Planning Commission Packet - 04/03/1990 POOR QUALITY RECORD
PLEASE NOTE: The original paper record has been archived and
put on microfilm. The following document is a copy of the
microfilm record converted back to digital. If you have questions
please contact City of Tigard Records Department.
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'�IGARD PLANNFNG COMI�iIS3LON
APItIL 3, 1990 - 7:90 PM ��
TIGARD CTVIC CENTER - TOWN HALL
13125 �W HALI, BLVD.
TIGd�1RD, OREGON ',
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1. CALL TO ARDLYt t
2. ROLL CALL
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3. APPRQVE MINUTES
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4. PLANNTNG COMMI3SION COMMTJNICATIOT�1
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5. PUBLIC HEARING �;
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5.1 COMPREfi�NSIVE PLAN AMLNDMENT CPA, 9Q-0004 ZONE CHANGE ZON 90-0002
�INGHAAi/SPI�KER NPO #5 A �equee�t for approva�. af a Comprehenaiwe Plan
Amendanent to change the land uae dseignation from Ligh� Induetrial to
General Commercial and to charnge �he znning de�iqnation from I-L (Light
Induetrialj to C-G (G�neral Coraraercial). ZONEs I-L qUi�ht Induetxial)
LGCATION: Between 3W 72nd Avenue and In�teretat� 5 and aouth of the
Oregon Business Park (WCTM iSl 13AD, i�ax lot ].700)
5.2 CAMPREHEN3ZVL PZAN AMEPiDMENT CPA 90-0003 ZON� CHANGE ZON 90-0001
CUNNINGHAF�t/BP NI�A �7 P,, rmq4xest far approval �f a Comgreheneiv� Plan
Amendtaent to cl�anqe tk►e land u�e �ieaign�ti¢�n graa Profe�osional
Commercial to Genaral Com�aercial and to change the zoning designatfon
from C-P (Profeeaianal Comuneraial) to C-G (G�neral Coamtercial).
LOCATIONs 12528 SW Schoils Ferry Road (WCTM 181 35AD, tax lot 2400) ;_;
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6. OTHER SUSINESS
7. rADJOURNMENT '`�:i
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g�GiJi.FIR I�STII�G - �PItIL 3, �990
1. President ktoen called the meeting to order at 7:45 PM. The meeting wae �,
held at'the Tigard Civic Center - TOWN HALL - 13125 SW Hall Boulevard,
Tigard, Oregon.
2. RpLL CALL: Present: Preaident Moen; Commissionera Caetile, Fessler,
Fyre, and Peterson.
Abeent: Barbex, Lev�rett, and Saporta (one vacant
poeitinn).
Staff: Senior Planner Keith Liden; Pl�nninq Secxetary
Diane M. Jerlderke.
3. 11PPlaO�VAL OF lIIHOTSS
Commieaioner Fyre moved and Commigaioner Feesler seconded ta approve the
minutQe as corrected. Motian carried unanimously by Commissianera present.
Commisai.oners Castile and Moen abatained.
4. PLANIiING �lISSION (�SQNICATION
o Lettere frc�m the public regarding agenda item 5.2 had been distributed to
the Commissioners.
o President Moen had received a brochure from the Army Corp of Engineers that
he passed on to staff. Also, he reviewed a letter from the State Hi.ghway
Department regarding notification af upcoming imp�avements to Pacific
Highway betwaen Pfaffle and Commercial S�reet.
5. PUBLIC H�PiRYY�1GS
5.1 (70i!lPR�NSIVS PL�N �!!lSNDpIBNT CPA 90-0004 LOHB � SOB 90-0002
70!
BINGHAIi/SPIBI�R NPO �a A requsst for approval of a Comprehenaive Plan
Amenc3pnent to change the land use designation from Y,ight Induetrial to
General Commercial and to change the zoning designation from I-L (Light
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nduatrial
Industrial) to C-G (General Corpmercial). ZONE. I L (Lig )
LOCATION: Between SW 72nd Avenue and Interatate 5 and south of the Oregon
1BusineBS Park (WCTM 2S1 13AD, tax lot 170Q)
o Lance Stout, Mckenzie/Saito, explain�d that there is a problem that they
need to addrese and they would like the hearing poatponed to May Sth in v'
order for them to come up with a aolution.
F:
* Commissioner Peteraon moved and Commissioner Fyre second�d to postpone
CPA 90-0004 and ZON 90-0002 to the May 8th Planning Co►aumiesion hearing. �:;
Motion carried unanimously by Commiesioners present. �;
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PLAYINING COMMISSION MINUTES - APRIL 3, 1990 PAGE 1 �
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5.2 OiD14PRSHgNSIVS PL�iN !lMENDMBI�IT GPA 90-(D003 ZONS � ZaII 90-000�
�NINGSAl�I/BP NPO f7 A request for approval of a Comprohensive Plan
Amezxdment to chanqe the l�nd use designation from Profeseional Cammercial
to General Commercial and to claange the zoning deeignatian from C-P
(Profesaional Cammercial) to C-G {General Commeraial) . LOCATION: 12528 SW
Scholls F'�rry Road (WCTM 1�1 35AD, tax 1ot 2400)
Senior Plar�ner Lid�n reviewed the materials submitted by the appliaant and
the public. He explained that all the problemg related to traffic impact
and that all of the criteria had not been met. Staff ie recomtnendinq
eler�ial d
l�PPLIC�lNT'S PRBS�IiTATION
o John Van Cuxen, BP Oi1, reviewed the exie�ing eite and explained that they
would be remuving the exfetiny veterisary clinic and build a new clinic �it
the back of the aite. He etated tha+c he has been ta].king to the neighbors
eonaerning impact t� the area. That the proposea uae will not generate
more traffic it will only use existing traffic. They �.n�i.cipate that 60
percent of their businees w�.11 be for vehiclea within a mile an�i ha1iE
radiu.s of the site. That they would post a bond to insure that they would
develop the site as proposed.
Diacueaion followed wi.th Commieeianere regarding acces� onto Scholle Ferry
Road, circulation af traffic on the ei.te, and the type of structuree that
would be con�tructed.
o Rfchard Woelk, ATEP, Ine. 4040 Douglas Way, Lake Oswego 97035, had pregared
the traffic �tudy. Fia explained that the zone change speaks in
generalities and not to spec.i.fic uee�. He stated that the woree c;ase
scenario, pm peak hour t�a£fia, there would be 41 vehicles. He addreseed
concerne regarding accesa onto Scholle F'erry Road and etreeeed that this is
a site specific developmeni:. Di�cusafon followed reqarding trips
generated from the different types nf uses.
o Ralph Bolliger, 1600 �W C�dar Hille Boulevard, Portland 97225, Attorney for
the property owner eMpreeeed his aurprise that there are no service
stationa along Scholls Ferry Road except for Progreee. He etated that the
ex.isting use ie an. eyesore and 3.s inconaistent with the area. That there
i� a great need far a service station in thie area and thie facility will
be nicely designed and landacaped. Also, the existinq accegs for the site
is located on North Dakota almost at scholls 1Ferry Road and the p�opoeed
acce�s i.s safer because it will be 180 feet from Scholls Ferry Road. He
encousaged the Commiee.ion to recommend approval.
PLANNING COMMISSION MINUTES - APRIL 3, 1990 PAGE 2
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PIIFfLIC TBSTIYiON7C
o Bob Larsell, 12040 SW North Dakota, Tigard, favored the proposal. He has
be�n a resident �since 1975 and hae seen the area change creating the
existing traffic problems. Z'here is �t need for a service statian. The
station w3.11 not generate more tr�ffic it will only ease it on ite way�
o Melinda Nelsen, 10760 SW Summer Lake, Tiyarcl, opposed the propoeal. She
felt the service ��ation would detract from ttne livability of the
neighborhood. Even though the pxoposal may not generate traffic it would
generate in and out traffi.c. She wae concerned abput the aesthetics of a
service station, t�e noiae level of the aar wash, an� how cloee it would be
ta the residential area.
a L�e Cunningham, 13385 SW 1].5th Ave., Tigard, owner of the eite, �tated �hat
this was not planned that BP had coia�acted him. He etated tha�k first the
road (North Dakotaj was put in, then the light, ancl in the future five
, lanee �ai.11 be construct�ed to ac:commoda�e th� traffic volumea. He added
that hQ ie a member ot NPO � 7 and waa queationed at length �y a majority '
of the membere regarding the propoeal at a meeti.nq �hat they held priar to j
the one with HP whiah did axot have a quorum. Even though the�� were �
conce�ne everyone sea�m�d to want the eervice station. He stated he wa� �
eurprised by etaff's denial, Iie knew the City had concerns regarding
strip commercial, but did not fe�l th:Ce was happening.
o Fred Niedner, 10500 SW Tarpan, �eaverton, neitlaer favored or opposed the '
propoeal. H� was concerned hnw muc� proQerty would be rezoned and if it
would cause the area �o the vaest to become commercial. Iie was also
concerned about the height of fixturee a;nd aigns. He added that hia
property would have a higher value if the property is zoned C-P rather than
C-G.
�B[1T.�AI.
o John Van Cur�n, stated that the aar wash would b� opsn from 7:00 am to
9:00 pm and that th� naise level wrould be below the allawed li.mit�. They
would provide land�acapinr� and buPfering to protect the residential area and
are flexibl� with r�gards to the needa of the neighborhood. :;
o Diacuasion followed regarding the criteria which need�d to be �net, accesa
to the site, and what zonee a eervice etation ie allowed either as a
permitted use or a conditional use.
