utilities should allow for adequate sight distance along internal circulation roadways and intersections. 2013 BACKGROUND TRAFFIC VOLUMES/OPERATIONAL ANALYSIS An analysis of year 2013 background and total traffic conditions was conducted at the request of City staff for planning purposes. Year 2013 background traffic volumes were developed using the same annual growth rates and in-process developments previously identified for the year 2008 background conditions. The 2013 background traffic conditions analysis accounts for regional growth,but does not include traffic generated by the Tigard Retail Center. The transportation improvements identified in the 2008 background conditions analysis were assumed to be in place in this analysis. The 2013 background traffic volumes and operations for the weekday a.m. and p.m. peak hours as well as the Saturday midday peak hour are shown in Figures 30, 31, and 32, respectively. As shown in the figures, all the study intersections will continue to operate acceptably during the study time periods with the proposed improvements in place. Level-of-service worksheets for year 2013 background traffic conditions can be found in Appendix R. 2013 TOTAL TRAFFIC VOLUMES/OPERATIONAL ANALYSIS The year 2013 total traffic conditions analysis forecasts how the roadway system in the study area will operate in the year 2013, five years after the proposed development will be built out and operational. The year 2013 total traffic conditions include traffic from the proposed development, background traffic growth, and traffic from all approved in-process developments. Figures 33, 34, and 35 identify the total traffic volumes (background plus site traffic) and intersection operations in the year 2013 during the weekday a.m. and p.m. peak hours and the Saturday mid-day peak hour, 76 Kittelson &Associates, Inc. Tigard Retail Center Transportation Impact Analysis June 2007 respectively. As shown in the figures, all of the study intersections are expected to continue to operate at acceptable LOS and volume-to-capacity ratios under year 2013 total traffic conditions. Level-of-service worksheets for year 2013 total traffic conditions can be found in Appendix S. 77 Kittelson &Associates, Inc. Tigard Retail Center June 2007 �n o 00 N V m O'c0 115 LOS=C 90 LOS=B :=8..8 )�5 10 LOS=C 5 16151 V/C=00721 —1885 55 1345 V/C=0.79 -3530 465 1160- V/C 0 72 ~5280 t / \ Iom V N Q / U) V N CJ Ql cJ 0D91=22.2 V M LOS=A 25-$ LOS=B *-15 0 5 LOS=A 1800—0- Del=2.3 f-1365 1710---► Del=11.2 —4-1295 Del=3.7 25 V/C=0.61 100� V/C=*0.72 -90 5 5 1V/C=0.23 5 I � t 217 � o00QP v o o co SW PFAFFLE ST SW HAINES N E N m Q Z 35-14 CM=SBLT 35 10 LOS=C 25 130 LOS=C 135 15-4 LOS=B �10 OA ^ 270---P- Del= 8 F 70 180—► De1=24.0 �60 60—► Del=32.3 —260 10� Del=14.2 -0-5 RTMOUT V/C=0.02 95-,, V/C=0.53 —155 60 V/C=0.76 -245 20 V/C=0.35 -110 COSTCO H ST U) ACCESS w � ttw \ � t1 t1 99W Q r an Dccm ooN WD s SITE _ / m SW ERMOS '31v cn v o)co 2/ SW BEVELAN tivN SFR R� 217 C LOS=B=WBRT 10 LOS=B 365 215 LOS=B 20 LOS=C 285 SW HAMPTON Del=12.1 Del=18.5 Del=14.0 5 Del=22.3 f-5 oV/C=0.57 -300 240---.,4 V/C V/C=0 =0.56 5-N V/C=0.62 r 290 r. .03 � R t 1w t 1I 1 t 1 t /�I Lo 7 V c0 f�r c0 c7 SW VARNS ST 3 0 rn a N Oi 3 a `m CM=CRITICAL MOVEMENT(TWSC) kRC1SF LOS=INTERSECTION LEVEL OF SERVICE ¢ (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO Q TWSC=TWO-WAY STOP CONTROL 2013 BACKGROUND TRAFFIC CONDITIONS AWSC=ALL-WAY STOP CONTROL WEEKDAY AM PEAK-HOUR TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 +Dei=42.9 o omr r5 LOS=B LOS=B 740 75 LOS=D 20560 1545—0 Del=18.3 4 1690 1730—► Del=14.6 �1555 1305—♦ Del=43.5 �175015 2551 V/C=0.76 55 335 V/C=0.70 290 qV/C=f0.7�6I 50> 1I /m