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Agenda Packet - 2014-01-06 STAFF REPORT CITY OF LAKE OSWEGO PLANNING DIVISION APPLICANT/OWNER: FILE NO: Goodwill Industries of the Columbia Willamette LU 13-0043 APPLICANT'S REPRESENTATIVE STAFF: Baysinger Partners Architecture Johanna Hastay, Associate Planner LEGAL DESCRIPTION: DATE OF REPORT: Tax Lot 4000 of Tax Map 21E18BA December 27, 2013 LOCATION: 120-DAY DECISION DATE: 17150 Boones Ferry Road April 11, 2014 COMP. PLAN DESCRIPTION: NEIGHBORHOOD ASSOCIATION: IP (Industrial Park) None ZONING DESIGNATION: IP/IP Overlay District I. APPLICANT'S REQUEST The applicant is requesting approval of the following: • A Development Review Permit to construct a 1,057 sq.ft. Goodwill Donation Center and a 6,416 sq. ft. retail commercial building; • Two Minor Variances: 2-foot reductions to the 20-foot front and street side yards setbacks; • A Hardship Variance to allow a direct access point onto Boones Ferry Road (an arterial street); and, • The removal of seven trees to accommodate the proposed development. II. RECOMMENDATION Staff finds that the criteria for the Hardship Variance to allow the Boones Ferry Road direct access point are not met. Since the proposed development is premised upon approval of the Hardship Variance, and because staff finds that conditions cannot be imposed which would bring the application in conformance with the applicable standards without the Boones Ferry Road access, staff recommends DENIAL of the application. LU 13-0043 Page 1 of 47 [If the applicant requests the opportunity to revise its application, Staff will support a continuance of the public hearing for re-submittal and re-review. If the Commission finds that the Hardship Variance request meets the approval criteria, staff has provided a complete listing of potential conditions on pages 42 through 45 of this report.] III. APPLICABLE REGULATIONS A. City of Lake Oswego Comprehensive Plan: Goal 2 Land Use Planning Goal 6 Air, Water, and Land Resources Quality Goal 9 Economic Development Goal 12 Transportation B. City of Lake Oswego Community Development Code (Chapter LOC 50): LOC 50.02.002 Commercial Districts LOC 50.02.002.2.2.b.iv Site Specific Standards for Industrial Park Zone LOC 50.03.002.3 Use Table LOC 50.04.001.4 Dimensional Standards LOC 50.05.008 Industrial Park Overlay District LOC 50.06.001 Building Design LOC 50.06.002 Parking LOC 50.06.003.1 Access LOC 50.06.003.2 On-Site Circulation - Driveways and Fire Access Roads LOC 50.06.003.3 On-Site Circulation—Bikeways, Walkway and Accessways LOC 50.06.003.5 Transit LOC 50.06.004.1 Landscaping, Screening, and Buffering LOC 50.06.004.2 Fences LOC 50.06.004.3 Lighting LOC 50.06.005 Park and Open Space LOC 50.06.006.3 Drainage Standards LOC 50.06.008 Utilities LOC 50.07.003.1.b Burden of Proof LOC 50.07.003.5 Conditions of Approval LOC 50.07.003.7 Appeal of Development Decision LOC 50.07.003.14 Minor Development Decision LOC 50.08.002 Minor Variances LOC 50.08.003 Hardship Variances LOC 50.11.002 Appendix B—Industrial Land Use Policy Element C. City of Lake Oswego Streets and Sidewalks Code (LOC Chapter 421: LOC 42.08.400-42.08.470 Streets and Sidewalks D. City of Lake Oswego Signs Code (LOC Chapter 471: LOC 47.03.005 -47.03.030.2 Signs LU 13-0043 Page 2 of 47 E. City of Lake Oswego Tree Code (LOC Chapter 551: LOC 55.02.010-55.02.080 Tree Removal LOC 55.02.084 Mitigation Requirements LOC 55.08.020 Tree Protection Plan Required LOC 55.08.030 Tree Protection Measures Required IV. FINDINGS A. Background/Existing Conditions: 1. The site is approximately 44,171 sq. ft. in area and is located at the southwest corner of Boones Ferry Road (a major arterial) and Pilkington Road (a major collector) intersection (Exhibit El). The site was previously developed with an industrial building which has been fully demolished (Exhibit E2 and F1). 2. There is an existing temporary use occupying the site, a Goodwill Donation truck. The donation truck use is not an expressly allowed use but it is allowable on a temporary basis per LOC 50.03.002.1.f, because it is similar to a "Portable Outdoor Storage Units (also referred to as PODS). PODS are subject to separate standards per LOC 50.03.005.1 "Temporary Structures and Uses". A POD may be placed on a lot, including within the setback areas,for not more than 60 days within any 12-month period (LOC 50.03.005.1.f). PODS are allowed in any zone. The 2-month time limit may be extended by six-month increments per LOC 50.03.005.1.f.i. The applicant was notified by E-mail on October 7, 2013,that the donation truck was allowed for two months on the site and that the deadline would be extended indefinitely while there was an active land use application for the permanent redevelopment of the site with the Goodwill Donation Center and retail commercial center. If the application is not diligently pursued, is withdrawn, or is denied, then the temporary use approval for donation truck would expire and the truck would have to be removed. 3. There are seven trees on the site that are five inches in diameter or greater(Exhibit E2). The site slopes from the south and southwest internal property lines towards the street intersection (Exhibit E2). 4. The site is zoned Industrial Park(IP) and is located within the Industrial Park Overlay District (IP Overlay). The abutting properties are all zoned IP, located in the IPO, and are developed as follows: • Northwest (across Boones Ferry Road): properties are developed with Les Schwab (a tire retail and service center),the Lake Grove veterinary clinic, and a State Farm insurance office. • South: properties are developed with construction offices and an auto service center. • Southwest: property is developed with a vehicle storage facility. • Northeast (across Pilkington Road): properties are developed as the Crossing, a retail and office commercial center, and Taylor-Made Labels, an industrial facility. LU 13-0043 Page 3 of 47 V. REVIEW AND APPROVAL PROCEDURES A. Neighborhood Meeting Per LOC 50.07.003.1.f,the applicant has complied with all neighborhood notification and meeting requirements. The minutes of the June 24, 2013, meeting are included in this report as Exhibit F6. B. Public Notice to Surrounding Area: Pursuant to LOC 50.07.003.3.e,the City has provided adequate public notice and opportunity to comment on this application. No letters were received as of the date of this report. C. Burden of Proof: Per LOC 50.07.003.1.b,the applicant for a development permit shall bear the burden of proof that the application complies with all applicable review criteria or can be made to comply with applicable criteria by imposition of conditions of approval. The applicant has provided sufficient evidence to enable staff to evaluate the proposal. These documents are listed as exhibits at the end this report. D. Classification of Application LOC 50.07.003.14.a(6) describes the construction of a structure other than a detached single-family dwelling, duplex, zero lot line dwelling or accessory structure as a minor development. Hardship and Minor Variances are also minor developments per LOC 50.07.003.14.a.ii(16). E. Minor Development Criteria for Review of Application Per LOC 50.07.003.14.d,for any minor development application to be approved, it shall first be established that the proposal complies with: 1. The Requirements of the Zone in Which it is Located; Industrial Park- IP Site Specific Standards 110C 50.02.0021 The site is located in the IP zone and within the IP Overlay. The request is for two new buildings, a Goodwill Donation Center(a processing use) and a retail commercial center, both of which are permitted uses in the IP Overlay [LOC 50.03.002]. There are four specific policies related to Industrial Park uses in LOC 50.02.002. The applicant's narrative (Exhibit F1) states that the proposed development complies with these requirements as follows: 1. Each industrial area identified on the City's Comprehensive Plan Map also is described in LOC 50.11.002:Appendix B. The specific conditions for each area are by this reference made a part of this Code and are conditions and limitations of each zone. These policies are addressed, below. LU 13-0043 Page 4 of 47 2. Manufacturing, repairing, compounding, processing or storage uses permitted in the I (Industrial)zone shall operate in continuing compliance with the requirements of Oregon Administrative Rules Chapter 340 and City Codes and regulations. This site is located in the Industrial Park(IP) zone and within the IP Overlay; therefore,this standard is not applicable. 3. Research facilities, testing laboratories, manufacturing, processing or assembling of products, and incidental retail uses in the IP zone shall not emit noise, smoke, glare, vibration,fumes or other environmental effects which adversely affect people,property or uses beyond the property lines of the IP site. The proposed project will include approximately 1,060 sq.ft. of a fully enclosed processing use (the Goodwill donation center) and approximately 6,420 sq. ft. of retail use (Exhibit F1). Neither of the proposed uses will emit noise, smoke, glare,vibration,fumes or other environmental effects that will adversely affect abutting properties. This standard is met. 4. Incidental retail uses in IP sites within 200 ft. of residentially zoned property may be open from 8:00 a.m. to 10:00 p.m. Sunday through Thursday and 8:00 a.m. to 12:00 a.m. on Friday and Saturday. The site is more than 200 feet from the nearest residential zone (Exhibits El and F1). This standard is not applicable. Even if the site were within close proximity of a residential zone,the IP Overlay allows for a retail use less than 10,000 sq. ft. in size as the primary use, without requiring it to be incidental to an industrial use per LOC 50.03.002.2. Staff finds that approval or denial of the Hardship Variance to Access standards, discussed below, has no bearing on compliance with these standards. Industrial Land Use Policy Element FLOC 50.11.002:Appendix B1 The objective of these policies is to encourage industrial development that is compatible with the community in order to increase local employment opportunities and maintain a healthy economy. The following policies are those applicable to the Lake Grove Industrial Area and the proposed development. Staff interprets the applicable policies of Appendix B as the "specific conditions" referred to in LOC 50.02.002.1, and are therefore "conditions and limitations of each zone." GENERAL POLICY I:Encourage environmentally compatible industrial development. The City will: 1. Establish specific district policies for each industrial district to accommodate the unique conditions existing in each and use these specific district policies as conditions for actual development approval. These areas are: a. Lake Grove Industrial Park The City has adopted site specific standards for the Lake Grove Industrial Area per LOC 50.02.002.a. As discussed, above,this policy is addressed. LU 13-0043 Page 5 of 47 All other General Policies I-IV are either not applicable due to the scope of the proposal or have been incorporated into the Lake Gove Industrial Area specific standards (LOC 50.02.002.a) or Specific District Policies (General Policy V.1, below) and addressed there. General Policy V does apply and is addressed, below. GENERAL POLICY V: Encourage environmentally compatible industrial development. The following three sets of specific district policies will guide development in the existing and proposed industrial districts in the Lake Oswego Urban Service Area. Each district has unique conditions, thus individual policies are needed for each. 1. Lake Grove Industrial Park District Policies. a. Realign the Jean Road/Boones Ferry Road intersection as part of the Boones Ferry Road widening project to assure adequate truck turning radius. This intersection has been realigned as required. b. Initiate measures to solve circulation and drainage problems, enhance the area's general appearance, and identify the southwestern entrance to the City. This is not a regulatory policy applicable to a site-specific development proposal. c. Preserve major stands of trees where feasible. There are no major stands of trees on this site (Exhibits E2 and F1). This policy is not applicable. d. Encourage developments on small parcels to develop shared access with adjacent parcels wherever feasible. The Comprehensive Plan does not define "small parcels". The Plan does not prohibit consolidated access on larger parcels. The Access standard (LOC 50.06.003.1) implements this specific policy but is not limited to it. The proposal includes an access point on Pilkington Road and a Hardship Variance request to allow a second access point on Boones Ferry Road (Exhibits E3 and F1-F4). The Boones Ferry Road access is configured for now as a 13-foot wide driveway with a small easement on the abutting property to the south (Tax Lot 4100 of Tax Map 21E18BA) and a short retaining wall along that common property line (Exhibits E6 and F1-F2). The applicant states that at the time of redevelopment of the abutting property,the proposed 13-foot shared driveway(and access easement)will be widened to 26 feet and re-graded with an internal driveway connection between the two sites (Exhibits E6-E7 and F1). This policy is addressed. e. Assure adjacent residential areas are protected from adverse effects of industrial activities and land use. The proposed industrial use on the site is the donation facility, as a "processing" use. The proposed retail use permitted under the overlay zone is not an industrial use. There are no adjacent residential areas in close proximity that would be impacted by the development(Exhibit El). In addition, staff has already found that there are no adverse effects anticipated with the proposed industrial (processing) use. This policy is addressed. LU 13-0043 Page 6 of 47 f. Revise the existing "IP zone"statutes in the Lake Oswego Code to require: • Compliance with the currently adopted noise performance standards and regulations of the Oregon Department of Environmental Quality. • Levels of maintenance of buildings and grounds. This is not a regulatory policy applicable to a site-specific development proposal. Staff finds that, as applicable, the general and Lake Grove Industrial Park specific policies,which are conditions and limitations of the zone, have been addressed and are met as proposed. IP Zone and IP Overlay Use Tables FLOC 50.03.002.3 and LOC 50.05.0081 The applicant proposes both an industrial processing use (Goodwill Donation Center) and a retail use on this site. These are allowed uses in the IP zone and IP Overlay, as follow: IP Zone Allowed Uses The purpose of the IP zone is to provide lands where primarily light industrial, employment, and accessory uses can occur in a campus-like setting under controls to make activities mutually compatible and also compatible with existing uses bordering the district (LOC 50.02.002). Prior to submittal of this application, the applicant submitted a request for an informal interpretation from the City to determine if a donation center, which is not a listed use,would be considered an industrial processing use, which is outright permitted in the IP zone (Exhibit F12). The City's informal interpretation found that a donation center is primarily a processing use and therefore allowed on this site (Exhibit F13). IP Overlay Allowed Uses The purpose of the IP Overlay is to provide land that is available for both standard IP uses and for additional office, business services, and limited retail uses along Lower Boones Ferry Road in the vicinity of Pilkington and Jean Roads. Along with the uses listed in LOC 50.03.002.3 are additional IP Overlay uses listed in LOC 50.05.008.3, including but not limited to: general retail, restaurants without a drive-through, and medical offices, all with some size and use restrictions. The applicant's materials indicate that while no leases have been secured for the retail space,the possible tenants include a restaurant and medical office (Exhibit F1). Compliance with allowed uses, including required parking minimums, will be determined at the time of ministerial review of uses (business license review and building permit review for any tenant improvements). This standard is met. Staff finds that approval or denial of the Hardship Variance to Access standards has no bearing on compliance with this standard. (The applicant asserts that without direct access onto Boones Ferry Road, leasing the retail space will be difficult, if not impossible (Exhibit F3). Whether that is true or not is not a criterion for the zone use analysis. LU 13-0043 Page 7 of 47 IP/IP Overlay Zone Dimensional Standards FLOC 50.04.001.41 The site is a triangular-shaped peninsular lot with a front, street side, and two side yards. Development in the IP zone/IP Overlay is subject to site development limitations, as follows: IP/IP Overlay Site Limitations for Industrial and Commercial Uses Required Proposed Floor Area Ratio No maximum 7,473 sq.ft. Lot Coverage No maximum 7,473 sq.ft.or-18% Setbacks Front Yard (Boones Ferry Road) 20 feet 18 feet1 Street Side(Pilkington Road) 20 feet 18 feet2 Side Yards 10 feet -85 feet(retail building) ^'18 feet(donation center) 30.6 feet(donation center) Height 45 feet 25.8 feet(retail building) The proposed structures comply with the above dimensional standards with the exception that the applicant is requesting Minor Variances for an 18-foot front yard setback and 18-foot street side yard setback (Exhibits E3 and F1). Please see LOC 50.08.003 Variances, below,for review of the Minor Variance requests. This standard is met. Staff finds that approval or denial of the Hardship Variance to Access standards has no bearing on compliance with this standard. (If the Hardship Variance is denied and the application is revised by relocating either or both buildings, staff will review compliance with the IP zone dimensional standards when revised site plans are submitted for review.) Minor Variances FLOC 50.08.0021 Minor Variances are small changes from the Code requirements that will have minimal effect on adjacent properties or users. The minimum front and street side yard setbacks in the IP zone are both 20 feet. The applicant has applied for exceptions to the yard setback requirements and proposes 18-foot setbacks for both. The applicant's request falls within the parameters of a Minor Variance per LOC 50.08.002.3(b). Per LOC 50.08.002.2.a, a Minor Variance may be granted if it is established that: 1. The granting of the variance will not be detrimental to the public health or safety, or materially injurious to properties or improvements within 300 feet of the property;and The applicant's narrative (Exhibit Fl) explains that the proposal is not detrimental to public health or safety as the resulting 18-foot setbacks do not impede accessibility by emergency vehicles, e.g., fire. 1 The applicant is requesting a Minor Variance to this standard. 2 Ibid. LU 13-0043 Page 8 of 47 For the Boones Ferry Road setback, both buildings present narrow facades to the street which minimizes the increased proximity of proposed massing as viewed from the sidewalk (Exhibit E11 and E12). On the Pilkington Road setback,the reduced setback for the retail building is minimized by the large landscaped area at the street intersection (Exhibit E4). The reduced setbacks also allow for minimal projections on the donation center and 4-foot eaves on the retail building. The applicant's narrative also states that due to the triangular-shaped peninsular lot,the proposed 18-foot Pilkington Road setback provides a more traditionally shaped building envelope for the southern portion of the retail building (Exhibit F1). Staff agrees with the applicant and finds that the proposed setbacks are not injurious to properties with 300 feet of the property as the 2-foot reductions will be generally imperceptible on both buildings but specifically allow for the proposed retail building design amenities (4-foot deep eaves)that enhance the pedestrian environment. Staff recommends a condition of approval, below, requiring the applicant to submit building elevations which include the proposed deep eaves. As conditioned, below,this criterion is met. 2. The proposed development will not adversely affect existing physical and natural systems such as traffic, drainage, Oswego Lake, hillsides, designated sensitive lands, historic resources, or parks, and the potential for abutting properties to use solar energy devices any more than would occur if the development were located as specified by the requirements of the zone. As discussed in the applicant's narrative (Exhibit F1), an exception to the required front and street side yard setbacks complies with this criterion. There are no traffic impacts, as granting the variances will not increase the number of projected trips generated by the site any more than a proposal that complied with the setbacks would. The site does not abut Oswego Lake, hillsides, designated sensitive lands, historic resources, or parks. All stormwater runoff from new impervious surfaces will be managed on site. Finally, the resulting 18-foot setbacks do not prevent adjacent property owners from utilizing solar energy devices if so desired. Staff agrees with the applicant and finds that the requested Minor Variances will not have an adverse effect on existing physical and natural systems. This criterion is met. This standard is met. Staff finds that approval or denial of the Hardship Variance to Access standards has no bearing on compliance with Minor Variance standards. 2. The Development Standards Applicable to Minor Developments; General Note Regarding Hardship Variance Effect Upon Review of Development Standards: The applicant's proposal is premised on approval of the Hardship Variance to allow a direct access point on Boones Ferry Road, therefore, staff's review of applicant's proposal assumes the same for the sake of the development standards. As noted, below, staff does not recommend approval of the variance. Without the access point on Boones Ferry Road,the proposed site plans (parking lot configuration, building location, drainage, site circulation, etc),would require revisions of a nature staff believes is beyond the scope and ability of the City, per LOC 50.07.003.5,to condition the proposal into compliance with the applicable development standards. Staff's analysis is a recommendation to the Commission. If the Commission finds that the Hardship Variance should be approved (either with or without conditions), staff has provided an analysis and recommended conditions of approval to ensure compliance with LU 13-0043 Page 9 of 47 applicable development standards. However, if the Commission finds that the Hardship Variance should not be approved and/or the applicant requests an opportunity to revise its application during the public hearing and the Commission continues the public hearing to permit the applicant to do so, staff will review the revised application and provide to the Commission additional findings and conditions of approval as appropriate for that revised proposal. Building Design for Industrial and Commercial Uses [LOC 50.06.001.51 This standard is applicable to development involving structures that do not qualify as ministerial development. The applicant is proposing an industrial building and a retail building (Exhibits E3, E11-E15 and F1). As prescribed by this standard, buildings are to be designed and located to complement and preserve existing buildings, streets and paths and other elements of the built environment, and to assure accessibility for all transportation modes. Buildings are to be designed to be complementary in appearance to adjacent structures of good design with regard to materials, roof lines, height and overall proportions. Buildings are to be designed and located to complement and preserve natural environment. The intersection of Boones Ferry Road and Pilkington is developed with a mix of older and newer commercial and industrial buildings. Staff agrees with the applicant that this site could be a prime retail location and should be designed as such. In contrast to the applicant's inventory of adjacent buildings which includes two auto repair buildings and an older office building(Pages 20-23 of Exhibit F1), the review of adjacent buildings of good design should focus on properties such as the Lake Grove Vet Clinic (17131 Boones Ferry Road) and the Crossing commercial center (across Pilkington Road). In addition to these projects, there are a number of more recent commercial and office projects within the Boones Ferry and Pilkington Roads universe that should also be used in determining buildings of good design in this area: • The "Nature's" building (now Farm to Fresh) at 17711 Jean Way(DR 15-95); • The medical offices at 17704 and 17720 Jean Way(LU 00-0043); • "Chow Corner" at 17437 and 17499 Boones Ferry Road (DR 11-97); and, • Oswego Place Assisted Living at 17450 Pilkington Road (LU 04-0041). Per LOC 50.06.001.5.b,the proposed design shall: i. Design buildings to be complementary in appearance to adjacent structures of good design with regard to materials, setbacks, rooflines, height and overall proportions. As noted, above,there is a mix of older and newer buildings in the general vicinity of the site. The buildings also house a mix of uses from industrial to commercial to office. There is no architectural style that dominates in the area, as the surrounding uses were developed over many decades and feature architectural styles and elements that date the construction periods. The applicant's "adjacent buildings" inventory(Pages 20-23 of Exhibit Fl) includes a number of buildings that are older and would not be considered "good design" due to deterioration, out- dated materials, and/or the pure industrial nature of the structure. Instead, staff will focus on two newer buildings that house commercial uses similar to those proposed: the Lake Grove Vet Clinic (medical) and the Crossing (retail and commercial). In addition, staff will incorporate elements from Taylor-Made Labels (industrial) into the review because of its proximity to the site and its design. Finally, staff will also look at the four projects mentioned, above, as a part of the larger design universe. LU 13-0043 Page 10 of 47 The Lake Grove Vet Clinic is a single story, "mansard"-roofed building that is clad primarily in vertical and horizontal wood composite siding. There are also small areas of approximate 2x8-inch red brick siding. ,. The low profile is _, broken up and r f fir'"-,°' ? extended by a F- _ section of '= • `.' I `,�"a' f horizontal siding. Windows are s I . / I i smaller white vinyl I:, .. windows with no • r 4 ` .-•may molding. The - .f> W r - � � - building in located -N- , _ . 4,4_. on an internal lot Lake Grove Vet Clinic at 17131 Boones Ferry Road. Exterior cladding is and is oriented vertical and horizontal siding with some brick. with the side facade towards Boones Ferry Road with extensive landscaping in the setback area behind the sidewalk. I The Crossing is a commercial center with -.t. flat roofs and heights that range from one to three stories. It is primarily sided in e i]I -_ i;7: , stucco veneer panels with decorative -- ",- columns. The Crossing faces the -.mi..-- intersection of Boones Ferry and Pilkington Roads with parking in the front. Between the parking lot and the sidewalk CMU block base on the Crossing building. is a large landscaped area. The 3-story office building on the north side of the site has a CMU block base on the ground floor. The Crossing also incorporates decorative metal canopies that are installed along the internal pedestrian walkways and over large window expanses. The large commercial windows are set in dark metal framing. f.- 1 r_ i . _ rl i 3 -. • `,7 1•r..s.Pecs Y- =+ - W *- l �� C - 5 .r. . ll The Crossing, a mixed use office and commercial center. Exterior cladding is stucco with some CMU block at the base of the office building. LU 13-0043 Page 11 of 47 Finally,Taylor-Made Labels is a single story industrial building adjacent to the site across Pilkington Road. While the building is older,this development is in the immediate vicinity and incorporates a prominent amount of 1 ~""0. actual brick siding on a street-facing facade. The red bricks 1 , ' ' are approximately 2.5 inches tall by 11 inches wide. �, '` .- tilitypt, r, . III Ilk • 7 0 7 7 i- r O.', AT"� Typical 2.5 x 11-inch brick siding on the Taylor-Made Taylor-Made Labels front brick Labels facility. facade. Siding The applicant proposes to clad both buildings primarily in CMU ground face block veneer(Exhibits E14-E15 and F1-F2). There are two different sizes and colors of CMU (Exhibit E25). A 3.5-foot tall base of natural grey CMU block veneer, eight inches high and 16 inches long, is proposed on both buildings. Above that base,the applicant is proposing a sandstone CMU block veneer that is four inches high and 16 inches long. On the retail building, the applicant is proposing large areas of horizontal lap wood composite siding with 4-inch exposure (Exhibit E15). Proposed secondary siding on the retail building is composite stucco (Exhibits E15 and E25). Secondary material on the donation center is small mosaic areas of primarily blue tile (Exhibit E14 and E25). Staff finds that the horizontal lap wood composite siding is consistent with and complementary to the horizontal siding material of the Lake Grove Vet Clinic. The proposed 8x16 inch natural grey CMU block veneer base on both buildings is also consistent with and complementary to the base of the Crossing office building. The use of the tile mosaics on the donation center's Boones Ferry Road facade is proposed to provide visual interest and is a part of the Goodwill corporate image. Staff finds that the mosaic areas provide an accent detail that is unique to the building without overwhelming the overall design. As noted, above,there are two buildings adjacent to the site that incorporate red brick veneer into their facades, with brick sizes ranging from 2x8-inch to 2.5x11-inch bricks.3 Looking at other newer buildings of good design along Boones Ferry Road, listed above, staff finds that red brick siding is a primary material and the typical brick size is the approximate 2x8-inch brick with some variety in color, texture of the brick face, and brick size. Staff notes that in the final pre-application meeting with City staff, both structures were shown to incorporate red brick siding, not sandstone colored CMU veneer. In the addendum narrative,the applicant states that materials and design shown at the final pre-application conference meeting were "preliminary and in no way intended to commit the project to every element shown as all projects experience minor modifications in the final stages of design" (Page 6 of Exhibit F2). 3 Staff notes that brick sizes noted in this report are approximations for simplicity. LU 13-0043 Page 12 of 47 The City expects proposed design elements such as primary siding materials to be the same as those S . MIN reviewed at the final pre-application stage and modifying from reddish brick to the proposed sandstone CMU veneer is not a minor point. Staff ' finds that the 4x16-inch sandstone CMU veneer is not consistent in color or size with the two adjacent buildings that incorporate brick in their facades, nor is it consistent with the greater universe of brick buildings of good design along • Boones Ferry Road. As a condition of approval, staff recommends that the upper wall CMU siding • on both buildings be changed to a brick veneer that is similar in size to the standard brick used on ENE , adjacent buildings, including but not limited to the office buildings at 17704 and 17720 Jean Way and at "Chow Corner" (17437 and 17449 Boones Ferry Road). In order not to dominate the lighter natural grey base, staff recommends that the brick color Sample of brick colors available with two be modified from sandstone to a lighter reddish color options marked. color similar to the two brick colors shown in the graphic, right. The applicant proposes two areas of stucco siding on the longer Pilkington Road facade to be consistent with the Crossing cladding materials (Exhibits E12, E15, and F1). The overall proposed design already complements the Crossing through the use of the horizontal metal canopies, flat roof forms, and similar general massing. Staff finds that, unlike the Crossing's design which incorporates large areas of fenestration on street-facing facades,the proposed stucco (and associated metal doors) creates a functional or utilitarian appearance. The proposed siding material is not consistent with and does not complement the Crossing. The applicant states that future tenants will determine how interior space will be used, including how that retail space does or does not connect to the intersection and landscaping area (Page 9 of Exhibit F2). Staff finds that now is the time to determine compliance with building design standards. Therefore, staff recommends a condition of approval to revise the area of proposed stucco to incorporate more fenestration, specifically a window system similar to the internal retail building's facade facing the parking lot. The revision from stucco to windows will create a facade that complements to the Crossing. Staff notes that the proposed utility room will likely need to be relocated to accommodate the revision (Exhibit E18). Roof Materials and Forms The proposed retail building has a 22.5 to 24.5-foot tall flat roof(Exhibits E12 and E15). Staff finds that the flat roof and the proposed heights are similar to both the Lake Grove Vet Clinic and to the single story portion of the Crossing. For the donation center, the applicant proposes a 30.6-foot gable roof with a roof pitch of roughly 11:14 (Exhibit E14). The gable roof is finished in a metallic silver metal seamed roofing material. Staff finds that the gable roof form is consistent and complementary with the gable roofed Oswego Assisted Living facility south of the site on Pilkington Road and that the form provides a unique design element that is tied to the proposed retail building design through the use of the sloped metal awnings made of the same material (Exhibits E14-E15). LU 13-0043 Page 13 of 47 Windows The applicant proposes the same aluminum and glass storefront window system on both buildings (Exhibits E11-E15 and E22-E23). Due to the variety of architectural styles and uses within the vicinity of the site,there is no one window style with which the proposal should be consistent. Staff finds that the proposed window pattern, percentage of wall plane (with the exception of the retail building's Pilkington Road facade as discussed, above), and lack of tinting work to complement the overall proposed design. Setbacks The applicant is requesting Minor Variances to both front and street side yard setbacks so that proposed eaves can be four feet in depth (Exhibits E3 and F1). Again, due to the variety of architectural styles and dates of construction for buildings within the vicinity of this site,there is no clear pattern of setbacks with which the site could be deemed consistent. The proposed setbacks allow extensive landscaping, public sidewalks, deeper eaves, and street trees along both street frontages. In this matter,the proposed setbacks are consistent with development of good design. Staff finds that the proposed buildings, with recommended conditions, are complementary in appearance to the adjacent structures of good design. ii. Where existing buildings are to remain on site, new development shall be designed to integrate the remaining buildings into the overall design or provide separate landscaping, remodeling or other treatment which establishes a distinct character and function for the remaining buildings. All existing buildings on this site were removed. This criterion is not applicable. iii. Design bus shelters, drinking fountains, benches, mailboxes, etc., to be complementary in appearance to buildings. The applicant's narrative states that the design of the proposed bus shelter will be coordinated with Tri-met and will be complementary to the overall site design (Exhibit F1). The final design of the bus shelter should be submitted for review and approval of staff. iv. Design those elements listed below to be complementary in appearance to those buildings or structures upon which they are associated and limit the variety of styles of building elements: • Awnings • Signs • Chimneys • Stairs • Decks and railings • Vents • Doors • Utility connections and meters • Downspouts • Windows • Foundations • Weather vanes, aerials, and other appendages • Lights attached to the roof or projecting above the roofline • Mailboxes • Mechanical equipment LU 13-0043 Page 14 of 47 The proposed design elements include sloped aluminum awnings, horizontal metal canopies, LED exterior light fixtures, decorative poles, clear windows in aluminum frames, a combination of painted metal and glass doors, a CMU block base foundation, screened trash enclosure, and a monument sign. The horizontal metal canopies with "tie-backs" on the retail building complement the canopies on the Crossing while the interspersed sloped metal awnings mimic the donation center building roof form (Exhibits E11-E15). The LED light fixtures are simple wall sconces and parking lot fixtures of no discernible architectural style which neither detracts nor adds to the overall design (Exhibit E20). The applicant states that the two decorative poles(spires) are an interpretation of the twin flag poles found at all Goodwill locations (Page 10 of Exhibit E2) and are intended to provide visual interest. The base of the poles is proposed to be clad in the same tile mosaic proposed on the donation center front facade (Exhibit E16). The proposed clear windows with an aluminum framing system on both buildings provide a clean and uncluttered appearance (Exhibits E14-E15). The glass doors located within the areas of fenestration complement the uncluttered appearance. Staff has already found that the proposed CMU natural grey block base on both buildings provides a consistent design element for the project site. The trash enclosure is proposed to be screened using a combination of the same CMU block base and simple metallic silver painted steel gates similar to the metallic materials on the two buildings. Staff finds that the proposed painted metal single and double doors on the Pilkington Road retail building facade will not be complementary in appearance with the previous condition of approval to revise the exterior stucco cladding to windows. Staff recommends a condition of approval to revise these doors to glass doors, similar in appearance to those on the internal facade facing the parking lot. The applicant is proposing one monument sign for the site (Exhibits E16 and F2). The applicant states that the proposed 8-foot overall height is similar in proportion and size to other monument signs on adjacent sites. The Crossing is the only adjacent multiple building complex with approximately 40,000 sq. ft. of retail and commercial floor area and with heights that range from single story to 41 feet. The Crossing's existing monument sign is 7.25 feet tall (Exhibit F2). Given that the proposed project is much smaller(approximately 7,500 sq. ft. in area), and both structures are single story, staff finds that an 8-foot sign height is not proportionate. While final design and approval of all site signage is subject to a separate sign permit,to assure that any future monument sign is complementary to the building, staff recommends a condition of approval to limit the height of the proposed monument sign to six feet, or 1/3 the height of the proposed retail building. Further, the proposed sandstone CMU veneer should be revised to match the previously conditioned brick material in color and size. Otherwise,the proposed sign design complements and is consistent with the design elements for the project. As conditioned, staff finds that the design elements are complementary in appearance to the proposed buildings. v. Design awnings, signs, and lights to define the first floor or retail cornice height. Both proposed buildings are single story. The retail building includes canopies, awnings, and cornice areas that help define the retail floor area (Exhibits E15 and F1). The donation center is not a retail use but the façades have clear areas for signage (Exhibit E14). Internally lit cabinet signs are not complementary to the overall design and should not be allowed. Staff recommends this as a condition of approval. LU 13-0043 Page 15 of 47 vi. Use trees and other natural elements to help define building proportion relationships and to provide scale to the structure as a whole. As shown in the proposed landscape plan (Exhibit E10), the applicant proposes numerous street and landscaping trees to help connect and define the buildings' relationship to the pedestrian environment on both street frontages. As both buildings are single story,the mature height of the street and landscaping trees (40 feet for the columnar European hornbeam and 20 feet for the Paperbark maple, respectively)will provide scale for both buildings. vii. Limit the variety of styles of building elements. The applicant has reduced the number of proposed building elements to one type of window and window framing system, the same primary exterior cladding materials and paint colors, and the same general metallic silver metal for canopies, awnings, and roof forms (Exhibits E14-E16 and F2). As previously conditioned, and as proposed,the proposal's design elements have a coherent style. viii. Screen mechanical equipment from view, or place in locations where they will generally not be visible. The site plan (Exhibit E3) shows a transformer pad along the Pilkington Road facade of the retail building. Per LOC 50.04.003.8.d, transformer vaults should underground. Otherwise,the applicant states that all mechanical equipment will be screened from view in the roof parapet or by landscaping (Exhibit F1). Per LOC 50.06.001.5.c,the proposed design shall ensure that buildings shall be designed and located to complement and preserve existing natural land forms, trees, shrubs and other natural vegetation. Staff finds that, as a former industrial site,there are no existing land forms or landscaping of note that should be preserved. The applicant's narrative mistakenly states that three trees will be preserved (Exhibit F1). All trees on the site are proposed to be removed (Exhibit E9). The consulting arborist report finds that the three noted trees are actually in poor condition and would be difficult to preserve given the extensive redevelopment of the site with grading and paving (Exhibit F5). Per LOC 50.06.001.5.d,the proposed design shall ensure that buildings are designed and constructed to reduce noise impacts on interior occupied spaces and adjacent property. The proposal will not produce any exterior or adverse noise sources, nor is it exposed to any from abutting uses. Besides the possible transformer pad, all mechanical equipment is located in compliance with required setbacks (Exhibit E3 and F1). Per LOC 50.06.001.5.e, buildings shall be designed and constructed with roof angles, overhangs, flashings and gutters to direct water away from the structure. The applicant has provided a full stormwater management plan that includes directing water away from the structures (Exhibits E8 and F9). Per LOC 50.06.001.5.f, buildings shall incorporate features such as arcades, roofs, alcoves, porticos, and awnings to protect pedestrians from the elements and any projections shall maintain a height of a minimum of 13.5 feet when over fire lanes. Both proposed buildings include awnings and canopies (Exhibits E14-E15). The only projection over an access point/fire lane is the proposed shallow donation center canopy that is 15.5 feet in height (Exhibit E 3 and F1). LU 13-0043 Page 16 of 47 Per LOC 50.06.001.5.g, building orientation shall be designed to encourage pedestrian access from public streets and make the street pedestrian friendly. The following two orientation standards are applicable to this site: (1) Locating buildings within 30 ft. of a public street except where prevented by topographic constraints, existing natural resources, or where, in multi-building complexes, the configuration of the lot prevents locating all buildings within 30 ft. of a public street. Both buildings are located within 30 feet of both Boones Ferry and Pilkington Roads (Exhibit E3). (2) Buildings located on sites with multiple frontages on public and/or transit streets shall provide at least one public entrance within 30 ft. of the transit street. The applicant states that the donation center is not a "public" building in that there is no retail or customer component that necessitates a public entrance (Exhibit F1). Regardless,there is a public entrance within 30 feet of Boones Ferry Road, a transit street. The retail building has two public entrances within 30 feet of Boones Ferry Road, including one that directly faces the transit street (Exhibit E15). Staff finds that, as conditioned, the applicant has adequately demonstrated compliance with all the applicable Building Design Standards. Parking Standards FLOC 50.06.0021 Vehicle Parking This standard applies to all development that generates a parking need, construction of new structures that increase on-site parking requirements. The number of required parking spaces under this article shall be determined by either the Numerical Method or the Parking Study Method (LOC 50.06.002.2.a.ii). The applicant's narrative states that the minimum parking requirements will be determined by the numerical method. For a shared parking use site,the parking minimum for each use is calculated separately and then totaled. An industrial use such as the donation center(a processing facility) has a minimum parking requirement of 1.6 spaces of 1,000 sq. ft. of gross floor area (GFA). The proposed donation center is 1,057 sq.ft. with a minimum parking of 1.7 spaces (Exhibit E18 and F1). The applicant's narrative states that the parking minimum for the 6,416 sq. ft. of GFA for the retail building was determined using 2,000 sq. ft. of restaurant use and approximately 4,400 sq.ft. of medical office (staff included the utility room sq.ft.) (Exhibit F1). (If the use changes following approval,the on-site parking is reviewed when the change of use is reviewed per LOC 50.07.003.14.a.ii.11.) Required Parking Analysis Use Proposed GFA Parking Minimum per Total spaces 1,000 sq.ft. of GFA required Industrial 1,057 sq.ft. 1.6 spaces 1.7 spaces Restaurant 2,000 sq.ft. 13.3 spaces 26.6 spaces Medical Office 4,400 sq.ft. 3.9 spaces 17.1 spaces Total 45.4 spaces Bus shelter modifier(.85) 38.59 spaces. 100 Dwelling units (.90) 34.73 spaces Total after rounding 35 spaces LU 13-0043 Page 17 of 47 The proposed site plan shows 35 spaces(Exhibit E3). This portion of the standard is met. Per LOC 50.06.002.2.a.ii.(3), the maximum number of parking spaces shall not exceed either 125%of the number of parking spaces required under Table 50.06.002-3, prior to applying the Parking Requirement Modifiers. 125 percent of the total number of spaces prior to parking modifiers is 57 spaces. This portion of the standard is met. The proposed parking stalls shall comply with the minimum dimensional requirements for standard and compact stalls per LOC 50.06.002.2.a.iv. The proposed dimensions are listed in the applicant's narrative and proposed site plan (Exhibits E3 and F1). As proposed, this portion of the standard is met. Finally, sufficient number and size of loading berths must be provided to adequately handle the needs of the development. The applicant is proposing two berths for the donation center and no dedicated berths for the retail building which staff concludes will be adequate (Exhibits E3 and F1). Bicycle Parking The parking standard also requires a certain number of covered bicycle spaces for each use per 1,000 sq.ft. of GFA or the minimum of two spaces, whichever number is greater. Bicycle Parking Analysis Use GFA Parking spaces per GFA Parking Spaces Req'd Proposed Medical Office 4,400 sq.ft. 2, or 1 per 5,000 sq. ft. GFA 2 spaces 2 spaces Restaurant 2,000 sq.ft. 2, or 1 per 5,000 sq. ft. GFA 2 spaces 1 space Manufacturing and 1,057 sq.ft. 2, or 1 per 15,000 sq. ft. GFA 2 spaces 2 spaces Production The applicant is proposing five covered bicycle parking spaces. As discussed in the applicant's narrative (Exhibit Fl) and shown on Exhibit E3,the applicant mistakenly used "retail sales" to calculate the required number of bicycle parking spaces for 2,000 sq.ft. of proposed restaurant use in the retail building. Staff recommends a condition of approval to include one additional bicycle parking space for the retail building. As conditioned, this portion of the standard is met. This standard is met. Access FLOC 50.06.003.11 This standard is applicable to construction of commercial and industrial development and prescribes standards for the location and configuration of access points. The determination of the location and configuration of an access shall be based on a traffic study. Access design shall be based on the following five criteria: topography;traffic volume to be generated by the development; classification of the public street from which the access is taken (residential, collector or arterial);traffic volume presently carried by such street; and projected traffic volumes. Direct permanent access from a development to an arterial street is prohibited where an alternate access is either available or is expected to be available. A temporary access may be allowed. LU 13-0043 Page 18 of 47 The site has frontages on Boones Ferry Road (a major arterial) and Pilkington Road (a major collector) (Exhibit E2). The applicant proposes direct permanent access points off of each frontage (Exhibit E3) and is requesting a Hardship Variance for the Boones Ferry Road access (Exhibits F3 and F4). The applicant has submitted a Transportation Impact Analysis (TIA) prepared by a traffic engineer addressing the requirements of this standard, including an analysis of the access design with and without the requested Hardship Variance for the Boones Ferry Road access point (Exhibits F7). Pilkington Road Access The proposed access point is more than 100 feet from the intersection.The safety of the approach is acceptable as there are no visual obstructions. Please see the discussion regarding access approach widths under the On-Site Circulation standard, below. Boones Ferry Road Access As noted, below, staff recommends denial of the Hardship Variance to allow a direct access from Boones Ferry Road as the request does not meet the Hardship Variance criteria. If the Commission finds that the Hardship Variance should be approved, staff finds that the access point is more than 100 feet from the intersection. The safety of the approach is acceptable as there are no visual obstructions. Please see the discussion regarding approach and driveway widths under the On-Site Circulations standard, below. This standard is or can be met. Hardship Variances FLOC 50.08.0031 Hardship Variances are significant changes from the Code requirements that are likely to create impacts on adjacent properties or users. The purpose of Hardship Variances is to allow development not in conformance with the requirements of the Community Development Code relating to the site. A variance is to permit the owner some exception to the Code requirements in order to elevate the development potential on a site up to a minimum reasonable use of the property. The applicant is requesting a Hardship Variance to allow direct access off of Boones Ferry Road (a major arterial), which is not permitted by Access standards (LOC 50.06.003.1.c.iii) (Exhibits E5 and F3-F4). The proposed 13-foot wide driveway will provide access to this site and incorporates a shared 13-foot access easement on the abutting property to the west that widens the driveway approach to 26 feet to ensure adequate width for truck turning movement (Exhibit E3). Final build- out width of the proposed access is proposed to be a 26-foot shared driveway partially located on the abutting property when that site redevelops (Exhibits E5, F3-F4, and F10). As prescribed by LOC 50.08.003.3.a,the granting authority may approve a variance from the requirements if it is established that: 1. The request is necessary to prevent an unnecessary hardship; The Code provides the granting authority a number of factors in determining whether hardship exists. This is not an exclusive listing of factors and not all factors must be found to exist on the property in order to meet the "prevent an unnecessary hardship" criterion. One must first determine whether there is a hardship resulting on the property before determining that the hardship is unnecessary. Staff will start the analysis at this point. LU 13-0043 Page 19 of 47 To be relevant to the hardship determination,the factor must contribute to the claim of hardship. It is not an unnecessary hardship to comply with the regulatory requirements of the Code. Staff can only consider hardships related to the physical aspects of the site and cannot consider zoning regulations imposed on the site as itself a hardship. There is no guarantee under the Code that all permitted uses will fit on all lot sizes in the zone. a. Physical circumstances related to the piece of property involved. The applicant's Hardship Variance narrative states that the site itself is unusually shaped (it is a triangular peninsular lot) and small (it is slightly less than one acre in size after required right-of-way dedication) (Exhibit F3). The Hardship Variance narrative addendum also states that the subject property has an "unusual and unconventional shape that is slightly triangular in nature" (Exhibit F4). Staff finds that the triangular nature of the site does not itself constrain development. At the narrowest point of the triangle,the allowed building envelope is still approximately 25 feet wide and then widens considerably from there (Exhibit E3). Without the Boones Ferry Road driveway, the building envelope is approximately 240 feet wide and the depth ranges from 95 to 185 linear feet (Exhibit E3). As discussed above,there are no lot coverage or floor area limitations in the IP zone. The required open space/landscaping requirement is 15%of the site and may be located along the perimeter of the site in required yard setbacks, as shown on the applicant's proposed landscape plan (Exhibit E10). There are no significant grade changes on the site and no significant trees or groves of trees that are required to be preserved, (Exhibit E2; See Chapter 55 Tree Code discussion, below). Staff also finds that the size of the site is not a factor that contributes to the claim of hardship. Many other sites within the IP zone, and particularly in the IP Overlay, are similar in size or smaller. --1�7'+� _1772 r` �� o l� 16461/ Q lq6 0 f LLL 4 -934 596 - I-�� `1'\ ' 1 1 lip_zi .__Ii, - ----------/ .0„,- if./v"7 ,•1�11jA iii. ."- , "„. ,-----X,.7 0 9"" i 0 * _,-ii; F0'47istret ° , ,, ,_. ..----- ilv„,.como ',Arlo ,'., \-- , ,,,i6\ „, ,. 7:.; --Itv 1,..... --posoty , ,, 4, /� J 17.60 ' '''-^, Z s t rr b ';:4L yEEGOIJLACE ,\ i Affr4fe" / t. A5516TEq ,,y�% ` 3 7 LfJIIVG III :Is '�' / 90,0e; "201 -------1 \ % :, 4 c `.I ou t _. W� i [ = 17;9170 TR s,,,y,\ IP Overlay sites demonstrating range of site sizes and shapes. LU 13-0043 Page 20 of 47 Finally, the site is being fully redeveloped without having to design around existing site improvements or physical constraints. The applicant has not demonstrated how the development potential of the site is unreasonably constrained when compared to other sites in the zone and vicinity. Staff finds that physical circumstances related to the site do not create an unnecessary hardship. For the analysis of the existing street system and the traffic impact analysis from redevelopment, please see the discussion, below. b. Whether a reasonable use similar to like properties can be made of the property without the variance. Staff believes that this is the primary factor in determining if a hardship exists for the applicant— whether the applicant is able to make reasonable use of the property similar to like properties. If the applicant is not able to make reasonable use,then the other factors in LOC 50.08.003 (physical circumstances, self-created, and economic impact) address whether the hardship is "unnecessary". Accordingly, staff first examines whether the applicant is able to make reasonable use of the site similar to like properties. 1. Non-conforming Properties as "Like" Properties Parcels that are non-conforming--where a site was developed prior to the effective date of the current requirement from which a variance is sought--cannot be said to be a "like" property for comparison purposes. When searching for"like" properties, inclusion of sites with non- conforming access points would, in effect, be seeking a variance because of a change in the access code requirements, and would effectively repeal the current access restriction as to that lot. Stated simply, sites that are legally constructed under prior code requirements cannot be used in the variance process to overcome current(changed) ordinance requirements. Both Hardship Variance narratives use the Crossing as example of a similar property that enjoys direct access onto Boones Ferry Road even though the site also has frontage (and access points) on Pilkington Road (Exhibits F3 and F4). The applicant's narrative erroneously states that the access was constructed in 2001 (Page 3 of Exhibit F3). The 3-story office building approved in 2001 per LU 01-0002,was the last remaining vacant parcel in a phased development (the Crossing). In that report, staff noted that the Boones Ferry Road access point was already in existence. The Crossing is part of a 4-lot, 3-phase commercial and industrial Planned Unit Development (PUD) that was initially approved in 1968 (PUD 1-68). The Access standards in 1968 did not prohibit direct access onto an arterial even if alternate access was available. In 2001,the PUD was formally repealed as a part of LU 01-0002. Termination of the PUD restored the entire Crossing site to being subject to the underlying zoning requirements for future development; prior development in conformance with the 1968 PUD standards, including the site access point,would be classified as a non-conforming site feature upon the termination of the PUD. PUD termination removed the prior "PUD zone"from the site, but did not require the site to conform to the zoning and development standards at the time of the PUD dissolution. Thus, in the 2001 PUD termination,the direct access point onto Boones Ferry Road was permitted to remain as a non-conforming site feature. Staff finds that given that the Boones Ferry Road access point is non-conforming,the Crossing should not be used as a "like property"for purposes of the applicant's new site development. If the Crossing site were to fully redevelop today with intensification of traffic to and from the site, it would necessarily comply with current code regulations including removal of non-conforming access points like the subject site. LU 13-0043 Page 21 of 47 2. Established Industry Standards to Define "Reasonable Use" The applicant's narrative addendum asserts that "reasonable use" should be considered to be the "minimum site development characteristics consistent with established industry standards for lot coverage, parking, access and the like" (Exhibit F4). First, staff notes that there is no showing that the text, context, or legislative history of the Hardship Variance criterion's "reasonable use" incorporated "established industry standards." There is no evidence that the City's legislative body,the City Council, consulted any claimed source of"established industry standards" when it adopted site development requirements, and thus there is no showing that the site development standards were adopted with the intent of securing "established industry standards" as the "reasonable use" criterion. Second, staff finds that "established industry standards" is vague: there is no differentiation between standards for different types of development or definition of what those standards should be, other than what the applicant desires for its business purposes. Third, "established industry standards" is overly broad: there are no "established industry standards" as there is no entity that adopts what are claimed to be "industry standards." Even if there were, the "standards" would be necessarily based upon the average site development standards found throughout numerous jurisdictions. The question isn't what other jurisdictions would find necessary in terms of site development requirements that would still permit development on a non-constricted parcel, but rather what the Lake Oswego City Council meant in assuring a level of"reasonable use" of a constricted commercial site. 3. "Reasonable Use" in Terms of Uses Staff understands and has applied the "reasonable use similar to like properties"factor in relation to the criterion of"unnecessary hardship". Since there is no assurance that every lot in a zone is suitable for every use permitted in the zone, "reasonable use" has been interpreted to mean that if there are some uses permitted in the zone that could be made on the site, even though they may not be the applicant's specific choice of uses, nevertheless the applicant could make "reasonable use" of the site similar to like properties. Similar properties typically have a mix of uses available to them under the zone; obviously not all "like properties" in the zone develop with the uses desired by a specific applicant. Again,the question is whether there are site-specific constraints which preclude the opportunity to develop the site with uses permitted in the zone, as would be the case for a non-constrained site. 4. Analysis of Asserted Site Constraints The site is subject to established Lake Oswego development standards which include code provisions, adopted pursuant to Comprehensive Plan policies,which limit access points on the City's arterials to ensure their proper function (see the policy discussion, below). In addition, there are no limitations on lot coverage or floor area ratio in the IP zone. The applicant is requesting and staff is recommending approval of Minor Variances to setbacks. The applicant is voluntarily proposing uses on the site which would have high parking demands, e.g.,food retail uses,to determine the minimum on-site parking required. As illustrated on Exhibit E4, almost double the required open space/landscaping is provided on the site. LU 13-0043 Page 22 of 47 Although staff does not accept the argument that "reasonable use" is determined through "established industry standards," staff notes that the applicant fails to demonstrate that the asserted "industry standards"for an unconventionally shaped lot are not met. The applicant states that "industry standards"for an unconventionally shaped lot can be interpreted to mean lot coverage limited to 28-29%to allow for adequate parking and maneuvering, landscaping, and pedestrian areas (Pages 3 and 34 of Exhibit F3). The applicant is proposing approximately 18% lot coverage. The applicant then asserts that without the Boones Ferry Road access point, donation truck maneuvering needs would necessitate an even smaller building envelope (Exhibit F3). In fact, the applicant provides a large number of on-site parking spaces based on hypothetical high parking- demand uses (but not all high-demand uses can occur on every lot in the zone) and is still able to set aside 10% more than the required open space/landscaping square footage. Staff finds that the applicant's materials demonstrate the site is voluntarily"underdeveloped"with regards to lot coverage, overdeveloped with regards to parking, and yet is subsequently configured to provide an truck circulation plan that directly conflicts with Access standards. Staff also finds that the donation truck maneuvering is not a use that should drive a development plan necessitating the requested Hardship Variance. Not every site in a zone is suitable for, in this case, processing activities. If unconstrained truck maneuvering is a requirement for the donation center, a purportedly small and unconventionally-shaped site may not be the best location for this use. The inability to do every use allowed in a zone on a site does not result in the inability to make "reasonable use" of a site. An applicant must necessarily balance uses on a site so they function on the site. One means of balancing uses on a site is to control the timing of the uses, so they do not conflict. With two proposed loading berths for the donation storage containers,the reasonable expectation is that removal and replacement of full containers will happen on a weekly basis, not daily or hourly like a more standard industrial use. Staff believes that Goodwill Industries could restrict on-site truck maneuvering to a time when the retail building parking lot is empty similar to how grocery stores schedule their deliveries to early morning or late at night. The burden would be on the applicant to demonstrate why this type of scheduling(and subsequently on-site truck maneuvering) is not possible. Staff finds that the applicant has not met its burden of proof required to demonstrate that a reasonable use similar to like properties cannot be made of the property without the direct access onto Boones Ferry Road. For the analysis of the existing street system and the traffic impact analysis from redevelopment, please see the discussion, below. c. Whether the hardship was created by the person requesting the variance. The applicant asserts that it is the Access standard itself, because it is applicable to the site,that creates the hardship: in order to be considered a "prime site", any site with frontage on an arterial should also be granted direct access from that arterial (Page 34 of Exhibit F3). Staff assumes that the applicant's characterization of the site as a "prime site" in its view is due to the site's location for retail space, not for a donation center. The Access standards do not deny all access to arterials, only to corner or peninsular sites with alternate frontage. This site has frontage on a major arterial, Boones Ferry Road,and a major collector, Pilkington Road. The Access standard was created to ensure the reduction in direct access points on the City's arterial streets so that they might function to their highest capacity. Denial of the Boones Ferry Road access point would not preclude an alternate development plan that could comply with all applicable standards. Compliance with applicable zoning and development standards is not, in and of itself, a hardship. LU 13-0043 Page 23 of 47 The applicant's narrative addendum asserts that while a different site plan with less parking could be proposed,the applicant's proposal was driven by its judgment of"maximum build-out" (Exhibit F4). Staff rejects that argument that the inability to achieve the applicant's vision of"maximum build out" is an "unnecessary hardship." First, the proposed required minimum on-site parking requirement for the retail building is based on the applicant's use of a hypothetical 2,000 sq. ft. restaurant and 4,500 sq. ft. medical office (see Parking discussion, above, and Exhibit F1). A restaurant and medical office are just two of the many allowed uses in the IP Overlay but both have a higher than typical parking requirement. The retail building itself is just a shell at this time; one or more unknown tenants may ultimately use the space. Over the course of time, it is expected that businesses will come and go in the building; neither the zone nor the site characteristics make the site exclusive to restaurant and medical offices. Therefore, it is impossible to determine—or assure --"maximum build-out"for the site as that is a market-driven reality. Staff finds that the applicant's site development plan (including a proposed use requiring truck maneuvering, hypothetically high parking demands for future retail tenants, extra open space/landscaping, and proposed building locations) is directed to complicating on-site truck maneuvering. An alternate site plan that complies with Code and that provides sufficient on-site truck maneuvering space is possible, it appears that the applicant just does not desire an alternative. Staff finds that the "hardship" is being created by the person requesting the variance. For the analysis of the existing street system and the traffic impact analysis from redevelopment, please see the discussion, below. d. The economic impact upon the person requesting the variance if the request is denied. This factor requires a determination that the property suffers from a development limitation imposed by the Code which, due to the unique circumstances of the property, creates an unnecessary hardship, and that by not granting the variance,the applicant will thereby suffer economic hardship. Variances, if granted, usually have the effect of enhancing the property value of the site for the applicant. Mere reduction in value from what the value of the property would be if the variance were granted is not sufficient to meet this factor. This factor requires an extraordinary impact upon the applicant akin to precluding development of the parcel or approaching substantial prohibition of development. Both Hardship Variance narratives make a number of assertions that the lack of direct access onto Boones Ferry Road will result in negative economic impacts (Exhibits F3 and F4). The first assertion is that a single access point off of Pilkington Road would render the site "un- leasable" and economically unviable as a retail center because the absence of a Boones Ferry Road access necessitates increasing on-site truck maneuvering space and subsequently less on-site parking for the retail uses. Less parking would automatically mean restricting the categories and size of possible future retail tenants. The applicant states that "no tenant, whether industrial, retail, or service oriented will locate on a premises that is not provided with direct... access points" (Page 2 of Exhibit F3). The applicant appears to argue that the code prohibition of a direct access onto Boones Ferry Road renders the site economically unviable, and rises to the level of a regulatory taking. The applicant asserts but provides no evidence that the lack of Boones Ferry Road access would jeopardize the financial stability of the entire project and ensure that the site will not be commercially successful (Exhibit F4). LU 13-0043 Page 24 of 47 A regulatory taking occurs when regulations so constrict the uses of a site that no economically viable use can be made of the property. Seeking a variance for relief from the zoning constraints that give rise to a regulatory taking is a necessary first step for a property owner: "The court recognized that plaintiffs who base inverse condemnation claims on use restrictions— claims that the court described as "regulatory takings" claims—must exhaust administrative remedies for two reasons: 'First,the fact that one use is impermissible under the regulations does not necessarily mean that other economically productive uses are also precluded; and second, until alternative uses are applied for or alternative means of obtaining permission for the first use are attempted, there can be no conclusive authoritative determination of what is legally permitted by the regulations.Therefore,the courts cannot perform their adjudicative function on a claim predicated on a single denial, because something more must be decided by the local or other regulatory authority before there can be a demonstrable loss of all use and, therefore, a taking. *72 See Sues Builders v. City of Beaverton, [294 Or. 254, 261-62, 656 P.2d 306 (1982)].' Nelson v. City of Lake Oswego, 126 Or.App. 416,422, 869 P.2d 350 (1994), cited in West Linn Corporate Park, L.L.C. v. City of West Linn, 349 Or. 58, 71-72, 240 P.3d 29 (2010) Staff has already noted that the restaurant and medical offices are hypothetical uses proposed specifically because of their high parking requirements; the uses are just two of many non- industrial uses allowed in the IP Overlay. See Table 50.03.002.3-2. Indeed,the very purpose of the IP Overlay was to "provide land that is available for both the standard IP uses and office, business services, and limited retail uses along Lower Boones Ferry Road in the vicinity of Pilkington and Jean Roads..." (LOC 50.05.008.1). Given the sheer number of potential uses–both standard IP uses and office, business services, and limited retail uses--many with lower parking requirements, it would seem to be extremely difficult to show that the site, even if its uses were limited to retail, would be un-leasable without the Boones Ferry Road access, even if that meant slightly fewer parking spaces or a different parking lot configuration. At the least, staff finds that the applicant has not met its burden of showing that there is no economic use available for the site that would be in conformance with the zoning and development restrictions. Finally, the Pilkington Road access point directly abuts the retail building and its parking lot (Exhibit E3). Staff finds that the single access point will provide direct,visible, and convenient access to the prime retail space without any need to circumnavigate vehicles queuing for donation drop-off. The second main assertion is that if the direct access point on Boones Ferry Road is denied,there would be significant redesign costs to provide a site plan with a single access point off of Pilkington Road (Page 35 of Exhibit F4). The redesign would also impact construction and opening dates of both buildings, resulting in further economic loss. First, if the variance is denied,the applicant will have to revise the non-compliant site plan to one that does comply with Code. This is not considered an economic effect that results from Code requirements causing "unnecessary hardships" due to the site's characteristics. Second, when the applicant first approached the City to discuss redevelopment options for this site in December 2012, staff provided clear written and oral confirmation of the access restriction on Boones Ferry Road. Staff also noted that a Hardship Variance would be difficult to support for a number of reasons, all of them addressed in this report. LU 13-0043 Page 25 of 47 Given that the Access standard is clear and objective (not discretionary),that the applicant was made aware of the standard at the beginning of the development process, and was also made aware that a variance to the standard would not likely be supported by staff, any redesign costs or delay in construction if the variance is denied were financial risks that the applicant voluntarily undertook and cannot be considered an "economic impact" with regards to this factor. The final economic impact assertion involves the Goodwill Industries business model based on the resale of voluntarily donated products. The applicant states that delay in construction means delay in gathering donations (Page 35 of Exhibit F3). Goodwill Industries also provides a number of unspecified non-profit programs that are funded by the sale of the donated goods (Page 2 of Exhibit F3). Requiring a donor to use the Pilkington Road access would be frustrating and inconvenient to its donors and customers,thereby stifling both potential retail profits and non- profit programs (Exhibit F3). Staff would direct the Commission to consider the proposed site plan shown on Exhibit E3. While the proposed Boones Ferry Road access point and driveway abut the donation center, a donor would be required to perform a sharp turn to access the donation center queue. With some out- of-direction travel through the intersection,the Pilkington Road access provides a straightforward connection of almost the same length. The applicant's assertion also assumes that a donor who was specifically going to this site to donate would be fundamentally discouraged by the extra 560 feet of out-of-direction travel through the intersection. Staff finds that this premise is unlikely as the donation center would be considered a destination point, not a random trip. Finally, although the applicant asserts that societal impacts would ensue due to delay associated with redesign, no evidence was provided supporting that assertion; the applicant also fails to consider the longer term societal impacts (traffic impacts to Boones Ferry Road)that compliance with the code provision is meant to avoid. As is always the case regarding variance requests, if an applicant's proposed development is not approved, it will have some economic impact. In previous Hardship Variance requests,this factor has been applied as follows: mere reduction in value from what the value of the property would be if the variance were granted is not sufficient to meet this factor. This factor requires an extraordinary impact upon the applicant akin to precluding development of the site or approaching substantial prohibition of development. Staff finds that denial of the Hardship Variance does not result in the degree of unforeseen negative economic impacts that would constitute an "unnecessary hardship", the applicable criterion. Per LOC 50.08.003.3.b.ii: "... other factors may be considered on whether granting the variance will prevent a hardship." The applicant has provided a Traffic Impact Analysis (TIA)that reviews development of the site with and without the Boones Ferry Road access point(Exhibit F7). The applicant asserts that the TIA finds the following impacts from a single Pilkington Road access(Exhibits F3 and F4): LU 13-0043 Page 26 of 47 • Existing congestion on Pilkington Road will increase due to the additional trips; • On-site queuing will increase with all vehicles exiting onto Pilkington Road; • More than half of the site-generated trips would be required to navigate to the site via out-of- direction travel; • Out-of-direction travel will increase turn movement interactions with pedestrians at the Boones Ferry and Pilkington Roads intersection; • Increased on-site truck maneuvering area would be necessary; • Restricted access by Fire or Emergency Vehicles to only one access/entry point. The applicant concludes that all of these factors negatively impact travel and safety for the proposed development and abutting neighborhood, as well as the economic viability of the retail space and the donation center. Again,the question is whether these impacts, which would result from compliance with the code requirements, are due to site-specific constraints that create an unnecessary hardship. The City's Traffic Engineer has reviewed the TIA along with the proposed site plans, and found the following: • Using hypothetical restaurant and medical office retail tenants, along with the proposed processing use (donation center), new development will add 111 trips in PM peak. • The TIA was conservative (meaning it overestimated the number of trips). It used high- generating land uses for retail tenants, assumed the Otak buildings (across Boones Ferry Road to the south) at previous occupancy, and no trip reductions were taken. • With a single access point, congestion on Pilkington Road will increase by 12%, with a volume/capacity(v/c) ratio increase of 0.07 (0.57 to 0.64). This is an acceptable change. • The Level of Service (LOS) of the Boones Ferry Road/Pilkington Road intersection is unaffected by the additional 50±vehicles using the intersection during the peak hour. Of course, it is expected that there will be an increase in traffic resulting from any intensification of use of the site. The resulting LOS "C" is well above the city's established threshold of LOS "E". • With a single access point,the 95%queue lengths on Pilkington Road will increase by 25 feet. This means that during the busiest 15 minutes of the peak hour(5-6 pm),the left turn queue off Pilkington Road onto Boones Ferry Road will increase from 150 feet to 175 feet (or one car length)for 5%of the time. The available storage for queuing is 200 feet. • The same situation occurs at the right turn from Boones Ferry Road onto Pilkington Road. (In fact,the existing 95%queue will extend beyond the proposed Boones Ferry Road access point, blocking attempts for traffic to enter/exit the site during a red light.) • The Crossing's driveway(along Pilkington Road)will see impacts from the increased traffic, but that driveway is already blocked by queuing vehicles. Assuming a single access point on Pilkington Road (and retail tenants that generate a high number of trips), the queue would be one car length longer than the existing queue. • If the donation center traffic was directed to the single Pilkington Road access,the 560 feet of out-of-direction travel could add approximately 30 seconds of travel time under green light conditions. (As noted earlier,the Pilkington Road driveway actually provides better direct access to the retail building than the one proposed off of Boones Ferry Road.) • As discussed under On-Site Circulation—Driveway and Fire Access, below,the 13-foot wide Boones Ferry Road driveway does not comply with LOC Chapter 15 Fire Code and is not intended to act as a fire access lane. Denial of the Hardship Variance does not make the project non-compliant with fire access standards. LU 13-0043 Page 27 of 47 Staff finds that, as demonstrated in the applicant's materials, denying a direct access point on Boones Ferry Road does not produce significant traffic or safety impacts. On the contrary,the extensive TIA demonstrates that, with a single access point, potential congestion using two of the highest trip generating uses possible will add on only seconds of delay, one additional car in all queuing lanes, and the same service level as it does currently. As discussed, below,the Comprehensive Plan directs the City to adopt regulations and design projects to ensure that the street network operates at LOS "E" or above. The applicant may have to revise the site plans to allow for on-site truck maneuvering for the donation center, but staff anticipates no more than one to two trips a week for this use. In short,the applicant's claim of hardship arises from the desire to use the site for two uses— retail and drive-through donation—and, as the applicant illustrates,these two uses present conflicts to each other. The site may well be able to handle either use separately, or both uses if scheduled appropriately. The applicant has not provided sufficient evidence that a site-specific circumstance exists on the property that is not self-created and that could be eliminated by granting the variance request. Therefore, staff cannot find that an "unnecessary hardship" exists that precludes "reasonable use of the property". This criterion is not met. 2. Development consistent with the request will not be injurious to the neighborhood in which the property is located or to property established to be affected by the request; The purpose of the Access standard is to ensure that the number of direct access points onto the City's arterial streets are reduced or removed where site conditions allow. The Code requires sites which have an alternative access point off of non-arterial streets to use that as access. Sites which do not have an alternative access other than the arterial are required to consolidate their access with adjacent properties,to reduce the access points on to the arterial. The applicant's materials demonstrate that this site currently has two large non-conforming direct access points on Boones Ferry Road which account for curb cuts for approximately 38%of that frontage (Exhibits El and F3). The proposed development would consolidate and relocate those access points further from the intersection and into one driveway, resulting in approximately 5%of that frontage as a curb cut and in a much safer location (Exhibit F3). Additionally, when the abutting property to the southwest redevelops,the applicant and that property owner have agreed to consolidate those existing access points into a 26-foot wide shared driveway with an internal connection between the sites (Exhibits E6 and F10). This will result in a total reduction in curb cuts along the combined frontage for both sites from approximately 32.5%to 4% (Exhibit F3 and F10). Staff agrees with the applicant's finding that the proposed 26-foot direct access approach and 13-foot driveway(until the abutting site redevelops) off of Boones Ferry Road will not add injury for the neighborhood. It would also not reduce the number of Boones Ferry Road access points to the level desired in the Code, reflecting the Comprehensive Plan policies. This criterion has been met. For the analysis of development on the existing street system and the traffic impact analysis from redevelopment, please see the discussion, above. LU 13-0043 Page 28 of 47 3. The request is the minimum variance necessary to make reasonable use of the property; and, As noted above,the proposed access point would consolidate two existing driveways on the site's Boones Ferry Road frontage, and if the abutting property redevelops, would further consolidate two more existing driveways into this one. The proposal reduces four non-conforming driveways into one and the new shared driveway location complies with current regulations with regards to the Boones Ferry and Pilkington Road intersection. Unfortunately, staff has already found that the applicant is not denied reasonable use of the property if the variance is not granted. While the proposed direct access point is the minimum variance necessary that could be proposed, the applicant may make reasonable use of the property without it. This criterion is not met. 4. The request is not in conflict with the Comprehensive Plan. The City's Community Development Code (Code) has been adopted with procedures and regulations that implement the City's Comprehensive Plan (Plan), providing the opportunity for citizen participation in all phases of the planning process through the notice requirements and opportunity for public comment. Because the Plan is acknowledged by the State Land Conservation and Development Commission and the Code codifies procedures that enable application of a variance from various code requirements, the applicant's ability to request variances is generally not found to be in conflict with the Plan. Staff finds that,technically,there are no applicable regulatory policies that must be reviewed against the requested variance. With regards to the applicant's ability to request a variance,the request is not in conflict with the Plan. Even so,the applicant has provided a thorough analysis of how the proposed development with direct access on Boones Ferry Road does or does not conflict with adopted goals and policies in the Comprehensive Plan (Exhibit F3). Staff finds the only Plan goal that might warrant further analysis is Goal 12:Transportation, as the goal contains specific policies regarding access that were codified in the Code. Goal 12: Transportation,Sub Goal 1:Major Street System Policy 1. The arterial and major collector street network shall be designed and maintained to service level"E"during peak hours. The design of the roadway system shall also take into consideration: a. Balancing roadway size and scale with the need to provide efficient and safe transportation for all modes of travel, including bike, pedestrian and transit. b. Preserving community aesthetics by considering existing topography and vegetation. To mitigate the development's impact upon the street system,the applicant is proposing to improve the existing right-of-way by constructing a public sidewalk on both street frontages and the dedication of eight feet of land along the Pilkington Road frontage in order to construct a 12-foot travel lane and full bike lane (Exhibit E3). Further,the applicant's TIA demonstrates that the existing street network and intersection will function as LOS "C" during peak hours after development, even with all site generated trips directed to the single access point on Pilkington Road (Exhibit F7). There are no topographic or vegetation constraints on this site. This policy is addressed. LU 13-0043 Page 29 of 47 Policy 2. Direct access onto major streets shall be controlled and consolidated over time through the development review process and the implementation of major street projects. This policy is applicable because this is a site-specific development project that is considered by the development review process. Boones Ferry Road is classified as a "major street". This policy was implemented through the Access standard, from which the applicant seeks a variance. Although the applicant is proposing to consolidate up to four non-conforming access points on Boones Ferry Road into one,the requested Hardship Variance conflicts with this policy. The development review process for this site is the time to ensure compliance with the applicable development standards that codify this Plan policy. While the ability to request a variance is not in conflict with the Plan, the specific request is. As discussed on Pages 18-23 of Exhibit F3, Comprehensive Plan Goal 12 includes a number of specific (albeit non-regulatory) Recommended Action Measures (RAMs)that mandate the City to direct access, if feasible, away from arterials. The RAMs assist in interpreting the intent of the policies. The policy, as elaborated on by the RAMs, is codified as the regulatory Access standard LOC 50.06.003.1c.iii: "Direct permanent access from a development to an arterial street is prohibited where an alternate access is either available or is expected to be available. A temporary access may be allowed." Staff has already found that alternate access on Pilkington Road, a lower classification of street, is feasible and does not negatively impact the service level of the street and intersection network. Full closure of the two non-conforming driveways on the Boones Ferry Road and construction of a single access point off of Pilkington Road does not conflict with Goal 12 applicable policies and associated RAMs. Goal 12: Transportation, Sub Goal 2:Inter-Governmental Coordination Lake Oswego's transportation system shall be planned, developed and operated in a coordinated manner with other state, regional and local transportation providers. The applicant's narrative states that there was a similar Oregon Department of Transportation's (ODOT) restriction regarding access to arterials (Exhibit F3). According to the applicant's materials, ODOT recently changed their rules in regards to arterial access"after realizing it was negatively impacting the economics of many areas along their roadways" (Page 22 of Exhibit F3). The new policies on arterial accesses are summarized in a 2-page informational brochure titled "Change of Use" (final pages of Exhibit F3). The applicant asserts that the proposed direct access on Boones Ferry Road: "...meets ODOT's "Moving in the Direction of" conformity standards as it reduces the net number of highway connections, improves the distance between highway connections and improves sight distance on the highway at the connection.The Hardship Variance requested is therefore consistent with ODOT standards and the incremental changes identified by state law. While this application does not seek to modify the text of the LOC, in particular Section 50.06.003.i.c.iii(emphasis added), approval of the requested variance is supported by Sub- Goal 2 as it represents the City's developing and operating the transportation system in a coordinated manner with other state, regional and local transportation providers." LU 13-0043 Page 30 of 47 Through the adoption of the Access standard,the City's street system has been "planned, developed and operated" in coordination with a number of transportation providers. ODOT is but one of them. The applicant is pointing out that there may now be an opportunity to change our Access standard because ODOT has since changed its rules. Staff finds that ODOT made a decision to explore and then implement a policy change regarding arterial access,with a subsequent amendment to their rules. The Access standard remains in compliance with the Comprehensive Plan's sub-goal. The applicant is not requesting the City consider a policy change similar to ODOT's; the request is for a Hardship Variance. As noted above,the request does not comply with applicable Hardship Variance criteria and until the Code is amended,the access restriction is applicable. Therefore,this criterion is not met. Conclusion: A Hardship Variance is not a means to equal or surpass development that would be permitted on a non-constricted lot, but is a means to allow development on a uniquely constricted lot to achieve a minimum reasonable use of the property. Staff finds that the site is not uniquely constrained,that the applicant has created the hardship as alternate site plans are available that allow reasonable use of the property,that there are no unforeseen economic impacts that arise from not granting the variance, and that any traffic impacts from a single access point are consistent with the planned impact caused by abutting development. The requested variance is use-specific, not site-specific, and conflicts with a Comprehensive Plan goal and policies that have been implemented through the subject Access standard. This standard is not met. Staff recommends that the Commission deny the Hardship Variance and provide the applicant the opportunity to submit revised site plans for review that fully comply with Access standards. On-Site Circulation—Driveways and Fire Access Roads FLOC 50.06.003.21 This standard is applicable to all development proposing a new use or an increased use on a site when the development will result in the construction of, or the increased use of private streets, driveways, or parking lot aisles.This standard regulates driveways, including width, slope, and other aspects of geometric design, particularly those related to emergency vehicle access. Driveway approach locations for corner lots depend if the adjacent street is fully improved. The maximum width of a driveway approach, measured where the edges of the driveway meet the right-of-way, shall be 24 feet unless otherwise justified by the recommendations of a traffic study. Where the driveway meets the public street, the landing area shall be a minimum of 25 feet long and shall have a maximum grade of 5%. All driveway approaches shall be located and designed in accordance with American Association of State Highway and Transportation Officials (AASHTO) standards. The applicant proposes two driveways, one on each street frontage (Exhibits E3 and F1). The applicant has submitted a TIA and preliminary plans, both prepared by a registered engineer, addressing the requirements of this standard (Exhibits E3, Fl, and F7). The TIA recommends that on-site landscaping, signage, and above-ground utilities be located and maintained along Boones Ferry and Pilkington Roads to ensure that adequate intersection sight distance is provided upon redevelopment(Exhibit F7). LU 13-0043 Page 31 of 47 Boones Ferry Road Boones Ferry Road is fully improved to the ultimate anticipated width. The applicant is proposing a 26-foot wide driveway approach from Boones Ferry Road at the southwest corner of the site, more than 30 feet from the intersection (Exhibit E3). Thirteen feet of the driveway approach is located off-site on the abutting property to the west within an access easement (Exhibit E3). The TIA includes an egress truck turning template demonstrating the need for the 26-foot wide driveway approach, rather than the maximum 24 feet allowed (Exhibit F7). As discussed in the TIA,the proposed driveway approach is designed and located in compliance with AASHTO standards. The maximum driveway grade is approximately 8%, with a 25-foot landing area that has a maximum grade of a 5% (Exhibit F1). The applicant states that no grade breaks exceed a difference of 9%, as shown on the proposed plans (Exhibits E7 and F1). The Engineering staff finds that the proposed driveway width of 13 feet does not meet the minimum 15-foot width for one-way or 20-foot width for two-way Fire Code access standards per LOC 50.06.003.2.b.ii, but that fire access can be provided through the Pilkington Road access point and the proposed parking lot driveway aisles (Exhibits E3, Fl, and F11). The Engineering staff recommends a condition of approval that until the shared driveway is fully developed to the proposed 26-foot width, it should be restricted to a one-way, entrance-only ingress driveway with appropriate signage,to the satisfaction of the City Engineer. Pilkington Road Pilkington Road is not improved to its ultimate width but the Engineering staff finds that the location of the proposed 28-foot driveway onto this street adequately addresses this standard as the approach is more than 30 feet from the intersection. The TIA includes a truck turning template for the Pilkington Road driveway approach to justify the applicant's request to exceed the maximum 24 feet allowed (Exhibit E7). The Engineering staff finds that the truck turning template does not adequately demonstrate that the extra four feet are necessary for truck turning. Therefore, staff recommends a condition of approval to narrow the driveway to a maximum of 24 feet. The narrower driveway approach will also address staff's concerns about potential conflicts between vehicles entering the site and the three on-site parking spaces north of the driveway entrance (Exhibits E3 and the Pilkington Road egress truck turning template in Exhibit F7). As conditioned,this standard can be met. On-Site Circulation -Bikeways. Walkways,and Accessways FLOC 50.06.003.31 This section is applicable to all commercial or industrial development. Walkways shall meet Americans with Disabilities Act (ADA) standards. Walkways within the site, connections to the public sidewalk, and external connections off site shall provide convenient, accessible, and the most practical direct, barrier-free route design. ADA accessible walkways that provide access to all portions of the site and to each street frontage are provided (Exhibits Fl and E13). Compliance with this requirement will be reviewed at the time of building permit application. Internal walkways crossing driveways, parking areas, and loading areas shall be clearly identifiable through the use of a different paving material, raised elevation, or other similar methods. Where walkways are adjacent to vehicle travel areas, they shall be separated by a raised curb, bollards, buttons, landscaping or other physical barrier. If a raised walkway is used,the ends of the raised portions shall be equipped with curb ramps. As discussed in the applicant's narrative (Exhibit F1), all walkways that cross driveways or parking areas will be raised with ADA accessible curb ramps as necessary. LU 13-0043 Page 32 of 47 Compliance with the construction standards for walkways and accessways and ADA accessibility will be reviewed at the time of building permit application.This standard is met. Transit FLOC 50.06.003.51 This standard is applicable because the site has frontage on Boones Ferry Road, a transit road. Transit-oriented features for a site within one-fourth mile of a transit street shall be provided to connect the development with the nearest adjacent transit street, or to adjacent paths which lead to the nearest transit street. Transit-oriented features consist of sidewalks, accessways, bikeways, pedestrian and bicycle amenities. The closest bus stop is located at the northeast corner of the site along Boones Ferry Road. This stop does not currently include a bus shelter. As indicated on the site and grading plans (Exhibits E3 and E7),the applicant is proposing new public sidewalks along the perimeter of the site connecting with the proposed internal pedestrian walkways and thus to the existing bus stop. The applicant is also proposing to install a bus shelter(Exhibit F1). As a condition of approval, staff recommends that the applicant demonstrate that new bus shelter conforms to Tri-met specifications and meets all applicable ADA and City standards. As conditioned,this standard is met. Landscaping.Screening and Buffering FLOC 50.06.004.11 This standard is triggered by the construction of a new non-residential structure or expansion in the footprint of an existing structure, and requires that 15%of the gross land area4 to be set aside in combined open space/landscaping. Screening and buffering of private utilities is required. As discussed in Open Space standards below,the site is approximately 44,171 sq.ft. in area, requiring 6,626 sq.ft. to be contained in open space/landscaping. The applicant is proposing 11,145 sq. ft. or 25.2%of the site as open space/landscaping and new street trees are provided along the two street frontages as indicated on Exhibits E4, E10, and Fl. The buildings are located in the southwest corner and north side of the site, with parking centered in between the buildings (Exhibits E3 and E10). Except for the proposed access driveways,the perimeter of the site will be fully landscaped and trees and landscape islands are provided in the parking lot. Trash enclosures are proposed to be fenced (Exhibits E13 and E16). The materials and colors for the trash enclosures are compatible with the materials and colors of the buildings and other site features. All landscape material is required to be guaranteed by the owner for a period of one 12-month growing season from the date of installation pursuant to LOC 50.06.010.2. As a condition of approval, staff recommends that the applicant provide a security in the amount of 5%of the total landscaping cost. As conditioned,this standard is met. 4 The applicant's narrative states that"gross land area"should be interpreted to mean land area remaining after required right-of-way dedications(Exhibit F1). The City has previously interpreted this standard as the land area prior to right-of-way dedications. Regardless,the proposed open space/landscaping percentage complies with this standard. LU 13-0043 Page 33 of 47 Lighting Standard [50.06.004.31 This standard is applicable when development will increase use of public and private streets, public pathways and accessways, or parking lots. Public Pathway Lighting Per LOC 50.06.004.3.b.i, public sidewalk lighting shall be low level lighting of less than 0.3 average foot-candles and with a maximum uniformity of illuminating ratio not to exceed 20:1. The applicant's narrative states that the proposed lighting for the public pathways will be a minimum of 0.3 foot-candles and does not discuss the maximum uniformity ratio (Exhibits E19 and F1)). As a condition of approval, staff recommends that the applicant provide a revised photometric plan that demonstrates full compliance with public sidewalk lighting standards. Street Lighting Street lights are required along major collector and arterial streets. There are existing cobra head street lights located along Boones Ferry and Pilkington Roads. The Engineering staff finds that no new street lights will be required along Boones Ferry Road. For Pilkington Road, staff finds that although two new streets lights are proposed along this frontage (Exhibit E3), no photometric data for the existing or proposed street lights was provided. Staff was therefore unable to determine if the existing street lighting is inadequate or if the proposed street lighting complies with these standards. As a condition of approval,the applicant shall demonstrate that Pilkington Road street lighting conforms to these standards and that if new street lighting is proposed, LED lighting will be required, to the satisfaction of the City Engineer,following the current City LED retrofit project. Parking Lot Lighting The standards that shall apply to surface open air parking lots in the IP zone are listed in LOC 50.06.004.3.b.ii. Open air parking lot lighting shall be designed to provide uniform lighting throughout the facility with the minimum lighting necessary for safety and security, with no light trespass, or disabling glare. The proposed photometric plan includes a variety of LED luminaires which are engineered for uniform lighting with the minimum number of luminaires necessary for safe and secure parking lot lighting(Exhibits E19 and F1). The plan demonstrates that no light trespass is proposed and will not produce annoying or disabling Color Temperatures glare (Exhibits E19 and F1). The luminaires are in the Kelvin kale designed and positioned with full cut-off fixtures (Exhibits E20 and F1). �� Per LOC 50.06.004.3.b.ii((2(b)), open air parking lot ' Caul Viltale lighting shall use lamps whose emission is perceived 6a1.1 as the warm (yellow/orange) end of the color _ fte# spectrum, except under the circumstances permitted �'��a —Memi WO& in this section. The graphic, right, demonstrates a MVP - typical color spectrum for different luminaires. The Warm Wh applicant proposes different LED luminaires that range t nj from 3,000 k to 4,000 k which is at the very edge of Zed jai l-trighPruw+reSodium the warm (yellow/orange) end of the spectrum (Exhibit E19). The maximum pole and luminaire height is 22 feet and both the luminaire and poles are Color spectrum to review proposed LED coated in a decorative dark bronze finish as noted in parking lot lights. the lighting cutsheets (Exhibits E20 and F1). LU 13-0043 Page 34 of 47 The parking lot lighting standards require a minimum illumination level of 0.15 foot-candles on the pavement. As shown on the applicant's photometric plan,the minimum level of illumination exceeds the 0.15 foot-candle requirement (Exhibit E19). The maximum illumination level is 4.0 foot-candles. The applicant's narrative and photometric plan states that the maximum proposed illumination level for the parking lot is 4.0 foot-candles or less(Exhibits E19 and F1). The lighting that exceeds 4.0 foot-candles is contained within the areas of internal walkways and under building canopies (Exhibit E19). Internal walkway and building lighting are not subject to these standards. As shown on the photometric plan,the proposed building lights do not over-illuminate the parking lot (Exhibit E19). No prohibited lighting materials are proposed. As conditioned,this standard is met. Park and Open Space FLOC 50.06.0051 This standard requires that commercial and industrial development provide open space/landscaping in an aggregate amount equal to at least 15%of the gross land area of the development. As indicated on Exhibits E4 and Fl, 25.2%of the site is provided in open space. This standard is met. Drainage Standard for Maior Development FLOC 50.06.006.31 This standard requires that drainage improvements be provided to ensure that the development will not adversely affect surrounding properties. In addition, this standard requires design features to minimize pollutants from entering the storm water system and that the intensity of runoff rates are maintained at their natural undeveloped level. The determination of whether or not the application meets the drainage requirements of LOC 50.06.006.3 is under the review authority of the City Engineer. This site generally slopes towards the northeast,towards the intersection of Boones Ferry and Pilkington Roads. There is an existing 30-inch storm conveyance line located within Pilkington Road along the northeast site frontage. The stormwater runoff from the site frontage along Boones Ferry and Pilkington Roads is captured in catch basins and conveyed in a storm pipe to the east through neighboring properties, where the drainage eventually outfalls into a regional detention facility for the Lower Boones Ferry drainage basin. The applicant has submitted preliminary drainage reports(Exhibits F8 and F9) prepared by a registered engineer. The stormwater runoff from the building roof areas and parking areas is proposed to be routed through a storm filter manhole for treatment, prior to being conveyed to the on-site detention facility(Exhibit F9). The treatment design for stormwater quality is 0.36 inches of precipitation falling in four hours with an average return period of 96 hours. The drainage analysis indicates two stormwater filter cartridges will be needed in the manhole (Exhibit F9). The City Engineer has made the following findings and conclusions: The required detention volume shall be the maximum difference between the stormwater runoff volume for the 50-year storm event from the proposed development site and the runoff volume for the 10-year storm event from the pre-development site. The detention facility is proposed to be constructed with a storm chamber system with impervious liner and will have a control structure to detain stormwater runoff,to the City of Lake Oswego standards (Exhibits E8 and F9). LU 13-0043 Page 35 of 47 Stormwater runoff from the detention facility is proposed to be routed to the existing public storm main located in Pilkington Road with a new manhole constructed over the existing main (Exhibits E8 and F9). As a condition of approval, a public storm cleanout will be required at the Pilkington Road right-of-way line. The City will be responsible for future maintenance of the storm line within the right-of-way. The final design regarding the storm management facilities will be reviewed prior to building permit issuance. All on-site storm water facilities will be private, and the applicant will be required to submit an operations and maintenance plan and record a Declaration of Covenant for Operation and Maintenance of Surface Water Management Facilities. The Engineering staff finds the proposed storm management concept complies with the Drainage standards but recommends that a trapped catch basin be installed at the loading dock at the rear of the donation center(Exhibits E3 and E8). As conditioned,this standard is met. Utilities FLOC 50.06.0081 This standard is applicable to all development requiring connection to utilities and requires them to be constructed in accordance with City Engineering Division's policies, design standards, technical specifications and standard details. The utility plan (Exhibit E12) indicates the proposed structures will be served by utilities in compliance with regulations enforced by the City Engineer. Compliance with this standard will be ensured at the time of building permit review. Sanitary Sewer: There is an 8-inch public sewer located in Pilkington Road. It appears the existing service lateral to this site is located at the northeast corner of the property. The applicant has proposed a new sanitary lateral being connected to an existing sanitary manhole in Pilkington Road and a cleanout located at the new right-of-way line.The Engineering staff notes that the new service lateral may be required to be tapped to the mainline, however, this can be determined at the time of final construction plans review for the street frontage improvements. The existing service shall be abandoned per City standards. Water and Hydrants:The City has an existing 8-inch public water main located in Boones Ferry and Pilkington Roads. The closest hydrant is located across Pilkington Road at the northeast corner of the site. The applicant has shown a proposed water line connection to the mainline in Pilkington Road which includes a combined fire hydrant and domestic water service. The Engineering staff finds that the fire hydrant shall have a separate independent connection to the mainline and the water meter shall be located behind the sidewalk. The water meter shall be located within a public water easement. The existing water service shall be terminated per City standards.These will be made conditions of approval. As conditioned,this standard is met. Streets: Boones Ferry Road is an improved major arterial street. Pilkington Road is classified as a major collector. See additional comments, below, under LOC Chapter 42 for street frontage improvement requirements. Sidewalks: Sidewalks exist along Boones Ferry Road and the frontage of the Crossing on the east side of Pilkington Road. A new sidewalk will be required along the entire site frontage for this development along Pilkington Road and also along Boones Ferry where the existing driveway approaches that will be removed. See additional comments, below, under LOC Chapter 42,for street frontage improvement requirements. LU 13-0043 Page 36 of 47 Other utilities: It is the applicant's responsibility to ascertain the availability of electric, gas, telecommunications and cable TV.All overhead utilities shall be installed underground. As conditioned,this standard is met. 3. Any additional statutory,or Lake Oswego Code provisions which may be applicable to the specific minor development application;and, City of Lake Oswego Streets and Sidewalks Code FLOC Chapter 421 This Chapter authorizes the City Engineer to make specific street and sidewalk improvement recommendations after taking a variety of policy and site specific factors into consideration.5 The City Engineer's comments are included, below, for the review of the overall understanding of the project. The City Engineer's conditions of approval are included, as they must be included in the decision,to find that the application will comply with this Chapter. The Engineering staff has reviewed the development proposal and field conditions in the context of the City's codes, improvement policies, and Transportation System Plan (TSP), and offers the following observations and recommendations. The proposed development is estimated to generate approximately 111 net new daily trips during the weekday p.m. hour.6 Additional pedestrian and bicycle trips can be expected as well. The cumulative effect of new trips (all modes) imposes an additional burden and concomitant concerns for preserving street capacity and public safety, particularly for bicycles and pedestrians. The City has a governmental interest in assuring that new development does not contribute to a degradation of adequate, safe and efficient public transportation facilities. New development should mitigate the negative impacts (increased noise, and the degradation of aesthetics, safety, system capacity, and bicycle and pedestrian mobility) resulting from new development.The City has adopted a broad palette of policies, plans, regulations, and fees that have been designed to offset the adverse impacts of development on the natural and built environment. In this regard, the following regulations, standards, and site specific characteristics have a direct bearing on the governmental interest in preserving the functionality and safety of the public infrastructure, and are particularly relevant to this development proposal: • The City's Comprehensive Plan identifies Pilkington Road as needing bike lanes. • Pilkington Road is designated as a major collector and, as such, should be designed to safely accommodate bike and pedestrian traffic. • Boones Ferry Road is designated as a major arterial and, as such, should be designed to safely accommodate bike and pedestrian traffic. s To meet the review criteria for a minor development,the applicant must comply with "any additional ... Lake Oswego Code provisions which may be applicable to the specific major development application,such as...the Streets and Sidewalks Ordinance." LOC 50.07.003.14(d)(ii)(d). The determination of whether or not the application meets the requirements of LOC Chapter 42,Streets and Sidewalks, is under the review authority of the City Manager or City Engineer;the requirements of this Chapter are not under the review authority of a hearing body,other than to find whether or not the City Engineer or City Manager has found that the application complies with LOC Chapter 42,or whether conditions of approval are required for compliance with this Chapter. 