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pusr.ic �=�c �rASSn
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o Commissioner Peterson felt that the neighbore on 127th Court needed to be
protected. Generally he was in favor. He aupported having a median atrip
constructed on Scholle Ferry Road and zoning the front portion of the ��
groperty C-N and that back portion C-P. �A
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PLANNING COMMISSION MINU`TES - APRIL 3, 1990 PAGE 3 �
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o Commieeioner Caatile agreed. Hie biggest cona�rn wae the abutting
reaidencea. He felt a concrete sound barrier should be con�tructed to
protect the residencee.
o Commissioner Fyre stated that there is no doubt that a service etatfon ie
negded, however, the issue io whether thers hae been a change of
circumetances. Iia noted thati the City Engin��r hacl recommended denfal. He
favored denial based on the consistency af the Plan.
o Commissioner Fesaler corrr�mmented on the hietory� of the area. She felt there
would be adequate turning available from Saholls i�erry Road and ttxat there
is a tr�mendoue need far a gas etation. 5h� wa�s concerned ab�ut the nois�
from the car wash. She �avored split zoning the property C-N/C-P.
o Commiasioner Moen agreed to a certain extent. Service stati.ons had been
planned for but never dPVeloped. The C-P designation was placed on the
proparty ae a bordar for the neighbaxhood. He did not £eel that the
location of the car waeh wae appropriate. FI� dirl feel that there had been
a change in circumetances. Eie favored zoning the property C-N/C-P.
* Commiseioner Fesal�r moved and Commiesianer Peterson eeaonded to forward a
recommendation to City Council to zone the front portion of the property
C-N aad ta zone �:he back port3.an of the property C-F (where the ei�e plan
showa �he veterinary clinic), with a PD overlay on the entirg site. Bas�rl
on the finding that tk►ere hae been a ch;ange of circum�tanees since the
prog�erty was last desiqnat�d. Motion caxrisd by m�jo�ri.ty af Commieaioners
preesnt. Commissioner Fyr� voting no.
6. � BII�INB3S
o Commiseioner Fesaler atated that she had been �ontacted by �he Tigard
Sahaol Dietrict becauae of the critical position they ar� in rega�ding
availabl� space faar atudents. She euggestgd that the 5chool District and
City Council be contac�ed ta arranQe a etudy session ta discuse the growttx
and stra�egies. Consenaus was �o contact City Council to see if they
would like ta pursue.
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7. �lA.70IIRZB�AiT - 9:35 LPM
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Diane M. 3e de ka, 5ecretary ;
ATTE T:
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A Donald Moen, President
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PLANNTNG COMMISSION MINU�ES - APRIL 3, 1990 PAGE 4 ;
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PLANNING COMMISSION ROLL CALL
HEARING DATE� � U STAItTING TIME: " I ,J II
COMMI SS IOI�ERS
1� DOB11�D M(.IEN
_�Z VLASR'A BARBER
�-�/ JAMES CASTILL
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'�Y�'' JUT1Y k'ESSI,ER
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� DEANE LE�/ER�TT
� DAVE I��TE€RSON
� HARRY SAPORTA
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TINIES PUBLISHING COIIAPANY��,.�,,
PA.BOX 370 PHONE(503)884-0360 1�10�CA
BEAVERTON,OHEGON 97075
Legal Notice Advertising
�' City of Tigard • ❑ Tearsheet Notice I
P.O. Box 23397
• Tigard� UR 972?3 • ❑ Dupiicate Affidavit
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AFFIQAVlT QF F'UBLICATIGN
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STI6TE OF OREGON, �
COUNTY OF WASHINGTtJ�d, )�$' � .�..�, -� , ,
� Judith Koehler `'�' ��
being first duly sworn, depose and say that 1 am ths Advertising � ' '
Directur, or his principal clerk, of the Ti�ard Time� _, " , ;r�> _ �';
a newspaper of generaE cir�at�on as d�fined in ORS 193.01Q `� � . , , , �
'1'1 c'1rC�. 4`:c.: •
arod 193.q20; publish�d at—�:_ in the '�:
aforesaid county and st�te; th�t the .. ,. . •�r=;r. -�•':� ..
P��}�7 i r L-icar' . 1. ;; r }� 'rw7G' ,
a printed copy of which is hereta annexed, was published ir� the ' � �.�;���, �' 'n�� �
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Marckt 22, 1990 � -
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22, day of March 1990 , ;� � ,
Su4�cribed.and s.wurn t before me this , . , ' ,
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My Comm'isaion .. �ros: �/9/93 1
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T I � � RD PL � HN x NG CO1� liI S S IOH
NOTICS: ALL PSRSONS DSSIRING TO SPSAK AN ANY ITSEq MtDST SIGN �IR N2lMS AND HOTS T�IR
ADARESS ON THIS S�SST. (Please pRINTj
AGEI+TDA I7CEM: `�-✓a f CASE NUMBER(S)s l./'!7 7� L�L(J� ��C)"���
flWNEFt/APPLICANT: ` • V .
LOCATTON: � D
NPO NUMBER: � DATE OF HEARING � ,�Q!
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AGENUA ITEM 5•2
STAFF REPORT TO THE PLANNTNG COMMISSION
HEARING D�TE: April 3, 1990 - 7t30 PM
HEARING LOCATION: Tigard �ity Ha11 - Town Ha11
13125 SW Hal1 Bl.vd.
Tf.gard, OR 97223
A. FACTS
1. Gen�ral Tnformation
CASE: Comprehensive Plan Amendment CPA 90-0003
Zone Change ZON 90-0�001
REQf3EST; 1) F1an Map Amenciment from Commercial Profes�ianal
to General Commercial
2) Zone Chanc�e from C-P (Professirnal Commercial) di�trict
to C-G (General Commercial) distr3ct
.APPLICANT: Britieh Petroleum Oil Co. AGE13T: Rict�ard Woelk,
c/o Brian Duffy, �P Oil �'ohn Morgan
38b8 Prospect Drive, St� 360 ATEP, Inc.
Rancho Cordova, GA 95670-6020 4040 Douqlae Way �
Lake Oeraego, OR
i
OWtdEit: Lee Cunningham r
13385 SW 115th A�renue r
Tiqard, OR 97223
LOCATIONs 12528 SW Sc;holla Ferry Road
PROPERTY DESCRIPTION: WCTM 151 35AD, �ax Lot 2400
2. Background Information
Tk�e� �ity Council on May 12, 1986 ieaued a reeolutian recagnizing the
nonconforming uee status ot continued retail ealee use on thie �;;
property (Resolutian No. 86-54). No other land use or development i
applicatione regazding this eite have been reviswed by the City of �,�
Tigard.
3. Vicinity Information
��'.
propertiee� abutting the eubject site on the we�� and eouth are zon�d
R-7(PD) (Reeidential, 7 unita/acre-Planned Development). Propertiea to s`
the weet are developed with einqle family reeidencea which are located ,','
within the Summerlake subdivision. The Rindercar� daycar,e center is �'
immediately eouth of the aite. Propertiea to the east acraes 3W North ��°;
Dakota Street are zoned C-N (currently being developed with a medical ?::`
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STAFF' REPORT - CPA 90-OOD3/ZC 90-0001 - BRITISH PETRqLEUM PAG$ 1 �;
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office buildinq), C�P (vacan�), and C-G (approval rec�ntly ieeued for
a McDonald'e res�taurant). Further e�st is the Greenway Town Center ��
shopping center. P'urther �outh on the eaet side of the street is th�
Meadowcreek Apartments and the Anton Park subdivision. Properties ta
the north acroas 5W Scholls P'erry Road are wi.thin the Ci�ty of
Beaverton.
4. Site Information and Proposal �escription �
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The eubject site ie a 1.38 acre rectangular ehaped eite located in the
eouthwest quadrant af th� interaection of SW Scholls F'erry Road and
SW North Dakota Street. A veterinary clinic ie lacatec7 in a �ingle �'
etor� hause quite close to the intexsection. A gravel parkiag area ie
located between the house and S'W Scholls F`erry Road. A large barn
preeen�ly uaed as a warehouse by a landecaping installation and
maintenance company ie located to tt�e south of the veterinary clinic
along SW North Dakota Street. A second k�ouse occupied by a garage
conetruction businese is locat�d further eouth. The wa�ehaues and
conatruat3.on businea�ea are nonconforming uaee in the presen� C-p zone
' applied �o the property.
The applicant requeste a �lan Map amendment froan Commercial
Profeasi�nal to General Commercia3 and a Zone Change from �h� C-P
(Professional Commerci�al) zoning district to the C-G (General
Comn►ercial) zoning dietrict. The applicant has submitted a statem�n�
de�ignated Rezoning l�pplication dat�d Febxuary 12, 1990 and a
Transportation Analyei�e fnr BP Oil Company dated February, 1990 in
eupport of tlle request. Although the propoeed sedesignation would
make the subject property available for dea�lopment of any of the
permitted or conditional uees allowed in the C-G zoning dietrict, the
a�plicant�e Rezoning Application and Traneportation Analysie focue on
u�e of the �ite for a combined vehic�e fuel sales/car waeh/convenience
atore along with relocation of the exieting veterinary practice to the
southern pssrtion of the property� Vehicle fuel sales is a
aondi�ional use in the C�-G zone. Automobile cleaning, convenience
faod storee, and profeaeional officea are examples of permitted usee
in the C-G zone.
5v �gency and NPO Comments
The Lngineering Diviaion hae reviewed the propoaal �nd ofEera the
following commente:
A traffic analyeie hae been eubmitted by tha applicant to eupport
the xequeat for a change in zoning. The traffic analyeis sesumes
that, if tY�e zone change in approved, thB property will be
developed ae a aervice etation.
The requeeted zone change would allow the property to be
developed for a variety of retail uses. Typical retail
STAFP' REPORT - CPA 90-0003/ZG 90-0001 - BRITYSH PETROI.EUI�[ PAG� 2
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development would generate average daily traffic volumec� aimilar
to thoae reported in the traffic analyaie for a aervice a�ation.
However, the traff,ic genezated during the afternoon pea�k hour
�could be much greater under many of the allowed usee.