m t9 �Nm Q U) N N O^ OT N +V/C=0.43 LOS=A 110� LOS=C 30 30 LOS=C `280 14651 Del=8.6 2035 1330—► Del=33.2 F 1845 1251 Del=17.6 f--14555 V/C=0.55 75 V/C=0.93 j 120 20 V/C=0.76 320�`�\l217 G\� t� % I t� tr� McTovooNt0 SW PFAFFLE ST V� SW HAINES 0V/C=0.71 ��� Q Z cli 140 CM=SBLT 130 40� LOS=C `70 35� LOS=D 20 pgRTMO 310--► V O O$C2 -4-550 130 V/C=0.72 115 701 VD/C=0 83 555 COSTC0 UTN ST i ACCESS � ttw 1t1wI w-is99W Q m m� O IIDD N o / SITE � =' SW S� ERMOS U) O m N OLOS=B SW EVELAN 217 CMOSBBRT 45 LOS=C 410 25� LOS=C 80 a SW HAMPTON Del=13.8 Del=23.4 5� Del=23.8 -4--5 V/C=0.78 Or350 5-NV/C=0.72 160 V/C=0.111yNt 1 t 1 t �mm SW VARNS ST 0 a rn H rn 3 t � m CM=CRITICAL MOVEMENT(TWSC) KRUSF LOS=INTERSECTION LEVEL OF SERVICE Wq y ¢ (SIGNALIZED/AWSC)/CRITICAL MOVEMENT o LEVEL OF SERVICE(TWSC) o� Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT �al CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO TWSC=TWO-WAY STOP CONTROL 2013 BACKGROUND TRAFFIC CONDITIONS AWSC=ALL-WAY STOP CONTROL WEEKDAY PM PEAK HOUR TIGARD, OREGON IZAA KITTELSON&ASSOCIATES,INC. IN TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 +Del=26.9 150 LOS=C *-135 LOS=B LOS=B `665 251280—► DeI=32.0 4 1510 1485� DeI=19.5 4 1440 1680—i Del=12.2 �1295 142025 VlC=f0.75 165 235� V/C=0.78 —95 360� RV/C=0.67 100> I 1 oN^ C_j N N Q f N N +Del=24.1 coo cc :-�5 R VLOS=A 10 15 305 LOS=C1335 1 Del=5.9 f—1585 50—i Del=27.0401- V/C=0.49 5� 55 2251 V/C=0.74217 G\�G5 IO N mm N DN') SW PFAFFLE ST vY SW HAINES N c� c\j ��� 01 Z 275 CM=SBLT `120 50� LOS=C 50 125 LOS=C 75 25 LOS=B 5 pgRT 370 p 2 9 4— 345 1801 DeI=25.0 -4-170 180—► DeI=26.1 f—130 <5---► DeI=10.9 F<5 M0 V/C=0.20 185 V/C=0.54 65 35� V/C=0.44 20 25 V/C=0.43 120 a COSTCO VTHST ACCESS V) 1 w t * t 1w w / l 99W > N N M r n O 0 / SITE _ w SW cD Sty ERMOS U) ° o EypN2i�FR Rp SW BEVELAN ® j 1 0%. 217 CMOSBB T �25 LOS=B 165 15LOS=B 150 HAMPTON DeI=1o.1 DeI=11.0 <5—♦ DeI=14.5 4 <5 V/C=0.04V/C=0.41 �90 5� V/C=0.35110 11w 1 � � I tw NoLv�n) SW YARNS ST 3 0 a ii rn to, y y 3 .2 m CM=CRITICAL MOVEMENT(TWSC) kRVSE LOS=INTERSECTION LEVEL OF SERVICE �V'q a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) WC=CRITICAL VOLUME-TO-CAPACITY RATIO g TWSC=TWO-WAY STOP CONTROL 2013 BACKGROUND TRAFFIC CONDITIONS FIGURE AWSC=ALL-WAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR 32 TIGARD, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 m Om mRO oNO 00 v 0 119 700 0 115-"4 LOS=C -90 LOS=B LOS=A 515 10 LOS=C 5 168D 81905 W35 191 V 5 VC=0.72 = J J Q LOS=A 25 LOS=B 15 5 LOS=C 180 5 LOS=A 1795—► Del=2.2 f-1360 1705---*- De1=11.9 -4-1290 20--0 Del=24.3 4 75 Del=3.4 25 V/C=0.61 1001 V/C=0.73 0(-115 5 V/C=0.91 405 5 V/C=0 15 01 GYN 5 'I) 1w + V) 1* 1w V\ t1 t 217 �2 �2 a o N 5 SW PFAFFLE ST SW HAINES N v N > IDQ Z 35 LOS=C `35 30 LOS=C �25 140 LOS=C 135 +V/C=0.36 Q 2851 Del=23.0 !—85 195—1 Del=27.9 f—80 70 Del=33.7 F 270 COSTCO ARTMQUTN ST 401- V/C=o.17 60 115- RV/C=0.38 1ss 60� V/C=♦0.79 �245 ACCESS + V) t � 11 � I �w01n o tnN 1)ln0¢ m v� mN / SITEco _ o � SW Stv ERMOS v M N a Eti�'N2i��R 9Q SW BEV ELAN ® j j � ® j 217 CMOS BB T _10 LOS=B 375 220 LOS=B 20 LOS=C 285 SW HAMPTON Del=12.2 Del=18.6 Del=14.0 5—► Del=22.5 45 ^o V/C=0.03 V/C=0.57 300 240 V/C=0.57 5-x V/C=0.62 290 o � 7 RN Nm v co Q(O f� O m SW VARNS ST 3 0 a N m O = CM=NBLT a 345----0- p OS 1 6 -4-120 20 V/C=0.03 "e-20 CM=CRITICAL MOVEMENT(TWSC) kAUSE LOS=INTERSECTION LEVEL OF SERVICE Wq y 0 N a (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT m CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO TWSC=TWO-WAY STOP CONTROL 2013 TOTAL TRAFFIC CONDITIONS WEEKDAY AM PEAK HOUR AWSC=ALL-WAY STOP CONTROL TIGARD, OREGON JZFAA KITTELSON Sc ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Tigard