6 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis, prepared by Kittelson &Associates,August 23, 2013. LU 13-0043 Page 37 of 47 • The site is located within walking and biking distance of the surrounding neighborhoods and businesses. • The site is located within a quarter of mile of a transit system. • LOC Chapter 42 directs the City Engineer to recommend to the decision making authority the appropriate width of public rights of way, and the width and character of the improvements contained therein. • LOC Chapter 42 requires frontage improvements, including pedestrian improvements,to be constructed when property is developed. The implementation of the City's plans, policies, and regulations will offset to some degree the negative impacts of development on the public infrastructure. LOC 50.07.003.5 allows the reviewing authority to impose conditions of approval on a development permit when the condition is reasonably related to alleviation of a need for public services or facilities created or contributed to by the proposed development. In addition,the US Supreme Court has rule (Dolan v. City of Tigard)that, in order to require exactions,the local government must apply a test of"rough proportionality" between the impacts of the proposed development and the need for the exaction. Boones Ferry Road is fully improved to the anticipated width along the site frontage. Required frontage improvements will include constructing new curb and gutter(full 6-inch curb exposure) and a sidewalk across the driveway approaches that will be removed. The new sidewalk shall match the existing sidewalk width along the site frontage, to the satisfaction of the City Engineer. Pilkington Road along the site frontage is substandard in that it lacks a bike lane and sidewalk. The Comprehensive Plan identifies Pilkington Road as needing bike lanes and the City's TSP also identifies major collector roads as having bike lanes. This development will be required to provide a 12-foot travel lane, 5-foot bike lane, concrete curb and gutter, and an 8-foot wide sidewalk (excluding the width of the top of curb) along the Pilkington Road site frontage. The 5-foot bike lane shall be measured from the edge of the 8-inch wide white stripe (separating the travel lane and bike lake) and the edge of the concrete gutter pan for the curb. An appropriate transition at the south property line will be required to be designed to match the improvements with the existing conditions heading south along Pilkington Road. All of the frontage improvements will be required to be located within public right-of-way;therefore, sufficient right-of-way dedication will be required along the site frontage.The applicant has provided a preliminary plan (Exhibit E3) indicating that an 8-foot right-of-way dedication will be needed for the above described frontage improvements. The Engineering also notes existing overhead utilities along the Pilkington Road frontage. Per LOC 50.06.008.4.d, utilities shall be installed underground. This development will be required to underground the existing overhead utility lines along the site frontage from the existing utility pole located at the northeast corner of the site to the south property line. The existing utility pole located at the northeast corner of the site can remain to avoid undergrounding utility lines across Boones Ferry Road. The applicant's plans indicate that the existing overhead utilities will be removed and installed underground in a conduit (Exhibits E3 and F1).The Engineering staff also notes that the proposed sidewalk clearance around this utility pole is proposed to be 4.6 feet(Exhibit E3). In order to provide adequate clearance per ADA standards, the minimum clearance shall be five feet. This will be made a condition of approval. LU 13-0043 Page 38 of 47 As conditions of approval of the proposed development, the City will require the following exactions: Boones Ferry Road Frontage: • Construct new curb and gutter(full 6-inch curb exposure) and sidewalk across the driveway approaches that will be removed. The new sidewalk shall match the existing sidewalk width along the site frontage. • Provide a minimum 5-foot sidewalk clearance width around street elements such as tree wells, street lights, utility poles, benches, etc. • Provide adequate right-of-way dedication (if necessary)to construct the frontage improvements inside of the public right-of-way. It appears the required frontage improvements can be constructed within the existing right-of-way. Pilkington Road Frontage: • Provide a 12-foot travel lane, 5-foot bike lane, concrete curb and gutter, and an 8-foot wide sidewalk(excluding the 6-inch width of the top of curb). The 5-foot bike lane shall be measured from the edge of the 8-inch wide white stripe (separating the travel lane and bike lane) and the edge of the concrete gutter pan for the curb. • Construct the driveway approach in compliance with City and ADA standards. • Provide a minimum 5-foot sidewalk clearance width around street elements such as tree wells, street lights, utility poles, benches, etc. • Underground the existing overhead utilities along the site frontage. • Provide adequate right-of-way dedication to construct the frontage improvements inside of the public right-of-way. It appears that an 8-foot right-of-way dedication will be sufficient. The above exactions are directly related to mitigating the adverse impacts created by the development, as follows: • The provision of additional right-of-way will allow construction of the required street frontage improvements. • The described improvements will address the increased vehicle traffic because, with a separation between vehicle, bicyclists and pedestrians, the traffic capacity of the street will be preserved. • The described improvements will encourage use of the sidewalks and bike lanes, and use of transit,thus reducing the demand that would otherwise arise for vehicle travel on the street. • The described improvements will address the safety of the pedestrians and bicyclists by providing separation of modes of travel. • The described improvements will address the safety of ingress into the site and egress from the site. • The City therefore finds that exacting the improvements on Boones Ferry and Pilkington Roads is therefore directly related to the increased traffic, bike, and pedestrian trips that will be created by this development. The City finds that the exaction of the required improvements is roughly proportional to the adverse impacts created by the development because: LU 13-0043 Page 39 of 47 • The proposed development can be expected to generate approximately 111 net new daily trips during the weekday p.m. hour. The required frontage improvements along the property frontage will result in a greater use of alternative modes of travel (pedestrian, bicycle,transit), both today and in the future, as traffic congestion increases in the area. These additional alternative mode travel trips will help offset additional vehicle trips generated by the development. • Similar exactions for site frontage improvements have been required for similar developments in the area,with the result being that such exactions have mitigated the increased traffic(vehicle, pedestrian, and bicycle) by preserving the functionality and public safety features of the public street system. In light of the above facts and Code requirements, staff finds that the development of this site will place sufficient additional demand on the surrounding street system to justify the associated improvements above, and that these exactions are roughly proportional to the degree of impact imposed by the new development. Note: There is approximately 60 feet of street frontage along Pilkington Road at the south end of the site that will be adding pavement width in order to construct the required bike lane. Although additional pavement is added to Pilkington Road, pavement for"bicycle trails which are physically separated from other paved areas and which are not available for use by automobiles" are not included in "pavement width" for purposes of Section 40 of the City Charter. Pavement within a bike lane marked with a painted line is not included in "pavement width"for purpose of requiring public notice and opportunity for election. CAO Memorandum Opinion, City Charter Section 40— "Major Road Expansion"and Bike Lanes, (Nov. 19, 2013). Therefore,this condition is satisfied, and no action will be required regarding Section 40 of the City Charter. City of Lake Oswego Tree Code [LOC Chapter 551 Tree Removal As illustrated on Exhibit E9,there are seven trees on the site that are five inches in diameter or greater. As detailed in the applicant's narrative (Exhibit Fl) and arborist report(Exhibit F5),the applicant is requesting to remove all seven trees to construct the proposed development.The requested trees include: 38-inch Big leaf maple, 30-inch Big leaf maple, 19-inch Big leaf maple, 25- inch Douglas fir, 15-inch Japanese flowering cherry, 11-inch Japanese flowering cherry, and 18-inch Colorado spruce. Trees proposed for removal in conjunction with a minor development can be granted tree removal permits [LOC 55.02.035; 55.02.080], if the following criteria are met: 1. The removal is for development purposes allowed pursuant to the City Code; The removal of the seven trees is necessary for development of the proposed buildings and site improvements (Exhibits E3, E7, E9, and F5). 2. The removal will not have a significant negative impact on erosion, soil stability,flow of surface waters, protection of adjacent trees, or existing windbreaks; LU 13-0043 Page 40 of 47 The removal will not have a significant negative impact on erosion, soil stability, or flow of surface waters because the site does not contain significant slopes, has stabilized soils, and the proposed drainage improvements are designed to handle stormwater runoff from all new impervious surfaces (Exhibits F1 and F8-F9). The removal will also not have a significant negative impact on protection of adjacent trees or existing windbreaks because the trees proposed for removal are either smaller than the other nearby trees or are separated far enough from other trees that they do not provide a wind break. 3. The removal will not have a significant negative impact on the character, aesthetics, or property values of the neighborhood, except when alternatives to tree removal have been considered and no reasonable alternative exists to allow the property to used as permitted in the zone;and, Three of the trees (Big leaf maples) are in poor condition due to years of neglect and damage from on-site activities(Exhibit F5); they do not contribute to the treed character of the neighborhood. Two of the remaining trees are smaller street trees (Japanese cherries)that do not provide a significant contribution to the treed character of Boones Ferry Road. The two remaining trees are evergreens,the 25-inch Douglas fir(in fair condition) and the 18-inch Colorado spruce (in good condition) (Exhibit F5). Both of these trees are more prominent on the site but they are located in areas that will be severely impacted by the proposed development. The Douglas fir will be impacted by grading and new impervious surface on three sides from the Pilkington Road driveway, sidewalk, and parking lot, all of which would be difficult to revise to the extent necessary to preserve the tree (Exhibit E3). The spruce is located in the area of new landscaping and a proposed water feature at the intersection (Exhibit E10). The landscaping and water feature could be revised to include this tree but staff finds that it does not provide a significant enough contribution to the treed character of the site to warrant the extent of revisions necessary to preserve it. 4. The removal is not for the sole purpose of providing or enhancing views. The trees are not being removed for view enhancement, because their removal will not improve any views. For the reasons outlined above, staff concludes that the removal request for the seven trees complies with the applicable criteria and may be approved. The applicant will be required to apply for a Verification Tree Removal Permit for the seven trees prior to approval of the building permit. Mitigation Any tree approved for removal under the Type II tree analysis shall be mitigated at a minimum 1:1 ratio. Mitigation trees should have a minimum 2-inch caliper diameter for deciduous trees and a minimum 6-8 foot height (excluding leader)for evergreen trees. There are seven trees to be removed;therefore, seven mitigation trees meeting the standard mitigation specifications of LOC 55.02.084 will be required. The applicant will be required to submit a tree mitigation plan with the verification tree removal application showing the size, species and location of seven trees in compliance with the minimum mitigation requirements. LU 13-0043 Page 41 of 47 Tree Protection The Code requires tree protection measures for most new construction, LOC 55.08.030(1). After removal of the seven trees,there will be no trees on the site or abutting the site that will require protection during construction (Exhibit E2). 4. Any applicable condition of approval imposed pursuant to an approved ODPS or prior development permit affecting the subject property. There are no prior conditions of approval that affect the subject property. V. CONCLUSION Based upon the information provided by the applicant and the findings presented within this report, staff concludes that LU 13-0043 complies with the majority of the applicable criteria and standards as conditioned, with the exception of the Hardship Variance standards. VI. RECOMMENDATION Option 1 (Recommended): Based upon the applicant's submittals as of the date of this report, staff recommends Denial of LU 13-0043, because staff finds that the applicant has not met the criteria for a Hardship Variance for a direct access onto Boones Ferry Road (an arterial street), and staff does not find that conditions of approval can be imposed by the Commission that will allow the proposed development to be approved (denial of the Boones Ferry Road access is too fundamental to the site plan). If the applicant requests the opportunity to revise the application prior to the Commission's adoption of an Order denying the application (and extends the 120-Day deadline), staff recommends that the Commission approve the applicant's request to revise the application, and continue the hearing to a later date in order for the applicant to provide revised site plans and narratives that demonstrate compliance with the Access standards for the Commission's consideration. Staff will provide additional findings and recommended conditions of approval appropriate to that proposal prior to the continued public hearing. Option 2: If the Commission finds that the Hardship Variance could be Approved, staff recommends the following conditions of approval to be imposed on the proposal: A. Prior to Issuance of any Building Permits,the Applicant/Owner Shall: 1. Submit final site and building plans for review and approval of staff that are the same or substantially similar to the site plans, floor plans, and building elevations illustrated on Exhibits E3-E25,to the satisfaction of staff, with the following revisions: a. An internal connection as shown on Exhibit E6 between the subject site and the abutting property to the west (Tax Lot 4100 of Tax Map 21E18BA). b. The upper wall CMU siding on both buildings shall be replaced with brick siding or brick veneer siding. The size of the brick shall be similar to the standard 2x8-inch brick size. The color of the brick shall be a lighter red color, to the satisfaction of staff. LU 13-0043 Page 42 of 47 c. The proposed composite stucco on the Pilkington Road façade of the retail building shall be replaced with a window system similar to the window system on the internal facade. Any painted metal doors in that same area of the facade shall be revised to glass doors. d. An additional covered bike parking space shall be provided for the retail building. e. The 13-foot driveway off of Boones Ferry Road shall be a one-way ingress-only driveway with "entrance only" signage in appropriate locations,to the satisfaction of the City Engineer. f. The Pilkington Road driveway approach shall be a maximum of 24 feet,to the satisfaction of the City Engineer. 2. Provide a revised photometric plan that demonstrates compliance with public sidewalk lighting standards, including average lighting of less than 0.3 foot-candles and a maximum uniformity ration of 20:1. 3. Submit engineered construction drawings for the public and site improvements for review and approval by the City Engineer. Drawings shall conform to the City's designs standards and the drafting specifications found in the City's booklet "CAD Standards and Design Requirements," May 2006 edition.The plans shall include the following design elements: a. Boones Ferry Road Frontage: i. Design of new curb and gutter(full 6-inch curb exposure) and sidewalk across the driveway approaches that will be removed. The new sidewalk shall match the existing sidewalk width along the site frontage. A minimum 5-foot sidewalk clearance width shall be provided around street elements such as tree wells, street lights, utility poles, benches, etc. ii. Provide adequate right-of-way dedication (if necessary)to construct the frontage improvements inside of the public right-of-way. iii. Design of the new bus shelter in conformance with Tri-met specifications and all applicable ADA and City standards. b. Pilkington Road Frontage: i. Design of a 12-foot travel lane, 5-foot bike lane, concrete curb and gutter, and an 8-foot wide sidewalk(excluding the 6-inch width of the top of curb). The 5-foot bike lane shall be measured from the edge of the 8-inch wide white stripe (separating the travel lane and bike lane) and the edge of the concrete gutter pan for the curb. The sidewalk at the south end of the site shall transition back to the existing edge of pavement. ii. Construct the driveway approach at a maximum width of 24 feet and in compliance with City and ADA standards. LU 13-0043 Page 43 of 47 iii. Provide a minimum 5-foot sidewalk clearance width around street elements such as tree wells, street lights, utility poles, benches, etc. iv. Provide adequate right-of-way dedication to construct the frontage improvements inside of the public right-of-way. v. Design drainage facilities as necessary to accommodate the frontage improvements.. vi. Design to underground the existing overhead utilities along the site frontage. The existing utility pole located at the northeast corner of the site can remain to avoid undergrounding utility lines across Boones Ferry Road. All new utilities shall be installed underground. vii. Design of the private storm service lateral to connect the on-site private storm system to the existing public main in Pilkington Road. A manhole shall be required over the existing public main and a cleanout shall be required at the right-of-way line. viii. Design of the private sanitary service lateral to serve the development. The existing service lateral shall be abandoned per City standards. ix. Design of the private water service. The domestic water service and fire hydrant line shall have separate connections to the mainline, and the water meter shall be located behind the sidewalk. The water meter shall be located within a public water easement. The existing water service shall be terminated per City standards. Fire hydrant requirements shall be to the satisfaction of the Fire Marshal. x. Design of street lights along the frontage according to the City's lighting standards. LED lighting will be required for any new street lights. xi. Show underground utility vaults. c. Submit a final site plan,storm plan and storm drainage report for the on-site water quality and detention system, prepared by a registered engineer. A trapped catch basin is recommended to be installed at the loading dock at the rear of the donation center. 4. Construct all public improvements required by Condition A(3) above, or provide a financial guarantee to ensure their completion per LOC 50.07.003.9. The financial guarantee shall be 120%of the estimated cost of construction, based on a cost estimate approved by the City Engineer. The applicant/owner shall submit preliminary public improvement construction plans that are far enough advanced to support an itemized estimate of the cost of construction. 5. Apply for and obtain a verification tree removal permit for the seven trees approved by this application. The verification tree removal application submittal shall include an 812" x 11" copy of the tree removal plan and a mitigation plan showing replacement trees on a 1:1 basis. Replacement trees shall not be dwarf or ornamental varieties and shall be at least two inches in caliper if deciduous or at least 6-8 feet tall (excluding the leader) if evergreens. LU 13-0043 Page 44 of 47 6. Submit a final landscape plan for review and approval of staff. The landscape plan shall be the same or substantially similar to Exhibit E10. 7. Submit a final erosion control plan and evidence of DEQ 1200-C erosion control permit. The erosion control plan shall be designed by a civil engineer. 8. Pay all applicable System Development Charges pertaining to the proposed development. B. Prior to Final Building Inspections or Occupancy of any of the Structures,the Applicant/Owner Shall: 1. Complete all public improvements as required by Condition A(3), above, submit certified "as-built" drawings conforming to the City's standards for record drawings, and receive a certificate of completion and acceptance by the City. 2. Complete all private utility services, including water, storm, sanitary and franchise utilities. 3. Submit an Operations and Maintenance Plan for the private on-site storm facilities for review and approval of the City Engineer, and record a Declaration of Covenant for Operation and Maintenance of Surface Water Management Facilities. 4. Install all mitigation trees as required by Condition A(5), above. 5. Install all landscaping as required by Condition A(6), above. 6. Provide a one-year guarantee (one 12-month growing season from the date of installation) for all landscape materials, including mitigation planting, pursuant to LOC 50.06.010.2. The guarantee shall consist of a security in the amount of five percent of the total landscaping cost. C. Prior to Installation of any Signs,the Applicant/Owner Shall: 1. Obtain all necessary sign permits. The applicant/owner shall submit sign plans and elevations in accordance with the Sign Code for review and approval of staff. Colors and material of the signs shall be compatible with the architectural details and colors of the approved building in the following manner: a. The maximum size of any monument sign shall be six feet in height overall and shall be constructed of materials that complement and are consistent with the final exterior siding materials of the donation center and retail buildings. b. Internally lit cabinet signs shall not be allowed. Code Requirements: 1. Expiration of Development Permit: Per LOC 50.07.003.17, the Development Review Permit approved by this decision shall expire three years following the effective date of the development permit, and may be extended by the City Manager pursuant to the provisions of this section. LU 13-0043 Page 45 of 47 Notes 1. The applicant is advised to take part in a Post Land Use Approval meeting. City staff would like to offer you an opportunity to meet and discuss this decision and the conditions of approval necessary to finalize the project. The purpose of the meeting is to ensure you understand all the conditions and to identify other permits necessary to complete the project. If you like to take advantage of this meeting, please contact the staff coordinator at (503) 635-0290. 2. The land use approval for this project does not imply approval of a particular design, product, material, size, method of work, or layout of public infrastructure except where a condition of approval has been devised to control a particular design element or material. 3. Development plans review, permit approval, and inspections by the City of Lake Oswego Planning and Building Services Department are limited to compliance with the Lake Oswego Community Development Code, and related code provisions. The applicants are advised to review plans for compliance with applicable state and federal laws and regulations that could relate to the development, e.g.,Americans with Disabilities Act, Endangered Species Act, etc. City staff may advise the applicants of issues regarding state and federal laws that the City staff member believes would be helpful to the applicants, but any such advice or comment is not a determination or interpretation of federal or state law or regulation. EXHIBITS A. [No current exhibits; reserved for hearing use] B. [No current exhibits; reserved for hearing use] C. [No current exhibits; reserved for hearing use] D. [No current exhibits; reserved for hearing use] E. GRAPHICS/PLANS El Tax Map E2 Survey of Existing Conditions E3 Proposed Site Plan E4 Proposed Site Plan with Shaded Landscape&Open Space E5 Propose Site Plan with Shared Access Easement E6 Proposed Site Plan with Internal Shared Access E7 Proposed Grading Plan E8 Stormwater Management Plan E9 Tree Removal Plan E10 Landscape Plan E11 Goodwill Donation Center Building Elevations E12 Retail Building Elevations E13 Sign and Trash Enclosure Elevations E14 Goodwill Donation Center Color Elevations E15 Retail Building Color Elevations E16 Sign and Trash Enclosure Color Elevations E17 Color Perspective Drawings LU 13-0043 Page 46 of 47 E18 Proposed Floor Plans E19 Proposed Photometric Plan E20 Lighting Cutsheets E21 Bike Rack Cutsheet E22 Window Cutsheets E23 Window Framing Cutsheets E24 Water Feature Details E25 Color and Materials Board F. WRITTEN MATERIALS Fl Applicant's Narrative F2 Applicant's Addendum Narrative, dated November 25, 2013 F3 Applicant's Hardship Variance Narrative F4 Applicant's Hardship Variance Narrative Addendum, dated November 26, 2013 F5 Arborist's Report, prepared by Tree Care& Landscapes Unlimited, Inc., dated November 14, 2013 F6 Neighborhood Meeting Documentation F7 Traffic Impact Analysis and Appendices, prepared by Kittleson &Associates, Inc. dated August 23, 2013 F8 Preliminary Drainage Memo, prepared by Cardno, dated August 16, 2013 F9 Preliminary Drainage Report, prepared by Cardno, dated November 7, 2013 F10 Goodwill and Mike Duyn Access Easement Agreement F11 Fire Marshal Memo F12 Informal Interpretation Request, prepared by Baysinger Partners Architecture, dated February 13, 2013 F13 Informal Use Interpretation Analysis, prepared by Ron Bunch,former Interim Planning Director, dated February 22, 2013 G. LETTERS Neither for nor Against (G1-99): None Support (G100-199): None Opposition (G200-): None Date of Application Submittal: August 23, 2013 Date Application Determined to be Complete: December 13, 2013 State Mandated 120-Day Rule: April 11, 2014 LU 13-0043 Page 47 of 47 I Thie nNE_AlaaJOLOSIFYKI lot I 2 I E I 813A 1182038 .wi mmtmoird Orgy NE 1/4 NW 1/4 SEC. 18 T 2S R.1 E. W.M. D LAKE OSWEGO CLACKAMAS COUNTY CANCELLE 01 TAX LOTS 0 3401 4300 4n1 a 1Hr-r IGO' 3701 4400 17)1 4101 3002 ..e: 1.11 3901 aeo3 or sl 7—2 2 SEE MAP 2 IE 700 oe 400! 570 3-,0 3 45 7. _ / - ••...,. j,r, ,,, giee:1" •, -;,--,-,, ; ;:k-,-, --.-,-.„,.,..-....,-...,---—, . 9:. 3.41D0 4 a wo.......; -..-k. ..., .-_1;0. P7"...1.k., .. ....,.., •• ."•.......,Ve....,. ... . .. .4 mess -1r:' ;:r e:s _ICI0 .".:24°° „A. 0111. ....... '4.,......?'I"11. h1-,.• ',IN NJ, . " " 700 •• 300 4 .: '4°° 5582 25?iQ 07 * ,. ,, 15607 a I S686 r• -, ,.581111 J7.-A,....., '' _., 4 a"le ,* , f CJ 2300 ' 800 8 . 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I20 J.ff.•os=rfi w/v.RinxCEl C.6i4Exsiou /• ouN.�EP.a PAR�n R ofPf0 35 s• 9i z5 0:: , .-.. r°IA<r., Alts(.r rex aIspot -u,nr�.ru oavn=�rns. sa.ces n,oszA,a I spot.: k5::155/50,55,55 CSI.pIsxuxI(r.ssum] I29.-5 SPc�Ess G C ' i s/ 1. ) 19pfµyI� iilGl?\ 4E9icnD,(n555.9) ▪ rr R ,E9 Cs(I.L J9/ioz) SPACES(wsI Nd.5551.51:: OAXNEI [ LNC(fOCY 15 N ,.am C-L5.;,11.,cy iE/ ▪ '°Pn ,o>.5=Nig, sett5 fA�how , SITE PIA = / PHASE#1\ _ E sPo EEaESPA xlW9E4ww C4EPA_sx�veo ` IoxmnP.vexixel exP�tiLOOPE0 s • "aPAo = SPACE-S(5,5 o Insool - o, ,uu+s :cfsu aR:,f,5°�� ,F.x, xrxSr.,(s A101 -,I:,.x...£ e.s no '-!.'.,t :z z o¢sr_�..-'1E. W , _ i_I ti ILLJ LLEI t - I 1 LOWER BOONES FERRY ROAD I • Q`� t _c, E 36'-D' "-WAR VISION uNE c fls11Hc oRATGG£ r PROPOSED Ura n sr SIGN.UNDER- - J L 6 c$ S EASENGIT l0 eE RELTOVEp -- I PBiS TER �SEPARCN PEARL LIMES ca g C g w✓ : i _ . 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W URI p PARKING flEMRPfO: 35 VAUS SPACES IA3Arff MODIFIERS).A 7 10001NLL uopa.OVATIONS 1.7 SAGES IOW NEN IMtt'Pi[e{ OhAWNM CM (crREBEY E PRINaMLESTARa..10.1(AsaMeG} z1E 0{061411.651.11 uut .mn TRANSITRSN�ELTER IkrXN 500 FT JO 6e OLrP+LRa a.E'S0LNr1AL UNITS VANN N 1.000 i .e Mori,. \\\ L PARIONG AUGKE SS° sPMzs OM Nw) SITE PLAN -TOTALAPKIND PPALE0 3s SPINES E1)R/IWD ASSAA�) P"A`'E Yf' -A.INaEa of ADA nuts REwIo: 2 SPACES • -sums..0`ADA STALLS PROVIDED: i PACES µNEER V coURACr SPACES MEMO: ) ACEs OM TOTAL rums* -NLI.OR V COMPACT SPACES PRV00E0 ) SPACES ` -4biLL PATE PARKING REWNN', 3 SPACES . 1 DUAL 5x11 aka 3 SPACES(6.116 01/2500) cons*,• eWARsoss, 2 A S(s 0H 1/ls0007 Alin -TOTA1 BIKE PARKING MIMEOI 5 (5 COVER®) TOT.LANDSCAPE NSWIRLP. 9F(161 TOTAL SITE AREA) -TOTAL LANDSCAPE PNDNDED 11,116 EFIz3.270 DESIGN E1EEW S I I I � r r I i r i ^ III I / `. I I / N r / / N / 1 \ r / - ' ', \\�\/ t � ;� II 96_ H IH Pl -i ` / II — / I 1 Jrn ID o e IeD u D ', \I. 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R. l 5> ' ..„Em._ .*.Pb PROVIDED m�� r014"srru����nr 1. % Z O ' n5 _ Asp e —_— =i: Sf _o o'1 6. _._ ac..P u9. —.1 � a r c '11`: .. '� Is 6' e •go v u�°Fo°ao i�a9,A� G x r ----- _ . '`kAU,« Jx ¢ Te'sEoxv.�-- og xc,n vjasrTEAVEL In o cs cs M r5n0Ym' / i CC,�0 P4 LAT-AIM •7.1 WOE x ?r Ld u W a • iu • G / E Q _ / 410.- JFW=°ipu� .. • / cFS9N00LI.C.AT . ,;= EDF!iA1J�8AY AO. / rrs0r..0 7 EErIIQ p' dQT FOR ern=rrar+lrvuo,TmttplX1-1 S!TEy... .7 PLAN pg 14, rp�cTRUrTIpy x,,,El.:I.n:A 10,20' :--4 s - NE.-,� � "� -0 �� E sF nc[V,1 `°�rNE"' SiSTE CALCULATION xE 'v• 1=f ssP PROPER,NC. n a,.SEs] N.N. fr v,scuE v°;�r.c;c."a`o:` r�v,a+Ro -o�xxo I a :zE ST E n 2 IE6[vr ENS[` "�SCJEIXC.r,pv 1 10,9 G4C51 REA LO:CON/IA.PERCENT.. 73 SF ,72s ISSU(OI AHED DATf �.. rxory �An nw.,cNxn -r a FEE.a/veaI.Ncf� =m®A 11.11 ` SOF.+rm° eEr ' / S.0 r 91.,A9O cvax.r 1.1 a•a-r a/vaeiAxq) \ cm+v0.ctDr.xxncxSs E oo1�1,101.RO SI e12 0,o FEET ,vi z<' \ \ \ / v cwom o w�s:.ausxn x+Eu. 13.E .".., (.. 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'n.,eoui wo xeeaa S .eS�, m TREE,......1.10OR 9.T CUT▪...STALL SE YET,ORITED OMIT r .aPI ,«gy '°p....ITYSTKILIEs�TO BE 5w. , THAT O ,oTif , .raawsr wownxv;a avF n..INe • r e MOSEin:. _ — g_w • H =EIiE2AI_OTE=ARBOfYST U - t � ` l�' f4_ E. ...TOT WA▪LL.EE«cu.e.' • _ 6m,•fm..,e i -r xr..l�.•..o..o•fr�no.N.r.u.riox.• \ /� �� ' PTErn,.or.LTcraxcw..rmr,.�xrsoo al r hAl IJ LSSMai,LED.,r-rEnIE«rnE TRE:PROTEC,T�:a�a,a, E,'M.=xE «is A NE • I. xcsxuL .x��rTMrxF�x..L��.9 ,a.,��dF,.�...,RF��x.,•.n=��.w ¢6rJ 01 L an.�.,�..n.xo.oLs,r«rye oao,Fcr ., . Illilk -r \\ i III i' I I < TO TOr• oil COMMENT, .L.rE•OLs:.,w..E.URaxoE T,.WS WASTE IrE„P o.P..0 m t` - } m- C7 �--d ' r,�'sraucYlaul�EWu owRunoF. xeEEmoLEwrnoh<rs MotC:�tnFlEaR x.rvnLL Prcla _— E • /////,,,,,JJ///////////JJ// Nd E. _ d•I $ W..1 oxEwLEss�Ec °41=g.,1',xglE�v:o nPw+mE69trxE m. E �'/�� • • :� ....n.w.n.......un......rz 1 LEGEND nsomintvIsto Dalt _ _/ I t I ,._._.. Lenuas 'UCH. }� I I TESEI a,. aff ..no ///////JJJ////////,,,,/J/// f • /` 1. • ((L/�`�) ▪canancrox TO PROT.,IN RACE VARIES " • '.� y�•sF Fmsru.cF1ax EVERGREEN- EEE IN PLACE WALES oP /i ////J////I.. .4 0�'R• I /U Ensriw[.�ertww�s rn=r roereFuavcn / ///J-£V5711..6.2,0,04 '5/1�' ;'(/ Ensn.,G£vcvc�cu rgcc roes...hvm I9WGIWLISSI!90.1E ii6SYl3 I ��CC YY . DAWN 61'P1G IIII 4 8r#YR j f .�< Wsroc ti� a TREE PRESERVATION /"x r ; I a• � ,gEEs. p� X CAR•NOPROJ= •1!•tl• &REMOVALPLAN P I lop P'�CI �_. .,�__ 1100 NNCN . o ,, 29 m so / ' 4r., ..m.,,r.'. m'e oA mu.9-},, DESIGN DEVELOPMENT CO 0 11.E / ../ . so t : /I fwupirwnc 0-_w IF Ywr:_.__ _YEoy.c a , 9//-� e i J I' I�vsr�Mn �r .... af 621,1 A.56-10611 1/l I nNryR+.1110- EM yr GN,RrRud v MI r(y1111 EA.4761.MAPLE o a„.....,v.' 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EC: psE1 ' A611SHEE1TwTHREE OF_C10,5TREES.e6E E.ERGREE6 VICE/60-11116 SH..SH.L. oG49T SMMEJ , 11. s E l0nEPEMINIM.. • i GEUE! n65 F07..I.E .E.NEE FOR EACH m11ERE1.1 `c- IR SEA, 0. E s.141.10Nnh LEGE. c.q ywxN1,aF FO.1REESM6E0.61IX5F/ . � R , ...ME SC E -fG.no,na n • f:r -fi-. 1' - n e. sr .. 7� _A � JE' ` I ^GYc"—' YG•c_:' �loireEa• Yq®�2,'tC 144,10•,‘:' _ ,- "�Po "yxc SHALL eM.POnMrdlnE slnxoAMS Esrwas rMnR cry aP LAKE 05.30 ` • P,16.1.ePis xALL RANT erns SHELL HAvE A a 01.611 s RARE MULCH ,H1.11=-1-..1.1' - �\ �. /,•fll`!4k71,%., f 130FAFE AREAS 21661 xgvsgcoMar:rEuxNaaw wnurk mw 0160.0160.1011 SYSTEM 11.1, x / g ®P _ x13u,nc11 / Fr,Tc oLw.wvew.cc mrTEnw JEULsnEnrnTa SITE MEET ..� .... . w»rt • , f 1 $0 E srunDsIssxln,pE�sn " / I I ! �r s onseuonrrx YEE.E.P.61.nT 1-09.6.1.111.031-09.6.1.111.0311-MgiewLL 2.011,11x5 FROM TME 2110010.... Jr,11 AR 19 EA • I f : I GIETE MICR,1.1.1.nd+hnr 51.1.1T,111.15 WIT..aww.T.T. 1.THESE 26PEGFIc6.119.1e aREJECTED BY THE • 1�w s�j;. 4 ! SSE,TEuS w,p1.1•01:70670-uE0-Ta EERERUCEOMnH 1 (11V6114,14.41,1, e.12 COMvuuu¢wmTan w11.5..1 6sm1.0.4 1.10.RE mom PE= , 0 E Cn.avwwEdaw+rT , • I :✓ y II /-- ry 109GIIYEISSUEGA1.42G11 1Yo ! (tfCE09C N� En9xroRnM = I :' .�� • PLANTING PLAN 4:P.,-, CARONO PROJECT Rx 21202590 '_ ��FC'T �_l l 1"' rliarr :i.,� cP� -' 1`7 -- r�r "n 171-= =I�� L200 % Ens, „,,,.v '` L 1 @ C 10 20 110 BOEJssi SVen,ESMATE rAT.,Fit 120 1261,u.Wnr.9-16. F1161611.19-27, ori 2.03, DESIGN DEVELOPMENT 1-11-1 ,in CONCRETE...SW.UNIT WALL xEYV CE- o Mn .) sarv...,RE[Kki.lS[ROVED.•-.CE CWI 1,-.5(RECESSED M� 13n rirz CR sANLn.M.rERaLs GRDCND..-,R RR IFPS` s n <r..,1-5.aw V�..-E 4�.����g�z TEE w�NSRxT �,FE; a 44.a= 4 { „a R�z._Go 7, c4�i, I 1 LUSE,cVE6JCAaCNP�nt�<F _m 0. O. I � NI1NI I (Il C'+7-- 4.. 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S"� rNri psuor or no td L71pd 6SLI D iyN15En rum ®®Mm6 n 17,,11 CAMINCI r ORVIAt MLII DM od16.71;1 u SIM¢�CaE«xart� I��rJ,�.J I I I I -fl AE !�1„_.t__i _ J..; r_o .rr Oryxer (M (IYMAU ST II g11 L= EXTERIOR i-�T�IJ.I I'I iii 7.��m �=■ L1fATE0N5 1Hi-,"-r' ;I I rI=,r _ I. ,r MONi'MENS wci, �7 q_hl E_rc^-,•"- Zig-E' _i., iN fit TRASH ENCLOSURE SIDE ELEVATION A203'' ✓: , ',QC/ y....y<.,..o -- DESIGN Epp... W ELEVATION KEYNOTES 40 CONCRETE known wet ix. 411. I ma k, Rue.aNL ME DM DRY ELLOIN SDNDED IED 4PGUWD FACE COLOR SZE 1DDNE ['�f!11 1111'.a OMPl-A 000DDOOEo IDN) J N MADORALO 40.WH6 EAE I!HL�I Ilt• MOS DR.S....SD S RD &.8w 3 a. u e s T . 0 ® ,, , O Ex CERAMIC c NE WAINSCOT N �F.$ -CT 3 e vwnc aw! a t g \i;J � n 2 c d M ELUIKAN LORA Y:-1�tiLT� '•- -R- -- - ...... .!0']I u L!mV PRadK58uieER wGu • '^J Z ,2 vE Q CNS @ q PaPw vM u V ca 2 e aPv I '' ( ` I casae w!c SEE u.ua sL�a W� ,x..� Lig=tppu�TE i' ' I. 'I V ) !- p . / N. buew-Art' x a ¢ - PSG'-4�A(f _ a j'41' i. 0 pes E CA+e(P 4 I 1 I - -_ 4U UM Cpa05iE w AWE 5L4EA a 1.`0.• -4' r 411 O5 1�r'+Q( @i4e (• Y■ I���C -- i /c+w r 14.00-EDccE>E®nsc rwPµa+,cowuNs AND a 0ei j ?MTh, @��?-e'Dii>— � �7 '�a-e 8 - Wmull aaf xa rau!rco CREME V1 0 . R A �[ -;i}y 7 ! STEM C0.UMN:pe TG P NMNEt �D ? 0 �..�u I. STI ! 4 • "�� b N 9 MATERIALI4 !!1111 _• —,:-.A.-40 @/hMl� `"1 ___ 41 yy S6 WCW f rmalit @i "naw A • .:I p•� IE d Y_ '" 2,j'A @'�n'im.,F.Fo90 n'Ftrib. ©/"!'WenRR END10 0UDDO nLV NLu ss/ db b c5A � c.":' 0 d^ 0 4C t a ti PPOVR�E 0 (x)STAKAEES STEM EK ROD,AT } Mat MOLOKAI MK LOW..a'-o"APART =C E.0sns,IATE MM OIS ER VS I0R11N0 Hew-. ad X11 WEST ELEVATEON p''""j°RLO1NDOOR AFn�wE A, R J`D T —1., Z D uKG1NgELLMMA ..m,.._ SO AN swans 5 : 8 3 60**TA OOt10 PNERIDOED0 DIEM Co Q 1-E.g ()"T STEM GNOPY 0 O S.;., GOTS:7 PIKS Avt0AM.S/0 TO CAO O M!x No aa,P!MMRPS IMTERa' V y f g a 8.00x1!EMELO D 010 BUMPERS I1` ( Zrt'Er ETD' ORRTu,DDMNmDUIS CD y! METALLICCOLOR COLL Q MALL P SHED OMEGA aOMWUM DLRR0g4 Z YNAR Sao OWDYT S'LMER C.;) OPAW00-S DO1�MIXK M1W'YATCMfCTRrCAt I rmT«.9a"a°'eE-0u mum s'r.Nc: .0 SORELY w/DOSE OSE MARS 00 is LI1AL LOCATE.CA Wix rIR[MANONK MND DINER ON ®�N E RLN ESE«.ERRED Rom 0/ PRELIMINARY DA o (�} Woe EwwuEN,MER ® ® n0.sVP ER NOT FOR *PT.MM1' L. sr _ _ .. m 37:000 aR.Wua�E�MOO.INE��(ERDN CONSTRUCTION R•�•� I euNL V I I I ll - -1'0•,„.- I H •�, ' 26=fir@ --- --- II it 17. R rri8 MED I RINSED DATE ,eo.r_;`7.4" .;:c......4„; c..-„, I i-DAN O — `YS !yawl ___• DRRRN Eo •;asp Z.•; : -ice++Mri —j''ro''-a'irA A� ~ - 4^ 0 o O b 4! •• 4, Mut ME UTE 0104.113W.R• GI J3 QA CAMP CD (MAW ■ /'3`� EAST ELEVATION a NORTH ELEVATION EXTERIOR 2D spuNua%.'�.r.�. xD NORTH ELEVATIONS A201 DESIGN REYIEW ELEVATION KEYNOTES I Qi ca+curr'R.56Na.'u 41 NREGR MolG I �u � GROUND r.� Ike COV-2(44.1 069n RIAL ius cacvwo!ACC I CCU.a„ePON Q 'cN°-x V`114 441`"rm.us raw.ua r rr iwiR 13AYill'JS€.R COLORµLaaLLiaw a NAf;IVJERS 9z roY rr �.� kJ R. s I�y�-••; - - 0 wNe.�s.m c6wNe OVER GRAM Mw.x Q n P I 3r B COLOR edd uesr.uc xxA a?R F ®'-ag;m ua moan n-rwcaaacY c_ spa+i -F i - - cui. N NO SSIISA exXuu 1" ......%. 946` `• El ••=1 ...II I — -” .te5E �,. A ea LLi i E d ` Q r mn srm crwoRr .n x COSP- R66p 1 tapSN y 4 uC uOrIN}638 rt `L E d l 9i' a0 ®PLN/EO NN 06Ga.ue ra.ME R. W a cam-WILLER PLOP.a.4.L,sic m 11.10. CJI 0 C� _ . J . 614) Naga°RNzTM co test= SOUTH ELEVATION @ ntomuN ttaair pM i c ALLY NN NIS.Si — z0 .w.'.:':-0' a..GEAR toss c m ®p,,,,s„Ea sr.Lowe sc+u xrom 1...04,10.11.1M1...04,10 =m PAIN STELE r E i�tW dccol NR' PAINorouCOLOR MILER MST KRN.. $ °v Za L: RAL Na NR VNxRv �.i.a aEI rJ 0 - rn C) I T T A J m c 0 O CR6N � ra Plus. 1 o& B N NNW 8'1.CN M.. !l;-slEaw Ino. OGG r0 Or C.r�u eaae.Na LEW,w/ u:mx 6 wV.rENOVOK N MOR W FINAL LOCORIGN I • _ ... ...3 u- •.0 ui.,. _ i 1 1 • I. � z- Ne t4'57W a I Cr) d 0) w o c3 e o n , o d o : 6) PRELIMINARY 121 NORTH ELEVATION VZY E NOT FOR CONSTRUCTION Cf) cp To ci. co c.-:., I . I RREYMS SSED/ ED ~NW I Ii aaN r 9S- cerr ss- �`t$ 93iPr ,' - J r— . ,Mill �0. — 9;--5 M, ELAONS 9 — . 1 _ �So sa, 0 *span nnut --' . 1 PPR.£127.,..$* 6) I d 6 6 6 67m 5 0 6 co 6 6 6 6 6 b ! b (TN WEST ELEVATION 4 EAST ELEVATION A2OL9 II 1--....2.1:::— 1200Y X141.'-c" DESIGN REVIEW 01 REFER TO Sm EI 4,(,1,ro I'LE C0.o!K P]_o 1 1 1 - LLI cr_a ■ • P -L a c \lPAINT , t cim I 1 I I I-—+—H,- T• ESSM a wa`wiTna tI \ 1 iMATER.,xs•-t: z e r 11 11 I I- 5J 1 ICT-Ir 1 - 1 I 1 —l—0i: tI• 81 MN IW " I s MSTGNE cr-z uo �' . *°"wma.laTl 1L_ JL--_A J ., E;d GT-I fOialfAAMY cT p W n n ® EA'bJR,ip# -•- rg S I' GT-6 ■ 1 c"ppr",CCE 1 9eNO5rtt.'C m.�, rd GT-2 a3l� CONCRETE SIGNAGE rFn¢� j r1�-•� f� Si 4 5g$@ a-s� I /�.- s.To. -y .cu"rrw€ . e - s-.- o C 1p ENLARGED TYPICAL TILE LAYOUT MONUMENT SICK TRASH ENCLOSURE PLAN LL & 20 uxc;,18- -v 20 xnc 0,-,-, E0 _ II-rA 1 tr.. � Q O a ff LJ Wm - a_ .I - to : moi* - =o cr-. I evx.ae a —\\ Wi 1.5elodamne cMUalu.# - cT'1 ~ _ J Cad e -WOE STEEL 3-Natural Gray CMtl bin7k xPT S s:a. -1- ii. STEEL�0 are.ei NL BW PiING AND HEM,NT, s �,S' —I]C r .. 3.Pacific Ceramic Tile ss ��-a [(1191 RAW GALVANIZED PFIN. a a C.. <4 0.foge Ceta2nitYle I I yp a " L_ rpc r�u uiiluiclg pp)NA PAGE �. CM 3 se S.Custom GaMavill Yellow Ceramic-r.k „2...0: Twt - o'"4' CMO Sc•P 6 Blueberry Ceramic Tile 1.run craam Paint17 CONCRETE BASE AT PLYNTH _ I�eT���\ MONUMENT SIGN X31, TRASH ENCLOSURE FRONT ELEVATION _ IX uu[,TienI-v 429 ,N'.r-a- p/ yr.ii.e.e-tr '(fie,/} 6 Kayak Bram Paint U 9.Paint to Match Dinala-Lite r '} r-r 10. Sillier Pnegalle Alunlinu:e Composite Panel l�/J L 11.Caw"Meta61C Silver Roof Panel to Matte Omega-Lite I37 11.Dear Glass I I 3 g as I 1711 I , I , , : < , I I 1 a=af a PRELIMINARY - SIGNAGE i'1 i i 1',` r'I'�'I 1111 l lr 1 /'��` J� 4,o SIGNAGE L I L i i 7 !' 0 I_{ I I I J , NO FOR m SIGNAGE4. I" I a CONSTRUCTION I I-. R _r-Y-r-L „rl"-17-1 amt 11"1 e•-e• '.":7..r.-7) } III I L. 9 e Y J.�... we.k 11 MONUMENT SEGN /s1 RASH ENCLOSURE REAR ELEVATION •" • 1550E3 IMBED 047E ,- .... -• W611.01BTBY@016,rI IA0.1f MI z_./^ 1 EI Ca MCH IC EH TO— �.1 T-p�IfKV Y-d&4� B 0419I5511FB11E OLId1611 • .,..:^. `� III It IL111 1 1v I- I{ 091.9X62 Of 011038/1 Al liggLR • F EXTERIOR J� m ti L� I' 111',•[12 ,:ir, on�I 1 ELEVATIONS 1 , 1 -a-1 Far' I 1 2 I nn$i'�$ I11'_I's!, 1•I a o°E* f] n El A203 �p��� MONUMENT SIGN TRASH ENCLOSURE SIDE ELEVATION dal. TRASH ENCLOSURE SIDE ELEVATION DESIGNREH1EW V '"967.7 0/r.1'-a• 20 RR v.•,-0• 20 i 912(1 IM•r_c Lb . I t I.IP- 4 1 �� .'r�f":1iw y IL lIIII�VI. r1111i11C 1 �r C `1 fir- v ` .''iitLq r•.-weE. 41111111111., um� / , • ••nlr �� L. dr I!1'n-• !$ ii a , c "1'H ILL I idrr a 1tiiriiu i 1 41 l�I I,I 01 I , ; I IIIYI I�11G"i1 �e,g,, Eeet�id' llrl e1 � aei Tel1 1. f . 5ii I in N O { i lex . .! it.: A Idl �Ah� 5 ..� ^�� _ _ 5'4/#`� -L .11.' � lid Iry r i Ada /( f=1. '11' '1 f ailiki .\ ',' ale.. =`.. , 14r.l: �4 I'I. 4Ht1 •7R, 1 Il 1 ilii. 4 I — - ' t i Fir A : 1 -; .. 9 fir, I( i l����t���,� +� ' , �11'II111ILii if/.t///////!/1 i , ., 9 i9f 1�.. 1 V ,o1-'1 ' t ' 4'ill 11 . jp f R - . J] \ I Y rW=. s4 - A611 • 1 I i '''' •Iiiii,,, ,i1,1j11. r- E. P V a 5 1 2- ;Unit" G -0 GOODWILL INDUSTRIES OF THE COLUMBIA WILLAMETTE A 3 17 1"1141€ o Ll GOODWILL LAKE GROVE ADC-17150 OOONES FERRY ROAD GW 12059 { ? P1(1 RIO ® a cnaoPAuaEAn3gAlEPs BAYSINGERPARTNERS ARCHITECT1tREPC i _ ,4Li L `d �' C E 1Pd35EGF APE 1605E Gland An.,504300,Wind,OR 9)214 ■' Exp P m E 2 1'.a a POAiEANO,MCD119P214 :3 -54-I54A-1600 Foe.5 03 51 6-1 601 0 OMNI.eliir ogerPortnenmm 8I. =`l lb ny0 1 - I>0 I II r ..... - ef o y$ a I qo 7.1:"' R-IIS 1 i•-i, g -la'', I n R O 1 1 _ 1 1 r I. an 1 < 1., E 1 '- .. 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I no I.a I W£ I 1SHI GIPPtlOKbm Brcr m4P[r[ol EB+alIM P6�EnIE rtvE9 MO N.l v uo M 0 9N worms IDLED,7C0 kIa NS 7 W6TtB 1.071.7 .(PW M.A.arzlu L..PP1EPaP.IXM 6i1EETTITIE PI�r10001(XIJI .i1011EfETTPL LEO PIS S.� PI I I u%''''.z...Pxj IPIxaw MPacl MO ns LIGHTING '°"'�"�""'Er'@ PHOTOMETRICS Inwtwa BallllEBmac wB Lam.,an u1�Px�uP.ISPer PP 9p[TP..... al am mauves=Kiln LEG n4 TYVE19MtYTlc3,sr1W5<�oE31PEAu SHEET NR. SSMED.0.1 WINS a 0.4 1Job Name: Goodwill Lake Grove I Type: M1 I 1Manufacture: Indy 'Catalog: SDSQ6-2040-SASF3-PF I 'Lamp: I Voltage: 120/277V I crescent electric supP�Y company 21 indy p K13.1.5 ENVIRONMENTALLY FRIENDLY, ENERGY EFFICIENT DESIGNER SERIES • 21 and atst output to 26W,32W and 42W CFL while consuming 18, 6" 1 1 00/1 300/2000 LUMEN LED 21 and 3 i watts. 1 Y S� •No harmful ultraviolet or infrared wavelengths -- SQUARE DOWNLIGHT •No lead or mercury Eco PRODUCT SPECIFICATIONS G OPEN APERTURE Optics SDSQ6 SERIES OTrim:Self-flanged,clear Alzak®(SASF)trim•Alzak®trim with low irides- cent finish is standard•Others Alzak finishes are available;see trim options •Computer-optimized reflector maximizes fixture efficiency• Deep regression of source produces a very low glare system• Lensed mixing chamber conceals Type Cot. No. the LEDs to produce uniform aperture luminance Electrical M1 SDSQ6-2040-SASF3-PF OLED Light Engine: Innovative light engine utilizes remote phosphor lens Goodwill Lake Grove and mixing chamber to ensure perfectly mixed light,resulting in uniform colors Project: and superior color consistency from fixture to fixture•2700K,3000K,3500K and 4100K color temperatures available•CRI>80•Cast aluminum heat sink Notes: integrated directly with housing provides superior thermal management with LEDs operating below manufacturer's published junction temperature to ensure attainment of rated life of the LEDs• Light engine mounts directly to heat sink and is easily replaceable Dimming: Dimmable via 0-10V protocol,increasing efficiency up to 30% while dimming • For a list of compatible dimmers,see LED-DIM. OLED Driver: Universal driver accommodates 120V to 277V input volts AC at 50/60Hz•Consult factory for 347V•Power factor>0.9• Easily replace- able from below or above the ceiling. Life:Rated for 50,000 hours at 70%lumen maintenance Mechanical OHousing:Heavy gauge cold rolled steel with black finish•Universal housing DIMENSIONS design installs in suspended grid,plaster or drywall • Integral cast aluminum heat sink conducts heat away from LED light engine• Light engine and driver y 1 t are accessible from above and below ceiling and can be upgraded to accom- modate future technology improvements. © 1 ll tf1 ti� ©Mounting Frame:Heavy gauge steel lower housing ring with factory in- 6 318- stalled spring steel friction clips securely holds cones in ceiling•Accommodatesiliii _ ceilings up to 3/4"thick•For thicker ceilings;consult factory Ir OMounting Bracket:Mounting brackets have 3"vertical adjustment and accept 1-1/2"C-channel mounting bars• Indy TRU-LOCK bar hangers ore supplied standard•For non-accessible ceiling odd suffix"825"for 28"'C' !FFA! „ channel mounting bars•One-piece Tru-Lock bar hangers have integral T-bar locking screws and alignment notches for locating and locking fixture in the 0-----1117 6-1I4"5q center or 1/4"tile increments OJunction Box:Junction box rated for eight No. 12 AWG 90"C branch 6-5/8"Sq. © it ffr,, 13.1u circuit conductors(4-in,4-out) Ceiling Cutout ' R��� �nqy,�... Labels and Listings .-7-1/2"Sq- f` j•UL listed for feed through and damp locations• I.B.E.W.Union made �I��,� I •Wet Location listing available by adding"-WL"option s•UL and cUL,RoHS complaint•EMI complies with FCC 47, Part 15,Class A --13-1r8- ENGINEERING DATA Warranty: 5 years when used in accordance with manufacturing guidelines. Voltage 120V-277V Light Engine Lumens 1100 1300 2000 Product specifications subject to change without notice. CCT 4I051Q3Kf27K 4039R/3021K 41035K/311/27K Input Wattage 18W/1IW/I9WI19W1 20W12IW122W122W 30W131WE33W/33W Input Frequency 59f60Hz 50150Hz 591616n Power Factor 0.9 9.9 9.9 347 Volt available,ensultiedort. ORDERING INFORMATION: Rough-in, reflector and accessories each ordered separately. Example: SDSQ6-2035-SASF3-PF Cat.# Lumens Color Trim Options Generation Options Temp. SD$Q6 -]20 f j40 I-(SASF3 j I.13 I ]-IPF SDSQ6 11 1 100 27 2700K Alsake Finish Options: I PF Painted Flange Only(White)1 Lumens I Specular r ruse one ruse molder 13 1300 130 3000K I Clear SASFI SAF BP 120/277V Emergency Battery Pack Lumens 35 3500K Champagne Gold CGSF CGF with Remote Test Switch 1347 347 Volt 20 2000 140 4100K Black BASF BAF tCP Chicago Plenum Lumens Pewter PASF PAF 825 28"'C'Channel Mounting Bars,Pair Wheal WTSF WTF WL Wet Location(Clear glass lens standard) Bmaze BRSF BRF fConsultFactory for Availability Pointed Finish Options i White WHF 1300 South Wolf Road•Des Plaines,Illinois 60018 0) PHONE 800-367-5866•FAX 888-708-6578 REV 4/12 ,"o, d'„"GIJG ,Ga, www.iunolightinggroup.com 22 K13.1.5 2700K,3000K,3500K&4100K CCT Initial Footcandles AVERAGE INITIAL FOOTCANDLES Catalog Number:5D5Q6.2030-SAF3 Bid.°n.eInIlfurnnmen Footandles Bachandles Beam ReBedanmx 811%Ceding,50%Walls IPA Floes PHOTOMETRIC REPORT Kara treat) Berm Canter Balm Edge Blamer. 6' 23.0 65 93' Lumtnoire I Room Ceery Ratio Test Number.lTi14130 7' 16.9 4.7 11.1' Spacing I RCR1 I RCR4 I RCR8 -Carol lumen Out rd,1606 Lumens 8' 13.0 3.6 12.6' 5'xi' I 70 I 54 I 39 Luminaire Efficacy:541mfw(4100K},521mfo(3590K) 9' 10.2 2.9 14.2' 8'x8' 49 37 27 49 Imlw(20006),491m7w(2730K) 10' 1.3 23 15.0' T'z l' 36 28 20 luminaire Spacing(rlterlo:132 Il' 1 69 9.9 17.4' 8'x8' 27 21 15 Luminaire:Clear specular Alrek®reflector.Open bonen, 12' i 5.8 1.6 19.0' 9'x4' 22 17 12 (IE-Trpe:Oired 13' 4.9 1A 203' 10'x10 10 13 10 14' 4.2 1.2 22.1' 11'x11' 14 11 R 15' 37 1.0 23.7' 12'x 12' 12 4 7 f+�`+r+� Yoe Candlepower Luminance Data lea 9.0%.41,441. ;4144118�e' Distribution Angle COEFFICIENTS OF UTILIZATION-%(Zona!Cavity Method) tm yp�.41,4 `�j#,r,,The (donde.) in Degree Candela' Wedge Flour Reflectance 20% gm y..411& ,r�/ds, Annie Candela Lumeru 45° 11674 PCC 30 79 50 30 ID g 4a tr`k 415 0' 829 57 5854 PW 70 50 36 10 70 50 30 10 50 30 13 53 30 10 50 30 10 0 03 ,sur- 011 0 "Pdw 55' 15° 936 272 5' 847 82 0' 1112 0 119 119 119 119.116 116 116 116 ill 111 111 126106 106 102107102 100 _ . 75° 311 1 113 109 107 104 110 137 115 102 103 101 99 99 98 96 96 95 94 92 ioot0.0 's 250 944 465 85° 142 2 106 100 96 92 104 94 94 91 95 92 89 92 89 87 89 87 85 83 - ►` s° 45°' 638 � Zonal Lumen Summary 3 99 92 86 82 97 91 B5 BI 88 83 BO 35 82 78 83 00 77 75 1♦ Zone Lumem% %Fbdure 4 93 84 78 73 91 83 77 13 81 76 12 79 74 71 77 73 70 66 4m � s� 55 91 0-30' 819 51.0 5 Bl 76 11 66 86 77 70 75 69 65 73 LB 64 71 61 64 62 13 Inca S- / 75° 121 3 0-40' 1301 81,9 662 72 65 60 80 71 64 59 69 63 59 68 62 59 66 62 58 56 .. 5' I5' sr 05" 1 0 0-60° 1590 99.0 7 77 66 59� 75 65 59 54 64 SE 54 63 47 53 62 57 53 52 0-90° 1606 100.0 8 72 61 54 SO 71 61 54 49 59 53 49 58 53 49 57 52 49 47 90-130° 0 0.0 9 63 57 50 45 67 56 50 45 55 44 45 54 49 45 53 48 45 43 0-731' 1606 1003 10 64 53 46 42 60 53 46 42 52 46 42 51 45 42 50 45 41 40 2700K,3000K,3500K&4100K CCT Initial Footcandles AVERAGE'INITIAL FOOTCANDLES Coteeog Number:SD5Q6-2030-SASF3 Dlntanen r lIIoeInnt,d Fommndles Fackundlas 9,em Refledenne 80°A Ceiling,5056 W51s,3054 Floors PHOTOMETRIC REPORT PtoaelFwsl Beare Center Beam Edge Blamer. 6' 24.1 5.9 9.6' Luminaire I Room Covey Ratio Total Lauren Output:1501 LumensRCAB Luminaire LFFicary:51 bnlw 1410941,491m/w(35001} - T' 17.7 4.4 71,2'_ Spacing I I RCM RCR4 I 461mdw(30006),461m/w(270061 8' 13.6 3.3 12.1` 5'o6' I 66 50 36 Luminaire Spacing Criteria:1.26 9' 10.7 2.6 14,4' 6'x6` 46 35 25 Luminaire:Clear satin Aheks&reflector.Open bolero. IT 87 2.1 15.9' Tel' 34 26 11 CIE-Type: 11' 7.2 13 113' 11'x8' 26 20 14 17 6.0 1.5 19,1' 81x9` 20 15 11 13' 5.1 1.3 20.7' 10's10' 16 13 9 14' 4.4 1.1 72.3' 11'x11' 14 10 7 15' 3.9 1.0 23.9' 17 x 12' II i 9 6 aa' Ica i�'�«f ,0i +8, Candlepower Luminance Data Y1, 4)�14Ti ximr Distribution Anglo zro F ollii�1S yr l(eeddal in Regrets Condeln766' COEFFICIENTS OF UTILIZATION-%(Zonal Cavity Method) _ pp. �,if Amin Cabin Lumens 45' 11813 EflertiveFloat Refleclance204a 4,4w 1° 169g° 7/399CC 30 70 50 30 10 0 4x6-_ 5° 171 13 65° 2401 PW70503010 70503010 503010 5030105030800 sun ► 0 1119 119 119 119 116 116 116 116 111 III 111 106 106 106 102 102 102 100 1S' 192 253 05' 139 1 112 109 106 134 170 107 104 102 103 101 99 94 9l 46 96 94 93 91 66E= ./► 35° 604 410 85° 426 7tlB !� 2 105 100 95 91 103 98 94 90 95 91 88 92 89 86 89 86 84 82 �� e° 45` 202 216 Zonal Lumen Summary 3 99 91 85 80 97 90 34 80 07 82 79 84 81 77 82 79 76 74 BW- �: _ 55° 106 13 Zona Lumem% %Fistore 4 92 83 77 72 91 00 76 ll 10 75 11 10 73 70 76 72 69 67 4m � / 63' 97 0-37797 493 5 37 77 70 65 05 76 69 64 14 68 64 72 61 63 70 66 63 61 Ire- 3.5° 75" 5 7 0-40° 1174 17.9 6 81 71 64 50 80 70 63 58 68 62 58 67 61 57 65 61 57 55 e s' r5' no' 85' 1 1 0-60' 1473 971 7 16 65 58 53 75 64 51 53 63 57 53 62 56 52 61 56 52 50 0-90' 1508 109,0 8 72 60 53 49 70 60 53 48 59 53 46 57 52 48 56 SI 48 46 91-187 0 00 9 67 56 44 45 66 56 49 44 55 48 44 54 48 44 53 48 44 42 0-180' 1508 100.0 10 64 52 46 45 52 52 45 41 51 45 41 50 45 41 49 44 41 39 2700K,3000K,3500K&4100K CCT Initial Footcandles AVERAGE INITIAL FOOTCANDLES Catalog Number.5D5Q6-1130-SAF3 Distanceta lllumineted Io lmndles Faakondles Beam ReAedsuo:o 00°L Ceiling 5045 Wells 30%Floes PHOTOMETRIC REPORT Plooe1Feetl Bear Center Baum Edge Blander C R Room Tall Number.LTL 15473 6' 13.0 4.2 3.4" Luminairegrill'Ratio 7' 9.6 3.1 91' Spsdng I RCRI i RCR4 I RCR8 Mel Lumen Output:789 Lumens e' 73 2.4 11.3' 5'x5' I 35 I 27 I 20 Luminaire Citicorp 441m7w(4111K),44Im74(3500K) 421m7w(300061,421m1w(21036) 9' 5.8 1.9 127' 6'x6' 24 19 I 14 LuminaileSpodngCriterla:1.23 0' 4.7 L5 14.1' TxT 18 14 I lA Luminoire;Clear semi-specular AMMO:rawer.Open boom_ 2' 3.9 1.3 155' 1'x8' 14I 6 aired 3' 3.3 0.1 109' 0'x9' 111 0 7 I 6 CIE-Type; 3' 7.6 0.9 18.3' 70x30' 4 _ 7 I 5 4' 24 0.8 19.7' 11'x71' 7 6 I 4 5' 2.1 0.7 21.1' 12'x 12' 6 5 1 4 �'a° Candlepower Luminance Dela 120 i,,4,4413ri� 175 Distriibution in Angle foo0ambarls CondelalM COEFFICIENTS OF UTILIZATION-%(Zonal Cavity Method) 240 *,'��,+,��,� Angle Condemn lumens 45" 1395 4773 Mete Floor Reflectance 2095 360- M 65° 0° 469 55° _ 422 1445 PWP80 I 70 53 30 10 1 6 - /fir. 5' 460 48 65° 78 260 50 30 10 11175310 50 30 13 13 30 10 510 730 10 1 0 480•yitiLl .55- 15° 559 161 75° 34 115 0 119 119 119 119 1116 116 116 116 111 111 111 1061/6106 102 702 192 1103 I1 113 110 107 105 1 110 105 105 100 104 102 100 100 91 97 97 95 94 192 409- � 45° 35° 282 220 85° 0 0 2 107 101 97 93 104 100 46 92 96 93 90 93 91 BB 91 88 87 IBS 45° 85 75 Zon a Lumen Summary 3 131 94 88 84 99 92 87 13 90 85 82 87 84 31 05 82 19 178 S� 55' 21 17 Zane Lumem% %Fixture 4 95 17 81 76 93 85 80 75 83 78 75 81 77 74 79 76 73 I71 0-30° 972 59.3 5 I39 BD 74 64 08 79 73 69 17 72 63 76 78 61 14 70 67 165 cc 5° E0' as 35° 65° 3 3 0-40' 697 17.8 6 84 74 63 63 83 74 67 63 72 67 63 71 66 62 69 65 62 161 75° 1 1 0-60° 784 99.4 7 79 64 63 58 78 69 62 58 67 62 38 66 61 57 65 60 57 1 55 117 0 0 0-93° 719 1000 8 75 65 58 53 74 64 58 53 63 57 53 62 57 53 61 56 53 151 90-180' 0 0.0 9 71 60 54 49 70 60 54 49 59 53 49 59 53 49 57 52 49 147 0.110° 7119 100.0 10 67 56 50 46 66 56 50 46 55 49 46 54 49 45 53 49 45 i 44 fixtures tested to IES recommended standard for solid state lighting per LM-79-08. Photometric performance on en single unit represents a boselire of performance for the fixture. ResuIFs may vary in the field. i 0) 1300 S.Wolf Rood • Des Plaines,IL 60018 • Phone(800)367-5866•Fax(888)708-6578 Jur. au0 Visit us at www.unoli htin rou .coca ws,hn.tda.ni..r.r. I Og p Printed inU.S.A,©2012SumoLighting,LLC. 23 iJob Name: Goodwill Lake Grove I 'Type: M1 E I IManufacture: Indy Catalog: SDSQ6-2040-SASF3-PF-BP w/emergency Lam : p 'Voltage: 120/277V0:g I Crescent supply Co pang 24 indy r K13.1.5 ENVIRONMENTALLY FRIENDLY,ENERGY EFFICIENT DESIGNER SERIES •Comp21 and atst output to 26W,32W and 42W CFL while consuming 18, 6" 1100/1300/2000 LUMEN LED 21 31 watts. /� p r�± • No harmful ultraviolet or infrared wavelengths ;,;..--._-,''=-=---- SQUARE DOWN Ll V HT • No lead or mercury k Ecol.%' LwC D nn OPEN APERTURE PRODUCT SPECIFICATIONS Optics SDSQb SERIES OTrim:Self-flanged,clear Alzak®(SASF)trim•Alzak®trim with low irides- cent finish is standard•Others Alzak finishes are available;see trim options •Computer-optimized reflector maximizes fixture efficiency• Deep regression 1 of source produces a very low glare system •Lensed mixing chamber conceals Type Cat. No. the LEDs to produce uniform aperture luminance Electrical M1 E SDSQ6-2040-SASF3-PF-BP-Emergency @LED Light Engine: Innovative light engine utilizes remote phosphor lens Goodwill Lake Grove and mixing chamber to ensure perfectly mixed light,resulting in uniform colors Project: and superior color consistency From fixture to fixture•2700K,3000K,3504K and 4100K color temperatures available•CRI>80•Cast aluminum heat sink Notes: integrated directly with housing provides superior thermal management with LEDs operating below manufacturer's published junction temperature to ensure attainment of rated life of the LEDs•Light engine mounts directly to heat sink and is easily replaceable Dimming: Dimmable via 0-10y protocol,increasing efficiency up to 30% while dimming• For a list of compatible dimmers,see LED-DIM. @LED Driver: Universal driver accommodates 120V to 277V input volts AC • at 50/60Hz•Consult factory for 347V• Power factor>0.9• Easily replace- able from below or above the ceiling. Life:Rated for 50,000 hours at 70%lumen maintenance Mechanical -" OMousing:Heavy gauge cold rolled steel with black finish•Universal housing DIMENSIONS design installs in suspended grid,plaster or drywall•Integral cast aluminum heat sink conducts heat away from LED light engine• Light engine and driver are accessible from above and below ceiling and can be upgraded to accom- I r %'"K" a .t, it u I modate future technology improvements. . @Mounting Frame:Heavy gauge steel lower housing ring with factory in- ,...L.,,..- 6'3>8 stalled spring steel friction clips securely holds cones in ceiling•Accommodates ceilings up to 3/4"thick• For thicker ceilings;consult factory @Mounting Bracket:Mounting brackets have 3"vertical adjustment and accept 1-1/2"C-channel mounting bars• Indy TRU-LOCK bar hangers are supplied standard• For non-accessible ceiling add suffix"825"for 28"'C' f/.ter ,1 1 channel mounting bars•One-piece Tru-Lock bar hangers have integral 1-bar hacking screws and alignment notches for locating and locking fixture in the © 6-1/4"Sq 0 center or 1/4"tile increments ,1�f/ 4 f @Junction Box:Junction box rated for eight No. 12 AWG 90°C branch 1,1-1- 6-5/8"Sq. - f( 4 lata circuit conductors(4-in,4-out) Ceiling Cutout Q :� ,-21.-.:::- Labels and Listings 7 1!2"S ,/+` ��, •UL listed for feed through and damp locations• I.B.E.W.Union made c,.. ......"7-' f�J`1,` •Wet Location listing available by adding"-WL"option •UL and cUL, RoHS complaint• EMI complies with FCC 47, Part 15,Class A `"-18- ENGINEERING DATA Warranty: 5 years when used in accordance with manufacturing guidelines. Voltage 120V-277V Light Engine Lumens 1100 1300 2000 Product specifications subject to change without notice. CCT 41010107K 461356/310271( 46/356/36)7/K Input Wattage 18W118WI19Wl19W/ 20W/21W/222W122W 30WI31W133W133W Input Frequency 50/60Hz 50/60Hz 50/80Hz Power Factor 0.4 0.9 9.9 347 Yell evadable,consult factory. ORDERING INFORMATION: Rough-in, reflector and accessories each ordered separately. Example: SDSQ6-2035-SASF3-PF Cat.# Lumens Calor Trim Options Generation Options Temp. IB05Q6 -120 I 40 1-SASF3 1 MEIN-IPF SDSQ6 11 1 100 27 2700K Aizak®Finish Options: I PF Painted Flange Only IWhitelI ' Lumens - 6 Specular I30 3000KII Clear SASFI SAF I BP 120/277V Emergency Battery Pack I 13 1300 `r with Remote Test Switch Lumens 35 3500K ChompogneGald CGSF (OF 7.49/ s4s You 20 2000 140 4100K slack BASF BAF tCP Chicago Plenum Lumens Pewter PASF PAF 825 28"'C'Charnel Mounting Bars,Pair Wheat WISP WTF WL Wet Location(Clear glass lens standard) Bronze BRSF BRF f Consult Factory for Availability Pointed Finish Options • White WHF Oil 1300 South Wolf Road•Des Plaines,Illinois 60018 • PHONE 800-367-5866•FAX 888-708-6578 REV 4/12 JVN° °r'GCacup www.unoli titin rou mm ersa,.wuar zi.nE,,. I 9 5t3 . p 25 K13.1.5 2700K,3000K,3500K&4100K CET initial Footcandles AVERAGE INITIAL FOOTCANDLES Catalog Humber SDSQ6-2030-SAF3 Drsiunca to nl:mtnm.d roamndles Foakwndle gown Reledumes 80%Ceiling,50%Nulls,30%Floors PHOTOMETRIC REPORT Plane hoar) Beam(ardor Bean Cage Mummer Ten Number:LT419130 6' 23.0 63 9.5' Luminaire Roam Cavity Rola Total Lumen OutpaC 1606 Lumens 7' 16.9 4.7 11.1' Spodng R(93 RCR4 OCRB Lure in aim 6iFicory:541m/w(41005),521m/w(35001 B' 13.11 3.6 12.6' 5'x5' 70 54 39 491mAd(30000,491milw(27005} 9' 10.2 2.9 14.2' 6'x6' 49 37 27 Lumina he Spacing Criteria:1.32 16' B.3 2.3 15.0' T 17' 36 28 20 Luminaire:Clem specular Altalee Ante Open bonen Ii' 6.9 1.9 17.4' O uR' 27 21 15 CIE•Typce Direct 12' 5.8 1.6 19.0' 9'x4' 22 17 12 13' 4.9 1,4 205' 30'x10' 13 13 10 14' 42 12 22.1' WA 11' 14 11 B 15' 33 1.0 231 12'x17' 12 9 7 `����+; s, Candlepower Luminance Dolo lm y� *�4r47H1 Distribution Angle COEFFICIENTS OF UTILIZATION-%(lomat Cavity Method) 1 2p0_V'. \ d r..r! 7s• (Caodelort in Degrees Candela/1V F4fedrvo Ens Reflectance 20% am- t4K0r 44,• hale Candela Lumens 45' 11674 PCC 80 70 50 30 10 0 4m_ 1111.4* i- V i' 0' 329 55' 5054 PW 70 50 30 10 70 50 30 04 50 30 10 50 34 10 50 33 10 0 EV= 10 5' 847 82 63° 1112 0 119 119 119 119 116 116 116 116 111 III Ill 106 116 146 102 102 102 104 _ t , ° 15° 436 272 75' 311 1 113 139 107 104 110 107 105 102 103 101 99 94 96 94 96 95 94 92 CO= T5' 944 465 85' 142 7 101 100 96 92 184 99 94 91 95 92 89 92 69 87 19 87 85 83 748- Ir.�� '8° 35' 638 482 Zonal Lumen Summary 3 99 92 66 62 97 91 85' 81 66 83 80 85 62 78 83 60 77 75 NO- �145° 200 225 Ione Lumens% %Fixture 4 93 04 78 73 91 83 77 73 81 76 72 79 74 71 77 73 70 dB 4tlewil 55° 81 63 0-30' 619 51.0 5 87 73 71 66 66 77 70 66 75 69 65 13 68 64 71 67 64 02 taa � O. 75°12 3 1 13 140' 1301 81.0 6 82 72 65 60 60 71 64 59 1 69 63 59 1 68 62 591 66 62 56 156 r 5• is ss BS' 0 0 0-60' 1590 99.1 l 77 66 59 54 75 65 59 54 164 58 54 7 63 57 53 162 57 53 152 190° 1606 100.0 8 72 61 54 50 73 61 54 49 1 59 53 49 1 58 53 49 1 57 52 49 147 90-160° 0 00 9 dB 57 50 45 67 56 50 45 155 49 45 154 49 451 53 40 45 143 i 0-180' 1606 100.0 10 64 53 46 42 63 53 46 401 52 46 42 1 51 45 42I 50 45 41 140 2700K,3000K,3500K&4100K CCT Initial�rFoo�e adle'Fwwrmnalar Faarrwndla, gawp AVERAGE INITIAL FOOTCANDLES Catalog Number.S05Q6-2030-5ASF3DiReflectnces:6045Ceiling,50%Wnllte30%Doers PHOTOMETRIC REPORT Plana(Feerl Beam antes Beam Edge Drummer 6' 24.1 5.9 9.6' luminaire • Roam Cavity Role Total Lumen Output:1508 Lumens 7' 17.7 4.4 11.2' Spacing RCRI RCR4 RCRB Luminaire Efficacy:soInt*(41004j,49lir&(3500k) B' 13.6 3.3 12.8' S'xi' 66 50 36 46Imfw(30000),45leSw(27000] 9' 10.7 26 14.4' 6'x6' 46 35 23 Luminaire Spacing Criteria:1.26 10' 1.7 2.1 15.9' T x 34 26 18 Luminaire:Clear satin Ale kral reflector.Open bottom. Ii' 7.2 7.0 17.5' 8'x8' 26 20 14 CIF-Type:Diced 12' 6.0 15 49.1' 9"x 9' 20 15 11 13' 5.1 1.3 20.7' 13x10' 16 13 9 14' 4.4 1.1 22.3' 11'111' 14 10 7 IS' 3.9 1.0 23.9' 12'x.12' 11 9 6 u.'$S��4r1 o' Candlepower Luminance Data 00 ++,�sr. �11j/ Distribution Ample COEFFICIENTS OF UTILIZATION-%`Zonal CavityMethod) 2m Bi k.+4rr411 7x' gomlaml in Degree Candelo94° ( 1 �� Elfedive Duet Refledunce 2096 app ■��� +, Mille Candela Lumens 45' 11813 *� �`►�� i 65° 0' B69 55' 7789 PCC 80 70 SO 30 10 0 Oto 01%., ,.��4t S° 811 83 65° 2481 PW 70 50 30 10 70 SO 30 10 50 30 10 50 30 10 50 30 10 0 5m_ 4✓� ss° 15' 892 253 75° 789 0 1119 119 119 119 116 116 116 116 111 111 111 106 146 106 102 102 112 100 I P31-- ��s 25' 002 410 1 112 109 106 114 110 107 104 102 103 701 99 99 47 46 46 94 93 91 '�� BS° 426 2 105 100 95 91 103 98 94 90 95 91 BB 92 89 56 04 86 34 82 700- . -45• 45' 202 228 We; /, 45' Y02 2I6 Zonal Lumen Summary 3 99 91 85 00 97 90 B4 80 7'7 32 79 84 81 77 82 79 76 74 I 55° 100 L7 Zone Lumens% %Fixluru 4 92 83 77 72 91 82 76 71 80 75 71 78 73 70 76 72 69 67 Fe 7 65' 25 27 0-30' 747 453 5 37 77 70 65 85 76 69 64 74 40 64 72 67 62 70 66 63 61 1800-- 35. 75' 5 7 0-43' 1174 77.9 6 31 71 64 55 80 70 63 5B 63 62 54 67 61 57 65 61 17 55 e s' is 26. 85' 4 1 0-60' 1473 97.7 7 76 65 56 53 75 64 58 53 63 51 53 62 56 52 61 56 52 50 1 0-90' 1506 100.0 8 72 60 53 49 70 61 53 48 59 53 0 57 52 40 56 51 49 46 90-180° 0 0.1 4 17 56 49 45 66 54 49 44 55 40 44 54 48 44 53 41 44 42 1.100' 1500 100.0 10 64 52 46 41 62 52 45 41 51 45 41 50 45 41 49 44 91 1 39 2700K,3000K,3500K&4100K CCT Initial Footcandles AVERAGE INITIAL FOOTCANDLES CotologNumber 5DSQ6-1130-SAF3 Kamm toIImminord Footmndlo, Fmnandfm Bean RefkRunces:8239(din Wit 35011,30%Roots PHOTOMETRIC REPORT Plane irea0 Beam(ealei Beam Edge Diomakr Test Humber:LTL 15473 6' 131 4.2 14' Luminaire ( Roam(orgy Ratio Total Lumen Oetpute 759 Lumens 7' 9.6 3.1 9.9' Spacing I RCR1 I RCRRCRB 4 I Luminaire EFFiree)e 44 Min(41000),44Im]e(35000) 8' 73 2.4 11.3' 5'e5' I 35 27 20 421m1w(30005},4210w(27005} 9' 5.0 1.9 12.7 6'xd' I 24' 19 14 'Luminaire Spacing Criteria:113 IO' 9.7 15 14.1' T xT 1 18 14 10 luminaire:Clear semi-spemlor Alxolel1 reflector.Open beim. 11' 3.9 1.3 153' 8'x8' 1 14 11 B (10-Type:Direct 12' 3.3 1.1 16.9' 9'0' I 11 8 6 13' 2.8 Os 18,3' 10's19' I 9 7 5 14' 1 2;4 0.3 19.7' 11'x 11' I 7 6 4 15' 1 .4.1 0.7 21.3' 12'612' 1 6 5 4 -'3° Candlepower Luminance Data 1201'+ ,,«ri` 185° Distribution Angle COEFFICIENTS OF UTILIZATION-%(Zonal Cavity Method) 1 �� * 75° icoeddml InDegrees Feallamberls Candela/1A 240 1�ol�.*����4,' Male Candela Lumens " 1395 7'773 Effective Floor Rde ti nce 20% 360. �S Iii w: /�65° 0' 469 55° 422 1445 PCC 80 70 50 30 10 0 • , I 5' 488 48 65' 70 766 F'0 SO 30 10 JD 34 LO SO 37' 10 SO 30 10 10 10 0 480•��1..dis 55• 15' 559 161 75' 34 115 0 119 119 119 119 116 116 116 116 111 111 111 11 as 106 106 107 102 102 100 600_ r�.4� 25° 534 263 65' 0 0 1 113 110 IDI 1053110 100 103 104 102 100 100 91 88 97 95 94 92 - 45' 35° 282 220 2 107 101 97 93 104 100 96 92 96 93 40 93 91 88 91 88 87 BS - . 45' 85 TS Zonal Lumen Summary 3 187 94 88 84 99 92 87 83 90 05 82 87 84 81 85 82 79 78 - '�Or 55° 21 17 Zone Lumens% %Future 4 95 B7 81 76 93 35 8O 75 83 78 75 31 77 74 79 76 73 71 0-30' 472 59.0 5 89 BO 74 69 BB 79 73 69 77 72 68 76 71 68 74 70 67 65 L'5° 15° 25° 35- ° 3 3 0.40° 692 87.8 6 04 74 68 63 83 74 67 63 72 67 63 •71 66 62 69 65 62 60 75° 1 1 0.60' 764 99.4 7 79 69 63 54 78 69 62 51 E7 62 58 66 61 57 65 60 57 55 85° 0 0 0.90' 789 108.0 8 75 65 51 53 74 64 58 53 63 57 53 62 57 53 61 56 53 51 90-180' 0 0,0 9 71 63 54 49 70 00 54 99 59 53 49 58 53 49 57 52 49 47 1181° 789 100.0 10 67 56 50 46 66 56 50 46 55 49 46 54 49 45 53 49 45 44 Fixtures tested to IES recommended standard for solid state lighting per LM-79-08. Photometric performance on a single unit represents a baseline of performance for the fixture. Results may vary in the field. S 0)• 1300 S.Wolf Road • Des Plaines,IL 60018 •Phone(800)367-5866 • Fax(888)708-6578 Jut.LieLmeimGaoun Visit us at www,unoli htin rou con w samnrdr.C,.,,,, l 9 97' P• Printed in U.S.A.�20121uno Lighting,LLC. 26 'Job Name: Goodwill Lake Grove I hype: P1 LED Manufacture: Designlights Consortium I Catalog: DSX2 LED 80C 1000 40K T4M MVOLT RPA HS DDBXD USPOM 'Lamp: I Voltage: I ENT electric supply company 27 WST Nurmbe WST LED2 700ma SR3 MVOLT DDBXD Architectural Wall Sconce Notes lift DisionI /ITS"fill I gligag Type Ni "1191:e' MON Introduction The classic Architectural Wall Sconce is now available with the latest in LED technology.The Specifications result is a long-life,maintenance-free product with Luminaire Optional l3ack Box (MAW) typical energy savings of 75%compared to metal Height: 7-1/ ".z-o )4 Height: 4halide versions.The integral battery backup option provides emergency egress lighting,without the Width: 16-1/4" Width: 5-1/2" r.i1.icn,) (rz.ocm) use of a back-box or remote gel,so installations 9-1/8" 1-1/2" maintain their aesthetic integrity 1 Depth: (etzrn,) Depth: i317r,vi g ty Weight: 17 7 7�bs W Far 374"NPT_D_ The WST LED is ideal for replacing existing 50-- side.enuy 175W metal halide wall-mounted products.The I r 1 conduit \ expected service life is 20+years of nighttime use. 1 H M TC 1 I-—_ w —I L D —I ;-9--:- Ordering Information EXAMPLE:WST LED 2 10A700/40K SR3 MVOLT DDBTXD WST LED • MILight Engines Distribution Voltage Mounting 0' 1,,' _ _ AEA" finish(required) —_ 1 WSTLED 1 One engine 700 mA options: SR2 Type II MVOLT' Shipped included Shipped Installed DD800 Dark bronze 1 (ID LEDs) 10A700)40K 4000K SR3 Type Ili 120' (blank) Surface mount PE Fholoe!e(lik cell,bullet Cpe'' NOD Black 2 (We engines 94 T)pelV 2081 Shipped separately' SF Single Rise(120,27/,34T)' DNAXD Natural aluminum (20 LEDs) , 240' BOW Surface-mounted OF Double fuse(208,240,460V)1 DWHXO White 2771 back hoc DMG 0-10Vdimmingdriver(no controls) 05500 Sandstone 347 UT5 Uplift 5degrees FLU, Emergency battery backup" DDBTXD Teatureddark bronze WED Wet locationdoor for uporienlalion DBLB00 fellow)black 480 PIR McIion/ambientIightsensnr' DITATXD Tevturcdpafuralaluminum Shipped separately DWHG%0 Teduredwhite VG Vandal guard OSSEXO TeAliecdsardslone WO Wire guard NOTES Emergency Battery Operation 1 MVOLT driver operatesonany line voltage from 120-277Y(50/60 Hr).Sensory 120,208,249 or 277 options only when ordering with photocell The emergency battery backup(ELCW option)is integral to the luminaire-no external housing required!This design provides reliable (PE option)or fusing(SE OF options). emergency operation while maintaining the aesthetics of the product. 2 May�also be ordered separately as an accessory. All ELCW configurations include an independent secondary driver with an integral relay to immediately detect AC power loss.Duel light Ex:WS0n4V DD61CD ll-N.ust sperHy 8nrsh, engines are wired in parallel so both engines operate in emergency mode and provide additional component redundancy.These design 3 Must be ordered with fixture;cannot be field features meet various interpretations of .•i - r.i I.,. installed. n The emergency batterywillpower the luminaire for a minimum duration of 90 minutes(maximum duration of three hours)from the time 4 Not photocellavail(BP) with MVOLToption.with a dedicated 9 cy (PE)can be ordered IS a dedicated supply power is lost,per l..i. I,, + ,,,'';and-!, ,,ii'�i ' ir' / provided luminaires are voltage option.Single fuse ISM requires 120, mounted at an appropriate height and intim inate an open space with no major obstructions. 277 or 347 voltage option.Double fuse(DP) requires 208,240 or 480 voltage Option. The examples at right show illuminance 5 Not available with 480V option.Not available of 1 lc average and 0.1 fc minimum of 8'MH 12"MH with mutioniembient light sensor(PMR). the singleongine Type IV product in ts' .- \ _-_ / • 6 Integral battery peck is rated for-20°to 60'0 emergency mode. - Ns �' fl operating temperature ,, n. is 3 year y .✓ period.l1otavailab!ewith347Vor480V. WS(lID I lO7OOl4nXSft4 MVOLT ELC7'! f�� �- 1OPC ng '' ` .1okru 7 Specifies the -.. ,' I control 10'x 10'Gridlines t, 00 kirk oskma (photocell induded)see 244:N\ ��' ✓ for details.Nal available with"PE"option 8'and 12"Mounting Height \ ,� ... (button type photocell).Dimming driver -- -� �� - standard.Not available with WW,VG or WG. N. //j/.� eOne Lithonia Way •Can els,Georgia 30012 + Phone:DOD.77R8{)41 • Fax:770.918.12[M• I l,,✓// L Nfxt r s ,/ LI if /AfI . 02011,2013 Acuity Brands Lighting,Inc.All rights reserved. 28 Performance Data 7' Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lumen values am from photometric tests performed in accordance with IESNA Lit-74A8,Data Is conshdered to be representative the these factors to determ'ne relative lumen output for axrzge emb:errt temperatures of the configurations shown,with`nthe tolerancesallowed lay Lighting Facts-Actual wattage msydiffer by4/-8%when from 0-40'C(32-104'E1. operating between 120-48W+1.10%. BA 0'1 311 1.10 I„24 is f'rierzrry,if Syvrrn tEi (401X111.70fEll 101 SO 1 1.06 Ir+Toru lie errll Pa?cavy Wm (imn `�.• 20`C 66`F 1.02 m41 fklVOW I w2S'C 77C 1.00 l ,n 5R2 2005 1 01 $1 30'C 86`F 0.98 40•C 104`F 0.92 1191E0s) 700 101t7001-8207001—K 24W 533 2029 I 0 F $1 584 1959 1 0 I 82_.._ $)2 3944 I 1 I 0 1____._____$f Projected LED Lumen Maintenance 2 700 108700/-K 47W 5R3 402$ I ) I 0 I 1 I 86 Dale references the extrapolated performance projections for the WST LEG 210A700 (MUNI platform in a 25`C anblent,based on 10,000 hours of LEO testing(tested per IFSNA TM- 5R4 3851 I I I 0 I 1 I 89 80-08 arid projected per IESNA TFd-21-I q. `— I See electrical load chart for 347/480V system watts. —� To calculate LLF,use the lumen malnlenance factor that corresponds to the deuced number of operating hours below.For other lumen ma'ntenance values,contact factory, the rrrrng Floes 0 75,000 50,000 100,000 I un,rnlVmrnr,n"a 1.0 0.91 08 0.77 IHim Electrical Load Login 01rrt me ii Sy-:arm” 120 20$ 240 207 347 480 LAil lies fru i 'Y7.+t1s 14W 014 0.14 0.12 e1 - - 1 1 700 1949, - - - - C00 0.01 47W 044 040 013 020 - - 2 700 50W' - - - - 0.17 0,11 1 Higher wattage is clue to electrical losses from step-down transformer. " at• etf'ic Diagrams To see complete photometric reports or download ins files for this product,visit Lithonia Lighting's 4"/1.1 I r D k:,,„ I , , tsofootcandle -s for the LED 210A700/40K SR2,$03,and 564 Distances ere 1n units of mounting height P� g gh( 1 Distribution overlay comparison to 175W metal hada. LEGEND 4 1 2 1 0 1 x 1 412101334 — 432101214 LEGEND 4 a a 0.1 fc I I MT 3 3 1 LED, I ' 0.s k I l 0.5 fc z r - a `'k WST 1.0 fc • o �+-_ } y o 0 HID. " JY ,� osrr ," 1. S t _) a -z 4 a LLD:- WST HID: 01ST LED; -5 r - .1 a a WSTtI6=0,77 11301 41V1502 ' 5lt 2 5R4 - s:'sT LEU=puts WSTteolifN7034GK SR4, 1 4 — -— .5-- 5"15717551 FT Probe,17'Mok.oeog H, FEATURES&SPECIFICATIONS - INTENDED 115E ELECTRICAL The classic architectural shape of the WST LED vies designed for applications such as hospitals, light enginels1 consist of 10 high-efficacy LEDs mounted to a metal core circuit board and schools,malls,restaurants,andcornmercial buildings.The long life LEDs and driver make this integral aluminum heat sinks to maximize heat dissipation and promote long life(100,000 lumrna're nearly maintenance-fee. hrs at 25"C,177).Class 2 electronic driver has a power factor>90%,THD<20%.Easily- CONSTRUCTION serviceable surge protection device meets a minimum Category BiperANSI/IEEEC6241.2). The single-piece die-cast aluminum housing integrates secondary heat sinks to optimize thermal INSTALLATION transfer morn the internal light engine heat sinks and promote long fife.The driver is mounted in A universal mounting plate with integral mounting support arms allows the fixture to hinge direct contact with the casting for a low operating temperature and long life.The die-cast door down fon easy access while making air-"ng connections.The integral bubble level on the frame is fully gasketed with a one-piece solid silicone gasket to keep out moisture and dust, mounting plate provides assistance for level placement on every installation. providing an!P65 rating for the luminaire. LISTINGS FINISH CSA certified to U.S.and Canadian standards.Light engines are 1166 rated;luminaire is 1P65 Exterior parts are protected by a zinainfused Super Durable TGIC thermoset powder coat finish rated and suitable for wet locations when mounted with the lenses down.WLU option offers that provides superior resistance to corrosion and weathering.A tightly controlled multi-stage wet location listing in"up"orientation.Rated for-30'C minimum ambient. process ensures a minimum 3 re Is thickness for a finish that can withstand extreme climate ,WARRANTY changes without cracking or peeling.Standard Super Durable colors include dark bronze,black. Five year limited warranty.Full warranty terms located at: natural aluminum,sandstone and wfiite-Available in textured and non-textured finishes. OPTICS Precision-molded acrylic lenses are engineered for superior distribution,uniformity,and spacing Note:Specifications subject to change without notice. in wall mount applications. Light engines are 4000K(7OCR11.The WST LED has zero uplight and qualifies as a Nighttime Friendlyr1'product,meaning it is consistent with the LEEDS and Green Globes-'"criteria for eliminating wasteful uplight. A/j7//7/tf// One Lithonia Way « Conyers,Georgia 30012•Phone:800.279.8081 • Fax 770.918.1209 • (,/"n L iiigirilliit.7. ®2011-2013 Acuity Brands Lighting,Inc.All rights reserved. Rev.08/21/13 - I 29 'Job Name: Goodwill Lake Grove I Type: P1 LED I 1Manufacture: Designlights Consortium Catalog: DSX2 LED 80C 1000 40K T4M MVOLT RPA HS DDBXD USPOM 1Lamp: I 'voltage: sCg I crescent Sup ly company 30 alog ■ 1r y 1E. Number WST LED 2 700ma SR3 MVOLT ELCW DDBXD Architectural Wall Sconce Nates E• ?iSi6N16NTS 'i�11 Tine N2E rnm [onsa cru facts Introduction The classic Architectural Wall Sconce is now available with the latest in LED technology.The Specifications result is a long-life,maintenance-free product with Luminaire Optional Back Box (BBW) typical energy savings of 75%compared to metal Height: �-1/3.1 i 4"' Height: 402cn, halide versions.The integral battery backup option provides emergency egress lighting,without the Width: 16-1/4" Width: 5-1/2" crr s,,.,; 04 use of a back-box or remote gear,so installations Depth: 9-1/$ Depth: 1-1/2" maintain their aesthetic integrity. f73 2 nn) f i.u) Weight: 17 lbs Far 314"NPT- The WST LED is ideal for replacing existing 50— (77 k r) W ® ...-- side-entry 175W metal halide wall mounted products.The I r., ,,.),���-v conduit `� expected service life is 20+years of nighttime use. D , 9MI I— ._.� �1'o l Ordering information EXAMPLE:WST LED 2 10A700/40K SR3 MVOLT DDBTXD - - MST LEO Series Llghtf8ylnes PPerformance . Distribution Voltage Options' finish(required) WST LED 1 One engine 700 mA options: , SR2 Type II MVOLT' Shipped Included Shipped Installed ODBXD Datkbronu (101FOs) 10A700/408 4000X SR3 Type III 120' (blank) Surface mount PE Phatoelectricell,button lypess OBLXD Black 2 Tss'oengines 524 type IV 208' Shipped separately' SF Single fuse(120,21/,34/VI' {MAX° natural aluminum (201EDs) 240' BOW Strface-mounled OF Doc blefuse(2tk3,240,4E0V)' DWHXD Vihate 277' bark box 0MG 0-10Vdimmingdriver(no controls) D5SXD Sandstone 347 1175 Dolt 5degrees EnEmergency bat Ielybackup t DDBTXD Tonged daikbronze Will Wei Inca ROI door romp orientation DBLBXD Tutored black 480 PIR 6totion/amb'entbghlsens or' ONM)lO Textured natural aluminum Shipped separately DIVHGXD Textured while VG Vandal guard 0551X0 Tested sandstone WG Me paid NOTES Emergency Battery Operation 1 MVQLT driver operates onany line voltage from 120-277V{5 M°H4.Specify 120,20%240 or 277 options only when ordering with photocell The emergency battery backup(ELCW option)is integral to the luminaire-no external housing required!This design provides reliable (PE option)or fusing(SF,OF options). emergency operation white maintaining the aesthetics of the product. 2 May also he ordered separately as an accessory. All ELCW configurations include an independent secondary driver with an integral relay to immediately detect AC power loss.Dual light Ex:WSBB4V�OSXD U.Must specify finish. engines are wired in parallel so both engines operate in emergency mode and provide additional component redundancy.These design 3 Must be Ordered with fixture;cannot be field features meet various interpretations of i r'v: 0 1 l t installed. The emergency battery mil!power the luminaire for a minimum duration of 90 minutes maximum duration of three hours from the time 4 Not available with be orderedOLT option.itSudan 9 cY ry ( ) photocell(f E)can be ordered with a dedicated supply power is lost.per In. .;I I'', ,+. . .i and; I i.'1 I. ii, , ..'' provided luminaires are voltage option.Single fuse(SF)requires 120, mounted at an appropriate height and illuminate an open space with no major obstructions. 277 or 347 voltage option.Double fuse(OF) ' requites 208.240 ar 480 voltage option. The examples at right show illuminance 8'MH 12,MN 5 Not available with 480V option Not available of 1 fc average and 0.1 fc minimum of ��'* \ with motion/ambient light sensor(PIR). the single-engine Type IV product in iS ? -' • \ 6 Integral battery pack is rated for-20°to 6O'C emergency mode. Y-� aY — operating temperature i,, '.3 is3 year Y q• period Not available with 347V or 480V. y I/Si Slip 1 IDh7na14nX 534 GiVOLT E1cSV C mkasg \ „lekir9 7 Specifies the control 10'%10'Gridlirws \\ arsmu. CD {photocell included);see ' ��. — 3a N. ,e {photocell for details.Not available with"PE"option 3'and 12'Mounting Height 'o,-\�, (buNon type photocell).Dimming driver standard.Not available with WLI&.VG or WG, r /fi /tri''/1/Tiff ) One Lithonia Way • Conyers,Georgia 30012 • Phone:800 27911041 • Fax:770.918.1209* (V' r I d 7-f/fAir7. 02(111-20t3Acuity Brands Lighting,Inc.All rights reserved. 31 Performance Dat; • Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lunen values are horn photometric tests Performed in accordance with lESNA U3.79A8.Oata is considered to be representative Use these factors to determine relative lumen output for average ambient temperatures of the configurations shown,w 1,in the to.erances allowed by Lighting Facts.Actual wattage may differ lay+1-B%when from 0.40'C 132.104'!). operating between 12046051+1-10%. 4 , I 0'C 32`F I 1,10 Orh* f►ifonnWr Syllar s Ohl i1)f1tYlI,70{f11• 10 E SOT 1.06 (ta 1 Wits I 1 ¢u Vagr I MMB I M roe 'r r" n R .t , i . 20`4 i 77'68'F 1.02 I lrr+, WC 771 1 1.00 582 2005 1 0 1 Bl WC 86`€ 1 0.98 1 40'C i 104'F 1 0.92 (too s) 70310A700/-•K 24W SRI I 10141 0 1 B1 I 584 I 1959 1 01 82 5R2 I 3941 I 1 g I I 81 Projected LED Lumen Maintenance 2 700 10A700/4 4714 SR3 I 4023 I 1 I 0 t I E6 Data references the extrapolated pedormance projections for the WST LEO 2 10A700 (MEOW) platform lea 25"C ambient,based on 10,000 hours of LED testing(tested per'BHA U,L 5R4 I 3651 I I I 0 I I Si 8008 and pro)ededper IESNA TM-21-11), 1 See electrical load chart for 347/480V system watts. To calculate LLF,use the lumen maintenance factor that corresponds to the desired number of operating hours below.For other lumen maintenance values,corned factory. •Op rattnq Users 0 79,000 50,000 100,000 lealxn Mumtroani, t.0 0.94 O.R.& 0.78 toile' Electrical Load Iratu Ori,ntun rfir! SyVlcrn 120 208 740 777 347 480 Fug.ia 1mAt W41 24W 8.74 0.14 0.12 0.1 - - 1 700 29W' - - - - 0.09 002 47W 0.44 022 023 020 - - 7 700 53W - - - • 0.13 0.17 1 Higher wattage is due to electrical losses from step-down transformer- iliI'li-k"1111 lilI- 91lAiil4.il11 i To see complete photometric reports ordownload.iesfiles for th;eproduct,visit Lithonialighting'sVi.i iiill . tsofootcandle plots For the WST 1E02 IOA7tyy40K SR2,SR3.and SRM.Distances are in units of mounting height(17)- Distribution overlay comparison to 175W metal ha'de. LEGEND 4 3 a 1 0 1 a 1 4 _ 4 s a r o 1 2 1 4 • a a t 0 1 2 2 r - LEGEND i 4 4 0.1 fc - z 1 1 WST a I a7 6t I LED, C-.1 0.5 fc a a _ - a - _ 0.5 fc • 1.Ofc WST - (1(\'',. ' ._ -_,•+ = t ` '`- r _e. ■ HID, o t rr' e 't1lJ ° 0.5fc .a - •z 4 tt0:. WST HID: WM-LEO: a _ .a -. a Yost at 7=0 71 213W 4741 592 - 5R3 51 SR4 =} WSTLE0=0.55 3WT LED 210470040K 5R4, ,4`» 5757175S F4 Crete.I2'Itounrng Ht FEATURES&SPECIFICATIONS INTENDED USE ELECTRICAL The classic architectural shape of the WST LEO was designed for applications such as hoipitals, light engine(s)consist of 10 ingh.efficacy t Ens mounted to a metal core circuit board and schoo's,malls,restaurants,and commercial buildings.The long life LEDs and driver make this integral aluminum heat sinks to maximize heat dissipation and promote long life(1E0,030 luminaire nearly maintenanco-Free. his at 25°C,1771_Class 2 electronic driver has a power factor X90%,THU<20%.Easily- CONSTRUCTION serviceable surge protection device meets a minimum Category B(per ANSI/IEEE C62.41 2). The single-piece die-cast aluminum housing integrates secondary heat sinks to optimize thermal INSTALLATION transfer from the internal light engine heat sinks and promote long life-The driver is mounted in A universal rnouneng plate with integral mounting support arms allows the fixture to hinge direct contact with the casting fora lour operating temperature and long life.The die-cast door dove for easy access while making wiring connections.The integral bubble level on the frame is fully gasketed with a one-piece solid silicone gasket to keep out moisture and dust, mounting plate provides assistance for level placement on every installation_ providingan 1P65 rating for the luminaire, LISTINGS FINISH CSA certified to U.S.and Canadian standards.Light engines are IP66 rated;luminaire is 1P65 Exterior parts are protected by a zinc-infused Super Durable TUC thermoset powder coat finish rated and suitable for wet locations whenmounted with the lenses down.WLU option offers that provides superior resistance to corrosion and weathering.A tightly controlled multi-stage wet location listing in"up"orientation Rated for-30'C minimum ambient. process ensures a minimum 3 curls thickness for a Nnsh that can withstand extreme climate WARRANTY changes without cracking or peeling.Standard Super Durable colors include dark bronze,black• natural aluminum,sandstone and white.Available in textured and non-textured finishes. Fun year horsed warranty Felt warranty terms located at OPTICS Precision-molded acrylic lenses are engineered for superior distribution,uniformity,and spacing Note:Specifications subject to change without notice. in wall-mount applications. Light engines are 4000K(70 CRI)-The WST LED has zero uptight and qualifies as a Nighttime Friendlyna product,meaning it r5 consistent with the LEEDS)and Green Globes'H criteria for eliminating wasteful uptight ;f u'•1 ,✓f%j�1 /o'/'t// One Lithonia Way•Conyers,Georgia 30012 • Phone:800.279.8041 • Fan:770.918.1204 • ''a • i 2I/L 1/77�f`y. ®2011.2013 Acuity Brands lighting,Inc.All rights reserved. Rev-0£101/13 32 iJob Name: Goodwill Lake Grove I 'Type: P1 LED I IManufacture: Designlights Consortium Catalog: DSX2 LED 80C 1000 40K T4M MVOLT RPA HS DDBXD USPOM 'Lamp: I Voltage: I crescent I mo' su t�y 1`� company 33 5y [[�� 7 r—s II —� h{/ S II L F I Catalog 1Y�c�1 U 1 er,rh„ WST LED 1 Mama SR3 MVOLT DDBXD Architectural Wall Sconce Kolas ti '•.. l I1' ta...o.. 7 0 ( 0#SIGlItIGIITS�ilii tilyhftug YP N3 r-<- co r,s ua:sur. ( facts introduction The classic Architectural Wall Sconce is now available with the latest in LED technology.The Specifications result is a long-life,maintenance-free product with Luminaire Optional Back lox(L EtW) typical energy savings of 75%compared to metal Height: 7'1/4" Height: 4" halide versions.The integral battery backup option (18.4 cm) (10.2cmf 1 1�4" 51 2„ provides emergency egress lighting,without the Width: 161/4" Width: (1l.0cm) use of a back-box or remote gear;so installations Depth: 9-1/8"n)8Depth: (.8`21 maintain their aesthetic integrity. Weight: f>iEi For NWT_er The WST LED is ideal for replacing existing 50— eide-enLey - 175W metal halide wall-mounted products.The • r I conduit expected service life is 20+years of nighttime use. HIn, I ( H `') i w I I— D —If-., 0 ! 1lr01 ii'ps iPr(irl,t'tt:fi..0 EXAMPLE.WST LED 2 1OA700/40KSR3 MVOLT DDBTXD ViST LED i11Llriif r,0hudll d WST tED 1 One engine 700mAoptic ns: SR2 1)peII MVOLTI Shipped fauded ShippedlnstaHed DDBXD Dark bronze . (10LEDs) 10A700140X 4000( SRI Typal 1201 (blank} Surface mount PE Pholae'ectricrel I,button lype's DBLXO Black 2 10eng'nes 584 Type IV 2081 Shipped separately' SF Single fuse(120.)77,347V)' DNAXD 1)aluralalurdrtum (2otEDs) 240' BOW Surface-mounted or Dauble fuse 1208,240 480V)a MOD V;htle 277' back box 0MG 0-10Vdimming driver ine unlrols) DSSXD Sandstone 347 UT5 Uptllt5deglees ELC1Y Lmtrgencybattery baaup' DDMdark XD Ttatu:eddaIxonze WLU 'Kt llocation dorm far upolientatian 081000 Te,tuiedblack 480 PMR Motion/ambient light sensor' Df4ATXD Rawer!naturalaluminum Shippedsepatately DVMGXO Team:eilwhle VG Vandal gala' DSSIXD Tea(uledsar.dstone WG Wire guard NOTES Emergency Battery Operation 1 MVOLTdriveroperatesonanylinovoltagefrom 120.277V150/60 Hz).Specify 120,208,240 or , 277 options only when ordering with photocell The emergency battery backup(ELCW option)is integral to the luminaire-no external housing required)This design provides reliable (PE option)or fusing(SF,OF options). emergency operation while maintaining the aesthetics of the product. a May also be ordered separately as an accessory. All ELCW configurations include an independent secondary driver with an integral relay to immediately detect AC power loss.Dual light 8e:VISBBW DDBXD U.Must specify finish. engines are wired in parallel so both engines operate in emergency mode and provide additional component redundancy-These dodge 3 Must be ordered with ftattie:cannot be field features meet various Interpretations of P!I PP.101tieC 2901-7(10.16 installed. The emergency batterywill ower the luminaire for a minimum duration of 90 minutes(maximum duration of three hours)from the time 4 Not photoavailcell (PE with ordered nt option.Button supply a ertis lost, r tot power Cd-l6vi Cad,:Svcik. 1001i and NFPA 101 Lila Sq.:1• Pe.- vltaoption.can be u oe(SO witheadedi20, i pp y p p 7 •7-Section 7.9,provided luminaires are voltage option.Single fuse(5r•7 requires 12Q, mounted at en appropriate height and illuminate an open space with no major obstructions. 2)7 or 347 voltage option.Double fuse(OF) requires 208,240 or 480 voltage option. The examples at right shear illuminance5 Not available with 480V option.Not available of 1 k average and 0.1 is minimum of B'Mr-1-1 \ 12'MH \\ with.motion/ambient light sensor(PIR). the single-engine Type IV product in is _ —.--'•• ♦ \ 6 Integral battery pack is rated for.20'to 64PC emergency mode. \ .— az•✓ 1 \ operating temperature.Frtak,r.::,1„n1}is3 year _ period.Not available with 347V or 480V. WST LED 1 10A700140X SR4ISVOLTELLW Zak 9 tetchy. 7 Sped fees the Ss, t� t 1r SFD 7 ODP control 10'x10'Gridlines ` \ r n.1rueu \ to' ,0.1kmn (ahatoceltincluded)see li ii iSF ,_.[,i•'; 8'anti 12'Mounting Height _ _ \\\ for details.Not available with Pt: option y Ig a7 - (button type photocell).Dimming diner • �'� standard.Not available with WLU,VG or WG. • ' ‘) Zr.hilf5r4'dArt.,1 One Lithonia WaConyers,Georia 30012• Phone:800.279.8041 • Fax:770.918 1209• s.:;vi.lithoni,a.crsm / • • ,ate;”�- l r''" 02011-2013 Acuity Brands Lghting,Inc.All rights reserved. rf. 1 a�:r.3ft lr7 34 r.l ;,,Irts1;10t: .-rl;1r Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lumen values are from photometitc testserformed in accordance with IESNA12.1-79-08,Data is considered to be representative Use these factors to delermne relatve lumen output for average urnbient temperatures of the confguraticvrs dime,within the tolerances allowed by Lighting Facts.Actual wattage may dffcr by 9t.8%v.hen from 0i40'C132-1049. operating between 120}480V+1.10). u OT32`F 11161, I ' I 11 I i. 1010 50`F2010 68 1,06 � `F 1.02 2S'C I 777 1.00 NIP 2075 I 3010 I 86`F 0.98 110/1100/-K 241'! SR3 1079 1 0 I I 1 $1 0 - 40'C I 1047 0.92 704 410 UN 5R4 7959 1 o 1 1 82 -z 581 3948 - 1 4- 1 Th Projected LED Lumen Maintenance 700 10A700/--1( 471Y 5,93 1878 1 A 1 s5 Data references the extrapolated performance projections for the WST LED 210A700 I20Lf0s) - - Odeon ina25°Camblest,based an 10,000 hours of LEDtectirrg(tested per IESNA 104. ----v--- ---.._.___.__.__5E4 .1851 __5E4 ---1_- _- 01- 80.02 end projected pier IESNATR1-2I.11). I See electrical load chart for 347/4800 system watts. Ta calculate LLF,use the barren maintenance factor that corresponds in the dewed number depurating hours below For other lumen maintenance values,contact factory. 0 25,000 50,000 100,000. I, 1 1.0 0.94 0.08 0.7/ Electrical Load Tight Drfae f ���antnt 120 208 240 27/ 347 480- Ce Li im4) • 24W 0.29 0.I4 0.17 01 - - f 710 29W' - - - - 0.09 0.07 4748 544 077 015 020 - - 2 700 5510' - - - - 0.17 0.12 1 Higher wattage's due to electrical losses from slep•down transformer. • F F = e ; , ; ,r - To see complete photometric reports or download.ies files for this product,visitlithonia fighting's 415.1-LED Ion,epn ji&. Isbfootcandle plots fee the 1'!5T LE/32 10.4700/40K SR2,SRI,and 504 Dislarices are frillnilsormountng height(12). Distribution overlay comparison to 17SV rental ha'da. LEGEND 4 a a r o s : s 4 ¢ 4 a a 1 e t z 4 4 El 4 1 2 1 0 1 I a 4 0 LEGEND { 0.1 ft a r 1 1 %1ST • LED, 0.5 r9 1 A a a E � v: l I 0.5 k 1,0 Fc 1 I `�"y t - - 1 ` , ,' - i j WST ctrl 3. ,, +s, w Hfv, Raja` ' ¢ 0 s1 `�J. 0 �L i f O.Sic .2 -1 g: •a F r` LEDs: War CID: WST LED: ,1 r a� 4 o-�t, 4 i VAT 14.9-672 213W 47W SV 2 n `2 Z usT LED"0.95 n� SR3 SR4 1"15T 100 2 t0A7Dl{OX 5R4, ''u ' WW a • rL t] 415T I75!.t FT Prolx+,12'AtountTrg Ht FEATURES&SPECIFICATIONS INTENDED USE ELECTRICAL The classic architectural shape of the WST LED was designed for applications such as hospitaile. Light engine(s)consist of 10 high-efficacy LEDs mounted to a metal core circuit board and schools,mans,restaurants,and commercial buildings.The long life LEDs and tither make this integral aluminum heat sinks to maximize heat dissipation and promote long life(100000 lumina'ro nearlymeintenance-lee, his at 25`C,1.771.Class 2 electronic driver has a power Factor>90%,THD<20%.Easily- CONSTRUCTION serviceable surge protection device meets a minimum Category B(per ANSE/IEEE C62.41.2). The single-piece die-cast aluminum housing integrates secondary heat sinks to optimize thermal INSTALLATION transfer from the internal light engine heat sinks and promote long life.The driver is mounted in A universal mounting plate with integral mounting support arms allows the fixture to hinge direct contact vdth the casting for a low operating temperature and long life,The die-cast door dawn for easy access while making wiring connections.The integral bubble level on the home is fully gasketed with a one-piece solid silicone gasket to keep out moisture and dust, mounting plate provides assistance For leveI placement on every installation. providing an IP65 rating For the luminaire. LISTINGS FINISH CSAcertified taU.S.and Canadian standards. Light engines are IP66 rated;luminaire is 1765 Exterior parts are protected by a zinc-infused Super Curable TGtC thermoset powder coat finish rated and suitable for wet locations when mounted with the lenses dean.4/LU option offers that provides superior resistance to corrosion and weathering.A tightly controlled multistage set location listing in"up"orienlalion.Rated far•30'C minimum ambient process ensures a minimum 3 m Is thickness for a finish that can withstand extreme climate WARRANTY changes without cracking or peeling.Standard Super Durable colors Include dark bronze,black, Fiero year limited warranty.Follwarranty terms located at r.n-. •xrL;r 1 ii i natural aluminum,sandstone and white-Available fn textured and non-textured finishes. OPTICS Precision-molded acrylic lenses are engineered for superior distribution,uniformity,and spacing Note:Specifications subject to change without notice. in wall-mount applications. Light engines are 40000(70 CR1).The WST LED has zero uptight and qualifies as a Nighttime Friendly"'product,meaning it is consistent with the LEEDS end Green Globes'',criteria foe eliminating wasteful up!ight. r ' '\ ,' r°',i i;'7-?A3l-• One lfthonia Way •Conyers,Georgia 30012 • Phone:800.219.8041 • Fax:770.918.1209• ..:..:lin,IT„-...III ) irpjft.y' `iPnrg•---' 02011-2013 Acuity Brands Lighting,inc.All rihts reserved. Rev.03/21/13 35 'Job Name: Goodwill Lake Grove I Type: P2 LED I Manufacture:Lithonia Catalog: DSX2 LED 100C 530 30K T2M 'Lamp: I Voltage: 120/277V I Col,ps cc ny 36 Job: Goodwill Lake Grove 1 - D-Series Size 2 Num'be DSX2 LED 1000 530 30K T2M °- LED Area Luminaire dotes VOLT RPA HS DDBXD USPOM 00k. I IGNLIGHTSr I Type P2 LED CONSORTIUM neVpY introduction duseries The modern styling of the D-Series is striking yet unobtrusive-making a bold,progressive statement even as it blends seamlessly with its Specifications - environment. 2.0 ft2 ~ The D-Series distills the benefits of the latest in EPA: (0.19m') ', . , 1, LED technology into a high performance,high Length: 40" �`� - -,% efficacy, long-life luminaire.The outstanding (101.6 cm) - • • Width: 15" photometric performance results in sites with (38.1 cm) L excellent uniformity,greater pole spacing and Height: {190/?� 7..-1 H lower power density The Size 2 is ideal for weight 39)bs I W replacing 400-1000W metal halide in area lighting (max): (17.7 kg) applications with energy savings of up to 80% and expected service life of over 100,000 hours. Ordering Information EXAMPLE: DSX2 LED 80C 1000 40K T4M MVOLT SPA DDBXD DSX2 LED 100053030K T2M MV RPA USPOM HS DDBXD lini 4 _._..- ----•.._—_ —- - -_ Perfnrmnnceiarka r 015Trioutlon Naha a control 0j'tions. Other Options DSX2 LED LEDs T15 Type I Short MVOLT' Shipped included Shipped installed Shinned installed 'r DDBXD Dark bronze 4 80C 80 LEDs T2S Type Il Short 120' SPA Square pole PER NEMA twist-lock I HO House-side shield'l DBLXD Black (four engines) I T2M Type II Medium I 2081 mounting receptacle only(no WTB Utility terminal DNAXD Natural a 100C 100 LEDs I T35 Type III Short 240p controls) JI RPA Round ole I block aluminum mounting DMG 0-10Vdimmingdriver OF Singlefuse DWHXD White (four engines) T3M Type III Medium 277 (no controls) T4M Type IV Medium 347 WHA Wall bracket OCR Dimmable and con (120,277,347V)1° DDBTXD Textured dark Drive current trollable via 004Mw DF Double fuse bronze 530 530 mA TFTM Forward Throw 480 (to controls)5 (208,240,480V)10 DBLBXD Textured black i Medium in MU MA 5115 TypeVVery Short D5 Dual switchingILS Tool-less entry DNATXD Textured natural 1000 1000 mA(1 A)' PIRH Motion sensor,15-30' trigger latch aluminum T5S TypeV Short mounting height' L90 Left rotated optics' DWHGXD Textured white Color temperature TOM TypeVMedlum R90 Right rotated 130K_ 3000K I TOW TypeVWide optics' 40K 4000K2 50K 5000K Template#8 Top of Pole 05X2 shares a unique drilling pattern with the AERIS'"family.Sped this NOTES drilling pattern when specifying pales,per the table below. 1 Available with 80 LEDs(80C option)only. � .h �0.563" 2 Configured with 4000K(40K)provides the shortest lead times.Consult _ `F DM1 DOS Single unit DM29AS 2 at D0° factory for 3000151301()and 5000K(50K)lead times. •� T 13125'I U,tpp. DM28AS 2 at 180' DM79AS 3 at 9D° 3 MVOLT driver operates on any line voltage from/20-277V(50/60 Hz). O 2'650 I "12 PLCSI DM49AS 4 at 90° DM32AS 3 at 120°i Specify 120,208,240 or 277 options only when ordering with fusing(SF, {I OF options). 4 Example:SSA 20 40 DM49A5 DDBKD Not available with 347 or 4805. l `4' -. 5 Specifies a ROAM®enabled luminaire with 0-10V dimming capability;PER vis4 Lithonia light;ng's rr:�.,- +-F.fir Rr'• msee Sir wide select+on vi poles, option required.Not available with 347 or 4805.Additional hardware and Controls&Shields accessories and educational tools. services required for ROAM®deployment;must be purchased separately. Call 1-800.442-6745 or email:safes@roamservices.net. v 055124F1.1 T1JE 0 Photocell SSL twistiork(120-27711 1" 6 Provides 50/50 luminaire operation via two independent drivers on two 0113471.5(0110 Photocell-SSL two-Itch(347V)" Tenon MountingSlipfitter* separate circuits.N/A with PER,DCR,DMG orVVTB. :40OL14801.5 CULJU Photocell-55Lhsist4odt14e0V1" 7 Requires an additional switched line. •o m 5(U Shorungcap" Lenoir 00 angle Unit 211160` 75190' 3 al 120' 3al90` r er UQ' 8 Specifies the SensorSwrtch SSR-6 00P control;sea Mormon Sensor Guide IA a 0028080(5 House-side MP for BO LED unitfor details.Dimming driver standard.Not available with OCR orwTB. d n 05x285100(11 House-sideshieldfor100LEDunit 2-3!®" ASf2Q-19Q AST2a28Q A.3120-29011,3120-320 AS'f10390 81211410 9 Also available as a separate accessory;see Accessories information. U. k SPA79/MRZDOB%DU Square odeDM19NOM19A5adapter 2'/18' 00125-19Q /t8125-28B7 512 5-2 9 0 ASI25-020 05125-390 ASTP5490 10 Single fuse(SF)requires 120,277 or 347 voltage option.Double fuse(OF) W v (spedfyfinish) 0 45121 190 75135-280 AST35-290 AST35-320 AS100-390 50115-990 requires 208,240 or 480 voltage option. Q - RP 19/1/112 DDBXD U Round pole DMl9 to 1/479AS adapter 11 Requires luminaire to be specified with PER option.Ordered and shipped Is (senotyfioish) *For round pole mounting(RPA)only. as a separate line item. For more control options,visit OIL and k(341,4 online. ._ ra LAP iitUVIA One Lithonia Way • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770.918.1209 •vvww,tlthonia,cam draa .h® a, 0 2011-2013 Acuity Brands Lighting,inc. All rights reserved. 37 Performance Data Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lumen values are from photometric tests perforated in accordance with IESNA LM-79-08.Data is considered to be representative Use these factors to determine relative lumen output for average ambient temperatures of the configurations shown,within the tolerances allowed by Lighting Facts.Actual performance may differ as a result of end- from 0{40'C(32-104°F). user environment and application.Contact factory for performance data on any configurations riot shown here. Et ,�,+2141� DnVe 403 50A 0"C 32°F 1.02 Verfnance System Dist ItCurrent rmlean(,lOCRiY r10006,67CRi; 10"C 504 1 1.01 mA1 package Watts type 20'C 68`1 1.00 111 25'C 7rF 1 1.00 T15 16.714 1131g3 89 17.641 3 4 lip 30"C 06°f 1 1.00 125 117.233 1 3 1 0 1 3 1 92 16.196 1 3 0 3 97 40°C 104 F 0.98 12M 116.8391 3 1 0 1 3 1 90 17.7791 3 0 3 95 T35 16,818 1 1 0 1 3 1 89 17 757 3 0 3 94 T3M 16.970 3 1 0 1 4 1 90 17.918 3 0 4 95 Projected LED Lumen Maintenance 700 80(700-8 188W I T4M 17.201 3 1 0 1 4 1 91 18.1621 3 0 4 97 Data references the extrapolated performance projections for the platforms noted in a TFTM 16.944 3 1 0 1 4 1 90 17.890 1 3 0 4_ 95 25°C ambient,based on 10,000 hours of LED testing(tested per IESNA LM-8408 and 1505 17.899 5 1 0 I 1 I 95 18.899 1 5 0 1 101 projected per IESNA TM-21-11). T55 18032 4 1 0 12 l96 f. 19,039 I 4 0 2 101 To calculate CIF,use the lumen maintenance factor that corresponds to the desired number TSM 16.063 5 0 { 3 I 96 119.072 5 0 3 101 of operating hours below.For other lumen maintenance values,contact factory. 80C 1 T5W 17.798 5 1 0 1 3 1 95 118,7921 5 0 3 100 (801R1511 T15 22.771 3 1 0 1 3 1 83 124.137 1 3 0 3 88 raPr'+afln411uun 0 25,000 50,000 100,000 I 125 23.479 3 1 0 1 3 1 85 124,887 1 3 0 3 90 0502 LW 800 1000 I 12M 22.941 3 I 0 13 183 24.31713 0 3 88 T35 22,912 3 0 3 83 24,287 3 0 3 88omen Main:enan(rr 1.0 0.95 0.92 0,88 TOM 23,120 3 0 4 84 24.308 _3 0 4 89 Flruil 058.2 LED 10uc 700 1000 80(1000--6 275W T4M 23,435 3 0 4 85 24,841 3 0 4 90 "FIM 23,084 3 . 0 4 84 24,469 3 0 4 89 i 1.0 0.90 097 095 T5V5 24.386 5 0 T 89 25,849 5 0 1 94 T55 IM 24,567 4 0 2 89 26,041 4 0 2 95 Electrical Load T5M 1 24,610 5 0 3 89 26,086 5 0 3 95 T5W 124.247 -5 0 3 25,702 5 0 3 93 T15 1 20.722 3 0 3 95 21,883 3 0 3 100 125 21,3661^3 0 3 98 22,563 3 0 3 103 11111 1%W} veos 120 208 740 277 347 480 . T2M 20,876 3 0 3 96 22,046 3 0 3 101 T35 20,850 3 0 3 96 22.019 3 0 3 tit 530 142W 1.31 0.76 0.66 057 0.45 033 100[ T3M 21,039 3 0 4 97 22,219 3 0 4 102 700 100(700-6 218W T4M 21,326 3 0 4 98 22,521 3 0 4 103 700 183W 1.74 1.00 0.87 0.75 0.60 0,44 (]20LE03) 1FTM 21,007 3_ 0 4 96 22,184 3 0 4 102 1000 275W 2.55 1.47 1.27 1,10 0.88 0.64 1395 22,191 5 0 1 102 23,435 5 0 1 108 T55 22,356 4 0 2 103 23,609 4 0 2 108 530 175W 1.62 0.93 0.81 0.70 0.56 0.41 T5M 22,3955 0 3 103 23,650 5 0 3 108 100 700 218W 2.02 1.16 1.01 0.87 0.70 050 1596 22,065 15 10 3 101 23,302 5 0 3 107 Photometric Diagrams To see complete photometric reports or download.ies files for this product visit Lithonia lighting's D-Series Area Size 2 homepage, Isofootcandle plots for the DSX2 LED 80C 100040K.Distances are in units of mounting height(30'). LEGEND °. 3 s 1 0 1 2 3 4 4 3 2 1 0 1 2 3 4 4 3 2 1 0 1 2 1 4 4 3 3 1 0 1 2 1 4 0.1 ft a 4 a 8 a a ' 1 1 3 0 3 b II 0.5 fc 229 2 0 2 X 2 ig 1.0fc 1 m 1 v 1 1111, v 1 v (-...„\L„) 1 ct_.,j...) g cr 3: a ie: rr gr -2 .5 °3 .2 -1 F �a Fa r-a a 4 715 14 M Z T4M Z w T5W z 1. 3 J 3 J '11'"1 _4ria FEATURES&SPECIFICATIONS INTENDED USE ELECTRICAL The sleek design of the D-Series Area Size 2 reflects the embedded high performance LED Light engine configurations consist of 80 or 100 high-efficacy LEDs mounted to metal-core technology.It is ideal for applications like car dealerships and large parking lots adjacent to malls, circuit boards to maximize heat dissipation and promote long fife(up to 1.95/100,003 hrs at transit stations,grocery stores,home centers,and other big-box retailers. 25°C).Class 1 electronic drivers have a power factor>90%,THD<20%,and an expected life CONSTRUCTION of 100,000 hours with<1%failure rate.Easily-serviceable surge protection device meets a minimum Category C Low operation(per ANSI/IEEE C62.41.2). Single-piece die-cast aluminum housing has integral heat sink fins to optimize thermal management through conductive and convective cooling.Modular design allows for ease INSTALLATION of maintenance.The LED drivers are mounted in direct contact with the.casting to promote Included mounting block and integral arm facilitate quick and easy installation.Stainless - low operating temperature and long life.Housing in completely sealed against moisture and steel bolts fasten the mounting block securely to poles and walls,enabling the D-Series Size 2 environmental contaminants(11'65).Low EPA(2.0 ftp for optimized pole wind loading. to withstand up to a 2.0 G vibration load rating per ANSI Cl 36.31.The D-Series Size 2 utilizes FINISH the AERISTM series pole drilling pattern.Optional terminal block,tool-less entry,and NEMA photocontrol receptacle are also available. Exterior parts are protected by a zinc-infused Super Durable TG IC thermoset powder coat finish that provides superior resistance to corrosion and weathering.A tightly controlled multi-stage LISTINGS process ensures a minimum 3 mils thickness for a finish that can withstand extreme climate CSA certified to U.S.and Canadian standards,Light engines are 1966 rated;luminaire is IP65 changes without cracking or peeling.Available in both textured and non-textured finishes, rated.Rated for-40°C minimum ambient.U.S.Patent No.D670,057 S.International patent OPTICS pending. Precision-molded proprietary acrylic lenses are engineered for superior area lighting distribution, WARRANTY uniformity,and pole spacing.Light engines are available in 3003K 180 min.CR1),4000K(70 min. Five year limited warranty.Full warranty terms located at wwwacuitybrands.com/ CRI),or 5000K(65 mm.CRI)configurations.The 0-Series Size 2 has zero uplight and qualifies as a CustcxnerResources/TerMS_arid_conditiuns.asp:. Nighttime Friendly".product,meaning it is consistent with the LEEDe and Green Globes'^'criteria for eliminating wasteful uplight. Note:Specifications subject to change without notice. (a ,L/rff17AIM One Lithonia Way • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770.918.1209 • wwwlithonra,com DSX2-LED_2.indd Qle_01317®Afa 0 2011-2013 Acuity Brands Lighting,Inc.Al{rights reserved. Rev,03/21/13 -.me- 38 38 'Job Name: Goodwill Lake Grove I 'Type: P3 LED I 1Manufacture:Lithonia Catalog: DSX2 LED 100C 530 30K T3M Lamp: I 'Voltage: 120/277V I Crescent supply suppl comp1ny 39 i Job: Goodwill Lake Grove D-Series Size 2 NumbDSX2 LED 1000 530 30K T3M -440....•4410_,J;00-44"6", LED Area Luminaire Notes VOLT RPA HS DDBXD USPOM ifta DUSIGNIMIS "LI Type P3 LED OOHlri i ClNSenTIVM f�RMY Introduction drnseries The modern styling of the D-Series is striking yet unobtrusive-making a bold, progressive statement even as it blends seamlessly with its Specifications _ environment. 2 0 ft? ~ " The D-Series distills the benefits of the latest in EPA: (0.19 ma) w LED technology into a high performance,high Length: 40" • -__ 1 , _ r efficacy,long-life luminaire.The outstanding (101.6 cm) -- - - -- Width; 15 photometric performance results in sites with (38.1 cm) L _s excellent uniformity, greater pole spacing and Height: 790/ �` H 1ailatiL lower power density.The Size 2 is ideal for Weight 39 (79.0 ),--- I replacing 400-1000W metal halide in area lighting (max): (77.7 kg) applications with energy savings of up to 80% and expected service life of over 100,000 hours. Ordering Information EXAMPLE: DSX2 LED 80C 1000 40K T4M MVOLT SPA DDBXD DSX2 LED 100053030K T3M MV RPA USPOM HS DDBXD Series Performance Package distribution Voltage Mounting Control Options Other Options DSX2 LED LEDs 115 Type l Short MVOLT' Shipped included Shipped Installed Shipped installed it DDBXD Dark bronze I 80C 80 LEDs T25 Type II Short 1201 SPA Square pole PER NEMA twist-lock I HS House-side shield 1 DBLXD Black ( only ynD (four engines) , T2M Type il Medium 208 a mounting receptacleWTB Utility terminal DNAXD Natural 1008 100 LEDs f T35 Type Ill Short 240 p controls) 3 RPA Round ole block aluminum mounting DMG 010Vdimming driver SF Single fuse DWHXD White (four engines) T3M Type Ill Medium 277 (no controls) WBA Wall bracket (120,277,347V)10 0081X0 Textured dark Drive current I T4M Type IV Medium I 347 OCR Dimmable and co4- I530 530mA TFTM Forward Throw 480 IroliableviaROAM® OF Double fuse bronze r^ Medium (no controls)' (208,240,4809)10 DBEBXO Textured black ruu ruuuin DS Dual switching 6,' TLS Tool-less entry DNATXD textured natural 1000 1000 mA(1 A)1 TSVS Type VVery Short PIR1I Motion sensor,15-30' trigger latch aluminum T55 TypeV Short mounting height' L90 Left rotatedoptics I DWIIGXD Textured white Color temperature T5M Type Medium R90 Right rotated 130K 3000K I T5W TypeVWide optics I 40K 4000K' 50K 5000K Top of Pole Template#& DSX2 shares a unique drilling pattern with the AERIS'"'family.Specify this NOTES drilling pattern when specifying poles per the table below. 1 Available with BO LEDs(BOC option)only. Crf ...ttt��� �.-0,563' 2 Configured with 4000K(4010 provides the shortest lead times.Consult {r I DM19A5 Single unit flM2905 2 at 90° fanoryfor 3000K(301(5and 5tWK)50)lead times. •L I 1-325 0 qp0- oM2RhS 2 at 180' D M3905 3 at 90° 3 MVOLT driver operates on any lint voltage from 120-2779(St1fb0 Ha), 0 2.650' I X12 PLCS) DM4905 4 at 90° D M3205 3 at 120°" Specify 120,208,240 or 277 options only when ordering with fusing(SF, 1 OF options). Example:SSA 2040UM19A500BX0 4 Not available with 347 or480V I Visit Lrthnnia Gghr na's - 'aa+to see our wpde selernon of poles, 5 Specifies a ROAM®enabled luminaire with 0-10V dimming capability;PER ' option required.Not available with 347 or 4805.Additional hardware and accessories and edocaeione;tools. services required for ROAM®deployment;must be purchased separately. Controls&Shields D55124P 1STJJEU Photocell-SSLtwist-Sock 112R27N}�s Call 1-800-442-6745 or email:salesaroamservices.net 055327E-2NUu Photocell-SSLtvrist-lock 1120-2" 6 Provides 50/50 luminaire operation via two independent drivers or two in i separate circuits,N/A with PER,OCR,DMG or WS B. Tenon Mounting Slipfitter* aII i:, 01148015 CULJU Photocell-SSLtvast-lods(4809)" 7 Requires an additional switched line. •o ro SC 13 shorting cap" ttean 0 0 Sirttle lInll 1a Cr 2 am a r 3 a1 12U" 3 a190` a at 90' n Specifies the SenserSwitch 000-6-COP control;see Motion Sensor Guide 4/1 en t VMS OK House-side shield for 80 LED unit for details.Dimming driver standard.Not available with OCR or WTB, 2-010" AST20.790 AST10290 43120-290 AST29.320 0506300 AST20-490 w a 05x20510080 House-6deshidd forlOt muunit 9 Also available as a separate accessory;see Accessories information. '� % SPA197MR2 005x011 Square pole DM19ta[VMS adapter 2-118" ASf25-Ito AST25-250 Mils-233 03135.320 A5f25-390 05175-490 10 Single fuse(SF)requires 120,277 or 347 voltage option.Double fuse(DF) v (specify finish) 4' (13135190110131-2a0 02135-290 AST35.020 05150.390 1035-490 requires 208,240 or 480 voltage option. m II 419/16R2 U Round pole DM19 to DM19Asadaptei 11 Requires luminaire to be specified with PER option.Ordered and shipped $ (spedfyfinulr) *For round pole mounting(RPA)only. as a separate line item. For more control options,visit CT L and ROAM.online. ""v, isle 'V®A One Lithoniaway • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770.918,1209 a www.litho+,ia.:orr V gr/W-171j,,,,a ©2011-2013 Acuity Brands Lighting,Inc.All rights reserved. 40 Performance Data Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lumen values are from photometric tests performed in accordance with IESNA LM-79-08.Data is considered to be representative Use these factors to determine relative lumen output for average ambient temperatures of the configurations shown,within the tolerances allowed by Lighting Facts.Actual performance may differ as a result of end- from 0-40°C(32-104°F). user environment and application.Contact factory for performance data on any configurations not shown here. Ambient. Lumen Multiplier Prue 4014 501i 0°C 32°F 1.02 YPrfermdnre Sfftenr 015[ 10X 50'F 1,01 IE(Is e,p t40Q4K.70Ck11 150004,4/(KO im41 5x1795 Watts I)ypp EMI 20°C I °F I 1.00 riim� lumen s111 25"[ 77 77°F I 7.00 115 16.714all3 84 17.647 131-11113" 94 30°C I 86°F I 1.00 125 17.233 3 0 3 92 18.196 3 0 3 97 40'C 1041 I 0.98 I 12M 16.839 3 0 3 90 17.779 3 0 3 95 I T35 16,818 3 0 3 89 17.757 3 0 3 94 I T3M 16.970 3 0 4 90 17,918 3 0 4 95 Projected LED Lumen Maintenance 700 806700--K 188W I T4M 17.201 3 0 4 91 18.162 3 0 4 97 Data references the extrapolated performance projections for the platforms noted in a I TFTM 16.944 3 0 4 90 37.890 3 0 4 95 25''C ambient,based on 10,000 hours of LED testing(tested per IESNA LM-80-08 and 15V5 17,899 I 5 0 1 95 18,899 5 0 1 101 projected per IESNA TM-21-11), T55 18.032 6 4 0 2 96 19039 4 0 2 101 To calculate LLF,use the lumen maintenance factor that corresponds to the desired number TSM 18,063 5 0 3 f 96 19,872 5 0 3 _101 of operating hours below.For other lumen maintenance values,contact factory. 806 TSW 17.798 Ir 5 0 3 195 18.792 5 0 3 100 i_Iperatmy Hours 0 25,000 50,000 100,000 (colitis) I 125 .2 88 I 3,479 13 I 0 1I 3 85 24,887 3 0 3 90 05x2 LED 80(1000 T2M f 22,941 J 3 0 1 3 83 24,317 3 0 3 I s 135 122.972 3 0 3 83 24.287 3 0 3 8810 0.95 0.92 0.88 I 1324 123.1201 3 I 0 I 4 184 I24.508 3 0 4 89 Farrnr 05x2LED 100C/OD 7000 BBC 1000-It 275W T4M 23435 3 0 4 85 124.841 3 0 4 90 • TFTM 23 084 -3 K0 84 24.469 3 0 4 89 1.0 0.98 0.97 0.95 T5115 24386 5 I JEI 89 25,849 5 01 94 T55 24567 4 KE© 89 26041 4 0 I 2 95 Electrical Load TSM 24 610 5 KIRI 89 26.086 5 0 3 95 15W 24,247 5 0 3 88 1 25,702 5 0 3 93 Current(A) 115 120,722 J 3 l 0 1 3 1 95 121.883 3 0 3 100 125 21,366 I 3 I 0 13 98 1 22.563 3 0 3 I 103 "r"i mAt i +.I, MYysnrrrnc,, 120 208 240 277 347 4811 I T2M 20,8763 0 3 95 22.046 3 0 3 101 135 20,8501 3 0 3 96 22.019 3 0 3 101 530 142W 1.31 076 0.66 0.57 0.45 0.33 1000 T3M 21,039 3 0 4 97 22,219 3 0 4 102 740 1006700-K 21899 1483 21,326 . 3_ 0 4 98 22,521 3 0 4 103 so 700 188W 1.74 2.00 0,87 11.75 11.60 0.44 (no-MO TFTM 21.007 3 0 4 96 22,184 3 0 4 102 1000 275W 255 1.47 1,27 1.10 0.88 0.64 1595 22.191 5 0 _ 1 102 23,435 5 0 1 108 155 22,356 4 0 2 103 23,609 4 0 2 108 530 175W 1.62 0.93 0.81 070 056 0.41 1583 I 22,395 5 0 3 103 23,650 5 0 3 108 100 /00 218W 2.02 116 1.01 027 0.70 0.50 15W 122.0651 5 I 0 13 1101 23.302 5 0 3 707 • Photometric Diagrams To see complete photometric reports or download.ies files for this product,visit Lithonia Lighting's 0-Series Area Size 2 homepage, Isofootcandle plots for the DSX2 LED 80C 1000443K.Distances are in units of mounting height(30'). LEGEND 4 3 2 1 0 1 2 3 4 4 3 2 1 0 1 2 3 4 4 3 2 1 0 1 2 3 4 4 3 2 1 0 I 2 3 4 O.tk 4 4 a 4 ] 'tl 3 3 ] iQ.Sfc 2 z x z t.af< 1 1 t 2.0 0 a 0 -,7_ry z z z �z 3 3 -3 ,n 4 Tis Z'4'1 s TOM Z r TOM Z$ , TSW Z.c r11'1 -43 r 3ill FEATURES&SPECIFICATIONS INTENDED USE ELECTRICAL The sleek design of the D-Series Area Size 2 reflects the embedded high performance LED Light engine configurations consist of 80 or 100 high-efficacy LEDs mounted to metal-core technology.It is ideal for applications like car dealerships and large parking lots adjacent to malls, circuit boards to maximize heat dissipation and promote long life(up to L95/100,000 hrs at transit stations,grocery stores,home centers,and other big-box retailers. 25°C).Class 1 electronic drivers have a power factor>90%,THD<20%,and an expected life CONSTRUCTION of 100,000 hours with<1%failure rate.Easily-serviceable surge protection device meets a Single-piece die-cast aluminum housing has integral heat sink fins to optimize thermal minimum Category C Low operation{per ANSI/IEEE C62.41.21. management through conductive and connective cooling.Modular design allows for ease INSTALLATION of maintenance.The LED drivers are mounted in direct contact with the casting to promote included mounting block and integral arm facilitate quick and easy installation.Stainless low operating temperature and long life.Housing is completely sealed against moisture and steel bolts fasten the mounting block securely to poles and walls,enabling the D-Series Size 2 environmental contaminants(1165).Low EPA(2.Oft')for optimized pole wind leading, to withstand up to a 2.0 G vibration load rating per ANSI 0136.31.The D-Series Size 2 utilizes FINISH the AERIST"series pole drilling pattern.Optional terminal block,tool-less entry,and NEMA Exterior parts are protected by a zinc-infused Super Durable TGIC thermoset powder coat finish Rhotacontrol receptacle are also available. that provides superior resistance to corrosion and weathering.A tightly controlled multi-stage LISTINGS process ensures a minimum 3 mils thickness for a finish that can withstand extreme climate CSA certified to U.S.and Canadian standards.Light engines are IP66 rated;luminaire is IP65 changes without cracking or peeling.Available in both textured and non-textured finishes. rated.Rated for-4TC minimum ambient.U.S.Patent No.D670,857 S.International patent OPTICS pending. Precision-molded proprietary acrylic lenses are engineered for superior area lighting distribution, WARRANTY uniformity,and pale spacing.Light engines are available in 3000K(80 min.CR)),4000K(70 min. Five year limited warranty.Full warranty terms located at wwwacuitybrandscoml CRI),or 5000K(65 min.CRI)configurations.The D-Series Size 2 has zero uplight and qualifies as a CustnrcerRe.sur,rces/Ts'ras and au-,t,rions.aspx. Nighttime Friendlyproduct,meaning it in consistent with the LEEDS and Green Globesi"criteria for eliminating wasteful uplight. Note:Specifications subject to change without notice. ,® L/ffl1D/w%'�A• One Lithonia Way • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770.918.1209 • www.lithonracorr, DSX2-LED_2.indd L,f.7 77Ala 0 2011-201 3 Acuity Brands Lighting,Inc.All rights reserved. Rev.03/21/13 41 'Job Name: Goodwill Lake Grove I 'Type: P4 LED I IManufacture:Lithonia Catalog: DSX2 LED 100G 530 30K T4M Lamp: I 'Voltage: 120/277V I crescent r supply company 42 Job: Goodwill Lake Grove catalo D-Series Size 2 Numbe DSX2 LED 100C 530 30K T4M LED Area Luminaire I Notes VOLT RPA HS DDBXD USPOM DESKIIIIGHTS Type P4 LED M.CFRIWF CONSeRTrLM rur�r Introduction d"series The modern styling of the D-Series is striking yet unobtrusive-making a bold,progressive statement even as it blends seamlessly with its Specifications environment. EPA: 2.0 ft3 ; The D-Series distills the benefits of the latest in (0.14mz) W LED technology into a high performance,high Length; 40" ( r efficacy, long-life luminaire.The outstanding 007-6 cm) Width: 15" photometric performance results in sites with (38.1 cm) L 1 excellent uniformity, greater pole spacing and Height: (i9 0/fiJ Fi _ _ lower power density The Size 2 is ideal for Weight 39 lbs 1 !