Traffie �.s a par�ticular concezn at triis ai.te. Currently, the
Cit�► is receiving many complaints about the volume of traffic
ueing SW Ncsrth Dakota Street and traveling througk� th�
residential areae to avoid congestion on Schnlls Ferry Ro�d.
Retail commercial development of the site is lik.ely to cause sams
increase in traffic on North Dakota Str�et.
D
evelo ent of a service atation could lead to a reater traffic
Pm
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icated b the
incresee on North Dakota Street than that ind y
figures in ths traffic analysis, due to the unique location of,
the si�e. There are no existing s�rv�ice etationa within one mile
of the site. Exiating zoning and exietix�g developmerxt make it
unlikely that a serviee sta�ion will bc� built within on� mil.e of
ttxe site. Ther�fore, there is a risk that �ome traffic will be
diverted from other routes in order to utilize the service
station/c�nvenience Atore propoaed for the site. Traffic
diverted from Walnut Street or 121at Avenue would be likely ta
utilize North Dakota Street to access the site.
Th�rsfore, we recommend that the proposed Plan Amendment/Zone
Change be denied until existing traffic problems in the
residential areas o� North Aakota Street are resolved.
Waehington County�e Aepartmerit of Land Use and Transportation hae
recotnmended that in ordsr to improve �r_affic movement on SW 3cholls
Fe�ry Road, a major arterial, acaese to SW Scholls Ferry Road ahould
b� pr�hibited for any future develapment of the site.
The Oregon State Highway Division hae reviewed the propoeal and hae
recommended denia�. af thB propoeal due to the potential for increased
traffic by uses allowed by the C-G zone a� compared to typical uaes in
the C-P zone and the effecta of this additional traffic on opera�fon
of the Scholls/North Dakota intersec�ion. The Higl�way Diviaion has
aleo comment�d that it will be difficul� to provide direct accese to x
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this eite from Scholl6 Ferry Road becauae such an access would provide
conflicte with a planne�l r�ght turn lane from eastbound Scholls to ;;
North Dakota Street. The Highway Diviaion is scheduled to complete a
widaning and improvemen� project for this section of Scholla Ferry
Road within the next two years. `+
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The proposal wa� review�d by several meyaber� of NPO �7 at the March !"
NPO meeting. Due to a lack of a quorum, the NPO wae unable to adppt ��
an official recommendation. Concerna were raised with regard to f`
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traffic impacts on adjacent etreeta and with the compa�ability of a �'
aervicQ atation with adjacent residenc.es. However, several membere �;
felt a great need exiata for a service etation in thie area. �
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STAFF REPORT - CPA 90-0003/ZC g0-0001 - BRITISH PETROLLUM PAGS 3
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The Building Division, Tigard Water Diatrict, Tuala��n Valley Fire anc3
Reecue Dietrict, an�d PGE have reviewed the progo�al fnr a Plan
�mendment/Zone Change and have off�red no conunente or objections.
No other comments have bec�n receiveda
B. FINDINGS AND CONCLUSIONS
The relevant cxi�er3.a in thie caee are S�atewide Planning Goals 1, 2, 9,
and 12p Comprehenatve Plan Policiee 2.1.1, 4.2.1, 4.3.1, 5.1.1, 5.1.4,
6.6.�, 7.1.2, 7.4.4, 7.6.1, 8.1.1, 8.3.1 and 12.2.1 (I,ocational Criteria
far the General Comaaereial Plan deeignation);and the change ox mistake
quasi-judicial Plan Map Amendment criteria of both the Comprehensive Plan
and Community Development Code.
The Planning Divi�ion concludee that the propoeal is only partially in
campliance with the applicable Statewide Planning Goals baeed upon the
follawing findinga:
l. Go�l #1 (Citiz�n Involvement) ie eati�fied because the Gity taae
adopted � citizen invoZvement program 3,ncluding review of all larad usr�
and developnnent applicatione by neighborhnod planning organizations
(NPO�) . In addition, all public notice requir�menta related to thia
appZicatton have been eatiefiedo
2o Goal #2 (Land Uee Planning) is sa�iafied becaus� the City has applied
all applicabZe Statewi.r3� Planning Goals, City of Tigard Comprehenaive
Plan policies, and Qommunity Development Code requiremeate to the
review of thie proposal.
3. Goal �9 (Economy of the �tate) is eatiefied because the propoaed
redeeignation would not affeCt the City's inventory of developable
commercial land but would inetead affect only the typee of commercial
activitiee that may be developed on the eubject site.
4. Goal �12 (Transportgtion) ie partially satiefied because the proposed
I redesignatian would allow development of intenaive commercial uaee
along a major arterial, Scholla Ferry Roado at its intersection with
SW Piorth Dakota Street and SW 125th Avenue, collector etreete eerving
developed reeidential areae within the citiee of Tigard and Beaverton.
Thu�, t,he redeeignation and eubsequent develop�aent of the site may
prove convenient for the residents of neiqhboring areae that might
make use of services to be provided on the aite that are not presently
available in this area. Goal 12, however, aleo requires that
traneporta�ion safety be considered se part of land use decisfon
making. As deacribed further under Plan policies 8.1.1 and 12.2.1
below, the propoaal for redeaignation of this site to General
Comrpercial/C-G raiees afgnificant traffic concerne in the
neiqhborhooc� af the aite, eapecially with regard to SW Id�rth Dakota
Street as it passes through the Anton Park eubdivieion.
STAP'P' REPORT - CP'A 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 4
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Staff has deterrnined that the propcased Plan Map/Zaning Amendment ie only
partially consistent with the Comprehensive Plarc based upon the findinge
lselow s
1. Plara Policy� 2.1.1 ie satiefi�d because Neighborhood Plsnning
Organization �7 and surround3.ng property owners were gi.ven n�tica of
the puk�li.c hearings xelated to the request and their opportuni�y to
commsnt on th.e propoaal.
2w Plan Policy 4.2�1 will be satiefied through the dev�lopment review and
building permit processes at whiclx time a development proposal for
this eite must be shown to comply with applicable federal, state, and
regionaJ. wa�er quality r�quirements including preparation and
implementation of a non-point eourae pollution control plan in
compliance with the qregon Erivironmental Quality Commission's
temporary rnles for the Tualatin Iti.ver baein. The proposed
�edeeignatian does not by itself affect compliance with this Plan
policy�.
3. Plara Pola.cy 403.1 i� implemented �hrough the development review
process in which building placement and landecaping are reviewed with
reapect to minimizing noise impacts of a developing use upon ;
neigl�boring land u�ea. !
4. Plan Policy 5.1.1 is not affeated since the proposed redesignation of
the site would maintain th� aite's potential for commeYCial
deve]Lopment, altladugh under th8 proposed C-G zoning designation
different commercial uses would be permitted with different types of j
job opportunitiea created as compared to the current C-P zoning.
5. Plan �olicy 5.1.4 ie eatiafied becauae the proposed redesignation
would not involve commezeial encroachment into an exieting
neighYyorhond. Inetead existing commercial P1an and zoning
designations would be reFlaced with other commercial deaignatione.
6. Plan Policy 6.6.1 ca11e for buffezing between di,fferent land uees as
well as ecreening af service are�s and facilities. This policy is
impiemented through Code Section 18.100 which is considered in tlhe
review af develogment applications. The eubject eite is large enouqh
that potential ueea allowed i� the C-G zoning district ehould be able
ta locato th�ir facilitiea on the site while providinq appropriate
meane of landscape buff�ring and screeninq to reduce noise and vfeual
impacts an the adjacent �levelaped pr•opertiee.
7. Plan Policiea 7.1.2, 7.2.1, 7.4.4, and ?.6.i are eatisfied becauae ,
adequate public service capacitiee are available to serve future '
deve].opment of the eite. Ext�nsion of necesaary public facilitiee to
aerve the eite are the reaponsibility of th� developer. The City of
Tiqard notifiee� applicable public and private utility providere of
pending development applicationa.
STAFF REPORT - CPA 90-0003/ZC 90-OU01 - BRTTISH PETROLEZT.!. p�a� 5
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8. Plan Policy 8.1.1 is not eatiefied becauee th�s propoaed redesignation
could lead to development of ueea on the eite which would be �xpected
to attraat �ubstantially more traffic to the eite th�n would be
expected with development under the exieting Commercial Profesaional
(C-P) designation�. This �ot�nti�l increased traffic would tend to
negatively impact traffic �s�fety on nearby streete. As noted by the
Enginesring Divieion, this Goncern ie greate�t with regar�d to sW I�orth
Dakota 5treet through the Anton Park subdivision south of th� ea.te.
Concerna regarding traffic wolum�e and traffic safetp on SF] Piorth
Dakata 5treet have previously been raised by this neighbc�rhood before
the City CounciZ and Planning Commi.�sion.
The applicant's Traffic Analyaie concludes that d�velopment of a
vehicle fuel ealee/car wash/convenisnce atore and esterinary clinic on
the eite would result in cleareased afternoon �Seak traffi,a at ths
intersection as compared t� typical d�velopment und�r the C-P zone.
The Traffic Analysis also concl.udes that the .applicant's in�ended ugee
would have a minimal impact on overall traffic on 5W North Aakota
Street. Staff, how�ver ifinda that theee conclueioas ma�r be sua�ect at
beat and possibly may be irrelevant with respec� to future development
of the site. Firat, as the �ngineering Div�.s.ic�n hae pointed out,
"development o£ a service station could lead to a greater traffic
increaae on North D�kota �tre�t than thz�t indicated by the figuree in
the traffic analysis, due to the unique locatfon of the ai�e. . . there
is a risk that some traf�io will be diverted fram other roates in
arder to utilize the servic� statian/conveniQnce stnre propo�ed for i
the �ite." Th.e applicanta• Razoning Application dwells on the �acSc of
eervice stationA in west�rn Tigard yet the applicants° Traffic '
Analysis apparently i.gnorea the lack af esrvice etatione along
alternate routes and therefoxe is able to g��oject little tr�ffic to
the eite uther than drive-by traffic on SW Scholle Ferry Road. Staff
believes that a serviae station at �hia eit�� wou�ld bc� � sigr�if3.cant
traffic attractor for motora,ets on SW 121at Avenue leadinq them to
uti.lize SW Narth Dakota Street through th� Anton Park eubdiviaion.