Retail Center June 2007 '2 215 LOS=D �165 LOS=B :Del=14 )1600 75 LOS=E 20 1165-► Del=43.4 4 1595 1575-0 Dei=19.9 4 1725 1825--► 1260� Del=67.6 -4--1705 20�, V/C=0.83 215 255 V/C=0.77 65 335 440 V/C=0.78 70 t }cc0 �N� o] N N J J Q ��N �m LOS=A 110-4 LOS=D 30 3D LOS=C 280 190-$ LOS=B 1440-f Del=8.7 -4-2010 1305---► Del=36.2 f-1820 125---0- Del=21.0 -145 Del=18.6 55 V/C=0.54 75-, WC=0.93 -205 20 V/C=0.86 -360 160 V/C=0.41 \GYX 511% 217 QPG�F I � o � o 9� SW PFAFFLE ST SW H A I N E S V M r N N oDel Q m Z 140—$ LOS=C 130 140 LOS=C 70 35 LOS=D 20 N 385-► Del--29.9 -4-610 260-► Del=33.3 t--350 35-► Del=42.7 F<5 135 V/C=0.40 195 225 V/C=0.77 115 70 V/C=0.86 515 COSTC0ACCESS � t1w V) t � � t1w QaNc co R N ~ SITE _ SW oc ERMOS N m N o-X ��M Qi cn S�h�NZi�F SW BEVELAN ® 1 ® 1 99 Ii 217 CM=WBRT 45 LOS=C 440 25 LOS=C 80 SW HAMPTON p 03 B Del=24.3 5 Del=24.3 -4-5 n V/C=0.12 V/C=0.62 0(-350 350 5-N V/C=0.75 160 0 t / t / t 1w �N V V C M SW YARNS ST 3 0 0 N Q n H 3 575-lo- D O=4 4 825 a 65 V/C=0.25 70 CM=CRITICAL MOVE Rus _ MOVEMENT(TWSC) S Wq Y LOS=INTERSECTION LEVEL OF SERVICE o u) D (SIGNALIZED/AWSC)/CRITICAL MOVEMENT m LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) E, V/C=CRITICAL VOLUME-TO-CAPACITY RATIO E TWSC=TWO-WAY STOP CONTROL 2013 TOTAL TRAFFIC CONDITIONS - = WEEKDAY PEAK HOUR TIGARD,STOP CONTROL A ARD, OREGON ZAKITTELSON He ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING June 2007 Tigard Retail Center N O O O O N ODO=12 © 150 LOS=C 135 LOS=C 55 LOS=D 25 1330—► Del=32.5 4—1555 1530---o- Del=21.8 0-1490 1 1085� Del=50.7 4-1375 25 V/C==0.77 165 235—, V/C=0.81 105 795-,, RV/C==0.81 0(-125 D � 1 1w 1 11w oNN ooN 10 M J J Q N N N �m� N V fOD Cf�D © �, o � l � o ,� 1 �, o � l LOS=A 140 LOS=C �55 10 LOS=B -115 305� LOS=C 1315—0 Del=6.1 F 1565 1115 Del=29.0 F 1305 50—► Del=13.0 F 65 Del=24.6 40- V/C=0.49 100 V/C=0.79 280 5 V/C=0.64 320 225 V/C=0.71 5 � 1W � t � � t1W � t 217 G�[ N O NOO N O N NN a N m.r- V c�N N�I 5 f- SW PFAFFLE ST SWHAINES NNa NNS Nm- �L� z LOS=C -`120 175� LOS=C 50 180 LOS=C 75 25 LOS=B 5 Z 275 N 4651 Del=28.7 4 450 295—i Del=23.9 ---300 240� Del=28.0 ---195 <5—� De1=11.3 ---<5 pgRTjl tOUTy 3T P, 185 V/C=0.56 �295 310� V/C=0.63 or 65 35 V/C=0.58 20 25 V/C=0.51 120 COSTCO R R * �I ACCESS V) 1 t 1 1 /W 1 1 ( / 99W Q Lu 'NN mN� -mm �0o 5 SITE _ ° co =° SW ERMOS c n °° N y�N2/!fF SW BEVELAN ® 1 CDeIL=; 217 CM=WBRT 25 LOS=B 215 15 LOS=B 150 LOS=Brn SW HAMPTON Del=10.5 Del=11.1 <5� Del=15.1 r<s V/C=0.04V/C=o.46 90 5 V/C=0.40 110 /y t I 1 1w 1 tLV NM� SW YARNS ST 0 0 N �Q CM=NBLT 0 820—0 LOS=D 4-715 3Del=34.2 90 V/C=0.43 00-115 kRUSF W � CM=CRITICAL MOVEMENT(TWSC) 11\ 1W,q LOS=INTERSECTION LEVEL OF SERVICE W o (SIGNALIZED/AWSC)/CRITICAL MOVEMENT LEVEL OF SERVICE(TWSC) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED/AWSC)/CRITICAL MOVEMENT CONTROL DELAY(TWSC) V/C=CRITICAL VOLUME-TO-CAPACITY RATIO 2013 TOTAL TRAFFIC CONDITIONS rFIGURE s TWSC=TWO WAY STOP CONTROL SATURDAY MIDDAY PEAK HOUR = AWSC=ALL WAY STOP CONTROL TIGARD, OREGON . 35 WKITTELSON &ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Section 5 Conclusions and Recommendations Tigard Retail Center Conclusions and Recommendations June 2007 Conclusions and Recommendations Based on the results of the traffic impact analysis, the proposed Tigard Retail Center can be developed while maintaining acceptable levels of service and safety on the surrounding transportation system assuming provision of the recommended mitigation measures. The analysis developed the findings and recommendations outlined below. FINDINGS Existing Conditions • During the weekday a.m. peak hour, all study intersections operate within acceptable operating standards except