� replacing 400-1000W metal halide in area lighting (max): (17.7 kg) applications with energy savings of up to 80% and expected service life of over 100,000 hours. Ordering Information EXAMPLE: DSX2 LED 80C 1000 40K T4M MVOLT SPA DDBXD DSX2 LED 100053030K T4M MV RPA USPOM HS DDBXD Series Peitormance Package Distribution Voltage Mounting lontroi Options Otter Options Finish e Atoned) DSX2 LED LEDs T15 Type!Short MVOLT3 Shipped included Shipped installed Shinned installed 1 DBBXD Dark bronze I 800 80 LEDs T25 Type II Short 1203 SPA Square pole PER NEMA twist-lock I H5 House-side shield 9 DBLXD Black (fourengines) T2M Type Il Medium 2081 -. mounting receptacle only(n0 INTO Utilityterminal DNAXD Natural control1000 100 LEN T35 Type III Short 2403 IPA Round pole 1 block aluminum DM 0-120darning driver (fouren roes) T3M Type IP Medium 2771 mounting e SF Singlefuse DWHXD White 9 (no controls) WBAWail bracket (1211,277,347V)40 DDBTXD Textured dark Drive current IT4M .Type IVMedium I 347 DCR Dimmableandcon- trollable via ROAM' OF Double fuse bronze 530 530 mA Medium (no controls)a (208,240,480V)10 OBLBXD Textured black !01) No 111A 75V5 Type l+Very Short 85 Dual switching 47 TIS Tool-less entry ONATXD Textured natural 1000 1000 mA(1 A)1 PIRH Motion sensor,15-30' trigger latch aluminum T55 Type V Short mounting height 190 Left rotated optics1 DWHGXD Textured white Color temperature ISM Type V Medium R90 Right rotated I30 3000K I T5W Type VWide optics' 40K 4000K7 50K 5000K Top of Pole Template#8 DSX2 shares a unique drilling pattern ebb the AERISTM family.Specify this NOTES 01 o.563^ drilling patters when specifying poles,per the table below. 1 Available with 80 LEDs(80C option)only, ,,i2 Configured with 4000K(40/0 provides the shortest lead times.Consult * I I 4� / BM2DM19AS Single unit 0M29AS 2 8t 900 factory for 3000K(30K)and 5000K 150K)lead times. ,L• I 1'325r �t�.,/ D 405„ RAS 2 at 180° DM39AS 3 at 90° 3 MVOLT driver operates on any lire voltage from 120-277V(50160 Hz). 2.6SO" I I `(2 PLCS) DM49AS 4 at 900 DM32AS 3 at 120`5* Specify 120,208.240 or 277 options only when ordering with fusing(SF, 11 DF options). 4 Example:SSA 20 40 DM19AS 00800 Not available with 347 or 480V. y' 5 Specifies a ROAM®enabled luminaire with 0-10V dimming capability;PER Visit L+thonia Ligtro eqs to see our wldeselection ofpeles, option required.Not available with 347 or 480V.Additional hardware and Controls&Shields n==cssones and educational tools services required for ROAM®deployment;must be purchased separately. 05S724F I.5 TIlED Photocell-SSLtr+dst-lock*720-277'i) Cat 1-800-442-6745 or email:sales@roamservlces.net. 6 Provides 50(50 luminaire operation via two independent drivers on two m 0 51.1347 13 CUL JD Photocell-SSE twist-look{3471'}' Tenon Mounting Slipfitter* separate circuits.NIA with PER,DCR,DMG orWTB, dt v OtL480m.5CU17U Photocell-SSLtwist-lack(4500)11 7 Requires an additional switched line. • - � v CO Shorting cap" Tenon 00 Single 19511 2 a11B0' 1+180' 3 at 120' 3 at 511 i a1 It 8 Specifies the Se'tor5witch SBR-u ODP control;see Mayon SeDsor Gulrie ta 1E IAMBS Bat U House-side shield for 80 LED unit for details.Dimming driver standard.Not available with OCR orWIB. til 2-8fE" A512b.190 AST20-250 0ST20-295 AST20-520 0120.390 0120.490 G1 :g D9211s100CU House-side Aieidtar 1000 unit 9 Also available as a separate accessory;see Accessories information. U SPA19/MR2DDBXD0 Square poleDM79toDM19A5adapter 2'I18" ASr25190 AST25-280 A5115-290 A5P15-320 AST253� 431.25-490 10 Single fuse(SF)requires 120,277or347vokageoption.iJoublefuse(DF) Li v (spedfyfinish) 4' 00135-190 AST35-250 A5T35-290 05135-320 AST35-39d 0100-490 requires 200,240 or 480 voltage option. -' RPA191Mns EMU Round pore DM19to DM19AS adapter 01 Requires luminaire to be specified with PER option.Ordered and shipped D (spedfyfisish) *For round pole mounting(RPA)only. et a separate one item. � j For more control options,51,111)IL and POAlvl online. (7/1 [, r 4a iA One Lithonia Way • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770,918.1209 •v✓ww lithonra.com ,/ giONFI 91 a? ®2011-2013 Acuity Brands lighting,Inc.All rights reserved. 43 Performance Data Lumen Output Lumen Ambient Temperature(LAT)Multipliers Lumen values are from photometric tests performed in accordance with IESNA LM-79-08.Data is considered to be representative Use these factors to determine relative lumen output for average ambient temperatures of the configurations shown,within the tolerances allowed by Lighting Facts.Actual performance may differ as a result of end- from 0.40°C(32-104°F). user environment and application.Contact factory for performance data on any configurations not shown here. Lumen Multiplier Or tin 406 506 O C 32°F 1,02 '.fl)+ CWrei11 lrarl4rRlauC; 'i5tI'al; dust _ �40(0K,70081) i50001(07 COR 10'C I 50"F 1,01 Irnhl PaCkd)F Wau= lype �1 �� 3 20"C 68°F 1,00 Wnnns IPW lutineri• 25'C I 77"F 1.00 1 T15 116.714 3 0 3 89 17.647 3 0 3 94 I 125 117,233 1 3 10 3 92 18.196 3 1 0 1 3 1 97 30% 867 1.00 I UM 116,839 13 I 0 3 90 17.779 3 I 0 1 3 1 95 40% 1 1047 0.98 I T35 116.8181 3 I 0 3 89 17,757 3 I 0 1 3 194 1 13M 116,970 13 1 0 4 90 17,918 3 I 0 1 4 I 95 Projected LED Lumen Maintenance 700 80C 700-K 188W T4M j 17,201 30 4 91 18,162 3 0 4 97 Data references the extrapolated performance projections for the platforms noted in a TFTM 16,944 3 I 0 4 90 17.890 3 I 0 I 4 I 95 25°C ambient,based on 10,000 hours of LED testing(tested per IESNA LM-80-08 and T505 117,899 15 1 0 1 95 18.899 5 I 0 I 1 1 101 projected per IESNATM-21-11), T551 II 18,032 4 0. 2 96 19039 4 0 2 101 To calculate LLE use the lumen maintenance factor that corresponds to the desired number TSM 18,163 5 0 3 96 19.072 i 0 3 101 of operating hours below,For other lumen maintenance values,contact factory. 80C 15W 17,798 5 0 3 95 18.792 5 0 3 100 (I1 1,Sisf hraa, 0 25,000 50,000 100,000 (BOLEN) . 115 1 22,771 1 3 1 0 3 83 24.137 3 1 0 I 3 I 88 125 23,479 1 3 1 03 85 24,887 3 0 3 90 0501 LED for 1000 12M 22,941 11 0 1 3 83 24,317 3 0 3 88 T3S 22,912 3 0 3 83 24,287 3 0 3 8$ d,rmen Manirrnanre 1.0 0.95 0.92 0.88 1384 23,120 3 0_ 4 84 24.508 3 0 4 89 E4na, 0502 LED 100C 700 1000 80(1001-K 275W 74M 23.435 3 0 4 85 24,841 3 0 4 90 • TEEM 23,084 3 0 4 84 24,469 3 0 4 89 1.0 0.98 0.97 0.95 1505 24,386 5 0 1 89 25,849 5 0 1 94 T55 24,567 4 0 2 89 26,041 4 0 2 95 Electrical Load 15M 24,610 5 0 3 89 26.066 5 0 3 95 15W 24,247 5 0 3 25,702 5 0 3 93 Co hent(A) T15 20,722 3 0 3 95 21,883 3 0 3 100 Oars;° tem 125 21,366 3 0 3 98 22,563 3 0 3 103 IA n1 walrl 120 208 740 277 347 481 TUM 20,876 3 0 3 96 22,046 3 0 3 101 T35 20,050 3 0 3 96 22,019 3 0 3 101 530 142W 131 0.76 0.66 0,57 0.45 033 100( 1384 21,039 3 0 4 97 22,219 3 0 _4 102 700 1000700--K 718W _ Tel 21,326 3 0 4 98 22,521 3 0 4 103 700 18800 1.74 1.0] 0.07 0,75 0.60 0.44 11001101) • TERM 21,007 3 0 4 96 22,184 3 0 4 102 1000 275W 2.55 1,47 127 1.10 0.88 0.64 1505 22,191 5 0 1 102 23,435 5 0 1 108 T55 22,356 4 0 2 103 23,609 4 0 2 108 530 175W 1.62 0.93 0.81 0.70 0.56 0.41 TOM 22,395 5 0 3 103 23,650 5 0 3 108 101 700 naw 2.02 1.16 1.01 0.27 0,70 0.50 75W 22,065 5 0 3 101 23,302 5 9 3 107 Photometric Diagrams To see complete photometric reports or download.ies files for this product,visit Lithonia Lighting's D-Series Area Size 2 homepage. Isofeotcandle plots for the DSX2 LED SOC 1000 40K.Distances are in units of mounting height(301. LEGEND 4 3 2 1 0 1 I 3 4 4 3 2 1 0 1 2 3 4 4 3 2 1 0 1 2 3 4 4 3 2 t n 1 2 3 4 01 is 4 °' 4 p 4 4 ® 3 ' 3 1 2 a 3 a 0.5 is 9 3 s _ z 2 p 2 t.1fc w t 7:',': 1 d o i • a s v o // - C,� -1 • N -1 s=tn -1 m P .1 o a 2 t-.,,.1 a 2 0< a �t I FQ Q tpQ 3'3, a dN -3 Z .3 -.--- pvzr ate tit 715 Ti„ a T3M Z r J 1484 ». y -5W .zN 3 ; f 3 A'il FEATURES&SPECIFICATIONS INTENDED USE ELECTRICAL The sleek design of the D-Series Area Size 2 reflects the embedded high performance LED Light engine configurations consist of 80 or 10(3 high-efficacy LEDs mounted to metal-core technology.It is Neat for applications like car dealershipsand large parking lots adjacent to malls, circuit boards to maximize heat dissipation and promote fang life(up to L95/1W,000 hrs at transit stations,grocery stores,home centers,and other big-box retailers. 25°C).Class 1 electronic drivers have a power factor>90%,THD<2D%,and an expected life CONSTRUCTION of 100,000 hours with<1%failure rate.Easily-serviceable surge protection device meets a Single-piece die-cast aluminum housing hasintegral heat sink fins to optimize thermal minimum Category C Low operation(per ANSI/IEEE C62.41.2). management through conductive and convective cooling.Modular design allows for ease INSTALLATION of maintenance.The LED drivers are mounted in direct contact with the casting to promote Included mounting block and integral arm facilitate quick and easy installation.Stainless low operating temperature and long life.Housing is completelysealed against moisture and steel bolts fasten the mounting block securely to poles and walls,enabling the D-Series Size 2 environmental contaminants(IP65).Low EPA(2.0 ft')for optimized pole wind loading. to withstand up to a 2.0G vibration load rating per ANSI 0136.31.The D-Series Size 2 utilizes FINISH the AERISTM series pole drilling pattern.Optional terminal block,tool-less entry.and NEMA photocontrol receptacle are also available. Exterior parts are protected by a zinc-infused Super Durable TGIC thermoset powder coat finish that provides superior resistance to corrosion and weathering.A tightly controlled multi-stage LISTINGS process ensures a minimum 3 mils thickness for a finish that can withstand extreme climate CSA certified to U.S.and Canadian standards.Light engines are 1P66 rated;luminaire is IP65 changes without cracking or peeling.Available in both textured and non-textured finishes. rated.Rated for-40°C minimum ambient.U.S.Patent No.0670,857 S.International patent OPTICS pending. Precision-molded proprietary acrylic lenses are engineered for superior area lighting distribution, WARRANTY uniformity,and pole spacing.Light engines are available in 3000K(80 min.CRO,4000K(70 min. Five year limited warranty Full warranty terms located at www.ecuitybrands.com/ CRI),or 5000K(65 min.CRI)configurations.The D-Series Size 2 has zero uplight and qualifies as a Customer?osources'Terms_and-concl,tions.aspx. Nighttime Friendly'"product,meaning it in consistent with the LEER'and Green Globes"^criteria for eliminating wasteful uplight. Note:Specifications subject to change without notice. , L/THO/VLd One Lithonia Way • Conyers,Georgia 30012 • Phone:800.279.8041 • Fax:770.918.1209 • v,ww.lithonia.com DSX2-LED_2.indd LAG/ITRIM: co 2011-2013 Acuity Brands Lighting,Inc.All rights reserved. Rev.03721/13 44 'Job Name: Goodwill Lake Grove I Type: P2-P3-P4 LED I Manufacture:Lithonia Catalog: RTS 22 7-OB-DMI9AS DDB USPOM 'Lamp: I 'Voltage: I crescent suppl e company 45 Job: Goodwill Lake Grove 'A L/TI CN/A L/GHT/NG" Numb RTS 22 7-0B-DMI9AS DDB USPOM Hum FEATURES&SPECIFICATIONS Notes DDB USPOM INTENDED USE—Round tapered steel general purpose pole for up to-50-foot mounting heights. T ype CONSTRUCTION—Weldable-grade hot-rolled,commercial-quality carbon steel tubing with a minimum P2-P3-P4 yield of55,000psi.Uniform wall thickness of 11-gauge(0.1196")or7-gauge(0.17931.5hafts are one-piece construction with a full-length longitudinal high-frequency electric resistance weld and conform to ASTM A595 Grade-A specifcations.Round in cross-section having a uniform taper of approximately per foot. Anchor Base Poles Anchor base is fabricated from hot-rolled carbon steel plate that conforms to ASTM A36 that meets or exceeds a minimum yield of 36,000 psi.Base plate and shaft are circumferentially welded top and bottom. Rectangular reinforced handhole having nominal dimensions of 3 x 5"for 5.9"shaft and oval shaped 4 x 6.5"for all other shafts.Cover with attachment screws included.Handhole is located 18"above the base. RTS Weatherproof,removable top cap provided with all drill-mount poles. Fasteners are high-strength galvanized,zinc-plated or stainless steel. Finish:Must specify finish. ROUND TAPERED STEEL Grounding:Provision located inside handhole rim.Grounding hardware is not incl uded(provided by others). Anchor bolts:Top portion of anchor bolt is galvanized per ASTM A-153.Made of steel rod having a minimum yield strength of 55,000 psi. Each anchor bolt is furnished with two hex nuts and two flat washers. WARRANTY—1-year limited warranty.Complete warranty terms located at: www.acuitvbrands.com/CustomerResources/Terms and conditions.asox osi. Note:Specifications subject to change without notice. Actual performance may differ as a result of end-user environment and application. ORDERING IN FORMATION Lead times will vary depending on options selected.Consult with your sales representative. Example:RTS 30 6-6B DM19 DDB RTS 22 CUSTOM 70B DM19AS DDB USPOM Nominal fixture Nominal shaft base Series mounting height size/wall thickness Mounting' Options Finish" gm 20-50 feet (See back page.) Tenonmauntino Shinned installed Standard colors (See back page.) PT Open top LIAR Less anchor bolts I DDB Dark bronze I T20 2-3/8"O.D.{2"NPS)' FBC Full base cover DWH White T25 2 7/8"0.1(2-1/2"NPS)° VD Vibration damper DBL Black T30 3-1/2"0.D.(3"NP5)' TP Tamper proof LIMB Medium bronze T35 4"O.D.(3-1/2"NPS)' H1-i85xx Horizontal arm bracket(1 DNA Natural aluminum Drill mounting' fixtures t GALV Galvanized finish • DM19 1 at 90° FDtxx Festoon outlet less electricals Classic colors DM28 2at180° CPL12xx 1/2"coupling' DSS Sandstone DM2BPL 2 at 180°with one side plugged CPL34xx 3/4"coupling' DGC Charcoal gray DM29 2at90" CPLTxx 7"coupling' DTG Tennis green DM32 3 at 120°' NPL12xx 112"threaded nipple' DBR Bright red DM39 3at90°' NPL34xx 3/4'threaded nippie' 050 Steel blue DM49 4at90°' NPL1xx 1"threaded nipples Architectural colors(powder finish)" CSX/DSX/AERIS'"/OMERO'Driil mounting3 fHHxx Extra handhales' DM19AS 1 at 90° I MAEX Match existiing° DM28A5 2 at 180° USPOM United States point of DM29A5 2at90°' manufacture" DM32AS 3 at 120°' IC Interior(patine' DM39AS 3 at 90°' DM49A5 4 at 90°' AERIS"Suspend drill mauntina''" DMxxAST_ NMERO'Suspend drill mountina'•''" DMxxMRT NOTES: 1. When ordering tenon mounting and drill mounting for the same pole,follow this example:DM281T20.The Far 2nd'v': Specify orientation from handhole(A,3,C,D) combination includes a required extra handhole. Refer to the Handhole Orientation diagram on page 3. 2. N/Awith RT5255-98,RT5306-60,RT5357-3B,RT539TDB because pole top is too small. 6. Horizontal arm Is 18'x2-318"O.D.tenon standard. 3. The drilling template to he used for a particular luminaire depends on the luminaire that in used.Refer to the 7. Combination of tenon-top and drill mount includes extra handhole. Technical Data Section of the Outdoor Binder for DrillingTemplates. 8. Must add original order number. 4. Insert"1"or"2"to designate fixture size;e.g.DM19AST2. 9. Use when mill certifications are required. 5. Specify location and orientation when ordering option. 10. Provides enhanced corrosion resistance. For 1st"x": Specify the height in feet above base of pole. 11. Additional colors available;seewww.lithonia.com/archcolorsor Architectural Calors brochure(Form No.794.3). Example:Oft--Sand 20ft=20 Powder finish standard. OUTDOOR POLE-RTS 46 !. RTS Round Tapered Steel Poles BASE DETAIL I POLE DATA 15haft base size Bolt Bolt Base Template description Anchor bull circle projectionnI squareLI description A 5.9"B 4" 3-1/2"-4-1/4' 10" ABTEMPLATE PJ50075 AB36 0 6.5`°B 9-1/2'1 3-112"-4-114" 10-112" ABTEMPLATE PJ50074 AB36-0 Q 7.0"B 10" 3-1/2" 4-1/4" 10-7/8" ABTEMPLATE PISOO77 AB36-0 7.0"F 10" 3-112"-4-114" 10-718" ABTEMPLATE PJ50076 AB36-0 186.6"B 9-1/2" 3-1/2"-4-114" 10-112" ABTEMPLATEP150078 AB36-0 A 8.0"B 11" 3-112"-4-114" 11-1/2" ABTEMPLATE P.150079 AB36-0 1 8.0"F 11" 4-112"-5-114" 11-1/2" ABTEMPLATE 1,150080 AB42-0 7.3'B 10-1/2" 3-112"-4-1/4" 11-1/4" ABTEMPLATE PJ50081 AB36-0 %`� eol II 8.5"B 11-1°' 3-112"-4-112" 12" ABTEMPIATEP150082 AB3b-0 �� g 9.5"8 13" 3-1/2'1-4-112" 13' ABTEMPLATE PJ50083 AB36-0 C �` 7.8"B 11°' 3-314'-4-1!2'1 11-112" ABTEMPLATE P150084 AB36-0 * ,%.4 r c � T 9.6"B 12-112" 3-314"-4-1/2'" 12-318" ABTEMPLATE P150085 AB36-0 'h„ 90"1 12-112" 4-1R"-5-114" 12-318" ABTEMPLATE P150086 A842-0 1*-- � � e �� 1 j 'C`'r 10.0"B 13-1/2" 3-374"-4-112" 14" ABTEMPLATE P150087 AB36-0 10.0"F 13-112' 4-1)2"-5-174" 14' ABTEMPLATE P150088 AB42-0 IMPORTANT: NOTES: •These specificationsare intended forgeneral purposes only.Lithonia Lighting reserves the right to change 1 Balt Odes have-/-1R"tolerance. material ordesign,without pnor notice,in a continuing effort to upgrade its products. 2 Far poles larger than 10'cansultfactory. HANDHOLE ORIENTATION C �...._ IMPORTANT INSTALLATION NOTES: I • Do not erect poles without having fixtures installed. • Factory-supplied templates must be used D I J B when setting anchor bolts.Lithania will not accept claim for incorrect anchorage place- ment due to failure to use Lithania Lighting .., ..' ' factory templates. .;,;;...- • If poles are stored outside,ail protective A wrapping must be removed immediately Handhole upon delivery to prevent finish damage. I r 11 (A L/T/7C/SIA L/D' ///iii® POLE-RTS l AnLAcultyBrands Company OUTDOOR: One!Annie Way Conyers,GA 30012 Phone:770-922-9000 Fax:770-981-1209 www.lithonia.com ©2010-2012 Acuity Brands Lighting,Inc.All rights reserved. Rev.10/16/12 47 I to - , _ ,... I 1: in: in- F--- 1 .1- 1 1 1 ..T., 0., c) ,. , 1 , , 1 i 1 1 , , , _ , 6,,, _ $,.... : .., ! .Xi 1_,_\:: lLI 1I Lit•Ll- 1-.1. 010° ''' ; - _ � ' P' AT-108-5 Customize with logo EX-106-1 AT-108-S $1290 Atlanta bike;sk:rack EX-104 $540 Exeter bike rack capacity 4 EX-106'1 $755 Exeter one-sided bike rack capacity 6 EX-108 $680 Exeter bike rack capacity 8 lawmp:— 11:1 —1" ill4C—jiiiii"Ini 147'.: ' NI . -tg- ' - . -1,- 1%N, I I IP imi 0.... if P-105 Customize with logo RE-108 P-105 $445 Pullman bike rack capacity 5 RE-104 $435 Reading bike rack capacity 4 P-1010 $775 Pullman bike rack capacity 10 RE-106-1 $650 Reading one-sided bike rack capacity 6 RE-108 $575 Reading bike rack capacity 8 .illk . . iiih n,„„.,,, ,- ,.......7\ ,/,....„,....„ I , ili r 1 • i 5N07-9 SN01-3 with custom image --1 SN05-7 $715 Sonance Live loop bike rack capacity 7 SN07-9 $840 Sonance seven loop bike rack capacity 9 ' I SJR �/7 (] '6 Create your own personalized bike rack through our Inspired ay Request”'program. Laser cut Raw Galvanized Steed Finish c , R EG�I E T a logo.name or image into the Sonance bike rack. Call for details and pricing. 1 800-284-8208 www-krdusa.com Kt =,'11,E 89 ' SOLAR BAN°60 12 lalZoaSQpM SOLAR CONTROL LOW-E GLASS Glass•Coatings• Paint Solarban® 60 Solar Control Low-E Glass by PPG was engineered to control solar heat gain, which is essential to - - minimizing cooling costs. In a standard one-inch insulating . ` glass unit, Solarban 60 glass offers an exterior appearance . similar to clear, uncoated glass. - -__ With an excellent Solar Heat Gain Coefficient (SHGC) of ,?,,,.�' ..�, �ti 0.38, Solarban 60 glass blocks 67% of the total solar `-- low _lli_ - _ energy while allowing 70% of the visible light to pass ,. ► through. This combination produces an exceptional Light �,_ '„rnr _Ofilik to Solar Gain (LSG) ratio of 1.85, along with excellent - insulation performance, as evidenced by its 0.29 winter - ` wr % . t _ `' , , nighttime U-Value. {ci 4 Aesthetics Options - 4 -- f In addition to functioning as a clear glass, Solarban 60 glass can also be combined in insulating glass units with an outboard lite of PPG tinted or reflective-tinted glass to The David L.Lawrence Convention Center in Pittsburgh,the world's largest Gold LEED-certified building,features Solarban 60 glass as well increase aesthetic and performance options (see as environmentally progressive PPG coatings and paint. performance data on back). Architect:Rafael Vinoly Architects Glass Contractor:Ajay Glass Sustainable Design and Architectural Glass Glass Fabricator:J.E.Berkowitz,LP and Pdc Glass and Metal Services,Inc. Sustainable design, green building, safeguarding the environment and the long-term management of energy costs are vital considerations for contemporary building designers. Like other high-performance architectural glasses from PPG, Solarban 60 glass gives architects and • .• 1"" building owners a tool to reach their design objectives. illi0, F In addition to making products that support sustainable ",11 1 0 ._� ,r vilmile design, PPG is also a pioneer in developing innovative OF, .iiir fir technologies that reduce energy consumption during the ; glass-making process. PPG promotes environmentally ,,IA 7 �• responsible manufacturing by recovering and reusing .,�' F X00i virtually all of its glass manufacturing byproducts and by "00 p�/No 0 1 i+4N shipping its materials on reusable steel racks. rr,■mow A E0,„, x0- r ow PPG also promotes regional sourcing through its �,.-- :4 0 .�OM , nationwide network of certified glass fabricators and • 'i k7' t" 'i r :rim.` laminators. Solarban 60 glass gives the Salt Lake City Public Library energy savings With Solarban 6O glass, sustainable design and LEED along with a brilliant transparent aesthetic. credit opportunities are provided according to the Architect:CVCBO Architecture L.L.C.and Moshe Safdie&Associates Glazing Contractor:Steel Encounters following criteria: Glass Fabricator:Northwestern Industries,Inc. LEED/Green Design Category Feature Benefit Optimizing Energy Performance Excellent SHGC, U-value,and Tvis performance Enhance energy performance of building design Daylight&Views Tvis comments Connectivity to natural lighting and the outdoors Innovation in Design MBDC Cradle-to-Cradle Certification Selection of environmentally-focused product evaluation 49 ' SOLAR BAN®6D SOLAR CONTROL LOW-E GLASS f. Fabrication and Availability Additional Resources ecological Solarban 60 glass can • • Solarban 60 glass is just one of the Building heat-strengthened, PPG Certified EcoLogical Building Solutions from PPG. For more tempered and • . FABRICATOR® NETWORK information, or to obtain samples of Solarban 60 glass, laminated and is readily available as a standard product. call 1-888-PPG-IDEA, or visit www.ppgideascapes.com. Like other high-performance PPG architectural glasses, All PPG architectural glass is Cradle to Cradle Certified?"' Solarban 60 glass is available through more than 60 locations of the PPG Certified Fabricator Network. PPG PPG ldeaScapes:" Integrated products, people and services Certified Fabricators can meet tight construction deadlines to inspire your design and color vision. and accelerate the delivery of replacement glass before, during and after construction. Solarban® 60 Glass Performance - Commercial Insulating Glass Unit Comparisons Using 1/4" (6mm) Glass ■I11�`1.1011111'. i-`I1'Jit 111171%f IlI1111:111H:i11111111%- •`' • C' . al: . 1 I . , ` 1 gwILI Transmittance Reflectance U-Value(Imperial) Solar Heat Light to Glass Type TotalTotal European Shading Gain Solar yp Ultra- Visible Winter Summer U-Value Coefficient Gain Visible Solar Solar Coefficient violet Light Night- Day- % Energy En�gy time time (LSG) ,ii, •: ° :1 "r c • i 57 SOLARBAN 60(2)STARPHIRE* 25 74 38 11 43 0.29 0.27 1.55 0.46 0.40 1.85 SOLARBAN 60(2)Clear+Clear 19 70 33 11 29 0.29 0.27 1.55 0.44 0.38 1.85 I SOLER/A+SOLARBAN 60(3)Clear 10 61 25 11 11 0.29 0.27 1.55 0.42 0.36 1.70 I ATLANT/CA+SOLARBAN 60(3)Clear 5 53 20 9 7 0.29 0.27 1.55 0.35 0.30 1.78 I CAR/B/A+SOLARBAN 60(3)Clear 8 54 20 9 7 0.29 0.27 1.55 0.35 0.31 1.74 I AZUR/A+SOLARBAN 60(3)Clear 13 54 21 9 7 0.29 0.27 1.55 0.36 0.31 1.75 PACIFICA+SOLARBAN 60(3)Clear 5 34 15 6 7 0.29 0.27 1.55 0.29 0.25 1.36 SOLARBLUE+SOLARBAN 60(3)Clear 10 45 21 8 13 0.29 0.27 1.55 0.37 0.32 1.39 SOLARBRONZE®+SOLARBAN 60(3)Clear 8 42 20 7 17 0.29 0.27 1.55 0.36 0.31 1.36 SOLARGRAY+SOLARBAN 60(3)Clear 8 35 17 7 13 0.29 0.27 1.55 0.32 0.28 1.26 OPT/GRAY 23+SOLARBAN 60(3)Clear 3 18 9 5 6 0.29 0.27 1.55 0.21 0.18 1.02 GRAYL/TE+SOLARBAN 60(3)Clear 2 11 7 5 10 0.29 0.27 1.55 0.20 0.17 0.64 VISTACOOL'"Glass with SOLARBAN®60 Solar Control Low-C(3) VISTACOOL(2)AZURIA+Low-E 11 42 16 20 11 0.29 0.27 1.55 0.30 0.26 1.61 I i VISTACOOL(2)CARIBIA+Low-E I 7 I 42 16 I 20 I 11 I 0.29 I 0.27 I 1.55 I 0.29 I 0.25 I 1.66 VISTACOOL(2)PACIFICA+Low-E I 4 I 26 12 I 11 I 9 I 0.29 I 0.27 I 1.55 I 0.24 I 0.21 I 1.23 VISTACOOL(2)SOLARGRAY+Low-E 7 27 14 11 15 0.29 0.27 1.55 0.28 0.24 1.13 SOLARCOOL®Glass(Reflective)with SOLARBAN®60 Solar Control Low-E(3) SOLARCOOL(2)SOLEXIA+Low-E 3 24 10 24 15 0.29 0.27 1.55 0.22 0.19 1.26 •SOLARCOOL(2)CAR IBIA+Low-E I 2 21 I 8 I 19 10 I 0.29 0.27 I 1.55 I 0.19 I 0.16 1.30 I I SOLARCOOL(2)AZURIA+Low-E I 4 21 I 8 I 19 10 I 0.29 0.27 I 1.55 I 0.19 I 0.16 1.31 I I SOLARCOOL(2)PACIFICA+Low-E I 2 13 I 6 I 10 8 I 0.29 0.27 I 1.55 I 0.17 I 0.15 0.89 SOLARCOOL(2)SOLARBLUE+Low-E I 3 17 9 I 14 15 I 0.29 0.27 I 1.55 I 0.21 0.18 0.97 SOLARCOOL(2)SOLARBRONZE+Low-E I 3 17 I 9 I 14 18 I 0.29 0.27 I 1.55 I 0.21 I 0.18 0.92 SOLARCOOL(2)SOLARGRAY I 2 14 I 7 I 11 14 I 0.29 0.27 I 1.55 I 0.19 I 0.16 I 0.86 NI SOLARCOOL(2)GRAYLITE+Low-E I <1 I 3 I 2 I 5 5 I 0.29 0.27 I 1.55 I 0.12 I 0.10 0.28 *Data based on using Starphire glass for both interior and exterior lites. At performance data calculated using LBNL Window 5.2 software,except European U-Value,which is calculated using WinDat version 3.0.1 software. For detailed information on the methodologies used to calculate the aesthetic and performance values in this table,please visit www.ppgideascapes.com or request our Architectural Glass Catalog. ©2010 PPG Industries,Inc.All rights reserved.Atlantica,Azuria,Azurlite,Caribia,Graylite,IdeaScapes,Oceans of Color,Optigray,Pacifica,Solarban,Solarblue,Solarbronze,Solarcool, Solargray,Solexia,Starphire,Sungate,Vistacool,PPG,the PPG logo and the PPG Certified Fabricator Network logo are trademarks and EcoLogical Building Solutions is a service mark of PPG Industries Ohio,Inc.Cradle to Cradle is a certification mark for MBDC. CERTIFIED /� / Printed in U.S.A. ija ialga Qp „ 7071 8/10 10M cradletocradle SILVER Glass•Coatings• Paint PPG Industries,Inc. Glass Business&Discovery Center 400 Guys Run Road Cheswick,PA 15024 1-888-PPG-IDEA www.ppgideascapes.com Trifab' VG (VersaGlaze') Trifab VG 450, 451 & 451T (Thermal) Framing Systems 110 Design Versatility with Unmatched Fabrication Flexibility • 11 1, I TI ;0 11 n jillr4 'k ,.4.0 ,, ',, ‘ ,, ell t01.1" 0 1' . \ 1.4k' ., :. 111 11.111M Mil -:, ..Milillijiki • , ... Jo., _ _. , • FfljItaii, El rf 111111 . -- -' . , , ,.. . . _ _. - VISO 'i , I _ II_ , INN , 4 '1.::.. .... ._,a. ! - $ e - . , . _ _ _.... ,,. _ . i I l . . ._ . __ . �, � 11 ' E' ��f� Prestos Peiinte,Louisville.KY �'" ! + akwcliitict:+Potter&Associates Archlte • . . YA' > i '''ii 11' Glazing Cent cor:KentuckyMirror Mate GlassCgmpany,L• ille, KY lour I • Trifab VG (VersaGlaze)is built on the proven and successful Trifab Aesthetics platform — with all the versatility its name implies. Trifab set the Trifab 450 has 1-3/4" sight lines and both Trifab 451 and Trifab`451T standard and Trifab' VG improves upon it. There are enough have 2" sight lines, while all three have a 4-1/2" frame depth. fabrication, design and performance choices to please the most Designers can not only choose front,center or back glass planes,they discerning building owner, architect and installer. Plus the can now add the versatility of multi-plane glass applications, thus confidence a tried and true framing system instills.Select from four allowing a greater range of design possibilities for specific project glazing applications, four fabrication methods and multiple infill requirements and architectural styles Structural Silicone Glazing(SSG) choices. Consider thermal options and performance, SSG and and Weatherseal options further expand the designer's choices. Weatherseal alternatives and your project takes an almost custom shape whether your architecture is traditional or modern and the building is new or retrofitted. r( KAWNEER 51 At,,,LcOA cc vPA,v Trifab VG can be used on almost any project due to virtually Performance seamless incorporation of Kawneer entrances, Sealair windows or Kawneer's IsoLock'Thermal Break option is available on Trifab VG 451T GLASSvent For visually frarneless ventilators.These framing systems This process creates a composite section and prevents dry shrinkage. can also be packaged with Kawneer curtain walk and overhead 1 glazing,thereby providing ownerarchitect and installer with proven, U-factor, CRP values and STC ratings for Trifab"VG vary depending tested and quality products from a single source supplier, upon the glass plane application. Project specific LJ-factors can now be determined for each individual project. (See Kawneer Economy Architectural Manual or Website for additional information) Trifab VG offers four fabrication choices to suit your project • Screw Spline—for economical continuous runs utilizing two piece Performance Test Standards vertical members. Provides the option to pre-assemble units with Air Performance ASTM E 283 controlled shop labor costs and smaller field crews for handling Water AAMA 501 and ASTM E 331 and installation, Structural ASTM E 330 • Shear Block—for punched openings or continuous runs using Thermal AAMA 1503 tubular moldings-Provides the option to pre-assemble multi-lite Thermal Break AAMA 505 and AAMA TIR-A8 units using shear block clips under controlled shop habor Acoustical AAMA 1801 and ASTM E 1425 conditions. Clips provide tight joints for transporting large units, Less field time is necessary to fill large openings. • Stick—for fast, easy field fabrication. Field measurements and Trifab VG 450 material cuts can be done when metal is on the job. n. • Type B—for multi-lite punched openings. Provide option for5 [I] pre-assembled units for installation into single openings and controlled shop labor costs. Head and sill running through provide fewer joints and require less time to fill large openings. Front Center Back SSG Weatherseal Multi-Plane Trifab'VG 450,451 and 451T1 6 Trifab VG 4511451T can be flush glazed from 0 it either the inside or outside 0.01,1 The Weatherseal option " _ provides an alternative to L !� the structural silicone glazed Front Center Back SSG Weatherseal Multi-Plane vertical mullions. This ABS/ASA rigid polymer Finishes 1 extrusion allows complete Permadonic Anodized finishes are available in Class I and Class II in inside glazing and creates a seven different colors. I I flush glass appearance on the building exterior, Painted Finishes, including fluoropc.lymer that meet or exceed Brighton Landing, Cambridge,MA Architects:ADD Inc.,Cambridge,MA without the added labor of AAMA 2605, are offered in many standard choices and an unlimited Glazing Contractors:Ipswich Bay Glass scaffolding or swing stages. number of specially-designed colors. Company,lnc.,Rowley,MA Optional patented HP Flashing and HP Interlock Solvent-free powder coatings add the "green" element with high clip are engineered to eliminate the perimeter sill fasteners and their performance, durability and scratch resistance that meet the associated blind seals and are compatible with all glass planes, standards of AAMA 2604. Kawneer Company,Inc. kavv770.4 rcom VC I �/^" W�E E F Technology Park/Atlanta 770.449.5555 G 555 Guthridge Court A AL,-.0A COMPANY' Norcross, GA 30092 f1 52 C:1 Cs lif .. • • 1)-4 L1iii . } f a Or tl ''''r: . ,� + � 1; $ ..,..s. 1 11 4„,N. IN"'I. i t .k t - .. t 411' t . 1 ''' y �. w ` r f • y iii `% • � ar. q F 1, yaJ :41. 4 0 li 4\sraik% S i SY i A f 1 -, „Ai »,b a e IF,�q .• ( 'r!! IVt,•:,...- it •-it - - - 6 . 741' P qiCk . 106 ilk. ''"L'''''''''''"'"''''''''''''''":---• -,........„.....: \14 \„...:c................... j „.� 177m• I -‘44'VI by 1,41 N fil c\ 01 I nlpd, ��GDODWILE INDUSTRIES kA5�BmR1AreFSRNrE[OXP1d6mma9l�p,YweMe:men co ot MINGTON RD AND MINES FERRY LAKE GROVE I Project Number: T igup:” PS ?, L1‘,-k 'i*;-li. .-. .1001( •-i, 4: 1. t-.4,,,,, r. u i ilk iI 3 l _..10,,...:::,:\..,....\::....„:„.....,' 11.1 1 • ply ;I nyr %,, % t...„ 4 LI! vt \ 41 z )r, 1,1 r�` 4 ' !\'F, t - / j/ ll nig-._- _ i 1. af,"- 1 ,X b) 2„ ...--,,,,iltp tt 111 t 1 q.:•‘.,$' r r ` NZ GUODWILLINDUSF$If5 I. bya v11xINTQN RD AND BONES FERRY LANE GROVE emxMAaraMemA.acwi:aol gcs6css4141 09139.0.A ...rd. ...,, I Prpjut Number: p. `�■ i f GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code Article 47 SIGNAGE CODE OF THE CITY OF LAKE OSWEGO Article 47.04 Non-Conforming, Exempt and Prohibited Signs Generally and Unlawful Signs in the EC Zone. 47.04.115 Prohibited Signs. 1. No sign, unless exempt or allowed pursuant to this chapter shall be permitted except as may be permitted pursuant to LOC 47.12.500 (Variances). RESPONSE: All signs proposed meet the criteria of LOC 47; refer to the included narrative. There are no variances to signage requested as part of this application. Signage will not be erected until approved. This criterion will therefore be met. 2. No sign or sign structure shall be allowed that is constructed in such a manner or at such a location that it will obstruct access to any fire escape or other means of ingress or egress from a building or any exit corridor, exit hallway or exit doorway. No sign or supporting structure shall cover, wholly or partially, any window or doorway in any manner that it will substantially limit access to the building in case of fire. RESPONSE: No signage or sign structure is proposed in a location that would obstruct access to fire egresses apparatus, corridors or routes. No signage covers doors or windows. This criterion is therefore met. 3. In a commercial, public function, or industrial zone no sign shall be placed inside or outside a structure so as to obscure more than 25 percent of any individual window surface. In a residential zone no sign shall be placed so as to obscure more than 10 percent of any individual window surface. Glass doors shall be considered an individual window surface. RESPONSE: No signage is proposed within or outside of the buildings that would obscure more than 25% of any individual window surface. This criterion is therefore met. 4. No permanent sign, other than a public sign, may be placed within or over any portion of the public right-of-way, except those signs which are consistent with the provisions of this chapter and which are legally installed in accordance with LOC Chapter 45 (Building Code). RESPONSE: No signage is proposed within or over a public right-of-way. This criterion is therefore met. 5. No sign shall be allowed within 2 feet of any area subject to vehicular travel. RESPONSE: All signs proposed are greater than 2 feet from any areas intended for vehicular travel. This criterion is therefore met. 6. Except as provided in LOC 47.08.300 (2)(c), no temporary sign, other than banner signs for which a permit has been issued under LOC 47.08.305 and those necessary for temporary traffic control that comply with LOC 47.08.300 (1)(b)(ii) shall be placed within or over any portion of the public right-of-way of a major collector or arterial street. RESPONSE: No signs are proposed within or over any portion of the abutting public rights-of- way. This criterion is therefore met. 7. No sign shall be located in a manner which could impede travel on any pedestrian or vehicular travel surface. RESPONSE: None of the signs proposed have been located in a manner that would impede pedestrian or vehicular travel. This criterion is therefore met. 8. No temporary signs, bench signs, banners, pennants, wind signs, balloon signs, flags or any Baysinger Partners Architecture Page I 1 REVISED: November 25, 2013 55 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code other temporary sign structure shall be allowed as except specifically authorized by this Chapter. RESPONSE: The proposed project does not include temporary signage. This criterion is therefore met. 9. No sign shall be equipped or displayed with moving, flashing or intermittent illumination except athletic scoreboards. RESPONSE: The proposed project does not include signage with moving, flashing or intermittent illumination. This criterion is therefore met. 10. No sign shall have or consist of any moving, rotating, or otherwise animated part. RESPONSE: Signage proposed does not include any moving, rotating or animated parts; therefore, this criterion is met. 11. No signs on buildings shall be placed on the roof or extend above the roof line or parapet of the structure. RESPONSE: Signage proposed does not include any signage on the roof or extending above the roof line or parapet of either building. This criterion is therefore met. 12. No sign shall be attached to a tree or vegetation. RESPONSE: No signage included with the project is proposed to be attached to a tree or vegetation; therefore, this criterion is met. 13. No non-public sign which purports to be, is an imitation of, or resembles an official traffic sign or signal, or which attempts to direct the movement of traffic on the street, or which hides from view any official traffic sign or signal shall be permitted. RESPONSE: No signage proposed looks likes, imitates or resembles an official traffic sign or signal nor do they attempt to direct traffic on the street. This criterion is therefore met. 14. No public address system or sound devices shall be used in conjunction with any sign or advertising device. RESPONSE: None of the signage proposed includes a sound device or public address system; therefore, this criterion is met. 16. No sign that obstructs free and clear vision of the traveling public at the intersection of any street or driveway shall be permitted. RESPONSE: All signage proposed has been placed outside of required clear vision areas and will not obstruct the free and clear vision of the traveling public at the intersection of any street or the intersection of a street and driveway. This criterion is therefore met. Article 47.06 Regulation of Permanent Signs. 47.06.200 Construction and Design Standards for Permanent Signs. 1. All permanent signs shall be constructed and erected in accordance with the requirements of the Oregon Structural Specialty Code, Volume II, Chapter 16 (as enacted on January 1, 2002, or as thereafter amended by the Oregon Building Codes Division). RESPONSE: All proposed signage has been designed and will be constructed and erected in Baysinger Partners Architecture Page 1 2 REVISED: November 25, 2013 56 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code accordance with the requirement of the OSSC, Volume II, Chapter 16. This criterion will therefore be met. 2. All illuminated signs must be installed by a licensed sign contractor, subject to provisions of the State Electrical Code. All electrically illuminated signs shall bear the Underwriters Laboratory label or equivalent. RESPONSE: All illuminated signs will be installed by a licensed sign contractor and will bear the Underwriters Laboratory label or equivalent. This criterion will therefore be met. 3. Building and electrical permits shall be the responsibility of the applicant. Prior to obtaining permits the applicant bears the burden of providing an approved sign permit or demonstrating exemption from the permit requirements of this chapter. RESPONSE: All necessary permits will be obtained. Refer to the included narrative for detailed responses as to how the proposed signage meets the requirements of this Chapter. This criterion will therefore be met. 4. Signs shall be designed to be compatible with other nearby signs, other elements of street and site furniture and with adjacent structures. Compatibility shall be determined by the relationships of the elements of form, proportion, scale, color, materials, surface treatment, overall sign size and the size and style of lettering. RESPONSE: Most signage of the surrounding developments is composed of simple block letter fonts in red, blue or white with the exception of Les Schwab that is yellow with black letters. The monument sign of the veterinary clinic is a brick base with signage that has a primarily blue background with white block lettering. The monument sign of the Boones Ferry Crossing, LLC development is a mix of colors with backgrounds of white, black, red and blue. Fonts on this monument sign are mostly block with some ornate in red, white and yellow. The frame appears to be metal or polycarbonate. Most signs appear to be made of polycarbonate and are rectangular in shape, except for the small peak on the veterinary sign. The veterinary sign appears to be 4-6 feet tall and the Boones Ferry Crossing sign approximately 6-8 feet tall. The proposed monument sign is a blue rectangular background with white block lettering. The sign structure is eight feet tall and made of the same ground face concrete masonry units used for construction of both the Shops and Goodwill buildings. Signage proposed is compatible with all adjacent properties in color, scale, letter styling, proportion and materials. 5. Copy on signs visible from streets shall be designed to reduce distractions to motorists. Signs may be reviewed for clarity and readability. RESPONSE: All signage proposed is simple text intended to provide a clear, concise message for easy recognition by pedestrians and motorists. Easy recognition is fostered by the use of standard Goodwill colors, font, and verbiage thus allowing motorists to recognize the intent of the sign without excessive time spent reading the sign. Verbiage of the sign is limited to a short concise message. While code allows this project two monument signs for a multi-building complex only one optimally location sign is proposed. The sign was sized and placed at a key location so as to be clear and readable without being garish, distracting or overbearing on the building or to the neighboring area. This criterion is therefore met as the proposed signage is designed to reduce distractions to motorists. Article 47.10 Permit Requirements. 47.10.400 Signs Requiring Permit. Baysinger Partners Architecture P a g 13 REVISED: November 25, 2013 57 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code 1. It is unlawful and a civil violation for any person to erect, construct, alter or relocate any sign without first obtaining a permit pursuant to the provisions of this chapter unless a provision of this chapter specifically exempts a sign from the permit requirement. RESPONSE: No signs will be erected, constructed, altered or relocated with a permit. This criterion will be met. 2. It is unlawful and a civil violation for any person to construct a sign that is not specifically allowed by this chapter or to erect, construct, maintain or allow to exist a sign in violation of the terms of the permit issued pursuant to this chapter. RESPONSE: No sign will be constructed, erected or maintained that is in violation of the terms of the permit or that is not allowed by this chapter. This criterion will be met. 4. An application for a sign permit shall include, in addition to such information as may be specified by the City Manager: a. A completed Sign Permit Application form and fee; RESPONSE: A completed Sign Permit Application will be submitted along with the required fees after Design Review approval is granted. b. A Site Plan and/or Building Elevation Plans drawn to scale and dimension showing (as applicable): Existing Structures; ii. Driveways; iii. Street and Right-of-Way; iv. Existing Signs; v. Proposed Sign; vi. Vision Clearance (LOC 50.06.011); vii. All Incidental Signs. c. A proposed sign plan drawn to scale and dimension showing (as applicable): Height; ii. Width; iii. Square Footage; iv. Thickness; v. Size and style of letters; vi. Color; vii. Type of illumination; viii. Materials. RESPONSE: Existing structures are shown on the included survey drawing. Driveways, streets, rights-of-way, clear vision areas and proposed buildings are shown on the included site plan. There are no existing signs that will remain. The proposed monument sign is shown on the included site plan (site sign) as well as on the complete sign package drawings. The height, width, square footage, thickness, size and style of letters; color, type of illumination and materials are all represented and called out on the included sign package drawings. This criterion is met as all of the above requirements have been provided in the submitted materials. 47.10.420 Permanent Signage Requiring Permit Allowed in Industrial Zones I and IP. In addition to the temporary and permanent signage allowed without permit in the industrial zones pursuant to LOC 47.06.205, 47.08.300 (2)(b) and 47.08.305, the following signage is allowed in industrial zones subject to permit and fee. Baysinger Partners Architecture Page 1 4 REVISED: November 25, 2013 58 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code 1. Free-Standing Signs. a. AllowableArea: Maximum 32 square feet. b. Number: One sign shall be allowed for the primary frontage. Another sign shall be allowed on any secondary frontage that is 300 feet or more in length. c. Height: Maximum 8 feet. d. SianTvpes: Monument signs only. RESPONSE: The height of the sign has been retained at the originally proposed 8 feet with an area of 31.53 square feet. The height of the pad building is 25'-10" and the donations building 30'-7". The proposed eight foot sign is less than 1/3 the height of either building. The eight foot height allows for four sign panels of a minimum reasonable size (approximately 16") for prospective tenants. Signs less than 16" in height prove difficult for motorists to read when traveling at the allowed 35 m.p.h. speed of Boones Ferry Road. Additionally, the proposed 28" base of the sign is barely high enough to allow the bottom tenant sign to be visible above the adjacent required landscaping shrubs. The code allows this site two freestanding signs as it is a multi-building complex (Section 47.10.420.3.a); one, 8-foot high and 32 square feet in area and one, 6-foot high and 32 square feet in area. We understand the City has a preference for limiting signage; however, it should be noted that the project proposes only one sign meeting the height and area requirements thus the project is already limiting signage to half of the code allowed maximum. Signs are intended to provide way finding for patrons looking for the site; further decreasing the size of the proposed sign will reduce signage to less than 50% of allowed and results in a sign that will not be effective. The 8 foot sign will be in proportion to the proposed buildings no less than the monument signs of adjacent parcels. The Boones Ferry Crossing LLC site sign is approximately 7'-3" tall and adjacent a 16 feet high building facade from the right- of-way. This sign is therefore nearly half the height. The single tenant monument sign of the veterinary clinic across the Boones Ferry right-of-way is approximately 5'-10" tall not including the small gable feature which brings the sign to approximately 6.5' tall. The adjacent building is approximately 15 feet tall making this sign also nearly half the height of the building. It should also be noted that this sign is 6-feet wide making the total sign area approximately 35 feet and over the allowed maximum sign area of 32 feet. The single tenant Taylor Made sign on Pilkington is approximately 4'-8"tall and 6'-1" wide. This sign is both tall and large in area (28 s.f.) for a single tenant sign. The proposed signage is therefore in better proportion to the mult-building and multi-tenant site proposed than numerous existing signs in the area. The sign is also only half of what is allowed by code. Baysinger Partners Architecture Page 15 REVISED: November 25, 2013 59 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code 4. y S •r d- mi 1 bYN R I• 1— Ir.'. . _110 A li 4%;-1:4:'.4. 'di FL0YVEfl5 ? �`�`� AIL .., III& -, „ .040/ J '/ ,i7. +Aja j 4 0v, Y� a ff�� d .t � d�' '. "•1 — '\ 'At'' \= ===____ is M .. ,k Baysinger Partners Architecture Page 1 6 REVISED: November 25, 2013 60 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code • * • ib t.;( k it «1 " ..41.• 1..6416 :S, i�aLw i . x 4 _ttmoi ' 1N s • Oriainal Narrative: The proposed project includes one free standing sign located along the Boones Ferry right-of-way; the primary frontage. The sign, as shown in the included sign package drawing and site plan, is eight feet high and includes a sign area of 31.53 square feet in area. 2. Signs Attached To Buildings. a. AllowableArea: The 32 square foot maximum allowed for freestanding signs may be transferred to allow signs attached to buildings as an alternative. An additional sign or signs shall be allowed within a two foot high horizontal sign band. The sign band signs may be 75 percent of the building or business storefront whichever is less. b. Number: The maximum 32 square foot sign shall be restricted identically to the freestanding sign. Signs within the sign band shall equal the number of frontage businesses located on the ground floor. c. Height: The maximum 32 square foot sign shall not be placed higher than 18 feet on any structure. The sign band shall not exceed two feet in height and shall extend along one or more sides of a structure located between the windows and the parapet on a one story building with a pitched roof. On a multi-story building it shall be located above the windows and below the second story line. d. SianTvpes: Wall signs and sign bands are allowed. RESPONSE: Building signage for both building has not been designed at the time of this submittal and is therefore not provided. Baysinger Partners Architecture Page 1 7 REVISED: November 25, 2013 61 GW 12059 Lake Grove, OR Donation Municipal Code, Article 47 Signage Code 3. Additional Signs Allowed. a. Awning or canopy signs meeting the same size and number restrictions as sign bands may be submitted for the sign band signs allowed by LOC 47.10.420 (2). The awning or canopy shall not extend into the right-of-way. RESPONSE: At this time there are no additional signs proposed. b. Multi-building complexes shall be allowed an additional monument sign of 32 square feet. This sign shall be located at the primary entrance to the complex and shall not extend six feet in height. RESPONSE: The site includes only one monument sign. The second allowed sign for multi-tenant buildings may be transferred to the allowed building signage of the shops building as per 2.a above when that buildings signage is designed. At this time there are no confirmed tenants for the Shops building thus signage has not been designed or provided for that building. 4. Sign Features/Restrictions. a. Signs may be indirectly or internally illuminated. RESPONSE: All signage proposed will be internally illuminated; refer to the included sign package drawings for detailed information regarding illumination. This criterion is therefore met. b. Awning or canopy signs shall only backlight individual letters or graphics. The entire canopy shall not be backlighted. RESPONSE: There are no awning or canopy signs proposed at this time. This criterion does not apply. c. Changeable copy, manual or electronic, shall be allowed for up to 50 percent of any allowed sign. RESPONSE: The project does not include signage with changeable copy. This criterion does not apply. d. Lighting which is within 200 feet of a residential zone and which is substantially visible from any residential unit or vacant residential lot shall be extinguished between 10:00 P.M. and 8:00 A.M. RESPONSE: The proposed project is not within 200 feet of a residential zone as it is approximately 204 feet away; therefore, this criterion does not apply. Baysinger Partners Architecture Page 18 REVISED: November 25, 2013 62 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.02 Commercial, Industrial, Mixed Use Zones 50.02.002 COMMERCIAL, INDUSTRIAL, MIXED USE ZONES 2. SPECIFIC STANDARDS FOR COMMERCIAL, MIXED USE, AND INDUSTRIAL ZONES b. Standards Applicable in Specific Zones iii. Specific Standards in the Industrial and Industrial Park Zones (1) Each industrial area identified on the City's Comprehensive Plan Map also is described in LOC 50.11.002: Appendix B. The specific conditions for each area are by this reference made a part of this Code and are conditions and limitations of each zone. RESPONSE: LOC 50.11.002: Appendix B, General Policy V, Subsection 1, Lake Grove Industrial Park District Policies states, "a. Realign the Jean Road/Boones Ferry Road intersection as part of the Boones Ferry Road widening project to assure adequate truck turning radius. b. Initiate measures to solve circulation and drainage problems, enhance the area's general appearance, and identify the southwestern entrance to the City. c. Preserve major stands of trees where feasible. d. Encourage developments on small parcels to develop shared access with adjacent parcels wherever feasible. e. Assure adjacent residential areas are protected from adverse effects of industrial activities and land use. f. Revise the existing "IP zone"statutes in the Lake Oswego Code to require: • Compliance with the currently adopted noise performance standards and regulations of the Oregon Department of Environmental Quality. • Levels of maintenance of buildings and grounds." The proposed project is not adjacent to the Jean Road/Boones Ferry intersection; therefore criterion (a) does not apply. In reference to criterion (b), the project is not adjacent to the southwestern entrance to the City; therefore, criterion (b) is not applicable. However, the project is requesting a Hardship Variance for a shared access onto Boones Ferry which will initiate measures to solve circulation problems by reducing the number of trips through the Pilkington/Boones Ferry intersection while reducing the number of existing accesses onto Boones Ferry. Drainage for the site has been analyzed (reference included stormwater report and drawings) and provides drainage for the development per current city standards. In reference to subsection (c), the project does not include any major stands of trees. Subsection (d) encourages small parcels to develop shared accesses and lends support to the requested shared access between the project parcel (less than one acre in area) and the abutting development (less than one acre in area). There are no immediately adjacent residential areas, the closest is approximately 204.67 feet away and is separated from the project development site by other industrial zoned parcels. Additionally, the proposed project will not generate any adverse effects. All proposed development will comply with the currently adopted noise performance standards and regulations as well as levels of maintenance. These criteria are therefore met. (2) Manufacturing, repairing, compounding, processing or storage uses permitted in the I zone shall operate in continuing compliance with the requirements of Oregon Administrative Rules Chapter 340 and City Codes and regulations. Baysinger Partners Architecture Page i 9 REVISED: November 25, 2013 63 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.02 Commercial, Industrial, Mixed Use Zones RESPONSE: The proposed project is in compliance with all applicable Oregon Administrative Rules of Chapter 340 as well as City Codes and regulations as demonstrated by the submitted narrative, plans and reports. This criterion is therefore met. (3) Research facilities, testing laboratories, manufacturing, processing or assembling of products, and incidental retail uses in the IP zone shall not emit noise, smoke, glare, vibration, fumes or other environmental effects which adversely affect people, property or uses beyond the property lines of the IP site. RESPONSE: The proposed project will include approximately 1,100 square feet of processing use and approximately 6,400 square feet of incidental retail use. None of the proposed uses will emit noise, smoke, glare, vibration, fumes or other environmental effects that adversely affect people, property or uses outside the project site. This criterion is therefore met. (4) Incidental retail uses in IP sites within 200 ft. of residentially zoned property may be open from 8:00 a.m. to 10:00 p.m. Sunday through Thursday and 8:00 a.m. to 12:00 a.m. on Friday and Saturday. RESPONSE: The proposed project site is not within 200 feet of residentially zoned properties as the closest residentially zoned parcel is approximately 204.67 feet away south across the Pilkington Road right-of-way; therefore, this criterion does not apply. Baysinger Partners Architecture Page 110 REVISED: November 25, 2013 64 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.03 Use Regulations&Conditions LOC 50.03: USE REGULATIONS AND CONDITIONS 50.03.002 USE TABLE 3. COMMERCIAL, MIXED USE, INDUSTRIAL, AND SPECIAL PURPOSE DISTRICTS USE TABLE TABLE 50.03.002-2: COMMERCIAL, MIXED USE, INDUSTRIAL AND SPECIAL PURPOSE DISTRICTS USE TABLE P = Permitted Use / Blank = Not Permitted / C = Conditional Use [x] Table notes located at the end of the table Use Cat. Use Type IPO I Use Specific Standards Commercial Uses Retail Sales Under 10,000 sq ft floor area P [391 Industrial/Manufacturing Uses Manufacturing Facilities for the manufacturing, P 50.02.002.2.b.iv; warehousing, processing or assembling 50.03.003.5 of products [39]. Limited to office equipment, apparel and accessory, building supply (including paint), garden supply, florist, and furniture (including antique and refinished furniture). RESPONSE: The proposed project is located at 17150 Boones Ferry Road and is within the IP and IP Overlay Districts. The project includes construction of two buildings; an approximately 1,100 square feet building to be occupied by Goodwill Industries as a stand-alone donation center and an approximately 6,400 square foot Shops building which will be leased to various Incidental Retail and Service Uses. The proposed Goodwill use of the 1,100 square foot building was determined to be a Processing (Industrial) use per Interim Planning and Development Services Director, Ron Bunch via email (see copy included) on February 22, 2013 after the applicant submitted a statement of use letter on February 13, 2013. While the above Table 50.03.002-2 states Retail Sales less than 10,000 square feet in area is limited to office equipment, apparel and accessory, building supply (including paint), garden supply, florist, and furniture (including antique and refinished furniture), the site is also within the IPO Overlay District which has differing allowed uses. Per Section 50.03.001, "when a property is located within the boundaries of an overlay district, the use table provisions for that overlay district prevail over those in the base zone district."The Industrial Park Overlay District, LOC 50.05.008.3 greatly expands the allowed retail and service uses. At this time there are no confirmed tenants for the proposed Shops building; however, all tenants will be within the allowed uses of Section 50.05.008.3. This criterion is met as all uses and building sizes proposed are allowed per the above table and that of the IPO District, Section 50.05.008 Baysinger Partners Architecture Page 111 REVISED: November 25, 2013 65 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.04 Dimensional Standards LOC 50.04: DIMENSIONAL STANDARDS 50.04.001 DIMENSIONAL TABLE The following dimensional regulations apply to the base zones as identified in each table. These dimensions may have exceptions or modifications as identified in LOC 50.04.003.1, Additional Dimensional Exceptions. 4. COMMERCIAL, MIXED USE, AND INDUSTRIAL ZONES a. Dimensions Development in the commercial, mixed use, and industrial zones shall conform to the following dimensional standards except as modified below: Standard [1] IP Floor Area Ratio Maximum - Minimum - Lot Coverage (%) Maximum - Minimum None Setback (ft) Front Front and any yard with street frontage 20 [10] Side 10 [9] Rear 10 191 Maximum Height 45 [1] Standards in this table may be modified by the Lake Grove Village Center Overlay District. [9] Zero for common wall development. [10] Front lot lines on corner lots may face either street. The City Manager shall determine the front lot line after taking into consideration the orientation of structures on the site and nearby lots, the ability to meet setbacks without variances, and physical site or solar access limitations. Street access should be to local streets. RESPONSE: The proposed project site is approximately 44,171 square feet (gross) and 42,176 square feet in area (net) after required dedication and bound by Boones Ferry Road to the north and Pilkington Road to the east. There are no floor area or lot coverage minimums or maximums that apply to this site. Setbacks provided include a minimum 20 feet setback from both Boones Ferry and Pilkington Roads and 10 feet along the side and rear lot lines. The required setbacks are a minimum 20 feet for the front and any street frontage and 10 feet for both side and rear. The project meets the required side and rear setbacks and two minor variances are included with this submittal which request minor modifications to the front and street side setbacks of 20 feet. The minor variance on Boones Ferry allows for an additional two foot intrusion of canopies and architectural elements (beyond the two feet allowed by Section 50.04.003.8.a) into the setback. The minor variance along Pilkington would allow for the reduction of the 20 feet setback to 18 feet. With the approval of the minor variances the project would meet setback requirements. The height of the proposed Goodwill Donations building is approximately 30'-7"to the highest point (gable roof peak). The height of the proposed Shops building is approximately 25'-10"to the highest parapet. The allowed maximum building height is 45 feet. The maximum height of both proposed buildings is less than the Baysinger Partners Architecture Page 112 REVISED: November 25, 2013 66 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.04 Dimensional Standards maximum allowed. The criteria of LOC 50.04.001.4.a are met as the proposed setbacks and proposed building heights are within those stated above. 50.04.003 EXCEPTIONS, PROJECTIONS, AND ENCROACHMENTS 1. ADDITIONAL DIMENSIONAL EXCEPTIONS The following section may include exceptions to the dimensional standards of LOC 50.04.001. a. Adjustments The setbacks set forth in LOC 50.04.001 may be adjusted or excepted by LOC 50.05.010.4.b (Sensitive Lands Setback Modifications), LOC 50.04.003.3 (General Exceptions to Yard Requirements), LOC 50.04.003.6 (Special Determination of Yards and Yard Requirements), LOC 50.04.003.8 (General Exceptions for Building Projections, Decks, and Walkways and Pathways to Setbacks), LOC 50.03.004.2.b (Accessory Structures), and LOC 50.08.001.3 (Solar Access). Structures which are permitted within the Oswego Lake setback (LOC 50.04.003.7) are similarly permitted within the setbacks in LOC 50.04.001 to the extent the setback area is co-terminus with the Oswego Lake setback. 4. GENERAL EXCEPTION TO STRUCTURE HEIGHT LIMITATIONS a. General Exceptions In addition to any other exceptions permitted to the maximum building height limitation of a zone, the following type of structures or structural parts are not subject to the structure height limitations of this Code in the following zones: EXCEPTIONS TO HEIGHT LIMITATIONS Zone Structures or Structural Parts Exempt from Height Limitations Commercial, a. Chimneys, tanks, church spires, belfries, domes, monuments, Public Use, and radio and television antennas, fire and hose towers, observation Industrial towers, masts, ham radio aerials, cooling towers, elevator shafts, Zones smokestacks, flagpoles, radio and television towers, and other similar structures. b. Roof-mounted solar system (panels). 8. GENERAL EXCEPTIONS FOR BUILDING PROJECTIONS, DECKS, AND WALKWAYS AND PATHWAYS TO SETBACKS a. Projections from Buildings Cornices, eaves, gutters, bay windows located on the ground floor (but not more than six ft. wide, with a maximum of two bay windows per building elevation), decorative metal balconies (but not more than six ft. in length), flower boxes, belt courses, leaders, sills, pilasters, lintels, ornamental features, and other similar architectural features may project not more than two ft. into a required yard (as adjusted by LOC 50.04.003.3.a) or into required open space as established by lot coverage standards. Canopies, sunshades, chimneys, and flues may project not more than two ft. into a required yard or into required open space as established by coverage standards, but in no event may the projection be within five ft. of a side Baysinger Partners Architecture Page 113 REVISED: November 25, 2013 67 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.04 Dimensional Standards lot line. RESPONSE: This submittal includes two minor variances to allow reduction of both the Boones Ferry and Pilkington front and street side setbacks. The minor variance along Boones Ferry is to allow an additional two feet of intrusion by canopies and architectural elements into the setback. Combined with the two feet allowed by this section canopies and architectural elements on the Boones Ferry frontage would intrude into the setback a maximum of four feet. Refer to the included variance narratives for detailed variance request and criteria response. Baysinger Partners Architecture 114 REVISED: November 25, 2013 68 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.05 Industrial Park Overlay District 50.05.008 INDUSTRIAL PARK OVERLAY DISTRICT 1. PURPOSE The purpose of the Industrial Park Overlay District is to provide land that is available for both standard IP uses and office, business services, and limited retail uses along Lower Boones Ferry Road in the vicinity of Pilkington and Jean Roads. 2. APPLICABILITY The Industrial Park Overlay (IPO) applies in the area depicted on the Industrial Park Overlay District Map as seen in Figure 50.05.008-A below. Figure 50.05.008-A: Industrial Park Overlay District Map SITE + / tom ,. 0,6 v7.4 _ 1 11 Y ,".y C4* 4nn = Ity of lake O wep.o E �a� 4 Faro rdil:zw a } n 1 min ;it y I f RESPONSE: The proposed project site is located at 17150 Boones Ferry Road, Map 21E18BA Lot 4000 and is within the Industrial Park Overlay (IPO) as indicated above. 3. PERMITTED USES In addition to the uses permitted in the IP zone (LOC 50.03.002.3), the following uses are permitted in the IPO: a. Commercial recreational facilities with less than 5,000 sq. ft. of floor area. b. Retail sales of tires, batteries and motor vehicle accessories with less than 20,000 sq. ft. of floor area. c. Retail Sales - Food - less than 2,000 sq. ft. in floor area; co-located within a building with another permitted use; no drive- through service: Delicatessen. Baysinger Partners Architecture Page 115 REVISED: November 25, 2013 69 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.05 Industrial Park Overlay District ii. Specialized food store. d. Retail Sales - General Merchandise - under 10,000 sq. ft. of floor area - limited to office equipment, apparel and accessory, building supply (including paint), garden supply, florist, and furniture (including antique and refinished furniture). e. Retail Sales - Restaurants - less than 2,000 sq. ft. in floor area; co-located within a building with another permitted use; no drive-through service: Restaurant, without associated lounge. f. Services - Personal: Radio and television repair shop. ii. Home appliance repair shop. iii. Tailor shops and related services. iv. Barber and beauty shop, personal care. v. Clothing rental. vi. Upholstery shop. g. Services - Business: Adjustment and collection agencies (excluding impound yards). ii. Advertising agencies, including commercial artists. iii. Business and management services. iv. Employment agencies. v. Office equipment rental and repair agencies. vi. Offices housing personnel who provide special services to businesses. vii. Telephone answering service. viii. Miscellaneous business services, including auctioneers, bondsmen, drafting, detective agencies, notary public and other like services. ix. Accounting, auditing and bookkeeping. x. Computer services. xi. Commercial photographic studios. xii. Pet care, daily (fully enclosed within a building). h. Services - Finance, Insurance, and Real Estate Service: Financial and banking institutions. ii. Insurance and bond carriers, agents, brokers, and services. iii. Real estate brokers, agents, and services. Services - Medical and Health Services, limited to less than 20,000 sq. ft. of floor area: Clinic, outpatient, and medical office. ii. Orthopedic equipment and supplies, rental, sale, and service. j. Services - Professional Office: Architecture. ii. Artist studios, including those that use industrial tools. iii. Engineering, including surveying. iv. Law. v. Landscape architecture. vi. Professionals, other. vii. Regional offices and corporate headquarters. Baysinger Partners Architecture Page 116 REVISED: November 25, 2013 70 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.05 Industrial Park Overlay District k. Services - Amusement: Fitness, exercise, and sports facilities (including clubs and studios), and other individual and group exercise/fitness facilities; e.g., studios, dance studios and schools, gyms, and martial arts schools; indoor pool; indoor athletic fields for organized competitive games; billiard and pool parlors; bowling alleys; and skating rinks, ice and/or roller rinks, all with less than 20,000 sq. ft. of floor area. Services - Membership Organization, Office: Business and professional. ii. Civil, social, and fraternal. iii. Charitable. iv. Labor. v. Political. vi. Religious, not including churches. RESPONSE: The proposed project includes two buildings, one of which is anticipated for Retail and Service uses. The second building, being Goodwill's Industrial designated Donations building, is an industrial use. At this time, there are no confirmed tenants for the proposed Shops building. Any use considered for the building will comply with the above standards. As part of this project the shell building will be constructed and tenant "uses" will be specified and available for review at the time of future Tenant Improvement Permitting. 4. CONDITIONAL USES a. Any conditional use in the IP zone (LOC 50.03.002.3). b. Pet care, daily (partially conducted outside a building). c. Nursery, day care center - primarily serving employees within the IP zone. d. Storage - limited to commercial self-storage facilities only and subject to the special requirements of LOC 50.05.008.5.c. RESPONSE: At this time the proposed project does not have confirmed tenants for the Shops building. The Goodwill Donations building is an industrial use (processing) and outright permitted per Table 50.03.002-2: Commercial, Mixed Use, Industrial and Special Purpose Districts Use Table. The project does not include any proposed Conditional Uses. 5. SPECIAL REQUIREMENTS a. Except as set forth below, all special requirements of LOC 50.02.002.2.b.iv, Specific Standards in the Industrial and Industrial Park Zones, shall apply within the Industrial Park Overlay District. RESPONSE: There are no special requirements of LOC 50.02.002.2.b.iv which apply to this project; refer to the included narrative. Baysinger Partners Architecture Page 117 REVISED: November 25, 2013 71 GW 12059 Lake Grove, OR Donation Building Design 50.06.001 BUILDING DESIGN 1. APPLICABILITY This section is applicable as follows: TABLE 5 50.06.001- : BUILDING DESIGN STANDARDS APPLICABILITY /A/ = Applicable /blank/ = Not Applicable Base District R-15 R-10 R-7.5 R-6 R-5 Additional Standards Commercial, Industrial, and Multi—Family Not Located in FMU Zone Standards for A [2][3] Approval 50.06.001.5 Notes: [2] Ministerial development: development involving mechanical equipment, limited to LOC 50.06.001.5.b.viii (mechanical equipment screening). [3] Minor and major development: development involving a structure for commercial, industrial, institutional, public use (including major public facilities and minor public facilities), multi-family residential, attached single- family (three or more units) residential development, and to all minor development within the R-DD zone. This standard is also applicable to exterior modifications of a structure which does not qualify as a ministerial development. RESPONSE: The proposed project is an Industrial/Commercial development not located in the FMU Zone and is required a Minor Development review. Therefore, this section, Building Design, is required. 5. COMMERCIAL, INDUSTRIAL, AND MULTI-FAMILY DEVELOPMENT NOT LOCATED IN THE FMU ZONE, AND MINOR DEVELOPMENT IN THE R-DD ZONE STANDARDS FOR APPROVAL a. Applicability This standard is applicable in all zones except the FMU zone to: ii. Minor and major development: development involving a structure for commercial, industrial, institutional, public use (including major public facilities and minor public facilities), multi-family residential, attached single- family (three or more units) residential development, and to all minor development within the R-DD zone. This standard is also applicable to exterior modifications of a structure which does not qualify as a ministerial development pursuant to LOC 50.07.003.13.a.ii(3). RESPONSE: The proposed development is for construction of two structures, industrial and commercial, and is eligible for a Minor Development Review; thus, the standards of this section are applicable. Refer to the following narrative for detailed responses. b. Design Standards Buildings shall be designed and located to complement and preserve existing buildings, streets and paths, bridges and other elements of the built environment, and to assure accessibility for bicyclists, pedestrians, and users of other transportation modes. Baysinger Partners Architecture Page 118 REVISED: November 25, 2013 72 GW 12059 Lake Grove, OR Donation Building Design Design buildings to be complementary in appearance to adjacent structures of good design with regard to: (1) Materials; (2) Setbacks (for retail/commercial part specifically); (3) Rooflines; (4) Height; and (5) Overall proportions. RESPONSE: Incompleteness item I.1.a states, "We believe the proposed CMU siding is inappropriate for a non-industrial design and incompatible to the surrounding neighborhood." Section 50.06.001.5.b.i requires, "design buildings to be complementary in appearance to adjacent structures of good design with regard to: materials, setbacks, rooflines, heights and overall proportions". Adjacent is defined by Section 50.10.003.2 as "touching; across a public right-of-way from; across an easement from; across a small stream or creek from"; surrounding neighborhood is not defined. Per this definition there are nine adjacent sites with 10 buildings as illustrated in the Exhibit 1 below. Three of the nine adjacent properties are constructed entirely of CMU; Buildings 5 (two buildings), 7 and 9. Building 1 also uses CMU as the entire first level (1/3 of the height of the building) as well as decorative pillars. As noted by the City, this area is predominantly retail-oriented yet all of the four adjacent buildings using CMU house only retail or medical/office uses. CMU is entirely appropriate for this neighborhood and project as demonstrated by the percentage of adjacent buildings (all non-industrial) entirely or largely constructed of CMU. Additionally, the three buildings made entirely of CMU use painted CMU. The proposed project will use a high quality integral color ground face block without paint to ensure the long term durability and appearance with minimal maintenance. Baysinger Partners Architecture Page 119 REVISED: November 25, 2013 73 GW 12059 Lake Grove, OR Donation Building Design ,..--,11. qatit .. 5 , it .! ;7e 1 r r fr, , 9 fi o '' , . - . it — Ilai • 't 6 . ► ii p 5 x Y , .. r: ' 111 n < _ y� F `a -, . --k dT- mat • E}- irAr �w - }• ilk k ma Project Site I Boundary of properties deemed'odiorent"per Development Code Section 50.10.003.2 as required by Section 50.06.001.5.b.i Exhibit 1: Adjacent Properties 1 Three of the nine adjacent properties are constructed entirely of CMU; Buildings 5 (two buildings), 7 and 9. Building 1 also uses CMU as the entire first level (1/3 of the height of the building) as well as decorative pillars. As noted by the City, this area is predominantly retail-oriented yet all of the four adjacent buildings using CMU house only retail or medical/office uses. CMU is entirely appropriate for this neighborhood and project as demonstrated by the percentage of adjacent buildings (all non-industrial) entirely or largely constructed of CMU. Additionally, the three buildings made entirely of CMU use painted CMU. The proposed project will use a high quality integral color ground face block without paint to ensure the long term durability and appearance with minimal maintenance. Baysinger Partners Architecture Page I 20 REVISED: November 25, 2013 74 GW 12059 Lake Grove, OR Donation Building Design -yi M I - Y _ _ 't' , .( - 1 q -- .1..= Natural color split-face am asses'` t CMU; entire 1st floor -.'"W- pi ,,,. _„...._ . : .. , ...:... , , - Natural color split- -Okla jig. . face CMU block pillars Buildina 2: Boones Ferry Crossing - Natural color, split-faced 8"x16" CMU Baysinger Partners Architecture Page 121 REVISED: November 25, 2013 75 GW 12059 Lake Grove, OR Donation Building Design 4 a A Aa 4PF,,„. a. .4,1,• .i'IV. _.----- - - lin i TTGaAla ow \OHI CONSTRUCTION __ _ _ i F Buildinas 5 (two buildinal: Stuttgart and OHI Construction - Painted 8"x 8" CMU t t Ux S i6,t1. ,i.`9 ,. i ; ALIGNMENT CENTER MillIPII- IP -4 run $A' SAL Buildina 7: Les Schwab Tire Center - Painted, split-faced, 8"x 16" CMU Baysinger Partners Architecture Page 122 REVISED: November 25, 2013 76 GW 12059 Lake Grove, OR Donation Building Design Volie, & . �`2 Scot,Edi 7667 -,i , - - ✓ (5cm 6 7667 r 4._ — _ lgdllik Buildina 9: State Farm Insurance - Painted 8"x 8"CMU On a technical level CMU and brick are both considered masonry construction by the construction industry. One is made of concrete and one of clay; however, both come in a myriad of similar colors (white, gray, yellow, black, brown, red) and several similar texture options. When completed, a building made of integral color CMU will look nearly identical to a building constructed of brick in a similar color. Ground face CMU is being proposed for this project as it provides a high quality finish nearly identical to a standard brick finish. While we have proven CMU is a predominate construction material in adjacent non- industrial properties, and specifically standard CMU sized units of 8"x8" and 8"x16", in response to the Incompleteness Letter we have change the size of the upper wall ground-faced CMU blocks 4"x16" in size which is proportional to standard brick. Also in response to the Incompleteness letter and to further unify the buildings the base of both buildings has been changed to 8"x16" natural color ground face CMU. Oriainal Narrative: The proposed development is located at 17150 Boones Ferry Road and is in the southwest corner of the intersection of Boones Ferry and Pilkington Road. The site is zoned IP and within the IP Overlay District. All adjacent and abutting parcels are also within these zoning districts. A residentially zoned district (R-5) also exists approximately 204.67 feet south along the eastern edge of the Pilkington right-of- way. Per the criteria above, the proposed project needs to be compatible and complementary in appearance to adjacent structures of good design. It should be noted that this is an industrial area that has seen minimal new construction in recent years and that there are a limited number of buildings of"good design"; a term that is not defined within the code and open to a fair amount of personal interpretation. The newest and most prominent industrial zoned construction adjacent to the project site is the Boones Ferry Crossing, LLC property to the east across the Pilkington right-of-way. This development includes multiple buildings with both single and two story portions. The primary building materials are stucco for the building walls and concrete masonry block at the parking structure base. All buildings include large expanses of glazing, metal canopies and flat roofs with Baysinger Partners Architecture P a g 123 REVISED: November 25, 2013 77 GW 12059 Lake Grove, OR Donation Building Design parapets of varying height. Most buildings meet the required 20 feet street front setbacks except along Pilkington Road where the west building wall is within approximately eight to ten feet of the right-of-way. A second example of newer construction with "good design" is the assisted living facility within the adjacent residential zone approximately 204.67 feet south along the Pilkington right-of-way. This building is a mix of heights with single story portions, areas of two floors and larger gable roofs which extent up to 3 and 4 story heights. The primary materials are lap siding and manufactured stone block. Primary design elements include large gable roofs with clerestory windows and areas of exposed timber construction. Aside from these two buildings, all other structures are simple single story, flat roof buildings constructed of either concrete masonry units, brick or wood siding. Rooflines of these buildings are very lineal with minimal variation in height or ornamentation. These structures include varying amounts of glazing. Overhead weather protection is provided most often as fabric canopies or a simple roof overhang. The proposed development includes two, single story buildings below the code allowed maximum height of 45 feet. The approximately 6,400 square foot Shops building will be a flat roof structure with parapet heights that vary between 22 feet, 24 feet and 25.5 feet. The primary building materials will be a ground face concrete masonry unit (CMU) veneer and lap siding. The CMU is similar to that of the parking structure base of the Boones Ferry Crossing, LLC development (Exhibit 1, Photo I) and the lap siding found on the veterinary clinic (Exhibit 1, Photo B). The building will include both eyebrow and angled canopies similar to those found on numerous structures in the area (Exhibit 1, Photos F, G, I, L and M). The building will also include a small amount of stucco finish hardi-board on the north elevation similar to and facing that of the adjacent Boones Ferry Crossing, LLC development (Exhibit 1, Photos F, G and I). Large expanses of glazing on all building elevations are compatible with all buildings in the area. The smaller, approximately 1,100 square foot, Goodwill building will be used as a stand-alone donations center. The donations building is single story with a gable roof and clerestory windows similar to those found throughout the adjacent assisted living facility (Exhibit 1, Photo H). The primary building material is CMU to match the proposed pad building and is similar to that of the Boones Ferry Crossing, LLC parking structure walls (Exhibit 1, Photo I). The building includes both pedestrian scale canopies and a vehicular canopy over the donation area. The pedestrian canopies are found throughout adjacent properties and the donation canopy is similar to those found on the adjacent Les Schwab development across the Boones Ferry right-of-way (Exhibit 1, Photo E). The steel canopy supports are similar to and representational of the pilasters and canopy columns found on the Boones Ferry Cross, LLC development (Exhibit 1, Photo F). The proposed development provides buildings which incorporate numerous design elements, roof styles and materials found on buildings throughout adjacent properties. While the project site is in an industrial zone and is compatible with numerous adjacent buildings in the IP zone, we also felt it important to tie the project to the nearby residential zone's newest building of"good design". The overall building heights are less than the code allowed maximum and similar to or less than those of adjacent developments. In addition to compatibility with neighboring properties, careful consideration was given to creating compatibility between the two proposed buildings while retaining a sense of individuality. The buildings have been designed taking into consideration the size of the site and relationship of each building within the project. The two Baysinger Partners Architecture Page 124 REVISED: November 25, 2013 78 GW 12059 Lake Grove, OR Donation Building Design buildings have been coordinated with an interplay of design elements. For example, while the Shops building has a lower overall height and parapet roof, the use of vertical elements such as the sloped awnings relate it to the gable roof form of the Goodwill building and accentuate the vertical lines of the building which are further reinforced by stepped parapets. Materials have been intermixed between the buildings with their primary and dominate materials the same ground face concrete masonry unit in the same color. To further tie the two buildings together awnings, trim, coping, doors and detailing will be the same colors on both buildings. The buildings meet the required side and rear setbacks for the IP zone and are requesting minor variances to the street front setbacks on Boones Ferry and Pilkington. Overall, even with approval of the setback variances the buildings will be similar to or further from the right-of-way than adjacent developments. These criteria are therefore met as the proposed project is complementary in appearance to adjacent structures of good design and to each other. Baysinger Partners Architecture Page 125 REVISED: November 25, 2013 79 O I r I 1' , u \ 1, it 4° _ Q M d , 1 r ? If - ' ' 211e , % #A . _ ii ' ]E l � CC Iti I I. ' , '+j'rs w1t "4 a. _ r, '44. r ,,k. , . 5 �.. _, '�' ,,, 4 itlifr • X - NI* i . .40 . , . 3. ... ,...., . , , , ,, .4 "" ', : ' " j +w CO .1) EA do f4. liqL yhr _ t Apllirrl S a ' , ."t- ' . ', ,„,„- . • :1, ,a , 1 '' t il . ,, '.. ''''.A4.4....':' -.' F I I • t' 1IN ' ::1;.:'4.r.:'-'‘. ' '' .,..447., 4 IP' .' A-‘9, - I,..,'•iri iiiirilgi 4-.H.------''''''''''''..'''''''''..----.:I° 1'"''''''' \ or' -.1*---;40\ \ elk , . fir -‘1111111, ''''', 4,1 .. f pirh �� rt7¢ � i di�aa r. e ' ' t:..� ., * r - 7 ' 1 Ar: •* � N L,:,, r�' y gra.,a: 4 .. +7 V '' ,ro '• 1.... _ i !,, . , to itiliti'4 - . . , . ... . . _.,---...,_ , , ,111 , •.).--o--mot jir 1'- • '- -,.•-, ,.. x 'I 0111' '''- ''.'... "4' 4 . f414',,if.t.. 11 ' yt t _ S i II ' ro. 'fi • o - - ii ' is ' 4 ,� 4 �,.._ 111.1.011111 MI d I 1 'or f f = �1' 1 IL !r r ICI: .- ./V it i . . . ii rj „fit 4 A 1r A 1 r o 62 ,� , � GOODWILL INDUSTRIES BAYSINGEREARTWERSARCHITEflUREPC lai3iEGcndAv Suno3�,PuPlondQ�912145[9,S4aNb10"13 a7 , ip CAS imp CFI PILhfINGTON RD AND BONES FERRY LAKE DROVE Prolecd Number: n, Gel ao GW 12059 Lake Grove, OR Donation Building Design iii. Design bus shelters, drinking fountains, benches, mailboxes, etc., to be complementary in appearance to buildings. RESPONSE: There is an existing transit stop located along the northeast corner of the Boones Ferry Road frontage. The stop does not currently include a bus shelter. The proposed project includes the construction of a bus shelter. The shelter design and exact location will be coordinated with Trimet and be complimentary to the proposed buildings. iv. Design those elements listed below to be complementary in appearance to those buildings or structures upon which they are associated: Awnings Signs Chimneys Stairs Decks and railings Utility connections and meters Doors Vents Downspouts Windows Foundations Weather vanes, aerials, and other Lights appendages attached to the roof or Mailboxes projecting above the roofline Mechanical equipment RESPONSE: The proposed buildings include awnings, canopies, doors, downspouts, lights, signs and windows. All elements have been designed to be complimentary to each other and the building they are on. Further, each building has been designed to relate to the other building on-site through design elements and color and material usage. Colors and materials of the buildings and their elements have been coordinated. The locations of amenities were carefully chosen so as to provide a clean, organized and uncluttered appearance. Patterns of materials have been specifically planned to provide elevations that are coordinated and of good design. This criterion is met as all elements of the buildings proposed, from large to small, have been thoughtfully planned and designed to ensure their compatibility in appearance with the building they are upon. v. Design awnings, signs, and lights to define the first floor or retail cornice height. RESPONSE: Both proposed buildings are single story. The Shops building includes canopies, awnings, signage and a parapet cornice that defines the retail first floor. The Goodwill building uses canopies, signage and lighting to define the retail first floor. This criterion is therefore met. vi. Use trees and other natural elements to help define building proportion relationships and to provide scale to the structure as a whole. RESPONSE: All trees and vegetation specified was chosen and located so as to compliment the design of the site, buildings and their design features. Refer to the included landscape plans for detailed landscaping information. This criterion is therefore met. vii. Limit the variety of styles of building elements. RESPONSE: In response to item I.1.b from the Incompleteness Letter issued on September 19, 2013 the revised project has eliminated the use of green glazing; both buildings will now use clear glazing. The paint colors have been reduced from seven to three. One of the paint colors, Acimamel, will be used on the canopies and was chosen after Baysinger Partners Architecture P a g e 127 REVISED: November 25, 2013 81 GW 12059 Lake Grove, OR Donation Building Design spectral analysis of the Omega Lite panels to ensure it matches as closely as possible; thus, this is not a unique color and should not be counted separately. The originally proposed painted base and bands of the Goodwill building have been removed. The base of both buildings will be integral color (Natural) ground faced CMU. The decorative bands will be achieved by recessing the block V2" to add interest. The amount of tile on the Goodwill building has been reduced by two thirds of that originally shown. Additionally, while there are four tile colors shown the building will mostly be viewed at a distance, either from the right-of-way sidewalk, the travel lanes of the right-of-way or within the parking lot of the site. From these locations the tile, due to pattern and the size of the tile, the colors blend to create a single blue that is rich with subtle tones (versus a single monotone) and yellow. This similar use of color and pattern is often seen with brick facades that use a mix of at least 3 different brick colors to achieve a blended surface color rich in undertones. Original Narrative: As discussed in subsection (i) above, the property is in the IP and IPO zones with a residential zone approximately 204.67 feet south. Most design elements such as canopies, parapets, and materials are directly related to those of other nearby structures in the IP zone; however, with the proximity of the residential zone we felt it practical to include some elements from their recent buildings of"good design" in the project as well. This can be seen in the use of a gable roof with clerestory windows on the Goodwill building and similarities in materials and colors to the nearby assisted living facility. This criterion is therefore met as the style of building elements was limited to those key elements which made the project compatible with buildings of"good design" in the IP and adjacent residential zone. viii. Screen mechanical equipment from view, or place in locations where they will generally not be visible. RESPONSE: All mechanical equipment will be screened from view by building parapets or landscaping; therefore, this criterion is met. c. Buildings shall be designed and located to complement and preserve existing natural land forms, trees, shrubs and other natural vegetation. Consider land forms and trees as design elements which must relate to building elevations to determine scale and proportion. ii. Design foundations to match the scale of the building being supported. Berming, resiting, or sheathing the foundation structure with wall siding are examples of methods which accomplish this purpose. Use decks, railings, and stairs to relate a building to the contours of the land. RESPONSE: The proposed project is for the redevelopment of an existing developed site. There is minimal existing land forms and vegetation of value within the existing industrial development. Several notable tree specimens will be retained along the south property line and at the proposed Pilkington access. d. Building shall be designed and constructed to reduce noise impacts on interior occupied spaces and adjacent property. Use solid barriers such as fences, berms, natural land forms and structures to reduce sound levels. The effectiveness of the barrier increases as barrier height increases and as it is moved closer to either the source or the receiver. Baysinger Partners Architecture Page 128 REVISED: November 25, 2013 82 GW 12059 Lake Grove, OR Donation Building Design RESPONSE: The proposed project site does not include any adverse sound sources; therefore, this criterion does not apply. ii. Minimize the window surface on sides facing adverse sound sources, where possible. RESPONSE: The proposed project site does not include any adverse sound sources; therefore, this criterion does not apply. iii. Mechanical equipment, including heat pumps and air conditioning equipment, shall meet the required setbacks of the zone and be located so that operating noise does not affect use of living areas such as bedrooms, outdoor decks or patio areas and adjacent property. RESPONSE: All mechanical equipment is proposed outside of the required setbacks; therefore, this requirement is met. e. Buildings shall be designed and constructed with roof angles, overhangs, flashings, and gutters to direct water away from the structure. RESPONSE: All buildings include roof angles, flashing and drainage systems which direct water away from the structures. Refer to the include elevation drawings and civil utility plans for detailed depiction of the stormwater system. This criterion is therefore met. f. Buildings shall incorporate features such as arcades, roofs, alcoves, porticos and awnings to protect pedestrians from the elements. These projections shall maintain a minimum vertical clearance of 13 ft. six in. where over fire lanes. RESPONSE: Both proposed buildings include canopies and awnings. The Shops building utilizes both angled awnings and horizontal steel canopies to provide weather protection along adjacent pedestrian pathways and at building entries. The Goodwill building includes steel canopies and a larger portico at the donations area. The only canopy over a potential fire lane is that of the donations area which has a minimum height of 15'-4" above the drive aisle. This criterion is therefore met as the proposed project includes numerous weather protection elements and all minimum heights at fire lanes exceed the required minimum of 13.5 feet. g. Building orientation shall be designed to encourage pedestrian access from public streets and make the street pedestrian friendly. ii. Building orientation shall include: (1) Locating buildings within 30 ft. of a public street except where prevented by topographic constraints, existing natural resources, or where, in multi-building complexes, the configuration of the lot prevents locating all buildings within 30 ft. of a public street. (2) Buildings located on sites with multiple frontages on public and/or transit streets shall provide at least one public entrance within 30 ft. of the transit street. (3) Buildings located on sites adjacent to a transit street shall have at least one public entrance within 30 ft. of the transit street. (4) Buildings that are within 30 ft. of a public street shall have a public entrance directly from the street. Baysinger Partners Architecture Page 129 REVISED: November 25, 2013 83 GW 12059 Lake Grove, OR Donation Building Design RESPONSE: The proposed project includes construction of two buildings. Each building is placed at the required minimum front setback of 20 feet. The proposed Shops building has two entrances within 30 feet of the Boones Ferry (transit street) right-of-way. The Goodwill building is not a publicly accessible facility and does not have a public entrance. These criteria are therefore met. Baysinger Partners Architecture Page 130 REVISED: November 25, 2013 84 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking 50.06.002 PARKING 1. APPLICABILITY The provisions of this section shall apply to all development which generates a parking need. This shall include the construction of new structures, the remodeling of existing structures and a change of use which increases on-site parking or loading requirements or which changes access requirements. 2. STANDARDS FOR APPROVAL a. Vehicle Parking i. Required parking spaces shall be available for the parking of operable passenger vehicles of residents, customers, patrons and employees and shall not be used for the storage of vehicles or materials or for the loading and unloading or parking of vehicles used in conducting the business or use. RESPONSE: All required parking will be available for the parking of passenger vehicles of customers, patrons and employees. Those spaces will not be used for the storage of vehicles or materials or for the loading and unloading or parking of vehicles used in conducting the business or use. This criterion is therefore met. ii. Number of Required Parking Spaces The number of required parking spaces under this article shall be determined by either the Numerical Method (subsection 2.a.ii(1) of this section) or the Parking Study Method (subsection 2.a.ii(2) of this section). (1) Numerical Method Refer to Tables 50.06.002-1, 50.06.002-3 and 50.06.002-4 to determine the number of parking spaces required. The minimum number of parking spaces specified for each type of use shall include reductions to parking requirements pursuant to subsection 2.a.v(1) of this section and Table 50.06.002-3. TABLE 50.06.002-1: NUMERICAL METHOD OF DETERMINING MINIMUM PARKING SPACES REQUIRED Determine: Method of Determining: Floor Area From Table 50.06.002-3, determine if floor Amount area is used to calculate the number of parking spaces required for the use(s). (Floor Area per Parking Space) Reductions 1. See Table 50.06.002-4 for possible reductions. 2. Apply reduction percentages to Gross Parking Requirement. Mixed Uses The total requirements for mixed uses on a site shall be the sum for the various uses computed separately. Baysinger Partners Architecture Page 131 REVISED: November 25, 2013 85 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking Rounding Any fractional space amount determined following the application of Reductions and Mixed Uses above shall be rounded up to the next highest whole space. Minimum Parking The minimum parking requirement is the Requirement "rounded" number above. RESPONSE: The proposed project has chosen to use and is supplying data based on the Numerical Method of calculating required parking as per the above. (3) Except for residential parking requirements, the maximum number of parking spaces shall not exceed either 125% of the number of parking spaces required under Table 50.06.002-3 (without applying the Parking Requirement Modifiers, Table 50.06.002-4), or the required number of parking spaces determined by the Parking Study Method above. RESPONSE: The maximum number of allowed parking spaces has been calculated according to 125% of the minimum prior to application of parking modifiers. The minimum required for a most restrictive lease scenario of 2,000 square feet of eating and drinking, 4,330 square feet of medical and dental offices, 86 square feet of utility room and 1,057 square feet of industrial processing is 46 stalls. The maximum allowed is therefore 56. The project provides 35 stalls which is less than the maximum allowed; therefore, this criterion is met. (4) Maximum Number of Parking Spaces. : MAXIMUM OFF-STREET PARKING SPACE REQUIREMENTS Zone Type of Use Maximum Number of Parking Spaces Other Zones Nonresidential Either 125% of the number of parking spaces required under Table 50.06.002-3 (without applying the Parking Requirement Modifiers, Table 50.06.002-4) or the required number of parking spaces determined by the Parking Study Method. Residential No maximum (5) Handicapped parking and ramps shall be provided in accordance with the Uniform Building Code. RESPONSE: All accesses and parking on-site have been designed in accordance with the current Uniform Building Code; therefore, this criterion is met. TABLE 50.06.002-3 : MINIMUM OFF-STREET PARKING SPACE REQUIREMENTS [Type of Use Parking Space Required [1] 1(E) COMMERCIAL 10. Retail sales and rentals, except as otherwise 3.3 spaces per 1,000 sq. ft. G.F.A. specified herein (G) INDUSTRIAL Baysinger Partners Architecture Page 132 REVISED: November 25, 2013 86 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking 1. Light industrial, industrial park, 1.6 spaces per 1,000 sq. ft. G.F.A. manufacturing [1] Gross floor area does not include any parking area. RESPONSE: The project includes construction of an approximately 6,416 square foot Shops building and an approximately 1,057 square foot Industrial (processing) building. To date, there are no confirmed tenants for the Shops building. To ensure adequate parking, calculations have been based on a most restrictive case using 2,000 square feet of an Eating and Drinking establishment, 4,330 square feet of Medical/Dental Office, 86 square feet of non-occupied utility room. And 1,057 square feet of Industrial use. Per the above table, the minimum vehicular parking required for the most restrictive lease arrangement above would be 35 stalls after required reductions of Table 50.06.002-4: Parking Requirement Modifiers. The proposed project provides 35 stalls exceeding the minimum required; therefore, this criterion is met. iii. On-Site Location of Required Parking Spaces (1) All required parking shall be off-street. Parking may not be located in a required yard or special street setback except where there are specific yard setback requirements for parking established by the zone. RESPONSE: All parking provided and counted towards satisfying the minimum parking requirements above are provided off-street and on-site. This criterion is therefore met. (2) Parking design shall ensure that the parking of any vehicle shall not interfere with the parking or maneuvering of any other vehicle. RESPONSE: The design of the parking lot meets code required minimum and maximum stall dimensions and access aisle widths ensuring that no vehicle will interfere with the parking or maneuvering of any other vehicle. This criterion is therefore met. v. Reduction for Parking Space Requirements (1) Parking space requirements shall be reduced in developments where compensating factors exist which would offset the parking demand (such as access to transit facilities, pedestrian and bicycle access, development size, or combined, or the parking study provision). Refer to Table 50.06.002-4 for reduction options. TABLE 50.06.002-4: PARKING REQUIREMENT MODIFIERS Types of Modification Modification Requirements and Modifiers Development Site Size Commercial, Public, and Industrial Uses (Based on Development Size (DS) on a Single Site (DS)) Gross Floor Multiplier Area 1 - 20,000 sq. No reduction Baysinger Partners Architecture Page 133 REVISED: November 25, 2013 87 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking TABLE 50.06.002-4: PARKING REQUIREMENT MODIFIERS ft. > 20,000 sq. 0.85 x requirement ft. Access to Transit Transit Shelter On Fronting Within 50 ft. of 0.85 x Facilities (TA) Street building requirement Transit Shelter Within 500 ft. of 0.90 x building requirement Transit On Fronting Within 500 ft. of 0.90 x Facilities Street building requirement Pedestrian and Bicycle Commercial, Public and Industrial Uses Access (PA) 100 or more residential units 0.90 x requirement within 1,000 feet RESPONSE: The proposed project will install a bus shelter and is within 1,000 feet of 100 or more residential units allowing for application of both the 0.85 modifier for Transit Shelter on Fronting Street within 50 feet of building and the 0.90 modifier for proximity to residential units. These modifiers have been taken into account for the minimum required parking of 35 stalls discussed in Table 50.06.002-2 above. vi. Parking Dimensions (1) Refer to Figure 50.06.002-A: Off-Street Parking Matrix to determine the minimum dimension and layout of parking spaces. All parking areas, except stacked or tandem parking areas, shall be designed so that a vehicle may enter or exit without having to move another vehicle. All parking areas must be designed to allow vehicles to enter and exit the street in a forward motion. (3) Up to 50% of the total parking requirement may be provided in compact car spaces. All parking spaces designated for compact vehicles shall be signed or labeled by painting on the parking space. RESPONSE: Most parking on-site is 90 degrees. Figure 50.06.002-A requires 90 degree stalls to be a minimum of 8.5 or nine feet wide and 18.5 feet long with a 26 or 24 foot aisle. The proposed development provides 18 standard 90 degree stalls that are nine feet wide and 18.5 feet long and 12 compact 90 degree stalls sized at 8.5 feet wide by 18.5 feet long. Where an aisle is accessed by two full sized stalls the aisle width is 28 feet. Where an aisle is accessed by full sized stalls on one side and compact stalls on the opposite side of the aisle, the aisle is 24 feet wide. The project includes five parallel compact stalls along the 16 foot wide donations drive aisle. Code requires compact parking be a minimum of eight feet wide by 20 feet long with no minimum aisle specified. The compact stalls provided meet the minimum dimensions of the code. These criteria are met as the number of compact stalls provided is less than 50% of the required parking and all stalls and aisles meet or exceed the minimum required Baysinger Partners Architecture 2 e=a ° e 134 REVISED: November 25, 2013 88 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking dimensions. Figure 50.06.002-A-General: Off-Street Parking Matrix (General) OFF-STREET PARKING MATRIX, REQUIRED SPACE AND AISLE DIMENSIONS IN FEET Compact Size Vehicles (Standard Size Vehicles Stall Stall Aisle Module Bumper Stall Stall Aisle Module Bumper Angle Width Depth Width Width Overhang Width Depth Width Width Overhang (A) (B) (C) (D) (E) (F) (B) (C) (D) (E) (F) 0° 8.0 20.0 N/A N/A N/A 8.0 24.0 N/A N/A N/A 8.5 17.5 13.0 48.0 2.0 45° 8.0 15.5 11.0 42.0 2.0 9.0 17.5 12.0 47.0 2.0 8.5 19.0 18.0 56.0 2.5 60° 8.0 17.0 14.0 48.0 2.5 9.0 19.0 16.0 54.0 2.5 8.5 19.5 25.5 64.5 2.5 75° 8.0 17.5 21.0 56.0 2.5 9.0 19.5 23.0 62.0 2.5 8.5 18.5 26.0 63.0 2.5 90° 8.0 16.0 20.0 52.0 1.5 9.0 18.5 24.0 61.0 2.5 vii. Loading Loading berths in sufficient numbers and size to adequately handle the needs of the development shall be required. RESPONSE: The project provides two loading berths at the Goodwill Donations building which total 26 feet wide by 32 feet long and have an unobstructed overhead clearance. The number of berths is adequate for the needs of the proposed 1,057 square foot building. The size of the berths can accommodate up to a 32 foot trailer which is adequate for the size of truck anticipated to serve this location. The pad building is not provided a designated loading berth as the tenants will be smaller retail and services uses who's product (if any) will arrive by small delivery van (USP and Fed Ex style). These trucks are typically on-site less than 10 minutes at a time and only a handful of times each week. The loading berths provided meet the numbers and sizes required to adequately handle the needs of the development; therefore, this criterion is met. b. Bicycle Parking Bicycle parking shall be provided for all new multi-family residential developments (four units or more) and commercial, industrial, public facilities and institutional uses, except seasonal uses, such as fireworks stands and Christmas tree sales; drive-in theaters; and self-storage facilities are exempted. ii. The minimum number of required bicycle parking spaces are listed in Table Baysinger Partners Architecture Page 135 REVISED: November 25, 2013 89 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking 50.06.002-6; provided, however, that the owners of institutional categories under Table 50.06.002-6 may defer installation of a portion of the required bicycle parking facilities if: TABLE 50.06.002-6: MINIMUM REQUIRED BICYCLE PARKING SPACES Use Categories Specific Uses Number of Required Spaces ALL OTHER ZONES COMMERCIAL Retail Sales and Services Includes groceries and financial 2, or 1 per 2,500 sq. ft. institutions G.F.A. INDUSTRIAL CATEGORIES Manufacturing and Production 2, or 1 per 15,000 sq. ft. G.F.A. Notes: 1. Wherever this table indicates two numerical standards, such as 2, or 1 per 3,000 sq. ft. of gross floor area, the larger number applies. 2. 100% of all required bicycle parking spaces for residential and industrial categories shall be covered. Bicycle parking spaces for employees of commercial, public use, and institutional categories are encouraged to be covered and secured. Cover for bicycle parking may be accommodated by building or roof overhangs, awnings, bicycle lockers, bicycle storage within buildings or dwelling units or freestanding shelters. All Other Zones: These bicycle parking spaces may be provided within a building. 3. Fractional space requirements shall be counted as the next highest whole space. 4. G.F.A. (Gross Floor Area): The area included within the surrounding exterior walls of a building or portion thereof excluding allowable projections, decks, patios, uncovered exit stairways or uncovered above-grade driveways. RESPONSE: The proposed industrial use is approximately 1,057 square feet of processing. Table 50.06.002-6 does not list a "processing" category thus Manufacturing and Production were used to calculate minimum required parking as it is the closest to the proposed use. The proposed processing use requires two covered bicycle parking stalls. The proposed Shops building (approximately 6,416 square feet) requires three covered bicycle stalls. The project will provide two stalls at the Goodwill Donations building (industrial building) located within the storage area of the building and covered. The Shops building is provided three covered stalls along the south facade under the canopies. This criterion is met as the minimum number of stalls is met or exceeded as are the requirements for covered spaces. iv. Bicycle parking shall be separated from car parking and vehicular traffic by a physical barrier or sufficient distance to protect parked bicycles from damage by vehicles. RESPONSE: All proposed bicycle parking locations are separated from car parking and vehicular traffic by sidewalk areas. This criterion is therefore met. Baysinger Partners Architecture Page 36 REVISED: November 25, 2013 90 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking v. Bicycle parking for multiple uses may be clustered in one or several locations meeting all other requirements specified in this section for bicycle parking. RESPONSE: Required parking for each of the two buildings is provided at each building. This criterion is therefore met. vi. One hundred percent of all required bicycle parking spaces shall be covered. These required bicycle parking spaces may be provided within a building. Cover for bicycle parking may be accommodated by building or roof overhangs, awnings, bicycle lockers, bicycle storage within buildings or freestanding shelters. RESPONSE: The project includes five bicycle parking stalls all of which are required and will be covered. Coverage is provided by at the Shops building by overhead canopies. Coverage at the Goodwill building is provided by two spaces located interior to the building within the storage area. viii. Outdoor bicycle parking spaces shall be clearly visible and shall be located within 50 ft. of any entrance to the building unless clustered pursuant to subsection 3.b.v of this section in which case the parking spaces shall be no more than 100 ft. from a public entrance. RESPONSE: All bicycle parking provided is within 50 feet of an entrance; therefore, this criterion is met. x. Bicycle parking spaces shall be a minimum of six ft. long and two ft. wide, and provide a minimum five ft. access aisle. For covered spaces the overhead clearance shall be at least seven ft. RESPONSE: All bicycle parking spaces provided are a minimum six feet long and two feet wide and accessible by an access aisle no less than five feet wide. All covered spaces are provided with an overhead clearance of not less than seven feet. This criterion is therefore met. 3. STANDARDS FOR CONSTRUCTION a. Surface Materials - General The surface of the parking and maneuvering area shall be constructed as a durable surface. The use of gravel in low use areas, such as church parking lots, recreational vehicle storage in a residential zone or outside equipment storage or fleet vehicles in industrial zones, may be approved, so long as the gravel is contained, the parking area is clearly defined, and where grade permits. Refer to LOC 50.06.003.2.c.vi, Standards for Construction, for additional paving surface specifications. RESPONSE: All parking lots and maneuvering areas will be paved with asphalt which is a durable surface. This criterion is therefore met. c. Bicycle Parking i. Areas set aside for required bicycle parking shall be clearly marked and reserved for bicycle parking only. If the bicycle parking is not visible from the street or main building entrance, a sign shall be posted indicating the location of the parking facilities. RESPONSE: All bicycle parking locations will be clearly marked and reserved for bicycle parking Baysinger Partners Architecture Page 137 REVISED: November 25, 2013 91 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.002 Parking only. All parking areas will be visible from the street or main building entrance(s). This criterion is therefore met. ii. Rack types and dimensions: (1) Bicycle racks shall hold bicycles securely by the frame and be anchored. (2) Bicycle racks shall accommodate both: (a) Locking the frame and one wheel to the rack with a high- security U-shaped shackle lock; and (b) Locking the frame and both wheels to the rack with a chain or cable not longer than six ft. RESPONSE: All racks will hold bicycles securely by the frame and will be anchored. The racks proposed will accommodate both locking configurations described above; refer to the included bicycle rack cut sheet included in the submittal materials. All bicycle racks proposed meet or exceed the requirements above; therefore, this criterion is met. d. Parking Plan Applicant shall provide scaled parking plan with dimensions and number of spaces accurately depicted. RESPONSE: All parking is clearly shown and dimensioned on the included proposed site plan, Sheet A-101. This sheet also includes a detailed breakdown of the required and provided parking total calculations. This criterion is therefore met. Baysinger Partners Architecture Page 38 REVISED: November 25, 2013 92 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity 50.06.003 CIRCULATION AND CONNECTIVITY 1. ACCESS/ACCESS LANES (FLAG LOTS) a. Definition of Access For the purposes of this section, access shall be defined as: "area within public right-of-way directly affected by the traffic generated by the particular development and necessary to provide safe and efficient ingress and egress to the property." b. Applicability This section is applicable to all major developments and to the following minor developments: Construction or alteration of multi-family dwelling; ii. Construction or alteration of major public facilities; iii. Construction or alteration of commercial development; iv. Construction or alteration of institutional development; iv. Construction or alteration of industrial development; and vi. Land divisions (partitions and subdivisions). c. Standards for Approval ii. Access design shall be based on the following five criteria: (1) Topography; RESPONSE: All grading for the proposed project, including proposed access location points, has been designed by registered civil engineers with Cardno. The included civil drawings demonstrate that the access design proposed meets all city, state and federal requirements. This criterion is therefore met. (2) Traffic volume to be generated by the development; RESPONSE: Traffic volume generated by the development has been assessed by certified traffic engineers, Kittelson and Associates, in a comprehensive traffic analysis which has been submitted as part of this application. While it found that the all intersections will continue to operate at acceptable levels of service during the weekday p.m. peak hour a single Pilkington access will have the following negative effects on the transportation system: it will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection; will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of- direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on-site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. Refer to the included TIA specific information regarding traffic volumes and their analysis. This criterion is met as traffic volumes generated by the development have been projected and analyzed in the included comprehensive TIA. (3) Classification of the public street from which the access is taken (residential, collector or arterial); RESPONSE: The proposed project is located at 17150 Boones Ferry Road and is bound by Boones Ferry to the north and Pilkington Road to the east. Boones Ferry is classified as an arterial and Pilkington is classified a collector. Access is proposed via Pilkington as Baysinger Partners Architecture Page 139 REVISED: November 25, 2013 93 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity required by code. A second shared access to Boones Ferry is also proposed (refer to included Hardship Variance) which would consolidate and significantly reduce curb cuts. (4) Traffic volume presently carried by such street; and RESPONSE: Traffic volume presently carried on both Boones Ferry Road and Pilkington Road have been assessed by certified traffic engineers, Kittelson and Associates, in a comprehensive traffic analysis which has been submitted as part of this application. Refer to the included TIA specific information regarding traffic volumes and their analysis. This criterion is met as existing traffic volumes have been collected and analyzed in the included comprehensive TIA. (5) Projected traffic volumes. RESPONSE: Traffic volume generated by the development has been assessed by certified traffic engineers, Kittelson and Associates, in a comprehensive traffic analysis which has been submitted as part of this application. While it found that all intersections will continue to operate at acceptable levels of service during the weekday p.m. peak hour a single Pilkington access will have the following negative effects on the transportation system: it will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection; will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of- direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on-site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. Refer to the included TIA specific information regarding traffic volumes and their analysis. This criterion is met as traffic volumes generated by the development have been projected and analyzed in the included comprehensive TIA. Direct permanent access from a development to an arterial street is prohibited where an alternate access is either available or is expected to be available. A temporary access may be allowed. RESPONSE: The site, located at 17150 Boones Ferry Road, is currently afforded access to Pilkington by a large curb cut that accounts for approximately 92.53% of the Pilkington frontage and provides access to a gravel driveway as well as vehicular parking directly accessible and fronting on the Pilkington right-of-way. These parking stalls require maneuvering within the right-of-way. Additionally, the curb cut and parking begin within approximately 18.14 feet of the Pilkington-Boones Ferry intersection. On Boones Ferry the site is currently served by two large curb cuts that account for 38.05% of the site's Boones Ferry frontage. The curb cuts begin within approximately 112.93 feet of the Pilkington-Boones Ferry intersection. The proposed project will eliminate the existing large curb cut and direct from right- of-way parking along Pilkington Road in lieu of a single access at the southern boundary of the property; which accounts for only 11.52% of the frontage. This significant reduction in curb cut will greatly improve safety by removing the parking which requires maneuvering within the right-of-way and by moving the access as far from the intersection as is physically allowed. On Boones Ferry we are requesting, through a Hardship Variance, that the total amount of curb cuts be reduced from the existing 38.05% to 4.97% and be moved approximately 170.82 feet west to straddle the lot line between the Goodwill parcel and the abutting western neighboring parcel. This access would be shared between the two parcels (at completion of a two-phased construction plan) as is encouraged by multiple sections of the Comprehensive Plan. As is detailed in the Hardship Baysinger Partners Architecture Page 140 REVISED: November 25, 2013 94 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity Variance narrative, a shared access will improve the safety of both vehicular and pedestrian traffic without negatively impacting development or the surrounding properties and area. Refer to the included Hardship Variance narrative for detailed response. iv. Direct access from a development or a structure to a local residential street is required unless such access is not available. RESPONSE: The site does not abut a local residential street. v. The City may require shared access with a neighboring site or an extension of residential streets across adjacent properties to provide access to the development if necessary to prevent adverse impacts on traffic flow. RESPONSE: At this time there are several feet of grade difference between the proposed project site and the abutting properties to the west and south. As part of this application we are requesting approval of a shared access drive onto Boones Ferry for use by Goodwill and the adjacent western parcel. Work to install the approved access will include grading for an access that straddles the property line and allows for the abutting west property to tie into the access when that parcel redevelops in the future. Without the shared access, the proposed site plan would need to be reworked to allow for on-site truck maneuvering through the main parking lot (not required with the Boones Ferry access). This would require relocation of the Goodwill building and would result in far fewer opportunities for cross property accesses as area to provide accessible grades between sites would be negatively impacted. This application includes a cross property access with the abutting western parcel; therefore, this criterion will be met with the approval of the concurrent Hardship Variance application. d. Standards for Access Lanes Access lanes shall meet the following minimum standards: Twenty-ft. wide easement. RESPONSE: All access lanes proposed are a minimum of 20 feet wide; therefore, this criterion is met. e. Traffic Study Determination of the location and configuration of an access shall be based on a traffic study, unless otherwise approved by the City Manager. RESPONSE: A Traffic Study has been prepared by certified traffic engineers Kittelson and Associates; refer to the study included with the submitted materials. The proposed site plan includes two accesses, one each on Boones Ferry Road and Pilkington Road. Refer to the included TIA for detailed traffic and access information. This criterion is therefore met. f. Expenses Borne by Developer The expense related to modification of an existing street to accommodate proposed access including all traffic control devices and lighting shall be paid for by the developer. RESPONSE: The proposed project will include dedication and widening of the Pilkington right- Baysinger Partners Architecture Page 141 REVISED: November 25, 2013 95 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity of-way along the project site. These improvements are understood to occur at the owner's expense. 