The URL can be used to link to this page

03/06/2006 - Packet AGENDA TIGARD PLANNING COMMISSION i MARCH 6, 2006 7:00 p.m. TIGARD CIVIC CENTER—TOWN HALL 13125 SW HALL BOULEVARD TIGARD TIGARD, OREGON 97223 1. CALL TO ORDER 2. ROLL CALL 3. ELECTION OF PLANNING COMMISSION PRESIDENT 4. COMMUNICATIONS AND COMMITTEE REPORTS 5. APPROVE MINUTES 6. PUBLIC HEARING 6.1 ZONE CHANGE (ZON) 2005-00009 UPPER BOONES FERRY ROAD ZONE CHANGE Continued from December 19,2005 and February 6,2006 REQUEST: The applicant is requesting approval for a Zone Change from Light Industrial (I-L) to Industrial Park (I-P) for approximately six (6) acres located between SW 74th Avenue and Upper Boones Ferry Road. The subject property is currently developed with outdoor storage and older industrial buildings. The applicant envisions developing the property with an office use,which is not permitted in the light Industrial zone. LOCATION: 15920 SW 74th Avenue and 16075 SW Upper Boones Ferry Road and adjoining properties. WCTM 2S113AB,Tax Lots 200/300/400/500; and 2S112DC,Tax Lots 1100/1200/1300. CURRENT ZONE: I-L: Light Industrial District. The I-L zoning district provides appropriate locations for general industrial uses including industrial service, manufacturing and production, research and development,warehousing and freight movement, and wholesale sales activities with few, if any, nuisance characteristics such as noise, glare, odor, and vibration. PROPOSED ZONE: I-P: Industrial Park District. The I-P zoning district provides appropriate locations for combining light manufacturing, office and small-scale commercial uses, e.g., restaurants, personal services and fitness centers, in a campus-like setting. Only those light industrial uses with no off-site impacts, e.g., noise, glare, odor,vibration, are permitted in the I-P zone. In addition to mandatory site development review, design and development standards in the I-P zone have been adopted to insure that developments will be well-integrated, attractively landscaped, and pedestrian- friendly. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.380, 18.390 and 18.520. 0 0 7. 2006/07 CAPITAL IMPROVEMENT PROGRAM-PLANNING COMMISSION INPUT 8. DISCUSSION ITEM-99W/HALL BLVD. INTERSECTION 9. OTHER BUSINESS 10. ADJOURNMENT • Tigard Planning Commission Roll Call Hearing Date: 3 Starting Time: '7 :OR- V im COMMISSIONERS: / Gretchen Buehner ►✓ ° Rex Caffall .1 ✓ Teddi Duling // Bill Haack Jodie Inman ✓ Kathy Meads ✓ Judy Munro (Vice-President) David Walsh STAFF PRESENT: Dick Bewersdorff Tom Coffee Gary Pagenstecher Barbara Shields Cheryl Caines Denver Igarta Duane Roberts Kim McMillan Beth St. Amand Gus Duenas Phil Nachbar • • CITY OF TIGARD PLANNING COMMISSION Meeting Minutes March 6,2006 1. CALL TO ORDER Vice-President Munro called the meeting to order at 7:00 p.m. The meeting was held in the Tigard Civic Center,Town Hall,at 13125 SW Hall Blvd. 2. ROLL CALL Commissioners Present: Vice-President Munro; Commissioners Buehner, Qiffall, Duling,Haack,Inman,Meads, and Walsh Commissioners Absent: Staff Present: Dick Bewersdorff,Planning Manager, Gary Pagenstecher, Associate Planner, Gus Duenas, City Engineer,Kim McMillan, Development Review Engineer;Jerree Lewis,Planning Commission Secretary 3. ELECTION OF PLANNING COMMISSION PRESIDENT Commissioners Buehner and Inman were nominated for President. The vote resulted in a tie, so it was decided to vote again at the next meeting. 4. PLANNING COMMISSION COMMUNICATIONS AND COMMITTEE REPORTS The Planned Development Review Committee meets tomorrow night to wrap up their recommendations. The Committee for Citizen Involvement met February 16th to hear a presentation about the City's preparedness plan. They also had an update on the Comprehensive Plan. The City Center Advisory Commission (CCAC) has set priorities for next year's projects. They had a long discussion about improvements on Burnham Street. They're waiting for the final report from the Streetscape Committee. The Park and Recreation Advisory Board held a discussion about the former Black Bull property on North Dakota. The secondary access under the railroad tracks was not a legal PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 1 • • easement at this point (Commissioner Buehner advised that this issue has been resolved). The cost of the pedestrian bicycle bridge across the Tualatin River has increased substantially. Tigard may enter into an IGA with Tualatin to come up with the extra funds. The City has volunteered to donate almost enough money to make the skate park go forward. The City will re-apply for a grant they didn't receive last year, plus,they'll apply for other smaller grants. With goals for this year, there has been discussion about setting up some sort of a recreational district. The Transportation Financing Task Force will be meeting in a couple of weeks to discuss a variety of transportation issues. 5. APPROVE MINUTES It was moved and seconded to approve the February 6,2006 meeting minutes as submitted. The motion passed unanimously. 6. PUBLIC HEARING 6.1 ZONE CHANGE (ZON) 2005-00009 UPPER BOONES FERRY ROAD ZONE CHANGE Continued from December 19, 2005 and February 6, 2006 REQUEST: The applicant is requesting approval for a Zone Change from Light Industrial (I-L) to Industrial Park(I-P) for approximately six (6) acres located between SW 74th Avenue and Upper Boones Ferry Road. The subject property is currently developed with outdoor storage and older industrial buildings. The applicant envisions developing the property with an office use,which is not permitted in the Light Industrial zone. LOCATION: 15920 SW 74th Avenue and 16075 SW Upper Boones Ferry Road and adjoining properties. WCTM 2S113AB, Tax Lots 200/300/400/500; and 2S112DC, Tax Lots 1100/1200/1300. CURRENT ZONE: I-L: Light Industrial District. The I-L zoning district provides appropriate locations for general industrial uses including industrial service, manufacturing and production, research and development,warehousing and freight movement, and wholesale sales activities with few, if any, nuisance characteristics such as noise, glare, odor, and vibration. PROPOSED ZONE: I-P: Industrial Park District. The I-P zoning district provides appropriate locations for combining light manufacturing, office and small-scale commercial uses, e.g., restaurants, personal services and fitness centers, in a campus-like setting. Only those light industrial uses with no off-site impacts, e.g., noise, glare, odor,vibration, are permitted in the I-P zone. In addition to mandatory site development review, design and development standards in the I-P zone have been adopted to insure that developments will be well- integrated, attractively landscaped, and pedestrian-friendly. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.380, 18.390 and 18.520. Commissioners Buehner,Meads, and Walsh reported site visits. PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 2 • • STAFF REPORT Associate Planner Gary Pagenstecher presented the staff report on behalf of the City. He advised that very few comments were received for this application. At the neighborhood meeting, the applicants did not receive any comments in opposition to the zone change. The staff report addresses each criterion. The Commission's decision needs to be based on compliance with applicable Comprehensive Plan policies, compliance with applicable TDC standards, and evidence of change in the neighborhood or a mistake in the Comp Plan or zoning map. Staff recommends approval with conditions. Commissioner Buehner noted in the staff report that there was discussion about potentially adding another through lane on Upper Boones Ferry and a right turn lane on Durham. She wonders if we know when that will occur. Staff answered that we're looking for this applicant's proportionate share as it develops and will look for the same from other developments as they come in. Commissioner Buehner wonders if we could see a large increase in traffic in this area if other properties ask for a zone change. Staff said that as this property goes through site development review, they will have a traffic study done. The City could request that they look out into the future,perhaps for 10 years, for a projection. This will be similar to the Tigard Triangle where the City has been collecting funds for signalization of 68th/72nd and Dartmouth. Commissioner Buehner asked if the City has plans to look at doing major improvements on 74th Ave. and the intersection with Durham Road. Kim McMillan answered that she was not aware of any plans, but noted that light rail will be coming through that intersection. For this project,they do not have direct frontage where they would have to improve 74th Ave. APPLICANT'S PRESENTATION Richard Akerman, 919 Westpoint Rd.,Lake Oswego 97034, advised that he is the owner of the property and has been there since the mid-1970's. He has operated Oregon Landscape and Northwest Landscape Industries on the property for years. They bought adjacent property. He reported that, as PacTrust came through and rezoned everything, these parcels stayed the way they were with the exception of one office building that is in the IP zone. He believes it's time to change; he would like to see better use of the land, like the surrounding PacTrust properties. Brian Bennett, 29080 SW Petes Mountain Rd.,West Linn, OR 97068 testified that OPUS Northwest is proposing the future development for this property if the zone change goes through. Ed Murphy, 9875 SW Murdock, Tigard 97224 advised that the properties were zoned light industrial in 1980 and that circumstances have changed since that time. He said one of the criteria is whether this proposal is consistent with the Comprehensive Plan. He spoke about PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 3 • • another criterion- evidence of a mistake or inconsistency of the Comprehensive Plan or zoning map. He believes the zoning map is now inconsistent. Using a current zoning map, he showed that approximately 94% of the surrounding properties are zoned IP. Elmo Studd's (a lumber yard) is in an IP zone,which is a non-conforming use. Eventually that property will be redeveloped with an IP use. Murphy advised that another criterion is that the proposed use will meet the standards of the zone. The proposed office buildings meet that criterion. Trish Nixon, 1121 SW Salmon, Portland 97205, detailed the proposed new development. It includes two new 3 story office buildings totaling approximately 125,000 square feet (Exhibits A and B). There will be dedication of right-of-way on Upper Boones Ferry for the proposed widening of the street. They plan to keep the existing driveway adjacent to the existing office building on Upper Boones Ferry Road. She detailed other features of the proposed development and advised that they plan to start construction this year. Julia Kuhn,Kittleson and Associates, 610 SW Alder, Suite 700, Portland, reported that her company did the traffic impact study for the project. She said ODOT requires them to look at 15 years beyond when the proposed zone change would be approved. The study found that the Upper Boones/Durham intersection fails today even without the development. They will contribute a proportionate share to improvements at that intersection. They are proposing to pay for a share of the southbound throughway and the southbound right turn lane. Kittleson also looked at the 72nd intersections along Upper Boones, Sequoia Parkway, and Carmen interchange. In the long term, the Carmen interchange will need an eastbound right turn lane onto I-5. They looked at site access points under near-term conditions and determined that there is adequate capacity. Their study, for 127,000 square feet of office space,projects about 260 trips during peak hours. They are in agreement with the conditions of approval. They requested that the proportionate share contributions be due at time of building permits rather than at time of zone change. Kim McMillan advised that the conditions of approval would have to be met before final building inspection. Commissioner Buehner expressed concerns about traffic in the overall area and whether we're creating a precedent in terms of other development occurring that will overwhelm a bad transportation system. Kim McMillan said this is the first project that has requested to participate in a shared contribution manner. Buehner commented that this intersection cannot wait 10-15 years for improvements to be made. McMillan suggested using the Capital Improvement Program to move this project forward. PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 4 • • Concerns were raised about diminishing undeveloped I-L zoned land in the City. With regard to these particular parcels, everything else around it has been zoned I-P. Concerns were also raised about run-off from the parking lot. The Commission was reminded that the specific site plan was not what was being discussed tonight. The applicants described the water quality system which will be under the parking lot. The water will be treated per CWS standards before it goes into the creek. Since they most likely won't get a second driveway for their sole use, staff advised that the applicants would share one driveway with Elmo Studd's. There maybe conditions attached with that driveway during the site development review phase of the project. PUBLIC TESTIMONY None PUBLIC HEARING CLOSED Commissioner Meads asked how strict the Commission could be about conditions regarding traffic. McMillan said they didn't think it was necessary because during the site development review,particulars will be addressed. This will be a Type 2 application. Commissioner Inman moved for approval of Zone Change (ZON) 2005-00009 with amended conditions of approval as so read: • Condition of Approval# 1 - Applicant shall contribute to the City their"proportionate share" at time of final building inspection of the eastbound right turn lane at the I-5 southbound ramp terminal/Upper Boones Ferry Road intersection. The rest of the condition to remain the same. • Amend Condition#2 - Applicant shall contribute to the City their"proportionate share" at time of final building inspection of the improvement costs for providing a second southbound lane,etc.,keeping the remainder of Condition#2;with the findings as shown in the staff report and public testimony. Commissioner C'affall seconded the motion. The motion passed bya vote of 6-0. Commissioners Buehner and Meads abstained. 7. 2006/07 CAPITAL IMPROVEMENT PROGRAM - PLANNING COMMISSION INPUT Gus Duenas, City Engineer, reviewed the proposed 2006-07 Capital Improvement Program (Exhibit C). He advised that the public hearing for the Planning Commission would be May 15th. The Planning Commission had the following comments/questions [staff responses are in PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 5 • • italics]: • Try to synchronize the signals on SW Durham. • Is it possible to use TIF funds for a 2-lane road? Typically TIF fins are used to add axpacitY • Burnham Road needs to be 3 lanes at least from Hall Blvd. up to Ash Ave. • If we put a driveway from Ash Ave. to the Commuter Rail station,is that going to diffuse the impetus to build the street out in the future? What zee wit to do is build a 2- kme access road into the Commter Rail parking lo but mike sure it's z ithin the corridor for the fzutureAsh A ze so it won't be wasted • For the extension of Ash Ave.,what's the issue with right-of-way to Scoffins? We need to study the corridor fromFan.v Cruz north to Scoffins. We need to see zehat the best aligirent will be • Has anything been discussed about the "misalignment" of the Commercial Street/Main Street intersection? For the long term ys, but for now we're just zeid ring Coroner vial to enhanx it as a gatezeuy into the Dozentozen. • We need to deal with the Main Street/Tigard Street intersection. TriMet is propasinga "gate"system to signalize Tigard Strcot Maybe we could put up stop signs in the meantime. • Will the City be lengthening the right turn lane at Hwy. 99W and Bull Mountain Road? Yes • Will the City put one or two speed bumps on Ventura Drive? A t this poin4 the City doesn't knozewhowmany bins zeill be installed on Ventura Drize • How many of the Public Works staff will be able to move over to the Water Building? Most gtlae q staff zeill he able to nvze to the Water Building hozeezer we're not sure alxxrt the cries. They mg haze to stay in the Public Works compound • For the Fanno Creek Trail crossing on Hall Blvd.,will there be a flashing light? Yes, b u t i t z e o n't be a n e r r b n d d e d c r o s s z e t t l k. I t z e i l l b e a flashing ozE aead light • What is the concern about the Washington Square Regional Center Trail project? We're rant sure zehat the concern is There should be ninimil in pacts. • Commissioner Buehner reported that there is not much water pressure in her area (on the north side of the mountain). Orr.flee proposed projats is to secure a reserzoir site for the north side • We need a turn lane at the intersection of Tigard and Tiedeman. Duenas will bring it up again 8. DISCUSSION ITEM - 99W/HALL BLVD. INTERSECTION Commissioner Buehner led the discussion about this agenda item. She reported that this is in conjunction with what was discussed at the joint meeting with Council regarding the amenities in the Downtown area (a traffic safety median on 99W so people can get safely across the street). One of the issues from the engineers involved in this planning effort is getting a written comment from the Planning Commission in support of the project. PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 6 • • Commissioner Inman thinks this might encourage people to "hop, skip across" and the lights at that intersection are very long. Commissioner Caff all asked if there would be a way to protect the people standing on the island. Commissioner Buehner said the engineers would follow ODOT standards. Commissioner Munro asked if there wasn't a formal process to follow. Gus Duenas advised that OTAK has been asked to come up with some concepts as to how to treat the intersection. He would like to see what they recommend. He thinks a median would help pedestrians to cross. Duenas noted that the City Center Advisory Commission (CCAC) won't be effective until the Urban Renewal is formed. Council will also be hearing OTAK's recommendations for the intersection. The design will be ADA compatible. It was moved and seconded that the discussion tonight be added to the minutes and sent to Gus Duenas requesting that the Planning Commission be involved in the input into the consideration of a traffic/pedestrian island. The motion passed unanimously. 9. OTHER BUSINESS The secretary informed the Commission about recent hirings in the Planning Department. 10. ADJOURNMENT The meeting adjourned at 9:20 p.m. Jerree -wis,Planning Commission Secretary A ST: Vice-President Munro PLANNING COMMISSION MEETING MINUTES—March 6,2006—Page 7 • • . ... • • : : AIA•IA!•;;;;A4 .14.!iliii:i•liA:i.:A:: ••:•••••.1 i • i • :.' • 14:: . .A::•;:::::A::::: •:•':•'11:1•?.••••••• 0:-..F:!•••H:ii?:,:::.•,:,•.:••: ..:::11:il .:::. . :1... : :. 1.E . .: . : . . : iii•11; -.--1.1::.• .1... 1: iff: li: ......' .'...•• 1•4 1 4 ,..... • : .. •; ; ,...--iii••-iiiiti •,.: . '.1 •• • . 41.111!!••• •••••IL • • .......n: A.. : . " . AA : F , ••1 41 • - • 1 } .4 . II.:! A' ":".......*. •1:: ' •i.***'. •;.i"..•....Ai •:„.. •;A:A.A..—•1............. A i. L........ .... iiiiIi;!!•iiit.k. -,-,..!' .. ••• • ift : :.:: - -10:•,•'!, . . .E. :- :.1:1 . ••:• .11:::. K 41: - 4- • . : . 114:14.44 4. • •• • ..••••••:u414,...114o,.:44....4. •m.k.444.47.L..... ji.....]:J::•1.:. „4.1. ... •Al...,•,,,,,,,,:01.,.,,.,.:.:. ,,....„...,..:„..., , . . ., . . •• " •••••..... . •.'":"1.1131:4:::: :....ii.ii.':.:1!lt:::,:,•'d Ii• •• • — •••...... - ••• •.... , . . i''.!•i.i.:i:•'•';''!::.:. • • . . • • 4••••• --.• .....-- ...... ... - ••—'•'4I ..''''''''''' '....... 11 . , .• 4 •i '' •,,.. ;"'17 .. • • v 61*ww;• :e..p..., -,,,7, : :1:11}1: . • • 4i:........ 111* A......4..4;T•.. ....... ....AA.- , „. -- ..':.=:...:.:',::::::;;,... .,--A--- ••••••:.:.::.:.:,:.:...• . ......m, ... . . .. ...... ... .. . ...... R ft . f: .f..is iii x.: • ;x \ A y .: a cox B -.: s j.: ..:T)': j ' , '.i. j .. „ ,, ...\.',..„ 7.4:4 ' „1...... ..... a 4..... s „T.:42o .i > >;r. i 4 k i ' '..4 'l > r ..,... .:4 ,,t ,m,,,j : ,.. , . I' xw..rr. *s.. x .. . , r• t‘i k ,, ....e — :J.. y n x 4 : .... x� a t ___ >ti:i uis . . 0 `E z � <x« s • • e - FY 2006-07 Capital Improvement Program 1'44;!•`4, AA' ze-'7441 " March 6,2006 9,4 OA- Presentation Overview ea. • • Formulation Process • Program Areas • Priorities for FY 2006-07 • Proposed Projects • What's Next? 2 1 Formulation Process • Citywide meeting (December 7, 2005) 14: • 2nd Citywide meeting (January 25, 2006) *f: • Planning Commission (March 6, 2006) • City Council (March 21 , 2006) • Finalize Project List (March — May 2006) g'*V:': • Presentations in May and June 2006 ,F7*; ;44,0 fir Program Areas • Street System Program - Traffic Studies - Traffic Safety-Related Projects - Pavement Major Maintenance - Traffic Calming Program - Major Street Capital Improvements - Bridge Replacements 4 2 • • y , Program Areas • Sanitary Sewer System Program - Sanitary Sewer Major Maintenance M.: - Sanitary Sewer Capital Improvements - Sewer Extension Program m"` • Storm Drainage System Program - Storm Sewer Major Maintenance - Storm Drainage Capital Improvements Fr''N'.;, r„ , Program Areas • Parks System Program - Citywide Parks - Trail Systems - Open space and greenspaces • Water System Program • City Facilities System Program 6 3 • • Priorities for FY 2006-07 r '-. • Continue implementation of projects to "` ' improve the Tigard downtown �F 5,0° • Complete the Highway 99W Corridor • Improvement and Management Plan ` 9�S::r,,, • Identify and initiate projects to improve traffic circulation across and on ° f Highway 99W ~? • Continue to implement the Street Maintenance Fee funded projects / Priorities for FY 2006-07 ;i • Construct the Wall Street approach to Hall Boulevard to provide joint access for the library and Fanno Pointe • Construct improvements to Hall Blvd • Expand the library parking lot • Install additional traffic calming measures • Continue with the Citywide Sewer Extension Program projects 8 4 • • Priorities for FY 2006-07 • Perform storm and sanitary system repairs IF:':];‘ • Implement planned Parks projects • Acquire park property as open space or for park development • Improve at least one existing park • Design and construct trail projects !!;,•,;,"4:A • Design and construct a skate park 1,444.1 Priorities for FY 2006-07 40: • Implement water system improvements aimed at improved delivery and adequate water supply • Review City facility requirements • Consolidate Public Works to the extent feasible • Pursue implementation of alternative funding sources for major street improvements 10 5 • • Hi.. 0111.11111MINIIIIIMME' '' .; % Street Projects f,p: Ai 'i, :' Highway 99W Corridor Improvements :%y • Study of the Highway 99W corridor to - Evaluate various alternatives for improvement - Look for potential parallel routes or connections - Review both land use and physical improvements to improve circulation and reduce congestion - Funded through a TGM grant - Result will be a package of projects and land use strategies that can be implemented to improve 12 conditions on Highway 99W 6 0 • . „ . ,..:,..,..„.: , Hall Boulevard/Highway 99W 7r- • MSTIP 3 Project ,-;•, ,,,,„ OPA . '2,erv'''•'' • County has initiated the project i • Design will begin n March 2006 • Construction begins early 2007 •,,,,,,,,,,, , ',1•,4': • City is seeking to incorporate ''•it;,:,2-•, enhancements suitable for a major gateway into the City '•1,,,,,V4ef.;" 4,,V./MP,Oz,.,;, ;+:1,,,,/,,,,,j Hall Boulevard/Highway 99W • , „..,..„ .„, -: . .. .. „..,. . ,.. . . N, . •.-,—,,.. -. ..• =,:,,,;... ,... , .:...L. , .-:. ,:.‘,. .. - -.I. , •,,r.,.-;, - ,,-..... –........ .. ‘',' ;"' 1 •..i -, I' ", '3'7 '..--7.., "-?."'', ' '-' C-1.1!'74110......." ,,,ik,'°;, -- /",-., ,..;- ..-:::-.•74-‘,. .,'"` --"-- ::,"-r--.9:".. ,:, '1.--- 7. '. ';• `,..... '.--- '-',:- - ;-- .....<.i\,,,,..-.: '- - - „ . , evsq:- ' -- N v.-- li ---,..._- ., •---_ ----- ,-- -- 1 4 . - , ,f...4....-r P'1 - MI: ..•- ' '-"I-t-, - . ,. 7 0 0 , ' Hall Boulevard •..., .. . Widening of Hall at --,-__—T: •-1, i McDonald to w.,,--• ' -:. if,"», , :, '',,,. -,--, ,,,,,,it:;,,.'-- .. . t- Y..':' ,i` -....' _ _.,__L-- -ff di " •-.'13 ';'' add a ngh -,;-,--; ., - turn lane ' ;t4.,:,-4 2'74,-1-)':, ',% 4;.;:;,'Y,•:;t4'''k4");#°.'„hc 40 ,4',L.,-,,.=,-,- , . . . .., . , _ :‘ Boulevard., - Hall 1 yard Improvements t - , . .,. , ‘.- , - - .,,- • —,-- • : - ''40-04,';',-., Widening of Hall on east side north of • , , Fanno • . , Creek „.. .._, _,..f ,., 1 i ,,,mui-.. Tir.'.-•1111411i;'':5 , 7577'----i'--.--',_:-., 16 ----" 8 S • '.: "; ,,, • .kfl,,pc Hall Boulevard Improvements -,41--•A-1 i ':, /•.:41.0• , i'',t0.,,, • k • •:. ,,,,...--trivv. - • t.;,.-. ?‘ •--4:1(,;•,,--,„ .,,, ,A,k,'.;,A. I likv.4.,Iii.,:.1.c.4-=-;. Widening of 1,-;,-.,0 -.'....,,,,,_.-!:...z-,-;;;ii[N-41,t.:,-..., Hall on east '-'„,,',. .„ . .-A., -,---,:„..,'..• -':i:-.1,,,,-.. -*---.,..:---72--,--,-;„..,-, N, , " ,..--"" -r, - ,---..rr,---,:.: t ..... rzA side north of• .,z .,- -.0.,,, .,- ..,,,.....A. , H......:.17 ...,,,,, ,,,,,,k4 ,,-.--',JA/.-.:: .c.:,'/ -,', ",P'^')AN 4•:400 :';',,,'7,,r,,,`,!: /';•P,t,AVo 7 :O z1i,-, re it Dartmouth/72nd Avenue Intersection • All-way stop needs to be signalized . • Project widens the approaches and installs a traffic signal system',/t- • Uses funds collected from developers to :,,,„,,,,, ,•iY,:',.!, • • partially fund the project i • Formation of a reimbursement district s -' being considered to fund the balance 18 9 O 0 Dartmouth/72nd Avenue Intersection (4111111111■MINIIMMIIIIIIIINIM ,40 Its • 1,10 . I **v 108th Avenue/Durham Road • Development occurring along 108th • Left-turns onto Durham are difficult during peak travel hours justified• Traffic analysis shows signal is at that location - • Project will design and construct a traffic signal at the intersection 20 10 • • ol ` 108th Avenue/Durham Road Zy= ,..,p.,..•,..,,,,, � `Y S t z . re �; 4 «s.4-'E 4�fc + t Ux, 11R V''$, s , 4a x J i Q'; ."%�f rig -,�4�v ';-*- ,; °, A a*` a� / ` 4 1 �`;r 1,i, / 4 ' tt4 : � c b L --.f S3S fit}at -trR?x 'ra ''0r i k "-:,-4,..": J -• r, i A C' v�. i Y$-ci= 2 ` `. il 4 j ,x � a' 4t ynmuenb.}a I 'r' 4 -t .. f{ .- . ' y; / i rr,( skc._ 'e��p * ,; 'K`kI'�fin' � „f, fy. � • 'e*.^a . ss �- • 3' '' L Jr # ry'" r _..e J t •. Ptsb wry w t,ar/ -" .e:' P.trMt , •''''..t T x ,,bri; z 1 . i• '.. - '- ' 'S . f c ,. - _'..' F_I t.'f t:,,v 3 21 . j i y/ 108th Avenue/Durham Road % ,f P., ti �� tsrc t- ', , 'r,1`w*}t • • ' • �_ -1 Ir 'r'.." 22 11 • • Tigard Downtown Projects 4 • Burnham Street Improvements • Commuter Rail Station Enhancement • Main Street Safety Improvements 1 • Ash Avenue (Design, rights-of-way acquisition, and construction) • Commercial Street Improvements (lincoln to Main) • Commercial Street/Main Street Intersection Treatment 23 Burnham Street ko'✓ • Catalyst project in support of the Downtown revitalization effort ;',y • Streetscape design project will determine HS what the street will look like :7-k • Full improvements in accordance with the Streetscape concept layout • Project begins with design and rights-of- --1; way acquisition 24 12 • • Burnham Street n 07' �'. 1 ` /7'..,(2 a ir+Yt•/ s x .-; ✓ ✓_. �� y zgfzt. y 6. 3: '0 Burnham Street - - • ,r °•�.raz.trr-. 26 13 • • . " i,% `g:., . ,r Commuter Rail Station Enhancements , //f, \ '; lk --Yi■ -";411,X1 .,1' •. i d '`, fr r' ,tt y�r -'' aar...$rorW.r. i W�sh12; Coun:l Carmn"".RN! OAS .,Station•M Part a R. � P`Wlminrry Mrgn.WY Xi6t �..Y`�^- K nC 2473,'1 `' ~ Commuter Rail Platform Location s { J r• - y 28 14 ( Commercial Street (Lincoln Avenue to Main Street) . . • Existing narrow road with pedestrian traffic •)2e, 04-P,',-•• • Project will widen the street and provide a sidewalk on one side • CDBG Funding/Gas Tax Fund • Right-of-way needed from either railroad or TriMet % 0 • Gateway treatment part of streetscape design project ;A. •:.‘% ;"cV Commercial Street (Lincoln Avenue to Main Street) <5; . - -_ • •--,, Widening on to • —,- provide a fAge Y;.4t !-r ,44*- •• pedestrian 14;(2/, - 4::•'."1411`/* walkway to - , sy--, Main Street 14, - , - .4"e Intersection • : . - .; N.fs treatment ‘;4•.#.. included as a , - portal into the ' - downtown ■ . .4e 15 • • i • Main Street Safety Improvements *10v .', tOt: • Specific improvements currently being 1103,7'. identified • Staff will be working with the City Center Advisory Commission and Streetscape -„, im Working Group to identify concerns 'frzYL- • Projects identified will be designed and ?A/ 1 implemented next fiscal year Tr' -2),,,,,r, . .. •`4 •/40,44 z w.,4), :4 •4';''!1W.ShtrA4# ,,,,44:V** * .%*A--eemtbre&sti 4 Ash Avenue Improvements ,...,„, -, , ,t,, , 47, s' / 71•• .' .. +.'I 'l l•' ''''*-' Secondary access '1,,,,, -'...1■,--'..,'.' --..,5'' - Attb: ',*, -'47- 4.‘ 4 '-—t'• IV;' , -' l"`4;,- to the Commuter 7;*??,•!:, , '• \s: ..::.' ,, 4.44;,t;;,‘• 4*. '''''' Rail parking lot / along Ash Avenue x; ,- , i -.., 4. -=,v, <80.\,.. - corridor . , t ..17 , • "-,. -. , 32 16 • • Wall Street °• Construction of 370 feet of Wall proposed - Would provide joint access for library and Fanno Pointe Condominiums - Environmental permits have been obtained - Comprehensive Plan Amendment pending to p p 9 440 remove one pond and realign Pinebrook Creek ,M:',ins. • Construction projected for summer and fall n 2006 Wall Street & Library Parking zrr% i: r I ♦ _ . .s�- O � Expanded Library R ♦* � = g��. Parking Lot 3' �3 III I I I I)LI 1 11111 I I II 1 �' 3 ' '' "''` Wall Street i 1 l 1 `7 .. �,� r . 34 17 S • Wall Street ' . •;,-t r:..'",-;!.. 1 I t.,„;:z, , _.. , „, - •- . ,,,,,,,, 7 ,..,-.„,,,, i;,-,:,,-:::,°;,,,..: i'4., :--,- ., ,-- 4- -, -, W4,,,,'7:‘ '';' 7 1 ' '. ' li !''''..,,'.,i "".2■- ' .i."''.:!1",1---- ir' .- L.---- - -- -- -__- .--1 - .. .--1 -,,;-•-•itf5',rx:•-;:l.',0-:. ,I-, .: : ,, . „•• ,. . `:,•;; . , ri?s . ... .. •, .. ., , , _,,,,,, r,r,ir Ian.: , . f,:',"‘4!',.'f,• '-;?.:•,,i,ff - - --- '.'';.'-t 4-- ,:',,'"..' 1,;.4 ,, •.,,...o-:__- - •-••,, ',4,,. ‘45, ' vi-'--y--v--;-,,,,,•44v,,,:;;,-*,,,;:i. ;,,, '*.tilidief'. 4k14.14‘4,401sWP7.1 %1:11,i•Pitiii*-2;.V.#44:44w*Att‘...1,4 , ';,,i,;:,-,,•, 99W@ Highway Bull Mountain Rd .,..., ..„, . t- , Right-turn lane improvement : . - i ..._•., y. . ir- I';',1'/!;t4 I. ,.,- -'''.7■-:.,..7-‘', - ' i -,;,-42,4::, i, ...4r.;.----- -;..,, , - ,.., it, _ , I ,_ L'::-T*.M) t7,1•T:i ;,;ii''''2'1'..:';'' . .' '''''''..'''''''','.N.:. ,.. "Tiaii.7:412 V:'+'' '-',-..'-`--''''-• i*:, . f.',S,','' S •.' *: r;Olft.''',' '.- • , , ' ^,-,-;‘,ffliv“.--,'''''',-, , . Vf",‘P' ' ''',/ ,;;;;*,-.' '',.6",rg'," , 1 . '7.1;,,,„/,,,,,-;'''''''':',i • 1.`,„' _ -L,'' ,.,,,:,;, ','-- " ''.....„41 . .,..,;:..., 36 18 „ . . tei:! Pavement Overlays 410111■11■11■1=■11111 • 68th Avenue Parkway (99W to Atlanta Street) • 72nd Avenue (Baylor Street to 700 ft South) • 79th Avenue (Churchill Way to Ashford Street 4.14:,7.• • 100th Avenue (Sattler Road to Murdock) gmep • Pine Street Reconstruction (east of 69th) Afit0:16t4Iti, 0331 Pavement Overlays !;;:vigo4 • Upper Boones Ferry Road (72nd Avenue Tiwo, to Interstate 5 • 136th Avenue (south of Walnut Lane) • Garden Park Place Loop (at 110th 11 Avenue) • Durham Road (Summerfield Drive to Serena Court) 38 19 • • ': :;:,'•': . ;,.;;;',. •:'.':.. .:,;„.. : 68th Avenue Parkway . .. ..„., „. .,,,,. b...44 . :,...„.„.„....__ •••• .0 k. .-.-. ..,:'I'''i,:1';'' ■ _—, -.. -""'"" . . 4.A ,W •,m,,,, , --.4";:,;',.'' - ,,,. -,' ' ., • - ' 4'.:•••',...:; r,-,•4•,.4-:, .-,-,:,:,, 30",' ' - ,,,,..4,•*4-2T,4%,,,,K.4-4:fc: .-, -..,.:;-„, //x,f.,P-- ' • - - - Vi,'P%4 Pine Street .4, . "- ■ ...,.:'..,,..44, 0 ,,,,,.. ...,..,.„,..„ . . fral?.. ,.p.... . _ ,.. i olitpitv.., , _ . , ---.,....„.., _ , i,. .! ...7.- 91 , Et,.. .• ...„... . , • x.,1-,,,,,j-- ,-: - ,, •-... - :,,, ..„,..--- fi. .--,.-.....1 ,,,,,,,,,!,, ,.:-- _ . .1.,..„,„.. . .,f_.1. .:,, rdii .. t• , 4 7.. _ ---_- , - • ', :Q,i,!p-:-: ,,,,l,,,„:;;;:-; ,..f..i i .4.-.•i, ii•-• , .,, •.......5. N,•12,11,i IC 7iftit;:c1.: .. ,. *Al ,'. .! ' • : \ .4iii .-,' ' ---- ‘- ...-1--.'7.' -7140 7,9"1';''' 5'. • A Ally rr,...;,. _ tap .. 11.,z„..,0,,m ; . ,._ .., ,,•,,, . -, ..,, _,,, . . .. ...... ' '7' --'''!...72''' • '' . .4''''4,44 '" ' - .: ;',' , --''''' ' • . ,--1---- i ' - . 'iPs'''.. -1 i' m -,„---;------ - - - .. --7 liii'll r ,' - -,,i' 4:' :-. 1-11.i:: ' !!•.:---:: , ---.-.7- ,---"- - ---"' '•-t. ''.:-Zt.,.• .. ‘ ay• ,.... ,••-_-'• - --.--1.:' - i, j j- , '..>, :.1„. .1-.:-.,'''.,', •r4,---..,;,;'--.-- _ - '-:-' - -' 3 40 20 S lb Pine Street 1 ,----,-.-----7-: --- .-1 ..+"*-'''.;;V:, 0 lyr+ -,:v.:..'tl••.' ,:::: _ ,..-A.:-':';'S •.- ...::•-e,":1,4, .....,:kes , c_I, _ : ,„,,,,r ..., .....„:„.... .... :: ... ,......_ , . • . , , iti..,:k: • . .. i ::z ofIF •-;i::::-•r,;,i; -,,,'„,„,,,,,,,;,,,,,,,,„y::4,,„,,,,,,,,,,,,, :,/,, 7,r1,3>•,,,,,, :'''',T3a3.3•1•MY. ,5,i'4 XV:35,,E^ ....:0,3?,.,••,',.,,i;,; •:.*:;:(4 ,;;;•,,:+"•,;,i,s;;". F,4.',., 2,3,::,'.,••„,„:,3,V2;',, l'i!'0';;',;';,•"1 ;I.illik'i 79th Avenue tdOMMIIIIIMINIMIIIMIN ,,...7:,". .. . ''''': i. Reconstruction -1-.4 r•-€,;•/.::.:,- ,:, . 41:.1•!,% . , V .3'• ' 3, 3 3'V, ' • • • ' of the existing ?.i ‘-',,,.;A •- ..4-.....: . ----- -'--' "-- street ,-- -- 001,00. 11- oirmire-i..., plus - • paved ,4,4;-:t,''..',i;.,, •, ,„ , shoulders and appropriate drainage ..,. 42 21 • • Traffic Calming O'Mara Street (Hill Street to Hillview • x° Court) 7 : • Ventura Drive (east of 72nd Avenue) 4 • 114th Avenue (south of Gaarde Street) • s • Fern Street (west of 138th Avenue) ' • 106th Avenue (north of North Dakota Street) 43 irk s 1 i 1 .414?:%I•;333',. /• �;, Arai A:§;t1-41,4- I°° sy9 1 Street Striping taimmimminii• • Sequoia Parkway (Upper Boones Ferry to Bonita .p q Y ( PP rY /.; Road) C • Canterbury Lane (99W to 103rd Avenue) . • Walnut Street (121St Avenue to Tiedeman . Avenue) ,.:-,f, • 71st Avenue (99W to Spruce Street) ;11, • 72nd Avenue (Hermoso Way to 99W) , - , • Other streets to be determined 44 22 • • Sanitary Sewer Projects f x % w" .Yr h45: h a:. Citywide Sanitary Sewer Extension Program • Proposed projects include: - 93rd Avenue (at Mountainview Lane) - Ann Street (between 121st and 116th) - 87th Avenue (north of McDonald Street) - 97th Avenue (between Murdock and iY Pembrook Street) - Hillview Street (at 102"d Avenue) - Fairhaven Street (east of 115th Avenue) 46 23 • • . .. FY 2006-07 Sanitary Sewer Extensions Sewer Project Lots Status 100th Avenue 21 Planned Ann Street 6 Planned 97th Ave/100th Ave 21 Planned Hillview Street 6 Planned Fairhaven Street 19 Planned 87th Avenue 6 Planned 93rd Avenue 33 Planned Subtotal 112 Sewer Projects Pp i • 79th Avenue Sanitary Sewer Outfall • Benchview Terrace Sanitary Sewer Access Road • Sanitary Sewer Repairs - Commercial Street - Red Rock Creek near 69th Avenue • Sanitary sewer plan to reduce infiltration Ai and inflow 48 • 24 • • ',. yS Storm Drainage Projects �.x • �'= Storm Drainage Projects • 79th Avenue Storm Drainage Outfall ,'1, • Culvert Improvements - Derry Dell Creek at Fanno Creek ', Derry Dell Creek at Walnut AfiA' - Red Rock Creek at Dartmouth/72nd Ave • Highland Drive Storm Drainage Pipe Replacement • Hiteon Creek Riparian Enhancement 50 25 • • 'Wo s; . .- Durham Road @ 108th Avenue ..4„:„..:::, Retaining wall � �4 ' repair needed ` �s 2 4 y a 9 w ',s "� yr :z• 1. � ; l o ..*:O ale Dina 1-� a ,, 41-2,-1--# n � 1Jr" £Z;m ',- a,;,6 7,', 3.� G.:.i.d�.i .. kx.+''�4 ' �-s''4Y r. `' Culvert Replacement fg ' 72nd and Dartmouth `% " Culvert ; r,. .. J „_ _ ; .l replacement 1 t , with , -, _ 4` ' Intersection � w t- _ Improvements �¢ --- .. 52 26 • 0 ,,:- (.• Highland Drive „ . t ' * d Combine • m,? /. f:re; ';‘,F ,. ''•''' ‘ \ -'', --, 'i , • p roverne- , , ,ei - '-' storm drainage v..'i', 'r,.:!, . , 7,-.....,t,6:k- - ,,. •,,,,„,...,,. , ./„., 'I and 1A overlay `4,4'%*"/4 -7.-7''''.''' n' ,.” '''''.;',-4,4.-:.4.-;....'‘,;.". * .', • '' — ' - ','„. fl,".'-',4P - ,:,,,,,,;;;;•.,;';'%!.■,:,....:,,,,...:,,:,..',,,,ii•;',17:„,' ,-,,,-- ..,.- ,. ": 'e;''4 ' ' '' --••' ''''%`, ; .: ',', .!.'',,,.?. -.-:.''" ''''...''.. 1-' : : ", ' '., ' ',4;:' . . . '''''.'',./`'‘'ir%;:-i%....;co-g •'' '''',''.*',,--: ', -'' ' 4/63* 40pA, , CityFacility Projects Facil 54 27 • • k'-'!,, . City Facility Projects f ;' • Consolidation of Public Works Facilities ..' - Public Works will move into the water building • Senior Center Remodel and Seismic Upgrade P • PD Underground storage tank upgrade ' • Police & Records storage remodel - Remodel of existing Public Works operations building for consolidation of records and evidence in one location • Citywide Facility Analysis 5 Nip , ma: ?Jf7=:',,,cr: '�: Public Works Consolidation „:,,,,„ /" , , i Consolidation ' ', w ; of Public z0 , Works staff in M QR�:. ' �� .. ..a the Water :;,:..,. '. ► Building Bu'dng 56 28 • 0 . „ ""'-- Senior Center Remodel 111111 „,,,!,,,,n 4, .-1..:,..,,,,",...:-4 •-'-;ite,,..,.. . -Itt-f(4.i' .^ Remodel and m . . i,s,:'`,6,:,', ,,,-1:::i..•10.1-,-,Vr4,'", ';',?,-, .--r---':: , Seismic :,‹1;,,,,,.;.:., -..ri.. H. \,...',',40':i•op.v,t,-;,,.,7,;,..,,,, ..!.•,.,w - ,-. •4•'''''''''""'''' •-' ' -- .4.--',— -. , Upgrade of 1-i''• 1 . • ' Senior Center f i ri #01.if f,' , i'•-,' ,'-: ' , ' Oi:''''id,1 q,"' 1 f ':4 ,,41,'F' 24, k/1:/'.5,,;';,' ---""' " ',•q''''',':', Vil:4 ' Parks Projects 58 29 • • ;,. Parks Projects • Northview Park (Shelter and Path) • Fanno Creek Trail - From Hall Blvd to Shelter - Hall Boulevard Crosswalk at trail intersection y • Tualatin River Pedestrian Bridge • Washington Square Regional Center Trail yam , • Skate Park (from donations primarily) • Tualatin River Trail (Cook Park to bridge) • Park land acquisition 59'` Parks Projects Park # s Shelter installation I, and path tJORTHVIEW construction • A PARK - 60 30 • • r Parks Projects i ...,,,, ; l'''. ;Z1'''':',1• '''':' "1: Cu , ,. Fanno Creek Park and Trail :•:7:41j,eli':;' ',,Zei-04,17 ! Fanno .,:- :::.,:i"/..'t,„=', 3 ,!.•,:e::,,,,. 0(-, I,,4\ ' , `, 0 ;:-..,Y:,4P ' pel;,,,,Y Creek ',,r''‘e,'-:i ' 'ir 1 :;-7.'4'N 'Or„4. rA,,,,,,,,,g :,,e:',,',.';', f,,i,p1 -...,, '''.: „, Parks Projects :;% Fanno Creek Trail north of fiik412:7 cFanno Creek on Library site with crosswalk on Hall Boulevard - istrg 62 31 • 0 Parks Projects etimplims■NI■im ..t, „7-- 1 ' 0,-F. ,,,,-- *::„,=--.., . r.----- , ,.. 1 ',E1 , 1,1 1 . i • , ,Qv.= ' 4.,'A VICINITY MAP : •Pz4lyi:-: ;44,4r4k0 -Li '111.10- ' '`' 'L/1-1 1 nEWIESELT 1 Washington #Y!/;,,i„A,‘,d'l,,,,.4,„,V4..:°-,f,:e4 o„,,q,,,:;,;”.°,•,to,"3„k 4•,n::,-„';:,',:",,,,:,'.',, n, _(',\ri I , r 17 -q.a•n.d C4.o'nI■,r,.?2.,i_-o.,.n N .bh.IT-m-/\ . Square \ R _ry 217 • ''' q \ tzt fFenn 5 11 Regional al \,' ail - r-__ , : - -- , Center Trail rai. l ::•,-,,,,,,-,,, -A,,\ --IL 1 'Ca.■ „' ,4"z-,1 VA..- ,re;s--,,,,, 4 • Project „,, ',.r,,,,q ,•, 1------,-, c----Ay/P guirt,,c-,-,--..4 • --,,,:::...;41 ,"',":";',',A -, ' -\>-iw. - , Ai,. -,-.■7•••• '''''P'-4'1:f: r''rffi,, 4,A% '.. 1 \ . Ai. _limy 4 Es,. 'Vara 4iii..,•-,Ed A A frf, mi _Li a „.-p.177.-,%,.. H ir." 4 a "it-,•' iT '';', ■r -\7 ...J a "2-.'i--,:-.4, ".. Nri...,:,,,.._::::',,; ./„.' ,,;„,L;,:: . 'i.,\ , tilt, 1......--. • -,, al :-.....= : ,, ,„. „ , ‘,„ .1 • IP... slim DI mge-.-- •••=1*.-!.•_ ••, --,-..r---,,„, f‘ '4".'-' ,,,'"Ai...":4;'e t:%,,,,"4i,,,,,„.,,,•:', ;,,,,,,.•,„,„•;,;:..i,...,„, •v,,,,•:,,,,,,,,,,f,,,,;:x?,, , ,. 44,„,-40'1., • ',,,,,,J./.., ,,,, "'•!'/;>•( *,- Parks Projects rsimmilimmimmill _ ._.-. , . _. ., _ ... . . -4...,.'„ . . ,5 ,,,,,,,-",1440',4:,-.`4. ? 4ern yet, 1- ,=.0(; ' 4,r-'-',.-;•-...00-':?f,-Vt, ."-1-1 4,,:rm- f..-44-4m-- ;;,-..4.0,:.,e.-.*- ,-:-...,:--s.:-.—..: • •, . .Nc,„,:i t. - ..........•,..•.. - ---..,„;77. • -----z--------, ,i;:j., • I 7,.,•:„4.,,,-,,. , • • __ ... 7-.....,., Cook Park Trail from 64 Garden to Bridge 32 • • Parks Projects Skate Park Location 4,0 ' • • ij -I --- 9 °"v;,,,, "• Permard it entHear 0/6.4-# " • 1,1,1 _ Tig City C 81 Pyptele .„W *;V45cf9/16 Water Projects 66 33 • • Water Projects Secure 550-foot Reservoir Site 550-foot zone connection to Beaverton t(''',1; • 550-foot zone — 10 MG transfer pump station upgrade • Aquifer storage & recovery expansion studies • Water line replacements in conjunction O with street projects 6.7. ;%Y ^�v.FT:SU�'�. Y, �/33�' fsi2 .,r%i fr 5 Water Projects • Lake Oswego Feasibility Study • Menlor Reservoir Recirculation 5E `` • Replace Well House #2 (Gaarde Site) • Telemetry Upgrade • Existing system is out of date • New technology will allow for continuous monitoring of water status • Miscellaneous other water projects 68 34 • • ASR Production Well vt lz; a *4t/ '2/0„, ;69 444- What's Next? • City Council input (March 21 , 2006) • Submittal through the City's Budget Process • Presentations to: - Budget Committee (May 2006) - Planning Commission (May 2006)) - City Council approval (June 2006) • Program effective July 1 , 2006 70 35 • r Tigard Planning Commission unzeam NOTE: If you would like to speak on this item, please print your name &address on this form. Agenda Item# G./ Page / of Date of Hearing 3 - 6 0 (o Case Number(s) Z. ON oq csv5 'bno o �( Case Name - G h es r 1 ci 2-4 40 el Location /s5 lap S w 7y ' ire a. .1 /(o 0 75" ) Lt - e3 Imo• 608. L J,5oi r r rU s Please PRINT ur name, address, and zip code Yo P Proponent (for the proposal): Opponent (against the proposal): Name: 2.. `� A k,-- Name: Address:q '1 ao4 Address: City, State, Zip: f�t/-e Us�v� 17c'3'1 City,State, Zip: Name: ((-4,,ti cs ex „e Name: Address: Z`I0(‘,0 Sw \ s - J Address: City, State, Zip: (,UPS L;teN . Ok°11-06g City,State, Zip: Name: - J I x-04 Lite pcipai�Teas Name: Address: l iz 1 5k) (5 o41 �u./7: /co Address: City, State, Zip: raftr( b Di . 9•7Zos City,State, Zip: Name: a /�n u�. D k`) Name: Address: q I5- `5c )( YY UraC k Address: City, State, Zip: 7i>cc, d (I` f722'/ City, State,Zip: Name: Name: Address: Address: City, State, Zip: City, State, Zip: • • Agenda Item: 6.1 Heating Date: March 6,2005 Time: 7:00 PM STAFF REPORT TO THE I, PLANNING COMMISSION = FOR THE CITY OF TIGARD, OREGON T I GARD (Includes a 77-day extension) 120 DAYS = 5/18/2006 SECTION I. APPLICATION SUMMARY FILE NO.: Zone Change (ZON) ZON2005-00009 FILE NAME: UPPER BOONE S FERRY ROAD CHANGE PROPOSAL: The applicant requests a zone change from Light Industrial (I-L) to Industrial Park (I P) for approximately 6 acres located between SW 74th Avenue and Upper Boones Ferry Road. The subject property is currently developed with outdoor storage and older industrial buildings. The applicant envisions developing the property with an office use,which is not permitted in the Light Industrial zone. APPLICANT: Ed Murphy OWNERS: Richard Ackerman,James Wathey LDC Design Group and LaRusso Concrete Co.,Inc. 20085 NW Tanasbourne Dr. c/o Ackerman Hillsboro, OR 97124 919 West Point Road Lake Oswego, OR 97034 LOCATION: 16075 SW Upper Boones Ferry Road and 15920 SW 74th Avenue and adjoining properties;WGTM 2S113AB, Tax Lots 200, 300,400, and 500;2S112DC,Tax Lots 1100, 1200, and 1300. CURRENT ZONE: I-L: Light Industrial District. The I-L zoning district provides appropriate locations for general industrial uses including industrial service, manufacturing and production, research and development, warehousing and freight movement,.and wholesale sales activities with few, if any, nuisance characteristics such as noise, glare, odor, and vibration. PROPOSE D ZONE: I-P: Industrial Park District. The I-P zoning district provides appropriate locations for combining light manufacturing, office and small-scale commercial uses, e.g., restaurants,personal services and fitness centers,in a campus-like setting. Only those light industrial uses with no off-site impacts, e.g., noise, glare, odor, vibration, are permitted in the I-P zone. In addition to mandatory site development review,design and development standards in the I-P zone have been adopted to insure that developments will be well integrated, attractively landscaped, and pedestrian-friendly. Among other uses,indoor entertainment is allowed. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.380, 18.390 and 18.530; and Comprehensive Plan-Policies 2,3,4,5,T,8,9 and 12. SECTION II. STAFF RECOMMENDATION Staff recommends that the Planning Commission Approve With Conditions the requested Zone Change. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 1 OF 11 • • SECTION III. CONDITIONS OF APPROVAL 1. The applicant shall contribute to the City their "proportionate share" of the eastbound right turn lane at the I-5 southbound ramp terminal/Upper Boones Ferry Rd intersection. Proportionate Share=s/(f-e) +s)*100 =45/((3380-2650) +45)' 100 = 5.81% See attached letter from ODOT for details of how the proportionate share was calculated. 2. The applicant shall contribute to the City their"proportionate share" of the improvement costs for providing a second southbound through lane and a southbound right-turn lane at the Durham Road/Upper Boones Ferry Road intersection. The City Engineer will determine the proportionate share. SECTION IV. BACKGROUND INFORMATION Site History In the late 1970's the subject 6-acre property was zoned M-3 Industrial. In 1983 the M-3 zone was replaced by the I-P (Industrial Park) and I-L (Light industrial) zones with the subject property being designated I-L. The properties are currently used for office and industrial uses, particularly for land intensive outdoor storage of materials and equipment. There are a few older, single-story buildings on the site with some landscaping along Upper Boones Ferry Road. Vicinity Information The site is located within a large industrial/commercial area that borders I-5 and extends from Highway 217 to Bridgeport Road and beyond. The subject property is bordered on the north east,west and most of the south sides by I-P zoning. Approximately 140 feet feet the entire perimeter of the site is adjacent.to properties zoned I-L (across Upper Boones Ferry Road). Adjacent uses include a 3-story Class `A office building, a lumber yard,single-level industnal/office buildings, and a railroad. Site Information and Proposal Description The applicant is requesting aeproval to change the existing zone from Light Industrial (I-L) to Industrial Park (I-P) in order to build a class A'office building,which is an allowed use in the I-P zone and not allowed within the I-L zone. The I-P zone still allows for fight-industrial uses, however, it also allows for a wider range of uses,making the property more marketable and likely to increase opportunities for a positive economic impact. A pre-application conference held by the applicant for the proposed office use on the subject property indicated that a 3-story,approximately 127,00 square foot office building is anticipated for the subject site. SECTION V. APPLICABLE REVIEW CRITERIA AND FINDINGS Tigard Development Code Chapter 18.380 Section 18.380.030.A states that the Commission shall decide zone change applications which do not involve comprehensive plan map amendments. Section 18.380.030.B states that a recommendation or a decision to approve, approve with conditions or to deny an application for a quasi-judicial amendment shall-be based on all of the following standards: Section 18.380.030.B.1 Demonstration of compliance with all applicable comprehensive plan policies and map designations. The Comprehensive Plan treats the I-L and I-P zoning districts, which together comprise the Light Industrial Comprehensive Plan Designation, interchangeably. The applicable Comprehensive Plan Polices are as follows: STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 2 OF 11 • • COMPREHENSIVE PLAN POLICIES 1. GENERAL POLICIES 111a The city shall ensure that this comprehensive plan and all future legislative changes are consistent with the statewide planning goals adopted by the Land Conservation and Development Commission, the Regional Plan adopted by the Metropolitan Service District; Implementation Strategies 1. The Comprehensive Plan Future Land Use Map and the Official Zoning District map will reflect the plan policies and apply land use categories in the following manner. j. Light Industrial - Refers to areas deemed appropriate for industrial activities which include manufacturing, processing, assembling, packaging or treatment of products from previously prepared materials and which are devoid of nuisance factors that would adversely affect other properties. The appropriate zoning districts are Light Industrial (I-L) and Industrial Park (I-P) which also permit offices and related uses. The proposed zone change from I-L to I-P complies with the Comprehensive Map designation of "Light Industrial" because the I=P zone is one of the two industrial zoning districts that implement the Light Industrial Comprehensive Plan Designation. The proposed zone changed would-not amend the comprehensive plan and is not a legislative change. However, the land use categories are defined in this section and have been included for clarity. 2. CITIZEN INVOLVEMENT: 2.1.1 The City shall maintain an ongoing citizen involvement program and shall assure that citizens will be provided an opportunity to be involved in all phases of the planning process. The applicant's representative sent out notices to surrounding property.owners and neighborhood representatives, posted a sign on the property, and held a neighborhood-meeting on September 7, 2005 in accordance with the City of Tigard s neighborhood meeting notification process. According to the minutes of the neighborhood meeting, four property owners were in attendance. Those in attendance discussed the proposed access to the site and the impacts that the proposed office use would have on the area. No objections were given to the proposed zone change. In addition, the City has mailed notice of the Planning Commission hearing to property owners within 500 feet of the subject site, interested citizens, and agencies, and published notice of the hearing pursuant to TDC 18.390.050 for Type III Procedures. FINDING: With these public involvement provisions and the applicant's documented participation, the proposed zone change is consistent with applicable Citizen Involvement policies. 3. NATURAL FEATURES AND OPEN SPACE: 3.1.1 The City shall not allow development in areas having the following development limitations except where it can be shown that established and proven engineering techniques related to a specific site plan will make the area suitable for the proposed development. (Note: this policy does not apply to lands designated as significant wetlands on the floodplain and wetlands map.): a. Areas meeting the definition of wetlands under Chapter 1.26 of the community development code. b. Areas having a severe soil erosion potential; c. Areas subject to slumping,earth slides or movement; d. Areas having slopes in excess of 25%; or e. Areas having severe weak foundation soils. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 3 OF 11 • • • The subject site is flat and fully covered by buildings or graveled parking and work areas. The site is approximately 240 feet west of Fanno Creek at its closest point and separated from it by SW 74th Avenue, railroad tracks, and commercial development. According to the City's inventories, the subject property does not include wetlands or any of the development limitations listed above. However, should any of these development limitations be present on site, at the time of development the applicant would be required to demonstrate through a specific site plan that the area is suitable}or the proposed development. FINDING: The proposed zone change is consistent with the applicable Natural Features and Open Space policies. 5. ECONOMY: 5.1 The City shall promote activities aimed at the diversification of the economic opportunities available to Tigard residents with particular emphasis placed on the growth of the local job market. According to the applicant's narrative, the proposed zone change will facilitate a wide range of more employee-intensive uses than the existing I-L zone, so the zone change will stimulate economic development and provide city residents with the opportunity to work near home. In addition, there are positive economic benefits from the proposed office uses, particularly to nearby restaurants and other retail businesses. 5.4 The City shall ensure that new commercial and industrial development shall not encroach into residential areas that have not been designated for commercial or industrial uses. The subject site is surrounded by lands zoned I-P and I-L. The nearest residentially zoned land is approximately 700 feet to the west and is separated from the subject site by a railroad, 74th Avenue, and Fanno Creek. The proposed office use would not encroach into nearby residential areas. FINDING: The proposed zone change is consistent with the applicable Economic policies. 7. PUBLIC FACILITIES AND SERVICES: 7.1.2 The City shall require as a pre-condition to development approval that; a. Development coincide with the availability of adequate service capacity including: 1. Public water; 2. Public sewer shall be required for new development within the city unless the property involved in over 300 feet from a sewer line and Washington County Health Department approval for a private disposal system is obtained; and 3. Storm drainage. b. The facilities are: 1. Capable of adequately serving all intervening properties and the proposed development; and 2. Designed to city standards. c. All new development utilities to be placed underground. According to the applicant's narrative, the properties are already connected to public water, sewer and storm facilities and that upon preliminary review, there are adequate utilities to serve the site. The proposed office use of the site, subject to approval of this zone change request, will undergo site development review to ensure that public facilities and services are adequate, capable of serving intervening properties, and designed to city standards. FINDING: The proposed zone change is consistent with the applicable Public Facilities and Services policies. STAFF REPORT TO THE PLANNING ODMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 4 OF 11 • • 8. TRANSPORTATION: Transportation System 8.1.1 Plan, design and construct transportation facilities in a manner which enhances the livability of Tigard by: a. Proper location and design of transportation facilities. b. Encouraging pedestrian accessibility by providing safe, secure and desirable pedestrian routes. c. Addressing issues of excessive speeding and through traffic on local residential streets through a neighborhood traffic program. The program should address corrective measures for existing problems and assure that development incorporates traffic calming. 8.1.2 Provide a balanced transportation system, incorporating all modes of transportation (including motor vehicle, bicycle,pedestrian, transit and other modes) by: a. The development of and implementation of public street standards that recognize the multi-purpose nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use. b. Coordination with Tri-met, and/or any other transit providers serving Tigard, to improve transit service to Tigard. Fixed route transit will primarily use arterial and collector streets in Tigard. Development adjacent to transit routes will provide direct pedestrian accessibility. c. Construction of bicycle lanes on all arterials and collectors within Tigard consistent with the bicycle master. All schools, parks, public facilities and retail areas shall strive to have direct access to a bikeway. d. Construction of sidewalks on all streets within Tigard. All schools parks, public facilities and retail areas shall strive to have direct access to a sidewalk. e. Development of bicycle and pedestrian plans which link to recreational trails. f. Design local streets to encourage a reduction in trip length by providing connectivity and limiting out-of-direction travel and provide connectivity to activity centers and destinations with a priority for bicycle and pedestrian connections. g. Tigard will participate in vehicle tnp reduction strategies developed regionally targeted to achieve non-single occupant vehicle levels outlined in Table 1.3 of the Regional Transportation Plan. h. Tigard will support the development of a commuter rail system as part of the regional transit network. The Transportation Goal olicies and implementation strategies are largely directed at the City and include objectives that create the framework for ensuring that the transportation system is adequate for all modes of travel at the time development occurs. These objectives are implemented by the Development Code standards that apply during development review. 8.1.4 Set and maintain transportation performance measures that: a. Set a minimum intersection level of service standard for the City of Tigard and requires all public facilities to be designed to meet this standard. b. Set parking ratios to provide adequate parking, while providing an incentive to limit the use of the single occupant vehicle. c. Encourage working with other transportation providers in Washington County, including Tri-Met,Metro and ODOT to develop, operate and maintain intelligent transportation systems, including coordination of traffic. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 5 OF 11 • • Marah Danielson, Oregon Department of Transportation Development Review Planner, commented on the subject zone change proposal in a letter to the City on February 23,2006: We have reviewed the applicant's proposal to rezone six acres from light industrial (I-L) to industrial park (I-P). The site is in the vicinity of the Upper Boones Ferry Rd/I-5 interchange and the Upper Boones Ferry Rd/Durham Rd intersection. ODOT has jurisdiction of these State highway facilities and an interest in assuring that the proposed zone change is consistent with the identified function, capacity and performance standard of this facility. According to the 1999 Oregon Highway Plan (OHP), I-5 is classified as an Interstate highway facility and Upper Boones Ferry Rd/Durham Rd is classified as a District highway facility. ODOT has jurisdiction over the SW and NW legs of the Upper Boones Ferry Rd/Durham Rd intersection. The performance standard for these facilities is 0.99 volume to capacity(v/c) ratio. For zone changes and comprehensive plan amendments local governments must make findings that the proposed amendment complies with the Transportation Planning Rule (TPR) OAR 660-012- 0060. There must be substantial evidence in the record to either make the finding of "no significant effect" on the transportation system, or if there is a significant effect assurance that the allowed land uses are consistent with the identified function, capacity, and performance standard of the transportation facility as measured at the end of the planning period identified in the City's Transportation System Plan or for state highways apply the highway mobility standard (volume-to- capacity ratio) identified in the Oregon Highway Plan over a planning horizon of the adopted local transportation system plan or 15 years from the proposed date of amendment adoption,whichever is greater(01-1P Action 1F2). Oregon I Tighway Plan(OHP) Action 1F6 applies to situations where the highway facility is operating above the OHP mobility standard and transportation improvements are not planned within the planning horizon to bring performance to standard, the performance standard is to avoid further degradation. If the proposed zone change or comprehensive plan amendment increases the volume- to-capacity ratio further,it will significantly affect the facility. Findings for the I-5 southbound ramp terminus on Upper Boones Ferry Rd intersection ODOT Region 1 Traffic has reviewed the traffic impact study(TIS) prepared by Kittelson and Assoc January 18th, 2006 for impacts to the I-S southbound ramp terminus on Upper Boones Ferry Rd. In the planning horizon year 2021 the v/c with the existing zoning at the intersection will be 1.09 and with the proposed zoning will be 1.10 both of which exceed the OHP maximum v/c of 0.99. As per OHP action 1F6, with this increase in the v/c ratio means that the proposed zone change will significantly effect the I-5 southbound ramp terminus/Upper Boones Ferry Rd intersection. To mitigate for the significant effect, Kittelson proposes to optimize the signal timing to bring the v/c back to the current zoning level. Optimizing the signal timing is not adequate mitigation because ODOT relies on signal timing to maintain optimal intersection function for vehicles ettin off the interstate and may adjust as necessary when conditions change. Based on ODOT's analysis, an eastbound right turn lane is warranted at the intersection and would improve the operation of the intersection. Because the proposed zone change only increases the v/c ratio slightly from 1.09 to 1.10, ODOT recommends that the City require the applicant to contribute their "proportionate share" towards the installation of an eastbound right turn lane. ODOT requests the City collect money towards this improvement on our behalf. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPERBOONES FERRY ROAD ZONE CHANGE PAGE 6 OF 11 • Recommended Condition of Approval The applicant shall contribute to the City their"proportionate share" of the eastbound right turn lane at the I-5 southbound ramp terminal/Upper Boones Ferry Rd intersection. Proportionate Share=s/(f-e) +s)"100 =45/((3380-2650) +45)*100 =5.81% s = 2021 Total PM Peak Hour Intersection Trips w/ Proposed Zoning (TIS figure 4) — 2021 Total PM Peak Hour Intersection Traffic w/ Current Zoning(TIS figure 3) =45 (f-e) =background traffic growth f =2021 Total PM Peak Hour Intersection Trips w/ Current Zoning(TIS figure 3) =3380 e=2006 Total PM Peak Hour Intersection Trips w/ Current Zoning (figure 1) =2650 Additional Comments The ODOT Rail Division has reviewed the TIS for impacts of the proposed zone change on the public rail crossing on Durham Rd. There is an existing queuing problem across the rail tracks. City staff has indicated that the City will be making a "reasonably likely" determination for funding of the identified widening of Durham Rd to 5 lanes in the City's TSP. The widening of the rail road crossing will require a Rail Order be obtained from the ODOT Rail Division. As part of the Rail Order, the safety of the crossing will need to be evaluated and upgraded as necessary to address crossing safety. ODOT appreciates the City's willingness to work together to collect funds to address the capacity constraints at the I-5 southbound ramp terminal intersection. We look forward to working with the City to develop a reasonable travel shed and proportionate share formula for collecting money towards the eastbound right turn lane from future proposed developments under existing zoning to improve the capacity at the intersection. The City of Tigard Engineering Department concurs with ODOT's conclusion. Therefore, conditions will be imposed consistent with the transportation performance measures of Section 8.1.4, as identified below. 8.2 Trafficways 8.2.1 The city shall plan for a safe and efficient street and roadway system that meets current needs and anticipated future growth and development. 8.2.2 The city shall provide for efficient management of the transportation planning process within the city and the metropolitan area through cooperation with other federal, state, regional and local jurisdictions. 8.2.3 The city shall require as a precondition to development approval that: A. Development abut a publicly dedicated street orhave adequate Access approved by the appropriate approval authority; B. Street right-of-way be dedicated where the street is substandard in width; C. The developer commit to the construction of the streets, curbs And sidewalks to city standards within the development,• D. Individual developers participate in the improvement of existing streets, curbs and sidewalks to the extent of the development's impacts; E. Street improvements be made and street signs or signals be provided when the development is found to create or intensify a traffic hazard; F. Transit stops,bus turnout lanes and shelters be provided when the proposed use of a type which generates transit ridership; G. Parking spaces be set aside and marked for cars operated by disabled persons and that the spaces be located as close as possible to the entrance designed for disabled persons; and H. Land be dedicated to implement the bicycle/pedestrian corridor in accordance with the adopted plan. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON200S-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 7 OF 11 • • The Transportation Goal policies and implementation strategies are largely directed at the City and include objectives that create the framework for ensuring that the transportation system is adequate for all modes of travel at the time development occurs. These objectives are implemented by the Development Code standards that apply during development review. According to the applicant's narrative, the proposed subsequent development anticipates reducing the number of access points into the site from four to two and eliminates the driveway crossing of the railroad tracks. As a result access to and from the subject property would be made safer. The City may require additional dedication of land to meet current street right-of-way equirements on Upper Boones Ferry Road. However, the dedication of right-of-way will be addressed under Site Development Review. The proposed office use is likely to generate increased transit ridership. Tri-Met bus routes 38, 76, and 96 serve the subject site with a bus stop located directly in front of the site on Upper Boones Ferry Road and SW 72nd Avenue. The applicant states they will work with Tri-Met to make any reasonable pedestrian or transit-oriented improvements that will encourage transit ridership. Any proposed development for the subject site will be required to meet the standards of Section 1810 of the Tigard Development Code regarding transit facilities during development review. The Site Plan will also be reviewed by Tri-Met as part of the Site Development Review application. All on-site parking and circulation for any proposed development will be done to City specifications as required by the Tigard Development Code. FINDING: As shown in the foregoing analysis, the City's Comprehensive Plan Transportation Polices have been met with the exception of the Transportation Performance Measures. City Engineering Staff concurs with ODOT's conclusion regarding the transportation performance measures. Therefore, with imposition of the following conditions, the transportation policies can be met. CONDITIONS: • The applicant shall contribute to the City their "proportionate share" of the eastbound right turn lane at the I-5 southbound ramp terminal/Upper Boones Ferry Rd intersection; and • The applicant shall contribute to the City their "proportionate share" of the improvement costs for providing a second southbound through lane and a southbound right-turn lane at the Durham Road/Upper Boones Ferry Road intersection. The City Engineer will determine the proportionate share. 9. ENERGY: 9.1.3 The City shall encourage land use development which emphasizes sound energy conservation, design and construction. IMPLEMENTATION STRATEGIES 3. The City shall locate higher densities and intensities of land use in proximity to existing and potential transit routes specifically with convenient access to federal and state highways, arterials and major collector streets. • 8. The City shall coordinate with and support public and private planning efforts that advocate alternative forms of transportation such as mass transit, carpooling, ride share, bicycling and walking for commuter purposes. The site is located on Upper Boones Ferry Road (an arterial) which is within 1/4 mile of I-5 and lh mile of two I-5 interchanges. Two other arterials, SW 72nd Avenue and SW Durham Road intersect with Upper Boones Ferry Road within 500 feet of the subject site. The proposed zone change would allow office use of the site which would be a more intense use in terms of vehicle trips per day than industrial uses currently allowed. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONE S FERRY ROAD ZONE CHANGE PAGE 8 OF 11 • • According to the applicant's narrative, future employees and visitors may walk, bicycle, car-pool, take a bus, or dnve to the site. These modes will be addressed during development review of any subsequently proposed use of the site. FINDING: The proposed zone change will allow for an efficient use of the transportation system to conserve energy, consistent with the applicable Energy policies. 12. LOCATIONAL CRITERIA: 12.3 INDUSTRIAL. The intent of the industrial land use designation is to: 1. Provide for the designation of suitable lands for industrial use; 2. Provide for economic growth and development; 3. Protect existing and otential lands suitable for industrial development from encroachment by non-industrial or incompatible uses; 4. Provide land for industrial use by type to minimize the impact on surrounding development; and 5. Take advantage of existing transportation facilities. Industrial lands are classified as: • Heavy industrial lands are areas intended to rovide for manufacturing, processing and assembling activities. Uses within this classification are characterized by large buildings and large storage areas and as having associated external effects such as smoke, noise, odor or visual pollution. • Light industrial lands are areas intended to provide for manufacturing, rocessing assembling and related office activities. Uses within this classification are of size and scale which makes them generally compatible with other non-industrial uses and which have no off-site effects. The land use map designates specific areas of the city for industrial development. Over time, however, there may be a demand for new sites. Therefore, the following policy will apply in making such decisions. 12.3.1 THE CITY SHALL REQUIRE THAT: a. Sites for heavy industrial development shall be: (1) Separated by topography established buffers, transportation or other non- residential land uses from residentially developed areas. (2) Located in areas having rail service, arterial or major collector access. b. Sites for light industrial development shall be: (1) Buffered from residential areas to ensure that privacy and the residential character of the area are preserved. (2) Located on an arterial or collector street and that industrial traffic shall not be channeled through residential areas. c. The site shall be of a size and shape which will provide for the short and log range needs of the use. d. The land intended for development shall have an average site topography of less than 6% grade, or that it can be demonstrated that through engineering techniques all limitations to development and the provision of services can be mitigated. e. It can be demonstrated that associated lights, noise and other external effects will not interfere with the activities and uses on surrounding properties. f. All other applicable plan policies can be met. STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPER BOONES FERRY ROAD ZONE CHANGE PAGE 9 OF 11 • The site is buffered from residential areas and is located on an arterial street that provides connection to other arterials and collectors without going through a residential neighborhood. The site is appropriate for the uses allowed in the I-P zone because it is level and at 6 acres is an adequate size and shape for the intended office use as proposed in the applicant's narrative. The uses allowed in the proposed I-P zone are less intense in terms of environmental impacts than those allowed in the I-L zone and the industrial uses in the I-P zone are prohibited from creating adverse off-site impacts such as noise, vibration, glare, outdoor lighting and odors. The subject site is almost completely surrounded by properties zoned I-P, so the proposed zone change will make the site more compatible with its surroundings, consistent with the Locational Criteria for lands zoned Light Industrial. FINDING: Based on the analysis above, the applicable Comprehensive Plan policies outlined above have been adequately addressed. 18.380.030.B.2 Demonstration of compliance with all applicable standards of any provision of this code or other applicable implementing ordinance; and The proposed zone change does not include a specific development.proposal at this time. However, during Site Development Review, any new development win be required to meet all of the current Tigard Development Code standards of the I-P zone. 18.380.030.B.3 Evidence of change in the neighborhood or community or a mistake or inconsistency in the comprehensive plan or zoning map as it relates to the property which is the subject of the development application. Staff reviewed the zoning history of the industrial zoned lands south of SW Bonita Road, east of SW 74th Avenue, west of I-5 and north of Tualatin in the vicinity of the proposed zone change and found that since the conversion from M3 industrial zoning to I-L and I-P in 1983,there has been a steady conversion of I-L zoned lands to I-P zoned land. Of approximately 254 acres zoned I-L in this area in 1983, approximately 90 acres, or 35%, have been converted to I-P. The proposed zone change would convert an additional 2.4% of this area to I-P. In 1983 the subject site was bordered on two sides by I-P zoned properties. Adjacent lands to the north and southeast were subsequently converted to the I-P zone. Today the subject site is virtually surrounded by lands zone I-P. The applicant's narrative provides a broader perspective regarding evidence of change in the community including the legislative conversion of industri al zoned lands to mixed use commercial (MUGS an employment (MUE) districts in the Washington Square sector of Tigard to the north, and Tualatin's conversion of industrial zoned lands to mixed use commercial in the Bridgeport Village area to the south. The applicant asserts that the proposed zone change and prospective office development reflects a maturation of the market for Class "A" office buildings in the Wilsonville/Kruse Wayl-5 corridor. FINDING: The foregoing analysis demonstrates that there has been a significant and steady change (conversion of lands zoned I-L to I-P) in the neighborhood and that the proposed zone change represents a further incremental change consistent with this trend. There is no apparent evidence of a mistake or inconsistency in the comprehensive plan or zoning map. SECTION VI. ADDITIONAL CITY STAFF AND OUTSIDE AGENCY COMMENTS City of Tigard Public Works Department have reviewed this proposal and offered no comments or objections City of Tigard Police Department has reviewed the proposal and offered no comments or objections. City of Tigard Long Range Planning Department has reviewed the proposal and raised several questions a December 7, 2005 Memo (attached). The memo questions whether the I-P development standards provide guidance to encourage the combination of uses that are desired in the zone whether the evolution into pnmarily office uses will adversely impact industrial uses, and whether the lack of a maximum FAR in the I-P zone will attract further office park development? STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON200 5-00009/UPPERBOONES FERRY ROAD ZONE CHANGE PAGE 10 OF 11 • • In a December 9, 2005 Addendum (attached) to the above Memo, Long Range Planning Staff address the proposed rezone's compliance with the Metro Urban Growth Management Functional Plan and find that it is consistent with the applicable standards. RESPONSE: The I-P zoning district is characterized as providing "appropriate locations for combining light manufacturing, office, and small-scale commercial uses . . ." The text in TDC 18.530.020 is ambiguous as to whether these uses are to be combined on a parcel basis or on a district-wide basis. Both are likely to occur as in the proposed office-only development and alternatively in the mixed use campus development of the Pacific Realty properties south of the Upper Boones Ferry/Durham Road intersection and to a lesser degree along SW 7th Avenue. Since office use is a less intense use it is unlikely that there would be any off-site adverse impacts to the remaining lands zoned I-L. The buffering and screening standards in Table 18.745.1 do not differentiate between the two zones and no buffering or screening is required. There are many locational factors affecting siting of proposed development. The lack of a maximum FAR in the I-P zone may be an advantage. However, site coverage and building height standards otherwise limit the development's potential FAR in the I-P. City of Tigard Engineering Department has reviewed the proposal and concurs with the recommendation by ODOT to condition approval of the proposed zone change to address the transportation performance issues raised in ODOT's February 23,2005 letter. ODOT reviewed the proposed zone change. Marah Danielson, Oregon Department of Transportation Development Review Planner, submitted a comment letter to the City on February 23, 2006. In the letter ODOT recommends conditions of approval to mitigate for the significant effect the proposed zone change will have on the I-5 southbound ramp terminus/Upper Boones Ferry Rd intersection. ODOT's letter is included above in its entirety. The Cities of Durham, Lake Oswego, and Tualatin, and METRO, and Washington County were notified of the proposed amendment and did not respond. SECTION VII. STAFF ANALYSIS AND CONCLUSION Based on the information above,the proposed zone change complies with or can be made to comply with the applicable Comprehensive Plan policies, subject to conditions of approval contained in this decision. As there is no specific development proposal associated with the proposed zone change, the City of Tigard's Development Code chapters do not apply. Staff finds that the proposed zone change from I-L to I-P does not reduce industrially zoned lands in the City of Tigard or significantly reduce the types of activities that would be allowed on the subject property. The I-P zoning district does allow a broader range of uses that will expand the range of possible tenants for the property in the future. Pursuant to ODOT's concerns, as expressed in their comments on the proposed zone change, the change from I-L to I-P would have a significant impact on the street system. Therefore, Staff recommends the Planning Commission approve with conditions the requested zone change. February 24,2006 PREPARED SY: ary Pagenstecher DATE Associate Planner WS February 24,2006 APPROVED BY: Dick Be„- orff DATE Planning ager c\curpin\gary\zon change\ZON2005-00009(Upper Boones Zone Change)\zon2005-00009staff report STAFF REPORT TO THE PLANNING COMMISSION 3-6-2006 PUBLIC HEARING ZON2005-00009/UPPERBOONES FERRY ROAD ZONE CHANGE PAGE 11 OF 11 • • MEMORANDUM �i „�,y f11�\ TO: Gary Pagenstecher ..,,o., FROM: Long Range Planning RE: (ZON) 2005-00009 Upper Boones Ferry Road Zone Change DATE: December 7, 2005 The applicants request a zone change for 6 parcels totaling 6 acres which are zoned I-L (Light Industrial.) The applicants wish to change the zoning designation to I-P (Industrial Park.) The comprehensive plan designation would remain Light Industrial. Although plans have not been finalized, the applicants state the eventual project would be an office park of approximately 127,000 sq. ft. Existing conditions: The site is zoned I-L, but is surrounded on three sides by properties zoned I-P. The site is located less than half a mile from the Bridgeport Village retail and office development. The site is near on and off ramps to 1-5, and lies near the intersection of two arterials, SW Upper Boones Ferry Road and SW 72nd Avenue. A third arterial, SW Durham Road is only one property away to the southwest. A railway lines runs along the site to the west. Fanno Creek Park lies across SW 74th Ave, to the west. According to the Washington County Assessor, the sum of the land values for the six parcels is $2,230,070. Three of the parcels have structures present and three are vacant. The three structures have a total value of $801,140. For these three parcels the building value as a percent of total value is .45, indicating the parcels are somewhat underutilized. Zoning History The site, currently zoned I-L, had the old industrial zoning designation M-3. In 1983, this zoning designation was replaced by two zones, I-L and I-P. In the 1980's several nearby properties were rezoned to I-P, notably the nearby PacTrust business park. A review of City records reveals that since 1991 there have been four applications to change zones from Light Industrial to Industrial Park. Two applications, from 1991 and 1994 lapsed without action. In 1994 an 8.96 acre area was re-zoned I-P. The most recent approval was in 2002, for an application to allow an indoor entertainment facility (Sy-Kart Indoor Racing Center.) From 1990-1994 there were at least 4 cases of rezoning I-P and I-L land to C-G throughout the city. • • It appears from a cursory review of zoning maps that additional parcels were rezoned to I-P between 1997 and 1999, but the information could not be found in the records. The zone changes may have been attached to other types of cases. Time constraints did not allow further investigation. Zoning Discussion: The most important difference between I-P and I-L zones is in allowable uses. The Industrial Park zone allows office uses outright and up to 20% square footage of retail uses, while the Light Industrial zone forbids these uses. This project is planned to be primarily office with potential retail uses. The Tigard Development Code states that "the I-P zoning district provides appropriate locations for combining light manufacturing, office and small-scale commercial uses, e.g., restaurants, personal services and fitness centers, in a campus-like setting." It is not stated whether the zoning intended "appropriate locations" for this combination of uses to be on one site, or throughout the district. There is a question of whether this proposed zone change would encourage the intended mix of uses, or whether it would accelerate the conversion of the district from primarily industrial uses to primarily office. The development standards of I-P and I-L are similar in terms of maximum site coverages, height, etc (see Table 1.) Table 1: Development Standards Comparison Chart I-L I-P MUE (Tigard Triangle) Max Height 45 ft. 45 ft. 45 ft. Max. Site Coverage 85% 75%(80%) 85% Min. Landscaping 15% 25% (20%) 15% Max FAR - - .4 The Industrial Zone development standards do not necessarily support the combination of uses that are intended. This can be seen by the fact that exclusively office projects are approvable in the I-P zone. As a point of comparison, Tigard's Triangle overlay zone was intended to support a mix of office and retail uses. If this project was proposed for the Tigard Triangle, the maximum allowable FAR would be .4, and additional design guidelines would have to be met. With the I-P zone standards, the applicants preliminarily propose a project with a square footage of 127,000, (an FAR of .48.) Current Industrial Buildable Lands Approximately 73 acres of land zoned I-L and I-P were identified in the Tigard 2004 buildable lands inventory (See Map 1). This application would not affect this supply, as it is a redevelopment project. However the approval of zone changes like this could encourage more requests for zone changes. • • Discussion: A review of recent land use applications does not reveal a trend of requests for zone changes from I-L to I-P. However, the applicants' request could be a sign the real estate market is changing. Tigard's industrial land is concentrated along 1-5 and Highway 217. This transportation access also makes it attractive to office and commercial development. The site of the proposed zone change and the surrounding area are especially visible and accessible to auto traffic. According to a June 2005 Westside Economic Alliance presentation, the 1-5 Office Market in general is strong due to: -The proximity to top mangers homes -Excellent transportation access. -The lack of the Multnomah County business tax and income tax surcharge. The same presentation also detailed the I-5 South submarket, which this site is close to (the boundaries and names of real estate submarkets differ depending on the source used.) The weaknesses of the sub-market are its limited office inventory and its industrial/warehouse character. The presenters forecasted that this market would have new office development, declining vacancy rate, and increasing rental rates. The nearby Kruse Way office/commercial market is very tight, with vacancy rates of 4%, compared to a regionwide average of 11.7%. According to a commercial real estate broker, this area might be subject to a spillover effect from the success of the Kruse Way developments. Additionally, the nearby Bridgeport Village development is considered an amenity for Class A office space. A possible example of this market change is the Durham Plaza, a Class A Office development under construction on Upper Boones Ferry Road (in nearby Tualatin, .3 miles south of the applicant's site.) (Oregonian 6/23/05) Conclusions/Questions While the intent of the I-P and I-L zones are compatible, do the 1-P development standards provide guidance to encourage the combination of uses that are desired in the zone? If the current standards allow the I-P district to evolve into primarily office development will this negatively impact industrial uses? There appears to be developing market pressures that could encourage future office park proposals. Does the fact that more FAR is potentially obtainable under I-P zoning than in other zones make I-P parcels more attractive to further office park projects? • MEMORANDUM %„f „1111\ TO: Gary Pagenstecher --.4 FROM: Long Range Planning RE: (ZON) 2005-00009 Upper Boones Ferry Road Zone Change DATE: December 9, 2005 Addendum: Metro Urban Growth Management Functional Plan compliance Background In 2004 Metro revised Title 4 (Industrial and Other Employment Areas) of the Urban Growth Management Functional Plan. While the City of Tigard is in the process of bringing its code in compliance with the Metro Functional Plan, proposed development in Metro-identified Industrial and Other Employment Areas must be accordance with the Plan. According the Map of Industrial and Other Employment Areas (Exhibit C,) the parcels in the proposed zone change case ((ZON) 2005-00009) are classified as Employment Land. Analysis According to Title 4, 3.07.440, Protection of Employment Areas, local governments "shall limit new and expanded commercial retail uses to those appropriate in type and size to serve the needs of businesses, employees, and residents of Employment Areas." The relevant subsections in the Urban Growth Management Functional Plan are: 1) 3.07.440.B: "Except as provided in subsections C, D and E, a city or county shall not approve a commercial retail use in an Employment Area with more than 60,000 square feet of gross leasable area in a single building, or commercial retail uses with a total of more than 60,000 square feet of retail sales area on a single.lot or parcel, or on contiguous lots or parcels, including those separated only by transportation right-of- way." Analysis: Retail commercial uses are Restricted uses in Tigard's I-P Zone. Commercial retail uses are limited to 20% of the entire square footage within a development complex and these uses cannot exceed 60,000 square feet of gross leasable area per building or • business. The proposed zone change is to I-P, whose requirements are in compliance with this subsection. 2) 3.07.440 C. "A city or county whose zoning ordinance applies to an Employment Area and is listed on Table 3.07-4 may continue to authorize commercial retail uses with more than 60,000 square feet of gross leasable area in that zone if the ordinance authorized those uses on January 1, 2003." Analysis: Table 3.07-4 lists two zones for Tigard in this category. General Commercial and Commercial Professional. The proposed zone change is from Light Industrial to Industrial Park, so this section is not applicable. 3) 3.07.440 D. "A city or county whose zoning ordinance applies to an Employment Area and is not listed on Table 3.07-4 may continue to authorize commercial retail uses with more than 60,000 square feet of gross leasable area in that zone if: 1. The ordinance authorized those uses on January 1, 2003; 2. Transportation facilities adequate to serve the commercial retail uses will be in place at the time the uses begin operation; and 3. The comprehensive plan provides for transportation facilities adequate to serve other uses planned for the Employment Area over the planning period." 4) 3.07.440 E. "A city or county may authorize new commercial retail uses with more than 60,000 square feet of gross leasable area in Employment Areas if the uses: 1. Generate no more than a 25 percent increase in site generated vehicle trips above permitted non-industrial uses; and 2. Meet the Maximum Permitted Parking—Zone A requirements set forth in Table 3.07-2 of Title 2 of the Urban Growth Management Functional Plan." Analysis of 3 and 4: Retail commercial uses are Restricted uses in Tigard's I-P Zone. Commercial retail uses are limited to 20% of the entire square footage within a development complex and these uses cannot exceed 60,000 square feet of gross leasable area per building or business. These sections are not applicable because the I-P zone does not allow retail uses greater than 60,000 square feet. The proposed zone change of the parcels to I-P would result in a development that appears to be consistent with the Metro requirements. L I ( j I O CITY of TIGARD GEOGRAPHIC INFORMATION SYSTEM JNV,�� • F`-1 VICINITY MAP U_ . O . • I��y� Z0N2005-00.009 • CC •• . I I I iw■ • • Z o go [ UPPER BOONES FERRY 1 _ _ ,e ROAD ZONE CHANGE • II W \\\ 0 _ ; 1•RSF I— li J4,(1� �P ,\'\ \ 1 BULL � BONITA�'D v O 1t` ` ' _ I �RygBENORD .O�'I tii�,b f. ' • 11gard Area Map '� N \ �OO� 0 100 200 300 400 Feet � W Ilipfro ' V-O Q 1" 324 feet A 924, I n. -.41. llli 1:'.2-, (0 City of Tigard Information on this map Is for general location only and should be verified with the Development Services Division. 13125 SW Hall Blvd Tigard,OR 07223 • f (503)639-4171 I I r http://www.cl.tigard.or.ue • Community Development . , • • . Plot date:Nov 14,2005;C:\magic\MAGIC03.APR , •• A • •' 4 Y •�.. • Design Group a Patati company • • •' • • • • •w • • •' •' Akerman / Wathey / LaRusso • Zone Change Application • September 26, 2005 • Modified November 1, 2005 •' • Updated January 30, 2006 •I • .