the SW Dartmouth Street/SW 681h Avenue intersection, which operates over capacity at Level of Service (LOS) "E." o The City of Tigard is collecting funds from new developments (on a per-trip basis) to construct a traffic signal at the SW Dartmouth Street/SW 68th Avenue intersection. A traffic signal is warranted under existing conditions, and would restore the intersection to acceptable operations. • During the weekday p.m. peak hour, all study intersections operate within acceptable operating standards except the Highway 99W/SW 72nd Avenue intersection, which operates over capacity at a volume-to-capacity ratio of 1.05. o A third westbound through lane could be constructed in advance of the Highway 99W/SW 72nd Avenue intersection and extended west to Highway 217 within the existing right-of-way. This improvement would allow the Highway 99W/SW 72nd Avenue intersection to operate within ODOT and City of Tigard operational standards during all study time periods. o Several intersection approaches along the Highway 99W corridor operate in oversaturated conditions during the weekday p.m. peak hour. Due to the complexity of the transportation system and the difficulty in accurately isolating demand on these approaches, recorded traffic volumes were used to perform operational analyses at these intersections. It should be noted, however, that by comparing existing conditions to future scenarios, the ability of proposed improvements to mitigate impacts can be accurately measured. • During the Saturday midday peak hour, all study intersections operate within acceptable operating standards. Planned Transportation Improvements • Washington County and the Oregon Department of Transportation (ODOT) are planning to improve the Highway 99W/SW Hall Boulevard intersection to include exclusive left-turn lanes on the north and south approaches with protected left-turn signal phasing, northbound and southbound right-turn overlap signal phasing, and a westbound right-turn 85 Kittelson &Associates, Inc. Tigard Retail Center Conclusions and Recommendations June 2007 lane. This project is currently scheduled to begin construction in summer 2007 and to be complete in early 2008. • The Tigard Transportation System Plan (TSP) identifies the need for a traffic signal at the SW Dartmouth Street/SW 72nd Avenue intersection. The TSP also calls for widening both SW 72nd Avenue and SW Dartmouth Street to five lanes. The City has now programmed and allocated funding for this intersection improvement. This project is currently scheduled to begin construction in late 2007 and to be complete in the summer of 2008. Year 2008 Background Traffic Conditions • Year 2008 background conditions (without development of the Tigard Retail Center) were estimated by accounting for known in-process developments in the Tigard Triangle and assuming a year of continued local and regional growth. Operational analyses indicate that all the study intersections will operate within acceptable operating standards during the weekday a.m., weekday p.m., and Saturday midday peak hours (assuming the previously identified improvements) except for the Highway 217/SW 72nd Avenue interchange, which is forecast to operate over capacity during the weekday p.m. peak hour. • The City of Tigard's Transportation System Plan (TSP) identifies SW 72nd Avenue as a five-lane roadway in the future. Recognizing that the long-term solution (complete reconstruction of the Highway 217/SW 72nd Avenue interchange, including a 6-lane bridge over Highway 217, and realignment of SW Hunziker Road) is constrained by factors such as funding and right- of-way limitations, the following improvements could be implemented in the