2. ON-SITE CIRCULATION - DRIVEWAYS AND FIRE ACCESS ROADS a. Applicability This section is applicable to all development proposing a new use or an increased use on a site when the development will result in the construction of or the increased use of private streets, driveways, or parking lot aisles. Increased use shall be defined as an increase in trip generation or parking requirement. b. Standards for Approval Driveway Approaches - Locational Limitations and Restrictions (1) On corner lots where the adjacent streets are fully improved to their anticipated ultimate width, the nearest edge of a proposed driveway to the intersection shall be no closer than 30 ft. when measured from the projected curb of the street that is the most parallel to the alignment of the proposed driveway. RESPONSE: Boones Ferry Road is fully improved to the ultimate anticipated width. The requested access on Boones Ferry is greater than 30 ft from the intersection at approximately 283 feet from the center line of the access to the stop bar of the intersection. This criterion is therefore met. (2) On corner lots where the adjacent streets are not fully improved to their anticipated ultimate width, the nearest edge of a proposed driveway to the intersection shall be no closer than 30 ft. when measured from the lot corner, or if the corner is a radius, from the point of intersection of the tangents. If right-of-way dedication is required as a condition of approval, the lot lines after dedication shall be used as the basis for determining compliance with this standard. RESPONSE: Pilkington Road is not currently improved to the ultimate anticipated width. As indicated in the Pre-application meeting a dedication and roadway improvement will be a condition of approval on the project. The proposed access on Pilkington is located further from the intersection than 30 feet at approximately 243 feet from centerline of the access to the stop bar of the intersection. This criterion is therefore met. (4) All driveway approaches shall be located and designed so that the driver entering or exiting the driveway can see approaching traffic for a sufficient distance to make a safe entrance and exit. American Association of State Highway and Transportation Officials (AASHTO) standards shall be used in determining compliance with this standard. RESPONSE: The Traffic Impact Analysis (TIA) conducted by registered traffic engineers, Kittelson and Associates, discusses the required and provided location and design of both proposed accesses; refer to the included TIA. Additionally, clear vision lines have been provided on the included site plan. This criterion is met as the included TIA demonstrates the proposed accesses are located and designed to provide a sufficient distance to make a safe entrance and exit. (5) The maximum width of a driveway approach, measured where the edges of the driveway meet the right-of-way, shall be governed as follows: Baysinger Partners Architecture Page 142 REVISED: November 25, 2013 96 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity (c) All other uses: 24 ft. unless otherwise justified by the recommendations of a traffic study. RESPONSE: The proposed width of the Pilkington Road access is 28 feet wide. The width of the Boones Ferry access is approximately 26 feet wide. The increased width of both driveways is required to provide adequate truck maneuvering. A Traffic Study prepared by certified traffic engineers, Kittelson and Associates, provides detailed analysis and justification for the requested width increases; refer to the included Traffic Study. ii. Driveway Widths Driveways shall conform to the minimum width requirements of LOC 15.06.610 (Oregon Fire Code Adopted) and LOC 50.06.002, Parking. RESPONSE: LOC 15.06.610.4 requires a minimum width of 15 feet for one-way, 20 feet for two- way with an overhead clearance of 13.5 feet. LOC 50.06.002, Figure 50.06.002-A requires a minimum aisle of 24 feet or 26 feet for aisles with abutting parking or 20 feet for no abutting parking. The proposed plan provides all drive aisles at a minimum of 20 feet where there is no abutting parking and 24 feet or greater in all other locations. All locations meet the minimum requirements of LOC 15.05.610 and LOC 50.06.002; therefore, this criterion is met. iii. Driveway Grades (2) The maximum grade of a driveway for all other uses shall be 15%. RESPONSE: The maximum grade of any driveway on-site is approximately 8% (refer to the included civil grading sheet); therefore, this criterion is met. (3) For all uses except residential structures of four units or less, there shall be a landing area where a driveway used by multiple drivers meets the public street. The landing area shall be a minimum of 25 ft. long and shall have a maximum grade of 5%. The length and grade of the landing area described in this subsection presupposes that the abutting street has been fully improved to its ultimate anticipated width. If a driveway is proposed on a street that is not fully improved, and the development proposal is anticipated to proceed prior to the improvement of the street, the City Engineer shall determine the location and grade of the future street improvement and the applicant shall design the driveway and site grading so that this standard will not be compromised when the street is improved in the future. RESPONSE: All rights-of-ways are or will be improved to ultimate width as part of this project. A landing area a minimum of 25 feet long with a maximum grade of 5% is provided at both accesses; refer to included civil drawings. This criterion is therefore met. (4) Along the traveled way, grade breaks shall not exceed an algebraic difference of 9% unless accomplished by the construction of a vertical curve complying with the City's Standard Details. RESPONSE: No grade breaks exceed a difference of 9%; refer to include civil drawings. This criterion is therefore met. (5) The maximum cross-slope of a driveway shall be 5%, except for that portion of a driveway which must blend with an adjacent street grade that exceeds 5%. When blending is necessary, the length of the blended section shall be limited to 30 ft. Baysinger Partners Architecture Page 143 REVISED: November 25, 2013 97 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity RESPONSE: All driveways do not exceed a slope of 5%; therefore, this criterion is met. iv. Fire Access Lanes (1) All developments shall comply with the minimum requirements for fire access roads as stipulated by the Fire Code and LOC Chapter 15. RESPONSE: The proposed project complies with all minimum requirements for fire access roads as stated in the Fire Code and LOC Chapter 15. This criterion is therefore met. (2) The paved improvement of fire lanes, their associated turnarounds and right-of-way dimensions shall comply with the City's Standard Details. RESPONSE: All lanes, turnarounds and right-of-way dimensions have been designed to comply with the City's Standard Details. Refer to the submittal site plan and civil drawings for detailed representation of those standards. This criterion is therefore met. v. Turnarounds (1) If a dead-end driveway exceeds 150 ft. in length, it shall provide a fire department turnaround in compliance with the City's Standard Details. Exception: The Fire Marshal may approve driveways greater than 150 ft. in length if the structures greater than 150 ft. from the public road are provided with alternative methods of fire suppression, i.e., sprinklering. RESPONSE: There are no dead-end driveways included in the proposed project; therefore, this criterion does not apply. (2) Except where a continuous forward exit can be made out of the site, all developments with on-site loading and delivery areas shall provide a turnaround for delivery vehicles in compliance with the City's Standard Details. RESPONSE: The proposed project includes two loading berths as part of the Goodwill Donations building. The plan allows for continuous forward motion for exiting of trucks from the site via the Pilkington Road access; thus, no turnarounds are needed or proposed. This criterion is therefore met. vii. Easements Required (1) Driveways and their associated parking areas and turnarounds shall be located on the site or, if located off site, in an easement. RESPONSE: All proposed driveways and parking areas are located on-site. A cross property access agreement will be granted for the proposed access to Boones Ferry that will be shared with the abutting western parcel upon that parcels future redevelopment. (2) A copy of the easement shall be submitted to the City as part of the development application. If the easement has not yet been obtained at the time of application, the applicant shall supply a letter of commitment from the party who has the authority to grant the easement indicating that the easement will be granted contingent upon the development's approval by the City. RESPONSE: A cross property access agreement has not been crafted at the time of application. As such, a letter from the adjacent property owner involved in the proposed shared Baysinger Partners Architecture r, e 144 REVISED: November 25, 2013 98 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity access has been included with the submittal materials. This criterion is therefore met. (3) Easements shall state the purpose of the easement, identify the benefiting and burdened properties, state the duration of the easement rights granted, and stipulate the maintenance responsibilities of the parties. RESPONSE: After approval of the proposed shared Boones Ferry Access (included Hardship Variance application) a shared access agreement will be crafted that meets the above requirements. c. Standards for Construction All driveways that serve as fire lanes or fire access roads shall be paved, unless modified below, and shall be designed to support fire fighting vehicle loads. The City may require an engineered pavement section and a soil test to ensure compliance with this standard. RESPONSE: All accesses and drive aisles on site will be paved. Any required fire lanes will be designed to support fire fighting vehicle loads. This criterion is therefore met. ii. Driveway approaches in the right-of-way shall be constructed according to the City's Standard Details. RESPONSE: Both proposed driveway approaches to the public rights-of-way will be constructed according to the City's Standard Details; refer to the included civil drawings for detailed representation of their design. This criterion is therefore met. iii. In locations where there is a slope adjacent to a driveway edge, there shall be a minimum two ft. shoulder or other means of protecting the driveway and the adjacent land from the adverse effects of erosion. RESPONSE: There is a slope adjacent to the shared Boones Ferry access which will be retained by a small wall. This criterion is therefore met. iv. Stormwater running off a driveway shall be managed and disposed of in compliance with the applicable drainage standards for minor or major development, and the Uniform Plumbing Code. RESPONSE: A comprehensive stormwater system has been designed by registered civil engineers at Cardno. All stormwater will be managed and disposed of in compliance with the applicable drainage standards for a minor development per Section 50.07.003.14.a.ii and the Uniform Plumbing Code. vi. All driveways shall be paved with a material that does not generate dust. Hard pavement is required except in the following circumstances: RESPONSE: All driveways will be paved with asphalt which will not generate dust; therefore, this criterion is met. 3. ON-SITE CIRCULATION - BIKEWAYS, WALKWAY, AND ACCESSWAYS a. Applicability This section is applicable to all minor and major development involving the construction of a new structure other than a detached single-family dwelling, Baysinger Partners Architecture Page 145 REVISED: November 25, 2013 99 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity duplex, or accessory structure, and subdivisions and planned developments. This section is also applicable to modifications which increase the square footage of commercial, industrial, public use or institutional buildings by more than 10%. For the purposes of this section, an "existing building" is a building as it exists on February 19, 1998. b. Standards for Approval FMU Standards Note: If the below provisions address the same subject as provided in the Foothills Building and Site Design Standards, LOC 50.11.007, Appendix G, those standards shall supersede the below provisions. Commercial, industrial, public use, and institutional developments of one acre or more shall provide a pedestrian circulation plan for the site. (1) Pedestrian connections between the proposed development and existing development on adjacent properties other than connections via the street system shall be identified and implemented, where feasible. RESPONSE: The proposed project is approximately 44,171 square feet (gross) and 42,176 square feet in area (net) after required dedication or .97 acres. The site is less than one acre; therefore, this criterion does not apply. ii. Walkways shall connect at least one public entrance of each building accessible to the public to the nearest public walkway or other walkway leading to a public walkway. Walkways shall also connect to other areas of the site, such as parking lots and outdoor activity areas, to other building entrances, to adjacent streets and nearby transit stops. RESPONSE: The proposed Shops building includes an entry on the west facade and multiple entries on the south facade. Both facades include walkways which connect to and/or intersect with walkways that extend to the rights-of-way walks along Boones Ferry and Pilkington Road. The Goodwill Donations building is not accessible to the public with only Goodwill employees allowed within the building; thus, there is no public entry. iii. Walkways shall meet accessibility standards of the Americans with Disabilities Act (ADA) and standards as found in the Oregon State Structural Specialty Code, Section 1103, if applicable. Walkways within the site, connections to the public sidewalk, and external connections off site shall provide convenient, accessible, and the most practical direct, barrier-free route design. RESPONSE: All walkways proposed have been designed in accordance with the Americans with Disabilities Act as found in the OSSC, Section 1103. All walkways proposed are accessible, direct, barrier-free and convenient; therefore, this criterion is met. iv. Portions of walkways shorter than 30 ft. across driveways, parking lots or walkways crossing surfaces shared by fork lift or heavy truck traffic may use a painted crossing zone. Otherwise, walkways crossing driveways, parking areas, and loading areas shall be clearly identifiable through the use of a different paving material, raised elevation, or other similar method. (1) Where walkways are adjacent to vehicle travel areas, they shall be separated by a raised curb, bollards, buttons, landscaping or other physical barrier. If a raised walkway is used, the ends of the raised portions shall be equipped with curb ramps. Baysinger Partners Architecture Page 146 REVISED: November 25, 2013 100 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity RESPONSE: All walkways proposed adjacent and parallel to vehicle travel areas will be raised. This criterion is therefore met. c. Standards for Construction FMU Standards Note: If the below provisions address the same subject as provided in the Foothills Building and Site Design Standards, LOC 50.11.007, Appendix G, those standards shall supersede the below provisions. The surfacing of walkways, bikeways and accessways shall consist of either two in. of asphaltic concrete over a minimum of four in. of compacted crushed rock, or of four in. of concrete, as determined by the City Manager. Other materials must be specifically approved by the City Manager. RESPONSE: All walkways and accessways have been designed to meet the standards of the LOC and City Engineering Design Standards; refer to the included civil sheets for details depicting exact construction sections. This criterion is met as the proposed walkways and accessways meet the above materials requirements. ii. Walkway surfacing shall be five ft. in unobstructed width, unless specifically otherwise approved by the City Manager, and never less than four ft. in unobstructed width. RESPONSE: All walkways proposed are a minimum of five feet in unobstructed width; therefore, this criterion is met. iii. Walkways without stairs shall have a maximum cross slope of 2% and a maximum slope of 8%. If the existing grade exceeds an 8% slope and the walkway construction requires an erosion control permit pursuant to LOC 52.02.040(1), and construction of stairs is impracticable, then the pathway may follow the existing grade. RESPONSE: There are no stairs included in the proposed project. All walkways have a maximum cross slope of 2% and maximum slope of 8%; refer to included civil drawings. This criterion is therefore met. iv. Ramps for handicapped use are required on all walkways used by the public at all points where a path intersects a curb. RESPONSE: Ramps for handicapped use are provided at all locations where walkways intersect a curb. Refer to the included site plan and civil drawings for specific locations and details of construction design. This criterion is therefore met. v. Walkways, bikeways and accessways must be constructed in such a way as to allow the surface drainage to sheet flow across them, and not flow along them longitudinally. RESPONSE: All walkways have been design and will be constructed to allow surface drainage to sheet flow across them and not flow along them longitudinally. Refer to the included civil drawings for detailed information on proposed grading. This criterion is therefore met. 4. LOCAL STREET CONNECTIVITY a. Applicability This section is applicable to: Baysinger Partners Architecture Page 147 REVISED: November 25, 2013 101 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity Any development that results in the construction of a street; or ii. Construction of a detached single-family dwelling, duplex, zero lot line dwelling, multi-family dwelling, commercial, industrial, institutional, or public function structure; and is located on a parcel or parcels of vacant or redevelopable land of one and three-fourths acres or larger. iii. Any construction of a detached single-family dwelling, duplex, zero lot line dwelling, multi-family dwelling, commercial, industrial, institutional, or public function structure, or any land division that abuts a parcel upon which there is a street that has been "stubbed" to the proposed development parcel. This section is not applicable to development or construction in the FMU zone. RESPONSE: The proposed development does not include the construction of a street, is on a parcel of land less than one acre in area and is not abutting a parcel which has a street "stubbed" to it. This section is therefore not applicable. 5. TRANSIT SYSTEM a. Applicability This standard is applicable to all new subdivisions, planned developments, residential developments of four units or more, and new commercial, institutional and industrial developments, and major public facility structures located on a transit street or within one-quarter mile of a transit street. b. Standards for Approval All applicable development as defined above shall be required to provide transit facilities and transit-oriented features. The extent of the transit-oriented features and transit facilities required for a particular site on a transit street shall be determined by the City, in coordination with Tri-Met, based upon an analysis of: (1) Level of existing and projected adjacent transit facilities; (2) Proximity of other ridership attractors, such as bus routes; (3) Size and trip generation potential of proposed development adjacent to transit street (within one-fourth mile of a transit street); and (4) Expected transit ridership generated by a development. RESPONSE: The proposed project site has an existing bus stop located on Boones Ferry Road. The existing stop does not include a shelter. A shelter is proposed as part of the proposed project. The project will coordinate with the City and Tri-met regarding the existing bus stop and proposed shelter; therefore, this criterion is met. ii. Transit-oriented features for a site within one-fourth mile of a transit street shall be provided to connect the development with: (1) The nearest adjacent transit street; or (2) Adjacent paths which lead to the nearest transit street. Baysinger Partners Architecture Page 148 REVISED: November 25, 2013 102 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.003 Circulation &Connectivity RESPONSE: The proposed project is located adjacent to both Boones Ferry Road and Pilkington Road. Boones Ferry is a transit street and there is an existing bus stop on the Boones Ferry frontage. Per the Pre-application Meeting Notes from Engineering Program Supervisor, Todd Knepper, on December 20, 2012, "This development will need to comply with this standard by constructing onsite sidewalk for connectivity that leads to the transit stop." The proposed project includes walkways from each building which lead directly to the Boones Ferry right-of-way walkway and to the existing bus stop. This criterion and the requirements of the Pre-application Meeting Notes are met. Baysinger Partners Architecture Page 149 REVISED: November 25, 2013 103 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design 50.06.004 SITE DESIGN 1. LANDSCAPING, SCREENING, AND BUFFERING a. Applicability Except as provided in subsection 1.a.ii of this section, this section is applicable to: (1) All major development; (2) Multi-family dwelling; (3) Major public facilities; (4) Commercial development; (5) Institutional development; (6) Industrial development; (7) Subdivisions; (8) Partitions involving the creation of a street; and (9) Change of use that increases the number of required parking spaces by more than 25%. b. Standards for Approval Commercial, institutional, and industrial development, other than in the Office Campus zone, shall provide a minimum of 15% of gross land area in landscaping and/or open space visible from off site, including courtyards, planters, raised beds, espaliers, etc. Developments involving office campus and major public facilities shall provide a minimum of 20%. RESPONSE: The proposed project is for the construction of a mixed industrial and commercial development. The total project area is approximately 44,171 square feet (gross) and 42,176 square feet in area (net) after required dedication of 1,995 square feet of area for the improvement of Pilkington Road. The required landscape area is a minimum of 6,626 square feet. The proposed plan provides approximately 11,145 square feet of landscape area. This criterion is met as the project will provide more than the minimum required landscape. iv. All development abutting streets shall provide street trees at the proper spacing for the species. RESPONSE: The project fronts on both Boones Ferry Road and Pilkington Road. All trees provided are on the approved Lake Oswego Street Tree list and have been provided in quantities and spaced per the requirements specified for their species. This criterion is met. v. Parking lot plantings shall be designed to allow surveillance of the lot from the street at several points. RESPONSE: All proposed landscape materials selected for the site were carefully chosen to ensure that visibility of the lot from the street was not obscured; refer to the include proposed landscape planting plan for detailed information on the plant materials selected. This criterion is therefore met. vi. For commercial, institutional, industrial, multi-family dwelling, manufactured home parks, office campus, and major public facilities: (1) Screening and buffering shall be required: (a) To mitigate noise, lighting or other impacts from dissimilar Baysinger Partners Architecture Page 50 REVISED: November 25, 2013 104 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design uses. (b) To screen public or private utility and storage areas and parking lots. (c) As a separation between dissimilar uses. RESPONSE: The proposed project site is zoned IP/IPO and abuts or is adjacent to properties of similar zoning. The site does not abut any dissimilar uses; however, ample shrubs and trees have been provided adjacent to parking areas, the refuse area, the loading area and the south lot line which abuts the adjacent property. The mix of vegetation will provide screening and buffering of utility areas and serve to mitigate any noise or other impacts. Refer to the included landscape drawing for detailed depiction of proposed planting materials. This criterion is therefore met. (2) Landscaping visible from the street or other public right-of-way shall be complementary to the landscaping in the surrounding area. RESPONSE: The area surrounding the proposed development includes few projects constructed within recent years thus landscaping for most is quite outdated. The Les Schwab and veterinary clinic across the Boones Ferry right-of-way all include a mix of ground cover, shrubs, grasses and street trees. The Boones Ferry Crossing, LLC development to the north across the Pilkington right-of-way includes a mix of deciduous trees, shrubs, and grasses. This location also includes several native dessert species, palm trees and yucca, which look a bit out of place in regards to surrounding properties and the northwest environment. The proposed project includes a mix of trees, shrubs, grasses and groundcovers with varieties split between both deciduous and evergreen. The specimens chosen represent more closely that of the Les Schwab and Veterinary clinic developments and are highly compatible with and take inspiration from the areas typical temperate rainforest vegetation. This criterion is met as the landscaping visible from the street is complementary to the landscaping of the surrounding area. c. Standards for Installation and Construction i. All plant materials shall conform in size and quality grade to the American Standard for Nursery Stock, current edition. RESPONSE: All plant materials proposed conform in size and quality grade to the American Standard for Nursery Stock, current edition. A proposed plant specifications table which includes sizes and quality grades is included on the submitted landscape drawings. ii. All plant material shall be installed according to Sunset Western Garden Book, current edition. RESPONSE: All plant materials will be installed according to Sunset Western Garden Book, current edition. This criterion will be met. iii. Except for single-family residential developments that require street trees, all planting shall have an irrigation system installed to meet standards of Turf Irrigation Manual, current edition, unless the applicant can demonstrate to the satisfaction of the reviewing authority that such system is not necessary. RESPONSE: All proposed landscape areas will be served by an irrigation system to meet current regulations. Plans, details and specifications for the irrigation system will be submitted at the time of permit application. This criterion will be met. iv. Existing vegetation may be used in a landscaping plan. Construction shall not Baysinger Partners Architecture Page 151 REVISED: November 25, 2013 105 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design be allowed within the drip lines of trees which are to remain. Finish grade shall be at the original grade or a well or planter constructed equal in size or greater than the drip line. RESPONSE: Construction is not planned within the drip line of any trees to be retained. This criterion is therefore met. v. Topsoil removed during construction shall be replaced with topsoil. RESPONSE: Any topsoil removed during construction will be replaced with topsoil. This criterion will be met. vi. Plant materials for use in parking lots and streets shall have a mature height of less than 25 ft. in areas where overhead utilities are present. RESPONSE: All landscaping proposed for use in the parking lots and along streets will have a mature height of less than 25 feet in area where overhead utilities are present. Refer to the included landscape plans and plant chart for specific plants specified for the project. This criterion is met as all plants proposed near overhead utilities will have a mature height less than 25 feet. vii. Plant materials listed as "Prohibited Street Trees" in the Lake Oswego Master Plant List, LOC 50.11.004, Appendix D, shall be prohibited as street trees, except those cultivars that do not have the characteristics identified by its species. RESPONSE: The project does not include any trees listed on the "Prohibited Street Trees" list. Refer to the included landscape plan and plant chart for specific trees specified. This criterion is therefore met. ix. Plant material used for screening and buffering shall: (1) Be of a size to provide an effective screen within two to five years of the planting date. (2) Be planted in a single row on centers equal to one-half mature width of the plant material or in staggered multiple rows. (3) Be a minimum of six ft. high at maturity; or as determined by the City Manager to buffer or screen a specific situation except as prohibited by LOC 50.06.011, Vision Clearance. RESPONSE: All plant materials used for screening and buffering meet the required planting size, growth requirement and spacing standards; refer to the included landscape plan and planting chart for detailed landscape materials information. This criterion is therefore met. 2. FENCES a. Purpose The purpose and intent of this section is to provide standards and regulations regarding the location, height, materials, maintenance and appearance of fences, walls, and retaining walls within the City of Lake Oswego. b. Applicability No person shall construct a fence, wall, or retaining wall in violation of this section. Baysinger Partners Architecture Page 152 REVISED: November 25, 2013 106 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design c. Location and Height FMU Standards Note: If the below provisions address the same subject as provided in the Foothills Building and Site Design Standards, LOC 50.11.007, Appendix G, those standards shall supersede the below provisions. iv. Fences, walls, and retaining walls in nonresidential zones shall not exceed eight ft. in height. Mixed use commercial/residential zones shall be considered a residential zone for purposes of this section. A fence, wall, or retaining wall over six ft. in height shall be screened by an evergreen hedge which shall be of a size and spacing so as to provide a six-ft. high, dense screen within three years of the date of planting. Any fence over six ft. in height requires a building permit. RESPONSE: The proposed project includes an existing fence along the south and southwest property lines. The portion of fencing along the southwest property line will be relocated to accommodate construction of Phase 1 of the proposed shared access. A new retaining wall between 1.5 and 3.75 feet high will be constructed along the west and southern boundaries of the parcel and proposed Phase 1 of the shared access drive. A water feature wall will also be constructed in the northeast peninsula corner of the site. The water wall will be six feet in height and include a lower bench wall 2.33 feet in height. All walls and fences are below the allowed maximum height and outside of all clear vision areas. This criterion is therefore met. v. Fences, walls, retaining walls, gates, and portals shall comply with the provisions of LOC 50.06.011 (Vision Clearance). RESPONSE: All walls and fences are below the allowed maximum height and outside of all clear vision areas. This criterion is therefore met. viii. Fence Located on Top of or Near Retaining Walls (1) The combined height of a retaining wall and fence, where the fence is located either on top of or within five ft. of the face of the retaining wall on the upslope side, shall be less than eight ft., as measured from the lower side of the retaining wall. (2) No fence shall be located either on top of or within five ft. of the face of the retaining wall on the upslope side when either the retaining wall or the fence is located within ten ft. of a public or private street or an access easement which serves more than two lots. RESPONSE: A new retaining wall will be constructed along the western and southern edge of the shared access from Boones Ferry. The existing fence along the west and southwest property lines will be relocated west of the retaining wall within the bounds of the adjacent parcel. The fence will be within 5 feet of the retaining wall. The combined height of the fence and retaining wall is anticipated to be less than 8 feet high. This criterion is therefore met. d. Materials - Standards for Construction i. The unfinished or structural side of a fence or retaining wall shall face the owner's property unless written consent has been obtained from all abutting property owners to face the unfinished or structural side of the fence in another direction. Baysinger Partners Architecture Page 153 REVISED: November 25, 2013 107 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design ii. Fences shall not be constructed of, or contain, any material which will do bodily harm, such as electric or barbed wire, broken glass, spikes, or any other hazardous or dangerous material, except as follows: (1) Barbed wire or electrified fences enclosing permitted livestock are permitted provided the barbed wire and electrified fences shall be posted and flagged at not less than 15-ft. intervals with clearly visible warnings of hazard. (2) Barbed wire or upturned barbed salvage is permitted more than six ft. above grade in GC and Industrial zones; provided, that barbed wire shall not extend over a public or private street, alley, fire lane, or the property boundary of a property zoned residential. When used along a public or private street, the fence shall be screened from the street by an evergreen hedge which shall be of a size and spacing so as to provide a six-ft. high, dense screen within three years of the planting date. RESPONSE: The proposed retaining wall, water feature wall and existing fences do not face any unfinished side toward adjacent properties and does not include any dangerous or hazardous materials; therefore, this criterion is met. 3. LIGHTING STANDARDS a. Applicability This section is applicable to all minor or major development which results in increased use of public and private streets, public pathways and accessways, or parking lots, and lots in the PF and PNA zones. ii. Temporary lighting for theatrical, television, and performance areas, and lights associated with special events are not subject to this section if no "development" occurs. b. Standards for Approval Public Pathways and Accessways Low level lighting of less than 0.3 average foot-candles and with a maximum uniformity of illuminating ratio not to exceed 20:1 shall be required in all zones, except the PF and PNA zones, unless the applicant can show that no night use of such facilities is planned. RESPONSE: All pathways will be lit to a minimum 0.3 average foot-candles; refer to the included photometric plan. This criterion is therefore met. ii. Open Air Parking Lots The following standards shall apply to open air parking lots in all zones, except the PF and PNA zones: (1) General Provisions (b) Open air parking lot lighting shall be designed to provide uniform lighting throughout the facility, but shall accomplish uniform lighting with the minimum lighting necessary for safety, security, and identification of necessary features. Baysinger Partners Architecture Page 154 REVISED: November 25, 2013 108 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design (c) Open air parking lot lighting shall not produce light trespass by the direct illumination of adjacent and nearby properties or streets. (d) Open air parking lot lighting shall not produce annoying or disabling glare at normal viewing angles. (e) Where an open air parking lot is not anticipated to have a nighttime use, or where lighting would be out of character with the immediate environment, the reviewing authority may waive the illumination requirement. RESPONSE: A photometric plan has been prepared and submitted with the application materials. As demonstrated by the plan, all parking lot lighting will be uniform; not produce light trespass by direct illumination to adjacent and nearby properties; and, not produce annoying or disabling glare. This criterion is therefore met. (2) Equipment and Installation Standards (a) Open air parking lot lighting shall employ the use of full cut- off fixtures as defined by the Illuminating Engineering Society of North America (IESNA), except in special design districts where a particular "period" or architectural style has been adopted, or as specifically allowed by the reviewing authority. RESPONSE: The proposed lighting includes the use of full cut-off fixtures; refer to the included photometric plan and lighting cut sheets. This criterion is therefore met. (b) Open air parking lot lighting shall use lamps whose emission is perceived as the warm (yellow/orange) end of the color spectrum, except under the circumstances permitted in this section. RESPONSE: The proposed parking lot lighting uses an LED luminaires that are 30,000 k and in the warm spectrum. Refer to the included photometric plan and lighting cut sheets for detailed lighting information. This criterion is therefore met. (c) The maximum height of a pole mounted luminaire shall be 22 ft., or the height of the associated building, if less than 22 ft. in height. RESPONSE: The height of proposed pole lights will be a maximum of 22 feet. This criterion is therefore met. (d) Fixtures shall be positioned or shielded so as to prevent light trespass onto adjacent properties, and glare from normal viewing angles. RESPONSE: Fixtures are positioned and shielded to prevent light trespass and glare. Refer to the included photometric plan and lighting cut sheets. This criterion is therefore met. (e) Luminaires and poles shall be coated with a decorative protective finish as approved by the reviewing authority or shall be manufactured of a colored composite material (such as fiberglass). Unpainted galvanized steel, stainless steel, or other "raw" metals are not acceptable. Baysinger Partners Architecture Page 155 REVISED: November 25, 2013 109 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design RESPONSE: Both the luminaires and poles have a decorative Dark Bronze finish; refer to the included cut sheets for details. This criterion is therefore met. (f) Luminaires and poles shall be architecturally compatible with the associated use. RESPONSE: Goodwill Industries is a business based on sustainability and positive community contributions. The proposed LED luminaires are very energy efficient and follow Goodwill's business model of sustainability. The design of the light and poles are simple yet elegant and easily fits with both the design and color scheme of the site. This criterion is therefore met. (g) The use of wood poles shall be limited to parking lots in nature parks or similar natural areas. RESPONSE: The project does not include wood poles; therefore, this criterion is met. (3) Lighting Standards (a) Minimum level of illumination - 0.15 foot-candles on the pavement. (b) Maximum level of illumination - 4.0 foot-candles on the pavement. (c) Uniformity ratio 4:1. (d) The reviewing authority may grant an exception to the lighting standards upon finding that a particular use warrants a higher level of illumination to protect the public safety and welfare. The discouragement of property damage crime is not a sufficient factor in and of itself to warrant an exception to the lighting standards. RESPONSE: Lighting for the site has been reworked. Lighting levels throughout the site have been maintained at 4.0 or less except for several keys areas which require a higher lever to ensure safety. On the Goodwill building, under the donation canopy and at the loading area lighting has been maintained at greater than 4.0 foot candles. The donation area is a work area serviced by disabled individuals, including those with sight limitations; higher light levels are required here to ensure safety as this is also a vehicular maneuvering area. Lighting has also been maintained above 4.0 foot candles at the loading area again to ensure safety around maneuvering trucks. At the pad building several small areas along the pedestrian walkways of the building and in particular at the building entries have been maintained at levels above 4.0 foot candles to ensure pedestrian and patron safety. Oriainal Narrative: The proposed lighting meets the above parameters; refer to the included photometric plan for visual representation of the lighting levels. This criterion is therefore met. (4) Prohibitions (a) Mercury vapor lamp fixtures and lamps. (b) Metal halide fixtures and lamps, unless the use thereof is warranted by exceptional security demands or the need for accurate color rendering, as determined by the reviewing authority. When approved, metal halide lamps shall be filtered. Baysinger Partners Architecture Page 156 REVISED: November 25, 2013 110 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.004 Site Design (c) Laser source lights. (d) Bare bulbs and strings of lights, except for traditional holiday lights during the respective holiday period. (e) Flickering lights. (f) Search lights. (g) Overhead spans of wire. RESPONSE: The proposed project does not include any of the above listed prohibited lights; therefore, this criterion is met. (7) Lighting Plan Required - Content Proposals to illuminate an open air parking lot shall include a lighting plan. Lighting plans shall be prepared by a qualified professional specializing in illumination, and shall illustrate iso- illuminance circles expressed in foot-candles. Lighting plans shall be accompanied with all pertinent technical data for the proposed luminaires. The reviewing authority may require lighting plans to account for the influence of adjacent off-site lighting, reflection off vertical surfaces, window spill, shadow causing objects, and any other factors deemed relevant in evaluating the perceived level of illumination. RESPONSE: A photometric plan illustrating proposed foot-candles has been included with the submittal materials; therefore, this criterion is met. Baysinger Partners Architecture Page 157 REVISED: November 25, 2013 111 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.005 Park&Open Space Contributions 50.06.005 PARK AND OPEN SPACE CONTRIBUTIONS 1. APPLICABILITY a. Except as provided in LOC 50.06.005.1.b, this section is applicable to all major development, and to the following minor developments: Construction or alteration of multi-family dwelling; ii. Construction or alteration of major public facilities; iii. Construction or alteration of commercial development; iv. Construction or alteration of institutional development; v. Construction or alteration of industrial development; and vi. Partitions and subdivisions, when the parent lot is greater than 75,000 sq. ft. RESPONSE: The proposed project is a Minor Development of a mixed industrial and commercial development; therefore, this Section's criteria apply. 2. DEVELOPMENT REVIEW The review procedures for park and open space contributions are located in LOC 50.07.004.7, Park and Open Space Contribution. 3. STANDARDS FOR APPROVAL a. Amount of Open Space Required ii. Commercial (except commercial development in OC zone), institutional, and industrial development shall provide open space approved by the City in an aggregate amount equal to at least 15% of the gross land area of the development. b. Required Open Space - How Provided Open space land in commercial, institutional, public use, industrial and office campus areas may be provided as a combination of reserved land and landscaping. Where no RP or RC district resources or public park land is located on the site, the open space requirement can be met by protecting nondesignated natural resource areas and/or providing landscaping which meets the requirements of the landscaping standard. RESPONSE: The proposed project site does not include RP or RC district resources or public park land. All open space requirements will be met with landscaping. Per the landscape Section, LOC 50.06.004.1, 15% landscaping is required, same as the required open space of subsection (a) above. The site area is approximately 44,171 square feet (gross) and 42,176 square feet in area (net) after required dedication for improvement of the Pilkington Road right-of-way. This requires approximately 6,626 square feet of landscaping and open space. The project will provide approximately 11,145 square feet of landscaping and open space. The above criteria are therefore met. Baysinger Partners Architecture Page 58 REVISED: November 25, 2013 112 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.006 Geologic Hazards& Drainage 50.06.006 GEOLOGIC HAZARDS AND DRAINAGE 3. DRAINAGE STANDARDS a. Drainage Standards for Minor Development Other Than Partitions, Subdivisions and Certain Structures RESPONSE: In response to the Incompleteness Letter from September 19, 2013 an arborist report and preliminary full stormwater report have been provided. Applicability This section shall be applicable to all minor development decisions within the City, except partitions, subdivisions, and construction or alteration of structures as described in LOC 50.07.003.14.a.ii(6). ii. Standards for Approval Development shall be conducted in such a manner that alterations of drainage patterns (streams, ditches, swales, and surface runoff) do not adversely affect: (1) Other property; (2) RC districts on adjacent property; or (3) RP districts on adjacent property. RESPONSE: All development has been designed and will be constructed so that alterations of drainage patterns will not affect other properties or RC or RP districts on adjacent properties; therefore, this criterion is met. iii. Standards for Construction and Maintenance Same as for drainage standard for subsection 3.b of this section. RESPONSE: Refer to the narrative associated with subsection 3.b below for detailed response to drainage standards. iv. Site Discharge Where conditions permit, individual lots shall be developed to maximize the amount of stormwater runoff which is percolated into the soil and to minimize direct overland runoff into streets, drainage systems, and/or adjoining property. Stormwater runoff from roofs and other impervious surfaces should be diverted into swales, terraces, and/or water percolation devices on the lot when possible. RESPONSE: The proposed project has been designed by registered civil engineers from Cardno to treat stormwater runoff via an underground infiltration system. Refer to the included civil drawings and stormwater report for detailed system design and information. This criterion is therefore met. b. Drainage Standard for Major Developments, Partitions, Subdivisions, and Certain Structures ii. Standards for Approval Baysinger Partners Architecture Page 159 REVISED: November 25, 2013 113 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.006 Geologic Hazards& Drainage (1) Inspection and Maintenance All drainage management measures, whether located on private or public property, shall be accessible at all times for City inspection. When these measures have been accepted by the City for maintenance, access easements shall be provided at such a width to allow access by maintenance and inspection equipment. RESPONSE: All drainage management measures will be accessible at all times for City inspection. Any required access easements will be provided. This criterion will be met. (2) Storm water Runoff Quality All drainage systems shall include engineering design features to minimize pollutants such as oil, suspended solids, and other objectionable material in stormwater runoff. RESPONSE: The proposed stormwater system includes design features intended to minimize pollutants; refer to the included civil utility plan for specific system information. This criterion is therefore met. (3) Drainage Pattern Alteration Development shall be conducted in such a manner that alterations of drainage patterns (streams, ditches, swales, and surface runoff) do not adversely affect: (a) Other properties; (b) RC districts on adjacent property; or (c) RP districts on adjacent property. RESPONSE: All development has been designed and will be constructed so that alterations of drainage patterns will not affect other properties or RC or RP districts on adjacent properties; therefore, this criterion is met. (4) Stormwater Detention Sufficient stormwater detention shall be provided to maintain runoff rates at their natural undeveloped levels for all anticipated intensities and durations of rainfall and provide necessary detention to accomplish this requirement. RESPONSE: A stormwater management system has been designed by registered civil engineers at Cardno. A Stormwater report and detailed civil drawings have been included with this submittal. The system has been designed to maintain runoff rates at their natural undeveloped levels; refer to included materials for documentation. This criterion is therefore met. (5) Required Stormwater Management Measures The applicant shall provide sufficient stormwater management measures to meet the above stormwater runoff requirements. The applicant shall provide designs of these measures taking into account existing drainage patterns, soil properties (such as Baysinger Partners Architecture Page 160 REVISED: November 25, 2013 114 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.006 Geologic Hazards& Drainage erodibility and permeability) and site topography. RESPONSE: A stormwater management system has been designed by registered civil engineers at Cardno. A Stormwater report and detailed civil drawings have been included with this submittal. The system has been designed to meet the runoff requirements above and take into account existing drainage patterns, soil properties and site topography. iii. Standards for Construction (1) Landscaping and Topography Detention or retention areas shall, where possible, use natural topography and existing vegetation. In addition to or as replacement for existing vegetation these areas shall be landscaped with ecologically compatible trees, shrubs, and permanent ground cover. Basin or pond side slopes shall be grassed and mulched to prevent erosion. RESPONSE: All detention/retention will be accommodated in and underground Stormtech Chamber Infiltration System. The area over and around this system will be landscaped. This criterion is therefore met. (2) Outlet Structures Outlet control structures shall be designed as simply as possible and shall require little or no attention for proper operation. RESPONSE: All outlet control structures have been designed as simply as possible so as to require little or no attention for proper operation. Refer to the included civil drawings and details for specifications and design. This criterion is therefore met. (4) Emergency Overflow or Bypass All stormwater storage areas shall be provided with some means of emergency overflow or bypass in accordance with one of the following standards: (a) Emergency Overflow An appropriate surface or subsurface drainage system shall be provided as a method of emergency overflow in the event that a storm in excess of the 50-year frequency storm occurs. This emergency overflow system shall be designed to function without attention and shall direct this excess flood water to an appropriate existing drainage pattern. (b) Bypass (i) A surface or subsurface drainage system shall be installed with adequate capacity to convey around the storage area the stormwater runoff from all upstream tributary areas. This "bypass" channel shall be designed to carry the peak rate of runoff from a 50-year storm. (ii) No habitable or storage structures shall be constructed within bypass channels; however, streets and Baysinger Partners Architecture Page 161 REVISED: November 25, 2013 115 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.006 Geologic Hazards& Drainage parking or playground areas and utility easements shall be considered compatible uses. (c) Hydraulic Calculations Shall be submitted to substantiate all design features. (6) Release Rate Outlet The outlet opening controlling the release rate of detained stormwater runoff shall be: (a) Sized so as not to exceed the water conveyance capacity of the downstream drainage system; (b) Small enough to cause stormwater runoff to be detained from a storm of at least the undeveloped ten-year frequency; (c) Designed to prevent siltation or clogging of the outlet opening; and (d) Provided with a means of adjusting the size of the outlet openings. (7) Required Detention Volume for Developments Detention volume shall be the maximum difference between: (a) The stormwater runoff produced from the proposed development site by a 50-year storm; and (b) The stormwater runoff produced from the pre-development site area by a ten-year storm. RESPONSE: The detention system has been designed to the above parameters by registered civil engineers; refer to the included civil drawings and Stormwater Report for detailed system information. This criterion is therefore met. Baysinger Partners Architecture Page 162 REVISED: November 25, 2013 116 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.008 Utilities 50.06.008 UTILITIES 1. APPLICABILITY All development requiring connection to utilities. 2. DEVELOPMENT REVIEW The review procedures for utilities are located in LOC 50.07.004.11, Utilities. 3. STANDARDS FOR APPROVAL a. Utilities Required The following utilities, whether on or off site, shall be provided to all development in the City of Lake Oswego, in accordance with City Engineering Division's policies, design standards, technical specifications and standard details: Sanitary sewer systems; ii. Water distribution systems; iii. Sidewalks and any special pedestrian ways and bicycle paths; iv. Street name signs; v. Traffic control signs and devices; vi. Street lights, which shall be served from an underground source of power; vii. Underground utility and service facilities, as required; viii. Streets; ix. Provision for underground T.V. cable. The City Manager may require that utility designs be prepared by a registered engineer. RESPONSE: Kittelson and Associates have conducted a study of the existing lighting and 30% complete proposal for its improvement to meet current standards is included with the Incompleteness resubmittal. Oriainal Narrative: The proposed project includes a sanitary sewer system, water distribution system and underground utility and service facilities; refer to the included civil drawings for details of these systems and their design. Sidewalks and pedestrian pathways are depicted on the included architectural site plan as well as the civil drawings. Street improvements to the Pilkington Road right-of-way can be found on the included civil drawings. Lighting can be found on the included photometric plan. This criterion is met as the project has been designed to include all of the above applicable systems. b. Easements or right-of-way for utilities and associated and related facilities shall be provided by the property owner. Easements for anticipated future utilities or extensions may be required by the City Manager. RESPONSE: All required easements will be provided by the property owner. This criterion will therefore be met. c. Sanitary sewers shall be installed to serve the development and to connect the development to existing mains. RESPONSE: A sanitary sewer system has been designed for the project; refer to the included Baysinger Partners Architecture 'P age 163 REVISED: November 25, 2013 117 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.008 Utilities civil utility and details sheets for specific system placement and detailing. This criterion is therefore met. d. Design shall take into account the capacity and grade to allow for desirable future extension beyond the development, and where required by the City Manager, extended to the upstream property line to allow for such future extension. RESPONSE: All necessary measures have been included in the design and calculations for the proposed system. Refer to the included civil plans. This criterion is therefore met. e. All sanitary sewers and appurtenant structures shall be designed and constructed in conformance with City Engineering Division's policies, design standards, technical specifications and standard details, and shall include, but not be limited to, such items as: Pipe size and materials; ii. Manholes; iii. Cleanouts; iv. Backfill requirements; v. Service laterals. RESPONSE: All sanitary sewers and appurtenant structures were designed by registered civil engineers at Cardno in conformance with the City Engineering Division's policies, standards and technical specifications. All specifications for pipe size, materials, manholes, cleanouts, backfill requirements and service laterals can be found on the included civil drawings and detail sheets. This criterion is therefore met. f. All development shall be served by service lines, main water lines and fire hydrants which are connected to City mains or the water mains of water districts which provide service within the City. RESPONSE: The proposed development includes installation of all necessary service lines, main water lines and fire hydrants. Refer to the included civil drawing and detail sheets for specifications on the system. This criterion is therefore met. g. Design of water system improvements shall take into account provision for extension beyond the development to adequately grid or loop the City system. RESPONSE: The design of the water system took into account all required provisions; refer to the included civil drawing and detail sheets for specifications. This criterion is therefore met. h. One water service line shall be provided to each lot in a development, or if the development does not include lots, to each building in the development. Each structure with plumbing shall connect to the water system. The system shall be designed to supply fire flow requirements of LOC Chapter 45. RESPONSE: Each of the proposed buildings included in the development will be served with a water line; refer to the included civil drawing and detail sheets for system design and location. This criterion is therefore met. 4. STANDARDS FOR CONSTRUCTION a. Utility easement widths shall be the minimum width possible to facilitate utility installation and maintenance, and shall be a minimum of ten ft. (five ft. on each side) in width on easements not adjacent to a street right-of-way. RESPONSE: All required utility easements are of appropriate, adequate and required widths; Baysinger Partners Architecture ' K; a, a 164 REVISED: November 25, 2013 118 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.008 Utilities refer to the included civil drawings for depiction. This criterion is therefore met. b. Utility construction within easements shall minimize disturbance to existing conditions, especially trees and other vegetation. RESPONSE: Any construction within easements will be conducted so as to minimize disturbance. This criterion will therefore be met. c. Any disturbed areas within easements shall be restored to a condition similar to the condition prior to construction, including the replacement of plants of similar species as those removed or damaged. Replacement trees shall be of similar species and be a minimum of one and one-half in. caliper. RESPONSE: Any areas within easements that are disturbed will be restored. This criterion will therefore be met. d. Utilities shall be installed underground (unless exempted by the City Manager). Specific exemptions are as follows: (1) Developments which need multi-phase voltages or high kilo volt amperes (kVA) demands may develop with pad transformers where underground transformers are not feasible. Pad mounted transformers shall be buffered from sight by landscaping or other suitable methods. (3) Above ground telephone and cable television junction boxes are allowed. RESPONSE: The existing overhead utilities along the site frontage of Pilkington will be removed and installed underground. The limits of this work will be from the existing power pole at the intersection of Pilkington and Boones Ferry, which is to remain as it provides overhead utilities across Boones Ferry Road, south to the existing power pole 80' south of the project southern property line. This is shown on sheet C200. All new utilities being installed will be installed underground except for required pad mounted transformers which will be screened from view. This criterion is met as all new utilities that are not exempt will be installed underground and existing overhead utilities along the frontage will be replaced with underground utilities. Oriainal Narrative: All new utilities being installed will be installed underground except for required pad mounted transformers. This criterion is met as all new utilities that are not exempt will be installed underground. e. Sanitary Sewers. Capacity, grade and materials shall be as approved by the City Manager. Minimum size shall be eight in. diameter with six in. diameter allowed at the terminus of a sewer line. RESPONSE: Refer to the included civil drawings and detail sheets for specifications regarding the design and location of the proposed sanitary sewer system. The system specified includes is sized to meet the needs of the development and comply with all minimum terminus sizes; refer to the included civil drawings for detailed information. This criterion is therefore met. f. All sanitary sewers and appurtenant structures shall be designed and constructed in conformance with City Engineering Division's policies, design standards, technical specifications and standard details, and shall include, but not be limited to, such items as: Baysinger Partners Architecture Page 165 REVISED: November 25, 2013 119 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.008 Utilities Pipe size and materials; ii. Manholes; iii. Cleanouts; iv. Backfill requirements; v. Service laterals. RESPONSE: All sanitary sewers and appurtenant structures were designed by registered civil engineers at Cardno in conformance with the City Engineering Division's policies, standards and technical specifications. All specifications for pipe size, materials, manholes, cleanouts, backfill requirements and service laterals can be found on the included civil drawings and detail sheets. This criterion is therefore met. g. Service Laterals. One service lateral shall be provided to each lot in a development, or if the development does not include lots, to each occupied building in the development. RESPONSE: Each proposed building will be served with one lateral; refer to the included civil drawing and detail sheets for specifications regarding location and design of the system. This criterion is therefore met. h. Design, including materials, size and location of water mains, service lines, valves and hydrants, shall be in accordance with City Engineering Division's policies, design standards, technical specifications and standard details and be approved by the City Manager. Hydrants shall be located at intersections and at intervals of no more than 500 ft. from intersections in major developments with the exception that multi-family units shall locate a hydrant within 500 ft. of residential buildings. For major or minor partitions which create a new lot or lots, a hydrant shall be no farther than 1,000 ft. from any of the lots. RESPONSE: The proposed development includes installation of all necessary service lines, main water lines and fire hydrants. Refer to the included civil drawing and detail sheets for specifications on the system. The system has been designed in accordance with all current policies, standards and specifications of the City Engineering Division. This criterion is therefore met. All facilities as described in this section shall be constructed in compliance with the rules and regulations of the City Manager, and the rules and regulations of the Public Utility Commissioner of the state relating to the installation and safety of underground lines, plant, system, equipment and apparatus. RESPONSE: All facilities proposed have been designed by registered civil engineers in accordance with the rules and regulations of the City Manager and the Public Utility Commissioner of the state. This criterion is therefore met. 6. COST OF IMPROVEMENTS The cost of all utility improvements shall be borne by the developer. RESPONSE: It is understood all costs of utility improvements are the responsibility of the developer. Baysinger Partners Architecture rr; a 166 REVISED: November 25, 2013 120 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.010 Maintenance &Operation 50.06.010 MAINTENANCE AND OPERATION 1. APPLICABILITY This section identifies how various property and improvement requirements need to be maintained and/or operated following construction. 2. LANDSCAPE MATERIALS STANDARDS FOR MAINTENANCE All landscape materials shall be guaranteed by the owner for a period of one 12-month growing season from the date of installation. Security in the amount of 5% of the total landscaping cost shall be provided to ensure necessary replacement. A schedule of continuing maintenance of plantings shall be submitted and approved for industrial, multi- family, major public facilities, and commercial developments. RESPONSE: The owner will provide all required guarantees. This criterion will be met. 3. FENCES AND WALLS STANDARDS FOR MAINTENANCE Fences, exterior side of walls, and retaining walls shall be maintained in sound condition and good repair at all times. RESPONSE: Goodwill Industries of the Columbia Willamette is reputable non-profit organization with decades of experience in property management and maintenance. Their experience covers hundreds of locations ranging from small single building sites to large multi-building developments. All sites are meticulously cared for and well maintained upholding Goodwill's mission of serving the community through sites that are aesthetically pleasing and an asset to every community they locate within. All fences, exterior walls and retaining walls will be maintained in good condition and repair at all times. This criterion will therefore be met. 4. DETENTION AND RETENTION AREAS STANDARDS FOR MAINTENANCE All detention or retention areas shall be properly maintained by the owner such that they do not become nuisances. Nuisance conditions shall include: improper storage resulting in uncontrolled runoff and overflow; stagnant water with concomitant algae growth, insect breeding, and odors; discarded debris; and safety hazards created by the facility's operation. Stormwater storage areas shall be designed with sufficient access to allow adequate, safe and efficient maintenance as determined by the City Manager. RESPONSE: All detention or retention areas will be property maintained by the owner, Goodwill Industries, such that they do not become a nuisance. All stormwater storage areas have been designed by registered civil engineers at Cardno to have sufficient access to allow adequate, safe and efficient maintenance. This criterion will therefore be met. 5. DRIVEWAYS THAT SERVE AS FIRE LANES STANDARDS FOR MAINTENANCE Driveways that serve as fire lanes shall be maintained in a state of good repair and free of obstruction for their entire length and width. They shall also be kept free of overhead obstructions for a vertical clearance of 13-1/2 ft. RESPONSE: Any driveways that serve as fire lanes will be maintained in a state of good repair and free of obstruction for their entire length and width. All overhead clearance will be maintained at a minimum of 13.5 feet. This criterion will be met. Baysinger Partners Architecture Page 167 REVISED: November 25, 2013 121 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.010 Maintenance &Operation 6. WALKWAYS, BIKEWAYS, AND ACCESSWAYS STANDARDS FOR MAINTENANCE Maintenance of walkways, bikeways or accessways shall be the responsibility of the owner or owners of the land abutting or through which the way passes. If the maintenance is proposed to be by an association or other entity, the maintenance agreement or bylaws, as the case may be, shall be subject to the review and approval by the City. RESPONSE: Goodwill Industries will maintain all walkways and accessways within their property. The shared access to Boones Ferry (shared between Goodwill and the abutting western parcel) will be maintained by the property owners. Any required maintenance agreements for the shared access will be provided. This criterion will be met. Baysinger Partners Architecture rr; b 168 REVISED: November 25, 2013 122 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.011 Vision Clearance 50.06.011 VISION CLEARANCE Figure 50.06.011-A: Vision Clearance Triangle Graph VISION CLEARANCE TRIANGLE W IVON CLEARANCE DI3tA NCE EDGE OF PVHIT, $14 QRIVl$0 SURFACE r-'- _77\ - Q \ cp el i \ — . VISION --VISI N CLEARANCE TRIANGLE �F DISTANCE!LANCE x 0 an i 414I 2. STANDARDS a. Prohibited Items in Vision Clearance Triangle Within the vision clearance triangle, it shall be unlawful to install, set out or maintain, or to allow the installation, setting out or maintenance of, any sign, fence, hedge, shrubbery, natural growth or other obstruction to the view, higher than 30 in. above the level of the centerline of the adjacent pavement. RESPONSE: All clear vision areas are free of signs, fences, hedges, shrubbery, natural growth or other obstruction higher than 30 inches above the level of the centerline of the adjacent pavement. Refer to the included site and landscape plans for depiction of proposed locations of those items. This criterion is therefore met. b. Dimensions The dimensions of the vision clearance triangle, as measured from the point of intersection of the traveled surfaces, shall be as follows: i. At intersections governed by existing traffic control devices, or at locations Baysinger Partners Architecture Page 169 REVISED: November 25, 2013 123 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.06.011 Vision Clearance where a major development accesses to an arterial or collector street and generates in excess of 100 ADT, the vision clearance triangle shall be determined by an engineering study using AASHTO Standards on file with the Engineering Department. ii. At the noncontrolled intersection of two streets, the vision clearance distance along each traveled surface shall be a minimum of 60 ft. iii. At an intersection of an alley and a street, the vision clearance distance shall be ten ft. along the alley and 60 ft. along the street. iv. At an intersection of a driveway and a street, the vision clearance distance along each traveled surface shall be ten ft. RESPONSE: The proposed project includes driveway intersections with an arterial (Boones Ferry Road) and a major collector (Pilkington Road) and is adjacent to the intersection of those two streets. The required clear vision areas are represented on the submitted site plan and were determined by the project traffic engineer. This criterion is therefore met. Baysinger Partners Architecture Page 170 REVISED: November 25, 2013 124 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal Article 55.02 Tree Removal. 55.02.030 Prohibited Activities. 1. No person shall remove a tree without first obtaining a tree cutting permit from the City pursuant to this Chapter. RESPONSE: No trees will be removed without first obtaining a tree cutting permit. This criterion will therefore be met. 2. No person shall top a tree without first obtaining a topping permit from the City pursuant to this Chapter. RESPONSE: No trees will be topped without first obtaining a topping permit. This criterion will therefore be met. 3. No person who is required to install or maintain tree protection measures per LOC Article 55.08 shall do any development activities including, but not limited to clearing, grading, excavation or demolition work on a property or site which requires ministerial, minor or major development approval without approved tree protection measures properly installed and maintained pursuant to this Chapter. RESPONSE: No development activities will commence prior to installation of approved tree protection measures. This criterion will therefore be met. 55.02.035 Tree Removal in Conjunction with Major or Minor Development Permit. 1. If a Major or Minor Development Permit applied for pursuant to LOC 50.07.003.15 or 50.07.003.14, respectively, would require or result in tree removal and/or a tree cutting permit as defined in this Chapter, compliance with LOC 55.02.080 shall be a criterion of approval of such development permit. Tree removals in conjunction with a Major or Minor Development Permit shall be considered in conjunction with such permit and shall be subject to the application, notice, hearing and appeal procedures applicable to the proposed Major or Minor Development pursuant to LOC 50.07.003.3.e, 50.07.003.7.a, 50.07.003.15.b, and 50.07.003.7. The required Notice for Major or Minor Developments that would require or result in tree removals shall include a site plan indicating the location of any trees proposed for removal on the subject site. The proposed trees shall also be flagged with yellow flagging tape on site. Such flagging shall be maintained until a final decision on the proposal is rendered. The remaining, notice, hearing and appeal procedures in LOC Chapter 55 shall not apply to tree removals considered in conjunction with a Major or Minor Development request. Subsequent tree removals that have not been reviewed through either Major or Minor Development procedures shall be reviewed as provided in this Chapter. RESPONSE: This application is for Minor Development review of the proposed project. The project includes the cutting of trees. Refer to narrative section LOC 55.02.080 for detailed responses to the applicable criterion of approval. 2. Once a final decision has been rendered on the Major or Minor Development Permit, trees that have been approved for removal as part of that decision shall be subject to the verification permit process. Applications for verifications shall be made on the application forms as prescribed by the City Manager and be accompanied by an application fee as established by resolution of the City Council. The purpose of the verification process is to ensure that the trees approved for removal are properly identified for removal in the field and that the trees that were not approved for removal are not inadvertently removed. Removal of trees in violation of such land use approval will be considered a violation of this Chapter. The criteria contained in LOC 55.02.080 shall not apply to verification applications for tree cutting permits. Baysinger Partners Architecture Page 171 REVISED: November 25, 2013 125 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal RESPONSE: At such time as this Minor Development application and Tree Cutting Permit request has been approved an application for the verification permit process will be completed and submitted. This criterion will therefore be met. A person who desires to remove a tree shall first apply for and receive one of the following tree cutting permits before tree removal occurs: 2. Type II Permit: a. A Type II permit is required prior to any tree removal application that does not qualify in issuance as a Type I permit, Dead Tree Removal Permit, Hazard Tree Removal Permit, Emergency Permit, Verification Permit, Topping Permit, or Invasive Tree Species Removal Permit as described in this section. b. Type II permits shall be reviewed and approved by the City Manager pursuant to LOC 55.02.080 (approval criteria) and 55.02.082 (notice requirements). RESPONSE: The proposed project site includes seven trees with a DBH of 10 inches or greater. All of those will be removed as they are either of poor health or will be negatively impacted by the allowed development. 55.02.050 Application for Permits. 1. An application for a tree cutting permit shall be made upon forms prescribed by the City. b. Other Tree Removal Permits. An application for a tree cutting permit that is not for an Invasive Tree Species Removal Permit shall contain: i. The number, DBH, species and location of the trees proposed to be cut on a site plan of the property; RESPONSE: All existing trees are shown on the included Tree Preservation and arborist report; refer to the included drawings. The trees proposed for removal are clearly marked and include their species and size; refer to the arborist report. This criterion is therefore met. ii. The anticipated date of removal; RESPONSE: The owner, applicant and contractor intend to commence construction activities as soon as land use and permit approval is secured. Demolition, including tree removal, would begin as soon as Land Use permits and any other permits can be secured. iii. A statement of the reason for removal; RESPONSE: The proposed project includes the removal of seven trees over 10 inches in DBH and four shrubs (Arborvitea). Four trees slated for removal from along the Boones Ferry right-of-way are too close to proposed construction or will be negatively impacted by required grading for stormwater control. These trees will not survive construction activities if left. The trees to be removed along Pilkington Road and south property line are of poor health. Their condition does not warrant the time or cost associated with their preservation. iv. A mitigation plan, if required pursuant to LOC 55.02.084(1), with information showing any proposed landscaping or planting of any new trees to replace the trees to be removed; and Baysinger Partners Architecture Page 172 REVISED: November 25, 2013 126 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal RESPONSE: The project includes removal of seven trees over 10 inches in DBH which, per Section 55.02.084, requires seven trees be planted for mitigation. The proposed landscaping of the site includes seven trees as mitigation measures. The mitigation proposed meets the criterion of Section 55.02.084; refer to included narrative section for detailed mitigation information as well as the included proposed landscaping sheet. This criterion is therefore met. v. Any other information reasonably required by the City. RESPONSE: Any additional materials and information deemed necessary by the City will be provided in a timely manner by the applicant and/or owner. This criterion can be met. 2. The applicant shall have the burden of proving that his or her application complies with the criteria for approval of the applicable class of permit. RESPONSE: Refer to narrative Section 55.02.080 for detailed responses to the criteria for approval. The applicant has provided answers to the best of their ability and knowledge in addressing the criteria. This criterion is therefore met. 3. Misrepresentation of any fact necessary for the City's determination for granting a tree cutting permit shall invalidate the permit. The City may at any time, including after a removal has occurred, independently verify facts related to a tree removal request and, if found to be false or misleading, may invalidate the permit and process the removal as a violation. Such misrepresentation may relate to matters including, without limitation, tree size, location, health or hazard condition, and owner's authorized signature. RESPONSE: The applicant has provided facts to the best of their ability and knowledge at the time of application submittal. Information which is erroneous, false or misleading has purposefully not been provided. 55.02.060 Fees. An application for a tree cutting permit shall be accompanied by a filing fee as established by resolution of the City Council. (Ord. No. 1429, Sec. 1; 05-18-71. Ord. No. 2059, Sec. 1; 06-16-92.) (Ord. 2221, Amended, 01/18/2000) RESPONSE: The application submitted includes materials and fees for a Minor Development, Hardship Variance, and two Minor Variances. Total fees provided at the time of submittal were $12,683.09 and were reviewed with staff planner, Johanna Hastay, via email on August 19, 2013 prior to application submittal. 55.02.080 Criteria for Issuance of Type II Tree Cutting Permits. An applicant for a Type II tree cutting permit shall demonstrate that the following criteria are satisfied. The City Manager may require an arborist's report to substantiate the criteria for a permit. 1. The tree is proposed for removal for landscaping purposes or in order to construct development approved or allowed pursuant to the Lake Oswego Code or other applicable development regulations. The City Manager may require the building footprint of the development to be staked to allow for accurate verification of the permit application; RESPONSE: The proposed project includes removal of three trees along the Boones Ferry right- of-way. Two of the trees (deciduous) will suffer life threatening intrusion into their drip line by activities related to building construction. The third tree (coniferous) to be removed along the Boones Ferry right-of-way is within an area where grading is required for on-site stormwater control. The fourth tree to be removed, located along the Pilkington Road right-of-way, is growing in close proximity to another Baysinger Partners Architecture Page 173 REVISED: November 25, 2013 127 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal tree and has formed a poor horizontal growth habit. Two additional trees along the south property line will be removed as they also are of poor health. This criterion is met as the proposed removal of all seven trees is related to construction of the proposed allowed development. 2. Removal of the tree will not have a significant negative impact on erosion, soil stability, flow of surface waters, protection of adjacent trees, or existing windbreaks; and RESPONSE: Removal of the seven trees will not negatively impact erosion or soil stability as grading, curbing and landscaping associated with the project will provide for erosion control, soil stability and water flow. This criterion is therefore met. 3. Removal of the tree will not have a significant negative impact on the character, aesthetics, or property values of the neighborhood. The City may grant an exception to this criterion when alternatives to the tree removal have been considered and no reasonable alternative exists to allow the property to be used as permitted in the zone. In making this determination, the City may consider alternative site plans or placement of structures or alternate landscaping designs that would lessen the impact on trees, so long as the alternatives continue to comply with other provisions of the Lake Oswego Code. RESPONSE: Removal of the seven trees will not have a significant negative impact on the character, aesthetics or property values of the neighborhood. The trees, if left, would be damaged due to construction activities and become a blight to the neighborhood. Alternate site plans which attempted to retain the trees were looked at; however, this site has many challenging restrictions including small size, odd shape and a required dedication which negatively impacted the options for site layouts. Additionally, the poor health of three of the trees does not warrant their preservation. 4. Removal of the tree is not for the sole purpose of providing or enhancing views. RESPONSE: Removal of the requested trees is not for providing or enhancing views. The trees are being removed as they would not survive construction activities or of poor health. This criterion is therefore met. 5. The City shall require the applicant to mitigate for the removal of each tree pursuant to LOC 55.02.084. Such mitigation requirements shall be a condition of approval of the permit. RESPONSE: The proposed project includes mitigation for the seven trees to be removed; refer to narrative section 55.02.084 for detailed mitigation plans. This criterion is therefore met. 55.02.082 Staff Decision and Notice Requirements for Type II Permits. 1. An applicant for a Type II tree cutting permit shall: a. Complete a written notice form to be mailed by the City via regular mail to the neighborhood association whose boundaries include the proposed tree removal site; b. Complete a written certification that the property will be posted and the trees will be marked pursuant to this section; c. Within 24 hours of applying for a tree cutting permit, post a public notice sign of a pending tree cutting permit as provided by the City on the subject property in a location which is clearly visible and readable to vehicles traveling on a public street and to pedestrians walking or biking by the property. The public notice sign shall state that a tree cutting permit is pending for trees on the property marked by yellow plastic tagging tape, include the date of posting and the pending permit number as assigned Baysinger Partners Architecture Page 174 REVISED: November 25, 2013 128 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal by the City Manager, and state that city staff will consider any comments on the pending permit that are received within fourteen days of the date of posting; d. Mark each tree proposed to be removed by tying or attaching a yellow plastic tagging tape to the tree at 4.5 feet above mean ground level at the base of the trunk, on the same day that the property is posted; and e. Maintain the posting and marking for fourteen consecutive days. 2. Within two business days of the close of the fourteen day comment period, city staff shall make a tentative decision approving the permit or shall deny the permit. 3. If a permit is tentatively approved, staff shall immediately post a yellow sign stating the tentative approval and also stating the method and deadline for requesting the hearing pursuant to LOC 55.02.085. The applicant shall maintain the posting of this sign, together with the tree marking, for at least 14 consecutive days. If no request for a hearing is received meeting the requirements of LOC 55.02.085, the approval of the permit shall be final. 4. If the applicant appeals the denial of a permit, or appeals conditions imposed on a tentatively approved permit, city staff shall immediately post a red sign stating the appeal, and the time and date of the appeal hearing. The applicant shall maintain the posting of this sign and the tree marking, until the date of the hearing. 5. Failure to install or maintain the required notice and marking may result in denial or delay in issuance of the permit or revocation of an approved permit. RESPONSE: After land use approval the applicant will complete all requirements of the above tree permit process. These criteria will therefore be met. 55.02.084 Mitigation Required. 1. An applicant shall provide mitigation for any tree permitted for removal, with the exception of the following: a. Dead trees; b. Hazard trees; c. Trees that are 10 inches or less in diameter removed from developed single-family lot; d. Invasive Tree Species, except as provided in subsection (2) of this section. RESPONSE: The project includes removal of seven trees with a DBH of 10 inches or greater (largest DBH is 16 inches). All four trees will be mitigated; refer to the remainder of this narrative for details. 3. The mitigation requirement shall be satisfied as follows: a. Replantina on Site. The applicant shall plant, for each tree removed: i. Invasive Tree Species Removal Permit: Removal from a public right-of-way or from an approved landscape plan, either a minimum two-inch caliper deciduous tree or a six- to eight-foot-tall evergreen tree for each tree removed. Removal from a Resource Conservation or Resource Protection Overlay District, either a minimum one-half-inch caliper deciduous tree or a minimum two-foot-tall evergreen tree. ii. Other Tree Cutting Permits: Either a minimum two-inch caliper deciduous tree or a six- to eight-foot-tall evergreen tree for each tree removed. Baysinger Partners Architecture Page 175 REVISED: November 25, 2013 129 GW 12059 Lake Grove, OR Donation Municipal Code, Article 55.02 Tree Removal The tree shall be planted according to the specifications in the City Tree Planting and Maintenance Guidelines as approved by the City Council. RESPONSE: The proposed project will remove seven trees with a DBH of 10 inches or greater. This requires a minimum of seven, two-inch caliper deciduous trees or four, six to eight-foot tall evergreens. The project will provide seven trees a minimum of two- inch caliper; refer to the included proposed Landscaping Plan. This criterion is therefore met. b. Rei lantina off Site. If in the City's determination there is insufficient available space on the subject property, the replanting required in subsection (1) of this section shall occur on other property in the applicant's ownership or control within the City, in an open space tract that is part of the same subdivision, or in a City owned or dedicated open space or park. Such mitigation planting is subject to the approval of the authorized property owners. If planting on City owned or dedicated property, the City may specify the species and size of the tree. Nothing in this section shall be construed as an obligation of the City to allow trees to be planted on City owned or dedicated property. c. Payment in Lieu of Plantina. If in the City's determination no feasible alternative exists to plant the required mitigation, the applicant shall pay into the tree fund an amount as established by resolution of the City Council. RESPONSE: All mitigation will be provided on-site; these criteria are therefore not applicable. Baysinger Partners Architecture Page 176 REVISED: November 25, 2013 130 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.002 Minor Variance: Boones Ferry Setback 50.08.002 Minor Variance 2. VARIANCE STANDARDS a. The reviewing authority may grant a minor variance from the requirements of this Code, except as expressly prohibited, if it is established that: The granting of the variance will not be detrimental to the public health or safety, or materially injurious to properties or improvements within 300 ft. of the property. RESPONSE: This requested Variance is for the reduction of the minimum required setback along the Boones Ferry frontage from 20 feet to 18 feet to allow for the projection of canopies and decorative architectural elements. Per Section 50.04.003.8a, General Exceptions for Projections from Buildings, canopies and decorative architectural elements may project into a required setback by a maximum of two feet. The proposed "Shops" building includes a pedestrian walkway along the west facade of the building and four feet deep canopies for pedestrian weather protection. Without the Variance the canopies would need to be reduced to two feet in depth or the building reduced in depth by two feet. A two foot deep canopy is in effective for weather protection and a two foot reduction in building depth results in a loss of building area that negatively impacts the economic viability of this market prime priced site. Moving the building two feet to the east would also reduce building area due to the setback along Pilkington Road and the peninsula shape of the site. Prior to a required dedication along Pilkington Road and two 20 foot setbacks on intersecting rights-of-way the small parcel provided limited usable area due to its unconventional peninsula shape and angular corner of less than 90 degrees. The dedication and setback further reduced functional area which could accommodate adequate building depth and area along with code compliant parking and vehicular maneuvering areas. A further reduction of building area to accommodate two feet of canopy is not economically justifiable, yet, in this Northwest climate Goodwill feels the canopies are important to retain. The requested Variance would also allow the decorative spires and canopy of the Donations building west wall to project into the setback a total of four feet; two feet allowed by Section 50.04.003.8a and two additional feet by the Variance. The depth of this canopy and decorative elements cannot be reduced due to structural design requirements. Due to the site constraints discussed above moving the building two feet east is not possible and reduction of building depth (loss of building area) for such a small building is extremely detrimental. Approval of this Variance will not move the building wall of either building closer to the right-of-way; both walls will remain at the required 20 foot setback and thus be no more impactful than without the Variance. Additionally, both the canopies and architectural elements for which the Variance is requested are either high above grade or narrow and will thus not negatively impact sight lines in or around the site. The development will continue to provide a site which meets all of the vision clearance and safety standards provided by a site without a Variance; therefore, approval of the Variance will not be detrimental to public health or safety or materially Baysinger Partners Architecture I 1 REVISED: November 25, 2013 131 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.002 Minor Variance: Boones Ferry Setback injurious to properties or improvements within 300 feet of the site. ii. The proposed development will not adversely affect existing physical and natural systems such as traffic, drainage, Oswego Lake, hillsides, designated sensitive lands, historic resources, or parks, and the potential for abutting properties to use solar energy devices any more than would occur if the development were located as specified by the requirements of the zone. RESPONSE: The project location is not on or near Oswego Lake and does not include any designated sensitive lands, historic resources or parks. The requested Variance will allow two feet of canopy at 10 feet above grade and two feet of architectural elements totaling 5.75 feet in width within the front setback. The height of the canopies and minimal dimensions of the architectural features will have no negative impact on drainage. The maximum height of all features requesting Variance will remain below the maximum heights of the building to which they are attached and will therefore not negatively impact the potential for abutting properties to use solar energy devices any more than if the development were located as specified by the requirements of the zone. Additionally, the elements height and narrow dimensions ensure that they will not negatively impact clear vision or sight lines in or around the site; therefore, they will not negatively impact traffic. This criterion is met as the requested Variance will not result in negative impacts to existing physical or natural systems. 3. CLASSIFICATION OF VARIANCES A variance which would allow development not in conformance with the requirements of the development standards may be granted. The City Manager shall decide the classification of any variance application. Minor variances are small changes from the Code requirements and which will have little or no effect on adjacent property or users. Minor variances include: b. Variance from yard setback requirements for a structure other than those described in LOC 50.08.002.3.a, of: RESPONSE: LOC 50.08.002.3.a references single-family dwellings, zero lot line dwellings and associated accessory structures. The requested Variance is reference to the projection of canopies and decorative architectural elements on a commercial and industrial; therefore, this criterion is met. Two ft. or less in side or front yards; RESPONSE: The requested Variance is for the reduction of the minimum required setback along the Boones Ferry frontage, a front yard, from 20 feet to 18 feet to allow for the projection of canopies and decorative architectural elements. This criterion is therefore met. Baysinger Partners Architecture 12 REVISED: November 25, 2013 132 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.002 Minor Variance: Pilkington Setback 50.08.002 Minor Variance 2. VARIANCE STANDARDS a. The reviewing authority may grant a minor variance from the requirements of this Code, except as expressly prohibited, if it is established that: The granting of the variance will not be detrimental to the public health or safety, or materially injurious to properties or improvements within 300 ft. of the property. RESPONSE: This requested Variance is for the reduction of the minimum required setback along the Pilkington Road frontage by two feet to allow the building's east facade at 18 feet from the right-of-way instead of the minimum required 20 feet. The site's small size and unconventional peninsula shape greatly restricted the ability to design a functional site that provided code compliant parking and vehicular maneuvering areas and adequate building area of usable depth. A required 8 foot right-of-way dedication along Pilkington Road and 20 foot setback further reduced site area and negatively impacted the sites unconventional shape. The requested two foot setback reduction allows for the building to shift east as shown and allow room for parking stalls and vehicular aisle widths of code required minimum. The building design is an unconventional trapezoid shape in order to provide building area sufficient to make the site economically viable; however, a building of this shape is inherently more difficult to build and lease. Without the requested Variance the building will need to be made smaller. This not only results in a loss of total building area, an economic hardship, but also negatively impacts the building's shape. Interior tenant spaces with angles other than 90 degrees are extremely difficult to layout and lease. Pushing the chamfered east wall two feet further west shortens the 27'-4" southeast wall and moves the eastern portion of the building closer toward a triangular shape rendering that area virtually unusable. While the request will move the building's wall closer to the right-of-way, the wall will remain outside of all required clear vision areas at both the Pilkington and Boones Ferry intersection as well as the Pilkington Road and Pilkington Site Access intersection. Additionally, the existing building immediately east of the site and directly opposite the Pilkington right-of-way provides a building who's wall is at approximately 10 feet from the right-of- way. This building does not pose a health or safety issue and it is closer to the right-of-way and closer to the abutting north and south access drives than the proposed development. Approval of the requested Variance will therefore not be detrimental to the health and safety or be materially injurious to properties or improvement within 300 feet of the site as a building with less of a setback is functioning safely directly opposite the development site. ii. The proposed development will not adversely affect existing physical and natural systems such as traffic, drainage, Oswego Lake, hillsides, designated sensitive lands, historic resources, or parks, and the potential for abutting properties to use solar energy devices any more than would occur if the development were located as specified by the requirements of the zone. RESPONSE: The project location is not on or near Oswego Lake and does not include any Baysinger Partners Architecture P a g € I 1 REVISED: November 25, 2013 133 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.002 Minor Variance: Pilkington Setback designated sensitive lands, historic resources or parks. The requested Variance will allow the 49.33 lineal feet of the building's east wall to be two feet closer to the right-of-way. The minimal decrease in setback will have no negative impact on drainage. The building will remain further from the right- of-way than the building on the adjacent parcel across the Pilkington right-of- way and will therefore not negatively impact the potential for abutting properties to use solar energy devices any more than if the development were located as specified by the requirements of the zone. Additionally, the building will remain outside all required clear vision and sight line areas of both the Pilkington/Boones Ferry intersection and the Pilkington Road and Pilkington Access Drive intersection and will therefore not negatively impact clear vision or sight lines in or around the site. This criterion is met as the requested Variance will not result in negative impacts to existing physical or natural systems. 