`<, • • • • • • • • • `f • • • • • ` • • • • • • • • Akerman/Wathey/LaRusso Zone Change Application • • TABLE OF CONTENTS • • KEY INFORMATION 1 • SUMMARY 2 • • BACKGROUND INFORMATION 3 • SUMMARY OF NEIGHBORHOOD MEETING 6 • COMPARISON OF I-L AND I-P ZONES 7 • • COMPLIANCE WITH APPLICABLE CRITERIA • Criteria #1 -- Demonstration of compliance with all applicable • comprehensive plan policies and map designations 12 • Criteria#2 -- Demonstration of compliance with all applicable standards • of any provision of this code or other applicable implementing ordinance 25 • Criteria#3. Evidence of change in the neighborhood or community 27 • ....or evidence of a mistake or inconsistency in the comprehensive plan • or zoning map 29 • STATEWIDE PLANNING GOALS 31 • • CONCLUSIONS 32 • EXHIBITS 33 • Exhibit`A' Tax Assessor's map • Exhibit 'B' Site Plan Base Map • Exhibit `C' Aerial photographs of the surrounding area REC�,.VFLJ • Exhibit `D' Aerial photograph of the site • Exhibit `E' Photographs of the existing site and access FE =_i 8 204 • Exhibit `F' Maps showing zoning history QTY OF TIGARD • Exhibit `G' Conceptual development plan rv� fa/ENGINEERING • Exhibit 'H' Pre-application meeting notes • Exhibit `I' Record of neighborhood meeting Exhibit `J' Photographs of uses allowed or not allowed in the I-P zone • Exhibit 'K' Traffic Impact Analysis Report(September 2005) Supplemental Traffic Impact Analysis Report(January 2006) • Exhibit `L' Map of all industrial zones • Exhibit`M' List of properties zoned I-H, I-L and I-P, sorted by zone and size • • • • • • • • • • KEY INFORMATION• • • Project Name: Akerman/Wathey/LaRusso Zone Change • • Property Description: 2S113AB00500, 2S113AB00400, 2S113AB00300, • 2S112DC01100, 2S112DC01200, 2S112DC001300 • • Location: 15930 SW 74th Avenue, Tigard, OR 97224 • 16075 SW Upper Boones Ferry Rd., Tigard, OR 97224 • • Parcel size: 6.0 acres, ± • • Current Comp. Plan: Industrial • Current Zoning: Light Industrial (I-L) • • Applicant: Richard Akerman, James Wathey, Larusso Concrete • Company, Inc. • • Applicants Representatives: • Land Use Planner Ed Murphy, AICP • LDC Design Group 20085 NW Tanasbourne Drive • Hillsboro, Oregon 97124 • Site Designer Opus Architects & Engineers, Inc. • 1000 SW Broadway, Suite 1130 • Portland, Oregon 97205 • Traffic Engineer Julia Kuhn • Kittelson &Associates • 610 SW Alder, Suite 700 Portland, Oregon 97025 • • • • • • • • 1 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • SUMMARY • • ♦ The owners of these six tax lots, which total about 6 acres in size, seek an amendment to the Zoning Map from Light Industrial (I-L) to Industrial Park (I-P) in order to replace the existing outdoor storage areas and older buildings with new • office, retail, and/or flex-space buildings. • • Offices are permitted only as a limited use in the Light Industrial (I-L) zone, but are allowed outright in the Industrial Park (I-P) zone. Some limited retail uses are also • allowed in the I-P zone - up to 20% of the square footage. • ♦ No change to the Comprehensive Plan is necessary. The Comprehensive Plan • designation will remain "Light Industrial". S • There are currently 689 acres of land zoned for industrial uses in Tigard, not • counting land in public ownership. If the zone change is approved, there will still be 689 acres of land zoned for industrial uses in Tigard. The zone change would not 5 remove any land from the industrial lands inventory. • • The I-P zone has been applied to almost all of the other properties surrounding the • applicant's properties, including all of the area to the north, west and south, and one • parcel to the east. ♦ The I-P zone is intended for uses that have less negative impact than the uses allowed in the I-L zone. The I-P zone allows light manufacturing and production, indoor recreation, offices, and commercial lodging outright. It also allows (with • restrictions) retail sales and eating and drinking establishments. The I-P zone does • not allow general and heavy industrial uses, warehouses, freight movement, and motor vehicle sales and rentals. S • The environmental impacts of changing the zoning from I-L to I-P are positive. The uses allowed in the I-P zone typically generate less truck traffic, noise, vibration, S glare/outdoor lighting and odors than the uses allowed in the I-L uses. More 5 specifically, there will be little, if any, significant noise, glare, odor, vibration or other • off-site impacts from the proposed uses. • ♦ With provision of certain mitigation measures recommended in the Transportation • Impact Analysis (TIA), the office park can be developed while maintaining acceptable traffic operations and safety at all intersections and surrounding roadways in the site 5 vicinity. • ♦ The proposed use would result in a significant improvement to one of the key • "entryways" into Tigard. An area now dominated by outdoor storage of vehicles and • materials would be upgraded into new multi-story buildings and landscaping. S ♦ The redevelopment of this site would result in substantial increased revenues to the • City and other public agencies, as well as a substantial increase in the number of jobs in Tigard. • • 2 5 S • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 S • • • • • • • BACKGROUND INFORMATION • • Ownership: There are six parcels zoned I-L, which are identified as 2S113AB00500, • 2S113AB00400, 2S113AB00300, 2S112DC01100, 2S112DC01200, 2S112DC001300. • Mr. Akerman and Mr. Wathey co-own five of the six tax lots; the sixth lot, tax lot 2S112DC01300, is owned by LaRusso Concrete Company. See Tax Assessor's Map, • Exhibit 'A'. Akerman and Wathey also own tax lot 2S113AB00200, which is a 24,393 • square foot lot with frontage onto Upper Boones Ferry Road. This tax lot is already zoned I-P, and is developed with a small, single-story office building, which the owners • intend to retain. See Exhibit 'B' for a base map showing the site area. • Existing Conditions: The site is located within a large industrial/commercial area that • borders I-5 and extends from Highway 217 to Bridgeport Road and beyond. This site's • location within this sizable mixed-employment area is clearly shown in the aerial photograph, Exhibit 'C'. A close-up aerial photo of the site is included as Exhibit'D'. • • The properties are currently used for office and industrial uses, particularly for land- intensive outdoor storage of materials and equipment, as they have been for several • years. There are some older, single-story buildings on the site, with some landscaping • along Upper Boones Ferry Road. See photographs of the existing site improvements and access driveways, Exhibit'E'. As can be seen from the photographs, the site is flat, with • no known wetlands, wildlife habitat or other environmentally sensitive resources • present. • History: In the late 1970's and early 1980's, the City had several industrial zones, • including an M-3 zone. In 1983, the M-3 zone was replaced by two zones, Light Industrial (I-L) and Industrial Park (I-P). The subject site was re-zoned to I-L at that • time. Curiously, the adjacent site, Elmo Studd's lumber yard (tax lot 2S1133AB00700), • was re-zoned to I-P at the same time. Most likely, the Elmo Studd's property was zoned I-P to tie together the newly zoned I-P area along SW 74th Avenue north of Durham • Road with the newly re-zoned I-P west of 72nd Avenue and south of Durham Road. That • is, the Elmo Studd's property tied together the two new I-P areas on the map; this is • evident by reviewing the 1981 and 1983 zoning maps. Zoning maps showing the progression of zoning since the early 1980's are attached as Exhibit'F'. • A small area at the 72"d Avenue/Upper Boones Ferry intersection was re-zoned to I-P in 1983 as well. Much of the surrounding area east of 74th Avenue was re-zoned M-3 to I- • L. In 1987, the area that is now the PacTrust business park along Sequoia Parkway was • rezoned from I-L and R-12 to I-P. In 1988, some of the properties adjacent to the subject site, as well as one parcel across Upper Boones Ferry Road from the subject site, • were rezoned from I-L to I-P. Subsequently, the office building at the corner of 72"d and • Upper Boones Ferry Road (tax lot 2S113AB00101) was constructed. As a result of these zoning map changes -- most if not all initiated by PacTrust (Pacific Realty Associates, • LP.) -- the subject site became a little peninsula of remaining I-L almost entirely • surrounded by I-P zoning. • Adjacent zoning and uses. The site is bordered on the north, east, west and most of • the south sides by I-P zoning. Only about 140' of the entire perimeter of the site is adjacent to properties zoned I-L (across Upper Boones Ferry Road). The rest is adjacent • to I-P zoning. Directly across Upper Boones Ferry Road, to the southeast of the site, is a • 3-story, Class 'A' office building. The property to the southwest of the site is Elmo • 3 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • Studd's building supply store and lumberyard, which is a non-conforming use for several • reasons. (For instance, it has outdoor sales, over 20% of the square footage of the • building is used for sales-oriented retail, and less than 25% of the site is landscaped.) Presumably, this property will eventually be redeveloped into more intensive uses. The • development of the subject site will set the stage for the eventual redevelopment of that 5 adjacent site. • To the west of the site are the railroad tracks and 74th Avenue, then industrial buildings 5 along the west side of 74th Avenue, adjacent to Fanno Creek. The area to the north is • developed with single-level industrial/office buildings. A small shopping center borders the subject site along the southeast side. • • Description of Proposal. S Opus Development Company intends to construct a three-story office building on the • site, up to 127,000 square feet in size. It may be similar in size and appearance to the office building the Opus built on Durham Road, near 79th Avenue. However, at this • point, the development plan is not finalized and no site development review application • has been submitted to the City. For purposes of evaluating the impacts of the zone change, however, this application uses a 127,000 square foot office building as the • proposed use of the property. See conceptual development plan, Exhibit 'G'. The actual • development plan may propose something with less square footage; it is unlikely that anything more intense will be proposed. • • Given the development standards in the I-P zone and the characteristics of the site, a 127,000 square foot office building is a reasonable assumption to use to evaluate the • "worst case" impacts of the zone change, particularly with regard to traffic impacts. • That is, with a height limit of only 45 feet, a building coverage maximum of 75% or perhaps 80%, and a desired parking ratio of 4 spaces per 1000 square feet of building S space, it would be difficult to build more than the a 127,000 square foot building without building a parking structure. Structured parking is cost-prohibitive for this site. Further, • although the I-P zone allows up to 20% of the building floor area to be retail, the "business park" category used in the traffic analysis assumes some limited commercial • uses would be developed. • The site does not appear to include any significant natural resource area, such as 5 wetlands, steep slopes, floodplains, or wildlife habitats, based on the City's map of • sensitive lands, a site visit and a review of aerial photographs. Any development will need to meet all of the current city zoning and development standards. The standards • in the I-P zone are more restrictive than the standards of the I-L zone, in terms of • landscaping, lot coverage, setbacks, and off-site impacts such as noise. The I-P zone also restricts heavier uses, such as outdoor storage and general manufacturing, 5 warehousing and freight movement. • The proposal to re-zone this 6-acre site from I-L to I-P was presented to the staff in a • pre-application meeting on August 11, 2005. As described below, the proposed rezone • was also discussed with the some of the adjoining and nearby property owners in a neighborhood meeting held on September 7th, 2005. See Exhibit 'H' for a copy of the S pre-application conference notes, and Exhibit `I' for documentation of the neighborhood • meeting. S 4 • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 S S • • • • The existing buildings are already connected to city sewer and water. The applicant • does not plan any changes to the surrounding utilities, and public works has not identified any capacity constraints for sanitary sewer, water or storm drainage systems. Storm drainage from the proposed development will flow generally towards the west, • towards Fanno Creek. (The lowest spot appears to be at the west end of Fanno Creek • Drive). • • I I I I I I I I I I I I I I I I I S I I I S I I I I I • 5 I • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 I • • • • • • SUMMARY OF NEIGHBORHOOD MEETING • The applicant held a neighborhood meeting on September 7th after sending out a notice • to surrounding property owners and neighborhood representatives. Four neighbors • attended the meeting. No one called for more information either before or after the • meeting. No additional comments were received after the meeting. • Among the attendees were Bill and Dianne Fagan and Ron Pulliam, owners of the Elmo • Studd's lumber yard property. There was discussion of the existing shared access • (Fanno Creek Place), and how that access could be used in the future as the main access to the Elmo Studd's property when it redevelops, assuming that the City would require • the existing accessway to be closed at that time. • Andrea Nadeao, who owns property north of the subject site, was the fourth neighboring • property owner at the meeting. There was general discussion about the potential • impacts on property values, and what street improvements will be needed in the future. There was also discussion about the type and size of building(s) that would be • constructed on the site if the zone change application were to be approved. • There were no objections to the zone change raised by any of the property owners • attending the meeting. Further, the Fagan's and Mr. Pulliam did not object to the use of • Fanno Creek Place as one of the two primary accessways to the property, and were receptive to the idea of a shared access agreement. • • • • • • • • • • • • • • • • • • • 6 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • • COMPARISON OF I-L AND I-P ZONES • • The general purpose and description of the Industrial District zones are found in Chapter 18.530, quoted below. The actual uses allowed are listed in Table 18.530.1, shown on • the following pages. In the Table, some of the significant differences between the I-L • and I-P zones are shown in bold type. • 18.530.010 Purpose • • Provide range of industrial services for City residents. One of the major purposes of the • regulations governing development in industrial zoning districts is to ensure that a full range of • job opportunities are available throughout the City so that residents can work close to home if they choose. The location of land within each industrial district must be carefully selected and • design and development standards created to minimize the potential adverse impacts of industrial • activity on established residential areas. • • Facilitate economic goals. Another purpose of these regulations is to ensure that there is a full • range of economic activities and job opportunities within the City limits, in compliance with the • economic goals of the City of Tigard Comprehensive Plan. • 18.530.020 List of Zoning Districts • A. I-P: Industrial Park District. The I-P zoning district provides appropriate locations for • combining light manufacturing, office and small-scale commercial uses, e.g., restaurants, • personal services and fitness centers, in a campus-like setting. Only those light industrial uses • with no off-site impacts, e.g., noise, glare, odors, vibration, are permitted in the I-P zone. In addition to mandatory site development review, design and development standards in the I-P zone • have been adopted to insure that developments will be well-integrated, attractively landscaped, • and pedestrian-friendly. • B. I-L: Light Industrial District.The I-L zoning district provides appropriate locations for general • industrial uses including industrial service, manufacturing and production, research and • development, warehousing and freight movement, and wholesale sales activities with few, if any, nuisance characteristics such as noise,glare,odor,and vibration. • • • • • • • • • • • • 7 • • P\0891.001.00\Docs\Plan\Application\finaldr\9128\05 • • • • • • TABLE 18.530.1 • USE TABLE: INDUSTRIAL ZONES • USE CATEGORY INDUSTRIAL PARK LIGHT INDUSTRIAL • (I-P) (I-L) 0 RESIDENTIAL • Household Living R 1 R 1 • Group Living N N Transitional Housing N N • Home Occupation N N • CIVIC (INSTITUTIONAL) • Basic Utilities C C • Colleges N N Community Recreation C 10 C 10 • Cultural Institutions N N • Day Care R3,9 R3,9 • Emergency Services P P Medical Centers N N • Postal Service P P • Public Support Facilities P P • Religious Institutions N N Schools N N • Social/Fraternal Clubs/Lodges N N • COMMERCIAL • Commercial Lodging P N Eating and Drinking Establishments R 2 N • Entertainment-Oriented • -Major Event Entertainment N N • -Outdoor Entertainment P N -Indoor Entertainment P N • -Adult Entertainment N N • General Retail • - Sales-Oriented R2 N -Personal Services R 2 N • -Repair-Oriented P N • -Bulk Sales N N • -Outdoor Sales N P -Animal-Related P P 0 Motor Vehicle Related • -Motor Vehicle Sales/Rental N P • -Motor Vehicle Servicing/Repair C P -Vehicle Fuel Sales P P/C 7 0 Office P N • Self-Service Storage P P • • 8 • 0 P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • 0 • • • • • • • • USE CATEGORY INDUSTRIAL PARK LIGHT INDUSTRIAL (I-P) (I-L) • Non-Accessory Parking P P • INDUSTRIAL Industrial Services N P • Manufacturing and Production • -Light Industrial P P • -General Industrial N P • -Heavy Industrial N N Railroad Yards N N • Research and Development P P • Warehouse/Freight Movement N P Waste-Related N N • Wholesale Sales R 4 P • OTHER • Agriculture/Horticulture P 5 . P 5 Cemeteries N C • Detention Facilities C N • Heliports C C • Mining N N Wireless Communication Facilities P/R 6 P • Rail Lines/Utility Corridors P P • P=Permitted R=Restricted C=Conditional Use N=Not Permitted • • 1A single-family detached dwelling or single-family mobile or manufactured home allowed for caretaker or kennel owner/operator when located on the same lot as the permitted use and is exclusively occupied by the • caretaker or kennel owner/operator and family. • 2These limited uses, separately or in combination, may not exceed 20% of the entire square footage within a • development complex. No retail uses shall exceed 60,000 square feet of gross leasable area per building or • business. • 3In-home day care which meets all state requirements permitted by right. • 4Permitted if all activities,except employee and customer parking,are wholly contained with a building(s). • • 5When an agricultural use is adjacent to a residential use, no poultry or livestock, other than normal household pets, may be housed or provided use of a fenced run within 100 feet of any nearby residence except a dwelling • on the same lot. • 6See Chapter 18.798,Wireless Communication Facilities, for definition of permitted and restricted facilities in • the I-P zone. • 7Vehicle fuel sales permitted outright unless in combination with convenience sales, in which case it is • permitted conditionally. • 8Explosive storage permitted outright subject to regulations of Uniform Fire Code. (Not applicable in I-P and • I-L zones) • • 9 • • P\0891.001.00\Docs\PlanWpplication\finaldr\9\28\05 I • • • • 9Day care uses with over 5 children are permitted subject to an Environmental Impact Assessment in • accordance with Section 18.530.050.C.1. The design of the day care must fully comply with State of Oregon • requirements for outdoor openspace setbacks. • 10Limited to outdoor Recreation on(1)land classified as floodplain on City flood maps,when the recreational • use does not otherwise preclude future cut and fill as needed in order to develop adjoining industrially zoned • upland;and(2.)land located outside the floodplain as shown on City flood maps,when the Recreation Use is temporary and does not otherwise preclude allowed uses or Conditional Uses other than Recreation within the • district. • The I-P and I-L zones are very similar in many ways. Driving through the areas zoned • either I-P or I-L, it is often very difficult to tell the difference between the zones...particularly because one finds, for instance, outdoor sales in the I-P zone, and • offices in the I-L zone. Both zones allow light industrial uses and research and • development activities. Both allow self-service storage units. Neither allows schools or religious institutions or medical centers. • The main difference is that the I-P zone allows some uses that the I-L zone does not, • including: • ♦ Eating and drinking establishments; • ♦ Retail sales and services, which are restricted in the total amount of square footage • as well as the maximum square footage of any one retail use; • Repair-oriented retail; • • Hotels; • ♦ Indoor and outdoor entertainment; and • Offices. The I-L zone, on the other hand, allows some uses that the I-P zone does not, or allows • only as a conditional use, including: • ♦ Outdoor sales • ♦ Motor vehicle sales/rental and serving/repair • Industrial services • ♦ General industrial • ♦ Warehouse/Freight movement • Some uses, such as wholesale sales, are allowed in both zones but are more restricted • in the I-P zone. That is, all activities have to be wholly contained within a building in the I-P zone, but not in the I-L zone. • • The I-P zone is not a commercial zone. Retail uses are limited to a maximum of 20% of the entire square footage within a development complex. In addition, the I-P zone limits • the size of any one retail use to 60,000 square feet, so "big box retailers" are not • allowed. (Home Depot was approved prior to the size limitation). Many buildings in the I-P zone have a combination of office and industrial uses. The photographs attached as • Exhibit '3', show the types of uses generally allowed in the two different zones. • Besides the differences in the allowed uses, there are some differences in the • development standards. These differences are shown on the following table, which is • found in Section 18.530 of the TDC. Again, the significant differences are shown in bold. • • 10 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • TABLE 18.530.2 • DEVELOPMENT STANDARDS IN INDUSTRIAL ZONES • STANDARD INDUSTRIAL LIGHT INDUSTRIAL PARK(I-P) (I-L) • Minimum Lot Size None None • Minimum Lot Width 50 ft. 50 ft. • • Minimum Setbacks • -Front yard 35 ft. 30 ft. • - Side facing street on corner& • through lots [1] 0 ft. 20 ft. • -Side yard 0/50 ft. [3] 0/50 ft. [3] • -Rear yard 0/50 ft. [3][4] 0/50 ft. [3] -Distance between front of garage • &property line abutting a public • or private street --- --- • Maximum Height 45 ft. 45 ft. Maximum Site Coverage [2] 75 % [5] 85 % • • Minimum Landscape Requirement 25 % [6] 15 % • [1]The provisions of Chapter 18.795 (Vision Clearance)must be satisfied. • [2]Includes all buildings and impervious surfaces. • [3] No setback shall be required except 50 feet shall be required where the zone abuts a residential zoning district. • [4]Development in industrial zones abutting the Rolling Hills neighborhood shall comply with Policy 11.5.1. • • [5]Maximum site coverage may be increased to 80%if the provisions of Section 18.530.050.B are satisfied. • [6]Except that a reduction to 20%of the site may be approved through the site development review process. • It is apparent from Table 18.530.2 above that most of the key standards, such as the • setback adjacent to a residential zone, are the same for both zones. The biggest difference is the maximum site coverage, which is 75% in the I-P zone and 85% in the • I-L zone. Similarly, the minimum landscape requirement is 15% in the I-L zone and 25% in the I-P zone. • • • • • • 11 • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • COMPLIANCE WITH APPLICABLE CRITERIA • • CRITERIA FOR AMENDING THE ZONING MAP • This application is for a quasi-judicial zoning map amendment. The standard criteria for • such an amendment are listed in Section 18.380.030 of the Tigard Development Code, • as follows: 18.380.030 Quasi-Judicial Amendments and Procedures to this Title and Map • B. Standards for making quasi-judicial decisions. A recommendation or a decision • to approve, approve with conditions or to deny an application for a quasi-judicial • amendment shall be based on all of the following standards: 1. Demonstration of compliance with all applicable comprehensive plan policies • and map designations; • 2. Demonstration of compliance with all applicable standards of any provision of • this code or other applicable implementing ordinance; and 3. Evidence of change in the neighborhood or community or a mistake or • inconsistency in the comprehensive plan or zoning map as it relates to the • property which is the subject of the development application. • CRITERIA #1 -- DEMONSTRATION OF COMPLIANCE WITH ALL • APPLICABLE COMPREHENSIVE PLAN POLICIES AND MAP • DESIGNATIONS • Policies 1.1.1 and 1.1.2 • • IMPLEMENTATION STRATEGIES • j. Light Industrial - Refers to areas deemed appropriate for industrial activities • which include manufacturing, processing, assembling, packaging or treatment • of products from previously prepared materials and which are devoid of nuisance factors that would adversely affect other properties. The appropriate • zoning districts are Light Industrial (I-L) and Industrial Park (I-P) which also • permit offices and related uses. • RESPONSE: The proposed zone change from I-L to I-P complies with the • Comprehensive Map designation of Light Industrial because the I-P zone is one of the • two industrial zoning districts that implement the Light Industrial comprehensive plan designation. Because both the I-P and I-L zoning districts are considered "Light • Industrial," the two districts are treated interchangeably in the comprehensive plan in • virtually all situations. • • • 12 • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • 2. CITIZEN INVOLVEMENT • • POLICY: • 2.1.1 THE CITY SHALL MAINTAIN AN ONGOING CITIZEN INVOLVEMENT • PROGRAM AND SHALL ASSURE THAT CITIZENS WILL BE PROVIDED AN • OPPORTUNITY TO BE INVOLVED IN ALL PHASES OF THE PLANNING PROCESS. • RESPONSE: • On behalf of the owners, Mr. Murphy sent out notices to surrounding property owners and neighborhood representatives, posted a sign on the property, and hosted a • neighborhood meeting on September 7th, 2005 in accordance with the City of Tigard's • neighborhood meeting notification process. No one called before or after the meeting to discuss the proposed zone change or the proposed use of the property. Representatives • of two of the adjoining properties attended the meeting. • The property owners have made a good faith effort to inform the neighborhood and the • community of the proposed project, and have provided an opportunity for citizens to be • involved in the planning process. Therefore, the application complies fully with Policy 2.1.1. • • 3. NATURAL FEATURES AND OPEN SPACE • POLICY • 3.1.1 THE CITY SHALL NOT ALLOW DEVELOPMENT IN AREAS HAVING THE • FOLLOWING DEVELOPMENT LIMITATIONS EXCEPT WHERE IT CAN BE SHOWN • THAT ESTABLISHED AND PROVEN ENGINEERING TECHNIQUES RELATED TO A SPECIFIC SITE PLAN WILL MAKE THE AREA SUITABLE FOR THE PROPOSED • DEVELOPMENT. (NOTE: THIS POLICY DOES NOT APPLY TO LANDS DESIGNATED • AS SIGNIFICANT WETLANDS ON THE FLOODPLAIN AND WETLANDS MAP.): • a. AREAS MEETING THE DEFINITION OF WETLANDS UNDER CHAPTER 18.26 OF • THE COMMUNITY DEVELOPMENT CODE; • b. AREAS HAVING A SEVERE SOIL EROSION POTENTIAL; • • c. AREAS SUBJECT TO SLUMPING, EARTH SLIDES OR MOVEMENT; • d. AREAS HAVING SLOPES IN EXCESS OF 25%; OR • e. AREAS HAVING SEVERE WEAK FOUNDATION SOILS. • • RESPONSE: The property does not have any of the development limitations listed above. Therefore, • the application complies fully with Policy 3.1.1. • 4. AIR, WATER AND LAND RESOURCES QUALITY • • 4.2 WATER QUALITY • POLICIES • • 13 P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • . • • • • • 4.2.1 ALL DEVELOPMENT WITHIN THE TIGARD URBAN PLANNING AREA SHALL • COMPLY WITH APPLICABLE FEDERAL, STATE AND REGIONAL WATER QUALITY • STANDARDS, INCLUDING THOSE CONTAINED IN THE CLEAN WATER SERVICES' DESIGN AND CONSTRUCTION MANUAL. • IMPLEMENTATION STRATEGIES • 1. In order to improve the water quality and quantity in the Tigard Area, the City shall consider developing regulations in the Tigard Community • Development Code or instituting programs to: • a. Increase public awareness of techniques and practices private individuals can employ to help correct water quality problems; • b. Improve the management of industrial and commercial operations to • reduce negative water quality impacts; c. Regulate site planning for new development and construction through • the Tigard Community Development Code to better control drainages • and erosion and to manage storm runoff; d. Increase storage and retention of storm runoff to lower and delay peak • storm flows; • e. Reduce street related water quality and quantity problems; and f. Increase public awareness concerning the use and disposal of toxic • substances. • RESPONSE: • The development of the property will meet the City and Clean Water Services water • quality and water quantity standards. • 5. ECONOMY • For the City's Economic Goal, Tigard's comprehensive plan adopts Statewide • Planning Goal 9 which reads: • "To diversify and improve the economy of the State. • "Both State and federal economic plans and policies shall be coordinated by • the State with local and regional needs. Plans and policies shall contribute • to a stable and healthy economy in all regions of the State. Plans shall be • based on inventories of areas suitable for increased economic growth and • activity after taking into consideration the health of the current economic base; materials and energy availability; labor market factors; availability of • renewable and non-renewable resources; availability of land; and pollution • control requirements. • "Economic growth and activity in accordance with such plans shall be • encouraged in areas that have underutilized human and natural resource capabilities and want increased growth and activity. Alternative sites • suitable for economic growth and expansion shall be designated in such • plans." • • 14 • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • Findings: • • Through analysis of the economic conditions which affect Tigard, the existing make up of the community, the potential for growth, and the city's interest in • assisting existing and new businesses to expand in and relocate to Tigard, the • following findings were identified. Findings • • Proximity to. I-5 and Highway 217 serve as incentives to economic • development in Tigard. • POLICIES • 5.1 THE CITY SHALL PROMOTE ACTIVITIES AIMED AT THE DIVERSIFICATION • OF THE ECONOMIC OPPORTUNITIES AVAILABLE TO TIGARD RESIDENTS WITH PARTICULAR EMPHASIS PLACED ON THE GROWTH OF THE LOCAL JOB MARKET. • • 5.4 THE CITY SHALL ENSURE THAT NEW COMMERCIAL AND INDUSTRIAL DEVELOPMENT SHALL NOT ENCROACH INTO RESIDENTIAL AREAS THAT HAVE • NOT BEEN DESIGNATED FOR COMMERCIAL OR INDUSTRIAL USES. • IMPLEMENTATION STRATEGIES • • 4. The City, along with the business community, shall develop an economic development program aimed at attracting new commercial and industrial • development to Tigard while also encouraging the expansion of existing • business concerns. • 13. The City shall develop and implement an economic development program compatible with the potentials and constraints of the City and will: a. Aid in the creation and maintenance of new and continuous employment opportunities to afford City residents the choice of working • within the City; • b. Strive to improve, diversify and stabilize the economic base of the community thus reducing the tax burden of the residential property • owner; • c. Aid in the effective utilization of the land, energy and human resources; and d. Provide for the timely development of all public facilities and services • and their delivery systems • 14. The city shall encourage the location and development of economic • activities which meet the occupational and employment needs of all city residents, particularly the unemployed and underemployed. • • 19. The City shall coordinate its planning efforts with the Metropolitan Service District and Oregon Department of Transportation to ensure adequate access • from major arterial routes to designated • commercial and industrial areas. • 15 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • 1 • • • 26. Because highway accessibility to designated commercial and industrial • areas is more important than access by any other means, the City shall actively • endeavor to protect and enhance access to Highway 217 and Interstate 5. • RESPONSE: • The proposed zone change will facilitate a wide range of more employee-intensive uses than the existing I-L zone, so the zone change will stimulate economic development and • will provide city residents with the opportunity to work near home. In addition, there • are positive economic benefits from the proposed office uses, particularly to nearby • restaurant and other retail businesses. Therefore, the application complies fully with Goal 5, including the City's own findings addressing Statewide Planning Goal 9 • (Economy), Policies 5.1 and 5.4 and the quoted Implementation Strategies. • The City has coordinated with Metro and ODOT in the development of its Transportation • System Plan. • The subject site is located less than a half-mile off I-5, from the Carmen Drive freeway • ramp. It is also only about one-half mile to the freeway ramp at Bridgeport Road and • 72nd Highway 217 is only 1.5 miles north at the 72nd Avenue interchange. Appropriate access is available for the uses allowed in the I-P zone. It is an ideal location for more • intensive economic development activities to take place. In addition, the redevelopment • of this site will more effectively utilize the land, and contribute to the tax base, reducing the tax burden on residential property owners. • 7. PUBLIC FACILITIES AND SERVICES • • POLICIES • 7.1.2 THE CITY SHALL REQUIRE AS A PRE-CONDITION TO DEVELOPMENT • APPROVAL THAT: • a. DEVELOPMENT COINCIDE WITH THE AVAILABILITY OF ADEQUATE • SERVICE CAPACITY INCLUDING: • 1. PUBLIC WATER; • 2. PUBLIC SEWER SHALL BE REQUIRED FOR NEW DEVELOPMENT • WITHIN THE CITY UNLESS THE PROPERTY INVOLVED IS OVER 300 • FEET FROM A SEWER LINE AND WASHINGTON COUNTY HEALTH • DEPARTMENT APPROVAL FOR A PRIVATE DISPOSAL SYSTEM IS OBTAINED; AND • • 3. STORM DRAINAGE. • b. THE FACILITIES ARE: • 1. CAPABLE OF ADEQUATELY SERVING ALL INTERVENING PROPERTIES AND THE PROPOSED DEVELOPMENT; AND • • 16 • • S P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 S • • • • • • • 2. DESIGNED TO CITY STANDARDS. • • c. ALL NEW DEVELOPMENT UTILITIES TO BE PLACED UNDERGROUND. RESPONSE: The properties are already connected to public water, pubic sewer and public.storm • drainage facilities, all of have adequate service capacity, according to city officials. A detailed analysis will be submitted with the site plan, but a preliminary review reveals that there are adequate utilities to serve the site. • Water service: There is an existing 12" water line in Upper Boones Ferry Road which is • accessible, and also an existing 8" line in 74th Avenue that could possibly be accessed. • Ken Fisher of the Tigard Water District was not aware of any capacity or fire flow constraints in this area. • • Sanitary sewer service: There is an 8" sewer line in Upper Boones Ferry Road, which ties into a 10" line in Durham Road, which then ties into a 60" trunk line that follows • Fanno Creek to the Durham treatment facility. There is also an existing 8" line in Fanno • Creek Place. Greg Berry, Utility Engineer for the City, was not aware of any capacity issues in this area, particularly since the site is so close to the truck line. • • Storm water service: There is a 21" storm line in Upper Boones Ferry Road, which ties into a 36" storm line in Durham Road, which then ties into a 42" line at 74th Avenue and Durham Road. The storm water discharges into Fanno Creek near 74th and Durham. • There are other storm lines in 74th Avenue, which may possibly be accessed by connecting a line from the end of Fanno Creek Drive under the railroad tracks to 74th • Avenue. • Greg Berry did not think there would be any capacity problems related to storm drainage from the development of the subject site. In fact, he pointed out that, with • redevelopment, the site will probably generate less storm water run-off that is does currently, since there will be less impervious surface. In addition, on-site storm water management will improve the quality of the storm water before it is released into Fanno • Creek. That is, redevelopment should result in a decrease in the quantity of, and an • increase in the quality of, storm water run-off. If any new utilities are required, they will be placed underground in accordance with City • requirements (TDC Section 18.810.110). Therefore, the application complies fully with Policy 7.1.2. • • 8. TRANSPORTATION POLICIES 8.1.1 PLAN, DESIGN AND CONSTRUCT TRANSPORTATION FACILITIES IN A • MANNER WHICH ENHANCES THE LIVABILITY OF TIGARD BY: • a. PROPER LOCATION AND DESIGN OF TRANSPORTATION FACILITIES. • • b. ENCOURAGING PEDESTRIAN ACCESSIBILITY BY PROVIDING SAFE, SECURE AND DESIRABLE PEDESTRIAN ROUTES. • 17 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • I • c. ADDRESSING ISSUES OF EXCESSIVE SPEEDING AND THROUGH S TRAFFIC ON LOCAL RESIDENTIAL STREETS THROUGH A NEIGHBORHOOD TRAFFIC PROGRAM. THE PROGRAM SHOULD ADDRESS CORRECTIVE MEASURES FOR EXISTING PROBLEMS AND ASSURE THAT DEVELOPMENT INCORPORATES TRAFFIC CALMING. 5 8.1.2 PROVIDE A BALANCED TRANSPORTATION SYSTEM, INCORPORATING 5 ALL MODES OFTRANSPORTATION (INCLUDING MOTOR VEHICLE, BICYCLE, • PEDESTRIAN, TRANSIT AND OTHER MODES) BY: • a. THE DEVELOPMENT OF AND IMPLEMENTATION OF PUBLIC STREET 5 STANDARDS THAT RECOGNIZE THE MULTI-PURPOSE NATURE OF • THE STREET RIGHT-OFWAY FOR UTILITY, PEDESTRIAN, BICYCLE, TRANSIT, TRUCK AND AUTO USE. b. COORDINATION WITH TRI-MET, AND/OR ANY OTHER TRANSIT • PROVIDERS SERVING TIGARD, TO IMPROVE TRANSIT • SERVICE TO TIGARD. FIXED ROUTE TRANSIT WILL PRIMARILY USE • ARTERIAL AND COLLECTOR STREETS IN TIGARD. DEVELOPMENT ADJACENT TO TRANSIT ROUTES WILL PROVIDE DIRECT S PEDESTRIAN ACCESSIBILITY. • c. CONSTRUCTION OF BICYCLE LANES ON ALL ARTERIALS AND COLLECTORS WITHIN TIGARD CONSISTENT WITH THE BICYCLE • MASTER PLAN. ALL SCHOOLS, PARKS, PUBLIC FACILITIES AND RETAIL AREAS SHALL STRIVE TO HAVE DIRECT ACCESS TO A 5 BIKEWAY. • d. CONSTRUCTION OF SIDEWALKS ON ALL STREETS WITHIN TIGARD. S ALL SCHOOLS, PARKS, PUBLIC FACILITIES AND RETAIL AREAS 5 SHALL STRIVE TO HAVE DIRECT ACCESS TO A SIDEWALK. • e. DEVELOPMENT OF BICYCLE AND PEDESTRIAN PLANS WHICH LINK 5 TO RECREATIONAL TRAILS. • f. DESIGN LOCAL STREETS TO ENCOURAGE A REDUCTION IN TRIP 5 LENGTH BY PROVIDING CONNECTIVITY AND LIMITING OUT-OF- • DIRECTION TRAVEL AND PROVIDE CONNECTIVITY TO ACTIVITY CENTERS AND DESTINATIONS WITH A PRIORITY FOR BICYCLE AND 5 PEDESTRIAN CONNECTIONS. • g. TIGARD WILL PARTICIPATE IN VEHICLE TRIP REDUCTION 5 STRATEGIES DEVELOPED REGIONALLY TARGETED TO ACHIEVE • NON-SINGLE OCCUPANT VEHICEL LEVELS OUTLINED IN TABLE 1.3 OF THE REGIONAL TRANSPORTATION PLAN. S h. TIGARD WILL SUPPORT THE DEVELOPMENT OF A COMMUTER RAIL • SYSTEM AS PART OF THE REGIONAL TRANSIT NETWORK. S S 18 5 S • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 S • • • • • • 8.1.3 STRIVE TO ACHIEVE A SAFE TRANSPORTATION SYSTEM BY THE • DEVELOPMENT OF STREET STANDARDS, ACCESS MANAGEMENT POLICIES AND • SPEED CONTROLS WHEN CONSTRUCTING STREETS, AND BY MAKING STREET • MAINTENANCE A PRIORITY AND THROUGH A COMPREHENSIVE PROGRAM OF ENGINEERING, EDUCATION AND ENFORCEMENT. • g. REQUIRE NEW DEVELOPMENT TO PROVIDE SAFE ACCESS TO AND • TO GAIN SAFE ACCESS FROM A PUBLICALLY DEDICATED AND • IMPROVED STREET (I.E., DEDICATE RIGHT-OF-WAY, IF NOT • ALREADY ON A PUBLIC STREET, AND INSTALL IMPROVEMENTS IN ROUGH PROPORTIONALITY TO THE DEVELOPMENT'S IMPACT) AND • PROVIDE SAFE ACCESS. • 8.1.4 SET AND MAINTAIN TRANSPORTATION PERFORMANCE MEASURES • THAT: • a. SET PARKING RATIOS TO PROVIDE ADEQUATE PARKING, WHILE PROVIDING AN INCENTIVE TO LIMIT THE USE OF THE SINGLE • OCCUPANT VEHICLE. • 8.1.7 IMPLEMENT THE TRANSPORTATION SYSTEM PLAN (TSP) IN A • COORDINATED MANNER BY COORDINATING AND COOPERATING WITH ADJACENT AGENCIES (INCLUDING WASHINGTON COUNTY, BEAVERTON, • TUALATIN, LAKE OSWEGO, CITY OF PORTLAND, TRI-MET, METRO AND ODOT) • WHEN NECESSARY TO DEVELOP TRANSPORTATION PROJECTS WHICH BENEFIT THE REGION AS A WHOLE IN ADDITION TO THE CITY OF TIGARD. • • IMPLEMENTATION STRATEGIES 5. The Regional Transportation Plan (RTP) and Tri-Met service plans will be the guiding documents for development of Tigard's transit plan. The City should provide input to Tri-Met regarding their specific needs as they annually review • their system. This input should focus on improving service (coverage • and frequency) to under-served areas. New transit service should be • considered concurrent to street improvements when significant street extensions are completed. The City should encourage land intensive uses to locate near transitways and require high intensity uses (i.e. large employment, • commercial sites) to provide transit facilities. When bus stops reach 75 boardings per day, bus selters should be considered in development review. • Sidewalks should be available within 1/4 mile from all transit routes and transit • should be provided to schools and parks. 7. Develop a pedestrian plan which connects key activity centers with adjacent • access. Require sidewalks to be constructed on all streets within within Tigard. • 15. Develop guidelines to provide access control standards and apply these • standards to all new road construction and new development. For roadway reconstruction, existing driveways shall be compared with the standards and a reasonable attempt shall be made to comply (consolidating driveway accesses • or relocating driveways to a lower classification street are examples). • • 19 • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • 18. Require development to provide right-of-way (if needed) and safe access as • determined by application of the City's development code and standards for design. Require that the minimum City standards be met for half-street adjacent to developing property for a development to proceed (with • consideration of rough proportionality). Apply this policy to both pedestrians • and motor vehicles. • 8.2 TRAFFICWAYS • POLICIES • • 8.2.1 THE CITY SHALL PLAN FOR A SAFE AND EFFICIENT STREET AND • ROADWAY SYSTEM THAT MEETS CURRENT NEEDS AND ANTICIPATED FUTURE GROWTH AND DEVELOPMENT. 8.2.2 THE CITY SHALL PROVIDE FOR EFFICIENT MANAGEMENT OF THE • TRANSPORTATION PLANNING PROCESS WITHIN THE CITY AND THE METROPOLITAN AREA THROUGH COOPERATION WITH OTHER FEDERAL, STATE, • REGIONAL AND LOCAL JURISDICTIONS. 8.2.3 THE CITY SHALL REQUIRE AS A PRECONDITION TO DEVELOPMENT • APPROVAL THAT: • a. DEVELOPMENT ABUT A PUBLICLY DEDICATED STREET OR HAVE • ADEQUATE ACCESS APPROVED BY THE APPROPRIATE APPROVAL AUTHORITY; • b. STREET RIGHT-OF-WAY BE DEDICATED WHERE THE STREET IS • SUBSTANDARD IN WIDTH; • c. THE DEVELOPER COMMIT TO THE CONSTRUCTION OF THE STREETS, • CURBS AND SIDEWALKS TO CITY STANDARDS WITHIN THE DEVELOPMENT; d. INDIVIDUAL DEVELOPERS PARTICIPATE IN THE IMPROVEMENT OF EXISTING STREETS, CURBS AND SIDEWALKS TO THE EXTENT OF THE • DEVELOPMENT'S IMPACTS; • e. STREET IMPROVEMENTS BE MADE AND STREET SIGNS OR SIGNALS BE • PROVIDED WHEN THE DEVELOPMENT IS FOUND TO CREATE OR • INTENSIFY A TRAFFIC HAZARD; • f. TRANSIT STOPS, BUS TURNOUT LANES AND SHELTERS BE PROVIDED • WHEN THE PROPOSED USE OF A TYPE WHICH GENERATES TRANSIT RIDERSHIP; • • g. PARKING SPACES BE SET ASIDE AND MARKED FOR CARS OPERATED BY • • 20 • • • P\0891.001.00\Docs\Plan\Application\tinaldr\9\28\05 • • • • . • • • • DISABLED PERSONS AND THAT THE SPACES BE LOCATED AS CLOSE • AS POSSIBLE TO THE ENTRANCE DESIGNED FOR DISABLED • PERSONS; AND • h. LAND BE DEDICATED TO IMPLEMENT THE BICYCLE/PEDESTRIAN • CORRIDOR IN ACCORDANCE WITH THE ADOPTED PLAN. • 8.3 PUBLIC TRANSPORTATION • POLICIES • 8.3.1 THE CITY SHALL COORDINATE WITH TRI-MET TO PROVIDE FOR A PUBLIC • TRANSIT SYSTEM WITHIN THE PLANNING AREA WHICH: a. MEETS THE NEEDS OF BOTH THE CURRENT AND PROJECTED, FOR THE • TIGARD COMMUNITY; • b. ADDRESSES THE SPECIAL NEEDS OF A TRANSIT DEPENDENT • POPULATION; • c. REDUCES POLLUTION AND TRAFFIC; AND • • d. REDUCES ENERGY CONSUMPTION. • IMPLEMENTATION STRATEGIES • 1. The City shall request Tri-Met to extend service to areas within the City that • do not currently have service. • 2. In the City's Community Development Code, the City shall require large • developments to provide transit facilities e.g., pull-offs and shelters, if such developments are located adjacent to transit routes. • 3. The City shall propose land use densities, within the Comprehensive Plan, • along transit oriented corridors that support public transportation service. • 4. The City shall work with Tri-Met and other transit providers to encourage • transit service for the transit dependent population e.g., the poor and • handicapped. • 5. The City shall encourage its citizens to use mass transit systems, where • possible, to make greater effectiveness of the transit system while reducing automobile usage. • • 6. The City shall coordinate with the transit providers to encourage carpooling and investigate if there is a local need for carpooling in the Tigard area. • • 8.4 TRANSPORTATION FOR THE DISADVANTAGED • POLICY • • • 21 • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • 8.4.1 THE CITY SHALL COORDINATE WITH WASHINGTON COUNTY, TRI-MET • AND OTHER REGIONAL AND STATE AGENCIES IN THE IDENTIFICATION AND • ACCOMMODATION OF INDIVIDUALS WITH SPECIAL TRANSPORTATION NEEDS. • IMPLEMENTATION STRATEGIES • 1. The City shall require, through the implementation process, that parking spaces be set aside and marked for disabled persons [parking] and that • such spaces be located in convenient locations. • RESPONSE: • The Transportation Goal • p policies and implementation strategies are largely directed at the City, and include objectives that create the framework for ensuring that the • transportation system is adequate for all modes of travel at the time development occurs. These objectives are implemented by the Development Code standards that • apply during development review. Additionally, as demonstrated below, the proposed zone change complies fully with the city's Transportation Goal, its Policies and • Implementation Strategies. • The proposed development will reduce the number of access points into the site from four to two. It will also eliminate the driveway crossing of the railroad tracks. Access to • and from the site will be made more safe than it is currently because of the closure of these driveways. • • The subject site abuts a publicly dedicated street, SW Upper Boones Ferry Road, and has four existing driveways onto that arterial street. When the site is redeveloped, a • condition of approval may require additional dedication of land to meet current street • right-of-way requirements. Assuming that the dedication is related and proportional to the proposed development, the owner of the subject site will dedicate the additional • right-of-way. • The development will install improvements, in rough proportionality to the 0 development's impact. In addition, the development will pay transportation impact fees • (TIF) that are substantially in excess of the development's impact on the surrounding street system. The traffic analysis estimates that the site, if redeveloped with 127,000 • square feet of office space, will generate 2.5% of the total traffic forecasted to travel • through the Durham Road/Upper Boones Ferry Road intersection, while the TIF • contribution would amount to over 60% of the cost of improving that intersection with another southbound travel lane. (See Exhibit 'K', Transportation Impact Analysis). • The site is served by transit (Routes 38, 76 and 96). The uses allowed in the I-P zone • are likely to generate more transit ridership than the existing I-L zone because the I-P • zone allows more employee-intensive uses. The applicant will work with Tri-Met to • make pedestrian or transit-oriented improvements that are proportional and related to the uses allowed in the I-P zone and that will encourage transit ridership. Further, the owner intends to have Tri-Met bus schedules available and displayed in the reception • area of the buildings once the site redevelops. The development of the subject site will • • 22 • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • 0 • • • • • • • be subject to Tri-Met review and will be required to meet the standards in Section 18.810 of Tigard Development Code that address transit facilities. • When the ultimate development of the site is proposed, a site plan that demonstrates compliance with all city on-site parking (including parking for cars operated by disabled • persons) and circulation standards will be required. • 9. ENERGY • POLICY 9.1.3. THE CITY SHALL ENCOURAGE LAND USE DEVELOPMENT WHICH • EMPHASIZES SOUND ENERGY CONSERVATION, DESIGN AND CONSTRUCTION. • • IMPLEMENTATION STRATEGIES • 8. The city shall coordinate with and support public and private planning • efforts that advocate alternative forms of transportation such as mass transit, carpooling, ride share, bicycling and walking for commuter purposes. • • RESPONSE: Employees and visitors may walk to the, bicycle, car-pool, take a bus, come with a • group in a van or bus, or drive their own vehicle. There are several available modes of • transportation by which employees and visitors can get to and from the facility. Further, when the subject site is redeveloped, the site plan will be reviewed for opportunities for encouraging alternative forms of transportation. Therefore, the application complies • fully with Policy 9.1.3. • 12. LOCATIONAL CRITERIA • POLICY • • 12.3 INDUSTRIAL • The intent of the industrial land use designation is to: • 1. Provide for the designation of suitable lands for industrial use; • • 2. Provide for economic growth and development; • 3. Protect existing and potential lands suitable for industrial development • from encroachment by non-industrial or incompatible uses; • 4. Provide land for industrial use by type to minimize the impact on surrounding development; and • 5. Take advantage of existing transportation facilities. • • Industrial lands are classified as: • 1. Heavy industrial lands are areas intended to provide for manufacturing, • processing and assembling activities. Uses within this classification are characterized by large buildings and large storage areas and as having • associated external effects such as smoke, noise, odor or visual pollution. • 23 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • 2. Light industrial lands are areas intended to provide for manufacturing, • processing, assembling and related office activities. Uses within this • classification are of a size and scale which makes them generally compatible with other non-industrial uses and which have no off-site • effects. • The land use map designates specific areas of the city for industrial • development. Over time, however, there may be a demand for new sites. • Therefore, the following policy will apply in making such decisions. • POLICY • 12.3.1 THE CITY SHALL REQUIRE THAT: • • a. SITES FOR HEAVY INDUSTRIAL DEVELOPMENT SHALL BE: • (1) SEPARATED BY TOPOGRAPHY ESTABLISHED BUFFERS, • TRANSPORTATION OR OTHER NON-RESIDENTIAL LAND USES FROM • RESIDENTIALLY DEVELOPED AREAS. (2) LOCATED IN AREAS HAVING RAIL SERVICE, ARTERIAL OR MAJOR • COLLECTOR ACCESS. • b. SITES FOR LIGHT INDUSTRIAL DEVELOPMENT SHALL BE: • (1) BUFFERED FROM RESIDENTIAL AREAS TO ENSURE THAT PRIVACY AND • THE RESIDENTIAL CHARACTER OF THE AREA ARE PRESERVED. • (2) LOCATED ON AN ARTERIAL OR COLLECTOR STREET AND THAT INDUSTRIAL TRAFFIC SHALL NOT BE CHANNELED THROUGH RESIDENTIAL AREAS. • c. THE SITE SHALL BE OF A SIZE AND SHAPE WHICH WILL PROVIDE FOR THE • SHORT AND LONG RANGE NEEDS OF THE USE. • d. THE LAND INTENDED FOR DEVELOPMENT SHALL HAVE AN AVERAGE SITE S TOPOGRAPHY OF LESS THAN 6% GRADE, OR THAT IT CAN BE • DEMONSTRATED THAT THROUGH ENGINEERING TECHNIQUES ALL LIMITATIONS TO DEVELOPMENTAND THE PROVISION OF SERVICES CAN BE • MITIGATED. • e. IT CAN BE DEMONSTRATED THAT ASSOCIATED LIGHTS, NOISE AND OTHER • EXTERNAL EFFECTS WILL NOT INTERFERE WITH THE ACTIVITIES AND USES • ON SURROUNDING PROPERTIES. • f. ALL OTHER APPLICABLE PLAN POLICIES CAN BE MET. • IMPLEMENTATION STRATEGIES • • 24 5 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • 1. Industrial development adjacent to existing or planned residential areas • shall be conditioned to ensure that: • a. The specific proposed use will be compatible with adjacent uses; • b. The design of the facility and its site will not place visual or physical • burdens on the surrounding areas; • c. The operational characteristics of the facility will be compatible with • surrounding uses and include[s] consideration of; • • (1) Hours of operation; • (2) Delivery and shipping characteristics; • (3) Noise; • • (4) Lighting; and • (5) Other use characteristics. • RESPONSE: • In compliance with the comprehensive plan, the site is located on an arterial street that • provides connections to other arterials and collectors without going through residential neighborhoods. The site is appropriate for the uses allowed in the I-P zone because it is • level, and is an adequate size and shape. The uses allowed in the proposed I-P zone are • less intense than those allowed in the I-L zone, and the industrial uses in the I-P zone are prohibited from creating adverse off-site impacts such as noise, vibration, • glare/outdoor lighting and odors. The subject site is almost completely surrounded by • properties zoned I-P, so the proposed zone change will make the site more compatible • with its surroundings. • CRITERIA #2 -- DEMONSTRATION OF COMPLIANCE WITH ALL • APPLICABLE STANDARDS OF ANY PROVISION OF THIS CODE OR OTHER • APPLICABLE IMPLEMENTING ORDINANCE • RESPONSE: • No development is proposed at this time. When the site is developed, it will meet all applicable standards of the I-P zone, including (but not limited to) compliance with the • maximum height restrictions, maximum site coverage, parking lot landscaping • standards, pedestrian access requirement and necessary right-of-way improvements. The applicable standards of the development code are as follows: • ♦ Setbacks, front, side and rear ♦ Height • ♦ Maximum Building coverage • ♦ Buffering and Screening ♦ Minimum Landscaping • ♦ Parking • • 25 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • front, 0' side and rear, except that a minimum setback 50' is required along the side • abutting a residential zoning district. Any proposed development will be able to meet • these standards. • Height limit. When the site is developed, the buildings will comply with the building • height limit of 45 feet. • Building coverage. The maximum site coverage allowed is 75%'. The actual building • coverage may be 80%, which is allowable under the Code if certain requirements are met, such as planting larger trees and providing an extra landscape strip along the • street frontage. • Buffering and Screening. • No buffering or screen is required. • Minimum landscaping: The site does not meet the current I-L requirement that 15% • of the site be landscaped, so it obviously does not meet the required I-P minimum • landscaping standard of 25%. Currently, only a small portion of the site is landscaped, • most of which is the area adjacent to Upper Boones Ferry Road. To meet the 25% standard, 65,340 square feet (over 1.5 acres) would have to be landscaped, or 1.2 acres • if the requirement is reduced to 20%. • Parking: The parking standards call for a minimum of 2.7 and a maximum of 4.1 • parking spaces per 1000 square feet of building, which would mean development of 343 • to 520 parking spaces, based on a 127,000 square feet office building. There is enough room on the site to meet the minimum required number of parking spaces, including • vanpool and accessible parking spaces. • Impact Analysis: Section 18.390.50.B.2.e. requires an impact study as part of the • Type III procedures. Following are comments regarding the impact on public facilities • and services. • Transportation System: There are no significant impacts to the transportation system as • a result of this zone change, provided certain improvements to the street system are made. The traffic study completed by Kittelson & Associates Inc. concluded that traffic • operations will still be within acceptable limits if the property is developed as it could be • in the I-P zone, as long as planned improvements to the intersection of SW Boones Ferry Road and Durham Road are made. See Exhibit'K', Traffic Impact Analysis. • Moreover, it concluded that key intersections and roadways in the study area can • operate at acceptable performance levels even if the site were developed with 127,000 • square feet of office space, provided that street improvements will be made that will • mitigate the impacts of the development. • • • Maybe increased up to 80%if the requirements of Section 18.530.050.B are met. • • 26 LTC • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • The proposed use will generate virtually no truck traffic, unlike the current uses of the • buildings and properties. Further, all of the uses allowed in the I-P zone would typically • generate less truck traffic than the uses allowed in the I-L zone. • Drainage System: Storm drainage water quality and quantity facilities will be • constructed on-site in conjunction with any future development of the property. • Parks System: No improvements to the park system are required. The nearest park is • Cook Park. Little if any impact to that park or any other park should occur as a result of • development of this property with uses allowed in the I-P zone. • Water System: No impact to the water system will occur as a result of this zone change. • In fact, light industrial uses generally have less impact on the water system than heavier industrial uses. • • Sewer System: No impact to the sewer system will occur as a result of this zone change. In fact, light industrial uses generally have less impact on the sewer system than • heavier industrial uses. • Noise: The I-P zone generally should be a "quieter" zone than the I-L zone. In the • proposal, all activities will take place indoors. Further, there will be almost no truck traffic, as most of the employees will arrive in automobiles or vans, not by large trucks. • Police, Fire and other Emergency Services: No impact to police, fire or other emergency • services will occur as a result of this zone change. In fact, light industrial uses are usually safer than activities allowed within the I-L zone. • • CRITERIA #3. EVIDENCE OF CHANGE IN THE NEIGHBORHOOD OR • COMMUNITY... • Several changes have occurred in the community since the property was zoned I-L (and • M-3 before that). • ♦ The City of Tigard recently legislatively changed approximately 47.9 acres of land • zoned I-P to Mixed Use Employment (MUE-2), and another 25.6 acres from I-P to Mixed Use Commercial (MUC). These properties, totaling 75.6 acres, are generally ID just south of Scholls Ferry Road, and east of Highway 217. Although the MUE-2 zone • is similar to the I-P zone, the I-P zone limits the amount of retail to 20% of the total • square footage within a development complex. The MUE-2 permits retail without such a limit on the total square footage, as long as no single retail use exceeds • 60,000 square feet in size. Similarly, the MUC zone permits retail outright, but • without restrictions on either the total square footage or size of any one retail use. • Because those new zones allow almost unrestricted retail commercial development, • they are essentially retail commercial zones now, not industrial zones. The proposed zone change to I-P does not convert this site into a retail site. • • ♦ Some of the properties zoned I-P have been bought by public agencies for public uses. In fact, of the 773.7 acres zoned industrial, 85.1 acres, or 11%, are now • publicly owned. This includes the School District administrative offices, the Clean • • • 27 • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • bought for parks and open space. • ♦ Subtracting any publicly owned land, there are 688.6 acres of industrially zoned • land. Of this, 322.51 acres, or 46.8%, are zoned I-L, 316.05 acres, or 45.9%, • are zoned I-P, and 50 acres, or 7.3%, are zoned I-H. If the zoning on this 6.0-acre • property is changed from I-L to I-P, the percentage of I-L will be reduced to 46.08%, and the percentage of I-P will be increased to 46.7%. That is more clearly • demonstrated in the following table. • Table 1 • Impact of Zone Change on industrial lands inventory • Zone BEFORE ZONE CHANGE AFTER ZONE CHANGE • Acres Percentage Acres Percentage • I-L 322.51 46.8% 316.51 46.0% • I-P 316.05 45.9% 322.05 46.7% • I-H 50.00 7.3% 50.00 7.3% Total 688.58 1000/0 688.58 100% • • The difference is a decrease of only 0.8% of the land zoned I-L. • • This shows that there is very little net impact as a result of the proposed zone • change, especially considering that many of the allowed uses and actual uses are the same. (See Exhibit 'L' for a map of all industrially-zoned properties in Tigard, • and Exhibit 'M' for a list of those properties sorted by zone and size). Further, it is • important to keep in mind that after the proposed zone change does not amend the site's Light Industrial comprehensive plan designation. • ♦ The uses allowed in the I-L zone and the I-P zones have become more increasing • blurred. For instance, there is a lumber yard with outdoor sales in the I-P zone, and • there are retail sales in the I-L zone. There are offices mixed with manufacturing or • warehouse uses. Many "flex space" developments allow.a variety of manufacturing, assembling, repair and serving, retail sales and services, wholesale sales, • warehousing, and offices. It is often difficult to tell from the outside exactly what the • uses inside a building are, and they may change frequently. The strict separation of • uses into either an I-L zone or an I-P zone, in terms of what goes on inside the building, is not as necessary or as simple as it used to be. • Changing the subject site from I-L to I-P is consistent with the trend in the area • towards zoning that broadens the range of uses allowed. The subject site is almost • completely surrounded by I-P zoned properties, and is in close proximity to • employment and commercial areas. Therefore, it is appropriate to maintain the Light Industrial Comprehensive Plan designation, but to change the site's Zoning Map • designation to reflect the zoning and uses allowed in the surrounding area. • • • 28 cp • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • ♦ One recent significant change in the neighborhood impacting this development is the • Bridgeport Village shopping center at Bridgeport Road and 72nd Avenue. Bridgeport • Village was made possible by changing the zoning on the property from industrial to mixed-use commercial. That development has stimulated interest in the general • area, and impacted land values. Land has become so expensive in this area that • land-extensive uses such as equipment and materials storage cannot afford to be • located here. • Within Bridgeport Village itself there are some small, service-oriented offices, but not corporate offices. Between Kruse Way and Wilsonville there are essentially no • office buildings with 20,000 square feet or more of leasable space available.2 The • proposed zone change reflects a maturation of the market, with a demand for larger, Class A office space in this area. An example of this is the 100,000 square • foot office building built by Opus Development on Durham Road, which has been • very successful. • .. .OR EVIDENCE Of A MISTAKE OR INCONSISTENCY IN THE COMPREHENSIVE PLAN OR ZONING MAP • In the purpose statement of the industrial zoning districts, it states "the location of land • within each industrial district must be carefully selected and design and development standards created to minimize the potential adverse impacts of industrial activity on established residential areas". Generally, this means that the lighter industrial zones • designated on the Comprehensive Plan map are supposed to be located next to any • properties planned for residential. The I-L and I-P zones are generally found next to • residentially zoned properties. The I-H zone, on the other hand, is never used adjacent to residential areas. In this case, the proposed zone change will not impact any • established or proposed residential areas. • Most of the properties surrounding - and nearly encircling - the subject site are zoned I- • P. These properties were most likely originally zoned L-I in 1983 because of the existing • uses in place at the time, and the desire on the part of the City not to create non- conforming uses. The M-3 zone, originally applied in 1977, was also most likely applied • based on the existing uses. • As mentioned earlier in this application, it is not clear why the Elmo Studd's site was zoned I-P in 1983, making it a non-conforming use, when the subject site was not. • Based on the zoning patterns in the areas, the property could have been zoned I-P at the same time that the Elmo Studd's property was zoned I-P, or later in 1988 when the • adjacent properties were zoned I-P. Excluding the subject site from Elmo Studd's • rezone to I-P may or may not have been a mistake originally; it certainly appears to be an inconsistency in the zoning map today. Regardless of if it was a mistake, the • response above demonstrates that the requested zoning map amendment reflects a • change in the community and neighborhood. • The City most likely has not initiated a legislative change to the zoning map in the past • because of the existing uses, and the desire not to create a non-conforming use and • possibly cause a hardship on the property owners. Had these properties been vacant, or • • 2 According to Kevin L.VandenBrink,Broker/Principal,Macadam Forbes,Inc.•ONCOR International • 29 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • had they been used for office buildings or other "industrial park" uses back in 1983, the • City most likely would have zoned them I-P. • Now, however, the property owners are requesting a zone change to a lighter and more • restrictive zone. This presents an opportunity for the City to zone the property to a zoning designation that is more consistent with the zoning patterns in this area, as well as the surrounding development. • • • • • • • • • • • • • • • • • • • • • • • S • • • • • • 30' S • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • S S • • • • • • STATEWIDE PLANNING GOALS • • The Statewide Planning Goals do not apply to this zone change application because the • application complies with Tigard's acknowledged comprehensive plan. Nonetheless, the • proposed zone change is consistent with all of the applicable Goals. For example: • Goal #9. Economy of the State -- Goal 9 calls for diversification and improvement of the economy. It asks communities to inventory commercial and industrial lands, project • future needs for such lands, and plan and zone enough land to meet those needs. The • proposed uses will provide direct jobs, and also will have spin-offs to restaurants, hotels • and other businesses. Redevelopment of this site for uses allowed in the I-P zone will result in more employees per acre than the current uses. • • Goal #12. Transportation - Goal 12 aims to provide "a safe, convenient and economic transportation system." It asks for communities to address the needs of the • "transportation disadvantaged." The redevelopment of this site will improve the • transportation system directly by making on-site and frontage improvements, by closing three driveways, and by contributing transportation impact fees to the City and County • that far exceed the proportional impact of the development to the transportation • system. It will also improve access to the site and along Upper Boones Ferry Road for pedestrians and for the transportation disadvantaged. • • • • • • • • • • • • • • • • • • • • • • • 31 • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • , • • • • CONCLUSIONS • • ♦ The proposed I-P zone is one of two zones that implement the Light Industrial comprehensive plan designation. The proposed zone change to I-P meets the • criteria for amending the zoning map, including consistency with the comprehensive • plan, compliance with all applicable code requirements and evidence of a change in the surrounding area. • ♦ • The proposed zone change does not negatively impact the utilities or other facilities serving the site and the neighborhood. • • ♦ The transportation system, with the implementation of planned improvements, can accommodate the traffic that would be generated from the site if it were developed • as proposed in the conceptual site plan. • • The proposed zone change is consistent with the Comprehensive Plan Map and • Policies. • ♦ The proposed zone change would not remove any land from the industrial lands • inventory, and would have a very minor affect on the total amount of land zoned I-L. • ♦ • The proposed zone is more appropriate than the existing zone, and is a more consistent with the zoning patterns and land uses found in this area of the City. • • • There will be little if any negative impact to the neighborhood as a result of the proposed zone change. The neighbors did not express any opposition to the zone • change at the neighborhood meeting. • ♦ This proposed site is at a key entryway into the City, which is currently underutilized. • The development brings with it the opportunity to improve the surrounding streets and sidewalks, add a significant amount of landscaping, and create a signature building that will enhance the image of the City of Tigard. • ♦ • The I-P zone allows for a broader range of more employee-intensive uses than the existing I-L zone, so there are increased opportunities for a positive economic impact • on other businesses in Tigard and the surrounding area. • • The net result will be an increase in the assessed value of Tigard, which helps spread • the tax burden, provides additional revenues for public services, and increases the • City's borrowing capacity. • • • • • • 32 • • • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • • • • • • • • • EXHIBITS • • Exhibit 'A' Tax Assessor maps • Exhibit 'B' Site plan base map Exhibit 'C' Aerial photographs of the general area • • Exhibit 'D' Aerial photograph of the site • Exhibit 'E' Photographs of the site and access driveways • Exhibit 'F' Maps showing zoning history • • Exhibit 'G' Conceptual development plan • Exhibit 'H' Pre-application conference notes • Exhibit 'I' Record of neighborhood meeting • • Exhibit 'J' Photographs of uses allowed or not allowed in the I-P zone • Exhibit 'K' Traffic Impact Analysis (September 2005) • Supplemental Traffic Impact Analysis (January 2006) • Exhibit 'L' Map of all industrially zoned properties • • Exhibit 'M' List of properties zoned industrial, sorted by zone and size • • • • • • • • • • • • • • • QTD-c) 33 • Defn.^^uD • P\0891.001.00\Docs\Plan\Application\finaldr\9\28\05 • • Exhibit A • • • • .: • • • • • • • • • j • • • • • • t . • • • • • • • • • • • • • • • 41 • • • • r .Iaxasesrsori,maps Lax'h�ib i# 'A 1 • • • • • • . • • • • • 2S 1 13AB 2S 1 13AB ■ • 1 I i �� J� 1oa n , ; Y WASHINGTON COUNTY OREGON • ; Z' �0� . • [CA1t 1•.700' 1AM x » u u w nix1u • �� E rp• w.u..I O — 5 I1 - .•, •.a 1 .l• r '+ r k • ''.'t ''v: . p P�Q� ` ° ^e s r; �3i (60. 3 4l I a 1: r r r,w u,I� r • 9 4� 1;a r t`�m�1 jl`. 9N t c n n m ti n n i a. ,r qp �/Ppt irTm D ar.n tDix`rD °... l .m :•' t'• 'e'° •==w I it 1 . t' . a ?a I a • ° `SQL P P�- I - - _ W. ' rcnamrron...l.. ithMti mnsaanrll 1• •. 4'' •`{ t, 1 60 IA 14 Y: �� , • 23-74 . • w5 �. (lAD • ✓ 044...N.M fir-�°�.° ; t! I �SEGTION 113 CO n wwn A '°'1 K 'O ` •• — c 0 �• 2 • E m w'1 t I n• CC CO DC Oa > • .-' `` 23-87 °''�a��..3r .� to ,I a„atellaut.a..�1,a.t ., I 0313::a:«,rx..am. •' t E 4 �' ' I A- Ia J°GP�DO '� h i II m: N .P • I ' __1 t' 1 ' .,V •CARTOGRAPHY • 1 `� .; ;3 13.3,1'- OT DATE:May 20.2004 • N • FOP.A.S3C.S.:?1YL 4'i F-O4RPCSI. r 4 ONLFO•.8!IIN�MSf" • i r �••" - ..• •- ... .._ ' ."..'•t.. DURHAM• TIGARD mas1,,, 2S 1 13AB 2S 1 13AB • • • • • • • • • • • • • tax JoS§Q5501"dl7laps • E�chiblt a2 • • • • • 0 I I ` 2S 1 12DC 2S 1 12DC jr.:L 4y: .,y f: ' .A 0 I I I • " 11 1 .1. AA • • IJ rr -. I r- -..•- - SW, KABLE LANE ..., w• t - r, S N 'w i i o. • _ - 7 t 'j rco I� I I 7 S E, r ! �' F•tcau, _ MI r J Z • .�'�" - 0 �, .. �""" _ - ', - - - - Isprrsr� I j' WASHINGTON COUNTY OREGON 201°17' t*h 1 -, f �'li u I Q iYP1MU/Sant.-tarRlwwan. • 'tl `*•L •�: }' ' ;' Q 'I; n_mr,- - I 'a'aiaa•ir. aa'l'a�,•fe=ai.I t. ..--,1,.....,_'. 0 _� _ W 1. rt0'• \ �•1, - ! I tt .7.1 I 10 1 n l,= r • .,...;°';:�•� `*.1 _ .. ` - _. - -i<Z 'i - I� 1 nriu, •:{ a Jr-.n a t11ti rr it • �^ • i t S E • Q t, . %� K .5 0.• n oia x to 9 ri 1:a a r7;re a G • 'l e� 'I � 7 X'•• 71 'it:a 2 N�a a r, eery �j �I ^I n .. ; �w: �li u e 23°7� 'IA `�' a l c+ i..}...0 t l.'t s'.., I 1 • 1 r y +� ' A V �° fORAODMOKAL.X....IW11Riarn[,r Qi. . +4• ! .. (N. a-r ,r a7`•u • et R eR 1 • s f.°• ti"' .u.c ! ewe �Q ■ I• r-i { I r! Is s• • • • �W{°• ..r tt c: �'... _: ._-•;__ - --,. ;,.4- .. I"6....zt..:.< A a 3:: c ,.r.; I 74. lit • -• ',`j - _ POUT DATl:APO 17.2003 -,..s.•I "-..,••'"• FOqq SSEp$aglt.J� pp{{JIF 8S!_ OhFLY-OO JJt•}T AF1.Y Q'J FOR l-bra Ir e .�. a 0=-4*,.. _ a r • 2S 1 12DC 2S TARO aia hat 0 • • 0 0 0 0 0 0 0 MEE' Exhibit B • • • • • .11 • • • • • • • • • • • • • • • A • • • • • • • • • • • • • • • AP • • • • I I ,\ ) 1 1 \ .. Q '..lL.. i I I �`\ X92 -----I • 1. I I \�\ 1�l'i 7. 1 I y -' 'i:';',1 1 I I \ I A■ I ) \ ;, a 1 \ 1 +111', I I \ 1 xr ! I 9 ''/.1-.!.4'1'i / 1 I 1 1 • \ \ 1 1 \ \"1 \ \ \ '.*.0• .4';'''' i \ ■ ,/ \ \,,,\\ !:,t',14T I "7 .0.' \ \ikv.\\ I `"`„.,:i \ \(IA \ ) ' IZ N \ / y \ .1';-':1'..Y....: 4\ \,-, \ t\tr,r;v/ . "It\,: \\1” `..0 1 I �` \ \ :mow't!i 1 / \ �i .� 1 // / / ti rt`. i 1., ‘44i\ . .t� I Irvo 1 \ NV / n\ LAS i I ^ \ 2: / / \/ / \ �., :h o / . .. ' \' t?;,, to / T1 ,� •. _/( ihF�s J _ S�7 J i y n tp R b / ,• toe °CMS _Fi'. ; j zsif. \ S N. • • • • • • • • • • • • • • • • • • • • • • • 40 • • • • • • • • • • • • . • • • • • • - . .. .. • .0.4-44•04.4.... .... .°:•:-.4...4.-44.4.4...4•004-'A "...•4-4.4 4:4 . : • .„A. A' . .. .. .. • ....`..''......'::. A 40• Jr'.• :•••• ••L'....i.,`•0••••••••••4.°'.... •••.....•::........ ..a..1....• - ,„.....,...A4,...,),,,Az.......--..,••••• ,,• :'+•• • .• 0-,C*42'4."'•::: ' • kt,* 4,..i. . •••;••••••:::••••••.:..' :4•..'.1:.'. ''.'....,k•••• '.•-'• •. ...,*<••x''''.,••• .77,7" `• ',le' •'•411ii, ;.' ,,11:104V7'' ••‘ .11,044*,'.'f••...,'•'''!•••,,k•i'..• •i • i,:••:•* *.i. ••+ • •• 16,... :,...... .•••••••••• __I •404.4...4'k.;...4 •I': ••,:i••••,.....•;•;'••• .7t.t.,,i r:„,,..:i:. .. • r„,,„,...•;::..•*4'L..- ,.............7.-.04 • 11* ...,,. ,,;"•,,L,..„.„1-04,.., ,,,,ii........41.../.: •.. : m........„.1, ...I....:.; • ...,2,„ ..•..„ .'''.....-. ..,., 4, . 4`.,O•• r * 7. .4•,:'1°,•.*fil.'•••:•'• :;;;••••••,...•.•,.• 4. :'• , ,,aV '..'. .!.)„e4 v.44 4*'....ii0...... 4.-. .. . 4• 4 it,. . .•-••.' .- • •- 444444 .. ...",;4: r;.!... ...,":..• ....x.,,X „,oz, '.01141**!t"......4.. t,.... ,1.. .....-- - . ,.. : 4.--xlio,.1%414.. 4, • ••1:;:;;:: ::::;•.;•• ••.<1•4:''''.•'•' '••••••;••••;•li•i•;''''''''''.... •4. •• - •• ......I......,%•:.....4k.-.,. .Z.•;!":.+.4 •''' , . ...-., . ..k '4".• •'4.'' " :44*,;*•,„... .'j•••i''' ;••••1:6;••;:",...f.: Lk.e..!'.+0 s '\O',, •• •Iiii,>•:.:.:!;:i 1 7„,,•••• ••7•Ti..4:::.:•Y;:,,**••,..'•••;•:+4.7,°`:•41 ..;'Alt..,..::• , ••• ••••..7*,••••••'••• •:•4....4'.• ::?etk"14*._,..,'"*1 • kr ;.-• .... 7:•:•.:::•• ". , ••,...?...•x.....1,,,,, ,• .: . ..,..,s.t."....,,,, • !,:.4: •••••-'.. , ,„.?.. ...iiiiiiii::::::ii.... .4;....i........i0.7*.r.1;...;;;,;„„A.A.:...• !?:-..i.°.',Iii.':.4.".„,4. ' '.*.''t";:••••;••"••;-•• •••-• tonit...,!or'---,-, I - .....,_....s. . .,..:it: ' - ;•...t, -.?..• •*,76,41t.....„ •;.• .4..I. ..,..--..... . •.•..; ..!:::::::........F..... 1.:.......:. ),!..;,:teitrii:..r.,,.... ,!....\.• F,..::04.1 ::.j .. .... ed."!:;. 4 ..,.. 4.......I ..... 14,,,..„..,„.. '...,.,..,,k,4,0., . .., 0. .: 1.1:••••.... •••••,40',.. 10.• '..L•• '4.'4: ......0.4it tok. Ay. . , .... •IC - - .-- •+A'''.N . 7°,0:.,, , .0 ..... •11........... ...4.4•.....j ..00: -••..•,t-...- .....-i#,,, '7.774,..,_ . •...t, - • -z. ' • ../..-- . , ,..,•::-.., 4...... '•.4 1:.„.,:fild•:::: , ..., .• '•• . , •• °.••„. •''' -"•••.•-•••. -2 ..r.... . „., , Eimil"ii.vttr4ie."- igst.' -.lc . 7 .7 +..-'''••..7....'4' ?•• • • • ..•••„,,. .. •..".' .,.....':-.......... ..., 7.. - •.1.'...4A....<10%'.•,3'S'::',...)914.0•!17- • '•••• ' •""*....-"'-4.i. '. .1:11::Ini.......... 1 \ ;.•'.,..,., ..:'- '.,. ....ft-4 ... ..1 .-- ....0,,,,. '"rt.,,,,-.10..:..,. • . ...r. ;::.. •'....;1,..- .. . *A64..,e( I . ...... .: til*.*,'.. .../ •.'*...::. ................ .............. ........... .......... ------ ........... ..„......................... .............. .I. .......r. 1.^-,..4.. .7-•.---.....--.. .....t. ..;..•:.:.........: ,...,•••, - '•••••'....,::::.:1! • 2 ....t.'r ...... r. C..".44.*‘,10.1: ''..., 1! ......f.4-1.r.' .. ''....".* iitt,:lb. -. ''''' 7-'77+,777-7 ............ 10';'1.7.'17*.....:kV'.•,S.' ....3; ' .!....::: .'."" '" .t.,........ 4 Oh, 17 `., .... .....1:::.: '...I'll. ..' ..1`' f ... .. ..A..1,-,,,,41.........L...,... . .... .,".'"....... - ... -A il-i.oN x""*464* ;:+1' • .. • ... • •,.. ,......-.. , .• .f.:44,.•:: '.:;2;•.p'ITs••••1 *7''.`..;.:•'`'s •••1. • 4....... '............... 4.. ••+I .:1•.-....... ; .:•.• •...• ••'.e.....:',......4:,i -••"."------•,....."J.:'4.4' '4•:....'::i' 4 • .5...... ., .. -• ''• '' fi-.- i'.!. .'.i+.„,,/ki,..:,,..' ,.1.'4-'-''' .. . •>•••.:••' • ,ism • • C•• •• • •• .A,•f di .' .........;•4iii474,.........,,,,h........ ...........t.lit'dr: ..... ..., xr. 4......... r• ••••••',4,41:W:i.s.y.,Y••••• • • '•••••!.....ii,' a '.!'. • .trailikwit. . .'4(,..,•,.:•01.0.,..1.41 ii...i;;:... '"' 1.• ....•••.... i•-•""4....k...■ '', ',*•••:, : ••,, '. ".... .: .....'bil....lima..„. - ..,,,,. • •",•" ..filt!....i. 1 .•:.•,, •-II:,• i ''' ' l'''' • ..4:,:i0;';',4«. .."..,. ,,ell 4• 3 i•■ M ,.. .. . f : 4111• .....,..'!' ....,, . '4'.iirl................1:-... 'i''',.:Oiker. ' ' . .. -,. .... . ... -. ..... , , ..."'•"‘.......' ................................. .,4,044; '6;..• ...1::::,:r.,. ,`,.'..,.....,....':.t 1..,.,...,.,,,,.,..,,i,„,..,..!.•;1111.:.,,..,,,.,,:!. ..7%:::f." • t .,,,,,440,4 •:::,.i<74: 4 ' 1:::':.::' if 11'. ''::1 •..S.n.•:••: ,, 11 ,.:. c....;:....; ...x De) ..,......>.• •-•,....... ............................ ,........'1 7.j.tr•qr: - -.9w6.7.r• P. . ki.••. ••••••••. • .. .•••:. ' • ".""Witimmo#,Y.....-.........:.".. • ..,*..: ••....4 • ,'....•:.:I. .1.....::': ..F......f.....46. A.4,....;• "1.4.,..40........ ............................. ............ ••••••••••• .............. ............,... i ..,1 1,-:111111$'4::!:e ::44,,,ril •,...:'•• •,••••••. • .. •.......••••••.•... I'... rwilloo• ..lor,„, I. ..•••••,:::,• ••• .;;,•4.■,+.1.,-..c,-,...4eptii.•j.7.4t:IT..1:4„,.....,;,..z..... "..'.'. lik:......... '"''''..,-..4..- ... '040'Mir._ •,,,,, „. ........................... .-.............. '+'-'."'..'+' .......•:!..; ....-4.::••iii:3::?....:.61 litlgi41.:;: .,i..:'.•‘ .ii.,......:L:71.••.::•i•-.!"' " z .' j.........:-., . 't""i......'hit: ..., '.k.....:',..'" , ''''.' "`7.• ,• 'ti...."'-. *..".7":77.1V1,.!„„..--:- . k:•••••• IL.110,,i•mittlipla . ....i . ".: - . .......k.4... . .• ....: . .1....iiiwIr. ''......1 ..x.....:.:..:..:::: . ...... F.: r.:.::::::,;16^••tr:i•::•••• . .....:iimpow.:.' .:7.: 6 ,4...; 111. il• : .;!aiir. ,...,:p:::r:?:4,....i. •,::: :(..s.: •.... •'';.);•,\40.467. 4.••',F.. 4.••••••:,:••••••••••!••••••• ,..i•f : .. .. ...vr .: .•AlliPPRT.E:1 ''' w rr.7.•.4* •••••• .*Tiliallt..... . ';:.•...'ji"•::.:APIP'. '..,:i . 1 i, .4'. 4 x........... ' 7 ......0r.... .. .1#0....‘,' 4.0 1.0,toA ...... ..;;... 1..:.....Or .. 42' •' ,i,.•1 lki...14511F.. r.-::::.1 .-lr ;:71.......-4Lik,.....:... 4.".:••••4:4• „, • ::::: : ................... ........................ ............ ..--. :..... ::. . ....- ..........,..:::::.....,9416: . 1 :;lik .................. ................... .............. '-'...":111111F.H...'T. - 1 I-_,4! ,. ...:.",...,.... .......14: .A.,...............i....:„......... ...,-,;?. sr. .., ........ ..1. ,..:..........„. .::.:. . lip . ::.:::. .. .-4:4 f .•••, 40„:4 •••••••••• ............ :.:-....: - . . ..,... ,-,, . .. . • ••........A ..1,.... . ......... .................... •••••••••••• ....... •t t::: . . .. . . .• . •• . . •:,,.........,• ,......:.::: ,::.•• •••: At* ,'": ''§ \,: , -' '''''. ... ..4 %..,"::■':'' ! 4". ,: 4.:.1:'..41:'....EL..' ,' ...:' .,.... . . •:+1‘.....r! -.' '"'." .....:'.. : „„ . ...'; .1 •,, ',"AP , ..•0,2°' ,4. . .........::',.....',.. i....ii.M............ ,.Ar._... '....:..."'•'.:.....7:;:." '.....•'I .:0..1''147. '4.1h. t , '1,,,,, ..,.1......, ' •' .• ,,...".i.....sa"' • :7: ....a 111111...:::. IAN P 7r .• 4. * . •:....--- ...r• 1 1 ,:::;•••.: ••:.• - •. .i.4,....1.....7...••••••::::,..r.:.-: q .,.. . .4. . .:k •4:-'0- 4,t, ... &..,••• '...7...,if. . .• • 04....:-. -,-,,,, i .. ... •••:[....011:::::::::: .......:4•••••••••„.....,-; .,.. .. i. .. ::,•,4%'■.... 7 7" .,.. --sr . ...-[... . :::' • :.).i•li ,..:..,. ... '..,''_:.--.1 .1::: Alt::.:::.,;.: .., ...,.1 ' *1•.. -. ,....... . .Fn. .. .. ..... • - .. .:11f...!...•il....,...... 'iv .. . 1 .; ,, ....:,.,......•..... - ....: :.. : .• '.!..,.',.,..ir ,.., :...i.'• ... l'i,.:_,...t• ::. ;..:•:::::::::ti::::. .....7 .,... zr.,s, . . _„.„::•,. ..:.;.-...... ... ...egot. 1, ...... '.....4.0.....'.:••••••••••••••-:?1.:.•::::e..4,.- . i..c., ......:?;Oti.:;""- . •-'''''. .0....;.;,''..q'r.•'1.0:: ' :::::„olVt. '1, .4-.' I, .' •lik A lit.:1P' '1 • . '11:::::.• ••••!!••••• eillt .4 ' ..........:.:1:7.1k!:: ......,..-; ..; ,. :al'•ri .'. . :7 7'7, ,1..41 11:.I . • .fr .',..t•'.1 1, • 1,•. 'I...v.'iii : 4 •. t:'''`, ..... , • • ' "'.‘":.:•'.......•'''.U.,........ -11 mit.• :::::::::.':'>.1'.... . ''.4, . L:::i1:::::.••'.. ; ."..!' ... ' . " :. :......i... . . _ :. ; ....i,'....'.. '' .: I.. 4r..4 .Joe. • ..: . .1 , •v• .:/"•••• ''''.1.'• ARV:".' . t'.. At,. .I:"It:.fal .1. '16' • .. .,, ■44.„,,,,.'1..... „,„, `" 4 'i........... ' ]...."..•• ..:.'. .1*:'" 0'4.:.:1;:j a..i: . 4.4:1:..,. ": :. .414.1:: . .• 44 .. :i ...., .i...' 2:... :••,:P.::.ii ....J.":;:'.............. .;..:1 . • :;..j ." '+'ir.,...., T',,'4'4' ........ .,..'s , ,„„. . a..::.;...?;!.3.;•,. . '',:.... .., .."I ‘'‘....V.: 'A.!: fit* l• .11...i.4;:......:. 13, . . .# ...:2.. ....s: •Iir.ti........:..........:: 1 ; .;•.4, • : .. • "ICI 0 !;p• ..". r.11 ' ..i.I?..':', '....' '+' ...•I • . •. . • ....0...'..................... ''."`.. i 1•"lk or Vv .'t. lk . : i .b. ,,,,,, :''' '... . . A. .0.4.+4..g ' I .. • d .411c 91111/4., ...*••••:. 741.,.... •. i..Si14(rek ". . ' . ' '4.. efs,..*: r ..4"-:.. ....,. .•^4 .4i. '1.14.- .. .• 4'.4 • .1..iiiiii.i...,;,i.i. ., A. I.ito■ . ,...i,i).11,74:iiir, . ,' ::....'.:.:' ' • ..; .'.. "'" ..' r:4'''..,f,.. '''''tej,40.....1 ....'.::!:''...:':•;:.IF jr: ,.. .., .. •. ..3 ir,•........... ,. •. .1".',::..,r ......iir•4144:::::: '...". 44.. . ...:. lit,:. -::*.,. . . ii...... l'igtal + '' ...::....::. %. ;....EY'."..'.:.., ......':.. :. 14....... . - .6,,L_:.:". E. .....•: 4. • I .4*,..!.....6 ' i ' , ...... :oil::.:........ :,0 Ike . ., g• .. ....... .4* •4. *10-.14. Ef :N.j] ■ _ 7 ' . . ', " . r , , . I i, . .„!ik. .iF' ,,,,, .4• ...§:i.:1:1'....'..:, *..... ..'''.1..7,. •'.... ....*-1041, . .0 ,..., ;,4. Al. W.ii''4.„::'::::111(.. ,.,. '...:11, ...."• . , .... I '• .1, ... • '.' 414.641116 •• ....4::' ...1...1......I.:,........... . ,..?....,. . . 4t- . :9e,,,- -,...,..±..... . ... .. .... ‘......1:'.: .. .....N,..... ..' .... - -'... ,41....... '...i... 414,t . 1.1.' • - '.- t' "-- .. 4111 4t, : • :0'.i :2.'1 ..). 1.1••••::••••:•!..!. " •• •• ' .0 .4.•.. 1 ,i,A .A.A ,,,'4' 174;', . ... • 04 .* ...`' . .4.,+I..;...'',....... ....4. 4.§ .. .... .44 4,4 . . . . . "icii%•1.,•ii,4.1. .-...•.;litt... :•41.i: .j..4.0,:.:"..,...1..:. gi..........,:..!'...... 4.• ,i,:,,''"'4,i,,,... '''4,4 '' '-to t: t'.t.11-•.' '.1!.: - .1 . ..' ' '4.. .' '...j.''''''. ''' f .*+.1Kirs< . ,... • . • .0.4.01. .::!................. . • • . ' 4.0 . A ".".°."..Ok' ,...0.0.lie ..A.,.......,...,...„,.. .......... •••••.he',.. 1::::::•.......... .. „.. -.A.... . .....Mik, .• ;1::::::.:: , ''''....:'. :.....•11:!,. .....;;::..'7.. ...xtl;.......it::..;/,,;' ..- ,.,:, ,::.: ..::, 7. 11.... ......,:',...,:,..... „... • • • • • • • 00 . 0 . 1 * 000 0 • 0 I . 0 0 1 El . . 4141000 • 00 * , ,,„......„„.. ........,.........„„ii,iip,,,,,,L,,,,..:::.;:„....„,...,.....,...„..:;,..r„.,...„..i.,...:.4.:i..4,.........,....,...f.,i,....,.1.„,.„..„,.... .1„.„.1:::,„„..,,,„::,!.„,,,,,,,,J.1:::::::::,.....,.... 11..1,i,iiiiiiii,iii:1:::::::::::::::, i - ...............,. ........le ...,,,v,..,,4 ,,,..„ . .. . ... iiiii, 4: :ii:41110fr"."..Ir47 :::I:!...:' ,.: ni • ..........:......... .,. :. ....::::::::::::::::::: • • • ... ... ........... .:. : . :..., .. .. 7•1::kk.. Aiiii:.r. • :':" •7:':." :tirl) :•::::::::....:4 olgi:::::::::.+:1:::::.:. - •!:,- :-..". : ..!.!,::::::siw:$00:04:-L ..... ii1011::::•••••.:::::: ...i: ••,..".‘• ,..,.:. EH:.....1•1•:::: 0 .......... . .................. ........:::. ..., •••::•::lc: :...........; ••.1...•:•:::•...,•::-.;:........•••••••••••.-4,.- .:.:.:.... .!,... ••‘:.;'.....,.: •••• ::.!:::••:::•!......:........--:.••:,..:.•.......:., -:::'.,...F.::::!•••1,,,,.,:::...:,...„...:•:,. ‘),,,,,..k......1 •,i16::: :;;::!::.;::::::.:::.!...•••.:......-- „.":.::::,:.„,:,1:1;:„.:?1:::1:::: 7 „...........:.:.;.........,::::::::.,,,:.:............!.....„.,..... -:; ...7.',. .$;;;;;141,;;;;;;;;:. 34. ; . -..•••••.;.....• , - T.: :•;.;$. •••••7'•••••••••••-..w•-••••4!•••••$•; \■;:,r0:1•1 '. •• ; ..:$,.5t1:r •••-•• ...':-.: . I 4 fi,....II, $1 r Ala/ ::!11;•,:::::. /4.1;19 ..f, -• :.•••.::•.:.:.:, ; ; $ 74$0 ••••• 4:":111:11:f ::L 4;,•:1 it ii aggi:!;:::" j.. .. .0. • • -‘4±Q;Z•!:,........ .. ..4....:14..n.;;;.---• ,:: g:. 1;. • • . : •..• •• •:iiii!ji............ ..::...::: • i.1.•::"'!:•. MWI:r• "mh11111:061:11,.111,00itet:ill114,Er:f :!11,... ' ..k.,: ;.4.y ' ..-... .... ,. ' 111•*,11ii:fil 11.4 .::::::iii: .1•• L • ,..,.4 1:).i.,..„........:il 1.....q.....i......: .. ..... ..,. .i... .... ... :..Vikil.:.!;.:1:11rick,. :.....::::!! ,..,1e.:::: . , . % - ....iki ,....:..:..... „:...:,.. ............... ........ I i gr• ! 1.13111:t7.7.....i.'":',..'L. .. .... . .1:11:::::::' ... i -..-- .1'... ........... ........ ........ .... ........ . 414.......::::.;.!.. ' ',....: .. ... . ..".........-- .'....C.Iiiiiiiiiiiiii,.7.7..........; 0. .:,:#0 ......: .c....„.:• ....1.:.:.. ...„„., ...... ...... ........ • ::::•• AA • .::::"..:16.• :::,,:.PI:::.":11.1k.1.:::....:::::17'. %:..\‘' ....... ..... .'i N...: %::1:-.N::::1:::i...'.•• --- •••••• •••::: . :: ... :.. . ......: : • • •- ''-- • !""!:::::::::Iiiii"F.' ::::.,..:" -• • • :••.. • • • • " " ' • •• :::.4::• • . . ..,0!:„1:,: r:' 111 11 *1: : .....: .:•':I:i ...ing:iii :. '' - •:.•::::.: .... - ...::: 4 ....;.: ::: • . ..: ..... .... .b..,.. • . •-• , • ....„ .• J ... .......1.41'!;•;;;•;_;;I;;;;;:f.;:::::::•••::::',...; , . I •;••••••••••••'. :::• . 1: ,,•••• . , •-••••••:,••• ;;,,,,M:1;(-4.••••••n. N4. . .-.. ...:•••••••\'...10.1 ....•. ..%.:.!.')'1!::.:::V..,,4.::.::?,ir.i...:4:':k‘...•.... .':.::1:::::::::'::.:":P".:!.":.:."'..."..".."1.. 4.....-... .0...• ; ,..r. io 1....:.... . ••. • .'■. . .•..•:. •.:". .. •..... •.... . •• ..........:•• ..,.. • t',.ti.-1,.... ••••-• • : : 11:::::... . :I. N!.. . 1. ::.:y... -••••':+77;••4• • •,:o' . -41. 4,. . .• ...... .....:.. . ..::::::iii4,• 1/2„..,7):: ..:::::•:..:i... • • • - ..:::.:. ..••••••• ....... ..i.: •J,....4 • s• • i. k - ..31i4:::,*/ 91;.......•••:::::-\. e •::::.::::,..* ••••••••• ..,..:::•:. .: •• • • . .....•.: •••.••• ......... ...e.:. +.4.... ....... :.• ....,.....,. .......• ••• ...•'•.'.. •• 47:1M4Iiii::+'......,1 ,..,::4:j...t.f....., ,...., , +T.:. . - •........•.• • • ......::::: - .. \: ...•'!:C.,. ..::::... . ../.. : . ••••:::: .,. •••::..... ..::::v• ..:;'::..:."4"...: ' • • • :1 :::::::• .:.,.. .:::...., : ... ' .• .4 • ......i.:;•••.!.. :. • ...... ..:,.::..: , P. • • •"'" • . . 44..••%,....4!' ...N • .. .jk., .... ... ..........„........ : .•:• .. ••- ......•:::::::::.,...... ••••••••••••••••••• ................• — ••.. .44 ........ .. .. ........,.:„... .......," ::. .:\ -'•••••:•it\('e.:.:•::::.97 .• . •••• .„.„.„................. ••••••••••••• ..........•••••.• ••••••••••••••-••• . .„...... .... ... . ...... ••••......A. . .. ••••••-•••• ••• . ..... .. .....•-1 - • •'* ••••••••••••••;;;;;;;;;; :•::::•-•$;;;;.;; •••••,...;;;;; ••••••••••••;;;;; • •••••••••;;;;;; ....;:, . .. .;.: .....•••••••• •••••••••;-;;;;;;; • $ ...nn..........;;;;.;;; ••••••••••••••••• ...----- :•$;;I•Ei.....i.::::1..• :::;;:::::........$;.;;: .•:•:::•:•::: ••••••:- ••••••••••••••••• ••••• •$•••• •....--....- • • II' •• ' ;•Nfoi.:.:::•:'• •:; .............••••• - ••••:::::;;;;;; •••••••••••;;;;;;;; •••••••••••••;;;;;;; • '74. .. \‘••••-‘'''.....*•'•' ••)k 10•:•• .......:•••••••••• .:::$$•:..,,,, •••••••••••••••••• ••••••••::••••• .4::a.;.' l•;;;I.i 4. ......,.... ................ ......,.„„„ ............... •••••••......„ ...!..•••••••••,,,, .........„..... .....••••••........ .........--.... .: I .;.. ' ...a, ". . ..• .. •----•• 1111k.:•. 5"...)7••••••'••::4••1 .. ...........„,„„ ..........„„„„, •••••••••••••-••• ...........:.......,,. • •••.•• • .•. • ...'.........11'n'r!••t!..2•...2.:1'......7.7.:!•`,F.'4.1.1,44'.Itik,1,1::::::::;', .........4•"'":••••••• :•••Nki4N.^.. .., • • , \.. '''''.:1+:11:':::.!.............::'••••••1114%::.:::::::111.•••:ii i.:\+;14.7i.:+11HP.::::411%:A''.:161.!.::.:.*:!:.;.1...:;r1111i17::•2a.-'::::;- 5!..1!.:r;(::::.1..1.:::::::1::.::::::1:::::'''.:1::::'..,.•:',......,:,:.,:...!..:.:::'!...: • . •:::::•.A4.':.:. . •-: ...,...,, ,• .:Iirii.:.: .:,:••• :.. ...,......,•7474:z-riNiffioirf.,.. ........;:itTrfift.....i..::.......... ••••••• ::. ::••..........• .. ..... ... : . ...I.::: ,r• ••••''' :.:•••.!.4.'I'''. „,!...,.."vi::: • Si.:::,.. , .. 