near-term to increase capacity and extend the operational capacity of the interchange and surrounding intersections: o Remove the traffic signal at SW Hampton Street and restrict movements to right- in/right-out. Restricted left-turn movements can be accommodated by the traffic signal at the SW 72nd Avenue/SW Beveland Road intersection. o Construct an exclusive westbound left-turn lane and northbound right-turn lane with overlap signal phasing at the SW 72nd Avenue/SW Beveland Road intersection. o Provide two continuous northbound through lanes along SW 72nd Avenue from Highway 217 southbound ramp terminal to SW Beveland Road by restricting northbound left-turns at SW Hunziker Road to allow for continuous northbound through lanes along SW 72nd Avenue. Proposed Development Trip Generation • The proposed development is estimated to generate approximately 6,900 net new daily trip ends; approximately 155 (100 in/55 out) net new trip ends will occur during the weekday a.m. peak hour, 640 (300 in/340 out) net new trip ends will occur during the weekday p.m. peak hour, and 980 (515 in/465 out) net new trip ends will occur during the Saturday midday peak hour. 86 Kittelson &Associates, Inc. - 'j Tigard Retail Center Conclusions and Recommendations June 2007 Year 2008 Total Traffic Conditions: • Under forecast year 2008 total traffic conditions (with the proposed Tigard Retail Center) and the previously recommended improvements (under existing and background conditions), all of the study intersections are forecast to function within acceptable operating standards during the weekday a.m., weekday p.m., and Saturday midday peak hours. • Several intersection approaches were identified to operate in oversaturated conditions under existing and/or background traffic conditions. It is demonstrated that these approaches will operate as well or better under 2008 total traffic conditions with the previously identified mitigations or those mitigations recommended in conjunction with site development. • Traffic signal warrants will be satisfied at the main site driveway along SW Dartmouth Street intersection. • A queuing analysis of all study intersections determined that with proposed off-site transportation improvements in place, queues from the proposed development can be adequately accommodated. Year 2013 Background Traffic Conditions • At the request of City staff, a horizon year analysis (five years past build-out of the site) was prepared for 2013 background and total traffic conditions for planning purposes. • Year 2013 background traffic conditions (without the proposed Tigard Retail Center) were estimated assuming six years of continued local and regional growth plus the traffic associated with in-process developments previously identified by City staff. • The operational analysis of year 2013 background traffic conditions indicates that all of the intersections are forecast to operate within acceptable standards during the weekday a.m., weekday p.m., and Saturday midday peak hours, assuming the previously identified improvements are in place. Year 2013 Total Traffic Conditions • With the identified improvements in place, all study intersections and site driveways are forecast to continue to operate within acceptable standards during the weekday a.m., weekday p.m., and Saturday midday peak hours under year 2013 total traffic conditions (with the proposed Tigard Retail Center). RECOMMENDATIONS The following recommendations address existing and background operational deficiencies as well as deficiencies resulting from increases in traffic from the proposed development. • Participate in a proportionate share contribution to the planned traffic signal