Thie could increaee traffic hazarde witl�in thia eetabliahed
residentia]. neighborhuod. Secand, the traffic analysfe could be
irrelevant because it looka only at the theoretical traffic generatir�n
of the us�s th� agpli�ant currently intende� to develop on the site
rathear than looking at the variety of uaee that could be developed an
the site if the redeeignation is approved. No assurance ia proeided
with a Plan Amendment/Zone Change that it will ulti.mately be
developed aa currently intended. Ownercahip and intentions can charage. %
Therefore, traffic analyeis for such a prapoaal ehould look at the
range of posaible usea under the propoeed deeignationa. A fast faod
xestaurant, which aleo could be developed on the aite if the zoning is
changed to C-G, could eubstantially affect traffic in the area to a
mueh greater extent than the usee addreeeed in the applicant�a Traffic '
- Analyeis.
The applicant's Traffic Analyaie seeumes that the aite would have �`
d�irect access to SW Scholle Ferry Road. However, Washington Count,y ��'
and the Oregon State Highway Divieion sugqeat that direct acceae to
j�STAFF REPORT - CPA 9D-0003/ZC 90-0001 - �RITISH PETROLEUM PAGE 6
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Saholla e*�ould ➢ae prohibited which would thereforg le�d to addition�,l
traffic on Nor�h Dakota Street and increaeed delays at the traffic
aignal.
9. Plan Palicy �.1.3 will be eatisfied a� a condition of a�proval of an�r
future dev�lo�me�t of the �ite. Ca�pleti.on of necessa,ry etreet
fmprovements along the eite'a frantages would ba required to be
inei�alled by the develope� at the time of development. The
Engine�ring Diviaion and the Oregan State Highvaay Divieion wil.�
review �ny fu�ure developmer�t groposals fczr the site,
10. �he locational. criteria epec�.fied in Chapter 12 of the Compreheneiv�
Pl�n are partial.ly satisfied for the follnwing reasone:
a. The subj�ct area ie not surround�d by reaidential develo�nent on
more than two side�. Residential development exiets nn tYte eauth
and w��t sides of the site only.
b. Ae d#.scussed above undsr Stat�wide Planning Goal 12 �nd Plan
Pfllicy 8.1.1, etaff i� not pESrsuaded that the propoeed
red�eignation would not inarease traffic on adjacent s�re�te
thereby increasing traffic eafety concerns along theee etreete.
Thi� gotential increase in conges�ion an@ eafety cona��n� may
exiet if the site i� d�veloped as the applicant intend�, and i�
l.ikelg if the aite ehould develop with many other use� a3.Iowed in
the C-G z�ne. The proposal fai.lt� to eatisfy thie loca;tional
criteria for the General Comm�rcial Alan deeignation.
c. The sit� is located at the intereection of an arterial anc3 a
minar col�.ectar stre@t. Access tn the site will be determin�d in
conjunction with the Or�gon State Highway Division through the
developmen� review process. .
d. Public �:raneportation ie available on SW Scholls P'erry Raad.
e. The eite fe an adequate size to accommodate a variety of uass
permitted in the C-G zoning district.
f. The site ie hiqhly vieible from the adjoin.ing etreete.
g. Compatibility of future uae af the eite with adjacent uaee ie
difficult to ascertai.n without an actual develppaent propoeal.
However, the City of Tigard's Site Developraent Review and
Conditional Use review proceeeee are intended to provi,de an
opportunity for review nf a potential developnent�s relationehip
with adjacent existing uses.
In order to approve a quasi-judicial amendment to the Plan and Zorainq
Mapas the City muet also find that there ia evidence of a Ghange in the
neighborhood or community which affects the eubject parcel. Alternativ�ly,
the City must find that there hae been a miatake c�r inconsistency raade in
the oriqinal designation of the parcel (Comprehensive Plan, Volume 2,
STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROI;I3UM PAGE 7
Policy 1,1.1, Tmplementation Strategy 2; Community Development Code Section
�e.a2.o4o�A> >.
The ap�licant�e Rezoning Application asserts that a mietake was made on the
Comprehensive P1an Map with regard to the ehortage of General Commercial
designated properties along the Scholla F��ry corridor. The Rezoning
Application statee that the applicant'e proposed uses are intended to help
meet the day-to-day needa of the residents of the eurrounding
neighborhoode, yet theae particular u�es are not allowed in the zoning
distriats that have been applie� to developable properties along this
corridor. The app�icant pointe out that there are almoat 400 single
family homes withi� nne�half mile of the subject property and at lese� the
same number pf apartments. The applicante state th�t this is an intenee
market for coenmercial uses that serve day-to-day needs of the ar�a°s
xeaidents. The applicants etate, however, that the Compreheneive Plan Map
does not prov�ide enou�h appropriat�ly zaned land to meet theee need� of the
�eighborhood.
W�ile from the applicant's businees viewpaint, a mist�ke may exiet with
regard to the curzent Plan deaignations in that � larg� market demand may
exist that cannat easily �e satisfied �y the current inventory of properly !
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zoned developable land, fro� a land use planning viewpoint other reaeo�s �
exist for not trying t� �atiefy every ecanomf� market demand. The City of
Tigard has paid cl�se attention to the amount of developable commercially �
de�ign�ted land along the Scholls F�rry Corridor, as has the City of
Beave�ton. The cities have chosen to limit �he amoun� of Gener�2
Gamniereial propertiea in order to reduce traf£ic conqestion along ths
highway, in order to r�duce the appearance of strip development, and in
order to minimize traff�c, naiae and li�hting impacta upon surroundin�
ne�ghborhoode. Thie limitat�on u�on General Co[�mercial designatiaix� wae
not a mistake, but inetead was a coneaious dec�sion to li.mit the amount of
developable �ommercial propertiea alang Scholla Ferry Ro�d.
The City of Tigard h�s looked at eeveral ot��r propoeale for redesignation
of prapertie� to the Genera]. Commercial and Neighborhood Commercial Plan
designations along ��� Scholle �erry Corridor and the City haa coneietently
denied those requeata. On the property acroee North Dakota Street from the �
subject site, the City Council denied a request to change the �oning for
the entire property fram Commerci�l Profeesinnal (C-P) to General ;
Commercial (C-G) in 1985 (CPA 3-85/ZC 3-85). The Council's decisian wae ;��
appealed to the Oregon L$nd Uee Board of Appeals. The deciaion was upheld.
The Council found that there wae no �vidence of a mistake in the land zone
designations for this area; �here was na overwhelming need for additional
General Gommeroial designated lande in thie area; and the Council expressed
concern with traffic along both North Dakota Street and Scholls Ferry Road.
A later Plan/zone Change requeet for the same propQrty reeulted in a
mixture of commercial deeignations being approved. The eouthwestern
portion o£ the parcel retained the Professional-Commercial P1an and zone
d�signations� the eastern portion was deaignated General Cor�mercialy and
�he northwest portion was deeignated for Neighborhood Commercial use (CFA
10-86/ZC 18-86) . This neighboring eite is currently under developcaent with ;
a medioal office building and a €aet food restaurant. (A subetantial
j
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STAFF REPORT - CPA 94-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 8 j
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portion of thi.� site is atill undeveloped and is designated with �a
combination of General Commercial and Profession�l Commeraial deaignations.
It is pointed out that the uses the curr�nt apglicant ia intending to
dovelop could be accammodated on thoae vacaat portione of the property to }
th� eaet.) In addition, the �ity Coua�oil in November, 1989, denied a `'
requeet for a redesignation of a 1.9 acre parcel at the intersection of SW C�
135th and Scholls Ferry Road from M�dium-High Deizsity Residential to �
Neighborhood Commercial (CPA �9-Q8/ZC 89-08). Thia decision w�e lmrgely �''
baeed upo�n traffic concerne with regard to �he interaection of Scholle �
Fer�y and SW 135th, as well urith traffic along SW 135th to the eouth. With ;
r�qard to that application, the City Council was unable to find that a �'
mistake had been made in the original designation of the property or that "
eub�tantial changea h�d occurred in the neighborhoad which supporbed a
�;.
change to a commercial designation. We find the same holds true for the ;;
current applieatian. ��
,
In concluginn, etaff does not find that a change in circumstanCe� has !
occusred in the neighborh�od of th.e �unningha�m property einc� the or�.ginal
deeignation of the s�ulsject site with th� Prof�eeional-Commercial Plan and '
zone desiqnati.ona tc sup�ort a change to �eneral Commercial at thie time. j
In acldition, etaff doee not find �viden�e of a mietake in the original 'i
designation. Conversely, �taff finda that the ori.c�inal. Copnmercial �
Profe�eiaaxal d�aignatian wae aare:Eully coaceived and was intended �.o
minimize the paeaibla impacte ugaon adj�airaing larad uees and to minimiz�
trafFic impacts at tlaie congeeted intereeat.ion. The ex��ting Caamm�rciaL a
Profe�sional P1an d�siqna�ion and C-P zoning for �he �ubject parcel should
be maintained.
C. RECOI��TDATTOY+T {
1
The Planning Dfviaion recommends that t&e Planni.ng Commission forward a
recammendation to �he City Council for DENI.AL of Compreher�s3.ve Plan
Amenrlment CPA 90-0003 and Zone Change ZON 9Q-0001 baeed upon the foregoing i,
findinge.
i
PFtEP BYs rry r ZiPPROVED BYs Keith Lid�en
seo e Planner Senior Planner
br/CPA90-03.jo
STAP'F REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLI±UM PAGB 9
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REZt�N.�N� APFL�CA �'�t�N �i
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:.��HC7L�.�.S FL'.F�}��' .F�c�A►� AND
11�TC�,�T.�' L�A.T�►'C�7'A �TR��T j
�'F C�IL CC�1�'PA1V�T, APPL�.�Z��CAI�TT '!