3. CLASSIFICATION OF VARIANCES A variance which would allow development not in conformance with the requirements of the development standards may be granted. The City Manager shall decide the classification of any variance application. Minor variances are small changes from the Code requirements and which will have little or no effect on adjacent property or users. Minor variances include: b. Variance from yard setback requirements for a structure other than those described in LOC 50.08.002.3.a, of: RESPONSE: LOC 50.08.002.3.a references single-family dwellings, zero lot line dwellings and associated accessory structures. The requested Variance is in regards to a commercial and industrial development; therefore, this criterion is met. Two ft. or less in side or front yards; RESPONSE: The requested Variance is for the reduction of the minimum required setback along the Pilkington frontage, a street-side yard, from 20 feet to 18 feet. This criterion is therefore met. Baysinger Partners Architecture Page 1 2 REVISED: November 25, 2013 134 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.010 Summary Procedures Table 50.07.001 SUMMARY PROCEDURES TABLE 50.07.001 SUMMARY PROCEDURES TABLE Revised 1/13 TABLE 50.07.001-1: SUMMARY PROCEDURES TABLE,A. Authority Pre- R = Recommendation; Applicatio D = Decision; n Public A = Appeal Conferenc Neighborhoo Notice Hearing City Planning City DR HRA Type of Code e d Meeting Required Required Manage CommissioC B Counci Decision Section Required? Required? ? ? r n I Article 50.07, Review and Approval Procedures Minor 50.07.003.1 Developme 4 nt[2] Development Review Yes [1] Yes Yes 13] All Other Minor Yes j1] Yes No R/D D/A A Development Article 50.08, Adjustments, Alternatives, and Variance Procedures Hardship 50.08.003 Yes 11] Yes No R D/A A Variance Notes: [1] Neighborhood meeting required for a partition and subdivision. The City Manager may require a neighborhood meeting prior to the filing of an application for any other development permit if the City Manager deems neighborhood contact to be beneficial. [2] Per LOC 50.07.003.14.d.i, the City Manager may refer a minor development application directly to a hearing body. [3] Depending on the scope of the proposed development, a decision on an application for development review may be referred to the City Manager. Typically, applications referred to the City Manager involve minor alterations or other small-scale projects. [4] At the discretion of the City Manager, an application for a major alteration of a duplex or single-family home designated as a landmark may be referred to HRAB for hearing and decision. [5] Does not include Solar Access Yard Setback Adjustments, which are reviewed ministerially (LOC 50.08.001.3). Baysinger Partners Architecture Page I 1 REVISED: November 25, 2013 135 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures 50.07.003 REVIEW PROCEDURES 1. APPLICATION a. Application for Development Forms and Information An application for a ministerial, minor, or major development shall be made on such forms and contain such information as the City Manager may require. If a railroad-highway crossing provides or will provide the only access to land that is the subject of the application, the applicant shall indicate that fact in the application. RESPONSE: The provided submittal materials include a Land Use Application; therefore, this criterion is met. b. Burden of Proof The applicant for a development permit shall bear the burden of proof that his or her application complies with all applicable review criteria or can be made to comply with applicable criteria by imposition of conditions of approval. RESPONSE: The submitted materials include a detailed narrative addressing all applicable Zoning Code and Comprehensive Plan Sections as well as supporting drawings and reports which clearly illustrates how the proposed project complies with all applicable criteria. This criterion is therefore met. c. Method of Application/Authority to Reject Applications An application for a development permit shall be filed with the City Manager. The City Manager may charge an application fee to process a development permit application. ii. The City Manager may decline to accept an application that, on its face, has not completed any one or more of the procedural requirements: (1) Pre-application conference, when required by this Code or as required by the City Manage, pursuant to LOC 50.07.003.1.e; RESPONSE: A Pre-application conference was held on December 20, 2012 with a follow up meeting on May 9, 2013. This criterion is therefore met. (2) Neighborhood contact and notice, when required by LOC 50.07.003.1.f; RESPONSE: The proposed project held a Neighborhood Meeting per the requirements of Section 50.07.003.1(f) on June 24, 2013; therefore, this criterion is met. (3) Payment of the filing fee, as required by this section. RESPONSE: The submitted application was accompanied by a check for $12,683.09 Made out to "The City of Lake Oswego"; therefore, this criterion is met. (4) Failure of the applicant to sign the application, or when the applicant is not the owner of the subject property, failure of Baysinger Partners Architecture Page 1 2 REVISED: November 25, 2013 136 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures the owner of the subject property to either sign the application or for the applicant to include the owner's signed authorization for the applicant to file the application. RESPONSE: The applicant for this project is Baysinger Partners Architecture, Jerry R. Baysinger, Architect of record, and Jennifer L. Rinkus, Planner. Baysinger Partners Architecture is not the current legal land owner thus the included application has been signed by the current legal owner, Goodwill Industries of the Columbia Willamette, in addition to being signed by the applicant. This criterion is therefore met. d. Signature on Application The applicant shall sign the application. If the applicant is not the owner of the property subject to the development application, the property owner shall authorize the application in writing before the City Manager may accept the application for review. For the purposes of this section, "owner" includes a public body or public agency with authority to exercise the power of eminent domain. RESPONSE: Per Subsection (4) above, the owner of the property, Goodwill Industries, has signed the application along with the applicant as the applicant is not the legal land owner; thus, giving Baysinger Partners Architecture (applicant) consent to submit on their behalf. This criterion is therefore met. e. Pre-Application Conference A pre-application conference with the City Manager is required for minor and major development permit applications, and must be scheduled by the applicant prior to submitting an application for development. iii. The purpose of the pre-application conference is to discuss the proposal, the applicable criteria and the requirements for completing an application. A copy of an adopted neighborhood plan shall also be provided to the applicant, regardless whether its provisions constitute criteria for the proposed development or not. An applicant may request one or more additional pre-application conferences in order to discuss any changes in the applicable criteria and application requirements that may occur between the date of the pre-application conference and the filing of the development permit application. iv. The development permit application must be filed within one year from the date of the pre-application conference; if the development permit application is not filed within one year, a new pre-application conference is required unless the applicant requests and the City Manager approves a waiver of the additional pre-application conference. RESPONSE: Pre-application meetings were held on December 20, 2012 and May 9, 2013. This submittal is within the one year deadline. These criteria are therefore met. f. Neighborhood Contact and Notice Required for Certain Applications Following a pre-application conference, and prior to submittal of an Baysinger Partners Architecture Page 1 3 REVISED: November 25, 2013 137 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures application, the applicant shall contact and discuss the proposed development with any affected neighborhood for the following development applications: • A partition, subdivision, or a major development, or • Any other development permit if the City Manager deems neighborhood contact to be beneficial. RESPONSE: The applicant and owner hosted a Neighborhood Meeting on June 24, 2013; therefore, this criterion is met. ii. Selecting Date, Time, and Location of Neighborhood Meeting In establishing the date, time and location of the meeting with the neighbors and with the neighborhoods: (1) Procedure The applicant shall follow the applicable procedures in subsections 1.f.ii(1)(a)(i) and (ii) of this section. (a) Required Organizations (iv) Other. Where the proposed development is not within the boundaries of a recognized neighborhood association, County CPO, or registered homeowners association, the applicant shall provide the neighborhood chair of the recognized neighborhood association closest to the site proposed for development with the three alternative dates (on three different days, with at least seven days between the first and the last date proposed). The chair of the recognized neighborhood association or County CPO, or chair, president, or registered agent of the homeowners association, as provided above in subsections 1.f.ii(i), (ii) and (iii) of this section, shall choose from the three alternatives within seven days of either the date the applicant mailed the request to establish the date and time of the neighborhood contact meeting or upon personal receipt of the written or oral request, whichever is earlier. If the chair, president, or registered agent, as applicable, fails to select the date and time of the meeting within the seven-day period, the applicant may stablish the date and time of the meeting from one of the proposed alternatives. (b) Date, Time, and Location Unless approved by the chair of a recognized neighborhood association: (i) The meeting shall not be held on a legal Baysinger Partners Architecture Page 1 4 REVISED: November 25, 2013 138 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures holiday or the day before, as defined in ORS 187.010 (Sundays and listed holidays are "legal holidays"). (ii) The meeting shall be scheduled to commence during the evening between 6:00 and 8:00 p.m. not less than 20 days from the date of mailing of the notice. (iii) The meeting shall be held at a location open to the public within the boundaries of the association, County CPO, or homeowners association, as applicable under subsection 1.f.ii(1)(a)(i) and (ii) of this section, in which the proposed development is predominately located or at a public facility within the City of Lake Oswego. (iv) If the meeting is held at a private residence or business, it shall be posted at the time of the meeting at the meeting place and shall note that the meeting is open to the public and all interested persons may attend. RESPONSE: The proposed development, located at 17150 Boones Ferry Rd, is not within a recognized neighborhood association. Per the May 9, 2013 revised Pre- application notes the abutting neighborhood associations were Bryant, Lake Forest and Rosewood. At the time of noticing it was confirmed with Planner, Johanna Hastay, that the Lake Forest association was disbanded thus noticing should be sent to Bryant (see included copy of the notice letter). Three dates were provided that were 7 days apart and which allowed at least 20 days for the meeting noticing. All times provided were 6:30 p.m. to 7:30 p.m. The notice was sent via USPS certified mail with return receipt which shows the letter was signed for (see included receipt copy); however, a response was never received. The applicant thus selected the date of Monday, June 24, 2013 from 6:30 p.m. to 7:30 p.m. The meeting was held at the Hope Community Church located at 14790 Boones Ferry Road. Notice of the meeting date and time were mailed to both the Bryant and Rosewood Associations as well a list of area residents generated by the owners Title Company, Chicago Title, pursuant to the requirements of Section 50.07.003.f.iii(1)(c). A notice was posted onsite the night of the meeting indicating the proposed project and that all interested parties were welcome to attend. iii. Notice to Neighborhoods, Property Owners and Residents of Neighborhood Meeting (1) The applicant shall contact by letter: (a) All recognized neighborhood associations whose boundaries contain all or part of the site of the proposed development; RESPONSE: The proposed project site is not within the boundaries of a recognized neighborhood association. (b) All recognized neighborhood associations that are adjacent to those neighborhood(s) described in Baysinger Partners Architecture Page 15 REVISED: November 25, 2013 139 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures subsection 1.f.iii(1)(a) of this section; and RESPONSE: Neighborhood meeting noticing was sent to both the Bryant and Rosewood Neighborhood Association, both adjacent per the revised May 9, 2013 Pre- application notes. This criterion is therefore met. (c) All property owners within 300 ft. of the site; provided, however, if there are less than 50 properties (excluding City-owned properties) within 300 ft. of the boundaries of the site, the notice area pursuant to this subsection shall be expanded, by ten-ft. increments outward from the 300-ft. boundary, until at least 50 properties (excluding City- owned properties) are included in the notice area. RESPONSE: Chicago Title pulled a surrounding properties list, in April 4, 2013, beginning at a 300 foot radius from the site and proceeding outward until a minimum of 50 properties (excluding city-owned) was reached. This list was current at the time and used for the neighborhood mailing and noticing letters. A new list pulled by Chicago Title on November 6, 2013 has been included with this submittal in response to a Completeness request by the City. The included mailing list and map were referenced from the current September/October 2013 tax rolls. This criterion and the additional Completeness request is therefore met. (2) The letter shall briefly describe the nature and location of the proposed development, and invite the associations and interested persons to a meeting to discuss the proposal in more detail. RESPONSE: The noticing letter followed the example letter provided by the city in the Neighborhood Meeting Requirements (updated 08.02.12) Packet distributed by the City at the first Pre-application Meeting. The letter described the nature and location of the proposed development as well as invited interested persons to attend. The letter also stated the meeting location, date and time; refer to the included letter copy. This criterion is therefore met. (3) On the same date the letters described above are mailed, the applicant shall provide and post notice on the property subject to the proposed application. The notice shall be posted at a location visible from the public right-of-way. The notice shall state that the site may be subject to a proposed development (e.g., partition, subdivision, major development, or as otherwise required by the City Manager) and shall set forth the name of the applicant and a telephone number where the applicant can be reached for additional information. The site shall remain posted until the conclusion of the meeting. RESPONSE: The development property was posted on the same date, May 30, 2013, as the letters were mailed to both the neighborhood associations and the general surrounding property owners. The notice was visible from both adjacent rights-of-way and stated the type of development (Minor Development), the applicants name and contact information as well as the location, date and time of the Neighborhood Meeting; refer to included photo of posted notice. This criterion is therefore met. iv. Manner of Providing Letter Notice of Neighborhood Meeting Baysinger Partners Architecture Page 1 6 REVISED: November 25, 2013 140 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures (1) Mailed Notice The letters required by subsection 1.f.iii(1) of this section shall be sent as follows: (a) For recognized neighborhood associations: (i) By certified mail, return receipt requested, to the chairs of the neighborhood associations, County CPO, or homeowners association; and (ii) By regular mail to the other officers of the recognized neighborhood associations; and (b) For property owners, by regular mail. The names and mailing addresses of the property owners shall be as shown by the most recent property tax assessment roll. RESPONSE: All Chairs and Co-Chairs of the Bryant and Rosewood Neighborhood Associations were mailed notices via certified mail, return receipt. It should be noted that while the Bryant neighborhood chair signed for and received the initial meeting proposal letter neither Bryant Neighborhood Association rep signed for the Neighborhood Meeting Invitation Notice; refer to included copies of the certified return receipt cards and returned envelopes. All adjacent property owners were mailed notices via standard first class USPS mail. It should be noted that five letters were returned as not deliverable, unable to forward; refer to included copy of returned envelopes. This criterion is therefore met. vi. Applicant's Presentation at Neighborhood Meeting The applicant shall provide details in the neighborhood meeting that convey the appearance (materials and colors), site design, density, natural resources protection areas, arrangement of uses, access and other relevant visual information that would be included in a complete application for the type of development proposed. RESPONSE: At the Neighborhood Meeting the applicant and client provided five 24"x36" display boards which depicted colored elevations (two boards), a site plan, a colored aerial overlaid with the proposed site plan and an aerial with keynotes and pictures of surrounding building architecture that is in relation to the proposed project. A materials board depicting samples and colors of both the proposed CMU masonry and tile was on display. The architect of record (Jerry Baysinger), planner (Jennifer Rinkus), client (Todd Silbernagel and Robert Barsocchini) and contractor (Paul Schultz) were present and answered questions by the attendees. This criterion is therefore met. vii. Meeting Minutes/Neighborhood Association Concerns (1) The applicant shall prepare minutes of the neighborhood meeting. The minutes shall contain a record of any verbal comments made at the meeting. RESPONSE: Meeting Minutes were prepared (refer to included copy) and mailed via Certified Return Receipt to the Chairs of the Bryant and Rosewood Neighborhood Associations on July 2, 2013. The notes were a record of all the verbal comments received by attendees at the Neighborhood Meeting held on June 24, 2012. This criterion is therefore met. Baysinger Partners Architecture Page 1 7 REVISED: November 25, 2013 141 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures (2) The applicant shall send a copy of the written minutes of the neighborhood meeting to the respective neighborhood association chairs that received notice of the meeting pursuant to subsections 1.f.iii(1)(a) and (b) of this section, and, if applicable, pursuant to subsections 1.f.ii(1)(a)(ii) and (iii) of this section, the chair of the County CPO, or chair, president, or registered agent of the homeowners association, within 14 days following the meeting. RESPONSE: The applicant, Baysinger Partners Architecture, mailed a copy of the written minutes to the Chairs and Co-chairs of both the Bryant and Rosewood Neighborhood Associations on July 2, 2013, eight (8) days after the meeting, via Certified Return Receipt USPS mail; refer to included receipt copies. This criterion is therefore met. (3) Each neighborhood association chair, chair of the County CPO, or chair, president, or registered agent of the homeowners association, as applicable, or representative thereof, shall submit a list of the respective neighborhood's concerns, if any, to the City and the applicant within 14 days following the mailing of the minutes by the applicant to the neighborhood association chair or the chair's designated representative. (4) The neighborhood association chairs, chair of the County CPO, or chair, president, or registered agent of the homeowners association, as applicable, shall be allowed to supplement the record with any additional comments regarding the content of the meeting, as long as such comments are filed before the record is closed. RESPONSE: The applicant received no communications from the neighborhood associations expressing concern. Joan Batten of the Rosewood Neighborhood Association did call Baysinger Partners Architecture on July 5, 2013 to indicate she had received the notes and that they were "exceptional and the best she has seen."These criteria are therefore met. viii. Applicant's Documents Filed with Application An application shall not be accepted for filing unless and until the applicant demonstrates compliance with this section by including with the application: (1) A copy of the certified letter to the recognized neighborhood associations, County CPO, or homeowners association, with the a copy of return receipt; RESPONSE: A copy of the initial meeting set-up letter with mailing receipt copy and a copy of the meeting notice with mailing receipt copy have been included with the application materials; therefore, this criterion is met. (2) A copy of the letter to officers of the associations and to property owners and residents pursuant to subsection 1.f.iv of this section, including an affidavit of mailing and a copy of the mailing list containing the names and addresses of such owners and residents; RESPONSE: A copy of the letter mailed to the officers (same association chairs) and the Baysinger Partners Architecture Page 18 REVISED: November 25, 2013 142 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures general property owners letter are included with the submittal materials. A copy of the mailing lists, Neighborhood Association and General, and an affidavit of mailing has also been included. This criterion is therefore met. (3) A copy of the required posted notice, along with an affidavit of posting; RESPONSE: A paper copy and a photo of the actual posted notice has been included along with an affidavit of posting. This criterion is therefore met. (4) A copy of the minutes of the meetings, and copies of any written comments from property owners, residents, and neighborhood association members; and RESPONSE: A copy of the minutes has been included with the submitted materials. The project received one faxed comment from a surrounding property owner; reference included copy. This criterion is therefore met. (5) A copy of the materials that were presented at the neighborhood association meeting. RESPONSE: A copy of the meeting presentation drawings has been included; therefore, this criterion is met. 14. MINOR DEVELOPMENT DECISIONS a. Minor Development Classification i. A minor development is a development which requires a permit from the City that requires a more discretionary level of review than a ministerial decision. "Minor development" is intended to include decisions defined as "limited land use decisions" pursuant to ORS 197.015(12). ii. "Minor development" includes: (6) Construction of a structure other than a detached single-family dwelling, duplex, zero lot line dwelling or accessory structure, or an exterior modification of such a structure which does not qualify as a ministerial development pursuant to LOC 50.07.003.13.a.ii(3). (16) Minor variances, hardship variances, and reasonable accommodation variances. RESPONSE: This project is a Minor Development as indicated in the revised May 9, 2013 Pre-application notes as it is for the construction of two industrial and/or commercial structures per subsection (6) above and includes a hardship variance and two minor variances. This criterion is therefore met. b. Application Application for a minor development decision shall be made pursuant to LOC 50.07.003.1, Application. RESPONSE: This application has been made pursuant to LOC 50.07.003.1; refer to included narrative section for detailed response. This criterion is therefore met. Baysinger Partners Architecture Page 1 9 REVISED: November 25, 2013 143 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.003 Review Procedures ii. Review Criteria for Minor Developments A minor development shall comply with: (1) The requirements of the zone in which it is located; (2) The development standards applicable to minor developments; (3) Any additional statutory, regulatory or Lake Oswego Code provisions which may be applicable to the specific minor development application, as provided for in this Community Development Code (LOC Chapter 50), streets and sidewalks chapter (LOC Chapter 42), and the tree cutting chapter (LOC Chapter 55); and (4) Any applicable condition of approval imposed pursuant to an approved ODPS or prior development permit affecting the subject property. RESPONSE: The proposed project complies with the requirements of the zone and the development standards for a minor development as demonstrated by the included narrative, drawings and reports. The project also complies with LOC 42, Streets and Sidewalks and LOC 55, Tree Cutting as demonstrated in the provided narratives, drawings and reports. It is the applicants understanding that there are no prior conditions of approval that impact this site. These criteria are therefore met. Baysinger Partners Architecture Page 110 REVISED: November 25, 2013 144 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.004 Additional Submission Requirements 50.07.004 ADDITIONAL SUBMISSION REQUIREMENTS This section contains submission and review criteria for the procedures listed below. Where review criteria are important for an understanding of the substantive requirements of a section or limited in size they have been maintained with the substantive provisions. 1. DRAINAGE STANDARDS a. Submissions for All Development For all applicable development or construction, the applicant shall submit information regarding existing drainage systems, stormwater runoff under existing and proposed development site conditions, and the effect of site runoff on adjoining properties. Such information includes: General Information Information concerning clearing, grading, vegetation preservation, and drainage improvements. ii. Hydraulic Characteristics When a watercourse is present on the site, information regarding its hydraulic characteristics shall be submitted. RESPONSE: The submitted application materials include detailed civil drawings regarding grading and utilities as well as a storm water report. Included landscape drawings show existing and proposed vegetation. The provided drawings and reports include all of the above referenced materials; therefore, these criteria are met. c. Stormwater Detention Feasibility When, as determined by the City Manager, on-site detention is not feasible, practical or required by the City, the applicant shall: Submit a plan to mitigate any adverse effects (such as erosion and flooding of culverts) resulting from increased runoff; and ii. Construct these mitigating measures. RESPONSE: All on-site stormwater will be managed on-site as per the included civil drawings. This criterion is therefore met. d. Drainage Management Measures All drainage management measures shall be prepared by a registered engineer to meet City standards and specification. These plans must be approved by the City Engineer. RESPONSE: All drainage plans were prepared by registered civil engineers at Cardno. Refer to the included civil drawings. This criterion is therefore met. 11. UTILITIES Baysinger Partners Architecture Page 111 REVISED: November 25, 2013 145 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.07.004 Additional Submission Requirements For all applicable development or construction, the applicant shall submit: a. A scaled utility plan of existing and proposed utilities shall be furnished to the City as part of any major development plan application and shall include at least the following at 1" = 100' scale. b. Easements shall be recorded in the final plat or plan to serve the development and each lot therein. RESPONSE: The submitted materials include detailed utility drawings; refer to included civil sheets. All necessary easements will be recorded in a timely manner. This criterion is therefore met. Baysinger Partners Architecture Page 112 REVISED: November 25, 2013 146 110 I IP November 25, 2013 :ADIII DC The City of Lake Oswego 'ARTNERS Planning Department PO Box 369 City Hall, 380 A Avenue Oregon City, OR 97034 RE: Incomplete Letter for Minor Development Review, Hardship Variance, Minor Variance: Boones Ferry Setback, Minor Variance: Pilkington Setback and Exceptions to maximum driveway width Goodwill Industries of the Columbia Willamette, 17150 Boones Ferry Road (tax lot 4000, map 21E18BA) Dear Johanna, This letter is in response to the Incompleteness Letter received on September 19, 2013 for the Minor Development and Variance applications of Donation and Retail Building project located at 17150 Boones Ferry Road. The Incompleteness items, as supplied by the city, are listed below with our response. I. Information Necessary to Complete Application 1. Building Design Standards for Commercial/industrial Develo ment [LOC 50.06.001.51. Staff has some concerns about the proposed siding materials, some of which may stem from the lack of full sized (24 inches by 36 inches) sets of the color building elevations with specific details regarding proposed colors and clear perspective drawings. RESPONSE: Full sized, 24"x36" colored building elevations in conformance with the decisions made regarding design issues of the following Incompleteness items as detailed below have been included with this submittal. a. Although this site is in the IP zone, it is within the special Industrial Park Overlay. As such, the proposed retail building and donation center should reflect the more immediate neighborhood which already is and will continue to be retail-oriented. We believe the proposed CMU siding is inappropriate for a non-industrial design and incompatible to the surrounding neighborhood. The elevations provided at the last pre-application meeting showed brick siding combined with areas of hardi-plank horizontal siding. If CMU is proposed, it should be restricted to the base of both buildings with the majority sided in hardi-plank horizontal siding, stucco,or brick. Any siding combination should be designed in a manner to ensure a coherent design. Baysinger Partners Architecture 1006 SE Grand Ave.,Suite 300 Portland,OR 97214 503-546-1600 503-546-1601 www.BaysingerPariners.com 147 RESPONSE: Incompleteness item I.1.a states, "We believe the proposed CMU siding is inappropriate for a non-industrial design and incompatible to the surrounding neighborhood." Section 50.06.001.5.b.i requires, "design buildings to be complementary in appearance to adjacent structures of good design with regard to: materials, setbacks, rooflines, heights and overall proportions". Adjacent is defined by Section 50.10.003.2 as "touching; across a public right-of-way from; across an easement from; across a small stream or creek from"; surrounding neighborhood is not defined. Per this definition there are nine adjacent sites with 10 buildings as illustrated in the Exhibit 1 below. f .t '� 4 • �y.- .r '� a y •t' -_liOler-- 'tom 15,, )11, ki,jr, ; nti .,.t,- 4 ' ' i 'llet-et" ' -- _, ' ' 1 Project Site Boundary of properties deemed'adjacent"per Development Code Section 50.10.003.2 as required by Section 50.06.001.5.b.i . Exhibit 1: Adjacent Properties 148 2 Three of the nine adjacent properties are constructed entirely of CMU; Buildings 5 (two buildings), 7 and 9. Building 1 also uses CMU as the entire first level (1/3 of the height of the building) as well as decorative pillars. As noted by the City, this area is predominantly retail-oriented yet all of the four adjacent buildings using CMU house only retail or medical/office uses. CMU is entirely appropriate for this neighborhood and project as demonstrated by the percentage of adjacent buildings (all non-industrial) entirely or largely constructed of CMU. Additionally, the three buildings made entirely of CMU use painted CMU. The proposed project will use a high quality integral color ground face block without paint to ensure the long term durability and appearance with minimal maintenance. I # • F- ,'. 3 ! @1 [ s . Natural color split-face CMU; entire 1st floor M lie,,r lismiiiiiMmillWamm°14/1 Adm. * ---- ' Natural color split- u4' r? 4_ - face CMU block pillars '-- Buildina 2: Boones Ferry Crossing — Natural color,split-faced 8"x16" CMU 3 149 * .. .. ‘i ..1.14. - -4. - ...- I-. -" _,•;,- ' " •..... ..... ...... , 3, r I _ ,_, •- . , - ... .._... _ .._ _ - ... I ... i lifigi i rAkOHI *Itt ' . 1 C - - -- ---- II- . • ' • . - ---- .. -- . . . . Buildinas 5 (two buildinat: Stuttgart and OHI Construction - Painted 8"x 8"CMU . - 4 , - -,. -• 4041e- i0.-:': s, 'I- • ' '' - --...." - s i zk. • ',.4.,:t . , , ,. A „. 1. .. - 4 -- 1111 r , ALIGNMENT CENTER- "" -A-- __I 1116 I - 111 .t- -4 1 WI 01/44 ,,.... Si no sod . Buildina 7: Les Schwab Tire Center- Painted, split-faced, 8"x 16"CMU 150 4 r � mk �'�. ARM INyURANCI111 1 y LEdmandA `--,..-7---.._»—TT ' Buildina 9: State Farm Insurance- Painted 8"x 8"CMU l' On a technical level CMU and brick are both considered masonry construction by the construction industry. One is made of concrete and one of clay; however, both come in a myriad of similar colors (white, gray, yellow, black, brown, red) and several similar texture options. When completed, a building made of integral color CMU will look nearly identical to a building constructed of brick in a similar color. Ground face CMU is being proposed for this project as it provides a high quality finish nearly identical to a standard brick finish. An example of integral color ground faced CMU can be found at the Whole Foods building across from Bridgeport Village; the module size is larger than proposed for this project but represents the quality and similarity to brick. While we have proven CMU is a predominate construction material in adjacent non-industrial properties, and specifically standard CMU sized units of 8"x8" and 8"x16", in response to the Incompleteness Letter we have changed the size of the upper wall ground-faced CMU blocks to 4"x16" in size which is proportional to standard brick. Also in response to the Incompleteness letter and to further unify the buildings the base of both buildings has been changed to 8"x16" natural color ground face CMU. b. This standard limits the variety of styles of building elements(LOC 50.06.001.5.b.vii). The proposal includes CMU veneer siding, hardi-plank horizontal siding, eyebrow and angled canopies, aluminum panels, seven paint colors, four tile colors,and two types of window glass. In addition,the narrative states that a small amount of stucco finished siding is proposed on the north elevation to mimic the adjacent development across Pilkington Road. The variety of colors and materials is too great. Please review the proposal and revise the plans to reflect fewer materials and colors to achieve a more coherent design. RESPONSE: The revised project has eliminated the use of green glazing; both buildings will now use clear glazing. The paint colors have been reduced from seven to three. One of the paint colors, Acimamel, will be used on the canopies and was chosen after spectral 5 151 analysis of the Omega Lite panels to ensure it matches as closely as possible; thus, this is not a unique color and should not be counted separately. The originally proposed painted base and bands of the Goodwill building have been removed. The base of both buildings will be integral color (Natural) ground faced CMU. The decorative bands will be achieved by recessing the block 1/2" to add interest. The amount of tile on the Goodwill building has been reduced by two thirds of that originally shown. Additionally, while there are four tile colors shown the building will mostly be viewed at a distance, either from the right-of-way sidewalk, the travel lanes of the right-of-way or within the parking lot of the site. From these locations the tile, due to pattern and the size of the tile, the colors blend to create a single blue that is rich with subtle tones (versus a single monotone) and yellow. This similar use of color and pattern is often seen with brick facades that use a mix of at least 3 different brick colors to achieve a blended surface color rich in undertones. c. The use of canopies on the retail building helps break up the facades but the canopies should be offset from the windows in a pattern similar to the hardi-plank offset. Again, this modification would be similar to what was shown on the last pre-application elevations. RESPONSE: Again, the preliminary drawings provided at a Pre-application meeting are just that, preliminary, and were in no way intended to commit the project to every element shown as all projects experience minor modifications in the final stages of design. The intentional asymmetrical design of the canopy off-sets and hardi- plank is a design element used to create motion and interest. This small feature ensures the building avoids the stagnant and cold feel often found on buildings with an excess of symmetry. The off- set has therefore been retained as a positive design element. d. The material and color of the monument sign should reflect the design of the buildings. Please also note that the proposed 8-foot height is not in proportion with a single story development. While final design and approval of the sign is subject to a separate permit, the elevations should demonstrate a complementary design. RESPONSE: The sign is to be constructed of the same 4"x16" ground face CMU (color: sandstone) as the upper walls of both proposed buildings. The base of the sign will also be the same base as both buildings; 8"x16" ground faced CMU (color: natural). The cap of the sign will be sheet metal in cool metallic silver to match the canopies, parapet caps and roofing of both buildings. The end of the sign cabinet, previously specified as blue, has been changed to cool metallic silver to match the sign cap and canopies, parapet caps and roofing of both buildings. All materials and colors provided are the same as used on both building and the design of the sign includes a base and upper sign area; therefore the sign is complementary in design to both buildings. 152 6 The height of the sign has been retained at the originally proposed 8 feet. The height of the pad building is 25'-10" and the donations building 30'-7". The proposed eight foot sign is less than 1/3 the height of either building. The eight foot height allows for four sign panels of a minimum reasonable size (approximately 16") for prospective tenants. Signs less than 16" in height prove difficult for motorists to read when traveling at the allowed 35 m.p.h. speed of Boones Ferry Road. Additionally, the proposed 28" base of the sign is barely high enough to allow the bottom tenant sign to be visible above the adjacent required landscaping shrubs. The code allows this site two freestanding signs as it is a multi- building complex (Section 47.10.420.3.a); one, 8-foot high and 32 square feet in area and one, 6-foot high and 32 square feet in area. We understand the City has a preference for limiting signage; however, it should be noted that the project proposes only one sign meeting the height and area requirements thus the project is already limiting signage to half of the code allowed maximum. Signs are intended to provide way finding for patrons looking for the site; further decreasing the size of the proposed sign will reduce signage to less than 50% of allowed and results in a sign that will not be effective. The 8 foot sign will be in proportion to the proposed buildings no less than the monument signs of adjacent parcels. The Boones Ferry Crossing LLC site sign is approximately 7-3" tall and adjacent a 16 feet high building facade from the right-of-way. This sign is therefore nearly half the height. The single tenant monument sign of the veterinary clinic across the Boones Ferry right-of-way is approximately 5'-10" tall not including the small gable feature which brings the sign to approximately 6.5' tall. The adjacent building is approximately 15 feet tall making this sign also nearly half the height of the building. It should also be noted that this sign is 6-feet wide making the total sign area approximately 35 feet and over the allowed maximum sign area of 32 feet. The single tenant Taylor Made sign on Pilkington is approximately 4'-8" tall and 6'-1" wide. This sign is both tall and large in area (28 s.f.) for a single tenant sign. The proposed signage is therefore in better proportion to the mult- building and multi-tenant site proposed than numerous existing signs in the area. The sign is also only half of what is allowed by code. 7 153 ;; A I= I San t A y r 1 ,,,,, LY 4 , :14 II... iii.- le*—.4's 46 4.71 ss4g.. t 1 v # J `` a rP* Z rn i1i ya. _, 1----.% r t 'its _ .. sir :AK! • + + +14Q3.6l63631 xI iit8 154 1441 .• . . • • 1 " ,. . H)0\1 1111 1k1 1 i\a . ; ,r-V e. While the proposed west elevation of the retail building technically has a door within 30 feet of a transit street(Boones Ferry Road), the intent of the standard is not met as proposed. LOC 50.06.001.5.g: "Building orientation shall be designed to encourage pedestrian access from public streets and make the street pedestrian friendly." The west elevation should be revised to incorporate a strong pedestrian entrance. In addition, the north elevation, also facing a street, does not appear to have any entrances or connection to the landscaped area at the intersection. This is a missed opportunity to provide an outdoor extension of a retail area. RESPONSE: The north elevation includes a direct pathway from the right-of- way walkway and the adjacent proposed bus shelter. A variance was requested to allow full depth (4 foot) canopies on this elevation to ensure it remains pedestrian friendly. The entry door facing Boones Ferry has been increased from a single storefront door to a double storefront door. At this time, without a confirmed tenant, it is very difficult to design a more prominent entry as we do not know their use, their layout, or their design standards. Additionally, the most prominent demarcation of an entry is the tenant signage above the door. Without a tenant we are unable to specify signage, but, this elevation and entry will be further accented in the future by such a sign. The same issue pertains to the landscaped area at the intersection. Without a tenant it is not possible to locate additional doors as we do not know their interior layout, function or design requirements. The design as shown does not preclude any future tenant from locating a door on the north facade for access to the 9 155 landscaped area. In fact, the intent of our design is to allow the utmost flexibility and should the end cap user desire an outdoor patio area the landscape area can easily be converted for such a use. There is no missed opportunity as the area has been designed to be flexible and both the landscaped area and north facade storefront can easily be modified to accommodate access for any future tenant should it be needed. f. The proposed design element on the north face of the Goodwill Donation center does not appear to serve any practical function or relate to the overall site design. Please explain the relationship it has to the other building elements. RESPONSE: The decorative spires on the west elevation of the Goodwill Donation building are a decorative interpretation of the twin flag poles found on Goodwill locations that typically fly the Federal and State flags. However, since the City restricts both the number and the height of flag poles decorative spires are intended to mimic the iconic design feature of the Goodwill image. They provide visual interest and reinforce the image of quality associated with Goodwill. They do not relate to any other element of the buildings other than they are similar materials and color found on both buildings. Decorative elements add to the richness of the architectural design and to the character of the community much as the unique hitching posts of the adjacent Boones Ferry Crossing development and the decorative rafter tails of the nearby Walmart building. 156 10 .14*. .x. . p t. iI ii Fi, i k _, a " Pai i.,•-, _ ‘-- , t It f —a ./-4;414,1 Boones Ferry LLC decorative element _. . _._ --- - it�� --. - • 1 y r. - sem,. i,.. ro":" k H Agir f WI iii vi- -,...F.... • Walmart decorative metal rafter tails 11 157 Walmart decorative metal rafter tails Please provide an updated narrative, elevations, and perspective drawings incorporating these comments. A minimum of three copies of the narrative should be submitted and at least three copies of all full sized plans. Please also remember that once the application is complete, seven copies of all oversized plans will need to be provided for the Development Review Commission's (DRC) review prior to the public hearing. Staff will provide notification when those plans should be submitted for distribution. RESPONSE: All narratives and drawings have been updated with the comments detailed in these Incompleteness Letter responses. Three copies of the narratives and drawings are included with the resubmittal. 3. Access(LOC 50.06.003.11. As noted, below,and discussed in our phone conversation on September 19, 2013, staff is unable to support the requested Hardship Variance to the Access standard that does not allow direct access onto an arterial when alternate access is available. Please review and modify the proposed site plan and narrative to fully comply with these standards. RESPONSE: After consulting legal counsel we wish to continue to pursue the Hardship Variance and believe there is adequate economic hardship to warrant the City granting it within the context of the code; without negatively impacting public safety or neighboring parcels; and, without risk of setting precedence or eliciting undue public concern. Refer to the included letter from Steven Pfeiffer of Perkins Coie for additional information. 4 On-Site Circulation—Driveways and Fire Access Roads(LOC 50.06.003.21, The Engineering staff has requested additional information regarding the width of the access point on Pilkington Road. Please provide the turning template for the proposed Pilkington Road driveway approach demonstrating why the approach needs to be wider than 24 feet at the right- of-way(ROW) line. Appendix"J" in the traffic study(dated 8/23/13)should be modified to include the Pilkington Road driveway approach. 158 12 RESPONSE: The additional access point turning radius diagrams have been included in Appendix "J" and three copies of the updated Traffic Study included with this resubmittal. 5. Landscaping,Screening and Buffer FLOC 50.06.004.11. Please note that this standard requires the minimum landscaping percentage to be calculated using"gross" site size,or the area before ROW dedication. Please revise the narrative and site plans accordingly. This standard requires street trees along property lines abutting streets. The proposed landscape plan does not show trees along the frontage at the intersection. Please revise the landscape plan to show street trees along the entire frontage of both Boones Ferry Road and Pilkington. Please also revise the landscape plan to show the proposed spacing(on center)for the plantings. Depending on the mature size of the plantings,spacing should be greater than three feet. LOC 50.06.001.1.c.iv, requires that if existing vegetation is used in a landscaping plan, no construction is allowed within the drip lines of trees. Finished grade shall be at the original grade or a well or planter constructed equal in size or greater than the drip line. The narrative states that no construction is proposed within the driplines of the three trees to remain on the site but Sheet 1_200(Landscape Plan)shows grading, paving,and the trash enclosure within the driplines of these trees. Please provide a certified arborist report that details tree protection measures and modify the proposed plans to comply with this standard. RESPONSE: The site data provided on the included drawings and narratives has been updated based on the instruction above; however, we disagree with the City's application of"gross" site area. Neither Section LOC 50.06.004.1 nor LOC 50.10.003 (Definitions) define "gross site area". After conferring with our legal counsel it seems erroneous to require that "gross" site area be based on the area prior to dedications. The dedications are required by the city, not optional, and once made will no longer be a part of the site or owned by the parcel owner; it will be owned by the city. To be required to dedicate a portion of a property, improve that dedication with impervious surfaces and still be required to landscape the remaining developable area based on pre-dedication figures allows the city in effect double takings. This project can meet according to the above stated interpretation only because the unconventionally shaped site offered an area difficult to development as anything other than landscape. Had the project required a second dedication on Boone Ferry or were a conventional shape landscaping according to pre-dedication areas would require excess landscaping on a site with greatly reduced developable area. The site and developer is therefore negatively impacted four times; dedicating land at no cost, the cost of improving that dedication and losing potential building area for landscaping based on land area that is no longer part of the site and having to exclude any right-of-way (dedication) landscaping from the total landscaping. Gross site area is commonly defined as the total site area, after dedications, but prior to elimination of any non-buildable areas 13 159 such as easements, above ground storm drainage areas, and environmentally sensitive areas from area calculations. Again, the site data has been updated based on the stated definition of"gross site area" and the site does comply; however, we point out the erroneous interpretation of the undefined term "gross site area" in the interest of working with the city again on future sites which this interpretation might be detrimental. 6. Lighting Standard FLOC 50.06.004.31. Please provide three full sized copies of the color photometric plan so that staff is better able to read the proposed lighting plan. Although the photometric plan was difficult to read,the table and the plan both show foot-candle illumination levels far greater than 4.0. In some areas,the foot-candle illumination level is 29.9 foot-candles. Please revise the proposed lighting photometric plan to comply with LOC 50.06.004.3.b.ii(3)(b). The reviewing authority may grant an exception to the lighting standards if a particular use warrants a higher level of illumination to protect the public safety and welfare. The discouragement of property damage crime is not a sufficient factor in and of itself to warrant an exception to the lighting standards. If the exception is used to keep the current illumination levels, please revise the narrative to include a discussion of how the proposed photometric plan protects the public safety and welfare. RESPONSE: Lighting for the site has been reworked. Lighting levels throughout the site have been maintained at 4.0 or less except for several keys areas which require a higher lever to ensure safety. On the Goodwill building, under the donation canopy and at the loading area lighting has been maintained at greater than 4.0 foot candles. The donation area is a work area serviced by disabled individuals, including those with sight limitations; higher light levels are required here to ensure safety as this is also a vehicular maneuvering area. Lighting has also been maintained above 4.0 foot candles at the loading area again to ensure safety around maneuvering trucks. At the pad building several small areas along the pedestrian walkways of the building and in particular at the building entries have been maintained at levels above 4.0 foot candles to ensure pedestrian and patron safety. 7 Park and Open Space (LOC 50.06.0051. Please note that this standard requires the minimum Park and Open Space percentage to be calculated using"gross" site size,or the area before ROW dedication. Please revise the narrative accordingly. RESPONSE: The narrative has been updated; however, as stated above, we believe the City's interpretation of gross site area is erroneous. 160 14 8 Drainage Standards ROC 50.06.003.al, Please have the certified arborist address in his/her report how the associated drainage with the proposed grading/paving will not negatively impact the trees to remain on the site. The Engineering staff has reviewed the drainage information and found two completeness issues,as follows: RESPONSE: An arborist's report has been included with the resubmitted materials. The arborist's has found that due to the condition of several trees and the impact of development on others that seven trees should be removed as part of the project. Removal of these trees will not negatively impact drainage as the site grades will be reworked as part of the development so as to drain to newly constructed drainage facilities. a. A complete storm report shall be submitted. The report shall be structured according to the table of content guidelines found in the City's drainage design manual workbook. Hydrology calculations and details of the detention facility shall be provided. A preliminary profile of the drainage system (including pipe sizes) shall also be provided, including the elevation of the existing storm line in Pilkington Road. The connection to the existing main in Pilkington Road shall be made with a manhole,and a cleanout will be required at the ROW line. RESPONSE: A full, preliminary, storm report is provided (3 copies) with this resubmittal. b. Sheet C200 calls out a "proposed StormTech chamber infiltration system". Please clarify if this is in fact an infiltration system. If this is to be an infiltration system, minimum setbacks of five feet to property lines and 10 feet from building foundations are required,and the subsurface infiltration facility shall meet the standards of the Oregon Department of Environmental Quality for Underground Injection Control(UIC). RESPONSE: Sheet C200 has been updated; detention not infiltration will be provided. 9. Utilities ILOC 50.06.0081. The Engineering staff has reviewed the materials on utilities and found completeness issues,as follows: a. Please provide an analysis for the existing street lighting along Pilkington Road. If the existing lighting does not conform to the street lighting standards, modification to the street lighting along the Pilkington Road site frontage will be required in compliance with these standards. Please contact Todd Knepper, Public Works, to discuss specific street lighting design requirements. RESPONSE: Kittelson and Associates have conducted a study of the existing lighting and 30% complete proposal for its improvement to meet current standards is included with this submittal. 15 161 b. On page 57 of the application,the narrative should be revised to discuss LOC 50.06.008.4.d— undergrounding utilities along Pilkington Road as noted in the engineering pre-application notes dated May 2, 2013. The associated utility plan should be revised to indicate undergrounding the utilities and final location;this may require a public utility easement. Please discuss specific details with Todd Knepper, Public Works. RESPONSE: Section LOC 50.06.0084.d of the narrative has been updated; refer to the included narrative. c. The fire backflow shall be located in a utility vault at the ROW line per City standards. RESPONSE: Sheet C200 has been updated to show a fire vault with DCDA at the right-of-way. d. A sanitary cleanout shall be provided at the ROW line for the sanitary sewer service lateral serving the property. RESPONSE: Sheet C200 has been updated to show a sanitary cleanout. 10. Streets and Sidewalks (LOC Chapter 421., The Engineering staff has reviewed the information on public improvements and found completeness issues,as follows: a. Show a street cross section for Pilkington Road to verify and confirm that the 8-foot ROW dedication will be adequate for the required street frontage improvements. The 5-foot bike lane shall be measured from the edge of the 8-inch wide white stripe (separating the travel lane and the bike lane) to the edge of the concrete gutter pan for the curb. RESPONSE: Sheet C100 has been updated to show the above requirements. b. Show the existing edge of pavement along Pilkington Road and the transition at the south property line to match the improvements with the existing conditions heading south along Pilkington Road. RESPONSE: Sheet C100 has been updated to show the above requirements. c. The sidewalk width at the northeast corner of the site shall meet minimum City and ADA standards around the utility pole. RESPONSE: The utility pole is located within the sidewalk; however, there is more than four feet of free maneuvering area around the pole. ADA standards require a minimum three feet of clearance and City standards require four feet. The clearance around the utility pole meets all requirements as does the width of the sidewalk. 162 16 d. The driveway approaches on Boones Ferry Road being removed and new curb and gutter(full 6-inch exposure)across the approaches that will be removed, should be shown on the site plans. The new sidewalk shall match the existing sidewalk width along the site frontage. RESPONSE: The included civil drawings have been updated to show the above required information. 11. Mailing Labels. The names and addresses for the owner of each property within the notice area must be obtained from the most recent tax assessor's roll,which is updated in late September or early October of each year. Please contact the County Assessor's Office to obtain the most up-to-date property owner information [please note that Lake Oswego falls within three counties: Clackamas, Multnomah and Washington]. If using a title company to obtain the information, please make certain that they are using the most current tax assessor's roll. RESPONSE: Chicago Title pulled a new surrounding properties list based on the current September/October 2013 tax rolls on November 6, 2013. The list, along with two copies of labels based on that list, has been included with this submittal. 12.. i-ia.rdsf-tm Variance. RESPONSE: After consulting legal counsel we wish to pursue the Hardship Variance; refer to the included letter from Steven Pfeiffer of Perkins Coie for additional information. Given the significance of the issues mentioned, above,staff recommends a meeting with all interested parties to review and discuss the project before any additional information is submitted. Please let me know when you may be available and I will arrange a meeting at the City Hall. II. Time to Complete Application The Community Development Code allows you up to 180 days from the date of this letter to complete your application. Please note the deadline to make your application complete is March 18,2014. 17 163 III. Determination of a Complete Application The application will be considered complete when you have submitted: 1. All of the information listed in Section I, above. If you cannot provide all of the requested information at one time and intend to submit additional information, please include a written statement with each separate submittal indicating that you still intend to provide the additional missing information by the March 18,2014, deadline;or, 2. Some of the requested information listed in Section I, above, and a written statement that no additional information will be provided;or, 3. A written statement that none of the requested information listed in Section I, above, will be provided. RESPONSE: The resubmitted application provides some of the requested information in Section I. The site plan has not been modified to show one access as requested in item 12 above as we intend to continue pursuing the requested Hardship Variance. Let this letter serve as the written statement that no additional information will be provided. Sincerely, BAYSINGER PARTNERS ARCHITECTURE PC Jennifer L. Rinkus Planner cc: Peter Collins, Goodwill Industries File 164 18 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance 50.08.003 HARDSHIP VARIANCES 1. PURPOSE The purpose of hardship variances is to allow development not in conformance with the requirements of the Community Development Code relating to the property. 2. CLASSIFICATION OF VARIANCE Hardship variances are significant changes from the Code requirements and are likely to create impacts on adjacent property or users. The City Manager shall decide the classification of any variance application. Hardship variances include: h. Variances to any other requirement of this Code except as classified as a minor variance above, and applicable to a development. RESPONSE: This requested Hardship Variance is in regards to LOC Section 50.06.003.1.c.iii and requests that the consolidation of existing accesses into the proposed shared access on Boones Ferry Road be approved. The request meets the requirements of subsection (h) above; therefore, this criterion is met. 3. VARIANCE STANDARDS The reviewing authority may grant a variance from the requirements of this Code, except as expressly prohibited, if it is established that: a. Hardship Variance Standards The request is necessary to prevent unnecessary hardship; and RESPONSE: The requested Hardship Variance will prevent any undue economic hardship which would result from the loss of the existing accessed to Boones Ferry Road, a Major Arterial. The economics of development are based on many factors including location of the development site, access to the site and cost of the site to purchase and to develop. A premium pad site relies on proximity, visibility and accessibility to and from a major traffic street. The proposed development parcel is a premium pad site located along an Arterial (Boones Ferry Road) and is currently provided with visibility and access to both abutting rights-of-way (Boones Ferry Road and Pilkington Road). The current code specifies in Section 50.06.003.1.c.iii that access to Boones Ferry is not permitted and that all traffic must enter and exit the site from Pilkington Road. This limitation in access points, especially considering the site currently enjoys access to Boones Ferry Road, will negatively impact traffic in several ways. A comprehensive Traffic Impact Analysis (TIA) conducted for this project found that this development without Boones Ferry access results in an increase in the overall volume-to-capacity ratio of the Boones Ferry/Pilkington intersections as well as increased queuing distances for the westbound left-turn and northbound right-turn. Additionally, existing congestion on Pilkington Road will increase due to the additional trips, on-site queuing will increase with all vehicles exiting onto Pilkington, more than half of the site-generated trips would be required to navigate to the site via out-of- direction travel, out-of-direction travel will increase turn movement interactions with pedestrians at the intersection; all of which negatively impact travel and safety. Lastly, all truck traffic would be required to ingress and egress via Pilkington further impacting congestion and safety both on and off-site. Baysinger Partners Architecture P g e August 23, 2013 165 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance These impacts negatively impact site accessibility and therefore severely impact lease-ability of the proposed building. No tenant, whether industrial, retail or service oriented, will locate on a premises that is not provided with direct, convenient and easily identifiable vehicular access points. The trickle- down effect results in an economic hardship to the property owner who has purchased a prime pad site that they cannot lease for prime market rates, if at all. Additionally, Goodwill's Donation site is intended to be easily accessible to serve the community and encourage donations. The non-profit programs provided to the community by Goodwill are funded in large part by re-sale of the donations they receive at these facilities. If accesses to the location is confusing or inconvenient it will deter and limit donations and result in significant hardships to Goodwill and people and communities they serve through their programs. Aside from resulting economic hardships, restricted access is a hardship in and of itself. It is a hardship to the patrons of the site, to adjacent property owners, area employees and residents and vehicular traffic traveling through the area but not utilizing the site. As noted above and in the Traffic Impact Analysis, all traffic required to utilize a single access on Pilkington Road will require approximately half of the site-generated trips to navigate to the site via out-of-direction travel; result in longer queues at the intersection, on Pilkington Road and within the site; and increase interactions between traffic and pedestrian. In conclusion, strict adherence to LOC Section 50.06.003.1.c.iii will result in numerous hardships that affect many more individuals and properties than just the proposed development site and owner. ii. Development consistent with the request will not be injurious to the neighborhood in which the property is located or to property established to be affected by the request; and RESPONSE: The development site currently has two accesses onto Boones Ferry Road which account for approximately 38.05% of the Boones Ferry Road frontage. The proposed project will consolidate and relocate those accesses resulting in a single access, shared with the abutting parcel (Lot 4100) which will account for approximately 4.97% of the Goodwill frontage. This not only represents a 33.08% reduction in curb cuts on Boones Ferry it relocates the curb cut further from the Boones Ferry Road and Pilkington Road intersection; factors which significantly improve safety and improve existing conditions without imposing any hardships on the property. Additionally, at completion of Phase II of access construction the total access points onto Boones Ferry will be reduced from four to one representing a total reduction in curb cut length from approximately 32.52% to 4.14% for the two parcel's combined frontages. The included TIA finds that a single Pilkington access will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection, increase queuing lengths, increase congestion along Pilkington Road, require out-of-direction travel for more than half the site generated traffic, and increase turning movement intersections with pedestrians at the intersection. Approval of the Boones Ferry access will allow for elimination of out-of- direction travel and its turning conflicts with pedestrians and will reduce congestion on Pilkington Road over that of a single access. From this information it is clear that the proposed Boones Ferry access will not be Baysinger Partners Architecture Page 1 2 August 23, 2013 166 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance injurious to the neighborhood and will in fact mitigate the adverse impacts to the neighborhood created by the single code mandated Pilkington Road access. Further support of the proposed Boones Ferry Road access can be found in the similar existing Boones Ferry access of the Boones Ferry Crossing, LLC owned parcel immediately across the Pilkington Road right-of-way. The Boones Ferry Crossing, LLC consists of two parcels (Lots 1500 and 1700 of Map 21E18AB01500) very similar in lot area to that served by the requested Variance. When development on parcel 1700 took place in 2001 an access to Boones Ferry Road was installed even though the 1968 PUD approval it was a part of was repealed (at City request) at the time of development approval. Per recent communications with the City the existing restriction on accesses to Arterials of Section 50.06.003.1.c.iii pre-dates the current LGVC and was a part of the Access Standard adopted in 1981 and thus in effect at the time of the Boones Ferry Crossing, LLC development. Both parcels were in common ownership at development, provided an alternate access to Pilkington Road and the PUD allowing the accesses was repealed; however, the access to Boones Ferry was granted. Additionally, it should be noted that the existing building on Lot 1500 was allowed to retain three vehicular parking spaces which front directly onto the Boones Ferry Road right-of-way and require backing maneuvers with the right-of-way for their operation. Current information regarding these accesses provided in the included TIA find no safety concerns or high rates of accidents associated with these locations. These conditions currently operate safely with a higher traffic volume (due to more on-site square footage) thus it can be inferred that the requested Hardship Variance for a shared access to Boones Ferry Road will not be injurious. The provided comprehensive TIA found that a single Pilkington access will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection, increase queuing lengths, increase congestion along Pilkington Road, require out-of-direction travel for more than half the site generated traffic, and increase turning movement intersections with pedestrians at the intersection; all of which negatively impact adjacent properties, residents, employees of the area and persons simply passing through the area. Additionally, on-site queuing will be longer, more area is needed for on-site truck maneuvering leading to more truck and pedestrian and truck and vehicle interactions on-site; all of which negatively impact the site itself. In conclusion, as demonstrated by the both the included TIA and an existing nearly identical situation on an adjacent development, the proposed shared access to Boones Ferry Road will not be injurious to the neighborhood and will in fact benefit the neighborhood versus the code mandated single Pilkington Road access. The request is the minimum variance necessary to make reasonable use of the property; and RESPONSE: A definition of"reasonable use of the property"could not be found in the Definitions, Section 50.10.003, or elsewhere in the Variance Section, 50.08. Industry standards assume a prime pad site with an unconventional shape, such as the proposed development site, would have between 28 to 29% of the lot in building area to allow for adequate on-site parking and maneuvering and code compliant landscape and pedestrian areas. The proposed parcel provides approximately 17.72% building coverage. Baysinger Partners Architecture Page 1 3 August 23, 2013 167 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance The proposed Boones Ferry Road access allows trucks servicing the Goodwill building direct access without the need for on-site maneuvering through the general parking field. Without the Boones Ferry access the on-site maneuvering area would need to be increased for truck circulation and would negatively impact lot coverage; moving a site already considerably below industry standards further from those standards and from a "reasonable use of the property". Additionally, the site currently has two curb cuts on Boones Ferry Road which total approximately 38.05% of the frontage. The requested Variance would result in one shared access totaling 4.97% of the frontage which will reside further from the intersection than either existing access. At the time the abutting MPD, LLC property redevelops, that parcel's two accesses onto Boones Ferry will also be closed and replaced with the existing shared access. This future redevelop will represent a further reduction in accesses from four to one and 32.52% of the frontage to 4.14% in curb cuts. The requested Hardship Variance significantly reduces both quantity and lineal footage of curb cuts on Boones Ferry and is the minimum variance necessary that would not negatively impact the "reasonable use of the property". iv. The request is not in conflict with the Comprehensive Plan. Goal 1, Citizen Involvement "To develop a citizen involvement program that insures the opportunity for citizens to be involved in all phases of the planning process." RESPONSE: The proposed Hardship Variance is included with a Minor Development application. This process required a Neighborhood Meeting, provides noticing to surrounding property owners of the proposed development after application, includes a public Hearing before the Design Review Commission and provides an appeal period after approval. These procedures will afford an opportunity for public comment. The requested variance is consistent with Goal 1. Goal 2, Section 1, Land Use Policies and Regulations "To establish a land use planning process and policy framework as a basis for all decisions and actions related to the use of land and to assure an adequate factual basis for such decisions and actions." RESPONSE: The proposed Hardship Variance is included with a Minor Development application. These applications will be reviewed by City staff for conformance to current code regulations. The Hardship Variance application included submittal of all required materials and fees as dictated by code. The proposed Variance is consistent with Goal 2, Section 1. Goal 2, Section 2, Community Design and Aesthetics Policy 1. Enact and maintain regulations & standards which require: a. New development to enhance the existing built environment in terms of size, scale, bulk, color, materials and architectural design; b. Landscaping; c. Buffering and screening between differing land uses; and, Baysinger Partners Architecture Page 1 4 August 23, 2013 168 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance d. Measures to foster a safe and interesting transit and pedestrian environment. RESPONSE: Approval of the Hardship Variance will not negatively affect the size, scale, bulk, color, materials, architectural design, landscaping or buffering and screening proposed or provided on-site. Subsections (a) through (c) are not applicable to the requested Hardship Variance. The Hardship Variance is for an access to Boones Ferry Road which will be shared between Goodwill and the abutting western parcel. Phase 1 of the access will install a single right-in only lane and see closure of the Goodwill parcel's two existing Boones Ferry accesses. The parcel's frontage on Boones Ferry is approximately 261.54 lineal feet in length and currently provides 38.05% in full turn curb cuts. Approval of the requested Variance will reduce the percentage of curb cut on the Goodwill parcel to 4.97%. Additionally, it is common knowledge that Mr. Mike Duyn, owner of the abutting property, is actively pursuing redevelopment. At the time of redevelopment, Phase 2 of the access would proceed to install the second lane of the access for right-in ingress and full turn egress as well as close the two existing accesses on this parcel. The total frontage of the Goodwill and Duyn parcels is approximately 626.54 lineal feet with approximately 32.52% in existing curb cuts. Approval of the shared access will reduce the percentage of curb cut to 4.1; reduce the number of trips through the Boones Ferry/Pilkington intersection; reduce congestion on Pilkington Road over that of a single access, yet will not negatively impact access to the property or safety of the area. Admittedly, no accesses onto Boones Ferry represents a larger reduction in curb cut; however, this results in hardships to the property owners not incurred by other similar parcels in the area and will negatively impact safety at the Boones Ferry intersection and on Pilkington Road. The included TIA confirms a single access on Pilkington would generate more traffic through the Boones Ferry/Pilkington intersection; increase interactions between vehicles and pedestrians at the intersection due to the increase in out-of- direction travel; create more congestion on Pilkington, and create more opportunities for vehicle interactions due to increased congestion and turning conflicts on Pilkington Road; all of which significantly affect the safety of the area. The proposed Variance is consistent with subsection (d) as it significantly reduces existing curb cuts, reduces congestion on Pilkington Road, reduces traffic through the intersection and reduces vehicle pedestrian interactions at the intersection and on-site thereby improving safety for both vehicular and pedestrian traffic without negatively impacting access or reasonable use of the site. Policy 2. Require developers to submit site and building plans for all proposed new development which show building, site and landscape designs for all development phases. Baysinger Partners Architecture Pagc 1 5 August 23, 2013 169 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance RESPONSE: All required materials including site, building, civil and landscape plans were submitted with the requested Variance and Minor Development applications. The proposed Variance is consistent with Policy 2. Policy 3. Enact and maintain sign regulations to prevent adverse visual impacts on the community. RESPONSE: The requested Hardship Variance regards access not signage; therefore, Policy 3 is not applicable to the proposed Variance. Policy 4. Ensure that both public and private development enhance the aesthetic quality of the community. Policy 5. Establish and enforce regulations to abate unsightly conditions and other nuisance situations. RESPONSE: The Minor Development associated with the Hardship Variance includes removal of two large curb cuts reducing the Goodwill parcel's Boones Ferry frontage curb cuts by 33.08%. The existing curb cuts provide access to a large paved area and a large gravel area. Access of the proposed variance will replace both curb cuts to rather unsightly areas and provide a smaller, newly constructed access to a full site redevelopment which includes paving, curbs, new buildings and full site landscaping. The new access and associated development will greatly improve the aesthetics of the site; therefore, the requested variance is consistent with Policies 4 and 5. Goal 5, Section 1: Fish and Wildlife Habitat Goal 5, Section 2: Vegetation Goal 5, Section 3: Wetlands Goal 5, Section 4: Stream Corridors Goal 5, Section 5: Sensitive Lands Goal 5, Section 6: Open Space Goal 5, Section 7: Osweao Lake Goal 5, Section 8: Historic and Cultural Resources RESPONSE: The requested Hardship Variance is for a shared access onto Boones Ferry Road, a Major Arterial. The proposed project site does not contain Fish or Wildlife Habitat area, a Stream Corridor, Wetlands, Sensitive Lands or Historic and Cultural Resources. The proposed access does not negatively impact existing vegetation or the ability of the proposed redevelopment to provide code compliant landscaping and open space. The site is also not located near or on Oswego Lake. The proposed variance therefore is consistent with all sections of Goal 5. Goal 6, Section 1: Air Resources Oualitv Policy 7 Reduce congestion and delay on major streets to lessen localized pollution impacts of automobile travel through methods such as signal timing, access management, intersection improvements, etc. RESPONSE: The comprehensive TIA conducted for this project found that a single access on Pilkington would result in more than half of the site generated trips be required to navigate to the site via out-of-direction travel. This translates to more trips through the Boones Ferry/Pilkington intersection, longer queue lines and more distance traveled than needed to access the site. Additionally, all traffic egressing onto Pilkington will also increase congestion on Pilkington Road. All of these translate an increase in fuel consumption and localized pollution. While queuing can be improved with changes to signal timing, approval of the Boones Ferry access is the only solution for eliminating the Baysinger Partners Architecture Page 1 6 August 23, 2013 170 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance out-of-direction travel and lessening congestion on Pilkington Road. The requested variance is therefore in consistent with Goal 6, Section 1, Policy 7. Goal 6, Section 2: Water Resources Quality Goal 6, Section 3: Land Resources Quality Goal 6, Section 4: Sound Quality RESPONSE: The requested Hardship Variance for a shared access to Boones Ferry Road, a Major Arterial, will not negatively impact water, land or sound resources; therefore, the application is consistent with Goal 6, Sections 2, 3 and 4. Goal 7, Section 1: Flood Hazards Goal 7, Section 2: Earthquake Hazards Goal 7, Section 3: Landslides, Erosion and Unstable Soils RESPONSE: The requested Hardship Variance for a shared access to Boones Ferry Road, a Major Arterial, will not negatively impact erosion or soils. The proposed project site is not in a flood or earthquake hazard zone. The proposed Variance is therefore consistent with Goal 7, Sections 1 through 3. Goal 8, Recreational Needs RESPONSE: The requested Hardship Variance for a shared access to Boones Ferry Road, a Major Arterial, will not negatively impact recreational needs of the city. The requested Variance is therefore consistent with Goal 8. Goal 9, Economic Development Policy 1, Designate adequate commercial and industrial land Policy 2, Applications for Zoning Map/Comprehensive Plan Map Amendment RESPONSE: The proposed project site is already zoned industrial and does not require a Zoning Map/Comprehensive Plan Map Amendment; therefore, the application is consistent with Goal 9, Policies 1 and 2. Policy 3. Require new commercial and industrial development to: a. Provide the full range of required public facilities and services and pay commensurate system development charges; RESPONSE: The proposed development will meet all code requirements for public facilities. The owner will pay all applicable system development charges prior to issuance of permits and commencement of construction activities. This proposed development and requested Variance is therefore consistent with Policy 3a. b. Mitigate adverse impacts such as noise, traffic and visual aesthetics, on adjacent land uses through methods such as buffering, screening, parking controls, height, bulk and scale limits; RESPONSE: The proposed development will include full site landscaping and new buildings which are more compatible with adjacent properties; thereby mitigating any adverse visual aesthetics of the existing development's incompatibility with neighboring properties. The proposed Hardship Variance for access to Boones Ferry Road will mitigate adverse traffic impacts what would be associated with a Pilkington Road only access. With a single access on Pilkington Road a comprehensive TIA found existing congestion on Pilkington Road will increase, nearly half of the site generated trips will require out-of-direction Baysinger Partners Architecture P a g I 7 August 23, 2013 171 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance travel; out-of-direction travel will increase trips through the Boones Ferry/Pilkington intersection resulting in longer queue lengths and increased interactions with pedestrians. Additionally, all truck traffic would be required to enter and exit from Pilkington Road placing more trips closer to the residential zone and further impacting congestion on Pilkington Road. All vehicles, including trucks, utilizing one access will also increase queue lengths and times on-site. The longer travel routes and longer wait times due to congestion and queuing result in more pollution and noise; all of which can be reduced by allowing an accesses onto Boones Ferry which will eliminate out- of-direction travel, reduce trips through the intersection and reduce congestion on Pilkington Road (which has a residential zone approximately 204,67 feet south of the site). The requested variance is therefore consistent with Policy 3b. c. Comply with design and aesthetic standards to ensure compatibility with surrounding land uses and Lake Oswego's overall community character; RESPONSE: Development associated with the requested Hardship Variance complies with all current Lake Oswego Community Development Standards pertaining to design and aesthetics. The development is compatible with surrounding land uses and the overall community character as illustrated in the included narrative addressing Sections 50.02, 50.03, 50.05 and 50.06. Approval of the Hardship Variance will not negatively impact the developments aesthetics or compatibility with surrounding parcels. A similar access can be found on the adjacent Boones Ferry Crossing, LLC parcel northeast across the Pilkington Road right-of-way. Denial of the Hardship Variance would require an increase of on-site maneuvering area to accommodate trucks. Approval of the requested Variance reduces the amount of vehicular area associated with the site improving the overall aesthetics of the project. The requested Hardship Variance is therefore consistent with Policy 3c. d. Participate in the development of a street system which provides efficient connection to higher order streets and to other activity centers; RESPONSE: While the proposed development and requested Variance do not include the creation of new streets, retention of access to Boones Ferry will improve the developments impact to Pilkington Road and the Boones Ferry/Pilkington intersection. The Hardship Variance is requesting a single shared access be granted on Boones Ferry Road. The site currently has two existing curb cuts totaling approximately 38.05% of the Boones Ferry Road frontage. The proposed development will reduce the number of accesses from two to one and the percentage of curb cuts to 4.97% of the frontage. The shared access will straddle the property line between the Goodwill parcel and the western abutting MPD, LLC owned parcel which moves the access further from the Boones Ferry/Pilkington intersection than either existing access, improving safety. Additionally, the included TIA demonstrates that the code required single Pilkington Road access would increase traffic through the Boones Ferry/Pilkington intersection, increase queue lengths and increase congestion on Pilkington Road; all of which impact the efficient connection of Boones Ferry and Pilkington Road. The Hardship Variance is therefore consistent with Baysinger Partners Architecture Page 18 August 23, 2013 172 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Policy 3d as it will result in a development that is less impactful on surrounding street systems and provides more efficient connections than the code required single access to Pilkington Road. e. Develop transit opportunities appropriate to the scale and character of the project; RESPONSE: The proposed development abuts Boones Ferry Road, a transit street and there is an existing bus stop located in the northwest corner of the site on Boones Ferry. As part of the proposed project a bus shelter is proposed to be installed at the existing stop. The proposed project therefore will improve existing transit conditions. The approval of the Hardship Variance will not negatively affect the projects ability to develop these transit opportunities; therefore, the Hardship Variance is consistent with Policy 3c. f. Provide for a safe and convenient pedestrian and bicycle circulation system to and within the development; RESPONSE: The requested Hardship Variance is for a vehicular access to Boones Ferry Road and does not include pedestrian or bicycle circulation. The development associated with the Hardship Variance meets all current Lake Oswego Community Development Code requirements for pedestrian and bicycle circulation as illustrated by the included narrative. Approval of the Hardship Variance will not negatively impact the developments ability to provide safe and convenient pedestrian and bicycle circulation system; therefore, the Hardship is consistent with Policy 3f. g. Provide adequate, but not excessive parking for customers and employees; and, RESPONSE: The requested Hardship Variance is for an access to Boones Ferry Road and does not involve parking. The associated development will provide 35 stalls which meets the minimum required after application of parking modifiers. Due to the many physical restrictions of the site, designing a site layout that provided adequate building area and code compliant parking was a challenge. An access to Boones Ferry trucks to enter from Boones Ferry and exit onto Pilkington Road, minimizing the amount of on-site circulation needed. This allows valuable site area on this small oddly shaped parcel to be maximized for parking, building area and landscaping. Even still, the maximum parking achievable is the minimum allowed. Denial of the Hardship Variance will require an increase in on-site maneuvering areas and could result in a loss of parking which will require a reduction in building area. The Hardship Variance allows for adequate on-site parking and is consistent with Policy 3g. h. Preserve natural resources and provide required open space. RESPONSE: The requested Hardship Variance does not involve natural resources or open space. The project will meet all current codes regarding natural resources and open space; therefore, the Hardship Variance is consistent with Policy 3h. Policy 4. Require unified site plans* for all new industrial and commercial development which show: a. Projects at full development including identification of all phases; Baysinger Partners Architecture P a g 19 August 23, 2013 173 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance RESPONSE: The submitted Hardship Variance application materials and associated Minor Development Review include site plans. The Hardship Variance is requesting a two lane shared access to Boones Ferry Road which will be constructed in two phases. Phase 1 will install a single lane right-in only access to Boones Ferry on Parcel 4000 located along the common property line with Parcel 4100. Phase 1 will include the closure of all existing curb cuts on Boones Ferry Road and Pilkington Road for Parcel 4000. In the near future when Parcel 4100 redevelops Phase 2 of the access would commence and the second lane of the approved Hardship Variance access to Boones Ferry would be constructed allowing for right-in and full egress movements. Parcel 4100 would connect to the shared drive and the two existing curb cuts to Boones Ferry Road for Parcel 4100 will be closed as part of Phase 2. The included site plans show Phase 1 and Phase 2. The Hardship Variance is consistent with Policy 4a as all phases have been identified and illustrated on the submitted materials. b. The locational, design and transportation relationships of proposed development with the rest of the business district and with surrounding land uses; RESPONSE: The submitted materials include a detailed site plan at an enlarged scale so as to make it readable. An exhibit with the site plan superimposed on the zoning map is attached to the end of this narrative as Exhibit 1. This exhibit shows the proposed site layout in relation to the surrounding land uses. This criterion is therefore met. c. Measures necessary to mitigate adverse impacts on the transportation system and on adjacent land uses; and, RESPONSE: A comprehensive TIA was conducted for this project by certified traffic engineers, Kittelson and Associates. A scope of work was provided to and approved by the City Engineering Department prior to commencement of the study. The TIA found the implications of single driveway on Pilkington to be an increase in overall volume-to-capacity ration for the Boones Ferry/Pilkington intersection; an increase in queue lengths; existing congestion on Pilkington would increase; half of the site-generated trips would require out-of-direction travel to access the site; out-of-direction travel would increase trips through the intersection and increase turning interacting with pedestrians; and, all trucks would be required to enter and exit from Pilkington further impacting congestion on Pilkington, require more maneuvering area on-site, increase vehicle/truck interactions on-site. The unnecessary out-of-direction travel, increase in congestion, decrease in pedestrian safety result in direct impacts to the transportation system and adjacent land uses as well as result in secondary impacts such as increased pollution and noise. Approval of the variance and shared access onto Boones Ferry eliminates out- of-direction travel and mitigates all the other impacts; therefore, the variance is consistent with Policy 4c. d. Design compatibility with surrounding land uses in regard to elements such as scale, bulk, materials, colors and landscaping. RESPONSE: The development associated with the requested Hardship Variance complies with all current Lake Oswego Community Development Standards pertaining to design and aesthetics. The development is compatible with surrounding land uses and the overall community character as illustrated in the included Baysinger Partners Architecture Page 110 August 23, 2013 174 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance narrative addressing Sections 50.02, 50.03, 50.05 and 50.06. The approval of the Hardship Variance will not negatively impact the developments aesthetics or compatibility with surrounding parcels. A similar access can be found on the adjacent Boones Ferry Crossing, LLC parcel directly northeast across the Pilkington Road right-of-way. Denial of the Hardship Variance would require an increase of on-site maneuvering area to accommodate Goodwill trucks. Approval of the requested Variance reduces the amount of vehicular area associated with the site improving the overall aesthetics of the project. The requested Hardship Variance is therefore consistent with Policy 4d. Policy 5. Allow Home Occupations RESPONSE: The proposed project and requested Variance do not include residential construction or Home Occupations. Goal 9, Policy 5 is therefore not applicable. Policy 6. Support redevelopment of existing vacant and underutilized industrial and commercial lands rather than designating additional lands for these purposes. RESPONSE: The proposed project site associated with the requested Hardship Variance is zoned IP and within the IP Overlay District. The site is currently developed with an approximately 11, 194 square foot building. The requested Hardship Variance is for a shared access to Boones Ferry Road to serve the associated Minor Development proposed. The Minor Development will replace the existing building with two buildings totaling approximately 7, 473 square feet. One building will be used by Goodwill Industries as a stand-alone donation center (Industrial use). The proposed Shops building does not have confirmed tenants at this time; however, uses could include those retail, medical/dental and food uses allowed by code. The decrease in building area was necessitated by a required right-of-way dedication along Pilkington Road and two intersecting 20 foot street front setbacks which the existing site currently does not comply with. These factors along with the small initial starting size of the lot and its unconventional peninsula shape combine to greatly limit the useable area available for building area, code compliant parking, maneuvering and landscaping. To reduce the amount of area needed for on-site truck maneuvering and improve safety a second access from Boones Ferry Road is being requested; resulting in the Hardship Variance. While the building area will decrease as part of the site's redevelopment the site will be more attractive aesthetically and to tenants through its improved layout and accessibility. The Hardship Variance is therefore consistent with Policy 6 as it is necessary for the redevelopment of an Industrial zoned parcel. Policy 7. Ensure access to commercial and industrial development is taken from the major collector or arterial street system except when public safety requires access to be provided from other streets. RESPONSE: The site abuts both a major collector and an arterial. Code requires access be taken from Pilkington Road, the major collector, only. This Hardship Variance requests a second shared access to Boones Ferry, the arterial. The comprehensive TIA conducted shows that there are few crashes associated with the existing Boones Ferry accesses, which are much larger and closer to the intersection. Additionally, a similar access exists on the adjacent Boones Ferry Crossing, LLC site across the Pilkington right-of-way and no significant safety issues were uncovered for that location. As there is an existing similar access that functions safely and the two larger Boones Ferry accesses on the development parcel function safely, the requested smaller shared access will Baysinger Partners Architecture Page 111 August 23, 2013 175 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance not pose a safety concern. The requested variance is therefore consistent with Policy 7. Policy 8. Prevent further expansion of"strip commercial development" Policy 9. Ensure neighborhood commercial areas are: a. Conveniently located and minimize the need for automobile travel; b. Developed at a scale and in character with the area to be served; and c. Consistent with applicable and adopted Neighborhood Plans. Policy 10. Designate the Downtown and Lake Grove Commercial Districts as the primary centers of general commercial activity in Lake Oswego. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road, a Major Arterial. The Variance does not involve"strip commercial development"; location or design of neighborhood commercial and is not in a designated Downtown or Lake Grove Commercial District. Policies 8, 9 and 10 therefore do not apply to the requested Hardship Variance. Policy 11. Require new commercial development, where possible, to develop joint street access, parking facilities, and pedestrian connections with other businesses to reduce land area requirements, traffic congestion, parking and safety problems. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road. The two phase, two-lane access will be shared with the abutting western parcel, Lot 4100, owned by MPD, LLC at the completion of both phases. The Hardship Variance is consistent with Policy 11 as it includes joint access with the abutting parcel. Policy 12. Place new utilities, and where possible existing utilities, within commercial and industrial districts, underground. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road and does not involve utilities. However, the redevelopment of the site associated with the Variance will place any new utilities and where possible, existing utilities underground. The requested Variance does not preclude the development from meeting the requirements to underground utilities; therefore, it is consistent with Policy 12. Policy 13. Direct commercial and through traffic, other than that generated from adjacent neighborhoods, away from local residential streets. RESPONSE: The project does not abut any residential streets. The two abutting rights-of- way are Boones Ferry Road, a Major Arterial, and Pilkington Road, a Major Collector. The comprehensive TIA conducted for this project found that approximately 50% of the site generated traffic would approach the site traveling west on Boones Ferry, 45% east on Boones Ferry and 5% north on Pilkington Road. While not adjacent to residential streets, the project is within approximately 204.67 feet of an adjacent residential zone found south along Pilkington Road. With only the code mandated single Pilkington access the traffic traveling east on Boones Ferry (45% of the site generated traffic) would require out-of-direction travel onto Pilkington Road to access the site. A single Pilkington access also requires all vehicles exiting the site use Pilkington Road and is expected to increase the existing congestion already present there. With a residential zone adjacent to Pilkington these impacts Baysinger Partners Architecture Page 112 August 23, 2013 176 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance will undoubtedly impact the zone and smaller residential side streets. Approval of the Hardship Variance will allow for all east bound traffic to access the site directly and provide an alternate exit, removing a significant amount of unnecessary traffic from Pilkington. The Hardship Variance would provide an enter and exit for nearly 45% of the site generated traffic keeping their trips to Boones Ferry where they originated and thus directing them way from Pilkington Road, the adjacent residential zone and any impacts to the local streets of that area. The Hardship Variance is therefore consistent with Policy 13. Policy 14. Ensure all industrial and commercial uses comply with local, state and federal environmental standards. RESPONSE: All of the proposed and prospective uses comply with local, state and federal environmental standards as illustrated in the included drawings and narratives. Approval of the Hardship Variance will not negatively impact the site or the uses' ability to continue to meet those standards. The Hardship Variance is therefore consistent with Policy 14. Recommended Action Measures • x. Work with owners and tenants of existing industrial and commercial areas and adjacent neighborhoods to develop specific area plans for these districts to address: o a. Existing and future public facility and services needs and transportation requirements; o b. Design quality and appearance of industrial uses; o c. Mitigation of impacts on surrounding uses; and, o d. Protection of natural resources. RESPONSE: The proposed project site is located within the Industrial Park Overlay District; there are no specific area plans in place for the development location. The proposed development meets all of the requirements of the Community Development Code, including the IP Overlay District, for design quality, appearance and compatibility; refer to the included narratives for detailed discussions. The proposed site is already developed and does not contain natural resources. The requested Hardship Variance for a shared access to Boones Ferry Road is in part a response to a demonstrated need to avoid impacting the existing transportation system. Section 50.06.003.1.c.iii of the Community Development Code requires that access for the proposed development be taken from Pilkington Road only and that the two existing accesses to Boones Ferry Road be closed. The included TIA demonstrates that a single Pilkington access will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on- site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. Additionally, property owner David Emami who owns the adjacent parcels east across the Pilkington right-of-way attended the required Neighborhood Meeting to express his concerns with the impacts a Pilkington access will have on his existing Pilkington access which already experience turning movement delays. The TIA finds a single Pilkington access would affect congestion, Baysinger Partners Architecture Page 113 August 23, 2013 177 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance queue and turning movement interactions negatively and these impacts would be lessened with approval of the shared Boones Ferry access. The requested access and Hardship Variance is consistent with Recommended Action Measure (x) as it addresses a transportation need of the surrounding system as well as concerns of the neighborhood and results in a development that is less impactful to both than the code required single access to Pilkington Road. Goal 10, Housing "To provide for the housing needs of citizens of the State." RESPONSE: The requested Hardship Variance is in conjunction with redevelopment of an existing industrial site. The Variance does not request a reduction in existing housing or the capacity of future housing within the City. This Goal is therefore not applicable to the requested Variance. Goal 11, Section 1: Public Safety Police and Fire Protection Goal 11, Section 2: Storm Water Management Goal 11, Section 3: Water Treatment and Delivery Goal 11, Section 4: Wastewater Collection and Treatment Goal 11, Section 5: Administrative and Government Services, Enemy, Communications, and Schools RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road and does not impact Police, Fire, Stormwater Management, Water Treatment and Delivery, Wastewater Collection and Treatment or Administrative and Government Services, Energy Service, Communications or Schools. Goal 11, Sections 1 through 5 are therefore not applicable to the requested Variance. Goal 12, Transportation "To provide and encourage a safe, convenient and economic transportation system" RESPONSE: A Traffic Impact Analysis conducted by certified traffic engineers, Kittelson and Associates, demonstrates that a single Pilkington access will have the following effects: it will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection; will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of- direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on-site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. A second access on Boones Ferry eliminates out-of- direction travel and greatly lessens all of the other impacts. Approval of the requested Hardship Variance for a shared access to Boones Ferry Road will improve the safety, convenience and economics of the existing transportation system over the code required single access to Pilkington Road. The Hardship Variance is therefore consistent with Goal 12. Sub Goal 1: Major Streets System Policy 1 The arterial and major collector street network shall be designed and maintained to service level "E" during peak hours. The design of the roadway system shall also take into consideration: Baysinger Partners Architecture Page 114 August 23, 2013 178 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance a. Balancing roadway size and scale with the need to provide efficient and safe transportation for all modes of travel, including bike, pedestrian and transit, c. Preserving community aesthetics by considering existing topography and vegetation. RESPONSE: The requested Hardship Variance will not alter any roadway size. The shared access is proposed at the common property line between the Goodwill owned parcel and the abutting western parcel. The proposed access will take into account existing topography and does not require the removal of any significant vegetation. The requested Variance is therefore in conformance with Goal 1, Policies la and lb. b. Giving preference to transportation projects that increase the efficiency, safety, design capacity or level of service of a transportation facility, without increasing corridor width; RESPONSE: A TIA conducted demonstrates that a single access on Pilkington will result in numerous negative impacts to Boones Ferry Road and Pilkington Road as well as their intersection. As noted in the TIA and narrative above a single access will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection; will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of- direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on-site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. Approval of a Boones Ferry access will allow for eliminate out-of-direction travel and greatly lessens all of the other impacts. While the requested Hardship Variance is for a private development's shared access to Boones Ferry Road and is not for a public transportation project, approval of the Variance will increasing the efficiency, safety and capacity of the existing system without requiring an increase in corridor width. Policy 2. Direct access onto major streets shall be controlled and consolidated over time through the development review process and the implementation of major street projects. RESPONSE: The requested Hardship Variance is for a shared access onto Boones Ferry Road. The access will be shared between the Goodwill parcel and the abutting western parcel owned by MDP, LLC. Currently the Goodwill parcel has 38.05% of its Boones Ferry frontage in two curb cuts. The MDP, LLC parcel has two additional curb cuts that account for approximately 28.56% of its Boones Ferry frontage. During construction of the Goodwill development current under Minor Development Review, Phase 1 of the access will be installed and will provide a single right-in only lane along the common property line. The two existing Boone Ferry accesses on the Goodwill parcel will be closed. The total amount of curb cut for the Goodwill parcel will be reduced to 4.97% of the frontage. At redevelopment of the MDP, LLC parcel in the near future Phase 2 of the Hardship access will be executed. During this phase the second lane of the access will be installed allowing for right-in and full egress movements. The MDP, LLC parcel will tie into the shared access and the two existing Boones Ferry accesses on the MDP, LLC parcel will closed. The total amount of curb cuts on Boone Ferry will be reduced from 32.52% to 4.14% (for both parcels combined) at the completion of the Phase 2. Approval of the Baysinger Partners Architecture Page 115 August 23, 2013 179 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Hardship Variance will consolidate existing access resulting in a significant reduction in the number and lineal feet of accesses on Boones Ferry Road, and provide a single access shared between two parcels. The Hardship Variance is therefore consistent with Policy 2. Policy 3. The major streets system shall consist of freeways, major and minor arterials and major collectors as described in Figures 16 & 17. RESPONSE: The requested Hardship Variance does not impact the classification of the abutting rights-of-way. This Policy therefore does not apply. Policy 4. Where residential neighborhoods are bisected by existing major streets, the impacts of traffic — noise, safety, aesthetics and air quality — shall be minimized by the following actions: a. Where feasible, traffic generated by new development, shall be routed to other available major streets that are not within or adjacent to residential uses. RESPONSE: The proposed project site is located at 17150 Boones Ferry Road and is in the southwest corner of the Boones Ferry and Pilkington Road intersection. The project site is zoned IP; however, approximately 204.67 feet south on Pilkington Road (south of the Rosewood Street right-of-way) an R-5 zoning district begins and extends the eastern length of Pilkington Road south to Lakeview Boulevard. The code currently requires a single access on Pilkington Road thus requiring all traffic (cars and trucks) associated with the development to utilize Pilkington Road. The included TIA finds that this single access will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on- site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. A second access on Boones Ferry allows for the elimination of out-of-direction travel onto Pilkington Road (nearly half the trips generated by the site) and greatly lessens all of the other impacts. With a residential zone approximately 204.67 feet south of the development site, the Hardship Variance is consistent with Policy 4 as it would lessen impacts on Pilkington Road by allowing access from another major road (Boones Ferry) which is not adjacent to the residential zone. b. Ensure that traffic generated by new land uses does not exceed the design capacity of the street system, or adversely affect adjoining neighborhoods. RESPONSE: A detailed Traffic Impact Analysis was conducted by certified Traffic Engineers, Kittelson and Associates, for the project and found that traffic generated by the proposed development will not exceed the design capacity of the street system. As described above, the code required scenario of a development with single access on Pilkington Road will affect the adjacent residential zone more adversely then the development with a second access to Boones Ferry. The requested Hardship Variance is therefore consistent with Policy 4b as it will less the impacts of the development on the street system and adjacent residential zone. Baysinger Partners Architecture Page 116 August 23, 2013 180 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance c. Provision of safe and efficient bicycle and pedestrian improvements to connect residential areas to other areas of the community. RESPONSE: The requested Hardship Variance does not include or affect the projects ability to provide efficient bicycle and pedestrian improvements. As part of the Minor Development Review associated with the site a right-of-way dedication and improvements, including bicycle lane will be installed. This Policy is not applicable to the requested Hardship Variance. d. Measures to physically re-orient residential areas away from major streets. This may include installation of major landscape elements such as landscaped buffers and tree plantings, and the development of neighborhood activity centers such as public open spaces, parks and community centers. RESPONSE: The requested Hardship Variance is not in regards to a Residential zone; therefore, this Policy does not apply. e. New commercial uses and neighborhood activity centers such as parks, schools and community centers shall provide direct, convenient access to and from adjacent residential areas to facilitate walking, bicycling and short auto trips. Measures shall be implemented to ensure that such routes do not attract or serve traffic from outside the neighborhood. RESPONSE: The Hardship Variance is for an access to a mixed commercial and industrial development that is approximately 204.67 feet north of the nearest residential zone along Pilkington Road. The associated development will provide a right- of-way dedication and construct a bicycle lane and sidewalk along the Pilkington frontage which provides direct and convenient access for walking and bicycling. The included TIA finds that nearly 45% of the site generated trips navigate to the site east bound on Boones Ferry Road. A single Pilkington access will require via out-of-direction travel on Pilkington Road for the entire 45% for entering and exiting. This not only impacts congestion on Pilkington but increases turning conflicts with pedestrians at the intersection; both of which impact walking and short auto trips from the adjacent residential zone. Approval of the Hardship Variance will allow for those 45% of trips to enter and exit from Boones Ferry; eliminating those unnecessary trips on Pilkington. This reduction of trips on Pilkington will lessen the projects impact on congestion and short auto trips from the adjacent residential zone. Approval of the Variance will not negatively impact the developments ability to provide direct, convenient pedestrian and bicycle facilities. The Hardship Variance is therefore consistent with Policy 4e. Policy 5. The City shall require the mitigation of negative impacts upon pedestrian and bicycle mobility, noise levels, safety, aesthetics and air quality when new residential development is located adjacent to major streets. Policy 6. The City shall consider the movement of freight within the City RESPONSE: The requested Hardship Variance is not related to a new residential development and is not related to the movement of freight; therefore, Policies 5 and 6 do not apply. Baysinger Partners Architecture Page 117 August 23, 2013 181 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Policy 7. Streets designated as Regional Streets on the Regional Transportation Plan, shall be designed with consideration of the following when reconstruction or retrofitting occurs: a. Promoting community livability by balancing all modes of transportation, b. Relating the street to the function and character of surrounding land uses; c. Controlling access to improve safety, function and appearance of streets and adjacent land uses. RESPONSE: The hardship variance does not propose reconstruction or retrofitting of any street; therefore, this criterion does not apply. Recommended Action Measures - Major Streets System i. a. Direct access to the major and minor arterial system is restricted except from existing platted lots, which may be allowed access when there is no feasible alternative. Feasible alternatives may include easements through adjacent properties to existing Residential or Neighborhood Collector Streets or shared access to the Major Street System. RESPONSE: The site abuts an arterial (Boones Ferry) and a collector (Pilkington) and can thus provide access to a non-arterial street; however, the comprehensive TIA conducted demonstrates limiting the development to a single access on Pilkington Road will be more detrimental to the transportation system and neighboring community than approval of the requested shared second access to Boones Ferry. The TIA concludes that a single access on Pilkington Road will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on- site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. A second access on Boones Ferry allows for the elimination of out-of-direction travel onto Pilkington Road (nearly half the trips generated by the site) and greatly lessens all of the other impacts. It should be noted that a similar access to Boones Ferry exists on a site of similar size directly across the Pilkington right-of-way (Boones Ferry Crossing, LLC). This parcel was granted a Boones Ferry access even though an alternate to Pilkington was available. The TIA conducted did not find a safety issue with either the existing accesses of the development site or the access of the Boones Ferry Crossing, LLC property. The proposed access will be smaller than either existing access on the development parcel and further from the intersection that those and the Boones Ferry Crossing access. It can clearly be inferred that the Hardship Variance, while requesting access to an arterial, will be less detrimental than the code mandated single Pilkington access and no less safe than any of the existing accesses. i.b. Whenever possible, properties shall develop access to major and minor arterials from frontage roads or side streets as opposed to direct access to a major street. Major arterials may be allowed to intersect every 1,000 Baysinger Partners Architecture Page 118 August 23, 2013 182 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance feet, and minor arterials every 600 feet, subject to an approved street plan. RESPONSE: The proposed Hardship Variance is for a shared access to Boones Ferry Road, a Major Arterial. The site currently has two accesses to Boones Ferry accounting for approximately 38.05% of that frontage. Approval of the shared access will reduce the Goodwill parcel's accesses to Boones Ferry from two to one and represent a 33.08% reduction in curb cut length. Phase 2 of the access, to be installed when the abutting western parcel redevelops in the near future, will allow for the closure of two additional accesses representing a 28.38% reduction in total curb cuts between the two parcels. The proposed development is requesting an access directly to Boones Ferry as a frontage road or side street could not be accommodated due to the limited size and unconventional peninsula shape of the Goodwill parcel. The site's area was further negatively impacted by a required dedication on Pilkington Road and two 20 foot street front setbacks. While the Goodwill parcel will have an access to Pilkington Road the included TIA demonstrates a single access to Pilkington Road will increase the overall volume-to-capacity ration of the Boones Ferry/Pilkington intersection; will increase queuing lengths at the intersection; will increase existing congestion on Pilkington Road; will require out-of-direction travel for nearly half of the site generated trips; out-of-direction travel will increase turning movement interactions with pedestrians at the intersection; will increase on-site queuing and congestion; and, will require all trucks to enter and exit via Pilkington which will further contribute to congestion and on-site queue increases. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. An example of a similar access to Boones Ferry can be found on the Boones Ferry Crossing, LLC development immediately north across the Pilkington right-of-way. This development is similar in acreage to that of the Goodwill and MDP, LLC sites, except it has nearly more than 3 times the building area as the proposed Goodwill development. The existing Boones Ferry Crossing, LLC development's access to Boones Ferry currently operates safely with a higher traffic demand due to its larger building areas; thus, a similar access serving less traffic on the Goodwill parcel would also operate safely. The Goodwill parcel is not able to provide access to a lower classification street through abutting properties as existing development and grades on abutting lots preclude it. As indicated above, the inclusion of a frontage road or side streets was physically not possible and a single access to Pilkington would be more detrimental to the transportation system and neighborhoods than approval of the access to Boones Ferry. The Hardship Variance is therefore consistent with Recommended Action (i.b). i.c. Controlled access may be allowed, subject to review, from major traffic generators, (e.g., shopping centers). When conditions warrant, common access at property lines shall be required to reduce the number of access points onto state highways and other major streets. RESPONSE: The proposed Hardship Variance is for a single, consolidated, shared access to Boones Ferry. At completion of Phase 1 the total curb cuts on the Goodwill parcel will be reduced from 38.05% of the frontage to 4.97%. The number of accesses will be reduced from two to one. At completion of Phase 2 the total curb cuts on both properties sharing the access will be reduced from Baysinger Partners Architecture Page 119 August 23, 2013 183 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance approximately 28.56% to 3.56%. The number of accesses will be reduced from four to two. As discussed through this narrative and in the comprehensive TIA, a single Pilkington access will be more detrimental to the transit system and surrounding neighborhoods than allowing a shared access to Boones Ferry. The Hardship Variance is consistent with Recommended Action Measure (i.c) as the included TIA demonstrates conditions warrant an access to Boones Ferry and the access proposed is shared access at a property line. i.d. Increased building setbacks shall be required when it is determined that frontage roads, and/or combined access points are required. RESPONSE: The proposed development associated with the Hardship Variance is required to provide a 20 feet street front setback along both abutting rights-of-way. A Variance to allow canopies and architectural elements to encroach two feet into the Boones Ferry setback is requested with the Minor Development application. The encroachment of the canopies and elements will not negatively impact clear vision areas or sightlines associated with the Hardship Variance's shared access due to their slim profile (architectural elements) and height above grade (canopies). The shape and size of the Goodwill parcel precludes a frontage road. The proposed development meets all clear vision and sightline requirements at the proposed shared access therefore additional setbacks beyond the generous 20 feet minimum already required by Table 50.04.001-14 are not warranted. The requested Hardship Variance is consistent with Recommended Action Measure (i.d). i.e. Direct access to major collectors is discouraged except when there is no practical access from local streets or neighborhood collectors. RESPONSE: The project site abuts a Major Arterial, Boones Ferry Road, to the north and a Major Collector, Pilkington Road, to the east. The project site does not abut a local street or neighborhood collector; therefore, access to the Major Collector is required. The requested Hardship Variance is for a second shared access to Boones Ferry Road. The project will include an access to a Major Collector as no practical access to local streets or neighborhood collectors is available. i.f. To reduce travel on major streets, encourage travel connections between adjacent developments. RESPONSE: The requested Hardship Variance is for a shared access with the abutting western parcel onto Boones Ferry Road, a Major Arterial. The installation of the access will occur in two Phases. Phase 1 will install a single right-in lane as part of the Goodwill development. Phase 2 will install the remaining lane and establish right-in and full egress movements. Phase 2 of the access would commence with the future redevelopment of the abutting MDP, LLC property. At the time of redevelopment the MDP, LLC property would tie into and share the access. The included TIA demonstrates that a Boones Ferry access will allow for the elimination of out-of-direction travel and provide the following mitigation measures over a single Pilkington access: it will reduce the overall volume-to- capacity ration of the Boones Ferry/Pilkington intersection; will reduce queuing lengths at the intersection; will minimize the impact on Pilkington Road congestion; will minimize on-site queuing and congestion. These direct impacts can translate into several secondary impacts such as decreased safety, increased pollution and increased noise. Phase 2 of the access will Baysinger Partners Architecture Page 120 August 23, 2013 184 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance allow vehicular movements between the Goodwill development and the MDP, LLC property. The Hardship Variance is consistent with Recommended Action Measure (i.f) as both phases of its installation will minimize impacts on major streets versus the code required single Pilkington access. i.g. Require consolidation and closure of driveways onto the major streets system over time if access spacing guidelines in Figure 16 are exceeded and when implementing major street capital projects. RESPONSE: The requested Hardship Variance is for a shared access onto Boones Ferry Road. The access will be shared between the Goodwill parcel and the abutting western parcel owned by MDP, LLC. Currently the Goodwill parcel has 38.05% of its Boones Ferry frontage in two curb cuts. The MDP, LLC parcel has two additional curb cuts that account for approximately 28.56% of its Boones Ferry frontage. During construction of the Goodwill development, Phase 1 of the access will be installed and will provide a single right-in only lane along the common property line. The two existing Boone Ferry accesses on Goodwill parcel will be closed. The total amount of curb cut for the Goodwill parcel will be reduced to 4.97% of the frontage. Phase 2 of the access will be executed during redevelopment of the MDP, LLC property. During this phase the second lane of the Hardship access will be installed allowing for full turning movements, the MDP, LLC parcel will tie into the shared access and the two existing Boones Ferry access on the MDP, LLC parcel will closed. The total amount of curb cuts on Boone Ferry will be reduced from 32.52% to 4.14% (for both parcels combines) at the completion of the Phase 2. Approval of the Hardship Variance will not only result in a significant reduction in the number and lineal feet of accesses on Boones Ferry Road, but, it will also consolidate accesses into a single access shared between abutting parcels. The Hardship Variance is therefore consistent with Recommended Action Measure (i.g). ii. The Metro publication "Creating Livable Streets" will be a resource for street design for those streets shown as "Regional" on the Regional Transportation Plan. iii. Develop specific types of traffic calming measures to be applied to Major Collector Streets for the purposes of improving safety and aesthetics while maintaining mobility. Criteria for selection of streets on which to apply traffic calming measures should also be developed. RESPONSE: While this is a City directed policy, the proposed Hardship Variance proposes a measure (access to Boones Ferry) that will minimize the impact of the development on Pilkington Road as compared to the code mandated single Pilkington access. The Hardship Variance is therefore consistent with Recommended Action Measures (ii and iii) as the minimization of impacts will improve safety and aesthetics while maintaining mobility. Sub Goal 2: Inter-Governmental Coordination "Lake Oswego's transportation system shall be planned, developed and operated in a coordinated manner with other state, regional and local transportation providers." RESPONSE: The requested Hardship Variance is in response to LOC Section 50.06.003.1.c.iii which denies all access to an arterial and does not include Baysinger Partners Architecture Page 121 August 23, 2013 185 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance provisions for city staff to consider other access options (even when data such as safety and transportation impacts support such) without a Hardship Variance. A similar restriction of access to arterials was most notoriously found when dealing with arterials under the Oregon Department of Transportation's (ODOT) jurisdiction. Architects, Planners, Developers and Traffic Engineers alike can recall when permitting an access to an ODOT arterial was all but impossible; however, ODOT has recently changed their code provisions in regards to accesses after realizing it was negatively impacting the economics of many areas along their roadways. The new policies on accesses are summarized under a two page informational brochure (included as Exhibit 2 of this narrative) titled "Change of Use". This brochure states, "ODOT rarely closes an existing highway connection when a change of use occurs. We can usually find ways to improve existing connections through a collaborative process so that access can safely remain in use." It goes on to state that to evaluate an access they first use a process called "Moving in the Direction of Conformity Collaborative Process". The section discussing this process says, "State law identifies incremental changes considered to 'Move in the Direction of'conformity with current standards: • Reduce the net number of highway connections; or • Improve the distance between highway connections; or • Improve sight distance on the highway or at the connection; or • Widen an existing connection for truck turning radius requirements; or • Widen an existing connection to add driveway exit lanes; or • Narrow an existing connection to provide the appropriate number of entry and exit lanes required for the property use; or • Design the driveway connection to move vehicles more efficiently to and from the adjacent highway" The proposed Hardship Variance is requesting a single right-in, left-out, right- out, two lane access onto Boones Ferry to be shared with the abutting western parcel. The first phase of the access will install a single right-in only lane and close the two existing curb cuts onto Boones Ferry which account for approximately 38.05% of the frontage; representing a reduction in curb cuts on Boones Ferry of 33.08%. Phase 2 of the access, to commence at redevelopment of the abutting parcel in the near future, will install the second lane and open the access to exiting as well as connection with the abutting western parcel. At that time, the two existing Boones Ferry accesses of the abutting parcel will also be closed. At completion of Phase 2, four accesses will have been closed, representing closure of approximately 91.25 lineal feet of existing curb cut. The new shared access will be approximately 283.75 feet from the Boones Ferry intersection as compared to 112,93 feet and 243.68 feet of the existing accesses. The proposed Boones Ferry access meets ODOT's "Moving in the Direction of" conformity standards as it reduces the net number of highway connections, improves the distance between highway connections and improves sight distance on the highway at the connection. The Hardship Variance requested is therefore consistent with ODOT standards and the incremental changes identified by state law. While this application does not seek to modify the text of the LOC, in particular Section 50.06.003.i.c.iii, approval of the requested variance is supported by Sub-Goal 2 as it represents the City's developing and Baysinger Partners Architecture Page 122 August 23, 2013 186 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance operating the transportation system in a coordinated manner with other state, regional and local transportation providers. Sub Goal 3: Neighborhood Collectors and Local Residential Streets "Lake Oswego shall develop a system of neighborhood collectors and local residential streets which preserves the quiet, privacy and safety of neighborhood living and which has adequate, but not excessive capacity, necessary to accommodate planned land uses." RESPONSE: The project site abuts an arterial (Boones Ferry) and a major collector (Pilkington). It does not abut a neighborhood collector or a local street; therefore, this criterion does not apply. Sub Goal 4: Land use &Transportation Relationships Policy 1. The City shall use the following criteria when reviewing proposals for new street development or for improvements to the existing system Policy 2. The costs of mitigation of the negative impacts (reduced safety and aesthetics, increased noise, reduced bicycle and pedestrian mobility), resulting from street improvements needed to serve a specific development, shall be paid for by the developer of the property. Policy 3. The City shall provide for an ongoing transportation planning program. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road. The Variance and Minor Development it is associated with do not include a proposal for new streets. The Minor Development will include a dedication and right-of-way improvements to Pilkington Road; however, this has no impact on the requested Hardship Variance. Policy 1 is therefore not applicable to the Hardship Variance. The installation costs for Phase 1 of the requested Boones Ferry access will be paid for by Goodwill Industries. The installation costs for Phase 2 of the Boones Ferry access will be paid for by MDP, LLC when their property redevelops in the near future. The requested Hardship Variance is therefore consistent with Policy 2. Policy 3 is not applicable as it relates to City obligations and this is not a City initiated request. Policy 4. The City shall require that a proposed increase in land use intensity be accompanied by a detailed traffic analysis, using current information, which finds that existing streets and intersections both on and off site will accommodate the projected traffic increases, or; necessary improvements can be constructed which are in conformance with the Comprehensive Plan Transportation Map. Mitigation of negative impacts (noise, aesthetics, safety, bicycle and pedestrian mobility) shall be paid for by the developer of the property. RESPONSE: A comprehensive Traffic Impact Analysis was conducted by registered Traffic Engineers, Kittelson and Associates for the requested Hardship Variance and associated Minor Development Review; refer to the submitted TIA. The TIA indicates finds that all streets and intersections can accommodate the projected traffic increase. However, it found the implications of single driveway on Pilkington to be an increase in overall volume-to-capacity ration for the Boones Ferry/Pilkington intersection; an increase in queue lengths; existing congestion on Pilkington would increase; half of the site-generated Baysinger Partners Architecture W > e 123 August 23, 2013 187 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance trips would require out-of-direction travel to access the site; out-of-direction travel would increase trips through the intersection and increase turning interacting with pedestrians; and, all trucks would be required to enter and exit from Pilkington further impacting congestion on Pilkington, require more maneuvering area on-site, increase vehicle/truck interactions on-site. The unnecessary out-of-direction travel, increase in congestion, decrease in pedestrian safety result in direct impacts to the transportation system and adjacent land uses. Approval of the Hardship Variance will allow for the elimination of out-of-direction travel and mitigate all other effects of the development on Pilkington Road. The Hardship Variance is therefore consistent with Policy 4. Policy 5. A change in the functional classification of any road or street in the Urban Services Boundary or the development of any new arterial or collector, shall require an amendment to the Lake Oswego Comprehensive Transportation System Plan. Policy 6. The City shall require dedication of right-of-way for transportation facilities as a condition of development approval Policy 7. Allow property owners to realize tax benefits when right-of-way, not required as a condition of development approval, is dedicated for roadways, pedestrian and bicycle paths. Policy 8. Lake Oswego shall develop and maintain an up-to-date transportation system development charge which shall prevent existing residents from subsidizing the cost of any new development. RESPONSE: The requested Hardship Variance does not include a change in classification of any road or street; therefore, Policy 5 is not applicable. The associated Minor Development will include a dedication along Pilkington Road; however, the requested Hardship Variance is in regards to an access on Boones Ferry Road. The requested Hardship Variance does not include or require a dedication of right-of-way; therefore, Policies 6 and 7 are not applicable. The Minor Development Associated with the Hardship Variance will pay all applicable Transportation SDC fees; therefore, the Hardship and associated development is consistent with Policy 8. Policy 9. The City shall, for all development projects, evaluate the adequacy of all transportation modes, to, from, and within the development site. The City shall ensure that: a. The design and location of driveways provides for safe and efficient property access and does not interfere with the safe flow of traffic or degrade the design capacity and adjacent streets; and RESPONSE: The included comprehensive TIA finds that the location of both proposed accesses provide adequate site distance and clear vision meeting the current requirements of AASHTO reference manual. The Boones Ferry access of the Hardship Variance will consolidate two large curb cuts and relocate the single consolidated, shared access further from the Boones Ferry/Pilkington intersection that existing curbs, improving safety. The Boones Ferry access will be right-in and full exiting. The right-in is easily accommodated and the Baysinger Partners Architecture Page 124 August 23, 2013 188 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance left turn existing is enabled with by the existing center turn lane on Boones Ferry Road. The Hardship Variance is therefore consistent with Policy 9. b. Alternative transportation modes have been provided for, such as public transit, bicycling and walking. RESPONSE: The requested Hardship Variance is for a vehicular related access and does not include public transit, bicycle and walking facilities. Approval of the Hardship Variance will not negatively impact the associated Minor Development's ability to provide for transit, bicycle and walking amenities. The Hardship Variance is therefore consistent with Policy 9b. Policy 10. The City shall require new development, through building and site design measures, to address the needs of the disabled and those who utilize alternative transportation modes such as van and car- pools, bicycles, public transit and walking. RESPONSE: The requested Hardship Variance is for a vehicular related access. Approval of the Hardship Variance will not negatively impact the associated Minor Development's ability to address the needs of the disabled or those who utilize alternative transportation modes. The Hardship Variance is therefore consistent with Policy 10. Policy 11. The City's transportation planning efforts shall consider and promote energy conservation and enhancement of air quality. RESPONSE: Approval of the requested variance will allow for elimination of out-of- direction travel for 45% of the site generated traffic that is required with a single Pilkington access. Reduction in distances traveled reduces fuel usage, emissions and noise; all of which promote energy conservation and enhancement of air quality. The Hardship Variance is therefore consistent with Policy 11. Policy 12. The City shall oppose construction of a new Willamette River Bridge that allows automobile traffic within the Lake Oswego Urban Services Boundary because of negative impacts. Policy 13. The City shall, in conjunction with the neighborhoods, promote the safe and convenient use of walking and bicycling as viable transportation alternatives. RESPONSE: The requested Hardship Variance does not include a new Willamette River Bridge proposal; therefore Policy 12 is not applicable. The Minor Development associated with the Hardship Variance includes safe and convenient pathways for pedestrians and bicyclists. Approval of the Hardship Variance does not negatively impact the developments ability to provide safe and convenient bicycle and pedestrian access; therefore the Hardship Variance is consistent with Policy 13. Policy 14. Require building and parking placement for new development to be supportive of pedestrian, bicycle and transit users RESPONSE: The requested Hardship Variance is for a shared access on Boones Ferry which will consolidate four existing accesses into one at the completion of both phases of installation. The shared access to Boones Ferry allows not only vehicular access from Boones Ferry but more importantly truck service to the Goodwill building from Boones Ferry. With the Boones Ferry access trucks can Baysinger Partners Architecture Pa 9e 125 August 23, 2013 189 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance ingress from Boones Ferry and access the docks of the Goodwill building without maneuvering through the internal on-site parking lot. This not only minimize land area used for truck maneuvering it also separates truck traffic from vehicular and pedestrian traffic to the greatest degree possible on such a small parcel. Trucks leaving the site would then egress directly to Pilkington Road. Denial of the Hardship Variance would result in a required redesign of the site to accommodate the additional area needed for truck maneuvering. This increased maneuvering area would not only impact the placement of buildings and pedestrian walkways, but, would also require that all trucks circulate within the parking field providing more opportunities for truck and vehicle and truck and pedestrian conflicts. Additionally, denial of the Variance will result in all traffic entering and existing through the Pilkington Road access. As part of the associated Minor Development a dedication and right-of-way improvement, including new bicycle lane, will be installed on Pilkington Road for the length of the Goodwill frontage. Denial of the Variance will result in increased traffic on Pilkington which will lead to more vehicular and bicycle interactions. The requested Hardship Variance is therefore supportive of pedestrian, bicycle and transit users and is consistent with Policy 14. Sub Goal 5: Transportation Demand Management "Lake Oswego shall develop strategies and implement programs that reduce the number of automobiles traveling in Lake Oswego, especially during peak morning and evening traffic hours." Sub Goal 6: Walking "The City shall provide a continuous citywide network of safe and convenient walkways that promotes walking as a mode of travel for short trips." Sub Goal 7: Bicycling "The City shall provide a network of safe and convenient bikeways integrated with other transportation modes to increase modal share of bicycle transportation for all trip purposes." Sub Goal 8: Transit System "The City shall encourage transit ridership by working with Metro, Tri-Met, and ODOT to develop a transit system which is fast, comfortable, accessible and economical through development of land use patterns, development design standards and street and pedestrian/bikeway improvements which support transit." Sub Goal 9: Commercial Rail and Water Transport "Lake Oswego shall work with commercial rail and water transportation providers and associated regulatory agencies to ensure their activities are safe and compatible with the City's transportation system." Sub Goal 10: Citizen Involvement "Lake Oswego shall ensure that opportunities are provided for citizen involvement in decisions affecting the City's transportation system." Sub Goal 11: Parkina "Adequate on-site parking and loading facilities shall be provided for all land uses." RESPONSE: Sub Goals 5 through 11 are related to City initiated actions and therefore are not applicable to the requested Hardship Variance. Baysinger Partners Architecture Page 126 August 23, 2013 190 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Goal 13 Enerav Conservation "Land and uses developed on the land shall be managed and controlled so as to maximize the conservation of all forms of energy, based on sound economic principles." Policies 1 through 4 and 6 through 8 RESPONSE: Policies 1 through 4 and 6 through 8 are not applicable to the requested Hardship Variance for a shared access to Boones Ferry Road. Policy 5. Promote energy efficiency through site planning for all types of development including residential subdivisions, multi-family, commercial and industrial projects. RESPONSE: Approval of the requested variance will allow for elimination of out-of- direction travel for 45% of the site generated traffic that is required with a single Pilkington access. Reduction in distances traveled reduces fuel usage, emissions and noise; all of which promote energy conservation and enhancement of air quality. The Hardship Variance is therefore consistent with Policy 5. Goal 14 Urbanization "To provide for an orderly and efficient transition from rural to urban land use." RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road as part of a redevelopment on existing Industrial zoned land. Goal 14 is not applicable to the requested Hardship Variance. Goal 15 Willamette River Greenwav - doesn't apply to proposal "To protect, conserve, enhance and maintain the natural, scenic, historical, agricultural, economic and recreational qualities of lands along the Willamette River as the Willamette River Greenway." RESPONSE: The requested Variance and associated development is not located along the Willamette River; therefore, Goal 15 is not applicable. Special District Plans Goals and Policies: Lake Grove Goal 1: Citizen Involvement RESPONSE: The proposed Hardship Variance is included with an application for a Minor Development. This process required a Neighborhood Meeting, provides noticing to surrounding property owners of the proposed development after application, includes a public Hearing before the Design Review Commission and provides an appeal period after approval. These procedures will afford an opportunity for public comment. The requested variance is consistent with Goal 1. Goal 5: Open Spaces, Scenic and Historic Resources and Natural Resources "Preserve Lake Grove Neighborhood's natural resources and wooded character." RESPONSE: The requested Hardship Variance is for a shared access onto Boones Ferry Road, a Major Arterial. The proposed project site does not contain Fish or Wildlife Habitat area, a Stream Corridor, Wetlands, Sensitive Lands or Historic Baysinger Partners Architecture Page 127 August 23, 2013 191 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance and Cultural Resources. The proposed access does not negatively impact existing vegetation or the ability for the proposed redevelopment of the site to provide code compliant landscaping and open space. The site is also not located near or on Oswego Lake. The proposed variance therefore is consistent with all sections of Goal 5. Goal 9: Economic Development/Commercial Lands "Promote policies and actions which support the viability of the Lake Grove Commercial District and its ability to provide goods and services to area residents and businesses in an innovative manner compatible with the character of surrounding residential neighborhoods." Policy 1. Ensure that future improvements to Boones Ferry Road maintain or improve safe access to area businesses for the automobile, transit, pedestrians and bicyclists, while maintaining the function and character of adjacent neighborhood collectors and local residential streets. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road, a Major Arterial. The site currently has two accesses to Boones Ferry accounting for approximately 38.05% of its Boones Ferry frontage. Approval of the shared access will reduce the Goodwill parcel's curb cuts on Boones Ferry from two to one and represent a 33.08% reduction in curb cut length. Phase 2 of the access, to be installed when the abutting western parcel redevelops in the near future, will result in the closure of two additional accesses representing a 28.38% reduction in total curb cuts between the two parcels. The requested Variance would therefore consolidate accesses and reduce the total curb cuts on Boones Ferry to a single 26 feet access shared between two parcels. The comprehensive TIA conducted for this development demonstrates that prohibiting an access on Boones Ferry will increase overall volume-to-capacity ration for the Boones Ferry/Pilkington intersection; increase queue lengths; existing congestion on Pilkington will increase; half of the site-generated trips will require out-of-direction travel to access the site; out-of-direction travel will increase trips through the intersection and increase turning interacting with pedestrians; and, all trucks will be required to enter and exit from Pilkington further impacting congestion on Pilkington, require more maneuvering area on-site, increase vehicle/truck interactions on-site. The unnecessary out-of-direction travel, increase in congestion, decrease in pedestrian safety result in direct impacts to the transportation system and adjacent land uses. The requested Hardship Variance will therefore maintain and improve safe access to area businesses by allowing for the elimination of out-of-direction travel and reduction in congestion. Approval of the Variance will not negatively impact the development's ability to provide safe and convenient transit, pedestrian and bicycle related amenities. Closure and consolidation of accesses and total curb cuts on Boones Ferry to the single shared access will reduce opportunities for vehicle and bicycle and vehicle and pedestrian interactions significantly improving safety yet maintaining and improving safe access for vehicular traffic to two parcels. The requested Hardship Variance is therefore consistent with Policy 1. Policy 2. Minimize the number of driveway access points to Boones Ferry Road through use of wide consolidated Baysinger Partners Architecture Page 128 August 23, 2013 192 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance driveways of sufficient width to allow simultaneous ingress and egress. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road, a Major Arterial. The site currently has two accesses to Boones Ferry accounting for approximately 38.05% of its Boones Ferry frontage. Approval of the shared access will reduce the Goodwill parcel's cut buts on Boones Ferry from two to one and represent a 33.08% reduction in curb cut length. Phase 2 of the access, to be installed when the abutting western parcel redevelops in the near future, will result in the closure of two additional accesses representing a 28.38% reduction in total curb cuts between the two parcels. The requested Variance would therefore consolidate accesses and reduce the total curb cuts on Boones Ferry to a single 26 feet access shared between two parcels. The requested Variance is consistent with Policy 2 as it consolidates the number of access points, significantly reduces total curb cub lengths and provides a single shared drive of the minimum width required for safe truck turning movements (26 feet). The requested Variance is therefore consistent with Policy 2. Policy 3. Provide opportunities for mixed-use development to occur in the Lake Grove Commercial District whereby multi-story buildings would accommodate businesses on the ground floor and residential units above. Policy 4. Do not allow new drive-in or drive-through food service windows in the Lake Grove Business District. Policy 5. Ensure the design quality of future development in the Lake Grove Commercial District by enacting land use and design regulations which enhance the district's existing built environment and positive design qualities and which also provide the opportunity for a variety of architectural design, and building types and sizes, including variations in setbacks, height, bulk and scale, which are consistent with these characteristics. RESPONSE: The proposed development is not within the Lake Grove Commercial District or the Lake Grove Business District; therefore, Policies 3, 4 and 5 is not applicable. Policy 6. New commercial development shall protect existing natural resources, including significant vegetation, to the extent possible through implementation of approved protection plans. Significant vegetation which is removed, including trees, and especially mature Douglas Firs, shall be replaced consistent with approved landscape plans. New trees shall be installed whenever possible along streets, pedestrian ways, building setbacks and within public places. ESPONSE: The requested Hardship Variance will not negatively affect existing natural resources; therefore, Policy 6 is not applicable. Policy 7. New commercial and multi-family development shall provide landscape buffering and screening between differing land uses to enhance aesthetic quality and mitigate visual and operational impacts RESPONSE: The requested Hardship Variance will not negatively impact the associated Minor Development's ability to provide landscape buffering and screening Baysinger Partners Architecture Page 129 August 23, 2013 193 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance between differing land uses; therefore, the Hardship Variance is consistent with Policy 7. Policy 8. Ensure that the design of new commercial development and required public improvements contribute to the development of a safe and efficient transit and pedestrian environment within the Lake Grove Commercial District. RESPONSE: The proposed development is not within the Lake Grove Commercial District or the Lake Grove Business District; therefore, Policies 8 is not applicable. Policy 9. Ensure that land use regulations foster compatibility between new and existing commercial and multi-family development and with surrounding residential neighborhoods through measures such as: i. Outdoor lighting controls; ii. Separating noise sources from adjacent noise sensitive uses; iii. Containment and screening of trash collection areas; iv. Utilizing setbacks, buffering and screening to mitigate the visual and operational impacts of outdoor storage areas and other outdoor activities; v. Enforcement of prior conditions of development approval per LOC 48.02.055 - 48.02.075 Policy 10. Prevent and abate nuisance situations, such as excess noise, unconfined garbage and light spillover, through enforcement of the nuisance provisions of the Lake Oswego Code RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road. The nearest residentially zoned parcels to the project are more than 204.67 feet south across the Pilkington Road right-of-way and more than 350 feet north and northeast across the Boones Ferry right-of-way. The requested access does not negatively impact lighting, trash, landscaping, or buffering and screening. The TIA conducted found that limiting the site to a single access on Pilkington Road will increase the congestion already found on Pilkington Road. With no access on Boones Ferry nearly 45% of the traffic to the site is required out-of-direction travel onto Pilkington to access the site. Additionally, all traffic (vehicles and trucks) are required to enter and exit via the a single access. Approval of the Boones Ferry access will allow for all out- of-direction travel to be eliminated and allow vehicles another option for exiting; both of which greatly lessen the site's impact on Pilkington Road. The TIA demonstrates that approval of the requested Variance will positively impact nearby neighborhoods through a reduction of traffic on Pilkington Road and through convenient and direct access from Boones Ferry in comparison to the code required single access on Pilkington Road. The requested Variance will therefore foster compatibility between the proposed development and existing surrounding residential neighborhoods and is consistent with Policies 9. Policy 10 is not applicable to the requested Boones Ferry Hardship Variance request. Baysinger Partners Architecture Page 30 August 23, 2013 194 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Policy 11. Do not expand the eastern/southeastern boundary of the Lake Grove Commercial District as shown by Figure 23 and generally described as running from the City limits existing at the time of this policy's adoption, beginning at the southeast corner of 16480 Lower Boones Ferry Road (TL 2600-21E7DD) and ending at the southerly right-of-way boundary of Spring Lane, which corresponds to the northern boundary of (TL 300-21E8BA). Policy 12. Control and license home businesses within the residential zones of the Lake Grove Neighborhood to ensure they will not increase traffic and noise or disrupt in any other way the livability of the residential area. RESPONSE: The requested Hardship Variance does not propose to expand the bounds of the Lake Grove Commercial District. The Variance does not pertain to home businesses. Policies 11 and 12 therefore are not applicable. Goal 10: Housing/Residential Lands "Preserve the livability and aesthetic character of Lake Grove's Residential Neighborhoods." RESPONSE: The requested Variance is associated with the redevelopment of an Industrial zoned parcel and does not include housing construction. Goal 10 is therefore not applicable. Goal 11: Public Facilities and Services Police and Fire Protection, Surface Water Management, Water Treatment and Delivery, Sanitary Sewer, Private Utilities and Schools RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road and does not impact Police, Fire, Stormwater Management, Water Treatment and Delivery, Wastewater Collection and Treatment or Administrative and Government Services, Energy Service, Communications or Schools. Goal 11 is therefore not applicable to the requested Variance. Goal 12: Transportation "The ability of Boones Ferry Road to accommodate future traffic and provide needed access to area businesses is an important element of this Plan Chapter." Policy 1. Maintain the small scale "country lane" character of Lake Grove Neighborhood's local residential streets and neighborhood collectors. Policy 2. Where appropriate, utilize traffic management devices to prevent speeding and discourage cut through traffic on local residential streets and neighborhood collectors. RESPONSE: The site associated with the requested Hardship Variance does not abut a local residential street or neighborhood collector; therefore, Policies 1 and 2 do not apply. Policy 3. Construct improvements on Bryant Road, Boones Ferry Road and Kruse Way to ensure their ability to function Baysinger Partners Architecture Page 131 August 23, 2013 195 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance as major streets and to prevent traffic diversion onto neighborhood collectors and local residential streets. RESPONSE: Boones Ferry Road is a fully improved road with adequate right-of-way width. The cross section of Boones Ferry includes a center turn lane which enables safe exiting from the existing curb cuts on Boones Ferry. The proposed Hardship Variance will reduce the amount of curb cuts and moving the access further from the intersection. The center turn lane will continue to provide safe exiting from the requested consolidated, shared access. The Hardship Variance is therefore consistent with Policy 3. Policy 4. Do not widen Boones Ferry Road for automobile travel lanes or related improvements which would have negative impacts on adjacent commercial land uses such as removal of buildings, pedestrian facilities or parking. Future transportation improvements shall be executed as part of a comprehensive transportation study of Boones Ferry Road to balance automobile access with the need to maintain existing land use patterns and develop a comfortable and safe pedestrian shopping environment. RESPONSE: The requested Hardship Variance does not include widening of Boones Ferry Road. The Variance would close and consolidate existing curb cuts and accesses on Boones Ferry to a single shared 26 feet wide access. The TIA demonstrates that a single Pilkington access will require out-of-direction travel for approximately 45% of the trips to the site. This will increase the turning movement interaction between pedestrians at the intersection. Approval of the Hardship Variance will reduce curb cuts and allow for elimination of out-of-direction travel, both of which reduce the opportunity for pedestrian and vehicle interactions along the development frontage and at the intersection; thereby improving the safety and comfort of the Boones Ferry pedestrian environment. The requested Hardship Variance is therefore consistent with Policy 4. Policy 5. Ensure the ability to walk and bike safely throughout the neighborhood by providing, where practicable, bicycle and pedestrian facilities: a. On, at the minimum, one side of all neighborhood collectors and other selected local streets, and; b. On both sides of major streets (arterials and major collectors). RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road. Boones Ferry Road was recently improved and has bicycle lanes and sidewalks on both sides of the right-of-way. The Minor Development associated with the requested Variance does not require dedication or right-of-way improvements on Boones Ferry as existing conditions are adequate. The requested Variance will close and consolidate existing vehicular accesses on Boones Ferry thereby reducing the opportunity for vehicular and bicycle and vehicular and pedestrian interactions. Approval of the Boones Ferry access will allow for elimination of out-of-direction travel and turning conflicts with pedestrians at the intersection that are associated with it further improving pedestrian safety. The requested Variance is safer for walking and bicycle safely along the Boones Ferry frontage and at the intersection versus the code mandated single Pilkington access; therefore, the Hardship Variance is consistent with the intent of Policy 5. Baysinger Partners Architecture Page 132 August 23, 2013 196 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance Policy 6. Provide neighborhood residents, business owners, employees and customers greater access to public transit service. RESPONSE: The site is already served with transit service. Policy 6 is not applicable. Policy 7. Reinforce the positive and mitigate the potentially negative impacts of the future use of the existing railroad right-of-way (old Red Electric Railroad) as a commuter rail facility on the Lake Grove Neighborhood, RESPONSE: The requested Hardship Variance and associated development does not involve the existing railroad right-of-way; therefore, this criterion is not applicable. Policy 8. Where practicable require that new development develop shared access to Boones Ferry Road through use of wide consolidated driveways of sufficient width to allow simultaneous ingress and egress and shared parking facilities. RESPONSE: The requested Hardship Variance is for a shared access to Boones Ferry Road, a Major Arterial. The site currently has two accesses to Boones Ferry accounting for approximately 38.05% of its Boones Ferry frontage. Approval of the shared access will reduce the Goodwill parcel's accesses to Boones Ferry from two to one and represent a 33.08% reduction in curb cut length. Phase 2 of the access, to be installed when the abutting western parcel redevelops in the near future, will result in the closure of two additional accesses representing a 28.38% reduction in total curb cuts between the two parcels. The requested Variance would therefore consolidate accesses and reduce the total curb cuts on Boones Ferry to a single 26 feet access shared between two parcels. The requested Variance is consistent with Policy 2 as it consolidates the number of access points, significantly reduces total curb cub lengths and provides a single shared drive of the minimum width required for safe truck turning movements (26 feet). The requested Variance is therefore consistent with Policy 8. b. Hardship Variance Factors and Considerations In evaluating whether a particular request is to be granted, the granting authority shall consider the following, together with any other relevant facts or circumstances: (1) Relevant factors to be considered in determining whether a hardship exists include: (a) Physical circumstances related to the piece of property involved RESPONSE: As discussed above, the development site is small (44,171 square feet) and an unconventional peninsula shape which negatively impacts feasible site layouts. A required 8 feet right-of-way dedication along Pilkington Road removed another 1,995 square feet of site area bringing the total usable land area to 42,176 square feet. The site was further impacted by two required, intersecting, 20 foot street setbacks which resulted in a large triangular area at the intersection of Pilkington and Boones Ferry whose shape and size prohibits construction of functional building or parking and maneuvering Baysinger Partners Architecture Page 33 August 23, 2013 197 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance areas. This area was rendered suitable for only landscaping and drainage purposes. The cumulative impacts of these factors were a challenge to overcome in order to provide quality, attractive building area and code compliant parking and maneuvering areas. Due to the considerable amount of area needed for on-site truck maneuvering the most feasible site plan requires an access to Boones Ferry in order to minimize truck maneuvering areas. Without a Boones Ferry access, the area required for on-site truck maneuvering will increase greatly requiring not only a redesign of the site, but, a loss of building area and/or parking; an economic impact that could be insurmountable as a prime pad site such as this relies on direct and convenient access from Major Arterials and adequate building area for lease- ability and viability. (b) Whether a reasonable use similar to like properties can be made of the property without the variance RESPONSE: As discussed in Section 50.08.003.3.a.iii of this narrative, the code does not define the term "reasonable use". The industry standard for the "reasonable use" of a site is based on the amount of building coverage or building area to parking ratio. A site, such as this one, adjacent to a Major Arterial and at the intersection of two major streets is considered a prime pad site due to its visibility and accessibility. These sites cost more to purchase, but, typically bring higher return rates on leases due to its visibility and accessibility. The industry standard for"reasonable use" of an unconventionally shaped prime pad site is typically between 28 to 29% building coverage. The proposed project can at best achieve the 17.72% building coverage proposed and still provide code compliant landscaping, and parking and maneuvering areas. This below industry standard was achievable only with the proposed access to Boones Ferry which allows for a reduction in the on-site maneuvering area required by service trucks. Without the Boones Ferry access, maneuvering areas would increase resulting in a reduction in building area and/or parking; both of which negatively impact the "reasonable use" of the parcel. Furthermore, the above criterion fully states"reasonable use similar to like properties"; therefore, it is important to note that a development similar in size and with access to both Boones Ferry and Pilkington exists directly across the Pilkington right-of-way. The proposed development site cannot therefore make "reasonable use similar to like properties"without a similar Boones Ferry access enjoyed by the adjacent Boones Ferry Crossing, LLC development. (c) Whether the hardship was created by the person requesting the variance. RESPONSE: Lack of accessibility from a Major Arterial is the hardship this application seeks to mitigate. Prime pad sites are considered such due to the visibility and accessibility provided by the Major Arterial. Lack of access is a hardship in and of itself and also translates to several economic hardships as detailed in narrative Section 50.08.003.3.a.i above. The hardship is created by code Section 50.06.003.1.c.iii which denies all access to an arterial and does not include provisions allowing city staff to consider data such as safety and transportation impacts. This code section provides no other option for access consideration other than as a Hardship Variance. The lack of direct and convenient access is a hardship itself translates into economic hardships as discussed in Section 50.08.003.3.a.i of this narrative. The hardships are therefore not created by the land owner or applicant and the application meets this criterion. Baysinger Partners Architecture Page 134 August 23, 2013 198 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance (d) The economic impact upon the person requesting the variance if the request is denied. RESPONSE: The economic impact resulting from denial of this Variance is multifaceted. This prime pad site commanded a prime purchase price due to its visibility and accessibility. That cost is typically made feasible with adequate, functional, leasable building areas; adequate parking; and direct and convenient access. As detailed throughout this narrative, due to the site's physical constraints (size, shape, required dedication and required setbacks) the building areas are less than industry standards. These limitations can be offset economically if accessibility is retained. The denial of this Variance will significantly impact the ability to lease building area constructed, regardless of size or visibility, due to the lack of direct, convenient access. The inability to lease the proposed Shops building results in a direct economic loss. Additionally, denial of the Variance will require a redesign of the site to accommodate increased on-site truck maneuvering. This translates into another direct economic impact through architectural and civil design fees and additional fees to the City for further reviews. The redesign of the site would also impact construction and opening dates for the building resulting in further economic loss. If Lessees could be found for the Shops building, even in light of the limited access, payments would not begin until a space is constructed and occupied. For Goodwill, each day they own the site, but, are without the Donations building translates to a loss of revenue in that they have already purchased the site yet are not able to receive donations, the life blood of their entire operation. Additionally, limited site access is frustrating and inconvenient to donors and has been found to negatively impact an individual's willingness to donation; resulting in further economic hardships for the Goodwill donation center. Denial of this Variance would impose undue and inequitable hardships on the development and its owner; hardships which are not imposed on similar abutting developments which enjoy the benefits of multiple accesses on Boones Ferry and Pilkington Roads. Denial of the Variance also negatively impacts the general public economically as the comprehensive TIA conducted details a single Pilkington access would result in longer travel distances and queuing wait times; both of which result in added fuel consumption and unnecessary travel time. Denial of the Variance will therefore be economically detrimental to this development as well as surrounding properties. (2) Relevant factors to be considered in determining whether development consistent with the request is injurious include: (a) An analysis of the physical impacts such development will have, such as visual, noise, traffic and the increased potential for drainage, erosion and landslide hazards. RESPONSE: The Hardship Variance is being requested in large part to mitigate the negative impacts a single access on Pilkington would pose to the surrounding area as well as the proposed development. The comprehensive TIA conducted clearly identifies several negative impacts to the existing transportation system that will result with a single access. These impacts are lessened by allowing the existing accesses on Boones Ferry to be consolidated into a single shared access. Baysinger Partners Architecture Page 135 August 23, 2013 199 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance The proposed project site is not located within potential hazards zones for flood or landslides. Comprehensive drainage and erosion control has been designed into the associated development by registered civil engineers at Cardno; refer to the included civil plans and stormwater report. The improved aesthetics and compatibility of the building and general site with surrounding neighborhood will be a positive impact over the existing development. The development will not generate noise over that of the current development and will not pose a hazard; therefore, the Hardship Variance is consistent with Policy 8.b.i(2)(a) (b) The perceptions of residents and owners of property in the neighborhood concerning the incremental impacts occurring as a result of the proposed variance. RESPONSE: The proposed development conducted a required Neighborhood Meeting in accordance with the requirements of Section 50.06.003.1.c.iii of the Community Development Code. The meeting was attended by four community members. Three of the attendees expressed no concerns or reservations regarding the development. Mr. David Emami came specifically to discuss his concerns with existing traffic conditions on Pilkington Road. Mr. Emami owns the Boones Ferry Crossing Development immediately north across the Pilkington Road right-of-way from the proposed Goodwill development. His development enjoys the benefits of an access to Pilkington Road, shared access to Pilkington Road through the abutting south property (Taylor property) via easement, a direct access to Boones Ferry Road and three 90 degree parking spaces which front directly onto the Boones Ferry right-of- way. Mr. Emami stated that south bound Pilkington traffic attempting to turn left into his Pilkington access quite often encounter delays due to the left turn queuing on Pilkington Road. Traffic within his site attempting to exit left via the Pilkington access encounter the same delays. He is concerned with the Pilkington access proposed for the Goodwill parcel will further add to traffic and queuing on Pilkington and negatively impact the already poor access situation at his Pilkington driveway. As the Goodwill access is also located to the south of the Taylor property access ingress and egress at that location will also be impacted. The comprehensive TIA conducted by Kittelson and Associates for the Goodwill development finds that a single Pilkington access will increase overall volume-to-capacity ration for the Boones Ferry/Pilkington intersection; will increase queue lengths; will increase existing congestion on Pilkington; require out-of-direction travel for nearly half of the site-generated trips to access the site; out-of-direction travel willl increase trips through the intersection and increase turning interacting with pedestrians; and, all trucks will be required to enter and exit from Pilkington further impacting congestion on Pilkington, require more maneuvering area on-site, increase vehicle/truck interactions on-site. The unnecessary out-of-direction travel, increase in congestion, decrease in pedestrian safety result in direct impacts to the transportation system and adjacent land uses. The TIA supports Mr. Emami's concerns and demonstrates that approval of the Hardship Variance will help alleviate negative impacts on Pilkington Road and the surrounding neighborhood. The Hardship Variance is therefore consistent with Policy 8.b.i(2)(b) ii. A determination of whether the standards set forth in subsection 4.b.i of this section are satisfied necessarily involves the balancing of competing and conflicting interests. The considerations listed in subsection 4.b.i(2) of this section are not standards and are not Baysinger Partners Architecture Page 136 August 23, 2013 200 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance intended to be an exclusive list of considerations. The considerations are to be used as a guide in the granting authority's deliberations. RESPONSE: Further items for consideration in support of the requested Variance should include the conclusions and policies of Section 50.11.002.Appendix B - Industrial Land Use Policy Element. The "Summary of Major Conclusions" includes, "light industrial park development can have a positive aesthetic and economic impact on the community while also not overburdening the transportation system" While Section 50.06.003.1.c.iii restricts access to only Pilkington Road for the proposed development the comprehensive TIA conducted demonstrates the development will not overburden the transportation system. However, it also finds that a single Pilkington access will increase overall volume-to-capacity ration for the Boones Ferry/Pilkington intersection; will increase queue lengths; will increase existing congestion on Pilkington; require out-of-direction travel for nearly half of the site-generated trips to access the site; out-of- direction travel will increase trips through the intersection and increase turning interacting with pedestrians; and, all trucks will be required to enter and exit from Pilkington further impacting congestion on Pilkington, require more maneuvering area on-site, increase vehicle/truck interactions on-site. The unnecessary out-of-direction travel, increase in congestion, and decrease in pedestrian safety can be mitigated with approval of the Hardship Variance. The redevelopment of this light industrial parcel will make a positive aesthetic and economic impact on the community and will not overburden the transportation system with approval of the requested Hardship Variance. The consolidated, shared access to Boones Ferry, in addition to the Pilkington Road access, will in fact lessen the developments impact on the transportation system over that of the code required single access to Pilkington. It is further noted in the conclusions of Appendix B that, "specific City actions are needed in the existing Lake Grove Industrial Park to stimulate improvement, upgrading and code compliance" This proposed redevelopment is exactly what the conclusions affirm is needed. The redevelopment associated with the Hardship Variance will greatly improve the aesthetics, functionality and productivity of the site and be a positive improvement to the neighborhood and Lake Grove Industrial Park area. Additionally, the requested Hardship Variance for a consolidated, shared access to Boones Ferry meets the goals and policies of the Comprehensive Plan and provides a safer alternative to the code mandated single Pilkington Road access. Also within Section 50.11.002.Appendix B, General Policy III subsection 4 states, "review and revise all regulation affecting industrial development in the City and assure they are clear, concise and equitably enforced" Baysinger Partners Architecture Page 137 August 23, 2013 201 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance As noted in the above narrative, at least one other property in the immediate vicinity enjoys access to Boones Ferry on a property that can provide a reasonable alternative (Pilkington Road). The site, owned by Boones Ferry Crossing, LLC, is located immediately north across the Pilkington Road right-of-way and is similar in size. The most significant difference is the Boones Ferry Crossing development provides considerably more building square footage and trips; however, their Boones Ferry access does not create a safety concern. Less trips associated with the proposed development would therefore pose less of a safety concern in regards to a Boones Ferry access. While it appears the Boones Ferry Crossing, LLC access was originally granted as part of a 1968 PUD, the PUD was repealed (at city request) in part because Phase 3 of the approval (which included the Boone Ferry access) had not seen construction activity for more than 32 years. The PUD was repealed at the same time as development approval which ultimately allowed installation of the access. In light of the existing access enjoyed by a neighboring parcel, equitable enforcement encourages careful consideration of the requested Hardship Variance especially since evidence provided by a comprehensive TIA provided indicates that it will in fact be more efficient and safer than the code mandated single Pilkington access. General Policy V.1, Lake Grove Industrial Park District Policies, go on to prescribe for the development's specific district, "initiate measures to solve circulation and drainage problems..." The comprehensive TIA conducted for the project clearly indicates that a single Pilkington access, as required by City code Section 50.06.003.1.c.iii, would be more detrimental to the adjacent transportation system and circulation than approval of the requested Variance. Denial of the Hardship Variance would be counterproductive to General Policy V.1 as it would create circulation problems versus solving them. Policy V.1 also calls for the City to, "encourage developments on small parcels to develop shared access with adjacent parcels wherever feasible" The proposed consolidated, shared access will significantly reduce the number and total lineal feet of curb cut on two abutting properties, both of which are less than one acre in area. The proposed development and Hardship Variance is requesting exactly what Policy V.1 encourages. Finally, approval of the requested Hardship Variance will not set a precedent for every property on Boones Ferry, with a reasonable alternative access, to also acquire a Boones Ferry access. The equitable enforcement of regulations and standards set forth in Section 50.08.003 requires all requests to provide evidence specific to their project, site and conditions which justify granting of the Variance,just as this application has done. 4. VARIANCE NOT ALLOWABLE a. No hardship variance shall be granted that will permit a use not permitted in Baysinger Partners Architecture Page 138 August 23, 2013 202 GW 12059 Lake Grove, OR Donation Municipal Code, Article 50.08.003 Hardship Variance the applicable zoning district or that will increase the allowable residential density in any zone. RESPONSE: This variance does not request that a not permitted use be permitted and is not in reference to a residential parcel or development; this, criterion is therefore met. b. No hardship variance to a zone requirement for which an exception was granted pursuant to LOC 50.07.007.4.d.ii, Dimensional Exceptions, shall be granted to a lot within a planned development where an exception to the zone requirement was granted from the underlying zone requirements by the planned development overlay approval. RESPONSE: The development is not a planned development and the requested hardship variance is not to a zone requirement granted exception pursuant to LOC 50.07.007.4.d.ii, Dimensional Exceptions; therefore, this criterion is met. c. No hardship variance shall be granted to a setback required under LOC 50.05.010, Sensitive Lands Overlay Districts. This provision does not prevent modification of protected riparian areas or setbacks as permitted by that section. RESPONSE: The project is not with the Sensitive Lands Overlay District and is not a request to alter a setback in such District; therefore, this criterion is met. Baysinger Partners Architecture Page 139 August 23, 2013 203 Y I V (J Nof / IP 16965 nc'14cs, c:� a 16960 T +COUNTY 16851 N ' 16850 �' c pp,RK .w 19 169fa4 I— -- uriLT1 / ,,+ „, 'I841.10 , 16968 16861 16860 aN ,.> i 1 1 ] BnrslwE A� 07 C —"� P�IRTNERS 0 c_ti 0-1 cn Mi 17000 16871 16870 17{]01 �/''�] 16881 R- 7.5 ) .� 1111 COUNTY # ` ', f '.934 6966 ►• , ` �' LJESWEG �tb c /1 _ 0 ra , 0000/00, , 4 7>o, - - •••••"-- I' /10 I °A13 R-5 ' iD 'x 49 e % N 050 ,01 3 —2,.` i il 4m tzsa Ar. l ,• II 17� � -L trt 56 V IP "'If". fI \ 4 V f 17 5CI° 4g,,, r : V \ (--I ' ,i 0 iii 0 0 0 0 00•••0 04. d E ►l , 55 4,•prAiliv _ _ .....4001101per,..441111111111111ci, [te a 2 L'il zli 001 r „.. 5376 % _„_,..7, m i ,+C . • ..,.. . '�3 . ' Cao \I. sr .,,t3,5e, r c,,,, , 4 r: 1 GC r4b -' ,-%,, IP/IPO C.T1 w' 0 % R-5 .,,,- I. °T -(.1 - I Ab ,„_ t L...,... t.„--- . ,,,, w , r 7 .4 17450 ,, ,, m L . . 6 ON 4 2 .,:, 0 4.0 ..",.. -05. . ,0- 47,5, 4 _t is ZZ7,7"/"'y OSWEGO PLACE r` ", t. cD" LDrsr 17- ASSISTED � '` fi '�` , 0 4 .,..„ EXHIBIT 1 - ZONING MAP 'WITH SITE PLAN OVERLAY 2rm08.23 7fl7( tation Chan Use Approval Criteria ODOT approves a private highway connection to serve on existing or Special points of interest: • What is Change of Use? proposed property use and the type and number of vehicles expected • Why does it matter? to use the connection. In general, a "Change of Use" occurs when the • Now is it determined? How is a Change of Use number of vehicles using the connection increases significantly or it no • request evaluated longer operates safely. Changing the use of a highway connection is • How do I apply" • what does"Moving in the regulated by state law. it is important to contact your ODOT District Direction or' mean? Office to discuss changes you plan to make. Why does changing the use of a driveway connection matter? Changing the use of a property, such as expanding a business or converting a residential use to a commercial use, may attract mare traffic and increase the number of vehicles using an existing connection. A significant increase in the number of vehicles, including large vehicles using a highway connection can disrupt and con- flict with the flow of traffic on the highway, creating safety concerns. How do we determine if a "Change of Use" has occurred? Change over time ODOT compares traffic generated by a property when the driveway connection was first created or permitted to the traffic that will be generated after the use of the property changes. We S _- also ensure the connection will continue to operate safely. State r law establishes five criteria to determine `"Change of Ilse": " „ _. - . .- l. The number of peak hour trips increases by 50 or more , -4 AND it represents a 20% or more increase in trips: or .- - 2. The number of average daily trips increases by 500 or more Before AND it represents an increase of 20% or more;or 3- Daily use of the connection by large vehicles with gross vehicle weight rating of 26,000 lbs or more increase by 10 or more vehicles; or 4. ODOT demonstrates there are safety or operation concerns - : r —_- — .� ` related to a highway connection: or - `, 5. Drivers on the highway and drivers exiting a driveway - -,n, P.,connection cannot see each other soon enough to stop in - _ time to avoid a crash. PIP • 1 Note:Ar"trip"is a one way vei`iicie movement entering or exiting a property. After ODOT is an equal opportunity, affirmative action employer committed to a diverse workforce_ We will provide accommodations for persons with disabilities. We will provide alternative formats upon request. 205 Page 2 Change of Use ODOT uses two processes to evaluate an application for "Change of User of a highway connection. --- First, we use a process called Moving in the Direction of Conformity Collaborative 000T rarely doses an existing highway Process for permitted connections and for most unpermitted connections. connection when a change Some exceptions apply. The notion of Moving in the Direction of recognizes it of use occurs. may not be possible to meet current standards if the original connection was constructed using the old standards. If a connection has operated safely for We can usually find ways many years, then ODOT can work with applicants to identify incremental to improve existing changes to the connection that we can all agree to. connections through a collaborative process so Second, if ODOT and the applicant cannot reach agreement through the the access can safely collaborative process, then ODOT will review the "Change of Use" request remain in use. using the approval criteria for a new approach, If ODOT decides to close your permitted What does "Moving in the Direction of" mean? or grandfathered State law identifies several incremental changes considered to "Move in the approoch, you have a Direction of conformity with current standards: right to appeal the decision. • Reduce the net number of highway connections; or • Improve the distance between highway connections; or • Improve sight distance on the highway or at the connection; or • Widen an existing connection for truck turning radius requirements; or • Widen an existing connection to add driveway exit lanes; or Narrow an existing connection to provide the appropriate number of How do 1 apply? • Contact your ©DOT • entry and exit lanes required for the property use; or District office to schedule • Design the driveway connection to move vehicles more a meeting before you file efficiently to and from the adjacent highway. an Application for State • Other changes may also be considered. Highway Approach to change the use of a driveway connection. Charge over time mumm,_ Please note that you will need to file separate "jP applications for each . existing highway connection serving the WV, r subject property that is 11111 � l proposed to remain _ ..,, open. After Access Management Program Harold Lasley, Program Manager °DOT Highway Division Harold.Lasley odot.state,or.us 4040 Fairview Industrial Dr., MS I Tel: 503-986-4216 Fax: 503-986-3625 206 - Perkins Sta vc n T1.11111eifil n CO le PH(NE: 503.111.2261 FA)I: 503.346.1161 112c1 N.VE.Couch Sineei,Tenth Floc r EMAIl• ap11aiffancllankinscoie.com Port land,UI972CI -4128 FHONE: 013.727.:CC C IAX:cC],]712222 Novemlbe i 26, 20121 www.perl,inncoie.aam VIA HA ND D ELIVERYI Ms. Johanna HastaN, Assocliaila Planner City cif Laka Oswe'€ci 38(1A Avanua PO Hox 369 Lake Oswagci, OR 97034 Rel: Response to corn pleteness letten tor Mine'n Development Review and Variances ne: Goodwill Attended Donation Celntan and SI'ops development; File'Nc'. LL 1341043 L aar Ms. Hastay: This afflcie represents Goc'dwili Industriias of the Columbia Willametla ("Goocw:i11"), the applicant in llha above-reference'c appliaatians. As yc'u knew, cine of Goc'dwilll's raquasls is a Hardship Variance to Lake' Oswe' c1 Cade' ("HOC") `10.(1(.0(13.1.c.iii, which prahiibi is direct permar ant access to an arterial street where an alternate' amass is available. Goodwill's site curranilly contains two accesses to an arterial, Boones Perry Rc'ad. In this application, Goodwill propc'sas 10 consc'lidata those' amasses iindc' a single' shared acicess with the' abutting parcel (Elul 41100'. 'Tlha purpose' of thisletter is to naspond ic' the issues regarding the raquasllad Hardship Varianaa raised in your Incompleianess Lletilar, dated September 19, 2(1111. As discussed more fiuli below,we'believe the H ardship Variance approval c'ritaria and standards are mast reasonably iniarprated to allow variance's in circ'umstanc'es, such as this, where ph}lskull ac'nstrairits, raasonab.a usa ciflthe property, and economiic'viat ilit5l require direct aac'ess frc'mm ilha development ala an arterial. 1. Reasonable)Use to Lille Brom ties. At 1ha outset, it is important 10 note that we'believe jour interpretation of 1ha Hardship Variance' purpos a stallament and standards is unduly narrow and nal supported by the ran€ua€a of 1ha HOC. For example, your latter stales, "lf the development can occur without granting ilha variance, than • no variance' is neaassary tc' afford reasonable use . . . . While it may ba more difficult ic' provide sits airaulaiIion, denial cifl the access point an Bc'c'nes Ferry Road cans rich make' aaaess and site' c'irculalion impassible." lnaampiiiatenass Latter, p. 5. According to yc'ur siatemlarits, 1ha only instar c'e in which a hardship N aori ancc' can ba approved is if)hure is na other passible way davalopment on the property can c'c'c'ur. State'c differently, under yc'ur theory, "unrlacassarry E � n EIJIFIG � BaLLEVUE BS lIE aHICAGO � DA LLA91 - DENVEI LOS ANGELES � E ADIION � NIW `101 K IJH�AI)A),V 6H L1A1 PALO ALTO • PNOENIX • FOATLAND • IAN DIS( 0 • Si N FEI FiC17CO • 9EA1I]LE SHANGHAI 1/ If EI • NIASHINGlON, D.C. 207 Farkins Caie LLF Ms. ]Iclha nna Hla sil a y Cillyl of Llaka Oswagcl Novamber 26, 2013 Page 2 hardship" assantially mans undavalopable. Hlowavar, such interpretalion is nal supported by tha plain la nguaga of the LOC. The purpose stalement of LOC 5(1.08.003, Hardship Varian(es, states, "Tho purpose oflhardshiip variances is to allay,' devellapmanl not in canfbrmanca with the requiremanls of the Community L avelopment Cada relating to the plroper y." N c11 ably, this purpose statemanl aanta ins no qualificailion or IIiimiitalion requiring That uariancas anlyl ba approved iflthe prclperty would otherwisa be left unduuelopable. In cllhar worc s, the purpose stall ement dans nal stall that hardship varianoas are clnly approved if development is otherwise not possit le. Furlharmora,the exprass languaga oflthe Hardship Variance approval eriter:ia does nal suppari thci narrow interpre1lationl That such var:iancles may only be allowed Trio possiblcl usa of 1ha property can ba mada without ilia variancla. In flact, the LOC qualificls 1ha word "usa"Fy alllclwing a hardship variiancle so long as it is tha minimum neeassary to make'"reasonable usa"clflth(1 property. "Reasonablcl use" means something more than"any passible use," and c aft ainly inclludels, as in this instanaa, minimum sue devclopmiant clharacilerislics onsislent with established industry slandardsl for lot covarage,parking, access and tha like. Moreover, in caterm:ining whleilhelr a harc ship axisls, tha LOC prouicas that the govarning authority shall acrosider"Iw]hathler a raasonab:la usa similar ala like prclp(lrlies clan be made oflthe prcq cirty without ii ha variant a." It is ampler ant Ic1 note that the shopping cenilar ownad by F oones >3e11ry Crclssing, LICK,just north of the subjelctprap(lriyl and on 1ha same intersection, was granlad an access onto Boonas Ferry Road arid utilizas driveways on both Pilkington and Elclanes Ferry Rich(. In order 1c1 enjoy rcasonablcl use of ilhe subject propelrly similar to the alike Booms Ferry Crossing, LILIC property, Gooc will is entitlad ilei enjoy diract access from its devellapmiant onto Bclancls Ferry Raad. To c any such benefit would puil Goodwin ail a compel itiivel disadvantage'with the shopping censer to the north. Additionally,thci express aeknowledgemenll in tha HOC lhat economic impact to the applicant is to ba considered in determining whether a hardship exists gives aradence to ilhel wider interpretation clflwhan suclhl varianclas may I el approved. Given this slightly, broader view of ilha Cily's ability to appravel hardship varianccls, wel turn la other hctors and considerations that guide whellheir to apprclvel a hardship variance. 21. Physical Canstraiints Ralateid to thel Site. One clflthe relevant factors to ba considered in delarmining whether a hardship axisls is the physical circumstances related to the proparty involved. In tha present matler,tha subjecl property has an unusual and unconventional shape That is slightly triangular in nailurel. Given lha ang:las cal the property, prohibiting diirelclt access from 1ha devalopmant 1c1 Boclnels Ferry Rclad wclulc have significant negative impacts 10 the site and tci the neighborhood. As shown in 1ha"Driveway Sensit:iviily Analysis" conducted by Klinitelson and Assiocliates as part of its TIA, dated August 2:1, 2013, allowing only a single access on Pilk:inglcln road will result in the following: 11EGA112891t1z19:11 I.1 208 M s. JI clhanna Bast ay Ciily of Dake Oswego November 26, 2013 Plage 3 " Inure ase _Int thle averall volume-tci.ciapaciity ratio of the Boones NerryiIP:i11kinal on into rseation; 41 ]Inure ase in queuing lengths on the site; II Inure ase congestion along Ailklington Road; Re quire out-of-direction travel for more thlan half of tha site•ge ne rated traffic; Increase turning miavemlent intervals with pedestrians at the intersection; Incre ase on-site truck maneuvering area; and Restrict access by F ire or Elmlargency Vlehiules to c n1131 one access lantry point. Based on thle"Drivaway Sensitivity Analysis," restricting accass to only one access on Pilkington Road will negatively impact congast ion and safi;lly both on-site and off-site in the surrounding neighborhood. 3. Self-Created Hardship. The hardship far which this variance is sought is nal self!-created. While a differanl site plan configuration with Ie ss parkling uauld be propose c, llha amlaunt of parkling and thle assumptions used as the basis for the TIA raliac on a maximum possible build-out. The reason for it is is to ensure optimal functioning of the site and surrounding trmnsportalion facilities at full build-out. Creating a site that does not consic er enough Harking or enough tr:ipls at thla outset is a c isserviice to the City and its rasidents, and re sults in Hazardous conditions when fill] build-out occurs. There fbre, the TIA and "Driveway Sensitivit)j Analysis" were based on fill] build-out conditions. 4. Econcmia Impact. One of the fact ars la consider in c termining whathar a hardsh'pl exists is, "The economic! imI Iaat upon thle parson requesting such var.ancie if the raquest is de nield." DOC f10.08.003.3.b.ii(d). This factar should not be averllcloked in considering whether to grant this variance request. Maur incompleteness letter mantions tHat a site plan could bu drawn thlail makes it viable 10 retain only one access on ifll in8lon, such as by re c ucling tha number of narking spaces by limiting thle type of tenants a1:1 awed. Howe var,your statement fails to take into eansiderat i on tha financi a 1 viability of a project. While there ara site plans that can be drawn to provida only ane auciess paint on Ai I1Iington,thley are not e conamica:Ily vial le. Dimiting the passible tenants the develapme nt could attraat has a ne gative impact on tha financial stability of the!project. Moreover, iflpatrons find access d'fficult,unsafe or'naanven'unt,they will simply find other plane s to shlop. A site plan that meets access codes, but yields an inefficient, poorly accessible site will not bel commlaraially sueeassful. `➢his raquast hlas a c irect economic! impact an Goodwill That shlould bu considered. Lastly, it is war1H noting That with the proposuc shared access onto Boonas Ferry Raad, the abutting palrae:l (41(1(1) will eliminata its' two current accesses onto Boones FerrN Road upon redevelopment,reducing thle total number oflaaaessi points clntci Boones Ferry flrom four to dna. As discussed'n the initial appllicatian submittal, allowing the one shlared access onto Eloones Ferry LBW D281(1z1111.1 209 Ms. Johanna H asil ay C oily of Ilaka C swago November 6, 2013 Page 4 will be consiistanl with thle City's authorization fbr clna aacless onlo Boonas Harley by Boonas Parry Crossing, LLC far its' devellclpmanl aarclss the Pilk ington Rload righl•afk iay. Flor tha reasons disaussad above and in lha appliclant's inilial Hardship Vlarianae application, Gooc will has moll all applicable! crileria and tha City should grand this variancle raquast. Films(' lel me knave iflyou have anN quasi ions clr require additional infbrmatiicln. Sincaraly yours, Stavin L. F fcliffar SLP:crl Ca: Client(lvia amlaiI; LIICIALI28 964951.1 210 I TREEC1iREUNLIMITED Goodwill Development 17150 Boones Ferry Rd. Lake Oswego, Oregon November 14, 2013 TREE PROTECTION PLAN Prepared For Baysinger Partners Architecture PC 1006 SE Grand Ave., Suite 300 Portland, Oregon 97214 Residential and Commercial Removal•Pruning•Arboricultural Services•Consultation MEMBER:Tree Care Industry Association•International Society of Arboriculture•Oregon Construction Contractors Assoc.State Licensed Tree Service#195179•Insured P.O.Box 1566•Lake Oswego,OR 97035.503-635-3165•Fax 503-635-1549 Visit our website at www.tclu.com•E-mail:info(c tclu.com 211 aNit TREECAREUNLIMITED CONTENTS Summary 1 Assignment 1 Observations 1 Discussion 2 Individual Tree Descriptions 2 Individual Tree Protection Description 2 Appendix 1—Tree Assessment 9 Appendix 2—Tree Removal Plan Drawing 10 212 ARBORIST REPORT Revised 11/19/13 Subject: Tree Protection Report Address of the Report: Goodwill Lake Grove 17150 Boones Ferry Rd. Lake Oswego, Oregon Date of the Report: November 14, 2013 Report Submitted To: Courtney Margicin Baysinger Partners Architecture PC 1006 SE Grand Ave., Suite 300 Portland, OR 97214 Email: CourtneyM©BaysingerPartners.com SUMMARY Seven trees regulated by City of Lake Oswego Municipal Code Chapter 55 currently exist at this site. All seven trees will be impacted by the proposed improvements. Three of the trees are in poor condition and do warrant removal. The other 4 trees conflict with proposed improvements. Removal of all seven trees is recommended ASSIGNMENT Provide a Certified Arborist Report for the proposed Goodwill development to be located at 17150 Boones Ferry Rd., Lake Oswego, Oregon. OBSERVATIONS The Tree Assessment of Preserved Trees is found in the attached "Appendix 1- 17150 Boones Ferry Tree Assessment". "Appendix 2-17150 Boones Ferry Tree Removal Plan" shows the location of all protected trees. All diameters as listed in Appendix--1 under the column, "DBH", are in inches. All diameters are measured at 54 inches above mean ground level at the base of the tree or at the narrowest trunk area below stem break in the case of multiple stem trees. Exceptions are noted in the "Comments" column. Height and spread of trees is estimated. Trunk area method was used to determine multiple stem tree diameters. The column headed "Condition" describes the health of trees surveyed which are indicated as being Very Good, Good, Fair, Poor, Very Poor or Dead. Trees rated as Very Good are prime specimens with no visible defects. Trees rated as good may have minor defects but are stable trees in good health. Trees rated as Fair usually contain at least one visible defect that may become more significant some time in the future. Poor trees contain at least one significant visible defect. The defect may be structural or cosmetic. They usually displaying reduced vigor and may be candidates for removal. Trees rated as Very Poor contain significant defects, are hazardous or near hazardous. Dead trees are dead and should be removed before decay advances to the point that they become hazardous. 1 213 DISCUSSION The purpose of the proposed removal of all seven trees is to accommodate landscaping, building construction or due to poor tree condition. Specific details regarding conflicts or other reasons for removal for each tree are described in the section, "Individual Tree Description", below. Five of the seven trees conflict with proposed structures or grading required near the structure. The other two have condition issues that preclude preservation. Removal of all seven trees will not negatively impact erosion, soil stability, flow of surface waters, protection of adjacent trees or existing windbreaks. For the most part all trees on site are growing as individual trees. Tree No. 3, a 25" Douglas Fir and Tree No. 7, a 19" Bigleaf Maple join at their bases and act as one tree. The site is relatively flat with modest grade changes across it. During construction, erosion control measures as required by the City of Lake Oswego will be implemented and maintained. These measures include silt fences, wattles, catch basin filters and the like. After construction curbing, and other like storm drain system measures will be in place to control erosion. Additionally, landscaping will include plant material installations, mulch and grading work that is designed to preclude soil erosion. For specific details regarding erosion control see the erosion control plan, grading plan and landscape plan for this project. All trees growing on this site are growing as open individual trees and are not part of an organized windbreak. All trees on this site are far enough from trees on neighboring properties so as to have no effect on them. Removal of these trees is not expected to have a significant negative impact on the overall character of the neighborhood or the property value of the neighborhood. The neighborhood is commercial in nature with shops and offices. Proposed landscaping and required tree plantings will bring the site more in line with the appearance and property value of the neighborhood. Removal of these trees is for the construction of a new building. There are not any existing views to be enhanced by tree removals. INDIVIDUAL TREE DESCRIPTIONS Each tree proposed for removal is described as follows: Tree #1 is a 38" Bigleaf Maple located on the southerly side of the site. It has become over-mature. It is in poor to very poor condition. Defects existing in this tree include one cavity with decay which measures 4 inches wide by 12 inches tall. It is located on the southerly side of the tree at ground level. A second more significant cavity measuring 7" by 60" exists on the east side of the tree from the ground up. A wound seam extends up the tree's trunk above to cavity to a point about 20 feet above the ground. It appears quite likely that decay associated with the cavity at the base of the tree also follows the wound seam up the tree trunk. The presents of two cavities at ground level suggest the likelihood of extensive decay in the root crown of the tree. An additional 4 inch by 12 inch cavity exists from ground level on the southerly side of the tree. Decay in this location can be expected to eventually be associated with failure of the tree at or near ground level. It is also evident that extensive grading and compaction has taken place within the drip line of this tree in the past. Details described 2 214 above are found in the following Figures 1 through 4. ''r, ;' • fid '}" .....r i dy r'; Y kC.•t Sq ,\it, 7' r ,* a 1' fir'',. ce ‘ _,,- ,0g,;' tir :'f,,•••1,„"..,'-iit..-''-lour, - -..,.4 t y. - v,-.. . 4 • - ... ° ...,e.,. 'r y, X .1- `--- :- a I Fig. 1 Overall view of Tree No. 1, 38" Bigleaf Maple 1 ,p k ^V: I", ti li ` S `I . 4 . ,`.'.d 0,1" ',w- ll",L ''..),0'di !,`t I(a t 11t /i yif y 1. I ~` 1 'JT P / \ '' 1 i . l,,� � 1 .I {1 I 11:41 1 ,,a IsI 1 1 Y 1 .a .f-,.# . 1:�1.4d ,% ��44 ri �a F'r Yl - l r 4 • : , 4 Fig. 2 Seven by sixty inch cavity on the easterly side of Tree No. 1. 3 215 111lipir . i it. k 4 J • �* _"d ,• Ar :.,1 fll •t , CAI L' r. f I .a. ..• `, r ' Alli Fig. 3 4" x 12" cavity on the southerly side of Tree No. 1 ,0$' Si.:44:AiA,411V 1:.1 1 ti +� ~ V, fir.. .144 t S 0.1:, ice.. y � / ,,*.. '7,7,,ar I /A O Fig. 4 Lower trunk detail of Tree No. 1 showing wound seams, epicormic sprouts and evidence of removal of a major scaffold limb. 4 216 Tree #2 is a 30" Bigleaf Maple located on the southerly side of the site. It contains major cavities at ground level on both its north and east sides. It is in poor condition. The cavities located low in its trunk can be expected to eventually weaken the root crown of this tree. The tree has epicormic sprouts that associated with stress. Details of defects in this tree are shown in the following Figures 5 through 8. r r,„! r c ' AktI t AI Vit t #,....Y s;. ...v. dr, 34,i' t`' T F - 1 \ MMMIII•P Epicormic sprouts Fig. 5 Overall view of Tree No 2., a 30" Bigleaf Maple. Note the existence of the epicormic sprouts particularly on the lower trunk. 7111 , ,y ',,,,,,,, ..„ .„4 „,....,..„, ..,,� � ,li'.e .._ ", ,,,,,:. ,„,:,, J- ek•a. 1 ti: ?,.)01 f . : *. i 1� r r 4 Fig. 6 Cavity near soil line of Tree No. 2. 5 217 1' .� ~ ' Kr W ' # i` ,I , � tip '. / 0 `pP 1 ,, • A ,f vf N,-, l.. v iti iy� . • -10 mg „,,111, c__, 4 ��,111. A 'I 1 '.11.111 h., V.„, li , . . _________.. .... ., ,,, \L_, rif , i. „ , ... , It Al CLMIlr r Fig. 7 Cavity on northerly side of Tree No. 2. it x ti •, � f ' I • t a } l , ; 'I I ..1.1','"b - ., .4 r z k . , llt --� # ‘I., ' y i•a •� k l `, R' l4"tr k Fig. 8 Detail showing spatial relationship between two cavities at the base of Tree No. 2. 6 218 Tree No. 3 is a 25" Douglas Fir in fair condition. It is growing at the top of a small embankment. Driveway grading conflicts with preservation of this tree. s, t. X a 4,a iso '''Z' , it tiAt - .. . � - ,.• w2 • ei, 4 -: f „ • '' r RK ,•- • y ".01,5-A.:-----,..,,,-.-:.•' ; . ”• t 'r,"."f. It, • .A•• 7x 1 1;. ' kf.. Iit '1 1 , 5: `1. ,4 i, Fig. 9 Tree No. 3 is the Douglas Fir growing behind the tree with the yellow ribbon. Tree No. 4 & 5 are a 15" and 11" Japanese Flowering Cherries growing along the Boones Ferry frontage of the site. They are generally in good condition. Root zones of both trees conflict with grading and excavation work required to construct the building on this site. Grading will remove at least 45% of the root zones for each tree. Survival of the trees after construction is unlikely. Tree No. 5 tTree No 4 r - h -t .gs 1 x 4 V' _.,,,st, {4,- . . - - "ri ,A,„:. ,:,:4.I �, .� .1vL, f z16 f pipe, ,,,i,„„,.„,..,. ....,,,,,_,_ , : ,, __. _..„ _,,_ ___H 1. _,,, ,:-.!'—. �: �� 3- 7t e , - u '' , Fig. 10 Trees No. 4 and No. 5, Japanese Flowering Cherries. 7 219 Tree No. 6 is an 18" Colorado Spruce. It is in good condition. However, its location conflicts with wall structures and grading required with the proposed planter on the corner of Boones Ferry Rd. and Pilkington Rd. The proposed improvements will not allow the preservation of this tree. . . [ -40 '''''' Ar, '',:, ,---4 - .- -r-4. t -.„77, _. ,!.„4, . , . ., _ . .r. . Ailiz, Y„ ,44 J 4 Ti -i1 'y; j j fi �. ; �Q , .. i Fig. 11 Tree No. 6, 18" Colorado Spruce. Tree No. 7 is a 19" Bigleaf Maple. It has a severe lean to the south. It appears to be growing out the base of the south side of Tree No. 3. It has numerous cankers in its lower trunk. Cankers such as these often indicate internal defects. In addition to its defects, its location coincides with Tree No. 3. It conflicts with Driveway grading for the site. The severe lean of the tree also causes conflicts with future traffic using the driveway. Tree No. 7 is the deciduous tree with the yellow ribbon in Figure 9. Sincerely, set) Kay Kinyon Tree Care & Landscapes Unlimited, Inc. Certified Arborist by the International Society of Arboriculture, #PN-0409 8 220 APPENDIX 1--TREE ASSESSMENT 17150 Boones Boones Ferry Rd. 11/9/13 TREE ASSESSMENT NO COMMON NAME BOTANNICAL NAME DBH SPREAD CONDITION COMMENTS REGULATED REMOVE RADIUS 1 Bigleaf Maple Acer macrophyllum 38 21' Poor 4" x 12" cavity on S. side. 7" x Yes Yes 60" cavity on E. side with wound seam extending up trunk to about 20' above ground. 2 Bigleaf Maple Acer macrophyllum 30 27' Poor Cavities at root crown N & E Yes Yes sides. Epicormic shoots. 3 Douglas Fir Pseudotsuga menziesii 25 18' Fair Conflicts with driveway grades. Yes Yes 4 Japanese Flowering Prunis serrulata 15 28' Good Conflicts with proposed grades. Yes Yes Cherry 5 Japanese Flowering Prunis serrulata 11 22' Good Conflicts with proposed grades. Yes Yes Cherry 6 Colorado Spruce Picea pungens 18 24' Good Conflicts with proposed planter Yes Yes walls and grading. 7 Bigleaf Maple Acer macrophyllum 19 18' Poor Multiple cankers in lower 10 feet Yes Yes of trunk. Severe lean south. N N 9 N ..................... W l' illi•••1 litl APPENDIX 2 --TREE REMOVAL PLAN W0 Q u J BAYSINGER J PARTNERS o% vd- a E O- i / / \� A a 1- O M a ,, -i to ifri ' / I..I.J ac c f / % �� , /A .4 .,.......... , , Zoo m // /// , / l's,, o o (� ce Cy" 402 I ,11)0P/I* -- .. +�'' f=i Ca �' ��' ° Illl sr v a ,,,, cr, Lt-.) = / / , e• o , ,,,/ . _,,,__ . - . ° / °° °4.0461„. -- I Z �/ a a) �// / � a° ° ° a �I 1.. 0 0 �� �� ° ° \, 4 A , ° 5 EXEMPT ARE3QRVITAES ! a _ W Q cD 0- / ci / ° \ NOT INVENTORIED '� LL �C. '� „, /1, , \ 1 f.;/ , ° Ld.J o / / / °, , .,, , A 6 ° Z / ci."9- , . . , IO ,-,\\*/ I M — W Z I— R co / 1 / / A N c\.4 ... , 5 ° - 0 Iv I - I Q / Z ,_,_, PROPOSED ° Li) // BUILDING �” O CD Ln ce 41 \ V� \ 9 ,\, / 1 : 411 1 W Ce ON ON J ca ,/ / , ,, N N - (> 4114111141017 ' .,*\ N N "./ / ' / _________A ___ _ _- N lir O ° ° v aI SS O O/ M t- 4 ° il d Ice OCD O la- CD till* ° ° d° , a " ° �. I° Q _II _ ° ° /,/,' ° CANOPY " \ / ° /\\\SR:AN (1010) l , V i A 11 °""' PROPOSED ,° ° °° ° a v O �// oi; GOODWILL li"1j1j%N. • \ ° ° a ° ° 9 7 /" DROP OFF ° , ° X'"\� a I I U 4 v - _ A BUILDIN � ill � :\-- _ I --- --- 7/ F �� ///// I I11 �\�� - \\ \ -U - e VHVV • r�I \0_01\\,.. I//,‘''' \ , _, II NO COMMON NAME BOTANNICAL NAME DBH SPREAD CONDITION COMMENTS REGULATED REMOVE � ��- - _ -� ° 5.0 v 1 RADIUS �\ a Q o 1 Bigleaf Maple Acer macrophyllum 38 21' Poor 4" x 12" cavity on S. side. 7" x Yes Yes �� // \\, 60" cavity on E. side with wound :11-h seam extending up trunk to \ , . / , , i - about 20' above ground. vs° ' 2 Bigleaf Maple Acer macrophy/lum 30 27' Poor Cavities at root crown N & E Yes Yes 2 - " I sides. Epicormic shoots. �' 3 Douglas Fir Pseudotsuga menziesii 25 18' Fair Conflicts with driveway grades. Yes Yes -- _ _ d 4 Japanese Flowering Prunis serru/ata 15 28' Good Conflicts with proposed grades. Yes Yes oC ° I Cherry oC a5 Japanese Flowering Prunis serrulata 11 22' Good Conflicts with proposed grades. Yes Yes , ': / Cherry_v _ _ „ — 2013 Baysinger Partners Architecture PC — — _ LOHW 6 Colorado Spruce Picea pungens 18 24' Good Conflicts with proposed planter Yes Yes This document,and the ideas and designs • —a_ walls and grading. nf servPe af Bay ingeePartneros Architecture PCr ------------------------ ��HW Baysinger Partners Architecture PC retains all �HW _ 7 Bigleaf Maple Acer macrophyllum 19 18' Poor Multiple cankers in lower 10 feet Yes Yes law,s not oryuse and other reserved rights, ///////�//�///�///�//�����// � 6 I I of trunk. Severe lean south. including copyright thereto. This document �� shall not be used in whole or in part for any / �— -- - --'-)<z2 1 ° other project without the written authorization / t`' of Baysinger Partners Architecture PC. / EXISTING BUILDING LEGEND ISSUED / REVISED DATE XI SYMBOL TREES COMPLETENESS REVISIONS A 11.08.2013 I I ITEM SIZE �����������������������������/ /� EXISTING DECIDUOUS TREE TO REMAIN DBH �',,__ /1I1i1/a� CONTRACTOR TO PROTECT IN PLACE VARIES 5 0 - EXISTING EVERGREEN TREE TO REMAIN DBH I' CONTRACTOR TO PROTECT IN PLACE VARIES ---: - - I I ` . I III _ /!21/Ilu1w�� -- I1 I 1 1, 1 c EXISTING DECIDUOUS TREE TO BE REMOVED 1//////////////////- //// d I /\lI10/ 14// EXISTING BUILDING T EXISTING EVERGREEN TREE TO BE REMOVED ORIGINAL ISSUE DATE 8.16.2013 %/ — , -, ; ///lHv/ DRAWN BY CHECKED BY lir I I EXISTING SHRUB TO BE REMOVED IJ 1 TREE MAP o 1 4\, EX- 1 0 10 20 40 80 10 DESIGN DEVELOPMENT Neighborhood Meeting Minutes For Goodwill Industries of the Columbia Willamette Minor Development at 17150 Boones Ferry Road Held at the Hope Community Church, 14790 Boones Ferry Road, Lake Oswego on Monday, June 25, 2013 from 6:30 p.m. to 7:30 p.m. Project Team Members in Attendance: • Jerry Baysinger, Architect with Baysinger Partners Architecture • Jennifer Rinkus, Planner with Baysinger Partners Architecture • Todd Silbernagel with Goodwill Industries • Robert Barsocchini, Legal Counsel with Goodwill Industries • Paul Schultz, Construction Project Manager with LCG Pence Community Attendees: • 5 Attendees total; see attached Sign-In Sheets for names and information • One faxed response to initial noticing letter The Neighborhood Meeting was held in the Open House Format versus a sit down lecture to move beyond simple question and answer and facilitate detailed discussions. Attendees were greeted upon entering by a Project Team Member and asked to sign in. They were offered a name tag along with snacks, beverages and a presentation packet containing 11"x17" copies of all material boards on display. Attendees were given the opportunity to view up close the large 24" x 36" display boards and discuss the project with various Project Team Members who are (will be) involved with the design, planning, construction and operation of the project. Ms. Batten and Ms. Volpel indicated they were with the Rosewood Neighborhood Association and attending in the absence of their Chair whom was out of town. They also indicated they lived in the area. They had general questions regarding the possible occupancy of the proposed shops building, ownership of the site, the use and function of the Goodwill building, how on-site parking was determined, on-site circulation and retention of existing vegetation. PTM's relayed that shops building occupancy would likely be retail, personal services and/or eating and drinking establishments) which would provide support services to the area's work force and residents. There could be a mix of uses with between one and three tenants. PTM's relayed that Goodwill Industries is the current owner of the site and would use the small 1,000 square foot building as a Goodwill donation center. This building would not include sales of any kind. Additionally, Goodwill would retain ownership of the Shops building and lease space to various tenants. Parking was provided based on the required minimum and maximum specified in the City Zoning Code based on an assumed retail use for the Shops building. It was indicated that should a higher intensity use such as an eating and drinking tenant be secured we would need to provide the city with updated parking numbers and prove that we still provided adequate parking prior to the tenant 223 occupying the space. On-site circulation was indicated as preliminary as we will require fire department approval and approval of the requested shared access on Boones Ferry. Additionally, the Goodwill donation lanes direction(s) may be adjusted after assessment of fire truck access and vehicular movements are studied. The team indicated that existing vegetation would be assessed and retained where feasible and the health of the vegetation allowed. They were informed the team was aware of Tree Removal Permit and mitigation requirements, the site would be fully landscaped as part of the proposed project and that Goodwill was an experienced land owner who took pride in their properties thus the site would be well maintained in all aspects, landscaping, cleanliness, safety and the appearance and tenancy of their buildings. Ms. Volpe) expressed concern that traffic at the Boones Ferry and Pilkington intersection was a problem at times as were the numerous accesses onto Boones Ferry. PTM's indicated the project included a shared access to Boones as a Hardship Variance to reduce congestion through the Pilkington Boones Intersection, reduce stacking and turning conflicts with other accesses on Pilkington as well as reduce traffic from the Boat property down Rosewood Drive. Additionally, the project will close an extremely large curb cut (access) on Pilkington and several accesses along Boones Ferry improving the situation along Boones Ferry while not negatively impacting the traffic through the Boones Ferry and Pilkington intersection. Mr. Kabusreiter mentioned he lives near the project site and asked general questions about the project, primarily exterior finishes and access points/circulation. Mr. Kabusreiter was directed to the two boards of rendered elevations and the materials board where various project members discussed the proposed use of smooth face concrete masonry unit, tile and tile patterning as well as how the various design features including the gable roof feature, canopies, and colors tie into surrounding developments and their architecture. Mr. Kabusreither also asked about access points and circulation. The team indicated that per city code the project is allowed only access on Pilkington, however, we are asking for a Hardship Variance to allow a shared access with the neighboring parcel to Boones Ferry. It was discussed that the internal circulation shown is based on the two access site plan and that should the Boones access be denied the site plan would need to be altered to allow internal circulation of Goodwill trucks. It was also pointed out that the current arrangement with two accesses allows for trucks to enter and exit the site with minimal interaction with other vehicular and pedestrian traffic. In a single access site the internal on-site circulation of trucks would necessitate more interaction between trucks and pedestrians. Mr. Duyn owns the abutting property with which this development is proposing a shared access to Boones Ferry. He came primarily to show support of the project and answer any questions that might involve his property as the access is proposed to be shared. Mr. Emami had many questions and concerns regarding the project as he owns the two parcels to the east across the Pilkington right-of-way. His primary concern is how our proposed project will affect access to his property (SE corner of Pilkington and Boones 224 Ferry) as that access is currently difficult and he sees our driveway on Pilkington being a significant negative impact. He said that currently drivers frequently try to turn left at his Pilkington driveway and can't if there are more than 2 or 3 cars in the northbound queue. This blocks the southbound lane of Pilkington right at the signal. With traffic coming out of our driveway it will increase the queue negatively impacting an already bad situation. Mr. Emami stated that it took 12 years to secure the approvals from the city to develop his site. He stated that there was a high accident rate at the intersection and expressed concern that our project will add more trips through the intersection on their way to our Pilkington driveway and will make the intersection worse. Project Team members discussed our proposed second access to Boones Ferry which we anticipate to help reduce traffic through the intersection. Jerry Baysinger asked if his property had an access easement from the property immediately to the south of his . . . he said "No", that there was no right for his customers to use that driveway. Mr. Emami said that his relationship with the owner to the south was somewhat acrimonious. He said that if his customers or employees try to park along the south side of his building, their vehicles will be towed. Mr. Emami seemed somewhat more assured that our driveway locations would minimize the impact of our development and seemed to understand the importance of gaining the BF direct access. Mr. Emami was very supportive of punching Rosewood back onto BF and would like to see a signal, either at our proposed shared BF driveway or at Rosewood. Project Team Members let him know that Mr. Duyn was working with the city on re-opening Rosewood to Boones Ferry but that is not a part of the Goodwill's proposed project. He was also informed that Goodwill was not necessarily opposed to a light at the proposed shared driveway, was not proposing such as part of their application. One faxed response was received from Mr. William Wright (copy included with submittal materials). He expressed belief that Goodwill will be a good resource for the area and did not have any objections to the project. He requested any Neighborhood Meeting handout materials be mailed to him after the meeting. A copy of the 11"x17" materials were mailed to him via USPS First Class Mail on July 2, 2013 by Jennifer L. Rinkus of Baysinger Partners Architecture. 225 N NEIGHBORHOOD MEETING ATTENDANCE ROSTER PROJECT: G uoiDLoi11 Lake Give. Viorbaticryts MEETING DATE: (0• z'-I I PLEASE PRINT LEGIBLY! NAME MAILING ADDRESS & CITY, STATE ZIP CODE PHONE # E-MAIL ADDRESS `tv�a.� 'Hays+v� Pavkv exs J � 1WS n A (e Se. C. 12-+Av�,0 Z Positkard q-42114 503.5'-14.I b C') Ji i2f1-'f Jç, yL_ i b << l Ga-ed(-0 /l/ (7 o 7� � '3S I�S�I Gli.rl. J� Ino 25Z Lz_ �-G P •1C.c �o �+ R o f_ c �-°J '�if4 oL SD3 - tr nI 7-T N/ l 813 ' La/VG L D y?d S 6.39-4,06 S- L i'S - VDI 1901 5-655- SwKet4p7 v 6?b3- c32 2 dh� G-017/7 154/1- 5F- - e 77 3S 5/e_i5 /71 , t> ”02/t cv3-3/0-3cvt 1\11114C-1)u 'v A/ 0 644 CD N leiCa ti V6 tD 1/4e,6 �I� PDX 1 )-- ;c _3 Y! AV l t, Gin /9-71 L 53 g6 (Nt,l�. q �ivg f/�, 7 G 66 J3 S S7 3 s KITTELSON & ASSOCIATES , INC . NTRA N SPO R T A T I O N E N G I N E E R I N G / PLA N N I N G 610 SW Alder Street, Suite 700, Portland, OR 97205 503.228.5230 503.273.8169 August 23, 2013 Project#: 13526 Todd Silbernagel Goodwill Industries of the Columbia Willamette 1943 SE 6th Avenue Portland, OR 97214-3979 RE:Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Dear Todd, This letter presents the results of the traffic impact analysis for the proposed Lake Grove Goodwill Attended Donation Center (ADC) and Shops development located in Lake Oswego, Oregon. This study concludes that the Goodwill ADC and Shops can be developed while maintaining acceptable traffic operations and safety at the Boones Ferry Road/Pilkington Road intersection and the proposed site driveways along Pilkington Road and Boones Ferry Road. In conjunction with the proposed development, a shared access along Boones Ferry Road is recommended to minimize impact to operations and queue lengths at the Boones Ferry Road/Pilkington Road intersection. Our analysis methodology, pertinent findings, and recommendations are documented herein. INTRODUCTION Goodwill Industries is proposing to redevelop an existing site at the southwest corner of the Boones Ferry Road/Pilkington Road intersection. A vacant industrial-use building that currently occupies the site which will be demolished and redeveloped. Access to the existing site is provided by three site driveways (two along Boones Ferry Road and one on Pilkington Road) and a 120-foot section of perpendicular parking along Pilkington Road. The existing accesses offer no connectivity with adjacent properties. The preliminary site plan proposes a Goodwill ADC and a mix of retail and service uses including up to 2,000 square feet for a fast-food restaurant and up to 4,300 square feet of medical-dental office. This mix of retail was developed to provide a reasonable worst-case (high) trip generation estimate for the site. Full access to the site is proposed along Pilkington Road and a limited right-in/right-out, left-out driveway is proposed along Boones Ferry Road. The Boones Ferry Road access will ultimately become a shared access with the adjacent property to the south (MDC LLC) with redevelopment of that parcel by others. The proposed development and Phase 1 of the access is anticipated to be built out and occupied by 2014; Phase 2 of the access will occur when MDC LLC redevelops in the near future. Figure 1 illustrates the site location and vicinity and Figure 2 shows the proposed site plan. FILENAME: IIKITTELSON.COMIFSIH PORTLAND IPROJFILEI13526-GOODWILLDONATIONSTATIONLAKE OSWEGOIREPORTIFINALI13526 LAKE GROVE TIA_FINAL.DOCX 227 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 0 (NO SCALE) a etc�P O� �o Lake Grove Veterinary Clinic ------_________________ / Anna's Bridal SITE � Les Schwab . Taylor-Made o' Tire Center zeci j • Labels/,c ct CD R&M Marine,Inc. Boat Sales o c' �O L O6 St ROse / O. ,EP a 3 O m 'T4" o, ll c m 20 ' 0 (N 06 - *r 1211 co 5 S N ✓ o f 99E 213 o) 3 a i 224 0 O C -- 211 N ioco y onCLACKAMAS COUNTY a am 3 m O Q, _. m J ,F) Bi CO ,F) m o O s a O O co 10 LEGEND SITE VICINITY MAP FIGURE • - STUDY INTERSECTIONS LAKE OSWEGO, OREGON 1 '_ / 2 / KITTELSON&ASSOCIATES,INC. LN TRANSPORTATION ENGINEERING/PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 N 113 1! Ill (NO SCALE) i \ i- 1"-1-1° --° 1\0 ,s Pira s d I 4 x 44 // �•.i• �!`� \ M cv het / 7,4sii\ x:" . ;(041•:, 1 1400. i; ��`4st fi '� ,ETM+« te, -41e404'10 Q F • D COET r \� �� r0• �y Mf! D �' ,te ®.� ��� s 9 ao fie . o w 4 7 ��, Proposed Shared "2'/' ` - �,'�''a0' ® y4'�-', Access / ., ° _'' O • *.� a beAS 2' 'k? ��Ir�p� .� ��4 ■ y\or Mad 2 =��.ir•� ma .. s .►7t as iiih, a o �' �Oh \die- 4k II■■UI•Mn■ •o eIAI. �I'`I1 .ems th, �. - a 0 a, aw_ t _aw 9. m T 0'.ate'' `b .�° e. 00001111,01‘ i zi U - 'qillrIPIIIIIIC G O PROPOSED SITE PLAN FIGURE x SITE PLAN PROVIDED BY BAYSINGER PARTNERS ARCHITECTURE ON AUGUST 19,2013 LAKE OSWEGO, OREGON 2 LI� KITTELSON& ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:4 Scope of the Report This analysis determines the transportation-related impacts associated with the proposed development and has been prepared in accordance with City of Lake Oswego direction for a traffic impact analysis. The study intersections and scope of this project were based on consultation with City staff. Operational analyses were conducted at the following intersection and driveways: ■ Boones Ferry Road/Pilkington Road ■ Boone Ferry Road/R & M Marine, Inc. Driveway ■ Boones Ferry Road/Les Schwab Tire Center Driveway ■ Boones Ferry Road/Existing South Site Driveway ■ Boones Ferry Road/Lake Grove Veterinary Clinic Driveway ■ Pilkington Road/Anna's Bridal Driveway ■ Pilkington Road/Taylor-Made Labels Driveway The analysis herein evaluates the following transportation issues: ■ Year 2013 existing transportation-system conditions within the site vicinity during the weekday p.m. peak period; ■ Forecast year 2014 background transportation-system conditions within the site vicinity during the weekday p.m. peak period; ■ Trip generation estimates and distribution for the proposed development; ■ Forecast year 2014 total transportation-system conditions during the weekday p.m. peak period; ■ On-site circulation and queuing analysis; and, ■ Forecast year 2035 total transportation conditions at the Boones Ferry Road/Pilkington Road intersection during the weekday p.m. peak period. Following the analysis described above, a driveway sensitivity analysis is provided in which the only access to the site is provided along Pilkington Road. This sensitivity analysis support the site hardship variance prepared by Baysinger Partners to justify site access onto Boones Ferry Road. Conclusions and recommendations are provided at the end of the report. EXISTING CONDITIONS The existing conditions analysis identifies the site conditions and current operational and geometric characteristics of roadways within the study area. These conditions serve as a basis for comparison with future conditions. Kittelson&Associates,Inc. Portland,Oregon 230 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:5 The proposed development site and surrounding study area were inventoried in July 2013. At that time, information was collected regarding site conditions, adjacent land uses, existing traffic operations, and transportation facilities in the study area. Manual turning-movement counts were obtained for all the existing study intersections in July 2013. Per direction from Lake Oswego engineering staff, the identified critical time period is the evening commuter peak hour. As such, all counts used in this analysis were conducted on a typical mid-week day during the 4:00 to 6:00 p.m. peak time period. The system-wide evening peak hour occurred between 5:00 and 6:00 p.m.Appendix "A"contains the traffic count worksheets used for this study. Site Conditions and Adjacent Land Uses The existing site currently has a building that formerly housed commercial and light industrial uses. The site is zoned as Industrial Park District, and no change to the zoning is proposed. The site is located at the southwest corner of the Boones Ferry Road/Pilkington Road intersection, east of Interstate 5 (1-5) and west of Oswego Lake. Land uses surrounding the site are primarily office and commercial uses, with a boat sales facility to the south along Boones Ferry Road, office uses to the west of Boones Ferry Road, and a shopping center to the north of Pilkington Road. Access to the site is proposed via two driveways: one shared access with R & M Marine, Inc. along Boones Ferry Road and one access to the south of the site along Pilkington Road. Transportation Facilities Table 1 summarizes the existing transportation facilities and roadways in the study area. As shown in Table 1, Boones Ferry Road is a major arterial providing a connection between 1-5 and north Lake Oswego towards Portland. Pilkington Road is a major collector that provides access between the commercial and office uses along Boones Ferry Road and residential uses to the south. Table 1: Existing Transportation Facilities Posted Speed Bicycle On-Street Roadway Functional Classification' Number of Lanes (MPH) Sidewalks Lanes Parking Boones Ferry Road Major Arterial 4-5 35 Partial Yes No Pilkington Road Major Collector 2 35 Partial No I No Functional classifications from Lake Oswego Functional Street Classifications Map(Reference 1) Figure 3 illustrates the existing lane configurations and traffic control devices at the study intersection and driveways. Kittelson&Associates,Inc. Portland,Oregon 231 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 Gi 113 NO'tvl (NO SCALE) c0 o� <2?o 6 Lake Grove / Veterinary Clinic Anna's Bridal 4SITE 5� �/ S �. 6 Les Schwab AD . j Taylor Madeco Tire Center 4 9 Labelscv 4//( -a cc C R&M Marine,Inc. S Boat Sales C 00 Pose�14 / / / PILKINGTON RD/ a BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ LES SCHWAB TIRE EXISTING SOUTH SITE LAKE GROVE BOONES FERRY RD/ BOONES FERRY RD/ PILKINGTON RD/ TAYLOR-MADE LABELS /,....:, . m R&M MARINE, INC.DWY R&M MARINE, INC. DWY CENTER DWY DWY VETERINARY CLINIC DWY PILKINGTON RD NORTH DWY ANNA'S BRIDAL DWY DWY (b bzs. ._, O 0 0 0 0 0 0 O ., S Cl, ty vi Y r 7r 1 EE i el , 4. P cc Wiz (!) i , "' 0 O UI 1 y DRIVEWAY BLOCKED 4 7 ^ , • v O U N L.T. Q Lij CI �� �� ��� ��� �� t ie N CC ..... --2) c3) LU 0 Z 1._ Q a pO 001 001 (T Z u) °°y /0� ��°°h �css" `� 03�' ss~ .i1 ti0 1 CM=SB I Z 0 / S ( j CM=wB i <5 0 CM-NB 15 NLO U z /! COS=B r B i LOS=B LOS=B LOS=B 15 + OS=A <5 4--<5 — O CM=W6 LOS=B • LOS=B Del=14.1 Del=10.7 <5 <5 Del=14.1 10 LOS=BDel=14.4 Del=9.1 ►� �1 V/C=0.01 B k LOS=B V/C=0.03 � Illi � DRIVEWAY BLOCKED Del=13.0 Del=13.5 * V/C=0.57 t V/C=0.01 W Q 0 Del=13.5 V/C=0.05 �rV/C=0.01 t 1 /C=0.01 \� 17 < 72 \7 * } CC ,/V/C=0.01 t 1 <0/ 4.-V h /' � �S ,_. .-.S S may'' O I n liv e sT m H O t�/j-► 4.5' ^y/ �� 0°h�� SSS `a�a �u'� �� v�wo�n 'o N U 00� 1� 0 0) %3 y 4) Y m 0 -9 B. 0) c c0 LEGEND 0 o CM=CRITICAL MOVEMENT(UNSIGNALIZED) s - STOP SIGN I LOS=INTERSECTION LEVEL OF SERVICE cD (SIGNALIZED)/CRITICAL MOVEMENT LEVEL '•, -TRAFFIC SIGNAL N OF SERVICE(UNSIGNALIZED) M Del=INTERSECTION AVERAGE CONTROL DELAY ;95 (SIGNALIZED)/CRITICAL MOVEMENT CONTROL DELAY(UNSIGNALIZED) LANE CONFIGURATIONS &TRAFFIC CONTROL DEVICES AND 2013 EXISTING TRAFFIC CONDITIONS FIGURE WEEKDAY PM PEAK PERIOD 3 ' g• V/C=CRITICAL VOLUME-TO-CAPACITY RATIO LAKE OSWEGO, OREGON KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:7 Pedestrian and Bicycle Facilities As shown in Table 1, Boones Ferry Road provides bicycle lanes along both sides of the street. Sidewalks are present on both sides of Boones Ferry Road with the exception of the segment between Pilkington Road and Washington Court where sidewalks are only provided on the east side of the roadway. North of the site, access across Boones Ferry Road (and across the freight rail lines) is provided with a sidewalk separated from the roadway with a landscaped median along this segment. No bicycle lanes are present along Pilkington Road, and a sidewalk is only present along the north side of Pilkington Road across from the proposed development. Transit Facilities TriMet provides local transit service through two routes in the site vicinity, along Boones Ferry Road and Pilkington Road (Reference 2): ■ Route 37 — Lake Grove, provides service between the Lake Oswego Transit Center and the Tualatin Park and Ride. The route has a bus stop at the Boones Ferry Road/Pilkington Road intersection, and operates at 1.5 hour headways during the weekdays and does not provide service on weekends. ■ Route 36 — South Shore, provides service between the Tualatin Park and Ride, the Lake Oswego Transit Center, and Portland City Center. The route has a bus stop at the Pilkington Road/Jean Road intersection, and operates at 1.5 hour headways during the weekdays and does not provide service on weekends. 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 3). 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 is measured and what is generally considered the acceptable range of level of service. All intersection level-of-service evaluations used the peak 15-minute flow rate during the weekday p.m. peak hour. Using the peak 15-minute flow rate ensures that this analysis is based on a reasonable worst-case scenario. For this reason, the analysis reflects conditions that are only likely to occur for 15 minutes out of each average peak hour. The transportation system will likely operate under conditions better than those described in this report during other time periods. The City of Lake Oswego has defined a level-of-service threshold of"E" for both signalized and unsignalized intersections. Kittelson&Associates,Inc. Portland,Oregon 233 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:8 Figure 3, shown previously, summarizes the level-of-service analysis for the study intersections under the weekday p.m. peak hour existing traffic conditions'. As shown in Figure 3, the study intersection and driveways operate within Lake Oswego operations thresholds during the weekday p.m. peak hour. Appendix "C"includes the level-of-service worksheets under year 2013 existing traffic conditions. Crash Analysis Crash data was obtained from the Oregon Department of Transportation (ODOT) for the period of January 1, 2007 through December 31, 2011 for the Boones Ferry Road/Pilkington Road intersection. As shown in Table 2,there are seven total reported crashes for the 5-year time period. Table 2: Crash History(January 2007 through December 2011) Crash Type Crash Severity Intersection Number of Crashes Rear-End Turning Angle Other PDO Injury Boones Ferry Rd/Pilkington Rd 7 5 0 1 1 3 4 Of the seven reported crashes, five are rear-end crashes for the southbound left-turning movement from Boones Ferry Road to Pilkington Road. In addition, there is one crash reported between a pedestrian and a vehicle traveling on Boones Ferry Road in 2007, and an angle-type crash on Boones Ferry Road reported in 2009. The 5 rear-end crashes are evenly distributed within the 5-year crash history (1 in 2007, 2 in 2009, 2 in 2011). Based on field observations, the existing grade differential may have contributed to the crashes. As discussed later in this report, peak hour queues on this movement could be reduced with additional effective green time to the southbound left, which could help to alleviate the potential for crashes in the future.Appendix "D"contains the ODOT crash data. 1 Note: the existing conditions analysis does not reflect field-observed signal timings at the time of the site visit. Per direction from Lake Oswego traffic engineering staff, all analyses in this report reflect future signal timing as a result of the planned signalized improvement at the intersection of Pilkington Road/Boones Ferry Road. Kittelson&Associates,Inc. Portland,Oregon 234 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:9 TRANSPORTATION IMPACT ANALYSIS The transportation impact analysis identifies how the study area's transportation system will operate assuming build-out of the proposed development. The impact of traffic generated by the proposed development during the typical weekday p.m. peak hour was examined as follows: ■ Planned developments and transportation improvements in the site vicinity were identified; ■ Year 2014 (build-out year) background traffic conditions was analyzed at the study intersection and site-access points during the weekday p.m. peak hour; ■ Site-generated trips were estimated for build-out of the site; ■ Site trip-distribution patterns were determined based on a review of the existing transportation network and the nature of the proposed development; ■ Year 2014 total traffic conditions was analyzed at each of the study intersections and site- access points during the weekday p.m. peak hour; ■ Year 2014 total traffic conditions 95th percentile queue analysis at the Boones Ferry Road/Pilkington Road intersection; and, ■ Sight distance and site circulation was reviewed. Year 2014 Background Traffic Conditions The background traffic conditions analysis forecasts how the study area's transportation system will operate with anticipated growth but without accounting for trips generated from the proposed development. Planned Development and Transportation Improvements The City has planned the installation of revised signal timing at the Boones Ferry Road/Pilkington Road intersection, which will also include a flashing yellow arrow (protected/permitted phasing) for the Boones Ferry Road approaches. Per direction of Lake Oswego traffic engineering staff, this signal timing and phasing was implemented throughout the analysis within this report. There are no planned developments anticipated in the site vicinity prior to full site build-out. However, trips associated with the currently vacant Otak Incorporated Engineers & Architects (Otak) building were assumed as in-process trips per direction from City of Lake Oswego staff. Appendix "E"illustrates the in-process trips associated with the Otak building assuming it will be occupied in 2014. Regional Background Traffic Growth This analysis considers the impact of the proposed development's site-generated trips on the roadway network using future year (2014) traffic volumes. Background traffic growth was developed for both Kittelson&Associates,Inc. Portland,Oregon 235 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:10 Boones Ferry Road and Pilkington Road using the Metro-maintained travel demand model. A 1.5 percent annual growth rate was applied based on the link volumes reflected in the travel demand model, consistent with observed and anticipated growth in surrounding jurisdictions. The 1.5 percent growth rate was not applied for any movements turning in or out of existing driveways along Boones Ferry Road and Pilkington Road. The Metro travel demand model volumes were post-processed using the National Cooperative Highway Research Program (NCHRP) 255 analysis methodology and existing year 2013 traffic counts to develop the future year 2035 weekday p.m. peak hour traffic volumes at the Boones Ferry Road/Pilkington Road intersection. Level-of-Service Analysis As shown in Figure 4, the study intersection and driveways are forecast to continue to operate acceptably under 2014 background traffic conditions. Appendix "F" contains the 2014 background traffic analysis worksheets. Proposed Development Plan Goodwill Industries is proposing to redevelop an existing site at the southwest corner of the Boones Ferry Road/Pilkington Road intersection. The existing building will be demolished and the site will be redeveloped to include a Goodwill Attended Donation Center (ADC) and a retail shopping component. To provide a high-end estimate of the potential trip generation for the site, the land uses assumed for the analysis are a 2,000 square-foot fast-food restaurant and up to 4,300 square feet of medical-dental office. The development is anticipated to be built out and occupied by 2014. The site plan shown in Figure 2 illustrates the proposed layout with the proposed site driveway locations. A right-in/right- out/left-out driveway is proposed on Boones Ferry Road and a full access driveway is proposed on Pilkington Road. Figure 5 illustrates the proposed lane configurations and traffic control devices. Trip Generation The trip generation for the proposed site is based on empirical data from the standard reference manual Trip Generation, 9th Edition, published by the Institute of Transportation Engineers (ITE) (Reference 3). Goodwill-specific data was collected to estimate the trip generation associated with the donation center. Hourly donation data was summarized for weekday trips occurring over a two month period in 2013 at a similar ADC located in downtown Lake Oswego and can be reasonably expected to have similar trip generation characteristics as the proposed site. An average weekday p.m. peak hour trip generation is represented below. Table 3 summarizes the estimated site trip generation of the proposed development plan during a typical weekday, as well as the typical weekday p.m. peak hour (daily trips have been rounded to the nearest ten vehicles). Kittelson&Associates,Inc. Portland,Oregon 236 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 oe0 0 <2,-,/ (NO SCALE) Lake Grove Veterinary Clinic Anna's Bridal .,tSITE Tire Center Les Schwab 4 0 . Taylor-Made Labels �d m n � 7 0 m 0 CCC mR&M Marine,Inc. O1 StC / Boat Sales Y Rose�ooa iif CA. / u� N R BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ a LAKE GROVE BOONES FERRY RD/ : (--- N BOONES FERRY RD/ BOONES FERRY RD/ LES SCHWAB TIRE EXISTING SOUTH SITE PILKINGTON RD S" R&M MARINE, INC.DWY R&M MARINE, INC.DWY CENTER DWY DWY VETERINARY CLINIC DWY to, Q 0 (—EXISTING © 0 r 0 5 ,o ,.... // f r CM=we j DRIVEWAY ' CM=EB CM=WB i 1CM=WB S, Los=B i LOS=B LOS=B • LOS=C Del=14.6 N Los=B BLOCKED Del=14.1 Del=15.2 ?