4 P.:i i, :4i••••' .... • :• „ • •• . ,47.:''''::!•',..F. ••••'+' g.:. •: A ':!i'l.......:. • •A.: ::• ...:iiiiii",,:l'i:: ,-IiLi'lii:' :: . iltil...".•:;.;. .......g ... ....; .;•-44.,:.••.. • •.. .. •••••:7•.••••••••71141 •••••••• 4., .4•••• .'•••••;.••••••:::: 91„....."..•••::::: 1 1•111::::::. ... A •••• • , .•••••••••••:::::::::,:r.i. .4:„...• :::........• • 1,40„: • • .••• •......:.•,.. 1A1,;!1:1'.'.."iiii'..••• lig ' „. • •7.•!•ii i.•'••••4::;:dr....:;. ::.•1;::.•..i.:..•• *.; .. •• ..... , 's-::;.'"!:' ":442:41101::::',:::!?.;:.:.:!:!..:•••••••!'''''':.-:::::.::: i\'''i4'1.;1' • ...P.iir.''•';'.....1'.....• • t •.: , •........• ::::•:.. . ....• . ... -. • • ."•••:••••• ..* •mr: i • , ..••.- • --Art.:•-' • ..• ••0,4•Ni•mi •••••••• 0 0 .•• +.4 ' .„,.,.":4:'...■!:.....I'll.'•:‘'N,.,...,,.....,,,,,, ' .,,"...,,, 11111:11:•?......X.:: ., Iii.;: •.! 'i"...• 09 49.*' ,.k. . •`.....:IN:m:•.. 4 • ii. .-.S. ..,11'.:'....•• • '......•••':\- :•••••' 1•1:::••••••::••••::::• • • .... ..' '::••'..oF ...............'''.444. • :.,..7::::.::..:.:.:.:14.... • .1 ii.‘.11....111:4'.........kh'................. : ....f•:......::::......................' •• ,. ••••..... .. 4 1•4!..11 , ....Ai:.k",,.....i? ....!!......... ...*:"".A: .;t4: • .::. —."......,,:::.....• . ... % :.:::.:::::::::::.:.::... h: . It 'Mt ..:31.:10';!:...........!........... ,: •••••••••••••• • •••• • ,:. . •••••..•• • '.1.4 irtf.'1!•:.:'....1....:..... .• . ... ....'::::!::::::::::::::::::::::::•.::!''''.:.% '• , •.:91::':::::....'...?•:1:....•2-.I. ''....''....it'.••••••• :: -.1. •''''.'+'.... ... ...........71." .111•::::::•.:;,,,I.::::: 1 ' i, '11. ..t.x; ''......::T. a ,4•,,•••,,g.g• ,,,, ••••4:g....f..:1.,',„,,...,•',.•,....•••••••'• • :.:;:.:. .11C111••••••••11iii.;••• 1 • . ' ••:••_,,,,,""'"•• •:. `""•••• • ••• • ••• ••••••• •••:.• • ....... •••.:....... .. .. ........ ......: .....„....... .., •11 • ' :::11.1,1 •■;d1:- ..•••••••':irr'•14 •••... •:1•••• '.''' •:::r• ..;;;:i.::R41::111:',:.'„•:,:•,;,•51EPia, '.1i ":::11. .:...':'\,,'"\ ••• '.., ...'• •••••••••+.••• ,..,., :::::': ••••••.4a.•-`..•. :...,...17.•••••..Jr.',•••!•......":"$::•:•.!'::••:.,,' '1'1' ..:',V•••,...:.1:1:144::::giiii:::''• .. 1:•%,•:•...,;;".'V "'..‘ • •••-•"..•.... •,+AY.' •0,‘"•*,,,:••,„ +. ."••• ' ..,...' A• ..: Sillii:111±:1.1•••••• ..I...'..::E:qiP••' iit....,,i.,A.. , ... „ ... •••'" • i% '. r''''' '''..-• •• "n....:..4.4....!ik• i '....,•••11'............:::',1•,,Nr....atilik 41.. • • •111111.........::::::!: ••• .."11:.4' :::,:..ii.1:1.1%t... '•j . ....i... „„,,.„,.,„............ I ............... ........• ...... .. . ' , .......•••• .7..1:!'...1:1•• .111.110,.:11., ',-, • 111...1:11,,7,11".,•:, •-.........,....... ....::: • ' ••••'''•• •'•'••-••'''•.'.•' •'.% . • .•••• 1:::.::!:.,( .• ,••••••:......1...,!!!..,.•;„•1 ..,..;:f.,::2,Ii.i.,;;;•:,.44 L,,,,, * 0 * I- • 0 * * 0 ° • ........ .... ....... * * * * • • • • • * * * * * * 0 * 0 * * * * • * • • • * * 0 0 * 1 0 4 I 4IM 0 . LI 0 • • * • 0 * * • * -, . • • • • 0 • • * * • • • • • • • • 0 * .....: .................... .......:::„:„....:::.:.• •. r •4•.:.: — — ..?...„. ....1 ........ n•••• • ••• •x•_:•:•,..: ._ .........:•::::::::::::„•:.:::: , _ :.., • • •••:• . • ..... . •::0„.................t... ........„.1.:41:•• . . J1 . ii...7' :•• •••••• .: . • Egiu .:::...,:.: 'Elliv.....!!!'.,..,:•,' . ..• •j•••• it ...:.. :: :: . 1 ..• .iliffinig41.■„::::: .- •.•• 4 . ;.:4"• ...,.-AI' • . '!! .... . . . :I! .....'..,...:2.6-....1•41ii......■ 4:1/2. .....;r7.4',4s. ,i ...... -0'• .1. - -'411113t&r, . .• .... .0 •. .. • :.:::::::: • •:. . ./ . , *4. ,:.......• f -I : , i :g 4 1 : i •4•••'** .' •x••'••••'"••••• • ••• •••::••• • •• • • .i■tk.• r.i . - -,-.1.• * ••: • . .: •••••• • ... •:, ' ' 4 L .,,,,,,,,, ,, .i. •....: :111.•:.:: "":::: ..i ,...... le ---• "---......,....... ::••• n. !I,: . . :ts. •r••.. . • :it.Imi. • . -. - ak ...... •• . ' , . '''' • " ' WS/ Fr:.I::,:Ai':::::1•.:*:1.:;:••:.54 .krw•::k;. • . ••.,. 1 i. • ... . r-. ' - • ...Yr •:::;:: •.....................*.•• ••, • '''•'-' ... •:. • .:::i:. • • . ::•:::.1:: : • 1 •..... '' ' i':: ':::::::!:1:::;:1:1:1:FFNNI '•••• ::::::,:....i.:....Ili. . ....... .......... ... . .M:■.:Iiiiigiari::::::.:r.:::. •. , . ................. -4...... ....1:::......,:iiiiiii . ...... •..i .. * M , .:. '..1 •••••••••••., •::•*.r::::::::',•11:111:: .. . . . . . • ',.....:•• • . '..i— '... • • •• • il•iii....'.-.....::::::',..... .......-:: • •*.•:•• ...:...:..:.•••••.•:::::::!•:.1:1•:!..!5.;,:.,..,:,,,,,,,,,,,„,,,,..........C.,....1:11:::::: :::.;:.;:. ... •.. * • ........k.......::::::::: . . . . , . . . . . . . . . . . • . .„ . . Ili: H.;•..i•..ill•:,11 i i' ..:111.J.:• • ...11:'11.:4:1•••: ,.. ••••11•:14..:•111:[:. iii:1•11:•!•.:1.1Fillit • .,. ‘••. . : • • :•:•. ..:,..........•via;.... :. l' .::::Iik: ... [..: . . .• • • ...."11::.......!:ih': *.. • Int"I‘ — ••••41':;; - '''''''*:''''... .:*•••.ITIF.::::: !•••!•1•••••:•.:11••••:•:••••••••:•:,••••••••••••••;::.•••,..•••••;•.,..;•.:::4:.:.1•.•:•..i•••:•• .',....1r.. 4..- .• ••••• .:.:.•:•• ........... ................... . ........... , • rti ....,. ....r.. gi•i• -• •• •• ••• ••• •• ••••:••••••••••••••• •••• • plihoo• • •• • • 41.11:11.1.1...111...1.1.1!• ••••A iiiiiiiiir, •'•••••••':::.••••'....".4'.•'. i',',...11 V ••:::::::::,: . ............... ..:!....,:•:• .":441""".4Wtil:12.4'..... :111:;;;:•:::;::::::::.:::•:•:......•: ...:.:,,,,,:, :•j::!::1101:;:i.:.::,,••:•::;:::••7....7•NA:: !el:::::::.::...::'::::.:•':::. •:„„::„:ogii :7,..iii,:.:*:::•:•'"•:,.."••:::::::: .4.... ,-„,.,,,.44 4., 4 , 1442,',.....ii t .• ........':2.••...•'.••444•'..".,„, •••.!•::....:::"' 'Ithilir.h1.411q ....••••••••,•,.,„.;:fr.,::::..iSNI . '• . •••,.. ••ii:1!•,:•4 ...,..,,,x „,, ,..,,,, . .• :1:•.."I•4'.;":*••.1.:::f..ii,•1•Iri...;, .....'.'.r.n.,!4,..„... . ... • .....1 ....••••••••...:•,••••••:•:••••.::::::,,,,,113' y,i..... • ........'.79...*** ,,,,, ' . ....1 'f•••t‘ii•••••••••:.•••••'•..••••••:'.1.t•'•'•Ir• , ,,,,,,,,,,,.., • ..., :: !1:•• ......A.Ii'i4,•:••.**::••:6 • .•••'.i.••• m.,,,,,,,.....444.4, • .t..- ::.:444444.41, .................. ................ 4:%:?1,.1• 4'...H1'..: . , • .. ,, -•••`• • . ••:1!7, . • • • • • • • • ............ ................... ............... .,. . . .................................................. . .. . ................................................................., •••.•41. •• .'.••••-•••.:.•••:•-••••-•••.•••.•••'..•••.•••:.. ,„ i...,1•••*-'I••••::•••:.•'.:•*:•*:::•*:•*::•*:47. ... • .. :.., . •IH:....:•.:•::: :•:1 .,:::.$''. ..,::. • :....,. 1 .••.• •:::.''....! ••.::: . .- .• • ... ..... ,, „i 1!.,• .?..,'• 41',•••:•• ' ..•;ii;:.• ' • ......, .91:',::::;::;::::':*:..::::••::.'. .•4%. - ..• • :•••'``•••••••„:„:...„:• .:...F.... '1.1%r'••'"'•••i„.,.., • •, ..• ' :'••••• ••• •• Ali! :117:::::::::;;:;•••:..: .--- .::..-..:.I...:.f...:...;;;;. : . •:t::. • •••:::•:::•:•.::• . . •.• . 4, ' ::44*Niiii...... 4.«.•" Fa....„, ....,,..,,„ ..4...k.. Ne •• 1•,•• •li.• ••-"I' .4.: 71-.71 A•f• .... ... : . • , •1•4..:0 .. . ...s.• • • :.: . . ::i•• . . ... .: _ •• i ••:::::::....••••••••r••:....1.•••• •••::..„.„ :•„•.:::•••••. ••••• •••.: ••:::•••• ••• . .-. . ....:f•e.::.:.,.. :ak : ,..:... . bill, . ., . .. ..... ... . • .-. ..•; : ....1 ....: ..... • . ...• . . "•.`" •.:. . . __.........,:v. :::•;1:9=4:...., i ... • —.....•• ..• 41s'Itu•;;•... 4 . - ' . .. •• th W"..• :::::*.n...,111,,,'" . . .•. - •••••• •••-•• ................, ., •••!..i.:.....:1,:.".....• .,...?.:. • *• ... ..,,-. . --.-....: . , .,.. %::::...::•::::.t •••••.1.::I:1;i:I.:::E..'•.••..!:::11.1:1••••••' •I'S.:"..,. •. :11:111 ••.r.... •: '1•:• •'.. ::`•,•::•••••••:.1:k.:•••.::::::'•'...:•.: ••••'. •‘`...i,.. . ' ......:„:....,:m -•- •• -., • . •• • 'N::,, • 14 •• ::::::•:,::::::::. •.•••:: • .... .....:•:::•:•:•:•:•:•. ..., ................ iv ••••.::::::••••••,,,,,,,::::: • ••• • ••••••••••••••••••••••••••.:::::::: ..... ....) • iii$ 00 _1 * * • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • ... . . - ,,,,,,... ...... •• . .,;.,2 .".,. .., ,,..........:,.....-• . ... • .. ,...,.• • • . . . .... .. .. .... ..ii• ..••• .. .•:::.' . ' ..Z... ,.0". •. ... ... .... . g• ' . ..• T. • . .. • ...f..-..it..!..: .. . ' b. ....•1 ...., •"*. ' • " "ii .• • :,.i. ...• ..• . .. ..,....... .....' . • • :: ''..'. ••• IV .... ... ."'•4. ., . ...• .„ `:-.. ... .......... ... ' ....- ...........4.....•..*::::.:**,........:................ :......:::..... •• ..._ ••••• •••.# ....• ....'.4iiiii4ilaiiiiii:ii.I.:i.ii::::.....•••;JI i':,,,:.'.......;•••••!...:;•4; .: •• • !!......g.,.. 611 ••.. ...4•••••!...:1W.::::,4=P;':••!;.!.....m........!...ifiiiiiiiiii4: ' '.A.4.,....,•,.. • :'.. 1... . .°- • • . .' • - •''''''...' 44,,,j...: - ..,•••!..!...:::,.. ....1 „ • — .„ •.- ... . . .. • • - . , ,:,..,• . ' ..............04...• -• • 0/4110.1"""',-. ,..„ :_ .... • - ... .-;F. ,...im••-•.....7 ...'•74.•::... 6"1"1"14111111111MarliW. •....-- . ..4,..i••::-.:4-..,Q.:,..4%,..:„.:.... -:•,.. ..:04.-._ • '. „.. ..—. „ ..........-:-, .... _„ . 4...x.,.. - ' •::.- - ... liiii.i...:_iii: ... '.?...."......:•,... .•', ......::: .4i. ••:•.- /....:..4:...•-•• .".... • ......4.• ......0.11.::::::::::: •. : •• .•. .. : . . . . 111111, ... ... . „ ...,.....-....:-. .., ,.....,-„, • .......,........ •• ....... • . • •....41 -:•::7.... .. ..tv.••,....„„:, .... .. t.,:...., .. :.„.... ..... .,..., „,„.........„„.„.... ......,:::„„... ..i. ..•:.• •.:::::::. . ..: ;,. ..... .„..,:xiio. : .• . •• • ' • ....,........ „..4 .'.r '... - ,. ■••t. ,..!'-.7.:s.:!•: ;I.". ..corl ,,,.....• . ....i.... - r •1/2..!.° . • . ... .. . :.,1:,...i..• —• :,:. • • • ..•:'54.:. • : • : 4 • .""f - :. . , ,;;;•. . .. •. .... . Aiiti1...,...,.... .: . E.:... ,, !.? 0 '...4...T.t.- 44t7:-.. FOt• KI.:44 E•iiii:::}il.::::..::!:•-•-•:••....:.. „i„........:..,.....4 •. ;:•.-...b.:0,.:.•••• "..-•• ' .: - '.k.'",•!' ,. .br'7.44.,.::1.40;:v. '7 :11: .::f14::Y. - :,,:.1!...-:!:.::..,•:•1****x••"''.:.........:•• -f•':. . • .. :::::"" - . •••••••••••4 ::::i:•:1•:::\...0....r.-'...••• .. "..."*. •:•••:• ' ., ' -••• ::Mr- •:: . • ::.•• . _„... ..... ..... :daii:7" • ••• . ... ... ..... . .. . :::!:...:.1' . ••—,41111 .7":""— ....:.:. .. ...woman !...1 .:I . . . • .....• .itil H!! • , „ • •:: .:'*l'J*..11.:!::.:11•1... '...If i•A';5...A '''........ i.....'.•':.'i 1 .;—...■ ....V. ' ''''..4' . .: ..'s 4..-.......-....-•••••••••••••................. ••—.............„............... ,..'4.,.............''.•••'.......'111::::....'4—. ' , - .:... - ... ... .... , .. . ' .i:•••4... i: '0:.•::•, ,. . .... .. .• • • -• .. -.0..::.8.7%....:::.:.:•:.-'.......':::•.::::::iii..........7.........,1,...• ,„: . 4..k.4—...:::. — . v.• i '. .. . 1 i:::47::.'.....--f..'.......45......t..4.• .„ '.!... .. ......."...:•'" ?'''N:sii.iiii,...•:....... I•.. •,. .: .- .... 'A-....•-'•:,:••••...:1:::ji. • ... . . . ' *. .:if: , ::. : .. .. : ...- •.:. • •• -. . • ,, •„,..!ii.:...:..:..41....,1.!.....-1,•:•••iii: .•• .• :.• :. t.7.."16..,: .:.1.-. ••:. • •• ... : .... .• ••? ...:i, '• N•!: . - .. •:. .. 1.,.••••1.:i.V.:::.::::; •1• .., :. ••:. •.•:::,::14:. ■- •.-7.•• :11.......:.. 31.•-• ..... . 1,0:::;f:'7e: ...::• - -, ..... .. , ... 1 1) : 'ilt.''. -:!:,....:?-.- ! • • 44 -. ''.-.•'4,' *Iiii;:....:. . :i- ".:6!:::: •'ii''''''''''.:': !': ...-..:. .•.:20.:•40111:94:. .:g • .... ...... ...::. ...:1t41.4." :•'.....• ....... .. ,. . . ;.A.:'4":i• ...........F...• .. .„„.. ...*: • j•-.:1'.:;.4i::•....11111.1.... • • ... ''• • •••'•f•j*• ' -•4" ."••'11'4'1';.:1.•,0•.••''•fii. ...• :'... ...1::: ......11,-. " ....4.1.. :::!.......... . :•.,..•°...!:.-itift l'' •••i'•*7 f'••'''' ....4.:..• ••• •••••`••'•"*".. .. •••"'• •''''1::.....!•.;,. ••• • - •••••'•.**••• ... •••••..::!:•...„;„,•.:". . • •. -• ••• •• •••:::::•.-......nc`. .:;11e''... . •• :,....:•.. :IF...... ..,1:11',..I,Niii:*••••••.• ::• • •. . . • • : . •••• • • • •• • ...*:?•:!•1:•. • •*. . • if:••••;••:::::::.:11•11[1:::: .................. ....r.......f..f.f....r.f..:'..!: :........::::*:::•:: . • I 41 . „. • . ... . ,•• .. . . . ... . .... . . . • .... . ..:. • . : : . : xxxs.:.x .. .. .....• .. .••••:..... • ..:• ••••••::::: x:: . iix.. ...:i:... x:: • • . V I 4 6... . .. . . .. ...: I ... .• . •:•• - - . . • . 4••••••••••.. ••••••,••••••••:. 1.........,.. ..... ......„ . . • ••"::: ... •,.............• ••• • 5. . . v ..x.. ...... t. z Sx .4:. • • w 44 r, • •• r J ��rr�.IFv�k+iw -,'1f'^` .1=`,�/.e� .Yr.. , .. R.a , -- 'tr�a..s x,x.�r>: f h _ Yblr �� -d itt,F,3r�:s; :+ ,.3', +1r1.. 7�;.;6'Yw .-„ _ ..,.. _, .. e:� E . .,.. 1 "yr -vale 7 ........_ • i ` f • —-- �BONITA 1 7v� RJAO �._ AO!/174 •:.711... . ' .�.. _ l�_.l _- • - _� I—___ f --� Oh r Lut.ta. tf..L.K.I.a i , .... .' i r ; \\.<•,..,,/,,-• ---:',N , 1• i 1 SAS • le 4 s 6 ..\ I, 1 '1111111"1"11111111-' , ' g*i "U ___I ridtigilikk • i .... .EP' 9 .: ,,,a . • v r _ r .■ am IILg-L_ t • SAO _ . - - Y� i2 1 S OM M. ■ IIII- — • L_H . 1 ■ • PUB • , ' . � � • I J fs:!c E7,- El • • r ♦ ♦ s I L r r • _ S HOSE WO . Oq STALEi • . . . i_1 .._ . N M ► ! H '! - r • 1 4 __ W i� 1 _.,...... . . ._....• T ._ I 3�SW P.RADEUAY ` r. 1.. • m° • – ■ • • • • . • • .4./.......s... Yt\i' --••--r k-j-1.7 r•......._..,_.7_-_1. • . 1 , - • \i\-- 1..I ,J.7.] [ ii J , ,, _• , ,,_-_- -i_ l -I 1987 . .1 L- _ I ....._: WI.it ID 11-11 ... \-. \\ 1 i;...,) ■ __f--- ---1 .-, L.— ,—_____— , i [— 0 [ \il--_—_.. • ,,,,.,-. , 1 • 1 ..I. i._ 0 ---L. • —I _ ft-i A ./14,, 1 . \ 1 • . ,„; SW. • _._ i .:. - : 66.... 1 t L 2\ \ ---, / • SKANISPEARE. • . . ..., Ili , _.i) • . . • L...:.9\1 1 \\\._________11 /, • , • i i , \ 1\\V---' j 11\. • /14411/4/ \\11 . I e Illtp. 11111b111:< <\\ • 1 • 4 111 , \ , fLieie ■ .... • "... . , . -• \;. • "1 CN., 1 1 111 I '1.111.111110. '41.:7 • I'. \f — Ap 0 • • : 1/4....- . it I V .._ —.. • . I" Os .. ' i 1 i. s 7.4...v.r...E V/;\ , . I 0 r; -1...r ______ it • . Er:: . , t Ijil 1 - - --- • t . .i• .. 4 ,!,,, • -•••••••••_ : , \ • . , , . . 41 1,I I: ,,\\C'' F97/.-- • a 1 ' ■-• . I .. - —- _ .., . \ • • I , /T-1 111 r _I • , Ill ... ., iii , I/. i ,. . .,.._ . \\ . - 2 rti-% g! A • 7 I ' .) .\ .,. . ._,.... /,..> 4 III .) . 1- .....\.. ._ ,,i .. , ,_._.,,,,.., ....., • .. -f ...- (. r. . it I \\ I 1 1b -2 .1 •• r \,\.; t ,. .....•• / 0}. +•./\;._\y` , ' \t,„...____, NZ'-.Nss■ .I: . ,,,. . , i....,,......;„,.._ ,40.,:> 1 1 • • . t-..<1-..- r----'-- . ...... • i !". - OfIEJON • \--1 1' 114X4(1 1/\/ \ e/51••04 18' ... I O' , • I r I I I I ,....... --.... .C.N.,,..... ,,..............._. • 4,. " \ rem___,E: _ / CISME"1 / -\\ .--.---.-- I 4''''' / I -• -I e _ ___ • I 6 ' ' so I•. 1 . i - R054.14000 \i. 1 I fr I I rr- I .\ • ...___L i. 1 i ,. Prtial / I . . -4 1 r- -------- 1 / I 1 , • . 1 i ' I - . •• .•,. ,, • • / : , , - . •—--i: 1 iirri" i- •••- d I a ' • '' V— •: t i ).?•Y irli-, ,I.,...11 - i .E.0,,„, , ----- .4!ri • ‘,,. . . 4Q i I i p 1--- _____Ti fl, • , • I 1 i . I 7 / • I i I // _ P. ..-1 , ii.4 -- ----- r— - I / r i • --- - -it- • i ,,..._ __ 1 ; ,„„ 5,...., =__,k !,..4 - '-., r Oa 1 ll __I._i_ kio • rir--) I i \ -- 1 I -----/.e-f/,--- -- • • • • • • • AI$ C7 7 y n § CX Ib1� 6 a • • •. (\ II I N• \. \'}�� , .4--�-! 7 ` ` , ' - I - I i. I . I • Re.. • -- • --- 1. 1988 I 1 I -16 1. — . ,\. i I .__ \i :... . __.:.i. . I t.. 1 • • I j ; \1 r ; = ; , .• _, !\ \1 \ r .1, .1. ,•` ■ fl ow I ' `,' V�/ I r f ., ; / , „: AI � •I I +t ' ,- , f---T l �� ` ,rsr I 1 I; n • f I—1 f I It N \ >i • \` • q4 r/ ..1.... - -s/L)/ - '—1 \\V :2 iN ' ..__._I tt1..:2 • II I /" '�i 4 Ja - r I i • L Ii , OREGON Zogo/V".: 0 AFGOh DJSINE34 ' I 4• � i olA/ v, eus.hros• - 1:11.:\t / • I — rr • ilAl ._. J r I P 1I• • - - - ; • a l ,,. I . / �j I • H M , I 1 II III • • • • • 0 • ' zomrig hirst-cly-:`-''-7--------• - --- '''""-'''''' - -- • - ' --'-'-'• '• ---''-"" -' - .- - '--.`-'•' allibtrlr. . Aitik —,.. '. - .,..- .: - ..,..':: : - -.. .. . - -.773::,.... . ' .:. -...::-:'.','.-. - :.,7', ..'•.- ,:.: --.'...':----,::::'''..--:1:,.._:,`..--..t.:-"1-Al • .....,riail 1-990 nIC o '•CU, I j I -j ' 1F 11 _...1 J.r-•1 • ME = 1 r i1-1 T '- m ri 1 • _, 1 1 h 1 1 .- 1 • •Sur . • . li=1"- , — [ • - - in _ • 111111 111111E . _.._ ___'-i • - g • Eiz 1, I 1 I Tr" • wirkpzi .1: ...4.....,.,z,., • iffriti \-.... --_-- t A 1411 111141. I '' \ -; - t.,,I 1 1) i• r•••■ "-. I,..• AWE - k-. - "-. ' , , • • — - , i,\\• , • , • itArb. - 1 A . . \vi_. ...... i • 111-111' ---Wit*'`''. . . i :IN "7"."-rag 10*"*" ill A•.-As.-. 1 -2.m . \ \, • - 'Ant r" .: s .4,,,,\\. i.....;.-.\ me sr In iii ... • VIM :i.(111- us "": ru,rile .ar 0. _dt, rN...1 \ ' '' \--- ."*" <\■ 4 ;;Fiso i ti3 /;'A 0 MUM. IS 7 Ali IP - T. 1111 .... .) . • 'mut.i us __., • ;1.1 Al.' I l'Zitit ii11111111111111 —P--N4 Ibil — R-4151R---7 - /.: . • iirysi (PO 1 (PO -* ' . I , t , , • I r--- j I L • 1-1111i11111 1 ,,- ----- I. . -..1 I , i 41 •____ , • Pr rt.lit,.. - Mil .... „ _list, dr...et • i • • . •1 •1 r 1 1 Alt" •.‘ - ..4 ' 4 1 '1 t ' . 1 '11-1:1 II le 1 1111.____. i— . _. ! \ _ 6 ,____,____L__,•S 1 v.,-LL:1 • ON,Ilur low•• I II III 1 II '--- — --____. 49., - • i i--I•--T-' •-'-TT• . ,• 1_ - - t •I • 111111111111111 .-... . 1 l• ... / P-. • r.ii -1.y; 1-.,.1..4 • „. .. „.. .....,,,,,, , „„ ,, , .. .....i.i \ ;z ...., • .. . , • .,...1"i: .. ,. ..., gil ) I • 4r4, , <: .•'' -•■• . Si-": • • ei .,•71,/ , es..y) ' ...' °oleos, - . .. .,<:, ::--).■ • . ---• 11 • ,.. -..........,......).,.:;i- AV .,, • - • - ,4:--- . ,...„..„. ''.4-'".•'" ill jr/ \\ minus \ . \ I • 1 41.. !-41. I -. ail , • , • r---. - L i . ONISI*000 ::•14S L-1 T 7 T1 IP \ • r....f.X ...•,*".. ,.... .......,, -•--1-• .- - •' 1 . , . 1!.. • i p;.'.. . . .„,, - • i L . .;, 3 i Li . : I 11 • • , ..:,,,,,, • . r • )Ukill4A1V11 ''l I, il " i . - i. . ,. r • • . t..e. ;• — rill • I - i 1", , ... ./1 ,. v• ; • /' -. I , III - -- i r•T TT- ; ! i • . _ .-11•4111010.10.. ' . • --„3 ret,-7-7.---- - ,-. . • - - • • • • . • , , '. N'-s'QL---\' • \ • .---....,) i ----.ntrf war A, __ at am ..., ..• L.......3_1_,..---1 mit mmi in. L-A-L-1,0 .01111 OOP a= 11111N ;(s. 4v.416, %;>.4: 104We 001111w • ON Xri UM / --VW WO es" AU • A.A. .10 Ihs .- fro 1110. WO Sil * .441 7 ay. woo •01111- NW r - 11A wig 00. to, ft vos 1 0*10 ' " 111•11" i jorilles0111111 0 lit • or \:.V:''' • • a •• a • • - • 1 isig ao „, agailla .01* , , IIIII 111111L a 4p, 40 go WO 41. - ogis go Rim oil ----0 _, ' '. 1 1 - Sigire 010 /11114111figa liVii 41PF -. Zri A 0111111111111/0111 ei W. STalliplp 'It ' iiii111111 Ir. '; ""-----1 ga. • ., , v ._ . , __...... ‘ -inpr ■ ,. - !, , . , . IIIII Fdllimillitti \ , '\ . • '. \ iiiima a Lilo c6.'. „. „--*/, 4 - ' , . wil..1 ..1 .•- 111111■1 • illikillk4001011111110' ,,,. ••••••011/ ‘ " ' , A /It Will \ : -. '''°. i4 IIIIIIIIIIMI■owjji 1 N 11 - tr% , . . '-. ----- ,. . r .'.1/4 Ullallimis ;:, ..... .E. 0 et.•' ' aviii11110101,140.- ...'s-N . :, abb\iligivairlial ‘ \ ..:, ': i :11111111141111 f•-•11111 Ili 4 I 0 I I I ll I Pla ill* ' • ,,, .1.11611110411...iilkillihr 6 ...,,, 11011.11.111111‘ a Wag Tr. ' "Or.illir 110511X71101r-a Sim N, 14151, ?XI: ON t. ..,, • . ....11 si....:, - .. ..., Illi 00 ) It i 11014:\.i ' N tatik IriA ..it ...7.4 :olio- ----vda,,,„.. .0.esitiored 1111!-- • \ lli , , , ..... AiN LIS Vila i. On 'Ilm oll 'aliIll' IAIB eve . , W, , _ -10111kSvillabasow 0.0,,,S v. „ • •S, ■ all611011116111 gill. 01111111 A11114 SISIIIII;,111: Willir' '^'''' . -*C..1..:CISI°°*". ...*. .4, - •-- \ ' .' Jill* \ a 1110111111 141111" OA Iff a 1.101,6 I so,wii • Is:. 4 k":' •e till at*IOW II II 5 SOW " 41011‘111 ' 1!..,4001.1 OAS Or 1 . 101 lig 10 rouVe'' Aka I ft,a° ".1.- • • • • • • '1:1' 'II' l'All‘' intill i • • • • • • . . • • • • . • • IA: 1.- • • oo, • • • • • • • • • • • .. • . 0 • • • • • KV si • k•rir A. '.FiFi. 8• .. ..... viii: .: ... ririr:. .. xv x..x i:0< x. . • dx'.. ij • ii.i.i.i: :. A: i tt ti :. 'Finn fix, • ..:aF:;:: .xxx::: .. •/..i.i.i.ii.i:.'. `' :.x.x°. • :.$:i::W,::.. < gYxK: • ::.:.:... '.x.: ''ii:i%ix.: �,dd::`.. .; i:$:. '$xfii;ii� $'T is i.:.... .. :,:'. .:',..i.::,::::::::::....: s i:..... 1.6 a R h• r . ... • 1. "iLxia'' ':fxx. x i . •�:, .$mix I" •• • • • • • • • • • • • 0 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • i 0 OPUS. Opus Architects& I •- Engineers,In I r aitlt3. IWIN•a/1/ / I i" oak 4, I• NI . • . • ' . . ; *, .• i . .14. • •, • , • ••,;' . --:,, ti Wi./MO ; ,,,,,, ......... .li I 7....... 1 73,351 s.! , • • ,• itj' , ■ . . t-• , , 0 0 ..... ,,\,‘ / • .. Da=• BUILDING ''.,' / ED .. ......=7.....7.2::::::.--:-...........1 • ' ............,........... IS''''''' 4.4: „r//'''',•/\ 0 40' 8N0 160' ... ="1••••■■•11/4„4,44,461 Iho.,../004.18,0= t\\,\ •. • / '1„, / \ ,,• ,4, ,. •11.••••••1:=.10/0/0•/. 1061111111911 •11,1010,* ' / \ ,• tS) 10 SCALE:1"=40'-0" ....... , . , \ss\ '+'• ilb, ,, ,,/,' ,• ...Q4c , ,, •;,,,,, -/ . • gra LH: c— ,' • '..:\ „ / . .....,.- .1„.,.: , ,,,,,,:. ,...1,./ • c. =:-..1-.31,r-- m • 's s, , .. ...-" „•;.., / c,. 2=.... l C .., 0 \ s•• \ r' /;../ / 09 . lam \\...;■,, . ,,,,,,/• IV Cul.W. :•:..-0...= \ / \ ' • ...., PRELIMINARY 0 „ , 0 , SITE_PLAN ,, ,, cn ,....,,,,,, •I.: 'AS.f....7.en...,,,,,.a.31&,, . / DIM isle 1 , . A1 .1 /' • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • ...• . . : *•••••• • ••••••••••• ••••••••••••••••************••• ********•*******••**•****•*•••••*•*•••****:********:.:****::*::**.:******.....*:::*:•::.::•::::*:.:::.::::.:•. ••••••••••••:::.::..• • •• .• • • • •*••••••......*••**.***.*****.*.****•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••:•••••••••••••••''''''".•••••••••.•••"."•••."""i'"••••••••••"""i•i•"""""""""•••••::::•••"":"""••••"•,•,iiiiiii;i:•,:::::.•:::::::,:::::::::::,,,,,:::•::::::::::•::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::.:::.::.:.:.:.:.:::.:.:::.:.:::::::::.:::„.,.„.„:„:„.„.„.„:„..„.......,.....................*.................***.***.**.**.******.*.*.*****. **.*****....... ... ..... . . ....... ....: .. ........ ••• • •••• •• *•**.***.*•**:**•*::::•:•:.:::::.::::::::•:•::::::::::.:::::::::::::::::::.:::::::::.:::::::::::::::::::::::::::::::::::::::::::::::::,:,:,::::,:,:,:„:„:„:„:„:„:„:„:„:„:„:„....„..„.„.„.„:::::::::::::::::„....„..............„:„:„:„:„:„:„..,„„:„...„...„:„.....„:„.,..,..,..,...„..,„:„.,..,...,...,„:„..„,,,,....,:,............,,,........,........::::::„...................„:„..„:„.....„:„..„.....„.„;,..„..„„ii,..„.*.*........*.**................**.*.*.......*,*........*..............*..........*:..................... ........ ......... ...... .... ... ..::: :**::::.::::::::'::•::::::.:.::::•.*:*:::::.*:*::::::.*::.*.*::::.*:•*2•:.:::'''''...•'''''..••••••''''''''.•.•::''•::•.''.•.•.''ff•.f.•.''•••''•••"'•.:'"!"'•"':'::':::':::::':':':':':':':':'"''j••'••'••i''••'••''''.••••'••':'••'••R'•••gi.•••••'•••'•••!•••i•••!•••:•••i•••••••••i••••a••••••••••••a•••••••••••••••••••••!••••,•••!•••••••••!•••••:•••!•••••••••••••••5••••••••••,••••••••••::•••:••••••,:::::•••••••:••••••••••••••••••••••••••••••••••••••••:::::••••••••••••••••:••••••••::.•.....:.•:::•:::::•:::::::::::.„::::•::„•:.::::::.:..::::.::::............. ...... . .......... ..... ............ ... .. . ......... ••......•••••••••••••.:...........••••••••••••••••••••••••••••••••••••••.••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••.,"•••••""•••••••••••!•••••••!*"""","•••••••••••••*""ii•••••••••.•••••!•••••••••1:1:!:!:1*1:::•::::::1:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::.::::::::::::::::::::::::::::::::.:::::.........,.,.,.,..„,..„.,„.„.„.„...............„........„.:::::::::...........................::::............................................... . .... . .. . . .......... . ....... . ••••••••••••.......:..•..•..:.....••••••••••••••••••••••••••••••.::•:::•:•:.:.....:::.:::..:.::::::::::::.:::•:::::.:::.:::::::.:::::.:::::::::.::::::.,.................,....,.......................................„......................................................,„:„:„...,............„..„...........„........................................„:„........„.„...................2::::::::::::::............................................. ...... : ......... ... . .. ••••••••••••••••••••••••••••••••••••••••••...••••••.••••.•••••••.••••••••••.•••••••••••••••••••••••••...............•.•••••••••••••••••••••••••••••••••••••••••••••••••"'••••••••••••••'•••••••••••••••••••••••—••••••••••••••••••••••••••••••••••••••'•••••••••••.••••.•••••••••••••••.•••••.•••.•••.•••••.••••....••••••.••••:•••••••••••••••••:•:::•::::.••.••.••.••.••.•.•.••.••.•.••.•:•:::•:::.::••:•:•:•:::•:::::•„:„::::::::::.:.:.„:::.:.::„.:.::::.:.:.:::::::.::::::.:.:::::.................. :., ...... ...:.. ••••• ••...................•....•••••.•...••••••.•••••••••.•...•.•....••••••••••.•••••••:••••••••••:•:•••:•••••:•••::::••:::::::::,::::•:•:•:::::::.•••:::..::•::•••:::::::::•:•:•.•::::::::::•::::::::.::::::::.::.:::......:.................................................................................. ... .. ..•• •.: .:..:..:•::: •:::• . • ... . . • • . • . , .. '- '•••• . . • • - ., • ....:..... . . •• .. , • • . •... •.••• , .... .. r. . .., •::.. : I : . .. . . , • • .•• . , ... , - ..."4.:1:.:.... ......v...*: .• . . .• :.. .I i : : . ......• • ••.. -• • I::::r::::!!..1-'4.'.• I • . .• . .. •• ...:. . •...,...:...1 I i::::::::...,. i • 1..........................F.,:r.......1,11 .... r : i . .. :: . : i : • ::. I. • . :. : •: : • • ••• • . . . .: •'' l'... .1...• i I. ...„! • „....1 . .,.........( 4. , oi i:i. •...1 q ... .« .I •••.; • • 3 . .. . 1,.: .k I I: • I.... :i: . •11 '.1 1.,.. :•,1 • •>•4'",'"i •••• i ..1 I II i' . .. . : • .ii••• I • ,• . I: : . . • -4 1.•::::•:.r.:.....:1•,,,,, • 1. ••••.tii iii............. L. .,......•?.....- . . ,.•... '%I•1••••.,...r.:;.r.iiir,11 , ,.. •A •• °'•':fM.n. *) .,. • • 1 • '•• . ., 1 $ ••••••::::::::1;12115! ...!.:,-;:•.:1'4::"••11,..•Vt. ., 441,111:1'illiiki:11.'m•.1,4•51(•'..,....:11.4kr ::.....II*::•l'Iii''::.•1•!::.•:•L'•':!*•:11'774:1•1j1:1114r.•••::::!11111..1,111'0':VP..,:iilk!illjii•:;1111:1;1,1•...1.4.411,Pil.,,,,,....!,11111111i'.1...1:: •••i'••••••'••**TIE: . . . if, 1/2, .....T1/2 II 111 ',■11::1!..4.1 .,:i...i.H.',...,..,,:igiii:.•• • . . ••;•V •• • .: I ''. . ,•:•• 'h. -'• • ••.:• 1 , f,,. •",: . , ,'''.',,.,,,I•i4. . • . • ...,41g ,,,,,,,,,• . •,,..t.1/2 0 : ....:'.•:,•, i i •...:**:IIIP..• Kal 111..x, ...i....111'....K.._igi.q1/2,1/2. , .10$111:Iiiiiiiii;;;;;;:j. :::::::•:•1••••••:;:•;•41•:•11•111; :,,_.. ,,.,.. „, : „,..... ... .. • ••••• • -•^•-•••-- •••"•••••T•f^:'•'.....•:•.....:••••.:•,••••.••••'•••'••T.:•...:...::• •:::::::,:••,•.•::•::::••••••••••••••••••••:''••••••••••••••• — • •••••••• •• "*. •'••••:x'•••'•• •`'• :: ....,,,,....giNgimigii0f0A,K1/2,41 ••• • • FAAY:10 CriEEK CC)MAIONS RS 1-....) :::,..... ......., (.......... Exhibit H • • • • • ot • • • • • • • • • • • • • mto • • • • m o_e_o • io • • •W • • • • • , • pre-application conference noses Exhibit H, • • Pre application notes • • To change from an I-L zone designation to an I-P zone • . August 11, 2005 • STAFF PRESENT: Morgan Tracy ' • .• • APPLICANT: Ed Murphy . • • PROPERTY LOCATION: 15930 SW 74th Avenue and vicinity. • - • • TAX-MAP/ LOT#'s: 2S113AB 00300, 00400, and 00500, . • 2S112DC01100, 01200, and 01300 . • PROPOSAL DESCRIPTION: Zone change for six'parcels from the I-L zone to the • I-P zone. • . • COMP PLAN DESIGNATION: Light Industrial • ZONING: I-L . • • NEIGHBORHOOD MEETING " • A neighborhood meeting is required for a zone change. Meetings are valid for application.purposes for 6 months. . • •- NARRATIVE • -- Include a narrative that responds to the applicable criteria. The zone change must . • address the following standards of 18.380.030: • . • Zoning Map and Text Amendments 18.380. 030 Standards for making quasi-judicial decisions. A' • recommendation or a decision to approve, approve with • conditions or to deny an application for a quasi-judicial • amendment shall be based on all of the following standards: • - 1 Demonstration of compliance with all applicable • • comprehensive plan policies and map designations; • _ . • .-- This means you will need to look through the.Comprehensive Plan, available at the public library or online, and see if any of the policies are applicable; Most likely; • • many of them will not be directly applicable, but to cover your bases, you should • have a response to each. Pay special attention to the Economy, and the - • Locational Criteria section's, although a preliminary review did not raise any glaring • issues. •- ---__...2.--.Demonstrat-ion -of-compliance_ with-"all-applicable standards • of any provision of this code or other applicable •implementing ordinance; and . • • • - • . - . • •• . • pre-application conference notes Exhibit H? • . . . • This response should include a review of Metro Title 4, Regionally Significant • Industrial Lands, provisions. • . • 3. Evidence of change in the neighborhood or community or .a • mistake or inconsistency. in the comprehensive plan or zoning map as it relates to the property which is the' subject of • the development application. . • This is often the most difficult and sometimes the most subjective criteria of all. It • . is the applicant's job to either demonstrate a mistake has been made in the • adoption'of the zoning designation or that a mapping error has occurred OR • convince Planning Commission that the circumstances of the neighborhood have• • changed since the adoption of that zoning district to merit a revision to the zoning classifications. : • . . . . . • • 0 IMPACT STUDY 18.390 _ • • Include an impact study. The impact.study shall quantify the effect of the . • development on public facilities and services. The study shall address, at a minimum, the transportation system, including bikeways, the drainage system, • the parks system, the water system, the sewer system, and the noise impacts of • the development. For each public facility system and type of impact, the study • shall propose improvements necessary to meet City standards and to.minimize the impact of the development on the public at large, public facilities systems, • and affected private property users. In situations where the Community • Development Code requires the dedication of real property interests, the • applicant.shall either specifically concur with the dedication requirements, or provide evidence which supports the conclusion that the real property dedication • requirement is not roughly proportional to the projected impacts of the • development. 0 • In most applications, this is not very critical. However, in this zone change, you will • need to scope out the potential impact from increased developability of the site. • . You are going to be presenting a site concept to.the planning commission who • • may even apply a PD overlay to ensure that detailed development will be .•• consistent with the concept plan. This provides some assurance to the decision maker that the zone change will result in an improvement to the area, and settle • •fears that the revised zoning designation may be exploited. .It is extremely • important that the impact study takes a detailed look at the potential Impacts on • • these public systems. . • REVIEW CRITERIA • S • . (note that this list is intended to provide guidance in preparation of your • • application, and that additional criteria may be identified dependant upon the. • nature of the specific application, or as other_issues are raised. In other words,-. . ._..___ __ --------this-is-not-an-exhaustive-list of-all-criteria: t-is-the applicants resnibility to • ensure that all applicable standards are met.) . • • 18.380.030 . ' . • • 18.390.050.B.2.e (Type III process) . • 0• • • pre-application conference notes Exhibit H3 • . • .• Based on the information provided, it appears that the text amendment request will • be a Type III-PC Process, with a public hearing before the planning commission. • Appeals are held by the City Council. - • • • • Application fees: Zone Change: $3,040 Decision timeline is generally about 3 months from receipt of a complete • • application. . • . • • . PREPARED BY: . • • 4.4-.- . • ! n . racy • Associate Planner • • • • • • . .• • . • • • • . • • - • • . • • . • S . • . . • • - • •• • - • • • ' • • • . . • . .• • - • - • _ . _ .. ___ _ ._ _... -- __ _ ..... _- __ --- -• _ _. - • • - . - . • • - . • • • - - 5 .• • • * * 0 0 0 * * * * • 0 40 0 0 0 * * 0 * * 40 0 * * * * * * * * * 0 * 0 0 0 0 0 * 0 --•--.:. :::::::" • • •.: ::::::: • ..„ i L , . • •.. • •..••. 'J.:::--• H .•...:•:. ++::::::::• . •••• ••••••• •v•;1;i •• • •••••;;;••••'''''' ''• '''''' Tit;i;ir;';g:It iii:14:::::::itti :if:I:21511H 4 , •::::::::::::::•,...g 4, ...,„„J . :,:. ,...„, ... . . :......, ........„, ..,...a •,$--$.$ : :.'••$ii.1.$.44.$4.i+'‘' ,. . . . ..: •' . ...1:11f:i •• • • . .. • r... . . .. ....... . • : ..i .....,{.::.... -r....T_I fr--....1 .1,70.4 3 .i.1,....,..,..1„, . ............ ...... .....::14::::.: . . .. . .. . . .. . . . /la : :.: :r.•% ::::::::1:iii:i::::11111Miiiii:IF:1::::!1:61:%•:::::•;•:%•::::: ...,i1 i ; .:!..........\‘',..C......'... ...!..r -.7: s: .''. .1.: 14':- ,'+' r....14.4%;j1::;;'''' 5;11' •• ••::.:::::,:•:::::. .‘v!... rgif.••• ....:1 .%,...,. , 1 .. :••:...:::.'41,::!:*:!:i:::::::hiP...... ...: ii...1 '''''''''......',.t.lt!........n.........n..... '.... '.... . ... . . . . /..n. • ;if; • ••• • . . ,., A • .:-.•:::: • •. • . . ::: „...s...,........ - : • • • • 1 .,,,,,,,, • . :,-..r. •::::::::::,,„:::,::. : ::::•••::::•„„4.,..„..... ,,,,,,,.....e#7..r.: > :,--41 Ir.._ I ‘,...1...,,:. .:-. . .....„: ..:.:...•'...............,,:irec<c;.. ..`i ir'...//::-:),t.1:1) .... I ..r..... 1 %'....„, .-:':":0:11 1 it I. . i......„.".„ ":, +++; •41 .1„,— . ...„ . . . ETRO Title 4 ....: .. , . • :: I: '4,. "1";=.f.';•-•-'1'.4!„3 .1:'1 ' ' : .'..-%••••4' .... i i II • •1• ..:,n ', i ''1 in`I'',..."-%,1 ,;.. 1 :.I It -**-I ....., , dam„mu.....it*s.- i In ..i. .:1'',../ ir.,0 ii:i1;•::••••:••••:++++ : '...%'''...........1-1...I.,';.e."Tif..14.+1+.1..1 1+it"""."...II TT".i ii•ll'I._ ft., ;:$. • ...T.," i i: : I 1" TY.I.7.%R it •,, ..,il :I I ...... IT 1.: 'II j ; I T, 1112 'it+-4•11.-......:,^0 "T';;-1;">;..tii 4" ?... Legend .. If ••.•:. :•:. :N. ::: •• ::: :IF :ft: •:• 1,1"*.71 . ii""+"-J-'1.1flit 1 I I+IT...41 V,.U:14,:.'''i......-..n "'%%%4 I . kni„,,..N ..., ....tn......!.....t• t., i i i-T1 ..J •••.••:: +J. :::::::: . . . ........... „ 1 I r ft".'i i I) ' : 1............/tt": 7 we%*I , ' .'",..nt ''' ' 1 % 11,-""""' ....... . •.: ninitinin: :•:'..•••:.:::'"'0" • ::::::.. II , :::•:.::•• .:•::..:•:...:•::::; 1111" I! : • 4;1;1'1!121.2...rilh'i IT?tli 1 .1.?;;?..;:it.:;:c.; . i ......A,:,...2i::.:41.,:, :........... ......1'.i.bi........, .1.....tli ..........1...........f.,.....k:$.1 . .1.. ...: ::••:. —.... .:: oil:: il • }.:-,...11.....,;,.1.-;.3,:,i./..i.0,......-....3...IJ ki......1 ---: :-,I.. ..... :,i.-....t .1......._.,—,i•i ,i ..,,........ .....::::..: :::.. . ..:••..:.::. -4:1' 1:: . ....: •. I.: 1....1,?.1!.1..1!........:, .. ......: , ::........,..,.. .......... - 1 g' '::::11...4h ':::!ii'M'iii:i:ii:511:81111.: .::: •'•": I: • :2:-.1.1....Y.1.11..'I I'14'%,:.'''.1.:4:cil'q J. ..... ..ilfl!II . .' :....j„V' .%.: :..""'',........, ^.........-.'„ .1%,::::' ,n... .-. ++++ %.4.0,1 '!...'"'".......!........''0.1.i%:!..1.112....1.e":„..2....11 %. ' •-:' 'A — :„: : .. .. -- :.•:,...-5,-el - :,:i--:::::::::::::::,:, ,-„fi,:::::i.:,-„,. •,:. -:.:•.•• • „. ,.. ::. 1 ,,,,•11:::::::::ktit:-.0„,•„:::::::: ::,:::::::::,,,,,,-: .•. . . . ,-:, ,i,,,•:.::: ..,,,,. ,,,,,,::: .. . .. • ,:::::::, $$ i'n ,:114'.P.L.' I.:.^.-;lid 11,'''':"....-!, "": .. • -','....-:.:4 4L h I..1.,..:1:1-11,...°1.4.'+' .J.1-4'+'h`......"4'...'..,' ir.11:1SIL'ii. . 1.1r.P.1 •::•. .:..-•::.:...::: ' 1.2;'...'' ..f..t4,1.1.":i...ic;j...4.:k..1,..."..... .I TI'g......!.....;....c: , : • : 't-1,......,/,.............„ ....7.*--1 'n.,1.....-%.T:':'I 1:'1....;.'.cl....."..fi.......%., .'. '.1;...n, 1:1:1:1:1:1:::::;:::::;:::::;:::•:•::::: .: — •••i ,.'-- ' if I t , .'. .",-+-:,:t+++""-,-....:....:.+-T..- - .. '..:•.--::•-::•.:: : 1...+111'10.1. ii"T„:111.1111:1T-rt..":T. T.:• .. • 111.1,1""'" ' ••• k + • • •.+ '1 '4' . 'T." 1••••••f ' ' •- 1.-ff. ' . ;-. • ,.... . - . + +.,_.4...„,....:..."— ....ff.' ' ' — ... ......: „ . .. . ,:iir.........,........:::.... ....: • . :::: ....., -.. ..., ,..5........:91 ,,.....„- .,....,.... ,..:-.... .- • , .1.....-",t,,-..e.--11 .: . .-. . .,li'..- ..ii+.1,..-it • -..:: illiFi:1,,,,,,,,,.,:u-q,,i r. ;-: 141'1'•••i11":"1""'IT:TIT '','"- - i '1 ff--, ...., :,... ......-.. .....11,....1 .......g.......1t I.!... ::::::::::,..... .:, ... ... ,th,:::::::,............... tj. fir-Tjj••••-•:'' ....:,.11.::T.":"irti 13..""fift+tf. • •1 i .' ti ;i ..,',.......n.....‘1..%..%.:..1...:..ii.......1::',.........iin. :::;:;::: 1%;.?,;.:"!:,.;ic;I....:i.'....'%,.. ..,)%;.....i.:11.%'.............%in!... '''' .. ill .. riii",:".r:Lii,..1 I!. 'di'.+IL""1".;:f1114 : •IfT...:-.1.:-.":":".ff: .-.. •,,,,,,,jj.;:',. ---1,;.::+,...ti,, i.j.......„$+ t J J...,",?1..„1"......",,E::::"'T.:Tv++: 1 -IT t .T.:::": . 11'...,":"TS:11•1:-..": :ft.:ij.".•):::. - ''' +*I $....::: . ::,:-.:: '.'n...%...'„;%,,....„.... .1 ' . '.' ... ' .....:-.T.1-..;:.....-:•••1++:•:":. .:1::ittif...111.1: ++::iiiiii1F:::::::iir.::::'+++......... :tit — ..J. .... 'iliT115T,111!..,c.„":.' = '1"-t+i'...+,+-+T"T":".TT.',"+„'.."4•.1:Tif+ ":,+...1 .1 . --•- • c?....3....„:„..„.,":„.,2.27.4,„ :.,::::::::‘,.......,-....f.}.4.1...1..p.,....:;,.....!. :0....,..i.,-1...u: fottroi!.......:::.......,..,.... : : .. id.' $'.1':.:"++...::::::':+i 1.1 LT'T.J..-.,..T$TT,".T.""'TT ...::::::E.::' -• Ifigait41:Iiiiii::::,:::::::::::::::"-; ":"" :::::+1;titliTi.T.".. . 4,0).: :,../,/,..-$4.1 t„...T.f.T",... 1+,11:f.'"ditri: "1:1•..tti"ji ''..., ; trt.,:,'",,,„:"j". ,,:1 ••Tt/lit ...''.....V...t...,Y. I i V-...;,..' ..f...;.:::)..44:::>,:. -. ., l'-'74.,,..1.1i..„!..!.„2,4 .1....:::...;:hc:- . . . -. • • r.r.r 1..eirt,..:7.4 11 iN ' • •t il. '1.-'-+A:\..'":?....,4'. i I ', 1...-4-11rt.: ',....11,..t-ii.: 6.ii....... •-......'. • ........... .......?,111;411111i:n.1 .r"''''.. i ' ...s.: i''''''' I ' .' '4+:11 :.'"1""i it • ' : .. .:••.•• :.-..,1',. .:../....,ivialr:::: I: 1.! ...,-.'..‘..,. I I i: (..e...›.::.1,.. r ,,,,,,,,i.,?,,,..„4.,•,, •• 1 .— . -;..7.........!....'...........:..1:i 1.1:... ::, f / /...-4.: .... .i. 4: .... r,..r.1 .r,.... T••••4„,.."'Itr"f :ititit:i.i it: • . iT,.......„tt",. I: , , ill . 1,- if- ;••••"...-J'I-1,...j Pt':'t j t ' 1 F.-, .:, :„....LL:... ' .::::::..........ii, • ---, , ......._.,i; .....„... ......k. .,........-,1....,„,/... .,c..,...Z-J., i". • .$ t '.i 1 r... T "11 -"ft .... ,..t,rr-T—f .....:.:::....,.. +,../ MIMI -"----....1,1„ 1. +':j''' $I I; ; ''t....•,-',-+-4 $ it. • $'''' .4:',—;..:I: '''',I_1 :::......, j ,.1.... , I li.i.i.11111fill:+11.10.1.1: . .. — • .....a..r.....r.:::::::::: • .................. .................... ...................... • • • • .. . ........:+:: •••••••• •• „ : . ....•...•........................................................................:.........................+++++++++++++++. ' - • • pre-application conference notes Exhibit Hs • • • PRE-APPLICATION CONFERENCE NOTES • • ➢ ENGINEERING SECTION Q c angora Oregon._ • shaping.!getterCommunih' • • PUBLIC FACILITIES Tax Maptsl: 2S113A0 • Tax 10t[sl: 300,400,500,1100,1200,1300 Use Type: Industrial • • The extent of necessary public improvements and dedications which shall be required of the applicant will be recommended by City staff and subject to approval by the appropriate authority. There will be no final recommendation to the decision making authority on behalf of the City staff until all concerned commenting agencies, City staff and the public have had an opportunity to review and comment on • the application. The following comments are a projection of public improvement related requirements that may be required as a condition of development approval for your proposed project. • • Right-of-way dedication: • The City of Tigard requires that land area be dedicated to the public: • (1.) To increase abutting public rights-of-way to the ultimate functional street classification • right-of-way width as specified by the Community Development Code; or • (2.) For the creation of new streets. • Approval of a development application for this site will require right-of-way dedication for: • ® SW Upper Boones Ferry Road to 52 feet from centerline (5-lane Arterial) • • ❑ SW to feet • ❑ SW to feet • • ❑ SW to feet • • Street improvements: • ® Half street improvements will be necessary along SW Upper Boones Ferry Road, to include: • ® 36 feet of pavement from centerline • ® concrete curb • •I ® storm sewers and other underground utilities •I ® 10-foot concrete sidewalk with 5-foot planter strip -.street trees.sized and.spaced.per TDC__-_ • ® street signs, traffic control devices, streetlights and a two-year streetlight fee. • I ❑ Other. CITY OF TIMID Pre-Application Conference Notes Page 1 of 6 • i EngtneenngoepanmentSecllon • • • pre-application conference notes Exhibit H6 • • • ❑ street improvements will be necessary along SW , to include: • ❑ feet of pavement • ❑ concrete curb ❑ storm sewers and other underground utilities • ❑ foot concrete sidewalk ❑ street trees • ❑ street signs, traffic control devices, streetlights and a two-year streetlight fee. • ❑ Other: • • ❑ street improvements will be necessary along SW , to include: • ❑ feet of pavement ❑ concrete curb • ❑ storm sewers and other underground utilities • ❑ -foot concrete sidewalk • ❑ street trees • ❑ street signs, traffic control devices, streetlights and a two-year streetlight fee. • • ❑ Other: • • ❑ street improvements will be necessary along SW , to include: • El feet of pavement • ❑ concrete curb • El storm sewers and other underground utilities • ❑ -foot concrete sidewalk ❑ street trees • ❑ street signs, traffic control devices, streetlights and a two-year streetlight fee. • ❑ Other. • • • ❑ street improvements will be necessary along SW , to include: ❑ feet of pavement • El concrete curb • ❑ storm sewers and other underground utilities -. . ...... _.... _-.-❑ ---foot-concrete-sidewalk---- _. .. • ❑ street trees ❑ street signs, traffic control devices, streetlights and a two-year streetlight fee. • CITY OF Pre-Appricaf on Conference Notes" Page 2 of 6 • Engineering OefflffienISection • • • pre-application conference notes Exhibit H7 • • ❑ Other. • • Agreement for Future Street Improvements: • In some cases, where street improvements or other necessary.public improvements are not currently practical, the improvements may be deferred. In such cases, a condition of development approval • may be specified which requires the property owner(s) to provide a future improvement guarantee. • The City Engineer will determine the form of this guarantee. The following street improvements may • be eligible for such a future improvement guarantee: • (1.) (2.) • • • Overhead Utility Lines: • ® Section 18.810.120 of the Tigard Municipal Code (TMC) requires all overhead utility lines • adjacent to a development to be placed underground or, at the election of the developer, a • fee in-lieu of undergrounding can be paid. This requirement is valid even if the utility lines • are on the opposite side of the street from the site. If the fee in-lieu is proposed, it is equal to $ 35.00 per lineal foot of street frontage that contains the overhead lines. • • There are existing overhead utility lines which run adjacent to this site along SW Upper Boones Ferry Road. Prior to issuance of building'permits, the applicant shall either place • these utilities underground, or pay the fee in-lieu described above. • • Sanitary Sewers: • The nearest sanitary sewer line to this property is a(n) 8 inch line which is located in Upper Boones • Ferry Road. The proposed development must be connected to a public sanitary sewer. It is the • developer's responsibility to connect to the public sewer. • • • • Water Supply: • The City of Tigard (Phone:(503) 639-4171) provides public water service in the area of this site. This • service provider should be contacted for information regarding water supply for your proposed development. • • Fire Protection: • Tualatin Valley Fire and Rescue District (South Division) [Contact Eric McMullen, (503) 612-7010] • provides fire protection services within the City of Tigard. The District should be contacted for • information regarding the adequacy of circulation systems, the need for fire hydrants, or other • questions related to fire protection. • • • Storm Sewer Improvements: • All proposed development within the City shall be designed such that storm water runoff is conveyed • to an approved public drainage system. The applicant will be required to submit a proposed storm • CITY OFTIMID Pre-Amicaioa Conference Notes Page 3 of 6 Enatneethg Dopanmeat St alon • • • pre-application conference notes Exhibit Ha • • drainage plan for the site, and may be required to prepare a sub-basin drainage analysis to ensure • that the proposed system will accommodate runoff from upstream properties when fully developed. • Detention is required when net, new impervious surface area exceeds 5000 square feet. • • • Storm Water Quality: • The City has agreed to enforce Surface Water Management (SWM) regulations established by the Unified Sewerage Agency (USA) (Resolution and Order No. 00-7) which requires the construction of • on-site water quality facilities. The facilities shall be designed to remove 65 percent of the phosphorus • contained in 100 percent of the storm water runoff generated from impervious surfaces. The • resolution contains a provision that would allow an applicant to pay a fee in-lieu of constructing an on- site facility provided specific criteria are met. The City will use discretion in determining whether or not • the fee in-lieu will be offered. If the fee is allowed, it will be based upon the amount of impervious • surfaces created; for every 2,640 square feet, or portion thereof, the fee shall be $210. Preliminary sizing calculations for any proposed water quality facility shall be submitted with the development • application. It is anticipated that this project will require: • ® Construction of an on-site water quality facility. • ❑ Payment of the fee in-lieu. • • Water quality treatment is required for all impervious surface area runoff, existing and proposed, per • CWS, March 2005. • • Other Comments: • All proposed sanitary sewer and storm drainage systems shall be designed such that City • maintenance vehicles will have unobstructed access to critical manholes in the systems. Maintenance access roadways may be required if existing or proposed facilities are not otherwise readily • accessible. • 1) 18.705:030.H.1: Must provide preliminary sight distance certification for all driveway locations, • existing and proposed, with a list of improvements required to achieve adequate sight distance. This must be submitted with the Land Use application. • 2) 18.705.030.H.3: The proposed north driveway must align with 72nd Avenue. The proposed south • driveway does not meet the 600 feet spacing standard. • 3)Access to 74th Avenue must be approved by the Railroad. 4) Meandering sidewalk does not meet the standards. An adjustment is required. • 5) Stormwater detention and water quality calculations must be submitted with Land Use application. • • TRAFFIC IMPACT FEES • • In 1990, Washington County adopted a county-wide Traffic Impact Fee (TIF) ordinance. The Traffic Impact Fee program collects fees from new development based on the development's projected �mpacf upon the-City's transportation system: -The epplicant sFiall be required-to pay a fee based upon • the number of trips which are projected to result from the proposed development. The calculation of • the TIF is based on the proposed use of the land, the size of the project, and a general use based fee category. The TIF shall be calculated at the time of building permit issuance. In limited • CITY OF fl6ABD Pre-Appfieaelon Conference Rotes Page 4 of 6 Engineering Depa11IDBD1SCCDDD • • • pre-application conference notes Exhibit H9 • • circumstances, payment of the TIF may be allowed to be deferred until the issuance of an occupancy • permit. Deferral of the payment until occupancy is permissible only when the TIF is greater than $5,000.00. • • Pay the TIF. • • • PERMITS • Public Facility Improvement(PFI) Permit: • Any work within a public right-of-way in the City of Tigard requires a PFI permit from the Engineering • Department. A PFI permit application is available at the Planning/Engineering counter in City Hall. For more extensive work such as street widening improvements, main utility line extensions or • subdivision infrastructure, plans prepared by a registered professional engineer must be submitted for • review and approval. • • The Engineering Department fee structure for this permit is considered a cost recovery system. A deposit is collected with the application, and the City will track its costs throughout the life of the • permit, and will either refund any remaining portion of the deposit, or invoice the Permittee in cases • where City costs exceeds the deposit amount. NOTE: Engineering Staff time will also be tracked for • any final design-related assistance provided to a Permittee or their engineer prior to submittal of a PFI permit application. This time will be considered part of the administration of the eventual PFI permit. • • The Permittee will also be required to post a performance bond, or other such suitable security. • Where professional engineered plans are required, the Permittee must execute a Developer/Engineer • Agreement, which will obligate the design engineer to perform the primary inspection of the public • improvement construction work. The PFI permit fee structure is as follows: • NOTE If an PFI Permit is required,the applicant must obtain that • permit prior to release of any permits from the Building Division. • • Building Division Permits: • The following is a brief overview of the type of permits issued by the Building Division. For a more • detailed explanation of these permits, please contact the Development Services Counter at • 503-639-4171, ext. 304. • • Site Improvement Permit (SIT). This permit is generally issued for all new commercial, • industrial and mufti-family projects. This permit will also be required for land partitions where lot grading and private utility work is required. This permit covers all on-site preparation, grading • and utility work. Home builders will also be required to obtain a SIT permit for grading work in • cases where the lot they are working on has slopes in excess of 20% and foundation • excavation material is not to be hauled from the site. • Building Permit (BUP): This-permit-covers only-the-construction-of the building-and is-issued • after, or concurrently with, the SIT permit. • • CITY OF TIMID Pre-WM:anon Conference Notes Page 5 of 6 • Engineering Department Sullen • • • pre-application conference notes Exhibit Hio • • Master Permit(MST). This permit is issued for all single and multi-family buildings. It covers all • work necessary for building construction, including sub-trades (excludes grading, etc.). This permit can not be issued in a subdivision until the public improvements are substantially • complete and a mylar copy of the recorded plat has been returned by the applicant to the City. • For a land partition, the applicant must obtain an Engineering Permit, if required, and return a • mylar copy of the recorded plat to the City prior to issuance of this permit. • Other Permits. There are other special permits, such as mechanical, electrical and plumbing • that may also be required. Contact the Development Services Counter for more information. • • • • GRADING PLAN REQUIREMENTS FOR SUBDIVISIONS • • All subdivision projects shall require a proposed grading plan prepared by the design engineer. The • engineer will also be required to indicate which lots have natural slopes between 10% and 20%, as • well as lots that have natural slopes in excess of 20%. This information will be necessary in determining if special grading inspections will be required when the lots develop. The design engineer • will also be required to shade all structural fill areas on the construction plans. In addition, each • homebuilder will be required to submit a specific site and floor plan for each lot. The site plan shall • include topographical contours and indicate the elevations of the corners of the lot. The builder shall also indicate the proposed elevations at the four corners of the building. • • • • PREPARED BY: • ENGINEERING DEPARTMENT STAFF DATE • Phone: 1503)639-4111 • Fax 1503)624-0152 • doaanerd3 • Revised: September 2,2003 • • • • • • • • • • • • • CITY OFfl6ABD Pre-Application Conference Notes Page 6 of 6 FsBTmeertn9 Department Seatton • .111 Exhibit I • • Acsmk7 * 0001POOOO_O__6_0 _000_0_41000411POOO * 4100 • 004, 00 • 0 •C • 00 . • • neighborhood meeting record Exhibit h • • • • NEIGHBORHOOD MEETING NOTICE L D C Design Group • Land use application for properties at 16075 SW Upper DeaPa:Or .m. • Boones Ferry Rd. and 15930 SW 74th Avenue 0 • The owners of the properties at 16075 SW Upper Boones Ferry Road and • 15930 SW 74th Avenue (and other properties without a site address) intend to • apply for a zoning map amendment for this property from Light Industrial (L- I) to Industrial Park (I-P). Prior to applying to the City of Tigard for this • amendment, the owners would like to discuss the proposal with the .• surrounding property owners and residents, and any other interested citizens. You are invited to attend an informational meeting on: • • • Wednesday, September 7, 2005 at 7 :00 P. M. • Red Rock Creek Conference .Room • Tigard City Hall 13125 SW Hall Blvd., Tigard, Oregon 97224 • • Explanation • The properties are identified as Tax Lots 2S113AB00500, 2S113AB00400, • 2S113AB00300, 2S112DC01100, 2S112DC01200, and 2S112DC001300, • which are shown on the attached location map. The owners intend to apply for a zoning map amendment from Light Industrial to Industrial Park on this • approximately 3.0-acre site. The reason for the proposed zoning map • amendment is that the I-P zone permits a broader range of land uses than the L-I zone. The I-P zone allows light industrial, professional offices, indoor • recreation, and commercial lodging outright. It also allows (with limitations) • retail sales and eating and drinking establishments. _ • Before submitting the Zoning Map Amendment application to the City of • Tigard, the applicants are required by the City to hold a neighborhood meeting in order to explain the proposal to interested citizens and solicit their • comments. (Please note that this will be an informational meeting on • preliminary plans. These plans may be altered prior to the submittal of the application to the City.) If you have any questions, please come to the • informational meeting, or contact me at the phone number, mailing address, ; 20085 NW TANASBOURNE DR • e-mail address, or fax number listed below. HILLSBORO OR 97124 PH 503. 858. 4242 • FX 503. 645. 5500 • • CONTACT: Ed Murphy, Comprehensive Planning Manager WWW.LDCDESIGN.COM LDC Design Group CORPORATE OFFICE • ADDRESS: 20085 NW Tanasbourne Drive i HILLSBORO, OREGON • Hillsboro, Oregon 97124 TILLAMOOK, OREGON PHONE NUMBER: 503.858.4242 VANCOUVER, WASHINGTON • FAX NUMBER: 503.645.5500 BELLEVUE, WASHINGTON • E-MAIL: murphyeMdcdesion.com COEUR D'ALENE, IDAHO • i ROCKLIN, CALIFORNIA CLERMONT, FLORIDA • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • W iJ I I l I 0 - . Q� �) Q 0600RAPNIC lerOnl2ATI0N sva2eN k---TA F_CtEa • o AREA NO'fIFIm• to 1 .: 1111011111 5 Nis, ABLE LN (500') 7 (500') O -, co ., 1 1 Wall O` Q ~-�- F`I n61 o m/IDOO22o2 nnmsanu ski CD 22112ee12ee FOR: Ed Murphy ro C 0 RE: 2SII3AB; 300/400/500 `° 'UM ) ��° 25.112DC; 1100/1200/1300 0 ___=-A , _ / (t�l.� O I _ I �� • ntimoueo[mlme6mo) Oct Q L �� vermomtan tontoensm JQQ� I 2)020020200 v m—• I-- Property owner information Z _ 1� r n_. I ^ �� is valid for 3 months from „t" ��\ �p the date printed on this map. - ]... 00= `��"`\ 22n2000e2oo 0 t� • mt2211o200 T \��\ MAIM NM 4:. , 2311M174710 f` �, `�,, ` 1 12021(12122 to `\� \\` \� �� ShQ cZP •,�`` m011lontl 1202120000 /Ry4 ti1,Q)\*m`I!loo2 10121(006111 Oa4.°' /14)�� e1011o2200 N V_ • 47G • ¢ 0 200 400 000 Feel CI �y mIL10021 Z ---�� '9. 1'=438 feel - m MI 4' 11L1\ City of Tigard m x Informallon on this map Is(or general locellon only end S should be verified with the Development Services Oivtslon. .EL 13125 SW Hall Blvd r.} Tigard,OR 97223 — ' (503)039.4171 _ altwil wre.cl.11gard.or.us N Community Development Plot date:Aug 16.2005:C:\maolc\MAGIC03.APR • • neighborhood meeting record Exhibit 13 • • • 1ac • DESIGN GROUP • NEIGHBORHOOD MEETING SIGN-IN SHEET • • • • DATE: 7/i/a5 PROJECT: ALe/mqo e ata _- • • • • • Name(s) Address Phone Number • 1 • (/ ,(- 1/4/r/7- 1() ez) 2 /-c". „9-?C 3 cc.' • R4 / ,y�, � tP'�' • � ,he ► -!� !/� `�w' �` 503-C 36 0 • - • • ��h (Sewl 9T-91 SL)La wPi So3 YSz -E(3C • _ • ( vvk 1n)o+vf—?4 e z 3 36, 51A), Oc5a_ 48 503--2-'Tr - m • av--f-ra u /1-112-p S • r\c_ �/� �- 4 Vr-te w4¢i gI' Was?'t o/kT /41 .5—:==t3 4.477- 4 ze7.3 • • dr'97o3�1 • Ci4s ieSiff 67B dii 3r0Caliti Lk 503 5o53 • 1}itlslooro , D& 617121 • -14,;-. 3v.tik 5• 5773 • LSb •3`-1,2 • Wc,%- (rtes, o silos • u—p�Y 9F75 cc) Marhck s C-‘/3 .. 6211-- Y62s • • 3/I _/-• J1 - 2r7 • Rd ; LJjr}- 1• v2- • • • • • • neighborhood meeting record Exhibit 14 • • • • • • • NEIGHBORHOOD MEETING MINUTES • • • The applicant held a neighborhood meeting on September 7th after sending out a notice to surrounding property owners and neighborhood representatives. Four neighbors attended • the meeting. No one called for more information either before or after the meeting. No • additional comments were received after the meeting. • Among the attendees were Bill and Dianne Fagan and Ron Pulliam, owners of the Elmo • Studd's lumber yard property. There was discussion of the existing shared access (Fanno Creek Place), and how that access could be used in the future as the main access to the • Elmo Studd's property when it redevelops, assuming that the City would require the existing • accessway to be closed at that time. • Andrea Nadeao, who owns property north of the subject site, was the fourth neighboring • property owner at the meeting. There was general discussion about the potential impacts on property values, and what street improvements will be needed in the future. There was • also discussion about the type and size of building(s) that would be constructed on the site • if the zone change application were to be approved. • There were no objections to the zone change raised by any of the property owners • attending the meeting. Further, the Fagan's and Mr. Pulliam did not object to the use of Fanno Creek Place as one of the two primary accessways to the property, and were • receptive to the idea of a shared access agreement. • • • Minutes prepared by Ed Murphy • 9/08/2005 • • • • • • • • • • • • • • • • neighborhood meeting record Exhibit Is • • AFFIDAVIT .OF MAILINGIPOSTING NEIGHBORHOOD MEETING NOTICE • 0;_ 1-;y,1. � } ".' z� ' =D: D..I,6 jt ?�'- rd.n D 03 72E"3"•d -ar • t; _�, 12 1i1;rrl.Y. +..��i ��k t✓o0 9P t: L•� gi , ' „tli3O-7 r .G'!� j<'•.l •lS.. ,miVi 5 . r_��Cr-.t'`°"'s 4(� Q, " . : �ti f ,n D� .-. -?.O�ot•, yt`•.5 E�� _ G )j;1f ;,44-.4... :-4,i.4'.i6'�.F(S.I 0 TV 7 �'_��"�Ritla.� :a' p • 'c+.Fgrir iig .a�a.F��fi.0r.�k i--i � . •1 ry-1 a _at�r'j '�...+3 -' { � ' i -.:4 ' yW,t 1r'J' rt4',v�f n y, : .+-V, ,4,E` r�y,a�� f" n 4^k4 1't .". c __ ° 17 • -tri _F- - t 1 i?.- Q i'• „ 6. . "'c+'�. - v C. ' ra ti : � t : . yam Y F1 a i- iY} ^''. ;•• ,k'.tri.—^+�:��F1 .‘,,,-,..„.35,... „3, `+Y" `d, . .1. +:r�'F�2a t;''•Q'-._} . 7.a ar �L` .!..' � .1~' y,...,-.-6...92 --.-..'`. u �-'.: v, - �.�„f A�;�:. -�.j: x _ ~Y•'.r+ '• tM E�� ' ��'- ��} t; 't ,Q' =r-. � 'F J�'l t Pl �F{ '+. r4,;w•.-4 —, a i", t1.5-. :'�f f' it": 7 ?' te.1`�.- r ,`?-^' N CIS ry 3 1 F�F £.N • � r� �� f d /.,s 'yr ' * ry ?'.-'i1+' rt` .7: ""-fit.'at-... I*:*—,S ti4*Ct:�lV'�i 4� I " g� a� Y+�-''`fit' ,y� -�Kdl�y- r �'� � �"•�-��--Lxi ^�.��r , .ice �.,'"��y ",t.,��"`wrti��-tr��;n ❑�r'�r ,��''u� ,y. EF.'�l�r-��"*� • ;„4„. C. 'I:i.'�0-„.E...I,,aF I_.4,'!� -!- .ii.`i '� .I Si• L'19�p, � r'D'•y1t�-,s,`'�-0 ''''''.ZL�. `-`3k,Ji�°_id 1r� �G a � 0 -�,.s i ' ti's • MA{LING• ' • 1, Ann Cannon ,being duly sworn,depose and say that on the 23rd. day of August • 20 05 , I caused to have mailed to each of the persons on the attached list,a notice of a meeting to discuss a proposed development at(or.riea-) 16075 SW Upper Boones Ferry Rd. ,a copy • of which notice so mailed is attached hereto and made•a part of hereof. . I further state that said notices were enclosed in envelopes plainly addressed to said persons and•were deposited on the • date indicated above in the United States Post Office located at Aloclek Place,Hillsboro with postage prepaid thereon. • , Signature On the presence of a Notary Public) POSTING: • • I, Ed Murphy , do affirm that I am (represent) the party initiating interest in a proposed' • zoning map amendment . affecting the land located at (state the approximate location(s) IF no • address(s)and/or tax lot(s)currently registered) 16075 SW Upper Boones Ferry Rd. & 15930 SW 74th Ave. , and did on the 24th day of August ,20 05' personally post notice indicating that the site may be proposed.for a zone change . application,and the time,date and place of a neighborhood meeting to • discuss the proposal. The sign was posted at 16075 SW Upper Boones Ferry Rd. (near Fanno Creek Place) • • • . (state location you posted notice on property) . • / • I •' Signe• re (In th presence of N tary•Public) • • (THIS SECTION FORA STATE OF OREGON, NOTARY PUBLIC TO COMPLETE/NOTARIZE) • STATE OF Ole 3cJ N ) . • County of W 45■\r\S ) ss. A Subscribed and sworn/affirmed before me on the Zy ' day of AUc.NU s� , 200 S . • �r.._:2. vim e • t ti.`-�'�:.. OFFICIAL. 9 :'' '=° PAM BOYD • ' `'r�` `=-NOTARY PUBLIC-OREGON (' `„``%y COMMISSION NO.357181 (� Paw.i;L p.ecd ` . ._ s`',��..--=� --,-.1.1, NOTARY PUBLIC OFOREGON • My Commission Expires: Su‘NQ • Z. Z-, ZOO • Applicant,please complete the information below. NAME OF PROJECT OR PROPOSED DEVELOPMENT:' • TYPE OF PROPOSED DEVELOPMENT: • Address or General Location of Subject Property: Subject Property Tax Map(s)and Lot#(s): • h.1loginlpatlylmasterslatfidavIt of marling-possn neighborhood meeting.doc • Exhibit J • • 4v711 ,7 m et , see • 0 * 0 * 0 * 0 0 * * 0 0 • 0 0 0 0 • * * * 9 * 49 O. 0 0 0 * 0 * 0 * 0 * * 0 0 * 0 * * . • . 4 .. ::••••.: ... : :... ,.... . • :. .;0—.4..• ...1 , X .....,ICI rO'Ng,. •4:* $ ,4:.:.,:g" •''. . ...::: . . . num...• ... 1 ................. ... ....:.::::.:... • ..a• •...***A.: 0 i'lL6446'.<4 k....:7'..:•18.,'4: ............. •'A::1.:...........*:!.• •'....... • ...... ..:::•:••....r.liii rir' ...... ',!■',' . :•••:::i:•••••••••''.1. •':• '''' • 42:Y' ••''..,:n•ii,::: • . ..:.:...::.. :......:,:k• : ... 1 —...... : .... . f...%• :,:. g: . I .1 IP ' • 7 . „::.:444.••••••4.:4L. , • • • •l•-•-i- L44 ............•. •:• •:44 •.444444 v., .........- . . ... 1•71 I - •..!.!.••••:. ^+17.in "I':::1:: - • •••••• ,- :- - :••••••••••:::::::::'••.• . . ......:•••:::::::::: ..• • .... .... •<...::::.: . .....: .....E... . ..... ... ' •• • :• :In ...... • .0. .„... - : ri•••• : : ...1 • * 1.....A. - illil(T .........---.....• .. .:'.... •• •-4. ........ ••••::::::: : .•••.: ihriiii ; NI, X .... ••1 •• .i • ••• • •• -] ,....., • - . 41.4 • 4........ A ,... .., : • .......: ii5,::::::ii..._,... ........:..',"7 • t 4i.g.i.6iiii•:•,••• •I:i '• ii. ••••;T:!•••• . ...'..• ' ' ' • • ' ..... ..'llig I' - • . ..C.I. i C . : ..,. . ,..,.. :****** iiiii i :.:*•11iV:1! i a • a .• • .....:::::::.... ..„,,,_ .... . . . . ... ..:.3„,. 4 ' ...., ....' 1 'Iiiiii ).;. • • v- . .,. „.• •.•:::::: - •.. _ 4110 '..."7-"T''7. ' FM A . .........,.....„........: • ,... c ,,,,,i,A..... •Ail ., •11---.1-t• —..,,,:i.• . .:••,..:Iii ........:„.... ...:1.1.!,:.,:. , .........,....:::::::::::::.:......:::::::. ..,,,,••• • -.,:..4....... ---t— . ,. •,a....• ,•:;-........• r ..: ..........:::::::::::,... • ‘., •.. •••••-•,,,,,,!•.: , . . iii::::::::::::::::::::................:•••• — .—.. .••:::::::::::::: „.,..... .•-•••-• i ............:.,, , .. • ::::::::::::::::::::• . • • •..........::::::::::: • .................:::: .•.. ...:••:::::::::::"...: • .... ••!•'' .• ':.r% • •••••• .......... ........... ric;11, . . k . •• 4 ..•••••••.••.•..••••• •:5:11.40 . k 14411.0.4.444Q•• .. .% .:::::::::•••:::•::. •••1,4..k. •• 1: 4 .... ••:.. 1 A ) • . .. • ............ . . .. - .......• 1 ' --;'..i,' ... 5••••Z. .--t ::• )01 A' _I: .......... 661;:iii.. .......:: .,..:,...,:."..:.fyiell T.:..007),„flii: *..... r•-•' ''':.....-.-..•••:::::-.111:?...;- ,'.':.., - .. .:j. ....... ' A. ..i:: ".% •Gt.::..• j••...! ,..,....'"•:::. 4r"' t •' . .op . ....:...:...:..... t„ "!?1,0.1.1°I) .• 1 :::: :' .. , ...:.--7--:—..*-:::::::.,. ::1:.:.""i:: ......:;.: ..... a„offs , .:..,,-1 rair::..:•,••._,!...,d64.41i.* .pioN4 ... •.• 0A00111 a" • 1..*. p! i.• 0., . 1..: . i r.:,.. ...4..4::::::;:;,;4._.. ' • • • • • •••••••••:..:::::: .•...........:::::::. .......... ..... • • . . ••••••••!•••••:••••,,••••:: ...eta' 1 .•••::::•:•::::::. :•••:•::, _. . . . . :.. . . ......., . • ....... 1111 I.) • • ,.. 1 ,;,.: ., ... - . , , i 1,,..,..,,,,,,- .., 4 t•I f•i••)1•1 :41 '..1.1 Vit.',,:.,t....11.. '•••••••••••••• ".1. t:j-s:4: vi f.:•,..1 .1 . i.:....1 ‘.. 11.,....:.:C.:c• , ••• n :...14:: .4.: ..14 1 .:Y 11 1'F.,. r 4 4:44 4 4 4 5 5 !)..... :::: I I ........ •... : . • * 0 * 0 * 0 , 1 0 0 • 0 * 0 * 0 * 0 * * * * * '0 0 40 * • 0 * * * * 1_ 0 0 • 1 , .. 1,.....1.5 e 5 r Li ii A I f fl IN 4.2:(31 fn t 14'1(7):. I.... ••••••14.). ill(::::,, :..:.", •.:.....:• if).tki141 . .•• •. 141.......,.... .... . . ..... .. •.... • of:A:44i. 0.---........., .........‘t,t,,,i,o,• ..i.,;•,„4..r. ...".-..,::::::•,.:f•.• .: - r.44•,...„.„,,, . • k • '44 44.4:4444.4<$.444.";:fkk•••••k•kkk„..... • • ..kk...::: • • • ' .ikkk.::•::: .... .. I .....,,, . IV •:te: ,. . • • k‘,7•. ;: - • .• lkwk• r7r....: . ••••••: .. •: . I. .....•::................ ••••. •• .. . ., .... -- . .,•• .. .• VA' ". • ' : .....kkik..::. • :.,. . . • • :.'•14. ! OM , t. ..j'irl "' . -.... I WItal• ............. ," • •• • ' - ... :.. .- ,. • '. t' .......:....::::::::1:: .11111W.i.tt.......4.4,i.n.ai....,,,,,413 illiii-M*- ........... _- . .....f....ii.:::::: '••••''.. 1- tg- - 441$.4.--p E.Et: 4.:.•••• 7110.7.giliZZ•71T. 'rrzegwwwwww• ••••.•'1•:•'''''..,:::. - ' IIIIMP ''' • ---- •••• ••••••- .......,....• ..kkkk........... .::.....k4k •— .,., . . . . • *H.::: ,r••.,. • . ..••. .. . ............:: • ••• : .. 1- - .:4-....-..'.:.::•1•••• ........:•••••:::::::: • ...:, : ,,-- i. •• •T....... ':, .....',,• .A-..f. ....!.•.•,• ,. '.. ... '....!.11....:".....•••.••:..: . ' .. • .' •'::- '......:::::•••:::::. ... , ........?....: • •• -.... ..4.,., i t -11....v,.,.4 )•.1..!......:*;...: ....................... •k }7....r, : ,,• .....- ... ;:" ••.':;if:,......::.,-••• .. . .........i..........i....:i 1 _ ,•1',.. ...;•:: . • ... -........4/1701 ••••' 4 ki••••.1 I.:.;,.t,++...• ••• . , ; . 77_, ,,,. .......:...i; .• : f. .k. '''.!• ••••• :•:••••:•••••.:•:;•:••••:•;:i.' ... „...r. ' • •-4...;•-,!.. ...L.......::::::fil.:::!:: •,..pir....m.* ..<'-: :::#14;.-011:1411a1::.:. ...,,, _ ,.. ..r,.....„ ,• * .. .,.-..,,::.,.... ,..., - „ ''......' .:.:..:. ••••.....•... , '•'•'. •• iiiii . ..•. ..,...... . ...... . .. 11..1, S al...es:/R,1 ..i::it. . 1 L..I....... Ir...•••• ...... •..• -Stor:.......6-- -• •••. . . . •....L.F.n.4... .................. ....,....!......1.1.1. ................... ...................•!....•!!. •• .J• . .:ji .. ... : 1 • A•L..'...r...;.I:`57i1;..3:••.'.Y.4'.•::; ....1..................• i •...........'X,' .4..' :...:.b.:...•Pfi.k • •....,...........• - I ... . II..1• . . . ' .'. . .. . • 4. ........•....• 44.1.71A.f...?.. I 1 •. ... :: • •• •• . .......... . . ......... ••, ...P., • r-•• : . .......•:•••••.:::. •••••• • ,vr. --t • •••••••.-ii •I•••• ....,. - ..•• •••••••••:••••••••••••••Ci...i. r.,... ..: i .- , - --Z$...,,,la .............. 4.•.4pyilifFx'' 'Li:. ' ' ''' ' k:•;:iiikiti..liiii L. 2. -*' •* k4: ".1".•ii40.1 . ..IL At,,o, - :=.' .7!711P 4.1100•1!..4, ..,..• ,.. „ :". .,- ••• .:::t• ::::::.:::•.v:::,,:,:::•:•::::•••:••••: : ....,..„4.,•,. •••••••.••::::„.. • •• - Iklic-4-4v, — •,;• •If-,:,ei:•-.5e,-z,-• • • ••.•. .-..............?........:Ki. 4 r:- • • •••:.:-4:'. . .:-.O.. . ,,..i. .t.P.,:-',-..L.,...i)1.'...-.i.'"::'3..: g:":141;.-80:11:11:1:::.:Ii'.....:::71111:':.:'.'!:" '-.40'; ... „,.. ... .. -..,..,. . .•:. ...x."Pk, :.:..........E::::::::.::::.::::.:•?ef.:•.”*....... .. .:* ...................•...„.•.„...... .... • • 'r...:V•• -:: ........::.114119.;;:::Ir.; 7:.::.:.:!:::.:;:;;;:■:::A;L:. .: ...4 ,.,.„..,..,.,.,.,.,., •.:•••••••••'''Aiiii: 4.... .• ,.. : ,.:::•::::::•:::.•:.:•••. .".t• :.•••:t....1:::.:.:::"::"::::1•11".- Ptt•• .........,.....iii,:::;•:;:•:, i'.............:::::::::1: PS!,l'`. • 4.1.....,•ifr'!... • . ...• Wall:.....o.p.. 14..4...•.441.. ..•!..•.........i..!..'. •• ................•....... • •• .. ...... ... )1 E 1 1.. i....k i•....1.......' 4'....•k.. i.4 ..•c. ............. Exhibit K • • • •• •t• • • • • • • • • • • • • • •To_• • • • • • • • ■ • • ■ • • •1 • • • • • • • transportation impact analysis Exhibit K • • • • • • • • • SW Upper Boo n es I F r R e oad R z n e o e • Tigard, Oregon • • • • • • • • • • • • • September 2005 • • • • • • • • • • • • • • • Transportation Impact Analysis • • • • SW Upper Boones Ferry • Road Rezone • • • • Tigard, Oregon • • • • Prepared For: • OPUS Northwest, LLC 1500 SW First Avenue, Suite 1100 • Portland,OR 97201 • (503)916-8963 • • Prepared By: • Kittelson &Associates, Inc. • 610 SW Alder, Suite 700 Portland,OR 97205 (53 PROp • (503)228-5230 i N FLS`s,• 8353 • j v • Project Manager:Christopher Tiesler j • Project Principal:Julia Kuhn, P.E. OREGON._ C3 • Project Analysts: Andrew Ooms (la✓�JZY 21 15 6`'. • Project No.7533.00 Expires: o10,%1 0>, • • September 2005 • • • • • `` • `\ ��` • • • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Table of Contents • • Section 1 Executive Summary 2 • Section 2 Introduction 6 • • Section 3 Existing Conditions 10 • Section 4 Transportation Impact Analysis 19 • • Section 5 Conclusions and Recommendations 35 • Section 6 References 38 • • • Appendix A Traffic Count Data • Appendix B Description of Level-of-Service Methods and Criteria • • Appendix C Existing Conditions Level-of-Service Worksheets • Appendix D Crash Data • Appendix E Year 2006 Background Traffic Level-of-Service Worksheets • • Appendix F Year 2006 Total Traffic Level-of-Service Worksheets • Appendix G Conceptual Mitigation Plan for SW Upper Boones Ferry Road/SW Durham Road • Intersection • Appendix H Queuing Analysis Worksheets • • • • • • • • • • • • • • • • I,. • Kittelson & Associates, Inc. • S • • SW Upper Boones Ferry Road Rezone September 2005 • • List of Figures • • Figure 1 Site Vicinity Map 7 • Figure 2 Conceptual Site Plan 8 • • Figure 3 Existing Lane Configurations and Traffic Control Devices 11 • Figure 4 Existing Traffic Conditions,Weekday AM Peak Hour 14 • • Figure 5 Existing Traffic Conditions,Weekday PM Peak Hour 15 • Figure 6 2006 Background Traffic Conditions,Weekday AM Peak Hour 20 • • Figure 7 2006 Background Traffic Conditions,Weekday PM Peak Hour 21 • Figure 8 Estimated Trip Distribution Pattern 24 • • Figure 9 Net New Site-Generated Traffic Volumes,Weekday AM Peak Hour 25 • Figure 10 Net New Site-Generated Traffic Volumes,Weekday PM Peak Hour 26 • • Figure 11 2006 Total Traffic Conditions,Weekday AM Peak Hour 28 • • Figure 12 2006 Total Traffic Conditions,Weekday PM Peak Hour 29 • • • • • • • • • • • • • • • • • • • Kittelson & Associates, Inc. �� • S • • SW Upper Boones Ferry Road Rezone September 2005 • • List of Tables • • Table 1 Existing Transportation Facilities and Roadway Designations 12 • Table 2 Crash Summary for the Intersection of SW Upper Boones Ferry • Road at SW Durham Road 16 • • Table 3 Crash Summary for the Intersection of SW Upper Boones Ferry Road at SW 72nd Avenue (North) 16 • • Table 4 Crash Summary for the Intersection of SW Upper Boones Ferry • Road at SW Sequoia Parkway 17 • Table 5 Estimated Site Trip Generation 23 • • Table 6 95th-Percentile Vehicle Queuing Summary (Year 2006 Total Traffic • Conditions) 31 • Table 7 95`h-Percentile Vehicle Queuing Summary (Year 2006 Total Traffic • Conditions—Mitigated Scenario) 32 • • • • • • • • • • • • • • • • • • • • • • • '" . Kittelson & Associates, Inc. �� • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Executive Summary • • In conjunction with site development, OPUS Northwest is proposin& to rezone 6.16 acres along the • northwest side of SW Upper Boones Ferry Road,just south of SW 7211 Avenue in Tigard, Oregon, from • light industrial (IL) to industrial park (IP). Two businesses and their offices currently occupy the site: TruGreen Landcare and the McDougall Company. The McDougall Company office (immediately • adjacent to SW Upper Boones Ferry Road) will be retained on site while all other existing buildings will • likely be removed and replaced with an office park. Assuming the properties are rezoned, the new office • park could be complete and fully operational in 2006. • This study evaluates the near-term transportation impacts associated with the proposed rezone of the site • from its current IL zone (Light Industrial) to a new IP zone (Industrial Park), and accounts for the • impacts associated with the proposal to develop an office park building, which is considered a • reasonable worst-case land use under the proposed zoning. Both the current and proposed zones fall under the "Industrial" designation identified in the City's Comprehensive Plan. This industrial • designation in the comprehensive plan is used in the city's long-range planning for transportation facilities, as is documented in the Transportation System Plan (TSP). • Upon redevelopment, the subject properties will be accessed from two existing driveways along SW • Upper Boones Ferry Road. One driveway is located at the north end of the site at the signalized SW • Upper Boones Ferry Road/SW 72nd Avenue intersection. The second driveway is located at the south • end of property at an unsignalized location and is a shared access with the adjacent property owner (Elmo Studd's). Today, two other site driveways exist along SW Upper Boones Ferry Road between the • north and south driveway locations. These two driveways will be removed in conjunction with • redevelopment. The single driveway currently accessing SW 74th Avenue across the Burlington • Northern Santa Fe (BNSF)rail line from the TruGreen Landscape property should also be removed. • The results of this study show that an office park at this location could be developed while maintaining • acceptable traffic operations and safety at all study intersections and surrounding roadways in the site • vicinity, assuming provision of the recommended mitigation measures. The following sections • summarize the study findings and conclusions. Additional details of the study methodology, findings, and recommendations are provided within this report. • • CONCLUSIONS • Existing Conditions • • During the weekday a.m. and weekday p.m. peak hours, all study area intersections currently • operate acceptably, with the exception of the SW Upper Boones Ferry Road/SW Durham • Road intersection. This intersection is currently operating at level of service (LOS) E and near capacity during the weekday p.m. peak hour, but operates acceptably during the • weekday a.m. peak hour. • Year 2006 Background Conditions • • Operational analysis of year 2006 background traffic conditions indicates that all of the study • intersections are forecast to operate acceptably during the weekday a.m. and p.m. peak hours, • with the exception of the SW Upper Boones Ferry Road/SW Durham Road intersection. • This intersection is forecast to operate at LOS E with a volume-to-capacity (v/c) ratio over • • ( Kittelson& Associates, Inc. 2 Executive Summary E_, , Transportation Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • 1.0 during the weekday p.m. peak hour, but function acceptably during the weekday a.m. • peak hour period. • Potential Development Activities • The potential office park development could consist of up to 127,000 square-feet of office • park space. • • The site could to generate approximately 1,420 total net new daily trips, with approximately • 230 total net new trips occurring during the weekday a.m. peak hour, and 215 total net new • trips occurring during the weekday p.m. peak hour. This estimate reflects the amount of net new trips that will be generated by the potential office park in addition to what is already • being generated by the two existing businesses on site. • Year 2006 Total Traffic Conditions • • • With the potential development, all of the intersections are. forecast to operate in a similar • manner to that described under the background conditions. The SW Upper Boones Ferry Road/SW Durham Road intersection is forecast to continue operating at LOS E with a v/c • ratio over 1.0 during the weekday p.m. peak hour, but function adequately during the • weekday a.m. peak hour. All other intersections and access points will function acceptably. • SW Upper Boones Ferry Road/SW Durham Road Intersection • o Additional operational analysis indicates this intersection will function adequately at a LOS D and with a v/c ratio of 0.89 during the weekday p.m. peak hour, with the • following improvements in place: • • Construction of a second southbound through travel lane on SW Upper • Boones Ferry Road, ending with an appropriate transition back to one through • travel lane south of the intersection. • • Maintaining an exclusive right-turn lane on the southbound approach of SW • Upper Boones Ferry and installing a right-turn overlap signal phase. • o Because insufficient right-of-way exists to construct the capacity enhancements • identified for the SW Upper Boones Ferry Road/SW Durham Road intersection, OPUS Northwest requests that the City earmark the estimated $372,000 in traffic • impact fees (TIF) associated with the potential office park development for a future • capacity enhancement project at this intersection. With a preliminary cost estimate of • $585,000 for improving the intersection (not including utilities and right-of-way costs), the potential development has the ability to fund upwards of sixty percent of • the estimated improvement cost. • o Site traffic generated will represent approximately 2.5 percent of the total traffic • forecasted to travel through this intersection. Based on this finding, the TIF • contribution towards the future intersection improvement far exceeds the site- generated impacts at this intersection (64 percent TIF contribution versus 2.5 percent traffic impact). • • A queuing analysis determined that with recommended future off-site transportation • improvements in place, sufficient lane storage will exist at the study intersections in the • immediate site vicinity on SW Upper Boones Ferry Road, including the SW Upper Boones • Ferry Road/SW Durham Road intersection. • • Kittelson & Associates, Inc. Executive Summary I 3 Transportation Planning/Tratfic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • RECOMMENDATIONS • • To improve access spacing and minimize access points along SW Upper Boones Ferry Road, • the two existing driveways located between the north and south driveways should be closed • in conjunction with development of the site. The single driveway accessing SW 74th Avenue across the BNSF rail line from the TruGreen Landscape property should also be closed. • • OPUS Northwest requests that the City of Tigard earmark the estimated Traffic Impact Fee • of $372,000 that would be paid by the potential office park development towards a future • capacity enhancement project at the SW Upper Boones Ferry Road/SW Durham Road • intersection. The future project should add another southbound travel lane on SW Upper . • Boones Ferry Road, continuing through the intersection, with an appropriate design length and taper to merge southbound traffic back into one travel lane. Additionally, an exclusive • southbound right-turn lane should be maintained with an added right-turn overlap signal • phase. • • Landscaping along the site frontage of SW Upper Boones Ferry Road and SW Fanno Creek • Place should be maintained to ensure adequate sight distance at all site-access driveways. • • • • • • • • • • • • • • • • • • • • • • • • • `" Kittelson & Associates, Inc. Executive Summary I 4 • • Transportation Planning/Traffic Engineering • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Introduction • PROJECT DESCRIPTION • On behalf of property owners Akerman, Lathey, and LaRusso, OPUS Northwest is proposing a zone • change and a potential office park development along SW Upper Boones Ferry Road,just north of SW • Durham Road, in Tigard, Oregon. The project vicinity map is illustrated in Figure 1 with a conceptual • site plan shown in Figure 2. Two existing businesses currently occupy the site. The small office building in the northeast corner of the site and adjacent to SW Upper Boones Ferry Road will be retained, but the • other buildings on site will be removed in conjunction with the potential development. In their place, up • to 127,000 square feet of office park uses could be developed on the site. Assuming city approval of the • proposed rezone, the office park could be completed in year 2006. • SCOPE OF THE REPORT • The analysis contained in this report identifies the transportation-related impacts associated with the • proposed zone change for the entire site from IL (Light Industrial) to IP (Industrial Park), including the • transportation-related impacts associated with the forthcoming development application. This study was prepared based on a review of the local transportation system and the development code of the City of • Tigard, and direction provided by City of Tigard at the pre-application conference. The study • intersections and overall study area for this project are shown in Figure 1, with operational analyses • performed at the following study intersections: • • SW Durham Road/SW 74th Avenue; • • SW Durham Road/SW Upper Boones Ferry Road; • • SW Upper Boones Ferry Road/Elmo Studd's Driveway; • • SW Upper Boones Ferry Road/SW Fanno Creek Place (private driveway); • SW Upper Boones Ferry Road/PacTrust Driveway; • • SW Upper Boones Ferry Road/TruGreen Driveway (south); • • SW Upper Boones Ferry Road/TruGreen Driveway (north); • • SW Upper Boones Ferry Road/SW 72nd Avenue (south); • • SW Upper Boones Ferry Road/SW 72nd Avenue (north); and, • SW Upper Boones Ferry Road/SW Sequoia Parkway. • • This report addresses the following transportation issues: • • Existing year 2005 land use and transportation system conditions within the site vicinity; • • Planned developments and transportation improvements in the study area; • • Forecast year 2006 background traffic conditions during the weekday a.m. and weekday p.m. • peak periods; • Trip generation and distribution estimates for the current uses on site and for the potential • uses under the new zoning designation; • • Forecast year 2006 total traffic conditions with full build-out of the site under the potential • zone during the weekday a.m. and p.m. peak periods; • • A review of on-site traffic operations and circulation, vehicle queuing, and turn lanes needs; and, • Conclusions and recommendations. • • • • i Kittelson & Associates, Inc. Introduction I 6 Transportation Planning/Traffic Engineering • H:1prolfile17533-Opus NW Upper Boones Ferry RezoneldwgsU7gs17533FIGS.dwg Sep 22,2005-9:15am- ctiesler Layout Tab:FIG 01 f' (• 0 . . (,) 8l 0 / a0 -< / m z z Z / �`0 o za m / ��-a c0i yn w / 3W UPPER 80 O) m a / o20 m M 0 / 0 • 6 N Z / 1. m m E > / •A Ll / *a�5 3AV HLVL MS el / ^a�'�a'' 4+{I I I I I+-H I I I 111 11-1+1-1 H-H-H-I-H+ • / BURLINGTON NORTHERN SANTA FE RR 0 / 0� p� I ` m . - -0 / o �. 1 / 3AV aNZL MS / AV GNL MS fa P / O A0 9a0 Sw SEQU 01A PKWY 4lb 49 0 —1 AS1� A\ 0 1),-A • -A p dN \\ am \—� 4Id --1 _i _1 .• 33< —� 33 OZ ..., .....- 33 \—.., OD m Z- iz N O or T z c n N m M t0 ii M H:Ipro//iie1177553�3--Opus NW Upper Booties Ferry Rezo,/n—e�ldwgslligs17533F!GS.dwg Sep 22,2005-9:15am- ctieslerr Layout Tab:FIG 02 �� \M„l\. ,� �i /J rzrcr"w7- \""^ ,,,�- '') ' y S4'' gs, `.\\�`' 14"''~ ? a �/1 1. �;'�+ - ,W'` .�• s •1 a 1 !' �,t ti . Y,,` -4',,16 y+ w r:, O \�'\�' A f 0� c �� _ i' �.�.• tf" f .*1:::, +sF '.�� ,' :,� t 1 ut"S✓' t . . 1� » °', Ir 2. t s a=r;.J •�. ��\' , /.•i X14 4 ,r'r" / .1 yip .\ 'f ,ya �) r. y`" 'fu!'.tl` 't.�,Z7�,..s.°;, .\ \\ " . 'Z O e` l� ,f-`• ..1, t 15.�,hj,Yv';;i �� 'FS'% r�, ''r '.L: -- 1. ?r \.y ,: 37 O s..r$ r \'' /f.) -4, t < e, 1,w fY,+t. lt�\,` '. f r ,`tiv,, �,-J t - m m 7• D ?' i;, \� `'N 't,:..r` �et ' I': . ' 1 ��, ' it D m G I'. y ,,� /Y 1� .d+\ `: ,' �� Z L or 2, •; , ♦, • • � `4,, ' , .„,,i , • ,, ..+„„ �- a "--a L c� �m \• -r �'''°+c •• '' : •" � �i .L ;m • .Ki i.4 . �, , - ;c:,. .Z o '�j., '1!t - a 4 r ,l m _• 'L�`Y S,•n , /' 1 { - - . .......,$_,\':' 'i„, •, 1 ..4,'t ,h,' O '" a iry. , . ! I( "wY.,J�-. r»r .,..�. \ t: \ 'Y ' ff j� .• _o- 0°. ',/ ' ', '''' '' , .� ��; `, Vii'-:` {'. ; .' •. r1I •'{ .4 ,.44 :.t+ , i R a< 't. I ? ^'t "1"3)'3ry C'...na-._...?_I r� \ - w.t�„+ ".,'. rte. t. ,nr C, i.. ,iF ylv�tlj* . 'K, n :/t::. 4Zte Fj `\ (•. r ,'.�• „.,•..;.,�`•• r', :Q.;,” t..' fT4�,t♦':F Y �/ ,• C 1:•art SJ S��.Ot �0 ) �_ .. I 4 r,• 7'+ .r iL',1' c-,' ,fit 1 a . ., -A ♦ �� - •�Q^6'+ ' «,x\i. L:mil- j ! I '' ..• ,.��, ��` '� ',�'�. �r`y��,y [y .St.� �r�,,*�S '��,�♦♦J �1:`}, `a. _�J�,�_t�,;` -1 , �� j, '.i'Mrtt�.. .. t,' ,., •—,v�c ��, �+••�'`yr n'yr .;Yi,�w+�'J`rq.i�T�` 'M',�h '"7 i 1. _ _ _ 1 � .+j•ii ,', r1,",i:. ,,,,7172',.' '-T' ' ' ,91' ',�_,,,,, l, ♦ ^,C •.,�c4' / ar' ',.Iii-;,1,1 I .11. ., (' { J tie F \,•� \ t.i �,k; ,a e' I+"{y {4.',f1,, f, ,� q,.;4+. �•ll r,ti :y. �'.� '14, 9,9 .♦♦° . . 1 ' ° i 4 _',.' ' . ... . t 'Y {i ,,.. .);,..e.,„, ,��1' ,r .x, ._, ,�rixi.., .`' ,•`i• ` . i -;', •,.—'-- ° ----_ �,,'' •,4'y` ♦ -w (� f,3",.' ;3,+ \} 9 ,. `., ' . 4,4g �& `\\ �t ' \ ,.ors ', .,H.„.,...: a: ' •,' }c'' . .. ri' Iib /4,4 •rPir". - ;d --«'4,{, ..---;. 't' ♦4.a4 :C F t' T,7`C' I S.• C Y.•, O !A ii?17 'n1 ._ • .r,► . ' �'t rp1. ,, \ '''',1'''''e. \ \` IT, ♦ I q f P{,'� r` • y .- i . ,, �1rr.J . - 'kq„ .r-_'.� � ' !,r " ' t . ,rr• - ,. k ♦ '• 1 N . ' ' 'h l t , +Clt A-�„',_ ;x t• 1;J, ,...„0„,... ,., x r t, 61 f ",et,. . • ). • r ♦33 .i. ,-, r .. Y :. . fi ' 0-.•••-'r.- Jt, f�,Y m ix" . !.. . ' _ "r1 ► , z : _ ' ...Y I , ' ii,. c _• •l ° �-;t.-; , , +• .— t . `, � l''',,-.:+t •c , :,.. 9 1. 441.O o m .- , I , ,_ Y. � t� ' ;�� t a s _ 6 Z m l;,,,•:;=._c. '--.t-r''' ;' a Z Z " 1 1 : 'n' ,� lS , ,t O _ m n � � i -:613 ..,:',`-', .• ; ., t r;, eh t „ H ; f !' n) " - : 1ii C "'l`,,r•'1 'S'I'w'k •l ,°li'i;•� •wn.w,._ _ - N-"". ,i�f',Y. r - 1 ^ /�QJ v� r;� •+,i + J '`+1"I'.D ® O g 3 T ,,4'�?I ,+ '•I :'�''tt''L''i;,}n7'y .,¢4•�,SI,��' ,, •,,,,,` •*""`" ;'1.1.� ,t...,a�py � "�„ `t',.... .7:77-1,.,fi, ' v � •f r p'0.,... 'la.._:.) -,L------.1.1 -' ''t1,L �S4L ' ''''1"71 7M .4-„t•'e•-.a,� _41.ms:Lt7e.:-.7G! ,'••'`t,} .1w . +,..4_ .1''ze tz) i ...-,...__.m___,.�wS:N-...,�r1 • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Existing Conditions • • The existing conditions analysis identifies site conditions and the current operational and geometric • characteristics of roadways within the study area. The purpose of this section is to set the stage for a basis of comparison to future conditions. • • The site of the potential development was visited and inventoried in July and August 2005. At that time, • information was collected regarding site conditions, adjacent land uses, existing traffic volumes, operations, and transportation facilities in the study area. • • SITE CONDITIONS AND ADJACENT LAND USES • The site is currently occupied by two businesses and their offices, and is currently zoned IL (Light • Industrial). The site is bordered to the north by industrial and retail uses, to the west by the Burlington Northern Santa Fe railroad line and other industrial and retail buildings, to the east by SW Upper Boones • Ferry Road and the PacTrust office complex, and to the south by a small lumber yard(Elmo Studd's). • • TRANSPORTATION FACILITIES • Roadway Facilities • As indicated in Figure 1, primary access to the site will be provided via one site access driveway located • at the SW Upper Boones Ferry Road/SW 721 Avenue intersection and one driveway onto SW Fanno Creek Place. All roads in the study area are operated and maintained by the City of Tigard, with the • exception of SW Fanno Creek Place, which is a private driveway. • SW Upper Boones Ferry Road and SW Durham Road are classified as Arterials in the City of Tigard's • Transportation System Plan (TSP), and in the vicinity of the site, have typical three-lane cross-sections • with one travel lane in each direction and a center left-turn lane. The posted speed limit along both • facilities is 35 miles-per-hour. • SW 72nd Avenue is classified as a Major Collector in the City's TSP, and in the vicinity of the site, has • one travel lane in each direction with a center left-turn lane. The posted speed limit is 35 miles-per- • hour. • Table 1 provides a more detailed summary of the existing conditions along the roadway facilities • evaluated in this study and Figure 3 identifies the existing lane configurations and traffic control devices • at all identified study intersections. • Pedestrian and Bicycle Facilities • No sidewalk currently exists along the northwest side of SW Upper Boones Ferry Road along the site • frontage or along the adjacent property to the south (Elmo Studd's), though continuous sidewalks are • provided on the east side of the street. Sidewalks and bike lanes are provided along both sides of SW • Durham Road, and sidewalks are provided along both sides of SW 72° Avenue. • • • • • K 1 • Kittelson & Associates, Inc. 9 Conditions 10 Transportation planning/Trattic Engineering Existing • H:Ipro//ile17533-Opus NW Upper Boones Ferry Rezoneldwgsl igs17533FIGS.dwg Sep 22,2005-9:15am- ctlesler Layout Tab:FIG 03 O PXC1 c a >v 33 o co Z v T 0 0 Rn G) ' y 0� U) Z 0 z X z� y •••- • • • 6~ " • l • • • co -2a . a \ i •SW UPPER BOO • OS" • 20 • sT F-4 lq '9.i- 9 O • �� 3AV H14L MS • . . • a4>74?› - H H 11+4+I+-1-1--H-H-i4 N- 111�-1 �0 :` BURLINGTON NORTHERN SANTA FE RR m, \ "q1 . - • • • . . •Aki3O -', •*•,..- it . 3Ad ONZL MS 3AV OWL MS •• GA • A • �pB SW SEQUOIA ‘‘ 0 • 09 • . • 9i_ • •• © .• • • •. . • .. . • • . . . . . . . . . . . . • • • . . . • ....„. . . . • \ . .