Pre ared by: Jvhn N. Mc�rgan, AICI'
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1=f�b:��u�r�cf 7:.', 19J0
13�ckground
'I'l�:is T"(?jJQT'C ll�ll?. SUj�j'J1E;I71GI�t tl�e ��r�r�lir.at:ion matei�ial submi.tt��c:l by
�F' Oil Comp�ny ancl the traffic anal.ysis pi°epai�e�l by Richc-�rel Woelk,
PI� , o� �T1�F' , �nr . It u.�.i1.1 au;��met�t the rta�terial d��ling with �the ';�
ni�ol�c�s�l ' s r�e:lation�hi� with th� Tigarr� Caa77prehensive Plan.
E�P Di.1 r►as subm:ittcct � i°e.zorie pEtition fi�om Professiori�l C;omcnerc.i�l
t:c> Gf=.ner-�1 Commc,:�c,,ial ior the r��!r�ose of constt�uctirl�3 �� �P .s�rvice
st�t�ori u,t.ith a srri�l.11 rnini—rna�°t �nc� a car• wasYi. This cl��velor�m�;rzt
t?�i.l.l i��tain t:he c;:�:ist.ir�� vctc:rin�r,y clin.i.c on �_t�� s.it�. 'f'he �
st�ti:��z u�i1:1 f'c;�:tL11":.: ��:�t�iZSiv�; iarir�iscapit�g �s u,�E�ll as iErlca,n�
�.;��_ii`1'er in;�; i t; 1:rc7m nei;�l�f.��r.i.ng r-c��iclei�tial: us�s .
f'.aGF 1 ���''�.-� ���'; f+,J -� �;- �i�1����'j��,��r'-A., ;;
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BP DI'L Z.ONE C!-fANGE
il
The neighborhood surrounding the subject property is marl�ed by j
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intense resi.dential development. Apartment canstruction acti.vity E
is very t7igh. Th� �rope .rty across South Dakota Street to the east
of th� subject pro�erty is also being market�d for ap�rtment y
develo�ment . �
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Acces�
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'I'he �ro��r�ty is at the southwest corner of Scholls Ferry Road and ,I
South Dakota Street. Schools Ferry is a major arterial while Soutlz
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D�kota is a cc�llector . ;���
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Scho].1 s I-�rry Roac! is incl uded i.tz the Oreg�ri St:ate Uer�artment of
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'Trans�oa°tation ' s 6—Ye�r Hig1Z�v�y Imnrovement Progr�tm For uiideriing '�
:fron� twa t� four lanes . tt: is �nticir�at�d this work will b�
i�
coml�leted wi.thin the ne:�.t tWO ye�rs . ,�
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The re.clevelopm�nt o� the stibject pror�ert,y will be d�ne �nticipati.n� t
a
the Schc�lls Feri•�y �i�oject . 5etbacks , l�nctsc�l�in�, �nd acce.ss will �
t
r�17 b� coordinat�d with �th� St�t�� aricl tl�� sr�eci.f'ic �l�ns .for trie �
street . "1'his u;i11 h�1� i°�l.it;ve cui�rent anc� future i:ra�fic �ro�l��ms ��
F
�l Lhis itaf:c=rser,tion by ma:cimiz.ir��3 t:P�ie Et':t:ir_i�ncy �f the acc�;ss. p
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'l'his �ic:tion u,lill h�lr� implemerit C:orn�rzhensive Plan Goal 12 wriich S
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BP DIL 7_UNE CHANGE
reads; "Provide and eracourage r� saf�, convenient and e.c.on�mic '�
trans�aortation system. " E�r
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Con.formance r.vi th the Comprehensi ve P1 an
T'he '1'igard Com�r�hensive Plan �oes not anticir�ate a need in this
—
�rticular area for the t pes of services beirig propos�d by BF c�il .
P
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The nearest ap�ropriately zoned areas that are auailable for this
ty�e of use are one to two miles auray to the east and west along
Scr�ol l s t�erry Road . �,
The Pl�n anticipates ne.ighborhoocl commercial. and �rofessional
corrunercial uses , such as the veterin�ry clinic and the adjacent day
;`
�ar. e center , to serve tile surr�unding �or>ulation with�ut requiring ;-
si�;nific�t�tly lang automobile trips . Neighborizooc� commercial us�s
arc� int:enaec� t:o bc convenient and t:�r�ovic�e �or i:he d�y–to--�day ne�ds
o� the surrounding �opula��ion. �
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'I'he GP Oil deve.�.o�ment is �lso intended to help meet �the day–t�-- ` '
s<
c?ay nee.cls of the starrou►�ctir�g t�c��ul�tion. I-iowever, t�y vzrtu� of_ i'`
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th�s�� �.tsc�s na�: Y�ein� a].lc��ved in th� Nei�hb�i°h�c�ca C�rr�rnc�rci�l �r ;�,
Pr�o�ession�l CommE�r�c:i�l zc>i�e , this zoi�a� chan�� is n�cess��°y. `
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BP DIL ZONE C.HANGE
It is suggested that the Comprehensive Plan is in error as it does
not a11aw these ty�es of neighborhood uses within n�ighborhoods .
There are almost 400 single family homes within one—half mile of
the subjec� property. There are at least this number of a�arttnents
in the same area . This is ��n intense mark�t for commercial uses
that serve the da,y—to—cl�y needs af the resiclents . Th� Com�rehen—
s�.ve P1an wisely identified a �ublic ne,ed to i�r�vide land for the.se
k,y�es �f neighborhood cc�rrunerciZl activities witriin �the neighY�ar—
hoods they are i ntencted to serve . Howev�r , i t 'does not �rc�vi de
enou�h ar�I�ro�ri�tel,y zonecl lancl ta meet the riee.cl.
'I'he �P C>i.l. �roposal is it�teizded to meet the same neighborhood day—
to—clay ne<:ds �s the us�s i.s�r�zc��li.y �l.louled with th� Ne.ighbonc��c�d
Commercial zone: . Ho�vever , the zoning orctinanc�, by virtue of 'i
�
eyclucl.in� service statiozZS in n�ighborhood cornrn�rcial z<>nE.s , cloes i
i
not allow this to occur . As we,ll , the zoning map, by not allourirlg ;
enota,,�h �pr�rc��r•iat�:ly zon�cl l�nci to criest thc r7e�c1 , do�s not al.l.c�w �
this ta occur . The servic,e stati.on will l:>rovid� g��soline �nci �il �'
§
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�roc.iuctc, , �zs v�t;ll �is �utorr�obilE, s�i°vicv . "I'h�: c�►r wash �;vill �F< G+ $
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conv�riienc� to tl�e ai�ea res.icl�.�rce . The mi�1i—mart will provid� �
�
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l:im.iteci <�roc�;ries u.�i.t:l�lin easy w�.11;in<3 c:listunc�c c�f resi.ca�r�ls wiLY7i.n ±
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t l��-e. ne i�hborrio�d . �
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P.AGE �� �
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BP OIL �'ONE Cf-IANGE '
I
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The Com�rehensiv� Plan and its irnplementing zoning ardinance failed �
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to address the need to �roviele these types of services on a �
neig�lborhood scale. Even if there is concerr► about the visual �
�
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im�act of a service station, the zoning nrdinance can �uccessfully �.
t:
acldress it through special desi.�n requirements, or through makin� �
service stations a conditional use. #:
;
BP Oil intends to desigzz and construct i.his Facility so that it is �!
s
an attr�ctive , �om�atible �art of the neighborhood. It will ;;
providc needed da��--to—c�ay services to n�ighborhood re.sidents to a
'i
muc17 ;3reater e.itent than the Professional Commercial zone, woulcl. �;
Since. the Comprehe.nsive Plaaz, tYirou3h tha 2anirig ordinance , err�d '��
in r�ot providin� :Eor the.se tyl��s o:£ usES �s part of th� zorzing {
s;;
pattern of tY�e area , the �pri-e, cl�ange is nec�ssary. ;
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Conc1 us.io.ns
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.�cce5�� L� the s�.ibject �r-oX�erty car� be substanti�lly irriprovecl }'
,
s,
throu�h tl�� reciEVE�l.opm�nt of the �ro��c:rty, �s�ec.ially consi.c�erin� }:
x;
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t,hc pc.rlcling u�ici�nin;3 �f Schoc�ls Ter�ry Ro�ci. '
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BP UIL �ONE CHANGE
The Com�rehensive Plan erred in not providing a��ropriate zoning
to allow to a broad variety of neighborhood commercial uses to meet
the needs of the area residents. �
The pro�osed zoning, and th� clevelopment of the subject property
as �roi�osed by BP Oil , will �roviding convenient , day—to—day,
neighborhood commercial services to the surrounding area .
P,9GE 6
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GINEERIN
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7'RAN►.S'�aT�7'A 7'I DN ANAL �'S.IS
FOR
BP OIL C0.1lIPANY
T'IGARD, OR�GON
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4
T'RANSPORTATI�N AfeIALYSIS
�P OIL �O.