//C=0.61�t� Del=13.4 cn Del=14.1 ?R V/C=0.06 SIV/C=0.01 t ))/C=0.01,..\\,_,..6, 2 V/C=0.01 t 1 p�► �Si► �,o i► �S S ________7y o) 01ct/ ,:i: I. 01 y �S �1`Lq ,..6.6. S 1,rpo 0S a 0 3 BOONES FERRY RD/ PILKINGTON RD/ PILKINGTON RD/ NORTH DWY ANNA'S BRIDAL.DWY TAYLOR-MADE LABELS DWY m -J O 0 A (-----,,:,..---`0 � Ofn V, (n CO CM=SB CM=WB 1` <5.-' LOS=B 15 c LOS=A LOS=B 10 <5.� 4—<5 o° LEGEND Del=s.2 Del=10.8 or<s <5 Del=14.5 10 V/C=0.01 V/C=0.03 V/C=0.01 a CM=CRITICAL MOVEMENT(UNSIGNALIZED) I t * •�1 0 oohyi+ '° I o LOS=INTERSECTION LEVEL OF SERVICE tNN� (SIGNALIZED)/CRITICAL MOVEMENT LEVEL OF SERVICE(UNSIGNALIZED) Del=INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2014 BACKGROUND TRAFFIC CONDITIONS FIGURE DELAY(UNSIGNALIZED) WEEKDAY PM PEAK PERIOD = V/C=CRITICAL VOLUME-TO-CAPACITY RATIO LAKE OSWEGO, OREGON 4 Ca y KITTELSON&ASSOCIATES,INC. L', TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 N.) i? Pa OD eit� Lc) �o°L; (NO SCALE) a � a Lake Grove o Veterinary Clinic Anna's Bridal T Boones Ferry 5 a� a Site Dwy m SITE Les Schwab Taylor-Made a - © 4 �� r Tire Center Labels �d v 10 Pilkington Site Dwy 6$ N N C R&M Marine,Inc. c, j Sti Boat Sales m Y �oseNlooa 3 0 a o CS i� / (01 BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ LAKE GROVE BOONES FERRY RD/ ..7,___ r LES SCHWAB TIRE EXISTING SOUTH SITE R&M MARINE, INC.DWY R&M MARINE, INC.DWY CENTER DWY DWY VETERINARY CLIN_...,,IC DWY PILKINGTON RD rh 0 0 © 0 0 a d,� 7/ 1d �'�j a EXISTING DRIVEWAY ✓ PROPOCLOSURE EWAY -4 7 BLOCKED 7 m ,. .-t ?�P P4 ?,A t. 0 .9 0 0 0 BOON ES FERRY RD/ PILKINGTON RD/ PILKINGTON RD/ a NORTH DWY ANNA'S BRIDAL.DWY TAYLOR-MADE LABELS DWY PROPOSED SITE DWY cp 0 0 0 0 N Loy c LEGEND t a0 'r' - PROPOSED LANES E - STOP SIGN 0 if TRAFFIC SIGNAL PROPOSED LANE CONFIGURATIONS &TRAFFIC CONTROL DEVICES FIGURE Y WEEKDAY LAKE OSWEGO, OREGON 5 K/ KITTELSON&ASSOCIATES,INC. L\, TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:13 Table 3: Estimated Trip Generation Weekday PM Peak Hour Daily Land Use ITE Code Size(SF) Trips Total In Out Fast-Food Restaurant without Drive-Through Window 933 2,000 1,430 52 27 25 Medical-Dental Office 720 4,300 160 15 4 I 11 Goodwill Donation Station Empirical Data 1,057 NA 44 22 22 Total Net New Trips 111 53 I 58 As shown in Table 3, the proposed development plan is estimated to generate up to 111 trips during the weekday p.m. peak hour. Per direction from Lake Oswego staff and to provide a conservative analysis, no pass-by trip reduction was applied to the analysis. Site Trip Distribution/Trip Assignment The distribution of site-generated trips was determined based on a review of the existing transportation network, current turning movement patterns, and the nature of the proposed development. The estimated trip distribution pattern is shown in Figure 6. The estimated site- generated trips were assigned to the network by distributing the trips shown in Table 3 according to the trip distribution pattern shown in Figure 6. Year 2014 Total Traffic Conditions The total traffic conditions analysis forecasts how the study area's transportation system will operate with the traffic generated by the proposed development. As discussed previously, the appropriate growth rate for local traffic on Boones Ferry Road and Pilkington Road was applied and in-process trips from the Otak building were added. The forecast site-generated traffic (shown in Figure 6) was added to the background traffic volumes during the weekday p.m. peak hour (shown in Figure 5) to arrive at the total traffic volumes that are shown in Figure 7. Level-of-Service Analysis As shown in Figure 7, the study intersection and driveways are forecast to continue to operate acceptably under 2014 total traffic conditions. Appendix "G" contains the 2014 total traffic analysis worksheets. Kittelson&Associates,Inc. Portland,Oregon 239 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 N J Pa rnO i o �o°� ,o (NO SCALE) o a Lake Grove o Veterinary Clinic Anna's Bridal i 8 Boones Ferry 5 a Site Dwy m SITE Les Schwab Taylor-Made 4 � � a Tire Center �� Labels �d /10 Pilkington Site Dwy 7 6$ o/o a N C' N Ix o 0R&M Marine,Inc. m c St Boat Sales Y �oSeNlo06 3 0 a S EC / i� N BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ - BOONES FERRY RD/ BOONES FERRY RD/ LAKE GROVE BOONES FERRY RD/ r LES SCHWAB TIRE EXISTING SOUTH SITE 74- R&M MARINE, INC.DWY R&M MARINE, INC.DWY CENTER DWY DWY VETERINARY CLINIC DWY PILKINGTON RD O © 0 0 © O tib ti� 4ry0 CS' (EXISTING DRIVEWAY PROPOSED DRIVEWAY U, BLOCKED CLOSURE to t o �/ JS / J4 0 '1o' fib/ (Lb�� �r126 .�h 0 0 0 0 BOON ES FERRY RD/ PILKINGTON RD/ PILKINGTON RD/ a NORTH DWY ANNA'S BRIDAL.DWY TAYLOR-MADE LABELS DWY PROPOSED SITE DWY cp0 0 00 0 M a� / 1 1 Al 14-1O O: 3� c z.o 2 `Lf' t t 'p A E 0 ESTIMATED SITE-GENERATED TRIPS FIGURE -92 WEEKDAY PM PEAK PERIOD Y LAKE OSWEGO, OREGON 6 K/ KITTELSON&ASSOCIATES,INC. L\, TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 (El, ett* o° moj (NO SCALE) Lake Grove Veterinary Clinic Anna's Bridal g Boones Ferry Site Dwy i 5 0 4 SITE °i Les SchwabTaylor-Made a Tire Center Labels cc), d 40 ' /10 Pilkington Site Dwy J / aX 0, O -E-13o R&M Marine,Inc. O1 St/ Boat Sales Y dose 0° E / D- m N / N BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ N BOONES FERRY RD/ BOONES FERRY RD/ LES SCHWAB TIRE EXISTING SOUTH SITE LAKE GROVE BOONES FERRY RD/ g' R&M MARINE, INC.DWY R&M MARINE, INC.DWY © CENTER DWY 0 DWY VETERINARY CLINIC DWY PILKINGTON RD Q 0 3 °O a h (----- O " ,l CM=WB PROPOSED DRIVEWAY l�` j CM=we j EXISTING DRIVEWAY 3 CM=EB LOS=B LOS=B LOS=B LOS=C CLOSURE Del=15.6 N BLOCKED Del=13.8 Del=16.2 �k /C=0.64�t� ol Del=14.4 V/C=0.13 ,,,,,,..„.,........_ __________7) 00To. ��=0.01 t S ? �/C=0.06 �^JI c'S '\�6° ~S'4° ° � ~ �S Lys „2 \\,,,,,..„. __________") ti C O ti O h 0 3 a 0 3 BOON ES FERRY RD/ PILKINGTON RD/ PILKINGTON RD/ o NORTH DWY ANNA'S BRIDAL.DWY TAYLOR-MADE LABELS DWY PROPOSED SITE DWY F.' (--- ------ (--- 8; ------ (--- 4ct ------ (---- ,Qt ---- J O Q O a Ii o _ r/ B CM=SB CM=NB CM=W6 ALOSCM=SB 10 LOS=B 15 151 LOS=C o LEGEND Los9. p Del=9.2 Del=11.0 <5 Del=12.6 10 5 Del=15.6 /V/C=0.01 t V/C=0.03 V/C=0.05 V/C=0.06 t, CM=CRITICAL MOVEMENT(UNSIGNALIZED) t j, t `�t .________„; oo LOS=INTERSECTION LEVEL OF SERVICE mN � N O (SIGNALIZED)/CRITICAL MOVEMENT LEVEL tO CV OF SERVICE(UNSIGNALIZED) • Del=INTERSECTION AVERAGE CONTROL DELAY o (SIGNALIZED)/CRITICAL MOVEMENT CONTROL 2014 TOTAL TRAFFIC CONDITIONS DAY SHARED M PEAK PERACCESS FIGURE n DELAY(UNSIGNALIZED) = OD V/C=CRITICAL VOLUME-TO-CAPACITY RATIO LAKE OSWEGO, OREGON i N '' KITTELSON&ASSOCIATES,INC. N TRANSPORTATION ENGINEERING/ PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:16 95th Percentile Queue Analysis The traffic operations software Synchro 7 was used to estimate the 95th percentile queues for all approaches at the Boones Ferry Road/Pilkington Road intersection (a 25-foot vehicle length was assumed in reporting the projected queue lengths). Table 4 shows the estimated 95th percentile queues relative to the existing storage lengths for each approach, thereby showing the incremental impact of the development on 95th percentile queue lengths. As documented in Table 4, the estimated 95th percentile queues are forecast to continue to be accommodated by the existing storage lengths under existing, 2014 background, and 2014 total traffic conditions. Appendix "H"contains the queuing worksheets. Table 4:95th Percentile Queue Analysis: Boones Ferry Road/Pilkington Road 95th Percentile Available Adequate Scenario Approach Movement Queue(ft) Storage(ft) Storage? Left 150 200 Yes WB Through/Right 75 200 Yes Left <25 125 Yes 2013 Existing' NB Through/Right 325 >350 Yes Left 150 275 Yes SB Through/Right 225 250 Yes Left 150 200 Yes WB Through/Right 75 200 Yes Left <25 125 Yes 2014 Background' NB Through/Right 375 >350 Yes Left 175 275 Yes SB Through/Right 225 250 Yes Left 150 200 Yes WB Through/Right 75 200 Yes Left <25 125 Yes 2014 Total' NB Through/Right 375 >350 Yes Left 200 275 Yes SB Through/Right 225 250 Yes SB=Southbound,NB=Northbound,EB=Eastbound,WB=Westbound Assumes future signal timing improvements. Kittelson&Associates,Inc. Portland,Oregon 242 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:17 Planning Year 2035 Total Traffic Conditions As described previously, the Metro travel demand model volumes were post-processed using the NCHRP 255 analysis methodology to develop turning movement volumes for the year 2035 weekday p.m. peak hour at the Boones Ferry Road/Pilkington Road intersection. The volumes and forecast total traffic conditions (includes the proposed development site traffic) intersection operations are shown in Figure 8. As shown in Figure 8, the Boones Ferry Road/Pilkington Road intersection is forecast to continue to operate acceptably under 2035 total traffic conditions. Appendix "I"contains the Metro travel demand model raw volumes and the 2035 total traffic analysis worksheets. Site Access, Circulation, and Preliminary Sight Distance Verification This section addresses the proposed changes to the site access points and preliminary sight distance verification. Site Access As described in the proposed development plan, the existing site's three driveways and open frontage along Pilkington Road will be reduced to two total driveways, with the access to Boones Ferry Road operating as a shared access with the property to the south. Along Boones Ferry Road, the two existing full movement site driveways (located at 113 feet and 244 feet from the Boones Ferry Road/Pilkington Road intersection) will be consolidated and relocated to a single driveway located approximately 284 feet south of Pilkington Road along Boones Ferry Road. The proposed driveway will ultimately provide shared access with the property to the south, and is proposed to be 26 feet wide to accommodate truck circulation into the site. This width, as shown in Appendix "J," is the minimum width that is expected to accommodate the movement of delivery vehicles on-site. In addition, the 26-foot wide driveway is expected to provide efficient simultaneous ingress and egress into the site. Along Pilkington Road, the existing open frontage (no curb) along Pilkington Road between Boones Ferry Road and the proposed site driveway will be improved with curb/gutter/sidewalk, thus eliminating approximately 125 feet of conflicting parking movements with through traffic. In addition, the existing site driveway along Pilkington Road will be relocated from its existing location (approximately 220 feet from Boones Ferry Road) to a distance approximately 260 feet from the Boones Ferry Road intersection. Kittelson&Associates,Inc. Portland,Oregon 243 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 a et6Q. e5� o� �o Lake Grove 6 Veterinary ClinicAnna's Bridal Boones Ferry Site Dwy Les Schwab SITE . Taylor-Made 6 CO Tire Center Labels j /i, Pilkington Site Dwy II c R&M Marine,Inc. ° Boat Sales co Sod / E Pp5 E 0 cOco5 s Z O SssY ��^ry�o P.5 r Z �~LOS=B Del=14.1 wf W0 o V/C=0.57 t co U / .�s �s a N ip,p O LL m Q E I- I— E hm N co _U 'S LL (Ni QOf HZ h O tS3'� .-f-`'�,:- ¢ / < E s3>LOS=B i p, ~OH Z De1=15.6 a V/C=0.64 1 ``t4 voN V/ _M m K , 0 o E o) LL cc Z 0 RI Q P Sssy �°�h 'I H 0 3.LOS=C i O 0 Del=32.6 m U R V/C=0.96 t co in J� S2OO .p 0 ry2hi► ti2m D 0 Q LEGEND 3 0 0 0 cB LOS=INTERSECTION LEVEL OF SERVICE CO h Del=INTERSECTION AVERAGE CONTROL DELAY BOONES FERRY ROAD & PILKINGTON ROAD INTERSECTION FIGURE V/C=CRITICAL VOLUME-TO-CAPACITY RATIO FUTURE TOTAL TRAFFIC CONDITIONS 8 �\ LAKE OSWEGO, OREGON iv‘ KITTELSON&ASSOCIATES,INC. TRANSPORTATION ENGINEERING/PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:19 Circulation Along Boones Ferry Road, the proposed access will allow patron vehicles to enter the site as a right-in movement and exit the site as a right-out or a left-out movement. All traffic that would be turning left into the site is assumed to access the site via the Boones Ferry Road/Pilkington Road signalized intersection. As described in further detail in the sensitivity analysis provided in the following section, the left-out movement provides relief to the left-turn approach to the signal on Pilkington Road. Truck circulation (WB-40 design vehicle) through the site will occur entering from Boones Ferry Road and exiting onto Pilkington Road (as shown in Appendix "J"). On site queuing is not expected to exceed 100 feet during the weekday p.m. peak hour, and driveway throat lengths have been designed to provide adequate queue storage. Preliminary Sight Distance Verification A preliminary sight distance verification was conducted at the site access locations along Boones Ferry Road and Pilkington Road to assess whether sufficient stopping sight distance (SSD) and intersection sight distance (ISD) can be provided. Per the recommendations in the AASHTO reference manual2 for a 35 mile-per-hour roadway, the recommended stopping and intersection sight distances are 250 feet and 390 feet, respectively. A driver's eye height of 3.5 feet and an object height of 2.0 feet was assumed, and all measurements were taken 14.5 feet from the edge of the travel way. Based on preliminary investigation, adequate stopping sight distance and intersection sight distance are expected to be provided at both proposed access locations. Additional details are provided below. Boones Ferry Road Access To the north, sight distance in excess of 400 feet is expected to be available upon buildout from the proposed driveway location. To the south, intersection sight distance was measured to be approximately 440 feet and stopping sight distance at 280 feet. Pilkington Road Access Facing north, there is approximately 260 feet of roadway between the proposed driveway and the Boones Ferry Road/Pilkington Road intersection. Clear sightlines are expected to be available to the location of the stop bar at the signal. Although this distance (260 feet) is less than the recommended ISD (390 feet for 35 miles per hour) due to roadway geometric constraints, the speeds at which vehicles are approaching is expected to be less than 35 miles per hour. The recommended SSD distance (250 2 American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets, 2004. Kittelson&Associates,Inc. Portland,Oregon 245 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:20 feet) is exceeded and the driveway is located a distance further from the signalized intersection than under existing conditions. To the south, various ground foliage, tree branches, and a utility pole present some sight line obstruction. Upon redevelopment, it is recommended that the existing foliage within the public right- of-way be cleared and/or maintained to maximize the available sight distance available. With these mitigations, adequate intersection and stopping sight distance is expected to be available. It is further recommended that any landscaping, above ground utilities or signage associated with the proposed development be located and maintained to ensure that adequate sight distance is continued to be provided. Kittelson&Associates,Inc. Portland,Oregon 246 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:21 DRIVEWAY SENSITIVITY ANALYSIS In recognition that the current City code (Section 50.06.003.1.c.iii) specifies that access to an arterial roadway is not permitted, a hardship variance is being submitted in conjunction with this traffic study to justify the proposed access onto Boones Ferry Road. In support of the hardship variance, this traffic study analyzes a scenario in which all traffic enters and exits the site from Pilkington Road. This limitation in access points, as shown in the analysis provided herein, does not provide a benefit to the overall transportation system. Details of the analysis are provided in the following sections, followed by a summary table of the transportation-related pros/cons associated with the proposed Boones Ferry Road access. Year 2014 Traffic Volumes and Operations A 2014 traffic sensitivity analysis was prepared for the site driveway along Pilkington Road and for the Boones Ferry Road/Pilkington Road signalized intersection, assuming no vehicle trips access the site via Boones Ferry Road. Traffic volumes as shown in Figure 6 were re-assigned and added to the background traffic volumes shown in Figure 4 to arrive at the traffic volumes shown in Figure 9. All findings below represent 2014 total traffic conditions. As shown in Figure 9, the Boones Ferry Road/Pilkington Road intersection is forecast to increase in overall volume-to-capacity (v/c) ratio from 0.64 to 0.66 with the re-routed traffic volumes. In particular, the westbound left-turn (from Pilkington Road to southbound Boones Ferry Road) v/c ratio increases from 0.57 to 0.64, and the 95th percentile queuing is estimated to increase from 150 to 175 feet. A secondary operational impact of Boones Ferry Road access closure is the increase in delays in the northbound direction for vehicles entering the site. The northbound right-turn v/c ratio increases from 0.62 to 0.63, and the 95th percentile queuing is estimated to increase from 375 to 400 feet. One additional metric not captured in the analysis is the additional time and out-of-direction travel required for northbound vehicles to enter the site. Northbound vehicles will be required to travel an additional 545 feet (distance of driveways from signalized intersection = 285 feet + 260 feet) to access the site, which translates into additional delay for through vehicles and less desirability to the site as a trip attractor. Additional details regarding the potential economic hardships (lease-ability, tenant exposure, etc.) are provided in the supplemental Hardship Variance application prepared by Baysinger Partners. Appendix "K" includes operations and queuing worksheets without the inclusion of the Boones Ferry Road site access. Kittelson&Associates,Inc. Portland,Oregon 247 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 a et6Q. e5' o� �o Lake Grove 6 Veterinary ClinicAnna's Bridal Boones Ferry Site Dwy Les Schwab / SITE . Taylor-Made 6 a Tire Center Labels j /i, S. Pilkington Site Dwy Ir c R&M Marine,Inc. Boat Sales o ewood S� / a P,05 O cO h o4c2Z - SSS" `ifo�tioo m 4 5 � Z LOS=B Del=14.1 wf W OU V/C=0.57 t COU h�l �S72S a, N LLL Ce(04� "PO CC E: H B NO ACCESS TO N BOONES FERRY co U_ 'S LL (Ni Q HOf Oi CE o SSS" ~14/3`',o SSS" ~d�5',o Q E 3. LOS=B 1 + LOS=B 1 ~ Z o) O Del=15.6 Del=16.8 a 0U 1 V/C=0.64 t IL ,,I�V/C=0.66 t O s/ .�S�40 ho y ..2,\ 76's to N ,v ri'S '���h f6O L (.I N V/ _M m K NO ACCESS TO a 0 BOONES FERRY a o LL o) LL a Z O _O o s. t Q o S�, 1 S\,, d -JLDS=C 1 1 O ZO Del=32.6 Del=34.7 m 0co LO ).°<, V/C=0.96�c t R V/C=0.98�c t o O /5/ .4.-.AO / �y r:S27S ip N 0),?, �2S o��e0 7`SO c 0 Q LEGEND 0 0 0 O LOS=INTERSECTION LEVEL OF SERVICE CO h Del=INTERSECTION AVERAGE CONTROL DELAY NO ACCESS TO BOONES FERRY ROAD-SENSITIVITY FIGURE CI V/C=CRITICAL VOLUME-TO-CAPACITY RATIO FUTURE YEARS WEEKDAY PM PEAK HOUR 9 �\ LAKE OSWEGO, OREGON 54 KITTELSON&ASSOCIATES,INC. `� TRANSPORTATION ENGINEERING/PLANNING Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:23 Table 5: Boones Ferry Road Access Closure:Transportation Impacts Type of Impact Details System Impact All exiting traffic will join the Existing congestion along Pilkington Road(i.e.interaction between queues and Pilkington Road approach to the driveways to the north of the proposed site)between the proposed site driveway signalized intersection and the signalized intersection will increase due to the additional vehicle trips. All site-generated trips exit the On-site queuing is expected to increase with all 58 vehicles exiting onto Pilkington site at the Pilkington Road Road,which could lead to more aggressive driver behavior(i.e.,accepting shorter Circulation: access. gaps along Pilkington Road). Off-site Fire/Emergency vehicles Access would be reduced to one entry/exit point. Out-of-direction travel for Adds to the delay on Boones Ferry Road,and results in additional turning northbound vehicles movement interaction with pedestrians at the Boones Ferry Road/Pilkington Road intersection. Trucks/Heavy vehicles Truck circulation would be required to enter and exit from Pilkington Road, contributing to existing congestion Requires additional impervious paved area on-site to accommodate 360-degree Circulation: Trucks/Heavy vehicles truck circulation.Increased on-site circulation may cause more interaction with On-site other trucks,vehicles,and pedestrians. Vehicles Increased on-site congestion and circulation challenges with only one access point. The existing site could be leased to industrial tenants(fewer trips than the Economic Existing site usage with existing proposed development),which would use the existing three driveways.(Note that Development accesses(no redevelopment) the proposed development would be operating with more site-generated traffic and fewer accesses than the existing allowed uses,further constraining the site). As summarized in Table 5 above, it is clear that a dual access approach to redevelopment benefits the site as well as the transportation system.The proposed access plan is an improvement over the existing access condition, consolidating two full movement driveways on Boones Ferry Road into one shared right-in/right-out/left-out with future connectivity to the south property. The proposed dual accesses minimize the need for out-of-direction travel and facilitate emergency vehicle access and circulation. While the City's desire to close access onto Boones Ferry Road is consistent with City Code in the near term, the proposed shared access configuration onto Boones Ferry Road is consistent with the City Code goals in the long term, providing the opportunity to further consolidate driveways along Boones Ferry Road with the development of the property to the south. Additional Transportation Related Impacts In addition to the added delay for vehicles accessing the site and through vehicles on Boones Ferry Road, Table 5 summarizes impacts anticipated related to limiting site access to only Pilkington Road. Kittelson&Associates,Inc. Portland,Oregon 249 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:24 FINDINGS AND RECOMMENDATIONS Year 2013 Existing Conditions ■ All study intersections operate at acceptable levels of service during the weekday p.m. peak hour. ■ Observed traffic patterns indicate that the weekday p.m. peak hour experiences southbound left-turn queuing that exceeds the existing storage provided along Boones Ferry Road at the intersection with Pilkington Road. This queue storage deficiency is addressed with the proposed signal timing changes planned by City of Lake Oswego staff. Note: the proposed signal timing for the Boones Ferry Road/Pilkington Road intersection are used throughout the report, per direction from Lake Oswego traffic engineering staff. ■ A review of historical crash data did not reveal any patterns or trends in the site vicinity that require mitigation associated with the impacts of project. ■ The existing study site is served by an open right-of-way curb cut along Pilkington Road and three site driveways (two on Boones Ferry Road and one on Pilkington Road). The existing accesses offer no connectivity with adjacent properties. ■ The existing building on-site could be reoccupied as an industrial land use with the existing driveway configuration. Year 2014 Background Conditions ■ All study intersections are forecast to continue to operate at acceptable levels of service during the weekday p.m. peak hour assuming continued local and regional traffic volume growth. Proposed Development Plan ■ The site will be redeveloped to include a Goodwill Attended Donation Center (ADC) and a retail shopping component. To provide a high estimate of the potential trip generation, the land uses assumed for the analysis are a 2,000 square-foot fast-food restaurant and up to 4,300 square feet of medical-dental office. ■ The existing site driveways will be reconfigured in conjunction with redevelopment. • The two site driveways on Boones Ferry Road will be consolidated to one that is located at the west property line. This driveway will be eventually shared with the property to the south when that parcel redevelops in the near future (Phase 2 of access), allowing for additional future access consolidation along the Boones Ferry Road corridor. • The existing open curb cut along Pilkington Road will be improved with curb, gutter, and sidewalk, removing access to the site directly from the roadway right-of-way. Kittelson&Associates,Inc. Portland,Oregon 250 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:25 • The existing site driveway on Pilkington Road will be relocated further to the south, increasing distance between the site driveway and Boones Ferry Road. ■ The total proposed development is estimated to generate up to approximately 111 net new weekday p.m. peak hour trips (53 in, 58 out). Year 2014 Total Traffic Conditions ■ All study intersections are forecast to continue to operate at acceptable levels of service per Lake Oswego operations thresholds during the weekday p.m. peak hour upon full site redevelopment. On-Site Circulation/Site Access ■ The existing site's three driveways will be reduced to two driveways, with the access to Boones Ferry Road ultimately operating as a shared access with the redevelopment of the property to the south. • The two existing full movement site driveways along Boones Ferry Road (located at 113 feet and 244 feet from the Boones Ferry Road/Pilkington Road intersection) will be consolidated and relocated to a single driveway located approximately 284 feet south of Pilkington Road along Boones Ferry Road. • The existing open frontage (no curb) along Pilkington Road between Boones Ferry Road and the proposed site driveway will be improved with curb/gutter/sidewalk. ■ The existing site driveway along Pilkington Road will be relocated from its existing location (approximately 220 feet from Boones Ferry Road) to a distance approximately 260 feet from the Boones Ferry Road intersection. ■ Truck circulation (WB-62 design vehicle) through the site will occur entering from Boones Ferry Road and exiting onto Pilkington Road. ■ On site queuing is not expected to exceed 100 feet during the weekday p.m. peak hour, and driveway throat lengths have been designed to provide adequate queue storage. ■ Sufficient sight distance is expected to continue to be available at the site-access driveways upon buildout. Planning Year 2035 Total Traffic Conditions ■ The Boones Ferry Road/Pilkington Road intersection is forecast to continue to operate within operations thresholds under 2035 total traffic conditions during the weekday p.m. peak hour. Kittelson&Associates,Inc. Portland,Oregon 251 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:26 Hardship Variance Sensitivity Analysis A sensitivity analysis was prepared to address the implications of providing a single driveway on Pilkington Road to serve the site. This scenario assumes no vehicle trips access the site via Boones Ferry Road. All findings below represent 2014 Total Traffic Conditions. ■ The Boones Ferry Road/Pilkington Road intersection is forecast to increase in overall volume-to-capacity (v/c) ratio from 0.64 to 0.66 with the re-routed traffic volumes. • The westbound left-turn v/c ratio increases from 0.57 to 0.64, and the 95th percentile queuing is estimated to increase from 150 to 175 feet. • The northbound right-turn v/c ratio increases from 0.62 to 0.63, and the 95th percentile queuing is estimated to increase from 375 to 400 feet. ■ Circulation impacts • All vehicles (53 in, 58 out)would be required to navigate the site into and out of the Pilkington Road access. • Existing congestion along Pilkington Road (i.e. interaction between queues and driveways to the north of the proposed site) between the proposed site driveway and the signalized intersection will increase due to the additional vehicle trips. • On-site queuing is expected to increase with all 58 vehicles exiting onto Pilkington Road. • Potential increased aggressive driving behavior (accepting shorter gaps along Pilkington Road) with all 58 outbound vehicles exiting from a single access. • Fire/Emergency Vehicle access will be reduced to one entry/exit point. • Approximately half of site-generated trips would be required to navigate to the site via out-of-direction travel. • The resulting out-of-direction travel results in additional turn movement interaction with pedestrians at the Boones Ferry Road/Pilkington Road intersection. • The existing site could be leased to industrial tenants (fewer trips than the proposed development), which would use the existing three driveways. The proposed development would be operating with more site-generated traffic and fewer accesses than the existing allowed uses, further constraining the site. • Truck circulation would be required to enter and exit from Pilkington Road, contributing to existing congestion, and requiring additional impervious paved area on-site to accommodate truck circulation. Increased on-site truck maneuvering may result in more interactions between other trucks, vehicles, and pedestrians. Kittelson&Associates,Inc. Portland,Oregon 252 Lake Grove Goodwill ADC and Shops Traffic impact Analysis Project Al:13526 August23,2013 Page:27 Recommendations Based on the results of the analysis summarized in this report, the following improvements are recommended in conjunction with site development. • On-site landscaping, signage and above ground utilities should be located and maintained along Boones Ferry Road and Pilkington Road to ensure that adequate intersection sight distance is provided upon redevelopment. We trust this letter adequately addresses the traffic impacts associated with the proposed Lake Grove Goodwill ADC and Shops redevelopment in Lake Oswego, Oregon. Please call us at 503-228-5230 if you have any questions. Sincerely, KITTELSON &ASSOCIATES, INC. Diego Argues, P.E. / Chris Brehmer, P.E. Senior Engineer Principal Engineer <(''��© 0A-6.0 84418P �r e.RE,ra 13124 13 -c, 20. 1 C4 ®F6-DERICO P4' EXPIRES: Dec. 3120131 Kittelson&Associates,Inc. Portland,Oregon 253 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis Project#:13526 August 23,2013 Page:28 REFERENCES 1. Lake Oswego Comprehensive Plan. Lake Oswego Functional Street Classifications Map. February 2000. 2. TriMet. http://trimet.org. August 2013. 3. Transportation Research Board 2000. Highway Capacity Manual. 2000. 4. Institute of Transportation Engineers. Trip Generation, 9th Edition. 2012. APPENDICES A. Existing Traffic Counts B. Description of Level of Service Methods and Criteria C. Existing Operations Worksheets D. ODOT Crash Data E. In-Process Trips F. 2014 Background Operations Worksheets G. 2014 Total Operations Worksheets H. 95th Percentile Queuing Worksheets I. Metro Model Data and 2035 Total Operations Worksheets J. Truck Circulation Turning Templates K. Sensitivity Operations and Queuing Worksheets Kittelson&Associates,Inc. Portland,Oregon 254 Appendix A Existing Traffic Counts 255 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--Dwy Just North Of Pilkington QC JOB#: 11089403 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 1 10 Peak-Hour: 5:00 PM--6:00 PM i t Peak 15-Min: 5:10 PM--5:25 PM a t 0 0 1 0.0 0.0 0.0 J i 4 ✓ i 4 4. 0 *0 ? 10 10 0.0 «0.0 J t 0.04. 0.0 4. 0 # 0.38 0 * 4111111 0.0 • 0.0 0 0 h t f. 0 2 0.0 0.0 fi t r.r 0.0; 0.0 0 0 1QQuautY Count5 �o.o o.o 0.0 1-- • 0 1 i t 0.0 __I . L 0 . 0 J i 4 L 0 1 t 0 01 jA I 2 0 • « 0 L* STOP i r 0 0 * r` ° o � � 0 0 0 . 4 NA I ., NA i 4 I —] J i 4 L 4. 1 <>t 4. STOP rilia NA «„ NA NA 4*NA t ir• p � '1 t P NA NA i 4 5-Min Count Boones Ferry Rd Boones Ferry Rd Dwy Just North Of Pilkingto i Dwy Just North Of Pilkingto i Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 4:05 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 4:10 PM 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 4:20 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 4:25 PM 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 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 4:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 4:45 PM 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 1 0 1 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 6 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 6 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 6 5:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 9 5:15 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 3 12 5:20 PM 0 0 0 0 0 0 0 0 _ 0 0 0 0 0 0 2 0 2 13 5:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 14 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 14 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 5:55 PM 0 0 0 0 0 0 0 0 I 0 0 0 0 0 0 0 0 12 Peak 15-Min Northbound Southbound I Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 0 4 0 4 0 0 0 0 0 0 0 0 0 24 0 32 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 4 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 256 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--Pilkington Rd QC JOB#: 11089409 CITY/STATE: Lake Oswego, OR DATE: Tue, Jul 09 2013 1091 785 Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:20 PM--5:35 PM a 0 810 2 81 0.0 1.4 1.8 1 J i 4 4. i t 4. ✓ a 4 4 1 123 254 0.0 *•0.0 l t 0.0« 1.2 0 # 0.91 • 3 5 *4 7 41 t r 128+ 426 ; 7 ; 0.0 0.0 +, t , 2.3 1.9 1 661 145 aQuaLitY CO 0.0 1.2 2.1 1-- • t a 942 807 • t 1.5 1.4 ___1 0 L 0 4 0 J i 4 L 0 1 t 2 0 I I 1 ,f 10 • • 0 �r '1 1 4 0 Z * t 2 0 1-- � I 0 3 1 • . 1 NA NA J\a 4 I —] J a 4 L /� t If 'ITT' i _ t NA ma «„ NA NA • �,,, NA • Z r ; 1 t t � '1 t P NA NA • t 5-Min Count Boones Ferry Rd Boones Ferry Rd Pilkington Rd Pilkington Rd Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Al Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 0 59 7 0 7 48 0 0 0 0 0 0 12 0 8 0 141 4:05 PM 0 62 8 0 17 66 0 0 1 0 0 0 14 0 12 0 180 4:10 PM 1 65 10 0 17 75 0 0 0 0 2 0 15 0 9 0 194 4:15 PM 1 45 6 0 16 45 0 0 0 1 0 0 20 0 12 0 146 4:20 PM 0 49 14 0 19 66 0 0 0 0 1 0 10 0 12 0 171 4:25 PM 0 50 13 0 10 58 0 0 0 0 0 0 13 1 8 0 153 4:30 PM 0 69 12 0 12 58 0 0 0 0 0 0 7 0 16 0 174 4:35 PM 0 41 13 0 20 75 0 0 0 0 0 0 16 0 11 0 176 4:40 PM 0 57 11 0 19 65 0 0 0 0 0 0 11 0 10 0 173 4:45 PM 0 42 4 0 14 57 0 0 0 0 0 0 10 0 10 0 137 4:50 PM 0 57 5 0 16 82 1 0 0 0 0 0 10 0 11 0 182 4:55 PM 0 65 10 0 20 54 0 0 0 0 0 0 9 0 9 0 167 1994 5:00 PM 0 64 4 0 23 56 0 0 0 0 0 0 18 0 10 0 175 2028 5:05 PM 0 43 12 0 24 87 0 0 0 0 0 0 7 0 9 0 182 2030 5:10 PM 0 68 10 0 26 79 0 0 0 0 0 0 8 0 15 0 206 2042 5:15 PM 0 48 7 0 33 69 0 0 0 0 0 0 10 0 12 0 179 2075 5:20 PM 0 51 15 0 41 71 0 0 0 0 0 0 14 0 9 0 201 2105 5:25 PM 0 81 20 0 18 76 0 0 0 0 0 0 8 1 7 0 211 2163 5:30 PM 0 48 10 0 18 75 0 0 __ 0 0 2 0 15 2 13 0 183 2172 5:35 PM 1 51 15 0 24 59 0 0 0 0 2 0 4 0 9 0 165 2161 5:40 PM 0 57 13 0 19 49 0 0 1 0 0 0 14 0 10 0 163 2151 5:45 PM 0 48 8 0 27 62 0 0 0 0 0 0 6 0 11 0 162 2176 5:50 PM 0 59 12 0 12 59 0 0 0 0 0 0 20 0 7 0 169 2163 5:55 PM 0 43 19 0 16 68 0 0 0 0 0 0 4 0 11 0 161 2157 Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U Left Thru Right U I Left Thru Riaht U Total All Vehicles 0 720 180 0 308 888 0 0 0 0 8 0 148 12 116 0 2380 Heavy Trucks 0 0 12 4 12 0 0 0 0 4 0 0 32 Pedestrians 0 0 0 4 4 Bicycles 0 1 0 0 1 0 0 0 0 2 0 1 5 Railroad Stopped Buses Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 257 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--Vet Dwy/North Site Dwy QC JOB#: 11089406 CITY/STATE: Lake Oswego, OR DATE: Tue, Jul 09 2013 1 1 Peak-Hour: 5:00 PM--6:00 PM + t Peak 15-Min: 5:20 PM--5:35 PM a t 0 0 1 0.0 0.0 0.0 J i 4 0 • 0 1 2 0.0 «0.0 1 t 0.0 4. 0.0 o # 0.25 •�` o • 4111111 0.0 *` 0.0 f i r • 0 0 h t f. 1 2 0.0 0.0 fi t r. 0.0; 0.0 0 0 1QQUaLItYy Cois 0.00.00.0 + t •1 0.0 0.o I . L 0 . 0 J i 4 L 0 1 t 0 ot JA I o o 0 IF L �f �. z r o 1-- --I 0 0 0 . 4 NA I ., NA + 4 I —] J + 4 L >t. • moi • «„ NA NA • �,,, NA NA • Z \ r • 1 t t '1 t P NA NA + t 5-Min Count Boones Ferry Rd Boones Ferry Rd Vet Dwy/North Site Dwy Vet DwylNorth Site Dwy Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 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 4:10 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 2 4:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 2 4:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:25 PM 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 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 4:40 PM 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 4:50 PM 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 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 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 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 2 5:25 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 3 5:30 PM 0 0 0 0 0 0 0 0 _ 0 0 0 0 0 0 1 0 1 4 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:55 PM 0 0 0 0 0 0 0 0 I 0 0 0 0 0 0 0 0 4 Peak 15-Min I Northbound Southbound I Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 0 4 0 4 0 0 0 0 0 0 0 4 0 4 0 16 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 258 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--South Site Dwy QC JOB#: 11089405 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 O o Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:00 PM--5:15 PM 0.0 t 0 0 0 0.0 0.0 0.0 J i I. 0 0 0 0 0.0 «0.0 1 t 0.0« 0.0 0 # 0.25 4` o * 4111111 0.0 *` 0.0 0 o h * r 0 o.o 0.0 '., t rr 0.0; 0.0 0 0 tQQuautY Counts �o.o o.o 0.0 1-- • o t a t 0.0 1 . L 0 . 0 J i 4 L 0 1 t 0 o t JA I o o o L* STOP i r 0 o * r` ° o � � 0 0 0 . 4 1 NA NA J i 4 I —] J i 4 L 4. 1• <>t 4" STOP I i _ t ilia • NA «„ NA NA 4* NA t ir• p � '1 t P NA NA • t 5-Min Count Boones Ferry Rd Boones Ferry Rd South Site Dwy South Site Dwy Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Al Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 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 4:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 4:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 4:25 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 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 4:40 PM 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 4:50 PM 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 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:10 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U Left Thru Right U I Left Thru Riaht U Total All Vehicles 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 4 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 259 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--Les Schwab Dwy QC JOB#: 11089404 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 9 11 Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:45 PM--6:00 PM 0.0 t s o 0 L 0.0 0.0 0.0 J i 4 19 • 11 0 0 0.0 «0.0 l t 0.0« 0.0 0 0.70 0 * 4111111 0.0 *` 0.0 f 1 r 23 12 h t 0 0 4.3 8.3 7 t �r 0.0; 0.0 10 0 0QQUaLItY Counts is �0.0 0.0 0.0 1-- • 12 10 ; t 8.3 0.0 I 0 L 0 . 0 J i 4 L 0 1 t 0 ot A I o o o STOP 1 r i► 0 4 $ 0 0 1-- � 0 0 0 • . 1 NA J NA i 4 I —] J i 4 L >t 4. STOP 4] i t III II «„ NA NA • �,,, NA NA * Z \ r • 1 r t � '1 t P NA NA • t 5-Min Count Boones Ferry Rd Boones Ferry Rd Les Schwab Dwy Les Schwab Dwy Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 1 0 0 0 0 0 2 0 2 0 1 0 0 0 0 0 6 4:05 PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 3 4:10 PM 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 4:15 PM 1 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 4 4:20 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 4:25 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 4:30 PM 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 4 4:35 PM 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 3 4:40 PM 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 3 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 3 4:50 PM 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 3 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 33 5:00 PM 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2 29 5:05 PM 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 4 30 5:10 PM 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 3 31 5:15 PM 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 29 5:20 PM 1 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 5 33 5:25 PM 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 3 35 5:30 PM 0 0 0 0 0 0 3 0 0 0 1 0 0 0 0 0 4 35 5:35 PM 0 0 0 0 0 0 1 0 1 0 1 0 0 0 0 0 3 35 5:40 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 33 5:45 PM 3 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 5 35 5:50 PM 1 0 0 0 0 0 1 0 3 0 2 0 0 0 0 0 7 39 5:55 PM 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 3 42 Peak 15-Min I Northbound Southbound Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 20 0 0 0 0 0 8 0 20 0 12 0 0 0 0 0 60 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 260 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Boones Ferry Rd--South Boat Dwy QC JOB#: 11089402 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 2 0 Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:30 PM--5:45 PM 0.0 t 1 0 1 0.0 0.0 0.0 J i I. 1 0 0 0 0.0 «0.0 1 t 0.0 4. 0.0 4. 0 # 0.38 0 * 4111111 0.0 *` 0.0 0 0 h t f. 0 2 0.0 0.0 fi t r.r 0.0; 0.0 0 0 1QQuautY Counts �o.o o.o 0.0 1-- • 0 1 a t 0.0 I . L 0 . 0 J i 4 L 0 1 t 0 0 1 A :13 0 • 4. 0 L. STOP z r 0 0 * r` ° o � � 0 0 0 . 4 1 NA J NA i L. I —] J i 4 L 4. 1 <>t • STOP rilia NA «„ NA NA 444NA t ir• p � '1 t P NA NA • t 5-Min Count Boones Ferry Rd Boones Ferry Rd South Boat Dwy South Boat Dwy Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 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 4:10 PM 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 4:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:25 PM 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 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 4:40 PM 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 4:50 PM 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 1 0 0 0 0 0 0 0 0 0 1 1 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 5:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5.40 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 3 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates I Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 0 4 0 4 0 0 0 0 0 0 0 0 0 0 0 8 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stooped Buses Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 261 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Pilkington Rd--N Dwy(Anna's Bridal Boutique) QC JOB#: 11089408 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 426 257 Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:10 PM--5:25 PM 1.9 a 0 421 5 0.0 1.9 0.0 1 J i 4 ✓ i 4 0 �0 ? t 4. 12 14 0.0 «0.0 l t 0.0« 0.0 4. 0 # 0.85 0 * 4111111 a 0.0 *` 0.0 f 1 r 0 0 h t 2 8 0.0 0.0 7 +, t i+ 0.0 0.0; 0.0 0 245 3 t ' UaLl' + OUf15 �0.0 1.6 0.01-- • 423 248 ; t 1.9 1.6 ___1 0 L 0 1 0 J i 4 L 0 1 t 0 o t JA I o o o I* STOP i r 0 o * r 9 0 � � 0 4 0 . 4 1 NA NA J i 4 I -] J i 4 L NA >4. 4. STOP T4 i t Ma • r.«„ NA NA • �,,, NA t Z \ r • i r •-1 41t t � '1 t P NA NA 5-Min Count Pilkington Rd Pilkington Rd N Dwy(Anna's Bridal BoutioN)Dwy(Anna's Bridal Boutigr e)Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 0 20 0 0 1 13 0 0 0 0 0 0 1 0 1 0 36 4:05 PM 0 24 0 0 1 24 0 0 0 0 0 0 0 0 0 0 49 4:10 PM 0 24 0 0 1 24 0 0 0 0 0 0 1 0 0 0 50 4:15 PM 0 27 0 0 1 22 0 0 0 0 0 0 0 0 3 0 53 4:20 PM 0 22 0 0 3 30 0 0 0 0 0 0 0 0 0 0 55 4:25 PM 0 19 0 0 0 24 0 0 0 0 0 0 0 0 1 0 44 4:30 PM 0 22 0 0 1 22 0 0 0 0 0 0 0 0 1 0 46 4:35 PM 0 28 0 0 0 33 0 0 0 0 0 0 0 0 2 0 63 4:40 PM 0 18 0 0 0 31 0 0 0 0 0 0 0 0 0 0 49 4:45 PM 0 21 0 0 2 16 0 0 0 0 0 0 0 0 1 0 40 4:50 PM 0 20 0 0 0 23 0 0 0 0 0 0 0 0 0 0 43 4:55 PM 0 18 0 0 2 28 0 1 0 0 0 0 0 0 0 0 49 577 5:00 PM 0 25 1 0 2 26 0 0 0 0 0 0 1 0 3 0 58 599 5:05 PM 0 17 0 0 0 35 0 0 0 0 0 0 1 0 0 0 53 603 5:10 PM 0 26 1 0 1 37 0 0 0 0 0 0 0 0 0 0 65 618 5:15 PM 0 19 0 0 0 40 0 0 0 0 0 0 0 0 2 0 61 626 5:20 PM 0 22 0 0 0 54 0 0 0 0 0 0 0 0 1 0 77 648 5:25 PM 0 17 0 0 1 39 0 0 0 0 0 0 0 0 0 0 57 661 5:30 PM 0 27 0 0 0 27 0 0 0 0 0 0 0 0 0 0 54 669 5:35 PM 0 12 0 0 1 39 0 0 0 0 0 0 0 0 2 0 54 660 5:40 PM 0 22 0 0 0 31 0 0 0 0 0 0 0 0 1 0 54 665 5:45 PM 0 17 1 0 0 35 0 0 0 0 0 0 0 0 0 0 53 678 5:50 PM 0 25 0 0 0 23 0 0 0 0 0 0 0 0 3 0 51 686 5:55 PM 0 16 0 0 0 35 0 0 I 0 0 0 0 0 0 0 51 688 Peak 15-Min Northbound Southbound I Eastbound Westbound Flowrates Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 268 4 0 4 524 0 0 0 0 0 0 0 0 12 0 812 Heavy Trucks 0 4 0 0 4 0 0 0 0 0 0 0 8 Pedestrians 0 0 0 0 0 Bicycles 0 2 0 0 1 0 0 0 0 0 0 0 3 Railroad Stopped Buses: Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 262 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: Pilkington Rd--S Dwy(Taylor Made Labels) QC JOB#: 11089407 CITY/STATE: Lake Oswego, OR DATE:Tue, Jul 09 2013 441 250 Peak-Hour: 5:00 PM--6:00 PM a t Peak 15-Min: 5:15 PM--5:30 PM 0.7 0 438 3 it 0.0 0.7 0.0 1 J i 4 Ma i t . ✓ i 4 0 0 14 22 0.0 «0.0 l t 7.1 « 4.5 a 0 # 0.84 �` o * 4111111 0.0 *` 0.0 f 1 r • 1 1 h t 8 2 0.0 0.0 7 t �� 0.0; 0.0 0 234 1 t ' UaLl' + OUf15 �0.0 0.4 0.01-- • 447 235 ; t 0.7 0.4 ___1 0 L 0 2 0 J i 4 L 0 1 t 0 2 t A t 0 fF__ , 0 « 0 1 1z r1 0 � 1o5 0 • . 1 NA J NA i 4 I —] J i 4 L >t 4. ism • «„ NA NA • �,,, NA NA • Z \ t • i t t or,' p � '1 t P NA NA • t 5-Min Count Pilkington Rd Pilkington Rd S Dwy(Taylor Made Labels) S Dwy(Taylor Made Labels) Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning At Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U Left Thru Riaht U 4:00 PM 0 21 0 0 0 14 0 0 0 0 0 0 1 0 0 0 36 4:05 PM 0 22 0 0 1 23 0 0 0 0 0 0 0 0 0 0 46 4:10 PM 0 22 0 0 4 22 0 0 0 0 0 0 0 0 2 0 50 4:15 PM 0 26 0 0 0 24 0 0 0 0 0 0 0 0 2 0 52 4:20 PM 0 21 0 0 0 30 0 0 0 0 0 0 0 0 1 0 52 4:25 PM 0 19 0 0 0 23 0 0 0 0 1 0 0 0 1 0 44 4:30 PM 0 21 1 0 0 23 0 0 0 0 0 0 0 0 1 0 46 4:35 PM 0 26 0 0 1 33 0 0 0 0 0 0 2 0 2 0 64 4:40 PM 0 17 0 0 0 35 0 0 0 0 0 0 0 0 1 0 53 4:45 PM 0 20 0 0 0 16 0 0 0 0 0 0 0 0 1 0 37 4:50 PM 0 18 0 0 0 25 0 0 0 0 0 0 0 0 0 0 43 4:55 PM 0 15 0 0 1 28 0 0 1 0 0 0 0 0 1 0 46 569 5:00 PM 0 24 0 0 0 31 0 0 0 0 0 0 2 0 1 0 58 591 5:05 PM 0 17 0 0 0 42 0 0 0 0 0 0 1 0 2 0 62 607 5:10 PM 0 22 0 0 1 31 0 0 0 0 1 0 3 0 1 0 59 616 5:15 PM 0 19 0 0 0 42 0 0 0 0 0 0 0 0 0 0 61 625 5:20 PM 0 21 0 0 0 56 0 1 0 0 0 0 2 0 1 0 81 654 5:25 PM 0 18 0 0 _ 0 46 0 0 0 0 0 0 0 0 2 0 66 676 5:30 PM 0 23 0 0 0 25 0 0 0 0 0 0 0 0 3 0 51 681 5:35 PM 0 12 0 0 0 40 0 0 0 0 0 0 0 0 1 0 53 670 5:40 PM 0 20 1 0 0 33 0 0 0 0 0 0 0 0 2 0 56 673 5:45 PM 0 17 0 0 0 33 0 1 0 0 0 0 0 0 0 0 51 687 5:50 PM 0 24 0 0 0 24 0 0 0 0 0 0 0 0 1 0 49 693 5:55 PM 0 17 0 0 0 35 0 0 0 0 0 0 0 0 0 0 52 699 Peak 15-Min Northbound Southbound I Eastbound Westbound Flowrates Left Thru Riaht U Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 232 0 0 0 576 0 4 0 0 0 0 8 0 12 0 832 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 4 0 4 Bicycles 0 2 0 0 0 0 0 0 0 0 0 0 2 Railroad Stopped Buses: Comments: Report generated on 7/16/2013 8:25 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 263 Appendix B Description of Level of Service Methods and Criteria 264 LEVEL OF SERVICE CONCEPT Level of service (level of service) 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.3 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 Very low average control delay,less than 10 seconds per vehicle.This occurs when progression is extremely favorable,and A 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 B 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. Average control delay is greater than 35 seconds per vehicle and less than or equal to 55 seconds per vehicle.The influence D 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. Average control delay is greater than 55 seconds per vehicle and less than or equal to 80 seconds per vehicle.This is usually E 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. Average control delay is in excess of 80 seconds per vehicle.This is considered to be unacceptable to most drivers.This F 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. Table B2 Level of Service Criteria for Signalized Intersections Level of Service Average Control Delay per Vehicle(Seconds) A 10.0 B >10 and<_20 C >20 and<_35 D >35 and<_55 E >55 and 5_80 F >80 3 Most of the material in this appendix is adapted from the Transportation Research Board,Highway Capacity Manual,2000. 265 UNSIGNALIZED INTERSECTIONS Unsignalized intersections include two-way stop-controlled (TWSC) and all-way stop-controlled (AWSC) intersections. The 1997 Highway Capacity Manual provides new 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. 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. E 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 B >10 and 15 C >15 and 25 D >25 and 35 E >35 and 50 F >50 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. 266 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. 267 Appendix C Existing Operations Worksheets 268 2013 Existing Traffic Conditions Weekday PM Peak Hour 1: South Boat Dwy & Boones Ferry Rd8/22/2013 II Movement WBL WBR NBT NBR SBL SBT Lane Configurations V 1 11 lit Volume(veh/h) 1 1 807 1 1 943 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 887 1 1 1036 Pedestrians 3 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 554 pX,platoon unblocked 0.87 vC,conflicting volume 1411 447 891 vC1,stage 1 conf vol 890 vC2,stage 2 conf vol 520 vCu, unblocked vol 1179 447 891 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 340 563 767 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 591 297 1 518 518 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 424 1700 1700 767 1700 1700 Volume to Capacity 0.01 0.35 0.17 0.00 0.30 0.30 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 13.5 0.0 0.0 9.7 0.0 0.0 Lane LOS B A Approach Delay(s) 13.5 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.1% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 1 269 2013 Existing Traffic Conditions Weekday PM Peak Hour 3: Lee Schwab Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 11 +1' 1 Volume(veh/h) 11 12 10 797 933 9 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 12 13 11 876 1025 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 391 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1490 518 1035 vC1,stage 1 conf vol 1030 vC2,stage 2 conf vol 460 vCu, unblocked vol 1261 140 737 tC,single(s) 6.8 7.1 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.4 2.2 p0 queue free% 96 98 99 cM capacity(veh/h) 338 749 762 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 11 438 438 684 352 Volume Left 12 11 0 0 0 0 Volume Right 13 0 0 0 0 10 cSH 474 762 1700 1700 1700 1700 Volume to Capacity 0.05 0.01 0.26 0.26 0.40 0.21 Queue Length 95th(ft) 4 1 0 0 0 0 Control Delay(s) 13.0 9.8 0.0 0.0 0.0 0.0 Lane LOS B A Approach Delay(s) 13.0 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 36.1% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 2 270 2013 Existing Traffic Conditions Weekday PM Peak Hour 4: South Site Dwy & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 1 11 lit Volume(veh/h) 1 1 807 1 1 942 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 887 1 1 1035 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 291 pX,platoon unblocked 0.87 vC,conflicting volume 1407 444 888 vC1,stage 1 conf vol 887 vC2,stage 2 conf vol 520 vCu, unblocked vol 1164 444 888 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 343 567 771 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 591 297 1 518 518 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 428 1700 1700 771 1700 1700 Volume to Capacity 0.01 0.35 0.17 0.00 0.30 0.30 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 13.5 0.0 0.0 9.7 0.0 0.0 Lane LOS B A Approach Delay(s) 13.5 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.0% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 3 271 2013 Existing Traffic Conditions Weekday PM Peak Hour 5: Vet Dwy & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 Volume(veh/h) 1 0 1 1 0 1 1 806 1 1 941 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 0 1 1 0 1 1 886 1 1 1034 1 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC,conflicting volume 1483 1926 518 1409 1926 443 1035 887 vC1,stage 1 conf vol 1037 1037 888 888 vC2,stage 2 conf vol 446 889 520 1037 vCu, unblocked vol 1251 1761 137 1165 1761 443 734 887 tC,single(s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC,2 stage(s) 6.5 5.5 6.5 5.5 tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 100 100 100 100 100 100 100 100 cM capacity(veh/h) 294 263 774 290 263 568 763 772 Direction, Lane# EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 2 2 1 590 296 1 689 346 Volume Left 1 1 1 0 0 1 0 0 Volume Right 1 1 0 0 1 0 0 1 cSH 426 384 763 1700 1700 772 1700 1700 Volume to Capacity 0.01 0.01 0.00 0.35 0.17 0.00 0.41 0.20 Queue Length 95th(ft) 0 0 0 0 0 0 0 0 Control Delay(s) 13.5 14.4 9.7 0.0 0.0 9.7 0.0 0.0 Lane LOS B B A A Approach Delay(s) 13.5 14.4 0.0 0.0 Approach LOS B B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.0% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 4 272 2013 Existing Traffic Conditions Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 f 11 f Volume(vph) 1 0 4 128 3 123 1 661 145 281 810 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.89 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1678 1770 1621 1805 3457 1770 3574 Flt Permitted 0.99 0.95 1.00 0.32 1.00 0.19 1.00 Satd. Flow(perm) 1678 1770 1621 607 3457 358 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 0 4 141 3 135 1 726 159 309 890 1 RTOR Reduction(vph) 0 4 0 0 114 0 0 12 0 0 0 0 Lane Group Flow(vph) 0 1 0 141 24 0 1 873 0 309 891 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 0.8 11.6 11.6 32.6 31.9 49.8 45.1 Effective Green,g(s) 0.8 11.6 11.6 32.6 31.9 49.8 45.1 Actuated g/C Ratio 0.01 0.16 0.16 0.44 0.43 0.67 0.60 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 18 275 252 276 1476 501 2158 v/s Ratio Prot c0.00 c0.08 0.01 0.00 0.25 c0.11 0.25 v/s Ratio Perm 0.00 c0.30 v/c Ratio 0.06 0.51 0.10 0.00 0.59 0.62 0.41 Uniform Delay,dl 36.6 29.0 27.1 11.9 16.4 7.9 7.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.8 1.0 0.1 0.0 0.8 1.8 0.2 Delay(s) 37.4 29.9 27.1 11.9 17.2 9.7 8.0 Level of Service D C C B B A A Approach Delay(s) 37.4 28.6 17.2 8.4 Approach LOS D C B A Intersection Summary HCM Average Control Delay 14.1 HCM Level of Service B HCM Volume to Capacity ratio 0.57 Actuated Cycle Length(s) 74.7 Sum of lost time(s) 12.0 Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 6 273 2013 Existing Traffic Conditions Weekday PM Peak Hour 7: Dwy North of Pilkington & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r* 4,4 vi Volume(veh/h) 0 10 784 1 1 1091 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 0 11 862 1 1 1199 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.82 0.82 0.82 vC,conflicting volume 1466 433 865 vC1,stage 1 conf vol 864 vC2,stage 2 conf vol 602 vCu, unblocked vol 1127 0 393 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 99 100 cM capacity(veh/h) 396 892 962 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 574 288 1 599 599 Volume Left 0 0 0 1 0 0 Volume Right 11 0 1 0 0 0 cSH 892 1700 1700 962 1700 1700 Volume to Capacity 0.01 0.34 0.17 0.00 0.35 0.35 Queue Length 95th(ft) 1 0 0 0 0 0 Control Delay(s) 9.1 0.0 0.0 8.7 0.0 0.0 Lane LOS A A Approach Delay(s) 9.1 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 7 274 2013 Existing Traffic Conditions Weekday PM Peak Hour 8: Pilkington Rd & Anna's Bridal Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 5 421 242 3 2 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate(vph) 6 495 285 4 2 14 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 109 pX,platoon unblocked 0.92 vC,conflicting volume 288 794 286 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 288 730 286 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 99 98 cM capacity(veh/h) 1285 358 757 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 501 288 16 Volume Left 6 0 2 Volume Right 0 4 14 cSH 1285 1700 653 Volume to Capacity 0.00 0.17 0.03 Queue Length 95th(ft) 0 0 2 Control Delay(s) 0.1 0.0 10.7 Lane LOS A B Approach Delay(s) 0.1 0.0 10.7 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 36.1% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 8 275 2013 Existing Traffic Conditions Weekday PM Peak Hour 9: Pilkington Rd & Taylor-Made Labels Dwy 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume(veh/h) 3 420 1 1 231 1 1 0 1 8 0 14 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 4 500 1 1 275 1 1 0 1 10 0 17 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 242 pX,platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC,conflicting volume 276 501 804 786 501 787 786 278 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 276 418 746 727 417 727 727 278 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.3 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.4 p0 queue free% 100 100 100 100 100 97 100 98 cM capacity(veh/h) 1298 1063 298 325 591 314 325 748 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 505 277 2 26 Volume Left 4 1 1 10 Volume Right 1 1 1 17 cSH 1298 1063 396 498 Volume to Capacity 0.00 0.00 0.01 0.05 Queue Length 95th(ft) 0 0 0 4 Control Delay(s) 0.1 0.0 14.1 12.6 Lane LOS A A B B Approach Delay(s) 0.1 0.0 14.1 12.6 Approach LOS B B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 9 276 Appendix D ODOT Crash Data 277 CDS150 07/31/2013 OREGON DEPARTMENT OF TRANSPORTATION-TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 N TRANSPORTATION DATA SECTION-CRASH ANALYSIS AND REPORTING UNIT ~ OD CRASH SUMMARIES BY YEAR BY COLLISION TYPE Boones Ferry Road&Pilkington Road plus crashes in all directions from this intersection January 1,2007 through December 31,2011 NON- PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER- SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2011 REAR-END 0 1 1 2 0 1 0 2 0 2 0 0 1 0 2011 TOTAL 0 1 1 2 0 1 0 2 0 2 0 0 1 0 YEAR: 2009 REAR-END 0 3 0 3 0 5 0 3 0 3 0 0 0 0 TURNING MOVEMENTS 0 0 1 1 0 0 0 1 0 1 0 0 0 0 2009 TOTAL 0 3 1 4 0 5 0 4 0 4 0 0 0 0 YEAR: 2007 PEDESTRIAN 0 1 0 1 0 1 0 1 0 1 0 0 0 0 REAR-END 0 0 2 2 0 0 0 2 0 1 1 0 0 0 2007 TOTAL 0 1 2 3 0 1 0 3 0 2 1 0 0 0 FINAL TOTAL 0 5 4 9 0 7 0 9 0 8 1 0 1 0 Disclaimer: A higher number of crashes are reported for the 2011 data file compared to previous years. This does not reflect an increase in annual crashes. The higher numbers result from a change to an internal departmental process that allows the Crash Analysis and Reporting Unit to add previously unavailable, non-fatal crash reports to the annual data file. Please be aware of this change when comparing pre-2011 crash statistics. CDS380 7/31/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CITY OF LAKE OSWEGO, CLACKAMAS COUNTY Boones Ferry Road & Pilkington Road plus crashes in all directions from this intersection January 1, 2007 through December 31, 2011 S D P RSW INT-TYP SPCL USE E AUCO DATE CLASS CITY STREET RD CHAR (MEDIAN) INT-REL OFF-RD WTHR CRASH TYP TRLR QTY MOVE A S SER# ELGHR DAY DIST FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL TYP OWNER FROM PRTC INJ G E LICNS PED INVEST DCSLK TIME FROM SECOND STREET LOCTN (#LANES) CONTL DRVWY LIGHT SVRTY V# VEH TYPE TO P# TYPE SVRTY E X RES LOC ERROR ACTN EVENT CAUSE 01369 N N N 04/22/2011 14 BOONES FERRY RD STRGHT Y N CLR S-1STOP 01 NONE 0 STRGHT 07 NONE Fri 20 PILKINGTON RD NE (NONE) UNKNOWN N DRY REAR PRVTE NE SW 000 00 10A 06 N DAY PDO PSNGR CAR 01 DRVR NONE 52 F OR-Y 026 000 07 (02) OR<25 02 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR NONE 56 M OR-Y 000 000 00 OR<25 02983 YNNNN 08/14/2009 17 BOONES FERRY RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 01 CITY Fri 100 PILKINGTON RD NE (NONE) UNKNOWN N DRY REAR PRVTE NE SW 000 00 2P 08 N DAY INJ PSNGR CAR 01 DRVR NONE 44 F OR-Y 026,047 000 01 (04) OR<25 02 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR INJC 29 M OR-Y 000 000 00 OR<25 02804 NNNNN 08/04/2011 14 BOONES FERRY RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 013 07 CITY Thu 100 PILKINGTON RD NE (NONE) UNKNOWN N DRY REAR PRVTE NE SW 000 00 11A 08 N DAY INJ PSNGR CAR 01 DRVR NONE 46 M OR-Y 026 000 07 (04) OR>25 02 NONE 0 STOP PRVTE NE SW Ill 013 00 PSNGR CAR 01 DRVR INJC 34 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE NE SW 022 00 PSNGR CAR 01 DRVR NONE 41 F OR-Y 000 000 00 OR<25 04998 Y N N 11/13/2007 16 BOONES FERRY RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 07 CITY Tue 200 PILKINGTON RD NE (NONE) WW W/ GATE N DRY REAR PRVTE NE SW 000 00 7P 08 N DLIT PDO PSNGR CAR 01 DRVR NONE 50 F OR-Y 026,047 000 07 (04) OR<25 02 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR NONE 47 F OR-Y 000 000 00 OR<25 01391 N N N 04/02/2007 16 BOONES FERRY RD ALLEY N N CLR PED 01 NONE 0 STRGHT 02 NONE Mon 100 PILKINGTON RD S (NONE) UNKNOWN N DRY PED PRVTE N S 000 00 3P 07 N DAY INJ PSNGR CAR 01 DRVR NONE 56 F OR-Y 029 000 02 (02) OR<25 STRGHT 01 PED INJC 25 M 04 000 000 00 N S 03958 N N N 09/11/2007 16 BOONES FERRY RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 07 CITY Tue 100 PILKINGTON RD SW (NONE) UNKNOWN N DRY REAR PRVTE NE SW 000 00 3P 07 N DAY PDO PSNGR CAR 01 DRVR NONE 40 M OR-Y 026 000 07 (02) OR<25 N -1 CO N 00 0 CDS380 7/31/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 2 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CITY OF LAKE OSWEGO, CLACKAMAS COUNTY Boones Ferry Road & Pilkington Road plus crashes in all directions from this intersection January 1, 2007 through December 31, 2011 S D P RSW INT-TYP SPCL USE E AUCO DATE CLASS CITY STREET RD CHAR (MEDIAN) INT-REL OFF-RD WTHR CRASH TYP TRLR QTY MOVE A S SER# ELGHR DAY DIST FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL TYP OWNER FROM PRTC INJ G E LICNS PED INVEST DCSLK TIME FROM SECOND STREET LOCTN (#LANES) CONTL DRVWY LIGHT SVRTY V# VEH TYPE TO P# TYPE SVRTY E X RES LOC ERROR ACTN EVENT CAUSE 02 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR NONE 40 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR NONE 49 F OR-Y 000 000 00 OR<25 01256 N N N 04/06/2009 16 BOONES FERRY RD ALLEY N N CLE ANGL-0TH 01 NONE 0 TURN-R 08 NONE Mon 150 PILKINGTON RD SW (NONE) UNKNOWN N DRY TURN PRVTE SW SE 019 00 11A 08 N DAY PDO PSNGR CAR 01 DRVR NONE 42 F OR-Y 007 000 08 (02) OR<25 02 NONE 0 STRGHT PRVTE NE SW 018 00 PSNGR CAR 01 DRVR NONE 24 M OR-Y 000 000 00 OR<25 02352 NNNNN 06/28/2009 14 BOONES FERRY RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 07 CITY Sun 500 PILKINGTON RD SW (NONE) NONE N DRY REAR PRVTE SW NE 000 00 1P 08 N DAY INJ PSNGR CAR 01 DRVR NONE 41 F OR-Y 043 000 07 (02) OR<25 02 NONE 0 STOP PRVTE SW NE Ill 00 PSNGR CAR 01 DRVR INJC 53 M OR-Y 000 000 00 OR<25 02 PSNG INJC 14 F 000 000 00 03 PSNG INJC 14 F 000 000 00 02976 YNNNN 08/12/2009 17 PILKINGTON RD STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 07,01 CITY Wed 60 BOONES FERRY RD SW (NONE) UNKNOWN N DRY REAR PRVTE NE SW 000 00 10A 07 N DAY INJ PSNGR CAR 01 DRVR NONE 17 F OR-Y 026,047 000 07,01 (02) OR<25 02 NONE 0 STOP PRVTE NE SW 011 00 PSNGR CAR 01 DRVR INJC 69 M OR-Y 000 000 00 OE<25 ACTION CODE TRANSLATION LIST ACTION SHORT CODE DESCRIPTION LONG DESCRIPTION 000 NONE NO ACTION OR NON-WARRANTED 001 SKIDDED SKIDDED 002 ON/OFF V GETTING ON OR OFF STOPPED OR PARKED VEHICLE 003 LOAD OVR OVERHANGING LOAD STRUCK ANOTHER VEHICLE, ETC. 006 SLOW DN SLOWED DOWN 007 AVOIDING AVOIDING MANEUVER 008 PAR PARK PARALLEL PARKING 009 ANG PARK ANGLE PARKING 010 INTERFERE PASSENGER INTERFERING WITH DRIVER 011 STOPPED STOPPED IN TRAFFIC NOT WAITING TO MAKE A LEFT TURN 012 STP/L TRN STOPPED BECAUSE OF LEFT TURN SIGNAL OR WAITING, ETC. 013 STP TURN STOPPED WHILE EXECUTING A TURN 015 GO A/STOP PROCEED AFTER STOPPING FOR A STOP SIGN/FLASHING RED. 016 TRN A/RED TURNED ON RED AFTER STOPPING 017 LOSTCTRL LOST CONTROL OF VEHICLE 018 EXIT DWY ENTERING STREET OR HIGHWAY FROM ALLEY OR DRIVEWAY 019 ENTR DWY ENTERING ALLEY OR DRIVEWAY FROM STREET OR HIGHWAY 020 STR ENTR BEFORE ENTERING ROADWAY, STRUCK PEDESTRIAN, ETC. ON SIDEWALK OR SHOULDER 021 NO DRVR CAR RAN AWAY - NO DRIVER 022 PREV COL STRUCK, OR WAS STRUCK BY, VEHICLE OR PEDESTRIAN IN PRIOR COLLISION BEFORE ACC. STABILIZED 023 STALLED VEHICLE STALLED 024 DRVR DEAD DEAD BY UNASSOCIATED CAUSE 025 FATIGUE FATIGUED, SLEEPY, ASLEEP 026 SUN DRIVER BLINDED BY SUN 027 HDLGHTS DRIVER BLINDED BY HEADLIGHTS 028 ILLNESS PHYSICALLY ILL 029 THRU MED VEHICLE CROSSED, PLUNGED OVER, OR THROUGH MEDIAN BARRIER 030 PURSUIT PURSUING OR ATTEMPTING TO STOP ANOTHER VEHICLE 031 PASSING PASSING SITUATION 032 PRKOFFRD VEHICLE PARKED BEYOND CURB OR SHOULDER 033 CROS MED VEHICLE CROSSED EARTH OR GRASS MEDIAN 034 X N/SGNL CROSSING AT INTERSECTION - NO TRAFFIC SIGNAL PRESENT 035 X W/ SGNL CROSSING AT INTERSECTION - TRAFFIC SIGNAL PRESENT 036 DIAGONAL CROSSING AT INTERSECTION - DIAGONALLY 037 BTWN INT CROSSING BETWEEN INTERSECTIONS 038 DISTRACT DRIVER'S ATTENTION DISTRACTED. 039 W/TRAF-S WALKING, RUNNING, RIDING, ETC., ON SHOULDER WITH TRAFFIC 040 A/TRAF-S WALKING, RUNNING, RIDING, ETC., ON SHOULDER FACING TRAFFIC 041 W/TRAF-P WALKING, RUNNING, RIDING, ETC., ON PAVEMENT WITH TRAFFIC 042 A/TRAF-P WALKING, RUNNING, RIDING, ETC., ON PAVEMENT FACING TRAFFIC 043 PLAYINRD PLAYING IN STREET OR ROAD 044 PUSH MV PUSHING OR WORKING ON VEHICLE IN ROAD OR ON SHOULDER 045 WORK ON WORKING IN ROADWAY OR ALONG SHOULDER 050 LAY ON RD STANDING OR LYING IN ROADWAY 051 ENT OFFRD ENTERING / STARTING IN TRAFFIC LANE FROM OFF-ROAD 088 OTHER OTHER ACTION 099 UNK UNKNOWN ACTION N CO N CO N CAUSE CODE TRANSLATION LIST COLLISION TYPE CODE TRANSLATION LIST CAUSE SHORT COLL SHORT CODE DESCRIPTION LONG DESCRIPTION CODE DESCRIPTION LONG DESCRIPTION 00 NO CODE NO CAUSE ASSOCIATED AT THIS LEVEL & 0TH MISCELLANEOOS 01 TOO-FAST TOO FAST FOR CONDITIONS (NOT EXCEED POSTED SPEED - BACK BACKING 02 NO-YIELD DID NOT YIELD RIGHT-OF-WAY 0 PED PEDESTRIAN 03 PAS-STOP PASSED STOP SIGN OR RED FLASHER 1 ANGL ANGLE 04 DIS--RAG DISREGARDED R-A-G TRAFFIC SIGNAL. 2 HEAD HEAD-ON 05 LEFT-CTR DROVE LEFT OF CENTER ON TWO-WAY ROAD 3 REAR REAR-END 06 IMP-OVER IMPROPER OVERTAKING 4 SS-M SIDESWIPE - MEETING 07 TOO-CLOS FOLLOWED TOO CLOSELY 5 SS-0 SIDESWIPE - OVERTAKING 08 IMP-TURN MADE IMPROPER TURN 6 TURN TURNING MOVEMENT 09 DRINKING ALCOHOL OR DRUG INVOLVED 7 PARK PARKING MANEUVER 10 OTHR-IMP OTHER IMPROPER DRIVING 8 NCOL NON-COLLISION 11 MECH-DEF MECHANICAL DEFECT 9 FIX FIXED OBJECT OR OTHER OBJECT 12 OTHER OTHER (NOT IMPROPER DRIVING) 13 IMP LN C IMPROPER CHANGE OF TRAFFIC LANES 14 DIS TCD DISREGARDED OTHER TRAFFIC CONTROL DEVICE 15 WRNG WAY WRONG WAY ON ONE-WAY ROADWAY 16 FATIGUE DRIVER DROWSY/FATIGUED/SLEEPY 18 IN RDWY NON-MOTORIST ILLEGALLY IN ROADWAY 19 NT VISBL NON-MOTORIST CLOTHING NOT VISIBLE 20 IMP PKNG VEHICLE IMPROPERLY PARKED 21 DEF STER DEFECTIVE STEERING MECHANISM CRASH TYPE CODE TRANSLATION LIST 22 DEF BRKE INADEQUATE OR NO BRAKES 24 LOADSHFT VEHICLE LOST LOAD OR LOAD SHIFTED CRASH SHORT 25 TIREFAIL TIRE FAILURE TYPE DESCRIPTION LONG DESCRIPTION 26 PHANTOM PHANTOM / NON-CONTACT VEHICLE 27 INATTENT INATTENTION & OVERTURN OVERTURNED 0 NON-COLL OTHER NON-COLLISION 30 SPEED DRIVING IN EXCESS OF POSTED SPEED 1 0TH RDWY MOTOR VEHICLE ON OTHER ROADWAY 31 RACING SPEED RACING (PER PAR) 2 PRKD MV PARKED MOTOR VEHICLE 32 CARELESS CARELESS DRIVING (PER PAR) 3 PED PEDESTRIAN 33 RECKLESS RECKLESS DRIVING (PER PAR) 4 TRAIN RAILWAY TRAIN 34 AGGRESV AGGRESSIVE DRIVING (PER PAR) 6 BIKE PEDALCYCLIST 35 RD RAGE ROAD RAGE (PER PAR) 7 ANIMAL ANIMAL 8 FIX OBJ FIXED OBJECT 9 0TH OBJ OTHER OBJECT A ANGL-STP ENTERING AT ANGLE - ONE VEHICLE STOPPED B ANGL-OTH ENTERING AT ANGLE - ALL OTHERS C S-STRGHT FROM SAME DIRECTION - BOTH GOING STRAIGHT D S-1TURN FROM SAME DIRECTION - ONE TURN, ONE STRAIGHT E S-1STOP FROM SAME DIRECTION - ONE STOPPED F S-OTHER FROM SAME DIRECTION-ALL OTHERS, INCLUDING PARKING G O-STRGHT FROM OPPOSITE DIRECTION - BOTH GOING STRAIGHT H 0-1TURN FROM OPPOSITE DIRECTION - ONE TURN, ONE STRAIGHT I 0-1STOP FROM OPPOSITE DIRECTION - ONE STOPPED J 0-OTHER FROM OPPOSITE DIRECTION-ALL OTHERS INCL. PARKING DRIVER LICENSE CODE TRANSLATION LIST DRIVER RESIDENCE CODE TRANSLATION LIST LIC SHORT RES SHORT CODE DESC LONG DESCRIPTION CODE DESC LONG DESCRIPTION 0 NONE NOT LICENSED (HAD NEVER BEEN LICENSED) 1 OR<25 OREGON RESIDENT WITHIN 25 MILE OF HOME 1 OR-Y VALID OREGON LICENSE 2 OR>25 OREGON RESIDENT 25 OR MORE MILES FROM HOME 2 OTH-Y VALID LICENSE, OTHER STATE OR COUNTRY 3 OR-? OREGON RESIDENT - UNKNOWN DISTANCE FROM HOME 4 N-RES NON-RESIDENT 3 SUSP SUSPENDED/REVOKED 9 UNK UNKNOWN IF OREGON RESIDENT ERROR CODE TRANSLATION LIST ERROR SHORT CODE DESCRIPTION FULL DESCRIPTION 000 NONE NO ERROR 001 WIDE TRN WIDE TURN 002 CUT CORN CUT CORNER ON TURN 003 FAIL TRN FAILED TO OBEY MANDATORY TRAFFIC TURN SIGNAL, SIGN OR LANE MARKINGS 004 L IN TRF LEFT TURN IN FRONT OF ONCOMING TRAFFIC 005 L PROHIB LEFT TURN WHERE PROHIBITED 006 FRM WRNG TURNED FROM WRONG LANE 007 TO WRONG TURNED INTO WRONG LANE 008 ILLEG U U-TURNED ILLEGALLY 009 IMP STOP IMPROPERLY STOPPED IN TRAFFIC LANE 010 IMP SIG IMPROPER SIGNAL OR FAILURE TO SIGNAL 011 IMP BACK BACKING IMPROPERLY (NOT PARKING) 012 IMP PARK IMPROPERLY PARKED 013 UNPARK IMPROPER START LEAVING PARKED POSITION 014 IMP STRT IMPROPER START FROM STOPPED POSITION 015 IMP LGHT IMPROPER OR NO LIGHTS (VEHICLE IN TRAFFIC) 016 INATTENT FAILED TO DIM LIGHTS (UNTIL 4/1/97) / INATTENTION (AFTER 4/1/97) 017 UNSF VEH DRIVING UNSAFE VEHICLE (NO OTHER ERROR APPARENT) 018 OTH PARK ENTERING/EXITING PARKED POSITION W/ INSUFFICIENT CLEARANCE; OTHER IMPROPER PARKING MANEUVER 019 DIS DRIV DISREGARDED OTHER DRIVER'S SIGNAL 020 DIS SGNL DISREGARDED TRAFFIC SIGNAL 021 RAN STOP DISREGARDED STOP SIGN OR FLASHING RED 022 DIS SIGN DISREGARDED WARNING SIGN, FLARES OR FLASHING AMBER 023 DIS OFCR DISREGARDED POLICE OFFICER OR FLAGMAN 024 DIS EMER DISREGARDED SIREN OR WARNING OF EMERGENCY VEHICLE 025 DIS RR DISREGARDED RR SIGNAL, RR SIGN, OR RR FLAGMAN 026 REAR-END FAILED TO AVOID STOPPED OR PARKED VEHICLE AHEAD OTHER THAN SCHOOL BUS 027 BIKE ROW DID NOT HAVE RIGHT-OF-WAY OVER PEDALCYCLIST 028 NO ROW DID NOT HAVE RIGHT-OF-WAY 029 PED ROW FAILED TO YIELD RIGHT-OF-WAY TO PEDESTRIAN 030 PAS CURV PASSING ON A CURVE 031 PAS WRNG PASSING ON THE WRONG SIDE 032 PAS TANG PASSING ON STRAIGHT ROAD UNDER UNSAFE CONDITIONS 033 PAS X-WK PASSED VEHICLE STOPPED AT CROSSWALK FOR PEDESTRIAN 034 PAS INTR PASSING AT INTERSECTION 035 PAS HILL PASSING ON CREST OF HILL 036 N/PAS ZN PASSING IN "NO PASSING" ZONE 037 PAS TRAF PASSING IN FRONT OF ONCOMING TRAFFIC 038 CUT-IN CUTTING IN (TWO LANES - TWO WAY ONLY) 039 WRNGSIDE DRIVING ON WRONG SIDE OF THE ROAD 040 THRU MED DRIVING THROUGH SAFETY ZONE OR OVER ISLAND 041 F/ST BUS FAILED TO STOP FOR SCHOOL BUS N 03 W N Co ERROR CODE TRANSLATION LIST ERROR SHORT CODE DESCRIPTION FULL DESCRIPTION 042 F/SLO MV FAILED TO DECREASE SPEED FOR SLOWER MOVING VEHICLE 043 TO CLOSE FOLLOWING TOO CLOSELY (MUST BE ON OFFICER'S REPORT) 044 STRDL LN STRADDLING OR DRIVING ON WRONG LANES 045 IMP CHG IMPROPER CHANGE OF TRAFFIC LANES 046 WANG WAY WRONG WAY ON ONE-WAY ROADWAY (DELIBERATELY TRAVELING ON WRONG SIDE) 047 BASCRULE DRIVING TOO FAST FOR CONDITIONS (NOT EXCEEDING POSTED SPEED) 048 OPN DOOR OPENED DOOR INTO ADJACENT TRAFFIC LANE 049 IMPEDING IMPEDING TRAFFIC 050 SPEED DRIVING IN EXCESS OF POSTED SPEED 051 RECKLESS RECKLESS DRIVING (PER PAR) 052 CARELESS CARELESS DRIVING (PER PAR) 053 RACING SPEED RACING (PER PAR) 054 X N/SGNL CROSSING AT INTERSECTION, NO TRAFFIC SIGNAL PRESENT 055 X W/SGNL CROSSING AT INTERSECTION, TRAFFIC SIGNAL PRESENT 056 DIAGONAL CROSSING AT INTERSECTION - DIAGONALLY 057 BTWN INT CROSSING BETWEEN INTERSECTIONS 059 W/TRAF-S WALKING, RUNNING, RIDING, ETC., ON SHOULDER WITH TRAFFIC 060 A/TRAF-S WALKING, RUNNING, RIDING, ETC., ON SHOULDER FACING TRAFFIC 061 W/TRAF-P WALKING, RUNNING, RIDING, ETC., ON PAVEMENT WITH TRAFFIC 062 A/TRAF-P WALKING, RUNNING, RIDING, ETC., ON PAVEMENT FACING TRAFFIC 063 PLAYINRD PLAYING IN STREET OR ROAD 064 PUSH MV PUSHING OR WORKING ON VEHICLE IN ROAD OR ON SHOULDER 065 WK IN RD WORKING IN ROADWAY OR ALONG SHOULDER 070 LAYON RD STANDING OR LYING IN ROADWAY 073 ELUDING ELUDING 080 FAIL LN FAILED TO MAINTAIN LANE 081 OFF RD RAN OFF ROAD 082 NO CLEAR DRIVER MISJUDGED CLEARANCE 083 OVRSTEER OVERCORRECTING 084 NOT USED CODE NOT IN USE 085 OVRLOAD OVERLOADING OR IMPROPER LOADING OF VEHICLE WITH CARGO OR PASSENGERS. 097 UNA DIS TC UNABLE TO DETERMINE WHICH DRIVER DISREGARDED TRAFFIC CONTROL DEVICE EVENT CODE TRANSLATION LIST EVENT SHORT CODE DESCRIPTION LONG DESCRIPTION 001 FEL/JUMP OCCUPANT FELL, JUMPED OR WAS EJECTED FROM MOVING VEHICLE 002 INTERFER PASSENGER INTERFERED WITH DRIVER 003 BUG INTF ANIMAL OR INSECT IN VEHICLE INTERFERED WITH DRIVER 004 PED INV PEDESTRIAN INVOLVED (NON-PEDESTRIAN ACCIDENT) 005 SUB-PED "SUB-PED": PEDESTRIAN INJURED SUBSEQUENT TO COLLISION, ETC. 006 BIKE INV TRICYCLE-BICYCLE INVOLVED 007 HITCHIKR HITCHHIKER (SOLICITING A RIDE) 008 PSNGR TOW PASSENGER BEING TOWED OR PUSHED ON CONVEYANCE 009 ON/OFF V GETTING ON OR OFF STOPPED OR PARKED VEHICLE (OCCUPANTS ONLY) 010 SUB OTRN OVERTURNED AFTER FIRST HARMFUL EVENT 011 MV PUSHD VEHICLE BEING PUSHED 012 MV TOWED VEHICLE TOWED OR HAD BEEN TOWING ANOTHER VEHICLE 013 FORCED VEHICLE FORCED BY IMPACT INTO ANOTHER VEHICLE, PEDALCYCLIST OR PEDESTRIAN 014 SET MOTN VEHICLE SET IN MOTION BY NON-DRIVER (CHILD RELEASED BRAKES, ETC.) 015 RR ROW AT OR ON RAILROAD RIGHT-OF-WAY (NOT LIGHT RAIL) 016 LT RL ROW AT OR ON LIGHT-RAIL RIGHT-OF-WAY 017 RR HIT V TRAIN STRUCK VEHICLE 018 V HIT RR VEHICLE STRUCK TRAIN 019 HIT RR CAR VEHICLE STRUCK RAILROAD CAR ON ROADWAY 020 JACKNIFE JACKKNIFE; TRAILER OR TOWED VEHICLE STRUCK TOWING VEHICLE 021 TRL OTRN TRAILER OR TOWED VEHICLE OVERTURNED 022 CN BROKE TRAILER CONNECTION BROKE 023 DETACH TRL DETACHED TRAILING OBJECT STRUCK OTHER VEHICLE, NON-MOTORIST, OR OBJECT 024 V DOOR OPN VEHICLE DOOR OPENED INTO ADJACENT TRAFFIC LANE 025 WHEELOFF WHEEL CAME OFF 026 HOOD UP HOOD FLEW UP 028 LOAD SHIFT LOST LOAD, LOAD MOVED OR SHIFTED 029 TIREFAIL TIRE FAILURE 030 PET PET: CAT, DOG AND SIMILAR 031 LVSTOCK STOCK: COW, CALF, BULL, STEER, SHEEP, ETC. 032 HORSE HORSE, MULE, OR DONKEY 033 HRSE&RID HORSE AND RIDER 034 GAME WILD ANIMAL, GAME (INCLUDES BIRDS; NOT DEER OR ELK) 035 DEER ELK DEER OR ELK, WAPITI 036 ANML VEH ANIMAL-DRAWN VEHICLE 037 CULVERT CULVERT, OPEN LOW OR HIGH MANHOLE 038 ATENUATN IMPACT ATTENUATOR 039 PK METER PARKING METER 040 CURB CURB (ALSO NARROW SIDEWALKS ON BRIDGES) 041 JIGGLE JIGGLE BARS OR TRAFFIC SNAKE FOR CHANNELIZATION 042 GDRL END LEADING EDGE OF GUARDRAIL 043 GARDRAIL GUARD RAIL (NOT METAL MEDIAN BARRIER) 044 BARRIER MEDIAN BARRIER (RAISED OR METAL) 045 WALL RETAINING WALL OR TUNNEL WALL 046 BR RAIL BRIDGE RAILING (ON BRIDGE AND APPROACH) 047 BR ABUT BRIDGE ABUTMENT (APPROACH ENDS) 048 BR COLMN BRIDGE PILLAR OR COLUMN (EVEN THOUGH STRUCK PROTECTIVE GUARD RAIL FIRST) 049 BR GIRDR BRIDGE GIRDER (HORIZONTAL STRUCTURE OVERHEAD) 050 ISLAND TRAFFIC RAISED ISLAND 051 GORE GORE 052 POLE UNK POLE - TYPE UNKNOWN 053 POLE UTL POLE - POWER OR TELEPHONE 054 ST LIGHT POLE - STREET LIGHT ONLY 055 TRF SGNL POLE - TRAFFIC SIGNAL AND PED SIGNAL ONLY 056 SGN BRDG POLE - SIGN BRIDGE 057 STOPSIGN STOP OR YIELD SIGN 058 0TH SIGN OTHER SIGN, INCLUDING STREET SIGNS 059 HYDRANT HYDRANT N 03 N oo co EVENT CODE TRANSLATION LIST EVENT SHORT CODE DESCRIPTION LONG DESCRIPTION 060 MARKER DELINEATOR OR MARKER (REFLECTOR POSTS) 061 MAILBOX MAILBOX 062 TREE TREE, STUMP OR SHRUBS 063 VEG OHED TREE BRANCH OR OTHER VEGETATION OVERHEAD, ETC. 064 WIRE/CBL WIRE OR CABLE ACROSS OR OVER THE ROAD 065 TEMP SGN TEMPORARY SIGN OR BARRICADE IN ROAD, ETC. 066 PERM SGN PERMANENT SIGN OR BARRICADE IN/OFF ROAD 067 SLIDE SLIDES, FALLEN OR FALLING ROCKS 068 FRGN OBJ FOREIGN OBSTRUCTION/DEBRIS IN ROAD (NOT GRAVEL) 069 EQP WORK EQUIPMENT WORKING IN/OFF ROAD 070 0TH EQP OTHER EQUIPMENT IN OR OFF ROAD (INCLUDES PARKED TRAILER, BOAT) 071 MAIN EQP WRECKER, STREET SWEEPER, SNOW PLOW OR SANDING EQUIPMENT 072 OTHER WALL ROCK, BRICK OR OTHER SOLID WALL 073 IRRGL PVMT SPEED BUMP, OTHER BUMP, POTHOLE OR PAVEMENT IRREGULARITY (PER PAR) 075 CAVE IN BRIDGE OR ROAD CAVE IN 076 HI WATER HIGH WATER 077 SNO BANK SNOW BANK 078 HOLE CHUCKHOLE IN ROAD, LOW OR HIGH SHOULDER AT PAVEMENT EDGE 079 DITCH CUT SLOPE OR DITCH EMBANKMENT 080 OBJ F MV STRUCK BY ROCK OR OTHER OBJECT SET IN MOTION BY OTHER VEHICLE (INCL. LOST LOADS) 081 FLY-OBJ STRUCK BY OTHER MOVING OR FLYING OBJECT 082 VEH HID VEHICLE OBSCURED VIEW 083 VEG HID VEGETATION OBSCURED VIEW 084 BLDG HID VIEW OBSCURED BY FENCE, SIGN, PHONE BOOTH, ETC. 085 WIND GUST WIND GUST 086 IMMERSED VEHICLE IMMERSED IN BODY OF WATER 087 FIRE/EXP FIRE OR EXPLOSION 088 FENC/BLD FENCE OR BUILDING, ETC. 089 0TH ACDT ACCIDENT RELATED TO ANOTHER SEPARATE ACCIDENT 090 TO 1 SIDE TWO-WAY TRAFFIC ON DIVIDED ROADWAY ALL ROUTED TO ONE SIDE 092 PHANTOM OTHER (PHANTOM) NON-CONTACT VEHICLE (ON PAR OR REPORT) 093 CELL-POL CELL PHONE (ON PAR OR DRIVER IN USE) 094 VIOL GDL TEENAGE DRIVER IN VIOLATION OF GRADUATED LICENSE PGM 095 GUY WIRE GUY WIRE 096 BERM BERM (EARTHEN OR GRAVEL MOUND) 097 GRAVEL GRAVEL IN ROADWAY 098 ABR EDGE ABRUPT EDGE 099 CELL-WTN CELL PHONE USE WITNESSED BY OTHER PARTICIPANT 100 UNE FIXD UNKNOWN TYPE OF FIXED OBJECT 101 OTHER OBJ OTHER OR UNKNOWN OBJECT, NOT FIXED 104 OUTSIDE V PASSENGER RIDING ON VEHICLE EXTERIOR 105 PEDAL PSGR PASSENGER RIDING ON PEDALCYCLE 106 MAN WHLCHR PEDESTRIAN IN NON-MOTORIZED WHEELCHAIR 107 MTR WHLCHR PEDESTRIAN IN MOTORIZED WHEELCHAIR 110 N-MTR NON-MOTORIST STRUCK VEHICLE 111 S CAR VS V STREET CAR/TROLLEY (ON RAILS AND/OR OVERHEAD WIRE SYSTEM) STRUCK VEHICLE 112 V VS S CAR VEHICLE STRUCK STREET CAR/TROLLEY (ON RAILS AND/OR OVERHEAD WIRE SYSTEM) 113 S CAR ROW AT OR ON STREET CAR/TROLLEY RIGHT-OF-WAY 114 RR EQUIP VEHICLE STRUCK RAILROAD EQUIPMENT (NOT TRAIN) ON TRACKS 120 WIRE BAR WIRE OR CABLE MEDIAN BARRIER 124 SLIPPERY SLIDING OR SWERVING DUE TO WET, ICY, SLIPPERY OR LOOSE SURFACE 125 SHLDR SHOULDER GAVE WAY FUNCTIONAL CLASSIFICATION TRANSLATION LIST HIGHWAY COMPONENT TRANSLATION LIST FUNC CLASS DESCRIPTION CODE DESCRIPTION 01 RURAL PRINCIPAL ARTERIAL - INTERSTATE 0 MAINLINE STATE HIGHWAY 02 RURAL PRINCIPAL ARTERIAL - OTHER 1 COUPLET 06 RURAL MINOR ARTERIAL 3 FRONTAGE ROAD 07 RURAL MAJOR COLLECTOR 6 CONNECTION 8 HIGHWAY - OTHER 08 RURAL MINOR COLLECTOR 09 RURAL LOCAL 11 URBAN PRINCIPAL ARTERIAL - INTERSTATE 12 URBAN PRINCIPAL ARTERIAL - OTHER FREEWAYS AND EXP 14 URBAN PRINCIPAL ARTERIAL - OTHER 16 URBAN MINOR ARTERIAL 17 URBAN COLLECTOR 19 URBAN LOCAL 78 UNKNOWN RURAL SYSTEM 79 UNKNOWN RURAL NON-SYSTEM 98 UNKNOWN URBAN SYSTEM 99 UNKNOWN URBAN NON-SYSTEM INJURY SEVERITY CODE TRANSLATION LIST LIGHT CONDITION CODE TRANSLATION LIST SHORT SHORT CODE DESC LONG DESCRIPTION CODE DESC LONG DESCRIPTION 1 KILL FATAL INJURY 0 UNK UNKNOWN 2 INJA INCAPACITATING INJURY - BLEEDING, BROKEN BONES 1 DAY DAYLIGHT 3 INJB NON-INCAPACITATING INJURY 2 DLIT DARKNESS - WITH STREET LIGHTS 4 INJC POSSIBLE INJURY - COMPLAINT OF PAIN 3 DARK DARKNESS - NO STREET LIGHTS 5 PRI DIED PRIOR TO CRASH 4 DAWN DAWN (TWILIGHT) 7 NO<5 NO INJURY - 0 TO 4 YEARS OF AGE 5 DUSK DUSK (TWILIGHT) MEDIAN TYPE CODE TRANSLATION LIST MILEAGE TYPE CODE TRANSLATION LIST SHORT CODE DESC LONG DESCRIPTION CODE LONG DESCRIPTION 0 NONE NO MEDIAN 0 REGULAR MILEAGE 1 RSDMD SOLID MEDIAN BARRIER T TEMPORARY 2 DIVMD EARTH, GRASS OR PAVED MEDIAN Y SPUR Z OVERLAPPING N 03 y N Co CO MOVEMENT TYPE CODE TRANSLATION LIST PARTICIPANT TYPE CODE TRANSLATION LIST SHORT SHORT CODE DESC LONG DESCRIPTION CODE DESC LONG DESCRIPTION 0 UNK UNKNOWN 0 OCC UNKNOWN OCCUPANT TYPE 1 STRGHT STRAIGHT AHEAD 1 DRVR DRIVER. 2 TURN-R TURNING RIGHT 2 PSNG PASSENGER 3 TURN-L TURNING LEFT 3 PED PEDESTRIAN 4 U-TURN MAKING A U-TURN 4 CONV PEDESTRIAN USING A PEDESTRIAN CONVEYA" 5 PTOW PEDESTRIAN TOWING OR TRAILERING AN OB, 5 BACK BACKING 6 BIKE PEDALCYCLIST 6 STOP STOPPED IN TRAFFIC 7 BTOW PEDALCYCLIST TOWING OR TRAILERING AN , 7 PRED-P PARKED - PROPERLY 8 PRKD OCCUPANT OF A PARKED MOTOR VEHICLE 8 PRKD-I PARKED - IMPROPERLY 9 UNK UNKNOWN TYPE OF NON-MOTORIST PEDESTRIAN LOCATION CODE TRANSLATION LIST TRAFFIC CONTROL DEVICE CODE TRANSLATION LIST CODE LONG DESCRIPTION CODE SHORT DESC LONG DESCRIPTION 00 AT INTERSECTION - NOT IN ROADWAY 000 NONE NO CONTROL 01 AT INTERSECTION - INSIDE CROSSWALK 001 TRF SIGNAL TRAFFIC SIGNALS 02 AT INTERSECTION - IN ROADWAY, OUTSIDE CROSSWALK 002 FLASHBCN-R FLASHING BEACON - RED (STOP) 03 AT INTERSECTION - IN ROADWAY, XWALK AVAIL UNKNWN 003 FLASHBCN-A FLASHING BEACON - AMBER (SLOW) 04 NOT AT INTERSECTION - IN ROADWAY 004 STOP SIGN STOP SIGN 05 NOT AT INTERSECTION - ON SHOULDER 005 SLOW SIGN SLOW SIGN 06 NOT AT INTERSECTION - ON MEDIAN 006 REG-SIGN REGULATORY SIGN 07 NOT AT INTERSECTION - WITHIN TRAFFIC RIGHT-OF-WAY 007 YIELD YIELD SIGN 08 NOT AT INTERSECTION - IN BIKE PATH 008 WARNING WARNING SIGN 09 NOT-AT INTERSECTION - ON SIDEWALK 009 CURVE CURVE SIGN 10 OUTSIDE TRAFFICWAY BOUNDARIES 010 SCHL X-ING SCHOOL CROSSING SIGN OR SPECIAL SIGNAL 15 NOT AT INTERSECTION - INSIDE MID-BLOCK CROSSWALK 011 OFCR/FLAG POLICE OFFICER, FLAGMAN - SCHOOL PATROL 18 OTHER, NOT IN ROADWAY 99 UNKNOWN LOCATION 012 BRDG-GATE BRIDGE GATE - BARRIER 013 TEMP-BARR TEMPORARY BARRIER 014 NO-PASS-ZN NO PASSING ZONE 015 ONE-WAY ONE-WAY STREET 016 CHANNEL CHANNELIZATION 017 MEDIAN BAR MEDIAN BARRIER 018 PILOT CAR PILOT CAR ROAD CHARACTER CODE TRANSLATION LIST 019 SP PED SIG SPECIAL PEDESTRIAN SIGNAL 020 X-BUCK CROSSBUCK SHORT 021 THR-GN-SIG THROUGH GREEN ARROW OR SIGNAL CODE DESC LONG DESCRIPTION 022 L-GRN-SIG LEFT TURN GREEN ARROW, LANE MARKINGS, OR SIGNAL 0 UNK UNKNOWN 023 R-GRN-SIG RIGHT TURN GREEN ARROW, LANE MARKINGS, OR SIGNAL 1 INTER INTERSECTION 024 WIGWAG WIGWAG OR FLASHING LIGHTS W/0 DROP-ARM GATE 2 ALLEY DRIVEWAY OR ALLEY 025 X-BUCK WRN CROSSBUCK AND ADVANCE WARNING 026 WW W/ GATE FLASHING LIGHTS WITH DROP-ARM GATES 3 STRGHT STRAIGHT ROADWAY 027 OVRHD SGNL SUPPLEMENTAL OVERHEAD SIGNAL (RR XING ONLY) 4 TRANS TRANSITION 028 SP RR STOP SPECIAL RR STOP SIGN 5 CURVE CURVE (HORIZONTAL CURVE) 029 ILUM GRD X ILLUMINATED GRADE CROSSING 6 OPENAC OPEN ACCESS OR TURNOUT 037 RAMP METER METERED RAMPS 7 GRADE GRADE (VERTICAL CURVE) 038 RUMBLE STR RUMBLE STRIP 8 BRIDGE BRIDGE STRUCTURE 090 L-TURN REF LEFT TURN REFUGE. (WHEN REFUGE IS INVOLVED) 9 TUNNEL TUNNEL 091 R-TURN ALL RIGHT TURN AT ALL TIMES SIGN, ETC. 092 EMR SGN/FL EMERGENCY SIGNS OR FLARES 093 ACCEL LANE ACCELERATION OR DECELERATION LANES 094 R-TURN PRO RIGHT TURN PROHIBITED ON RED AFTER STOPPING 095 BUS STPSGN BUS STOP SIGN AND RED LIGHTS 099 UNKNOWN UNKNOWN OR NOT DEFINITE VEHICLE TYPE CODE TRANSLATION LIST WEATHER CONDITION CODE TRANSLATION LIST CODE SHORT DESC LONG DESCRIPTION CODE SHORT DESC LONG DESCRIPTION 01 PSNGR CAR PASSENGER CAR, PICKUP, ETC. 0 UNK UNKNOWN 02 BOBTAIL TRUCK TRACTOR WITH NO TRAILERS (BOBTAIL) 1 CLR CLEAR 03 FARM TRCTR FARM TRACTOR OR SELF-PROPELLED FARM EQUIPMENT 2 CLD CLOUDY 04 SEMI TOW TRUCK TRACTOR WITH TRAILER/MOBILE HOME IN TOW 3 RAIN RAIN 05 TRUCK TRUCK WITH NON-DETACHABLE BED, PANEL, ETC. 4 SLT SLEET 06 MOPED MOPED, MINIBIKE, MOTOR SCOOTER, OR MOTOR BICYCLE 5 FOG FOG 07 SCHL BUS SCHOOL BUS (INCLUDES VAN) 6 SNOW SNOW 08 OTH BUS OTHER BUS 7 DUST DUST 09 MTRCYCLE MOTORCYCLE 8 SMOK SMOKE 10 OTHER OTHER: FORKLIFT, BACKHOE, ETC. 9 ASH ASH 11 MOTRHOME MOTORHOME 12 TROLLEY MOTORIZED STREET CAR/TROLLEY (NO RAILS/WIRES) 13 ATV ATV 14 MTRSCTR MOTORIZED SCOOTER 15 SNOWMOBILE SNOWMOBILE 99 UNKNOWN UNKNOWN VEHICLE TYPE N 03 Appendix E In-Process Trips 290 Lake Grove Goodwill ADC and Shops Traffic Impact Analysis August 2013 ,0( / El o° , (NO SCALE) Lake Grove 6 Veterinary ClinicAnna's Bridal Boones Ferry $ Site Dwy 5 u, 4, SITE 9 rn Les Schwab - . Taylor-Made m Tire Center 3 Labels 0 /2 j10 Pilkington Site Dwy 9' m J N.2) /101/ -0 cc C 0 m R&M Marine,Inc. c m Boat Sales Y e\Nood St _ p,os o. N a o cq NO BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ BOONES FERRY RD/ LES SCHWAB TIRE EXISTING SOUTH SITE LAKE GROVE BOONES FERRY RD/ o R&M MARINE, INC. DWY R&M MARINE, INC. DWY CENTER DWY DWY VETERINARY CLINIC DWY PILKINGTON RD o 3 0 0 0 © © 0 0 0 C N M 7 / 7 m y0 �O �O �O �O �0 �.. .._...03 a a y BOONES FERRY RD/ PILKINGTON RD/ PILKINGTON RD/ o O it- - i Q ANN.4 :_ :• . DWY 0AYLO' •. ;BELS Di PILKI - I 1 '9 ITE DWY o J N N N 0 ICI / 1 1 1 c m c 0 O / f t f o I I o c' 0 w w co CO ,o M i IN-PROCESS TRIPS FIGURE 6•3WEEKDAY PM PEAK PERIOD El LAKE OSWEGO, OREGON �. K` KITTELSON&ASSOCIATES,INC. L\ TRANSPORTATION ENGINEERING / PLANNING Appendix F 2014 Background Operations 292 2014 Background Traffic Conditions Weekday PM Peak Hour 1: South Boat Dwy & Boones Ferry Rd8/22/2013 II Movement WBL WBR NBT NBR SBL SBT Lane Configurations V 1 11 lit Volume(veh/h) 1 1 869 1 1 968 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 955 1 1 1064 Pedestrians 3 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 554 pX,platoon unblocked 0.87 vC,conflicting volume 1493 481 959 vC1,stage 1 conf vol 958 vC2,stage 2 conf vol 534 vCu, unblocked vol 1274 481 959 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 314 535 724 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 637 319 1 532 532 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 396 1700 1700 724 1700 1700 Volume to Capacity 0.01 0.37 0.19 0.00 0.31 0.31 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 14.1 0.0 0.0 10.0 0.0 0.0 Lane LOS B A Approach Delay(s) 14.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 1 293 2014 Background Traffic Conditions Weekday PM Peak Hour 3: Lee Schwab Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 11 +1' 1 Volume(veh/h) 11 12 10 859 958 9 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 12 13 11 944 1053 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 391 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1552 531 1063 vC1,stage 1 conf vol 1058 vC2,stage 2 conf vol 494 vCu, unblocked vol 1334 160 771 tC,single(s) 6.8 7.1 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.4 2.2 p0 queue free% 96 98 99 cM capacity(veh/h) 323 728 741 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 11 472 472 702 361 Volume Left 12 11 0 0 0 0 Volume Right 13 0 0 0 0 10 cSH 455 741 1700 1700 1700 1700 Volume to Capacity 0.06 0.01 0.28 0.28 0.41 0.21 Queue Length 95th(ft) 4 1 0 0 0 0 Control Delay(s) 13.4 9.9 0.0 0.0 0.0 0.0 Lane LOS B A Approach Delay(s) 13.4 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 2 294 2014 Background Traffic Conditions Weekday PM Peak Hour 4: South Site Dwy & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 1 11 lit Volume(veh/h) 1 1 869 1 1 967 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 955 1 1 1063 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 291 pX,platoon unblocked 0.87 vC,conflicting volume 1489 478 956 vC1,stage 1 conf vol 955 vC2,stage 2 conf vol 534 vCu, unblocked vol 1261 478 956 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 317 539 727 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 637 319 1 531 531 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 399 1700 1700 727 1700 1700 Volume to Capacity 0.01 0.37 0.19 0.00 0.31 0.31 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 14.1 0.0 0.0 10.0 0.0 0.0 Lane LOS B A Approach Delay(s) 14.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 3 295 2014 Background Traffic Conditions Weekday PM Peak Hour 5: Vet Dwy & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 f 11 f Volume(veh/h) 1 0 1 1 0 1 1 868 1 1 966 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 0 1 1 0 1 1 954 1 1 1062 1 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC,conflicting volume 1545 2021 531 1491 2021 477 1063 955 vC1,stage 1 conf vol 1064 1064 957 957 vC2,stage 2 conf vol 480 957 534 1065 vCu, unblocked vol 1325 1874 159 1263 1874 477 770 955 tC,single(s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC,2 stage(s) 6.5 5.5 6.5 5.5 tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 100 100 100 100 100 100 100 100 cM capacity(veh/h) 278 246 751 264 246 539 741 728 Direction, Lane# EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 2 2 1 636 319 1 708 355 Volume Left 1 1 1 0 0 1 0 0 Volume Right 1 1 0 0 1 0 0 1 cSH 406 355 741 1700 1700 728 1700 1700 Volume to Capacity 0.01 0.01 0.00 0.37 0.19 0.00 0.42 0.21 Queue Length 95th(ft) 0 0 0 0 0 0 0 0 Control Delay(s) 13.9 15.2 9.9 0.0 0.0 10.0 0.0 0.0 Lane LOS B C A A Approach Delay(s) 13.9 15.2 0.0 0.0 Approach LOS B C Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 4 296 2014 Background Traffic Conditions Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 f 11 f Volume(vph) 1 0 4 133 3 125 1 709 159 285 830 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.89 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1678 1770 1621 1805 3454 1770 3574 Flt Permitted 0.99 0.95 1.00 0.31 1.00 0.18 1.00 Satd. Flow(perm) 1678 1770 1621 594 3454 329 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 0 4 146 3 137 1 779 175 313 912 1 RTOR Reduction(vph) 0 4 0 0 116 0 0 12 0 0 0 0 Lane Group Flow(vph) 0 1 0 146 24 0 1 942 0 313 913 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 0.8 11.8 11.8 36.2 35.5 53.7 49.0 Effective Green,g(s) 0.8 11.8 11.8 36.2 35.5 53.7 49.0 Actuated g/C Ratio 0.01 0.15 0.15 0.46 0.45 0.68 0.62 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 17 265 243 284 1556 484 2222 v/s Ratio Prot c0.00 c0.08 0.01 0.00 0.27 c0.12 0.26 v/s Ratio Perm 0.00 c0.32 v/c Ratio 0.06 0.55 0.10 0.00 0.61 0.65 0.41 Uniform Delay,dl 38.6 31.0 28.9 11.5 16.4 8.7 7.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.9 1.8 0.1 0.0 0.8 2.5 0.2 Delay(s) 39.5 32.8 29.0 11.5 17.2 11.1 7.8 Level of Service D C C B B B A Approach Delay(s) 39.5 30.9 17.2 8.6 Approach LOS D C B A Intersection Summary HCM Average Control Delay 14.6 HCM Level of Service B HCM Volume to Capacity ratio 0.61 Actuated Cycle Length(s) 78.8 Sum of lost time(s) 12.0 Intersection Capacity Utilization 64.9% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 6 297 2014 Background Traffic Conditions Weekday PM Peak Hour 7: Dwy North of Pilkington & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r* 4,4 vi Volume(veh/h) 0 10 834 1 1 1115 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 0 11 916 1 1 1225 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.81 0.81 0.81 vC,conflicting volume 1534 461 920 vC1,stage 1 conf vol 919 vC2,stage 2 conf vol 615 vCu, unblocked vol 1180 0 418 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 99 100 cM capacity(veh/h) 381 877 927 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 611 307 1 613 613 Volume Left 0 0 0 1 0 0 Volume Right 11 0 1 0 0 0 cSH 877 1700 1700 927 1700 1700 Volume to Capacity 0.01 0.36 0.18 0.00 0.36 0.36 Queue Length 95th(ft) 1 0 0 0 0 0 Control Delay(s) 9.2 0.0 0.0 8.9 0.0 0.0 Lane LOS A A Approach Delay(s) 9.2 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 34.2% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 7 298 2014 Background Traffic Conditions Weekday PM Peak Hour 8: Pilkington Rd & Anna's Bridal Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 5 439 249 3 2 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate(vph) 6 516 293 4 2 14 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 109 pX,platoon unblocked 0.92 vC,conflicting volume 296 823 295 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 296 764 295 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 99 98 cM capacity(veh/h) 1276 343 749 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 522 296 16 Volume Left 6 0 2 Volume Right 0 4 14 cSH 1276 1700 641 Volume to Capacity 0.00 0.17 0.03 Queue Length 95th(ft) 0 0 2 Control Delay(s) 0.1 0.0 10.8 Lane LOS A B Approach Delay(s) 0.1 0.0 10.8 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 37.1% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 8 299 2014 Background Traffic Conditions Weekday PM Peak Hour 9: Pilkington Rd & Taylor-Made Labels Dwy 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume(veh/h) 3 438 1 1 237 1 1 0 1 8 0 14 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 4 521 1 1 282 1 1 0 1 10 0 17 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 242 pX,platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC,conflicting volume 283 523 833 815 522 815 815 285 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 283 443 779 759 443 760 759 285 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.3 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.4 p0 queue free% 100 100 100 100 100 97 100 98 cM capacity(veh/h) 1291 1043 284 312 573 299 312 741 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 526 285 2 26 Volume Left 4 1 1 10 Volume Right 1 1 1 17 cSH 1291 1043 380 482 Volume to Capacity 0.00 0.00 0.01 0.05 Queue Length 95th(ft) 0 0 0 4 Control Delay(s) 0.1 0.0 14.5 12.9 Lane LOS A A B B Approach Delay(s) 0.1 0.0 14.5 12.9 Approach LOS B B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 35.9% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 9 300 Appendix G 2014 Total Operations Worksheets 301 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 1: South Boat Dwy & Boones Ferry Rd8/22/2013 II Movement WBL WBR NBT NBR SBL SBT Lane Configurations V 1 11 lit Volume(veh/h) 1 1 893 1 1 994 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 981 1 1 1092 Pedestrians 3 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 554 pX,platoon unblocked 0.88 vC,conflicting volume 1533 494 985 vC1,stage 1 conf vol 985 vC2,stage 2 conf vol 548 vCu, unblocked vol 1328 494 985 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 304 525 707 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 654 328 1 546 546 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 385 1700 1700 707 1700 1700 Volume to Capacity 0.01 0.38 0.19 0.00 0.32 0.32 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 14.4 0.0 0.0 10.1 0.0 0.0 Lane LOS B B Approach Delay(s) 14.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 1 302 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 3: Lee Schwab Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 1 Volume(veh/h) 11 12 10 883 984 9 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 12 13 11 970 1081 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 391 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1593 546 1091 vC1,stage 1 conf vol 1086 vC2,stage 2 conf vol 507 vCu, unblocked vol 1390 191 815 tC,single(s) 6.8 7.1 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.4 2.2 p0 queue free% 96 98 98 cl'VI capacity(veh/h) 309 699 717 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 11 485 485 721 370 Volume Left 12 11 0 0 0 0 Volume Right 13 0 0 0 0 10 cSH 436 717 1700 1700 1700 1700 Volume to Capacity 0.06 0.02 0.29 0.29 0.42 0.22 Queue Length 95th(ft) 5 1 0 0 0 0 Control Delay(s) 13.8 10.1 0.0 0.0 0.0 0.0 Lane LOS B B Approach Delay(s) 13.8 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 2 303 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 4: South Site Dwy & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 1 +1' Volume(veh/h) 27 16 869 25 0 967 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 30 18 955 27 0 1063 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 291 pX,platoon unblocked 0.87 vC,conflicting volume 1500 491 982 vC1,stage 1 conf vol 969 vC2,stage 2 conf vol 531 vCu, unblocked vol 1282 491 982 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 90 97 100 cM capacity(veh/h) 312 528 711 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 47 637 346 531 531 Volume Left 30 0 0 0 0 Volume Right 18 0 27 0 0 cSH 368 1700 1700 1700 1700 Volume to Capacity 0.13 0.37 0.20 0.31 0.31 Queue Length 95th(ft) 11 0 0 0 0 Control Delay(s) 16.2 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay(s) 16.2 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 36.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 3 304 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 5: Vet Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 11 +1' 1 Volume(veh/h) 1 1 1 883 966 1 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 1 970 1062 1 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1549 531 1063 vC1,stage 1 conf vol 1062 vC2,stage 2 conf vol 487 vCu, unblocked vol 1339 173 781 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 321 740 738 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 2 1 485 485 708 355 Volume Left 1 1 0 0 0 0 Volume Right 1 0 0 0 0 1 cSH 448 738 1700 1700 1700 1700 Volume to Capacity 0.00 0.00 0.29 0.29 0.42 0.21 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 13.1 9.9 0.0 0.0 0.0 0.0 Lane LOS B A Approach Delay(s) 13.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 36.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 4 305 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 Volume(vph) 1 0 4 133 3 139 1 723 159 311 830 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.89 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1678 1770 1620 1805 3456 1770 3574 Flt Permitted 0.99 0.95 1.00 0.31 1.00 0.17 1.00 Satd. Flow(perm) 1678 1770 1620 594 3456 314 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 0 4 146 3 153 1 795 175 342 912 1 RTOR Reduction(vph) 0 4 0 0 131 0 0 12 0 0 0 0 Lane Group Flow(vph) 0 1 0 146 25 0 1 958 0 342 913 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 0.9 11.9 11.9 37.4 36.7 56.8 52.1 Effective Green,g(s) 0.9 11.9 11.9 37.4 36.7 56.8 52.1 Actuated g/C Ratio 0.01 0.14 0.14 0.46 0.45 0.69 0.63 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 18 257 235 281 1545 503 2268 v/s Ratio Prot c0.00 c0.08 0.02 0.00 0.28 c0.13 0.26 v/s Ratio Perm 0.00 c0.34 v/c Ratio 0.06 0.57 0.11 0.00 0.62 0.68 0.40 Uniform Delay,dl 40.2 32.7 30.5 12.2 17.4 10.9 7.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.8 2.1 0.1 0.0 0.9 3.1 0.2 Delay(s) 41.0 34.8 30.6 12.2 18.3 14.1 7.5 Level of Service D C C B B B A Approach Delay(s) 41.0 32.6 18.3 9.3 Approach LOS D C B A Intersection Summary HCM Average Control Delay 15.6 HCM Level of Service B HCM Volume to Capacity ratio 0.64 Actuated Cycle Length(s) 82.1 Sum of lost time(s) 12.0 Intersection Capacity Utilization 66.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 6 306 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 7: Dwy North of Pilkington & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r* 4,4 vi Volume(veh/h) 0 10 863 1 1 1141 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 0 11 948 1 1 1254 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.80 0.80 0.80 vC,conflicting volume 1580 477 951 vC1,stage 1 conf vol 951 vC2,stage 2 conf vol 629 vCu, unblocked vol 1222 0 435 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 99 100 cM capacity(veh/h) 370 870 905 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 632 317 1 627 627 Volume Left 0 0 0 1 0 0 Volume Right 11 0 1 0 0 0 cSH 870 1700 1700 905 1700 1700 Volume to Capacity 0.01 0.37 0.19 0.00 0.37 0.37 Queue Length 95th(ft) 1 0 0 0 0 0 Control Delay(s) 9.2 0.0 0.0 9.0 0.0 0.0 Lane LOS A A Approach Delay(s) 9.2 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 7 307 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 8: Pilkington Rd & Anna's Bridal Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 5 465 263 3 2 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate(vph) 6 547 309 4 2 14 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 109 pX,platoon unblocked 0.91 vC,conflicting volume 313 870 311 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 313 810 311 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 99 98 cM capacity(veh/h) 1259 320 734 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 553 313 16 Volume Left 6 0 2 Volume Right 0 4 14 cSH 1259 1700 619 Volume to Capacity 0.00 0.18 0.03 Queue Length 95th(ft) 0 0 2 Control Delay(s) 0.1 0.0 11.0 Lane LOS A B Approach Delay(s) 0.1 0.0 11.0 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 38.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 8 308 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 9: Pilkington Rd & Taylor-Made Labels Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 3 465 253 1 8 14 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 4 554 301 1 10 17 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 242 pX,platoon unblocked 0.92 vC,conflicting volume 302 862 304 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 302 805 304 tC,single(s) 4.1 6.4 6.3 tC,2 stage(s) tF(s) 2.2 3.5 3.4 p0 queue free% 100 97 98 cM capacity(veh/h) 1270 324 723 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 557 302 26 Volume Left 4 0 10 Volume Right 0 1 17 cSH 1270 1700 500 Volume to Capacity 0.00 0.18 0.05 Queue Length 95th(ft) 0 0 4 Control Delay(s) 0.1 0.0 12.6 Lane LOS A B Approach Delay(s) 0.1 0.0 12.6 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 9 309 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 10: Pilkington Rd & Site Dwy 8/22/2013 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '14 Volume(veh/h) 446 27 4 239 15 4 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 531 32 5 285 18 5 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 345 pX,platoon unblocked 0.92 0.92 0.92 vC,conflicting volume 563 843 547 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 485 788 467 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 95 99 cM capacity(veh/h) 1005 333 553 Direction, Lane# EB 1 WB 1 NB 1 Volume Total 563 289 23 Volume Left 0 5 18 Volume Right 32 0 5 cSH 1700 1005 363 Volume to Capacity 0.33 0.00 0.06 Queue Length 95th(ft) 0 0 5 Control Delay(s) 0.0 0.2 15.6 Lane LOS A C Approach Delay(s) 0.0 0.2 15.6 Approach LOS C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 35.1% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 10 310 Appendix H 95th Percentile Queuing Worksheets 311 2013 Existing Traffic Conditions Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd8122/2013 II Lane Group EBT WBL WBT NBL NBT SBL SBT Lane Group Flow(vph) 5 141 138 1 885 309 891 v/c Ratio 0.04 0.47 0.36 0.00 0.62 0.58 0.38 Control Delay 28.6 35.2 9.8 7.0 19.4 11.2 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.6 35.2 9.8 7.0 19.4 11.2 7.0 Queue Length 50th(ft) 0 50 1 0 131 34 58 Queue Length 95th(ft) 12 142 53 2 316 144 212 Internal Link Dist(ft) 39 29 133 133 Turn Bay Length(ft) 230 150 150 Base Capacity(vph) 631 691 715 666 1951 796 2700 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.20 0.19 0.00 0.45 0.39 0.33 Intersection Summary H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_expm.syn Synchro 7- Report AXM Page 5 312 2014 Background Traffic Conditions Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd8122/2013 II Lane Group EBT WBL WBT NBL NBT SBL SBT Lane Group Flow(vph) 5 146 140 1 954 313 913 v/c Ratio 0.04 0.51 0.37 0.00 0.62 0.61 0.38 Control Delay 29.4 37.7 10.0 7.0 19.6 13.0 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.4 37.7 10.0 7.0 19.6 13.0 6.9 Queue Length 50th(ft) 0 58 1 0 148 35 62 Queue Length 95th(ft) 13 148 53 2 354 159 221 Internal Link Dist(ft) 39 29 133 133 Turn Bay Length(ft) 230 150 150 Base Capacity(vph) 588 643 676 650 1816 755 2602 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.23 0.21 0.00 0.53 0.41 0.35 Intersection Summary H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014bkpm.syn Synchro 7- Report AXM Page 5 313 2014 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd8/22/2013 II Lane Group EBT WBL WBT NBL NBT SBL SBT Lane Group Flow(vph) 5 146 156 1 970 342 913 v/c Ratio 0.04 0.53 0.41 0.00 0.63 0.64 0.37 Control Delay 30.0 39.6 10.1 8.0 20.4 15.3 6.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.0 39.6 10.1 8.0 20.4 15.3 6.8 Queue Length 50th(ft) 0 63 1 0 164 50 63 Queue Length 95th(ft) 13 148 56 2 361 192 221 Internal Link Dist(ft) 39 29 133 133 Turn Bay Length(ft) 230 150 150 Base Capacity(vph) 558 610 659 633 1724 725 2547 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.24 0.24 0.00 0.56 0.47 0.36 Intersection Summary H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_RIROLO.syn Synchro 7- Report AXM Page 5 314 Appendix I 2035 Model Data and 2035 Total Traffic Operations Worksheets 315 III 65 Vy. o 6',5,,N 0 625 0 050 6848 89 812 955 £9Z 9j 6 W 75 i W3 I 694 8£L 507 ZLL � �, rn Co BO II• 96‘'? .iV v 263 675 SS S o O 852 o w 0 328 707362 yA rn 467 S 6' 159 •�� 267 coc,'I 6) $ 7025 92, 495 Oy E • SSZ 437 4,F'\ 0 6.4 J rn 0 •\6 6810 •456 v __ ;� 88 — 191 \�$ -5- 2j",.. 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N O) O ,9s 00 co t' w O .O ZLZ 94£ 9E9 680 _ 9LL 373 357 568 562 582 9Zb \,,� 353 0u w0 A p 6' O ,O cP 0 325 8J 42 433 0����w ZOZ ,938 407 54 79 1.9'\- 776) 2 joN2 6 V' 0E� 0 7r3 7 �" ,, N w `'' v Nia 0 m 0 rM h 0 r c.i M CO 0 0 cell 0 �p L N h £ C) LgLL 119. 6/ Sob M LS 8(6)` 285 .<2 9171, Zbb 45) Llc I d� 00, `,ct' ro ji' 462 \\ 899 L99 L99 _PPE 8LE 793 69L 648 391 232 d �!� O cp '- N O� 0 V N 153 0 429 8! c.,°- 9 � � '6-5 0 Q •` ECo N Nv. 6' Co 0 a Co o 0 0< EN ! !c8 S� C ,9c., o N M m O! 0 O�c^ 0)0 9! 0- Oh ° 96Z 89 LL 8ll L9 `5� E. / _ _ L9 0 SLE 32�I 169 �cb 296 O 96Z I Co N c(73, 0,`ra I Q �Go^ 0 cg 0 adz" ��� 0 tx c^-, 1 O O M9, M p O9 /NC° v39� .,5020! o h �� S! N 0 M 0! (! ,- Co Co !! ! CT) 0 X,, d �! S� 9 ! bLZ8 A1"-'",-.•S..\516) \ �!!s` EE8 _ % 46�b bLS 989 £08 2'661\ /14 L 17Z S8bL LL9 NI 714X'- °X 686 865 998 0 SS8L 1064 cs)O!! d. 11011 ) Pt. S 891 ..! > Z08 Z08 188 \rte ��!! :l;19 o 682 Z89 \ 528 b �� P I19UfS �$L 764 169 68813 8bbz \I‘C� 14'3o \Oo3 FA \\\ Gbfl, 0 2035 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd8/22/2013 II Lane Group EBT WBL WBT NBL NBT SBL SBT Lane Group Flow(vph) 6 138 225 1 1234 586 1058 v/c Ratio 0.06 0.59 0.55 0.00 0.85 0.99 0.40 Control Delay 32.2 46.7 11.0 8.0 30.9 61.5 6.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 32.2 46.7 11.0 8.0 30.9 61.5 6.6 Queue Length 50th(ft) 1 70 1 0 293 255 75 Queue Length 95th(ft) 14 141 66 2 #556 #610 265 Internal Link Dist(ft) 39 29 133 133 Turn Bay Length(ft) 230 150 150 Base Capacity(vph) 478 510 625 529 1448 590 2616 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.27 0.36 0.00 0.85 0.99 0.40 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2035tt.syn Synchro 7- Report AXM Page 1 320 2035 Total Traffic Conditions_w/ Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 f 11 f Volume(vph) 1 1 4 126 3 202 1 926 197 533 962 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.91 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1715 1770 1619 1805 3460 1770 3574 Flt Permitted 0.99 0.95 1.00 0.27 1.00 0.09 1.00 Satd. Flow(perm) 1715 1770 1619 514 3460 171 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 1 4 138 3 222 1 1018 216 586 1057 1 RTOR Reduction(vph) 0 4 0 0 195 0 0 12 0 0 0 0 Lane Group Flow(vph) 0 2 0 138 30 0 1 1222 0 586 1058 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 1.0 11.5 11.5 40.5 39.6 68.7 63.8 Effective Green,g(s) 1.0 11.5 11.5 40.5 39.6 68.7 63.8 Actuated g/C Ratio 0.01 0.12 0.12 0.43 0.42 0.73 0.68 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 18 217 199 235 1462 554 2434 v/s Ratio Prot c0.00 c0.08 0.02 0.00 0.35 c0.28 0.30 v/s Ratio Perm 0.00 c0.49 v/c Ratio 0.11 0.64 0.15 0.00 0.84 1.06 0.43 Uniform Delay,dl 45.9 39.1 36.7 15.1 24.2 27.9 6.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.6 4.9 0.2 0.0 4.6 54.4 0.2 Delay(s) 47.5 44.0 36.9 15.1 28.7 82.4 7.0 Level of Service D D D B C F A Approach Delay(s) 47.5 39.6 28.7 33.8 Approach LOS D D C C Intersection Summary HCM Average Control Delay 32.6 HCM Level of Service C HCM Volume to Capacity ratio 0.96 Actuated Cycle Length(s) 93.7 Sum of lost time(s) 12.0 Intersection Capacity Utilization 85.5% ICU Level of Service E Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2035tt.syn Synchro 7- Report AXM Page 2 321 Appendix J Truck Circulation Turning Templates 322 ° I II , a d IAd 1 ° ° I ° ° p 1 7.50 33.00 ° °° `^ p A ' 1 1 3.00 25.50 ° _ ° I a1 , �_. —n , 4 o.o. H 1Asp-0.00 1 ° a raA I. • s d 3.00 12.50 ° a I a 1 1:::-.'- o a A ° WB-40 A a a d feet A Z I �`" Tractor Width : 8.00 Lock to Lock Time : 6.0 ° y 111 II ° Trailer Width : 8.00 Steering Angle : 20.3 a Tractor Track : 8.00 Articulating Angle : 70.0 ' 0 A Trailer Track : 8.00 Q �— G ° 411, I° a Allk. A . 7 ° 0 ° / °,, .. ( ‘Amilimu II" ° lid ° / ° a I a° SS ° ap d ° I d ° a a ° ° d ° ap ° d a p A a ° a A A a a °° a a ° a ° p a A I '' I I / ° a a 1 _ ° A d A a ° O a ° a p° d ° a a o� A p a a d A PROPOSED a a° a s ° d a ° A GOODWILLA 4 DONATION ° a ° A ° CENTER ° ° p p d ► FFE=151.90 • ° a a a ° III , 41 LT ,___ • , _, ,,, , . , 4_ / \ ,‘,t5) ,/ 17/ ) .AO 57-0\11 0 b 0 'L / i&s ----------- '< a . ''/' ♦ - I a co ',„..........7 --------- r ► _ ! /' 8/8/2013 //_ • / _ r- — a — 1 0 10 20 rlD I n ril I 1 I. I. Cori) Cassano Shaping the Future LAKE GROVE GO O D W I L L PORTLAND 5415SW WESTGA TE DR STE 100 PORTLAND,OR 97721 TEL:( 419-2500 FAX:(503)419-2e00 I w PILKINGTON EGRESS iN w d D A D ''D A d Dd / D ° D 7/ /// d D d / / d D d I // N.,/ D A CP O OJ: :/ Com(``_ 4 4<9— i> 0 cg— ' * // S'3!3° ®/ d / .50 25.50 / d / '30 , N `(. ii 000 DD � d D D d D 1n 203 D D D d d d ell / D D d d d D • 1250 S\me �0 A et cktet0ok / D .A D D 4 g 00 {e VD POO / d • a.p0 gtee„AN NA, ' // d /� d dD D dD Dd A d w83.4 (�y • .60 00 PAooAatmgD A d a '(coot `0 . a.o d d A D d w Ai D ♦ D A d iia totIca° d D e d A Pµ0 OW`� ioecSca D 0�p'(�ON D CENTE1O.9° FFE' / D A' tF2: A1 SISI 20 " ° f� 10 O D 44S/110 e¢° - i 0tart° d •20 s� WOO � �ja the Funke D D --, ' ‘0:11, ghaPin9 o.oR9v22' D d /rn A 0 -vNQ sk,s-re n 269° ?OR' gjFPI W GRAS c., I r t ®® �Sr o _ ILYA 00 -v GOGIONT / a A ° A d ° ° d A 7.50 33.00 / �� d A ° / I �Q A / � O / ° 3.00 25.50 // w OP , ° / i 11 MI I�1� — l'1 0.00 1 d �1 1 I cr y ' o o d G ° A A 3.00 12.50 / `� d 0 d WB-40 feet °, ////// gg / / y ®-_Trailer Track : 8.00 / / 00 / O 01, ° z / Amp p / AL . d d 4' 4 c AurrAillillir4111111r411111"411 Agje 41r Aft!ra AMMO I, OAP4 ° 4 4\ 0 0 0•0:0 V ° A PROPOSED ° A O O O . / DONATION CENTER FFE=151.90 \ O c/ ° / ,4, a ° , a . ..,„ / p ° a '1144111 ,j WB-40 It ®® AASHTO 2011 US 8/8/2013 - _ - - - „ 0 10 20 X -_x ocif' Camino Shaping the Future LAKE GROVE GOO DWI LL PORTLAND 5415 SW WESTGATE DR,STE 100,PORTLAND,OR 97221 TEL:(503)419-2500 FAX'(503)419-2600 www.cardno.corn w BOONES FERRY FULL WIDTH INGRESS N Appendix K Sensitivity Analysis Operations and Queuing Worksheets 326 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 1: South Boat Dwy & Boones Ferry Rd8/22/2013 II Movement WBL WBR NBT NBR SBL SBT Lane Configurations V 1 11 lit Volume(veh/h) 1 1 893 1 1 994 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 981 1 1 1092 Pedestrians 3 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 554 pX,platoon unblocked 0.88 vC,conflicting volume 1533 494 985 vC1,stage 1 conf vol 985 vC2,stage 2 conf vol 548 vCu, unblocked vol 1324 494 985 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 304 525 707 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 2 654 328 1 546 546 Volume Left 1 0 0 1 0 0 Volume Right 1 0 1 0 0 0 cSH 385 1700 1700 707 1700 1700 Volume to Capacity 0.01 0.38 0.19 0.00 0.32 0.32 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 14.4 0.0 0.0 10.1 0.0 0.0 Lane LOS B B Approach Delay(s) 14.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 1 327 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 3: Lee Schwab Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 1 Volume(veh/h) 11 12 10 883 984 9 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 12 13 11 970 1081 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 391 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1593 546 1091 vC1,stage 1 conf vol 1086 vC2,stage 2 conf vol 507 vCu, unblocked vol 1387 185 811 tC,single(s) 6.8 7.1 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.4 2.2 p0 queue free% 96 98 98 cM capacity(veh/h) 310 704 719 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 11 485 485 721 370 Volume Left 12 11 0 0 0 0 Volume Right 13 0 0 0 0 10 cSH 438 719 1700 1700 1700 1700 Volume to Capacity 0.06 0.02 0.29 0.29 0.42 0.22 Queue Length 95th(ft) 5 1 0 0 0 0 Control Delay(s) 13.7 10.1 0.0 0.0 0.0 0.0 Lane LOS B B Approach Delay(s) 13.7 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 2 328 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 5: Vet Dwy & Boones Ferry Rd II 8/22/2013 Movement EBL EBR NBL NBT SBT SBR Lane Configurations 11 +1' 1 Volume(veh/h) 1 1 1 892 992 1 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 1 1 1 980 1090 1 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.87 0.87 0.87 vC,conflicting volume 1583 546 1091 vC1,stage 1 conf vol 1091 vC2,stage 2 conf vol 492 vCu, unblocked vol 1375 185 810 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 100 100 cM capacity(veh/h) 311 726 719 Direction, Lane# EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 2 1 490 490 727 364 Volume Left 1 1 0 0 0 0 Volume Right 1 0 0 0 0 1 cSH 436 719 1700 1700 1700 1700 Volume to Capacity 0.01 0.00 0.29 0.29 0.43 0.21 Queue Length 95th(ft) 0 0 0 0 0 0 Control Delay(s) 13.3 10.0 0.0 0.0 0.0 0.0 Lane LOS B B Approach Delay(s) 13.3 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 3 329 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd8/22/2013 II Lane Group EBT WBL WBT NBL NBT SBL SBT Lane Group Flow(vph) 5 175 172 1 980 342 913 v/c Ratio 0.04 0.59 0.42 0.00 0.65 0.65 0.37 Control Delay 30.8 41.0 9.4 8.0 21.5 16.7 7.