•-r • • • ® r U) 33Z = r'CI ,.,.......Thik ''1 tfil.....7 vMO \\NZ ......::„,) _ 5 OZa DAM 3:30> Prd 000 Z m<N or. cn CD OmZ m ZNC 0-- m m GO c n \,® O m „, m m J • • • • SW Upper Boones Ferry Road Rezone September 2005 • Table 1 • .Existing Transportation Facilities and Roadway Designations • Cross Speed Side- Bicycle On-Street Roadway Classification Section Limit walks Lanes Parking • SW Upper Boones Arterial 3-lane 35 mph Yes' No No • Ferry Road (City of Tigard) • SW Durham Road Arterial (City of Tigard) 3-lane 35 mph Yes Yes No • SW 72nd Avenue Major Collector 3-lane 35 mph Yes No No (North) (City of Tigard) • SW 72nd Avenue Major Collector 3-lane 35 mph Yes2 No No • (South) (City of Tigard) • SW 74th Avenue Local Street (City of Tigard) 2-lane 25 mph Partial3 No No • SW Sequoia Minor Collector 3-lane 35 mph Yes No No Parkway (City of Tigard) • 1 A continuous sidewalk is provided on both sides of SW Upper Boones Ferry Road north of the site. Along the • site frontage,sidewalks are provided only on the east side of the street. • 2 Sidewalks are provided intermittently along SW 72nd Avenue, primarily along the west side of the street. • 3 Sidewalks are provided along the west side of the street. • Transit Facilities • As described below, three Tri-Met bus routes provide service in the vicinity of the site (Reference 1). • Route 38: Boones Ferry Road provides service between Portland City Center and Tualatin and travels • along SW 72nd Avenue in the vicinity of the site. Service is provided Monday through Friday during II morning and evening peak periods at approximately 30-minute headways. No weekend service is • provided. • Route 76: Beaverton/Tualatin provides service between Beaverton and Tualatin, traveling along SW • 72nd Avenue and SW Durham Road in the vicinity of the site. Service is provided Monday through • Saturday at approximately 15-minute headways, and on Sunday at approximately one hour headways. • Route 96: Tualatin/I-5 provides service between Portland City Center and Commerce Circle and travels • along SW 72nd Avenue in the vicinity of the site. Service is provided Monday through Friday during • morning and evening peak periods at approximately 30-minute headways. No weekend service is • provided. • TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS • Manual turning movement counts were obtained at the study intersections in the vicinity of the site on a • mid-week day in August 2005. All traffic counts were conducted during the weekday morning (7:00 • a.m. — 9:00 a.m.) and weekday evening (4:00 p.m. - 6:00 p.m.) peak periods. The turning movement • counts from the weekday a.m. and weekday p.m. peak hours were summarized and rounded to the nearest five vehicles per hour as shown in Figures 4 and 5. The weekday morning peak hour for the • entire study area was found to occur between 7:15 and 8:15 a.m., and the weekday evening peak hour • between 4:45 and 5:45 p.m. Appendix "A" contains the traffic count sheets used in this study. • • • • • �•- Kittelson & Associates, Inc. Existing Conditions I 12 LI, ' Transportation Planning/Traffic Engineering • • • • SW Upper Boones Ferry Road Rezone September 2005 • Current Levels of Service • All level-of-service analyses described in this report were performed in accordance with the procedures • stated in the 2000 Highway Capacity Manual (Reference 2). A description of level of service and the • criteria by which they are determined is presented in Appendix "B." Appendix `B" also indicates how level of service (LOS) is measured and what is generally considered the acceptable range of level of • service. • All study intersections are under the jurisdiction of the City of Tigard. The City of Tigard's development review policy supports a LOS "D" and volume-to-capacity (v/c) ratio of 0.95 or better • standard for signalized intersections and LOS "E" or better for unsignalized intersections. • To ensure that this analysis was based on a reasonable worst-case scenario, the peak 15-minute flow • rates during the weekday a.m. and weekday p.m. peak hours were used in the evaluation of all • intersection levels of service and volume-to-capacity ratios. For this reason, the analyses reflect • conditions that are only likely to occur for 15 minutes out of each average peak hour. Traffic conditions • during all other weekday hours will likely operate under better conditions than those described in this report. • • Using the weekday a.m. and weekday p.m. peak hour traffic volumes, volume-to-capacity ratios and • levels of service were calculated for all the study intersections as shown in Figures 4 and 5. As indicated in the figures, all but one of the study intersections are shown operate acceptably. The SW Upper • Boones Ferry Road/SW Durham Road intersection is currently functioning at LOS E and near capacity • with a v/c ratio of 0.94 during the weekday p.m. peak hour. Appendix "C" includes the existing conditions level-of-service worksheets. • Traffic Safety • The crash histories of key study intersections in the vicinity of the site were reviewed in an effort to • identify if any potential intersection safety issues occur. Crash records were obtained from ODOT for • the most recent five-year period from January 1, 2000 through December 31, 2004. All crash data including the calculations for crash rates are provided in Appendix "D" of this report. A summary of • the crash data is provided in Tables 2 through 4. Also shown in these tables are the calculations for • intersection crash rates, which are expressed in crashes per million entering vehicles (MEV) for • evaluation purposes. Base on these rates, the patterns amongst the crashes were evaluated to determine if there are any operational or geometric deficiencies that are potentially contributing to the crash • patterns. • • • • • • • • • • • • • Kittelson & Associates, Inc. g I K Transportation Planning/Traffic Engineering Existin Conditions 13 • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • • fril • �`.90 o `.4.- c:,95' (NO SCALE) • c:,95'1 F- 0 • LOS=B l Del=15.7 1 v/c=o.63 • ¢ '7 s •• $ � Q ; z rQ o • • • +, o • • w CO °v • = y Z Z ��y�o '1 j �. v F • m 0 m o0��5 10—► De01 2a 1 F 550 m — \S?.?�Q 5 V/C=0.67 or 440 •• _t (7 N • + • a 'SITE : ''' o Ski, . • • ' • . . . . • a O& 9y • q M'40 !C� 0 am yF © r � o• y.'3. N4 s y L6� ,y0 • � o •• d o LOS=B m (----; Dei=14.3 • v � % y Q9 • N / V/C=0.68 t• • •m CM=EBLT • LOS=A P Q v• •D Ly \S 55,4, -S• ° Del=8.7 V/C=0.02 50 C*" m • 505 O • ° • n a • ' C7 co •• •• $ LOS=A N. ♦ VDC/eM==0<5.00 1• p, •• •9 y,0 5 t,5 • 1 • a LOS=D * a • Del 39.7 V/C=0.79 �o (:."---,,,, 5 CM E8 ,� � F, api ,� LOS=A c O ~ f� pPP i37:<5.0 m° �,0 ♦�`,�0 1 CNkEB r C Lp 1�vi 0.01 s oo i CM=EB LOS--C Del=15.4 c�' LOSE Del=152 5 V/C=0.01 } • LEGEND Del 14.8 V/C=0.06 ` • z CM=CRITICAL MOVEMENT(UNSIGNALIZED) 15 / ch 0� s o • ' LOS=INTERSECTION LEVEL OF SERVICE -143 (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • y OF SERVICE(UNSIGNALIZED) Del=INTERSECTION AVERAGE CONTROL DELAY III (SIGNALIZED)/CRITICAL MOVEMENT CONTROL s DELAY(UNSIGNALIZED) EXISTING TRAFFIC CONDITIONS FIGURE • _ �V/c=CRmCAL VOLUME-TO-CAPACITY RATIO WEEKDAY AM OREGON 4 } • KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • • • • September 2005 • Opus NW Upper Boones Ferry Rezone • El • 9ss (NO SCALE) • oos �1 aab 5 • LOS=C r • Del=23.2 V/C=0.641 c • 16° ~ a i)( 8/ • • Z VI ? It= N �yO Ii 1 • , > - p Q�� 50--i Del 3 0 t—25 • m m 0 10-...14 V/C=0.78 or 495 • t il Q • • • . . . . . . . . . . . . . . . . . . f7 N • ‘lt . _SITE ' _ • " s'ItiO�R S�, , . . . . . . . . . • • . . . . . . . . . • ~ y�M90 c9�F1rA'1'o © k' � � R.• .. LOS=C• l 00 * Del=22.1• • m o v' , ♦ V/C=0.71 t ti 840 (II y�0 . v it R o Q c(:3 oy�r ��os 43 LOS=C •Del=21.4 Z ��5 m • • • °i V/C=0.22 20 0 Ln • o N • c a.y a • CWt E8 • N LOS=C• 1Del=18.1 v/c=0.03 h �� • El 3°,0 �s'm / CWEB LOS C Del_19.6 �h LOS=A Del 17.9 V/C 0.02 • 0. , ♦ Del=45.0 0. LEGEND I V/C�.o1 v/C 0.04 9 • i CM=CRITICAL MOVEMENT(UNSIGNALIZED) 6 �`'� y� ~ s LOS=INTERSECTION LEVEL OF SERVICE • oa (SIGNALIZEDYCRU1CAL MOVEMENT LEVEL • E OF SERVICE(UNSIGNALIZED) A? Del=INTERSECTION AVERAGE CONTROL DELAY s EXISTING TRAFFIC CONDITIONS FIGURE• • (SIGNAL RIT{CALMOVEMENTCANTROL WEEKDAY PM PEAK HOUR DELAY(UUNSIGNSIG NALIZED) TIGARD, OREGON 5 ` • _ V/C=CRMCAL VOLUME-TO-CAPACITY RATIO • K KITTELSON&ASSOCIATES,INC. • TRANSPORTATION PLANNING(TRAFFIC ENGINEERING • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Table 2 Crash Summary for the Intersection of • SW Upper Boones Ferry Road at SW Durham Road • Collision Type (PDO1, Injury) Total Year Crashes • Rear-End Angle Turning Other • 2000 1 1 (0,1) (0,1) 0 0 2 • 2 1 • 2001 (2 0) 0 0 (1,0) 3 • 2002 0 0 0 0 0 • 2 1 2003 (2,0) (0,1) (1,0) 0 4 •• 2 1 1 2004 (1,1) (1,0) (1,0) 0 4 • Total 7 3 2 1 13 • Crash Rate = 0.25 crashes/MEV2 • 1 PDO = Property Damage Only 2 MEV = Million Entering Vehicles • • • Table 3 Crash Summary for the Intersection of • SW Upper Boones Ferry Road at SW 72nd Avenue (North) • Collision Type (PDO1, Injury) Total Year Crashes • Rear-End Angle Turning Other • 2000 1 1 (1,0) 0 (1,0) 0 2 1 2 • 2001 (1,0) 0 (2,0) 0 3 • 2002 2 (1,1) 0 0 0 2 • 3 3 2003 • (3,0) 0 (1,2) 0 6 • 2004 0 0 2 1 (2,0) (1,0) 3 • Total 7 0 8 1 16 • Crash Rate = 0.40 crashes/MEV2 • 1 PDO = Property Damage Only • 2 MEV = Million Entering Vehicles • • • • • • • • • tip7-'1 Kittelson & Associates, Inc. Existing Conditions I 16 °i,,':: Transportation p Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • Table 4 • Crash Summary for the Intersection of SW Upper Boones Ferry Road at SW Sequoia Parkway • Year Collision Type (PDO1, Injury) Total • Rear-End Angle Turning Other Crashes 1 1 • 2000 (1,0) 0 (0,1) 0 2 • 2001 0 0 1 0 1 • (1,0) • 2002 (121) 0 0 0 2 • ! 2003 0 0 2 0 2 (2,0) • • i 2004 0 0 (1,0) 0 1 • Total 3 0 5 0 8 • Crash Rate = 0.19 crashes/MEVr • 1 PDO = Property Damage Only 2 MEV = Million Entering Vehicles 0 • As shown in Tables 2 through 4, all of the intersections exhibited a low crash rate, well below 1.0 per • MEV. Further, there were no apparent trends amongst the crash types to suggest further investigation is • necessary. Also, there were no reported accidents at the SW Upper Boones Ferry Road/SW 72nd Avenue (South) intersection. • • Additionally, a review was conducted of the Safety Priority Index System (SPIS) database of high crash • locations in Washington County. This system is used to help identify existing hazard locations. According to the 2000-2002 SPIS database (the most recent on record), none of the study area • intersections are ranked as high accident SPIS locations. • • 0 • 0 • • • 0 • • • • • • • • ..i.eri Kittelson & Associates, Inc. Existing Conditions I 17 ■ Transportation Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • • Transportation Impact Analysis • The transportation impact analysis identifies how the study area's transportation system will operate in • the year that the potential office park development is fully built-out and occupied. The impact of traffic • generated by the potential development during typical weekday a.m. and weekday p.m. peak hours was • examined as outlined below. • • Planned developments and transportation improvements in the site vicinity were identified • and reviewed. • Background weekday a.m. and weekday p.m. peak hour traffic conditions for the year 2006 • were analyzed. A one-year growth rate of two percent was applied to existing traffic volumes • to account for regional growth in the site vicinity. Also, an accounting was made of traffic • from two in-process developments in the site vicinity. • • Future daily, weekday a.m. and weekday p.m. peak hour site-generated trips were estimated • for build-out of the site. • A trip distribution pattern was derived through a review of existing traffic volumes and local • transportation facilities. • • Predicted site-generated traffic from the development was added to the background traffic • volumes to evaluate year 2006 total traffic operations at the study area intersections during • the weekday a.m. and weekday p.m. peak hours. • • An analysis of turn lane requirements and vehicle queuing was conducted. • • On-site circulation and safety for pedestrians and passenger cars was evaluated. • • Appropriate future mitigations were identified. • Planned Developments and Transportation Improvements • Based on conversations with staff from the City of Tigard and Washington County, the following two • in-process developments were identified: • • The remaining buildout of Bridgeport Village (SW Bridgeport Road/SW 72nd Avenue); and, • • Whole Foods (SW Bridgeport Road/SW Lower Boones Ferry Road). • According to staff, there are no planned transportation improvements in the vicinity of the site in the • immediate future that would significantly alter existing travel patterns. • 2006 BACKGROUND TRAFFIC CONDITIONS • The background traffic analysis identifies how the study area's transportation system will operate when • the potential office park development is expected to open in the year 2006. This analysis includes traffic growth due to general growth in the region and traffic from the two identified in-process developments, • but does not include traffic from the potential development. • • Traffic Volumes • Year 2006 background traffic volumes were developed by applying an annual growth rate of two percent to existing traffic volumes to account for regional traffic growth. The background traffic volume • estimates also account for the increased traffic associated with the remaining build-out of Bridgeport • Village and the future construction of the Whole Foods business south of the site. Figures 6 and 7 • illustrate the resulting forecast year 2006 background traffic volumes. • • Kittelson & Associates, Inc. Transportation Impact Analysis I 19 ■ Transportation Planning/Traffie Engineering • • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • • fil • �o0s. (NO SCALE) LOS=B • Del=O.64 o } Cc • • I lee a` . 0 • W Co 0 • ornv • A ° Z Z o F • > ZO D ��5 10 LOS=C 185 m 1- m OO 10--S Del=24.7 11-55 • t JQQ�Q O 5- V/C o.ss amass • $ m • . .5�' . '\ t (• N N O • F.' m� • 2 S ITE • Sao&9h'9,y/ 9'� - ! x14//sip CC��A�O © r rssy F'Lyoy • ( s \ /y12o •m o • . I '1 LOS=B I r l ! m 2 v - Del=15.4 r2jo...► t . • 4RP . z V/C=0.70•• �► CM=EBLT • • SF!` o y• • 4i \ o w LOS=A ` i P › e° ,y rso• vic=0.02 V..., SO ‘4•(('' m • •oN •• N • a ! y o • (---- ! b \ fY C7 • • li CM=EB LOS=A• • ♦ Del=<5.0 jWC=0.01 y ir co • i ?.?6,5-19X-0.- It; . • .' • . • i� /�� rs ycQ cc LOS=D rS `� ! t Del=41.8 V/C=0.83 :6-:-4.• (::‘•-■ y a`Oy LO EA • m 1 y y�� 1 x'00 , if CM E6 CLp ♦ 1�V/C=0.01 411 s s CM EB LOS C Del=15.7 cy m LOS=E Del=15.4 LEGEND ��ko v/C o.07 ..,,V/C=0.01 t • CM=CRITICAL MOVEMENT(UNSIGNALIZED) i o� �y�� QP° 4-, 'O • ' LOS=INTERSECTION LEVEL OF SERVICE e` e�° s (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • Ei OF SERVICE(UNSIGNALIZED) Del=INTERSECTION AVERAGE CONTROL DELAY m • (SIGNAUZED)/CRITICAL MOVEMENT CONTROL g DELAY(UNSIGNALIZED) 2006 BACKGROUND TRAFFIC CONDITIONS FIGURE • _ `V/C'CRITICAL VOLUME-TO-CAPACITY RATIO WEEKDATIGA DE OREGON 6 • KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • I \ • • ? (NO SCALE) • • LOS=C Del=23.5 V/C=0.65 • . • • • • co,5c, i\j.; CC • H• Q • to + w cn o Nam • a o �'• D 2 D �Ciy 10 LOS=C -60 • RCl m O0� 50—► Del=32.8 f--25 • T .se 10 V/c=o.81 s1s v1 t /:,,,/„// • C° N14 ' . , . • • N N O • 2 "* • o SITE 0 S/1, • Rp 9Fq,1� °s y ti,o 2 l LOS C• ` -4• Del=24.4• • V/C=0.75 1 f }v K-9005 � 'Q N o• cM sB � / J LOS=D D 1 s '• ss• ° Del=34.2 C*c G m o V/C=0.34 r20 • • o os O •. • .N 0] • • N • • • • •P-, W • o . 3 s �y h •• ,6 i y / i CM=EB LOS=C ^ Del=18.7 • ••. 1^I v/C=0.03 •• • L4 I • cc LOS=E ie • Del=66.8 ,1') V/C=>1.0 os y y °�p LOS C • c 0/ tS �♦ v .:4.0 rre."--/••• �gL I� Del=18.9 m `�� f��y�o CM EB CM E6 /� COS C • y1 V/C=0.03 6 S LOS=C Del=202 LEGEND D I<50 ♦i/Dc-0� V/c=O.o2 } m L V/C 0.01 g'i7/ r�5.,r11 ♦� l9s III z CM=CR�fICAL MOVEMENT(UNSIGNALIZED) y f o LOS=INTERSECTION LEVEL OF SERVICE s ■ (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • OF SERVICE(UNSIGNALIZED) m Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/CRITICAL MOVEMENT CONTROL '-i..DELAY(UNSIGNAUZED) 2006 BACKGROUND TRAFFIC CONDITIONS FIGURE WEEKDAY PM PEAK HOUR 7 lip _ `V/Cp'CRITICAL VOLUME-TO-CAPACITY RATIO TIGARD,OREGON .K KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • SW Upper Boones Ferry Road Rezone September 2005 S • Level-of-Service Analysis • Using the weekday a.m. and weekday p.m. peak hour turning movement volumes shown in Figures 6 and 7, an operational analysis was conducted at each study intersection to determine the 2006 • background traffic conditions. Figures 6 and 7 also present the analysis results for the weekday a.m. and • weekday p.m. peak hours, respectively. As shown, all but one of the study intersections are forecast to • operate acceptably during the weekday a.m. and p.m. peak hours. The SW Upper Boones Ferry Road/SW Durham Road intersection will continue to function poorly at LOS E with a v/c ratio at or • greater than 1.0 during the weekday p.m. peak hour, but will operate acceptably during the weekday • a.m. peak hour.Appendix "E" contains the year 2006 background level-of-service worksheets. • POTENTIAL DEVELOPMENT PLAN • If the zone change is approved by the City of Tigard, OPUS Northwest could develop up to 127,000 • square feet of office park uses along the northwest side of SW Upper Boones Ferry Road,just north of SW Durham Road. This development size represents a reasonable worst-case land use under the • proposed zoning designation. Access to the site will be provided via one driveway located at the north end of the site at the SW Upper Boones Ferry Road/SW 72nd Avenue signalized intersection and one driveway at the south end of the site onto SW Fanno Creek Place (private drive accessing SW Upper Boones Ferry Road and shared with adjacent property owner, Elmo Studd's). In conjunction with the • potential site development, the remaining two existing site-access driveways onto SW Upper Boones Ferry Road will be closed, as will the single site-access driveway onto SW 74th Avenue in the northwest corner of the site, which crosses the BNSF rail line. TRIP GENERATION Estimates of daily, weekday a.m. and weekday p.m. peak hour vehicle trip ends for an office park were • developed based on empirical observations at similar developments. These observations are summarized • in the standard reference Trip Generation, 7th Edition, published by the Institute of Transportation Engineers (ITE) (Reference 3). In accordance with ITE, an Office Park designation includes general office buildings and various support services such as banks, restaurants, and service stations, arranged in a park- or campus-like • atmosphere. This use represents a reasonable worst-case land use for the proposed zoning designation. • By comparison, an outright general office building of similar size would generate approximately 190 • weekday p.m. peak hour trips, or.70 trips less than the potential office park. 0 0 • 0 • • • • S S 5 S S S Kittelson & Associates, Inc. Transportation Impact Analysis I 22 Transportation Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Table 5 summarizes the estimated site trip generation during a typical weekday as well as during the • weekday a.m. and weekday p.m. peak hours (all trip ends shown in Table 5 have been rounded to the nearest five trips). ID Table 5 Estimated Site Trip Generation • Weekday AM Peak Weekday PM Peak • ITE Size Daily Hour Trips Hour Trips Land Use Code (sq. ft.) Trips Total In Out Total In Out • • Potential Development • Office Park 750 127,000 1,730 265 235 30 260 35 225 • Existing Land Uses • General Office Building (Retained)* 710 5,280 140 5 5 0 5 0 5 • • General Office Building (Removed)** (450) (40) (20) (20) (50) (10) (40) • Net New Trips*** 1,420 230 220 10 215 25 190 • * The existing trips associated with the McDougall Company office building were retained. • ** The existing trips associated with the TruGreen Landcare buildings were removed and replaced by the trips • associated with the potential office park.. • *** Net New Trips were determined by subtracting the TruGreen Landcare trips from the sum of the total office trips and retained trips associated with the McDougall Company. • As shown in Table 5 the office park could generate approximately 1,420 total net new daily trips of • which approximately 230 total net new trips could occur during the weekday a.m. peak hour and 215 net • new trips during the weekday p.m. peak hour. Trips associated with buildings removed as a result of the • development were subtracted from those remaining and proposed to determine the resulting net new trip ends. • • TRIP DISTRIBUTION • The distribution of site-generated trips onto the study area roadway system was estimated based on a • review of existing turning movement patterns observed from the traffic counts conducted in the vicinity of the site and a review of the local transportation street network. The estimated trip distribution for all • study periods is illustrated in Figure 8. Based on the estimated trip distribution pattern shown in Figure 8 and the trip generation shown in Table • 5, Figures 9 and 10 show the assignment of the site-generated traffic during the weekday a.m. and weekday p.m. peak hours, respectively. • • • • • S • • • Kittelson & Associates, Inc. Transportation Impact Analysis 23 Transportation Planning/{,epic Engineering H:Iprojlile17533-Opus NW Upper Boones Ferry Rezone Idwgsl/igs17533FIGS.dwg Sep 22,2005-9:15am- ctiesler Layout Tab:FIG08 %\ a cn PC i o d m o\° O a N m 9a ac0 0 n �a� y 0 0 S W UPPER e00 O� m m 0 cb ci i P AP N S2,9.1... co o � 3Ad H1hL MS � �� a'�A'' " '. -/L1 I I I H-E 1-i4-H-�i 11 I I++I+H-i-i-H-++ • 0- BURLINGTON NORTHERN SANTA FE RR 1 m m %5G S'.' 3AV aNZL MS 3AV GNU MS G m 0� SW SEQUOIA PKWY CA e 00 m � � • -I S9 9 111111 ---1 0 a % v 11 N v-, xi CO c ZZ a cb FIT O v Co T � ti m r' M J • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • • • fil (NO SCALE) • `'o A" • • �y1�, • cc • I • t : Q • -� 0 =W , • • I� I t o z PPy 1 • _ Z 0 � • m ti CI < 0‘45• m QQ�Q O �s: . . • • . Ill 11, • ,',�; SITE -- Sy, '•? .6 '44-41,„ /°Ai 4'1' ' 1''-'-'''' . . . . . . . . . . . R. O cs ` /4O ©� s \ f c�• •• m v' }•• 0 4S� yQ�, Z .• / �/ • N N. • N Cr U./ • • a . • \vi • cp . • ^ . c . A • 9s h . c '♦ Fes ch . • N A✓ • • tr • cs y 'q �� • m / 1 • m \ 1 j LEGEND ir • z CM=CRmCAL MOVEMENT(UNSIGNALIZED) �ir Ac' � `° • a LOS=INTERSECTION LEVEL OF SERVICE 1 (SIGNAUZED)/CRITICAL MOVEMENT LEVEL • h OF SERVICE(UNSIGNALIZED) DDel=INTERSECTION AVERAGE CONTROL DELAY • • i (SIGNALIZED)/CRRICAL MOVEMENT CONTROL SITE-GENERATED TRIPS DELAY(UNSIGNALIZED) ' NET NEW EEK AY AM PEAK HOUR FIGURE • `V/C= CRmCALVOLUME-TO-CAPACITY RATIO TIGARD,OREGON 9 ■p' AN _ • KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • \ • 19 • (NO SCALE) • s A5 • • i • 9,, 4. • • Y cr• • + Z Q - • r Q O • +2 O • W '' co • 4C° 1 • =z o • m _ m oO Q JQQRP 1 O In• mCD • , SITE o • sy,�� , V Z gtig �M q • 1 / • m * i �m E O N •y e /c R• � S,► . • �Q D C • s • 4O 1 ... • . - • N iri CC a . • y a . 3 • • `� . 0 • • . • .' • • s ap . • N / • 0 / • ,fl LEGEND • CM=CRITICAL MOVEMENT(UNSIGNALIZED) ' °�, `�°� • ' LOS=INTERSECTION LEVEL OF SERVICE -' (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • 2 OF SERVICE(UNSIGNAUZED) m Del=INTERSECTION AVERAGE CONTROL DELAY • (SIGNALIZED)/CRITICAL MOVEMENT CONTROL g DELAY(UNSIGNALIZED) NET NEW SITE-GENERATED TRIPS FIGURE • �V/C=CRITICAL VOLUME-TO-CAPACITY RATIO WEEKDAT�GARD,OREGON 0 • KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING!TRAFFIC ENGINEERING • • • • SW Upper Boones Ferry Road Rezone September 2005 • 2006 TOTAL TRAFFIC CONDITIONS • The total traffic conditions analysis forecasts how the study area's transportation system will operate • with the inclusion of traffic from the potential development. The 2006 background traffic volumes for the weekday a.m. and weekday p.m. peak hours shown in Figures 6 and 7 were added to the site- • generated traffic shown in Figures 9 and 10 to arrive at the total traffic volumes shown in Figures 11 and 12, respectively. Intersection Levels of Service • Figures 11 and 12 also provide a summary of year 2006 operating conditions at the study intersections • assuming full build-out of the potential development. As indicated in the respective figures, with • proposed off-site transportation improvements in place, all of the study intersections are shown to operate acceptably in accordance with the City of Tigard standards during the weekday a.m. and • weekday p.m. peak hours, with the exception of the SW Upper Boones Ferry Road/SW Durham Road • intersection. This intersection is forecast to continue operating at LOS E and a v/c ratio at or over 1.0 • during the weekday p.m. peak hour. Appendix "F" contains the 2006 total traffic level-of-service worksheets. • • SW Upper Boones Ferry Road/SW Durham Road • Further analysis was performed to determine what improvements could be made at this intersection to • allow it to operate acceptably and meet the City's operational standard of LOS D and a v/c ratio of 0.95 • or less. Based on an understanding of the current traffic control, lane geometries, critical movements at this intersection, and based a review of existing right-of-way maps, the following improvements have • been identified: • 1. Establish a second southbound through travel lane on SW Upper Boones Ferry Road, ending • with an appropriate transition back to one through travel lane south of the intersection. 2. Maintain an exclusive right-turn lane on the southbound approach of SW Upper Boones Ferry • and install a right-turn overlap signal phase. • The above improvements are shown in a conceptual figure provided in Appendix "G" of this report. • • • • • . • • • • • • • • • • • Kittelson & Associates, Inc. Transportation Impact Analysis I 27 Transportation Planning/Trattic Engineering • • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • El • �9S (NO SCALE) • LOS=B l . . • • Del= V/C=0.6 0.64 • S CC • • _CO o v N N • v F. -c\c's (Or • m 1' m r'O 10, �eci 26.o �sss JJ QQ 0 5 v/c=0.75 530 • tm 5 � I � • '. CO ED ED • -. SITE • c s�, "- Z . . Is 00 ��I!!• 9yM Ro 9<<, -9,1,�O © . . . ,ss ~ �414p °• � ' • \ l• . ^O • n LOS=B• m o Del=15.8• I 2 SO�� . • Qo Z • V/C=0.70 }•• E ,► CM=SB y �/ • LOS=E s < ��P ,9.N4, ► ��o0 °' V/C=0.19 So v- . • N CC a 3 • • • • N • . • TZss y .,2�� • LOS=D �' Del=44.5 ti ♦ V/C=0.86 4 io S • � E:-:,,4) rct• wi3R/(° ,, bil-► / LOS=C°p ♦ �S CR, EB • LOS--C LOS--C De15.8 LEGEND • z CM=CRITICAL MOVEMENT(UNSIGNA LIZED) \ Dek15.6 Del=15.8 Ly�J� <1Tj7'LOS= ECTN LEVEL OF SERVICE K (SIGNALIZEDuCRITICAL MOVEMENT LEVEL • • OF SERVICE(UNSIGNALIZED) m Del=INTERSECTION AVERAGE CONTROL DELAY • = (SIGNAUZED)/CRITICAL MOVEMENT CONTROL g DELAY(UNSIGNALIZED) 2006 TOTAL TRAFFIC CONDITIONS FIGURE • = V/C=CRITICAL VOLUME-TO-CAPACITY RATIO WEEKDAY AM PEAK HOUR 1 1 \■p' TIGARD, OREGON • KITTELSON&ASSOCIATES,INC. • K TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • • • • • Opus NW Upper Boones Ferry Rezone September 2005 • • 8 • '.s 0 ~ (NO SCALE) • � ' oca • �r5 LOS=C • Del=0.6 . 1 V/C=0.66 4..\...0y,b,:,., $L._ 0 • t VQ- Q .• ± 0 co cn =w cn co �o I._v.m • _4 --, N 0 �y Q� .l j 4. 2 2 p es • < —ti m 0° 50 50 De01 33.7 ■ -25 M _2 �Q 101 V/C=0.84 525 • i • m SAAJee I (v r�c„-______." • v 1n • ' „SITE ' N • o�9ygM C A.q .. l LOS=C• m ' °j° .• Del=25.8 ♦ vc=o.7s m (::: . . y QO • Q` z C c• E s&r.► •. CM=SB � 0o 5 R S• • °LOS=E . • • ' � .• � m •. �°i Dl 368 • V/C=0.36 2p • ° /245 • • N C • • N X • • 3 • . • • • • • � • . • 3 0;470% ' b • m O y ..✓ eT • • 2 J/ LOS=E /�l • De70.5 tm VlC=>1.0 tS g \�� / f CM Ais • °p 1 iy ♦��9m° civ /� ). CWEB LOS--C r S LOS=A LOS-C Del=21.0 • 3 LEGEND ♦ Del 0.0 1�De1=23.6 y�v/C�.02 *y I v/C�.ot V/C=027 6r \ 2 CM=CRITICAL MOVEMENT(UNSIGNALIZED) �6 ,�0 /V h s. • o LOS=INTERSECTION LEVEL OF SERVICE °�i-r s (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • OF SERVICE(UNSIGNALIZED) m Del=INTERSECTION AVERAGE CONTROL DELAY • Q (SIGNALIZED)/CRITICAL MOVEMENT CONTROL s DELAY(UNSIGNALIZED) 2006 TOTAL TRAFFIC CONDITIONS FIGURE • V/C=CRITICAL VOLUME-TO-CAPACITY RATIO WEEKDAY PM PEAK HOUR 1 Z \ TIGARD, OREGON • • IC KITTELSON&ASSOCIATES,INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Mitigation analysis results show that with the identified intersection improvements in place, the • intersection of SW Upper Boones Ferry Road and SW Durham Road will function adequately at a LOS D and with a v/c ratio of 0.89 during the weekday p.m. peak hour. • • It should be emphasized that the capacity enhancements identified for the SW Upper Boones Ferry • Road/SW Durham Road intersection cannot be completely built within the available right-of-way. • Additional right-of-way would be needed from adjacent landowners along the northwest side of SW Upper Boones Ferry Road, including landowners south of the SW Upper Boones Ferry Road/SW • Durham Road intersection. OPUS Northwest has approached Elmo Studd's about dedicating additional right-of-way, who has indicated that they are not interested in doing so at this time. OPUS Northwest is • not in a position to implement any solution outside of their own frontage improvements and right-of- way dedication without considerable cooperation from multiple landowners, and due to this situation, • such enhancements are not likely to be a feasible mitigation measure for OPUS Northwest without • assistance from the City of Tigard. The City of Tigard may choose to defer the identified intersection • improvements until such time that adequate right-of-way can be acquired and sufficient funds are set aside for construction. This scenario would likely occur only if the Elmo Studd's property were to • redevelop in the future, unless the City should choose to make an improvement sooner, either with City • funds or with the County's MSTIP funds. • It is important to note that the potential office park development will generate upwards of $372,000 in • traffic impact fees. The City could potentially earmark these fees towards future capacity improvements • at this intersection. Additionally, preliminary figures show that the cost associated with identified • improvements will be around $585,000 (not including utilities and right-of-way costs). This means the • TIF collected for the potential office park development could fund approximately 64 percent of the project cost. Considering that traffic generated by the potential office park development represents • approximately 2.5 percent of the total traffic forecasted to travel through this intersection, the TIF • contribution towards the future improvements at this intersection far exceeds the site-generated impacts. • OPUS Northwest requests that the City of Tigard earmark TIF monies toward this improvement. • Queuing Analysis A vehicle queuing analysis was conducted under forecast year 2006 total traffic conditions to determine • the vehicle storage requirements for key intersections in the study area. In the analysis, a Poisson • distribution was applied at a 95th-percentile confidence interval to determine vehicle queue length probabilities. In other words, vehicles were assumed to arrive randomly and the queues reported will not • be exceeded for more than five percent of the peak hour. The assumed length-of-red interval for signalized intersections was taken from the signal timing parameters used in the LOS calculations. For • unsignalized intersections, the vehicle queuing analysis assumes random arrivals. Estimates of 95t- percentile vehicle queues are based on equation 17-37 from the Highway Capacity Manual (Reference • 2) and one vehicle was assumed to occupy 25 feet for this analysis. Table 6 summarizes the results of • the intersection queuing analysis. Appendix "H" contains the queuing analysis worksheets. • As shown in Table 6, the queuing analysis determined that without any off-site transportation • improvements in place, sufficient lane storage will exist at all but one of the study intersections. At the SW Upper Boones Ferry Road/SW Durham Road intersection, vehicle queues are forecast to exceed • existing storage for the southbound through and right-turn movements on SW Upper Boones Ferry Road, and the northbound left-turn movement. Additionally, the forecast queue lengths on the • southbound approach to this intersection will extend up to or beyond the location of the proposed southern site-access driveway. • K Kittelson & Associates, Inc. Transportation Impact Analysis I 30 Transportation Planning/Tratfic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Table 6 95"'-Percentile Vehicle Queuing Summary • (Year 2006 Total Traffic Conditions) • Movement Weekday Weekday Available Adequate • & AM Peak PM Peak Storage Storage Intersection Approach Hour(ft) Hour(ft) (ft) Available? • NB LT 25 25 75' Yes • NB TH/RT 300 375 Cont. Yes • SB LT 150 200 751 Yes • SW Upper Boones Ferry Rd. at SW 72nd Ave(South)/Site SB TH/RT 175 350 Cont. Yes • Driveway EB 25 150 Cont Yes • WB LT/TH 75 50 100 Yes • WB RT 125 250 Cont. Yes • 1 SW Upper Boones Ferry Rd NB LT 25 25 251 Yes • at SW Fanno Creek PI/Site • Driveway EB 25 25 Cont. Yes • NB LT 200 325 175 No 2 • NB TH/RT 325 275 Cont. Yes • SB LT 100 75 50' Yes • SB TH 200 450 Cont.3 Yes • SW Upper Boones Ferry Rd SB RT 275 325 275 4 No at SW Durham Rd EB LT 400 350 425 5 Yes •• EB TH 300 275 Cont. Yes • EB RT 175 250 250 Yes • WB LT 25 50 50 Yes • WB TH/RT 275 450 Cont. Yes • Cont. = Continuous travel lane. • 1 Additional storage available in continuous center two-way left turn lane • 2 Potential development will not add any additional traffic to this movement. • 3 Vehicle queue will block proposed southern site-driveway. °Striped storage length for this movement is 110 feet. However, the effective storage length available for • this movement is 275 feet. • 5 Available storage includes the additional striped storage west of the railroad and SW 74th Avenue. • • A supplemental vehicle queuing analysis was prepared for the SW Upper Boones Ferry Road/SW • Durham Road intersection assuming the identified capacity enhancements are in place. The results show that with a second southbound through lane and a right-turn lane with overlap signal phase, • sufficient lane storage will exist on the southbound approach (through and right-turn lanes), such that • vehicle queues would not back up past the proposed southern site-access driveway. The results of the • analysis are provided in Table 7, with detailed queuing worksheets also provided in Appendix "H". • • • Kittelson& Associates, Inc. Transportation Impact Analysis I 31 . Transportation Planning/Tralfic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Table 7 95`"-Percentile Vehicle Queuing Summary • (Year 2006 Total Traffic Conditions - Mitigated Scenario) • NB LT 175 325 175 No ' • NB TH/RT 325 300 Cont. Yes • SB LT 100 75 50' Yes • SB TH 125 250 Cont. Yes • SW Upper Boones Ferry Rd SB RT 200 300 300 Yes • at SW Durham Rd EB LT 400 300 425 2 Yes • EB TH 275 275 Cont. Yes • EB RT 175 275 250 Yes • WB LT 25 50 50 Yes • WB TH/RT 275 475 Cont. Yes • __ • Cont. = Continuous travel lane. 1 Potential development will not add any additional traffic to this movement. • 2 Available storage includes the additional striped storage west of the railroad and SW 74th Avenue. • • ON-SITE CIRCULATION AND ACCESS • As part of this study, a review was conducted of the conceptual site plan shown in Figure 2 to ensure that the site will provide sufficient on-site circulation and access for pedestrians and vehicular • movements. • Circulation • Kittelson & Associates, Inc. worked with the project's development team to enhance the operational and • safety aspects of the internal parking lot layout, the external site-access driveway locations, and • pedestrian access throughout the site. Through this analysis, the conceptual site plan was refined to meet • the needs of both pedestrian and vehicular traffic. • Access • It is important to address how the access scheme for the proposed two external site-access driveways • along SW Upper Boones Ferry Road complies or does not comply with the access management standards enforced by the City of Tigard. The City of Tigard Development Code Section 18.705.030(H) • establishes a driveway spacing standard of 600 feet between driveways on Arterial roadways such as • SW Upper Boones Ferry Road. Based on the conceptual site plan shown in Figure 2, the City's • driveway spacing standard does not necessarily apply to the proposed retention of the north site-access driveway because the driveway intersects SW Upper Boones Ferry Road directly across from an • intersecting public street. Retaining the north site-access driveway will not create any new access. • • The proposal to retain the existing southern site-access driveway at the present Fanno Creek Place • access does not meet the City's driveway spacing standard of 600 feet. However, as a shared access with the adjacent property owner to the south (Elmo Studd's) it does meet the intent of Section • 18.705.030(C) in Tigard's Development Code, which encourages joint access control. Additionally, the • proposed access scheme for SW Upper Boones Ferry Road will result in the removal of two other • existing site driveways. The proposed consolidation of these other site access points along SW Upper • Kittelson & Associates, lnc. Transportation Impact Analysis I 32 Transportation Planning/irattic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • Boones Ferry Road demonstrates that the development will result in more conforming driveway spacing • than the existing situation. OPUS Northwest is proposing to locate their driveway in an optimum location considering the probable future redevelopment of the Elmo Studd's property. A potential future • shared-access easement to the driveway has been discussed with Elmo Studd's representatives, who have indicated that they are not opposed to the driveway location. Lastly, Section 18.705.030(J) of • Tigard's Development Code states that developments in excess of 100 parking spaces (which the potential development will have) shall have up to two site driveways. • • Although the access spacing standard of 600 feet will not be satisfied at the southern site driveway to • SW Durham Road, the current proposal represents the best alternative for the overall site, the adjacent property owner to the south, and the adjacent intersections. Without this secondary access, all site traffic • would access the site at the SW Upper Boones Ferry Road intersections, resulting in a degradation of the • traffic signal operations and associated traffic flow along the main street. Furthermore, as shown in the • queuing analysis, the proposed driveway does not conflict with adjacent access points. For these • reasons, an access spacing deviation is acceptable at this location. • SIGHT DISTANCE • Intersection sight distance was observed in the field at all study intersections. None of the study intersections observed in the field exhibited any sight distance deficiencies. Landscaping along the site frontage should be maintained to provide adequate site distance at the site driveways. • • • • • • • • • • • • • • • • • • • • • • • Kittelson & Associates, inc. Transportation Impact Analysis 33 Transportation Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • • Conclusions and Recommendations • • Based on the results of the traffic impact analysis, the potential office park can be developed while maintaining acceptable levels of service and safety on the surrounding transportation system. The • analysis developed the following findings and recommendations: • • FINDINGS • Existing Conditions • • During the weekday a.m. and weekday p.m. peak hours, all study area intersections currently • operate within performance standards deemed acceptable by the City of Tigard with the exception of the SW Upper Boones Ferry Road/SW Durham Road intersection. This • intersection is currently operating at LOS E and near capacity during the weekday p.m. peak • hour, but operates acceptably during the weekday a.m. peak hour. • Year 2006 Background Conditions • • Operational analysis of year 2006 background traffic conditions indicates that all of the study • intersections are forecast to operate acceptably during the weekday a.m. and p.m. peak hours, • with the exception of the SW Upper Boones Ferry Road/SW Durham Road intersection. This intersection is forecast to operate at LOS E with a volume-to-capacity (v/c) ratio over • 1.0 during the weekday p.m. peak hour, but function acceptably during the weekday a.m. • peak hour period. • Potential Development Activities • • The potential office park development will consist of up to 127,000 square-feet of office park • space. • • The site is expected to generate approximately 1,420 total net new daily trips, with • approximately 230 total net new trips occurring during the weekday a.m. peak hour, and 215 • total net new trips occurring during the weekday p.m. peak hour. This estimate reflects the amount of net new trips that will be generated by the potential office park in addition to what • is already being generated by the two existing businesses on site. • • Year 2006 Total Traffic Conditions: • With the potential development, all of the intersections are forecast to operate in a similar • manner to that described under the background conditions. The SW Upper Boones Ferry • Road/SW Durham Road intersection is forecast to continue operating at LOS E with a v/c • ratio over 1.0 during the weekday p.m. peak hour, but function adequately during the • weekday a.m. peak hour. All other intersections and access points will function acceptably. • SW Upper Boones Ferry Road/SW Durham Road Intersection • o Additional operational analysis indicates this intersection will function adequately at • a LOS D and with a v/c ratio of 0.89 during the weekday p.m. peak hour, with the following improvements in place: • • Establishment of a second southbound through travel lane on SW Upper • Boones Ferry Road, ending with an appropriate transition back to one through • travel lane south of the intersection. • _ • Kittelson & Associates, Inc. Conclusions and Recommendations 35 _., i Transportation Planning/Traffic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • • Maintaining an exclusive right-turn lane on the southbound approach of SW • Upper Boones Ferry and installing a right-turn overlap signal phase. • o Because insufficient right-of-way exists to construct the capacity enhancements • identified for the SW Upper Boones Ferry Road/SW Durham Road intersection, • OPUS Northwest requests that the City earmark the estimated $372,000 in traffic impact fees (TIF) associated with the potential office park development towards a future capacity enhancement project at this intersection. With a preliminary cost estimate of $585,000 for improving the intersection (not including utilities and right- of-way costs), the potential development has the ability to fund upwards of 64 percent of the estimated improvement cost. o Site traffic generated will represent approximately 2.5 percent of the total traffic • forecasted to travel through this intersection. Based on this finding, the TIF • contribution towards the future intersection improvement far exceeds the site- generated impacts at this intersection (64 percent TIF contribution versus 2.5 percent • traffic impact). • • A queuing analysis determined that with recommended future off-site transportation improvements in place, sufficient lane storage will exist at the study intersections in the • immediate site vicinity on SW Upper Boones Ferry Road, including the SW Upper Boones • Ferry Road/SW Durham Road intersection. • RECOMMENDATIONS • • To improve access spacing and minimize access points along SW Upper Boones Ferry Road, the two existing driveways located between the north and south driveways should be closed • in conjunction with development of the site. The single driveway accessing SW 74th Avenue • across the BNSF rail line from the TruGreen Landscape property should also be closed. • • OPUS Northwest requests that the City of Tigard earmark the estimated Traffic Impact Fee • of $372,000 that would be paid by the potential office park development towards a future capacity enhancement project at the SW Upper Boones Ferry Road/SW Durham Road • intersection. The future project should add another southbound travel lane on SW Upper • Boones Ferry Road, continuing through the intersection, with an appropriate design length • and taper to merge southbound traffic back into one travel lane. Additionally, an exclusive southbound right-turn lane should be maintained with an added right-turn overlap signal • phase. • • Landscaping along the site frontage of SW Upper Boones Ferry Road and SW Fanno Creek • Place should be maintained to ensure adequate sight distance at all site-access driveways. • • • • • • • • • • i Kittelson & Associates, Inc. Conclusions and Recommendations I 36 Transportation Planning/Trattic Engineering • • • • • SW Upper Boones Ferry Road Rezone September 2005 • • • References • • 1. Tri-Met. http://www.trimet.org. September 1, 2005. • 2. Transportation Research Board. Highway Capacity Manual. 2000. • • 3. Institute of Transportation Engineers. ITE Trip Generation Manual, Seventh Edition. 2003. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • ��€ Kittelson &Associates, Inc. References 38 ._, `{ Transportation Planning/Tratfic Engineering • • • III • INTERSECTION: SW 72nd Ave(North)-/SW Upper Boones Ferry Rd- START TIME: 7:00 AM PROJECT ID#: 7533 END TIME: 9:00 AM a • OC JOB 8: 10106803 DATE: 8/42005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • o 0111011. • �° ° in f 10175 SW tztn Avenue,Ste.105 VI a n 1 Tigard,OR 97224 • J 1 4 I 1 = o Phone:503-620-4242 Fax:503 620-4545 • 8 t 179 4- 72 4- 675 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 11 -+ 0.95 4- 55 HV=13% 1933 HV=7% PEAK HOUR PED • 4 r 441 23 - 739 --•• CROSSING VOLUMES • 1 t r m t 0 • 1 Id • ............. ............ ............. o I PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:45 AM ,.........:441 • TO TO 8:15AM 8:00AM 0 • 5-MINUTE COUNT SW 72nd Ave(North)- SW Upper Boones Ferry Rd- SW Upper Boones Ferry Rd- Driveway— Crosswalk Usage • PERIOD (Northbound) (Eastbound) (Peds By Approach) TOTAL (Southbound) (Westbound) (Northbound BEGINNING AT Right Thru Left Right ..Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 4111 7:00 AM 0 16 8 9 2 24 48 18 1 0 1 1 0 0 1 128 1 7:05 AM 0 9 5 10 7 22 36 21 0 0 2 0 0 1 0 0 112 1 • 7:10 AM 0 14 10 8 2 19 48 12 0 0 0 1 0 0 0 0 114 0 7:15 AM 0 16 12 11 2 41 46 25 0 0 1 0 0 1 0 0 154 1 • 7:20 AM 0 7 7 19 5 43 55 23 0 0 0 1 0 0 0 0 160 0 • 7:25 AM 2 18 12 17 4 30 48 36 0 0 0 2 0 0 0 0 169 0 7:30 AM 0 18 10 17 6 41 47 18 1 0 0 1 0 0 0 0 159 0 • 7:35 AM 0 14 13 10 5 34 46 27 1 1 2 2 0 0 0 0 155 0 7:40 AM 2 12 13 18 7 48 47 21 1 0 2 1 0 0 0 0 172 0 • 7:45 AM 2 16 13 13 4 29 53 34 0 0 0 1 0 3 0 0 165 3 7:50 AM 1 20 17 16 5 37 46 36 0 0 3 0 0 0 0 0 181 0 • 7:55 AM 3 22 13 19 7 35 34 29 1 0 0 0 0 0 0 0 163 0 8:00 AM 1 13 10 14 2 41 61 17 0 2 0 0 0 0 0 0 161 0 • 8:05 AM 0 8 9 14 1 26 54 23 0 1 1 0 0 0 0 0 137 0 8:10 AM 0 16 15 11 7 36 47 21 2 0 2 0 0 0 0 0 157 0 • 8:15 AM 0 9 10 10 4 35 30 15 1 0 2 2 0 1 0 0 118 1 8:20 AM 1 21 17 11 2 23 38 20 1 5 0 0 0 0 0 0 139 0 • 8:25 AM 0 22 13 9 0 30 53 25 0 0 0 0 0 0 0 0 152 0 8:30 AM 4 12 5 6 0 37 38 26 0 0 2 0 1 1 0 1 130 3 • 8:35 AM 1 19 13 14 1 26 47 6 0 2 0 0 0 1 0 0 129 1 6:40 AM 1 18 14 9 0 22 39 25 0 1 2 1 0 0 0 0 132 0 • 8:45 AM 0 13 8 17 2 43 48 19 1 0 0 0 1 0 0 0 151 1 8:50 AM 1 14 11 9 2 30 43 18 1 1 0 0 0 1 0 0 130 1 • 8:55 AM 0 6 19 10 4 26 40 16 1 0 2 2 0 0 0 0 126 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 10 182 133 167 56 403 554 300 5 1 11 10 0 5 0 1 1832 6 • 7:15 AM 11 180 144 179 55 441 584 310 6 4 11 8 0 4 0 0 1933 4 7:30 AM 10 191 153 162 50 415 556 286 8 9 12 7 0 4 0 0 1859 4 • 7:45 AM 14 196 149 146 33 377 540 277 5 11 12 4 1 6 0 1 1764 8 • 8:00 AM 9 171 144 134 25 375 536 231 7 12 11 5 2 4 0 1 1662 7 • • Version 3.1 110 • • INTERSECTION: SW Upper Boones Ferry Rd-/SW 72nd Ave(south)- START TIME: 7:00 AM PROJECT 108: 7533 END TIME: 9:00 AM a • OC JOB 8: 10106804 DATE: 8/4/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES 1 • . 1[i1u1►II • "' "' '' ° f 1ti4d sw dm Avenue,ste.105 I n c Tigard,OR 97224 • l L j = m Phone:503-620-4242 Fax:503 620-4545 • 0 L 83 4- 5 4- 89 email:)rw @qualitycounts.net • PHF TOTAL www.qualitycounts.net • 0 -' 0.97 4-- 1 HV.0% 1458 HV=19% PEAK HOUR PED • 0 r 5 0 — 126 —+ CROSSING VOLUMES • 1 r e t 0 • N n t �:•:•:: : • �4.. • .i i i°i00 i i i�i�i�i 0 ,................t i�i�i�i�i��iii6�ii! U •••••••••••• : PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:45 AM ,i•❖•:••.:.e • TO TO 8:15 AM 8:00 AM 0 • 5-MINUTE COUNT SW Upper Roones Ferry Rd- SW 72nd Ave(south)- SW Upper scones Ferry Rd- Driveway- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 7:00 AM 0 27 7 9 0 0 0 46 0 0 0 0 0 0 0 0 89 0 7:05 AM 0 24 4 4 0 0 2 59 0 0 0 0 0 0 0 0 93 0 • 7:10 AM 0 23 5 6 0 0 0 54 0 0 0 0 0 1 0 0 88 1 7:15 AM 0 36 7 3 0 0 1 57 0 0 0 0 0 0 0 0 104 0 • 7:20 AM 0 48 6 9 0 1 1 69 0 0 0 0 0 0 0 0 134 0 7:25 AM 0 28 11 14 1 1 2 65 1 0 0 0 0 0 0 0 123 0 • 7:30 AM 0 38 12 4 0 0 1 60 0 0 0 0 0 0 0 0 115 0 7:35 AM 0 42 9 10 0 0 1 58 1 0 0 0 0 0 0 0 121 0 • 7:40 AM 0 43 6 5 0 1 0 73 0 0 0 0 0 0 0 0 128 0 7:45 AM 0 31 10 6 0 0 0 78 0 0 0 0 0 0 0 0 125 0 • 7:50 AM 0 38 14 6 0 0 2 73 0 0 0 0 0 0 0 0 133 0 • 7:55 AM 1 35 12 7 0 0 2 62 0 0 0 0 0 0 0 0 119 0 8:00 AM 1 51 9 4 0 2 0 67 0 0 0 0 0 0 0 0 134 0 • 8:05 AM 0 35 2 8 0 0 2 63 0 0 0 0 0 0 0 0 110 0 8:10 AM 0 37 15 7 0 0 1 52 0 0 0 0 0 0 0 0 112 0 • 8:15 AM 0 33 2 9 0 0 0 50 0 0 0 0 0 0 0 0 94 0 8:20 AM 0 41 7 6 0 0 0 50 0 0 0 0 0 0 0 0 104 0 • 8:25 AM 0 44 8 4 0 0 0 59 0 0 0 0 0 0 0 0 115 0 8:30 AM 0 43 5 6 0 0 1 60 0 0 0 0 0 0 0 0 115 0 • 8:35 AM 0 36 2 6 0 1 0 54 0 0 0 0 0 0 0 1 99 1 8:40 AM 0 29 4 5 1 1 1 48 0 0 0 0 0 0 0 0 89 0 • 8:45 AM 0 40 10 11 0 1 1 42 0 0 0 0 0 0 0 0 105 0 8:50 AM 0 36 9 3 0 1 0 56 0 0 0 0 0 0 0 0 105 0 • 8:55 AM 0 31 6 5 0 1 0 55 0 0 0 0 0 0 0 0 98 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 1 413 103 83 1 3 12 754 2 0 0 0 0 1 0 0 1372 1 • 7:15 AM 2 462 113 83 1 5 13 777 2 0 0 0 0 0 0 0 1458 0 7:30 AM 2 468 106 76 0 3 9 745 1 0 0 0 0 0 0 0 1410 0 • 7:45 AM 2 453 90 74 1 4 9 716 0 0 0 0 0 0 0 1 1349 1 8:00 AM 1 456 79 74 1 7 6 656 0 0 0 0 0 0 0 1 1280 1 • • • version 3.1 • • •• INTERSECTION: SW 74th Ave-/SW Durham - START TIME: 7:00 AM PROJECT ID4: 7533 END TIME: 9:00 AM • GC JOB#: 10106805 DATE: 8/4/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES II at II • • o (111101111. • - o o n 'r' t 11526.7 SW tlbtn Avenue,ste.105 I ii Tigard,OR 97224 • -I 4J t 1+ L 1 = Phone:503-620-4242 Fax:503 620-4545 • 19 -.t L 49 1-- 515 4- 553 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 1172 -+ 0.96 4— 504 HV=3% 1765 HV=5% PEAK HOUR PED • 0 r 0 1191-4 1182-+ CROSSING VOLUMES • 1 t r 0 e t 1 .II• —1 . . . F 0 _ .........: ow • . ..............aom.: ❖.❖.... ............. 0 0 ......................41 • ❖A.. PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:45 AM • •i•:•.1.;•� • TO TO 8:15 AM 8:00AM 0 • • 5-MINUTE COUNT SW 74th Ave- SW Durham Rd- N/A- SW Durham Rd- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Lett Right Thru Lett Right Thru Lett Right Thru Lett North East South West Veh Peds • 7:00 AM 1 0 0 3 37 0 0 0 0 0 79 4 0 0 0 0 124 0 7:05 AM 3 0 0 1 32 0 0 0 0 0 81 4 0 0 0 0 121 0 • 7:10 AM 0 0 1 3 28 0 0 0 0 0 94 2 0 0 0 0 128 0 7:15 AM 1 0 2 3 37 0 0 0 0 0 90 0 0 0 0 0 133 0 • 7:20 AM 1 0 1 4 37 0 0 0 0 0 107 4 0 0 0 0 154 0 • 7:25 AM 1 0 0 5 40 0 0 0 0 0 103 1 0 0 0 0 150 0 7:30 AM 0 0 2 3 46 0 0 0 0 0 86 0 0 0 0 0 137 0 • 7:35 AM 2 0 2 5 35 0 0 0 0 0 86 0 0 0 0 0 130 0 7:40 AM 1 0 0 6 41 0 0 0 0 0 106 1 0 0 0 0 155 0 • 7:45 AM 1 0 1 2 34 0 0 0 0 0 113 2 0 0 0 0 153 0 7:50 AM 0 0 0 4 46 0 0 0 0 0 109 1 0 0 0 0 160 0 • 7:55 AM 3 0 0 3 42 0 0 0 0 0 95 4 0 0 0 0 147 0 8:00 AM 0 0 2 2 55 0 0 0 0 0 95 2 1 0 0 0 156 1 • 8:05 AM 1 0 0 6 48 0 0 0 0 0 93 2 0 0 0 0 150 0 8:10 AM 0 0 0 6 43 0 0 0 0 0 89 2 0 0 0 0 140 0 • 8:15 AM 2 0 2 4 48 0 0 0 0 0 64 4 1 0 0 0 124 1 8:20 AM 0 0 1 4 46 0 0 0 0 0 75 4 0 0 0 0 130 0 8:25 AM 0 0 2 6 43 0 0 0 0 0 78 4 0 0 0 0 133 0 • 8:30 AM 1 0 3 2 37 0 0 0 0 0 83 4 0 0 0 0 130 0 • 8:35 AM 1 0 1 3 39 0 0 0 0 0 92 2 0 0 0 0 138 0 8:40 AM 0 0 2 1 31 0 0 0 0 0 74 2 0 0 0 0 110 0 • 8:45 AM 2 0 2 3 51 0 0 0 0 0 86 0 0 0 0 0 144 0 8:50 AM 0 0 1 6 41 0 0 0 0 0 76 2 0 0 0 0 126 0 • 8:55 AM 1 0 1 2 34 0 0 0 0 0 86 1 0 0 0 0 125 0 • • • • • • HOURLY TOTALS Southbound Westbound I Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Lett Right Thru Lett I Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 14 0 9 42 455 0 0 0 0 0 1149 23 0 0 0 0 1692 0 • 7:15 AM 11 0 10 49 504 0 0 0 0 0 1172 19 1 0 0 0 1765 1 7:30 AM 10 0 12 51 527 0 0 0 0 0 1089 26 2 0 0 0 1715 2 • 7:45 AM 9 0 14 43 512 0 0 0 0 0 1060 33 2 0 0 0 1671 2 8:00 AM 8 0 17 45 516 0 0 0 0 0 991 29 2 0 0 0 1606 2 • • • Version 3.7 • •• SECTION: SW Upper Boones Ferry R W Durham Rd- START TIME: 7:00 AM • INTERSECTION: ID#: 7533 END TIME: 9:00 AM • DC JOB 8: 10106806 DATE: 8/4/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • 11111110111. • o ,N e o ° t 1Utz Sw d to Avenue,Ste.105 N r O I n Tigard,OR 97224 • 4] 1 1 1 = f..9 Phone:503-620-4242 Fax:503 620-4545 • 471 2 t. 20 4- 559 4- 206 email:jrw @quatitycounts.net PHF TOTAL www.qualitycounts.net • 463 -+ 0.90 j 4- 181 HV.2% 2245 HV=7% PEAK HOUR PED • 229 -I r 5 1163— 515 -.. CROSSING VOLUMES • 1 t f _s t 0 • r N {'1 1 II Q %•••••� _ �iiii••�O•i..;ON • PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:45 AM V.444: • TO TO 8:15 AM 8:00 AM 2 • 5-MINUTE COUNT SW Upper Boones Ferry Rd- SW Durham Rd- sw Upper Boones Ferry ad- SW Durham Rd-- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Lett Right Thru Left Right Thru Lett Right Thru Left North East South West Veh Peds • 7:00 AM 16 8 0 1 13 0 4 10 8 18 17 48 0 0 1 0 143 1 7:05 AM 11 11 5 2 13 0 1 29 9 12 31 32 0 0 0 0 156 0 • 7:10 AM 10 8 0 1 13 0 0 14 7 22 43 38 0 0 0 0 156 0 7:15 AM 27 7 3 0 11 0 0 21 9 11 40 44 0 0 0 0 173 0 • 7:20 AM 30 9 3 3 11 0 1 18 6 17 44 38 0 0 0 0 180 0 • 7:25 AM 15 12 6 1 11 0 1 29 16 14 31 44 0 0 0 0 180 0 7:30 AM 18 15 6 2 16 0 0 20 13 13 42 40 0 0 0 0 185 0 • 7:35 AM 17 18 5 0 15 0 0 29 10 12 31 39 0 0 0 0 176 0 7:40 AM 20 5 7 1 14 0 0 25 16 19 44 37 0 0 1 1 188 2 • 7:45 AM 17 23 2 0 11 0 0 39 10 22 44 43 0 0 0 0 211 0 7:50 AM 20 9 1 1 14 0 1 34 16 25 49 46 0 0 0 0 216 0 • 7:55 AM 15 17 6 2 20 3 0 28 6 25 44 33 0 0 0 0 199 0 8:00 AM 29 15 6 6 20 1 0 14 13 19 32 27 0 0 0 0 182 0 • 8:05 AM 18 10 1 4 19 0 0 19 9 23 32 46 0 0 1 0 181 1 8:10 AM 21 12 3 0 19 1 0 18 7 29 30 34 0 0 0 0 174 0 • 8:15 AM 20 12 4 3 23 3 1 20 13 15 28 17 1 0 0 0 159 1 6:20 AM 19 16 1 6 15 0 3 23 10 17 30 35 0 0 0 0 175 0 • 8:25 AM 25 14 2 3 18 0 2 27 8 15 31 32 0 0 0 0 177 0 8:30 AM 17 22 2 2 11 1 2 26 10 20 45 27 0 1 0 0 185 1 • 8:35 AM 17 16 2 2 17 1 0 17 8 18 18 35 0 1 0 0 151 1 8:40 AM 7 15 4 1 12 0 0 17 5 22 27 35 0 0 0 0 145 0 • 8:45 AM 22 12 1 1 16 0 0 21 16 24 33 30 0 0 0 0 176 0 8:50 AM 19 9 3 0 13 0 0 18 16 25 28 36 0 0 0 0 167 0 • 8:55 AM 13 4 3 0 14 0 0 13 7 16 28 42 0 0 0 0 140 0 • • • • • . • Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • HOURLY TOTALS Right Thru Lett Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds ~ 7:00 AM 216 142 44 14 162 3 8 296 126 210 460 482 0 0 2 1 2163 3 • 7:15 AM 247 152 49 20 181 5 3 294 131 229 463 471 0 0 2 1 2245 3 7:30 AM 239 166 44 28 204 8 7 296 131 234 437 429 1 0 2 1 2223 4 • 7:45 AM 225 181 34 30 199 10 9 282 115 250 410 410 1 2 1 0 2155 4 • 8:00 AM 227 157 32 28 197 7 8 233 122 243 362 396 1 2 1 0 2012 4 • • version 3.1 • • • • • INTERSECTION: SW Sequioa Pkwy/SW Upper Boones Ferry Rd- START TIME: 7:00 AM PROJECT ID#: 7533 END TIME: 9:00 AM a„., ,, • GC JOB#: 10106807 DATE: 8/4/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • e WWII. • g N I E , t 1ti'Ltib SW tfbtn Avenue,Ste.105 II Tigard,OR 97224 • .1 1 I. 1 = r. Phone:503-620-4242 Fax:503 620-4545 • 80 - L 626 4- 712 4-1278 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 638 -+ 0.98 "- 635 HV=9% 2296 HV=4% PEAK HOUR PED • 13 -1, r 17 731 -4 835 -1. CROSSING VOLUMES • -1 t r e t 1 • a--►p,....., ,........: • . ........... ............ 2 t ............ .❖o.. PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:45 AM .t44:44 • TO TO 8:15 AM 8:00 AM 0 • . .. _ ..___ __. . _ _ .. 5-MINUTE COUNT SW Sequioa Pkwy- SW upper Boones Ferry Rd- Driveway- SW Upper Boons Ferry Rd- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Lett Right Thru Lett Right Thru Lett Right Thru Left North East South West Veh Peds • _ _ 7:00 AM 3 1 10 40 37 3 _ 0 0 0 0 39 6 0 0 0 0 139 0 • 7:05 AM 3 0 17 44 39 1 0 0 0 0 53 5 0 0 1 0 162 1 7:10 AM 2 0 16 30 34 1 2 0 0 1 51 3 0 0 1 0 140 1 • 7:15 AM 4 0 17 42 57 0 0 0 1 0 52 5 0 0 0 0 178 0 7:20 AM 4 0 12 53 63 2 0 0 0 3 55 • 8 0 0 0 0 200 0 • 7:25 AM 2 0 16 Si 59 0 2 0 1 0 60 3 0 0 0 0 200 0 7:30 AM 7 0 15 48 53 1 0 0 0 1 45 5 0 0 0 0 175 0 • 7:35 AM 7 1 15 45 55 2 0 0 0 0 49 1 0 0 0 0 175 0 7:40 AM 6 0 14 56 50 0 1 1 2 4 57 7 1 0 0 0 198 1 • 7:45 AM 6 0 10 52 47 0 2 1 1 0 58 5 .1 0 0 0 1 182 1 7:50 AM 9 1 15 65 57 1 0 1 0 0 42 13 0 0 0 0 204 0 • 7:55 AM 5 2 18 54 54 5 0 1 0 1 54 6 0 0 0 0 200 0 8:00 AM 8 1 22 56 53 3 0 2 0 2 58 4 0 0 0 1 209 1 • 8:05 AM 7 2 17 46 41 2 0 0 0 1 62 11 0 0 0 0 189 0 8:10 AM 7 0 21 52 46 1 0 0 0 1 46 12 0 0 0 0 186 0 410 8:15 AM 5 1 11 31 45 2 1 0 1 3 40 6 1 0 0 0 146 1 8:20 AM 3 0 16 44 35 2 2 0 2 2 51 5 0 0 0 0 162 0 8:25 AM 5 0 16 26 38 2 2 0 1 1 46 7 0 0 0 0 144 0 8:30 AM 4 1 15 53 31 3 2 1 1 0 48 4 0 0 0 0 163 0 8:35 AM 6 0 24 43 39 0 1 0 0 0 66 3 0 0 1 0 182 1 8:40 AM 5 0 20 47 34 2 0 1 1 0 53 5 0 0 0 0 168 0 • 8:45 AM 3 1 16 50 52 3 2 0 0 1 43 6 0 0 0 0 177 0 • 6:50 AM 4 0 21 40 43 2 3 0 0 1 46 8 0 0 0 0 168 0 • 8:55 AM 3 0 25 39 33 2 1 0 1 1 58 5 0 0 0 0 168 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound j Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 58 5 175 586 605 16 7 4 5 10 615 67 1 0 2 1 2153 4 • 7:15 AM 72 7 192 626 635 17 5 6 5 13 638 80 1 0 0 2 2296 3 7:30 AM 75 8 190 575 574 21 8 6 7 16 608 82 2 0 0 2 2170 4 • 7:45 AM 70 8 205 569 520 23 10 7 7 11 624 81 1 0 1 2 2135 4 • 8:00 AM 60 6 224 527 490 24 14 4 7 13 617 76 1 0 1 1 2062 3 • • Version 3.1 • • • • • INTERSECTION: Boones Ferry/N/A- START TIME: 7:00 AM PROJECT IDk: 7533 END TIME: 9:00 AM a • OC JOB k: 10108502 DATE: 8/11/2005 PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • o Ii11h011 1 • I to m ( I o ° t 1 �t ts,SW n Avenue,Ste.105 e o ii m Tigard,OR 97224 • + I+ L i = m Phone:503-620-4242 Fax:503 620-4545 • 14 2 t 0 4- 7 •- 0 email:jrwequalitycounts.net PHF TOTAL www.qualitycounts.net • 0 -4 0.94 4- 0 HV=39% 1283 HV=0% PEAK HOUR PED • 9 —4 r 0 23 -4 0 —+ CROSSING VOLUMES • 41 t r < d! t 0 • N ...... • . C ••••••••• m o 1 �� m �.❖..•: ..:...... ... ........ ... ......... ... 0 0.........„:„......: • PEAK HOUR: 7:15 AM PEAK 15 MINUTES: 7:30 AM a4:;:::;e • TO TO 8:15 AM 7:45 AM 0 • 5-MINUTE COUNT Boones Ferry- N/A- Boones Ferry- Fanno Ck PI- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Lett Right Thru Lett Right Thru Left North East South West Veh Peds • 7:00 AM 2 26 0 0 0 0 0 54 0 0 0 0 0 0 0 0 82 0 • 7:05 AM 0 29 0 0 0 0 0 67 0 0 0 3 0 0 0 0 99 0 7:10 AM 0 28 0 0 0 0 0 55 0 1 0 2 0 0 0 0 86 0 • 7:15 AM 0 32 0 0 0 0 0 59 0 0 0 2 0 0 0 0 93 0 7:20 AM 1 43 0 0 0 0 0 53 0 0 0 2 0 0 0 0 99 0 • 7:25 AM 0 28 0 0 0 0 0 72 0 1 0 0 0 0 0 0 101 0 7:30 AM 0 33 0 0 0 0 0 78 0 2 0 4 0 0 0 0 117 0 • 7:35 AM 1 40 0 0 0 0 0 63 1 1 0 1 0 0 0 0 107 0 7:40 AM 0 38 0 0 0 0 0 78 0 0 0 2 0 0 0 0 118 0 • 7:45 AM 1 46 0 0 0 0 0 64 0 1 0 1 0 0 0 0 113 0 7:50 AM 2 31 0 0 0 0 0 73 0 1 0 0 0 0 0 0 107 0 • 7:55 AM 0 41 0 0 0 0 0 71 0 2 0 1 0 0 0 0 115 0 8:00 AM 0 39 0 0 0 0 0 44 0 0 0 0 0 0 0 0 83 0 • 8:05 AM 1 39 0 0 0 0 0 72 0 1 0 0 0 0 0 0 113 0 8:10 AM 0 39 0 0 0 0 0 77 0 0 0 1 0 0 0 0 117 0 • 8:15 AM 0 32 0 0 0 0 0 68 0 0 0 0 0 0 0 0 100 0 6:20 AM 0 31 0 0 0 0 0 53 2 0 0 0 0 0 0 0 86 0 • 8:25 AM 0 38 0 0 0 0 0 59 0 0 0 0 0 0 0 0 97 0 8:30 AM 0 27 0 0 0 0 0 53 0 0 0 0 0 0 0 0 80 0 • 8:35 AM 1 34 0 0 0 0 0 57 0 0 0 0 0 0 0 0 92 0 8:40 AM 0 34 0 0 0 0 0 60 0 0 0 0 0 0 0 0 94 0 • 8:45 AM 0 29 0 0 0 0 0 58 0 0 0 0 0 0 0 0 87 0 8:50 AM 0 44 0 0 0 0 0 47 0 0 0 1 0 0 0 0 92 0 • 8:55 AM 1 43 0 0 0 0 0 44 0 0 0 0 0 0 0 0 88 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Lett West East North South Veh Peds • 7:00 AM 7 415 0 0 0 0 0 787 1 9 0 18 0 0 0 0 1237 0- 7:15 AM 6 449 0 0 0 0 0 804 1 9 0 14 0 0 0 0 1283 0 7:30 AM 5 447 0 0 0 0 0 800 3 8 0 10 0 0 0 0 1273 0 • 7:45 AM 5 431 0 0 0 0 0 751 2 5 0 3 0 0 0 0 1197 0 • 8:00 AM 3 429 0 0 0 0 0 692 2 1 0 2 0 0 0 0 1129 0 • • • Version 3.7 4110 •• INTERSECTION: Boones Ferry-/Pac Trust- START TIME: 7:00 AM • PROJECT ID#: 7533 END TIME: 9:00 AM • OC JOB a: 70108503 DATE: 8/112005 R • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES f II • �(1UI rlb • 0 0 v p N t 115'21.1 SW um Avenue,Ste.105 II Tigard,OR 97224 • .1 1 1. j i m I Phone:503-620-4242 Fax:503 620-4545 • 0 L 6 4- 0 4- 6 email:jrw @qualitycounts.net PHF TOTAL www.qualltycounts.net • 0 - 0.79 4-- 0 HV_0% 57 HV_0%• PEAK HOUR PED • 1 r 0 1 -+ 50 — CROSSING VOLUMES • '1 t r .e. t 0,. ,.., r 0 ■....:..:. :.......... ...,........... ... • .• . —1 0 0 r7 F I. ............. .••......... ••••••••••••. ............ PEAK HOUR: 8:00 AM PEAK 15 MINUTES: 8:15 AM • TO TO 9:00 AM 8:30 AM 0 • . 5-MINUTE COUNT' Boones Ferry- Pac Trust- Boones Ferry- Tru-Green South- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • - - 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:05 AM 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 3 0 7:10 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 7:15 AM 0 0 2 2' 0 0 0 0 0 0 0 0 0 0 0 0 4 0 • 7:20 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 7:25 AM 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 • 7:30 AM 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 5 0 • 7:35 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 7:40 AM 0 0 5 1 0 0 0 0 0 0 0 0 0 0 0 0 6 0 • 7:45 AM 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 7:50 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 7:55 AM 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 6 0 8:00 AM 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 • 8:05 AM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:10 AM 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • 8:15 AM 0 0 2 1 0 0 2 0 0 0 0 0 0 0 0 0 5 0 8:20 AM 0 0 3 1 0 0 0 0 0 1 0 0 0 0 0 0 5 0 • 8:25 AM 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 8 0 8:30 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 8:35 AM 0 0 6 1 0 0 0 0 0 0 0 0 0 0 0 0 7 0 8:40 AM 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 • 8:45 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 8:50 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 • 8:55 AM 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 0 7 0 • • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 0 0 34 8 0 0 0 0 0 0 0 0 0 0 0 0 42 0 • 7:15 AM 0 0 37 9 0 0 0 0 0 0 0 0 0 0 0 0 46 0 7:30 AM 0 0 41 10 0 0 2 0 0 1 0 0 0 0 0 0 54 0 • 7.45 AM 0 0 42 8 0 0 2 0 0 1 0 0 0 0 0 0 53 0 8:00 AM 0 0 47 6 0 0 3 0 0 1 0 0 0 0 0 0 57 0 • • • Version 3.1 • • • • . • INTERSECTION: Boones Ferry—/N/A— • START TIME: 7:00 AM PROJECT IDfi: 7533 END TIME: 9:00 AM a„,, ,, • OC JOB ft: 10108504 DATE: 8/11/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES , ; II 0 • 011101 16 • ^ o o t 16znb sw nth Avenue,ste.105 n Tigard,OR 97224 • J 1 I-■ l_ j x is I Phone:503-620-4242 Fax:503 620-4545 • 0 --1 L 0 4— 11 I.•- 0 email:irw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 0 -. 0.69 4- 0 HV=0% 11 HV=0% PEAK HOUR PED • 0 - V 0 0 0 —+ CROSSING VOLUMES • I♦ r ----io o f 0 • o yrrrr. v;;;40:+.4.4 PEAK HOUR: 8:00 AM PEAK 15 MINUTES: 8:45 AM PAW:,:._.:.:. -• TO TO 9:00 AM 9:00 AM 0 • 5-MINUTE COUNT Boones Ferry— N/A— Boones Ferry— Tru-Green North(6)-- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:05 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 7:10 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:20 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:25 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 7:35 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:40 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:50 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:55 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:00 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 8:05 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:10 AM 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • . 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:20 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . 8:25 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 8:35 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:40 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 8:45 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:50 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 8:55 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • • • • • HOURLY TOTALS Southbound I Westbound Northbound Eastbound Pedestrians By Approach TOTAL Right Thru Left f Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 7:00 AM 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 • 7:15 AM 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 7:30 AM 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 • 7:45 AM 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 • 8:00 AM 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 0 • • Version 7.1 • • • • • INTERSECTION: Boones Ferry—/Driveway Across Street— START TIME: 7:00 AM PROJECT ID#: 7533 END TIME: 9:00 AM a • OC JOB k: 10708505 DATE: 8/11/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • 1011101 11. • 'o ^ 2.1 ° ° t 1tizaa sw ttatn Avenue,ste.105 O I I N u Tigard,OR 97224 • 1 > 1 L. x m Phone:503-620-4242 Fax:503 620-4545 • 1 L 9 - 20 •• 12 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 0 -' 0.90 4— 0 HV=6% 7394 HV=42 PEAK HOUR PED • 16 i- 3 17 42 -+ CROSSING VOLUMES • 1 t f o 1 0 • • > •.:e•4 �. X :;::•+$M :. .. . ............ ............ • ....::*f•.• t•�:1MOVA•: PEAK HOUR: 7:30 AM PEAI415 MINUTES: 7:30 AM �......�.� • TO TO 110 NM 8:30 AM 7:45 AM 0 • .. _ _ .. 5-MINUTE COUNT Boones Ferry— Driveway Across Street— Boones Ferry— Carman Center South— Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 7:00 AM 0 28 2 1 0 0 0 59 2 0 0 0 0 1 0 0 92 1 • 7:05 AM 0 31 3 0 0 0 1 64 0 3 0 0 0 0 0 0 102 0 7:10 AM 0 30 3 0 0 0 0 66 0 0 0 0 0 0 0 0 99 0 • 7:15 AM 0 36 5 2 0 0 0 51 0 0 0 0 0 0 0 0 94 0 7:20 AM 3 44 3 0 0 0 0 53 1 3 0 0 0 0 0 0 107 0 • 7:25 AM 2 31 1 0 0 0 0 66 2 1 0 0 0 0 0 0 103. 0 7:30 AM 1 40 7 1 0 0 1 79 2 2 0 0 0 0 0 0 133 0 • 7:35 AM 0 43 0 0 0 3 1 60 3 1 0 0 0 0 0 0 111 0 7:40 AM 0 46 4 0 0 0 2 87 2 2 0 0 0 0 0 0 143 0 • 7:45 AM 0 47 0 1 0 0 2 58 1 2 0 0 0 0 0 0 111 0 7:50 AM 1 34 0 0 0 0 0 71 1 0 0 0 0 0 0 0 107 0 • 7:55 AM 1 50 3 0 0 0 3 67 3 3 0 0 0 0 0 0 130 0 8:00 AM 1 46 1 1 0 0 2 44 1 1 0 0 0 0 0 0 97 0 • 8:05 AM 0 40 3 0 0 0 0 71 0 1 0 0 0 0 0 0 115 0 8:10 AM 0 39 2 2 0 0 1 77 0 0 0 0 0 0 0 0 121 0 • 5:15 AM 0 33 5 0 0 0 0 71 1 0 0 0 0 0 0 0 110 0 8:20 AM 0 33 1 4 0 0 1 63 1 0 0 0 • 0 0 0 0 103 0 • 8:25 AM 1 46 2 0 0 0 1 58 0 4 0 1 0 0 0 0 113 0 8:30 AM 0 23 1 3 0 1 0 44 2 1 0 1 0 0 0 0 76 0 • 8:35 AM 0 44 1 0 0 0 0 56 0 0 0 0 0 0 0 0 101 0 8:40 AM 1 40 6 0 0 1 2 55 0 0 0 0 0 0 0 0 105 0 • 8:45 AM 0 35 0 1 0 0 0 57 0 0 0 0 0 0 0 0 93 0 8:50 AM 0 51 2 2 0 1 0 42 0 1 0 0 0 0 0 0 99 0 • 8:55 AM 2 46 0 1 0 0 1 50 0 1 0 0 0 0 0 0 101 0 • • • • • • Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • HOURLY TOTALS Right Thru Left Right Thru Left Right Thru Lett Right Thru Left North East South West Veh Peds 7:00 AM 8 460 31 5 0 3 10 781 17 17 0 0 0 1 0 0 1332 1 • 7:15 AM 9 496 29 7 0 3 12 784 16 16 0 0 0 0 0 0 1372 0 7:30 AM 5 497 28 9 0 3 14 806 15 16 0 1 0 0 0 0 1394 0 • 7:45 AM 5 475 25 11 0 2 12 735 10 12 0 2 0 0 0 0 1289 0 • 8:00 AM 5 476 24 14 0 3 8 688 5 9 0 2 0 0 0 0 1234 0 • • Version 3.1 • • • • INTERSECTION: Boones Ferry-/N/A- START TIME: 7:00 AM PROJECT ID#: 7533 END TIME: 9:00 AM a • GC JOB#: 10108502 DATE: 8/112005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES , - II • 0111011 • I I I 0 0 0 t li'L lnh SW km Avenue,Ste.105 Tigard,OR 97224 • . +I 4 l = Phone:503-620-4242 Fax:503 620-4545 • 13 -? L 0 4-- 14 - 0 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 0 —. 0.92 4- 0 HV=0% 33 HV=0% PEAK HOUR PED • 6 Z r 0 19 -1,- 0 —► CROSSING VOLUMES • 1 t r - a t 0 II oi r I C4 0 0 F• a-. .... • . Vii.......... !••Di.•i0•ii•Oi PEAK HOUR: 7:45 AM PEAK 15 MINUTES: 8:30 AM !•••••••': • To TO 8:45 AM 8:45 AM 0 • 5-MINUTE COUNT Boones Ferry- N/A- Boones Ferry- Studd's Dwy- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:05 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:10 AM 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 • 7:15 AM 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 0 7:20 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 7:25 AM 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 3 0 7:30 AM 1 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 5 0 • 7:35 AM 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 0 7:40 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 7:45 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 7:50 AM 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 3 0 • 7:55 AM 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3 0 8:00 AM 1 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 3 0 • 8:05 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:10 AM 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 0 • 8:15 AM 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 2 0 8:20 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 8:25 AM 4 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 6 0 8:30 AM 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 4 0 • 8:35 AM 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3 0 8:40 AM 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 • 8:45 AM 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 8:50 AM 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 3 0 • 8:55 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • • • • • . • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh _ Peds 7:00 AM 13 0 0 0 0 0 0 0 1 6 0 7 0 0 0 0 27 0 • 7:15 AM 12 0 0 0 0 0 0 0 1 8 0 9 0 0 0 0 30 0 7:30 AM 11 0 0 0 0 0 0 0 2 8 0 10 0 0 0 0 31 0 • 7:45 AM 12 0 0 0 0 0 0 0 2 6 0 13 0 0 0 0 33 0 • 8:00 AM 12 0 0 0 0 0 0 0 2 6 0 10 0 0 0 0 30 0 • • Version 3.1 • • • • • INTERSECTION: SW 72nd Ave(north)-/SW Upper Boones Ferry Rd- START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM • QC JOB 8: 70706810 DATE: 811012005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES ■ li • 0 10111011. • e m I°. 1 1 ° w t letuo SW um Avenue,Ste.105 e � � a Tigard,OR 97224 • .1 J. l = v Phone:503-620-4242 Fax:503 620-4545 • 15 . L 92 4- 23 4- 463 email:)rw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 80 -. 0.92 4- 13 HV=3% 2128 HV=5% PEAK HOUR PED • 5 r 358 100 -4. 775 -4- CROSSING VOLUMES • 41t I' . t 0 • tD N d1 ,,....: m • > ..iii•.i' 0 t•�i�i:i•:ii0::iii i ......................4 t 2 .•.•• PEAK HOUR: 4:00 PM PEAK 15 MINUTES: 4:30 PM $'' •••' :SS:❖: • TO TO IIMMEPO 5:00 PM 4:45 PM 0 • . 5-MINUTE COUNT SW 72nd Ave(north)- SW Upper Boones Ferry Rd- SW Upper Boones Ferry Rd- Driveway- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 PM 0 37 13 5 1 21 40 21 1 0 6 1 0 0 0 0 146 0 • 4:05 PM 0 39 12 9 4 28 53 34 0 1 4 1 0 1 0 0 185 1 4:10 PM 0 55 10 12 0 32 50 34 1 0 0 0 0 0 0 0 194 0 • 4:15 PM 0 42 14 12 0 36 40 32 0 0 6 1 0 0 0 0 183 0 4:20 PM 0 48 20 9 1 26 34 31 1 1 8 1 0 0 0 0 180 0 • 4:25 PM 1 39 19 8 1 27 35 22 0 1 6 1 0 0 0 0 160 0 4:30 PM 0 39 16 3 1 27 52 29 1 0 18 0 0 0 0 0 186 0 • 4:35 PM 0 36 20 5 1 41 53 33 2 1 18 4 0 0 0 0 214 0 4:40 PM 0 50 10 8 1 24 46 32 0 0 3 3 0 0 0 0 177 0 • 4:45 PM 0 36 19 5 1 32 34 29 0 0 2 3 0 0 0 0 161 0 4:50 PM 0 27 9 6 2 31 37 32 0 0 5 0 0 1 0 0 149 1 • 4:55 PM 3 44 12 10 0 33 47 39 0 1 4 0 0 0 0 0 193 0 5:00 PM 0 18 10 11 1 30 34 33 0 4 10 2 0 0 0 0 153 0 • 5:05 PM 0 23 12 3 1 27 47 38 1 1 9 2 0 0 0 0 164 0 5:10 PM 0 29 12 6 5 32 34 35 0 0 5 2 0 0 0 0 160 0 • 5:15 PM 0 23 2 7 3 36 46 40 0 1 12 2 0 0 0 0 172 0 5:20 PM 0 17 12 5 2 18 17 28 0 1 4 1 0 0 0 0 105 0 • 5:25 PM 3 33 10 3 1 18 39 32 0 0 5 0 0 0 0 0 144 0 5:30 PM 0 31 5 3 0 30 45 37 0 0 2 0 0 0 0 0 153 0 • 5:35 PM 1 24 11 7 5 20 38 32 1 1 5 2 0 0 0 0 147 0 5:40 PM 2 18 9 2 0 25 39 34 0 1 2 2 0 0 0 0 134 0 • 5:45 PM 2 28 6 7 1 32 33 40 1 0 2 2 0 0 0 0 154 0 5:50 PM 2 44 13 3 2 43 64 35 0 1 0 2 0 0 0 0 209 0 • 5:55 PM 0 46 8 8 2 47 25 24 1 1 4 2 0 3 0 2 168 5 • • • • • • -- HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 4:00 PM 4 492 174 92 13 358 521 368 6 5 80 15 0 2 0 0 2128 2 • 4:15 PM 4 431 173 86 15 366 493 385 5 9 94 19 0 1 0 0 2080 1 • 4:30 PM 6 375 144 72 19 349 486 400 4 9 95 19 0 1 0 0 1978 1 4:45 PM 9 323 123 68 21 332 457 409 2 10 65 16 0 1 0 0 1835 1 • 5:00 PM 10 334 110 65 23 358 461 408 4 11 60 19 0 3 0 2 1863 5 • • version 3.1 • • • • • INTERSECTION: 72nd Ave(north)-/Upper Boones Ferry Rd- START TIME: 4:35 PM • PROJECT ID*: 7355 END TIME: 6:00 PM OC JOB#: 10106810 DATE: 8/3/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES ■ • b, ((1uJ►UI • e $ m ° f 1ts2tu sw turn wvenue,ate.105 • 4 ' I Tigard,OR 97224 4 L. 4 = 4 Phone:503-620-4242 Fax:503 620-4545 • 12 t. 57 4- 58 4- 565 email:)rw @qualitycounts.net • PHF TOTAL www.qualitycounts.net 58 -+ 0.96 - 28 HV=4% 2243 j HV=3% • PEAK HOUR PED 11 -i ♦ r 480 81 -► 762 CROSSING VOLUMES • i I r f 0 • tD N O N 4..•• N N • i. N ..0..O.k . ..1 _ .i1i l;1:.:ii:i:.;: 4 11.11 ....1 1 4 • :1111....... .1.1.....1.1 !:1:1:•1 !111% PEAK HOUR: 4:35 PM PEAK 15 MINUTES: 4:50 PM • TO TO ■ 5:35 PM 5:05 PM 0 • • 5-MINUTE COUNT 72nd Ave(north)- Upper Boones Ferry Rd- Upper Boones Ferry Rd- WA- Crosswalk Usage TOTAL PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) • BEGINNING AT Right Thru Lett Right Thru Left Right Thru Left_ Right Thru Left North East South West Veh Peds 4:35 PM 0 41 17 2 4 39 49 31 0 0 8 3 0 3 0 0 194 3 • 4:40 PM 3 40 19 4 1 51 43 25 2 0 7 1 0 0 0 0 196 0 4:45 PM 1 44 11 5 5 35 47 36 0 1 1 0 0 1 0 1 186 2 • 4:50 PM 0 53 14 4 3 30 32 33 0 2 6 0 0 0 0 0 177 0 4:55 PM 3 39 16 10 2 46 53 35 1 2 3 0 0 0 0 0 210 0 • 5:00 PM 0 42 11 5 3 34 51 34 2 0 13 1 0 0 0 3 196 3 5:05 PM 1 32 17 5 1 40 41 39 1 2 5 1 0 0 0 0 185 0 • 5:10 PM 2 28 10 7 4 50 35 27 1 1 7 1 0 0 0 0 173 0 5:15 PM 1 47 24 1 2 44 36 32 4 2 1 3 0 0 0 0 197 0 • 5:20 PM 1 30 5 9 1 49 48 33 4 1 5 1 0 0 0 0 187 0 5:25 PM 1 45 12 5 2 35 41 31 0 0 2 1 0 0 0 0 175 0 • 5:30 PM 1 37 24 0 0 27 48 29 1 0 0 0 0 0 0 0 167 0 5:35 PM 2 33 12 1 0 53 38 21 2 1 6 2 0 0 0 0 171 0 • 5:40 PM 0 21 19 7 1 54 41 25 0 0 0 1 0 1 0 0 169 1 5:45 PM 1 29 18 3 1 51 37 22 1 1 3 2 0 0 0 0 169 0 • 5:50 PM 0 25 7 9 2 56 28 14 0 0 3 1 0 0 0 0 145 0 5:55 PM 0 19 12 5 0 41 31 30 2 0 4 1 0 0 0 0 145 0 • • 13 I 451 I 175 59 I 24 I 497 511 I 375 I 16 12 I 49 I 11 • • • • • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:35 PM 14 478 180 57 28 480 524 385 16 11 58 12 0 4 0 4 2243 8 4:50 PM 13 436 182 57 20 513 501 361 17 12 51 13 0 1 0 3 2176 4 • • • • Version 3.1 • • • • • INTERSECTION: SW Upper Boones Ferry Rd-/SW 72nd Ave(south)- START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM a • OC JOB k: 10106811 DATE: 832005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES A II • 11,I 11► • ° co v m " t 16ZUS SIN awn Avenue,Ste.105 L a u Tigard,OR 20-4 97224 1 = m Phone:503 620 4242 • .I 1 4 Fax:503 620-4545 • 1 -i L 234 4- 0 +- 265 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 3 0.97 4- 0 HV=0% 1922 HV=6% PEAK HOUR PED • • 2 j- 31 6 -+ 157 CROSSING VOLUMES ---1 .• 1 t r t 2-I• O N :•••••••••:: O rD tD 1 �� t0 Wee.ee • PEAK HOUR: 4:45 PM PEAK 15 MINUTES: 5:15 PM A� • TO TO 5:45 PM L 5:30 PM 0 • 5-MINUTE COUNT SW Upper Boones Ferry Rd- SW 72nd Ave(south)- SW Upper Boones Ferry Rd- Driveway- Crosswalk Usage TOTAL • ' PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 PM 0 69 9 18 0 1 1 57 0 0 0 0 0 0 0 0 155 0 4:05 PM 0 66 9 21 0 5 0 50 0 0 0 0 0 0 1 0 151 1 • 4:10 PM 0 78 19 14 0 6 1 44 0 0 0 0 0 1 1 0 162 2 4:15 PM 0 67 9 18 0 0 1 60 0 0 0 0 0 0 0 0 155 0 • 4:20 PM 1 65 11 30 0 0 0 42 0 0 0 0 0 1 0 0 149 1 • 4:25 PM 0 60 19 16 0 0 1 39 0 0 0 0 0 0 0 0 135 0 4:30 PM 0 59 10 25 0 1 2 48 0 0 0 0 0 1 0 0 145 1 • 4:35 PM 0 58 10 25 0 1 1 51 0 0 1 0 0 2 1 0 147 3 4:40 PM 0 73 14 20 0 0 0 54 0 0 0 0 0 4 0 0 161 4 • • 4:45 PM 0 69 15 20 0 2 1 61 0 0 0 0 0 1 0 0 168 1 4:50 PM 0 70 7 18 0 2 0 51 0 0 0 0 0 0 0 0 148 0 • 4:55 PM 0 62 15 27 0 1 0 57 0 1 0 0 1 0 0 0 163 1 5:00 PM 0 68 16 24 0 4 0 56 0 0 1 0 1 0 0 0 169 1 • 5:05 PM 0 68 13 24 0 5 0 51 0 0 1 0 0 0 0 0 162 0 5:10 PM 0 70 11 21 0 5 1 49 0 0 0 0 0 1 0 0 157 1 • 5:15 PM 0 77 14 14 0 3 1 70 0 0 0 0 0 0 0 0 179 0 5:20 PM 0 74 12 21 0 1 2 51 0 0 0 1 0 1 0 0 162 1 • 5:25 PM 0 77 5 20 0 2 0 51 0 0 0 0 0 0 0 0 155 0 5:30 PM 0 61 12 12 0 3 1 62 0 1 1 0 0 0 0 0 153 0 • 5:35 PM 0 73 16 13 0 1 0 43 0 0 0 0 0 0 0 0 146 0 5:40 PM 0 79 12 20 0 2 0 47 0 0 0 0 0 0 0 0 160 0 • 5:45 PM 0 65 14 18 0 6 1 44 1 0 0 1 0 1 0 0 150 1 5:50 PM 0 82 8 11 0 0 0 38 0 0 0 0 0 0 0 0 139 0 • 5:55 PM 0 57 9 21 0 0 1 50 0 0 0 0 0 0 0 0 138 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 4:00 PM 1 796 147 252 0 19 8 614 0 1 1 0 1 10 3 0 1839 14 • 4:15 PM 1 789 150 268 0 21 7 619 0 1 3 0 2 10 1 0 1859 13 4:30 PM 0 825 142 259 0 27 8 650 0 1 3 1 2 10 1 0 1916 13 • 4:45 PM 0 848 148 234 0 31 6 649 0 2 3 1 2 3 0 0 1922 5 • 5:00 PM 0 851 142 219 0 32 7 612 1 1 3 2 1 3 0 0 1870 4 • • Version 3.1 • • • • INTERSECTION: SW 74th Ave/SW Durham Rd— START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM (2,..,, • OC JOB#: 10106812 DATE: 8/32005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES 1 II • 0111►11► • �", 0 ,^� ,°p `" t lblUb SW awn Avenue,Ste.105 a Tigard,OR 97224 • . i I L t 1 W I Phone:503-620-4242 Fax:503 620-4545 • 19 —t L 13 —1168 4—1148 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 845 —I. 096 — 1135 HV=4% 2072 HV=2% PEAK HOUR PED • 0 r 0 864 872 —a- CROSSING VOLUMES • 1 t I' C e t 14 7 •••••• • x jTh❖:...........: 3 PEAK HOUR: 5:00 PM PEAK 15 MINUTES: 5:30 PM ••••••••'• • TO TO 4 6:00 PM 5:45 PM 0 • _- 5-MINUTE COUNT SW 74th Ave— SW Durham Rd— N/A— SW Durham Rd— Crosswalk Usage • TOTAL PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • _. 4:00 PM 2 0 3 5 81 0 0 0 0 0 70 2 1 0 0 0 163 1 • 4:05 PM 2 0 2 0 96 0 0 0 0 0 58 1 0 0 0 0 159 0 4:10 PM 1 0 0 1 92 0 0 0 0 0 77 1 0 0 0 0 172 0 • 4:15 PM 1 0 2 1 80 0 0 0 0 0 68 1 1 0 0 0 153 1 4:20 PM 2 0 4 2 94 0 0 0 0 0 61 0 0 0 0 0 163 0 • 4:25 PM 1 0 4 1 70 0 0 0 0 0 50 2 0 0 0 0 128 0 4:30 PM 2 0 3 3 82 0 0 0 0 0 57 0 1 0 0 0 147 1 • 4:35 PM 1 0 2 1 74 0 0 0 0 0 65 0 1 0 0 0 143 1 4:40 PM 2 0 3 1 80 0 0 0 0 0 72 0 2 0 0 0 158 2 • 4:45 PM 1 0 0 1 80 0 0 0 0 0 64 1 0 0 0 0 147 0 4:50 PM 0 0 0 5 87 0 0 0 0 0 80 0 1 0 0 0 172 1 • 4:55 PM 4 0 7 3 80 0 0 0 0 0 49 0 1 0 0 0 143 1 5:00 PM 4 0 1 0 81 0 0 0 0 0 62 0 0 0 0 0 148 0 • 5:05 PM 2 0 6 0 102 0 0 0 0 0 77 3 2 3 0 0 190 5 5:10 PM 4 0 5 2 102 0 0 0 0 0 77 2 2 0 0 0 192 2 • 5:15 PM 3 0 3 0 95 0 0 0 0 0 67 1 0 0 0 0 169 0 5:20 PM 3 0 1 2 93 0 0 0 0 0 83 2 0 0 0 0 184 0 • 5:25 PM 3 0 0 0 81 0 0 0 0 0 64 2 1 0 0 0 150 1 5:30 PM 2 0 2 2 92 0 0 0 0 0 76 3 2 0 0 0 177 2 • 5:35 PM 1 0 1 2 98 0 0 0 0 0 85 0 2 0 0 0 187 2 5:40 PM 2 0 3 1 111 0 0 0 0 0 57 2 1 0 0 0 176 1 • 5:45 PM 3 0 1 1 83 0 0 0 0 0 74 3 1 0 0 0 165 1 5:50 PM 2 0 2 2 102 0 0 0 0 0 61 1 1 0 0 0 170 1 • 5:55 PM 4 0 2 1 95 0 0 0 0 0 62 0 2 - 0 0 0 164 2 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds 4:00 PM 19 0 30 24 996 0 0 0 0 0 771 8 8 0 0 0 1848 8 • 4:15 PM 24 0 37 20 1012 0 0 0 0 0 782 9 11 3 0 0 1884 14 4:30 PM 29 0 31 18 1037 0 0 0 0 0 817 11 11 3 0 0 1943 14 • 4:45 PM 29 0 29 18 1102 0 0 0 0 0 841 16 12 3 0 0 2035 15 • 5:00 PM 33 0 27 13 1135 0 0 0 0 0 - 845 19 14 0 0 2072 17 • • version 3.1 • • • • • INTERSECTION: SW Upper Boones Ferrry Rd/SW Durham Rd- START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM a • OC JOB#: 10106813 DATE: 8/3!2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • = ii • wo ol" • cti r?, 0 1V t 1ti[85 SW ustn Avenue,ste.105 c e m n m Tigard,OR 97224 • .� 1 L. 1 'x „ Phone:503-620-4242 Fax:503 620-4545 • 300 2 L 11 4—1131 4- 437 email:lrw @qualttycounts.net PHF TOTAL www.qualitycounts.net • 299 0.97 4- 413 HV=2% 2839 HV=1% PEAK HOUR PED • 298 r 13 897 -+ 342 . CROSSING VOLUMES • I t f < o t 0 r N • o n n m o o rn ❖:❖:•: N f7 II N VVVIM 0 gilg i i ii 1 • PEAK HOUR: 4:45 PM PEAK 15 MINUTES: 5:00 PM •'•••'••e • TO To 5:45 PM 5:15 PM 0 • 5-MINUTE COUNT SW Upper Boones Ferrry Rd- SW Durham Rd- sw Upper Boones Ferry Rd- SW Durham Rd- Crosswalk Usage • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) TOTAL BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 PM 32 24 5 0 27 1 0 16 20 17 22 41 0 0 0 0 205 0 4:05 PM 28 29 3 0 44 1 0 23 20 18 20 16 0 0 0 0 202 0 • 4:10 PM 39 39 8 4 20 0 0 27 27 17 28 21 0 0 0 0 230 0 4:15 PM 34 28 1 0 28 3 2 22 21 22 34 21 0 0 0 0 216 0 • 4:20 PM 38 34 3 2 25 1 0 15 31 9 16 20 0 0 0 1 194 1 4:25 PM 24 26 2 1 26 3 0 19 22 10 21 21 0 0 0 0 175 0 • 4:30 PM 21 25 3 5 29 1 1 21 33 17 20 19 0 0 0 0 195 0 4:35 PM 22 35 0 3 31 0 2 18 19 21 18 31 0 0 0 0 200 0 • 4:40 PM 33 27 2 2 28 0 1 23 25 28 25 29 0 0 0 0 223 0 4:45 PM 38 46 0 1 23 0 0 32 17 25 20 23 0 0 0 0 225 0 • 4:50 PM 30 28 2 1 47 1 0 26 21 28 24 25 0 0 0 0 233 0 4:55 PM 34 46 5 1 26 1 1 26 20 16 16 21 0 0 0 0 213 0 • 5:00 PM 31 30 4 0 38 0 1 22 16 28 17 30 0 0 0 0 217 0 • 5:05 PM 31 33 0 0 40 2 1 33 33 30 29 17 0 0 0 0 249 0 5:10 PM 49 40 5 0 29 2 0 25 23 38 31 26 0 0 0 0 268 0 • 5:15 PM 37 28 4 1 44 0 3 26 23 15 29 34 0 0 0 0 244 0 5:20 PM 33 47 3 1 29 3 1 23 27 27 22 24 0 0 0 0 240 0 • 5:25 PM 30 31 2 1 29 2 0 21 24 18 33 26 0 1 0 0 217 1 5:30 PM 36 44 4 1 32 0 0 35 23 16 33 26 0 0 0 0 250 0 • 5:35 PM 36 29 0 3 46 0 0 13 20 34 28 33 0 0 0 0 242 0 5:40 PM 53 35 4 1 30 2 3 25 33 23 17 15 0 0 0 0 241 0 • 5:45 PM 33 23 1 5 32 0 0 13 13 33 21 26 0 0 0 0 200 0 5:50 PM 40 47 4 0 23 0 0 31 29 19 20 13 0 0 0 0 226 0 • 5:55 PM 39 21 2 2 27 0 0 24 23 23 28 17 0 0 0 0 206 0 • • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West • Veh Peds 4:00 PM 373 387 34 20 354 12 7 268 276 228 264 288 0 0 0 1 2511 1 • 4:15 PM 385 398 27 16 370 14 9 282 281 272 271 283 0 0 0 1 2608 1 4:30 PM 389 416 30 16 393 12 11 296 281 291 284 305 0 1 0 0 2724 1 • 4:45 PM 438 437 33 11 413 13 10 307 280 298 299 300 0 1 0 0 2839 1 5:00 PM 448 408 33 15 399 11 9 291 287 304 308 287 0 1 0 0 2800 1 • • • Version 3.1 • • • INTERSECTION: SW Sequioa Pkwy-/SW U�Boons Ferry Rd- START TIME: 4:00 PM • ■ PROJECT ID#: 7533 END TIME: 6:00 PM at„ • OC JOB#: 10106807 DATE: 8/3/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • i II • H[HANI. • m e t letw sw nom avenue,Ste.105 I I u Tigard,OR 97224 • j = v Phone:503-620-4242 Fax:503 620-4545 • 72 . t- 408 1- 566 f- 886 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 758 0.91 r 472 HV=2% 2321 HV=2% PEAK HOUR PED • 2 —4, r- 6 832 1244-+ CROSSING VOLUMES • '1 t r e t 2 N • WAN N to �❖A 1 t R:4:::::::::::::::; :4+:+:*:40:41 0 ::..........: MOM PEAK HOUR: 4:30 PM PEAK 15 MINUTES: 5:00 PM _:::•::;e' • TO TO 5:30 PM 5:15 PM 0 • 5-MINUTE COUNT SW Sequioa Pkwy- sw Upper Boones Ferry Rd- SW Sequioa Pkwy- sw Upper Boones Ferry Rd- Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 0 - - 4:00 PM 2 3 33 37 55 2 3 0 0 0 61 3 0 0 0 0 199- 0 • 4:05 PM 0 1 52 37 37 1 0 1 2 0 74 8 0 0 0 0 213 0 4:10 PM 0 0 36 28 50 1 0 0 0 0 59 1 0 2 0 0 175 2 • 4:15 PM 3 1 45 28 39 1 0 0 0 1 54 6 0 0 0 0 178 0 4:20 PM 7 1 53 36 43 1 0 2 1 0 46 6 0 0 0 0 196 0 • 4:25 PM 1 0 30 27 51 0 1 0 0 1 58 2 0 1 0 0 171 1 4:30 PM 2 8 20 25 42 1 1 0 2 0 80 6 0 0 0 0 187 0 • 4:35 PM 9 0 35 36 37 0 4 0 0 0 74 4 0 0 0 0 199 0 4:40 PM 8 0 48 28 36 1 1 0 1 2 64 8 2 0 0 0 197 2 • 4:45 PM 5 0 38 26 35 0 2 0 0 0 67 3 0 0 0 0 176 0 4:50 PM 4 1 38 26 39 0 2 1 1 0 57 5 0 0 0 0 174 0 1111 4:55 PM 7 0 28 34 43 0 3 0 1 0 66 8 0 0 0 0 190 0 5:00 PM 9 0 50 32 33 1 4 1 1 0 75 4 0 0 0 0 210 0 • 5:05 PM 5 0 57 46 42 1 3 4 0 0 68 3 0 0 0 0 229 0 5:10 PM 12 2 40 36 45 0 2 1 1 0 53 8 0 0 0 0 200 0 • 5:15 PM 7 0 35 35 41 2 2 0 2 0 51 3 0 0 0 1 178 1 5:20 PM 1 0 35 32 46 0 3 2 4 0 57 10 0 0 0 0 190 0 • 5:25 PM 12 0 33 52 33 0 2 3 0 0 46 10 0 0 0 0 191 0 5:30 PM 7 0 28 43 26 2 0 0 1 0 73 4 0 0 0 0 184 0 • 5:35 PM 13 0 37 44 31 1 0 0 0 0 43 1 0 0 0 1 170 1 5:40 PM 10 0 47 40 48 0 1 0 0 1 54 4 0 0 0 0 205 0 • 5:45 PM 8 0 33 24 46 0 1 0 2 1 52 7 0 0 0 0 174 0 5:50 PM 5 1 27 31 55 0 0 0 0 0 48 6 0 0 0 0 173 0 • 5:55 PM 3 0 34 30 49 0 0 0 0 2 42 6 0 0 0 0 166 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 PM 48 15 456 368 507 8 17 4 8 4 760 60 2 3 0 0 2255 5 4:15 PM 72 13 482 380 485 6 23 9 8 4 762 63 2 1 0 0 2307 3 4:30 PM 81 11 457 408 472 6 29 12 13 2 758 72 2 0 0 1 2321 3 • 4:45 PM 92 3 466 446 462 7 24 12 11 1 710 63 0 0 0 2 2297 2 • 5:00 PM 92 3 456 445 495 7 18 11 11 4 662 66 0 0 0 2 2270 2 • • Version 3.1 • • • • • INTERSECTION: Boones Ferry–/N/A– START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM a • OC JOB#: 70108507 DATE: 8/112005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES 11 III • I(1 ►I14 e • 0 0 0 I .n m t 76211.7 SW 6.7tn Avenue,S te.105 ii I Tigard,OR 97224 • .J 1 t. t = e Phone:503-620-4242 Fax:503 620-4545 j• 4 -i L 0 7 — 0 email:jrw @qualitycounts.net PHF TOTAL www.qualltycounts.net • 0 -' 0.71 .– 0 HV=8% ' 20 HV=0% PEAK HOUR PED • 9 ♦ • r 0 13 � 0 CROSSING VOLUMES • `1 1 r°' o t 0 • o I ❖.❖:•'. • N O O � + �� N ii i•O4! ♦•••1.4.44•• o •111114444.1 •4114•.4••4• • ...144.VA.:. •441 iiiii! ♦444♦ X4444∎ PEAK HOUR:' 4:30 PM PEAK 15 MINUTES: 5:15 PM ',Am_, • TO TO 5:30 PM 5:30 PM 0 • 5-MINUTE COUNT Boones Ferry– N/A– Boones Ferry– Fanno Ck P1– Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00PM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 4:05 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 2 0 4:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 4:20 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 4:25 PM 1 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 3 0 4:30 PM 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 • 4:35 PM 0 0 0 0 0 0 0 0 0 2 0 1 0 0 0 0 3 0 4:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:45 PM 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 0 4:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 5:05 PM 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 0 5:10 PM 0 0 0 0 0 0 0 0 0 2 0 1 0 0 0 0 3 0 • 5:15 PM 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 3 0 5:20 PM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 • 5:25 PM 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 5:30 PM 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 0 3 0 • 5:35 PM 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 2 0 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:50 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 • 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left West East North South Veh Peds 4:00 PM 5 0 0 0 0 0 0 0 3 5 0 3 0 0 0 0 16 0 • 4:15 PM 4 0 0 0 0 0 0 0 2 7 0 5 0 0 0 0 18 0 4:30 PM 5 0 0 0 0 0 0 0 2 9 0 4 0 0 0 0 20 0 • 4:45 PM 4 0 0 0 0 0 0 0 4 7 0 5 0 0 0 0 20 0 • 5:00 PM 4 0 0 0 0 0 0 0 4 7 0 4 0 0 0 0 19 0 • • version 3.1 • al •. • • INTERSECTION: Boons Ferry/Pac Trust— START TIME: 4:00 PM • PROJECT IDS: 7533 END TIME: 6:00 PM OC JOB#: 10108508 DATE: 8/112005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • o 0111011. • 1 o 0 0 1 ' ° t 11iLtu sw turn avenue,Ste.105 n Tigard,OR 97224 • ..1 1 L. • 4 'x u°, Phone:503-620-4242 Fax:503 620-4545 • 7 - L 47 4— 1 .0-- 53 email:jrw @qualitycounts.net r • PHF TOTAL www.qualitycounts.net 2 —■ 0 88► 1 HV=0% 74 HV=0°A PEAK HOUR PED . • 2 � ♦ 5 11 —4. 12 —+ CROSSING VOLUMES « • I I r " o t 0 II 0 r• o 41"~ ... .4 1 i.........•... • •::•'•'•'•'❖AS: 4..•..•: PEAK HOUR: 4:30 PM PEAK 15 MINUTES: 5:00 PM ,..";46,•„•,, • TO TO 5:30 PM 5:15 PM 0 • ,. _ _ - 5-MINUTE COUNT Boones Ferry— Pac Trust— Boones Ferry— Tru-Green South— Crosswalk Usage TOTAL • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 PM 0 0 0 5 0 1 0 0 0 0 0 0 0 0 0 0 6 0 • 4:05 PM 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 7 0 4:10 PM 0 0 1 2 0 0 0 0 0 0 0 0 0' 0 0 0 3 0 • 4:15 PM 0 0 1 3 0 1 0 0 0 0 0 0 0 0 0 0 5 0 4:20 PM 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 4 0 • 4:25 PM 0 0 2 3 0 0 0 0 0 0 0 1 0 0 0 0 6 0 4:30 PM 0 0 1 5 0 1 0 0 0 0 0 0 0 0 0 0 7 0 • 4:35 PM 0 0 1 4 0 0 0 0 0 0 0 0 0 0 0 0 5 0 4:40 PM 0 0 0 4 0 0 0 0 0 0 1 2 0 0 0 0 7 0 • 4:45 PM 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 3 0 4:50 PM 0 0 1 4 0 0 0 0 0 0 0 1 0 0 0 0 6 0 • 4:55PM 0 0 2 3 0 0 0 0 0 0 0 1 0 0 0 0 6 0 5:00 PM 0 0 1 4 0 2 0 0 0 0 0 1 0 0 0 0 8 0 • 5:05 PM 0 0 0 6 0 0 0 0 0 1 0 0 0 0 0 0 7 0 5:10 PM 0 0 1 4 0 0 0 0 0 1 0 0 0 0 0 0 6 0 • 5:15 PM 0 0 1 4 1 1 0 0 0 0 1 2 0 0 0 0 10 0 5:20 PM 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • 5:25 PM 0 0 1 4 0 1 0 0 0 0 0 0 0 0 0 1 6 1 5:30 PM 0 0 0 4 0 0 1 0 0 1 0 0 0 0 0 0 6 0 • 5:35 PM 0 0 0 1 0 1 2 0 0 0 0 0 0 1 0 0 4 1 5:40 PM 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • 5:45 PM 0 0 0 4 0 1 0 0 0 0 0 0 0 0 0 0 5 0 5:50 PM 0 0 0 2 0 0 0 0 0 0 0 - 0 0 0 0 0 2 0 • 5:55 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 1 1 • • • • • • HOURLY TOTALS Southbound Westbound f Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Leh � Right Thru Lett Right Thru Lett West East North South Veh Peds 4:00 PM 0 0 11 45 0 3 0 0 0 0 1 5 0 0 0 0 65 0 • 4:15 PM 0 0 12 45 0 4 0 0 0 2 1 6 0 0 0 0 70 0 • 4:30 PM 0 0 10 47 1 5 0 0 0 2 2 7 0 0 0 1 74 1 4:45 PM 0 0 8 42 1 5 3 0 0 3 1 5 0 1 0 1 68 2 • 5:00 PM 0 0 5 39 1 6 3 0 0 3 1 3 0 2 0 1 61 3 • • Version 3.1 • • • • • INTERSECTION: Boones Ferry/Tru-Green North(6)— START TIME: 4:00 PM • PROJECT ID#: 7533 END TIME: 6:00 PM a OC JOB 8: 10108509 DATE: 8/112005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES ■ III 0 o 101110111. • N O 0 1 I N 0 1liztsa sw tsstn avenue,Ste.105 11 Tigard,OR 97224 • .1 1 1. 1 = e Phone:503-620-4242 Fax:503 620-4545 • 4 _t L 0 4— 4 0 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 0 —► 0.50 4-- 0 HV=0% 8 HV=0% PEAK HOUR PED • 0 —4, r • 0 4 —* 0 CROSSING VOLUMES • 'I t r O g t 0 • I o • N O O + It N .**V ::::::zzm 0 i:::::::::::::::::::::::$i 0 • ,•••••••••• PEAK HOUR: 4:15 PM PEAK 15 MINUTES: 5:00 PM """ • TO TO 5:15 PM 5:15 PM 0 • 5-MINUTE COUNT Boones Ferry— Tru-Green North(6)— Boones Ferry— N/A— Crosswalk Usage • TOTAL PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) BEGINNING AT Right Thru Left Right Thru Left Right Thru Lett Right Thru Left North East South West Veh Peds 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:20 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 • 4:25 PM 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 3 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 5:05 PM 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 2 0 5:10 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 • 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:20 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 • 5:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • • • • • • — -- HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left West East North South Veh Peds 4:00 PM 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 4 0 • 4:15 PM 2 0 0 0 0 0 0 0 2 0 0 4 0 0 0 0 8 0 • 4:30 PM 1 0 0 0 0 0 0 0 1 0 0 3 0 0 0 0 5 0 4:45 PM 1 0 0 0 0 0 0 0 1 0 0 4 0 0 0 0 6 0 • 5:00 PM 1 0 0 0 0 0 0 0 1 0 0 4 0 0 0 0 6 0 • • version 3.1 • • • • • INTERSECTION: Boones Ferry—/N/A— START TIME: 4:00 PM PROJECT ID#: 7533 END TIME: 6:00 PM • OC JOB#: 10108507 DATE: 8/11/2005 • PEAK HOUR TURNING MOVEMENTS PEAK HOUR LINK VOLUMES • o Ken 0114 • N 0 0 N O I I lti'LW SW earn Avenue,Ste.105 u Tigard,OR 97224 • .1 1 1. 