TIC�ARC�, OREGI�N
PREPARED F(JR
BP OOL COMPANy
CLE�/ELAND,dHlO
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PREPARED BY
ASS(�Cl�iTED TRANSPORTATIUN ENCINEERING & PLANNING, (ATEP)
4040 DOUGLAS WAY
LAKE OSWEGO, OREGON 97035
90-368 fEBRUARY 1'990
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TABLE OF CONTENTS ;
INTRODUCI'ION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
REPORT METHODOLOGY . � . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ASSUNIPTIONS . . . . . . . . . . . . . . e . . . . . . . . . . . . . . . . . . . . . . . . . . 3
INTERSECTION ANALYSlS ASSUMPTIONS . . . . . . . . . . . . . . . . . . . . . . . . 3
iNTERSEC�IOfd ANALYSIS PROCEUURE . . . . . . . . . . . . . . . . . . . . . e . . . 4
SUMMARY O� FINDlNGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
SCENARIO I � EXiST'ING CONDITIOIVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SITE CONDITIONS AND ADJAGENT LANU USES . . . . . . . . . . . . . . . . . . . 5
EXISTIfVG ROADWAYS . . . . e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e . S
PEAK HOUft TRAFFIC VrJLUMES AfVD OPERA�'IONS . . . . . . . . . . . . . . . . 6
'TRIP GENERATIUN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TRIP DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
EXiST�NC LEVEL.S OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
S(:ENARIO 2 - EXISTING + BP OIL COMPANY AS PEtOPOSED . . . . . . . . . . . . . 19
TRIP GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TR�P DISTRIBUTION . . . . . . . o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
TRANSIT CONSIDERATIORlS . . . . . . . . . . . . . . . . o . . . . . o . . . . . . . . . . . . . 2�
CONGLlJSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
FtECC)A�IMENIDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2�'
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T�BLE� ;
1. Projected Trip Generation Current Zaning . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2. Levei of 5ervice Definitions (Signalized Intersectior�s) . . . . . . . . . . . . . . . . . 15 .
3. Criteria for Signalized Intersections � . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 fi
4. Level of Service Definitions (�lnsignalized Intersections) . . . . . . . . . . . . . . . . 17
5. Criteria for Unsignalized Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6. Existing Levels of Service at Critical Ir�tersectians . . . . . . . e . . . . . . . . . . . . 19
7. Projected T�ip Generat�or� for Scenario 2 . . . . . . . . . . . . . . • . . . . . . . . . . . 20
8. Scenaria 2 Levels of Service at Criticas lntersections . . . . . . . . . . . . . . . . . . 21
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FIGURES
1. Vicinity Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . o . . . . . . . . . . . . . 2
2. Existing AM Peak Hour Traffic Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3. E�cisting PNI Peak Hour Traffic Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4. Existing Zoning Site Cenerated Traffic Volumes AM Peak Flour o . . . . . . . . . . . 10
5. Existing Zonirag Site Generated Traffic Volumes PM 6'eak Haur . . . . . . . . . , . 11
6. Existing Zoning Total Traffic Volumes AM Peak Hour . . . . . . . . . . . . . . o . . 12
7. Existing �oning To#al Traffic dolumes PM Peak IHour . . . . . . . . . . . . . . . . . 13
�B. Proposed Zoning Site Generated Traffic Val�mes AM Peak Hour . . . . . . . . . . 22
9. Propc�sed Zoning Site Generated Traffic Vol�am�s PM Peak Hour . . . . . . . . . 23
10. Proposed Zoning Total Traffic Volumes �v1 P�ak Hour . . . . . . . . . . . . . . . . 24
11. I'roposed Zoning Total Traffic Volum�es PM Peak Hour . . . . . . . . . . . . . . . . 25
I
-III-
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4 4'�4„- s�'`+a.,
, TRANSPQRTATION ANALYSIS OF
BP OIL CO.
L�CA�ED W
TIGARD, OREGON
- : ..:.;;;;.;;.>.; This impact analysis has been conducted to
INTI�`P"JDU�t�N identify and evaluate the existin� and future
` traffic operational needs of the City of Tigard's
transportation system based on the potentia!
impa�t of the BR C3il Company property on the surraunding street system. The 1.38 acre site
is baur�ded on tFre north by SW Schalls Ferry Road,on the east by N.Dakota S#reet and on the
west and south t6�e �ite is bounded by residential developm�nt. Figure 1 shows the vicinity map
of the proposed development.
The ther�e of this transp�rtation ana9ysis is to asse�s the transportation impa�s frorr� the
develcaprnent of the subjecl property on �he surrounding street netwark based on two different
scenarios:
• �irst, the impact of development of th� property under existing conditior�s will be established;
• See:ond, �the impact of developrr�ent of the property with the proposed development will
be analyzed to determine what differen�e there may be on the transportation system.
�he f�rmat used in this report was established during meetings vvith the City of Tigard, ODOT
and the applica�rts representatives. Specific tra�ffic r�lated issues discussed in this report inciude:
• Traffic anaiysis for the study area.
. Existing land use and traft'ic conditions in the project area.
. Proposed land use and future traffic conditions in the project area,
. Trip Generation estimates for the �P Oil Company property.
• Site access locations and operations.
• Safety cor�siderations at the site access locations including, but not lirnited to sight distance
analysis, turn lane and channelization needs.
. Traffic impacts on surrounding streets.
This report was prepared using the (atest land use and transportation data available from the
�pplicant, the City of Tigard (hereafter referred to as City), Metropolitan Service District (METRO),
and the Oregon Dep�artmemt of Transportation (ODOT).
ASSOCIATEp TRANSPORTATION ENCINEERING � PL�NNING (ATEP) PAGE 1
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Figure VICINTIY M�►P Page 2
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Morning and evening peak period turning
�RaEP'�RT M�-iIO�O�C��Y :.: .::
rnovement traffic counts were conducted �t the `.
:::.:::..:::
����'" intersections ad acent to the BP Oil Corn an
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property and along key arterials in the area by
ODOT for the Scholls Hwy widening project. The morning peak hour was found to be 7:3Q to
8:30 a.m. and the evening peak hour was from 4:30 to 5:30 p.m. Upon review of these peak
ho�ar cnunts, the p.r�. peak period was determined to be the most critical time in terms of
traffic impacts at the intersections in the study area.
The �perating characteristics at each of the key signalized and unsignalized intersections during
the peak periods were examined using the methods outlined in the 1985 hdighwa}o Capacity
Manual utilizing the Highway Capacity Manual Software. The operatin� characteristics exarrrin�d
included the average vehicle delay, volurn�to capa�city (v/c) ratio, level of service, and estimated
queue length.
�"he criteria used for the intersection analysis included the guidelines set forth by iN'ashington
County. These guidelines state th�t each signalized intersection analyaed should operate at a
Levei of �ervice (LOS) [7 with a volume to capacity (v/c) ratio of 0.95 or I�sso See tables 1
throtagh 4.
ASSURr1l�60�f�lS
Sit� Access Paints
Access pants fior the BP O:I �ompany sate under existing and proposed zo�nin� differ such that
traffic patterns will not b� very much alik�. Under existin� zoning, only one access point exist
along N.[Jakota Stre�et, and no access point exists along SW Scholls Ferry Road.
Under the proposed zoning a new access has been assumed to be I�c;ated on SW Scholls
Ferry Road approximately 240 feet west of N.Dakota Street. See Figure 1.
INTERSEGTION ANALYSIS AS�SUIl�IPTIONS
In order to analyze each intersection, there were certain common assumptions made. These �
assumptions, in general, are as follows:
1. Traific si�nal timings were modified from existing timings to optimize intersection
operation. Modifications include both change� in individual pha�es and cycle len�ths. x;`
E,;
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2. Peak hour factors usec! based on existing traffic caunts were 0.9 to 0.95 for the �.m. peak t�
and 0,9 for the a,m. peak. '�
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ASSOCIATED TRANSPORTATION ENGINEERING & PlANN1NG (ATEP) PAGE 3
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' 3. Truck percentag�_ used in the analysis were based on��.r�e truck counts performed during
, turning movement counts.
4. Each intersection operates as an isolated intersection. ��
INTERSECTION ANALYSIS PROCEDURE
The anaty�is of the key intersections included two different traffic scenarios for the a.rn� and p.m.
peak periods. These scenarios include:
. Existing Conditions �nrith �cisting Zoning traffic (Existing Zoning)
. Existing Conditions + BP Oil Company Traffic (Proposed Zoning)
; ,; ; ;
,�(�IVIMA�Y�3�' �'�1�fL)1N'C�5 ; ' '
Based on the an�lysis found later in this rep�rt, the followin� findings are made:
• �"he property under the existing zoning could generafie approximately 426 daily trips (213
round trips). During the afternoan peak hours approximately 54 two-�vay vehicle trips v�ril!
occur at the proposed site dr6veways.
. The BP Qil Company property, at f�ll build out, is expected to generate approximately 1,860
daily trips (930 round trips). D�ring the afternoon peak hours approximately 8A twa-way
vehicle trips will occur at the proposed site driveways. The property is expectec! to generafie
approximately 26 more trips during the afternoon peak than the existing zon6r�g.
• This traffic analysis for the BP Oil Company property has been prepared using a development
scenario supplied by the applicant. The land use assumptions in most cases represents a
higher level of development than currently exists.
• The existing road network system within the study area is currently operating at
unaccepta�ile levels �f se�rvice. Capacity deficiencies exist during the p.m. peak period at SW
Scholls and N.Dakota. This capacity deficiency pertains to the inadequate number of lanes
al�ng SW Scholls Ferry ftoad to accommoda#� the large number af vehicles. main street.
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. The impacts on the street system of the BP Oi) Company property under either existing or
proposed zoning are not significant. ,,;
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ASSOCIATED 1'RANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 4 i-y
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SCFJNARIO 1 QCISTl11lG GCaNL�R7�?,1VS ��RI�EIlIT'Z�NING;
The study area has been determined based on guidelines recommended in conversations with
ODOT and the Caty of Tigard Staff. The guidelines state that if the ratio of si#e-generated traffic
to existing traffic on a given link is �reater than 1� percent, then this link is impac;ted by the site
and intersections on this link should be analyzed. Based on this guidelines and discussions with
the Ci�.y of Tigard, the following interseetions were analyzed:
1) SW Scholls Ferry Raad and N.Dakota/125�h Avenue.
Additinnally, the driveway access points identified by the BP Oil Com�any proposal were
included in the a�alysis fcrr future road conditior�s.