at the SW Dartmouth Street/SW 68th Avenue intersection, consistent with the City of Tigard's current policy of collecting funds on a per-trip basis at this intersection. Kittelson &Associates, Inc. 87 r r" Tigard Retail Center Conclusions and Recommendations June 2007 • Develop a third westbound through lane on Highway 99W in advance of the Highway 99W/SW 72nd Avenue intersection and extending southwest through the Tigard Theater and SW Dartmouth Street intersections to Highway 217. This will provide additional capacity on Highway 99W and mitigate the existing over-capacity condition at the Highway 99W/SW 72nd Avenue intersection during the weekday p.m. peak hour. • Remove the traffic signal at SW Hampton Street and restrict movements to right-in/right- out. Restricted left-turn movements can be accommodated by the traffic signal at the SW 72nd Avenue/SW Beveland Road intersection. This will improve signal spacing and allow for two continuous northbound through lanes on SW 72nd Avenue. • Construct an exclusive westbound left-turn lane and northbound right-turn lane with overlap signal phasing at the SW 72nd Avenue/SW Beveland Road intersection to accommodate rerouted vehicles from SW Hampton Street. • Provide two continuous northbound through lanes along SW 72nd Avenue from the Highway 217 southbound ramp terminal to SW Beveland Road by restricting northbound left turns at SW Hunziker Road. This improvement will provide additional capacity to the interchange and extend its functional life. • Install a traffic signal at the main site driveway along SW Dartmouth Street. This signal should be interconnected with the existing Costco traffic signal and the planned signal at the SW Dartmouth Street/SW 72nd Avenue intersection to effectively manage traffic between the three signals. • Restripe the northbound left-turn vehicle storage at Highway 99W/SW Dartmouth Street within the existing pavement to provide up to 450 feet of storage. Extend the eastbound right-turn lane to provide 400 feet of striped storage. • Widen SW Dartmouth Street to accommodate a second southbound/eastbound lane between the Costco traffic signal and the unsignalized site-access driveway. The southbound right-turn lane at the Costco traffic signal should be converted to a shared through-right lane and the southbound right-turn overlap phase removed. • Develop optimized coordinated signal timing time-of-day plans on Highway 99W to account for the additional westbound through lane. Kittelson &Associates, Inc. 88it 4, Section 6 References Tigard Retail Center References June 2007 References 1. Transportation Research Board. Highway Capacity Manual. 2000. 2. U.S. Department of Transportation. Manual on Uniform Traffic Control Devices. 2003. 3. The Oregon Department of Transportation. 1999 Oregon Highway Plan. 1999 4. DKS Associates. Tigard 99W Improvement Plan (Draft).April, 2007. 5. DKS Associates. Tigard Veterinary Clinic Transportation Impact Analysis.July 2004. 6. Group Mackenzie. Baylor Court Transportation Impact Analysis. October 2001. 7. Lancaster Engineering. Dartmouth Square Transportation Impact Analysis.August 2004. 8. Kittelson&Associates, Inc. Tigard Triangle General Office Building Transportation Impact Analysis.August 2006. 9. Kittelson&Associates, Inc. Tigard Triangle Office Building Transportation Impact Analysis.April 2007. 10. American Association of State Highway and Transportation Officials. A Policy on Geometric Design of Highways and Streets. 2004. 11. Institute of Transportation Engineers. ITE Trip Generation Manual, Seventh Edition. 2003. 12. Institute of Transportation Engineers. Trip Generation Handbook. June, 2004. Kittelson &Associates, Inc. 90