1 _ r4 I Phone:503-620-4242 Fax:503 620-4545 • 3 L 0 4— 3 4— 0 email:jrw @qualitycounts.net PHF TOTAL www.qualitycounts.net • 0 —4. 0.58 r '0 HV=0% 7 HV.O% PEAK HOUR PED • 1 r 0 4 —' 0 —+ CROSSING VOLUMES • '1 t f o t 0 • - • .•••. ° t::::::::::::::::::::::*1 ° • •:.•:X, PEAK HOUR: 4:00 PM PEAK 15 MINUTES: 4:15 PM • TO TO 5:00 PM 4:30 PM 0 • 5-MINUTE COUNT Boones Ferry— N/A— Boones Ferry— Studd's Dwy— Crosswalk Usage • PERIOD (Southbound) (Westbound) (Northbound) (Eastbound) (Peds By Approach) TOTAL BEGINNING AT Right Thru Left Right Thru Left Right Thru Left Right Thru Left North East South West Veh Peds • 4:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:05 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 4:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:20 PM 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 0 • 4:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 • 4:35 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 4:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:10 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 • 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:25 PM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • • • • • • HOURLY TOTALS Southbound Westbound Northbound Eastbound Pedestrians By Approach TOTAL • Right Thru Left Right Thru Left Right Thru Left Right Thru Left West East North South Veh Peds 4:00 PM 2 0 0 0 0 0 0 0 1 1 0 3 0 0 0 0 7 0 • 4:15 PM 3 0 0 0 0 0 0 0 1 1 0 1 0 0 0 0 6 0 4:30 PM 3 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 5 0 • 4:45 PM 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • 5:00 PM 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 • • Version 3.1 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Appendix B • Description of Level-of- • Service Methods and • Criteria • • • • • • • • • • • • • • • • • • • • Appendix B • • Level of Service Concept • Level of service (LOS) is a concept developed to quantify the degree of comfort (including such • elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or roadway segment. Six grades • are used to denote the various level of service from A to F.' • • Signalized Intersections The six level of service grades are described qualitatively for signalized intersections in Table B • 1. Additionally, Table B2 identifies the relationship between level of service and average control delay per • vehicle. Control delay is defined to include initial deceleration delay, queue move-up time, stopped • delay, and final acceleration delay. Using this definition, level of service D is generally considered to • represent the minimum acceptable design standard. • Table B1 • Level of Service Definitions (Signalized Intersections) • Level of Service Average Delay per Vehicle • A Very low average control delay,less than 10 seconds per vehicle.This occurs when • progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. • Average control delay is greater than 10 seconds per vehicle and less than or equal to 20 • seconds per vehicle.This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for a level of service A, causing higher levels of average delay. • Average control delay is greater than 20 seconds per vehicle and less than or equal to 35 • seconds per vehicle.These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level.The number of vehicles • stopping is significant at this level, although many still pass through the intersection without • stopping. D Average control delay is greater than 35 seconds per vehicle and less than or equal to 55 • seconds per vehicle.The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle length, or high • volume/capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping • declines. Individual cycle failures are noticeable. E Average control delay is greater than 55 seconds per vehicle and less than or equal to 80 • seconds per vehicle.This is usually considered to be the limit of acceptable delay.These high delay values generally(but not always) indicate poor progression, long cycle lengths, and high • volume/capacity ratios. Individual cycle failures are frequent occurrences. • F Average control delay is in excess of 80 seconds per vehicle.This is considered to be • unacceptable to most drivers.This condition often occurs with oversaturation. It may also occur at high volume/capacity ratios below 1.0 with many individual cycle failures. Poor progression • and long cycle lengths may also contribute to such high delay values. • • • • 1 Most of the material in this appendix is adapted from the Transportation Research Board, Highway Capacity • Manual, (2000). • • • • • • • • Table B2 • Level of Service Criteria for Signalized Intersections Level of Service Average Control Delay per Vehicle (Seconds) • A <10.0 • >10 and s20 • >20 and <_35 • >35 and <_55 • >55 and <_80 • >80 • • Unsignalized Intersections • Unsignalized intersections include two way stop controlled (TWSC) and all way stop controlled • (AWSC) intersections. The 2000 Highway Capacity Manual provides models for estimating control • delay at both TWSC and AWSC intersections. A qualitative description of the various service levels associated with an unsignalized intersection is presented in Table B3. A quantitative definition of level • of service for unsignalized intersections is presented in Table B4. Using this definition, level of service • E is generally considered to represent the minimum acceptable design standard. • • Table B3 Level of Service Criteria for Unsignalized Intersections • • Level of Service Average Delay per Vehicle to Minor Street • A • Nearly all drivers find freedom of operation. • • Very seldom is there more than one vehicle in queue. B • Some drivers begin to consider the delay an inconvenience. • • Occasionally there is more than one vehicle in queue. • C • Many times there is more than one vehicle in queue. Most drivers feel restricted, but not objectionably so. • . D • Often there is more than one vehicle in queue. • • Drivers feel quite restricted. • • Represents a condition in which the demand is near or equal to the probable maximum number of vehicles that can be accommodated by the movement. • • There is almost always more than one vehicle in queue. • Drivers find the delays approaching intolerable levels. • • Forced flow. • F • Represents an intersection failure condition that is caused by geometric and/or operational constraints external to the intersection. • • • • • • • • • • • • • • • • • Table B4 • Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay per Vehicle (Seconds) • A <10.0 • >10.0 and 515.0 • >15.0 and<_25.0 • >25.0 and S 35.0 • >35.0 and S.50.0 • >50.0 • • It should be noted that the level of service criteria for unsignalized intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers • expect different levels of performance from different kinds of transportation facilities. The expectation is • that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, there are a number of driver behavior considerations that combine to make • delays at signalized intersections less onerous than at unsignalized intersections. For example, drivers at • signalized intersections are able to relax during the red interval, while drivers on the minor street • approaches to TWSC intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by • individual drivers at unsignalized intersections than signalized intersections. For these reasons, it is • considered that the control delay threshold for any given level of service is less for an unsignalized • intersection than for a signalized intersection. While overall intersection level of service is calculated for • AWSC intersections, level of service is only calculated for the minor approaches and the major street left turn movements at TWSC intersections. No delay is assumed to the major street through • movements. For TWSC intersections, the overall intersection level of service remains undefined: level- • of-service is only calculated for each minor street lane. • In the performance evaluation of TWSC intersections, it is important to consider other measures of • effectiveness (MOE's) in addition to delay, such as v/c ratios for individual movements, average queue • lengths, and 95th-percentile queue lengths. By focusing on a single MOE for the worst movement only, • such as delay for the minor-street left turn, users may make inappropriate traffic control decisions. The • potential for making such inappropriate decisions is likely to be particularly pronounced when the HCM level-of-service thresholds are adopted as legal standards, as is the case in many public agencies. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Appendix C • Existing Conditions Level- • of-Service Worksheets • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Existing AM Wed Sep 7, 2005 09:23:18 Page 1-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard., Oregon Upper Boones Ferry Rezone -- Tigard, Oregon . Existing Conditions -- Weekday AM Peak Hour Existing Conditions -- Weekday AM Peak Hour Scenario Report Impact Analysis Report Scenario: Existing AM Level Of Service Command: Existing AM Intersection Base Future Change Volume: Existing AM Del/ V/ Del/ V/ in Geometry: Exisiting AM LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road A 8.7 0.000 A 8.7 0.000 + 0.000 D/V Trip Generation: NULL Trip Distribution: NULL # 2 SW.Upper Boones/SW Durham Rd D 39.7 0.791 D 39.7 0.791 + 0.000 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's B 14.8 0.000 B 14.8 0.000 + 0.000 D/V Configuration: Existing AM # 4 Upper Boones Ferry Rd/Fanno Cr C 15.2 0.000 C 15.2 0.000 + 0.000 D/V # 5 Upper Boones Ferry Rd/Pacific C 15.4 0.000 C 15.4 0.000 + 0.000 D/V # 6 Upper Boones Ferry Rd/Tru-Gree A 0.0 0.000 A 0.0 0.000 + 0.000 D/V • # 7 Upper Boones Ferry Rd/Tru-Gree A 0.0 0.000 A 0.0 0.000 + 0.000 D/V # 8 SW Upper Boones/72nd Ave (sout B 14.3 0.678 B 14.3 0.678 + 0.000 D/V # 10 72nd Ave (north)/SW Upper Boon C 24.1 0.673 C 24.1 0.673 + 0.000 D/V # 11 Sequoia Pkwy/SW Upper Boones B 15.7 0.625 8 15.7 0.625 + 0.000 D/V • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND e i 7533EXAM.OUT 9-7-105 9:23a Page 1 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 Existing AM Wed Sep 7, 2005 09:23:18 Page 3-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday AM Peak Hour Existing Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.2 Worst Case Level Of Service: At 8.7] Cycle (sec): 120 Critical Vol./Cap. (X): 0.791 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 39.7 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 90 Level Of Service: D Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road I II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R. L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: Protected Protected Protected Protected I II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 0 0 0 10 0 11 19 1172 0 0 504 49 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 I 4111 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 10 0 11 19 1172 0 0 504 49 Volume Module: II II II User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 11 0 12 20 1234 0 0 531 52 Initial Bse: 131 294 3 49 152 247 471 463 229 5 181 20 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 11 0 12 20 1234 0 0 531 52 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 146 328 3 55 170 275 525 516 255 6 202 22 Critical Gap lModule: II II II Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.3 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 146 328 3 55 170 275 525 516 255 6 202 22 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 I II II II I MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: Final Vol.: 146 328 3 55 170 275 525 516 255 6 202 221 Cnflict Vol: xxxx xxxx xxxxx 1830 xxxx 556 582 xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx 83 xxxx 525 987 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 81 xxxx 525 987 xxxx xxxxx xxxx xxxx xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: xxxx xxxx xxxx 0.13 xxxx 0.02 0.02 xxxx xxxx xxxx xxxx xxxx Adjustment: 0.92 0.97 0.97 0.91 0.96 0.82 0.93 0.98 0.83 0.89 0.92 0.92 Lanes: 1.00 0.99 0.01 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90 0.10 Level Of Service Module: II II II Final Sat.: 1753 1824 19111736 1828 1554111769 1862 1583111688 1576 1741 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.7 xxxx xxxxx xxxxx xxxx xxxxx Capacity Ana ysis Module: LOS by Move: * * * * * * A * * * * * Vol/Sat: 0.08 0.18 0.18 0.03 0.09 0.18 0.30 0.28 0.16 0.00 0.13 0.13 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx 1002 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Green/Cycle: 0.11 0.28 0.28 0.05 0.22 0.22 0.38 0.53 0.53 0.01 0.16 0.16 • SharedQueue:xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.79 0.64 0.64 0.64 0.41 0.79 0.79 0.52 0.30 0.52 0.79 0.79 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 8.7 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 72.7 40.6 40.6 71.4 40.5 55.6 39.7 18.8 15.9 99.2 62.3 62.3 Shared LOS: * * * * A * * * * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx 8.7 xxxxxx xxxxxx AdjDel/Veh: 72.7 40.6 40.6 71.4 40.5 55.6 39.7 18.8 15.9 99.2 62.3 62.3 ApproachLOS: * A * * HCM2kAvg: 8 11 11 3 6 12 20 12 5 1 10 10 ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A Hi 9 7533EXAM.OUT 9-7-105 9:23a Page 2 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 Existing AM Wed Sep 7, 2005 09:23:18 Page 5-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 6-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday AM Peak Hour Existing Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.2 Worst Case Level Of Service: BE 14.8) Average Delay (sec/veh): 0.3 Worst Case Level Of Service: C( 15.2] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fenno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - I - R L - T - R L - I - R I II II II I I II II II I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 I II II II I Volume Module: , Volume Module: Base Vol: 1 792 0 0 440 12 9 0 8 0 0 0 Base Vol: 1 804 0 0 443 6 14 0 9 0 0 0 • Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 1 792 0 0 440 12 9 0 8 0 0 0 Initial Bse: 1 804 0 0 443 6 14 0 9 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 1 834 0 0 463 13 9 0 8 0 0 0 PHF Volume: 1 846 0 0 466 6 15 0 9 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 1 834 0 0 463 13 9 0 8 0 0 0 Final Vol.: 1 846 0 0 466 6 15 0 9 0 0 0 Critical Gap Module: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 6.3 xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.6 xxxx 3.4 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx II II II Capacity Module : I1 I1 II Capacity Module: p y Cnflict Vol: 476 xxxx xxxxx xxxx xxxx xxxxx 1305 xxxx 469 xxxx xxxx xxxxx Cnflict Vol: 473 xxxx xxxxx xxxx xxxx xxxxx 1318 xxxx 469 xxxx xxxx xxxxx Potent Cap.: 1076 xxxx xxxxx xxxx xxxx xxxxx 170 xxxx 578 xxxx xxxx xxxxx Potent Cap.: 1079 xxxx xxxxx xxxx xxxx xxxxx 175 xxxx 598 xxxx xxxx xxxxx Move Cap.: 1076 xxxx xxxxx xxxx xxxx xxxxx 170 xxxx 578 xxxx xxxx xxxxx Move Cap.: 1079 xxxx xxxxx xxxx xxxx xxxxx 175 xxxx 598 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 298 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 307 0 xxxxx 0 0 xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.03 xxxx 0.01 xxxx xxxx xxxx ' Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.05 xxxx 0.02 xxxx xxxx xxxx I II II II I Level Of Service Module: II II II Level Of Service Module: Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.3 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.3 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT • Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 386 xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 379 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 14.8 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.2 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * B * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 14.8 xxxxxx ApproachDel: xxxxxx xxxxxx 15.2 xxxxxx ApproachLOS: * * B * ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND 7533EXAM.0UT 9-7-105 9:23a Page 3 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 III III III III III III III III III III 411 III III III III III III III III Existing AM Wed Sep 7, 2005 09:23:18 Page 7-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 8-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday AM Peak Hour Existing Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #6 Upper Boones Ferry Rd/Tru-Green (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.4 Worst Case Level Of Service: CI 15.4] Average Delay (sec/veh): 0.0 Worst Case Level Of Service: At 0.0] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Street Name: SW Upper Boones Ferry Road Tru-Green south driveway Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include . Rights: Include Include Include Include Lanes: 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 0 0 0 1! 0 0 0 0 0 0 0 Volume Module: Volume Module: Base Vol: 0 821 0 37 449 0 0 0 0 0 0 9 Base Vol: 0 835 0 0 486 0 0 0 0 0 0 0 • Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 821 0 37 449 0 0 0 0 0 0 9 Initial Bse: 0 835 0 0 486 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 864 0 39 473 0 0 0 0 0 0 9 PHF Volume: 0 879 0 0 512 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 . 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 864 0 39 473 0 0 0 0 0 0 9 Final Vol.: 0 879 0 0 512 0 0 0 0 0 0 0 II II II I I I I II I I Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.2 Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 3.3 FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Capacity Module: Cnflict Vol: xxxx xxxx xxxxx 864 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 864 Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx 770 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 357 Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 770 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 357 Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx 0.05 xxxx xxxx xxxx xxxx xxxx xxxx xxxx 0.03 ' Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service II II II I ice Module: Level Of Service II II II ice Module: Queue: xxxxx xxxx xxxxx 0.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 0.1 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx 9.9 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 15.4 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * A * * * * * * * C LOS by Move: * * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT • Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * * * * * * ApproachDel: xxxxxx xxxxxx xxxxxx 15.4 ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachLOS: * * * C ApproachLOS: * * * * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND r 1 7533EXAM.OUT 9-7-105 9:23a Page 4 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 III 411 411 111 Existing AM Wed Sep 7, 2005 09:23:18 Page 9-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday AM Peak Hour Existing Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #7 Upper Boones Ferry Rd/Tru-Green (north) Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.0 Worst Case Level Of Service: A[ 0.0] Cycle (sec): 100 Critical Vol./Cap. (X): 0.678 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 14.3 Street Name: SW Upper Boones Ferry Road Tru-Green north driveway Optimal Cycle: 57 Level Of Service: B Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) I II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 II 0 0 1! 0 0 II 0 0 0 0 0 1 Control: I Protected II Protected II Permitted I Permitted 1 II Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 0 835 0 0 486 8 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 • Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 835 0 0 486 8 0 0 0 0 0 0 Volume Module: II II I User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Base Vol: 2 825 13 113 492 2 5 1 83 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 PHF Volume: 0 879 0 0 512 8 0 0 0 0 0 0 Initial Bse: 2 825 13 113 492 2 5 1 83 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 Final Vol.: 0 879 0 0 512 8 0 0 0 0 0 0 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.9 0.9 0.9 0.97 0.97 0.97 I II II II I PHF Volume: 2 853 13 117 509 2 5 1 86 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 2 853 13 117 509 2 5 1 86 FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 I II II II I MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 Capacity Module: Final Vol.: 2 853 13 117 509 2 5 1 86 Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx II II II I Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Adjustment: 0.93 0.98 0.98 0.91 0.96 0.96 1.00 1.00 1.00 0.71 0.71 0.71 Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Lanes: 1.00 0.98 0.02 1.00 0.99 0.01 0.00 1.00 0.00 0.83 0.17 1.00 I II II Final Sat.: 1769 1829 29111736 1819 7ll 0 1900 0111131 226 13571 Level Of Service Module: Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Vol/Sat: 0.00 0.47 0.47 0.07 0.28 0.28 0.00 0.00 0.00 0.00 0.00 0.06 LOS by Move: * * * * * * * * * * * * Crit Moves: **** **** **** Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Green/Cycle: 0.00 0.69 0.69 0.10 0.78 0.78 0.00 0.00 0.00 0.09 0.09 0.09 410 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx Volume/Cap: 0.36 0.68 0.68 0.68 0.36 0.36 0.00 0.00 0.00 0.05 0.05 0.68 SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 83.7 10.6 10.6 53.9 3.4 3.4 0.0 0.0 0.0 41.5 41.5 57.7 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Shared LOS: * * * * * * * * * * * * AdjDel/Veh: 83.7 10.6 10.6 53.9 3.4 3.4 0.0 0.0 0.0 41.5 41.5 57.7 ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx HCM2kAvg: 0 16 16 5 5 5 0 0 0 0 0 4 ApproachLOS: * * * * ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S S 7533EXAM.OUT 9-7-105 9:23a Page 5 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 Existing AM Wed Sep 7, 2005 09:23:18 Page 11-1 Existing AM Wed Sep 7, 2005 09:23:18 Page 12-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday AM Peak. Hour Existing Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.673 Cycle (sec): 100 Critical Vol./Cap. (X): 0.625 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 24.1 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 15.7 Optimal Cycle: 65 Level Of Service: C Optimal Cycle: 60 Level Of Service: B ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 • Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: II II II Volume Module: II II II Base Vol: 6 310 584 144 180 11 11 4 441 55 179 Base Vol: 5 6 5 192 7 72 80 638 13 17 635 626 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 6 310 584 144 180 11 11 4 441 55 179 Initial Bse: 5 6 5 192 7 72 80 638 13 17 635 626 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.9 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 PHF Volume: 6 327 615 152 190 12 12 4 465 58 189 PHF Volume: 5 6 5 196 7 74 82 651 13 17 648 639 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 6 327 615 152 190 12 12 4 465 58 189 Reduced Vol: 5 6 5 196 7 74 82 651 13 17 648 639 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 6 327 615 152 190 12 12 4 465 58 189 Final Vol.: 5 6 5 196 7 74 82 651 13 17 648 639 Saturation Flow Module: I I I I II I Saturation Flow Module: I I I I I I I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.88 0.93 0.79 0.84 0.88 0.88 0.84 0.85 0.85 0.89 0.83 0.83 Adjustment: 0.90 0.88 0.88 0.93 0.93 0.83 0.87 0.87 0.87 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.94 0.06 1.00 0.73 0.27 1.00 0.24 0.76 Lanes: 1.00 0.55 0.45 1.93 0.07 1.00 1.00 1.96 0.04 1.00 1.00 1.00 Final Sat.: 1671 1759 1495 1597 1570 96 1597 1184 430 1688 370 1203 Final Sat.: 1702 911 759 3396 124 1568 1655 3235 66 1736 1828 1554 II II II I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.00 0.19 0.41 0.09 0.12 0.12 0.01 0.01 0.01 0.28 0.16 0.16 Vol/Sat: 0.00 0.01 0.01 0.06 0.06 0.05 0.05 0.20 0.20 0.01 0.35 0.41 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.28 0.68 0.14 0.40 0.40 0.01 0.01 0.01 0.41 0.41 0.41 Green/Cycle: 0.01 0.01 0.01 0.09 0.09 0.09 0.08 0.70 0.70 0.03 0.66 0.66 Volume/Cap: 0.30 0.67 0.60 0.67 0.30 0.30 0.38 0.67 0.67 0.67 0.38 0.38 Volume/Cap: 0.28 0.63 0.63 0.63 0.63 0.51 0.63 0.29 0.29 0.29 0.54 0.63 .0 Delay/Veh: 56.7 35.9 9.5 48.5 20.4 20.4 59.6 106 105.8 26.7 21.1 21.1 Delay/Veh: 57.2 103 102.6 47.5 47.5 46.2 53.8 5.6 5.6 49.7 9.6 11.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 .1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.7 35.9 9.5 48.5 20.4 20.4 59.6 106 105.8 26.7 21.1 21.1 AdjDel/Veh: 57.2 103 102.6 47.5 47.5 46.2 53.8 5.6 5.6 49.7 9.6 11.2 HCM2kAvg: 1 10 11 6 4 4 1 1 1 13 5 5 HCM2kAvg: 0 1 1 4 4 3 4 4 4 1 11 12 ******************************************************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 1 7533EXAM.OUT 9-7-105 9:23a Page 6 of 6 0 . 00 . 0 • • • • • 0 • • 0 • • 0 . 0 . 0 • • • • • • • • • • • • • • • • • • • •. • Existing PM Wed Sep 7, 2005 09:23:25 Page 1-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Scenario Report Impact Analysis Report Scenario: Existing PM Level Of Service Command: Existing PM Intersection Base Future Change Volume: Existing PM Del/ V/ Del/ V/ in Geometry: Exisiting PM LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road C 21.4 0.000 C 21.4 0.000 + 0.000 D/V Trip Generation: NULL Trip Distribution: NULL # 2 SW Upper Boones/SW Durham Rd E 55.6 0.941 E 55.6 0.941 + 0.000 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's A 0.0 0.000 A 0.0 0.000 + 0.000 D/V Configuration: Existing PM # 4 Upper Boones Ferry Rd/Fanno Cr C 17.9 0.000 C 17.9 0.000 + 0.000 D/V # 5 Upper Boones Ferry Rd/Pacific B 13.9 0.000 B 13.9 0.000 + 0.000 D/V # 6 Upper Boones Ferry Rd/Tru-Gree C 18.3 0.000 C 18.3 0.000 + 0.000 D/V • # 7 Upper Boones Ferry Rd/Tru-Gree C 18.1 0.000 C 18.1 0.000 + 0.000 D/V # 8 SW Upper Boones/72nd Ave (sout C 22.1 0.713 C 22.1 0.713 + 0.000 D/V # 10 72nd Ave (north)/SW Upper Boon C 31.0 0.777 C 31.0 0.777 + 0.000 D/V # 11 Sequoia Pkwy/SW Upper Boones C 23.2 0.636 C 23.2 0.636 + 0.000 D/V 0 Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 7533EXPM.OUT 9-7-105 9:23a Page 1 of 6 Existing PM Wed Sep 7, 2005 09:23:26 Page 3-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.7 Worst Case Level Of Service: Cl 21.4) Cycle (sec): 120 Critical Vol./Cap. (X): 0.941 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 55.6 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 154 Level Of Service: E Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road I II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II I Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: Protected Protected Protected Protected 1 II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 0 0 0 29 0 29 16 841 0 0 1102 18 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 • Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 29 0 29 16 841 0 0 1102 18 Volume Module: II II I User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 31 0 31 17 885 0 0 1160 19 Initial Bse: 280 307 10 33 437 438 300 299 298 13 413 11 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 31 0 31 17 885 0 0 1160 19 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 PHF Volume: 290 317 10 34 452 453 310 309 308 13 427 11 Critical Gap lModule: II II II Reduct Vol: 0 0 0 0 0 180 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 290 317 10 34 452 273 310 309 308 13 427 11 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 I II II II I MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: Final Vol.: 290 317 10 34 452 273 310 309 308 13 427 111 Cnflict Vol: xxxx xxxx xxxxx 2088 xxxx 1169 1179 xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx 58 xxxx 235 585 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 57 xxxx 235 585 xxxx xxxxx xxxx xxxx xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: xxxx xxxx xxxx 0.54 xxxx 0.13 0.03 xxxx xxxx xxxx xxxx xxxx Adjustment: 0.93 0.98 0.98 0.93 0.98 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Lanes: 1.00 0.97 0.03 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.03 • Level Of Service Module: II II II I Final Sat.: 1769 1794 58111769 1862 1583111769 1862 1583111787 1825 491 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 11.3 xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: LOS by Move: * * * * * * B * * * * * Vol/Sat: 0.16 0.18 0.18 0.02 0.24 0.17 0.18 0.17 0.19 0.01 0.23 0.23 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx 281 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Green/Cycle: 0.17 0.39 0.39 0.04 0.26 0.26 0.19 0.42 0.42 0.02 0.25 0.25 0 SharedQueue:xxxxx xxxx xxxxx xxxxx 0.8 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.94 0.45 0.45 0.45 0.94 0.67 0.94 0.40 0.46 0.46 0.94 0.94 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 21.4 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 85.0 27.6 27.6 60.4 70.6 44.2 82.6 24.6 25.7 69.9 71.7 71.7 Shared LOS: * * * * C * * * * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx 21.4 xxxxxx xxxxxx AdjDel/Veh: 85.0 27.6 27.6 60.4 70.6 44.2 82.6 24.6 25.7 69.9 71.7 71.7 ApproachLOS: * C * * HCM2kAvg: 15 9 9 2 21 10 16 8 8 1 20 20 ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A 1 7533EXPM.OUT 9-7-105 9:23a Page 2 of 6 • • • • • • • • • • • • 0000 • • • • • • • • • • • • • • • • ` • • • • • • • • • • Existing PM Wed Sep 7, 2005 09:23:26 Page 5-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 6-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.0 Worst Case Level Of Service: At 0.0] Average Delay (sec/veh): 0.2 Worst Case Level Of Service: C[ 17.9] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fanno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 II II II I I II II II Volume Module: Volume Module: Base Vol: 0 610 0 0 900 3 0 0 0 0 0 0 Base Vol: 4 605 0 0 890 4 5 0 7 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 610 0 0 900 3 0 0 0 0 0 0 Initial Bse: 4 605 0 0 890 4 5 0 7 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 642 0 0 947 3 0 0 0 0 0 0 PHF Volume: 4 637 0 0 937 4 5 0 7 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 642 0 0 947 3 0 0 0 0 0 0 Final Vol.: 4 637 0 0 937 4 5 0 7 0 0 0 II II II I I II II II Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx II II II Capacity Module : II II II Capacity Module: P Y Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Cnflict Vol: 941 xxxx xxxxx xxxx xxxx xxxxx 1584 xxxx 939 xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 724 xxxx xxxxx xxxx xxxx xxxxx 121 xxxx 323 xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 724 xxxx xxxxx xxxx xxxx xxxxx 120 xxxx 323 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 255 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.02 xxxx xxxx xxxx Ii II II II I Level Of Service Module: II II II Level Of Service Module: Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 10.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * * * * * * * * * * LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx ' Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 291 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.9 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * C * * * * • A roachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachDel: xxxxxx xxxxxx 17.9 xxxxxx ApproachLOS: * * * * ApproachLOS: * * C * • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S * O 3 • 7533EXPM.OUT 9-7-105 9:23a Page 3 of 6 Existing PM Wed Sep 7, 2005 09:23:26 Page 7-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 8-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #6 Upper Boones Ferry Rd/Tru-Green (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.5 Worst Case Level Of Service: BE 13.9] Average Delay (sec/veh): 0.1 Worst Case Level Of Service: C[ 18.3] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Street Name: SW Upper Boones Ferry Road Tru-Green south driveway Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R Control: I II II II Uncontrolled Uncontrolled Stop Sign Stop Sign I Control: I Uncontrolled II Uncontrolled II II Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 0 0 1 0 1 0 1 0 0 0 0 ' 0 0 0 1 0 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 0 0 0 1! 0 0 0 0 0 0 0 Volume Module: Volume Module: Base Vol: 0 605 3 9 885 0 0 0 0 5 0 43 Base Vol: 1 645 0 0 883 0 5 0 4 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 605 3 9 885 0 0 0 0 5 0 43 Initial Bse: 1 645 0 0 883 0 5 0 4 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: •0 637 3 9 932 0 0 0 0 5 0 45 PHF Volume: 1 679 0 0 929 0 5 0 4 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 637 3 9 932 0 0 0 0 5 0 45 Final Vol.: 1 679 0 0 929 0 5 0 4 0 0 0 Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx Capacity Module: Capacity Module: Cnflict Vol: xxxx xxxx xxxxx 640 xxxx xxxxx xxxx xxxx xxxxx 1589 xxxx 638 Cnflict Vol: 929 xxxx xxxxx xxxx xxxx xxxxx 1611 xxxx 929 xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx 939 xxxx xxxxx xxxx xxxx xxxxx 120 xxxx 480 Potent Cap.: 732 xxxx xxxxx xxxx xxxx xxxxx 116 xxxx 327 xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 939 xxxx xxxxx xxxx xxxx xxxxx 119 xxxx 480 Move Cap.: 732 xxxx xxxxx xxxx xxxx xxxxx 116 xxxx 327 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 253 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 252 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx 0.01 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.09 Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.01 xxxx xxxx xxxx Level Of Service Module: II II II I Level Of Service II II II ice Module: Queue: xxxxx xxxx xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx 0.3 Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx 8.9 xxxx xxxxx xxxxx xxxx xxxxx 19.6 xxxx 13.3 Stopped Del: 9.9 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * A * * * * * C * B LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT • Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 281 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.3 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * C * * * * A roachDel: xxxxxx xxxxxx xxxxxx 13.9 ApproachDel: xxxxxx xxxxxx 18.3 xxxxxx ApproachLOS: * * * B ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S P v a E 7533EXPM.OUT 9-7-105 9:23a Page 4 of 6 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 111 III III III III III III III III III III III 111 III III • Existing PM Wed Sep 7, 2005 09:23:26 Page 9-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #7 Upper Boones Ferry Rd/Tru-Green (north) Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.1 Worst Case Level Of Service: C[ 18.1] Cycle (sec): 100 Critical Vol./Cap. (X): 0.713 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 22.1 Street Name: SW Upper Boones Ferry Road Tru-Green north driveway Optimal Cycle: 61 Level Of Service: C Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) II II II a Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II I Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Volume Module: II II I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 • Base Vol: 1 645 0 0 873 1 5 0 4 0 0 0 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 I II II II e Initial Bse: 1 645 0 0 873 1 5 0 4• 0 0 0 Volume Module: User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Base Vol: 641 6 148 838 1 3 2 31 234 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 PHF Volume: 1 679 0 0 919 1 5 0 4 0 0 0 Initial Bse: 641 6 148 838 1 3 2 31 234 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 Final Vol.: 1 679 0 0 919 1 5 0 4 0 0 0 PHF Adj: 0.9 0.97 0.97 0.97 0.97 0.9 0.97 0.97 0.97 0.97 0.9 0.97 PHF Volume: 662 6 153 865 1 3 2 32 242 Critical Gap lModule: ee II I Reduct Vol: 0 0 0 0 0 0 0 0 0 Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx Reduced Vol: 662 6 153 865 1 3 2 32 242 FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx PCE Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 MLF Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 Capacity Module: II II Final Vol.: 662 6 153 865 II 1 3 2 32 2421 Cnflict Vol: 920 xxxx xxxxx xxxx xxxx xxxxx 1601 xxxx 919 xxxx xxxx xxxxx Potent Cap.: 738 xxxx xxxxx xxxx xxxx xxxxx 118 xxxx 331 xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: 738 xxxx xxxxx xxxx xxxx xxxxx 118 xxxx 331 xxxx xxxx xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 254 0 xxxxx 0 0 xxxxx Adjustment: 1.00 0.97 0.97 0.92 0.97 1.00 0.94 0.94 0.94 0.74 1.00 0.80 Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.01 xxxx xxxx xxxx Lanes: 1.00 0.99 0.01 1.00 1.00 0.00 0.17 0.50 0.33 1.00 0.00 1.00 Level Of Service Module: II le II Final Sat.: 1900 1826 17111753 1845 0 297 890 593111410 0 15231 Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: Stopped Del: 9.9 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Vol/Sat: 0.00 0.36 0.36 0.09 0.47 0.00 0.00 0.00 0.00 0.02 0.00 0.16 LOS by Move: A * * * * * * * * * * * Crit Moves: **** **** **** Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Green/Cycle: 0.00 0.53 0.53 0.13 0.66 0.00 0.22 0.22 0.22 0.22 0.00 0.22 • Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 283 xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 0.68 0.68 0.68 0.71 0.00 0.02 0.02 0.02 0.10 0.00 0.71 Sharedoueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Delay/Veh: 0.0 19.3 19.3 50.1 13.1 0.0 30.4 30.4 30.4 31.1 0.0 42.9 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.1 xxxxx xxxxx xxxx xxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Shared LOS: * * * * * * * C * * * * AdjDel/Veh: 0.0 19.3 19.3 50.1 13.1 0.0 30.4 30.4 30.4 31.1 0.0 42.9 ApproachDel: xxxxxx xxxxxx 18.1 xxxxxx HCM2kAvg: 0 16 16 6 18 0 0 0 0 1 0 8 ApproachLOS: * * C * ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND . P v D_ 7533EXPM.OUT 9-7-105 9:23a Page 5 of 6 Existing PM Wed Sep 7, 2005 09:23:26 Page 11-1 Existing PM Wed Sep 7, 2005 09:23:26 Page 12-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon Existing Conditions -- Weekday PM Peak Hour Existing Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.777 Cycle (sec): 100 Critical Vol./Cap. (X): 0.636 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 31.0 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 23.2 Optimal Cycle: 82 Level Of Service: C Optimal Cycle: 61 Level Of Service: C ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II f I II II II I Control: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 I II II II I I II II II I Volume Module: Volume Module: Base Vol: 16 375 511 175 451 13 11 49 12 497 24 59 Base Vol: 11 12 24 466 3 92 63 710 1 462 446 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 Initial Bse: 16 375 511 175 451 13 11 49 12 497 24 59 Initial Bse: 11 12 24 466 3 92 63 710 1 462 446 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.9 0.90 0.90 PHF Volume: 17 391 532 182 470 14 11 51 13 518 25 61 PHF Volume: 12 13 27 519 3 102 70 790 1 514 496 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 17 391 532 182 470 14 11 51 13 518 25 61 Reduced Vol: 12 13 27 519 3 102 70 790 1 514 496 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 Final Vol.: I 17 391 532 182 470 14 11 51 13 518 25 61 Final Vol.: I 12 13 27 519 3 102 70 790 1 514 496 Saturation Flow Module: II II II I Saturation Flow Module: II II II Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.97 0.83 0.92 0.97 0.97 0.92 0.94 0.94 0.90 0.85 0.85 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.90 0.90 0.90 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.97 0.03 1.00 0.80 0.20 1.00 0.29 0.71 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 Final Sat.: 1753 1845 1568 1753 1786 51 1753 1438 352 1718 467 1148 Final Sat.: 1702 538 1075 3494 22 1568 1702 3399 5 1736 1828 1554 II II II I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.01 0.21 0.34 0.10 0.26 0.26 0.01 0.04 0.04 0.30 0.05 0.05 Vol/Sat: 0.01 0.02 0.02 0.15 0.15 0.07 0.04 0.23 0.23 0.00 0.28 0.32 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.27 0.66 0.13 0.39 0.39 0.05 0.05 0.05 0.39 0.39 0.39 Green/Cycle: 0.04 0.04 0.04 0.23 0.23 0.23 0.06 0.56 0.56 0.01 0.50 0.50 • Volume/Cap: 0.67 0.78 0.51 0.78 0.67 0.67 0.14 0.78 0.78 0.78 0.14 0.14 Volume/Cap: 0.18 0.64 0.64 0.64 0.64 0.28 0.64 0.42 0.42 0.42 0.56 0.64 Delay/Veh: 102.5 41.1 9.2 56.9 27.5 27.5 46.5 83.6 83.6 32.6 20.0 20.0 Delay/Veh: 47.8 66.8 66.8 36.1 36.1 31.8 57.2 13.0 13.0 63.6 18.0 19.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 102.5 41.1 9.2 56.9 27.5 27.5 46.5 83.6 83.6 32.6 20.0 20.0 AdjDel/Veh: 47.8 66.8 66.8 36.1 36.1 31.8 57.2 13.0 13.0 63.6 18.0 19.9 HCM2kAvg: 2 13 9 8 13 13 0 4 4 16 2 2 HCM2kAvg: 1 2 2 8 8 3 3 7 7 1 11 12 ******************************************************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A_ 7533EXPM.OUT 9-7-105 9:23a Page 6 of 6 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 9 j5;..,(15 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:) TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING SW Upper Boones Ferry Road at SW Durham Road In Tigard 141 BEAVECTON-TUALATIN 20(10 - 2004 U I F. W CLASS INT-TIP VEHICLE C :I U 0 DATE COUNTY COMPNT CONN R RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH USE-TRLR MOVE A S JF.F.r. ' L 0 II R LAY CITY SILL TIP FIRST STREET DIRECT LEGS TRAP- RNDBT SURF COLL OWNER FROM PRTC 171.1 G E LICNS PED INVEST P 1 L C TIME URBAN AREA MILEPNT SECOND STREET LOCTN (ILANES) CNTL DRVWY LIGHT SVRTY VI TYPE TO P1 TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE ::fl_ N II II 11 II 05'13;2000 WASHINGTON 16 INTER CROSS 11 1) CLR S-1STOP 1 NONE U STRGHT 07 Ni1IE Sun TIGAF.0 0 SW DURHAM RC NW UNKNOWN N DRY REAR PRVTE NW SE 000 10A PORTLAND UA U 7.71 SW UPPER BOONES F 56 0 PI DAY INJ PSNGR CA 1 DRV NONE 27 M OR-Y 026 07 OR<25 2 NONE U STOP PRVTE NW SE 011 PSNGR CA 1 DRV INJC 33 F OR-Y 000 OR<25 • .:j0 el II II !I II II 03'06/2000 WASHINGTON l6 INTER CROSS U N CLR AHGL-OT 1 NONE 0 STRGHT 04 Wed TIGARD 0 SW DURHAM RD CN TOP SIGNAL 11 CRY ANGL PRVTE NW SE 000 71, PORTLAND I'.A 0 7.71 SW UPPER BOONES F 03 0 • N DUSK INJ PSNGP CA 1 DRY INJC 26 M OR-Y 000 00<25 2 PSN INJB 23 F 3 PSN INJC 26 M 4 PSN NO<5 05 M • 2 NONE 0 STRGHT PRVTE NE SW PSNGR CA 1 DRV INJB 37 M OR-Y 020 0314 04 0R<25 • • • • • :.I>(Eil ` 1�.._llO5 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:2 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING SW Upper BoonGS Ferry Road at SW Durham Road in Tigard .. JIII NGI'Ill1 COUNTY CITY OF TIC 2000 - 20(14 C I R S W ROAD- [NT-T'iP CRASH VEHICLE FAUCO DATE CLASS CITY STREET CHAR (MEDIAN) INT-REL OFF-RD WTHR TYPE USE /TRLR MOVE A S JI.J4. E L H R DAY DIST FROM FIP.ST STREET DIRECT LEGS TRAF- RNDBT SURF COLL OWNER FROM PRTC- G E LICNS FED INVE;,': F h TINE INTERSECT SECOND STREET LOCTN (!LANES) CONTL ORVWI LIGHT SEV V/TYPE TO PI TYPE INJ E X RES LOC ERROR ACT EVENT CAUSE .I '.. "p I: II U M S€/20/2004 16 DURHAM RD INTER CROSS N N CLR ANGL-OT 1 NONE STRGH 093 01,27 CuUNT :0un 0 UPPER BOONES PEP 'CN TRF SIGNAL pl DRY ANGL PRVTE NE SW 000 00 IA 03 99 N DLIT PDO PSNGR CA 1 DRV NONE 18 F OP-Y 016,024 03H 093 10,27 OR<25 2 POLO STRGH PUBLC NW SE 000 00 PSNGR CA 1 DRV NONE 28 M OR-Y 000 000 00 OR<25 • • II :I N N N 02.1?.i2N01 lb SW DURHAM RD INTER CROSS N N CLD S-ISTOP 1 NONE 0 STRGH 10 IIi4IE, Thn• (1 SW UPPEP. BOONES F SW TPF SIGNAL N DRY PEAR PRVTE SW NE 000 HA 06 0 N DAY PDO PSNGR CA 1 DRV NONE 40 N OR-f 026 10 OR<25 2 NONE 0 STOP PRVTE SW NE 011 PSNGR CA 1 DRV NONE 00 M UNK 000 ' UNK •- •I" O (I N N N 03/::I.2001 16 SW DURHAM P.O INTER CROSS II N CLR S-15TOP 1 NONE 0 STRGH 07 11.4:0 Wed 0 SW UPPER BOONES F NW TRF SIGNAL N DAY REAR PRVTE NW SE 000 12P 06 0 N DAY PDO PSNGR CA 1 DRV NONE 45 M OR-Y 026 07 OR<25 2 NONE 0 STOP PRVTE NW SE Nil PSNGR CA 1 DRV NONE 57 M OR-Y 000 OR<25 :110' II II N N N 05/29/2001 16 SW DURHAM RD INTER 3-LEG pi W CLR O-1STOP 1 NONE 0 BACK 10 1.91E Till 0 SW UPPER BOONES F NW TRF SIGNAL N DRY HEAD PRVTE SE NW UNK 06 0 N DAY PDO TRUCK 1 DRV NONE 48 M OR-Y 014 017 10 OR<25 2 NONE U STOP PRVTE NW SE 011 • PSNGR CA 1 DRV NONE 0(1 M UNK 000 UNK t Il!. II N 11 04i19,2003 16 SW DURHAM RD INTER CROSS 14 N CLR S-1TURN 1 NONE STRGH 07 11.4IE Fii 0 SW UPPER BOONES F NW TAF SIGNAL N DRY FEAR PRVTE NW SE 000 00 6A 06 0 N DAWN P00 PSNGR CA 1 DRV NONE 42 F OR-Y 026 000 07 OR<25 2 NCNE TURN- PRVTE NW SW 013 00 PSNGR CA 1 DRV NONE 32 M OR-Y 000 000 00 OR<25 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • -• S OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:: j5. !I TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING SW Upper Boones Ferry Road at SW Durham Road in Tigard YYSI11 I41::VFl COUNTS CITY CF TIG 2000 - 2004 F W • ROAD- tNT-T'OP CRASH VEHICLE A !I ° CATE CLASS CITY STREET CHAR (MEDIAN) IIIT-REL OFF-RD WTHR TYPE USE iTRLR MOVE A S E L G 11 R CA'I LIST FROM FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL OWNER FROM PRTC- G E LICKS RED INVEST I' L K TIME INTERSECT SECOND STREET LOCTN (*LANES) CONTL DRVWY LIGHT SEV VII TYPE TO Pt TypE INS E S RES LOC ERROR ACT EVENT CAUSE - ;I II I1 01i2Ir2003 16 SW DURHAM RD INTER CROSS N N CLR. ANGL-OT 1 NONE TURN- 01,06 Tae 0 SW UPPER BOONES F CN UNKNOWN N DRY TURN PRVTE NW SW 000 00 12P 04 0 N DAY PDO PSNGR CA 1 DRV NONE 17 M OR-Y 047,001 017 01,OH OR<25 2 NONE STOP PRVTE SE NW 011 00 PSNGP CA 1 DPV NONE 78 F OR-Y 000 000 50 OR<25 • • • • • • • • • • • • • • • • • • • • • • • • •• • • • • • • • • • • • • • • • • • • • •• • • • • • • • :4'16'2005 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:► • TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING SW Upper Booncs Fcrry Road at 5W 72nd Avenoc (north) rn Tigard . WASHIN5iN COUNTY CITY OF TIG 2000 - 2004 C . F. S W ROAD- INT-TIP CRASH VEHICLE A S C O DATE CLASS CITY STREET CHAR (MEDIAN) INT-R.EL OFF-RD WTHR TYPE USE iTRLR MOVE A S r F.. _ L ,,1 0 R DA'i LIST FROM FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL OWNER FROM PRTC- G E LICNS PEE LOVES)' - C S L K TIME INTERSECT SECOND STREET LOCTN MANES) CONTL DRVWY LIGHT SEV VA TYPE TO A TYPE INJ E X RES LOC ERROR 'ACT EVENT CAUSE '' 11 t II II 05:07;2003 16 SW UPPER BOONES F INTER 3-LEG FI h1 PAIN ANGL-ST 1 NONE 0 TURN- 01,00 I h,'IIE Wed 0 SW 72ND AVE N TP.F SIGNAL N WET TURN PRVTE NE N 001 00 7p 06 0 hl C.AV Ih1J PSNGR CA 1 DRV NONE 17 M OR-Y 001,080 017 01,08 OR<25 2 NONE U STOP PRVTE N S 012 00 PSNGR CA 1 CRV INJC 51 M OP-Y 000 000 00 OR<25 • II II II 11 N 0,> _7/2000 16 SW UPPER. BOONES F INTER 3-LEG N N CLR S-►STOP 1 NONE 0 STRGH 07 11'(0. Tuc 0 SW 72ND AVE NE TRF SIGNAL N DRY REAP PRVTE NE SW 000 7A. 06 0 N DAY PDO PSNGR. CA 1 DRV NONE 22 M OR-Y 026 07 OR>25 2 NONE 0 STOP PPVTE NE SW 011 PSNGR. CA 1 DRV NONE 00 M UNK 000 UNK !I 11 tl N 'N 11!22,2002 16 SW UPPER BOONES F INTER 3-LEG N (I CLR S-ISTOP 1 NONE 0 STRGH 07 O.NE Fri - 0 SW 72ND AVE NE TRF SIGNAL N DRY REAR PRVTE NE SW 000 4P 06 0 N DUSK FDO PSNGR CA 1 DRV NONE 35 M OR-'Y 026 07 OR<25 2 NONE 0 STOP ' PRVTE NE SW 011 PSNGR CA 1 CRV NONE 19 F OP-Y 000 OR>25 ••!1?'' I) ti N N N 04x'25/2200_ Ic SW UPPER BOONES F INTER 3-LEG N N CLR S-1STOP 1 NONE 0 STRGH 01 116 Thu 0 SW 72NC AVE S TRF SIGNAL N DRY REAR PRVTE S N 000 01 7A 06 0 N DAY INJ PSNGF CA 1 DRV NONE 30 M OR-Y 026 038 01 OR<25 2 NONE 0 STOP • PRVTE S N 011 • • PSNGR SNGR P. CA 1 CRV INJB 39 F O -Y 000 OR<25 •- •'I II 11 hl hl N 00,2H:2001 lb SW UPPER BOONES F IF1TEP 3-LEG N N CLR ANGL-OT 1 NONE 0 TURN- UB • 0,410 W00 0 SW 72ND AVE SF'I UNKNOWN N DRY REAR PPVTE SE NE 018 2P 06 Y DAY PDO PSNGR CA 1 DRV NONE 00 M UNK 001 08 UNK 2 NONE 0 STRGH PRVTE SW NE 00(1 PSNGR CA 1 DRV NONE 22 M OR-Y 000 0R<25 • • • y OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:: I9 `�� TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING SW Upper Boones Ferry Road at SW 72nd Avenue (north) In TI.aard WA;;HI(IGTON COUNTY CITV OF TV.) 2000 - 2004 D 1 R .. W ROAD- INT-TYP CRASH VEHICLE 'I'• I' C U LATE, CLANS CITY STREET CHAR (MEDIAN) INT-REL OFF-RD WTHR TYPE USE ,TRLR MOVE A S .,FI E L (I R DAY. DIST FROM FIRST STREET DIRECT LEGS TRAF- RNUBT SURF COLL OWNER FROM PRTC- G E LICNS PEG (`1.,.F.,• C' I. K TINE INTERSECT SECOND STREET LOCTN (ILANES) CONTL DRVWY LIGHT SE'. VI TYPE TO PI TYPE INJ E X RES LOC ERROR ACT EVENT CAUSE ` II 11 II N N 08/08/2001 16 SW UPPER BOONES F INTER CROSS 11 N CLR. ANGL-ST 1 NONE 1 TURN- 08 'I fl Wed 5 SW 72ND AVE SW TRF SIGNAL N DRY TURN PRVTE SW N 000 HA 06 0 N DAY PDO PSNGR CA 1 DRV NONE 00 U LINK 001 08 UNK 2 NONE 1 STOP PRVTE ' SW NE 011 SEMI TOW 1 DPV NONE 47 M OR-I 000 OR>'?5 • I: I1 II tl 01;'10:2000 15 SW UPPER BOONES F INTER 3-LEG N N CLR S-OTHER 1 NONE 0 TURN- 10 1 NOW 0 SW 72NC AVE CN UNKNOWN H WET TURN PRVTE N E 000 8F 04 0 N CLIT PLO PSNGR CA 1 DRY NONE 56 F OR-Y 045 10 OR<25 2 NONE U TURN- PRVTE N E 000 PSNGR CA 1 DRV NONE 43 M OR-Y 000 OR<25 'I II II II II N 03!(15/2(01 16 SW UPPER BOONES F INTER 3-LEG N N CLR S-OTHER 1 NONE 0 TURN- 08 TUC Mon 0 5W 72NC AVE CN UNKNOWN N DRY TURN PRVTE N NE 000 11F 04 ,(1 N DLIT PDO PSNGR CA 1 DRV NONE 38 M OR-I 007 08 • OR<25 2 NONE 0 TURN- PRVTE N NE 000 • PSNGR CA 1 DRV NONE 60 :4 OR-Y 000 OR>25 • IJ II 5 )(4.''35')3 Iv UPPEP. BOONES FEF. INTER 3-LEG N 1J CLD S-1STOP 1 NOSE U STRGH 013 (17 I:.•,Pl' I'll 0 72ND AVE W TFF SIGNAL N CRY REAR PRVTE N S 088 00 2F 06 0 N DAY PDO PSNGR CA 1 DRY NONE 26 F OTH-Y 026 088 07 N-RES 2 NONE 0 STOP PRVTE N S 011 013 U0 • PSNGR CA 1 DRV NONE 39 F OR-I 000 000 00 OR<25 013 • 2 P57) 1)0<5 03 F 000 000 00 3 NONE 0 STOP PRVTE N 5 022 00 PSNGR CA 1 DRV NONE 51 F OR-Y 000 022 00 OP<25 ` it II II 08!24;2003 16 UPPER BOONES PEP INTER 3-LEG N N CLR S-1STOP 1 NONE 0 STRGH 07 I("IF Use 0 72ND AVE NE TRF SIGNAL N DRY REAR PRVTE NE SW 088 00 IP 06 0 N DAi PDO PSNGR CA 1 DRY NONE 36 M 0TH-I 026 088 07 N-RES • 2 PSN NO<5 04 F 000 000 00 ....:l;1 15.2005 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT PAGE:? URBAN NON-SYSTEM CRASH LISTING SW Upper Booncs Ferry Road at SW 72nd Avenue (north) in Tigard .S.VIIINGTON COMM CITY OF TI!: 2000 - 2004 S D I h S W ROAD- (; ;� ( !• INT-TYP CRASH VEHICLE fATI: CLASS CITY STREET CHAR (MEDIAN) INT-REL OFF-RD WTHR TYPE USE /TRLR MOVE A ..F!.,, F I. !I II F ,DAY ('IST FROM FIRST STREET DIRECT LEGS TRAF- RODBT SURF COLL OWNER FROM PRTC- G E LICNS EEO ;li':LST I 1. F. TIME INTERSECT SECOND STREET LOCTN MANES) CONTL DRVW'i LIGHT SEV VI TYPE TO Pt INJ E X TYPE RES LOC ERROR ACT EVENT CAUSE. 3 PSN NO.5 02 F 000 000 00 2 NONE U STOP PRVTE NE SW 011 UU PSNGR CA 1 DRV NONE 29 M OR-1' 000 000 50 00<25 J'I• 1: II II 11,06']003 16 UPPER BOONES FER INTEF 3-LEG N N CLR 5-1STOP 1 NONE 0 STRGH 07 'I nK The 5 72ND AVE C 'TRF SIGNAL FI COY REAR PRVTE E W 000 00 •'F 06 0 N DAY PIO PSNGR CA 1 DRV NONE 56 F OR-V 026 088 07 • OR<25 2 PSN NO<5 01 F 1100 000 00 2 NONE 0 STOP PRVTE E W 1311 00 PSNGR CA 1 DRV NONE 28 F OR-Y 000 000 00 OR<25 " 2 5 II 01:115..1054 16 UPPER BOONES FER INTER 3-LEG N N CLR S-STRGH 1 NONE 0 STRGH Wed 0 72ND AVE S TRF SIGNAL N DRY SS-0 PRVTE S N 10 000 00 6F 06 0 N DAY PDO PSNGR CA 1 DRV HONE OU F NOR 031,082 000 10 OR<25 2 NONE U STOP PRVTE S N 011 00 • PSNGF. CA 1 DRV NONE 27 F OR-2 000 000 00 OF.<25 .'S•1 !1 II 1) (1 M 12/02)2003 16 UPPER BOONES FER INTER 3-LEG FI N C'LC 0-1TURN 1 NONE U STRGH 04 7u.= 0 72ND AVE CN TP.F SIGNAL DI WET TURN PPVTE SW NE 088 Ull SF 03 0 14 CLIT INJ PSNGR CA _ 1 DRV NONE 21 F OR-S 020 088 04 OR<25 2 NONE U TURN- PRVTE NE S - 000 00 PSNGP CA 1 DRV INJB 36 F OR-Y 1)01) 000 00 OR<25 II II II U8,'I S:20U3 16 UPPER BOONES FEE. INTER 3-LEG II N CLR S-OTHER 1 NONE TURN- 08 • I" .dun U 72NC AVE Cl/ TRF SIGNAL 5 DR1 TURN PRVTE S NE 000 OU Ile 04 99 N DLIT PDO PSNGR CA 1 DRV NONE 18 M OP-Y 006 000 08 OF.<25 2 NONE TURN- PRVTE S NE 000 00 PSNGR CA 1 DRV NONE 18 F OR-Y 000 000 UO O9<25 '11.''' 3/2004 16 UPPER BOONES FER INTER 3-LEG 14 N CLR S-OTHER 1 NONE TURN- I1,I(L Tuc 0 "2ND AVE CN TRF SIGNAL N CRY TURN PRVTE S SW 000 710 IF 04 99 N DAY PDO PSNGR CA 1 DRV NONE 50 M OR-Y 045 000 13 OR<25 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:, _00331 S•:5 1'•05 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING . SW Upper Bo0neS Ferry Road at SW 72nd Avenue (north) in Tigard l(AS))ING OSI COUNTY CITY OF TIC. 2000 - 2004 C R S W ROAD- INT-TYP CRASH VEHICLE I: A I: O GATE CLASS CITY STREET CHAR (MEDIAN) INT-REL OFF-RD WTHR TYPE USE iTR.LR HOVE A S ;1;;4 G L H I't CA'i LIST FROM FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL OWNER FROM FRTC- G E LICNS PEE INVEST I' R TIME INTERSECT SECOND STREET LOCTN (ILANES) CONTL DRVWY LIGHT SEC 'iI TYFE TO PI TYPE INS E X RES LOC ERROR ACT EVENT CAUSE 2 NOME 1 TURN- PRVTE 0 SW 000 00 SEMI TOW 1 DRV NONE 64 M OR.-Y 000 000 00 OP<25 • - U I: II 09;08,2004 In UPPER BOONES FER INTER 3-LEG N P) CLR 0-OTHER 1 NONE 0 TURN- 27,04 N. FP 14<) 0 7250 AVE CN TRF SIGNAL N DRY TURN PRVTE N NE 000 00 Sr 114 SI N DAY PCO FORGO CA 1 CRV NONE 77 F 0TH-Y 016,020 038 27,24 2 OR<15 • NONE 0 TURN- PF:;TE S NE 000 00 PSNGR CA 1 DRV NONE 32 M OR-t' 000 000 00 OR<25 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • c(' "' 1'•':;U;IC OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT PAGE(1 URBAN NON-SYSTEM CRASH LISTING SW Upper Boonos Ferry Road at SW Scquioa Parkway in Tigard .:;,,,H:II,I', I COUNTY CITY IF TIC 2000 - 2554 L F S 1• ROAD- INT-TYP CRASH VEHICLE E ( C 0 PATE CLASS CITY STREET CHAR (MEDIAN) INT-REL OFF-RD WTHR TYPE USE /TRLR MOVE A S ..EF E 0 P III) IQST FR(C•) FIRST STREET DIRECT LEGS TRAP- RNDBT SURF COLL OWNER FROM RRTC- G E LICP15 RED :WEST L I. K TINE INTERSECT SECOND STREET LOCTN MANES) CONTL DRVWY LIGHT SEV VR TYPE TO Pt TYPE INJ E K RES LOC ERROR ACT EVENT CAUSE 1' if it II 0,;11,.:".00: It SEQUOIA P8011' INTER 3-LEG N N CLR ANGL-OT I NONE TURN- „ 02 ::.'NE Thu 0 UPPER BCOIIES FEE ''C)) TRF SIGNAL N DRY TURN PRVTE N SW 1116 00 SI 01 99 N DAY PDO PSNGR CA 1 DRV NONE 27 M OR-Y 028 000 02 OP<25 2 NONE STRGH PRVTE NE SW 000 VI PSNGR CA 1 DRV NONE 61 F OR-1 000 000 On OPc25 '`'Y ; I11(06/2:1,1 IA SEQUOIA PKWY INTER 3-LEG N N CLP ANGL-OT 1 NONE U TURN- oa 411/ No L) '"11' 0 UPPER BOONES FEP CO TRF SIGNAL N DRY TURN PRVTE N NE 010 1111 ip (la 0 N DLIT PDC PSNGR CA 1 CRV NONE 47 M OP-Y 000 000 00 OR<25 2 NONE U STRGH PRVTE SW NE 000 00 PSNGR CA 1 DRV NONE 00 M UNK 020 000 04 UNK '•'''' n II II N N 11,11,'250:: It SW SEQUOIA PRY INTER 2-LEG N N RAIN S-ISTOP 1 NONE U STRGH 01 IL'IIF. Mon n SW UPPER BOONES F NE TRF SIGNAL N WET REAR, PRVTE NE SW 001 01 7A 06 0 N DAY INC PSNGR CA 1 DRV NONE 42 M OR-Y 026 01 OR<25 2 NONE 0 STOP PRVTE NE SW 011 • PSNGR CA 1 DRV INJC 36 F OR-Y 000 OR<25 I C'I,° I I N U N N 12;09/2002 16 SW SEQUOIA FRY INTER 3-LEG N N RAIN 5-1STOP 1 NONE 0 STRGH 07 1"115 :1011 0 SW UPPER BOONES F NE TRF SIGNAL N WET REAR PRVTE NE SW (ISO 7F (16 0 N DLIT PDO PSNGR CA 1 DRV NONE 82 M OR-Y (126 07 OR<25 2 NONE 0 STOP PRVTE NE SW 011 • PSNGR CA 1 CRV NONE 34 M OR-Y UUO 00<25 '':Y•.1 II II I1 II 11 02;;0•:_000 16 SW SEQUOIA PRY INTER 3-LEG N N CLR S-1STOP 1 NONE 0 STRGH (17 IONE Thn 0 SW UPPER BOONES F NE TRF SIGNAL N DRY REAR PRVTE SE NW 000 SP 09 1 N DAY PDO PSNGR CA 1 DRV NONE 44 M OR-Y 026 07 OR<25 2 NONE 0 STOP PRVTE SE NW 1111 PSNGR. CA 1 DRV NONE 23 M OP-I 000 00<25 ,•l S:„1 14'2005 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE:: TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING SW Upper Booncs Ferry Road at SW Scqu>,oa Parkway in Tigard ',:,3HI IPO )i •:OUNTY 01ST OF TIG 2000 - 2004 D I F S 4J ROAD- [tJ7-T'i F CRASH VEHICLE -• 1: 0 LAIR CLASS CITY STREET CHAR (MEDIAN) INT-REL OFF-RC WTHR TYPE USE %TRLR MOVE A S .,Er... C ). U H P CA'i DIST I'PO:4 FIRS'(' STREET DIRECT LEGS TRAP- RNDBT SURF COLL OWNER FROM pRTC- G E LICNS PEE INVEST I t 1' K TIME INTERSECT SECOND STREET LOCTN MANES) CONT'L CRVWS LIGHT SEV V4 TYPE TO Pt TYPE INJ E % RES LOC ERROR ACT EVENT CAUSE .•.'4'4 N II 11 N 03,24;2000 1h SW SEQUOIA PRY INTER. 3-LEG N N CLR ANGL-OT I NONE U STRGH (14 Fri 0 SW UPPER BOONES F EN TRF SIGNAL N DRY TURN PPVTE NE SW 000 HP 01 D N DUSK INJ PSNGF CA 1 DRV NONE 82 M OR-Y 020 04 OR<25 • 2 NONE 0 TURN- PRVTE N E 000 • PSNGP. CA 1 DRV INJA 31 F ORS' 000 OR<25 "1-' II I J II h Vh'35 "0;1 ll SF SEQUOIA FK1 INTER :-LEG t N CLR BIKE 05 • IF:ID :4011 0 SW UPPER BOONES F Cl) TRF SIGNAL N DRY TURN 3F' 04 0 N DAi INJ STRGH 1 BIK INJB 99 M 039 000 05 NE SW 1 NONE 0 TURN- PRVTE S SW 000 PSNGR CA 1 DRV NONE 66 F OR-Y 000 OR<25 • I'•' II II 11 (I.) I9;:053 1” SW SEQUOIA PRY INTER. CROSS N N CLR ANGL-OT 1 NONE (I TURN- (14 It• FA Sat 0 SW UPPER EOONES F CIJ TRF SIGNAL N DRY TURN PP.VTE N NE 000 00 JF 04 0 N DAY PDO PSNGR CA 1 DRV NONE 3H M OR-Y 097 000 04 OR<25 2 NONE 0 STRGH PRVTE SW NE 000 00 PSNGR CA 1 DRV NONE 59 F OR-Y 097 000 04 OR<25 • • • • • • • • • • • • • • • • • • • • • • • • • • Appendix E • • Year 2006 Background • Traffic Level-of-Service • Worksheets • • • • • • • • • • • • • • • • • • .• • • • • • • • • • • • • • • • • • • • • • • 4 • • • • • • • • • • • • • • 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 1-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Scenario Report Impact Analysis Report Scenario: 2006 Background AM Level Of Service Command: Backgound AM Intersection Base Future Change Volume: Background AM Del/ V/ Del/ V/ in Geometry: Exisiting AM LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road A 8.8 0.000 A 8.9 0.000 + 0.110 D/V Trip Generation: NULL Trip Distribution: NULL # 2 SW Upper Boones/SW Durham Rd D 40.5 0.807 D 41.8 0.826 + 1.299 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's B 15.0 0.000 C 15.0 0.000 + 0.059 D/V Configuration: Background AM # 4 Upper Boones Ferry Rd/Fanno Cr C 15.4 0.000 C 15.4 0.000 + 0.060 D/V # 5 Upper Boones Ferry Rd/Pacific C 15.6 0.000 C 15.7 0.000 + 0.031 D/V # 6 Upper Boones Ferry Rd/Tru-Gree A 0.0 0.000 A 0.0 0.000 + 0.000 D/V • # 7 Upper Boones Ferry Rd/Tru-Gree A 0.0 0.000 A 0.0 0.000 + 0.000 D/V # 8 SW Upper Boones/72nd Ave (sout B 14.6 0.692 B 15.4 0.703 + 0.764 D/V # 10 72nd Ave (north)/SW Upper Boon C 24.5 0.687 C 24.7 0.694 + 0.176 D/V # 11 Sequoia Pkwy/SW Upper Boones B 15.9 0.638 B 15.9 0.638 -0.006 D/V Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S a 7533BKAM.OUT 9-7-105 9:23a Page 1 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 III 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 3-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.2 Worst Case Level Of Service: At 8.9) Cycle (sec): 120 Critical Vol./Cap. (X): 0.826 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 41.8 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 100 Level Of Service: D Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road I II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R L - T - R L - T - R L T R Rights: Include Include Include Include Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: I Protected II Protected II Protected II Protected ! Rights: Include Include Include Include Volume Module: II II II Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 • Base Vol: 10: 11 19 1172 504 49 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 Growth Adj: 1.0 1.0 1.0 1.02 1.0 1.02 1.02 1.02 1.0 1.0 1.02 1.02 Initial Bse: 10 11 19 1195 514 50 Volume Module: II II II Added Vol: 0 0 0 0 0 0 Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 In-Process: 0 0 0 14 26 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 10 11 19 1209 540 50 Initial Bse: 134 300 3 50 155 252 480 472 234 5 185 20 User Adj: 1.0 1.0 1.0 1.00 1.0 1.00 1.00 1.00 1.0 1.0 1.00 1.00 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Adj: 0.9 0.9 0.9 0.95 0.9 0.95 0.95 0.95 0.9 0.9 0.95 0.95 In-Process: 5 2 0 2 3 0 0 11 3 0 21 0 PHF Volume: 11 12 20 1273 569 53 Initial Fut: 139 302 3 52 158 252 480 483 237 5 206 20 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 11 12 20 1273 569 53 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Critical Gap Module: PHF Volume: 155 337 3 58 176 281 536 539 264 6 229 23 ' Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.3 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 ' FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 155 337 3 58 176 281 536 539 264 6 229 23 I II II II I PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 1909 xxxx 595 621 xxxx xxxxx xxxx xxxx xxxxx Final Vol.: 155 337 3 58 176 281 536 539 264 6 229 23 Potent Cap.: xxxx xxxx xxxxx 74 xxxx 499 955 xxxx xxxxx xxxx xxxx xxxxx II II II Move Cap.: xxxx xxxx xxxxx 73 xxxx 499 955 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Volume/Cap: xxxx xxxx xxxx 0.15 xxxx 0.02 0.02 xxxx xxxx xxxx xxxx xxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 II II II I Adjustment: 0.92 0.97 0.97 0.91 0.96 0.82 0.93 0.98 0.83 0.89 0.92 0.92 Level Of Service Module: Lanes: 1.00 0.99 0.01 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.09 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Final Sat.: 1753 1825 18II1736 1828 1554II1769 1862 1583II1688 1595 1581 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.9 xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * * * * A * * * * * Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.09 0.18 0.18 0.03 0.10 0.18 0.30 0.29 0.17 0.00 0.14 0.14 • Shared Cap.: xxxx xxxx xxxxx xxxx 952 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** **** **** SharedQueue:xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx•xxxxx xxxx xxxxx Green/Cycle: 0.11 0.28 0.28 0.05 0.22 0.22 0.37 0.53 0.53 0.01 0.17 0.17 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 8.9 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.83 0.67 0.67 0.67 0.44 0.83 0.83 0.54 0.31 0.54 0.83 0.83 Shared LOS: * * * * A * * * * * * * Delay/Veh: 77.5 42.0 42.0 74.3 41.3 59.8 43.1 18.9 15.8 106.6 64.4 64.4 ApproachDel: xxxxxx 8.9 xxxxxx xxxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachLOS: * A * * AdjDel/Veh: 77.5 42.0 42.0 74.3 41.3 59.8 43.1 18.9 15.8 106.6 64.4 64.4 HCM2kAvg: 8 12 12 3 6 12 21 13 5 1 11 11 • ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S Ay T 7533BKAM.OUT 9-7-105 9:23a Page 2 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 410 411 411 411 410 411 411 411 411 411 411 411 411 411 410 411 411 411 411 411 411 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 5-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 6-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.2 Worst Case Level Of Service: Cl 15.0] Average Delay (sec/veh): 0.3 Worst Case Level Of Service: Cl 15.4] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fanno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Volume Module: Volume Module: Base Vol: 1 792 440 12 9 Base Vol: 1 804 443 6 14 9 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.0 1.0 1.0 1.0 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 1 808 449 12 9 Initial Bse: 1 820 452 6 14 9 Added Vol: 0 0 0 0 0 • Added Vol: 0 0 0 0 0 0 In-Process: 0 2 5 0 0 In-Process: 0 2 5 0 0 0 Initial Fut: 1 810 454 12 9 Initial Fut: 1 822 457 6 14 9 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.0 1.0 1.0 1.0 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.00 1.0 1.0 1.0 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.9 0.9 0.9 0.9 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.95 0.9 0.9 0.9 PHF Volume: 1 852 478 13 10 PHF Volume: 1 865 481 6 15 10 Reduct Vol: 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 Final Vol.: 1 852 478 13 10 Final Vol.: 1 865 481 6 15 10 Critical Gap Module: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 6. xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.6 xxxx 3. xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx II II II Capacity Module: II II II Capacity Module: P Y Cnflict Vol: 491 xxxx xxxxx xxxx xxxx xxxxx 1339 xxxx 484 xxxx xxxx xxxxx Cnflict Vol: 487 xxxx xxxxx xxxx xxxx xxxxx 1352 xxxx 484 xxxx xxxx xxxxx Potent Cap.: 1062 xxxx xxxxx xxxx xxxx xxxxx 162 xxxx 567 xxxx xxxx xxxxx Potent Cap.: 1065 xxxx xxxxx xxxx xxxx xxxxx 167 xxxx 587 xxxx xxxx xxxxx , Move Cap.: 1062 xxxx xxxxx xxxx xxxx xxxxx 162 xxxx 567 xxxx xxxx xxxxx Move Cap.: 1065 xxxx xxxxx xxxx xxxx xxxxx 167 xxxx 587 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 290 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 299 0 xxxxx 0 0 xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.03 xxxx 0.02 xxxx xxxx xxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.05 xxxx 0.02 xxxx xxxx xxxx I II II II I I II II II I Level Of Service Module: Level Of Service Module: Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx • LOS by Move: A * * * * * * * * * * * LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 377 xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 370 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.0 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.4 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * C * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 15.0 xxxxxx ApproachDel: xxxxxx xxxxxx . 15.4 xxxxxx ApproachLOS: * * C * ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND !S 1 75338KAM.OUT 9-7-105 9:23a Page 3 of 6 • 111 111 411 111 411 111 111 111 111 411 111 411 111 111 111 111 111 411 411 111 411 411 111 111 111 410 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 7-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 8-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson 8 Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #6 Upper Boones Ferry Rd/Tru-Green (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.4 Worst Case Level Of Service: C[ 15.7] Average Delay (sec/veh): 0.0 Worst Case Level Of Service: A[ 0.0] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Street Name: SW Upper Boones Ferry Road Tru-Green south driveway Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - I - R L - T - R L - T - R I II II II I I II II H I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 0 0 0 1! 0 0 0 0 0 0 0 I II H II I I II II II I• Volume Module: Volume Module: Base Vol: 821 37 449 9 Base Vol: 835 486 Growth Adj: 1.0 1.02 1.0 1.02 1.02 1.0 1.0 1.0 1.0 1.0 1.0 1.02 Growth Adj: 1.0 1.02 1.0 1.0 1.02 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Initial Bse: 837 38 458 9 Initial Bse: 852 496 Added Vol: 0 0 0 0 Added Vol: 0 0 In-Process: 2 0 5 0 In-Process: 2 5 , Initial Fut: 839 38 463 9 Initial Fut: 854 501 User Adj: 1.0 1.00 1.0 1.00 1.00 1.0 1.0 1.0 1.0 1.0 1.0 1.00 User Adj: 1.0 1.00 1.0 1.0 1.00 1.0 1.0 1.0 1.0 1.0 1.0 1.0 PHF Adj: 0.9 0.95 0.9 0.95 0.95 0.9 0.9 0.9 0.9 0.9 0.9 0.95 PHF Adj: 0.9 0.95 0.9 0.9 0.95 0.9 0.9 0.9 0.9 0.9 0.9 0.9 PHF Volume: 884 40 487 10 PHF Volume: 899 527 Reduct Vol: 0 0 0 0 Reduct Vol: 0 0 Final Vol.: 884 40 487 10 Final Vol.: 899 527 Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.2 Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 3.3 FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx I II II II I Capacity Module : II II II I Capacity Module: P Y Cnflict Vol: xxxx xxxx xxxxx 884 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 884 Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx 757 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 348 Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 757 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 348 Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx 0.05 xxxx xxxx xxxx xxxx xxxx xxxx xxxx 0.03 Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx I II I I II I Level Of Service Module: I I , II II I Level Of Service Module: Queue: xxxxx xxxx xxxxx 0.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 0.1 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx 10.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 15.7 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * B * * * * * * * C LOS by Move: * * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxXx xxxxx Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * * * * * * ApproachDel: xxxxxx xxxxxx xxxxxx 15.7 ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachLOS: * * * C ApproachLOS: * * * * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S P_ 7533BKAM.OUT 9-7-105 9:23a Page 4 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 9-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #7 Upper Boones Ferry Rd/Tru-Green (north) Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.0 Worst Case Level Of Service: Al 0.0] Cycle (sec): 100 Critical Vol./Cap. (X): 0.703 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 15.4 Street Name: SW Upper Boones Ferry Road Tru-Green north driveway Optimal Cycle: 60 Level Of Service: B Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) I II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II I Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Control: Protected Protected Permitted Permitted I II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 835 486 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 Growth Adj: 1.0 1.02 1.0 1.0 1.02 1.0 1.0 1.0 1.0 1.0 1.0 1.0 I II II II I Initial Bse: 852 496 Volume Module: Added Vol: 0 0 Base Vol: 2 825 13 113 492 2 5 1 83 In-Process: 2 5 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.0 1.0 1.0 1.02 1.02 1.02 Initial Fut: 854 501 Initial Bse: 2 841 13 115 502 2 5 1 85 User Adj: 1.0 1.00 1.0 1.0 1.00 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Added Vol: 0 0 0 0 0 0 0 0 0 PHF Adj: 0.9 0.95 0.9 0.9 0.95 0.9 0.9 0.9 0.9 0.9 0.9 0.9 In-Process: 0 2 0 5 5 0 0 0 7 PHF Volume: 899 527 Initial Fut: 2 844 13 120 507 2 5 1 92 Reduct Vol: 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 Final Vol.: 899 527 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.9 0.9 0.9 0.97 0.97 0.97 Critical Gap Module: PHF Volume: 2 872 14 124 524 2 5 1 95 Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx lixxxxx xxxx xxxxx lixxxxx xxxx xxxxx lixxxxx xxxx xxxxx Reduced Vol: 2 872 14 124 524 2 5 1 95 I PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Final Vol.: 2 872 14 124 524 2II II 5 1 951 Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Saturation F ow Module: Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Adjustment: 0.93 0.98 0.98 0.91 0.96 0.96 1.00 1.00 1.00 0.71 0.71 0.71 I II II II I Lanes: 1.00 0.98 0.02 1.00 0.99 0.01 0.00 1.00 0.00 0.83 0.17 1.00 Level Of Service Module: Final Sat.: 1769 1830 29 1736 1819 7 0 1900 0 1130 226 1357 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx II II I Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: • LOS by Move: * * * * * * * * * * * * Vol/Sat: 0.00 0.48 0.48 0.07 0.29 0.29 0.00 0.00 0.00 0.00 0.00 0.07 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx Green/Cycle: 0.00 0.68 0.68 0.10 0.78 0.78 0.00 0.00 0.00 0.10 0.10 0.10 SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.37 0.70 0.70 0.70 0.37 0.37 0.00 0.00 0.00 0.05 0.05 0.70 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 86.1 11.7 11.7 55.4 3.6 3.6 0.0 0.0 0.0 40.9 40.9 59.0 Shared LOS: * * * * * * * * * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx AdjDel/Veh: 86.1 11.7 11.7 55.4 3.6 3.6 0.0 0.0 0.0 40.9 40.9 59.0 ApproachLOS: * * * * HCM2kk*vrgri******0****7****,1r***********5*****5*****0****0*****0*****0****0******** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND ,S A 9 9 7533BKAM.OUT 9-7-105 9:23a Page 5 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 11-1 2006 Background AM Wed Sep 7, 2005 09:23:38 Page 12-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Conditions -- Weekday AM Peak Hour 2006 Background Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.694 Cycle (sec): 100 Critical Vol./Cap. (X): 0.638 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 24.7 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 15.9 Optimal Cycle: 68 Level Of Service: C Optimal Cycle: 61 Level Of Service: B ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L T - R I 11 11 II I I II II II I Control: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: II I1 II Volume Module: II I1 II Base Vol: 6 310 584 144 180 11 11 4 441 55 179 Base Vol: 5 6 5 192 7 72 80 638 13 17 635 626 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.0 1.02 1.02 1.02 1.02 1.02 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 6 316 596 147 184 11 11 4 450 56 183 Initial Bse: 5 6 5 196 7 73 82 651 13 17 648 639 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 In-Process: 0 7 2 0 7 0 0 0 3 0 0 In-Process: 0 0 0 0 0 0 0 2 0 0 3 0 Initial Fut: 6 323 598 147 191 11 11 4 453 56 183 Initial Fut: 5 6 5 196 7 73 82 653 13 17 651 639 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.9 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 PHF Volume: 6 340 630 155 201 12 12 4 477 59 192 PHF Volume: 5 6 5 200 7 75 83 666 14 18 664 652 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 6 340 630 155 201 12 12 4 477 59 192 Reduced Vol: 5 6 5 200 7 75 83 666 14 18 664 652 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 ' MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 6 340 630 155 201 12 12 4 477 59 192 Final Vol.: 5 6 5 200 7 75 83 666 14 18 664 652 II II II I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.88 0.93 0.79 0.84 0.88 0.88 0.84 0.85 0.85 0.89 0.83 0.83 Adjustment: 0.90 0.88 0.88 0.93 0.93 0.83 0.87 0.87 0.87 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.94 0.06 1.00 0.73 0.27 1.00 0.24 0.76 Lanes: 1.00 0.55 0.45 1.93 0.07 1.00 1.00 1.96 0.04 1.00 1.00 1.00 Final Sat.: 1671 1759 1495 1597 1575 93 1597 1184 430 1688 370 1203 Final Sat.: I17O2 911 759113396 124 1568111655 3235 66111736 1828 15541 II 1.1 II I Capacity Analysis Module: Capacity Analysis Module: P Vol/Sat: 0.00 0.19 0.42 0.10 0.13 0.13 0.01 0.01 0.01 0.28 0.16 0.16 Vol/Sat: 0.00 0.01 0.01 0.06 0.06 0.05 0.05 0.21 0.21 0.01 0.36 0.42 4111 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.28 0.69 0.14 0.41 0.41 0.01 0.01 0.01 0.41 0.41 0.41 Green/Cycle: 0.01 0.01 0.01 0.09 0.09 0.09 0.08 0.70 0.70 0.03 0.66 0.66 Volume/Cap: 0.31 0.69 0.61 0.69 0.31 0.31 0.39 0.69 0.69 0.69 0.39 0.39 Volume/Cap: 0.28 0.64 0.64 0.64 0.64 0.52 0.64 0.29 0.29 0.29 0.55 0.64 Delay/Veh: 57.5 36.5 9.6 50.1 20.5 20.5 60.1 113 112.8 27.6 21.3 21.3 Delay/Veh: 57.5 107 106.7 48.0 48.0 46.5 54.7 5.7 5.7 49.8 9.7 11.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 57.5 36.5 9.6 50.1 20.5 20.5 60.1 113 112.8 27.6 21.3 21.3 AdjDel/Veh: 57.5 107 106.7 48.0 48.0 46.5 54.7 5.7 5.7 49.8 9.7 11.4 HCM2kAvg: 1 11 11 6 4 4 • 1 1 1 14 6 6 HCM2kAvg: 0 1 1 4 4 3 4 4 4 1 11 12 1 ******************************************************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S S 7533BKAM.OUT 9-7-105 9:23a Page 6 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background PM Wed Sep 7, 2005 09:23:44 Page 1-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson 8 Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Condtions -- Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour 1 Scenario Report Impact Analysis Report Scenario: 2006 Background PM Level Of Service Command: Backgound PM Intersection Base Future Change Volume: Background PM Del/ V/ Del/ V/ in Geometry: Exisiting PM LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road C 22.2 0.000 D 34.2 0.000 +12.021 D/V Trip Generation: NULL Trip Distribution: NULL # 2 SW Upper Boones/SW Durham Rd E 66.4 1.011 E 66.8 1.017 + 0.404 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's A 0.0 0.000 A 0.0 0.000 + 0.000 D/V Configuration: Background PM # 4 Upper Boones Ferry Rd/Fanno Cr C 18.3 0.000 C 18.6 0.000 + 0.273 D/V # 5 Upper Boones Ferry Rd/Pacific B 14.1 0.000 B 14.2 0.000 + 0.110 D/V # 6 Upper Boones Ferry Rd/Tru-Gree C 18.6 0.000 C 18.9 0.000 + 0.268 D/V # 7 Upper Boones Ferry Rd/Tru-Gree C 18.5 0.000 C 18.7 0.000 + 0.265 D/V # 8 SW Upper Boones/72nd Ave (sout C 22.6 0.727 C 24.4 0.752 + 1.835 D/V # 10 72nd Ave (north)/SW Upper Boon C 31.7 0.792 C 32.8 0.813 + 1.067 D/V # 11 Sequoia Pkwy/SW Upper Boones C 23.5 0.648 C 23.5 0.648 + 0.009 D/V • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND % e I 7533BKPM.WT 9-7-105 9:23a Page 1 of 6 • III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III 2006 Background PM • Wed Sep 7, 2005 09:23:45 Page 3-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 1 2006 Background Traffic Condtions -- Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 1.0 Worst Case Level Of Service: D[ 34.2] Cycle (sec): 120 Critical Vol./Cap. (X): 1.017 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 66.8 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road I II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: Protected Protected Protected Protected I II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 29 29 16 841 1102 18 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 • Growth Adj: 1.0 1.0 1.0 1.02 1.0 1.02 1.02 1.02 1.0 1.0 1.02 1.02 Initial Bse: 30 30 16 858 1124 18 Volume Module:II II II Added Vol: 0 0 0 0 0 0 Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 In-Process: 0 0 0 41 79 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 30 30 16 899 1203 18 Initial Bse: 286 313 10 34 446 447 306 305 304 13 421 11 User Adj: 1.0 1.0 1.0 1.00 1.0 1.00 1.00 1.00 1.0 1.0 1.00 1.00 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Adj: 0.9 0.9 0.9 0.95 0.9 0.95 0.95 0.95 0.9 0.9 0.95 0.95 In-Process: 15 7 0 5 10 0 0 33 8 0 64 0 PHF Volume: 31 31 17 946 1266 19 Initial Fut: 301 320 10 39 456 447 306 338 312 13 485 11 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 31 31 17 946 1266 19 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Critical Gap Module: PHF Volume: 311 331 11 40 471 462 316 350 323 14 502 12 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 180 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 311 331 11 40 471 282 316 350 323 14 502 12 I II II II I PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 2257 xxxx 1276 1286 xxxx xxxxx xxxx xxxx xxxxx Final Vol.: 311 331 11 40 471 282 316 350 323 14 502 121 Potent Cop.: xxxx xxxx xxxxx 45 xxxx 204 533 xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 44 xxxx 204 533 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Volume/Cap: xxxx xxxx xxxx 0.70 xxxx 0.15 0.03 xxxx xxxx xxxx xxxx xxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 I II II II I Adjustment: 0.93 0.98 0.98 0.93 0.98 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Level Of Service Module: Lanes: 1.00 0.97 0.03 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.02 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Final Sat.: 1769 1795 57111769 1862 1583111769 1862 1583111787 1833 421 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 12.0 xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * * * * B * * * * * Capacity Ana ysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.18 0.18 0.18 0.02 0.25 0.18 0.18 0.19 0.20 0.01 0.27 0.27 • Shared Cap.: xxxx xxxx xxxxx xxxx 184 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** **** **** SharedQueue:xxxxx xxxx xxxxx xxxxx 1.4 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Green/Cycle: 0.17 0.38 0.38 0.05 0.25 0.25 0.18 0.43 0.43 0.02 0.27 0.27 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 34.2 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 1.02 0.49 0.49 0.49 1.02 0.72 1.02 0.44 0.48 0.48 1.02 1.02 Shared LOS: * * * * D * * * * * * * Delay/Veh: 105.6 29.2 29.2 60.5 91.3 47.4 104.9 24.5 25.1 70.4 88.3 88.3 ApproachDel: xxxxxx 34.2 xxxxxx xxxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachLOS: * D * * AdjDel/Veh: 105.6 29.2 29.2 60.5 91.3 47.4 104.9 24.5 25.1 70.4 88.3 88.3 HCM2kAvg: 18 10 10 2 24 11 18 9 9 1 26 26 Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A c A 7533BKPM.OUT 9-7-105 9:23a Page 2 of 6 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 5-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 6-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Condtions Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.0 Worst Case Level Of Service: A[ 0.0] Average Delay (sec/veh): 0.2 Worst Case Level Of Service: C[ 18.6] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fanno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled . Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 I II II II I I II II . II I Volume Module: Volume Module: 41/1 Base Vol: 610 900 3 Base Vol: 4 605 890 4 5 7 Growth Adj: 1.0 1.02 1.0 1.0 1.02 1.02 1.0 1.0 1.0 1.0 1.0 1.0 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 622 918 3 Initial Bse: 4 617 908 4 5 7 Added Vol: 0 0 0 Added Vol: 0 0 0 0 0 0 In-Process: 7 15 0 In-Process: 0 7 15 0 0 0 Initial Fut: 629 933 3 Initial Fut: 4 624 923 4 5 7 User Adj: 1.0 1.00 1.0 1.0 1.00 1.00 1.0 1.0 1.0 1.0 1.0 1.0 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.00 1.0 1.0 1.0 PHF Adj: 0.9 0.95 0.9 0.9 0.95 0.95 0.9 0.9 0.9 0.9 0.9 0.9 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.95 0.9 0.9 0.9 PHF Volume: 662 982 3 PHF Volume: 4 657 971 4 5 8 Reduct Vol: 0 0 0 Reduct Vol: 0 0 0 0 0 0 Final Vol.: 662 982 3 Final Vol.: 4 657 971 4 5 8 Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx II II II Capacity Module : II II II Capacity Module: P Y Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Cnflict Vol: 976 xxxx xxxxx xxxx xxxx xxxxx 1639 xxxx 974 xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 703 xxxx xxxxx xxxx xxxx xxxxx 112 xxxx 308 xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 703 xxxx xxxxx xxxx xxxx xxxxx 111 xxxx 308 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 245 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.02 xxxx xxxx xxxx I II II II I I II II II I Level Of Service Module: Level Of Service Module: Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 10.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx • LOS by Move: * * * * * * * * * * * * LOS by Move: B * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 278 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.6 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachDel: xxxxxx xxxxxx 18.6 xxxxxx ApproachLOS: * * * * ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 75338KPM.OUT 9-7-105 9:23a Page 3 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 III 411 111 411 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 7-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 8-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Condtions -- Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #6 Upper Boones Ferry Rd/Tru-Green (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.5 Worst Case Level Of Service: 8[ 14.2] Average Delay (sec/veh): 0.1 Worst Case Level Of Service: C[ 18.9] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Street Name: SW Upper Boones Ferry Road Tru-Green south driveway Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L T R L T R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 0 0 1 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 0 0 0 1! 0 0 0 0 0 0 0 Volume Module: Volume Module: Base Vol: 605 3 9 885 5 43 Base Vol: 1 645 883 5 4 Growth Adj: 1.0 1.02 1.02 1.02 1.02 1.0 1.0 1.0 1.0 1.02 1.0 1.02 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.0 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 617 3 9 903 5 44 Initial Bse: 1 658 901 5 4 Added Vol: 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 In-Process: 7 0 0 15 0 0 In-Process: 0 7 15 0 0 Initial Fut: 624 3 9 918 5 44 Initial Fut: 1 665 916 5 4 User Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.0 1.00 1.0 1.00 User Adj: 1.00 1.00 1.0 1.0 1.00 1.0 1.00 1.0 1.00 1.0 1.0 1.0 PHF Adj: 0.9 0.95 0.95 0.95 0.95 0.9 0.9 0.9 0.9 0.95 0.9 0.95 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.9 0.95 0.9 0.95 0.9 0.9 0.9 PHF Volume: 657 3 10 966 5 46 PHF Volume: 1 700 964 5 4 Reduct Vol: 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 Final Vol.: 657 3 10 966 5 46 Final Vol.: 1 700 964 5 4 Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx 11 II 11 Capacity Module : 11 11 11 Capacity Module: p y Cnflict Vol: xxxx xxxx xxxxx 660 xxxx xxxxx xxxx xxxx xxxxx 1644 xxxx 659 . Cnflict Vol: 964 xxxx xxxxx xxxx xxxx xxxxx 1666 xxxx 964 xxxx xxxx xxxxx . Potent Cap.: xxxx xxxx xxxxx 923 xxxx xxxxx xxxx xxxx xxxxx 111 xxxx 467 Potent Cap.: 710 xxxx xxxxx xxxx xxxx xxxxx 107 xxxx 312 xxxx xxxx xxxxx , Move Cap.: xxxx xxxx xxxxx 923 xxxx xxxxx xxxx xxxx xxxxx 110 xxxx 467 Move Cap.: 710 xxxx xxxxx xxxx xxxx xxxxx 107 xxxx 312 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 242 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 242 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx 0.01 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.10 Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.01 xxxx xxxx xxxx I II II II 1 I II II II 1 Level Of Service Module: Level Of Service Module: Queue: xxxxx xxxx xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx 0.3 Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx 8.9 xxxx xxxxx xxxxx xxxx xxxxx 20.2 xxxx 13.5 Stopped Del: 10.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx • LOS by Move: * * * A * * * * * C * B LOS by Move: B .* * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 269 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.9 xxxxx xxxxx xxxx xxxxx Shared LOS: * *. * * * * * * * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx xxxxxx 14.2 ApproachDel: xxxxxx xxxxxx 18.9 xxxxxx ApproachLOS: * * * B ApproachLOS: * * C Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 7533BKPM.OUT 9-7-105 9:23a Page 4 of 6 • • • • • • • • • • • • • • • • • • • • • • • • • • . • • • • • • • • • • • • • • • • 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 9-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson 8 Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Condtions -- Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #7 Upper Boones Ferry Rd/Tru-Green (north) Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.1 Worst Case Level Of Service: C[ 18.7] Cycle (sec): 100 Critical Vol./Cap. (X): 0.752 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 24.4 Street Name: SW Upper Boones Ferry Road Tru-Green north driveway Optimal Cycle: 67 Level Of Service: C Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Control: I II II II Protected Protected Permitted Permitted I II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 1 645 873 1 5 4 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 • Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 1 658 890 1 5 4 Volume Module: II II II Added Vol: 0 0 0 0 0 0 Base Vol: 641 6 148 838 1 3 2 31 234 , In-Process: 0 7 15 0 0 0 Growth Adj: 1.0 1.02 1.02 1.02 1.02 1.0 1.02 1.02 1.02 1.02 1.0 1.02 Initial Fut: 1 665 905 1 5 4 Initial Bse: 654 6 151 855 1 3 2 32 239 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.00 1.0 1.0 1.0 Added Vol: 0 0 0 0 0 0 0 0 0 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.95 0.9 0.9 0.9 In-Process: 7 0 15 15 0 0 0 0 20 PHF Volume: 1 700 953 1 5 4 Initial Fut: 661 6 166 870 1 3 2 32 259 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 Final Vol.: 1 700 953 1 5 4 PHF Adj: 0.9 0.97 0.97 0.97 0.97 0.9 0.97 0.97 0.97 0.97 0.9 0.97 Critical Gap Module: PHF Volume: 682 6 171 898 1 3 2 33 267 Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 0 0 0 0 FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3lxxxxx xxxx xxxxx Reduced Vol: 682 6 171 898 1 3 2 33 267 I II PCE Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 Capacity Module: MLF Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.0 1.00 Cnflict Vol: 954 xxxx xxxxx xxxx xxxx xxxxx 1656 xxxx 954 xxxx xxxx xxxxx Final Vol.: 682 6 171 898 II 1 3 2 33 2671 Potent Cap.: 716 xxxx xxxxx xxxx xxxx xxxxx 109 xxxx 317 xxxx xxxx xxxxx Move Cap.: 716 xxxx xxxxx xxxx xxxx xxxxx 109 xxxx 317 xxxx xxxx xxxxx Saturation F ow Module: Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 244 0 xxxxx 0 0 xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.01 xxxx xxxx xxxx Adjustment: 1.00 0.97 0.97 0.92 0.97 1.00 0.94 0.94 0.94 0.74 1.00 0.80 I II II II I Lanes: 1.00 0.99 0.01 1.00 1.00 0.00 0.17 0.50 0.33 1.00 0.00 1.00 Level Of Service Module: Final Sat.: 1900 1826 17111753 1845 0 297 890 593111410 0 15231 Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 10.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Ana ysis Module: LOS by Move: B * * * * * * * * * * * Vol/Sat: 0.00 0.37 0.37 0.10 0.49 0.00 0.00 0.00 0.00 0.02 0.00 0.18 • Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 272 xxxxx xxxx xxxx xxxxx Green/Cycle: 0.00 0.51 0.51 0.13 0.65 0.00 0.23 0.23 0.23 0.23 0.00 0.23 SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.00 0.73 0.73 0.73 0.75 0.00 0.02 0.02 0.02 0.10 0.00 0.75 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.7 xxxxx xxxxx xxxx xxxxx Delay/Veh: 0.0 21.8 21.8 52.5 14.9 0.0 29.5 29.5 29.5 30.2 0.0 44.4 Shared LOS: * * * * * * * C * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx xxxxxx 18.7 xxxxxx AdjDel/Veh: 0.0 21.8 21.8 52.5 14.9 0.0 29.5 29.5 29.5 30.2 0.0 44.4 ApprOachLOS: * * C * ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 1 7533BKPM.OUT 9-7-105 9:23a Page 5 of 6 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 III III III III III III III III II! 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 11-1 2006 Background PM Wed Sep 7, 2005 09:23:45 Page 12-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Background Traffic Condtions -- Weekday AM Peak Hour 2006 Background Traffic Condtions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.813 Cycle (sec): 100 Critical Vol./Cap. (X): 0.648 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 32.8 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 23.5 Optimal Cycle: 90 Level Of Service: C Optimal Cycle: 62 Level Of Service:. C ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: I I I I I I Volume Modul e- I I I I I I Base Vol: 16 375 511 175 451 13 11 49 12 497 24 59 Base Vol: 11 12 24 466 3 92 63 710 1 462 446 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.0 1.02 1.02 Initial Bse: 16 383 521 179 460 13 11 50 12 507 24 60 Initial Bse: 11 12 24 475 3 94 64 724 1 471 455 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 In-Process: 0 20 7 0 20 0 0 0 0 10 0 0 In-Process: 0 0 0 0 0 0 0 7 0 10 0 Initial Fut: 16 403 528 179 480 13 11 50 12 517 24 60 Initial Fut: 11 12 24 475 3 94 64 731 1 481 455 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.9 0.90 0.90 PHF Volume: 17 419 550 186 500 14 12 52 13 538 26 63 PHF Volume: 12 14 27 529 3 104 72 814 1 535 506 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 17 419 550 186 500 14 12 52 13 538 26 63 Reduced Vol: 12 14 27 529 3 104 72 814 1 535 506 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 T.