SiT'E COND9TION5 AND ADjACENT LAND USES a
The property in question is located on the Southwest Corr�er mf SW Scholls Ferry Road and N.
Dak��ka and presently has a veterinarian office in a converted single family dwelling. 7he existing
building is to be relocated to the rear of the property with the service station to be located on
the frt�nt portion of the property.
�
The praperty is bounded by residential properties to the east and sou�h and wouid be a �
conditic�nal use in the proposed zone. '
E�(iSTiNG itC)A�WAYS
SW Scholls Ferry Road is a major east/west link through this pdrtion of the City of Tigard and
is described as an Major street in the Trar�sportation Element of the City of Tigards
Comprehensive Plan. SW Scholls Ferry Road links Hwy 26 a� fihe Sunset Cor�idor avath Tigard
and Beaverton on the South and West. Th� existing ruadvvay is a 2 (ane arteria) with left turn
lanes at major intersectioras. SW Scholls Ferry Road is expected to be reconstructed during the
next twa years to a five lane major arterial roadway leff turn pockets and traffic signals at the
major intersections.
N. Dakota is a designated Minor Collector 5treet that flnws from SW Scholls Ferry dtoad to �he
commercial areas of SW Greenburg Road on the east. N. Dakota is generally a two lane section
with parking allowed on both sides of the street.
ASSOCIATED TFL'�NSPORTATION ENGINEERING & PtANNING (ATEP) PAGE 5
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' PEAK HOUR TRAFFICS, JLUMES AND OPERATIUNS `�.
Morning and evening peak hour turning movement traffic counts were conducted at fihe key
intersections listed above by �DOT. These intersections are adjacent to the BP Oil Company
property and along key arteraals in the area. The morning peak hour was found to be 7:30 to
�8:30 a.m. and the e�vening �eak hour vuas from 4:30 to 5:30 p.m. Upon review of these peak
hour traffic counts, the p.m. peak period was determir�ed t� be the most critical time in terms
of traffic irx�pacts at the intersections in the study area. No adjustments to the volumes have
been made to account for seasonal variations in traffic volumes. Figt�res 2 and 3 show the
existing a.m. and p.m� peak hour traffic vo�umes at th� key intersections in the study area.
TRIP GEN�ItAT10N
Estimates of tatal dail a.m. and .m. eak hour dri�vew� vofumes for the existin w r
Y P P Y g
uses e e
developed from empi�ical observations at many similar-sized facilities located throughout th�e
United States. �These empiricai observations are surnmarized in a standard reference manual
publish�d by the Institute of Trar�sportation Engine�rs, and are supporfied by additional
independent s�udies conducted by both the California Department af Transportation and �he
Arizona Departrnent of Transportat�on.
Estimating the number ofi vehicle trip ends that will be generated by the proposed develc�pme�t
9s of prime irnportance in order to accurately asse$s the impac:ts of develapmer�t �n the road
network.
Twa ba�sic procedures are available to �traffic engineers for estimating the number of driveway
vehicle trips generated by a proposed but not -yet -existing development:
1. Apply averages observed through fierd studies conducted at oth�r similar fa�ilitie�
located thraughout the United States. A number of sources are available for this inforr��ation
including Tri� Ceneration Manual f4th Edrtionl 1987, which is published by the Institute of
Transportation Engineers (ITE); and summary trip generation reports prepared by the California ;
Department of Transportation� the Arizona Department of Transportation, and other public i
�
transportation agenc:i�s. All of these sources provide excellent guidance in estimating the trip
generation rates for various land uses, but �bviously do not take into account the effects of local '
conditic�ns and unique characteristics of the proposed land use. ;
�
2. Obsenre through field studies the acttaaf trip generation characteristics of other similar �
and exi�ting deerelopments within the local arHa. l
i
�
Procedure one above was �sed in the developnnent of this report. Table 1 shQ�NS the expected i
number of vehicle tap ends to be generated by the current zoning on a daily a.m. and p.m. �
peak hour basis based on the mathematical reprQSSion equations developed based on ti�ip �
;
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2 AM PEAK HOUR
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EXISTING TRAFFIC VOLUMES Page $ ;
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, generation rates at similar sites througha�t the United States and found in Section 54U of the
Tri Genera i n
t o Manual 4th Edition .
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For the p�urposes of this analysis, it is assumed that none of tl�e home-related person trips will
be rnade by r�ass transit. This assumption is considered to be appropriate since even though
Tri-Met provides service to wc�hin about one-quarter mile of the site. Further, assurning no
transit ridership resufts ira a worst-case scenario for trafific impz�r:ts ta the street system.
Table 1 - Projected Trip Generation For �urrent Zoning
Ger�r�t�d Tr� ;; '
; Type of ' 5iz�af ! I��ily
�' M Pea�ic Hour
! Land LJse : ; Land IJse `_.: Volurnes TotaO+� !r� »«»..«Uut
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TRIP DISTRIBl1TiON
The destribution of�eneratetl firips onto 4he roadway sys�em �vithin the site area was determined j
by reviewing #he existing distribution at the rnain street intersections and the distribution pattern �
d�termined by METRO using the EMME2 traffic rnodel. i
Figures 4 and 5 show the estimated sit�-generated traffic distrik�uted to the surrounding raad
1
system. The site-g�nerated traff� shown in Figures 4 and 5 were combined with the existing
traff'ic volumes shown in Figures 2 and 3 to arrive at the total traffic for the ro e und�er the
P P �Y
existing zoning �or the a.m. and p.me peak periods shown in Figures 6 and 7.
LEVEL UF SERVICE
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The peak hour traffic operatinns, �n terms of levels of service, at the key intersections in the �'
strady area were examined with procedures described in the 1985 Highway Capacity Manual �?
(f'teference 2.) Level of S�rvice (LOS) is a concept that was develaped to measure how the ��
driver perceives the condition� surrounding them a5 they travel through a signalized intersection � ;'��
��:
or roadway s�gment. This degree of perception inc�ludes such elements as travel time, number �;::
of stops, tota6 amount of stopped delay, and irnpedances caused by other vehicles. As originally
defined by the 1965 Highway Capacity Manual six grades are used to denote the various LOS; f;
these �rades are shown in Table 2. Using this definition, it is generally agreed that "D" L05 is �'
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the minimurxi acceptable for an urban area.
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Figure SITE GENERATED NEW TRIPS '�
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� For the purposes of thi� ,�nalysis, the assumed relationship b�t,rv�een the calculated stopped time
• delay per vehicle and the assnciated LOS for signalized intersections is given in Table 3.
Unsignalized intersections require a somewhat different approach to determine the capacity of
the intersection. The 1985 Highway Capacity Manua) offers the concept of "Reserve Capacity"
as the guid�line for measuring the capacity.
;
Reserve Capacity is defined as " that portion of available hourly capacity that i� not used". It �
should b� noted that the concept of Reserve Capacity only applies to the individual movements
of traffic on an appraaeh to an inters�ction, either in an individual lane or a shared lane, not ta
the ov�rall operatian of the intersection. This determination is made after all approaches are
an�lyzed and the LOS determined is usually �hat approach that typifies the "Worst Case"
conditic�n or worst Level of Service. A description of the IeveMs of service relating to #he Reserve
Capacity Concept is shown in Tables 4 & 5.
Past experience with the unsigna�liaed analysis procedure indicates that this rnethodo9o�y is very
canservatiNe in that it tends to overestimate the magnitude of any patential problems that might
exist. Therefore, the resul#s of any unsignalized intersectdon analysis should be xe�riewed vvith
this thc,��ht in mind. Within th� City af Portland, LOS D is considered to be the minimum
acceptabie standard for an unsignaiized intersection.
LOS analyses pres�nt�d in Yhis repart vvere performed in a+cc�rdance with th� procedures
described above. Far each intersection, these arralyses estimate the �verall intersection LQ�S
durin� the peak hour flow.
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ASSOCIATED TRANSPORTATION ENGINEERING & PIANNINC (ATEP) PAGE 14
' Table 2 - Level C;. �ervice De#initions (Signalized �,.�ersections) ,
::> ,
.,
<:: .L�vet of '
::< 5ervice ` Traffic Fiow Characterist�cs >
_;: , ; , ,, : , :
: � Very low delay, less th�an 5 Q s�onds per vehicle This nccurs wh�n progressian
�s ex�r�mely fa�'cira�le �nd most vehicles �rrive during the green piiase. Most `
:; �:
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:;: 8 Average delay �n' th� range ,;of 5 1 to 1 SA seconds' p�r vehicle This ger�er�lly !
>.:
accurs wi�h ood ra ression and or short cle len hs :More vehicles sto 'than:; :;
:::
;.; > P �> I ,. G9' � p
! for LOS.A Causin hi her levels of averag� dela '
.
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: :
C Average delay irr the range„of 15:7 to 2� U seconds per dehicle Tlie�� higher ;
�`� deta'
:
ys may r�sult frQm fair !; progress�or� and/or Oang�r c,ycle lengths ; 6ndovoduaf !
::
cycle' fa�lures may begin ta appear:m this level: The'number of vehicres stopping ;
>.
is significant at this ieyel, altfiaugh 'may still p�ss thYough the mtersettion withot�t
::
�� ' stopping. ;
<. ,
';: U.. ' r'�vera�e de0ay in the range of 25.1 tc� �0 U :seconds; per veh�cle At LOS D, the.:'
: ; �nfluer��e of co�igestion becomes rriore ntati�eable Longer dela�ys rnay �esult from.;
. ! some combina�iar� +�f unfavorable ;progressican, langer cycl� iengths, or high �/c .;
;:
'. rations Many vehecles stop, �nd the pra�po�on nf�ehi�les not sto in declir�es� ; :
:<;
.; , P
:.
.; ; IndBvidual cycle failure5 are r�oticeabie Frequer�t 5ignal cie,fa�lures and as�ac�ated :;
;..