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 Final Vol.: 17 419 550 186 500 14 12 52 13 538 25 63 Final Vol.: 12 14 27 529 3 104 72 814 1 535 506 II II II I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.97 0.83 0.92 0.97 0.97 0.92 0.94 0.94 0.90 0.85 0.85 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.90 0.90 0.90 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.97 0.03 1.00 0.80 0.20 1.00 0.29 0.71 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 Final Sat.: 1753 1845 1568 1753 1788 49 1753 1438 352 1718 467 1148 Final Sat.: 1702 538 1075 3494 22 1568 1702 3399 5 1736 1828 1554 II II II I II II II I Capacity Analysis Module: Capacity Analysis Module: • Vol/Sat: 0.01 0.23 0.35 0.11 0.28 0.28 0.01 0.04 0.04 0.31 0.05 0.05 ,Vol/Sat: 0.01 0.03 0.03 0.15 0.15 0.07 0.04 0.24 0.24 0.00 0.29 0.33 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.28 0.66 0.13 0.40 0.40 0.05 0.04 0.04 0.39 0.38 0.38 Green/Cycle: 0.04 0.04 0.04 0.23 0.23 0.23 0.06 0.56 0.56 0.01 0.50 0.50 Volume/Cap: 0.71 0.81 0.53 0.81 0.71 0.71 0.14 0.81 0.81 0.81 0.14 0.14 Volume/Cap: 0.19 0.65 0.65 0.65.0.65 0.29 0.65 0.43 0.43 0.43 0.58 0.65 Delay/Veh: 114.7 43.1 9.2 61.8 28.5 28.5 46.5 92.2 92.2 35.1 20.2 20.2 Delay/Veh: 47.9 68.6 68.6 36.4 36.4 31.9 58.4 13.1 13.1 64.4 18.5 20.3 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 114.7 43.1 9.2 61.8 28.5 28.5 46.5 92.2 92.2 35.1 20.2 20.2 AdjDel/Veh: 47.9 68.6 68.6 36.4 36.4 31.9 58.4 13.1 13.1 64.4 18.5 20.3 HCM2kAvg: 2 14 9 8 14 14 0 4 4 18 2 2 HCM2kAvg: 1 2 2 9 9 3 3 7 7 1 12 12 ******************************************************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 9 5 7533BKPM.OUT 9-7-105 9:23a Page 6 of 6 • • • • • • • • • • • • • • • • • • • • • • • • • • • Appendix F •• Year 2006 Total Traffic • Level-of-Service • Worksheets • • • • • • • - • • • • • • • 411 111 III III III 411 111 111 III 111 411 111 III 111 III III III 111 411 wsam Wed Sep 7, 2005 09:28:19 Page 1-1 wsam Wed Sep 7, 2005 09:28:19 Page 2-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour 2006 Total Traffic Conditions -- Weekday AM Peak Hour Scenario Report Impact Analysis Report Scenario: wsam Level Of Service Command: wsam Intersection Base Future Change Volume: wsam Del/ V/ Del/ V/ in Geometry: with site am LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road E 35.8 0.000 E 40.6 0.000 + 4.719 D/V Trip Generation: AM Trip Distribution: with site # 2 SW Upper Boones/SW Durham Rd D 40.5 0.807 D 44.5 0.860 + 4.014 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's B 15.0 0.000 C 15.6 0.000 + 0.659 D/V Configuration: wsam # 4 Upper Boones Ferry Rd/Fanno Cr B 14.1 0.000 C 15.8 0.000 + 1.750 D/V # 5 Upper Boones Ferry Rd/Pacific C 15.6 0.000 C 15.8 0.000 + 0.169 D/V # 8 SW Upper Boones/72nd Ave (sout B 14.6 0.692 B 15.8 0.704 + 1.150 D/V • # 10 72nd Ave (north)/SW Upper Boon C 24.5 0.687 C 26.0 0.753 + 1.475 D/V # 11 Sequoia Pkwy/SW Upper Boones B 16.4 0.638 B 17.1 0.642 + 0.731 D/V • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND 7533WSAM.OUT 9-7-105 9:28a Page 1 of 5 III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III III wsam Wed Sep 7, 2005 09:28:19 Page 3-1 wsam Wed Sep 7, 2005 09:28:19 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson 8 Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour 2006 Total Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road • Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.6 Worst Case Level Of Service: Et 40.6) Cycle (sec): 120 Critical Vol./Cap. (X): 0.860 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 44.5 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 111 Level Of Service: D Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled - Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: I II II II Protected Protected Protected Protected 1 II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 10 11 19 1172 504 49 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 11 Growth Adj: 1.0 1.0 1.0 1.02 1.0 1.02 1.02 1.02 1.0 1.0 1.02 1.02 Initial Bse: 10 11 19 1195 514 50 Volume Module: II II Added Vol: 0 0 0 44 2 0 Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 In-Process: 0 0 0 14 26 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 10 11 19 1253 542 50 Initial Bse: 134 300 3 50 155 252 480 472 234 5 185 20 User Adj: 1.0 1.0 1.0 1.00 1.0 1.00 1.00 1.00 1.0 1.0 1.00 1.00 Added Vol: 0 33 0 0 2 2 44 0 0 0 0 0 PHF Adj: 0.9 0.9 0.9 0.95 0.9 0.95 0.95 0.95 0.9 0.9 0.95 0.95 In-Process: 5 2 0 2 3 0 0 11 3 0 21 0 PHF Volume: 11 12 20 1319 571 53 Initial Fut: 139 335 3 52 160 254 524 483 237 5 206 20 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 11 12 20 1319 571 53 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Critical Gap Module: PHF Volume: 155 373 3 58 178 283 585 539 264 6 229 23 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.3 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 155 373 3 58 178 283 585 539 264 6 229 23 II PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 1957 xxxx 597 623 xxxx xxxxx xxxx xxxx xxxxx Final Vol.: 155 373 3 58 178 283 585 539 264 6 229 231 Potent Cap.: xxxx xxxx xxxxx 69 xxxx 497 953 xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 68 xxxx 497 953 xxxx xxxxx xxxx xxxx xxxxx Saturation F ow Module: Volume/Cap: xxxx xxxx xxxx 0.16 xxxx 0.02 0.02 xxxx xxxx xxxx xxxx xxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 I II II II I Adjustment: 0.92 0.97 0.97 0.91 0.96 0.82 0.93 0.98 0.83 0.89 0.92 0.92 Level Of Service Module: Lanes: 1.00 0.99 0.01 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.09 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Final Sat.: 1753 1826 17111736 1828 1554111769 1862 1583111688 1595 1581 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.9 xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: * * * * * * A * * * * * Capacity Ana ysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.09 0.20 0.20 0.03 0.10 0.18 0.33 0.29 0.17 0.00 0.14 0.14• Shared Cap.: xxxx xxxx xxxxx xxxx 123 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** **** **** SharedQueue:xxxxx xxxx xxxxx xxxxx 0.6 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Green/Cycle: 0.10 0.27 0.27 0.04 0.21 0.21 0.38 0.55 0.55 0.01 0.17 0.17 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 40.6 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.86 0.76 0.76 0.76 0.46 0.86 0.86 0.53 0.31 0.53 0.86 0.86 Shared LOS: * * * * E * * * * * * * Delay/Veh: 84.6 46.7 46.7 91.0 42.1 65.3 44.7 18.0 15.1 101.9 70.3 70.3 ApproachDel: xxxxxx 40.6 xxxxxx xxxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachLOS: * E * * AdjDel/Veh: 84.6 46.7 46.7 91.0 42.1 65.3 44.7 18.0 15.1 101.9 70.3 70.3 HCM2kAvg: 8 14 14 4 6 13 23 13 5 1 12 12 ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND FA A 7533WSAM.OUT 9-7-105 9:28a Page 2 of 5 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • wsam Wed Sep 7, 2005 09:28:19 Page 5-1 wsam Wed Sep 7, 2005 09:28:19 Page 6-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour 2006 Total Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.2 Worst Case Level Of Service: CC 15.6] Average Delay (sec/veh): 0.5 Worst Case Level Of Service: CC 15.8] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fanno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - I - R L - T - R L - T - R Movement: L - T - R L - I - R L - I - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 II II II I I II II II I• Volume Module: Volume Module: Base Vol: 1 792 440 12 9 Base Vol: 1 804 443 1 1 1 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.0 1.0 1.0 1.0 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 1 808 449 12 9 Initial Bse: 1 820 452 1 1 1 Added Vol: 0 77 4 0 0 Added Vol: 69 8 2 55 2 2 In-Process: 0 2 5 0 0 In-Process: 0 2 5 0 0 0 Initial Fut: 1 887 458 12 9 Initial Fut: 70 830 459 56 3 3 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.0 1.0 1.0 1.0 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.00 1.0 1.0 1.0 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.9 0.9 0.9 0.9 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.95 0.9 0.9 0.9 PHF Volume: 1 934 482 13 10 PHF Volume: 74 874 483 59 3 3 Reduct Vol: 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 Final Vol.: 1 934 482 13 k 10 Final Vol.: 74 874 483 59 3 3 Critical Gap Module: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 6. xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.6 xxxx 3. xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx II II II Capacity Module: II II II Capacity Module: P Cnflict Vol: 495 xxxx xxxxx xxxx xxxx xxxxx 1424 xxxx 488 xxxx xxxx xxxxx Cnflict Vol: 542 xxxx xxxxx xxxx xxxx xxxxx 1534 xxxx 512 xxxx xxxx xxxxx Potent Cap.: 1059 xxxx xxxxx xxxx xxxx xxxxx 144 xxxx 564 xxxx xxxx xxxxx Potent Cap.: 1017 xxxx xxxxx xxxx xxxx xxxxx 130 xxxx 566 xxxx xxxx xxxxx Move Cap.: 1059 xxxx xxxxx xxxx xxxx xxxxx 143 xxxx 564 xxxx xxxx xxxxx Move Cap.: 1017 xxxx xxxxx xxxx xxxx xxxxx 122 xxxx 566 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 269 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 242 0 xxxxx 0 0 xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx 0.04 xxxx 0.02 xxxx xxxx xxxx Volume/Cap: 0.07 xxxx xxxx xxxx xxxx xxxx 0.01 xxxx 0.01 xxxx xxxx xxxx I II II II I I II II II I Level Of Service Module: Level Of Service Module: Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 8.8 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx • LOS by Move: A * * * * * * * * * *. * LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 357 xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 339 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.6 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.8 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * C * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 15.6 xxxxxx ApproachDel: xxxxxx xxxxxx 15.8 xxxxxx ApproachLOS: * * C * ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A 7533WSAM.OUT 9-7-105 9:28a Page 3 of 5 . 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 wsam Wed Sep 7, 2005 09:28:19 Page 7-1 wsam Wed Sep 7, 2005 09:28:19 Page 8-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour 2006 Total Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.4 Worst Case Level Of Service: C( 15.8] Cycle (sec): 100 Critical Vol./Cap. (X): 0.704 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 15.8 Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Optimal Cycle: 60 Level Of Service: B Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) I II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include Lanes: 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 Control: I II II II Protected Protected Permitted Permitted 1 II II II 1 Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 821 37 449 9 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 Growth Adj: 1.0 1.02 1.0 1.02 1.02 1.0 1.0 1.0 1.0 1.0 1.0 1.02 I II II II I Initial Bse: 837 38 458 9 Volume Module: Added Vol: 9 0 57 0 Base Vol: 2 825 13 113 492 2 0 0 0 5 1 83 In-Process: 2 0 5 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 848 38 520 9 Initial Bse: 2 841 13 115 502 2 0 0 0 5 1 85 User Adj: 1.0 1.00 1.0 1.00 1.00 1.0 1.0 1.0 1.0 1.0 1.0 1.00 Added Vol: 8 2 0 0 55 55 4 2 2 0 33 0 PHF Adj: 0.9 0.95 0.9 0.95 0.95 0.9 0.9 0.9 0.9 0.9 0.9 0.95 In-Process: 0 2 0 5 5 0 0 0 0 0 0 7 PHF Volume: 893 40 547 10 Initial Fut: 10 846 13 120 562 57 4 2 2 5 34 92 Reduct Vol: 0 0 . 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 893 40 547 10 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Critical Gap Module: PHF Volume: 10 875 14 124 581 59 4 2 2 5 35 95 Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.2 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 3.3 Reduced Vol: 10 875 . 14 124 581 59 4 2 2 5 35 95 I II PCE Adj: 1.00 1.00 1.00 . 1.00 1.00 ' 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 893 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 893 Final Vol.: 10 875 1411 124 581 5911 4 2 2li 5 35 951 Potent Cap.: xxxx xxxx xxxxx 751 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 343 Move Cap.: xxxx xxxx xxxxx 751 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 343 Saturation Flow Module: Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: xxxx xxxx xxxx ll0.05 xxxx xxxx llxxxx xxxx xxxx llxxxx xxxx 0.03 Adjustment: 0.93 0.98 0.98 0.91 0.95 0.95 0.86 0.86 0.86 0.81 0.81 0.71 Lanes: 1.00 0.98 0.02 1.00 0.91 0.09 0.50 0.25 0.25 0.13 0.87 1.00 Level Of Service Module: Final Sat.: 1769 1830 29111736 1636 16611 815 407 40711 202 1345 13571 Queue: xxxxx xxxx xxxxx 0.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 0.1 Stopped Del:xxxxx xxxx xxxxx 10.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 15.8 Capacity Ana ysis Module: LOS by Move: * * * B * * * * * * * C Vol/Sat: 0.01 0.48 0.48 0.07 0.36 0.36 0.01 0.01 0.01 0.03 0.03 0.07 • Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Green/Cycle: 0.01 0.68 0.68 0.10 0.77 0.77 0.10 0.10 0.10 0.10 0.10 0.10 SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.46 0.70 0.70 0.70 0.46 0.46 0.05 0.05 0.05 0.26 0.26 0.70 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 63.4 11.7 11.7 55.6 4.4 4.4 40.9 40.9 40.9 42.6 42.6 59.1 Shared LOS: * * * * * * * * * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx xxxxxx xxxxxx 15.8 AdjDel/Veh: 63.4 11.7 11.7 55.6 4.4 4.4 40.9 40.9 40.9 42.6 42.6 59.1 Appr08ChLOS: * * * C ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 1 E 7533WSAM.OUT 9-7-105 9:28a Page 4 of 5 wsam Wed Sep 7, 2005 09:28:19 Page 9-1 wsam Wed Sep 7, 2005 09:28:19 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour 2006 Total Traffic Conditions -- Weekday AM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.753 Cycle (sec): 100 Critical Vol./Cap. (X): 0.642. Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 26.0 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 17.1 Optimal Cycle: 77 Level Of Service: C Optimal Cycle: 62 Level Of Service: B ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II Control: Protected Protected II Protected II Protected I Control: a Split Phase II Split Phase II II Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0. 1 1 0 0 1 1 0 1 0 1 1 0 1 0 1 I Volume Module: II II II I Volume e II II II I Module: Base Vol: 6 310 584 144 180 11 11 4 441 55 179 Base Vol: 5 6 5 192 7 72 80 638 13 17 635 626 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.0 1.02 1.02 1.02 1.02 1.02 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 6 316 596 147 184 11 11 4 450 56 183 Initial Bse: 5 6 5 196 7 73 82 651 13 17 .648 639 Added Vol: 0 2 4 0 33 0 0 0 77 0 0 Added Vol: 0 0 0 0 0 22 1 3 0 0 55 0 In-Process: 0 7 2 0 7 8 0 0 3 0 0 In-Process: 0 0 0 0 0 0 0 2 0 0 3 0 Initial Fut: 6 325 602 147 224 19 11 4 530 56 183 Initial Fut: 5 6 5 196 7 95 83 656 13 17 706 639 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.9 0.95 0.95 0.95 0.95 0.95 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 PHF Volume: 6 343 634 155 236 20 12 4 558 59 192 PHF Volume: 5 6 5 200 7 97 84 669 14 18 720 652 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 6 343 634 155 236 20 12 4 558 59 192 Reduced Vol: 5 6 5 200 7 97 84 669 14 18 720 652 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.0 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: I 6 343 634 155 236 20 12 4 558 59 192 Final Vol.: I 5 6 5 200 7 97 84 669 14 18 720 652 Saturation Flow Module: II II ee I Saturation Flow Module: II II II I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.88 0.93 0.79 0.84 0.87 0.87 0.84 0.85 0.85 0.89 0.83 0.83 Adjustment: 0.90 0.88 0.88 0.93 0.93 0.83 0.87 0.92 0.78 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.92 0.08 1.00 0.73 0.27 1.00 0.24 0.76 Lanes: 1.00 0.55 0.45 1.93 0.07 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Sat.: 1671 1759 1495 1597 1530 131 1597 1184 430 1688 370 1203 Final Sat.: 1702 911 759 3396 124 1568 1655 1742 1481 1736 1828 1554 II II II I II II II I Capacity Analysis Module: Capacity Analysis Module: • Vol/Sat: 0.00 0.19 0.42 0.10 0.15 0.15 0.01 0.01 0.01 0.33 0.16 0.16 Vol/Sat: 0.00 0.01 0.01 0.06 0.06 0.06 0.05 0.38 0.01 0.01 0.39 0.42 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.26 0.70 0.13 0.38 0.38 0.01 0.01 0.01 0.44 0.44 0.44 Green/Cycle: 0.01 0.01 0.01 0.10 0.10 0.10 0.08 0.71 0.71 0.02 0.65 0.65 Volume/Cap: 0.41 0.75 0.61 0.75 0.41 0.41 0.37 0.75 0.75 0.75 0.37 0.37 Volume/Cap: 0.29 0.64 0.64 0.61 0.61 0.64 0.64 0.54 0.01 0.54 0.60 0.64 Delay/Veh: 65.5 41.1 8.9 56.5 23.3 23.3 58.2 137 136.9 27.8 19.1 19.1 Delay/Veh: 57.6 109 108.6 46.5 46.5 52.5 55.0 7.1 4.1 65.3 10.8 11.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 65.5 41.1 8.9 56.5 23.3 23.3 58:2 137 136.9 27.8 19.1 19.1 AdjDel/Veh: 57.6 109 108.6 46.5 46.5 52.5 55.0 7.1 4.1 65.3 10.8 11.8 HCM2kAvg: 1 11 11 7 6 6 1 2 2 16 5 5 HCM2kAvg: 0 1 1 4 4 4 4 10 0 1 13 13 **********************************.********************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A 7533WSAM.OUT 9-7-105 9:28a Page 5 of 5 411 411 411 411 411 411 411 411 410 411 411 410 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 wspm Wed Sep 7, 2005 09:22:54 Page 1-1 wspm Wed Sep 7, 2005 09:22:54 Page 2-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour 2006 Total Traffic Conditions -- Weekday PM Peak Hour Scenario Report Impact Analysis Report Scenario: wspm Level Of Service Command: wspm Intersection Base Future Change Volume: wspm Del/ V/ Del/ V/ in Geometry: with site pm LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 SW 74th Ave/SW Durham Road C 22.2 0.000 E 36.8 0.000 +14.609 D/V Trip Generation: PM Trip Distribution: with site # 2 SW Upper Boones/SW Durham Rd E 66.4 1.011 E 70.5 1.039 + 4.141 D/V Paths: Default Paths Routes: Default Routes # 3 Upper Boones Ferry Rd/Studd's A 0.0 0.000 A 0.0 0.000 + 0.000 D/V Configuration: wspm # 4 Upper Boones Ferry Rd/Fanno Cr C 18.0 0.000 C 23.6 0.000 + 5.624 D/V # 5 Upper Boones Ferry Rd/Pacific 8 14.1 0.000 8 14.7 0.000 + 0.546 D/V # 8 SW Upper Boones/72nd Ave (sout C 22.6 0.727 C 25.8 0.753 + 3.184 D/V • # 10 72nd Ave (north)/SW Upper Boon C 31.7 0.792 C 33.7 0.839 + 1.923 D/V # 11 Sequoia Pkwy/SW Upper Boones C 23.5 0.648 C 24.1 0.663 + 0.600 D/V • • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A 9 _9 7533WSPM.OUT 9-7-105 9:22a Page 1 of 5 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 wspm Wed Sep 7, 2005 09:22:54 Page 3-1 wspm Wed Sep 7, 2005 09:22:54 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour 2006 Total Traffic Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #1 SW 74th Ave/SW Durham Road Intersection #2 SW Upper Boones/SW Durham Rd ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 1.1 Worst Case Level Of Service: Et 36.8] Cycle (sec): 120 Critical Vol./Cap. (X): 1.039 ******************************************************************************** Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh)• 70.5 Street Name: SW 74th Ave SW Durham Road Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW Durham Road I II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II Lanes: 0 0 0 0 0 0 0 1! 0 0 1 0 1 0 0 0 0 0 1 0 Control: Protected Protected Protected Protected 1 II II II 1 Rights: Include Include Include Include Volume Module: Min. Green:. 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 29 29 16 841 1102 18 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 Growth Adj: 1.0 1.0 1.0 1.02 1.0 1.02 1.02 1.02 1.0 1.0 1.02 1.02 II I Initial Bse: 30 30 16 858 1124 18 Volume Module: II II Added Vol: 0 0 0 5 38 0 Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 In-Process: 0 0 0 41 79 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 30 30 16 904 1241 18 Initial Bse: 286 313 10 34 446 447 306 305 304 13 421 11 User Adj: 1.0 1.0 1.0 1.00 1.0 1.00 1.00 1.00 1.0 1.0 1.00 1.00 Added Vol: 0 4 0 0 29 38 5 0 0 0 0 0 PHF Adj: 0.9 0.9 0.9 0.95 0.9 0.95 0.95 0.95 0.9 0.9 0.95 0.95 In-Process: 15 7 0 5 10 0 0 33 8 0 64 0 PHF Volume: 31 31 17 951 1306 19 Initial Fut: 301 324 10 39 485 485 311 338 312 13 485 11 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 31 31 17 951 1306 19 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Critical Gap Module: PHF Volume: 311 335 11 40 501 501 322 350 323 14 502 12 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduct Vol: 0 0 0 0 0 180 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: '311 335 11 40 501 321 322 350 323 14 502 12 II PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 2302 xxxx 1316 1326 xxxx xxxxx xxxx xxxx xxxxx Final Vol.: 311 335 11 40 501 321 322 350 323 14 502 121 Potent Cap.: xxxx xxxx xxxxx 42 xxxx 193 514 xxxx xxxxx xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx 41 xxxx 193 514 xxxx xxxxx xxxx xxxx xxxxx Saturation F ow Module: Volume/Cap: xxxx xxxx xxxx 0.75 xxxx 0.16 0.03 xxxx xxxx xxxx xxxx xxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 I II II II I Adjustment: 0.93 0.98 0.98 0.93 0.98 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Level Of Service Module: Lanes: 1.00 0.97 0.03 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.02 Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx xxxxx xxxxx xxxx xxxxx Final Sat.: 1769 1796 57 1769 1862 1583 1769 1862 1583 1787 1833 42 Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx 12.2 xxxx xxxxx xxxxx xxxx xxxxx II II II I LOS by Move: * * * * * * B * * * * * Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.18 0.19 0.19 0.02 0.27 0.20 0.18 0.19 0.20 0.01 0.27 0.27 • Shared Cap.: xxxx xxxx xxxxx xxxx 174 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** **** **** SharedOueue:xxxxx xxxx xxxxx xxxxx 1.5 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Green/Cycle: 0.17 0.38 0.38 0.05 0.26 0.26 0.17 0.42 0.42 0.02 0.26 0.26 Shrd StpDel:xxxxx xxxx xxxxx xxxxx 36.8 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 1.04 0.49 0.49 0.49 1.04 0.78 1.04 0.44 0.48 0.48 1.04 1.04 Shared LOS: * * * * E * * * * * * * Delay/Veh: 112.4 28.7 28.7 60.4 95.9 50.8 111.2 25.0 25.7 70.9 95.2 95.2 ApproachDel: xxxxxx 36.8 xxxxxx xxxxxx User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachLOS: * E * * AdjDel/Veh: 112.4 28.7 28.7 60.4 95.9 50.8 111.2 25.0 25.7 70.9 95.2 95.2 HCM2kAvg: 18 10 10 2 26 13 19 9 9 1 26 26 ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S * 7533WSPM.OUT 9-7-105 9:22a Page 2 of 5 • . 411 . 411 411 411 411 . 411 411 4 . 4 . . 411 4 411 . • 411 , 411 411 . . 411 • . . . 0 0 • 0 0 0 • 0 0 0 0 wspm Wed Sep 7, 2005 09:22:54 Page 5-1 wspm Wed Sep 7, 2005 09:22:54 Page 6-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour 2006 Total Traffic Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #3 Upper Boones Ferry Rd/Studd's driveway Intersection #4 Upper Boones Ferry Rd/Fanno Creek Place ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.0 Worst Case Level Of Service: Al 0.0] Average Delay (sec/veh): 1.0 Worst Case Level Of Service: C( 23.6] ******************************************************************************** ******************************************************************************** Street Name: SW Upper Boones Ferry Road Studd's driveway Street Name: SW Upper Boones Ferry Road Fanno Creek Place Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 0 1 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Lanes: 1 0 1 0 0 0 0 0 1 0 0 0 1! 0 0 0 0 0 0 0 Volume Module: Volume Module: Base Vol: 610 900 3 Base Vol: 1 605 890 1 1 1 Growth Adj: 1.0 1.02 1.0 1.0 1.02 1.02 1.0 1.0 1.0 1.0 1.0 1.0 Growth Adj: 1.02 1.02 1.0 1.0 1.02 1.02 1.02 1.0 1.02 1.0 1.0 1.0 Initial Bse: 622 918 3 Initial Bse: 1 617 908 1 1 1 Added Vol: 9 67 0 Added Vol: 8 1 33 6 29 33 In-Process: 7 15 0 In-Process: 1 7 15 0 0 4 Initial Fut: 638 1000 3 Initial Fut: 10 625 956 7 30 38 User Adj: 1.0 1.00 1.0 1.0 1.00 1.00 1.0 1.0 1.0 1.0 1.0 1.0 User Adj: 1.00 1.00 1.0 1.0 1.00 1.00 1.00 1.0 1.00 1.0 1.0 1.0 PHF Adj: 0.9 0.95 0.9 0.9 0.95 0.95 0.9 0.9 0.9 0.9 0.9 0.9 PHF Adj: 0.95 0.95 0.9 0.9 0.95 0.95 0.95 0.9 0.95 0.9 0.9 0.9 PHF Volume: 672 1053 3 PHF Volume: 11 658 1006 7 32 40 Reduct Vol: 0 0 0 Reduct Vol: 0 0 0 0 0 0 Final Vol.: 672 1053 3 Final Vol.: 11 658 1006 7 32 40 Critical Gap Module: Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 xxxxx xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx I Capacity Module: II II II Capacity Module: II II II Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Cnflict Vol: 1013 xxxx xxxxx xxxx xxxx xxxxx 1689 xxxx 1010 xxxx xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 680 xxxx xxxxx xxxx xxxx xxxxx 104 xxxx 294 xxxx xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 680 xxxx xxxxx xxxx xxxx xxxxx 103 xxxx 294 xxxx xxxx xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 0 0 xxxxx Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 235 0 xxxxx 0 0 xxxxx Volume/Cap: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Volume/Cap: 0.02 xxxx xxxx xxxx xxxx xxxx 0.13 xxxx 0.14 xxxx xxxx xxxx Level Of Service Module: II II II I Level Of Service II II II ice Module: Queue: xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Queue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Stopped Del: 10.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx • LOS by Move: * * * * * * * * • * * * * LOS by Move: B * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 0 xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 264 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 1.1 xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 23.6 xxxxx xxxxx xxxx xxxxx ' Shared LOS: * * * * * * * * * * * * Shared LOS: * * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachDel: xxxxxx xxxxxx 23.6 xxxxxx ApproachLOS: * * * * ApproachLOS: * * C * Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed"to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S A a S 7533WSPM.OUT 9-7-105 9:22a Page 3 of 5 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 wspm Wed Sep 7, 2005 09:22:54 Page 7-1 wspm Wed Sep 7, 2005 09:22:54 Page 8-1 Kittelson 8 Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour 2006 Total Traffic Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #5 Upper Boones Ferry Rd/Pacific Trust Intersection #8 SW Upper Boones/72nd Ave (south) ******************************************************************************** ******************************************************************************** Average Delay (sec/veh): 0.5 Worst Case Level Of Service: BE 14.7] Cycle (sec): 100 Critical Vol./Cap. (X): 0.753 ******************************************************************************** Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 25.8 Street Name: SW Upper Boones Ferry Road Pacific Trust Business Center Optimal Cycle: 68 Level Of Service: C Approach: North Bound South Bound East Bound West Bound ******************************************************************************** Movement: L - T - R L - T - R L - T - R L - T - R Street Name: SW Upper Boones Ferry Road SW 72nd Avenue (south) II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include Lanes: 0 0 0 1 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 1 Control: I II II II Protected Protected Permitted Permitted 1 II II II Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 • Base Vol: 605 3 9 885 5 43 Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 1 0 0 1 Growth Adj: 1.0 1.02 1.02 1.02 1.02 1.0 1.0 1.0 1.0 1.02 1.0 1.02 Initial Bse: 617 3 9 903 5 44 Volume Module: II II II Added Vol: 29 0 0 40 0 0 Base Vol: 0 641 6 148 838 0 1 3 2 31 0 234 In-Process: 7 0 0 15 0 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Fut: 653 3 9 958 5 44 Initial Bse: 0 654 6 151 855 0 1 3 2 32 0 239 User Adj: 1.0 1.00 1.00 1.00 1.00 1.0 1.0 1.0 1.0 1.00 1.0 1.00 Added Vol: 1 29 0 0 6 6 67 29 33 0 4 0 PHF Adj: 0.9 0.95 0.95 0.95 0.95 0.9 0.9 0.9 0.9 0.95 0.9 0.95 PasserByVol: 0 7 0 15 15 1 5 0 0 0 0 20 PHF Volume: 687 3 10 1008 5 46 Initial Fut: 1 690 6 166 876 7 73 32 35 32 4 259 Reduct Vol: 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 687 3 10 1008 5 46 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Critical Gap Module: PHF Volume: 1 712 6 171 904 7 75 33 36 33 4 267 Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.4 xxxx 6.2 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 Reduced Vol: 1 712 6 171 904 7 75 33 36 33 4 267 II PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Capacity Module: MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Cnflict Vol: xxxx xxxx xxxxx 691 xxxx xxxxx xxxx xxxx xxxxx 1717 xxxx 689 Final Vol.: 1 712 6 171 904 7 75 33 36 33 4 2671 Potent Cap.: xxxx xxxx xxxxx 899 xxxx xxxxx xxxx xxxx xxxxx 100 xxxx 449 Move Cap.: xxxx xxxx xxxxx 899 xxxx xxxxx xxxx xxxx xxxxx 99 xxxx 449 Saturation F ow Module: Total Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx 0 0 xxxxx 230 0 xxxxx Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Volume/Cap: xxxx xxxx xxxx 0.01 xxxx xxxx xxxx xxxx xxxx 0.02 xxxx 0.10 Adjustment: 0.92 0.97 0.97 0.92 0.97 0.97 0.80 0.80 0.80 0.71 0.71 0.80 I II II II I Lanes: 1.00 0.99 0.01 1.00 0.99 0.01 0.52 0.23 0.25 0.89 0.11 1.00 Level Of Service Module: Final Sat.: 1753 1827 16111753 1828 15 788 346 378111191 151 15231 Queue: xxxxx xxxx xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx 0.1 xxxx 0.3 Stopped Del:xxxxx xxxx xxxxx 9.0 xxxx xxxxx xxxxx xxxx xxxxx 21.0 xxxx 13.9 Capacity Analysis Module: LOS by Move: * * * A * * * * * C * B Vol/Sat: 0.00 0.39 0.39 0.10 0.49 0.49 0.10 0.10 0.10 0.03 0.03 0.18 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** Shared Cop.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Green/Cycle: 0.00 0.52 0.52 0.13 0.65 0.65 0.23 0.23 0.23 0.23 0.23 0.23 Shared0ueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Volume/Cap: 0.76 0.75 0.75 0.75 0.76 0.76 0.41 0.41 0.41 0.12 0.12 0.75 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 537.6 22.5 22.5 55.2 15.4 15.4 33.3 33.3 33.3 30.4 30.4 44.5 Shared LOS: * * * * * * * * * * * * User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ApproachDel: xxxxxx xxxxxx xxxxxx 14.7 AdjDel/Veh: 537.6 22.5 22.5 55.2 15.4 15.4 33.3 33.3 33.3 30.4 30.4 44.5 ApproachLOS: * * * B HCM2kAvg: 0 19 19 7 21 21 5 5 5 1 1 9 PP ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S 1 7533WSPM.OUT 9-7-105 9:22a Page 4 of 5 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 -411 411 411 411 411 411 411 411 411 41/ 411 wspm Wed Sep 7, 2005 09:22:54 Page 9-1 wspm Wed Sep 7, 2005 09:22:54 Page 10-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour 2006 Total Traffic Conditions -- Weekday PM Peak Hour Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** ******************************************************************************** Intersection #10 72nd Ave (north)/SW Upper Boones Intersection #11 Sequoia Pkwy/SW Upper Boones ******************************************************************************** ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap. (X): 0.839 Cycle (sec): 100 Critical Vol./Cap. (X): 0.663 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 33.7 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 24.1 Optimal Cycle: 96 Level Of Service: C Optimal Cycle: 64 Level Of Service: C ******************************************************************************** ******************************************************************************** Street Name: SW 72nd Ave (north) SW Upper Boones Ferry Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 • Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 I II II I I I Volume Module: I I I I I I I Volume Module: Base Vol: 16 375 511 175 451 13 11 49 12 497 24 59 Base Vol: 11 12 24 466 3 92 63 710 1 7 462 446 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Else: 16 383 521 179 460 13 11 50 12 507 24 60 Initial Bse: 11 12 24 475 3 94 64 724 1 7 471 455 Added Vol: 0 29 67 0 4 0 0 0 0 9 0 0 Added Vol: 0 0 0 0 0 3 19 48 0 0 6 0 In-Process: 0 20 7 0 20 0 0 0 0 10 0 0 In-Process: 0 0 0 0 0 0 0 7 0 0 10 0 Initial Fut: 16 432 595 179 484 13 11 50 12 526 24 60 Initial Fut: 11 12 24 475 3 97 83 779 1 7 487 455 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 17 449 620 186 504 14 12 52 13 548 26 63 PHF Volume: 12 14 27 529 3 108 93 867 1 8 542. 506 Reduct Vol: 0 0 0 0 0, 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 17 449 620 186 504 14 12 52 13 548 26 63 Reduced Vol: 12 14 27 529 3 108 93 867 1 8 542 506 PCE Adj: 1.00 1.00 , 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00' 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 17 449 620 186 504 14 12 52 13 548 25 63 Final Vol.: 12 14 27 529 3 108 93 867 1 8 542 506 J I I II II I Saturation Flow Module: II II I I I Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.97 0.83 0.92 0.97 0.97 0.92 0.94 0.94 0.90 0.85 0.85 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.90 0.90 0.90 0.91 0.96 0.82 Lanes: 1.00 1.00 1.00 1.00 0.97 0.03 1.00 0.80 0.20 1.00 0.29 0.71 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 Final Sat.: 1753 1845 1568 1753 1789 49 1753 1438 352 1718 467 1148 Final Sat.: 1702 538 1075 3494 22 1568 1702 3400 4 1736 1828 1554 ' II II II I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.01 0.24 0.40 0.11 0.28 0.28 0.01 0.04 0.04 0.32 0.05 0.05 Vol/Sat: 0.01 0.03 0.03 0.15 0.15 0.07 0.05 0.26 0.26 0.00 0.30 0.33 III Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.01 0.29 0.67 0.13 0.40 0.40 0.05 0.04 0.04 0.38 0.38 0.38 Green/Cycle: 0.04 0.04 0.04 0.23 0.23 0.23 0.08 0.56 0.56 0.01 0.49 0.49 Volume/Cap: 0.70 0.84 0.59 0.84 0.70 0.70 0.14 0.84 0.84 0.84 0.14 0.14 Volume/Cap: 0.19 0.66 0.66 0.66 0.66 0.30 0.66 0.45 0.45 0.45 0.60 0.66 Delay/Veh: 112.4 44.5 9.9 66.4 27.8 27.8 46.6 99.8 99.8 37.7 20.6 20.6 Delay/Veh: 48.0 71.3 71.3 37.2 37.2 32.4 55.9 13.0 13.0 66.6 19.6 21.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 112.4 44.5 9.9 66.4 27.8 27.8 46.6 99.8 99.8 37.7 20.6 20.6 AdjDel/Veh: 48.0 71.3 71.3 37.2 37.2 32.4 55.9 13.0 13.0 66.6 19.6 21.4 HCM2kAvg: 2 16 11 8 14 14 0 4 4 19 2 2 HCM2kAvg: 1 2 2 9 9 3 4 8 8 1 12 12 ******************************************************************************** ******************************************************************************** Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND S I S 7533MSPM.OUT 9-7-105 9:22a Page 5 of 5 II A& • II II • MITIG8 - wsam Thu Sep 8, 2005 08:03:58 Page 1-1 • Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday AM Peak Hour • Level Of Service Computation Report • 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** • Intersection #2 SW Upper Boones/SW Durham Rd (MITIGATED) ******************************************************************************** • Cycle (sec) : 120 Critical Vol./Cap. (X) : 0.822 • Loss Time (sec) : 16 (Y+R = 4 sec) Average Delay (sec/veh) : 37.0 Optimal Cycle: 99 Level Of Service: D • ******************************************************************************** Street Name: SW Upper Boones Ferry Road SW Durham Road • Approach: North Bound South Bound East Bound West Bound • Movement: L - T - R L - T - R L - T - R L - T - R 11 11 ( l 1 • Control: Protected Protected Protected Protected Rights: Include Ovl Include Include • Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 2 0 1 1 0 1 0 1 1 0 0 1 0 II 1 I I I I I I Volume Module: • Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 • Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 134 300 3 50 155 252 480 472 234 5 185 20 • Added Vol: 0 33 0 0 2 2 44 0 0 0 0 0 In-Process: 5 2 0 2 3 0 0 11 3 0 21 0 • Initial Fut: 139 335 3 52 160 254 524 483 237 5 206 20 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 • PHF Adj : 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 • PHF Volume: 155 374 3 58 179 283 585 539 264 6 229 23 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 • Reduced Vol: 155 374 3 58 179 283 585 539 264 6 229 23 PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 • MLF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol. : 155 374 3 58 179 283 585 539 264 6 229 23 II 1 I I I I I I 1 Saturation Flow Module: • Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 • Adjustment: 0.92 0.97 0.97 0.91 0.91 0.82 0.93 0.98 0.83 0.89 0.92 0.92 Lanes: 1.00 0.99 0.01 1.00 2.00 1.00 1.00 1.00 1.00 1.00 0.91 0.09 • Final Sat. : 1753 1826 17 1736 3473 1554 1769 1862 1583 1688 1595 158 11 11 11 • • Capacity Analysis Module: • Vol/Sat: 0.09 0.20 0.20 0.03 0.05 0.18 0.33 0.29 0.17 0.00 0.14 0.14 Crit Moves: **** **** **** **** • Green/Cycle: 0.18 0.25 0.25 0.04 0.11 0.51 0.40 0.57 0.57 0.01 0.17 0.17 Volume/Cap: 0.48 0.82 0.82 0.82 0.48 0.36 0.82 0.51 0.29 0.51 0.82 0.82 • Delay/Veh: 45.1 53.9 53.9 108.5 51.5 18.0 39.6 16.0 13.5 92.7 63.8 63.8 User DelAdj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 • AdjDel/Veh: 45.1 53.9 53.9 108.5 51.5 18.0 39.6 16.0 13.5 92.7 63.8 63.8 • HCM2kAvg: 6 15 15 4 4 6 22 12 5 1 11 11 ******************************************************************************** II • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND • • • II II II • • 11 • • MITIG8 - wspm Thu Sep 8, 2005 08:01:22 Page 1-1 • Kittelson & Associates, Inc. -- Project #7533 11 Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Weekday PM Peak Hour • Level Of Service Computation Report • 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** • Intersection #2 SW Upper Boones/SW Durham Rd (MITIGATED) ******************************************************************************** • Cycle (sec) : 120 Critical Vol./Cap. (X) : 0.892 • Loss Time (sec) : 16 (Y+R = 4 sec) Average Delay (sec/veh) : 52.0 Optimal Cycle: 125 Level Of Service: D • ******************************************************************************** Street Name: SW Upper Boones Ferry Road SW Durham Road • Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R • I I I I I I 1 • Control: Protected Protected Protected Protected Rights: Include Ovl Include Include • Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 2 0 1 1 0 1 0 1 1 0 0 1 0 • 1 11 II 11 1 Volume Module: • Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 • Growth Adj : 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 286 313 10 34 446 447 306 305 304 13 421 11 • Added Vol: 0 4 0 0 29 38 5 0 0 0 0 0 In-Process: 15 7 0 5 10 0 0 33 8 0 64 0 • Initial Fut: 301 324 10 39 485 485 311 338 312 13 485 11 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 • PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.9.7 • PHF Volume: 311 335 11 40 501 501 322 350 323 14 502 12 Reduct Vol: 0 0 0 0 0 30 0 0 0 0 0 0 11 Reduced Vol: 311 335 11 40 501 471 322 350 323 14 502 12 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 • MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol. : 311 335 11 40 501 471 322 350 323 14 502 12 • 1 I I I I I I Saturation Flow Module: • Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 • Adjustment: 0.93 0.98 0.98 0.93 0.93 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Lanes: 1.00 0.97 0.03 1.00 2.00 1.00 1.00 1.00 1.00 1.00 0.98 0.02 • Final Sat. : 1769 1796 57 1769 3538 1583 1769 1862 1583 1787 1833 42 11 11 11 • Capacity Analysis Module: Vol/Sat: 0.18 0.19 0.19 0.02 0.14 0.30 0.18 0.19 0.20 0.01 0.27 0.27 • Crit Moves: **** **** **** **** • Green/Cycle: 0.20 0.32 0.32 0.04 0.23 0.53 0.30 0.39 0.39 0.02 0.24 0.24 Volume/Cap: 0.88 0.58 0.58 0.57 0.62 0.56 0.61 0.48 0.52 0.38 1.14 1.14 • Delay/Veh: 67.9 35.6 35.6 66.8 42.9 19.7 37.9 28.0 28.9 64.8 133 132.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1.00 1.00 1.00 1.00 1.00 • AdjDel/Veh: 67.9 35.6 35.6 66.8 42.9 16.8 37.9 28.0 28.9 64.8 133 132.6 HCM2kAvg: 15 11 11 2 9 12 11 10 9 1 30 30 • ******************************************************************************** • • Traffix 7.7.1115 (c) 2004 Dowling Assoc. Licensed to KITTELSON, PORTLAND • • • 11 • • • • • • • • • • • • • • • • • • • • • • • • • • • Appendix G • • Conceptual Mitigation Plan • for SW Upper Boones Ferry • Road/SW Durham Road • Intersection • • • • • • • • • • • • • H:Ipro/lile17533.Opus NW Upper Boones Ferry Rezoneldwgslligs17533aerial.dwg Sep 26,2005-11:37am- attester Layout Tab:IMPROVEMENT-APP G QQ ; .� , - • „`r�. 4' 4. '�.----`Fk ,;A��,�4. `^ f:4• •igik `;`,,, '.e,."—.' ,�'„ • y7r•.,, !-!`� ,.i :. .. 1 " :', . ILA\ N j %: x.� A .x �. 1� . �r i "t .e'i.41; +t` t; C .;,,,,, 4, , . ..a., ..,,..,,,, .. .,.,... .. '-s.'',,, ,or; ." :-.. . -', ' . '.4.% a '''.f'4 , . I y , , ,y' 4 i x ��y p ' ' t 1//•}}j n _ ( t � / 7y`^ ^ 1 ` .. 3 if r Y b.« ,f t • R .r'f r t �, w f if +F M'� �l Y N it,' ' ,r j'. ",,, /t i J J , •,, ' : '. > •` :- + .'.« >., f `v...d '°... Ll O } of (d!.7. 1 wst ', a ,>;'/ t e{ +4�i r.t' r cu ' 1. cD . '� �ili � r ' :, t �� F '( ""�'r �t. „ , ktY Q I�r � � t q • j l'::r R, y✓ � - I• , n , : . f 'f + qi r' t a.. .'. •T,I�F e i' • 4i' • fi .7A ' � � r„, ; r 4..."..0- w '• • . ^ro y • , " 'i r `, • r " '".,,/f ; ` t .! n '9+ c..4,y r 7' j-3 "a r4 4 y`}'. I- ` ' . {�, !� ;F_ ,r t�.or rr ,z :. '.,•T "it it 4...A`.�:� _ 'J jj ,j, .r,�'t. `-�•, • `2., 't'� '1ydw' r 4'/:44%, • rte:; .Ir r,�,.... • .,... . . .,,,,,..... .4;x.1." f !J: : ''!, " • ,• I Iira , • \. `r r! ;'`,:" ,t...ar``«J4 iloe.„ Vi (0.: . . ' tor ' �:,,, c, 1 I ,..-47 aj > 1 `•j•; ; • • `rte "i Srr+••-•-,^r#+,d ' .,r,:t?' .".J.B !. I �j "�'" ,!}' T, l J'. '' '1' ,r i)' ,. s.,a .1' .'r•F .•irfC'1a3 r ca'.� , y v•y�' ., t �; ,�. ".,'`r•; if 7 i1•• t ,• ! ./..-r v ',.1- ,k ` S . •c 4,1- :d , t tr^, . ', I fe .. Al• ; Li a _ I r•f;..+ ., c� .,, , . (, °,•..�',,, —:.„ ,,3, 1aa;,..:, , ,,,,- :': .,'+$; '.a' ,#'y4.Fa .r`. :F?� ._ .0 'Y', �j t��„�, «.. ,. .. ,:1 Ntlit t, F: is l � • {i�-1 ,+r (w',-J..•,i,�;, ,"''•...-A x _i,�' :4,11.,.,' -.S;W '°,•1 .I.t h°",�I,' •{ _ rJ ..fY 1, j , cl_r r':j >a ��> .' �; It '• - . ,., fir f, ',�' .' .c- ... ' i ~ nA) 7 l� i V c. •„•m+rs,e«« ,w .P .r....•+•-`"''" 'pW'w.w"'"'>• r j, ,� r� y;:r co , ,r : . • , 1 4.•i Y.,,.S% 4xI' .?. tr '1 ,;�t�X}J� .,, 4 ., f, .. ... �' • i ir..ki'4 .32 `7 I r',y ', ',k n, ,b i.1,,„..,..,_ < ,•1 1 _ ../..,t• .,- ,.r _. - '��:• .,., '.1,..,�rRH b�..- > ,. :4 0'`1." . ,•.,i: "` ,a,.,,,c ,H,> .,yy� .r,,c, •rti _ ,+' .t} ' _. ` , .'e, i. ilt, {!r• W.,�,4.•J,. , ' „: •' :.\. 'f'' ‘‘...`.• 't�.•v„� I!- ..,, r; .. + t• H ., .�� ' '' �'.,.� -. ,"�'.,,14. ..r.,ti t`, rte'* .`t v' S O ' .l 5.111 4/ 7•;. .;�:i4° :',' }a°' .�`'t.. 1 • -, '„Y'•, O % k... it �;:, ....w •; "' I ±S,`'• M I / .r @ ,.'` .i, L. •'Y� *� Q o �i. .r ”.• . ,I .lr,:f \. sio-j' • '0' I • ..._A AY >,. '.t�.• D ,i "fit r p.."a it t�L'� ` I ;C 1 1+\qtr ,+f -+,* %h^.. i n I lr YYYY) Y ! q4• ,� 1`r*� •J.� '� it . '4 t,.:4 r'Y�'' 'emu-�!+ 2. '\,, O '• 3•',/+ ,'t ..� '-1'r t�. I.•: ,,i 7 "•e•-.....1 k.v., a ,^ Z •§ ~ J� +y a4'``r• -••.o) 1.^` - :i..+'"'f' f t,•� wKr „. `• • T ` .' ,v't l "fit'' ' �.” 1 co Cr ' • r U "�° .__ a.��. ;y: h;, r: - ,'. ''. �_ � 9. s{, _... ..,.'' ,.m : . _ __.._ _ / Ui • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW Upper Boones Ferry Rezone I / KITTELSON&ASSOCIATES,INC. • Project Number: 7533 V 610 SW Alder,Suite 700 Analyst: AWO.- , _. Portland,Oregon 97205 • Date: 9/7/2005 �I�\ (503)228-5230 Filename: H:\propBe\7533-Opus NW Upper Boones Ferry Rezone■excenf7533_Sig Ou • Son-r'C,•.•-p Fax: (503)273-8169 • Intersection: SW Upper Boones Ferry Rd/SW 72nd Ave(South) • Conditions(yr,alt.,etc.): 2006 Total Traffic-Weekday AM Peak-Hour • GENERAL INPUT PARAMETERS: Cycle Length: . -100'sec • Confidence Level(C.L.): • 95ee Storage length/vehicle: 25:IIIfeet i . • • APPROACH/MOVEMENT #1 #2 #3 #4 #5 #6 #7 #8 • . -NBLT NBTH/RT- SBILT' SBT /RT WBLT/TH- 'WBRT7-- .- EB _ INPUT PARAMETERS: • Volume(pre-PHF)(vph): 10;• 859 120 619 39 92 8' • G/C for movement: '...0,01 . :I:. 0.68 ,_.0.10 , 0.77 0:10 '"0:10 • 0.10 _ Number of lanes: - 1. •1. ' '1:- 1 :. "1 ,-1',, 1,. . `I • CALCULATIONS: • Length of red interval(sec): 99.0 32.0 90.0 23.0 90.0 90.0 90.0 Average total queue(veh): 0.3 7.6 3.0 4.0 1.0 2.3 0.2 Maximum total queue(veh): 1 12 6 7 3 5 1 • Total queue length(feet): 25 .300 150 175 75 125 25 Required storage/lane(feet): 25 300 150 175 75 125 25 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): Opposing sat.flow rate: - • _• . . CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red inlerval=(I-G/C).Cycle length Queue length=Maximum queue-Storage length per vehicle • Average queue/Lino=Volume'Red[Merval/3600 Required storage per lane a Oueue length/Number of lanes.rounded up to the nest highest whole vehicle • Maximum queue Random arrivavConwen(service Random arrivals behave according to a Poisson distribution Opposing lbw ratio Yo=opposing volume vc/opposing sal flow rate sop • There is a probability equal to the confidence lewd desired(o g 95%) that the queue formed during each red interval web be leas than Unblocked G/C(gu/C)_)9'C-Yoyf 1-Ye) • or equal b the maximum queue • (Prob of arrivals=N)a(Red INervalyrN-eep(-N)/NI the Poisson r5svrbution) (Prob d arrivals r-N)=1-Sum d probatrtiies for vehilas 0.I. .N-1 • Max N Highest N such that the sum of probabredies.(1-=WNiner.,level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW Upper Soonest Ferry.-Rezone j / KITTELSON&ASSOCIATES,INC. • Project Number: 7533 V 610 SW Alder,Suite 700 Analyst: AWO ' Portland,Oregon 97205 Date: 9/7/20050\ (503)228-5230 • Filename: H3prgh)e\7533-Opus NW Upper Boones Ferry Rezone\excer'7533_Sig Ou • .L:;:,..•.. r Fax: (503)273-8169 • Intersection: SW Upper Boones—Terry Rd/SW72nd Ave(South) .. • Conditions(yr,alt.,etc.): 2006 Total Traffic-Weekday PM'Peak Hour , • GENERAL INPUT PARAMETERS: Cycle Length: 100 sec • Confidence Level(C.L.): 95% Storage length/vehicle: - 25 feet • 411 APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 NBLT... NBTH/RT .SBLT. .SBTH/RT WBET/TH WBRT' - .=EB'. • . INPUT PARAMETERS: • Volume(pre-PHF)(vph): . 1 .. 696 ,- :. ..166 - 883 , 36 • -.259_- 140:.,. , . G/C for movement: : 0.00 : 0;52 - -, �0.13'- 0:65 : 0.23 . 0.23 ". -0.23' , • Number of lanes: '1 -' 1 . :1 " . 1 -1 : Project Name: SW Upper Boones Ferry Rezone • Project #: 7533 • Analysis Scenario: expm V = flow rate for movement Analysis Period: 0.25 (peak 15 minute analysis) C = capacity of movement Analyst: CBT Q = 95th percentile queue (veh) Date: September 7,2005 5 = storage need (ft) • # ofInt: "' : 1. Veh. Length (ft): 25 *Queue length calculated using Equation(17-37)presented in Highway Capacity Manua/2000. r.. •S Fa x.41. K., NB.LT' ;NB':TH= :'r1B= ;'; SEC L•7:'; ;'S . . .: .,.. .., -_ .. - .r, .. ,. ..,. . ..w `;,... . h a V 70 6 SW Upper Boones Ferry Rd/ C 1017 339 SW Fanno Creek Place Q 0.2 0.1 S 25 _ 25 • • 7533 Unsig Queue-Fanno Ck.xls W5AM • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Project Name: SW Upper Boones Ferry Rezone Project #: 7533 Analysis Scenario: WSPM V = flow rate for movement • Analysis Period: 0.25 (peak 15 minute analysis) C = capacity of movement Analyst: CBT Q = 95th percentile queue (veh) bate: September 7,2005 S = storage need (ft) # of Int.2:2. .777' Veh. Length (ft): 25 .7. Queue length calculated using Equation(17-37)presented in Highway Capacity Manual 2000. • I.•4 . . L. . 411`r V 10 68 SW Upper Boones Ferry Rd/ C 680 264 SW Fanno Creek Place Q 0.0 1.0 S 25 25 7533 Unsig Queue-Fanno Ck.xls WSPM • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: ISW Upper-Boones Ferry Rezone --', I / KITTELSON&ASSOCIATES,INC. Project Number: pS33 • - ' V. 610 SW Alder,Suite 700 • Analyst: Portland,Oregon 97205 Date: 9/7/2005 1I�\ _ (503)228-5230 • Filename: H.\projNe\7533-Opus NW upper Boones Ferry Rezone\excery7533_Sig Gu" .Svc--d�.° .,Fax: (503)273-8169 • Intersection: SW Upper Boones Feny Rd/SW Durham.Rd Conditions(yr,alt.,etc.): 2006 Total Traffic.-Weekday AM Peak Hour • GENERAL INPUT PARAMETERS: • Cycle Length: Confidence Level(C.L.): 95%� • Storage length/vehicle: _ , 25 feet • APPROACH/MOVEME■T • #1 #2 #3 #4 #5 #6 #7 #8 NBLT.- hlBTH/RT' :=SBLT "SBTH : .SBRT YVBLT^ WBTH/RT • INPUT PARAMETERS: • Volume(pre-PHF)(vph): : •1.33 : 3381. ".', 52 160' •' .254': -5, 226 . G/C for movement: _ "0.10 : .0:27' 0.04 .'1-12-,1' -:-''021 • ' 0.01 . .017 • ' Number of lanes: 1. i 1 .i -. 1' 1 - 1' "` • 'CALCULATIONS: Length of red interval(sec): 108.0 87.6 115.2 94.8 94.8 118.8 99.6 • Average total queue(veh): 4.2 8.2 1.7 4.2 6.7 0.2 6.3 Maximum total queue(veh): 8 13 4 8 11 1 11 • Total queue length(feet): 200 325 100 200 275 25 275 Required storage/lane(feet): 200 325 100 200 275 25 275 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): Opposing sat.flow rate: • CALCULATIONS: Opposing flow ratio(Yo): • Unblocked G/C: Effective red interval(sec). • Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red vaerv&=(1-G/C)'Cycle length Oueue lergth=Maximum queue'Storage length per vehicle • Average queua7ane=Vohnrne'Red Iraerval/3600 Required storage per lane=Gum.lernph/Number of lanes.rounded • up to the next highest whole vehicle Maximum queue Random arrivaVCorWara service • Random arroob behave according to a Poisson disfnbution OPPesing lbw ratio Yo=opposing volume vo/opposing eat lbw rate sop There is a probe/Way equal to the coNiderca bvel desired(e g 95::) • that the queue loaned dung each red gamed well be lass than Unblocked G/C(gurC)_(g/C-vow-Ye) a.equal to the maximum queue • (Prob of arrivals=N).(Red IntervalyN.exp(-N)/N. (tire Poisson distribution) • (Prob of arrivals..=N)=I-Sum of probzuenea for vehicles 0.I. .N-I Max N 1141.1 N such Mal the sum of probebllies x(1-confidence level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW Upper Boones Ferry Rezone KITTELSON&ASSOCIATES,INC. • Project Number: 7533 610 SW Alder,Suite 700• Analyst: CBT.:. Portland,Oregon 97205 • Date: 9/7/2005 , (503)228-5230 Filename: H:�proifde\7533-Opus NW Upper Boones Ferry Rezone)eocer47533_Sig Ou • •• >Fax: (503)273-8169 • Intersection: SW Upper Booties Ferry Rd/SW Durham Rd' • Conditions(yr,alt.,etc.): 2006 Total Traffic-Weekday AM Peak Hour - GENERAL INPUT PARAMETERS: • Cycle Length: t20jsec 4110 Confidence Level(C.L.): _ 95%1 Storage length/vehicle: :25ifeet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8• INPUT PARAMETERS: • Volume(pre-PHF)(vph): •'524 -483- - 237 • _ •. ' G/C for movement: '0.38'_' - •0.55 0:55 - • Number of lanes: 1 1' . . . • CALCULATIONS: Length of red interval(sec): 74.4 54.0 54.0 • Average total queue(veh): 10.8 7.2 3.6 Maximum total queue(veh): 16 12 7 • Total queue length(feet): 400 300 175 Required storage/lane(feet): 400 300 175 • PERMITTED LEFT TURNS: • Opposing volume(pfe-PHF): Opposing sat.flow rate: . • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length ol red interval=(1-6/C)'Cycle length Oueue length=Maximum queue'Storage length per vehcle • Average queuellane=Volume'Red Interval/3600 Required storage per lane=Oueue length/Number ol lanes,rounded up to the nest highest whole vehicle Maximum queue Random errivat/Canslanl service • Rarvlom arrivals behave according to a Poisson distribution Opposing lbw rata Yo=opposing volume vo/opposing sal lbw rale sop There is a probability equal to the careidence level desired leg 95%) • That the queue formed during each red interval will be less then Unblocked G/C(gu/C)_(grC-Yoy(1-To) • or equal to the maximum queue (Prob ol arrivals=N)_(Ref IraorvalrN'exp-N)/N a:w t (the Poisson artion) • (Prob d arrivals vv N)=1-Sum ol protwbdhies for vehicles 0.1. .N-i Max N Highest N such that the sum of probabibies v(1-coditerce level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: . Upper Bones Ferry Rezone ..: KITTELSON&ASSOCIATES,INC. • Project Number: 7533 - = 610 SW Alder,Suite 700 Analyst: CBT-_:- : Portland,Oregon 97205 Date: 9/7/2005 (503)228-5230 • Filename: H:�projfile\7533-Opus NW Upper Boones Ferry Rezonetexcet/f7533_Sig Ou >Fax: (503)273-816 9 • Intersection: 'SW Upper Boones Ferry Rd/SW.Durham Rd l • Conditions(yr,alt.,etc.): 12006Total°Traffic-Weekday-PM Peak Hour- GENERAL INPUT PARAMETERS: • Cycle Length: •120`sec Confidence Level(C.L.): 95% • Storage length/vehicle: 25 feet • • APPROACH/MOVEMENT 1 #1 #2 #3 #4 #5 #6 #7 #8 1• -NBLT .- :NBTH/RT .•SBLT•'. SBT H. SBRP '_ .:. W BLT WBT: R .i • I INPUT PARAMETERS: • Volume(pre-PHF)(vph): 301 334 . 39 485 , 321 . . ; • '-:13 ` -496'. G/C for movement: ••'0:17`: ': 0:38 _ • 0.05- 0.26: :026 0:02 :" .. 0.26. • Number of lanes: '. 1 - 1 1 : 1 1 1 _ - ;1 • CALCULATIONS: I . Length of red interval(sec): 99.6 74.4 114.0 88.8 88.8 117.6 88.81 • Average total queue(veh): 8.3 6.9 1.2 12.0 7.9 0.4 12.21 Maximum total queue(veh): 13 11 3 18 13 2 18 • Total queue length(feet): 325 275 75 450 325 50 4501 Required storage/lane(feet): 325 275 75 450 325 50 450 • i PERMITTED LEFT TURNS: 1 • Opposing volume(pre-PHF): Opposing sat.flow rate: . • i CALCULATIONS: I • Opposing flow ratio(Yo): Unblocked G/C: 1 • Effective red interval(sec): Average total queue(veh): • • Maximum total queue(veh): Total queue length(feet): i • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red interval=(I-G/C)•Cycle length Queue length=Maximum queue.Storage Ien{ph per vehicle • Average queue/lsne=Volume•Red Interval/3600 Required storage per lsne=Queue length/Number 01 lanes.rounded up to the next highest Male vehicle Maximum queue'Random enivepConslard service • Rnrcfom errata's behave according to a Poisson 6stribuion Opposing lbw ratio To=opposing volume vo/opposig sal flow rare sop There is a probabiday squat to rho coeiderwe level desired(e g 95%) • that the queue termed during each red interval well be less than Urtbbcked GC(gu/C)=(g/C-VOA'"Yo) • or equal to the maximum queue • (Prob of arrivals=N)=(Red Irrerval)N•asp(-N)/Ni (the Pocwn distrtulio m) (Prot of arrivals>=N)=1-Sum of probebiGiea for vehicles 0.1. .N-I Max N Highest N such Mal the sum of probatr/iea>(I-cordidence level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS IIII Project Name: SW"Upper Boones Ferry Rezone . - _ . / KITTELSON&ASSOCIATES,INC. • Project Number: 7533 V 610 SW Alder,Suite 700 Analyst: CBT . - . . Port land,Oregon 97205 • Date: 9/7/2005 16' (503)228-5230 Filename: H:(projfde\7533-Opus NW Upper Boones Ferry Rezone■excel117533 s)g ou .. .>Fax: (503)273-8169 • Intersection: SW Upper Boones Ferry Rd/SW-Durham Rd• • Conditions(yr,alt.,etc.): 2006 Total Traffic-Weekday PM.Peak Hour' GENERAL INPUT PARAMETERS: • Cycle Length: -- 1201 sec Confidence Level(C.L.): - 95%{ • Storage length/vehicle: 25feet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 .EBLT_ EBTH . ' • -INPUT PARAMETERS: • • Volume(pre-PHF)(vph): 311 338 `. 312 G/C for movement: '- 0,t7 ' 0:42':': --0.42'„' '. -- - • Number of lanes: t.. • ,CALCULATIONS: Length of red interval(sec): 99.6 69.6 69.6 • Average total queue(veh): 8.6 6.5 6.0 Maximum total queue(veh): 14 11 10 • Total queue length(feet): 350 275 250 Required storage/lane(feet): 350 275 250 • 'PERMITTED LEFT TURNS: • , Opposing volume(pre-PHF): . . .. _ . Opposing sat.flow rate: . • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): . • Required storage/lane(feet): 1• • • METHODOLOGY AND FORMULAS USED: • Length of red interval=(I-G/C)'Cycle length Queue length=Maximum queue'Storage length per vehicle Average queue/lane=Volume'Red Irlerval/3600 Required storage per lane=Oueue lergh/Number of lanes•mulled • up to the neat highest whole vehicle Masimum queue Random anivaVConslare service • Random arrivals behave accordng to a Poisson distribution Opposing flow ratio Yo=opposing volume vo/opposing sal lbw rale sop There is a probebilay equal to the confidence level desired(e g 95%) • Ihal the queue formed during each red interval ma be less than Urtlocked G/C(gu/C)_(g/C-Yoy(1-Yo) or equal to the maximum queue - • (Prob of arrivals=NJ=IRed IdervalyNa•exp(-N)/NI (the Poisson di0tnbddion) • (Prob of arrivals x=N)=t•Sum of proboblldiea lot vehicles O.1, .14-1 Max N Highest N such Thal the sum of probabtlies...11-confidence level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW Upper Boones Ferry Rezone .. - I / KITTELSON&ASSOCIATES,INC. • CBT Project Number: 7533.- _ V 610 SW Alder,Suite 700 Analyst: _. Portland,Oregon 97205 • Date: 9/7/2005 (503)228-5230 Filename: H:tpro)lilev533-Opus NW Upper Boones Ferry Rezone\exceh17533_Sig Ou --F Fax: (503)273-8169 • Intersection: SW Upper Boones Ferry Rd/SW.Durham Rd, . • Conditions(yr,alt.,etc.): 2006 Total Traffic--Weekday AM Peak Hour• MITIGATED GENERAL INPUT PARAMETERS: • Cycle Length: . 1201sec Confidence Level(C.L.): 95% • Storage length/vehicle: 25 feet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 _NBL-T. 'NBTH/RT -SBLT SBTH : .SBRT • ' WBLT•'. `WBT.H/RT. INPUT PARAMETERS: • Volume(pre-PHF)(vph): I. ..-. 139 . <,--..338 •-' ' .52:. ` 160 :- -:- 254•-• 5 r. .- 226 G/C for movement: 0..18 - -^, 025 0.04 _ 2,0.,11 - 0.51 _0:01 0:1.7'; • Number of lanes: - - 1 . .'1' 71 , , . -.:2 , .. _=1- -1'' . 11 • CALCULATIONS: Length of red interval(sec): 98.4 90.0 115.2 106.8 58.8 118.8 99.6 • Average total queue(veh): 3.8 8.5 1.7 4.7 4 1 0.2 6.3 Maximum total queue(veh): 7 13 4 9 8 1 111 • Total queue length(feet): 175 325 100 225 200 25 275' Required storage/lane(feet): 175 325 100 125 200 25 275 • PERMITTED LEFT TURNS: ' • Opposing volume(pre-PHF): Opposing sat.flow rate: • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: III Length of HA interval=(1-G/C)'Cycle length Oueue length=Maximum queue'Storage length per vehicle Average queue/lane=Volume•Red Interval l 3600 Required storage per lane=Queue length l Number of lanes.rounded • up to the next highest whole vehicle Maximum queue Random arrival/Constant service • Random arrivals behave according to a Poisson distnbasion Opposing lbw ratio Yo=opposing volume no/opposing sal now rate sop There is a probable),equal to the confidence level desired(e g 95%) • Pal the queue termed durxtg each red interval wall be less than Utrbbcked GIC(guiCl=(gIC-Yoy(t-Yo) or equal to the maximum queue • (Prob of arravab=N)=(Red laervalrN'exp(-N)I NI (lhe Poisson disfrtbution) • (Pleb d arrivals in N)=I•Sun of probsbalaies for vehicles 0.I. ,N.) Max N Highest N such dot be soma of probebblies.(1-cordidence level) • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW-Upper Boones Ferry,Rezone / KITTELSON&ASSOCIATES,INC.• • Project Number: 7533.- - - - �/ 610 SW Alder,Suite 700 Analyst: CBT Portland,Oregon 97205 • Date: 9/7/2005 L (503)228-5230 Filename: H:\projfde\7533-Opus NW Upper Boones Ferry Rezone fexcer47533-Sig Ou • _ - Fax: (503)273-8169 • Intersection: SW Upper Boones Ferry Rd/SW Durham Rd ..• Conditions(yr,alt.,etc.): 2006 Total Traffic-Weekday-AM-Peak libitif • MITIGATED GENERAL INPUT PARAMETERS: • Cycle Length: 120E sec Confidence Level(C.L.): 95%1 • Storage length/vehicle: _-. 25lifeet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 EBLTi• EBTH ,,.- EBRT _--I INPUT PARAMETERS: • Volume(pre-PHF)(vph): •G/C for movement: : Oi40 0.57 • Number of lanes: • CALCULATIONS: Length of red interval(sec): 72.0 51.6 51.6 • Average total queue(veh): 10.5 6.9 3.4 Maximum total queue(veh): 16 11 7 • Total queue length(feet): 400 275 175 Required storage/lane(feet): 400 275 175 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): , Opposing sat.flow rate: t. • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): , Required storage/lane(feet): • a • METHODOLOGY AND FORMULAS USED: • • Length of red interval=(I-G/C)'Cycle length Queue length=Maximum queue'Storage length per vehicle Average queueltane=Volume'Red'Norval/3600 Required storage per lane=Queue length/Number of lanes.roundel • up to the next highest whole vehicle Maximum queue Random arrivaVConslant service • Rardom arrivals behave according to e Poisson disea mmion Opposing now relic Ye=opposing vdume cv I opposng.."k."'tote sop There is a probability equal to the covtklerrce level desired(e g 95%) • 1.1 the queue formed during each red interval wit be less than Unblocked 13/C(gu/C)_(gIC•Yoy(1-Yo) or equal to the maximum queue • (Prole d errivele=N1=(Red INarvalrN'eap(-N)/N. (the Poisson castrbtAion) • (Prole of arrivals>-_N)=I•Sum el prrbetmdies for velydes O.I. .N-I Max N Highest N such tit the sum d probabulies=(1•corditioree level) • • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: SW UppecBoones Ferry.Reione / KITTELSON&ASSOCIATES,INC. Project Number: 7533 - . -- _ - / 610 SW Alder,Suite 700 • Analyst: CBT' Portland,Oregon 97205 Date: 9/7/2005 ■ (503)228-5230 • Filename: H:propae)7533•Opus NW Upper Boones Ferry Rezonetexcenl7533_Sig Ou . _ --.. Fax: (503)273-8169 • Intersection: SW Upper Boories Ferry Rd/SW,Durham Rd Conditions(yr,alt.,etc.): 2006'TotalTraffic-.Weekday'PM Peak Hour - • MITIGATED GENERAL INPUT PARAMETERS: • Cycle Length: - 120'sec Confidence Level(C.L.): 7 ' 95% • Storage length/vehicle: 25 feet • APPROACH/MOVEMENT • #1 #2 #3 - #4 #5 #6 #7 #8 1 ' _NBLT :NBTH/RT `SBLT. _ !SETH,- ' •SBRT . ' :-WELT 'WBTH/RT • INPUT PARAMETERS: 1 • Volume(pre-PHF)(vph): 301 334 39 ,; -485 :485 ' #3: .496: G/C for movement: 020 - _ 032 . .,::::::.:0704 -:.-..'0.23 . , '-0.53' . 0:02' 0:24! • Number of lanes: . .. - 'i' . 1 - .1 .- 2 . .1 1_ •1 • CALCULATIONS: Length of red interval(sec): 96.0 81.6 115.2 92.4 56.4 117.6 91.2, Average total queue(veh): 8.0 7.6 1.2 12.4 7.6 0.4 12.61 • Maximum total queue(veh): 13 12 3 19 12 2 191 • Total queue length(feet): 325 300 75 475 300 50 475 Required storage/lane(feet): 325 300 75 250 300 50 475 • PERMITTED LEFT TURNS: Opposing volume(pre-PHF): • I Opposing sat.flow rate: • CALCULATIONS: Opposing flow ratio(Yo): • Unblocked G/C: Effective red interval(sec): • Average total queue(veh): Maximum total queue(veh): 1 • Total queue length(feet): Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red interval=(1.G/C)'Cycle length Queue length=Maximum queue'Storage length per vehicle • Average queue/lane=Volume'Rat Interval/3600 Required storage per lane=Queue length/Number of lanes,rounded • or to the next highest whole vehicle Maximum queue Random arricaVCorWant service • Rarvbm arrivals behave according to a Poisson dist,Lwion Opposing lbw ratio To=opposing volume vo/opposing sal lbw rate sop There is a probab ley equal to the cordidence level desired leg 95%) . • her the queue loaned during each red interval we be less than Unblocked GIC(9WC)_(g/C-Toytt-To) or equal to the maximum queue • (Prot.of arrivals=NI=(Red Interval)^N'eve-N)/NI (the Poisson distribution) • (Prob of arrivals r_N)=I•Sun of pnobablaies or vehicles 0,1, .N-t - Max N Highest N such that the sum of prababa7d'ies It.confidence level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS . • Project Name: SW Upper Boones Ferry Rezone / KITTELSON&ASSOCIATES,INC. • Project Number: 7533 - V 610 SW Alder,Suite 700 ' Analyst: CBT ' ._ Portland,Oregon 97205 • Date: 9/7/2005 (503)228-5230 Filename: H:\pro(Ne 7533-Opus NW Upper Boones Ferry Rezone\exceF(7533_Sig Ou • _ ..F Fax: (503)273-8169 • Intersection: SW Upper Boones Ferry Rd/SW Dtirhan.Rd. 1 • Conditions(yr,alt.,etc.): 2006-Total Traffic-Weekday PM Peak Hour , MITIGATED • GENERAL INPUT PARAMETERS: Cycle Length: 1201sec • Confidence Level(C.L.): 95%) ^ Storage length/vehicle: .. 251feet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 r tEBLT EBTIt •n;EBRT. . -. • INPUT PARAMETERS: • Volume(pre-PHF)(vph): =311 338 ;312 r •• N for movement: 0.31 0:39 0:39 - i �: Number of lanes:: 1 1 .: •9' �• • CALCULATIONS: Length of red interval(sec): 84.0 73.2 73.2 • Average total queue(veh): 7.3 6.9 6.3 Maximum total queue(veh): 12 11 11 • Total queue length(feet): 300 275 275 Required storage/lane(feet): 300 275 275 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): • Opposing sat.flow rate: • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): • • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red interval=(1-0/C).Cycle length Oueue length=Maximum queuo'Storage length per vehicle • Average queue/lane=Volume•Red Interval/3600 Required storage per lane=Oueue length/Number of lane,.mur ied up to the veil highest while vehicle • Maximum queue Random arrival/Constant service Random arrivab behave according to a Poisson distribution Opposing lbw ratio To=opposing volume vo/opposing sal lbw rale sop • There is a probability equal to the confidence level desired(e g 9534 . Ihal the queue formed dumg each red interval well be less than Unblocked G/C(gu/C)_(9,c-roil-Yo) • or equal to the maximum queue • (Prop ol arrivals=N).) Iree (Red vel)`N'exal-N)/NI tine Poisson dtiSnbniion) (Pmb of arrivals x=N)=1•Sum o1 probabilities la vehicles 0.I. .N-1 • Max N Highest N such(Ml the sum of pmbabLfies.(1-conidence level) • • •. . • • • • • transportation impact analysis — supplemental • Exhibit K1 • Z KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING • \'+tea 610 SW ALDER,SUITE 700 • PORTLAND,OR 97205 • (503)228-5230 • FAX(503)273-8169 • • • January 18, 2006 Project#: 7533.0 • • • Kim McMillan • Development Review Engineer 13125 SW Hall Boulevard • Tigard, OR 97223 • • RE. TPR Compliance and Queuing Analysis for Proposed Rezone of 6.16 Acres of Land • Located on the Northwest Side of SW Upper Boones Ferry Road— Tigard, Oregon Dear Ms. McMillan: • This report provides an assessment of the short- and long-range traffic impacts associated with • the proposed zone change for 6.16 acres of property located on the northwest side of SW Upper Boones Ferry Road in Tigard, Oregon. This work has been conducted as a supplement to our • September 2005 Transportation Impact Analysis (TIA) for the site and was requested by ODOT • to address the Transportation Planning Rule (OAR 660-012-0060). As discussed in our TIA, the • proposed zone change will involve the redesignation of the property from IL(Light Industrial) to IP (Industrial Park). The underlying Industrial comprehensive plan designation will remain • unchanged. • • This report contains an assessment of future traffic conditions under the expected build-out year 2006 and the planning horizon year 2021 (15 years past the likely adoption of the proposed zone • change). Comparisons are made between traffic conditions under "reasonable worst-case" land • uses with the current IL zoning designation and the proposed IP zoning designation. • The study intersections for this analysis were identified in ODOT's letter to the City of Tigard • dated November 29, 2005. These intersections include the following: • • • SW Upper Boones Ferry Road/SW Durham Road (long-term operations); • • SW Upper Boones Ferry Road/SW Sequoia Parkway (short-term and long-term operations); and, • • I-5 southbound (SB) Ramp/SW Carman Drive (long-term operations). • • The traffic conditions evaluated in this report are based on the weekday p.m. peak hour, when • the combination of traffic demand on the adjacent street system and site-generated traffic from the proposed site achieve their highest levels, resulting in worst-case conditions. Additionally, • the transportation system plan developed for the City of Tigard is based on weekday p.m. peak • hour traffic forecasts. • • • H:\projfileV7533 - Opus NW Upper Boones Ferry Rezone lreportYinaN533rep_TPR_letter FINALdoc • • • • • Upper Boones Ferry Rezone Project#: 7533.0 • January 18, 2006 Page:2 • YEAR 2006 BUILD-OUT TRAFFIC CONDITIONS • The September 2005 TIA addressed year 2006 operating conditions at several intersections in the vicinity of the site. ODOT requested that the I-5 southbound ramp/SW Carman Drive • intersection also be analyzed under near-term conditions. This analysis was requested to • determine if the proposal will have a near-term impact on potential queues between this • intersection and the SW Upper Boones Ferry Road/SW Sequoia Parkway intersection. • As documented in our TIA, year 2006 conditions were derived by factoring existing traffic • volumes by an annual growth rate of two percent and adding traffic from in-process • developments as well as the projected site volumes. Traffic volumes at all study area • intersections, including I-5 southbound (SB) ramp/SW Carman Drive, were obtained in August 2005. • • For the purposes of the analysis, year 2006 conditions were analyzed under both the current IL • and proposed IP zoning. The resultant traffic volumes are shown in Figures 1 and 2. As indicated in the figures, the intersections meet ODOT's mobility standard of a volume-to-capacity ratio of • less than 0.99. • For the purposes of comparison, Figures 1 and 2 also identify the projected level-of-service at the SW Upper Boones Ferry Road/SW Durham Road intersection. As documented in our September • 2005 TIA, this intersection is expected to fail regardless of site development on the subject • property. The level-of-service shown in the figures reflect improvement of the intersection to • include a second southbound through lane and a southbound right-turn. This improvement is • identified in the City's Transportation System Plan (TSP) as part of long-term mitigation measures at the intersection. The longer-term measures include widening of both SW Upper • Boones Ferry Road and SW Durham Road to five-lane cross-sections. The needed southbound • improvements identified to address near-term conditions are the first phase of the TSP • improvements. Although funding for these improvements have not been specifically allocated yet, city staff has confirmed that these improvements are of a high priority and are reasonably • likely to be funded through the TIT program, conditions of land use approvals, and other • potential sources. We will be working with city staff to determine Opus' proportionate share • costs of these improvements. Attachment "A" contains the 2006 total traffic level-of-service • worksheets for both zoning scenarios. • A queuing analysis was also performed at the SW Upper Boones Ferry Road/SW Sequoia • Parkway intersection to identify whether queues may extend into the I-5 SB Ramp/SW Carman • Drive intersection. The I-S ramp intersection is approximately 580 feet north of the SW Upper Boones Ferry Road/SW Sequoia Parkway intersection. Per the 2006 total traffic conditions • analysis, 95th percentile weekday p.m. peak hour queues are not anticipated to exceed 325 feet • under either zoning scenario. Therefore, the proposed rezone will not create queuing issues at the • ramp terminal. Attachment "B" contains the year 2006 queuing analysis worksheets. • • • • • • Kittelson&Associates, Inc. - Portland, Oregon • • • • • Opus NW Upper Boones Ferry Rezone-TPR Analysis January 2006 • \ • - B • 93 s\y v°'D 'os\y y, (NO SCALE)0 LP • / ' s7 \0 ,l 5 2 r LOS=C l DeI=26.6 Del=29.3 • V/C=0.63 V/C=0.90 • 1b'' may, �\ t 12 • • ........„...„) • • • • ¢ • 1,1\ • Q Q T 2 O • • 2 Q cn • _ O p Q -4 Qy P • _ 12 ZO • �Q • < < O� • m =} R m JQQ'�00 • G 1m 5� AK ii: . ? - :SIT_E :: v �� m • a O • cc m • 2 •. col W • • 2 a a m • • rn • • • N c Los=D • m° DeI=47.1 V/C=0.88 cO it A • Ca. LEGEND • z CM=CRITICAL MOVEMENT(UNSIGNALIZED) �°� ~,. LOS=INTERSECTION LEVEL OF SERVICE • ° (SIGNALIZED)/CRITICAL MOVEMENT LEVEL OF SERVICE(UNSIGNALIZED) ,• • Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2006 TOTAL TRAFFIC CONDITIONS-CURRENT ZONING FIGURE • 'Cl. DELAY(UNSIGNALIZED) WEEKDAY PM PEAK HOUR 1 _ SIC=CRITICAL VOLUME-TO-CAPACITY RATIO TIGARD, OREGON 1 ■r7' • • - • • Opus NW Upper Boones Ferry Rezone-TPR Analysis January 2006 • / \ • El • '°°��~ s...'�op �°s ~ 15 (NO SCALE) • LOS=C LOS=C Del=27.2 Del=31.0 V/C=0.65 V/C=0.92 .1-1-- ..—ah. ...........9 y �°s cii••�r • ,° • • • • • CC > • L II .. l Q 2 • p • Q • i ftE o �y��Q.c • < 1 8 t-D < O� • m ? m QPeO - JQ • 2 m � T- [. •am : • _ - ):.•;.j *:'n � . - SITEt, ° • A Z IF • o v� ' C) • N • o O • ce co • • 96. o a. • 3 co • S • m 0 N • It' O LOS=D • o Del=48.1 Oi m V/C=0.90 1� �t • Q. LEGEND �� • i CM=CRITICAL MOVEMENT(UNSIGNALIZED) �� ,s'9s '2'. LOS=INTERSECTION LEVEL OF SERVICE (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • n OF SERVICE(UNSIGNALIZED) - • m Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2006 TOTAL TRAFFIC CONDITIONS-PROPOSED ZONING FIGURE • . DELAY(UNSIGNALIZED) WEEKDAY PM PEAK HOUR 2 _ C=CRITICAL VOLUME-TO-CAPACITY RATIO TIGARD, OREGON • •1 • ' • • • Upper Boones Ferry Rezone Project#: 7533.0 • January 18,2006 Page:5 • • PLANNING HORIZON YEAR TRAFFIC CONDITIONS • In land use cases involving an amendment to a local comprehensive plan, the Oregon Highway • Plan Implementation Action 1F.2 requires an analysis of future year traffic conditions for either the planning horizon year as documented in the locally adopted Transportation System Plan • (TSP), or a 15-year forecast, whichever is greater. While no amendment to the City of Tigard's • comprehensive plan is required with the proposed zone change, this analysis was conducted to • for the request for the zone change. Based on the long-range traffic forecasts contained in the City of Tigard's TSP (2020), a forecast year of 2021 was selected for the study intersections. • • Traffic Forecast Methodology • Long-range traffic forecasts for the horizon year 2021 were prepared to provide a basis for • comparison between traffic conditions under the current IL and proposed IP zoning scenarios. The year 2006 background traffic volumes were grown 30-percent to arrive at year 2021 traffic • volumes (two percent annual growth rate over 15 years). In addition to the annual growth rate, • projected site traffic from the proposed site under the existing and proposed zoning was also • added to intersection volumes. • Planned Transportation Improvements The TPR provides specific language and direction on how planned transportation improvements • in adopted transportation system plans can be included in the long-range transportation impact • analyses for proposed changes to comprehensive plans. Specifically, the TPR allows funded projects or projects designated as "reasonably likely to occur" within the planning horizon to be • incorporated into the analysis of long-range traffic conditions. The City's TSP includes the • widening of SW Upper Boones Ferry Road and SW Durham Road to five-lane cross-sections. • City staff confirmed that these improvements can be considered reasonably funded in the vicinity of the site. As such, our year 2021 analyses reflect these improvements. • • Total Traffic Conditions • Figures 3 and 4 illustrate the forecast traffic volumes and level-of-service at the three subject intersections under the existing IL zoning and proposed IP zoning, respectively. As shown in the • figures, the SW Upper Boones Ferry Road/SW Durham Road and SW Sequoia Parkway/SW • Upper Boones Ferry Road intersections are forecast to operate acceptably under year 2021 • conditions for both the existing and proposed zoning. • The 1-5 SB ramp/Carmen Drive intersection is forecast to operate with a volume-to-capacity • ratio of greater than 1.0 under both zoning scenarios. Table 1 summarizes the forecast volume- • to-capacity ratios. As shown, the volume-to-capacity ratio is forecast to increase by 0.01 with the • proposed zone change. • • • • • • • • Kitte/son&Associates, Inc. Portland, Oregon • • • • • Opus NW Upper Boones Feny Rezone-TPR Analysis January 2006 • f N • s ° s ` , • sso 0 ~� '� A (NO SCALE) • LOS=C r LOS=E>c3° l Del=29.5 Del=63.8 V/C=0.74 V/C=>1.0 • . • • .-• ti • ¢ • i- z W - CO 4P0 •• c - o <x. o� �P e. • m + J m ce' Tj JQ • 2 4_ m • z mss • . .--- ;STYE: /w . s ``` � y`^ p N • m 1 PyP v P • m • • ¢ col W • a • • o, • 3 • N co 0%�.� ~ LOW` • c LOS=C r l • m DeI=31.0 Zr) V/C=0.71 Q. LEGEND \ 10 J/ R t • z CM=CRITICAL MOVEMENT(UNSIGNALIZED) ,f'e 0-oz. • a LOS=INTERSECTION LEVEL OF SERVICE • ° (SIGNALIZED)/CRITICAL MOVEMENT LEVEL OF SERVICE(UNSIGNALIZED) ■ m Del=INTERSECTION AVERAGE CONTROL DELAY o (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2021 TOTAL TRAFFIC- CURRENT ZONING FIGURE • -•-• DELAY(UNSIGNALIZED) WEEKDAY PM PEAK HOUR _ /c=CRITICAL VOLUME-TO-CAPACITY RATIO TIGARD, OREGON 3 J • IF-An - - • • • • Opus NW Upper Boones Ferry Rezone-TPR Analysis January 2006 • •• ss moo ro s \~ �6,0 \~ >0° (NO SCALE) �o • LOS=C ♦ LOS=E l Del=30.1 Del=68.3 • V/C=0.75R` V/C=>1.0 s • • • • - • + w Yo.` • • t� Q • -• j Q O • • I2 • Q $ � • T= * • • O ~ - CO �� • = 2 O <c�Q • Z C\ m �-- o m 00 • + ¢ JQQ��O • g T m 0 a CE .,• ; ITE • m S11/049 ' . _.- it U • E gM90 <x 9F��,o 0. •. �? x � ,. o • a 499 • z >: ` Q 0 • 1 �`�QP m Oa • v 0 •• • ~ c u), W • • a •. • M a • 3 • g -. •N 0 • ta��-► �.� �o O LOS=C l • m° Del=31.3 V/C=0.72 • % LEGEND Ao l R t z CM=CRITICAL MOVEMENT(UNSIGNAUZED) , 'yam .4-, 2sss • n LOS=INTERSECTION LEVEL OF SERVICE O (SIGNALIZED)/CRITICAL MOVEMENT LEVEL • ; OF SERVICE(UNSIGNALIZED) • m Del=INTERSECTION AVERAGE CONTROL DELAY -o (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2021 TOTAL TRAFFIC-PROPOSED ZONING FIGURE • s DELAY(UNSIGNALIZED) WEEKDAY PM PEAK HOUR 4 _ V/C=CRITICAL VOLUME-TO-CAPACITY RATIO TIGARD, OREGON • ■Ei - - • • • • • Upper Boones Ferry Rezone Project#: 7533.0 • January 18, 2006 Page:8 • Table 1 • Year 2021 Weekday PM Peak Hour • Operations Analysis Comparison (Intersection of 1-5 SB Ramp/SW Carman Drive) • • Scenario Service V/C Ratio • • Current IL zoning E 1.09 • Proposed /P zoning E 1.10 • • In land use cases involving an amendment to a local comprehensive plan, the Oregon Highway • Plan (OHP) Implementation Action 1F.6 states that in situations where the intersection volume- III to-capacity ratio exceeds the ODOT mobility standard, the performance of the intersection shall • not be degraded further. Additionally, the policy states that if an amendment to a comprehensive plan increases the volume-to-capacity ratio further, it will significantly affect the facility. • • The TPR also contains language similar to the OHP Implementation Action 1F.6. Specifically • OAR 660-012-0060 section 1(c)(C) states that a plan or land use regulation amendment significantly affects a transportation facility if it would "worsen the performance of an existing • intersection or planned transportation facility that is otherwise projected to perform below the • minimum acceptable performance standard identified in the TSP or comprehensive plan." • Based on the interpretations of OHP Action 1F.6 and the TPR, the projected 0.01 increase in . • volume-to-capacity ratio must be mitigated. This mitigation can be accomplished through the • optimization of signal timing at this intersection for year 2021 traffic conditions. Our analysis for • year 2021 reflects existing signal timing (including splits and offsets) at the intersection. Because • the traffic volumes and patterns are anticipated to change between today and year 2021, it is reasonable to believe that the signal timing will be optimized at this intersection by the year • 2021. With optimized signal timing, the volume-to-capacity ratio can be reduced to 1.07, which • meets the OHP requirements. Attachment "C" contains the year 2021 level-of-service • worksheets. • A Synchro/SimTraffic analysis was also performed under year 2021 traffic conditions. Under • both zoning scenarios, southbound queues at the intersection in 2021 will not exceed 475 feet, • and will not cause backups onto the southbound ramp at the I-5 SB Ramp/SW Carman Drive intersection. Attachment "D" contains the year 2021 SiniTraffic queuing analysis worksheets • for both current and proposed zoning scenarios. • A 2021 queuing analysis was also conducted at the SW Upper Boones Ferry Road/SW Durham • Road intersection to satisfy ODOT requests regarding the eastbound queues. It should be noted • that since the comprehensive plan is not changing, that planning and analysis related to the • proposed commuter rail line east of the intersection will not be affected as a result of the zone • change. Under both zoning scenarios, eastbound queue lengths are not expected to increase as a • result of the zone change. Appendix "E" contains the year 2021 queuing analysis worksheets for both current and proposed zoning scenarios. • • • Kitte/son&Associates, Inc. Port/and, Oregon •• • • • Upper Boones Feny Rezone Project#: 7533.0 • January 18, 2006 Page:9 • • • CONCLUSIONS Based on the short- and long-term traffic impact analysis findings documented in this letter, it • has been concluded that the proposed zoning amendment to modify the 6.16-acre parcel from its • current IL (Light Industrial) zone designation to the proposed IP (Industrial Park) zone • designation can comply with the Transportation Planning Rule and related policies of the Oregon • Highway Plan. We recommend that ODOT monitor the intersection operations at the I-5 SB/Carman Drive intersection over the next fifteen years to determine when signal timing should • be optimized at this location. • • Furthermore, queuing analyses of year 2006 build-out conditions as well as year 2021 traffic conditions for both zoning scenarios show that queues at the SW Upper Boones Ferry Road/SW • Sequoia Parkway intersection will not impact queuing at the I-5 Southbound Ramp/SW Carman • Drive intersection, and eastbound queues at the SW Upper Boones Ferry Road/SW Durham • Road intersection are unaffected by the proposed zone change. • Please let us know if you have any questions or need any additional information. • • Sincerely, • KIT'1'E SON AND ASSOCIATES, INC. • Christopher Tiesler, E.I.T. i u a Kuhn, P.E. • Engineering Associate f P ncipal Engineer • • • Enclosures: Attachment"A"-Year 2006 Total Traffic Level-Of-Service Worksheets Attachment`B"-Year 2006 Queuing Analysis Worksheets • Attachment"C"-Planning Year 2021 Level-Of-Service Worksheets Attachment"D"-Year 2021 SimTraffic Queuing Analysis Worksheets • Attachment"E"—Year 2021 Queuing Analysis Worksheets—Upper Boones/Durham • cc: Brian Bennett—Opus NW • Marah Danielson—ODOT Region 1 • Jason Grassman—ODOT Region 1 Kim McMillan—City of Tigard • • • • • • • • • • • Kitte/son&Associates, Inc. Portland, Oregon • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "A" • • Year 2006 Total Traffic Level-Of-Service Worksheets • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • wspc Wed Jan 11, 2006 09:51:22 Page 1-1 wspc Wed Jan 11, 2006 09:51:22 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Kittelson & Associates, Inc. -- Project #7533 2006 Total Traffic Conditions -- Existing Zoning Wkdy PM Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Existing Zoning Wkdy PM Scenario Report Scenario: wspc Impact Analysis Report Level Of Service Command: wspc Volume: wspc Intersection Base Future Change Geometry: with site pm Del/ V/ Del/ V/ in Impact Fee: Default Impact Fee LOS Veh C LOS Veh C Trip Generation: Existing Worst-Case # 2 SW Upper Boones/SW Durham Rd D 43.7 0.825 D 47.1 0.883 + 3.307 D/V Trip Distribution: with site Paths: Default Paths # 11 Sequoia Pkwy/SW Upper Boones C 26.4 0.628 C 26.6 0.633 + 0.213 D/V Routes: Default Routes Configuration: wspc # 28 I-5 SB Ramp/Carman Drive C 28.8 0.896 C 29.3 0.903 + 0.533 D/V • • • Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspc.doc Page 1 of 4 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Traffix 7,7.0515 (C) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND uspc Wed Jan 11, 2006 09:51:22 Page 3-1 wspc Wed Jan 11, 2006 09:51:22 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Existing Zoning Wkdy PM 2006 Total Traffic Conditions -- Existing Zoning Wkdy PM Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) 2000 HCM Operations Method (Future Volume Alternative) Intersection #2 SW Upper Boones/SW Durham Rd Intersection #11 Sequoia Pkwy/SW Upper Boones 2ycle (sec): 120 Critical Vol./Cap. (x): 0.883 Cycle (sec): 120 Critical Vol./Cap. (X): 0.633 Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 47.1 Loss Time (sec) : 16 (Y+R = 4 sec) Average Delay (sec/veh): 26.6 Optimal Cycle: 121 Level Of Service: D Optimal Cycle: 63 Level Of Service: C Street Name: SW Upper Boones Ferry Road SW Durham Road Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I•.---- II II II 1 I II II II 1 lontrol: Protected Protected Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Include Ovl Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 2 0 1 1 0 1 0 1 1 0 0 1 0 Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 I •• II II II I I II II II I Volume Module: Volume Module: Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 Base Vol: 11 12 24 466 3 92 63 710 1 7 462 446 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 286 313 10 34 446 447 306 305 304 13 421 11 Initial Bse: 11 12 24 475 3 94 64 724 1 7 471 455 Added Vol: 0 2 0 0 8 11 2 0 0 0 0 0 Added Vol: 0 0 0 0 0 1 6 14 0 0 3 0 In-Process: 15 7 0 5 10 0 0 33 8 0 64 0 In-Process: 0 0 0 0 0 0 0 7 0 0 10 0 Initial Fut: 301 322 10 39 464 458 308 338 312 13 485 11 Initial Fut: 11 12 24 475 3 95 70 745 1 7 484 455 User Adj: 1.00 1.00 1.00 '1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 311 333 11 40 480 473 319 350 323 14 502 12 PHF Volume: 12 14 27 529 3 106 78 829 1 8 539 506 Reduct Vol: 0 0 0 0 0 180 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 311 333 11 40 480 293 319 350 323 14 502 12 Reduced Vol: 12 14 27 529 3 106 78 829 1 8 539 506 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 311 333 11 40 480 293 319 350 323 14 502 12 Final Vol.: 12 14 27 529 3 106 78 829 1 8 539 506 I II II II I I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 • Adjustment: 0.93 0.98 0.98 0.93 0.93 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.90 0.90 0.90 0.91 0.96 0.82 Lanes: 1.00 0.97 0.03 1.00 2.00 1.00 1.00 1.00 1.00 1.00 0.98 0.02 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 Final Sat.: 1769 1796 57 1769 3538 1583 1769 1862 1583 1787 1833 42 Final Sat.: 1702 538 1075 3494 22 1568 1702 3400 5 1736 1828 1554 I II II II I I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.18 0.19 0.19 0.02 0.14 0.19 0.18 0.19 0.20 0.01 0.27 0.27 Vol/Sat: 0.01 0.03 0.03 0.15 0.15 0.07 0.05 0.24 0.24 0.00 0.29 0.33 Crit Moves: **•* **** *•*• **•• Crit Moves: **** **** **** **** Green/Cycle: 0.20 0.31 0.31 0.04 0.15 0.36 0.20 0.50 0.50 0.02 0.31 0.31 Green/Cycle: 0.04 0.04 0.04 0.24 0.24 0.24 0.07 0.58 0.58 0.01 0.51 0.51 volume/Cap: 0.88 0.59 0.59 0.59 0.88 0.52 0.88 0.38 0.41 0.41 0.88 0.88 Volume/Cap: 0.18 0.63 0.63 0.63 0.63 0.28 0.63 0.42 0.42 0.42 0.57 0.63 Delay/Veh: 68.8 36.2 36.2 69.8 65.4 31.3 68.0 19.1 19.5 66.3 54.1 54.1 Delay/Veh: 57.0 75.4 75.4 42.5 42.5 37.6 64.3 14.4 14.4 73.6 20.9 22.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 68.8 36.2 36.2 69.8 65.4 31.3 68.0 19.1 19.5 66.3 54.1 54.1 AdjDel/Veh: 57.0 75.4 75.4 42.5 42.5 37.6 64.3 14.4 14.4 73.6 20.9 22.6 HCM2kAvg: 15 11 11 2 12 9 15 8 8 1 21 21 HCM2kAvg: 1 3 3 10 10 3 4 8 8 1 14 14 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspc.doc Page 2 of 4 411 411 411 411 411 411 411 • 411 411 411 411 411 410 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to K/TTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND aspc Wed Jan 11, 2006 09:51:22 Page 5-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Existing Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Intersection #28 I-5 SB Ramp/Carman Drive Cycle (sec): 75 Critical Vol./Cap. (X): 0.903 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 29.3 Optimal Cycle: 94 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R 410 1 II 11 II 1 . Control: Split Phase Split Phase Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 0 0 0 0 0 1 0 0 2 0 0 1 1 0 1 0 1 0 0 1 II II 11 1 Volume Module: Base Vol: 0 0 0 85 83 457 0 696 526 232 506 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 0 0 0 87 85 466 0 710 537 237 516 0 Added Vol: 0 0 0 0 0 2 0 14 0 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 87 85 468 0 724 537 237 517 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 0 0 0 96 94 520 0 804 596 263 575 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 96 94 520 0 804 596 263 575 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 96 94 520 0 804 596 263 575 0 1 11 11 11 1 Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 II, Adjustment: 1.00 1.00 1.00 0.83 0.83 0.73 1.00 0.87 0.87 0.93 0.98 1.00 Lanes: 0.00 0.00 0.00 0.51 0.49 2.00 0.00 1.15 0.85 1.00 1.00 0.00 Final Sat. : 0 0 0 801 782 2786 0 1902 1410 1769 1862 0 1 11 11 11 1 Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.12 0.12 0.19 0.00 0.42 0.42 0.15 0.31 0.00 Crit Moves: Green/Cycle: 0.00 0.00 0.00 0.21 0.21 0.21 0.00 0.47 0.47 0.16 0.63 0.00 Volume/Cap: 0.00 0.00 0.00 0.58 0.58 0.90 0.00 0.90 0.90 0.90 0.49 0.00 Delay/Veh: 0.0 0.0 0.0 29.5 29.5 46.5 0.0 26.1 26.1 59.8 7.6 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 29.5 29.5 46.5 0.0 26.1 26.1 59.8 7.6 0.0 HCM2kAvg: 0 0 0 6 6 9 0 19 19 10 7 0 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspc.doc Page 3 of 4 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • vspp Wed Jan 11, 2006 09:50:50 Page 1-1 wspp Wed Jan 11, 2006 09:50:50 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Proposed Zoning Wkdy PM 2006 Total Traffic Conditions -- Proposed Zoning Wkdy PM Scenario Report Impact Analysis Report Scenario: wspp Level Of Service 2ommand: wspp Intersection Base Future Change Jolume: wspp Del/ V/ Del/ V/ in •eometry: with site pm LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 2 SW Upper Boones/SW Durham Rd D 43.7 0.825 D 48.1 0.895 + 4.357 D/V Frip Generation: Existing Worst-Case rrip Distribution: with site # 11 Sequoia Pkwy/SW Upper Boones C 26.4 0.628 C 27.2 0.646 + 0.779 D/V Paths: Default Paths Routes: Default Routes # 28 I-5 SB Ramp/Carman Drive C 28.8 0.896 C 31.0 0.922 + 2.198 D/V 2onfiguration: wspp • • • • Traffic 7.7.0515 lc) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND H:\ProjEile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspp.doc Page 1 of 4 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND IS pp Wed Jan 11, 2006 09:50:50 Page 3-1 wspp Wed Jan 11, 2006 09:50:50 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Kittelson & Associates, Inc. -- Project #7533 2006 Total Traffic Conditions -- Proposed Zoning Wkdy PM Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Proposed Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) [ntersection #2 SW Upper Boones/SW Durham Rd Intersection #11 Sequoia Pkwy/SW Upper Boones :ycle (sec) : 120 Critical Vol./Cap. (X): 0.895 1,oss Time (sect : 16 (Y+R = 4 sec) Average Delay (sec/veh) : 48.1 Cycle (sec): 120 Critical Vol./Cap. (X): 0.646 Optimal Cycle: 127 Level Of Service: D Loss Time (sec): 16 (Y+R = 4 sec) Average Delay )sec/veh): 27.2 Optimal Cycle: 64 Level Of Service: C Street Name: SW Upper Boones Ferry Road SW Durham Road 4pproach: North Bound South Bound East Bound West Bound Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road lovement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound • '-' I I I I I I 1 Movement: L - T - R L - T - R L - T - R L - T - R 2ontrol: Protected Protected Protected Protected I II H H 1 Rights: Include Ovl Include Include Control: Split Phase Split Phase Protected Protected Kin. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Rights: Include Include Include Include Lanes: 1 0 0 1 0 1 0 2 0 1 1 0 1 0 1 1 0 0 1 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 -I II If II I Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: 1 II II 11 1 Base Vol: 280 307 10 33 437 438 300 299 298 13 413 11 Volume Module: Srowth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1,02 1.02 1.02 1.02 1.02 Base Vol: 11 12 24 466 3 92 63 710 1 7 462 446 Initial Bse: 286 313 10 34 446 447 306 305 304 13 421 11 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Added Vol: 0 5 0 0 34 45 7 0 0 0 0 0 Initial Bse: 11 12 24 475 3 94 64 724 1 7 471 455 In-Process: 15 7 0 5 10 0 0 33 8 0 64 0 Added Vol: 0 0 0 0 0 4 23 56 0 0 9 0 Initial Fut: 301 325 10 39 490 492 313 338 312 13 485 11 In-Process: 0 0 0 0 0 0 0 7 0 0 10 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Fut: 11 12 24 475 3 98 87 787 1 7 490 455 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 311 336 11 40 506 509 324 350 323 14 502 12 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Reduct Vol: 0 0 0 0 0 180 0 0 0 0 0 0 PHF Volume: 12 14 27 529 3 109 97 876 1 8 545 506 Reduced Vol: 311 336 11 40 506 329 324 350 323 14 502 12 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Reduced Vol: 12 14 27 529 3 109 97 876 1 8 545 506 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 311 336 11 40 506 329 324 350 323 14 502 12 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 II II II 1 Final Vol.: 12 14 27 529 3 109 97 876 1 8 545 506 Saturation Flow Module: I II Il II I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Saturation Flow Module: Adjustment: 0.93 0.98 0.98 0.93 0.93 0.83 0.93 0.98 0.83 0.94 0.99 0.99 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 • Lanes: 1.00 0.97 0.03 1.00 2.00 1.00 1.00 1.00 1.00 1.00 0.98 0.02 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.90 0.90 0.90 0.91 0.96 0.82 Final Sat.: 1769 1798 56 1769 3538 1583 1769 1862 1583 1787 1833 42 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 I -II II II I Final Sat.: 1702 538 1075 3494 22 1568 1702 3400 4 1736 1828 1554 Capacity Analysis Module: I II II 11 Vol/Sat: 0.18 0.19 0.19 0.02 0.14 0.21 0.18 0.19 0.20 0.01 0.27 0.27 Capacity Analysis Module: Crit Moves: "'"" "."" •""" .`.. Vol/Sat: 0.01 0.03 0.03 0.15 0.15 0.07 0.06 0.26 0.26 0.00 0.30 0.33 Green/Cycle: 0.20 0.32 0.32 0.04 0.16 0.36 0.20 0.49 0.49 0.02 0.31 0.31 Crit Moves: "•` `".. .`.` •*•. Volume/Cap: 0.89 0.59 0.59 0.59 0.89 0.57 0.89 0.38 0.41 0.41 0.89 0.89 Green/Cycle: 0.04 0.04 0.04 0.23 0.23 0.23 0.09 0.58 0.58 0.01 0.50 0.50 Delay/Veh: 71.3 35.9 35.9 69.5 66.1 31.9 70.0 19.3 19.8 66.5 56.3 56.3 Volume/Cap: 0.19 0.65 0.65 0.65 0.65 0.30 0.65 0.44 0.44 0.44 0.59 0.65 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 57.2 77.6 77.6 43.2 43.2 38.2 62.2 14.2 14.2 75.4 22.0 23.7 AdjDel/Veh: 71.3 35.9 35.9 69.5 66.1 31.9 70.0 19.3 19.8 66,5 56.3 56.3 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM2kAv9: 15 11 11 2 12 10 16 8 8 1 21 21 AdjDel/Veh: 57.2 77.6 77.6 43.2 43.2 38.2 62.2 14.2 14.2 75.4 22.0 23.7 HCM2kAvg: 1 3 3 10 10 3 5 9 9 1 14 14 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspp.doc Page 2 of 4 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND wspp Wed Jan 11, 2006 09:50:50 Page 5-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon 2006 Total Traffic Conditions -- Proposed Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Intersection #28 I.5 SB Ramp/Carman Drive Zycle (sec): 75 Critical Vol./Cap. (X): 0.922 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay Isec/veh) : 31.0 Optimal Cycle: 101 Level Of Service: C Approach: North Bound South Bound East Bound west Bound • Movement: L - T - R L - T - R L - T - R L - T - R I II- II II I Control: Split Phase Split Phase Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 0 0 0 0 0 1 0 0 2 0 0 1 1 0 1 0 1 0 0 I.. -II II II I Volume Module: Base Vol: 0 0 0 85 83 457 0 696 526 232 506 0 Growth Adj: 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Initial Bse: 0 0 0 87 85 466 0 710 537 237 516 0 Added Vol: 0 0 0 0 0 5 0 56 0 0 4 0 In-Process: 0 0 0 0 0 0 0 7 0 0 10 0 Initial Fut: 0 0 0 87 85 471 0 773 537 237 530 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 0 0 0 96 94 523 0 859 596 263 589 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 96 94 523 0 859 596 263 589 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 96 94 523 0 859 596 263 589 0 -I II II II I Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 • Adjustment: 1.00 1.00 1.00 0.83 0.83 0.73 1.00 0.87 0.87 0.93 0.98 1.00 Lanes: 0.00 0.00 0.00 0.51 0.49 2.00 0.00 1.18 0.82 1.00 1.00 0.00 Final Sat.: 0 0 0 801 782 2786 0 1961 1361 1769 1862 0 I II II II I Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.12 0.12 0.19 0.00 0.44 0.44 0.15 0.32 0.00 Crit Moves: "" "" .... Green/Cycle: 0.00 0.00 0.00 0.20 0.20 0.20 0.00 0.47 0.47 0.16 0.64 0.00 Volume/Cap: 0.00 0.00 0.00 0.59 0.59 0.92 0.00 0.92 0.92 0.92 0.50 0.00 Delay/Veh: 0.0 0.0 0.0 29.9 29.9 49.9 0.0 27.7 27.7 64.4 7.6 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 29.9 29.9 49.9 0.0 27.7 27.7 64.4 7.6 0.0 HCM2kAvg: 0 0 0 6 6 10 0 21 21 10 8 0 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\wspp.doc Page 3 of 4 • • • • co- PVt Ye.a_k • HCM Signalized Intersection Capacity Analysis TIR • 6: SW Upper Boones Ferry Rd & SW Sequoia Pkwy 1/13/2006 • Movement = : EBR;-.1.1NBL :WITT::-WBR 7 -:SBL'SBT'riSBR Lane Configurations I n 4i r t 4 ff 1.tleil rOv(v431-14) ,L. 9Q99OO9oo 1900 .4. 7i19b PoPA1- 906=P900,If09 10: 6A 900 fotI Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4:0 4.6 4.0 4.0 Egrie-tHiplador7,&%,47:621 615 1:7.0 16 Wii_tt';.:7-kitlyb.;3=:;:,...--it bt -r66.747:Fdor-;=_Tb(ff-.." -- tiqt1.§6%); • • 1 0 1 • _ .9 1.00 1.00 1.00 0.85 1.00 0.90 1.00 1.66 0.85 g07cWt6O.MNeil.:Mt0.iOb:41;AtY5'NgS5aft#:6.YA0:tk,gllOfi,:rMP_4,-E.O.O,PW.ZiSfb. -P2004aal.L'QO Said. Row(prot) 1703 3405 1736 18-27 1553- 1703 1613 1665 1670 1568 4,:_;.=,1)7: ,.....E.R0ifiSttOn:Mtk: Satd.'How (perm) 1703 3405 1736 1827 1553 1703 1613 1665 1670 1568 v01:_* f,VOJ:CitRVifhi '8VO--:TRgttWiA:q4:A7AA87-40:45$Z,ygl,: 'fal;g'faj24V,st475';:,X;'_-:_e::$ 97. • Peak-hour factor, PHF 0.98 0.98 0.68 0.96 0.96 0.98 6.96 0.96 0.98 6.98 0.96 0.98 ACCF16:4014h)12M,4::: :jalgiet',40k016110,W.,Z-;',0,Viit 464fi ' 12 485 99 • Lane Group Flow (vph) 85 796 0 7 497 464 11 36 0 243 245 99 H6ii■Aeliiplerst/i44.v.I'-Afkr Turn Type Prot Prot Over Split Split Perm • pioteCiererp.tia's04p::::,;:ff,-.7:k:' • Permitted Phases 8 Actuated G (0) 8. A 8 • Effective Green, g (s) 4.5 29.9 0.5 25.9 18.3 3.2 3.2 18.3 18.3 18.3 • Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Veilicle.:TEktehii664g):''.:1,::•.';:=3TV 3 0 ' • Lane Grp Cap (vph) 113 1499 13 697 419 80 76 449 450 423 - v/ RaiioProt CO 05 c0 23 - O 00. co:2-Th CO 30 O01 CO 02 0 15 0 15 v/s Ratio Perm 0.06 • v/C':Rif101 ::=',T,;;;': 0.0 0 54 023 Uniform Delay, dl 31.2 13.9 33.6 17.8 24.8 31.0 81.6 21.2 21.2 19.3 15rOgregfoill;Pactor, 1:00 • Incremental Delay, d2 24.2 0.4 36.8 3.5 76.4 0.8 4.6 1.3 1.3 0.3 :142 704 _121 05:1 Level of Service E C F C D C C B APpro40:06lay,(s) • 182 69..91:;:::". • 22 • Approach LOS InieriectionSiwrithary HCM Average Control Delay 35.7 HCM Level of Service 410 HO:M..VcilumeAo Capacity ratio 0 89 • " . • Actuated Cycle Length (s) 67.9 Sum of lost time (s) 20.0 Interse'thicin capacitylitilization 'i61:0`)/0-, 7 ICU LeVei:Of Service B - • • • c Critical Lane Group • • Baseline Synchro 5 Report • Page 1 • KITTELPOR6-FF51 • • 0 • • za)(„ 4.1CIjk ?eak • HCM Signalized Intersection Capacity Analysis Ti A • 9: SW Upper Boones Ferry Rd & 1-5 SB Ramp 1/13/2006 • 1* -- .N. C 4- &" 4\ • MoVeriftatiti:Z --,;•-:7' '.., l -:-F43L.: -...."-,EFT.T,Eapv7,v4iBL:---,,:vvi317,:t ANBEI'.-•-•:--.1gBE"..,.?•:NI3T2M3R-7.,-,--Sf$L':-:.'•SBT. SBR, • Lane Configurations f4 4 ' f 4' rr • 14,§41Pci. *-10:15#01V-ExtflppQ-7;-1:.-4,0:pogp.T4oci1powfaii,opoirgo poci,R12A000E_::!toocisiv 90-0 711 ;tippo-7, :990:§:Aisgp. Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 • 14.,tWP.qF.00I.*origfr=.7.n-ir,:ti!tt•Wi-9ANU'';' .-2;gl':OP:;.i<1.:Zbi),AFV.,tlit7.-t-Mj-4.1zgtil-IXlini:-M:'..S': Airgoo,5,I,A-t§ti • Frt 0.94 1.00 1.00 1.0e 0.85 OggrO,tg00204tapinti:,i_',',4,0:0mpg.11;-10-.0A,511,21i-fiilillif,--10PARK41573.,,,Figiii:40-0,;tigligo • Satd. Flow(prot) 3322 1770 1863 1817 2787 • FiA617q, O.OqV;'kt-'i;t:i'g**:fei53',Cs.Pg-WI':,:!:?:;'.9:k-M'iof'V;',.ftl,gi;tfgi-gEVg-;:Vr-giY-fZ4:;;-•:41;*081A-I'V Satd. Flow(perm) 3322 1770 1863 1817 2787 0 yOli: 410t00.4):::*,Alei-,, ii.--f.':#:1=g71;ga-ri. PIiitAT3.7,:i.=.4§3Q:dif-i",.'",*IMIY-K-N:lktWZAF.--rat:,1.§74Tg-':=: :::t'471 • Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0:•:•01f..'7:-00140.iiitiV:=1,:;•TbPSV:::41$P24. 97V.AgIPO'AV;5.0iR;;Z.ZAKIIV-*-fig.gt;"•?:Ei-,WPITgrA)Al;T:-9Xie::1';':$0`V7.Y.:-',''''$g 0 0 Lane Group Flow(vph) 0 1456 0 263 589 0 0 0 0 0 191 523 • HeiWive6refeirk-%o;::!:,8::::,.:',0%zi: %:::4.--p.2.F,%65:-,•',,i'.:29,46:::1;:-..4.,,,i20 ,± )%q_,:t'WW.'1;r00°.Xij:t.C.,b°/.;'.';', -;.--f *iig"; %';':'%:4.1`i.12*,> • Turn Type Prot Split Perm piete-0:0'1&p:0a-ge-g . 9',••:::::: :::;`,F.,-..•:13y:-;;;*4 5:7':i,Z,t247,31ZAI4;:ki-7•JZ.f.c:Jk-i.a!-?;:tc,:,.;;•j;;;;•;. --';';:-;*•rt-i'S-Y*•'.'5:-:‘11.8';'4i:-.7Z':::.:-.3:'' • Permitted Phases 8 • 41 2-.,q4:-.2•,,:-.;1?:s 54 air:fiZ:i0;:„;?,!)::?,,X.5.-. ;gki.4.a::/_1?:,!: -.:! ::::y--,:.:::;:::-;i:-,:-;:::;:',-;:;';3,104.3',:---':::'612:8 Effective Green, g (s) 37.4 12.8 54.2 12.8 12.8 40 ACICiateilVCAitio ,-,:,„:-., s.7 4:•.,..,'- ',0,6 o.:‘-: .--"ii,Y',';-:;.;0,4 71=f'-'-',o-7Z,:--,±IL.,:,'--'''''''"''t-'k;':'::';,I'::,:z:-,:,%'•11:,'''''7'21:-'2::- ''-"=:"''.-'-' '' ;'-'0 17 '-',0 17 • Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 V:ehidle-TiitOriticiiiNI,;,,:' `,-:-,-,-, t:-,:.-';';-:;:'::3:5'i,. ...=-J-:,'-:-.::';:;;§.-:-:7::`-';3:;0 ' ',•13':8r!.`,gic.,; ;',::,Y,,:g:f,Y.,,:-,*i,-'; ',-,ii,W;?"4 ,,;::',:yii-"-_,:$f?,,';`,..g:'4 :---i2.:5:',,:?::::,,•:::-.2:5 • Lane Grp Cap (vph) 1657 „ _,,,,„ 302 1346 , 310 476 • vitiTialibpiotk%'L';','',,,,'?••=:vr---'=-,-"'•F'-'..t044.`:'1-,',',•-- c015 !sa-32:4,7,-4,,,,03'0--.7-----,,,cJ,:',%-:-.k,', '-'!.,,,,s,:=--gi=:,',--',..,;=-Y,fr;',,,,,,.,-',-,c)14 i,,-,''..,--';':•• v/s Ratio Perm c0.19 • ikqij16:;'f'A:A ' - :;:; ,P:'0A-i}?::,.,a1;,?;-.4t17.,-7,#-isti:io:4-45::?!41:4-,,I,. .7., :,:./,y;':::-,,,:.:1.:- .=_F;=;_-,:y==: -_:=::',-:,:M'--:,,=::-:: ,- !4-0?-,;::;:,.:1:10 • Uniform Delay, dl 16.8 30.3 4.2 28.8 31.1 P:ito0:010i5iffaCIOr'ii•'*!1',',:',./.,,3-,:i.....:::,:y :,.„!A i.0p;.[,.,.. ,-,,e,:,,::,:::..4.1t;j40,:gixclo :: ,',-;",,,:::.'... -,=.igli.4.,,7:::,;•el-e:1%,-.-.;,,,',",,,ii::.,f,r.i31';'Akt,',,-. 6,-.,•-.;-:::!A!,46 cl-,:oci • Incrementalbelay, d2 . , 7.0, .,. ,,,•,, 22.8..;._ 0.3, , ,..,, ..,, 3.1 70.8 • D014( )1;11:: ::-,3,:==';'$:='!".-•!•:'.!: ::;.•"...:-.'1.-: 2-3isi,,,:?r:r..-:--=4,',;,',..:;- :',:p.-12 :,:).:',.44:2§ .:,-;,-._n.j-- -_4 , ,:: i:: :-,-;,-,...:',:- :: .::... •.,:31:::9,;:.001.:s ... , Level of Service c D A C F • APpri-.4Ch;D:e14:y(s);;,',..:.t:"„'g;;::-L-:•,':::y-if:::.:':-.4:18:i.: :"-•:7-••,''.•C:A:;-L'J;i.:::'.;:-.• :i1si0;;;'_:=-i,i.:,.:;.rti:::,:7,::..'.1.-:;?..f::-. 9.OY,::.,,,:;if,.:_:,•,:?., ..,.-; $3:2.".:.:::'; • Approach LOS C B A F • )9tefsectibrfSipimaty.:.,..-..• ',•- - •. 1.y.-''.'-'.,-, •"',--•:-.1::: .,,l1?..-.....,„:;`,,:..,--,•--..•••„-::::-:..:,'......-,-,- : >:,-::?:,..i::,:,,, ,,, •,:::_.-...-,_.: ''., ._•!. ',..1 HCM Average Control Delay 36.6 HCM Level of Service D • HCM‘NoliiirieitpiCaaCitSt.fatio:f,:.:--L.72 .: 1-. 0:92 -Iaf::::::.',_,„*.y.:,:- :`,L.::1::"',.::::-.-,:1::::,iv,':-:‘'...'i.?-:',,i.7',..-=,y'.--..:-,,,,_';:.,'.',.:•_,',."-_.!,',ii;:::-;...,-.',:-.:. -,:-.-...-;-.;=.•.,J!..7.'".-7. • Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.0 IntersectioRtCapaclityiUtiliiation .:-.-..,..:77:13%.:`:::',., :.-1.1CU-,Level of 5erviCa.,7-:::-;•;c4•'..* ' .-'::'''.-..C:-:.,1 .•:', •-•• '-' . --'•:: --'"• • c Critical Lane Group • • • • • • • Baseline Synchro 5 Report 0 Page 1 • KITTELPOR6-FF51 • • • . • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "B" • Year 2006 Queuing Analysis Worksheets • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: ,, �,=t Pfk ,> ,�"' KITTELSON&ASSOCIATES,INC. • Project Number: Y zr. �' 610 SW Alder,Suite 700 Analyst: ; -� P =" ` .K. Portland,Oregon 97205 Date: 1/12/2006 k•w��\\, (503)228-5230 • Filename: H:tpropile17533-Opus NW Upper Scones Ferry RezonelexoenTPfp7533 Sig 1-,' ."°w'. Fax: (503)273-8169 • Intersection: • Conditions(Y r,alt,etc.): c �$- ; \.eekde ea our• GENERAL INPUT PARAMETERS: Cycle Length: : ,128 sec • Confidence Level(C.L.): r .7• Storage length/vehicle: feet • • APPROACH/MOVEMENT #1 #2 #3 #4 #5 #6 #7 #8 ',.NBL,• .„PET,5 x?ti '"+:.w=.:B. a...'7':'-'-'-'. _ .!-...._...:I d' 'e a, w",'• • INPUT PARAMETERS: • Volume(pre-PHF)(vph): $7 3 tsr- M- G/C for movement: a 0, 0 p4 ,„� 31- .,,z • Number of lanes: ." s • `a • CALCULATIONS: Length of red interval(sec): 115.2 115.2 92.4 92.4 • Average total queue(veh): 0.4 1.2 12.3 2 5 Maximum total queue(veh): 1 3 18 5 • Total queue length(feet): 25 75 450 125 Required storage/lane(feet): 25 75 225 125 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): 4 - ., 7/",.k*;144, Fv.; fi g$ .7.;.r Opposing sat.flow rate: f , 'v • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): • Maximum total queue(veh): Total queue length(feet): • Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • length 01 red irde vat=(1-G/C)•Cycle loss to Ouaoe length=Maximum queue•Storage length par reticle • Average queue/lane=Volume•Red Interval/3900 Required storage per lane=cueue length/Number of lanes.rounded up to the new highest whole vehicle Mari.-um queue Random eniroV 9 Covars service • Random arrivals behave according to a Porn distribution Opposing now ratio Yo=opposing volume no/opposing sal 16w mte sop • There u a probe/70.y equal to tlw cod::Urea level desired(e g 95%) That the queue loaned during each red interval wO be lea than Urdxked ojc(gurC)_(WC-Voy(1-V0) • or equal 10 Its maximum queue (Prot,o1 arrivals=N)_(Red bsenralrN•sip(-N)/Ni (the Poisson distribution) • (Prob of snivels s=N)=1-Sum o1 p,obabdilies for vendee 0.1. .N-I • Max N HI ' ghe0 N ems Thal the sum 01 prabab0ies oil-eodideree love') • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: ppeCBDO iES 'Rezo „ � tar KITTELSON&ASSOCIATES,INC. • Project Number: r,S33' j„ /''" 610 SW Alder,Suite 700 Analyst: ifaw �r - � Portland,Oregon 97205 • Date: 1/12/2006 ('•s (503)228-5230 Filename: H:lprolfile)7533-Opus NW Upper Bowles Ferry Rezone\excel\TPR1[7533 Sig , ;c • Fax: (503)273-8169 • Intersection: ';"Uqe»- _, Conditions(yr,alt.,etc.): Y p'o•'Atal -' .•eeiida`iR peak:.out yw • GENERAL INPUT PARAMETERS: • Cycle Length: ,- 2Q)sec Confidence Level(C.L.): _ • Storage length/vehicle: feet APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 VXBLT-',a'IEBTI!'FYT�rzaz A FL 7Wai WBTk '.iNBRT -1 • INPUT PARAMETERS: • Volume(pre-PHF)(vph): '. .r.': 430:`:i17.77-;i4 ,;' •, ,-•r:.�- +7: " Ac r 7:-."--. 5'17711.4-714',40r.'' G/C for movement: , -A't1E !- ' 7 ' 'D'D"I k4a",* A i-t »s- • Number of lanes: -� ��,,?,:��. • � ,�. - 1..1 44k; • CALCULATIONS: Length of red interval(sec): 110.4 52.8 118.8 61.2 61.2 • Average total queue(veh): 2.5 11.4 0.2 8.3 7.7 Maximum total queue(veh): 5 17 1 13 13 • Total queue length(feet): 125 425 25 325 325 Required storage/lane(feet): 125 225 25 325 325 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): Opposing sat.flow rate: ia' rte M.c �'.„w a` ; , f."Ift. Y -:; ? `3_,,,-< • CALCULATIONS: • Opposing flow ratio(Yo): Unblocked G/C: • Effective red interval(sec): Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): • Required storage/lane(feet): • METHODOLOGY AND FORMULAS USED: • length ol rod fraerval=I l-CVC)•Cycle length Queue length=Maximum queue-Storage length per vehicle • Average queuel)ane=Volume'Red Interval 13600 Required storage per lane=Queue length/Number ol lanes,rounded • up to the rea highest wide vehicle Maximum queue Rardorn enival/Constant service • Random arrivals behave accordug to a Poisson di tnbtaion Opposing lbw ratio Yo=opposing volume vo/opposing eel lbw rate sop There is a probability equal to the oordrlerce level desired(e g 95%) • Pal the queue lormed during each red interval w0t be less than Unblocked CPC(gu/C)=(g'C•Yoy(1-Yo) or equal to the maximum queue • (Prole of arrivals=N).(Red ieervol N•e0p(-N)/M (the Poisson distribution) • (Prole of arrivals a=N)=1-Sum d prohabaaies for vehicles 0.I. ,N-1 Max N yegheel N such Brat the sum of probabidien a(1-confider./level) • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • , it. • ,t • • • • • 1 ? 1PeAk SimTraffic - H:\projfile 17533-Opus NW Upper Boones Ferry Rezone\Synchro\7533 TIA 2006.sy6 1/13/2006 II 11 a_ II II CZ I I ° 95�"pecce A \c_ C I I • • o 1 !_ 9„,,,`e. ca 1 1 N L I WESTibouND X61,} m I I U) I1 w 1I - L; 1 ;r Boones Ferry Rd } SW___ _ __.------.— SW__ Carman Drive `E_._.-_._�__ 7� T I- A -- - 1 Queue Lengths I • All Intervals Color Queue Type I 1=3 Average 1 ICJ 95th Percentile I ® Max Observed Baseline H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone1Synchro17533_TIA 2006.sy6 • • 0 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "C" • Year 2021 Level-Of-Service Worksheets • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "C" • Year 2021 Level-Of-Service Worksheets • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 4s2c Wed Jan 11, 2006 09:51:30 . Page 1-1 ws2c Wed Jan 11, 2006 09:51:30 Page 2-1 Kittelson & Associates, Inc. -- Project #7533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Existing Zoning Wkdy PM 2021 Total Traffic Conditions -- Existing Zoning Wkdy PM Scenario Report Impact Analysis Report Scenario: ws2c Level Of Service Zoamand: ws2c Intersection Base Future Change Volume: ws2c Del/ V/ Del/ V/ • in Geometry: with site 2021 LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 2 SW Upper Boones/Sw Durham Rd C 30.9 0.703 C 31.0 0.707 + 0.101 D/v Trip Generation: Default Trip Generation Trip Distribution: with site # 11 Sequoia Pkwy/SW Upper Boones C 29.2 0.736 C 29.5 0.740 + 0.234 D/V Paths: Default Paths Routes: Default Routes # 28 I-5 SB Ramp/Carman Drive E 62.2 1.082 E 63.8 1.088 • 1.674 D/V Configuration: ws2c • • Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\ws2c.doc Page 1 of 4 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 410 411 110 411 411 411 411 411 111 411 411 111 411 411 411 111 411 411 411 411 411 111 111 111 111 Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND os2c Wed Jan 11, 2006 09:51:30 Page 3-1 ws2c Wed Jan 11, 2006 09:51:30 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Kittelson & Associates, Inc. -- Project #7533 2021 Total Traffic Conditions -- Existing Zoning Wkdy PM Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Existing Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Intersection #2 SW Upper Boones/SW Durham Rd Intersection #11 Sequoia Pkwy/SW Upper Boones Cycle (sec): 120 Critical Vol./Cap. (X): 0.707 Loss Time (sec) : 16 )Y+R = 4 sec) Average Delay (sec/veh): 31.0 Cycle (sec): 120 Critical Vol./Cap. (X): 0.740 Optimal Cycle: 73 Level Of Service: C Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 29.5 Optimal Cycle: 79 Level Of Service: C Street Name: SW Upper Boones Ferry Road SW Durham Road Approach: North Bound South Bound East Bound West Bound Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound • I -II I I II I Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected I II II II I Rights: Include Ovl Include Include Control: Split Phase Split Phase Protected Protected Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Rights: Include Include Include Include Lanes: 1 0 1 1 0 1 0 2 0 1 1 0 1 1 0 1 0 1 1 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 "I II II II I Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: I II II II Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 Volume Module: Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 Base Vol: 11 12 24 466 3 92 63 710 1 7 462 446 Initial Bse: 170 382 4 64 198 321 612 602 298 7 235 26 Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.,30 1.30 1.30 1.30 1.30 1.30 1.30 Added Vol: 0 2 0 0 8 11 2 0 0 0 0 0 Initial Ase: 14 16 31 606 4 120 82 923 1 9 601 580 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 1 6 14 0 0 3 0 Initial Fut: 170 384 4 64 206 332 614 602 298 7 235 26 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Fut: 14 16 31 606 4 121 88 937 1 9 604 580 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 179 404 4 67 216 350 647 634 313 7 248 27 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 15 16 32 618 4 123 90 956 1 9 616 592 Reduced Vol: 179 404 4 67 216 350 647 634 313 7 248 27 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Reduced Vol: 15 16 32 618 4 123 90 956 1 9 616 592 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.-00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 179 404 4 67 216 350 647 634 313 7 248 27 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 -I II II II I Final Vol.: 15 16 32 618 4 123 90 956 1 9 616 592 Saturation Flow Module: I II II II Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Saturation Flow Module: Adjustment: 0.92 0.92 0.92 0.91 0.91 0.82 0.93 0.88 0.88 0.89 0.87 0.87 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 4111 Lanes: 1.00 1.98 0.02 1.00 2.00 1.00 1.00 1.34 0.66 1.00 1.80 0.20 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.87 0.87 0.87 0.91 0.96 0.82 Final Sat.: 1753 3467 35 1736 3473 1554 1769 2249 1112 1688 2994 331 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 I----" II II II I Final Sat.: 1702 538 1075 3494 22 1568 1655 3306 5 1736 1828 1554 Capacity Analysis Module: --I II II II I Vol/Sat: 0.10 0.12 0.12 0.04 0.06 0.23 0.37 0.28 0.28 0.00 0.08 0.08 Capacity Analysis Module: Crit Moves: •••• •••• •••• Vol/Sat: 0.01 0.03 0.03 0.18 0.18 0.08 0.05 0.29 0.29 0.01 0.34 0.38 Green/Cycle: 0.14 0.17 0.17 0.06 0.09 0.61 0.52 0.62 0.62 0.01 0.12 0.12 Crit Moves: •••• •••• •••• •*•. Volume/Cap: 0.71 0.67 0.67 0.67 0.71 0.37 0.71 0.45 0.45 0.45 0.71 0.71 Green/Cycle: 0.04 0.04 0.04 0.24 0.24 0.24 0.07 0.58 0.58 0.01 0.51 0.51 Delay/Veh: 57.7 49.1 49.1 71.2 60.6 12.3 24.6 11.9 11.9 79.0 56.9 56.9 Volume/Cap: 0.21 0.74 0.74 0.74 0.74 0.33 0.74 0.50 0.50 0.50 0.66 0.74 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/veh: 57.4 93.2 93.2 45.7 45.7 38.2 75.8 15.3 15.3 79.0 23.0 26.6 AdjDel/Veh: 57.7 49.1 49.1 71.2 60.6 12.3 24.6 11.9 11.9 79.0 56.9 56.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM2kAvg: 8 8 8 4 5 7 20 9 9 1 6 6 AdjDel/Veh: 57.4 93.2 93.2 45.7 45.7 38.2 75.8 15.3 15.3 79.0 23.0 26.6 HCM2kAvg: 1 3 3 12 12 4 5 10 10 1 17 18 H:\projfile\7533 •- Opus NW Upper Boones Ferry Rezone\traffix\ws2c.doc Page 2 of 4 Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 Ic) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND 4s2c Wed Jan 11, 2006 09:51:30 Page 5-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Existing Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Intersection #28 1-5 SB Ramp/Carman Drive Cycle (sec): 75 Critical Vol./Cap. (X): 1.088 Loss Time (sec) : 12 (Y+R = 4 sec) Average Delay (sec/vehl: 63.8 Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound • Movement: L - 'F - R L - T - R L - T - R L - T - R Control: Split Phase Split Phase Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 0 0 0 0 0 1 0 0 2 0 0 1 1 0 1 0 1 0 0 I II II II I Volume Module: Base Vol: 0 0 0 85 83 457 0 696 526 232 506 0 Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 Initial Bse: 0 0 0 111 108 594 0 905 684 302 658 0 Added Vol: 0 0 0 0 0 2 0 14 0 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 111 108 596 0 919 684 302 659 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 0 0 116 114 627 0 967 720 317 693 0 Reduce Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 116 114 627 0 967 720 317 693 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 116 114 627 0 967 720 317 693 0 I II- II II I Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1111 Adjustment: 1.00 1.00 1.00 0.83 0.83 0.73 1.00 0.87 0.87 0.93 0.98 1.00 Lanes: 0.00 0.00 0.00 0.51 0.49 2.00 0.00 1.15 0.85 1.00 1.00 0.00 Final Sat.: 0 0 0 801 782 2786 0 1898 1413 1769 1862 0 I II II II I Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.15 0.15 0.23 0.00 0.51 0.51 0.18 0.37 0.00 Crit Moves: •••• •••• ••'• Green/Cycle: 0.00 0.00 0.00 0.21 0.21 0.21 0.00 0.47 0.47 0.16 0.63 0.00 Volume/Cap: 0.00 0.00 0.00 0.70 0.70 1.09 0.00 1.09 1.09 1.09 0.59 0.00 Delay/Veh: 0.0 0.0 0.0 34.3 34.3 93.5 0.0 70.9 70.9 109.6 8.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 34.3 34.3 93.5 0.0 70.9 70.9 109.6 8.8 0.0 HCM2kAvg: 0 0 0 7 7 15 0 33 33 15 10 0 • H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\ws2c.doc Page 3 of 4 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 411 • • • 4s2p Wed Jan 11, 2006 09:51:03 Page 1-1 ws2p Wed Jan 11, 2006 09:51:03 Page 2-1 Kittelson & Associates, Inc. -- Project 47533 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Proposed Zoning Wkdy PM 2021 Total Traffic Conditions -- Proposed Zoning Wkdy PM Scenario Report Impact Analysis Report Scenario: ws2p Level Of Service Command: ws2p Intersection Base Future Change Volume: ws2p Del/ V/ Del/ V/ in Geometry: with site 2021 LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 2 SW Upper Boones/SW Durham Rd C 30.9 0.703 C 31.3 0.720 + 0.388 D/V Trip Generation: Default Trip Generation Trip Distribution: with site # 11 Sequoia Pkwy/SW Upper Boones C 29.2 0.736 C 30.1 0.752 + 0.892 D/V Paths: Default Paths Routes: Default Routes # 28 I-5 SB Ramp/Carman Drive E 62.2 1.082 E 68.3 1.104 + 6.086 D/V Configuration: ws2p • • • Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (C) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\ws2p.doc Page 1 of 4 III III III III III III III III III III III III III III III III III 411 411 411 411 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 • 411 III III III III III Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON. PORTLAND ws2p Wed Jan 11, 2006 09:51:03 Page 3-1 ws2p Wed Jan 11, 2006 09:51:03 Page 4-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon Kittelson & Associates, Inc. -- Project #7533 2021 Total Traffic Conditions -- Proposed Zoning Wkdy PM Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Proposed Zoning Wkdy PM Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) Intersection #2 SW Upper Boones/SW Durham Rd Intersection #11 Sequoia Pkwy/SW Upper Boones Cycle (sec): 120 Critical Vol./Cap. (X) : 0.720 Loss Time (sec) : 16 (Y+A = 4 sec) Average Delay (sec/veh): 31.3 Cycle (sec): 120 Critical Vol./Cap. (X): 0.752 Optimal Cycle: 75 Level Of Service: C Loss Time (sec): 16 (Y+R = 4 sec) Average Delay (sec/veh): 30.1 Optimal Cycle: 82 Level Of Service: C Street Name: SW Upper Boones Ferry Road SW Durham Road Approach: North Bound South Bound East Bound West Bound Street Name: SW Sequoia Parkway SW Upper Boones Ferry Road Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound • I I I I I Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected I II II II I Rights: Include Ovl Include Include Control: Split Phase Split Phase Protected Protected Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Rights: Include Include Include Include Lanes: 1 0 1 1 0 1 0 2 0 1 1 0 1 1 0 1 0 1 1 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 I I I - I I II I Lanes: 1 0 0 1 0 1 1 0 0 1 1 0 1 1 0 1 0 1 0 1 Volume Module: I II II II I Base Vol: 131 294 3 49 152 247 471 463 229 5 181 20 Volume Module: Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 Base Vol: 11 12 24 466 3 92 63 710 1 7 462 446 Initial Bse: 170 382 4 64 198 321 612 602 298 7 235 26 Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 Added Vol: 0 5 0 0 34 45 7 0 0 0 0 0 Initial Bse: 14 16 31 606 4 120 82 923 1 9 601 580 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 4 23 56 0 0 9 0 Initial Fut: 170 387 4 64 232 366 619 602 298 7 235 26 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Fut: 14 16 31 606 4 124 105 979 1 9 610 580 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 179 408 4 67 244 385 652 634 313 7 248 27 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 15 16 32 618 4 126 107 999 1 9 622 592 Reduced Vol: 179 408 4 67 244 385 652 634 313 7 248 27 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Reduced Vol: 15 16 32 618 4 126 107 999 1 9 622 592 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 179 408 4 67 244 385 652 634 313 7 248 27 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 I- II II II I Final Vol.: 15 16 32 618 4 126 107 999 1 9 622 592 Saturation Flow Module: I II II II I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Saturation Flow Module: Adjustment: 0.92 0.92 0.92 0.91 0.91 0.82 0.93 0.88 0.88 0.89 0.87 0.87 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 411 Lanes: 1.00 1.98 0.02 1.00 2.00 1.00 1.00 1.34 0.66 1.00 1.80 0.20 Adjustment: 0.90 0.85 0.85 0.93 0.93 0.83 0.87 0.87 0.87 0.91 0.96 0.82 Final Sat.: 1753 3467 35 1736 3473 1554 1769 2249 1112 1688 2994 331 Lanes: 1.00 0.33 0.67 1.99 0.01 1.00 1.00 1.99 0.01 1.00 1.00 1.00 I II II II I Final Sat.: 1702 538 1075 3494 22 1568 1655 3306 4 1736 1828 1554 Capacity Analysis Module: I II II II I Vol/Sat: 0.10 0.12 0.12 0.04 0.07 0.25 0.37 0.28 0.28 0.00 0.08 0.08 Capacity Analysis Module: Crit Moves: "" .... "" •••• Vol/Sat: 0.01 0.03 0.03 0.18 0.18 0.08 0.06 0.30 0.30 0.01 0.34 0.38 Green/Cycle: 0.14 0.18 0.18 0.06 0.10 0.61 0.51 0.62 0.62 0.01 0.11 0.11 Crit Moves: '""" "",, •`"• Volume/Cap: 0.72 0.65 0.65 0.65 0.72 0.41 0.72 0.46 0.46 0.46 0.72 0.72 Green/Cycle: 0.04 0.04 0.04 0.24 0.24 0.24 0.09 0.58 0.58 0.01 0.51 0.51 Delay/Veh: 59.0 48.1 48.1 69.1 59.9 12.4 25.5 12.3 12.3 79.6 57.8 57.8 Volume/Cap: 0.22 0.75 0.75 0.75 0.75 0.34 0.75 0.52 0.52 0.52 0.67 0.75 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 57.5 96.2 96.2 46.6 46.6 38.7 73.6 15.3 15.3 83.6 24.1 27.7 AdjDel/Veh: 59.0 48.1 48.1 69.1 59.9 12.4 25.5 12.3 12.3 79.6 57.8 57.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM2kAVg: 8 8 8 4 6 7 20 9 9 1 6 6 AdjDel/Veh: 57.5 96.2 96.2 46.6 46.6 38.7 73.6 15.3 15.3 83.6 24.1 27.7 HCM2kAVg: 1 3 3 13 13 4 6 11 11 1 17 18 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\ws2p.doc Page 2 of 4 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 411 • 411 411 • 411 411 • 411 411 411 411 411 411 411 411 411 411 411 411 411 Traffix 7.7.0515 lc) 2005 Dowling Assoc. Licensed to KITTELSON, PORTLAND Traffix 7.7.0515 (c) 2005 Dowling Assoc. Licensed to KITTELSON. PORTLAND ws2p Wed Jan 11, 2006 09:5103 Page 5-1 Kittelson & Associates, Inc. -- Project #7533 Upper Boones Ferry Rezone -- Tigard, Oregon 2021 Total Traffic Conditions -- Proposed Zoning Wkdy PM Level Of Service Computation Report 2000 RCM Operations Method (Future Volume Alternative) Intersection 028 1-5 SB Ramp/Carman Drive Cycle (sec): 75 Critical Vol./Cap. (X): 1.104 Loss Time (sec): 12 1Y+R = 4 sec) Average Delay (sec/veh): 68.3 Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound Allk Movement: L - T - R L - T - R L - T - R L - T - R 41111, I I I I I I I I Control: Split Phase Split Phase Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 0 0 0 0 0 1 0 0 2 0 0 1 1 0 1 0 1 0 0 -1 II 11 II I Volume Module: Base Vol: 0 0 0 85 83 457 0 696 526 232 506 0 Growth Adj: 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 1.30 Initial Bse: 0 0 0 111 108 594 0 905 684 302 658 0 Added Vol: 0 0 0 0 0 5 0 56 0 0 4 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 111 108 599 0 961 684 302 662 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 P1-IF Volume: 0 0 0 116 114 631 0 1011 720 317 697 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 116 114 631 0 1011 720 317 697 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 0 0 116 114 631 0 1011 720 317 697 0 I 11 11 II I Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 0.83 0.83 0.73 1.00 0.87 0.87 0.93 0.98 1.00 1111 Lanes: 0.00 0.00 0.00 0.51 0.49 2.00 0.00 1.17 0.83 1.00 1.00 0.00 Final Sat.: 0 0 0 801 782 2786 0 1939 1380 1769 1862 0 I I I I I I I I • Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.15 0.15 0.23 0.00 0.52 0.52 0.18 0.37 0.00 Crit Moves: .... .... .... Green/Cycle: 0.00 0.00 0.00 0.21 0.21 0.21 0.00 0.47 0.47 0.16 0.63 0.00 Volume/Cap: 0.00 0.00 0.00 0.71 0.71 1.10 0.00 1.10 1.10 1.10 0.59 0.00 Delay/Veh: 0.0 0.0 0.0 34.8 34.8 99.3 0.0 76.7 76.7 115.4 8.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 34.8 34.8 99.3 0.0 76.7 76.7 115.4 8.8 0.0 HCM2kAvg: 0 0 0 7 7 15 0 35 35 16 10 0 H:\projfile\7533 - Opus NW Upper Boones Ferry Rezone\traffix\ws2p.cloc Page 3 of 4 • • • • • .... (2.0.2.i 1.7.1Skin4 7ork.inok 0 HCM Signalized Intersection Capacity Analysis • 9: SW Upper Boones Ferry Rd & 1-5 SB Ramp 1/13/2006 • '-'4 --i• Nt 1- 4-. ks 4\ t P \* • F.4ikiielit ---":'. '• - -EMI EBT,- EBR 771/11.BL. WBT-':•WBR-' :NBL"- -NBT',•,:NBR.: - SBL'.:-SBT," ST311 0 Lane Configurations ti, 11 4' 4 rr • o„41:1007;:icyoolge3(47.,1, 900g:•,10903.400.00e1900. 41909,:gopoo5i M00,i019007,,:,;t18000:4,0)0',4jOI90civ19o0 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 • 14407•41RW..4.§fpF, -,',1-1,:-:§:;.:1 ,y.t.9.-1...:flA3:'9:62-511-",-Ai-E3M,i,jop. Fi-Pic-.:PU=1:44-11:14k5.7,!ZZ-:-.1=-7A-,7;;4tXtr:i::;•;',,Iyo-,:;1:ogi•-;f-79113s 0.94 1 1.00 1.00 0.85 rY015:164.erdZAa0grg• NA)Cigl'5.6.1:4Ali;PPPAi4-1AP:;';'a,141€_,-.:=K:i`..:V=4,Y:,';.'''Ai;.ks:4Mk'tii,410:~PCf:-II.-AV.ii• Satd. Flowiprot) , .. . 3313. _1770 _186.3. . :.,.. . . ._.... ...... _. _ 1817 2787 • tPeeriiitletilic;t'WE5',,.,,?-='74'fzF'fzr-'wk1,-;00',.,,,'W'-`r-4-,`P-'06-,` Itj.j64i1ilci);-:,?4,•',,, :17::,:r,-,i,:;.",;•-1.. "::-:.N::: ;:4,7:i. i_t:!9-8--i,74.16 ,,, , ;t -...,:.4._,.:-,-....:.......„, -,. ..f4g:.- 5,. -,N.- .i-,- ,,,..',..,:-:,,,,? =,.. .,, - :.... Satd. Flow (perm) 3313 1770 1863 1817 2787 • YO107.keZ(VOi) ea-X''.',t;i 'AO'fisi.:6.•41i9D:sp4p0 :49,;1::::Ro.p:t.;a.g,pAi.; -:::;-gp:41:::?-„,-_,,i,p...r,'„:-::::11-,-)F7Aps::.ii;--..g,59,0 • Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 41Arg,K.02400.;.4.,:qj:t`4'.:ig:;;4:'7,0;:,4967V,-4...20.,,31.,8,:,.rii0ID.i. -;AQ ReiAi-f,V1::::',4Mi::::: ::;0 ::`,31t117, 'V411:4a's,;'0:7. • Lane Group Flow (vph) 0 1687 ON 318 694 0 0 0 0 0 231 627 • 17-.1e4VY).V.Ofitclep.i(%).:- .%'1,.,:--i"Of4': .:.-:::2-f/0-#: ,,,'.2°/071,A.,-!::::i2%:, -rif-ez.2%.•:<;:•F,'g,0%;!i: --'-•0%,:•=:-•„,•,.;.",0°/0 ,-;;•;',,,,.'13%;•-::: --2%i;,-,:ii„-.2,0:;;;,-.‘,. 0 Turn Type Prot Split Perm • Protected Phases " .;`-":)'':•;;!.;';--.6 5 Z!::i:= c .,::'::':': -;:13 ; 7::r;18 .-:,.-,'s7: • Permitted Phases 8 Abitialed;.GieenGqi) 36:1,{':.Y.:;'1i:V.,,,.-:.13.0.'::!..i$$A .:;.i=',:,-.-. .----2e...V,'-:i,-E; '. ,.-,-1 :9:',.- '18-29 • Effective Green, g (s) 36.1 13.0 53.1 13.9 13.9 . . .. • A0uated;;g1GIRatio:-,-; : -.),:,'-..•:-::,••;:0:44,-..:;,! .„. ,::.,4,..1.92c.1 T-‘-,,,0.74_,;,:::: !.-..:7:-.4 ,,,-..,..:, ..... • ,- ::-....4).19 =,.:0 A 9 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 • Vetii610,8iiteriekin''(e) :-=.f '.' ;.:'-'•`.7-,!` •..•4.5'.-...:'::' ::•::..'::.:.i. 3:0. :!';.:1.8 .5-. :if„'.=::-I':.,:::1: 1;':'•::', ,;:y.• ':!.:.-- 2':5;:•`--2-:"..•25 • Lane Grp Cap (vph) 1595 307 1319 337 517 vis;;RatjO7Rrot*:•-::`:: ..:!,..;;:-::::., :ri.'-.:-.:';d071',:::;:: :'..'y ..!:'`c0:1'.8';'-i,:',13'.6V.=:/::71.',..:?. .:;:i.-.Z.;:itf',:,.,:::::-''',:= -,.-::,..!.!-':; :-'•':.':'.•:::..:::q;•?:- 9.13 ,. :::::!;;.:.;,... • Ws Ratio Perm c0.23 • t/c7Flatici?;:::*2.-. -:.i'.'.3.':'-:...,'...'1,..r-•:..;:. •;,':.:;::1:!06:'•::',:;:s.r7i,.,'",';`,,,A104i: :.0:53::-i._,:i.:-.'.7.-,:::.A: :::: li::.':::-;! ', -':...,' .-...::::';','-.:: :. :.', -4p,,69.,,,,,,:i.-41 • Uniform Delay, d1 19.4 31.0 5.1 28.5 30.6 Progression .F.a o t i:i s r ::':.•' ''':, 0 01 1.:00 ,-,;;;-,-).:00 • Incremental Delay, d2 39.5 61.0 0.4 5.2 112.6 • Delay(s)!( 7::',1,,:: • • -' .,...., .. -; _.5 .0:. ,!•.:-. , ,,.. 2.0•....,-.5.5.- ... 4,''.:r;,"`,:.1:',l' ,-1-4F.:-'.:..':-. •, -.. -. ,,,,-:.,.. .T.',143.2 Level of Service E F A C F • ...„• .... . . .. . Apprciao.h.pOlay4s) - 9:0...:,...'j-•':-.. .'.!..- _!, -- :-.'.32-: '::::Z:;'',:.:.,'-.-t-4"::5•?:,..,:•-r...,•-;;.0.0 -•'-..:.:,71:13.7 "..--;*4-..-.;: • Approach LOS E C A F jfiter-seb#off Surninafy - :-.:):' • %::`-...:-/: :-:--- '-:2. • HCM Average Control Delay 64.7 HCM Level of Service E • FICM:Yoluirtalo-Capacity:ratio ' '•1.09 :7.*.• --- ;•.- - --.. '''' ;.-'-::: .‘-.--. ,, *'.•• '.--' . . - .•.•.i .: . • -:. • Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.0 . . ... . Inteisection:Capacity•Utilization 89:9% .• ICU•Level,of-Service . • 'D - • c Critical Lane Group • • • • • • • Baseline Synchro 5 Report • Page 1 • KITTELPOR6-FF51 • • • • 202.i ?tir-Ska ..1 • HCM Signalized Intersection Capacity Analysis • 9: SW Upper Boones Ferry Rd & 1-5 SB Ramp 1/13/2006 • -'4. --0. -N i" 4- 4". 4\ III Movement ' ,',-'_,:EBL` '.'iEBT'''?: EBR*AAIBL-7,WBT;'-WBR : NOL.';=---,NBT1813:-,:z-4S01:::',_-_-',S1,3T '1:.-.SEIR • Lane Configurations fl '1 t 4 VV . io§:aFf.._Iof-oopyffgimfy,,,:000'oo9oc9poogfopk,Rloo:o-::::i4900!:;A900:W900Z:f900 ,1900-til:ppg;: Iiigop f otai Lost time (s) 4.0 4.0 4.0 4.0 4.0 • 140,07,141;TOctbM;f1, :i.-:,:t'30,-9_$;,VV7- 1;6t-i,7-,:‘,o'cre*Z-:‘:1;-.;:*;:-;0;N:::=4;4r-v;!-...;.,•-- 4:-:66, Ass • Frt 0.94 1.00 1.00 1.00 0.85 FT,ItlPrefk.*WU:S-.',:aSqAggl.AP::TfAWN-YP4. 'i--;i--.-7A1':'jgPirri47g-Q4:,::alfk. ,P;;:ii-FfZ.Ne'iatlgg5;'.9ftig:TAO • Satd. Flow(prot) 3319 1770 1863 1-817 2787 • klf;R000.408:Vgie:Miga-R*1499-4,N,':A:TX-499..$;i:2) 0qelfiCiV":-:?:',3511,5KZA:16-_04'',"..NZI5Z!%9.1109 Satd. Flow(perm) 3319 1770 1863 1817 2787 • VOIPhIPOOti,Y;;Eikh.,1•:si-tWki4Li.4.-eW,...Qi96Ii..k. ',684,W=3,91.giSt4 '6,6,211;;..5-,,z,-:;:p, .::-.;:,....gfjA0,ViKAktiy4:YZ. T.11::-'101)4;,-, 5!4s 0 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 AOKP.,16*(YhtgNr;dge00..0.PAolk17;,',•.,'IigoS,Voff,t3,:!:,:c:fot-4.4.;-:?, :::'..iokiiN,,,Aai._::;: vn-,7p63:4;.;,:',0*-z044:.E,':f,..031 • Lane Group Flow(vph) 0 1732 0 318 697 0 0 0 0 0 231 631 • HeaVV.7VehicleSX.%y=:',E,i ,;-;:?.::):)%"p;:":1:,t2PA':'=,IF.."...,2% -"?:;2%',.'-:t:''- ',7.2%'..:il..•;::.'k091;'', 00/04:::::,:.0%.,,',.;''::;!,,0%;.-,..;.; :' %';','i' '2%':+:.,:Y:-.2% Turn Type Prot Split Perm • protOsedfpha00-,:YL:=;,,,.:Q.:i,, ,S:1.1:.':::"..:7:6':::,i':':."5..:!.:',:'i,,=-.,1,V'!=5:;;Z-::.:):2-1::''7;:=-4:l'::::'=A:'f ','-l'-,:':::::'::-:"--::.;::,i;'.;;,.;',.:Ii-,;::',':.g-:::8:X:::,::?8 .. • Permitted Phases 8 ACtuete41,014'0';;,04$):;;-.-2::`:7:., :s,-, '" ',16'11.-!;1::;,-i.-.'::III:Y,;;13:o: p1 ,13'.'*;:;;:,19, • Effective Green, g (s) 36.1 13.0 53.1 13.9 13.9 • Actuated glellatio;;-: ...,i :,:-:'-:_. 048,'. :::,--. ',:::-.' 0;17.:;:=:,:0.711.:,-..,:-,,,.:it,..:-,7;-:-------,.' .-:, 019 i -;0:19 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 • VehialeiEkteriSioh:Xe) ..:3 5':,.::::`i, :`:2;,:1:1-1.:30 3-.5z:5'; ::.:..,,,..,.' ;=.::-,,:';.:--;,.,.---.T,,,,,..,,,; ',...:,7 `:::-:;::', :: .;: ::, ,',2: -.-..2.5 • Lane Grp Cap (vph) 1598 307 _1319 337 517 vis':RaWprOf;.-:,,:::;;-:=:.',':!--!:',i:-:::,:,;::::: ::.-t.co: ':.::..:-..:. „=;,...:,co:18.',"'",,',0;$7;::::::,-,.:;=:.'...4}7,1:: :;; :- Y:=7:, _..-_ ,.;.;--,',:,.;'-..::.:;'-:-.,::';,:::..f,.,: ,:•():::;13 • v/s Ratio Perm c0.23 • Vic RetiO,',.:: ::,,-:::::‘'f.,:i...;: -;:i'f'..:'-e-_ :..-- ::, -008,:,'._::,:.: -: :.Fi:::!.:A.=.94'.!.,;-L-...,:o;$?,:-.. k:;::4;,,,',.-1'..?..:?;;:ii:: :•;!i;:,:-:,::: -:::. .,:::;;S),,;i:-: :, ,:,:.. ,:•--920a.;:v:12 Uniform Delay, dl 19.4 31.0 5.1 28.5 30.6 e Pro:gieSei*E0for-j::::,..,..i.‘,;:-"';',4,,,,,;„-, ...,!A00:!:::,.': .',.' ..;-::!,=';*00-..::;,:71 ipb.:;;/1;:::::'..,Y,;•;Zi::: ;.,,Yii,g,-.-,1_,: i,•,..fg .4:: ... ,,,=,:,•rs-1.ibc) ‘.;::,1,1.0c) • Incremental Delay, d2 49.0 61.0 0.4 5.2 115.7 Delay,(s) -!'':::':.i:'';:-,' '--''. ,::::.:-''.i::',-:;‘',tp AT:..'`.. •.-',.:,:Q92,..0,..?1,) 15:"5-..;'.-:..:::-.,!.; ;;;;':--11.'..':::: , ,'-., . -,-.. -'' 33:7:1463 • Level of Service E F A C F • ApprOac:OPelaY:Xs):::i11.1:‘_:!:::,:,;;;,:•;68!4. 1 '-',„:.'.:.;; ., .: ..': :32:6:i -;:.-'::: .,:_::. ,:.:'f:::.:1,',',..';.:'-:‘;.;ii0.0 .---:,li-.:':i....:,"':::;'.;:-:'s':,116.1.::: Approach LOS E C A F • lleite-alkijTSIMMeiV • . :. . --z_.!;:-' -..=.- ''::°.' , '''',- - ''- [,: -'' ' ','.:- -',."-- ' ', • "';: :; ::- • HCM Average Control Delay 69.7 HCM Level of Service E • HCM-VOluMe4o Capacity ratio ':' '',:- - .110`: . .--•• . - H.: '.',!' ;-:--...,!... :.:: ts:'•::-="7.. -•.'&-:. --- -. , ..:--i.-'• l'.•,- - • ..•?.- • O Actuated Cycle Length (s) 75.0 Sum of lost time(s) 12.0 .. .. Intersection CaPabitY-litili2ation •• 91.1%- '' IOU Level Of Service'. : :'' -• '''E " • c Critical Lane Group • • • • • • • Baseline Synchro 5 Report • Page 1 • KITTELPOR6-FF51 0 • • • 2, 2.1 Iiicbt)um.a a:0 K.41.5 • HCM Signalized Intersection Capacity Analysis • 9: SW Upper Boones Ferry Rd & 1-5 SB Ramp ll't7 1 GA-1-,-.1) 1/13/2006 • --.4 --• ...`t 1. 41-". 4%. 4 t I* \* IT 1 • MOV,PMerit: 7:. ':'.;.1:' H '''''. 'EBL:',*f:--..EBT.:'-',-:EBRW-BL'f--WBT.-,.W13-14.:'': N"Bt.;':-'1■IBT' --NBR''': SBL: 'SB7T•7'SB14. • Lane Configurations ti) ' ' 4 rr • o r160051)WVi1900WfbjiiOlooTAbdcgt-J3OVIA 9001 936A'sddi 'sool'4scwlbt.: O" tib Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 • 88 Frt 0.94 1.66 1.00 1.00 0.85 • 00?:rsOiO6fOti fW4 -COMIZA'F';.QOOF-AIQW0:If:;-fiSg?,Zillali-isa:Sk-riRf4,PY04AV-g?,0 • Satd. Flow (prot) .. 3319:. .,:a -...„---.•,:hz.•.:.A.:‘••.r.ii-I-:-1 Vt.P'"-Z--Z4i;-4"•.,:;=;•,:•::':=1.'• ''!'. Iti.f t,'.,,•,_-r- ,1.•..7;-•-7,...0...:,,1-1•,18::-6•,3,K,.,,li;._}:,,%.,a,:,,%,!,..z-4j7,,: ,3-,X,t, :A4, "%iI ii,.'.=•.;,,7te:‹2:1-•;1,..W- ;:,•4•,-,;-.-7.-: 1; 81-,7.,,t---,-7-:.2--7‘-.87 • IJPeriiftedW * g .7 ;1p00, q ,§6tPOOV 98 ;190- ...• Satd. Flow (perm) 3319 1770 1863 1817 2787 • yOlorn,04plitz5,1* .::,,,:t.,i;M034,j'I,061,:;,11.;;.‘;',6641t:g.30240662- 440:Zi-710%,.: NOY-;...:Z-'2',"021,':":'kly14::x- 1-pp5pp • Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95. 0.95 0.95 0.95 0.95 0.95 0.95 kikX.100700g4::'"=:•-,4:f.V.(jsZ'E"..iggn:MO,P.2:$9;160:GiM":7:45Sgq?'ki,:iggp4.?;4::: K:iitfV.-,-.f.-01-Ail:: .5.:$A • Lane Group Flow(vph) • 0 1732 • 0 318 697 0 0 0 0 0 231 631 • 1eavy'■74hi616S1'(cr):. iL. 1-:,-'IP/tv• '".2°/`-,l 2%-t-'- 2%'- --2%,'x---0°/4.41-'''450°I,'•--'0%'-• '0`)/--;'• •2°/- ,---2°/,--'2°/. Turn Type Prot Split Perm • PriteCt4a:Phases ' A' ' . , rs • • , s,..- -:t,,.. ..,..-,' ,. A r,:;.",;:",,,,::, .i,,•t,;-..L,.,,:, ' ' ,:.•_ • Permitted Phases .;,:.:,-:,8:,:::.-..'.::.,:;,;,:,;,..•;„-t, 8 A.:atUitekar4erf; 00) i.;,-::!`.2f:i '',-y.:::,46:=9:.:;:: :::-,...i.':;'.7:::i-4100::::::,:',:66 l :: , , _ %;::: :, 151:.-,::::'-;.-..-15:ft • Effective Green, g (s) 46.9 16.0 66.9 15.1 15.1 • - Actu4f6d.VCAlatio',,,,' -- •.-;:,,...:::- :;----;- :0S2:--., ,,,::-.;4:-..0:1.8.,,,:::i.0.74-:', -t,--;--,,,,,-;•=_.--.•,..,-/••,- ,•,4•••-••:, , .......,0:17, .017 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 • VehiCleOdeliiiOji ( )::::•;•.:i•:::-''.',:fH,..';i,i.-;0,;::_::i:-.T,'!:;;,---:.4";.;,sidi'. ,:-3.,.,6 :':;.':::,,,-.:,Z:..•,:qtsk;4',. ..,:;:,::r. .- ;',„ •,.:4:., •;::,:',,,;:-.-,..2-2•6;• :,...2:$ • Lane Grp Cap (vph) 1730 315 1385 305 468 ‘i/gowti,)0A54-7',;.,,H,,,.-.,q;- ::.':::--co.6 -;::;-,--': :.iii,i'.:_.f.pd::13,:Ni;O:07-4!:);'::.-.?::VV:"..:*.F';';;;; :!'4;k:6:fi,::q.':-,::':, : ' ,;.:;i0.1r.0 ,i;t:-:;:-",,'* 0 v/s Ratio Perm c0.23 .. . : • V/441441Tcileikii :.'.b..'-' .- .1',90'-': ? ::,:qq4,14:0'k..':i:;0':$0)); ';.=::'ii5'.:':.;::;:i!'',',TV.;;'',.;:t: -.'-t.. ;;-•::1'::•, -: - P.7- ::-=1-.3 Uniform Delay, dl 21.6 37.0 4.7 35.7 37.5 • Prligii4gori`;F4C:thr :f7:60::::1 :':=:-:';:'4:::::' ::do::ii:',1:00-.;I:x:', .,.;' Aioip4,•4)90 • Incremental Delay, d2 21.9 53.1 0.3 9.8 170.4 06140,) ,Z,f--ON-7. ':='!-_=7, :•::',•43:5 -:',,':',I ::- :F:"190:1‘:;!,::::$‘;'1:5;'.'-::?,?..:::!til:4-1:V .':' ...::'''',.,::' 481'§--::-?P7t§ • Level of Service D F . : . . . :,.. . _,.,..,.. ., . A. - . ... D. F • Approach Delay(s) 43S 31.7: - 00 :;-...,-, :'.,''-.: -!.•.:164:4-..''.1.:::..;-'7:, Approach LOS D C A F • Intersectiop,SUmMary, .• -- '. -.Z-i:,---, '1-, - : ,:‘-. _1.;:,.. 7'- _-_ - .,_ -,: t .-:'-.- :' , . ..:-:''S,-t. '. '1, • HCM Average Control Delay 69.0 HCM Level of Service E • HOMWoiUrnOCiPacity,ratio . . '',1:0X,,.;'• '....., :.'. .: :::-.:,-'.,-..:-:-2,-..:::,-;----.,7:,A:,....:::::,:s., :',.. --. -... . :.: '. ..- ::- ,;;-•:.-- '..:-.'„ :":,"- • Actuated Cycle Length (s) InterseCtibn Capadity-U 90.0 Sum of lost time(s) 12.0 tilization 9'1:1-°/0",-s: .• ' ICU'Level.of SeiVice--_'' ",- : i .•".E • • ' ' -- , •'' • c Critical Lane Group • • • • • • • Baseline Synchro 5 Report • Page 1 • KITTELPOR6-FF51 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "D" • Year 2021 SimTraffic Queuing Analysis Worksheets • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • SimTraffic-H:\projfile17533-Opus NW Upper Boones Ferry Rezone\Synchro17533_TPR Existing_2021.sy6 1/12/2006 1.2.02-t �ci5hv►� Zovi;vt% II II I E 15- Pe« tiles Cl. ' •CU II c��eue. I 0 I WEsTeo)ND'Tt4Qooc i+ I cr I N II. (/) I I I I. Ln l )r Boones Ferry Rd� SW r _ _ _ —� SW Carman Drive sir— 9 _ � _ _ _ _ _ t_ Queue Lengths All Intervals I • Color Queue Type Average ®il 95th Percentile S Max Observed Baseline H:\projfile 17533 - Opus NW Upper Boones Ferry Rezone1Synchro 17533_TPR_Existing_2021.sy6 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • SimTraffic- H:\projfile\7533-Opus NW Upper Boones Ferry Rezone\Synchro\7533_TPR Proposed_2021.sy6 1/12/2006 2021 tirSud Zo Y1 • II II I L p R5-Puce.,,.l;l e. I I • CO crot., E I I wESTemna. ?µRoy&“ as I I N Il II Cl) " CO •U) Rd SW SW U er Boones FE ►W Upper Boones Ferry I Queue Lengths • All Intervals Color Queue Type I El Average le', 95th Percentile I Max Observed I Baseline H:\projfile\7533- Opus NW Upper Boones Ferry Rezone1Synchro\7533_TPR_Proposed_2021.sy6 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Attachment "E" • • Year 2021 Queuing Analysis Worksheets — Upper Boones/Durham • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: prier .k I / ,,- KIITELSON&ASSOCIATES,INC. Project Number: Y�-� -,1//:-' !. - 610 SW Alder,Suite 700 • Analyst: - , .,� -aii z , ...-- Portland,Oregon 97205 Date: 1/12/2006 a~ (503)228-5230 t.• Filename: H:aroirle\7533-Opus NW Upper Boones Ferry Rezone\excel\TPR47533 Sig_., — .t y Fax: (503)273-8169 • Intersection: g d�g � •;-t.„0-,•e Conditions(yr,alt.,etc.): 0,6.� ;Mr, "tea, , ("-.lam + , or •-a. • GENERAL INPUT PARAMETERS: • Cycle Length: e,;f, r sec Confidence Level(C.L.): F • Storage length/vehicle: F..°'`•°`u;` feet • APPROACH/MOVEMENT #1 #2 #3 #4 #5 #6 #7 #8 • = NBLIT "tilgflRTF S$L !SBT _. ._ .SSRT. "fliEBCT•7.EBTti/1 t 17 • INPUT PARAMETERS: • Volume(pre-PHF)(vph): t.o �4 .l , , r " r- ,�, '4 . 1 a..900 G/C for movement: .` it. , to 0.:0: o o k 0S1 -£r~ ■B2 • Number of lanes: m k., .. ; `. ..4.y a. 4::;.(E .fi' ' *�.4?�,=4x_. , 1�4 d 2 • CALCULATIONS: Length of red interval(sec): 103.2 99.6 112.8 109.2 46.8 57.6 45.6 Average total queue(veh): 4.9 10.7 2.0 6.2 4.3 9.8 11.4 Maximum total queue(veh): 9 16 5 11 8 15 17 • Total queue length(feet): 225 400 125 275 200 375 425 Required storage/lane(feet): 225 200 125 150 200 375 225 • PERMITTED LEFT TURNS: Opposing volume(pre-PHF): :-_-- '— x: ...,�:.:. ,.. 1� ; T w • Opposing sat.flow rate: `4' `Tb u4 = • CALCULATIONS: • • Opposing flow ratio(Yo): Unblocked G/C: Effective red interval(sec): • Average total queue(veh): Maximum total queue(veh): • • Total queue length(feet): Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red interval=(I•G/C)•Cynic length Queue length=Maximum queue•Storage length per vehicle • Average queue/lane=Volume•Red Iraerval/3600 Required storage per lane=Queue length,Number of tans,rounded • up to the next highest Mole vehicle Maximum queue Random anivavConstar service • Random arrivals behave according to a Poisson distribution Opposing no.ratio Ye=opposing vokrn.w/opposing net Ibm rale sop There is a probability expel to the confidence level desired(e g 95%) • that the queue lamed during each red interval NW be less than Unblocked G/C(gu'C)_(g'O.Yoyl t•Yo) or equal to the maximum queue • (Prob of arrivals=N)_(Red beervet)Y'l•eop(-N)/Nt (the Poisson dutrbuton) • (Prob of arrivals>=N)=1-Sum of probabilities for vehicles 0.1. ..N-1 Max N Ffgtest N such that the urn ci probabibtiee o(1-coreiderte level) • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • = ;, f KflTELSON&ASSOCIATES INC. Project Name: -,,, I � � r Project Number: 7.533 * "-` x tt g r• Vr - 610 SW Alder,Suite 700 • Analyst: ,�, E'77,-' „-`.: t" _. ,. • `- Portland,Oregon 97205 Date: 1/12/2006 - (503)228-5230 • Filename: H:\proiiile\7533-Opts NW Upper Bowles Ferry RezonelexcertTPRtf7533 Sig:,t- , - Fax: (503)273-8169 • Intersection: `i-• . * pr .M Conditions(yr,alt.,etc.): *re asfFo� xs t M � • GENERAL INPUT PARAMETERS: • Cycle Length: ^,;. gyp: -+ sec rte•, Confidence Level(C.L.): s,:-..--7 „ • Storage length/vehicle: x -::;;1-feet • APPROACH/MOVEMENT • #1 #2 #3 #4 #5 #6 #7 #8 °`,' $LTA TY: rv,,, $: -"-?,,:.. • INPUT PARAMETERS: • Volume(pre-PHF)(vph): = r�7. 1 +' 0 � � � n . ? 4µ� G/C for movement: + + ' +11 , ; z ? ? -% • Number of lanes: • - ' r.:s t" ' am,. xm f5::.. Lrr. CALCULATIONS: • Length of red interval(sec): 118.8 105.6 • Average total queue(veh): 0.2 7.7 Maximum total queue(veh): 1 12 Total queue length(feet): 25 300 • Required storage/lane(feet): 25 150 • PERMITTED LEFT TURNS: Opposing volume(pre-PI-1F): -:f;. Y -fit, = 'J:- ".' • Opposing sat.flow rate: _.�...,, ��.Y�L---�.` ,- • CALCULATIONS: Opposing flow ratio(Yo): • Unblocked G/C: Effective red interval(sec): • Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): Required storage/lane(feet): • • METHODOLOGY AND FORMULAS USED: • Length of red interval c(I-Cs/C)'Cycle length Oueue length=Madmen queue'Storage length per vehicle • Average queue/lane=Volume'Red beans!/3600 Required stooge per lane=Moue length/Number el Lanes.rounded • up to the,wO highest whole vehicle Madman queue Random errival/CorWard service • Random errivab behave ermrdmg to a Poisson d*1bution. OVPOSirg(low ratio Yo=opposing volume w/opposing snt lbw rata soD There is e probabdrty equal to the cordiderce level desired(e g 95%) • Pet the queue formed during each red interval will be less than Unbbcked SIC(VC)=(D'C-Yoy(t-Yo) or equal to the maximum queue • (Prato of arrivals=Mc(Red Inlervalyd-eap(-N)/M W.Poisson dao0Wion) • (Prole of arrival.>=NI=I-Sum of probebraT ies for vehicles D.1...N-I Max N Ohghedl N.005110)the sum of pmbaboies o(1.continence erce Wer) • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS Project Name: ` r-� " _s KITTELSON&ASSOCIATES,INC. • — �` c 610 SW Alder,Suite 700 Project Number. y eK V • Analyst: : s .t r: ,,-^ L, = `;: Portland,Oregon 97205 Date: 1/12/2006 - (503)228-5230 • Filename: H:)prolfi(e\7533.Opus NW Upper Boons Ferry RezonelexcetTPR'.[/533 Sig--•=`,�t_: ,•Fax: (503)273-8169 • Intersection: DutMam '.:,a{kh 1TM r, (b,-`= Conditions(yr,alt.,etc.): r o `1`, 7::-12,.. • GENERAL INPUT PARAMETERS: • Cycle Length: t ;a a sec Confidence Level(C.L.): • Storage length/vehicle: 4: ; feet • APPROACH/MOVEMENT #1 • #2 #3 #4 #5 #6 #7 #8 • ' NBt1rr'_ni13 ? ` °r SBTN fN sSBR71 EBL`EBTH/RT • INPUT PARAMETERS: • Volume(pre-PHF)(vph): :,.g.0 f � YrJcr - t'r .leg' a= 900 G/C for movement: >r Ida s�'d d 0 >: ;t64, e=5 .62 • Number of lanes: om- arzr , .^ w �; w . °,." CALCULATIONS: • Length of red interval(sec): 103.2 98.4 112.8 108.0 46.8 57.6 45.6 • Average total queue(veh): 4.9 10.7 2.0 7.0 4.8 9.9 11.4 Maximum total queue(veh): 9 16 5 12 9 15 17 • Total queue length(feet): 225 400 125 300 225 375 425 Required storage/lane(feet): 225 200 125 150 225 375 225 • PERMITTED LEFT TURNS: • Opposing volume(pre-PHF): r, '; ,; , A.-J Opposing sat.flow rate: ;g __ ;:;kM • CALCULATIONS: Opposing flow ratio(Yo): • Unblocked G/C: Effective red interval(sec): • • Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): Required storage/lane(feet): • , • METHODOLOGY AND FORMULAS USED: • Length of red interval=it-13/C)'Cycle length Onsue length•Maximum queue'Storage length per vehicle • Average queueflane•Volume'Red Ireerval 1 3600 Required elorage per lane•areue length/Number of lanes,rounded • up to the nee tughesl whole vehicle Masonum queue Random arrivavComtant since • Random arrivals behave according to a Pos.=diaitrlcn Opposing lbw ratio To•opposing volume so/opposing eat flow rata sop There is a probability equal to the nordidenlce level desired(e g 95%) • that the queue lonmed during each red iderval w0l be less than Urddocked O/C(gu/C)•(gIC•Yoy(1-Yo) or equal to tM maximum queue • (Prob of errivala•N1•(Red Cdo,valytd'exa(-N)/M (the Poisson dotrtution) • (Prob d arrivals x=N)•I-Sum of prebabl5ies for vehicles O,1....N-1 Max N Mgtest N such that the sum d proteb5ties x If-cordiden ce level) • • • • • • • • • • • • • • • SIGNALIZED QUEUE ANALYSIS • Project Name: t ,,- „�f')__ --..,,,,,-..::',,,---1-- - A.,-,77 KITTELSON&ASSOCIATES,INC. Project Number: y `^ , .4./.,' 610 SW Alder,Suite 700 • Portland,Oregon 97205 Analyst: �EG> �.,..�,-,-� ��:� '�ru��.�r Date: 1/12/2006 (503)228-5230 • Filename: Hlprojfi(e\7533-Opus NW Upper Boons Ferry Rezone( ce5TPRif7533 Sig — `t ..Fax: (503)273-8169 • Intersection: c n_- Conditions(yr,alt.,etc.): ,..... ",, ,3''''.,IM,-"1-4-.,—:,i ,' k • GENERAL INPUT PARAMETERS: • Cycle Length: _,20 sec Confidence Level(C.L.): - 1M • Storage length/vehicle: _-_=y'�feet • APPROACH/MOVEMENT #1 #2 #3 #4 #5 #6 #7 #8 • 'FA ;b :-oY=" - '= ...... • " -? r - rte,:'4ti -_ 7 . • INPUT PARAMETERS: • Volume(pre-PHF)(vph): 5 5(� ( '' � M : G/C for movement: dd Qa i t x xs � :.,.--...4,-,j.,-.. ro ,r. '= > Number of lanes: ,`} ra, `-":4a, .k.,:,,'+' ` , . .. . -W i z " CALCULATIONS: • Length of red interval(sec): 118.8 106.8 • Average total queue(veh): 0.2 7.7 Maximum total queue(veh): 1 13 Total queue length(feet): 25 325 • Required storage/lane(feet): 25 175 • PERMITTED LEFT TURNS: • • Opposing volume(pre-PHF): iys r:--_„:4,.,-4.4...,-,17,, ;7 .._ - -.,-,''''.,-.%.,,,,,,,--0.-7.::_• Opposing sat.flow rate: "" Y =t `r- •. .et',=` • CALCULATIONS: Opposing flow ratio(Yo): • Unblocked G/C: Effective red interval(sec): • Average total queue(veh): Maximum total queue(veh): • Total queue length(feet): Required storage/lane(feet): • . • METHODOLOGY AND FORMULAS USED: • Length of red interval.(1-GiC)'Cycle length Chime tenpth.Maximum queue'Storage length per vehicle • Average queue/lane.Volume'Red Interval/3600 Required storage per lane.Oueue length/Number of lama,rourdaC • up to the Teri highest whole vehicle Maximum queue Random arrivaVWnfara service • Rarmon arrivals behave anew:hog b e Poinsan d. rhrtion Opposulp lbw ratio Yo=opposing volume w/appoairlq sat lbw rare sop Then b a probability equal to the wrdidence eve!desired(e g 95%) • Nat the queue karma during each red Interval out be leas pan U bol ed GC(gWC).(gtC-Yoy(t-YO) or equal b the maximum queue t • (Prop of arrivab.N)_(Red boervaly'N-o l-N)/N! (the Poisson distribution) • (Nob of enivab ws N).I-Sum of pro5abaties to reticles 0.1. ..N-1 Mal N HlgtesI N such that the sum of probabP ales=it-confidence level) • • • • • • • Exhibit L • • _ - • ll 000010 • • • • • • • • •_00_ m _olio • 000SerilitioSee • See • e • • : . • ••• --•-•-•........:,:rrr•:•,::,•:.r:::::::::::::.:::::•:•::::•:•:,::::::.:::::::.:::::::::::::.:•:::.,:::::::::::::,:::::::::::::::::::::::!:::::::::::::::::::::::::::•:i:i.1::::::::,::::::::::::::::;::::::::::::::::::•:::1,!,:„!,.:„:„..::.„.::::::::::::::::.„..E.:,:E....... ....„.. .:„. ,..... • , \ i 2 t < < w`1' 11 ;..l i.i \4� { r a } t • • I ' : ' • • ukatrisillidustriastlit.04r1411! i ,,]li , * ',......., \..' i , I • t �} £. i` < B 4 EE 4 �q i • # j '•7 e. .,.' .'TZ^8..4 I j • I k•. . •' s 4. 3 < .f</�� a g . t .. 1 : : • f 3 n i M.w i °� i i f 1 • • • • • • Exhibit M • • • • • • • • • • • • • • • • • • • • • •te • Seeeoiilioeeme • . •-•"• • • inventory of industrial properi es Exhibit M, • PARCELS IN TIGARD ZONED INDUSTRIAL • (EXCLUDING PUBLICLY OWNED PARCELS) • Tax Lot ID # Site Address Acreage Zone Vacant? Subtotal • 2S101 DC00900 13935 SW 72ND AVE 0.49 I-H NO • 2S101 DD01000 13955 SW 72ND AVE 0.56 I-H NO 2S112AB00200 0 0.81 I-H NO • 2S112AB00100 0 0.92 I-H NO 2S112AB00300 0 1.09 I-H NO • 2S112AB00500 7300 SW LANDMARK LN 1.20 I-H NO • 2S112AB00600 14101 SW 72ND AVE 2.47 I-H NO 2S112AB00700 0 2.52 I-H NO • 2S112AA00400 14280 SW 72ND AVE 4.23 I-H NO • 2S112AA00300 14200 SW 72ND AVE 5.00 I-H NO 2S112AB00400 7400 SW LANDMARK LN 5.00 I-H NO • 2S112AA01000 0 5.05 I-H NO • 2S101DC01100 7298 SW TECH CENT 5.28 I-H NO 2S112AA00900 14140 SW 72ND AVE 6.50 I-H NO • 2S112AB00800 0 8.90 I-H NO Total I-H 50.02 • 2S112AB01700 0 0.02 I-L NO • 2S112BA05901 0 0.09 I-L NO 2S112AB01600 7455 SW BONITA RD 0.10 I-L NO • 2S112DD01701 0 0.11 I-L NO • 2S112BA06100 0 0.13 I-L NO 2S112AC00100 14529 SW 72ND AVE 0.19 I-L NO • 2S101DD00700 0 0.21 I-L NO • 2S1010000701 0 0.22 I-L NO 2S112BA05800 0 0.29 I-L YES • 2S112DC01800 15785 SW 72ND 0.29 I-L NO • 2S113AB00100 0 0.29 I-L NO 2S112ACO2500 0 0.30 I-L NO • 2S112AB01100 2234 SW FERNWOOD C 0.32 I-L NO 2S113AA01300 0 0.32 I-L NO • 2S112DC01700 0 0.33 I-L NO • 2S112DC01200 0 0.34 I-L NO 2S101BCO2900 8254 SW HUNZIKER ST 0.36 I-L NO • 2S112AC00101 0 0.42 I-L NO • 2S112DD01900 0 0.42 I-L NO 2S113AB00400 0 0.42 I-L NO • 2S112DD01800 0 0.52 I-L NO • 2S112ACO2200 14835 SW 72ND AVE 0.53 I-L NO 2S112BA06000 0 0.53 I-L NO • 2S112DD01700 0 0.53 I-L NO • 2S101BCO2500 0 " 0.57 I-L NO 2S112AB00900 0 0.58 I-L NO • 2S112AB01000 7225 SW BONITA RD 0.58 I-L NO 2S113AB00500 0 0.59 I-L NO • 2S112AD00401 0 0.61 I-L NO • 2S112BA05900 14050 SW MILTON CT 0.61 I-L NO 2S101 DD00900 14010 SW 72ND AVE 0.66 I-L NO • 2S112DC01100 0 0.68 I-L NO • 2S112BA05801 0 0.71 I-L YES 2S112AC01900 14945 SW 72ND AVE 0.76 I-L NO • 2S112DD00300 15900 SW 72ND AVE 0.78 I-L NO • 2S101BD00302 0 0.79 I-L NO • • edmurphyAdcdesigngroup/zoningchaA/9/26,2005 1 • • • • inventory of industrial properties Exhibit M. • Tax Lot ID # Site Address Acreage Zone Vacant? Subtotal • 2S112DB00900 0 0.80 I-L NO 2S112ACO2000 14915 SW 72ND AVE 0.81 I-L NO • 2S112ACO2600 7320 SW BONITA RD 0.83 I-L NO • 2S112DD00400 15960 SW 72ND AVE 0.84 I-L NO 2S112AC01000 0 0.86 I-L YES • 2S101BCO2700 0 0.94 I-L NO • 2S112ACO2100 14865 SW 72ND AVE 0.96 I-L NO 2S112AB02000 0 1.00 I-L YES • 2S112DC01300 15930 SW 74TH AVE 1.00 I-L NO • 2S101BD00104 0 1.06 I-L YES 2S113AA00500 0 1.12 I-L NO • 2S113AA01100 0 1.14 I-L NO 2S101DC04100 0 1.20 I-L NO • 2S112ACO2700 7340 SW BONITA RD 1.25 I-L NO • 2S112AB01200 7235 SW BONITA RD 1.28 I-L NO 2S101BCO2800 8250 SW HUNZIKER RD 1.36 I-L NO • 2S113AA01000 0 1.47 I-L NO • 2S101BD00101 12805 SW 77TH PL 1.49 I-L. NO 2S102DA00100 12970 SW HALL BLVD 1.49 I-L NO • 2S113AA00200 16520 SW UPPER BOOP 1.49 I-L NO • 2S112AB01900 0 1.52 I-L NO 2S112AC01801 14965 SW 72ND AVE 1.56 I-L NO • 2S112AB01800 7415 SW BONITA RD 1.57 I-L NO • 2S112AC01100 14860 SW 74TH AVE 1.64 I-L NO 2S112AC00400 7380 SW BONITA RD 1.69 I-L NO • 2S113AA00700 0 1.69 I-L NO 2S101AC01800 0 1.84 I-L NO • 2S101BC00103 HUNZIKER ST 1.87 I-L YES • 2S101BD00301 8015 SW HUNZIKER RD 1.87 I-L YES 2S112DD00500 0 1.90 I-L NO • 2S112AC00200 17010 SW BONITA RD 1.95 I-L NO • 2S113AA00900 16500 SW 72ND AVE 1.97 I-L NO 2S113AA00800 0 2.04 I-L NO • 2S101DD00703 13950 SW 72ND AVE 2.13 I-L NO • 2S112ACO2300 0 2.15 I-L NO 2S112AC01800 0 2.16 I-L NO • 2S101BD00300 8015 SW HUNZIKER ST 2.28 I-L NO 2S112AB01300 0 2.43 I-L NO • 2S113AA00600 16120 SW 72ND AVE 2.51 I-L NO • 2S101BD00105 0 2.57 I-L NO • 2S112DB00100 0 2.72 I-L NO • 2S112AC01500 14980 SW 74TH AVE 2.76 I-L NO • 2S113AA00100 0 2.84 I-L NO 2S113AB00300 16075 SW UPPER BOOt` 2.93 I-L NO • 2S112AB02300 0 3.00 I-L NO • 2S112AA00500 14344 SW 72ND AVE 3.40 I-L NO 2S101BCO2401 12560 SW HALL BLVD 3.51 I-L NO • 2S101BC00101 8185 SW HUNZIKER RD 3.82 I-L NO • 2S113AA00400 16200 SW 72ND AVE 3.83 I-L NO 2S113AA00300 0 3.88 I-L NO • 2S101BC00100 8185 SW HUNZIKER RD 3.98 I-L NO • 2S112DB00300 7257 SW KABLE LN 4.25 I-L NO • 2S101BD00103 7895 SW HUNZIKER RD 4.39 I-L NO • 2S112AD00501 0 4.96 I-L NO I • edmurphyAdcdesigngroup/zoningcharf/9/262005 2 0 I • inventory of industrial propel yes Exhibit M3 • Tax Lot ID # Site Address Acreage Zone Vacant? Subtotal • 2S112DB00401 0 4.98 I-L NO 2S112AD00500 0 5.42 I-L NO • 2S101DC04000 7500 SW TECH CENT 5.61 I-L NO • 2S113AD01900 0 5.75 I-L NO 2S113AB00600 0 5.85 I-L NO • 2S113AB01201 16505 SW 72ND AVE 6.13 I-L NO • 2S101BD00200 8001 SW HUNZIKER ST 6.26 I-L NO 2S1010001201 7920 SW HUNZIKER DR 6.32 I-L NO • 2S1010000500 12600 SW HALL BLVD 6.41 I-L NO • 2S113AD01800 16798 SW 72ND AVE 6.61 I-L NO 2S101BCO2501 8100 SW HUNZIKER ST 7.57 I-L NO • 2S101DD00800 14410 SW 72ND AVE 7.86 I-L NO 2S102DA00600 13360 SW HALL BLVD 8.03 I-L YES • 2S112AA00600 6713 SW BONITA RD 8.22 I-L NO • 2S1010000700 8200 SW HUNZIKER ST 8.41 I-L NO 2S112DC00100 0 8.46 I-L NO • 2S1010001202 7930 SW HUNZIKER ST 9.78 I-L NO • 2S1010001400 0 11.37 I-L YES 2S112DC00200 7342 SW KABLE LN 11.44 I-L NO • 2S1010000600 12700 SW HALL BLVD 12.54 I-L NO • 2S112DB00400 0 15.97 I-L NO 2S1010001200 0 26.32 I-L YES • Total I-L 322.51 1S135CB00100 0 0.00 I-P NO • 1S135CB00800 0 0.00 I-P NO • 2S101DC04500 7555 SW TECH CENT 0.00 I-P NO 2S112AD01100 0 0.00 I-P NO • 2S113AB01600 0 0.01 I-P NO • 2S113AB01000 0 0.06 I-P NO 2S102AB01802 9460 SW TIGARD ST 0.10 I-P NO • 2S102BA01190 0 0.16 I-P NO • 2S101BCO2300 12530 SW HALL BLVD 0.21 I-P NO 2S102BB00300 10080 SW KATHERINE E 0.23 I-P NO • 2S112AD00400 0 0.28 I-P NO • 2S102BA01201 0 0.29 I-P NO 2S102BA00400 9780 SW TIGARD ST 0.30 I-P NO • 2S101BCO2100 8260 SW HUNZIKER RD 0.32 I-P NO 2S112AD00200 0 0.32 I-P NO • 2S112AC00500 0 0.33 I-P NO • 2S102BA00390 0 0.35 I-P NO 2S102BA00900 12160 SW GRANT AVE 0.35 I-P NO • 1S135CD01100 0 0.36 I-P NO • 2S101 DD01100 0 0.37 I-P NO 2S102BB00201 10060 SW KATHERINE F. 0.42 I-P NO • 2S102BA00500 9760 SW TIGARD ST 0.43 I-P NO • 2S102BA00901 9570 SW TIGARD ST 0.43 I-P NO 2S112AD00301 0 0.49 I-P NO • 1S135CB00500 11555 SW TIEDEMAN A\ 0.53 I-P NO • 2S112DB00200 0 0.56 I-P NO 2S113AB00200 16045 SW UPPER BOOS 0.56 I-P NO • 2S102AB01901 0 0.58 I-P NO 2S102AB01800 9460 SW TIGARD ST 0.61 I-P NO • • 2S102BA01100 12220 SW GRANT AVE 0.64 I-P NO • 2S114AA00300 16295 SW 85TH AVEN 0.65 I-P NO 2S102BA00600 9730 SW TIGARD ST 0.69 I-P NO 0 • • edmurphyldcdesigngroup/zoningchart/9/26/2005 3 • • • • inventory of industrial proper-Lies Exhibit M4 • Tax Lot ID # Site Address Acreage Zone Vacant? Subtotal • 2S112DA00600 0 0.70 I-P NO 1S135CB00300 11445 SW TIEDEMAN A\ 0.74 I-P NO • 2S112DD00700 15750 SW UPPER BOO 0.74 I-P NO • 2S112DD01500 0 0.78 I-P NO 2S112AC00700 14605 SW 74TH AVE 0.86 I-P NO • 1S135CA00700 11225 SW GREENBURG 0.87 I-P NO • 2S112AD00300 6830 SW BONITA RD 0.90 I-P NO 2S112DC01600 15575 SW 74TH AVE 0.90 I-P NO • 2S101BC00201 8255 SW HUNZIKER ST 0.92 I-P NO • 2S112AC00800 14645 SW 74TH AVE 0.96 I-P NO 2S101BCO2202 0 0.98 I-P NO • 2S113B000400 8100 SW DURHAM RD 0.98 I-P NO 2S102BB00100 9930 SW TIGARD 0.99 I-P NO • 2S101DD00702 0 1.00 I-P NO • 2S101BCO2201 8300 SW HUNZIKER RD 1.05 I-P NO 2S112AC01600 14975 SW 74TH AVE 1.05 I-P NO • 2S102BA00800 0 1.07 I-P NO • 2S101BCO2200 8430 SW HUNZIKER RD 1.08 I-P NO 2S102AB01801 9440 SW TIGARD 1.10 I-P NO II 1S135CB00600 11530 SW TIEDEMAN A\ 1.18 I-P NO • 2S101 DD00300 7100 SW SANDBURG Si 1.18 I-P NO 2S102AB01900 0 1.23 I-P NO • 2S112DA01100 0 1.26 I-P NO • 2S112AC00900 14775 SW 74TH AVE 1.27 I-P YES 2S102BA00301 9914 SW TIGARD ST 1.28 I-P NO • 2S113B000500 8168 SW DURHAM RD 1.29 I-P NO 2S101DD00401 6955 SW SANDBURG 51 1.35 I-P NO • 2S112DA01000 6610 SW CARDINAL LAr 1.36 I-P NO • 2S113AB00101 16101 SW 72ND AVE 1.38 I-P NO 2S112DD01601 0 1.45 I-P NO • 1S135CB00100 0 1.46 I-P NO • 2S102BA00303 9800 SW TIGARD ST 1.64 I-P NO 2S101DD00200 SW SANDBURG ST 1.65 I-P NO • 2S112AC00600 7440 SW BONITA RD 1.67 I-P NO • 1S134DD00102 0 1.75 I-P NO 2S101DC03800 13730 SW 72ND AVE 1.76 I-P NO • 2S112AC01700 15065 SW 74TH AVE 1.76 I-P YES 2S112DA01300 6640 SW REDWOOD LN 1.79 I-P NO • 2S112AC01300 14905 SW 74TH AVE 1.83 I-P YES • 2S112DB00500 15115 SW 74TH AVE 1.84 I-P NO 1S135CB00400 11535 SW TIEDEMAN A\ 1.87 I-P NO • 2S112DC00701 15951 SW 72ND AVE 1.98 I-P NO • ' 2S112DC00500 15875 SW 72ND AVE 2.02 I-P NO 2S112DA00300 15230 SW SEQUOIA PK' 2.12 I-P NO • 2S102BA01000 9540 SW TIGARD ST 2.34 I-P NO • 2S102BA00302 9900 SW TIGARD ST 2.42 I-P NO 2S101DC04603 7405 SW TECH CENT 2.43 I-P NO • 2S102BA00501 9740 SW TIGARD ST 2.43 I-P NO • 2S102BA00304 9820 SW TIGARD ST 2.46 I-P NO 2S101DC04601 7477 SW TECH CENT 2.47 I-P NO • 2S102AB01902 9380 SW TIGARD ST 2.49 I-P NO 2S112DD00200 15714 SW 72ND AVE 2.52 I-P NO • 2S113BA00200 7800 SW DURHAM RD 2.58 I-P NO • 2S112DB00600 15205 SW 74TH AVE 2.78 I-P YES 2S112DD01400 0 2.79 I-P NO • • • • edmurphy/l dcdesigngroup/zoningchart/9/26✓2005 4 • 0 • • inventory of industrial properties Exhibit M5 • Tax Lot ID # Site Address Acreage Zone Vacant? Subtotal • 2S112DA01200 15060 SW SEQUOIA PAI 2.83 I-P NO 2S101DC04602 7291 SW TECH CENT 2.87 I-P NO • 2S112AD01100 0 3.00 I-P NO • 1S135CB00700 11440 SW TIEDEMAN A\ 3.27 I-P NO 2S113AB00700 16255 SW UPPER BOOT, 3.36 I-P NO • 2S101 DD00100 0 3.48 I-P NO • 2S113BA00100 7420 SW DURHAM RD 3.55 I-P YES 2S114M00200 16285 SW 85TH AVE 3.61 I-P NO • . 2S112AD01000 7007 SW CARDINAL LN 3.71 I-P NO • 1S135CC04000 9905 SW TIGARD ST 3.87 I-P NO 2S112AD00700 0 3.88 I-P NO • 2S112DC00201 15845 SW 74TH AVE 3.94 I-P NO • 2S113AC00102 0 4.00 I-P NO 2S112AC01200 14865 SW 74TH AVE 4.03 I-P YES • 2S112ACO2400 14655 SW 72ND AVE 4.19 I-P NO 2S101BC00200 8205 SW HUNZIKER ST 4.20 I-L NO 0 2S112DD01600 15575 SW SEQUOIA PK' 4.27 I-P NO • 2S112DD00701 15800 SW UPPER BOOP 4.48 I-P NO 1S135CB00200 10250 SW NORTH DAKC 4.49 I-P NO • 2S112DC01500 15615 SW 74TH AVE 4.61 I-P YES • 2S112DB00700 15245 SW 74TH AVE 4.65 I-P YES 2S112DA00700 15115 SW SEQUOIA PK' 4.76 I-P NO • 2S113AB01400 7300 SW DURHAM RD 5.39 I-P NO • 2S112DC01400 15865 SW 74TH AVE 5.41 I-P YES 2S113AC00101 0 5.54 I-P NO • 2S112DB00800 15515 SW 74TH 5.60 I-P YES 2S112AD00600 14750 SW 72ND AVE 5.66 I-P NO • 2S112DA01400 15350 SW SEQUOIA PK' 6.68 I-P NO • 2S113AB00800 15995 SW 74TH AVE 6.70 I-P YES 2S112DA00800 15055 SW SEQUOIA PK' 7.76 I-P NO • 2S113BA00400 7632 SW DURHAM RD 10.39 I-P NO • 2S112AD00900 14800 SW SEQUOIA PK' 11.14 I-P NO 2S113AC00103 0 11.78 I-P NO • 2S1010001100 0 13.21 I-P YES • 2S112AD01200 6750 SW BONITA RD 15.99 I-P NO 2S1010000800 0 24.37 I-P YES • Total I-P 316.05 • Total Acreage 688.58 688.58 • Before Zone Change • Total Acreage I-H 50.02 7.3% • Total Acreage I-L 322.51 46.8% Total Acreage I-P 316.05 45.9% • Total Acreage 688.58 100.0% • After Zone Change • Total Acreage I-H 50.02 7.3% • Total Acreage I-L 316.51 46.0% Total Acreage I-P 322.05 46.8% • Total Acreage 688.58 100.0% • • • Original Data Source:City of Tigard GIS,August 26,2002. Analysis by Ed Murphy • • edmurphyAdcdesigngroup lzoningcharti926/2o05 5 • • • • MEMORANDUM T I GARD TO: Planning Commission FROM: Gus Duenas �� City Engineer RE: Draft List of Proposed CIP Projects for FY 2006-07 DATE: February 23, 2006 The CIP (Capital Improvement Program) formulation process for FY 2006-07 began in December 2005. The first of two public meetings to introduce the project list and to receive public input on the proposed projects was conducted on December 7,2005. The draft list was posted on the City of Tigard webpage on the same day. The meeting was held as an open-house event to provide the public an opportunity to view information and converse with staff regarding the proposed CIP projects. Since then, the City has received numerous comments on the draft list and suggestions for additional projects.The City conducted a second public meeting on Wednesday,January 25, 2006 to provide another opportunity for public input. I will be discussing the draft list with the Planning Commission at the March 6, 2006 meeting to obtain input from the Commission members on the draft list of projects and to receive suggestions on other potential projects (if any) for consideration. Attached are the following for your review prior to the meeting on March 6,2006: • Draft List of Proposed Projects for FY 2006-07 • Executive Summary of the Public Input and Staff Responses on the Draft 2006-07 CIP Project List City Council discussion and input is scheduled for the workshop meeting on March 21, 2006. Comments received from the Planning Commission will be included in the discussion with City Council. Attachments c: Mayor and City Councilors Craig Prosser, City Manager ilenglgustmemorandumslnew memorandum tmmatlproposed projects forty 2006-07.doc • • II • • TIGARD EXECUTIVE SUMMARY Responses to Public Input on FY 2006-07 Capital Improvement Program February 24, 2006 Prepared by Engineering Department Capital Improvement Division • Executive Summary—FY 2006-07 CIP February 24,2006 Page 1 of 60 • • EXECUTIVE SUMMARY The Capital Improvement Program (CIP) formulation process for Fiscal Year 2006-07 began in December 2005. The proposed CIP projects were posted on the City of Tigard's webpage on December 7, 2005 initiating the process. That same night, City staff from the Engineering and Public Works Departments hosted the first of two public meetings in Town Hall. The open-house style event provided the public an opportunity to view information and converse with staff regarding the proposed CIP projects for FY 2006-07. Overall, the event was well-received by the public and staff collected a small handful of completed comment cards. These were forwarded to the appropriate departments for response. In an effort to receive more public input, the Engineering Department coordinated with the Times to announce the 2"d public meeting on Wednesday,January 25, 2006. 5,000 informational flyers,with comment space and return address information, were inserted in the December 29, 2005 Times newspaper. In order to allow for sufficient response time from City staff before the January 25, 2006 public meeting, we asked that comments be returned by January 18, 2006. Any comments received on or after January 18, 2006, are responded to in this summary report. Other efforts to notify the citizens of Tigard regarding the CIP formulation process were made by posting the public meeting dates and times on the City of Tigard Events Calendar, December 2005 Cityscape issue and bulletin boards in and around City Hall and the library. Press Releases were also submitted to the Times and the Oregonian containing the scheduled events in the CIP formulation process and contact information for receiving comments. Throughout 2005 and into the FY 2006-07 CIP formulation process, a total of thirty-nine (39) comments were received by the Engineering Department. These comments were received via postal system, email, telephone and comment cards from the CIP public open house meetings on December 7, 2005 and January 25, 2006. Comments provided input on the draft CIP list and nominated projects for the City's consideration. Before the CIP formulation process began on December 7, 2005, City staff responded directly to citizens at the time each individual comment was received. The public was issued a draft summary of these responses at the January 25, 2006 public meeting. Citizens were notified through the City's webpage that they could continue to submit their input for the FY 2006-07 CIP through January 27, 2006. The public was also informed that comments received after January 27, 2006 will not be included in the Council packet. However, CIP project candidates and comments submitted after the deadline will be considered on a case-by-case basis until the CIP budget is submitted for consideration in the City's formal budget formulation process. All correspondence and published notices for public information throughout the CIP Formulation Process for FY 2006-07 are included in the final pages of this summary (see Attachments). However, due to the size of the Summary, a total of 60 pages, the attachments were not included in the packets submitted to City Council and Planning Commission. Instead, they will be available upon request. The Summary, including the attachments, will be posted on the City's webpage for the public to view. • Executive Summary—FY 2006-07 CIP February 24,2006 Page 2 of 60 • • SUMMARY OF COMMENTS & RESPONSES The following is the summary of public comments and staff's responses: 1. 93'd Avenue Sanitary Sewer Reimbursement District Public Comment—A 93rd Avenue resident came into the Permit Center to inquire about joining the members of the proposed 93rd Avenue Sanitary Sewer Reimbursement District. Staff Response — Engineering Department staff fielded the citizen's inquiry and evaluated the feasibility of their joining the 93`d Avenue Sanitary Sewer Reimbursement District. Since the citizen's lot could be served by the district's sanitary sewer infrastructure, the citizen was notified of the feasibility and invited to attend a neighborhood meeting for the proposed 93rd Avenue Sanitary Sewer Reimbursement District on December 14, 2005. Formation of the district is scheduled for February 28, 2006 and construction is anticipated to begin in early May 2006. 2. North Dakota Street- Sidewalk Public Comment — A citizen raised concern over new development along North Dakota Street between 109`h Avenue and 115`''Avenue. The concern is that the newly developed area will have more people walking and driving making North Dakota Street very busy. The citizen suggests that the building fees collected by the City from the developers be used to enlarge the walking and biking paths along North Dakota Street, especially at the Fanno Creek bridge. Pedestrian residents of this community, seeking exercise and bus stop access, are frequently put within dangerous proximity to speeding cars as they travel along North Dakota Street. Staff Response— In response to their email, the citizen was contacted via telephone and given an opportunity to discuss his concern in more detail with staff. Two private development housing projects, within the area of concern, are under construction. As required by the City, the developers will build half-street improvements including roadway widening, concrete curb and gutter and sidewalks. Given the area's existing potential for future private development, it's highly likely that additional properties will develop in a similar fashion providing future street and sidewalk improvements. A conceptual study is being conducted for installation of a pedestrian bridge over Fanno Creek in the future,if feasible. 3. Fanno Creek Trail- Marked Crosswalk on Tiedeman Avenue Public Comment—A Tigard citizen requested, via email, a marked crosswalk for the Fanno Creek Trail across Tiedeman Avenue to connect the existing pedestrian path along the Fanno Creek Trail from just north of Fowler Middle School to Woodward Park. The citizen mentioned the Fanno Creek Trail crosswalk at North Dakota Street as an example of what could be installed. The message mentioned that there is currently no designated place for crossing Tiedeman Avenue and as a result, people cross at different locations. The message indicated that a designated, marked crosswalk, would improve pedestrian and bicycle safety across Tiedeman Avenue along the Fanno Creek Trail. Staff Response — Upon receiving the comment, the Engineering Department staff discussed the request for a Tiedeman Avenue crosswalk and compared its situation to the Fanno Creek Trail crosswalk at North Dakota Street. The situation with the North Dakota Street crosswalk was worse in that there were no existing signs to alert motorists of pedestrians or sidewalks for pedestrians to traverse the offset alignment for the Fanno Creek Trail. At Tiedeman Avenue, pedestrians have existing sidewalks along the offset alignment for the trail and experience good visibility to view oncoming traffic. To alert motorists in advance of unexpected pedestrian Executive Summary—FY 2006-07 CIP February 24,2006 Page 3 of 60 • • entries into the roadway, two (2) WI1-2 "Pedestrian" (MUTCD; 2003) signs were installed in 1996, in each direction. The City realizes that there are unprotected Fanno Creek Trail street crossings at various locations throughout the City. In an effort to remedy this situation at some locations, the City is proposing to install a mid-block crosswalk on Hall Boulevard at Fanno Creek Trail in FY 2006-07. However, the project is contingent upon ODOT's approval since the proposed crosswalk is located on a State route. 4. Tiedeman Avenue - Intersection at Greenburg Road Public Comment — A Tigard citizen submitted an email to Engineering via the Public Works Department. The email asked if there were any future plans to fix the intersection at Greenburg Road and Tiedeman Street. The citizen explained that heavy traffic, including big trucks, has created potholes and given the pavement a beating at the corner when turning from Greenburg Road to Tiedeman Street. The potholes have been repaired when they become too bad to ignore but the citizen wants to know when a more permanent fix will happen. The citizen also said that driving through there during rush hour and having to avoid these potholes is very disconcerting. The citizen expressed his opinion that the pavement at the corner of Greenburg Road and Tiedeman Street needs to be completely removed and replaced instead of ongoing pothole repair. The citizen conceded that the street maintenance fee may not be able to fund the repair of every road in Tigard but that the City should at least be pothole free and that repair of main arterial roads, such as these,get priority funding from the fee. Staff Response — In an email response, staff told the citizen that the City will continue to repair potholes as they appear in the next few months. Staff agreed that the right turn lane from Greenburg to Tiedeman and the westbound lane on Tiedeman leading away from the intersection are in poor condition. Staff explained that fiber optic cable trenching some years ago by a telecommunications company has led to premature pavement failure on this street segment. Staff mentioned that the City did perform some dig-out repairs, but they were not sufficient to resolve the issues. Staff has revisited the entire intersection to establish the scope for the upcoming pavement overlay project and determined the extent of project limits. A pavement overlay project for Greenburg Road, between Tiedeman Road and Center Street including the Greenburg/Tiedeman intersection,is scheduled for construction in Spring 2006. 5. McDonald Street- Lighted Crosswalk at SW 93'd Avenue Public Comment— A Tigard citizen submitted an email to Engineering via Mayor Craig Dirksen requesting a lighted crosswalk on McDonald Street at 93`1 Avenue because of concern for the safety of the Woodland Heights staff working nights at this nearby assisted living facility. The citizen also expressed that the current pedestrian crossing situation provides opportunity for a serious accident. To illustrate this concern, the citizen presented the scenario that if a crossing pedestrian were to slip and fall on wet or slippery pavement, a car traveling 45-50 mph might be unable to stop and would most likely hit the person. The citizen also mentioned that it was his understanding that last year a similar occurrence had already happened in which the administrator of Woodland Heights was almost hit by a car that couldn't stop. Fortunately, the administrator was able to avoid being hit by rolling into the curb and out of the vehicle's path. The citizen does not want the administrator's near miss to become something more critical for someone else. The citizen concluded by saying that they are truly concerned for the safety of both men and women who must cross this street everyday and night. Staff Response — In an email response, staff thanked the citizen for his request and input concerning a lighted crosswalk at the 93`1/McDonald Street intersection. In general, the citizen Executive Summary—FY 2006-07 CIP February 24,2006 Page 4 of 60 • • was told that the City was in the process of formulating the Capital Improvement Program (CIP) for Fiscal Year 2006-07. The citizen was invited to attend the December 7, 2005 meeting to provide comments on the projects proposed for the fiscal year and to suggest other projects as well. The citizen did not attend the meeting. At this time, staff is pursuing a more thorough traffic study to determine if a pedestrian crosswalk is warranted. 6. McDonald Street-Widening of Intersection at SW 97th Avenue Public Comment — A citizen recommended the widening of the 97th Avenue intersection with McDonald Street for the purpose of providing turning lanes on McDonald Street. The citizen said traffic volumes are heavy and vehicles have a hard time making the turning movements in and out of 97th Avenue especially when school buses are turning left from McDonald Street to 97th Ave to pickup or drop off students at the two nearby schools on 97th Avenue. Staff Response — The Engineering Department performed research with respect to the right-of- way constraints associated with the potential widening of McDonald Street at 97th Avenue. It was determined that a substantial amount of right-of-way acquisition and earthwork movement would be required to add an exclusive left-turn lane to westbound McDonald Street at 97th Avenue. Upon realizing the close proximity of existing homes and the large scope of work involved with the addition of a left turn lane, the Engineering Department contacted the Tigard- Tualatin School District to discuss the possibility of school busses using Sattler Street instead of McDonald Street on their way toward Twality Junior High and Templeton Elementary School to reduce traffic volume on McDonald Street. To this date, the discussions are still in progress. Once staff's recommendation is implemented, the McDonald Street gaps in traffic flow would be more frequent and would help the turning movements in and out of 97th Avenue without the need for expensive widening. 7. Englewood Park- Replace culverts/asphalt areas Public Comment — A Tigard citizen (Ms. Beilke), representing a Tigard environmental advocacy organization commented that the installation of approximately four culverts and existing depressed areas of asphalt in the wetlands have changed the hydrology in Englewood park and may be blocking fish passage. She believed that this consequently affects plant diversity and overall biological diversity of the park. In addition, she felt that park users are unable to access these areas for 4-6 months of the year because of standing water. She also suggested that arched wooden bridges replace the culverts to improve habitat, hydrology and availability of use to citizens. Staff Response— The preliminary design has begun since January 2006, for riparian enhancement and channel improvement in the area noted. All design solutions to reestablish biodiversity in the area will be assessed. The most cost effective design solution, that delivers the most biodiversity for the dollar,will be selected. At this time,bridging the area and leaving the culverts in-place with modified existing stream channels will be evaluated. 8. Fanno Creek Trail- Replace parts of with boardwalks Public Comment— A Tigard citizen, representing a Tigard environmental advocacy organization commented that there are a number of low, wetland areas on the trail which flood quite often in the winter and spring months, making the trail un-useable, even after 1 or 2 inches of rain. She suggested that the City replace the asphalt with a boardwalk to allow users to have access to the trail in the winter. She also expressed that this would allow for better runoff drainage, improved Executive Summary—FY 2006-07 CIP February 24,2006 Page 5 of 60 • • hydrology, and would prevent users from trampling all the vegetation next to the trail that currently occurs. Staff Response — Low spots along the existing Fanno Creek Trail, to the north of Fowler Junior High from Tiedeman Avenue to Tigard Street, were paved with additional asphalt to raise the elevation of its original profile as constructed in 2000. In addition, culverts were added at various low spots to further prevent water from flowing over and settling on the trail surface. The City recognizes that many areas along Fanno Creek Trail throughout Tigard are submerged when we experience a significant period of heavy rainfall as trails are constructed in the 100-year floodplain and are intended to be creek-side paths. 9. Summerlake Park Public Comment No. 1 — A citizen, representing a Tigard environmental advocacy organization commented that a number of years ago, she worked with a former City of Tigard Parks director to develop interpretive signage at the park. She would still like to see this completed so visitors can learn about bird species, etc. She also felt that the interpretive signs would serve as an educational tool, in particular, asking that people not feed ducks and geese and further explain why this is discouraged. She could recommend several good places for signage including the area by the bridge crossings in the center of the park where they would be highly visible. Staff Response No. 1 — Interpretive signage has been placed in the Rhododendron Garden by volunteers. The Parks Division would welcome an opportunity to work with additional volunteers to place signs elsewhere in the park. Public Comment No. 2 — A Tigard citizen submitted a comment card describing her experience with City-planted evergreen trees obstructing her home's lake view. The City relocated the trees, but she citizen wished to emphasize the importance of the City's consideration of the public in the lake area. She also suggested that the City direct voluntary efforts to clear blackberry brush around the lake and called attention to the old white pipes by the bridge. Staff Response No. 2—The Public Works Volunteer Coordinator was contacted and has requested a copy of the comment card. The clearing of blackberry brush around Summerlake Park will be considered by the coordinator for the Public Works Volunteer Coordination Program. Tigard has a variety of opportunities for volunteers to choose from including one-time events and ongoing projects. Volunteers will work with staff to remove blackberry, English ivy, and other non-native species from parks and undeveloped areas. 10. Land Acquisition—Various Locations within the City Public Comment No. 1 — A Tigard citizen recommended, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the east side of Greenburg Road, adjacent to Ash Creek, be acquired for wetland protection and as an environmental buffer on the north side of Ash Creek. Staff Response No. 1 — This property was evaluated in the Park and Recreation Advisory Board's Park and Greenway Property Evaluation Process. The status of the evaluation is confidential at this time. Public Comment No. 2 — A Tigard citizen, representing a Tigard environmental advocacy organization at the December 7, 2005 CIP Open House meeting, suggested the City use some of the CIP funds to begin land acquisition of several parcels in the pursuit of adding to the current shortage of open space/parks system in Tigard as well as protecting valuable resources including Executive Summary—FY 2006-07 CIP February 24,2006 Page 6 of 60 • large old-growth trees and wildlife. She conceded that while these funds most likely are not sufficient to purchase the land, they could be enough to fund an option to purchase, allowing the City to meanwhile work on funding the full cost of the land. She submitted the following list of properties for consideration: • Ash Creek and adjoining Gates property — The 9 acre Ash Creek parcel is the largest remaining predominantly Western red cedar forest left in the entire Metro area with some of the highest wildlife and habitat values left in the City. The residents in this area are without a park. This site has been approved for development, but the landowner is willing to negotiate a selling price and the citizens of this community want this property protected and made into a "nature park". She explained that many of their associates had worked for several years with Metro and the Three Rivers Land Conservancy to purchase this site, raising over $500,000. Further, the City refused to fund the remaining portion of$300,000. Now, a second chance has arrived, since the site was under LUBA appeal and remanded to the City Council. She expressed that they have their share of funding to purchase this site. • Black Bull—An 8-acre parcel along Fanno Creek off North Dakota Street. The site has wetland, floodplain and riparian values, as well as high wildlife values including 2 State listed species. • Gage Property off Bond St. —A 3.5 acre forest surrounded by houses and used as a park already, with two trails through it. It has a stream at one end, and mature Douglas fir, cottonwood, Oregon ash, Oak and Douglas Hawthorn. She felt this is a beautiful site. • Property along Ash Creek off Shady Lane — This is a 3.5 acre wetland and forest along Ash Creek and is one of the last undeveloped parcels along Ash Creek with a great number of birds including herons,kingfishers, and many species of songbirds. • Fanno Creek east of the Library (Fields site) —This is a wetland and forest complex east of the creek and library which have extremely high wildlife and habitat values and includes several listed species and rare plants. She felt that acquisition of this parcel would greatly complement the open space around the library and provide acreage to the park system which is currently deficient in both open space and parks. Staff Response No. 2- -Ash Creek and adjoining Gates property -Black Bull - Gage Property off Bond St. -Property along Ash Creek off Shady Lane - Fanno Creek east of the library (Fields site) Most of these properties were identified as properties to be considered by the Park and Recreation Advisory Board's "Park and Greenway Property Evaluation Process". This document is considered confidential at the present time. However, it can be said that owners of several of these properties have told the City that their properties are not for sale. In general, some additional information will be available in approximately 6 months but is currently confidential. Public Comment No. 3 — The same Tigard citizen who submitted the previous comment (No. 2) representing a Tigard environmental advocacy organization expressed her wholehearted support Executive Summary—FY 2006-07 CIP February 24,2006 Page 7 of 60 • • for more land acquisition for open space and parks,but felt that$579,513.00 is nowhere near the amount needed to provide the needs of Tigard citizens. She stated that in some areas of Tigard, this amount would only buy 1 or 2 acres, at most. She would like to see an amount of approximately $3-6 million dollars to buy some wonderful properties in Tigard, as a start. She also stated that Tigard citizens have been asking the City to buy important sites for years and • have made numerous recommendations. She also expressed her opinion that the City abandon their alleged mode of thinking that all open spaces will be developed because this is not what the citizens of Tigard want or need. She continued by expressing that numerous ongoing surveys demonstrate Tigard citizens' desire for more open space and connection to the natural world. She also recommended that all current funds allocated for trails, shelters, etc., borrowed funds, and funds from the November Open Spaces Bond Measure sponsored by Metro be reserved for purchasing open space and additional lands. Staff Response No. 3— The $579,513.00 of funding for FY 2006-07 is in addition to the $579,513 in this year's budget which totals $1,159,026.00. This money will be leveraged with the possible $1,326,780 funding coming from Metro if Metro's November 2006 bond measure is successful. In addition, the City is currently looking at 15 greenway properties totaling 43.4 acres, and 7 active park properties totaling 19.3 acres combining for 62.7 acres. The estimated purchase price of 44.8 acres totals approximately $6.9 million. The estimated value of the remaining potentially donated 17.9 acres totals $3.7 million. 