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' congestion: ;
<: , , ;
; ;.
� ' Awerage d�lay en the range of 40 9 to 60 secands per ve�h�cle This is;consider�d '
; to be the fimit.of aceeptable delay: :Th�se h� h;delay vaiues.generally indecate poar ;;
; <
! progr��s�onr long' �cyel� I�ngth�, and hogh v c raUos f�dirriduai t�cle �ailureS ar� ;;
,: ,
<: , fr �a�nt ciccurrences. >
... :. : � :__ ;'
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��>: � Forced �low, with average delay en �xcess of 60 0 seconds per-vehiele Th�s �s ;
;._ .
: �onsrdered;:#o be unacceptable to mQS# dr�v�rs' Thrs �and�t�on oft�en c�ccu�s with ;
"` oversa4uration, ��, wh�n arrival �aws rates exce�d the ca �ci of`tt��in�ersectipn ::
� P �Y
:>:.
.:: ;
;;. �t may also occur at high v/c rat�oS belo�nr 7 00 w�th rnay tndivedual �cle fa�lures ;
�° P�oar' ro ression,;and long cycle ien�ths may a�so �e ma or cantrebutin causes �o :i
» : P g :; 1 $
.;::
� ; su�h delay levels '
>:: ;
:;;. Note� A° signal cycle fa�ture is.considered to occur wheo� one or more vehicles are ;,; ,
: for�ed to waii through more than one gr�et� signal ind�cation 3'or a p�rticul�r ; :
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.;; <
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;::;. So�rce• Transportafion Research Board "H��hway Capacity Manual°, Spec�al>Itepart 2�19 :
: ("1985) :i ' <
ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 15
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Table 3 - Criteria For Signalized Intersections
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AS50CIATED TRANSPORTATION ENGINEERINC & PLANNING (ATEP) PACE 18
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i.:'
Table 6 indicates that capacify deficiencies exist during the p.m. peak period at SW Scholls Ferry �'
Road and N. Dakota. This �apacity d�ficiency pertains to the amount of#raffic on the main street i`
that restricts th� a�naunt �f greet time allocated #o the side street. The side street movements ;
experiences long deMays waiting to exit anto the main street. ''
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Scenario iwo includes developmen#of the BP Oil Comp�ny property u�ndPr the proposed zoning. ;;
This sceroario w�uld �hange the �xisting zoning fre�an Pr�fessiona) Office to Ceneral Commercial �!;`
and BP Oil Co. tc� op�rate a service station under a conditionai use. !'"`'
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4'.
Th� proposed developme�nt consists of a 10 pump service station with a small convenieo�ce stnre r`'
;:
nf apprcaximately 6Q0 square feet and a single vehicle car wash. �:
�,.
The conven��nce st�re is desi ned to 5ervoce th� cu�tomers from the servoce station as is the '`'
� f'
c�r wash. The station will give discounts on car washes if the vehicles buy gas. The� car wash �-
is d�signed to handel one car at a tirne and is not designed as a high volume car wash. '��
I;
�
Access into the site under this scenario would include one access point off af SW Scholls Ferry ;�
Road, and one on N.Dakota �pproximately 180 feet south of SW Scholls Ferry Road. f'
See Figure 1. � �;
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ASSOCIATED TRANSPORTATION ENGINEERINC & PLANNING {ATEP) PAGE 19
, . . .� _
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� TRIP GENEitATlUN � 4
Table 7 - Projected Trip Generation For Proposed Zaning
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TOTAL
�r8�t1 �5' 41' 3�3 .
, -
` NEi' NkW XRIP �NDS .; ;
GFNERATELI BY 7H� �IT�'(C? 9�5 3� 20, 1$
NOTF5:
A. GSF = gross leas�ble square feet
B. Includes both inbound and outbound trips
C. Assumes that 40 percent of the trips attracted to the conv�ni�nc� portion of the
dev�lopmer�t and 58 perc�nt of the trips attracted ta the service station r�present drop-ir► trips
�c by�pass trips by vehicles that are already on the adjacent a�oaci system. As allowed by th�
Trip Gene�atiun Manua! ( 4th Edition) page 10, this also assumes that all rem�aining �ew and �
diverted �✓ehici� trips are new to �h� site. This assumption is based con studies p��ublished in the `
"ITE Journal"'. This reduction accounts for trips that would otherwis� be double counted because �
they are �Iready on the road system. These trips include stops made by persons enteri�g or ;
I�eaving nearby commercial and resider�tial property, and by persons whase primary des�ination ;
is to other commercial are�s. ;
;
�
For the purposes of this analysis, it is assumed that none of the home-related person trips wifl �
be rr�ade by mass transit. This assurr�ption ignores the recent projections that 4-6 percent af all �
�
home based person t�ips for purposes unrelated to work will be made by transit, Therefore, ;
�
�
,.
E
�
�
;
' IGt4leson, V\/ayne K. and Lawton, T. Keith, "Evaluation of Shopping Center Trip Typ�s", ITE ournal t
Volume 57', Number 2, February 1�87, Pg.35. �
Slade, Louis). and Grave, Fred�ick E., "Reduction in Estimates of Traffic Impacts of Regional Shopping t
Center�" Il'E lournal, Voiume 51, Number 1,J�nuary 1981, Pg 16. x
5mith, Steven A., "A Methodology of Considering Pass-by Trips in Traff'�c impact Analyses f�r Shopping �
Centers" ITE lournal. Volume 56, Number 8, Pg.37. �
ASSOCIATED TR/�NSPORTATION ENGINEERING & PLANNING (ATEP) PACE 20' �
�
�
� this assumption tends�., cause the analysis to reflect a wor�,, .;as� condition, and over estimate
» the traffic impacts associated with this development.
TRIP DfSTRIBIiT'ION
The distribution of generated trips onto the roadway system within the site area was determined
by reviewing the existing distributior� at the major street intersections and the distribution pattern
determiraed by METRO using the EMME2 traffic modeL
Figures 8 and 9 show the estimated site-generated traffic distributed to the surroundin road
ss g
tem. Th .
Y e si#e- enerated . .
traffi
g c shown in Fi ures 8 and 9 w�re
g �ombmed with the existmg
traffic volume� shown in �igures 2 and 3 to arrive at the total traffic fpr BP C�i) Company under
the pr�oposed zoning for th� a.rn. and p.rr�, peak periods shown in Figures 70 and 11.
Peak hou� levels of service were determined at the intersections within the study area for the
development of the BP C�il Company property under propased zon�ng Nlan designations. Table
8 and indi�ates that the intersections wi#hin the study area will function at an adequat� level
af �erviee except the non-signatized infersec;tians.
Table 8 - Scenario 2 - Level ofi Senrice at Critical Intersections
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between (4:00 pm and 7:00 �m).
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Figure TOTAL TRAFFIC Page 24
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PROPOSED ZONING ,.,;�
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TOTAL TRAFFIC Page 25
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Conclusions
1. The development o� t9ie �P Oil Company property under the proposed Zoning Plan
pattern will not severefy impact the surraunding $treet s�stem.
I 2. The ro osed zonin will enerate a raximate) 1 8�0 tri s er da ( a roxim�tel
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985 of these trips are by pass trips that are already an the roadway). Tl�e proposed
zor�ing will generate approximately �75 new trips per day. The proposed zoning would
generate approximately 79 trips during the pm peak hour ( 41 trips in and 38 trips out)
3. T��e exisfiing zoning would ge�erate apprnximately 426 trips per day. The proposed
zoning �nrould generate approxirr�ately 54 trips during the pm peak hour (9 trips in and
45 trips outj.
4. Yhe proposed zonin� wili generate approximate�y 25 more tr�ps during the pm peak hour �'
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than the existing zoning. 1
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5. The inclu§ion c�f a cor�venience store into the proposed development requires that the �
trip rates for a convenience store be used. These trip rates are considered for a free �
standing convenience store ared not a c�nvenience store associated with a service station. ;
These stores usually are served by the customers for the servic� station and very little r
traffic is generated outside af the service station. By usong a free standing convenience �
store trip generation greatly exaggerates the actual number of trips generated by this type �i
of development. � � ;`,
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6. Th� existing zaning would generate more trips to the south into the neighborhood than ,;,
the proposed development. This type of development relies very heavily on exi�ting ,';
traffic. Since this is the onl�y service s#ation in the area, many of the existing vehicles on �;
both SW Schotls and on N. Dakota will use this facility. Very few vehicles will travef j!.
great distances to use this facility. �'
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7. The improvement of SW Scholls Ferry Road to a five lane section in 1991 will greatly �!
improve traffic flnws in the area. #�
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ASSOCIATED TRANSPORTATION ENGINEERING& PlA1�NING`(ATEP) PACE 26 `"
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" :::>::::::>:«:::>;:::::>;::<:::>::>;>�:::>:::_::»::>::>::::>�>:::::::::::. _ <:;:<.;>.:;::>;:.::: Based on th ��. nal i
e ►.,�ults of the traffic access a s s
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� �;;;::::::;f�E�QMM"fN�A77�NS:..:..........:.;::>;:::>:<::;:;:«::::::>::y>::>::::>`> described in this re ort, it is concluded that the
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as ro v 1 d if the
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sed can be de e o e
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operational traffic improvements listed in this j
� report are ronstructed. '�
To ensure tl�e f n f I
sa e a d efficient movement o traffic and destraans within the area, the I
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following traffic operational improvements ar� recommended.
1. The d�v�lopcnent be constructed with two driveways, on� located on the SW Scholls Ferry
� Road at the west property line and one driveway on N. Dakota approximately 75 feet
nurth af the south property line.
2. The developm�nt be designed not to restrict traffic on site and allow for free f�ow of traf6c
inta and aut of the driveways.
.
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ASSOCIATED T �
RANSPnRTATION ENGI(VEERING & PLANNING (ATEP) PAGE 27