11. Monitoring and Evaluation (M&E) Public Comment — A Tigard citizen representing a Tigard environmental advocacy organization said there is currently no M&E program for all of the parks and open spaces in the City. She felt that monitoring and evaluating the success of restoration programs is essential to determine the success or failure of the City's restoration efforts. It also allows for determination of fish and wildlife usage of protected habitats providing helpful information for making improvements for a particular species. For example, songbirds in a forested setting need sufficient cavities for nesting. Or, if the understory is diverse and in good condition so that it provides hiding, roosting, and nesting habitat and a variety of food sources. Or, if the City is planting trees, • shrubs, and herbaceous plant species that are native to that area. Or, if the City is protecting the existing biological diversity while also working to increase the biological diversity where necessary. She presented these as some of the questions the City needs to be asking as the City restores its parks and open spaces, where needed. She continued by recommending the M&E program be done seasonally, by a part time biologist/ecologist. Further, she expressed that this position is greatly needed in the City of Tigard, since there is no one on staff with this expertise. She believes that current Parks staff is too busy with their heavy workload and that a part-time biologist/ecologist would allow for an annual M&E program, providing a measure of success of the City's restoration efforts and how the money is being allocated. In general, she would like to see a large sum of funding be made available for land acquisition under the CIP program. She felt that land in Tigard is becoming very scarce, and the City needs to act quickly in order to be able to meet the needs as indicated in the Tigard Parks Master Plan, and to meet the needs of the citizens of this community, who just last year expressed their desire and willingness for more open space acquisition and protection in Tigard. Staff Response—At the present time, all City of Tigard Parks Restoration Programs are monitored for vegetative success. Funding is an issue for a part time biologist/ecologist position. Executive Summary—FY 2006-07 CIP February 24,2006 Page 8 of 60 • 12. Ann Street Sanitary Sewer Reimbursement District Public Comment — A Tigard citizen expressed his hope, both verbally and on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the Citywide Sewer Extension Program begin the process of forming the Ann Street Sanitary Sewer Reimbursement District. The citizen, along with the other 6 to 8 homes within the proposed district, stated that this ongoing process has taken 3 years. Staff Response — The Engineering Department will include the Ann Street Sanitary Sewer Reimbursement District into the Fiscal Year 2006-07 CIP. 13. Highway 99W—Northbound TriMet Bus Stop at Bull Mountain Road Public Comment— A citizen recommended sidewalk improvements on Highway 99W at the Bull Mountain Road bus stop. This bus stop serves the park and ride at a nearby church. The improvements would also need to address the problem of seasonal mud flows at the bus stop. The citizen said that if the project is implemented,it would carry out City/TriMet Memorandum of Understanding (MOU) for improving transit services in the City. The preliminary design and cost estimate can be provided by TriMet. Staff Response—Engineering Department staff will investigate the feasibility of this recommended project. Currently, the proposed CIP budget for FY 2006-07 contains $75,000.00 to be used for various small Sidewalk Improvement projects throughout the City limits. If this project is determined to be feasible, the funds would come from the $75,000 budget. 14. Skate Park Public Comment No. 1 — A Tigard citizen commented, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City of Tigard has sufficient population to constitute a skate park. Further, the citizen felt that the City needs a skate park for this type of density. The citizen reminded the City that the Jim Griffith Memorial Skate Park Project has gone on for the last 4 years and suggested that Tigard City Council allocate the additional money needed to construct this project. The citizen expressed that the time is right! Public Comment No.2—A Tigard citizen pleaded, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City consider Tigard youth when considering City parks. The citizen expressed his belief that a skate park would benefit a large number of Tigard youth that do skateboard, in-line skate and BMX bike ride. The citizen commented that he personally knows many youth in Tigard that now have to travel outside the City to visit skate parks in other areas. The citizen also felt that the skate park would save the City money in property damage maintenance costs. Finally, the citizen expressed his opinion that Tigard youth just need a safe, fun place to skate. Public Comment No.3 — A Tigard citizen representing a Tigard environmental advocacy organization reemphasized his awareness that there have been problems trying to raise private funds to construct the skate park. She confirmed his support for the project, but also expressed her objection to the use of public funds, specifically System Development Charges (SDC). She would rather see these funds used for land acquisition. Staff Response— In an earlier response to the first two comments, staff expressed that Council had appropriated $150,000 in Parks SDC funds toward the $405,000.00 needed for the construction of the skate park, which would be built on City Hall property. The project remains in the City's CIP process. The third comment arrived recently and staff provided the following update Executive Summary—FY 2006-07 CIP February 24,2006 Page 9 of 60 • S regarding the skate park funding. The Council has directed staff to budget additional City funds in Fiscal Year 2006-07 so this project can be completed. Additional funds from the Parks SDC fund, and additional funds from the General Fund, along with cash donations make up the $405,000 available for the construction of the skate park in FY 2006-07 (Parks SDC = $324,000, General Fund = $41,000, Cash Donations = $40,000). 15. Cook Park—Tualatin River Trail Public Comment—A Tigard citizen commented, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City defer the paving of the proposed trail from Cook Park to the railroad underpass because they believe it's the sole wildlife access from river to wetlands. Staff Response—The gently sloping property through which the proposed trail extends is covered with pasture grasses with fescue along the entire route. Native vegetation remains near the eastern or downstream portion of the trail. The impact of the trail on vegetation is mainly to pasture grasses and fescue. The alignment minimizes riparian impact by preserving all existing trees. The proposed trail is located on the edge of the meadow and is routed to avoid wildlife disturbances. The geese and ducks will over fly the trail. Because it will be set at grade, the trail also will not interfere with hydrology or pose an undue barrier to wildlife movements between the riparian and wetland areas. A counter balancing environmental benefit of paving is that the grasslands involved are of limited value and will be mitigated by the enhancement of the area between the river bank and trail using native plants. As a result of required and voluntary projects, the net effect of the trail project will improve the overall biological conditions of the riparian area along the Tualatin River. The landward side of the trail also is scheduled for restoration. Several City and CWS plantings projects have already been carried out to restore the former conditions. The project has been designed to comply with all permit and environmental standards. Staff concludes that the Tualatin River Trail project should not be removed from the proposed FY 2006-07 CIP as recommended by the citizen. 16. Hiteon Creek—Fish Passage Public Comment — A Tigard citizen expressed his desire, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City include fish passage design at all street crossings (culverts). Staff Response— One culvert that has been analyzed by the City's and Clean Water Services' staff to provide fish passage is Springwood Drive. It is the opinion of the staff that the cost to retrofit the culvert at Springwood Drive will not justify the benefit. For this reason, areas upstream of Springwood Drive will be designed to focus on significant improvement of water quality from highly urbanized areas so that the cleanest water possible will be delivered to the fishes that live downstream of the improvement. Executive Summary—FY 2006-07 CIP February 24,2006 Page 10 of 60 • • 17. Red Rock Creek- Sanitary Sewer Repair Public Comment—A Tigard citizen commented, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that he wanted the City to protect natural habitats and restore some areas as part of this proposed sanitary sewer repair. Staff Response—All necessary permits will be obtained before this repair performed. Every effort will be made to minimize disruption to sensitive areas and the project will include restoration of disturbed areas. 18. Hall Boulevard/Wall Street Intersection- Phase 2 Public Comment No. 1 — A Tigard citizen suggested, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City defer construction of this proposed project until the Wall Street crossing at Fanno Creek is approved. Staff Response No. 1 —This project provides a common access for the Tigard Public Library and the Fanno Pointe Condominiums as required by the Oregon Department of Transportation (ODOT). The access will be approximately 370 feet long with curbs and sidewalks on both sides of the access. The construction is scheduled for summer 2006. Extension of Wall Street beyond the 370 foot segment to cross over Fanno Creek is not proposed at this time. Public Comment No. 2—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization reemphasized her opposition, via email, to the proposed project. She claimed that construction of this project will destroy wetlands and open space to the south of the library, which were to be protected according to the bond measure for the library. She suggested that the project be dropped from the list of proposed projects. Staff Response No. 2 — The Hall Boulevard/Wall Street Intersection project also includes re- alignment of Pinebrook Creek to accommodate developed flows from surrounding sites. All disturbed areas will be seeded and planted upon completion of the construction. An Alternative analysis was prepared for the Wetland permit application in order to minimize impacts to existing wetlands. The proposed impacts have been approved by the Oregon Department of State Lands and the US Aauy Corps of Engineers. A Comp Plan Amendment permit has been applied and the public hearing is scheduled for early-May 2006 prior to the construction. 19. Pine Street—66`h to 69th Avenue Public Comment— A Tigard citizen suggested, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City defer construction of this proposed project for an unspecified number of years. The citizen did not provide a reason for this deferment. Staff Response — The scope of work associated with Pine Street is necessary to improve the existing storm drainage and pavement. The City has deferred this work for several years due to lack of funding and feels that the improvements should not be put off any longer. This project is scheduled for construction in the summer or fall of 2006. 20. 72°d Avenue— Spruce to Locust Street Public Comment— A Tigard citizen suggested, on a comment card submitted at the December 7, 2005 CIP Open House meeting, that the City add sidewalk improvements to the east side of 72°d Avenue from Spruce to Locust Street. Executive Summary—FY 2006-07 CIP February 24,2006 Page 11 of 60 • • • Staff Response —The Engineering Department staff performed a brief discussion concerning the scope of work involved with providing a new sidewalk as was suggested by the Tigard citizen. Staff believes that an expensive half-street improvement would be necessary to construct the sidewalk. The improvements would include backfilling the existing open ditch,installing a storm drain pipe with manholes and catch basins, and paving the backflled area before installing curb and sidewalk. As was previously mentioned, the CIP budget for FY 2006-07 contains only $75,000.00 to be used for various small Sidewalk Improvement projects throughout the City limits. This project would require additional money from the limited Gas Tax Fund. The Engineering Department will keep this potential project candidate under consideration in the near future. 21. 114th Avenue—Speed Cushion Installation Public Comment — During the December 7, 2005 CIP Open House meeting, a Tigard citizen discussed speeding concerns on 114th Avenue and suggested the City's Speed Cushion Installation Program be utilized. They also submitted a comment card and requested a traffic survey be performed on the street from Bull Mountain Road to Gaarde Street. Staff Response—The Engineering Department staff performed the traffic survey on 114th Avenue for possible installation of speed cushions on the street. The installation is warranted and scheduled for construction in the spring of 2006. 22. Storm Drainage Design (Tigard)—Hall Blvd Sidewalk Installation Public Comment — With respect to all the recent rains, a Tigard resident, via email, asked the Engineering Department to specify the design basis for Tigard storm sewers. In particular, the resident asked if the proposed storm drainage improvements for the Hall Boulevard Sidewalk Improvements (Spruce Street to 850 ft south) are adequate. The resident specifically asked if the City uses a 25-year, 100-year, or other precipitation event. Staff Response—The City's storm drainage design is guided by the CWS and Washington County Road Improvement Design Standards. In general, storm drainage in streets is designed for 25- year storms. The Hall Blvd Sidewalk project was designed for a 25-year event although ODOT indicates a 10-year storm design is sufficient. 23. Street Lighting and Storm Drainage -Various Locations within the City Public Comment — A Tigard citizen submitted a comment card distributed through the Times expressing his request for more illuminated street light in the "dark zones" of some of Tigard busier streets. These include McDonald Street, just west of Hall Boulevard and 121" Avenue, just south of Walnut Street. In addition, the citizen also expressed his desire for better drainage after heavy rain storms in a couple areas in Tigard. These areas include Tiedeman Street by the railroad tracks and the intersection of 119th Place and Gaarde Street. Staff Response—The Engineering Department staff will investigate the feasibility of allocating the Street T.fighting Improvement fund toward the improvements in the areas mentioned on McDonald Street and 1215` Avenue. If the improvements are not warranted or if the cost is not feasible, staff will monitor the locations for future improvements. Drainage issues on Tiedeman Street at the 119th Place/Gaarde Street intersection will be investigated for improvements, if needed. The improvements would be funded through the Storm Sewer Fund. • Executive Summary—FY 2006-07 CIP February 24,2006 Page 12 of 60 • • 24. Storm Drainage -Tigard Goodwill Store Public Comment — A Tigard citizen submitted a Tigard Times comment card describing his observation of a "dirty, always-full, or open" storm drain inlet in front the Tigard Goodwill store, just to the left of the main entrance door. He specified that the inlet is in the parking lot, but not far from the front door where people get out of their vehicles to "load furniture." Staff Response— This storm drain inlet is on a private property. The City is only responsible for maintenance of facilities within the public right-of-way. 25. Highway 99W- Elevated Express Lanes Public Comment — A Tigard citizen submitted a Tigard Times comment card expressing his proposal for alleviating traffic congestion on Highway 99W approaching downtown Tigard. The citizen proposed that Tigard construct "low profile, attractive, elevated express lanes directly over the existing lanes of 99W."The citizen suggested the express lanes begin at the intersection • of Johnson Street with the eastbound ramp rising over the George Morlan Plumbing parking lot. In addition, there could be one expressway exit at Highway 217 and another exit at 72nd Street. The expressway would end at I-5. The citizen felt that separating the amount of motorists using Highway 99W to reach Highway 217 and I-5 from local traffic could improve trip time for both users. With respect to merchant concerns regarding missed business revenue from the expressway, the citizen felt that the separation would actually increase local business revenue because of the improved local access. Staff Response — Elevated expressways are extremely expensive and most likely would not be justifiable as a solution to traffic circulation problems on and adjacent to Highway 99W. In response to the Council goal to "Improve 99W", the City applied for and received a Federal grant to prepare a Highway 99W Corridor Improvement and Management Plan. The plan will identify projects for improvements to Highway 99W and potential land use changes to alleviate congestion and improve traffic circulation. The plan will recommend both transportation system improvements and potential land use changes that address the excess traffic demand on the highway and promote transportation-efficient development patterns that support compact, mixed-use and pedestrian friendly developments. Analysis of potential transportation system improvements will include evaluation of the following: street widening, access management, intersection improvements,parallel roadway connections,potential backage roads,and other off- highway improvements. A major focus will be on off-highway improvements that would draw local traffic from the highway and thus alleviate congestion along that corridor. The products expected from the study are a plan for management of the corridor, identification of land use change opportunities, and a package of projects that can be implemented over a period of years as funding sources are identified and designated for these projects. The actual work to develop the plan is expected to begin in April 2006 and should be completed within 8 to 10 months. 26. Downtown Comprehensive Streetscape Design Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization expressed her concern, via email, that CIP funds were being spent on Downtown projects that could have been postponed and funded with future Urban Renewal Funds. Staff Response — Downtown Streetscape Design is one of the key projects identified by the City Council and the Citizen Advisory Group as part of the Tigard Downtown Improvement Plan Executive Summary—FY 2006-07 CIP February 24,2006 Page 13 of 60 • • (I'DIP) for downtown. This project has already been funded and is under contract. It was funded from the Gas Tax Fund and is not anticipated for funding with Urban Renewal funds. Funds are needed now to provide a conceptual design for downtown streets including Burnham Street, which has been a priority, and presents an immediate need. Completion of the Conceptual design is a necessary step prior to beginning the final engineering design. Burnham Street is scheduled for final design next fiscal year, FY 2006-07. There is no guarantee that Tax Increment Financing will be approved for use in the Downtown, and Burnham Street. is a project that has been a priority, and would have been funded with or without the use of Urban Renewal Funds. Given the passage of the May Ballot Measure for Urban Renewal, it will take several years before significant Tax Increment can be accumulated to fund any projects. Given the cash projections for Downtown Urban Renewal, and an affirmative vote for Tax Increment Financing,it would have taken until 2009 to have enough money to fund this Streetscape Design Project with Urban Renewal Funds, resulting in final design for Burnham Street delayed until 2010. This would have conflicted with our current CIP priorities for Burnham Street and overall priorities the City Council has set for the Downtown. In summary, the City uses its usual funding sources for CIP projects to fund Downtown projects that it had planned to fund as part of its normal Capital Improvement Program. Other projects more specific to the Downtown will be scheduled for Urban Renewal Funds when and if that becomes an available funding source. 27. Downtown Streetscape Improvements Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization expressed her concern, via email, that CIP funds were being spent on Downtown projects that could have been postponed and funded with future Urban Renewal Funds. Staff Response — City has identified $100,000 of the $150,000 allocated in FY 2005-06 to be earmarked for use to partly fund the cost of a Pedestrian Shelter as part of the Commuter Rail Station. The Urban Renewal Plan as written and adopted does not allow funds to be expended for Commuter Rail Improvements. The remaining$50,000 will become available for general CIP projects in the upcoming Fiscal Year 2006-07. 28. Hall Boulevard Crosswalk Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization expressed the fact, via email, that her comments on this section of the Fanno Trail have been repeatedly submitted over the past four years. She recommended that the trail continues south along the west side of Hall Boulevard and then crosses at Wall Street. She believed this to be safer and more environmentally conscious than the current proposed location to the north of the bridge near City Hall. Staff Response—The City has proposed a Fanno Creek Trail from east of Hall Boulevard, directly across the existing trail, to Fanno Creek to join up with the new trail segment behind the library. The proposed trail also includes a wooden pedestrian bridge across the creek. The recommended alignment by the citizen, which utilizes the existing sidewalk sections over the existing bridge on Hall Boulevard, is determined to be unsafe and inaccessible to wheelchairs. The City is proposing to install a marked crosswalk and flashing beacon across Hall Boulevard to provide connectivity between the existing and proposed paths. Executive Summary—FY 2006-07 CIP February 24,2006 Page 14 of 60 • S 29. Walnut Street Improvements Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization requested,via email, that funds need be added for replanting an area where "skunk cabbage" previously existed. The citizen explained that the area had been filled with rip rap without any environmental mitigation by the City after the culvert was replaced. StafResponse— The current Washington County MSTIP Walnut Street project includes funding and environmental mitigation planting plans for the site mentioned by the citizen. The mitigation will be completed as part of the Walnut Street Improvement project currently managed by Washington County. A recent site visit by the Engineering Department staff indicated that "skunk cabbage" was beginning to sprout within the specific area noted by the citizen. 30. Library Parking Lot Expansion Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization expressed, via email, her opposition to the destruction of any open spaces or wetlands south of the library. Staff Response — The proposed library parking lot expansion project will not encroach onto any wetlands. Further, the open space that will be occupied by the expansion was part of the original library construction site. 31. Niche Analysis Public Comment — A Tigard citizen representing a Tigard environmental advocacy organization expressed her opinion that $50,000.00 seems like an excessive amount of money for consultants to be paid to analyze the Niche. She recommended $5,000.00 be spent for this purpose. She also suggested that citizens be asked if the Niche should be remodeled or simply removed from its City Hall site at no cost to the City. Staff Response—This project has been expanded to include a Citywide facilities analysis. 32. BPA Trail Feasibility Study Public Comment— A Tigard citizen representing a Tigard environmental advocacy organization expressed her support for this project but thought that the $120,000.00 is a bit excessive for the study. She suggested that $10,000.00 - $25,000.00 is more appropriate and would allow for the remaining funds to be used for open space acquisition. She also asked how much consultants charge per hour. StafResponse—This is a proposed pedestrian trail that would extend along the Bonneville Power Administration (BPA) power line easement from SW Beef Bend Road to SW Barrows Road. A consultant will be contracted to develop a preliminary trail alignment study. Since the December 7, 2005 meeting, the City has adjusted the funding for the BPA Trail Feasibility Study to $15,000.00 for the design of a preliminary alignment. The hourly rate charged by consultants depends upon the scope of services, the duration required for completion of a project and the technical experience of consultants. Executive Summary—FY 2006-07 CIP February 24,2006 Page 15 of 60 • • 33. Fanno Creek Trail (Hall Boulevard to Fanno Creek) Public Comment — A Tigard citizen representing a Tigard environmental advocacy organization expresses her support, via email, for this project but thought that the $120,000.00 is a bit excessive for the project. She suggested that $10,000.00 - $25,000.00 is more appropriate and would allow for the remaining funds to be used for open space acquisition. She also asked how much consultants charge per hour. Staff Response—This project connects the Fanno Creek Trail behind City Hall across Hall Blvd to the future Fanno Creek bridge crossing and connecting to the trail segment behind the library installed last year. The budget proposed for this project is $30,000.00, not $120,000.00 as indicated. Please refer to staff response to comment No. 32 for the hourly rate. 34. Tree Replacement/Planting Public Comment— A Tigard citizen representing a Tigard environmental advocacy organization expressed her support, via email, for this project but thought that the $120,000.00 is a bit excessive for the project. She suggested that $10,000.00 - $25,000.00 is more appropriate and would allow for the remaining funds to be used for open space acquisition. She also asked what the consultants charge per hour? Staff Response — The Tree Mitigation Fund is used primarily for street tree plantings. If site preparation is required for a restoration project, the fund will also be utilized. The proposed budget of $50,000 is based on various tree mitigation projects that have been planned for FY 2006-07. This amount is needed to complete these projects. Also please refer to staff response to comment No. 32 for the hourly rate. 35. Washington Square Regional Center Trail Public Comment—Upon receiving the list of proposed FY 2006-07 CIP projects at the first public meeting on December 7, 2005, a Tigard citizen representing a Tigard environmental advocacy organization expressed her opposition, via email, to this project due to the lack of land acquisition along Ash Creek. She believed Ash Creek is getting hammered by developments and wanted habitat protection for fish and wildlife. She also suggested an offset trail distance of 200 feet from the creek, so as not to disturb sensitive areas and wildlife. Staff Response — A Biological Assessment and Wetland Impact Study will be conducted prior to designing the trail's alignment. The alignment will be situated at a location to minimize riparian impact and wildlife disturbances. The final design will comply with all permit and environmental standards. i:ler02006-2007 y dptdp process for fy06-07leoecu6ve summary y 2006-07.doc Executive Summary—FY 2006-07 CIP February 24,2006 Page 16 of 60 City of Tigard • • Page 1 of 1 Report- Fund Allocations created on: CIP Year(s): FY 2006-07 2/22/2006 4:59:56 PM Fund(s): Facility Fund Facility Fund $1,593,697 FY 2006-07 $1,593,697 City Facility Security Upgrades $10,000 Citywide Facility Analysis $50,000 Commuter Rail Station Enhancement $100,000 Consolidation of Public Works Facilities (Water Building) $530,000 Library Parking Lot Expansion $180,000 Library Projects - Houghton - Root Donations $427,697 Library Property - Voluntary Cleanup $26,000 Outside Entrance to PC-4 conference room $15,000 PD Underground Storage Tank Upgrade $40,000 Police & Records Storage Remodel $15,000 Senior Center Remodel Design (including Seismic Upgrade) $200,000 City of Tigard • • Page 1 of 1 Report-Fund Allocations CIP Year(s): FY 2006-07 Fund(s): Gas Tax Fund, Traffic Impact Fee Fund, Wall created on: Street LID Fund, Underground Utility Fund, Traffic 2/22/2006 5:03:15 PM Impact Fee Fund - Urban Services, Street Maintenance Fee (SMF), 79th Ave LID Fund Gas Tax Fund $2,148,000 FY 2006-07 $2,148,000 72nd Avenue/Dartmouth Street Intersection Signalization $200,000 Ash Avenue Connection Feasibility Study (Fanno Creek to Scoffins St) $40,000 Ash Avenue Construction (Burnham Street to Railroad Tracks) $220,000 Burnham Street Improvements $750,000 Commercial Street (at Main Street) Intersection Treatments $75,000 Commercial Street Improvements (Lincoln Avenue to Main Street) $300,000 Downtown Comprehensive Streetscape Design $25,000 Hall Blvd and Highway 99 Gateway Treatments $75,000 Hall Boulevard Crosswalk (at Fanno Creek Pathway) $80,000 Hall Boulevard Sidewalk (Spruce St to 850' south) $100,000 Highway 99W Corridor Improvement & Management Plan $20,000 Main Street Safety Improve_ments $75,000 Pine Street Reconstruction $30,000 Sidewalk Improvements $75,000 Street Striping Program $15,000 Traffic Calming Program $8,000 Walnut Street (116th to Tiedeman Avenue) ROW Acquisition $40,000 Walnut Street Improvements (135th to 121st Avenue) $20,000 Street Maintenance Fee(SMF) $900,000 FY 2006-07 $900,000 Pavement Major Maintenance Program (PMMP) $870,000 Pine Street Reconstruction $30,000 Traffic Impact Fee Fund $1,425,000 FY 2006-07 $1,425,000 72nd Avenue/Dartmouth Street Intersection Signalization $300,000 Durham Road/108th Avenue Intersection Signalization $150,000 Hall Blvd Half-street Improvements (Fanno Creek to 450 feet north) $150,000 Hall Boulevard (at McDonald Street) Right-turn Lane Widening $125,000 Hall Boulevard/Wall Street Intersection - Phase 2 $700,000 Traffic Impact Fee Fund-Urban Services $175,000 FY 2006-07 $175,000 Bull Mountain Road (at Hwy 99W) Right-Turn Lane Widening $75,000 Bull Mountain/Roshak Road Intersection $100,000 City of Tigard • • Page 1 of 1 Report-Fund Allocations created on: CIP Year(s): FY 2006-07 2/22/2006 5:00:41 PM Fund(s): Parks Capital Fund Parks Capital Fund $2,188,363 FY 2006-07 $2,188,363 BPA Trail Feasibility Study $15,000 Clute Property House Demolition $15,000 Fanno Creek Trail (Hall to Fanno Creek) $30,000 Fanno Creek Trail Expansion/Restoration (Main to Grant) $120,000 Land Acquisition $579,513 Northview Park - Shelter& Path Installation $25,000 Parkland Acquisition - Downtown $400,000 Skate Park Development & Construction $426,300 Tree Replacement/Planting $50,000 Tualatin River/Cook Park Trail from Garden to Bridge $97,530 Washington Square Regional Center Trail $430,020 City of Tigard • • Page 1 of 1 Report- Fund Allocations created on: CIP Year(s): FY 2006-07 2/22/2006 5:00:56 PM Fund(s): Sanitary Sewer Fund Sanitary Sewer Fund $2,500,000 FY 2006-07 $2,500,000 79th Ave Sanitary Sewer Outfall $80,000 Benchview Terrace Sanitary Sewer Access Road $40,000 Bonita Road at Milton Court - Pipe Removal $30,000 Citywide Sanitary Sewer Extension Program $2,000,000 Commercial Street Sanitary Sewer Repair (Lincoln to Maint St) $50,000 McDonald Street (at Hall Boulevard) Sanitary Sewer Connection $100,000 Red Rock Creek Sanitary Sewer Repair $50,000 Sanitary Sewer Major Maintenance Program $ 00,000 Sanitary Sewer Master Plan $50,000 City of Tigard • • Page 1 of 1 Report-Fund Allocations CIP Year(s): FY 2006-07 created on: Fund(s): Storm Sewer Fund, Water Quality/Quantity 2/22/2006 5:05:51 PM Fund Storm Sewer Fund $361,000 FY 2006-07 $361,000 79th Avenue Storm Drainage Outfall $80,000 Derry Dell Creek Wetland &Vegetated Corridor Enhancement $3,000 Durham Rd at 108th Ave - Stream Bank Stablization $125,000 Gaarde Street Phase II Wetland Mitigation $3,000 Highland Drive (109th Ave to 500' west of Greens Way) - Storm Drain Pipe Replacement $25,000 Pine Street Storm Drainage System Upgrade $25,000 Storm Drainage Major Maintenance $100,000 Water Quality/Quantity Fund $315,000 FY 2006-07 $315,000 • Derry Dell Creek at Fanno Creek and Walnut St - Culvert Improvements $125,000 Hiteon Creek Riparian Enchancement - Phase 2 Construction $90,000 Red Rock Creek (at Dartmouth Street) Culvert Replacement $100,000 City of Tigard • • Page 1 of 2 Report-Project Details by Type created o Project Type(s): City Facilities System Program 2/22/2006 4:54:46 PM CIP Year(s): FY 2006-07 City Facilities System Program $1,593,697 FY 2006-07 $1,593,697 City Facility Security Upgrades $10,000 cip year: FY 2006-07 Facility Fund $10,000 status: Proposed description: City facilities are access controlled by a combination of key entries and electronic card entries. The current key system patent will expire in 2007, which will require the City to implement a new key system. In addition, the City desires to install additional card reader entries to reduce the number of entries with key access. This effort will provide better overall access control. This upgrade will be phased in over several fiscal years. Citywide Facility Analysis $50,000 cip year: FY 2006-07 Facility Fund $50,000 status: Proposed description: This project provides funding for a consultant to prepare an analysis for City Hall buildings and determine if remodeling of the buildings would be required. The project also includes extra funding to finance the remodeling if needed. Commuter Rail Station Enhancement $100,000 cip year: FY 2006-07 Facility Fund $100,000 status: Proposed description: The proposed 14.7-mile Commuter Rail line will share freight train tracks with the Portland &Western railroad running through eastern Washington County. In addition to serving Tigard, the line will also serve five stations in Beaverton, Washington Square, Tualatin and Wilsonville. The Tigard Commuter Rail station will be located in the downtown adjacent to the existing TriMet Bus station approximately 300 feet east of Main Street on the north set of tracks. The existing tracks on the south side will be removed. A Park and Ride facility will also be constructed south of the Commuter Rail line. This project provides funding for the design and construction of specific enhancements such as streetscaping, lighting, landscaping to enrich the combined TriMet Bus/Commuter Rail site that will function as a transportation hub in downtown Tigard. Construction is anticipated to begin in late 2006 with service scheduled for 2008. Consolidation of Public Works Facilities (Water Building) $530,000 cip year: FY 2006-07 Facility Fund $530,000 status: Proposed description: The Public Works staff and crews are currently housed in several locations, which leads to inefficiencies in coordination and communication. This project begins the process to consolidate as many of the Public Works Department staff and crews in one building as possible. The Water Building will be reconfigured as needed for efficient operation to accommodate the Public Works staff and crews. Public Works will move from the Ash Street offices to the Water Building after the work is completed. This project will include architectural, engineering and construction expenses. Library Parking Lot Expansion $180,000 cip year: FY 2006-07 Facility Fund $180,000 status: Proposed City of Tigard • • Page 2 of 2 description: This project modifies and expands the existing Library parking lot at the northeast corner of the Hall Blvd/Wall Street intersection to provide additional parking spaces for the patrons visisting the Library. The project also relocates the Library entrance immediately east of Hall Blvd to approximately 370 feet east of the street to connect to the proposed Wall Street. This project will be constructed in conjunction with the Hall/Wall Street - Phase 2 project to minimize impacts to the Library and other properties in close proximity. Library Projects- Houghton - Root Donations $427,697 cip year: FY 2006-07 Facility Fund $427,697 status: Proposed description: Library Property -Voluntary Cleanup $26,000 cip year: FY 2006-07 Facility Fund $26,000 status: Proposed description: Outside Entrance to PC-4 conference room $15,000 cip year: FY 2006-07 Facility Fund $15,000 status: Proposed description: This project modifies the existing conference room at the northeast corner of the Permit Center Bldg. Installation of a new door will allow the public to enter the room without entering the main entrance when conducting public meetings. PD Underground Storage Tank Upgrade $40,000 cip year: FY 2006-07 Facility Fund $40,000 status: Adopted description: Decomission and remove existing underground storage tank for the emergency back up generator at the Police Department. Install above ground storage tank of same capacity (500 gallons). Police & Records Storage Remodel $15,000 cip year: FY 2006-07 Facility Fund $15,000 status: Proposed description: The project remodels the current Public Works operations building to accommodate storage of Police evidence and city records. The remodel includes architect fees, construction costs including modifications to plumbing, electrical and heating systems, purchase of a generator and above-ground tank, man lift and shelving units for storage. By remodeling the operations facility, Police and City records will be able to store records and evidence in one location consequently reducing overall operating costs and enhancing more efficient operation. Senior Center Remodel Design (including Seismic Upgrade) $200,000 cip year: FY 2006-07 Facility Fund $200,000 status: Proposed description: The Senior Center needs to be remodeled and enlarged to meet the current and fast- growing needs of Tigard's senior population. In addition, as part of the on-going maintenance and update of City facilities, the Center needs to be upgraded to meet current seismic standards. This project includes engineering design, construction documents and construction costs. • City of Tigard • • Page 1 of 7 Report-Project Details by Type reated on: Project Type(s): Street System Program 2/22/2006 4`54:17 PM CIP Year(s): FY 2006-07 Street System Program $4,648,000 FY 2006-07 $4,648,000 72nd Avenue/Dartmouth Street Intersection Signalization $500,000 cip year: FY 2006-07 Traffic Impact Fee Fund $300,000 status: Proposed Gas Tax Fund $200,000 description: The 72nd Avenue/Dartmouth Street intersection is un-signalized, is configured as an "all- way stop" and is one of the most heavily-traveled intersections in Tigard. The multiple lanes on both streets are not conducive to the orderly movement of traffic. Both 72nd Avenue and Dartmouth Street in the vicinity of the intersection are virtually at capacity since they have become desirable routes attracting most local traffic in Tigard. Therefore, the intersection operating conditions are poor and show significant delay in the AM and PM peaks. In addition, the traffic volumes will most likely increase as large vacant properties in Tigard Triangle are developed. Increased traffic volumes would make the intersection unsafe and even more difficult for orderly movement of traffic. This project installs a traffic signal and constructs necessary roadway improvements to improve the traffic handling capacity of the intersection. The design is scheduled to be completed in the summer of 2006 and construction is scheduled for the fall of 2006 or spring of 2007. The intention at this time is to explore the formation of a reimbursement district to allocate the project costs among upcoming developments. $127,642 has been collected from developers. The amount of$372,358 will be contributed by the City for the improvements, which would be fully or partially reimbursed by the developments as they occur within the proposed district. Ash Avenue Connection Feasibility Study (Fanno Creek to Scoffins St) $40,000 cip year: FY 2006-07 Gas Tax Fund $40,000 status: Proposed description: This project provides funding for a corridor study to determine a feasible alignment for Ash Avenue between Fanno Creek and Scoffins Street. If the recommendation from that study is to retain the extension of Ash Avenue, the design of the street, which may be initiated as early as FY 2007-08 will incorporate improvement concepts developed by the Downtown Comprehensive Streetscape Design Plan. Ash Avenue Construction (Burnham Street to Railroad Tracks) $220,000 cip year: FY 2006-07 Gas Tax Fund $220,000 status: Proposed description: Bull Mountain Road (at Hwy 99W) Right-Turn Lane Widening $75,000 cip year: FY 2006-07 Traffic Impact Fee Fund - $75,000 status: Proposed Urban Services description: This project widens the right-turn lane on Bull Mountain Road at Highway 99W. The current eastbound lane from Bull Mountain Road to southbound Highway 99W is not wide enough to accommodate truck turning movements and other large-sized vehicles. In addition, the turning radius is substandard, which makes it difficult for vehicles to stay within the lane while maintaining the travelling speeds. The outfall of the storm drain pipe that runs underneath the road is also broken off and is in need of repair. This project provides funding to relocate an existing planter strip to provide space for widening of the right-turn lane and repair the existing storm drain outfall. It also enlarges the curb return radius for City of Tigard • Page 2 of 7 safe turning movements. Coordination with Washington County and the Oregon Department of Transportation on the design of the improvements is in progress. The funding provided is for completion of the project, which is expected to begin in late FY 2005-06. Bull Mountain/Roshak Road Intersection $100,000 cip year: FY 2006-07 Traffic Impact Fee Fund - $100,000 status: Proposed Urban Services description: This project incorporates the half-street improvements designed by a new subdivision north of the intersection. The joint project improves the horizontal alignment of Bull Mountain Road and enhances the street's capacity to accommodate additional traffic volumes generated by new developments in close proximity. Completion of the project will provide a dedicated left-turn lane from Bull Mountain to Roshak Road, and two through-lanes. Also included in the project are minor drainage work and new striping pattern to accommodate the additional lane. This project is funded from the Urban Services TIF fund in the amount of$100,000, allocated in two fiscal years FY 2005-06 and FY 2006-07, with the subdivision providing necessary funding for the half-street improvements required for its development. Burnham Street Improvements $750,000 cip year: FY 2006-07 Gas Tax Fund $750,000 status: Proposed description: This project completes the design of Burnham Street between Main Street and Hall Boulevard and provides funding to initiate right-of-way acquisition. Based on current design standards, the street requires a minimum paved width of 44 feet with sidewalks and landscaped strips on each side of the street. The 44-foot paved width may consist of two travel lanes, a center-turn lane and two bike lanes. However, the elements proposed for the street may be modified to incorporate design concepts recommended by the Tigard Downtown Comprehensive Streetscape Plan, which is currently underway. Those recommendations are expected to be completed in the summer of 2006. The final design for Burnham Street is scheduled to be completed in December 2006. Right-of-Way acquisition is anticipated to occur in the fall and winter of the fiscal year and construction to begin in the spring of 2007 if feasible. Commercial Street (at Main Street) Intersection Treatments $75,000 cip year: FY 2006-07 Gas Tax Fund $75,000 status: Proposed description: This project designs and constructs appropriate treatments on Commercial Street at Main Street. Specific improvements identified in the Tigard Downtown Comprehensive Streetscape Plan, including signage, monuments, streetscape enhancements, light fixtures, landscaping, etc., will be incorporated into the project to ensure consistency of the overall design theme required for downtown Tigard. This project requires coordination with the Commercial Street Improvements project, which is scheduled for construction in early-fall of 2006, to minimize impacts to the street and develop a cost-effective approach for both projects. Commercial Street Improvements (Lincoln Avenue to Main Street) $300,000 cip year: FY 2006-07 Gas Tax Fund $300,000 status: Proposed description: This project involves construction of half-street improvements with sidewalk on the north side of the street to provide a continuous sidewalk on Commercial Street from Lincoln to Main Street. The total paved width of Commercial Street after improvements is 28 feet curb-to-curb, which will accommodate two travel lanes and parking spaces on one side of the street. Due to close proximity of existing homes, trees, bridge piers, and railroad tracks, planter strips will be placed wherever feasible. The preliminary design has been completed and necessary rights-of-way are being acquired from three properties. Construction of the project was originally scheduled for the spring of 2006. However, in order to incorporate the design concepts of the Downtown Comprehensive Streetscape Plan City of Tigard • • Page 3 of 7 into the project and to assure the rights-of-way are acquired in time for the improvements, the construction has been re-scheduled to early-fall of 2006. Completion of the project will provide a safe and convenient pedestrian route to downtown services and the planned commuter rail station. This project has been approved for CDBG funding in the amount of $91,300 with local matching funds of $208,700 coming from the Gas Tax Fund. Downtown Comprehensive Streetscape Design $25,000 cip year: FY 2006-07 Gas Tax Fund $25,000 status: Proposed description: The Tigard Downtown Improvement Plan, which was completed in September 2005, identifies eight"catalyst projects"and smaller-scale "brand-Tigard" projects with the , potential to enhance the development environment of downtown Tigard. The first step towards implementation of the catalyst projects is to create a Comprehensive Streetscape Plan for the downtown area. The plan will identify an overall theme for the downtown area, establish design details for streets, public spaces, gateways, commuter rail station, parking lots, and recommend improvements suited for downtown streets. The plan will be designed by a Landscape Architect consultant and is scheduled to be completed in the summer of 2006. Completion of the plan will provide general design guidelines and a package of projects that can be implemented over a period of years as funding sources become availalbe. Durham Road/108th Avenue Intersection Signalization $150,000 cip year: FY 2006-07 Traffic Impact Fee Fund $150,000 status: Proposed description: This project was funded in FY 2005-06 for installation of a traffic signal at the Durham Road/108th Avenue intersection. Traffic volumes on Durham Road have steadily increased since the mid 80's and will continue to increase as the street provides a direct connection between two state highways, Highway 99W and Hall Boulevard. Due to the increase in traffic volumes on Durham Road, traffic attempting to turn left from 108th Avenue onto the street experiences excessive delay. The problem has become worse as the residential developments along 108th Avenue are completed and generate impacts on the operations of traffic movements at this intersection. A traffic analysis conducted in March 2005 indicates installation of a traffic control signal on or about 2006 will enhance traffic safety at the intersection. Funding provided for this project is for the design and installation of a traffic signal, including necessary roadway improvements, to provide safe and controlled turning movements for traffic at the intersection. • Hall Blvd and Highway 99 Gateway Treatments $75,000 cip year: FY 2006-07 Gas Tax Fund $75,000 status: Proposed description: Hall Blvd Half-street Improvements (Fanno Creek to 450 feet north) $150,000 cip year: FY 2006-07 Traffic Impact Fee Fund $150,000 status: Proposed description: This project widens Hall Blvd on the east side of the street from the existing Fanno Creek Bridge to approximately 450 feet north. The current northbound travel lane, which is less than 12 feet, will be widened to 12 feet. The narrow roadway shoulder will be replaced with a paved 6-foot bike lane. The new sidewalk will be installed at the ultimate location of the right-of-way required for an arterial (50 feet from the street centerline), which can accommodate a 5-lane street section in the future as needed. A planter strip will separate the bike lane and the sidewalk. Mitigation of the storm water generated by the additional impervious area will also be addressed in the design. The existing bridge will not be widened as part of this project. Hall Boulevard (at McDonald Street) Right-turn Lane Widening $125,000 cip year: FY 2006-07 Traffic Impact Fee Fund $125,000 City of Tigard • • Page 4 of 7 status: Proposed description: This project, which was funded in FY 2005-06, will be extended into FY 2006-07 to complete the design and acquisition of rights-of-way for construction of a southbound right-turn lane on Hall Boulevard at McDonald Street, as indicated by the conditions of approval for the development of the Library. In addition to widening the street, curb and sidewalk are proposed along the new segment of the street to improve pedestrian safety. An ODOT permit will be required for the improvements. A traffic study has been completed identifying required design elements such as lane width, storage lane, corner radius, etc. Construction of the project is tentatively scheduled to begin in late-spring of 2007. Hall Boulevard Crosswalk (at Fanno Creek Pathway) $80,000 cip year: FY 2006-07 Gas Tax Fund $80,000 status: Proposed description: This project is carried over from FY 2005-06 for installation of a crosswalk on Hall Blvd to provide a mid-block crossing for Fanno Creek Trail users. Since Hall Boulevard is a state route, location of the crosswalk requires approval from the Oregon Department of Transportation (ODOT). Upon completion of the project, the crosswalk will provide a mid- block crossing on a heavily-traveled, two-lane state route with a posted speed limit of 40 mph. Flashing beacons will be installed prior to or at the crossing to alert the on-coming two-way traffic of pedestrians crossing the street. Hall Boulevard Sidewalk (Spruce St to 850' south) $100,000 cip year: FY 2006-07 Gas Tax Fund $100,000 status: Proposed description: This project is carried over from FY 2005-06. It enhances pedestrian movements along Hall Blvd south of Spruce Street by installing sidewalks on the west side of the street for approximately 850 feet. Hall Boulevard at this location is a narrow two-lane roadway without sidewalks forcing pedestrians to use the existing bike lane and occasionally encroach into the travel lane. The close proximity of existing homes, landscape and limited right-of-way on this state route preclude placement of planter strips at some locations. This project has been approved for Community Development Grant (CDBG) funding in the amount of $136,725 with local matching funds of $108,275 coming from the Gas Tax Fund, for the total of $245,000, of which $100,000 is allocated in FY 2006-07 to complete the project. Hall Boulevard/Wall Street Intersection - Phase 2 $700,000 cip year: FY 2006-07 Traffic Impact Fee Fund $700,000 status: Proposed description: This project constructs a common access to Hall Boulevard for the Library and the Fanno Pointe Condominiums as required by the Oregon Department of Transportation (ODOT). To ensure the project is constructed expeditiously for safe crossings at the entrance to the Library, the City divided the project in two phases: Phase 1 is the installation of a traffic signal at the entrance to the Library, which is scheduled to be completed in December 2005. Phase 2 is the construction of approximately of 370 feet of the common access, which has the same alignment with the proposed Wall Street, connecting Hall Boulevard to Hunziker Street. Wall Street is not proposed for construction at this time. Pinebrook Creek will be re-aligned for construction of the access. Because the re-alignment work is characterized as in-stream work, the Division of State Lands permit requires the work to be performed between July and October. Construction of the project is scheduled to begin in early-summer of 2006. Highway 99W Corridor Improvement & Management Plan $20,000 cip year: FY 2006-07 Gas Tax Fund $20,000 status: Proposed description: Highway 99W carries over 50,000 vehicles per day, half of which is regional through traffic. This highway is currently overwhelmed by the existing traffic volumes. There are no significant parallel routes to this highway, and the traffic congestion will continue to worsen as traffic increases during the next few years. The intersections of Highway 99W with Hall City of Tigard i. Page 5 of 7 Boulevard, Greenburg Road, and McDonald Street are bottlenecks that seriously hamper the smooth flow of traffic. At peak travel hours, cut-through traffic uses the City of Tigard's collector and arterial system to avoid the Highway 99W traffic congestion. This traffic adversely impacts the arterial and collector street system in the City. The City has received a Transportation and Growth Management (TGM) grant to develop the plan. The study will evaluate various alternatives for improvement of the highway (including development of new parallel routes and connections that can feasibly be made between developments parallel to the highway) between Durham Road and Interstate 5. The intent of the study is to address current traffic deficiencies, present design alternatives and propose strategies that would provide for effective traffic circulation, connectivity and operational improvements to the highway and its corridor. The study would provide a plan for management of the corridor and a package of projects (both large and small) that can be implemented over a period of years as funding sources are identified and designated for these projects. The allocated funding is to provide a local matching fund required by the TGM grant. Main Street Safety Improvements $75,000 cip year: FY 2006-07 Gas Tax Fund $75,000 status: Proposed description: Pavement Major Maintenance Program (PMMP) $870,000 cip year: FY 2006-07 Street Maintenance Fee 870,000 status: Proposed (SMF) description: The City has been active in implementing the yearly Pavement Major Maintenance program of corrective and preventative maintenance on streets in Tigard. The program, which includes rehabilitation alternatives, has the abilities to 1) restore the pavement's structural integrity, 2) increase riding quality, and 3) improve traffic safety. More importantly, through this pavement preservation strategy, the City was able to encounter a good return on its maintenance investments, which would have been significantly higher if it used different approaches, i.e. reconstruction, when the streets are allowed to deteriorate. The City will continue to monitor and evaluate the pavement conditions after streets have been rehabilitated to document the effectiveness of the treatments. So far, the streets that have received treatments, have shown signs of exceeding their expected service lives. Streets scheduled to be included in this year's program are: - 68th Avenue (Highway 99W to Atlanta Street) - 72nd Avenue (Baylor Street to 700 feet south) - 79th Avenue (Churchill Way to Ashford Street) - 100th Avenue (Sattler Road to Murdock Street) - 136th Avenue (south of Walnut Lane) - Durham Road (Summerfield Drive to Serena Court) - Garden Park Place Loop (at 110th Avenue) - Lomita Avenue (90th Avenue to end) - Pine Street (east of 69th Avenue) - Upper Boones Ferry Road (72nd Avenue to Interstate 5). The project list is subject to change due to actual bid proposals submitted at the time the project is advertised for construction. The lowest submittal bid price could exceed the proposed budget, which would require the City to move some streets from the current fiscal year to FY 2007-08. Pine Street Reconstruction $60,000 cip year: FY 2006-07 Street Maintenance Fee $30,000 status: Proposed (SMF) Gas Tax Fund $30,000 description: This project provides funding to complete the reconsruction of Pine Street, which began in FY 2005-06. The street is a narrow roadway located in the northeast quadrant of the City with no shoulders, sidewalks and curbs. The pavement has extensive longitudinal and transverse pattern cracking and numerous patches on the surface. It also has an inadequate drainage system and two sharp curves that limit visibility and speeds. The main goal of this project is to reconstruct the street to provide proper drainage and improve City of Tigard • • Page 6 of 7 structural integrity of the pavement. Ultimate improvements including correction of the existing curves, installation of sidewalks and construction of the street to the ultimate width, will be performed in the future when funding is available. Work within the existing edges of pavement is subsidized by the Street Maintenance Fee Fund. Improvements ouside the indicated limits, including drainage work, is funded from the Gas Tax Fund and Storm Sewer Fund respectively. Sidewalk Improvements $75,000 cip year: FY 2006-07 Gas Tax Fund $75,000 status: Proposed description: The existing network of sidewalks in Tigard is not continuous outside of the newer residential subdivisions. The City recognizes continuity and connectivity are key issues for pedestrians and intends to address these issues through this project The first priority is to provide sidewalks between transit amenities such as bus stops and key activity centers. Extension of existing sidewalks at various locations in the City to provide safe paths to schools for students will also be considered. Street Striping Program $15,000 cip year: FY 2006-07 Gas Tax Fund $15,000 status: Proposed description: This is an annual program that provides funding for installation of new striping on streets that demonstrate the need for replacement of existing stripes, pavement markings and pavement markers. This year's program includes new striping on the following streets: - Sequoia Parkway (Upper Boones Ferry to Bonita Road) - Canterbury Lane (Highway 99W to 103rd Avenue) - 112th Avenue (400 west of Highway 99W) - Walnut Street (121st to Tiedeman Avenue) - 71st Avenue (Highway 99W to Spruce Street) - 72nd Avenue (Hermoso Way to Highway 99W) - 91st Avenue (Greenburg Road to Lincoln Street). Stop bars will also be re-painted at various locations. Traffic Calming Program $8,000 cip year: FY 2006-07 Gas Tax Fund $8,000 status: Proposed description: The Traffic Calming Program is an annual program that installs traffic calming measures aimed at slowing vehicle speeds within residential neighborhoods. Speed humps have been favored by the majority of residents and have been installed in many cases because they have proven effective in reducing speeds by 4 to 6 mph. Streets are selected for the program using the following criteria: traffic speed, volume, number of accidents, existence of sidewalks, cut-through traffic and neighborhood's participation. In consideration of the comments from Tualatin Valley Fire & Rescue district (TVF&R), the speed humps have been re-shaped to accommodate emergency vehicles, which are now referred as speed cushions. This year's program includes the installation of speed cushions on: - O'Mara Street (Hill Street to Hillview Court) - Ventura Drive (east of 72nd Avenue) - 114th Avenue (south of Gaarde Street) - Fern Street (west of 138th Avenue) - 106th Avenue (north of Dakota Street). Other streets may be added to the program depending upon neighborhood interest and the street ranking in the program rating system. Walnut Street (116th to Tiedeman Avenue) ROW Acquisition $40,000 cip year: FY 2006-07 Gas Tax Fund $40,000 City of Tigard • • Page 7 of 7 status: Proposed description: This project provides funding to acquire the remaining rights-of-way for the improvements of Walnut Street between 116th and Tiedeman Avenue. The design has been completed and most of the rights-of-way have been acquired in FY 2004-05. Acquisition of the rights- of-way is necessary for future widening and reconstruction of the street. The narrow two- lane street is proposed to be widened to a three-lane roadway with curb, sidewalk and bike lanes. Construction of the project is scheduled to begin in FY 2009-10. Walnut Street Improvements (135th to 121st Avenue) $20,000 cip year: FY 2006-07 Gas Tax Fund $20,000 status: Proposed description: This project is the last phase of a three-phase project funded through the Washington County MSTIP3. The first phase improved the Walnut/121st Avenue intersection, which was completed by the County in August 2001. The second phase constructed the Walnut/Gaarde Street intersection and its approaches and installed a traffic signal at the intersection. The project was completed by the City also in 2001. Phase 3 is constructed by the County, which began in the spring of 2005. The project widens Walnut Street between 135th and 121st Avenue to provide a 44-foot paved roadway that consists of two travel lanes, a center-turn lane and two bike lanes. Planter strips are also installed wherever possible. The project also reconfigures and separates the Walnut Lane/135th Avenue intersection from Walnut Street. Certain improvements, such as extension of sanitary sewer lines, upgrades of waterlines and installation of pavement overlay, are also included in the project and are funded by the City. The construction is anticipated to be completed in the summer of 2006. City of Tigard • • Page 1 of 2 Report-Project Details by Type create? Project Type(s): Parks System Program 2/22/2006 4:55:07 PM CIP Year(s): FY 2006-07 Parks System Program $2,188,363 FY 2006-07 $2,188,363 BPA Trail Feasibility Study $15,000 cip year: FY 2006-07 Parks Capital Fund $15,000 status: Proposed description: This is a proposed pedestrian trail that would extend along the Bonneville Power Administration (BPA) power line easement from SW Beef Bend Road to SW Barrows Road. A consultant will be contracted to develop a preliminary trail alignment study. Clute Property House Demolition $15,000 cip year: FY 2006-07 Parks Capital Fund $15,000 status: Proposed description: This house is being demolished to create space for a future small, neighborhood park on City owned property. Fanno Creek Trail (Hall to Fanno Creek) $30,000 cip year: FY 2006-07 Parks Capital Fund $30,000 status: Proposed description: This trail segment will be from Hall Blvd. to Fanno Creek, north of the bridge accross Fanno Creek. This segment will connect to the existing trail south of the bridge. Fanno Creek Trail Expansion/Restoration (Main to Grant) $120,000 cip year: FY 2006-07 Parks Capital Fund $120,000 status: Proposed description: Land Acquisition $579,513 cip year: FY 2006-07 Parks Capital Fund $579,513 status: Proposed description: This project is directly related to the Council goal of"Address growth - Identify and acquire open space and park land". The use ranges from neighborhood parks to greenspace to pocket parks. Northview Park - Shelter& Path Installation $25,000 • cip year: FY 2006-07 Parks Capital Fund $25,000 status: Proposed description: This will continue the park master plan by adding a picnic shelter and a path system within Northview Park. Parkland Acquisition - Downtown $400,000 cip year: FY 2006-07 Parks Capital Fund $400,000 status: Proposed description: Skate Park Development &Construction $426,300 cip year: FY 2006-07 Parks Capital Fund $426,300 City of Tigard • Page 2 of 2 status: Proposed description: This project constructs a 15,000 square foot, in-ground skate park in the area of the City Hall parking lot approved by City Council. Funding for this project will come from private donations, general fund and system development charges. At this point, private donations are expected to raise approximately $40,000 and the balance will come from a combination of the General Fund and the Parks SDC fund. These funding sources will be consolidated and transferred into the Parks Capital Fund. Tree Replacement/Planting $50,000 cip year: FY 2006-07 Parks Capital Fund $50,000 status: Proposed description: This continues the yearly program to plant new trees in greenways and parks, remove old and hazardous trees, and maintain and protect existing trees. Funding for this is from the fee developers pay when it is not possible to protect existing trees on property that is being developed. Tualatin River/Cook Park Trail from Garden to Bridge $97,530 cip year: FY 2006-07 Parks Capital Fund $97,530 status: Proposed description: This 1300 foot trail segment will connect the Cook Park Trail to the newly constructed Tualatin River Bicycle and Pedestrian Bridge. The funding for this project will come from a state grant, Park SDCs and the fund balance. Washington Square Regional Center Trail $430,020 cip year: FY 2006-07 Parks Capital Fund $430,020 status: Proposed description: This project provides funding for a conceptual design, final design and construction of a trail on the south side of Ash Creek between Highway 217 and Hall Boulevard. The trail will be approximately 3,000 feet long by 10 feet wide and will be a multi-use bicycle and pedestrian path. By providing this trail, pedestrians and bicyclists will be able to bypass the traffic on Hall Boulevard, Greenburg Road, Scholls Ferry Road and Nimbus Avenue. City of Tigard • Page 1 of 3 Report-Project Details by Type created on: Project Type(s): Sanitary Sewer System Program 2/22/2006 4:55:25 PM CIP Year(s): FY 2006-07 Sanitary Sewer System Program $2,500,000 FY 2006-07 $2,500,000 79th Ave Sanitary Sewer Outfall $80,000 cip year: FY 2006-07 Sanitary Sewer Fund $80,000 status: Proposed description: This project installs approximately 1,000 feet of sanitary sewer pipe between 79th Avenue and the CWS 60-inch interceptor running adjacent to Fanno Creek. Construction of the new pipe is necessary to provide an outfall to a proposed sanitary sewer extension district on 79th Avenue that will serve approximately 10 lots on the street. This project will be constructed in conjunction with the 79th Avenue Storm Drainage Outfall project to minimize impacts to private properties. Benchview Terrace Sanitary Sewer Access Road $40,000 cip year: FY 2006-07 Sanitary Sewer Fund $40,000 status: Proposed description: A small creek and drainage from surrounding developments are eroding about 250 feet of a road used by City maintenance crews to reach a sanitary sewer. The road is accessed from Greenfield Drive, just south of the intersection at Benchview Terrace. The purpose of the project is to repair the damage caused by erosion by stabilizing the creek and redirecting drainage. Bonita Road at Milton Court - Pipe Removal $30,000 cip year: FY 2006-07 Sanitary Sewer Fund $30,000 status: Proposed description: In FY 2002-03 the City installed approximately 250 feet of 8-inch sanitary sewer pipe to replace an existing pipe that had severe bellies and poor grade. This segment of the line is located at the Fanno Creek crossing west of the Bonita Road/Milton Court intersection. At the time of construction, the City decided to abandon the existing pipe in place with the intention of removing it at a later time. This project is the removal of the pipe crossing Fanno Creek at this location. Citywide Sanitary Sewer Extension Program $2,000,000 cip year: FY 2006-07 Sanitary Sewer Fund $2,000,000 status: Proposed description: This 5 year-program, which began in FY 2001-02, extends sanitary sewer services to all developed but un-sewered areas Citywide. The City uses the formation of reimbursement districts to construct the sewers. As residents connect to the new sewer line, they have to pay their proportionate share of the cost of the line, plus the normal connection fee. The FY 2005-06 program proposed to include six reimbursement districts to provide approximately 95 connections to existing homes. However, in order to provide adequate time to purchase easements for construction of the outfalls for 4 districts, last year's program completed only 2 districts: Ash Avenue (at Garrett Street) and 93rd Avenue/Mountainview Lane to provide connections to 37 lots. The following 6 districts are proposed for FY 2006-07: - 87th Avenue (north of McDonald Street) - 97th Avenue (between Murdock and Pembrook Street) - 100th Avenue (between Inez and McDonald Street) - Ann Street (between 121st and 116th Avenue) - Hillview Street (at 102nd Avenue) - Fairhaven Street (east of 115th Avenue). City of Tigard • Page 2 of 3 These districts will provide approximately 79 connections to existing homes. The program will need to be extended for several years beyond the original 5-year to address complex design issues, wetland permits and right-of-way acquisitions. Approval from City Council is required to form each district and construct the sewer extensions. The Commercial Area Sewer Extension Program is also funded from the Sanitary Sewer Fund and offers commercial entities the opportunity to participate in reimbursement districts for extension of sewer service to commercial areas. The current incentive programs for early connection in residential neighborhoods are not offered to the commercial sector. Funding is provided to accommodate potential projects that may surface during the fiscal year from the commercial sector. Commercial Street Sanitary Sewer Repair (Lincoln to Maint St) $50,000 cip year: FY 2006-07 Sanitary Sewer Fund $50,000 status: Proposed description: This project replaces approximately 50 feet of a severe damaged pipe on Commercial Street between Lincoln and Main Street that has caused frequent infiltration. This project will be designed and constructed in coordination with the Commercial Street Improvements project between Lincoln and Main Street. McDonald Street (at Hall Boulevard) Sanitary Sewer Connection $100,000 cip year: FY 2006-07 Sanitary Sewer Fund $100,000 status: Proposed description: This project connects a previously built but unconnected sanitary sewer on McDonald Street to the existing sanitary sewer system located on Merlyne Ct. This project includes installation of 240 feet of 8-inch sewer main and 2 manholes. Completion of the project will provide 10 connections to existing homes. Red Rock Creek Sanitary Sewer Repair $50,000 cip year: FY 2006-07 Sanitary Sewer Fund $50,000 status: Proposed description: Red Rock Creek has eroded away the soil and base rock from a sanitary sewer manhole and approximately 20 feet of 8-inch main just downstream of the manhole. The manhole and pipe are at risk of collapse due to this erosion problem. This project, located at 6900 SW 69th Ave., will address the problem. Sanitary Sewer Major Maintenance Program $100,000 cip year: FY 2006-07 Sanitary Sewer Fund $100,000 status: Proposed description: The Sanitary Sewer Fund will be used to contract out sewer repair projects that are beyond the repair capabilities of the City's Public Works Department. This program is expected to be a continuing program in future years as routine maintenance would avoid restoration costs that could be several times higher. The Sanitary Sewer Major Maintenance Program in FY 2006-07 will include sewer repair projects located at various locations in the City. Sanitary Sewer Master Plan $50,000 cip year: FY 2006-07 Sanitary Sewer Fund $50,000 status: Proposed description: Sanitary sewers in some areas receive an excessive amount of storm water through unauthorized connections or deteriorated lines. The storm water causes overloading of sewers and increases the cost of operating the treatment plant. The proposed project provides funding to analyze and identify the sources of the stormwater entering the sewers and prepare a plan to reduce the sources. City of Tigard • • Page 3 of 3 The project also identifies lines of inadequate capacity by conducting flow monitoring of existing lines to determine the extent of the capacity deficiency. A prioritized list of capacity improvement projects will be prepared as part of this project. City of Tigard • Page 1 of 3 Report- Project Details by Type created Project Type(s): Storm Drainage System Program 2/22/2006 4:55:46 PM CIP Year(s): FY 2006-07 Storm Drainage System Program $676,000 FY 2006-07 $676,000 79th Avenue Storm Drainage Outfall $80,000 cip year: FY 2006-07 Storm Sewer Fund $80,000 status: Proposed description: This project constructs approximately 1,000 feet of 18-inch storm drain line east of 79th Avenue for discharge of storm runoff into Fanno Creek. The project also installs an energy dissipator manhole and riprap for water to flow through prior to discharging to the creek. Construction of this project will be combined with the 79th Avenue Sanitary Sewer Outfall project to minimize impacts to private properties. A 20-foot utility easement will be dedicated by a property owner for construction and maintenance of the storm drain and sanitary sewer pipes. Completion of this project will provide a direct point of connection for future upgrades of the storm drainage system on the street. Derry Dell Creek at Fanno Creek and Walnut St - Culvert Improvements $125,000 cip year: FY 2006-07 Water Quality/Quantity Fund $125,000 status: Proposed description: This project will replace two existing culverts: the first one is at Deny Dell Creek as it crosses under Walnut Street, and the second one is under an existing sanitary sewer main at the outfall of Deny Dell Creek into Fanno Creek. This project includes the design of both culvert replacements in preparation for construction of the project scheduled for the summer of 2008. Completion of the project will increase capacity of the culvert at Walnut Street to resolve flooding and maintenance issues and allow fish passage into deny Dell Creek. This project will aso accomplish culvert replacement goals identified in the Healthy Streams Plan. Derry Dell Creek Wetland &Vegetated Corridor Enhancement $3,000 cip year: FY 2006-07 Storm Sewer Fund $3,000 status: Proposed description: In FY 2004-05, the City enhanced wetland areas and the vegetated corridor along Derry Dell Creek at 110th Avenue. The enhancement is required by the DSL, the Corps of Engineers, and CWS due to impacts generated by the installation of a sanitary sewer pipe across the creek. Intallation of planting materials was completed in that fiscal year. In FY 2005-06, the City provided funding to hire a consultant to perform field inspections and monitor the growth of the vegetation. A report has been submitted to the agencies describing the site conditions and proposing a plan to maintain the current growing rate. This project provides funding for the second year report, including field inspections, monitoring and reporting to the agencies. Funding will also be allocated in FY 2007-08, to complete the monitoring work as required by the permit. Durham Rd at 108th Ave - Stream Bank Stablization $125,000 cip year: FY 2006-07 Storm Sewer Fund $125,000 status: Proposed description: A creek bank and a portion of the segmental-block retaining wall south of Durham Road have been eroded and undermined due to high stream flow oufalling from a 36-inch culvert under the street. The contributing factors to the problems are a large boulder, which was placed in the middle of the stream, and the culvert alignment, which does not line up with the creek. This project removes and reconstructs a portion of the retaining wall, removes the existing boulder, and extends the culvert for proper alignment with the creek. Preliminary design has been completed. Environmental permits are now being acquired because the project site is located within a sensitive area according to the City's Wetlands and Stream Corridors map. Contruction will occur between July and October to meet the in- City of Tigard • • Page 2 of 3 water work window requirement. Bank stabilization is the responsibility of adjacent property owners. Gaarde Street Phase II Wetland Mitigation $3,000 cip year: FY 2006-07 Storm Sewer Fund $3,000 status: Proposed description: This project provides funding to inspect and report mitigation measures required by the DSL, the Corps of Engineers and CWS to offset the loss of 0.009 acres of wetland associated with the widening of Gaarde Street. The offsite mitigation area is along the Fanno Creek Greenway immediately north of Tigard Street. The vegetated enhancement • area is located along the Fanno Creek trail south of the Burnham Business Park. Initial vegetation management and plant installation were completed in FY 2004-05. In FY 2005- 06, the City provided funding for field inspections and preparation of the first monitoring report to be submitted to the agencies. The proposed funding is for the second year report, including field inspections, monitoring and reporting to the agencies. Funding will also be allocated in FY 2007-08, to complete the last report as required by the permit. Highland Drive (109th Ave to 500' west of Greens Way) - Storm Drain Pipe Replacement $25,000 cip year: FY 2006-07 Storm Sewer Fund $25,000 status: Proposed description: The existing storm drainage system on Highland Drive from 109th Ave to 500 feet west of Greens Way consists of 12-inch pipes that have been crushed in numerous places and are in need of repair. This project includes installation of new pipes, manholes, and catch basins. This project was funded in FY 2005-06 from the Storm Sewer Fund to improve the existing storm drainage system. The work that will be performed in conjunction with the new pavement overlay also is scheduled for this street. The overlay work is funded from the Street Maintenance Fee Fund. The proposed funding for the storm drain replacement is required to complete the remaining work, which is anticipated to be carried over into FY 2006-07. Hiteon Creek Riparian Enchancement - Phase 2 Construction $90,000 cip year: FY 2006-07 Water Quality/Quantity Fund $90,000 status: Proposed description: This project constructs riparian enhancement features, including modifications of riparian buffer areas, to promote treatment of high flows. It also includes placement of large woody debris and minor channel improvements. This project addresses the "Stormwater Outfall Retrofit" goal identified in the Healthy Streams Plan prepared by Clean Water Services. Pine Street Storm Drainage System Upgrade $25,000 cip year: FY 2006-07 Storm Sewer Fund $25,000 status: Proposed description: This project upgrades the existing storm drainage system on Pine Street, which is shallow and undersized and is not able to collect storm ruoff from surrounding properties. Flooding has occurred (at least in the yard of one house) and a temporary ditch has been installed to handle the overflow of the runoff. The FY 2005-06 CIP provided funding to resolve the problem by replacing the existing 6-inch pipe with 12-inch, and installing manholes and catch basins for frequent collections of storm runoff. The funding proposed for FY 2006-07 is required to complete the construction, which begins in late FY 2005-06. Red Rock Creek (at Dartmouth Street) Culvert Replacement $100,000 cip year: FY 2006-07 Water Quality/Quantity Fund $100,000 status: Proposed description: As part of the 72nd Ave/Dartmouth Street Intersection improvements, the Red Rock Creek culvert under 72nd Ave will be improved to increase capacity, allow fish passage and stabilize the creek channel near the intersection. City of Tigard • Page 3 of 3 Storm Drainage Major Maintenance $100,000 cip year: FY 2006-07 Storm Sewer Fund $100,000 status: Proposed description: This yearly program addresses minor storm drainage problems requiring more than normal maintenance effort by the City's Public Works department. The Storm Drainage Major Maintenance Program in FY 2006-07 includes projects located at various locations in the City. City of Tigard • • Page 1 of 4 Report-Project Details by Type created on: Project Type(s): Water System Program 2/22/2006 4:56:09 PM CIP Year(s): FY 2006-07 Water System Program $7,077,470 FY 2006-07 $7,077,470 550' Zone Beaverton Connection $200,000 cip year: FY 2006-07 Water Fund $84,000 status: Proposed Water SDC Fund $116,000 description: The City's water system is currently connected with the City of Beaverton (Joint Water Commission) in the 410' elevation zone. This project will create a second connection to serve the 550' elevation zone. This project may also allow the City to delay construction of a 550' zone reservoir on the north side of Bull Mountain for several years. 550' Zone Improvements: 10 MG transfer pump station upgrade $50,000 cip year: FY 2006-07 Water CIP Fund $50,000 status: Proposed description: The existing transfer pump station, located on the 10 MG reservoir site at Bull Mountain Road/125th Avenue, serves both the 550-foot and 713-foot service zones. The Water Distribution System Hydraulic Study identified a need to replace this pump station with one that would provide a higher pumping capacity to both service zones. Construction of this improvement increases pumping capacity from 2,000 gpm to 3,300 gpm for the 713-foot service zone. The pump station will also provide 3,900 gpm to the 550-Foot Zone Reservoir No. 2 listed previously. Along with the piping improvements listed below, the existing pump station at the Canterbury site (Pump Station No. 1) will be abandoned. 550' Zone Improvements: Reservoir No. 2 Supply Lines $200,000 cip year: FY 2006-07 Water CIP Fund $200,000 status: Proposed description: This improvement is needed for existing and future needs in both transmission and distribution to serve the new reservoir and pump station upgrade projects listed above. A new line will be constructed between the new transfer pump station and Reservoir No. 2, ranging in size from 18-inch to 24-inch. Design work will include selection of the most feasible route for this line. 550' Zone Reservoir No. 2 $500,000 cip year: FY 2006-07 Water CIP Fund $500,000 status: Proposed description: This reservoir will be located on Bull Mountain and will serve the south and eastern portions of the 550-foot pressure zone. Constructing this reservoir will eliminate some of the demand currently supplied by the 713-Foot pressure zone. Supply to the reservoir will be provided through the transfer pump station upgrade and supply piping projects separately listed. ASR Expansion Studies $400,000 cip year: FY 2006-07 Water CIP Fund $400,000 status: Proposed description: The City's hydrogeologist of record will assist Staff in locating potential sites for additional aquifer storage and recovery (ASR) wells. In addition, test wells must be drilled by a qualified well driller in order for the hydrogeologist to determine suitability of the well for ASR purposes. Therefore, these studies will include both consulting services and drilling services. City of Tigard i Page 2 of 4 Burnham Street- 16-inch Waterline Replacement (Tie to Street Project) $100,000 cip year: FY 2006-07 Water Fund $50,000 status: Proposed Water SDC Fund $50,000 description: Burnham Street is a major collector and is subject for reconstruction in FY 07/08. The installation of a 16 Defective Meter Replacements (1 1/2 -Inch & Larger) $40,000 cip year: FY 2006-07 Water Fund $40,000 status: Yearly Program description: This has been one of the long-term projects for the Public Works Department. The large meter replacement program is for the systematic testing, repair and/or replacement of all 1 1/2-inch and larger water meters. Meters of this size have developed problems where actual water flows are inaccurately measured; most of the time, the volume of water is under- reported. The result is that water customers could be using more water than they are being assessed. Testing and or replacement of these water meters have proven to make financial sense in that the investment is recouped by the additional revenues received due to accurate meters. Defective Meter Replacements (Smaller Sizes) $15,000 cip year: FY 2006-07 Water Fund $15,000 status: Yearly Program description: This has been another one of the long-term projects for the Public Works Department and is similar to the program for 1 1/2-inch meter replacements. But this program is for the smaller meters. Meters of this size have also developed problems where actual water flows are inaccurately measured; most of the time, the volume of water is under-reported. The result is that water customers could be using more water than they are being assessed. Testing and or replacement of these water meters have proven to make financial sense in that the investment is recouped by the additional revenues received due to accurate meters. Lake Oswego Feasibility Study $130,000 cip year: FY 2006-07 Water CIP Fund $130,000 status: Proposed description: This project will involve an intergovernmental agreement (IGA) with the City of Lake Oswego to determine the feasibility of the two cities becoming partners to expand the Lake Oswego treatment plant and improve transmission lines between the two cities to enable Tigard to obtain long term water supply from Lake Oswego's system. This option will be considered by Council along with the other source options Tigard is considering. Menlor Reservoir Recirculation $45,000 cip year: FY 2006-07 Water Fund $45,000 status: Proposed description: Menlor reservoir is developing a water quality issue in that, at certain times of the year, water does not circulate throught the reservoir thus allowing chlorine residuals to diminish to below state standards. This project will install a small circulatory pump system that will address this problem. Meter Installations $60,000 cip year: FY 2006-07 Water Fund $60,000 status: Yearly Program description: This on-going program ties in with the Water Service Installations program. When new water customers, or existing customers who need an additional water service, apply for a new service, Public Works staff install the service line and will set the new meter. City of Tigard • • Page 3 of 4 Replace Well House #2 (Gaarde Site) $70,000 cip year: FY 2006-07 Water Fund $70,000 status: Proposed description: The existing well house at Well #2 is approximately 40 years old and needs to be replaced and upgraded for security reasons. Scoggins Dam/Tualatin Water Supply $430,000 cip year: FY 2006-07 Water CIP Fund $430,000 status: Proposed description: SDC Methodology Update $25,000 cip year: FY 2006-07 Water SDC Fund $25,000 status: Proposed description: Consultant to recommend a revised methodology for the Water SDC structure based upon anticipated projects related to the selected long term water source. Secure 550' Reservoir #1 Site $3,000,000 cip year: FY 2006-07 Water CIP Fund $2,700,000 status: Proposed Water SDC Fund $300,000 description: This reservoir is shown in the City's Water System Master Plan and will be located on the north side of Bull Mountain. These funds will be used to locate and secure a suitable site. Secure 550' Reservoir #2 Site $1,200,000 cip year: FY 2006-07 Water CIP Fund $1,200,000 status: Proposed description: The Public Works Department is in the process of securing a permanent location for the 550-foot zone Reservoir No. 2. The general location of this reservoir will be near Bull Mountain Road, west of Greenfield Drive. Telemetry Upgrade $200,000 cip year: FY 2006-07 Water Fund $200,000 status: Proposed description: The existing telemetry system is out of date and the software and hardware are no longer supported by the manufacturer or local representatives. The City has also experienced failures of controllers at various sites due to the aging of the overall system. Replacement of controllers can take up to three weeks, which is not adequate for the City's need to have continuous monitoring ability of the water system. The upgrade process will enable the City to have up to date technology that is more user friendly, and to explore modes of communication other than the phone line system currently used. Funds for 06/07 would only be used if the project is not 100% complete by June 30, 2006. Walnut Street (121st to Tiedeman) Relocate 12-Inch Line w/Street Construction $39,000 cip year: FY 2006-07 Water Fund $39,000 status: Proposed description: This project is in conjunction with the Walnut Street improvements to be completed by Washington County and the City over the next two years. Due to grade and alignment issues the existing 12" water line needs to be upgraded. Water Line Replacement-Walnut (135th to 121st) $44,720 cip year: FY 2006-07 Water Fund $22,360 City of Tigard • • Page 4 of 4 status: Under Construction Water SDC Fund $22,360 description: This project is in conjunction with the Walnut Street improvments to be jointly completed by Washington County and the City. Funds for this year would only be used if the street project were not 100% complete by June 30, 2006. Water Main Oversizing $95,000 cip year: FY 2006-07 Water SDC Fund $95,000 status: Yearly Program description: During the course of the year the City may find the need to upsize a planned pipeline through a new development, thus accomplishing an identified capital improvement as listed in the "Water Distribution System Hydraulic Study - May 2000." Water Main Replacements $78,750 cip year: FY 2006-07 Water Fund $78,750 status: Yearly Program description: This on-going program is based on the needs identified in the"Water Distribution System Hydraulic Study - May 2000", and is for the routine replacement of leaking, damaged and older water mains throughout the water system. In most cases the existing mains have adequate capacity and will be replaced with the same diameter water mains. This program is also for the completion of loops in the system to maintain hydraulic efficiencies. Water Reservoir Seismic Upgrade Evaluation $70,000 cip year: FY 2006-07 Water Fund $70,000 status: Proposed description: This is the beginning of an expected two-year program that will review all of Tigard's water reservoirs for conformity to current seismic standards and recommend upgrades where needed. Water Service Installations $10,000 cip year: FY 2006-07 Water Fund $10,000 status: Yearly Program description: This is another long-term program for the department. Each year the City adds new customers to the system through individual building permits or additional water services. Customers apply for a new water service, and Public Works staff installs the service line and will set the meter (see Meter Installations line item). Water Site Security Upgrades $75,000 cip year: FY 2006-07 Water Fund $75,000 status: Proposed description: This project will accomplish the water site security upgrades that were identified in the PW Vulnerability Assessment and Emergency Response Plan. The security upgrades will include improvements to such things as access, fencing, intrusion alarms, and monitoring.