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.8 41.0 9.4 8.0 21.5 16.7 7.3 Queue Length 50th(ft) 1 80 1 0 175 58 70 Queue Length 95th(ft) 13 174 57 2 380 204 234 Internal Link Dist(ft) 39 29 133 133 Turn Bay Length(ft) 230 150 150 Base Capacity(vph) 540 590 653 620 1663 703 2512 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.30 0.26 0.00 0.59 0.49 0.36 Intersection Summary H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 4 330 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 Volume(vph) 1 0 4 159 3 154 1 709 183 311 830 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.89 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1678 1770 1620 1805 3440 1770 3574 Flt Permitted 0.99 0.95 1.00 0.31 1.00 0.16 1.00 Satd. Flow(perm) 1678 1770 1620 594 3440 304 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 0 4 175 3 169 1 779 201 342 912 1 RTOR Reduction(vph) 0 4 0 0 143 0 0 14 0 0 0 0 Lane Group Flow(vph) 0 1 0 175 29 0 1 966 0 342 913 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 0.9 13.1 13.1 38.2 37.5 57.9 53.2 Effective Green,g(s) 0.9 13.1 13.1 38.2 37.5 57.9 53.2 Actuated g/C Ratio 0.01 0.16 0.16 0.45 0.44 0.69 0.63 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 18 275 251 279 1528 493 2253 v/s Ratio Prot c0.00 c0.10 0.02 0.00 0.28 c0.13 0.26 v/s Ratio Perm 0.00 c0.34 v/c Ratio 0.06 0.64 0.12 0.00 0.63 0.69 0.41 Uniform Delay,dl 41.3 33.4 30.7 12.7 18.1 12.1 7.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.8 3.9 0.1 0.0 1.0 3.7 0.2 Delay(s) 42.1 37.3 30.8 12.7 19.1 15.8 7.9 Level of Service D D C B B B A Approach Delay(s) 42.1 34.1 19.1 10.1 Approach LOS D C B B Intersection Summary HCM Average Control Delay 16.8 HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length(s) 84.4 Sum of lost time(s) 12.0 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 5 331 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 7: Dwy North of Pilkington & Boones Ferry Rd II 8/22/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r* 4,4 vi Volume(veh/h) 0 10 863 1 1 1141 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 0 11 948 1 1 1254 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) 213 pX,platoon unblocked 0.80 0.80 0.80 vC,conflicting volume 1580 477 951 vC1,stage 1 conf vol 951 vC2,stage 2 conf vol 629 vCu, unblocked vol 1215 0 425 tC,single(s) 6.8 6.9 4.1 tC,2 stage(s) 5.8 tF(s) 3.5 3.3 2.2 p0 queue free% 100 99 100 cM capacity(veh/h) 372 866 910 Direction, Lane# WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 632 317 1 627 627 Volume Left 0 0 0 1 0 0 Volume Right 11 0 1 0 0 0 cSH 866 1700 1700 910 1700 1700 Volume to Capacity 0.01 0.37 0.19 0.00 0.37 0.37 Queue Length 95th(ft) 1 0 0 0 0 0 Control Delay(s) 9.2 0.0 0.0 9.0 0.0 0.0 Lane LOS A A Approach Delay(s) 9.2 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 6 332 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 8: Pilkington Rd & Anna's Bridal Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 5 489 304 3 2 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate(vph) 6 575 358 4 2 14 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 109 pX,platoon unblocked 0.91 vC,conflicting volume 361 946 359 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 361 893 359 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 99 98 cM capacity(veh/h) 1209 286 690 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 581 361 16 Volume Left 6 0 2 Volume Right 0 4 14 cSH 1209 1700 574 Volume to Capacity 0.00 0.21 0.03 Queue Length 95th(ft) 0 0 2 Control Delay(s) 0.1 0.0 11.5 Lane LOS A B Approach Delay(s) 0.1 0.0 11.5 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 39.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 7 333 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 9: Pilkington Rd & Taylor-Made Labels Dwy 8/22/2013 4— Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 "I+ Volume(veh/h) 3 488 294 1 8 14 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 4 581 350 1 10 17 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 242 pX,platoon unblocked 0.92 vC,conflicting volume 351 939 353 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 351 887 353 tC,single(s) 4.1 6.4 6.3 tC,2 stage(s) tF(s) 2.2 3.5 3.4 p0 queue free% 100 97 98 cM capacity(veh/h) 1219 290 679 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 585 351 26 Volume Left 4 0 10 Volume Right 0 1 17 cSH 1219 1700 456 Volume to Capacity 0.00 0.21 0.06 Queue Length 95th(ft) 0 0 5 Control Delay(s) 0.1 0.0 13.4 Lane LOS A B Approach Delay(s) 0.1 0.0 13.4 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 38.7% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 8 334 2014 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 10: Pilkington Rd & Proposed Site Dwy 8/22/2013 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '14 Volume(veh/h) 445 51 4 239 56 4 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate(vph) 530 61 5 285 67 5 Pedestrians 2 Lane Width(ft) 12.0 Walking Speed(ft/s) 4.0 Percent Blockage 0 Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 345 pX,platoon unblocked 0.92 0.92 0.92 vC,conflicting volume 590 856 560 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 512 801 479 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 80 99 cM capacity(veh/h) 979 326 544 Direction, Lane# EB 1 WB 1 NB 1 Volume Total 590 289 71 Volume Left 0 5 67 Volume Right 61 0 5 cSH 1700 979 335 Volume to Capacity 0.35 0.00 0.21 Queue Length 95th(ft) 0 0 20 Control Delay(s) 0.0 0.2 18.6 Lane LOS A C Approach Delay(s) 0.0 0.2 18.6 Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 36.5% ICU Level of Service A Analysis Period(min) 15 H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2014ttpm_wout.syn Synchro 7- Report AXM Page 9 335 2035 Total Traffic Conditions_w/out Access Weekday PM Peak Hour 6: Pilkington Rd & Boones Ferry Rd 8/22/2013 1I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 Volume(vph) 1 1 4 152 3 216 1 911 221 533 962 1 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.91 1.00 0.85 1.00 0.97 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1715 1770 1619 1805 3446 1770 3574 Flt Permitted 0.99 0.95 1.00 0.27 1.00 0.09 1.00 Satd. Flow(perm) 1715 1770 1619 514 3446 171 3574 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 1 1 4 167 3 237 1 1001 243 586 1057 1 RTOR Reduction(vph) 0 4 0 0 205 0 0 13 0 0 0 0 Lane Group Flow(vph) 0 2 0 167 35 0 1 1231 0 586 1058 0 Confl. Peds.(#/hr) 1 1 Confl.Bikes(#/hr) 3 4 Heavy Vehicles(%) 0% 0% 0% 2% 0% 0% 0% 1% 2% 2% 1% 0% Turn Type Split Split pm+pt pm+pt Protected Phases 3 3 4 4 5 2 1 6 Permitted Phases 2 6 Actuated Green,G(s) 1.0 12.9 12.9 40.3 39.5 68.7 63.9 Effective Green,g(s) 1.0 12.9 12.9 40.3 39.5 68.7 63.9 Actuated g/C Ratio 0.01 0.14 0.14 0.42 0.42 0.72 0.67 Clearance Time(s) 4.0 4.0 4.0 4.0 4.5 4.0 4.5 Vehicle Extension(s) 2.3 2.3 2.3 2.3 4.2 2.3 4.2 Lane Grp Cap(vph) 18 240 220 229 1431 547 2401 v/s Ratio Prot c0.00 c0.09 0.02 0.00 0.36 c0.28 0.30 v/s Ratio Perm 0.00 c0.49 v/c Ratio 0.11 0.70 0.16 0.00 0.86 1.07 0.44 Uniform Delay,dl 46.6 39.2 36.3 15.8 25.3 28.5 7.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.6 7.5 0.2 0.0 5.7 59.0 0.2 Delay(s) 48.2 46.7 36.5 15.8 31.0 87.5 7.5 Level of Service D D D B C F A Approach Delay(s) 48.2 40.7 31.0 36.0 Approach LOS D D C D Intersection Summary HCM Average Control Delay 34.7 HCM Level of Service C HCM Volume to Capacity ratio 0.98 Actuated Cycle Length(s) 95.1 Sum of lost time(s) 12.0 Intersection Capacity Utilization 87.3% ICU Level of Service E Analysis Period(min) 15 c Critical Lane Group H:\projfile\13526-Goodwill Donation Station Lake Oswego\Synchro\13526_2035tt.syn Synchro 7- Report AXM Page 2 336 MEMORANDUM (.71) Camino* Shaping the Future To: Todd Knepper, City of Lake Oswego 5415 SW Westgate Drive From: Atalia Raskin, PE Suite 100 Water Resource Project Engineer Portland,Oregon 97221 USA Date: August 16, 2013 Phone (503)419-2500 Project: Goodwill Lake Grove Fax (503)419-2600 Cardno#: 21202180 Re: Storm Analysis www.cardno.com This memo will summarize the hydrology and stormwater management for the Goodwill Lake Grove. The site is located at the intersection of Lower Boons Ferry Road and Pilkington Road in Lake Oswego, Oregon. The proposed design follows the City of Lake Oswego stormwater standards. Project Overview The proposed project will construct a retail pad building and a Goodwill donation center with associated parking lot and landscaping. The property area is approximately 1.0 acre. The existing site is highly impervious with an existing building, parking and gravel access roads. Slopes range from 2 to 25% downward to the north. Table 1 lists the basin area impacted by this project, for both existing and proposed conditions. Development Impervious Pervious Total Area, Condition Area, ac Area, ac ac Existing 0.774 0.220 0.994 Proposed 0.726 0.268 0.994 Table 1 —Area Table Water Quality Chapter 4 of the City of Lake Oswego, Surface Water Management Design Workbook defines the water quality volume and flow rate as calculated according to the equations below: Water Quality Volume (cu.-ft) = 0.36 (in)x Area (sa.-ft) Water Quality Flow = WQV (cu.-ft) 12 (in/ft) 14,400 Water quality will occur through Contech StormFilters. StormFilters are an approved stormwater treatment facility in the City of Lake Oswego. Table 2 lists the water quality facility design information. Impervious Area to be WQ Volume WQ FLow (cu.- Treated (sq.-ft) (cu.-ft) ft/sec) #of Cartridges 31,605 948 0.0658 2.00 Table 2—WQ Facility Design Australia • Belgium • Indonesia • Kenya • New Zealand • Papua New Guinea United Arab Emirates • United Kingdom • United States • Operations in 60 Countries 337 Page 2 August 16,2013 Camino* Shaping the Future Water Quantity In accordance with Chapter 3 of the City of Lake Oswego, Surface Water Management Design Workbook, the proposed project will incorporate stormwater detention. City of Lake Oswego requires the post-developed discharge rate from the 50-year event to be released at the 10-year pre-development rate. Flow Analysis Pre-developed flow rates are shown in Table 3. Event Pre-Developed Flow (cu.-ft/sec) 10 0.600 Table 3—Peak Flows Information on the proposed detention facility is listed in Table 4. Volume (cu.- StormTech 50-yr Storm Water Orifice ft) Length (ft) Depth (ft) Diameter(in) 270 40 3.50 3.5 Table 4—Quantity Facility Design Conclusion Stormwater water quality and quantity control will occur through StormFilters and underground detention chambers. Therefore, this project will meet the intent of the standards set by the City of Lake Oswego. Attachments: Exhibit 1 — Existing Basin Delineation Exhibit 2— Proposed Basin Delineation 338 6££ N411\. , <o c:so o-z- ``s I "`, -53 u O 9Q \\\\\\\\\\ \\ \ ' 1\ . \\ \ \ ' . A \\.V'\\VVV / �� -� J \ „ , , , , s \ , , , , ss\ , , , „ . , , \ „ , , , „ , ,____ , „ , s, , .,, „s , „ , , , „\ , „. , „ , , , ,„\„..„,„„„„„„„„\„.„„„ vyvyvyv „., y\ ,•. , \.,,•\ \1 -1 , \\. \ i J a \ N.,\NN NwwNvvy vyvv .,„wvwvwN/S n d o i II o' ' — _ 1 II I t ; S-Bs_D - '' I••.- vI PILKINGTON ROAD �� ,i3O CD CI) co II CD 9 II 511 (0 �i CD CD o—r C> Co ii 0 o ,. PROJECT NO. 21202180 EXISTING BASIN DELINEATION (11, Camino DATE: 08/16/2013 GOODWILL LAKE GROVE Shaping the Future PORTLAND BY: ASR GOODWILL INDUSTRIES OF THE COLUMBIA WILLAMETTE 5415 SW E 3 L:(503)419T2500 DPORTLAND, FAX:(5 )419OR 97221 0 EXHIBIT: 1 Lake Oswego,Oregon www.cardno.com 017£ IV 1,,*4. \ \ \O O - \ . `.. : ,\ -1 , • 444ciO O \ \O \ \ / / \ \ I \ �. o��lll \ \ N I K „ 11,.. , D , . •LL (diL\\///:'/ /, / \:', :< -1 O° \ OW li _e : c) \I n P/LK/NGTON ROAD O " 0 „. . . v \ — - - OI ° go - - - - � o' R CD CD ii Ci.) co o-- o ii co 0 •o co ti v rn Cb 0 C> -N o o-� m 0 o ” PROJECT NO. 21202180 PROPOSED BASIN DELINEATION (11, Camino DATE: 08/16/2013 GOODWILL LAKE GROVE Shaping the Future PORTLAND BY: ASR GOODWILL INDUSTRIES OF THE COLUMBIA WILLAMETTE 5415 SW TEL 3 L:(503)419T2500 DPORTLAND FAX(5 )419 ,OR 97221 0 EXHIBIT: 2 Lake Oswego,Oregon www.cardno.com Preliminary Drainage Report Goodwill Lake Grove • City Project Number: " LU 13-0043 Cardno Project Number: 21202180 Prepared for Goodwill Industries of the Columbia Willamette 1943 SE 61h Ave Portland, Oregon 97214 November 7, 2013 Revised from August 16, 2013 Prepared by Cardno 5415 SW Westgate Drive, Suite 100 Portland, Oregon 97221 Supervising Engineer Atalia Raskin Telephone: 503-419-2500 Facsimile: 503-419-2600 Cardno" Shaping the Future 341 Preliminary Drainage Report Goodwill Lake Grove Document Information Prepared for Goodwill Industries of the Columbia Willamette Project Name Goodwill Lake Grove File Reference 0301-Drain.docx Job Reference 21202180 Date November 7, 2013 Document Control Version Date Author Author Reviewer Reviewer Initials Initials 1 November 7, 2013 Atalia Raskin ASR Cedomir Jesic CJ ©Cardno 2012. Copyright in the whole and every part of this document belongs to Cardno and may not be used,sold,transferred,copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno. This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document. 342November 7,2013 Cardno ii Preliminary Drainage Report Goodwill Lake Grove PURPOSE STATEMENT The proposed Goodwill Lake Grove redevelopment is located at 17150 Boones Ferry Rd, Lake Oswego, Oregon (See Figure 1-1). The proposed development will construct a Goodwill donation center and future retail pad. The site includes the two buildings, parking, and associated project landscaping. The proposed storm design will meet the requirements of both the City of Lake Oswego as listed in the Surface Water Management Design Workbook dated December 2003. Upon analysis of these regulations water quality treatment will occur through trapped catch basins and through a Contech StormFilter manhole. The proposed project will provide stormwater detention in accordance with Chapter 3 of the City of Lake Oswego manual. Detention will be provided within StormTech chambers located in the north portion of the site. The City of Lake Oswego requires the post-developed discharge rates from the 50- year event to be released at the 10-year pre-development rates. The proposed conveyance system was designed using the 25-year storm event and was analyzed to ensure sufficient capacity to convey the 100-year storm event without flooding. The technical information and data contained in this report were prepared under the direction and supervision of the undersigned, whose seal, as a professional engineer licensed to practice as such, is affixed below. November 7,2013 Cardno iii 343 Preliminary Drainage Report Goodwill Lake Grove Table of Contents PURPOSE STATEMENT iii 1 VICINITY MAP 6 2 PROJECT OVERVIEW 7 2.1 Project Overview 7 2.2 Basin Areas 7 3 EXISTING CONDITIONS 7 3.1 Topography 7 3.2 Climate 7 3.3 Site Geology 7 3.4 Hydrology 8 3.5 Curve Number 8 3.6 Time of Concentration 8 4 POST-DEVELOPED CONDITIONS 8 4.1 Hydrology 8 4.2 Curve Number 8 4.3 Time of Concentration 8 5 HYDROLOGIC ANALYSIS DESIGN GUIDELINES 9 5.1 Design Guidelines 9 5.2 Hydrograph Method 9 5.3 Design Storm 9 5.4 Basin Runoff 10 6 HYDRAULIC ANALYSIS AND DESIGN CHARACTERISTICS 10 6.1 Design Guidelines 10 6.2 Conveyance System 11 6.3 System Capacities 11 6.4 System Performance 11 7 WATER QUALITY 11 7.1 Water Quality Guidelines 11 7.2 Water Quality Facility 11 8 WATER QUANTITY 12 8.1 Water Quantity Guidelines 12 8.2 Facility Design 12 8.3 Control Structure 12 8.4 Release Rates 12 8.5 Stage and Volume 13 9 OPERATIONS AND MAINTENANCE PLAN 13 9.1 Catch Basins 13 9.2 Contech StormFilter 13 9.3 StormTech Infiltration Chamber 13 10 SUMMARY 14 344November 7,2013 Cardno iv Preliminary Drainage Report Goodwill Lake Grove Tables Table 2-1 Basin Areas 7 Table 3-1 Soil Characteristics 7 Table 5-1 Precipitation Depth 9 Table 5-2 Runoff Rates 10 Table 7-1 Mechanical Water Quality Facilities 11 Table 8-1 Control Structure 12 Table 8-2 Release Rates 12 Table 8-3 Stage and Volume Summary 13 Figures Figure 1-1 Vicinity Map 6 Figure 5-1 25-Year Type 1A Rainfall Ditribution 10 November 7,2013 Cardno v345 Preliminary Drainage Report Goodwill Lake Grove 1 VICINITY MAP Figure 1-1 Vicinity Map *-11/5" -- 1414 BONITA FAD D ` r-- I0 1 c, Gp,- .__.. , # c.„ t_,... , .0, )0,, PROJECT LOCATION ` , Ai ____,_______,... 4,14i CH/LDS ) —7------' =--------_—:---_,----------'—'‘ 346November 7,2013 Cardno 6 Preliminary Drainage Report Goodwill Lake Grove 2 PROJECT OVERVIEW 2.1 Project Overview The proposed Goodwill Lake Grove redevelopment is located at 17150 Boones Ferry Rd, Lake Oswego, Oregon (See Figure 1-1). The proposed development will construct a Goodwill donation center and future retail pad. The site includes the two buildings, parking, and associated project landscaping. The proposed storm design will meet the requirements of both the City of Lake Oswego as listed in the Surface Water Management Design Workbook dated December 2003. 2.2 Basin Areas Impervious and pervious surface areas for the existing and proposed conditions site are shown in Table 2-1. The existing site impervious percentage is 66.5% and the proposed site impervious percentage is 73.2%. The proposed site was delineated into 11 sub-basins. Gravel area was assumed to be pervious in existing conditions (See Technical Appendix: Exhibit 1 — Existing Basin Delineation and Exhibit 2— Proposed Basin Delineation). Table 2-1 Basin Areas Development Impervious Area, Pervious Area, Total Area, Condition sq.-ft sq.-ft sq.-ft Existing 28,793 14,506 43,299 Proposed 31,712 11,587 43,299 3 EXISTING CONDITIONS 3.1 Topography The existing site contains an existing business building and a small asphalt/gravel parking lot. The highest elevation of 154 is located at the south property boundary. The lowest elevation of 146 is located in the north property corner. Site slopes approximately 3.0% downward to the north. 3.2 Climate The site is in Lake Oswego, Oregon and is located approximately 50 miles inland from the Pacific Ocean. There is a gradual change in seasons with defined seasonal characteristics. Average daily temperatures range from 35 F to 84 F. Record temperatures recorded for this region of the state are-2 F and 107 F. Average annual rainfall recorded in this area is 46-inches. 3.3 Site Geology The underlying soil type on the site, as classified by the United States Department of Agriculture Soil Survey of Clackamas County, Oregon is identified in Table 3-1 (See Technical Appendix: USDA Soils Map - Clackamas County). Table 3-1 Soil Characteristics Soil Type Hydrologic Group Multnomah Cobbly Silt Loam,0 to 7 percent B slopes Group B soils have moderate infiltration rates when thoroughly saturated. November 7,2013 Cardno 7347 Preliminary Drainage Report Goodwill Lake Grove 3.4 Hydrology Site generated runoff sheet flows offsite to Lower Boones Ferry Road and to Pilkington Road; or flows to catch basins that connect into the public storm sewer. Water quality treatment, detention or infiltration systems are not provided on the site. No upstream area drains onto the site. The public storm sewer in Lower Boones Ferry Road flows northeast to a manhole in Pilkington Road. The Pilkington Road public storm sewer flows south, then the west and to discharge into Oswego Lake. 3.5 Curve Number The curve number represents runoff potential from the soil. The major factors for determining the CN values are hydrologic soil group, cover type, treatment, hydrologic condition and antecedent runoff condition. The selected pervious curve number is 69—Open Space in Fair Condition. (See Technical Appendix: Table 2-2a—Technical Release 55-Urban Hydrology for Small Watersheds). 3.6 Time of Concentration The time of concentration (Tc) as described in NEH-4 Chapter 15 is defined in two ways; the time for runoff to travel from the furthermost point of the watershed to the point in question, and the time from the end of excess rainfall to the point of inflection on the trailing limb of the unit hydrograph. Time of concentration can be estimated from several formulas. Clean Water Services guidelines which are based on the NRCS method were used in this analysis. The minimum time of concentration is 5 minutes in highly developed urban areas (i.e. parking lots) and the maximum is 100 minutes in rural areas. The existing time of concentration was assumed to be 5 minutes given the highly imperviousness of the site. 4 POST-DEVELOPED CONDITIONS 4.1 Hydrology Runoff from the proposed Goodwill Lake Grove site is collected through a series of catch basins and conveyed to a Contech StormFilter Manhole for treatment. Treated runoff is conveyed to an underground detention facility prior to leaving the site. Proposed pervious area located in the north and southeast proportion of site is unable to drain to the detention facility. These areas are identified as B10 and B11 in Exhibit 2 Proposed Basin Delineation in the Technical Appendix. The Lake Oswego Surface Water Management, by Otak dated July 1992 and Lake Oswego GIS Interactive map were used to determine the capacity of the downstream public storm sewer. The Lake Oswego GIS Interactive map shows the public line runoff goes south along Pilkington Road, then west through 36-inch conveyance pipe until it outfalls into Oswego Lake. The Master Plan indicates sufficient capacity to accommodate existing and future flows from this basin. Although, the Master Plan is over 20 years old and may be outdated for this area. The site is located in basin JR20. The site was developed at the time of the Master Plan. 4.2 Curve Number The pervious curve number of 61 -Open Space in Good Condition will be used in the proposed site conditions. 4.3 Time of Concentration A time of concentration of 5 minutes was for the delineated basins. 348 November 7,2013 Cardno 8 Preliminary Drainage Report Goodwill Lake Grove 5 HYDROLOGIC ANALYSIS DESIGN GUIDELINES 5.1 Design Guidelines The analysis and design criteria used for stormwater management described in this section will follow TR-55 NRCS method. 5.2 Hydrograph Method Naturally occurring rainstorms dissipate over long periods of time. The most effective way of estimating storm rainfall is by using the hydrograph method. The NRCS Curve Number method is described in the NRCS National Engineering Handbook- Section 4. The NRCS runoff method equation is: Q P Ia 2 (P Ia) S Where: Q = Runoff(cfs) P = Rainfall (inches) S = Potential maximum retention after runoff begins la = Initial abstraction During the development of a runoff hydrograph, the above equation is used to compute the incremental runoff depth for each time step from the incremental runoff depth given by the design storm hydrograph. The runoff function of xpswmm generates surface and subsurface runoff based on design or measured rainfall conditions, land use and topography. xpswmm Version 14.1 was used for our hydrology and hydraulics analysis. xpswmm is based on the public EPA SWMM program. 5.3 Design Storm The rainfall distribution to be used within the Lake Oswego jurisdiction is the design storm of 24-hour duration based on the standard Type 1A rainfall distribution. Table 5-1 shows total precipitation depths for different storm events. The 1A 24-hour rainfall distribution for a 25-year storm event is shown in Figure 5-1. Table 5-1 Precipitation Depth Recurrence Total Precipitation interval(years) Depth(in) 2 2.50 10 3.45 25 3.90 50 4.20 100 4.50 November 7,2013 Cardno 9349 Preliminary Drainage Report Goodwill Lake Grove Figure 5-1 25-Year Type 1A Rainfall Ditribution 25 year Rainfall • • 0.9 3.2 3- 0.5 7-D.=_ CD 134 3.2 • 0.2 D_D- - 1D 15 23 zE Tim .101-auas} 5.4 Basin Runoff Table 5-2 lists the runoff rates for existing and proposed conditions for the Goodwill site during the 2, 10, 25, 50, and 100-year storm events (See Technical Appendix: Existing and Proposed Hydrographs). Table 5-2 Runoff Rates Recurrence Interval Existing Peak Runoff Proposed Peak Runoff (years) Rate (cfs) Rate (cfs) 2 0.40 0.38 10 0.60 0.58 25 0.70 0.64 50 0.76 0.70 100 0.83 0.76 6 HYDRAULIC ANALYSIS AND DESIGN CHARACTERISTICS 6.1 Design Guidelines The analysis and design criteria described in this section will follow the City of Lake Oswego Surface Water Management Design Manual. The manual requires storm drainage system and facilities be designed to convey the 25-year storm event. 350November 7,2013 Cardno 10 Preliminary Drainage Report Goodwill Lake Grove 6.2 Conveyance System The proposed conveyance system is composed of catch basins, roof laterals and manholes. Collected runoff is conveyed to the north portion of the site for treatment and detention. Treated and detained runoff is released into the public storm sewer in Pilkington Road. No upstream or downstream conveyance improvements are required. 6.3 System Capacities The proposed conveyance system was designed to convey and contain the peak runoff from a 25-year design storm. The proposed conveyance system will have sufficient capacity to handle all storm events up to and including the 50-year storm event. 6.4 System Performance Maximum flow in a storm drainage pipe occurs at approximately 0.94do (Depth of flow section (do) —depth of flow normal to the direction of flow). At 0.94do the section factor of uniform flow has a maximum value which results in optimum flow for a section without surcharge conditions. During a 25-year storm event, the proposed conveyance system will operate at or below 0.94do, with a minimum freeboard of 1.0 feet, (See Technical Appendix: Schematic Layout, xpswmm Runoff and Conveyance Table). Every effort was made to achieve flow velocities in the pipe systems of at least 2.5 fps. This was met with a few exceptions. These links are collecting roof runoff and small basin area drains. 7 WATER QUALITY 7.1 Water Quality Guidelines The proposed water quality facility was designed per City of Lake Oswego standards. The proposed facilities were designed using a rainfall depth of 0.36" over a 4-hour period with a return period of 96-hours as outlined in section 4.1.4 of City of Lake Oswego Surface Water Management Design Manual. The selected water quality facilities must remove 65% of the phosphorous from 100% of the newly constructed impervious area. Contech Storm Filters are an approved method of treatment by the City of Lake Oswego to meet their phosphorous removal requirements when ZGF media is used. 7.2 Water Quality Facility The water quality volume and flow rate are calculated according to the equations below: Water Quality Volume (cf) = 0.36 (in)x Area (sf) Water Quality Flow=WQV(cf) 12 (in/ft) 14,400 Trapped catch basins to provide spill control followed by treatment within a Contech StormFilter manhole. Each StormFilter system will have the standard cartridge size with an 18-inch drop and have a treatment capacity of 0.033 cfs (15 gpm). The maximum allowable bypass flow is 1.80 cfs, this is less than the 100-year flow of 0.76 cfs, and therefore an internal bypass structure is not required. Table 7-2 lists the number of cartridges required (See Technical Appendix: Flow Rate-Based Water Quality Calculations). Table 7-1 Mechanical Water Quality Facilities Facility Basin # Impervious Water Quality Quantity of Facility Type Area (sf) Flow Rate (cfs) Cartridges WQ MH 1-9 31,703 0.07 2 48-inch Manhole November 7,2013 Cardno 11351 Preliminary Drainage Report Goodwill Lake Grove 8 WATER QUANTITY 8.1 Water Quantity Guidelines The water quantity facility was designed in accordance with Chapter 3 of the City of Lake Oswego Surface Water Management Design Manual. The detention requirements per the City of Lake Oswego require the 50-year post-developed runoff rates from the site do not exceed the 10-year pre-developed runoff rate. xpswmm was used to size the stormwater detention facility. 8.2 Facility Design Detention will be provided within the proposed stormwater chambers, StormTech SC-740 Chambers. The chamber system was designed as a 30-inch diameter arched -pipe with 6-inches of gravel on all sides of the facility. The proposed facility will include a minimum of 32 feet of chambers. A control manhole will regulate the amount of runoff leaving the facility. An impermeable liner will surround the drain rock. The facilities will not provide infiltration. 8.3 Control Structure The proposed control structure is a 60-inch manhole with a 12-inch standpipe. The bottom orifice was designed to control the 50-year release rate, while the weir together with the orifice was design to manage larger storm events. Table 8-1 lists the design orifice diameter(See Technical Appendix: Orifice Diameter Worksheet). Orifice Equation: Q CA(2gh)°.5 Where: C = 0.62 Coefficient of Discharge G = 32.20 Accel. of Gravity(ft/sec/sec) h = Height above overflow elevation to ie out(h = 3.12 ft) Q = Design Discharge Table 8-1 Control Structure MIII Invert (ft) Diameter(in) Orifice 3.500 Overflow Weir 12.00 8.4 Release Rates The allowable release rates for the site are based on the existing site generated release rates. A portion of the site is unable to drain to the detention facility; these areas are pervious in proposed conditions and will release less flow then as impervious area in existing conditions. Basin B10 and B11 in Exhibit 2. The design release rates for the site are shown in Table 8-2, and were generated by routing the proposed runoff through the detention facility in xpswmm. The generated releases rates are at or less than those allowed by City code (See Technical Appendix: Outfall Hydrograph). Table 8-2 Release Rates Storm Event Release Rate From Detention Faciltiy(cfs) 2-year 0.35 10-year 0.50 25-year 0.56 50-year 0.60 100-year 0.74 352November 7,2013 Cardno 12 Preliminary Drainage Report Goodwill Lake Grove 8.5 Stage and Volume The design storage volume and water surface elevation are listed for each storm event in Table 8-3. According the hydraulic model the detention facility will have at least one foot of freeboard during the 50-year storm event. The facility invert elevation is 137.76 and the top of facility elevation is 141.26. Table 8-3 Stage and Volume Summary Storm Event Detention Faciltiy Detention Facility Stage Volume (cf) (ft) 2-year 127 139.08 25-year 281 140.68 50-year 317 141.06 100-year 327 141.16 9 OPERATIONS AND MAINTENANCE PLAN Maintenance of water quality facilities is very important to ensure they operate as designed. Inadequate maintenance can be attributed to premature failures of these facilities. Various facilities will require inspection and maintenance to ensure that they operate as designed. Maintenance guidelines have been included for catch basins, Contech StormFilters and StormTech Chambers. The operation and maintenance guidelines have been provided in the Technical Appendix. The various storm system facilities are described below. 9.1 Catch Basins Catch basins will intercept runoff which sheet flows across the parking lot, sidewalks, etc. and are the first defense in removing trash, debris and sediment. The more frequently a catch basin is cleaned, the more pollutants it removes. United States Environmental Protection Agency(US EPA) recommends cleaning and/or removing sediment from the catch basin when "the depth of solids reaches one-third the depth from the basin bottom to the invert of the lowest pipe into or out of the basin." 9.2 Contech StormFilter A Contech StormFilter water quality manhole is being proposed with this site improvement. Contech StormFilter units require regular monitoring and cleaning according to the manufacture's operation and maintenance requirements. 9.3 StormTech Infiltration Chamber StormTech chambers are designed to meet the demands of subsurface stormwater management applications. StormTech chambers provide optimal underground retention and detention solutions for stormwater runoff. Detention facilities can fill-up with sediment overtime. The StormTech Isolator Row will be used to provide easy access for inspection and maintenance. November 7,2013 Cardno 13353 Preliminary Drainage Report Goodwill Lake Grove 10 SUMMARY The proposed water quality and quantity facility design follows the City of Lake Oswego Surface Water Management Design Manual dated December 2003. The proposed treatment system includes trapped catch basins followed by a Contech StormFilter Manhole. StormTech chambers will provide onsite detention storage to City of Lake Oswego Standards. The proposed storm system was designed using the 25-year storm event and was analyzed to ensure sufficient capacity to convey the 100-year storm event without flooding. A foot of freeboard between the pipe and the ground surface is provided for all storm events. 354November 7,2013 Cardno 14 Goodwill Lake Grove TECHNICAL APPENDIX - C.11) Cardno` Shaping the Fut355 Preliminary Drainage Report Goodwill Lake Grove Technical Appendix Exhibit 1 — Existing Basin Delineation Exhibit 2— Proposed Basin Delineation USGS Soil Map—Clackamas County Table 2-2a— Runoff Curve Numbers for Urban Areas Flow Rate-Based Water Quality Calculations Orifice Diameter Worksheet Schematic xpswmm layout xpswmm Runoff Data xpswmm Conveyance Data Existing and Proposed Hydrographs Outflow Hydrograph 50-year Flow Profile Operation and Maintenance Water Quality Treatment Facility Operation & Maintenance Agreement Pollution Control Manhole, Trapped Catch Basins, and Detention Tank Operations and Maintenance Plan StormTech Isolator Row Operation and Maintenance Manual Contech StormFilter Inspection and Maintenance Procedures 356 November 7,2013 Cardno 16 LSE - c-0 `riP - s ( 64� "N V I VA\ \\\\\\\ �'�\ \ , V 0 � \ „c,4 I „Rn\ u \\ ‘\'\-7 \\.7 �\\\\\\\N A l'.. I i A ,40 j -- �A y �. ! •\vvy_wiyyv wvvN. NNNN. wwN-NNv N y� , .., - y ,, S - PCZ GTO , III •I+ N ROAD , e PILKIN \ ����r -- N., _\,_ - - — ' \I g ° ° ° - - - - - - �. CD CI) co CSD • CSD n Co CI) CCD II s CD 9 i a) (0 ,A II O 1 GO O W 0) 0• 0) O 0 Sy Co I Co N :i= r C> Co44.0 44. ” PROJECT NO. 21202180 EXISTING BASIN DELINEATION (11, Camino DATE: 11/07/2013 GOODWILL LAKE GROVE Shaping the Future PORTLAND BY: ASR 5415 SW GOODWILL INDUSTRIES OF THE COLUMBIA WILLAMETTE EL:(503)419T3 2500 GATE DPORTLAND, FAX(5 )419OR 97221 0 EXHIBIT: 1 Lake Oswego,Oregon www.cardno.com 85£ .\\\ SlIsc-0. ... � \ \ • co /: * '\ \ \ / - ..40(,00\ \ P/' \/ ' \ . .N A /\\ / St#i. , , \ \ \NNNNNN\V� , I o I � -' it \ .. \I „---- 00/ co :// 11 co 2/ '' \ / , # '' . \. CD i '8 I2 - ° J • --"Ajl.1111111. 11t4)._ "71N1/' �I PILKINGTON ROAD ° ° . ' 41 \ C) \ . . ° v `\' — — , � s - _ ° ° - - - — 8. ri o N 0 O l0 00 V Ql In .P W N I- co S. D 3 NCD rn 00 I_, 00 ,..4. N D U1 v 00 It) •A N 00 QOl V 00 ..N..)..N..) ..•-•-. O 00 I-, O D0-, N 1 O �. V N I-1 O in < W U Ol 0 In W lD -9 5. -, c p - D CD N V V I-' W lD CO N J WO CT)U-1000001-' In I- O H = O 1:2 r o — m Ls) Ql U1 fV Q1 n 0 O C> N uV (n `A 00 00 al 00 1-1 00 O v O .• OJ LO 00 (II F, O D) O I—' W (-1I CO -h D to -P CT) N O LID V -, fD su -A O PROJECT NO. 21202180 PROPOSED BASIN DELINEATION (11, Camino DATE: 11/07/2013 GOODWILL LAKE GROVE Shaping the Future PORTLAND BY: ASR 5415 SW GOODWILL INDUSTRIES OF THE COLUMBIA WILLAMETTE EL.(503)419T2500 GATE DPORTLAND, FAX 3 (5 )4190OR 97221 EXHIBIT: 2 Lake Oswego,Oregon www.cardno.com W TOPOGRAPHIC SURVEY ~ W BEING A PORTION OF LOT 17,ROSEWOOD SUBDIVISION . II LOCATED IN SECTION 18,TOWNSHIP 2 SOUTH,RANGE 1 EAST,WILLAMETTE MERIDIAN, Q CITY OF LAKE OSWEGO,CLACKAMAS COUNTY,OREGON J n ', DATE OF FIELD WORK:MARCH 1,2013 J k I I l I . 1 STORM SEWER TABLE: SANITARY SEWER TABLE: - o. 1.J - o \ nTU ® I /J O CATCH BASIN O CATCH BASIN O SANITARY SEWER MANHOLE p o BpIpTA RD OR I RIM=152.16' RIM=145.41' RIM=147.57' Q CV '" m SS 12"CONC(NE)=148.91' 12"CONC(W)=142.86' 6"CONC(S)=135.30' - '- Q CC C'`^ = / •�'" O /� 8"GONG N)=138.34' m - p I C: �-(� �1 SS G/ O CATCH BASIN ® CATCH BASIN 8"CONC(E)=134.06' C CD U o o�ooi yZ' q� - 7 1 RIM=149.60' RIM=145.79' G L•LJ o 0 PROJECT LOCATION� 1 . f I /� _ O2 12"CONC(SW)=143.13' 12"CONC(E)=143.56' O SANITARY SEWER MANHOLE a r /� 12"CONC(NW)=143.22' RIM=148.87' =c o�` I'.1� /j 12"CONC(NE)=143.08' O STORM DRAINAGE MANHOLE 8"CONC(NW)=139.77 IJ o 2 V 14 ' RIM=147.43' 8"CONC(NE)=139.58' O `A O CATCH BASIN 30"CONC(N)=134.60' 8"CONC(S)=139.54' " Q ' E P,P RIM=146.91' 27"CONC(S)=134.63' N`^ 8 d1 12"CONC(SW)=142.33' 36"CONC(E)=134.48' .3 SANITARY SEWER MANHOLE y�' 1= / 12"CONC(NW)=142.32' O RIM=148.10' 1 T1 1 LL Q'^ _ \'LO' - I. 18"CONC(NE)=142.28' fi"CONC(SW)=140.20' i 1-9 al 8"CONC(SE)=140.10' I- ~ o c -__ e/ 4 ® CATCH BASIN Q(.7 i �-� CYf/LDS • RIM=146.82' ILL p_N _idRD �\N\\ it 12"CONC(NW)=142.40' o 18"CONC(SW)=142.38' O ,o ------- . 18"CONC(NE)=142.34'40 `n LD VICINITY MAP: / '' OS STORM DRAINAGE MANHOLE 1 P 1 (NOT TO SCALE) ♦' ; RS CONC(NE)=135.92' Ce Q / '� , 30"CONC(SW)=137' I- m � /.'q�I\!/'� •• 30"CONC(S)=135.77' 40 O r _ • \ © CATCH BASIN \ w• RIM=148.27' Li \ • • 15"CONC(SW)=144.87' Q uJ - IY 31 �j LEGAL DESCRIPTION: J- y. Z LEGEND: /// PARCEL 1: Q c PROPOSED BOUNDARY LINE l�� E F``'` ALL THAT PORTION OF LOT 17,ROSEWOOD,LYING NORTH OF A LINE WHICH BEGINS ON THE EAST PLAT -I = _ - Q �Q10"0 / 1,� LINE 280 FEET NORTH OF THE CENTER OF A 50 FOOT ROAD ALONG THE SOUTH LINE OF SAID LOT 17 AND ' Gua--- - EXISTING BOUNDARY LINE 0P 2' 6" I, 3 RUNS NORTH 89°03'00"WEST 270.7 FEET TO THE WEST LOT LINE,IN THE CITY OF LAKE OSWEGO,COUNTY1=1 J Ca- EXISTING CENTERLINE '(or /7; -)(-4:` OF CLACKAMAS AND STATE OF OREGON. x G Ca ii- EXISTING RIGHT-OF-WAY LINE F� 12" / Q = / 3 I : 7 EXCEPTING THEREFROM THAT PORTION THEREOF TAKEN BV THE CITY OF LAKE OSWEGO FOR CITU O O g °= - SECTIONAL LINE _nab'. \.� /- / STREET PURPOSES(RELOCATED LOWER BOONES FERRY ROAD)DESCRIBED IN JUDGMENT ENTERED MAY O c - 150 - EXISTING MAJOR CONTOUR LINE 0(J- i l . • // 3 144I 24,1985 IN THE CIRCUIT COURT OF THE STATE OF OREGON FOR THE CLACKAMAS COUNTY CASE NO. c) o a O 152 - EXISTING MINOR CONTOUR LINE ��� A/ • I - 84-7-89. V' ,- - EASEMENT LINE �p / / I PARCEL 2: rT, --- - BUILDING OVERHANG LINE 9.•0 j / % 30' A TRACT OF LAND COMPRISING THE NORTH 20 FEET OF TRACT U(UNRECORDED)AND SOUTH 80 FEET OF a >< - FENCE LINE,TYPE AS NOTED dM / -- TRACT V(UNRECORDED)ALL IN LOT 17,ROSEWOOD,IN THE CITY OF LAKE OSWEGO,COUNTY OF K' ///.../ c}' •j 12 / / I CLACKAMAS AND STATE OF OREGON,MORE PARTICULARLY DESCRIBED AS FOLLOWS: 1M1' - UNDERGROUND WATER LINE _ CPP h6•. /( / / -; SS - SANITARY SEWER LINE J� ^6; .If{r / -T. j • BEGINNING AT AN IRON PIPE SET IN THE EAST BOUNDARY LINE OF ROSEWOOD SAID LINE BEING ALSO THE '� So - STORM DRAINAGE LINE ♦ / �1 = p NORTH AND SOUTH CENTER LINE OF SECTION 18,TOWNSHIP 2 SOUTH,RANGE 1 EAST OF THE 0 S - UNDERGROUND ELECTRICAL LINE /7 �� �P / QO t!3 WILLAMETTE MERIDIAN,SAID IRON PIPE BEING 180 FEET DISTANCE FROM INTERSECTION OF THE EAST r. / _ I .."1' K o BOUNDARY LINE OF ROSEWOOD WITH THE CENTER LINE OF THE 50 FOOT ROAD BETWEEN LOT 17 AND 18 OHNE - OVERHEAD WIRE Sp O "//44... • G`2` / -= 1 PJ 3 2 o • IN SAID ROSEWOOD WHEN MEASURED ALONG SAID EASTERLY LINE,SAID POINT OF BEGINNING BEING/:' G - UNDERGROUND GAS LINE / 5'• /� : <(.� / _ 1 W ALSO THE NORTHEAST CORNER OF THAT CERTAIN TRACT OF LAND CONVEYED TO HOWARD W GEORGE -/• \ / 3 0 AND WIFE BY DEED RECORDED FEBRUARY 27,1948IN BOOK 403 PAGE 242,DEED RECORDS;FROM SAID ET`I�, \\\\\\\s - BUILDING FACE ,s / (� c 2 Z POINT OF BEGINNING RUNNING THENCE NORTH 89°03'00"WEST ALONG THE NORTH LINE OF SAID GEORGE W- t� / ' / N L' I c Y TRACT A DISTANCE OF 218.30 FEET TO AN IRON PIPE MARKING THE NORTHWEST CORNER THEREOF; z EXISTING ASPHALT SURFACE S'C9° / t E THENCE RUNNING NORTH 0°05'00"WEST 20 FEET TO AN IRON PIPE MARKING A CORNER OF THAT CERTAIN I n�� ,�4P' ;i ,b EXISTING BUILDING k_ II w R TRACT OF LAND CONVEYED TO G.DENNIS O'HARA BY DEED RECORDED JULY 11,1949 IN BOOK 420 PAGE L Q.( /�/ '/ FF=147.75'3: -0 I 686,DEED RECORDS;THENCE NORTH 41°02'00"WEST ALONG THE O'HARA TRACT A DISTANCE OF 95.57 • - - EXISTING CONCRETE SURFACE 2T : / AD / _ ,. FEET TO AN IRON PIPE SET IN THE SOUTHEASTERLY RIGHT-OF-WAY LINE OF LOWER BOONES FERRY _,,,,..// ////////,7/////////7// -C- - ROAD;THENCE NORTH 48°58'00'EAST 13.90 FEET TO AN IRON PIPE SET IN SAID ROAD LINE AND THE SOUTH EXISTING GRAVEL SURFACE •®;/ 3 'I• LINE OF THAT CERTAIN TRACT OF LAND CONVEYED TO WARREN MCCART AND WIFE BY DEED RECORDED I REGISTERED 1 - NOVEMBER 23,1959 IN BOOK 564 PAGE 271,DEED RECORDS;THENCE SOUTH 89°03'00"EAST ALONG THE GV / /i I t/so-, SOUTH LINE OF SAID MCCART TRACT A DISTANCE OF 270.70 FEET,MORE OR LESS,TO AN IRON PIPE SET IN - GAS VALVE1 NM THE EASTERLY LINE OF ROSEWOOD;THENCE ALONG THE EASTERLY LINE OF ROSEWOOD A DISTANCE OF O 100 FEET TO THE POINT OF BEGINNING. X,.4\‘' 0 - GAS METER ` • 0i/ • s0.1��➢\11, ® - SEE SANITARY SEWER TABLE ',A. / I I EXCEPTING THEREFROM THAT PORTION THEREOF TAKEN BY THE CITY OF LAKE OSWEGO FOR CITY JULY"TL 2005 ///j STREET PURPOSES(RELOCATED LOWER BOONES FERRY ROAD)DESCRIBED IN JUDGMENT ENTERED MAY �IIC D.LYNCH a SC - SANITARY SEWER CLEANOUT O // 100+a 3 Q/ - 24,1985 IN THE CIRCUIT COURT OF THE STATE OF OREGON FOR THE CLACKAMAS COUNTY CASE NO. l ASN J 5 - SANITARY SEWER MANHOLE 4' • 84-7-89' O //u/////r///////////r/r////////cu��i��ii/iii/// 0 R,xw 12/31/4 ® - SEE STORM DRAINAGE TABLE O I + ® - CATCH BASIN ' I.•I BASIS OF BEARINGS: • S I m."." 50 - STORM DRAIN MANHOLE pY'8 -1aN Bat BASIS OF BEARING ALONG THE CENTERLINE OF PILKINGTON ROAD,N00.05'00"W PER THE PLAT OF ROSEWOOD. y - ROOF DRAIN , x swearer/and other reserved rlphts, V - FIRE HYDRANT I d 2..--tr''‘' UTILITY STATEMENT: Oa - AIR RELEASE VALVE H, CO I THE UNDERGROUND UTILITIES SHOWN HAVE BEEN LOCATED FROM FIELD SURVEY INFORMATION AND EXISTING "re^v:,"u^.v^n^..:n.�nu.a".•PC. ® - WATER VALVE �1k DRAWINGS.THE SURVEYOR MAKES NO GUARANTEES THAT THE UNDERGROUND UTILITIES SHOWN COMPRISE B3 - WATER METER BOX 20" Il ALL SUCH UTILITIES IN THE AREA,EITHER IN SERVICE OR ABANDONED.THE SURVEYOR FURTHER DOES NOT WARRANT THAT THE UNDERGROUND UTILITIES SHOWN ARE IN THE EXACT LOCATION INDICATED,ALTHOUGH ISSUED/REVISED DATE •11--'el( - STREET LIGHT(COBRA ARM) • tl .T^� - _- AI,� 1 '-fro, ` - .429# (S)HE DOES CERTIFY THAT THEY ARE LOCATED AS ACCURATELY AS POSSIBLE FROM INFORMATION AVAILABLE. COMPLETENESSREVISIONS Q 11.08.2013 O - ELECTRIC METER - W� a � __ �; 1THE SURVEYOR HAS NOT PHYSICALLY LOCATED THE UNDERGROUND UTILITIES __ II. 16" y '-----------,5 F - GUY WIRE '--"'"'-_"'- -�� _ NOTES: 9i° I -0- I - UTILITY POLE 'S-1�_ ® - TELEPHONE RISER 'y„_" / I L - 1.THE EASEMENTS SHOWN HEREON ARE BASED ON THE PRELIMINARY TITLE REPORT ISSUED BY CHICAGO © - TELEPHONE MANHOLE 9. 8'ROW DEDICATION J 5.E{,I ;II 26.0' - TITLE INSURANCE COMPANY ORDER NO.472512505354CE-CT50,EFFECTIVE DATE DECEMBER 6,2012. - TRAFFIC SIGNAL POLE S. WID i OF '`s5 2.MANHOLES SHOWN HEREON ARE TO CENTER OF MANHOLE LID,NOT CENTER OF STRUCTURE. D➢ - SIGNAL JUNCTION BOX EXOEPTION#8 PAVE ENT c 00 - UNKNOWN CLEANOUT \\ HH 5'X5'TELEPHONE13P I •1 DATUM: EASEMEp6T Q - UNKNOWN UTILITY VAULT OWNER:MPD LLC ` ELEVATION DATUM:CITY OF LAKE OSWEGO ORIGINAL ISSUE DATE 8.16.2013 DOC NO.2006-044292 ++JJ BENCHMARK:#04M-1:A BRASS DISK EXCEPTION#12 014" 290 SW SANTANA PL o- --�, N LOCATION:IN SIDEWALK ON W.SIDE OF BOONES FERRY ROAD,NORTH OF NORTHERLY DRIVEWAY TO OTAK DRAWN BY MJZ CHECKED 80 KSR CONIFEROUS TREE 15'X 20`USWEST PORTLAND,OR 97225 I BUILDING AT#17349 BOONES FERRY ROAD. i i EA NT 1 ELEVATION:155.208 FEET SEIAE - DECIDUOUS TREE ®I� EXISTING o No°os•oD"w 20.99' --- ,. „ 0030" t11?)26" IO El .I�= -------- - BOLLARD - JECT#21202180 INS .GP - GATEPOST OHW-q1W 30' %I 25' 0 PLAN 1 Cr, Cardno o - MAILBOX %//%/////////////////7////// X6 B"� JZ - SIGN / Shaping the Future C000 / i� SCALE 9"=20' EXISTING BUILDING `�r PORTLAND - 1 20 10 0 20 5415 SW WESTGATE DR,STE 100,PORTLAND.OR 97221 al TEL r no1s 2500 FAx(503)419-2600 ceDESIGN DEVELOPMENT CO w Q I FPFAIn. -- -EXISTING PROPERTY LOT LINE H -PROPOSED PROPERTY LINE —___— -PROPOSED SAWCUT LINE 1 1 1 - - -PROPOSED RIDGE LINE I°' •. • - , I -PROPOSED CONCRETE Q / '12/ � • I\ r , -PROPOSED RETAINING WALL J FI,p �l / 8 48% -PROPOSED SLOPE ARROW CA v c c c // _ 150 -PROPOSED MAJOR CONTOUR �t ^ •+ / e'''''' \ 149 -PROPOSED MINOR CONTOUR Q _O LCC ft,.LI c °' m -150 -EXISTING MAJOR CONTOUR CmC 2 1E-6 o d �� 152 -EXISTING MINOR CONTOUR G C' L-, c % / .� T • -PROPOSED ASPHALT J = o a =o �` -1111,---Pc; • \\.\ ®• I I -EXISTING ASPHALT TO REMAIN O Q LJ—I LU TT d/ g.1`..,4,' t j ' ADA NOTE = z-1 o \\\\ \ PAVEMENT IN ADA PARKINGAREATOBE/ • • o W o FF �� ...•;,‘,',',....,‘.,'.:\" cn z / �1ae r i \ z` .! Il ABBREVIATIONS W_ .51 i• Q t:ll I TW.TOP OF WALL Q/ Q �. FG:FINISH GRADE AT BOTTOM FACE OF WALL I- m Ult" , • • P I ` FFE:FINISH FLOOR ELEVATION �' OPS SF����fl / / 1 \ 6/ 'I I I' �•• O ��DD�� . . .7 , • \a. \ _ Pc a o I Z Ce • / .asl o t' si e •'� •\ Ite r7.7 I 2 J Y �o / °/', • 45;‘), 2 J = o 4 2 LEGAL CENTERLINE p E%ISTING J I / Io AF • •` // PROPOSED BUILDING _ 28-00' a .a _«G / \ FF E=149.85 PR(I OSE)ROW O i=iJ z i • 20.60 ,0.00' o / '& , ,, E%.ROW EXISTING CONSTRUCTION COD 0 0,o • 1' yt• •'�\ I I g CENTERLINE a �:v, I 19.1% ���+++ \ \ 35.00' ��ll /� 1.3/a� E%.ROW F�"1 / / •�// `��'� : .I^0v� 27.00' • X70 1 I Z Ak X' t / ` 'PROPOSED \.•°' \•• \ : � ® J:_. F'L(ct 41111117: , GOODWILL 36% . „EXISTING EDGE OFASPHALT DONATION I .1„6„...,•-% ' \ / I 1 I \''w CENTER I ` /�. FFE=151.90 O � H-- I ,`�Q,EDPROFE'Ss�`` :151.71 . \' • • �aIS GINE �O• �.tT.�jj�,; TW:154.00 _.� ``e �/ . •-- (--1--,:----, '3 Y� N \ FG:152.37 ,J�-- _,._\ _ Iso --- /4Yv nry ExlsnN Rucno �� ? \ PROPOSED EYI6 9 GOONeT EXISTING E ..�d¢ O R.O.W R rC R 0 W. = I DEDIG E \o1 2e 0 0 8 to TN:150.61 I, , - Ow nON I 20 a. -.•.D� I �FTfI�.�P'1� FG:74790 TVV:148.90 ' -- D — R VARIES to s-tv.t' _ ---- - I ' EXISTNG PAVEMfiEI`T� EXPIRATION GATE UB/3U/15 . 0 r \ 15 E, EW I BI son. [STRIPE(S-) \ \ a I I 1 , GIDEWALN JI 794 TRAVEL TW:148.89 ,? - `1� Ex law,staeuarory and other reserved(9, FG.148.36 \'._,:o \ \ . OURS or eov:ine..Pnnners Architecture PC \ \ hJs- 7:-" I SANDGUTfER \ art. (P CURB tfi'GUTTER) I o�n..p.ol wunoN•n:",I.'a a;,�a°o� / \ •� . �� • I CGR6 an / �� Je I . D TER ISSUED/REVISED DATE _ DEl � VARIE51-0° RIES-,703% I SLOPE=_ARIES (, ^• r1 > -- COMPLETENESS REVISIONS Q ,06,2013 a ,00.154.00 - `-:/ ---- - -,.- AL_°_R 1 4 `SAWCUT LINE T1 1 n FG:150.26-- F 152.49 ° l PILKINGTON ROAD TYPICAL SECTION i////////////////////(153.34)/////_ (151.96) _ i ,w.ie.Iv.l., / / / / • II O / / EXISTING E IIRUDED CURB / +1 ti 1/ i ORIGINAL ISSUE DATE 8.16.2013 DRAWN BY MJZ CHECKED BY KSR GRADING 0 CARDNO PROJECT#:21202180 PLAN (I, Ca/'d/'f0 Shaping the Future C1 UU SCALE.'f=20' PORTLAND 5415 SW WESTGATE DR,STE 100,PORTLAND.OR 97221 TEL'(503)419-2500 FAX(503)419-2600 20 10 0 20 www.DEbnozo DESIGN DEVELOPMENT .• i I RPR Lu III I LEGEND: i— `. �\ -- -EXISTING PROPERTY LOT LINE e — — — -PROPOSED PROPERTY UNE �� / ; t -EXISTING RIGHT OF WAV LINE I -PROPOSED STORM LINE Q /� •• w -PROPOSED WATER LINE J C A 1 ; -PROPOSED SANITARY LINE J F�iCP I II '� e• I uE -PROPOSED UNDERGROUND ELECTRIC LINE A _ I • -PROPOSED TRENCH DRAIN Lel Ct_r c E /2 ,i?, `� /. \ f - -PROPOSED CATCH BASIN figt m- 2r 1 c o d \ / ,,2 • / �\ a :' -PROPOSED FIRE HYDRANT ly o o - \'\\ j •/ \ )I , -PROPOSED FIRE DEPARTMENT CONNECTION = a / ‘,4:,,i, \ • ° I ® -PROPOSED WATER METER �� =0 0 /' \ 14,6'CLEARA(CE AT EX. I e -PROPOSED GATE VALVE C.:0 o POWER OFLE(4'MINIMUM PER `J Q > `9° o -PROPOSED PRSANITARYLOT CLEANOUT F f- H CITY OF LAKE OSWEGO N�+ "sr. I STANDARD DRAWING AJ.01) .-I I 1 1 1 • .4 e t / / .'./` INSTALLMANHOLE OVER EXISTING STORM ` 4i O '�' -PROPOSED ASPHALT W sf Z-0 v 1 / PROPOSED OVERFLOW MANHOLE =•I I -EXISTING ASPHALT TO REMAIN o• _ ��DP / • PROPOSED STORMTECH CHAMBER DETENTION ikilia......1i : Oce o• SYSTEM WITH IMPERMEABLE LINER �� YID- •• W o i� / // •. PROPOSED S ORMFILTER MANHOLE 01 w•8"STORM PIPE I 1; a 'e tn Z yF • (2 CARTRIDGE) I P R -(L�� / • ' ®/ SDMH-1 MANHOLE DATA y �eU- / •�• PROPOSED DOMESTIC WATER STUB. I Q SDMH-1 pp WJE PROPOSED DOMESTIC a RIM.146.54 Y.D ` ,� • �° Wi TER METERBDCVA IE IN(T5N)4135.32 �� --..7'-•,-.. • • . . ** • • IE IN(30"N)=135.12 IE IN(30"SI=135.12 FIRE SERVICE STUB 1�' D Q I Q W I 3 ,si SDMH-2 / ° •/,'�� . PROPOSED FIRE CONNECTION ' I ,e RIM:H-2 CONNECT TO EXISTING IE IN(8°S)=137.69 L9 WATER IE OUT(8"E)=137.49 J W / � • PROPOSED FIRE VAULT WRH DCDA • I PROPOSED FIREHYDRAFT ✓ SDMH-3 J Q 12" o^, PROPOSED ROOF DRAIN CONNECTION 11']]] a {, PROPOSED STORM•e {� I RIM.146,07 J Z /� - . CATCH BASIN 'I{IJ ............„............/ IE IN(TS).141.36 J CD / S/ • I •e IE IN(8"N)=73906 J J //4 PROPOSED FIRE DEPARTMENT CONNECTION /I �F Q / _.4, ,,6�. /II, PROPOSED 5� J Q O j '// PROPOSED SANITARY SEWER STUB • �L�I NADUT(�,P) X50', 1. O •moo z "%%J tib. I ./' / o PROPOSED SANITARY I w/ SEWER STUB \ J�, /' • \\\ �� Wa / PROPOSED SANITARY SEWER s • / X::�0 • /�\\•.. / •n . PROPOSED STORM , , CONNECT TO EXISTING /' \ CATCH BASIN(TVP.) '/� SANITARY SP VER AANHOLE r l S /40pr. \ PROPOSED SANITARY F. s • • /` JHJ F- •• SEWERCLEANOUT g �• • / I )Cy/ PROPOSEDROOF ��• � \ � (TYP) • • ��� 1V/ (DRAIN CONNECTION IttPI / / `\ `�_ s ,_ 74,„7-,---ri-..„.:,,- / I, frl r// MESTIC 9\\ F+:i cWATERSTUBN. \\�/� \s�oP . I M+ /� 'O%oF, PROPo5E0'NAT5. LINERELOCATE DOMESTIC WATER L ` ra METER AND CONNECT TOJ 6S`T PROPOSED STORM W' EXISTING WATER SERVICE\may/ CLEANOUT(NP) , PROPOSED TRENCH GRAIN p QQp, RELOCATE EXISTING POWER POLE' QED PROF 9/ F `'��`y��GINf 's04, 6y�OP� I 2 x+87 9l .� I I�J���E -1 PROPOSED STORM LINE — \�`.REMOVE EXISTING OVERHEAD UTILITIES SFT z P`�� 1%MINIMUN(TYP.) AND INSTALL UNDERGROUND CONDUIT N C'GP ON /15 II __ _ I of service IISCUIV PC m..:.�alLmL1 P p . IPAT1•.a o.xE.�o..6...a.,x.:. .. _ -O• � a I` -'__ El P .� .xon.oi.., �.wxoi.. .oa 'I //iii///iiiiiiiiiiiiifiiiiiii/-e x6= 3 I ora n...•n..xx..,,.•PC. E / / I ` ISSUED/REVISED DATE / / I COMPLETENESS REVISIONS Q 11.08.2013 ,t/ / / I , ' I3 1 a 3 N' i''dl I ORIGINAL ISSUE DATE 8.16.2013 DRAWN BY RIZ CHECKED 88 KSR a P 1a,��- 3 I UTILITY I CARDNO PROJECT#:21202180 PLAN 0 t ^ L_ I �J l Cardno Shaping the Future C SCALE 7 UU =20' PORTLAND 2 L 5415 SW WESTGATE DR,STE 100,PORTLAND,OR 97221 TEL.( 3 4 s zsoD FAX(503)419 2600 C) 20 10 0 20 www DESIGN DEVELOPMENT Hydrologic Soil Group—Clackamas County Area,Oregon a b a a N N N N 520780 520790 520800 520810 520820 520830 520840 520850 520860 45°24'7" 45°24'7" m r n N N ,r 0 /r/ N O co N a '''.45,\ ' • O r r 4. Oii O Lo r /./ r L cLa t I LO eyQ oc O - 1111 .• O 7 m b in �F N O O OO co co ou N r�r F l ! llli O O co m N r 17 - r N atrY 4110 N x 42. O W Y O co N • d . r r N N O O N LO O P O r Lo r N N O O N N II OO O _ O N r r o o N O lir O r N _ N 1 a N N N N O O AptN '. ilIllMllailr 6 r- 45°24'3" 0 � I N 45°24'3" 520780 520790 520800 520810 520820 520830 520840 520850 520860 v Map Scale:1:606 if printed on A size(8.5"x 11")sheet v v a N '.leters N 0 5 10 20 30 /,\\ Feet 0 20 40 80 120 362 USDA Natural Resources Web Soil Survey 7/8/2013 Conservation Service National Cooperative Soil Survey Page 1 of 3 Hydrologic Soil Group—Clackamas County Area,Oregon MAP LEGEND MAP INFORMATION Area of Interest(AOI) Map Scale: 1:606 if printed on A size(8.5"x 11")sheet. Area of Interest(AOI) The soil surveys that comprise your AOI were mapped at 1:20,000. Soils Soil Map Units Warning:Soil Map may not be valid at this scale. Soil Ratings Enlargement of maps beyond the scale of mapping can cause 0 A misunderstanding of the detail of mapping and accuracy of soil line placement.The maps do not show the small areas of contrasting n A/D soils that could have been shown at a more detailed scale. B Please rely on the bar scale on each map sheet for accurate map 1 I B/D measurements. 1 C Source of Map: Natural Resources Conservation Service 0 C/D Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov Coordinate System: UTM Zone 10N NAD83 D This product is generated from the USDA-NRCS certified data as of Not rated or not available the version date(s)listed below. Political Features Soil Survey Area: Clackamas County Area,Oregon 0 Cities Survey Area Data: Version 7,Aug 20,2012 Water Features Date(s)aerial images were photographed: 8/3/2005 Streams and Canals The orthophoto or other base map on which the soil lines were Transportation compiled and digitized probably differs from the background +++ Rails imagery displayed on these maps.As a result,some minor shifting of map unit boundaries may be evident. rw,r Interstate Highways US Routes Major Roads x f Local Roads W 0 W Ur Natural Resources Web Soil Survey 7/8/2013 mom Conservation Service National Cooperative Soil Survey Page 2 of 3 Hydrologic Soil Group—Clackamas County Area,Oregon Hydrologic Soil Group Hydrologic Soil Group—Summary by Map Unit—Clackamas County Area,Oregon(OR610) Map unit symbol Map unit name Rating Acres in AOI Percent of AOI 62B Multnomah cobbly silt loam,0 to 7 B 1.1 100.0% percent slopes Totals for Area of Interest 1.1 100.0% Description Hydrologic soil groups are based on estimates of runoff potential. Soils are assigned to one of four groups according to the rate of water infiltration when the soils are not protected by vegetation, are thoroughly wet, and receive precipitation from long-duration storms. The soils in the United States are assigned to four groups (A, B, C, and D) and three dual classes (A/D, B/D, and C/D). The groups are defined as follows: Group A. Soils having a high infiltration rate (low runoff potential)when thoroughly wet. These consist mainly of deep, well drained to excessively drained sands or gravelly sands. These soils have a high rate of water transmission. Group B. Soils having a moderate infiltration rate when thoroughly wet. These consist chiefly of moderately deep or deep, moderately well drained or well drained soils that have moderately fine texture to moderately coarse texture. These soils have a moderate rate of water transmission. Group C. Soils having a slow infiltration rate when thoroughly wet. These consist chiefly of soils having a layer that impedes the downward movement of water or soils of moderately fine texture or fine texture.These soils have a slow rate of water transmission. Group D. Soils having a very slow infiltration rate (high runoff potential)when thoroughly wet. These consist chiefly of clays that have a high shrink-swell potential, soils that have a high water table, soils that have a claypan or clay layer at or near the surface, and soils that are shallow over nearly impervious material. These soils have a very slow rate of water transmission. If a soil is assigned to a dual hydrologic group (A/D, B/D, or C/D), the first letter is for drained areas and the second is for undrained areas. Only the soils that in their natural condition are in group D are assigned to dual classes. Rating Options Aggregation Method: Dominant Condition Component Percent Cutoff. None Specified Tie-break Rule: Higher USDA Natural Resources Web Soil Survey 7/8/2013 Conservation Service National Cooperative Soil Survey Page 3 of 3 364 Chapter 2 Estimating Runoff Technical Release 55 Urban Hydrology for Small Watersheds Table 2-2a Runoff curve numbers for urban areas 1/ Curve numbers for Cover description ------hydrologic soil group------ Average percent Cover type and hydrologic condition impervious area 2/ A B C D Fully developed urban areas(vegetation established) Open space(lawns,parks,golf courses,cemeteries,etc.)3i: Poor condition(grass cover<50%) 68 79 86 89 Fair condition(grass cover 50%to 75%) 49 69 79 84 Good condition(grass cover>75%) 39 61 74 80 Impervious areas: Paved parking lots,roofs,driveways,etc. (excluding right-of-way) 98 98 98 98 Streets and roads: Paved;curbs and storm sewers(excluding right-of-way) 98 98 98 98 Paved;open ditches(including right-of-way) 83 89 92 93 Gravel(including right-of-way) 76 85 89 91 Dirt(including right-of-way) 72 82 87 89 Western desert urban areas: Natural desert landscaping(pervious areas only) N 63 77 85 88 Artificial desert landscaping(impervious weed barrier, desert shrub with 1-to 2-inch sand or gravel mulch and basin borders) 96 96 96 96 Urban districts: Commercial and business 85 89 92 94 95 Industrial 72 81 88 91 93 Residential districts by average lot size: 1/8 acre or less(town houses) 65 77 85 90 92 1/4 acre 38 61 75 83 87 1/3 acre 30 57 72 81 86 1/2 acre 25 54 70 80 85 1 acre 20 51 68 79 84 2 acres 12 46 65 77 82 Developing urban areas Newly graded areas (pervious areas only,no vegetation)5i 77 86 91 94 Idle lands(CN's are determined using cover types similar to those in table 2-2c). 1 Average runoff condition,and Ia=0.2S. 2 The average percent impervious area shown was used to develop the composite CN's.Other assumptions are as follows:impervious areas are directly connected to the drainage system,impervious areas have a CN of 98,and pervious areas are considered equivalent to open space in good hydrologic condition.CN's for other combinations of conditions may be computed using figure 2-3 or 2-4. 3 CN's shown are equivalent to those of pasture.Composite CN's may be computed for other combinations of open space cover type. 4 Composite CN's for natural desert landscaping should be computed using figures 2-3 or 2-4 based on the impervious area percentage (CN=98)and the pervious area CN.The pervious area CN's are assumed equivalent to desert shrub in poor hydrologic condition. 5 Composite CN's to use for the design of temporary measures during grading and construction should be computed using figure 2-3 or 2-4 based on the degree of development(impervious area percentage)and the CN's for the newly graded pervious areas. (210-VI-TR-55,Second Ed.,June 1986) 365 w a) rn an Flow Rate-Based Water Quality Calculations SUBJECT: Facility Sizing for Areas Draining to Contech StormFilters PROJECT NO. 21202180 ABY ASR I DATE 11/07/2013 Design Storm: Water Quality Cartridges per Flow= 30 cart/cfs Impervious Area Water Quality Runoff Quantity of Cartridges Contech StormFilter Basin Structure Identifier (sq-ft) (cfs) Required Structure 1 thru 9 31,703 0.07 2 2 Cartridge Manhole SDMH#3 Lir,WATER RESOURCES GROUP Cardr�a Shaping the Future ire 3'D6 ORIFICE DlA.M ETER W DRK SHEET 7ianuary. 1 a ais1) Prolject N a Tie: I City Prosect Number: ICDmputed 13y: date: 4/17/1313 ICDmpany: Address: Ph v. Numbers: Nutlet Structure it'1iii,atio n: Calculate :he o Ale t orifices siee. Crifii.e E3uiatio1: = 10A(2gh)°'6 ., = D.6e Doefficiia nt of Ciiscniar13e I3 = 3e.UD Acl.el. D'I3navity (ft.I'sec.I'sec.Il _ reef (Heignt iaboNe DI✓EII9DIN elevatio to i.e. Mit!) = :fs Desi13 n Dircniargep overflow e)eiation i-weft eheNatiD 1 DIA Orifice Area: A= s 3. ft. A = QC(2131119'5 A= ai'`R2 R_ feet _ (A/DiLlD•5 Di = 3. 141513 D = feet Orifice ICiia miter: D = i n D hers h:Vandy_h1a1.1i3ntity,orifform.xls Pial is I 367 Goodwill Lake Grove01 Lrel) 03Schemati Layout Car-vino Shaping the Future P2 SDCO#1 iSDMH#1 SDMH#27.-E1 P1 Ti P3 ControlMH(ST-OUT StormTech 1 ST-IN P4 SDMH#3 P5 SDCB#2T2 EX-'1 P14 RD1 SDCO#5 P15 W-') P16 T5 P7 l,EXMH#9 V T6 P17 P13 P18 rRD4 RD2 SDCO#2 Ck 17 P26 P19 RD5 132$ T11 SDCB#1 RD3 P11 7 Pg P27 rT10 -P12 SDCB#4 SDCO#4 P25 T4 T3 P1(} c; F9SDCB#3 T9 SDCO#3 P24 P22 T8 • P20 P1 "SDCO#6 • xpswmm RUNOFF DATA(EXISTING CONDITIONS) Lir') C rcIna GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Shaping the Future Node Information I Runoff Information Event 1 Area Impervious Curve Tc Rainfall Infiltration Surface Runoff ac % Number min in in in cfs 2 0.333 0 69 5 2.5 0.00 2.24 0.40 0.661 100 69 5 - - - - 10 0.333 0 69 5 3.5 0.00 3.22 0.60 0.661 100 69 5 - - - - 25 0.333 0 69 5 3.9 0.00 3.69 0.70 0.661 100 69 5 - - - - 50 0.333 0 69 5 4.2 0.00 4.00 0.76 0.661 100 69 5 - - - - 100 0.333 0 69 5 4.5 0.00 4.30 0.83 0.661 100 69 5 - - - - 369 xpswmm RUNOFF DATA(2YR-STORM EVENT) V ") C r-ciro t GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Shaping the Future Node Information I Runoff Information Area Impervious Curve Tc Rainfall Infiltration Surface Runoff Node Name ac % Number min in in in cfs RD1 0.147 100 98 5 2.5 0.00 2.24 0.09 RD2 0.019 100 98 5 2.5 0.00 2.24 0.01 RD3 0.019 100 98 5 2.5 0.00 2.24 0.01 RD4 0.002 100 98 5 2.5 0.00 2.24 0.00 RD5 0.004 100 98 5 2.5 0.00 2.24 0.00 SDCB#1 0.248 91.1 61 5 2.5 0.60 1.90 0.13 SDCB#2 0.134 79.9 61 5 2.5 0.97 1.54 0.05 SDCB#3 0.047 85.1 61 5 2.5 0.80 1.70 0.02 SDCB#4 0.139 86.3 61 5 2.5 0.76 1.74 0.07 xpswmm RUNOFF DATA(25YR-STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Node Information Runoff Information I Area Impervious I Curve I Tc Rainfall Infiltration Surface Runoff Node Name I ac I % Number min I in in in cfs RD1 0.147 100 98 5 3.9 0.00 3.69 0.14 RD2 0.019 100 98 5 3.9 0.00 3.69 0.02 RD3 0.019 100 98 5 3.9 0.00 3.69 0.02 RD4 0.002 100 98 5 3.9 0.00 3.69 0.00 RD5 0.004 100 98 5 3.9 0.00 3.69 0.00 SDCB#1 0.248 91.1 61 5 3.9 0.59 3.31 0.22 SDCB#2 0.134 79.9 61 5 3.9 1.02 2.88 0.10 SDCB#3 0.047 85.1 61 5 3.9 0.83 3.07 0.04 SDCB#4 0.139 86.3 61 5 3.9 0.78 3.12 0.12 xpswmm RUNOFF DATA(50YR-STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Node Information Runoff Information Area Impervious I Curve I Tc Rainfall Infiltration Surface Runoff Node Name ac % Number min in in I in cfs RD1 0.147 100 98 5 4.2 0.00 4.00 0.15 RD2 0.019 100 98 5 4.2 0.00 4.00 0.02 RD3 0.019 100 98 5 4.2 0.00 4.00 0.02 RD4 0.002 100 98 5 4.2 0.00 4.00 0.00 RD5 0.004 100 98 5 4.2 0.00 4.00 0.00 SDCB#1 0.248 91.1 61 5 4.2 0.59 3.62 0.24 SDCB#2 0.134 79.9 61 5 4.2 1.03 3.17 0.11 SDCB#3 0.047 85.1 61 5 4.2 0.83 3.37 0.04 SDCB#4 0.139 86.3 61 5 4.2 0.78 3.42 0.13 xpswmm RUNOFF DATA(100YR-STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Node Information Runoff Information I Area Impervious Curve I Tc I Rainfall Infiltration I Surface Runoff Node Name I{ ac % Number If min in in in cfs RD1 0.147 100 98 5 4.5 0.00 4.30 0.16 RD2 0.019 100 98 5 4.5 0.00 4.30 0.02 RD3 0.019 100 98 5 4.5 0.00 4.30 0.02 RD4 0.002 100 98 5 4.5 0.00 4.30 0.00 RD5 0.004 100 98 5 4.5 0.00 4.30 0.00 SDCB#1 0.248 91.1 61 5 4.5 0.58 3.92 0.26 SDCB#2 0.134 79.9 61 5 4.5 1.03 3.47 0.12 SDCB#3 0.047 85.1 61 5 4.5 0.83 3.68 0.05 SDCB#4 0.139 86.3 61 5 4.5 0.78 3.72 0.14 370 \xpswmm CONVEYANCE DATA(2-YEAR STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Cai'dno Shaping the Furore Location Conduit Properties Conduit Results Node Information(Manhole,Pond,Tee,Outfall,Ditch Inlet,Catch Basin) St:tion Link Diameter Length Slope Design Qmax/ Max Flow Max Velocity Max Flow y/d0 US Ground DS Ground US IE DS IE US Freeboard DS Freeboard US EGL DS EGL US HGL DS HGL From To Capacity Qdesign Depth Elev. Elev. ft ft % cfs cfs ft/s ft ft ft ft ft ft ft ft ft ft ft P1 SDC0#1 SDMH#1 0.67 28.37 5.81 2.92 0.12 0.35 5.64 0.16 0.24 146.66 146.51 136.97 135.12 9.53 11.20 137.62 135.97 137.13 135.31 P2 SDMH#2 SDC0#1 0.67 9.01 5.81 2.91 0.12 0.35 5.62 0.16 0.24 148.00 146.66 137.49 136.97 10.35 9.53 138.08 137.62 137.65 137.13 P3 T1 SDMH#2 0.67 7.00 1.00 1.21 0.29 0.35 3.00 0.25 0.37 147.50 148.00 137.76 137.49 9.49 10.35 138.42 138.08 138.01 137.65 P4 SDMH#3 ST-IN 0.67 6.88 18.90 5.26 0.07 0.38 11.07 1.32 1.00 149.12 147.50 139.06 137.76 9.89 8.42 141.76 140.25 139.23 139.08 P5 T2 SDMH#3 0.67 15.66 1.00 1.22 0.31 0.38 3.09 0.26 0.38 148.60 149.12 141.52 139.06 6.82 9.89 144.66 141.76 141.78 139.23 P6 RD1 T2 0.33 11.87 23.84 0.93 0.10 0.09 12.44 0.26 0.77 149.82 148.60 144.35 141.52 5.40 6.82 144.42 144.66 144.42 141.78 P7 SDCO#2 T2 0.67 57.63 1.00 1.20 0.24 0.29 2.78 0.26 0.38 146.57 148.60 142.09 141.52 4.26 6.82 142.44 144.66 142.32 141.78 P8 SDCO#3 SDCO#2 0.67 55.08 1.00 1.21 0.24 0.29 2.85 0.23 0.34 146.31 146.57 142.64 142.09 3.45 4.26 142.96 142.44 142.86 142.32 P9 T3 SDCO#3 0.50 30.79 1.00 0.56 0.33 0.19 2.50 0.22 0.45 149.42 146.31 142.95 142.64 6.27 3.45 143.25 142.96 143.15 142.86 P10 T4 T3 0.50 9.95 1.00 0.56 0.33 0.19 2.56 0.20 0.40 149.37 149.42 143.05 142.95 6.12 6.27 143.46 143.25 143.25 143.15 P11 SDCB#1 T4 0.50 18.00 5.17 1.28 0.10 0.13 3.66 0.20 0.40 148.50 149.37 143.98 143.05 4.41 6.12 144.09 143.46 144.09 143.25 P12 SDCO#4 T4 0.50 4.76 1.00 0.58 0.10 0.06 1.22 0.20 0.40 148.27 149.37 143.10 143.05 5.02 6.12 143.30 143.46 143.25 143.25 P13 T5 SDCO#4 0.50 84.25 1.00 0.56 0.10 0.06 1.81 0.15 0.30 150.06 148.27 143.94 143.10 6.02 5.02 144.14 143.30 144.05 143.25 P14 SDCB#2 T5 0.50 22.38 2.59 0.90 0.06 0.05 2.43 0.11 0.21 145.54 150.06 144.52 143.94 0.94 6.02 144.60 144.14 144.60 144.05 P15 SDCO#5 T5 0.50 5.22 1.00 0.55 0.01 0.00 0.36 0.11 0.21 150.00 150.06 143.99 143.94 5.96 6.02 144.05 144.14 144.05 144.05 P16 T6 SDCO#5 0.50 62.38 1.00 0.56 0.01 0.00 0.77 0.06 0.11 151.73 150.00 144.61 143.99 7.09 5.96 145.23 144.05 144.64 144.05 P17 RD4 T6 0.33 5.88 37.96 1.17 0.00 0.00 1.82 0.01 0.02 152.00 151.73 147.40 144.61 4.59 7.09 147.41 145.23 147.41 144.64 P18 T7 T6 0.50 27.71 1.00 0.56 0.00 0.00 0.70 0.03 0.05 151.92 151.73 144.89 144.61 7.01 7.09 145.02 145.23 144.91 144.64 P19 RD5 T7 0.33 5.88 42.72 1.24 0.00 0.00 2.62 0.02 0.07 152.00 151.92 147.40 144.89 4.59 7.01 147.41 145.02 147.41 144.91 P20 SDCO#6 SDCO#3 0.50 76.78 1.00 0.56 0.19 0.11 2.06 0.22 0.45 150.38 146.31 143.41 142.64 6.82 3.45 143.64 142.96 143.56 142.86 P21 T8 SDCO#6 0.50 3.84 1.00 0.57 0.19 0.11 2.23 0.15 0.30 150.19 150.38 143.45 143.41 6.59 6.82 143.95 143.64 143.60 143.56 P22 SDCB#4 T8 0.50 69.71 1.00 0.56 0.12 0.07 1.82 0.15 0.30 147.87 150.19 144.14 143.45 3.61 6.59 144.26 143.95 144.26 143.60 P23 T9 T8 0.50 20.95 1.00 0.56 0.08 0.04 4.96 0.15 0.30 149.49 150.19 143.66 143.45 5.74 6.59 143.84 143.95 143.76 143.60 P24 SDCB#3 T9 0.50 8.46 9.69 1.75 0.01 0.02 2.39 0.10 0.19 149.00 149.49 144.48 143.66 4.48 5.74 144.52 143.84 144.52 143.76 P25 T10 T9 0.50 22.90 1.00 0.56 0.04 0.02 1.35 0.10 0.19 150.60 149.49 143.89 143.66 6.64 5.74 146.71 143.84 143.96 143.76 P26 RD2 T10 0.50 28.54 6.83 1.47 0.01 0.01 8.16 0.03 0.06 151.80 150.60 147.31 143.89 4.46 6.64 147.34 146.71 147.34 143.96 P27 T11 T10 0.50 12.97 1.00 0.56 0.02 0.01 1.09 0.07 0.13 151.00 150.60 144.02 143.89 6.93 6.64 147.54 146.71 144.07 143.96 P28 RD3 T11 0.33 15.04 22.50 0.90 0.01 0.01 13.17 0.05 0.14 151.68 151.00 147.40 144.02 4.26 6.93 147.42 147.54 147.42 144.07 xpswmm CONVEYANCE DATA 25-YEAR STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Location Conduit Properties Conduit Results Node Information(Manhole,Pond,Tee,Outfall,Ditch Inlet,Catch Basin) St tion Link Diameter Length Slope Design Qmax/ Max Flow Max Velocity Max Flow US Ground DS Ground y/dp US IE DS IE US Freeboard DS Freeboard US EGL DS EGL US HGL DS HGL From To Capacity Qdesign Depth Elev. Elev. ft ft % cfs cfs ft/s ft ft ft ft ft ft ft ft ft ft ft P1 SDC0#1 SDMH#1 0.67 28.37 5.81 2.92 0.19 0.56 6.44 0.20 0.30 146.66 146.51 136.97 135.12 9.49 11.16 137.81 136.16 137.17 135.35 P2 SDMH#2 SDCO#1 0.67 9.01 5.81 2.91 0.19 0.56 6.42 0.20 0.30 148.00 146.66 137.49 136.97 10.31 9.49 138.19 137.81 137.69 137.17 P3 T1 SDMH#2 0.67 7.00 1.00 1.21 0.46 0.56 3.40 0.32 0.48 147.50 148.00 137.76 137.49 9.42 10.31 139.05 138.19 138.08 137.69 P4 SDMH#3 ST-IN 0.67 6.88 18.90 5.26 0.13 0.64 8.46 2.92 1.00 149.12 147.50 139.06 137.76 8.43 6.82 141.91 140.71 140.69 140.68 P5 T2 SDMH#3 0.67 15.66 1.00 1.22 0.54 0.66 3.56 0.35 0.52 148.60 149.12 141.52 139.06 6.73 8.43 143.72 141.91 141.87 140.69 P6 RD1 T2 0.33 11.87 23.84 0.93 0.15 0.14 5.53 0.35 1.00 149.82 148.60 144.35 141.52 5.38 6.73 144.44 143.72 144.44 141.87 P7 SDCO#2 T2 0.67 57.63 1.00 1.20 0.43 0.52 3.23 0.35 0.52 146.57 148.60 142.09 141.52 4.17 6.73 142.57 143.72 142.40 141.87 P8 SDCO#3 SDCO#2 0.67 55.08 1.00 1.21 0.43 0.52 3.32 0.31 0.46 146.31 146.57 142.64 142.09 3.36 4.17 143.08 142.57 142.95 142.40 P9 T3 SDCO#3 0.50 30.79 1.00 0.56 0.58 0.33 2.89 0.31 0.61 149.42 146.31 142.95 142.64 6.19 3.36 143.36 143.08 143.23 142.95 P10 T4 T3 0.50 9.95 1.00 0.56 0.58 0.33 2.95 0.28 0.56 149.37 149.42 143.05 142.95 6.04 6.19 143.60 143.36 143.33 143.23 P11 SDCB#1 T4 0.50 18.00 5.17 1.28 0.17 0.22 4.24 0.28 0.55 148.50 149.37 143.98 143.05 4.38 6.04 144.12 143.60 144.12 143.33 P12 SDCO#4 T4 0.50 4.76 1.00 0.58 0.19 0.11 1.31 0.28 0.55 148.27 149.37 143.10 143.05 4.95 6.04 143.39 143.60 143.33 143.33 P13 T5 SDCO#4 0.50 84.25 1.00 0.56 0.19 0.11 2.05 0.23 0.45 150.06 148.27 143.94 143.10 5.97 4.95 144.22 143.39 144.09 143.33 P14 SDCB#2 T5 0.50 22.38 2.59 0.90 0.11 0.10 2.92 0.15 0.30 145.54 150.06 144.52 143.94 0.91 5.97 144.63 144.22 144.63 144.09 P15 SDCO#5 T5 0.50 5.22 1.00 0.55 0.01 0.01 0.40 0.15 0.30 150.00 150.06 143.99 143.94 5.91 5.97 144.10 144.22 144.09 144.09 P16 T6 SDCO#5 0.50 62.38 1.00 0.56 0.01 0.01 1.39 0.10 0.20 151.73 150.00 144.61 143.99 7.09 5.91 145.25 144.10 144.64 144.09 P17 RD4 T6 0.33 5.88 37.96 1.17 0.00 0.00 2.22 0.01 0.03 152.00 151.73 147.40 144.61 4.59 7.09 147.41 145.25 147.41 144.64 P18 T7 T6 0.50 27.71 1.00 0.56 0.01 0.00 0.79 0.03 0.06 151.92 151.73 144.89 144.61 7.00 7.09 145.07 145.25 144.92 144.64 P19 RD5 T7 0.33 5.88 42.72 1.24 0.00 0.00 3.08 0.03 0.09 152.00 151.92 147.40 144.89 4.59 7.00 147.41 145.07 147.41 144.92 P20 SDCO#6 SDCO#3 0.50 76.78 1.00 0.56 0.34 0.19 2.42 0.31 0.61 150.38 146.31 143.41 142.64 6.77 3.36 143.72 143.08 143.61 142.95 P21 T8 SDCO#6 0.50 3.84 1.00 0.57 0.33 0.19 2.60 0.20 0.40 150.19 150.38 143.45 143.41 6.54 6.77 143.72 143.72 143.65 143.61 P22 SDCB#4 T8 0.50 69.71 1.00 0.56 0.21 0.12 2.15 0.20 0.40 147.87 150.19 144.14 143.45 3.58 6.54 144.30 143.72 144.30 143.65 P23 T9 T8 0.50 20.95 1.00 0.56 0.13 0.08 1.80 0.20 0.40 149.49 150.19 143.66 143.45 5.71 6.54 143.91 143.72 143.78 143.65 P24 SDCB#3 T9 0.50 8.46 9.69 1.75 0.02 0.04 2.88 0.12 0.25 149.00 149.49 144.48 143.66 4.47 5.71 144.53 143.91 144.53 143.78 P25 T10 T9 0.50 22.90 1.00 0.56 0.06 0.04 1.53 0.12 0.25 150.60 149.49 143.89 143.66 6.63 5.71 147.07 143.91 143.97 143.78 P26 RD2 T10 0.50 28.54 6.83 1.47 0.01 0.02 9.18 0.04 0.08 151.80 150.60 147.31 143.89 4.45 6.63 147.35 147.07 147.35 143.97 CA) P27 T11 T10 0.50 12.97 1.00 0.56 0.03 0.02 1.25 0.08 0.17 151.00 150.60 144.02 143.89 6.92 6.63 147.66 147.07 144.08 143.97 P28 RD3 T11 0.33 15.04 22.50 0.90 0.02 0.02 13.40 0.06 0.18 151.68 151.00 147.40 144.02 4.25 6.92 147.43 147.66 147.43 144.08 ("4 xpswmm CONVEYANCE DATA(50-YEAR STORM EVENT) Ciai ^ N GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON l Cardna Shaping the Future Location Conduit Properties Conduit Results Node Information(Manhole,Pond,Tee,Outfall,Ditch Inlet,Catch Basin) St-tion Link Diameter Length Slope Design Qmax/ Max Flow Max Velocity Max Flow US Ground DS Ground y/dO US IE DS IE US Freeboard DS Freeboard US EGL DS EGL US HGL DS HGL From To Capacity Qdesign Depth Elev. Elev. ft ft % cfs cfs ft/s ft ft ft ft ft ft ft ft ft ft ft P1 SDC0#1 SDMH#1 0.67 28.37 5.81 2.92 0.21 0.60 6.57 0.21 0.31 146.66 146.51 136.97 135.12 9.48 11.15 137.84 136.20 137.18 135.36 P2 SDMH#2 SDCO#1 0.67 9.01 5.81 2.91 0.21 0.60 6.56 0.21 0.31 148.00 146.66 137.49 136.97 10.30 9.48 138.21 137.84 137.70 137.18 P3 T1 SDMH#2 0.67 7.00 1.00 1.21 0.50 0.60 3.46 0.33 0.50 147.50 148.00 137.76 137.49 9.41 10.30 139.20 138.21 138.09 137.70 P4 SDMH#3 ST-IN 0.67 6.88 18.90 5.26 0.13 0.70 11.19 3.30 1.00 149.12 147.50 139.06 137.76 8.05 6.44 141.93 141.10 141.07 141.06 P5 T2 SDMH#3 0.67 15.66 1.00 1.22 0.59 0.72 3.64 0.37 0.55 148.60 149.12 141.52 139.06 6.71 8.05 143.70 141.93 141.89 141.07 P6 RD1 T2 0.33 11.87 23.84 0.93 0.16 0.15 10.36 0.37 1.00 149.82 148.60 144.35 141.52 5.38 6.71 144.44 143.70 144.44 141.89 P7 SDCO#2 T2 0.67 57.63 1.00 1.20 0.47 0.57 3.29 0.37 0.55 146.57 148.60 142.09 141.52 4.16 6.71 142.59 143.70 142.42 141.89 P8 SDCO#3 SDCO#2 0.67 55.08 1.00 1.21 0.47 0.57 3.39 0.33 0.49 146.31 146.57 142.64 142.09 3.35 4.16 143.10 142.59 142.96 142.42 P9 T3 SDCO#3 0.50 30.79 1.00 0.56 0.64 0.36 2.95 0.32 0.64 149.42 146.31 142.95 142.64 6.18 3.35 143.38 143.10 143.24 142.96 P10 T4 T3 0.50 9.95 1.00 0.56 0.64 0.36 3.01 0.29 0.59 149.37 149.42 143.05 142.95 6.03 6.18 143.63 143.38 143.34 143.24 P11 SDCB#1 T4 0.50 18.00 5.17 1.28 0.19 0.24 4.33 0.29 0.58 148.50 149.37 143.98 143.05 4.37 6.03 144.13 143.63 144.13 143.34 P12 SDCO#4 T4 0.50 4.76 1.00 0.58 0.21 0.12 1.32 0.29 0.58 148.27 149.37 143.10 143.05 4.93 6.03 143.41 143.63 143.34 143.34 P13 T5 SDCO#4 0.50 84.25 1.00 0.56 0.21 0.12 2.10 0.24 0.48 150.06 148.27 143.94 143.10 5.96 4.93 144.24 143.41 144.10 143.34 P14 SDCB#2 T5 0.50 22.38 2.59 0.90 0.13 0.11 3.01 0.16 0.31 145.54 150.06 144.52 143.94 0.90 5.96 144.64 144.24 144.64 144.10 P15 SDCO#5 T5 0.50 5.22 1.00 0.55 0.01 0.01 0.40 0.16 0.31 150.00 150.06 143.99 143.94 5.90 5.96 144.11 144.24 144.10 144.10 P16 T6 SDCO#5 0.50 62.38 1.00 0.56 0.01 0.01 0.87 0.11 0.21 151.73 150.00 144.61 143.99 7.09 5.90 145.26 144.11 144.64 144.10 P17 RD4 T6 0.33 5.88 37.96 1.17 0.00 0.00 2.30 0.01 0.03 152.00 151.73 147.40 144.61 4.59 7.09 147.41 145.26 147.41 144.64 P18 T7 T6 0.50 27.71 1.00 0.56 0.01 0.00 0.80 0.03 0.06 151.92 151.73 144.89 144.61 7.00 7.09 145.08 145.26 144.92 144.64 P19 RD5 T7 0.33 5.88 42.72 1.24 0.00 0.00 3.16 0.03 0.09 152.00 151.92 147.40 144.89 4.59 7.00 147.41 145.08 147.41 144.92 P20 SDCO#6 SDCO#3 0.50 76.78 1.00 0.56 0.37 0.21 2.48 0.32 0.64 150.38 146.31 143.41 142.64 6.76 3.35 143.73 143.10 143.62 142.96 P21 T8 SDCO#6 0.50 3.84 1.00 0.57 0.36 0.21 2.66 0.21 0.42 150.19 150.38 143.45 143.41 6.53 6.76 143.74 143.73 143.66 143.62 P22 SDCB#4 T8 0.50 69.71 1.00 0.56 0.23 0.13 2.21 0.21 0.42 147.87 150.19 144.14 143.45 3.57 6.53 144.30 143.74 144.30 143.66 P23 T9 T8 0.50 20.95 1.00 0.56 0.15 0.08 1.83 0.21 0.42 149.49 150.19 143.66 143.45 5.70 6.53 143.93 143.74 143.79 143.66 P24 SDCB#3 T9 0.50 8.46 9.69 1.75 0.02 0.04 2.96 0.13 0.26 149.00 149.49 144.48 143.66 4.47 5.70 144.53 143.93 144.53 143.79 P25 T10 T9 0.50 22.90 1.00 0.56 0.07 0.04 1.56 0.13 0.26 150.60 149.49 143.89 143.66 6.62 5.70 145.51 143.93 143.98 143.79 P26 RD2 T10 0.50 28.54 6.83 1.47 0.01 0.02 2.61 0.04 0.08 151.80 150.60 147.31 143.89 4.45 6.62 147.35 145.51 147.35 143.98 P27 T11 T10 0.50 12.97 1.00 0.56 0.04 0.02 1.28 0.09 0.18 151.00 150.60 144.02 143.89 6.92 6.62 145.71 145.51 144.08 143.98 P28 RD3 T11 0.33 15.04 22.50 0.90 0.02 0.02 9.13 0.06 0.19 151.68 151.00 147.40 144.02 4.25 6.92 147.43 145.71 147.43 144.08 xpswmm CONVEYANCE DATA(100-YEAR STORM EVENT) GOODWILL LAKE GROVE-LAKE OSWEGO,OREGON Location Conduit Properties Conduit Results Node Information(Manhole,Pond,Tee,Outfall,Ditch Inlet,Catch Basin) St tion Link Diameter Length Slope Design Qmax/ Max Flow Max Velocity Max Flow y/do US Ground DS Ground US IE DS IE US Freeboard DS Freeboard US EGL DS EGL US HGL DS HGL From To Capacity Qdesign Depth Elev. Elev. ft ft % cfs cfs ft/s ft ft ft ft ft ft ft ft ft ft ft P1 SDCO#1 SDMH#1 0.67 28.37 5.81 2.92 0.26 0.74 6.97 0.23 0.34 146.66 146.51 136.97 135.12 9.46 11.13 137.95 136.30 137.20 135.38 P2 SDMH#2 SDCO#1 0.67 9.01 5.81 2.91 0.26 0.74 6.95 0.23 0.35 148.00 146.66 137.49 136.97 10.28 9.46 138.27 137.95 137.72 137.20 P3 T1 SDMH#2 0.67 7.00 1.00 1.21 0.62 0.74 3.64 0.38 0.57 147.50 148.00 137.76 137.49 9.36 10.28 139.27 138.27 138.14 137.72 P4 SDMH#3 ST-IN 0.67 6.88 18.90 5.26 0.15 0.76 5.83 3.40 1.00 149.12 147.50 139.06 137.76 7.94 6.34 141.96 141.23 141.18 141.16 P5 T2 SDMH#3 0.67 15.66 1.00 1.22 0.63 0.77 3.70 0.39 0.58 148.60 149.12 141.52 139.06 6.69 7.94 142.45 141.96 141.91 141.18 P6 RD1 T2 0.33 11.87 23.84 0.93 0.18 0.16 5.93 0.39 1.00 149.82 148.60 144.35 141.52 5.38 6.69 144.44 142.45 144.44 141.91 P7 SDCO#2 T2 0.67 57.63 1.00 1.20 0.51 0.61 3.36 0.39 0.58 146.57 148.60 142.09 141.52 4.14 6.69 142.62 142.45 142.43 141.91 P8 SDCO#3 SDCO#2 0.67 55.08 1.00 1.21 0.51 0.61 3.46 0.34 0.51 146.31 146.57 142.64 142.09 3.33 4.14 143.12 142.62 142.98 142.43 P9 T3 SDCO#3 0.50 30.79 1.00 0.56 0.69 0.39 3.01 0.34 0.67 149.42 146.31 142.95 142.64 6.16 3.33 143.41 143.12 143.26 142.98 P10 T4 T3 0.50 9.95 1.00 0.56 0.69 0.39 3.06 0.31 0.62 149.37 149.42 143.05 142.95 6.01 6.16 143.66 143.41 143.36 143.26 P11 SDCB#1 T4 0.50 18.00 5.17 1.28 0.20 0.26 4.42 0.31 0.61 148.50 149.37 143.98 143.05 4.37 6.01 144.13 143.66 144.13 143.36 P12 SDCO#4 T4 0.50 4.76 1.00 0.58 0.23 0.13 1.33 0.31 0.61 148.27 149.37 143.10 143.05 4.91 6.01 143.43 143.66 143.36 143.36 P13 T5 SDCO#4 0.50 84.25 1.00 0.56 0.23 0.13 2.15 0.26 0.51 150.06 148.27 143.94 143.10 5.96 4.91 144.25 143.43 144.10 143.36 P14 SDCB#2 T5 0.50 22.38 2.59 0.90 0.14 0.12 3.08 0.16 0.33 145.54 150.06 144.52 143.94 0.89 5.96 144.65 144.25 144.65 144.10 P15 SDCO#5 T5 0.50 5.22 1.00 0.55 0.02 0.01 0.41 0.16 0.33 150.00 150.06 143.99 143.94 5.90 5.96 144.12 144.25 144.10 144.10 P16 T6 SDCO#5 0.50 62.38 1.00 0.56 0.01 0.01 1.28 0.11 0.23 151.73 150.00 144.61 143.99 7.09 5.90 145.27 144.12 144.64 144.10 P17 RD4 T6 0.33 5.88 37.96 1.17 0.00 0.00 2.38 0.01 0.03 152.00 151.73 147.40 144.61 4.59 7.09 147.41 145.27 147.41 144.64 P18 T7 T6 0.50 27.71 1.00 0.56 0.01 0.00 0.81 0.03 0.06 151.92 151.73 144.89 144.61 7.00 7.09 145.09 145.27 144.92 144.64 P19 RD5 T7 0.33 5.88 42.72 1.24 0.00 0.00 3.24 0.03 0.10 152.00 151.92 147.40 144.89 4.59 7.00 147.41 145.09 147.41 144.92 P20 SDCO#6 SDCO#3 0.50 76.78 1.00 0.56 0.40 0.23 2.53 0.34 0.67 150.38 146.31 143.41 142.64 6.75 3.33 143.75 143.12 143.63 142.98 P21 T8 SDCO#6 0.50 3.84 1.00 0.57 0.39 0.23 2.72 0.22 0.44 150.19 150.38 143.45 143.41 6.52 6.75 144.38 143.75 143.67 143.63 P22 SDCB#4 T8 0.50 69.71 1.00 0.56 0.25 0.14 2.26 0.22 0.44 147.87 150.19 144.14 143.45 3.56 6.52 144.31 144.38 144.31 143.67 P23 T9 T8 0.50 20.95 1.00 0.56 0.16 0.09 6.77 0.22 0.44 149.49 150.19 143.66 143.45 5.69 6.52 143.94 144.38 143.80 143.67 P24 SDCB#3 T9 0.50 8.46 9.69 1.75 0.03 0.05 3.04 0.14 0.27 149.00 149.49 144.48 143.66 4.46 5.69 144.54 143.94 144.54 143.80 P25 T10 T9 0.50 22.90 1.00 0.56 0.08 0.04 1.56 0.14 0.27 150.60 149.49 143.89 143.66 6.62 5.69 146.68 143.94 143.98 143.80 P26 RD2 T10 0.50 28.54 6.83 1.47 0.01 0.02 8.06 0.04 0.08 151.80 150.60 147.31 143.89 4.45 6.62 147.35 146.68 147.35 143.98 P27 T11 T10 0.50 12.97 1.00 0.56 0.04 0.02 1.30 0.09 0.19 151.00 150.60 144.02 143.89 6.91 6.62 146.47 146.68 144.09 143.98 P28 RD3 T11 0.33 15.04 22.50 0.90 0.02 0.02 10.98 0.07 0.20 151.68 151.00 147.40 144.02 4.25 6.91 147.43 146.47 147.43 144.09 Goodwill Lake Grove (I, Cardno Shaping the Future Existing Hydrograph , 2[R1ax 0 397] 10[Max 0.597] 25[hlax Q.69fi] SQ[fdax 0164] 1 QO[G1ax 0.$311 0.0 4.7 d, „, r 0.E A [L 4.4 i_ Q.P 0.2 [ 4 ; 0.1 [ 4.4 T - I Fri 3AM 6dM 34f.1 12Pfd I 3PM CSI 9 1 2Ssk Jun 2012 Time Proposed Hydrograph fi 0.0 21M ax 0.379] 10[Max 0.578] 25[IM1ax 0.643] 50[1M1ax 0.70©] 100[[vlax 0.762] 0.1 A fi,- 0 6 0.5 0.4 hi, O. I �� O.:. hii Iiii.\ ,_,.. 1 d 0.1 L -T =„_ _ _ — ,,,,,,,01-0' 1 ~-. ... 1 ,, D0 , 1 1 1 III IIII 11. 1 1 , IIII IIII �' 1 III VIII 1 1 I I 1 1 Fri 3AM 6AM 9AM 12PM 3PM 6PM 9PM 2Sat Jun 2012 Time 373 Goodwill Lake Grove (I, Cardno Shaping the Future Outflow Hydrograph I I I �I 2[r41ax 0.353] 10[rulax 0.497] 25[rvlax 0.561] 50[rvlax 0.603] 100[r41ax 0.744] 0.7 0.0 ,l i I' 0.5 0 0.4 0.3 I� 0.2 'IJ1 11 0.1 N.....4%.L".".%"%,-------....._._ {`f f''./ --........„..„....=---__________ 0.0 e i 1 1 I I I I 1 n 1 ■ 1 Fri 3AM 6AM 9?,r41 12Fra1 3Fra1 6PM 9PM 2at Jun 2012 Time 374 Goodwill Lake Grove (I, Cardno 50 Year Profi e Shaping the Future SDCB#4 to SDMH#1 37 2 74 4 "-.3 '43.5 47._ 2223.2 27)4 2-47..5 334.8 2...-— . _—t�l .. � / 5E441081 P1 S@C08IPE6IAH4123 TI 011€611-00 StmmTech ST-I NI6044083 P5 T2 P7 SDGU82 P8 SCMCi3 P20 SPCG968 P22 500004 9.24 3 0885 656 021 921 982 357 43 9.623:996 8.29 290 934 43 0.523'324 931 43 0.513:339 939 43 0194'2.40 923725 Q'9.113:2.10 9.15 2837-1.4901*.?bQ�10.33i� 32.83 .8&S4�I588�_ ``-T� - —1R _ 2 70' 7 0571 W y CA W ATER QU ALIITY IT RE AITMENT FAICI LIIT Y DPIE RAITI DNS & MAINTENANCE A GRIEIEMIE NIT REQ U[RIS'D IN ACCOR 9AI'V 71E WITH CITU Q,0 IA°71BR 50.00 •ICity Land Use I pphcation No.: 11 Development Name: Site Address: Owner's Namie: Oirganization: Mailing Address: E-Wail KB tress: 1 Plume: Party Responsible for Maintenance (Dnl y I other than oiwner11. IContactNlone: I (Title: I Org inizatioin: 1 Daytime Phone: ' IAfteir-Hours Phone: M ailing A Stress: ITreatment'Ftwilit y-Types NI).of Farilitiies IdentilficationN1 umber I 1, Requirement tao Maintain(Treatment Facilities. The Iii t y Lanli :Ai!,Devi!lop ment Pi,nmi:For this i:velDpmien:requires :he owni,r to operate ani maintain each wati,r quality tri:atmient facility identi1:ii:I1 11130 VI!,in arcorlianci, with the opera.ion 4c Maintenance Plains (D 4cM) al)(pro veli b y the Ci:y Engineeri rig Di vision. This req uiremi:nt is bin iinlg D n all current anli future Diwini,rs Df the property. New coinlac:information shall be furnished to the City Engineering Departmien:with each transfix Df ownership, as iirtaied by conditions of appro✓al for this d:velolpiment. Oper ation&Malio ten ance Plans. The DkcM plan for each farili:y is available a:the City of Lake Oswego, Engineering Di vision, 381) A Avimiuie, Dnegon,bietiwi,i:n the hours.Df 3:1)0 a.m. and i:DO p.m.,Manila y through Friday. O&M Plan MD lifications. Ain O&M plan may b:mDdililed to ailiress si te-specific conliiLions or to enhance tea nen: facilft y p:rformance. The City Engineering Di vision mum: a ppro ve D SdVM plan modifications in writi rig. ` Facility Site Plans. Site plan;for each facility may b:a vailable at the I2.ity Df Lake Oswego, En 0neering Di visiun. ISi:e plans show facility locations ',in relation ID buillling struct Hes or Dthi,r Deirmanien.monuments on the ;it:),sources of runoff centering each facili ty, and where suffac,water will be iischarg:li af:er I:avinl;each facility. City ltssi;tance: Ilam:y Berg i,s available a: '5D3I)b 75-39)1 to(provide technical assistanc:concerning water quality treatment Facili ti,s. I BIY I IGNINJ BELOW,owner accepts and agrees to the terms and conditions cootainellt in the Dpieirations& maintenance plans ant in any dioc 1 nent exec zted b v owner assioriatiltl with it. I owner's Signature: Date: Y 376 POLLUTION CONTROL MANHOLE, TRAPPED CATCH BASIN, AND DETENTION TANK OPERATIONS AND MAINTENANCE PLAN r n VL t Description: Pollution Control Manholes and Catch Basins are , , , ,+.4 .; 1 structures with baffle devices and :' ii sumps to prevent oils, fuels, ; �= grease, and sediment from N., ,,,,( reaching our rivers and lakes. 1.,_,:_,,,,"A. 4_‘-,.:., ' e-'' fit. J I! , --` w r Purpose: The purposes of Pollution Control Manholes and Catch Basins are to: ❑ Separate and trap oils (and other floating materials) and heavier sediments. ❑ Satisfy Federal, State, and local regulations requiring treatment of surface water runoff. Operation and Maintenance Activities: The owner of the Pollution Control Manholes and Catch Basins shall perform the following operation and maintenance tasks as stated in this plan. For assistance with your O&M Plan,please contact Jamey Berg at (503) 675-3991 or via email at iberg(&,ci.oswego.or.us. Inspections: Inspect facilities to assure proper operation and maintenance during: ❑ Spring (March), ❑ Fall (October), and ❑ As needed to assure proper function. ❑ Specific inspection items are listed below. Information: Education about these facilities promotes proper maintenance. ❑ Provide a copy of this 0 & M Plan to all property owners, tenants, and maintenance personnel. Reporting: ❑ Fill out and return the maintenance reporting form mailed out to property owners annually. Access: Access paths and roads provide safe and efficient maintenance to WQTF components. ❑ Remove obstacles to provide clear access. ❑ Maintain access routes in a condition to provide a safe all-weather surface. 2003 City of Lake Oswego Surface Water Management Manual Page 1 of 2 377 POLLUTION CONTROL MANHOLE, TRAPPED CATCH BASIN, AND DETENTION TANK OPERATIONS AND MAINTENANCE PLAN Inlet Grates: Grates will collect sediment and debris that could affect proper performance. ❑ Inspect inlet grates for accumulated sediment and debris. ❑ Remove debris and accumulated sediment. Outlet: The facility outlet is typically a storm drain line that collects runoff and conveys it to the downstream drainage system. ❑ Inspect the outlet for accumulated sediment and debris. ❑ Remove all debris and accumulated sediment. Sediment Accumulation: Detention tanks and sumps tend to collect sediment over time. ❑ Inspect for accumulation of sediment. ❑ Remove all sediment and debris when the accumulation exceeds one-third of the sump depth from the bottom of the sump to the invert of the lowest pipe in the structure (*See Figure 1). Any sediment detected in detention tanks should be removed immediately to insure proper functioning of the tank. ❑ Sediments may contain hazardous materials, heavy metals, or other pollutants. Properly dispose of collected sediment according to all local, State, and Federal regulations. Oils,Fuel, and Grease: ❑ Catch basins designed to retain water in order to trap floatable pollutants must be serviced annually at a minimum. ❑ Remove any collected oils, fuel, and grease and properly dispose of these materials according to all local, State, and Federal regulations. Figure 1. Typical Pollution Control Catch Basin Cross Section GRATE .A . A STREET CURB A A A Catch Basin Cleaning Vendor List IA 6.AA Metro Rooter (503) 643-7215 a - Spencer Environmental (503) 788-4612 ° ° L - River City � I ° FLOATABLE Environmental (503) 252-6144 I ° o POLLUTANTS 1 (OILS,GREASE,FUEI American Sweeping �- ' ° ETC.) Service (503) 221-1825 A • . All Vac (503) 289-4063 INVERT A ° Water Truck Services (503) 682-2723 A 4 STORM a ° WATER A ° ° SEDIMENT A ///z/ // / A A A A A ' AA 4.A A .° A. A . A ' A A 2003 City of Lake Oswego Surface Water Management Manual Page 2 of 2 378 ecliii Save Valuable Land and StormTech® Detention•Retention•Water Quality Protect Water Resources Subsurface Stormwater Management" ----..______________________=___„ ir- 111 ---�— t -�..� • - N-Ny......? , N ..ten, a ri i - _ waxa4- - r acMill 101" ;v -,� 4- j,`y �a: w-;.l�"` .„ S -.7.i.,.;;.,,-,-„L-1-,,-- _ 7v `.br .x: ,, ?. -z :s_ t'e `� • I '` - �'a+'. '� _ _ _ •" ..„-..,,,74,„-;;_,,„-A•-1 4Ff' i p f• '^"'Frye. =fit w t • k !i : 1 1 ! i. A awl._..„. r a Y . } . : ,„ \v * 'i l' .^-e. a • ,,,,,10% IsolatorRow O&M Manual -44 McMeE�n StormTech° Chamber System for Stormwater Management 379 1 .0 The IsolatorTM Row 1.1 INTRODUCTION The Isolator Row is typically designed to capture the An important component of any Stormwater Pollution "first flush" and offers the versatility to be sized on a vol- ore r Prevention Plan is inspection and maintenance. The ume basis or flow rate basis. An upstream manhole not _____ StormTech Isolator Row is a patented technique to only provides access to the Isolator Row but typically inexpensively enhance Total Suspended Solids (TSS) includes a high flow weir such that storm water flowrates removal and provide easy access for inspection and or volumes that exceed the capacity of the Isolator Row maintenance. overtop the over flow weir and discharge through a manifold to the other chambers. / � 1_ N.. The Isolator Row may also be part of a treatment train. f __ By treating storm water prior to entry into the chamber system, the service life can be extended and pollutants \' such as hydrocarbons can be captured. Pre-treatment • best management practices can be as simple as deep 7 . sump catch basins, oil-water separators or can be inno- vative storm water treatment devices. The design of the treatment train and selection of pretreatment devices by the design engineer is often driven by regulatory requirements. Whether pretreatment is used or not, the 6 Isolator Row is recommended by StormTech as an effective means to minimize maintenance requirements and maintenance costs. Note: See the StormTech Design Manual for detailed Looking down the Isolator Row from the manhole opening,woven information on designing inlets for a StormTech system, geotextile is shown between the chamber and stone base. including the Isolator Row. 1.2 THE ISOLATOR" ROW StormTech Isolator Row with Overflow Spillway (not to scale) The Isolator Row is a row of StormTech chambers, either SC-310, SC-740, DC-780 or MC-3500 models, that is OPTIONAL surrounded with filter fabric and connected to a closely PRE-TREATMENT located manhole for easy access. The fabric-wrapped chambers provide for settling and filtration of sediment STORMTECH L r as storm water rises in the Isolator Row and ultimately [ISOLATOR ROW passes through the filter fabric.The open bottom cham- bers and perforated sidewalls allow storm water to flow both vertically and horizontally out of the chambers. MANHOLE _ Sediments are captured in the Isolator Row protecting WITH — r the storage areas of the adjacent stone and chambers OVERFLOW = 4 WEIR1 from sediment accumulation. 14 Two different fabrics are used for the Isolator Row. A — 4 woven geotextile fabric is placed between the stone = ' and the Isolator Row chambers. The tough geotextile ECCENTRIC = 4 provides a media for storm water filtration and provides HEADER a durable surface for maintenance operations. It is also — v 4 designed to prevent scour of the underlying stone and — " 14 remain intact during high pressure jetting. A non-woven = ' fabric is placed over the chambers to provide a filter = , 4 media for flows passing through the perforations in the = + 1L)L 1 sidewall of the chamber. = + OPTIONAL 0 ACCESS STORMTECH CHAMBERS 380 2 Call StormTech at 888.892.2694 or visit our website at www.stormtech.com for technical and product information. 4 2.0 Isolator Row Inspection/Mainteriar a StormTech® 2.1 INSPECTION _ - The frequency of Inspection and Maintenance varies by location. A routine inspection schedule needs to be established for each individual location based upon site ...:,,,,tille — specific variables. The type of land use (i.e. industrial, ,� commercial residential), anticipated pollutant load, per- cent imperviousness, climate, etc. all play a critical role ..1101 in determining the actual frequency of inspection and maintenance practices. 4 irivi At a minimum, StormTech recommends annual inspec- s■ tions. Initially, the Isolator Row should be inspected every ,,? 6 months for the first year of operation. For subsequent years, the inspection should be adjusted based upon previous observation of sediment deposition. , The Isolator Row incorporates a combination of standard ��, manhole(s) and strategically located inspection ports (as needed). The inspection ports allow for easy access Examples of culvert cleaning nozzles appropriate for Isolator Row to the system from the surface, eliminating the need to maintenance. (These are not StormTech products.) perform a confined space entry for inspection purposes. Maintenance is accomplished with the JetVac process. If upon visual inspection it is found that sediment has The JetVac process utilizes a high pressure water noz- accumulated, a stadia rod should be inserted to deter- zle to propel itself down the Isolator Row while scouring mine the depth of sediment. When the average depth and suspending sediments. As the nozzle is retrieved, of sediment exceeds 3 inches throughout the length of the captured pollutants are flushed back into the man- the Isolator Row, clean-out should be performed. hole for vacuuming. Most sewer and pipe maintenance companies have vacuum/JetVac combination vehicles. 2.2 MAINTENANCE Selection of an appropriate JetVac nozzle will improve The Isolator Row was designed to reduce the cost of maintenance efficiency. Fixed nozzles designed for cul- periodic maintenance. By "isolating" sediments to just verts or large diameter pipe cleaning are preferable. one row, costs are dramatically reduced by eliminating Rear facing jets with an effective spread of at least 45" the need to clean out each row of the entire storage are best. Most JetVac reels have 400 feet of hose allow- bed. If inspection indicates the potential need for main- ing maintenance of an Isolator Row up to 50 chambers tenance, access is provided via a manhole(s) located long. The JetVac process shall only be performed on on the end(s)of the row for cleanout. If entry into the StormTech Isolator Rows that have AASHTO class 1 manhole is required, please follow local and OSHA rules woven geotextile(as specified by StormTech) over for a confined space entries. their angular base stone. StormTech Isolator Row(not to scale) COVER ENTIRE ROW WITH ADS 601 NON-WOVEN 15.0 TILE(OR EQUAL) - OPTIONAL INSPECTION PORT LOCATION PER MC-4500-15.0'(44 6 m)WIDE STRIP ENGINEERS DRAWING(4"[100 mm]0 PVC MAX) MC-3500-125'(3.8 m)WIDE STRIP STORMTECH END CAP SC-740 8 DC-780-8'(2.4 m)WIDE STRIP r(SC-740 SHOWN) // // // SC-310-5'(1.5m)WIDE STRIP i/ ///////////////////l//////1//////, .:. ,. ////////////////////////iiniiiiiiiwiiiil CATCH BASIN OR„ / MANHOLE / .. i . Ill Ill / / i 1=111= -11141 . ' ' ''' IillOPPIAL 0 1 0 iir4 1-11- poilvivior- _,,. , irgt.4010, 19, „onitAPI:il .A:s1X.:'.0041.7i1 :1MN•:,ik '• A lo, .„ .1gunr, . .. .„.. .„.. .AtaktigkItt. 1 Th- .4.. ...i,;:„. ,„.,..,..._, SUMPDEPTHEE, I-i _� // // III—I (=1I I„ DESIGN ENGINEEfi _ �- I \ l 111 l 1— \ II `2 LAYERS OF ADS 315ST WOVEN GEOTEXTILE(OR EQUAL) 1„ `SC-740,DC-780,MC-3500 8 MC-4500-24"(600 mm)PIPE CHAMBER(SC-740 SHOWN) BETWEEN STONE BASE AND CHAMBERS �•.• 11% ♦� SC-310-12'(300 mm)PIPE MC-4500-10.3'(3.1 m)WIDE STRIP MC-3500-8 25'(2.5 m)WIDE STRIP SC-740 8 DC-780-5'(1.5 m)WIDE STRIP SC-310-4'(1.2 m)WIDE STRIP Note: For many applications,the non-woven geotextile over the DC-780, MC-3500 and MC-4500 Isolator Row chambers can be eliminated or substituted with the AASHTO Class 1 woven geotextile. Contact your StormTech representative for assistance. Call StormTech at 888.892.2694 or visit our website at www.stormtech.com for technical and product information. 3 381 3.0 Isolator Row Step By Step Maintenance Procedures Step 1) Inspect Isolator Row for sediment StormTech Isolator Row(not to scale) A) Inspection ports(if present) i. Remove lid from floor box frame 11 sI r2 / i) / ii. Remove cap from inspection riser ,,,,,,,,,,„ ,,, ,,,,,,.,,,,,,,,,.,,,,,,,, / , „ ,.,,,,,,,, iii. Using a flashlight and stadia rod, / I / measure depth of sediment and / record results on maintenance log. iv. If sediment is at, or above, 3 inch -- ,,1EIII J proceed to step 3. B)All Isolator Rows i. Remove cover from manhole at f 1 upstream end of Isolator Row ii. Using a flashlight, inspect down Isolator Row through outlet pipe 1.Mirrors on poles or cameras may be used to avoid a confined space entry 2.Follow OSHA regulations for confined space entry if entering manhole iii. If sediment is at or above the lower row of sidewall holes(approximately 3 inches) proceed to Step 2. If not proceed to Step 3. Step 2)Clean out Isolator Row using the JetVac process A)A fixed culvert cleaning nozzle with rear facing nozzle spread of 45 inches or more is preferable B)Apply multiple passes of JetVac until backflush water is clean C)Vacuum manhole sump as required Step 3) Replace all caps, lids and covers, record observations and actions Step 4) Inspect&clean catch basins and manholes upstream of the StormTech system Sample Maintenance Log Stadia Rod Readings Fixed point Fixed point Sediment Date to chamber to top of Depth Observations/Actions Inspector bottom(1) sediment(2) (1) (2) 3/15/01 6.3 ft. none New installation.Fixed point is CI frame at grade cljm I 9/24/01 6.2 I 0.1 ft. I Some grit felt sm 6/20/03 5.8 0.5 ft. Mucky feel,debris visible in manhole and in ry Isolator row,maintenance due I 7/7/03 6.3 ft. 0 I System jetted and vacuumed djm StormTech® Detention•Retention•Water Quality Subsurface Stormwater Managements”' 70 Inwood Road,Suite 3 I Rocky Hill I Connecticut 106067 860.529.8188 1888.892.2694 I fax 866.328.8401 I www.stormtech.com StormTech products are covered by one or more of the following patents: U.S.Patents:5,401,459;5,511,903;5,716,163;5,588,778;5,839,844; Canadian Patents:2,158,418 Other U.S.and Foreign Patents Pending Printed in U.S.A. 382 ©Copyright.All rights reserved.StormTech Inc.,2011 S090809 A 1/ \ITOitili CONSTRUCTION PRODUCTS INC. StormFilter Inspection and Maintenance Procedures ...,•••'''."'s--7 , ----- .......7.---"""""-----,......... - I � � )• k -- t . .. { (I . '')., ,,. -,' - . . ,_ j t ce_ Rs ?e;' •a i. r '1 h. . • \. . 1r L • jitThe Starmwater Management StormFilter 383 Maintenance Guidelines In addition to these two activities, it is important to check The primary purpose of the Stormwater Management the condition of the StormFilter unit after major storms for StormFilter®is to filter out and prevent pollutants from entering potential damage caused by high flows and for high sediment our waterways. Like any effective filtration system, periodically accumulation that may be caused by localized erosion in the these pollutants must be removed to restore the StormFilter to its drainage area. It may be necessary to adjust the inspection/ full efficiency and effectiveness. maintenance schedule depending on the actual operating conditions encountered by the system. In general, inspection Maintenance requirements and frequency are dependent on the activities can be conducted at any time, and maintenance should pollutant load characteristics of each site. Maintenance activities occur, if warranted, in late summer to early fall when flows into may be required in the event of a chemical spill or due to the system are not likely to be present. excessive sediment loading from site erosion or extreme storms. It is a good practice to inspect the system after major storm events. Maintenance Frequency The primary factor controlling timing of maintenance of the Maintenance Procedures StormFilter is sediment loading. Although there are likely many effective maintenance A properly functioning system will remove solids from water by options, we believe the following procedure is efficient and trapping particulates in the porous structure of the filter media can be implemented using common equipment and existing inside the cartridges.The flow through the system will naturally maintenance protocols. A two step procedure is recommended decrease as more and more particulates are trapped. Eventually as follows: the flow through the cartridges will be low enough to require 1. Inspection replacement. It may be possible to extend the usable span of the Inspection of the vault interior to determine the need for cartridges by removing sediment from upstream trapping devices maintenance. on a routine as-needed basis in order to prevent material from being re-suspended and discharged to the StormFilter treatment 2. Maintenance system. Cartridge replacement Sediment removal Site conditions greatly influence maintenance requirements. StormFilter units located in areas with erosion or active Inspection and Maintenance Timing construction may need to be inspected and maintained more At least one scheduled inspection should take place per year with often than those with fully stabilized surface conditions. maintenance following as warranted. The maintenance frequency may be adjusted as additional First, an inspection should be done before the winter season. monitoring information becomes available during the inspection During the inspection the need for maintenance should be program.Areas that develop known problems should be determined and, if disposal during maintenance will be required, inspected more frequently than areas that demonstrate no samples of the accumulated sediments and media should be problems, particularly after major storms. Ultimately, inspection obtained. and maintenance activities should be scheduled based on the historic records and characteristics of an individual StormFilter Second, if warranted, a maintenance(replacement of the filter system or site. It is recommended that the site owner develop cartridges and removal of accumulated sediments)should be a database to properly manage StormFilter inspection and performed during periods of dry weather. maintenance programs. Prior to the development of the maintenance database,the following maintenance frequencies should be followed: Inspection One time per year After major storms / Maintenance As needed, based on results of inspection (The average • maintenance lifecycle is approximately 1-3 years) Per Regulatory requirement In the event of a chemical spill •% • Frequencies should be updated as required.The recommended Y��_.•. initial frequency for inspection is one time per year. StormFilter • units should be inspected after major storms. 384 2 Sediment removal and cartridge replacement on an as needed 7. Remove safety equipment. basis is recommended unless site conditions warrant. 8. If appropriate, make notes about the local drainage area Once an understanding of site characteristics has been relative to ongoing construction, erosion problems, or high established, maintenance may not be needed for one to three loading of other materials to the system. years, but inspection is warranted and recommended annually. 9. Discuss conditions that suggest maintenance and make decision as to weather or not maintenance is needed. Inspection Procedures Maintenance Decision Tree The primary goal of an inspection is to assess the condition of The need for maintenance is typically based on results of the the cartridges relative to the level of visual sediment loading as inspection. The following Maintenance Decision Tree should be used as it relates to decreased treatment capacity. It may be desirable to a general guide. (Other factors,such as Regulatory Requirements, may conduct this inspection during a storm to observe the relative need to be considered) flow through the filter cartridges. If the submerged cartridges • __ are severely plugged,then typically large amounts of sediments 7.-- will ,will be present and very little flow will be discharged from the x i- ; drainage pipes. If this is the case,then maintenance is warranted 21111 - and the cartridges need to be replaced. t a Warning: In the case of a spill, the worker should abort - inspection activities until the proper guidance is obtained. Notify the local hazard control agency and CONTECH Construction Products immediately. ktot, To conduct an inspection: Important: Inspection should be performed by a person who is familiar with the operation and configuration of the StormFilter treatment unit. • 1. If applicable, set up safety equipment to protect and notify ,; surrounding vehicle and pedestrian traffic. 2.Visually inspect the external condition of the unit and take 1.Sediment loading on the vault floor. notes concerning defects/problems. a. If>4" of accumulated sediment, maintenance is required. 2.Sediment loading on top of the cartridge. a. If>1/4" of accumulation, maintenance is required. t ~--- 3.Submerged cartridges. '•� a. If>4" of static water in the cartridge bay for more a • ,' that 24 hours after end of rain event, maintenance is roti.' r `' required. 4. Plugged media. a. If pore space between media granules is absent, • ' 4fr� maintenance is required. 5. Bypass condition. 4 1 _ a. If inspection is conducted during an average rain fall event and StormFilter remains in bypass condition ra' (water over the internal outlet baffle wall or submerged y . +r � _„ __ cartridges), maintenance is required. 3.Open the access portals to the vault and allow the system vent. 6. Hazardous material release. 4.Without entering the vault,visually inspect the inside of the a. If hazardous material release(automotive fluids or other) unit, and note accumulations of liquids and solids. is reported, maintenance is required. 5. Be sure to record the level of sediment build-up on the floor of 7. Pronounced scum line. the vault, in the forebay, and on top of the cartridges. If flow a. If pronounced scum line(say >_ 1/4"thick) is present is occurring, note the flow of water per drainage pipe. Record above top cap, maintenance is required. all observations. Digital pictures are valuable for historical documentation. 8.Calendar Lifecycle. 6.Close and fasten the access portals. a. If system has not been maintained for 3 years maintenance is required. 385 3 Assumptions f • • No rainfall for 24 hours or more • No upstream detention (at least not draining into StormFilter) - _ , • Structure is online • Outlet pipe is clear of obstruction 't `�I : 4 • Construction bypass is plugged di 4 t4 ,'‘, # e , , Maintenance s-- _, .. , Depending on the configuration of the particular system, maintenance personnel will be required to enter the vault to _ perform the maintenance. a �p. Important: If vault entry is required, OSHA rules for confined �� space entry must be followed. - — • c - '. e' ; • .} f J R 4111,-- . Y.-. Filter cartridge replacement should occur during dry weather. It may be necessary to plug the filter inlet pipe if base flows is 'fi , d "' e Prig*HH/Ifi/�r/ occurring. } 3, 1f% ;„ Replacement cartridges can be delivered to the site or customers L' facility. Information concerning how to obtain the replacement —• , \ 1. cartridges is available from CONTECH Construction Products. li' I : t Warning: In the case of a spill,the maintenance personnel �'� �i should abort maintenance activities until the proper i guidance is obtained. Notify the local hazard control - agency and CONTECH Construction Products immediately. To conduct cartridge replacement and sediment removal -4 maintenance: Important: Note that cartridges containing leaf media (CSF)do 1. If applicable, set up safety equipment to protect maintenance not require unscrewing from their connectors.Take care personnel and pedestrians from site hazards. not to damage the manifold connectors.This connector 2.Visually inspect the external condition of the unit and take should remain installed in the manifold and could be notes concerning defects/problems. capped during the maintenance activity to prevent sediments from entering the underdrain manifold. 3.Open the doors(access portals)to the vault and allow the system to vent. B. Remove the used cartridges(up to 250 lbs. each)from the 4.Without entering the vault, give the inside of the unit, vault. including components, a general condition inspection. Important: Care must be used to avoid damaging the 5. Make notes about the external and internal condition of cartridges during removal and installation.The cost of the vault. Give particular attention to recording the level of repairing components damaged during maintenance sediment build-up on the floor of the vault, in the forebay, will be the responsibility of the owner unless CONTECH and on top of the internal components. Construction Products performs the maintenance activities 6. Using appropriate equipment offload the replacement and damage is not related to discharges to the system. cartridges(up to 150 lbs. each)and set aside. C. Set the used cartridge aside or load onto the hauling 7. Remove used cartridges from the vault using one of the truck. following methods: D. Continue steps a through c until all cartridges have been Method 1: removed. A. This activity will require that maintenance personnel enter the vault to remove the cartridges from the under drain Method 2: manifold and place them under the vault opening for A. Enter the vault using appropriate confined space lifting (removal). Unscrew(counterclockwise rotations) protocols. each filter cartridge from the underdrain connector. Roll the loose cartridge, on edge,to a convenient spot B. Unscrew the cartridge cap. beneath the vault access. C. Remove the cartridge hood screws(3) hood and float. Using appropriate hoisting equipment, attach a cable D. At location under structure access,tip the cartridge on its from the boom, crane, or tripod to the loose cartridge. side. Contact CONTECH Construction Products for suggested 386 attachment devices. 4 Important: Note that cartridges containing media other than the leaf media require unscrewing from their threaded connectors.Take care not to damage the manifold connectors.This connector should remain installed in the manifold and capped if necessary. D. Empty the cartridge onto the vault floor. Reassemble the empty cartridge. 1 INN .. , , E. Set the empty, used cartridge aside or load onto the hauling truck. . F. Continue steps a through e until all cartridges have been ____ removed. _ ,. ' MI — . _ j - i . . . - IP - _ _ ' 4131111riiuiu 4 ,n_ Cra .. -:...l - ' ' - et 8. Remove accumulated sediment from the floor of the vault and from the forebay.This can most effectively be accomplished by use of a vacuum truck. 9. Once the sediments are removed, assess the condition of the fi vault and the condition of the connectors.The connectors x are short sections of 2-inch schedule 40 PVC, or threaded = - r schedule 80 PVC that should protrude about 1" above the "-- •. floor of the vault. Lightly wash down the vault interior. ` a. Replace any damaged connectors. 10. Using the vacuum truck boom, crane, or tripod, lower and install the new cartridges. Once again,take care not to damage connections. 11. Close and fasten the door. 12. Remove safety equipment. 13. Finally, dispose of the accumulated materials in accordance with applicable regulations. Make arrangements to return the used empty cartridges to CONTECH Construction Products. 387 5 Related Maintenance Activities - Material Disposal Performed on an as-needed basis The accumulated sediment found in stormwater treatment StormFilter units are often just one of many structures in a more and conveyance systems must be handled and disposed of in comprehensive stormwater drainage and treatment system. accordance with regulatory protocols. It is possible for sediments to contain measurable concentrations of heavy metals and In order for maintenance of the StormFilter to be successful, it organic chemicals (such as pesticides and petroleum products). is imperative that all other components be properly maintained. Areas with the greatest potential for high pollutant loading The maintenance/repair of upstream facilities should be carried include industrial areas and heavily traveled roads. out prior to StormFilter maintenance activities. Sediments and water must be disposed of in accordance with In addition to considering upstream facilities, it is also important all applicable waste disposal regulations. When scheduling to correct any problems identified in the drainage area. Drainage maintenance, consideration must be made for the disposal of area concerns may include: erosion problems, heavy oil loading, solid and liquid wastes.This typically requires coordination with and discharges of inappropriate materials. a local landfill for solid waste disposal. For liquid waste disposal a number of options are available including a municipal vacuum truck decant facility, local waste water treatment plant or on-site treatment and discharge. .4M RECYCLED `g1 PAPER i%1).* i rWfl CONSTRUCTION PRODUCTS INC. 800.338.1122 www.contech-cpi.com Support • Drawings and specifications are available at contechstormwater.com. • Site-specific design support is available from our engineers. ©2009 CONTECH Construction Products Inc. CONTECH Construction Products Inc. provides site solutions for the civil engineering industry. CONTECH's portfolio includes bridges, drainage, sanitary sewer, stormwater and earth stabilization products. For information on other CONTECH division offerings,visit contech-cpi.com or call 800.338.1122 Nothing in this catalog should be construed as an expressed warranty or an implied warranty of merchantability or fitness for any particular purpose. See the CONTECH standard quotation or acknowledgement for applicable warranties and other terms and conditions of sale. The product(s)described may be protected by one or more of the following US patents: 5,322,629;5,624,576;5,707,527;5,759,415;5,788,848;5,985,157;6,027,639;6,350,374;6,406,218; 6,641,720;6,511,595;6,649,048;6,991,114;6,998,038;7,186,058;related foreign patents or other patents pending. 388 Inspection Report Date: Personnel: Location: System Size: System Type: Vault Cast-In-Place Linear Catch Basin Manhole Other Date: Sediment Thickness in Forebay: Sediment Depth on Vault Floor: Structural Damage: Estimated Flow from Drainage Pipes(if available): Cartridges Submerged: Yes No Depth of Standing Water: StormFilter Maintenance Activities(check off if done and give description) Trash and Debris Removal: Minor Structural Repairs: Drainage Area Report Excessive Oil Loading: Yes No Source: Sediment Accumulation on Pavement: Yes No Source: Erosion of Landscaped Areas: Yes No Source: Items Needing Further Work: Owners should contact the local public works department and inquire about how the department disposes of their street waste residuals. Other Comments: 389 Review the condition reports from the previous inspection visits. StormFilter Maintenance Report Date: Personnel: Location: System Size: System Type: Vault Cast-In-Place Linear Catch Basin Manhole Other List Safety Procedures and Equipment Used: System Observations Months in Service: Oil in Forebay: Yes No Sediment Depth in Forebay: Sediment Depth on Vault Floor: Structural Damage: Drainage Area Report Excessive Oil Loading: Yes No Source: Sediment Accumulation on Pavement: Yes No Source: Erosion of Landscaped Areas: Yes No Source: StormFilter Cartridge Replacement Maintenance Activities Remove Trash and Debris: Yes No Details: Replace Cartridges: Yes No Details: Sediment Removed: Yes No Details: Quantity of Sediment Removed (estimate?): Minor Structural Repairs: Yes No Details: Residuals(debris, sediment) Disposal Methods: Notes: 390 MACADAM FORBES, INC. Licenses Real Estate Broker NINTH ADDENDUM TO PURCHASE AND SALE AGREEMENT MODIFIED JULY 22, 2013 FOR: PURCHASE AND SALE AGREEMENT DATED: December 19, 2005 BY AND BETWEEN SELLER: Turco Engineering,Inc. PO Box 1545 Lake Oswego OR 97035 BUYER: MPD,LLC 290 SW Santana PL. Portland OR 97225 PROPERTY: 17280 SW Boones Ferry Rd, Lake Oswego OR 97035 AGREEMENT This is an Addendum to the above referenced Purchase and Sale Agreement between the parties which shall formalize the mutual agreement of the parties to modify that Purchase and Sale Agreement. All terms, conditions and items set forth in the Agreement, and subsequent Addendums, shall remain in full force and effect with the exception of the following agreed upon modifications which are hereby agreed to between the Parties: 1.) The premises will be positively impacted with a joint access point easement with the adjacent Goodwill Industries property. The affect on the premises will total approximately 1,323 SF in size (0.030 acres) as per the attached exhibit. Full build out of the easement roadway shall be delayed until the existing tenant, R & M Marine, lease is terminated and they vacate the premises. The completed build out cost shall be included into any new site development expense. 2.) In an effort to minimize impact on R&M Marine site utilization, Goodwill Ind. agrees to improve only the Boones Ferry curb cut of about 13.5 feet which narrows down to about 3 feet from the existing fence line representing back about 91 feet from Boones Ferry Rd. The immediately improved area will be +1- 350 Feet. The access roadway improvements will be made sometime between November 2013 and April 2014 and thirty day notice of construction start will be provided to the tenant by Goodwill. Full and completed build out of the joint access easement will occur after tenant vacancy and site redevelopment approval. 1 391 Signature Page The undersigned Buyer and Seller do hereby acknowledges receipt of a copy of this Addendum and agrees to the specified modifications to the Purchase and Sale Agreement upon the terms and conditions set forth and as modified by this Addendum. Agreed and Accepted SELLER: Turco Engineering, Inc Dated: 7" ,S`' 7-3 :4 By: Ernie Thoreen, Pres. Agreed and Accepted: BUYER:MPD,LLC tad Dated: 7 By: Michael P Duyn,Managing Member CONSULT YOUR ATTORNEY --This document has been prepared for approval by your attorney. No representation or recommendation is made by Broker as to the legal sufficiency, or tax consequences of this document or the transaction to which it relates. These are questions for your attorney and financial advisors. 2 392 SURVEY LEGEND-EXISTING FEATURES ` f`:>74 '. —ss-55— SANRAFIY SEWER UNE —52 Sb STORM DRAIN LINE Ill F REGISTERED /v G c- GAS LINE PROFESSIONAL a� � t -W w- WATER LINE LA .! _ YO' '' 4 fJ �y ,�-123 •l �oI'I al— OVERHEAD UTILITIES LINE �. a '� fly)• CQII COMMUNICATIONS LINE �r `i ---E €— ELECTRIC LINE eauF• E �o� °�,� FIRE DEPARTMENT CONNECTION JOHN R. WADE /// 1"=40' FIRE HYDRANT 59995 L5 /b' c°`� ..-,�' 4 WATER METER/SERVICE EXPIRES.' O6/3D/74 \\ , /` \ . • C7 CATCH BASIN I AREA DRAIN // Q c � L94'40 ' d SANITARY SEWER MANHOLE �{/ c,„e ` a Aq � UTILITY POLE / a ¢-1 AW J LITR.rTY GUY WIRE P/7/// // / ��✓$• a� +-,AA/ UTILITY/LIGHT POLE , +s ���' `�a LIGHT POLE WITH ARM ��/ 'b� !4�` IJ c EXISTING TREE DESC. TELEPHONE MANHOLE F\ % \, SPT-16 COMMUNICATIONS PEDESTAL \\ ` 17280 Scones Ferry Road m ` I ` / e /4 Remainder after Dedication T TREE TRUNK El Y ® GAS METER/SERVICE r / / ABEREVIATION SIZE(S) I /,/,,,,' ` /-,,,'''''../\ E c—�c� 44,020.72 S.F./1.01 Acres INCHES ,/ // ez ,' DECIDUOUS THEE { AF-2/10 m 0 EVERGREEN TREE Dedication Area / f% ry • W N 1531.97 S.F..F,/ f L=15.85' DEB I AP APPLE TREE �f 0.04 acres,/A R-90'p� a - DE DECIDUOUS TREE /J‹,, %��6=90°4T56^ El FIR TREE CH=504°54'17'W SANITARY MANHOLE /°`'�/'!4 14.24' # /f.. DE-12 RIM EL=152.86” � DE-24 L=73.66' 6 „ t�A� 4 R=90°50' rti 6=$6°53'44" I+ °y �`/N87°23'25'W. 1 CH=S63°56'33°E + Y8 w 12.08' 71.62' II _ ___ T-'I N87°23'25`W 219.42' DE-12 IJJ DE-1 G W I . J/ G "s' -"�1��y1y" G W C a�z." / � ss--u�_ _�s5mss—__�.—,ss�_ss-�5 ----7—SS.-------5-5-77---5 -_-sL .__t`�„w � e ROSEWOOD STREET ss~ssssss-� � �s L a66—go-- 16-------5L' ,yrt@ aH--bHOH ROSEWOOD br RIM RITirs=1"1 55----ss—�s�ss-mss_ CATCH BASIN / ���uH� G o RIM EL=152.53' DE-15 FI-36 ''FI-12 cH_�-9N�oN--oH-- CATCH UASIN Fl-10 ./.. f:1-1-24\\\ RIM EF150.94' \� IE OUT(W)-149.59' F1-38FI-4 FI-3d AREA OAAIN J - - - k G DE-1. AIM EL=160.33' . \\�l , AREA WITH UTILITIES SITUATED IN THE NORTHWEST 114 OF �.�-J.. SECTION 15,T.15.,R.1 E„WILLAMETTE .�`'-v/ MERIDIAN,CRY OF LAKE OSWEGO +-, r CLACKAMAS COUNTY.OREGON. I,`. I 1\t BU MIT dm 06/25/13 LAND SLIRVEYORS_ 12562. SW MAIN STREET, SUITE 240 220-001 TIGARD, 0R 97281 PHONE &fAX 503.928.5583 MIKEDUYN www.summillandsurvayors-corn e W CD W I, 26'-0" ,, SHARED ACCESS , \ / s.• /////jJorAr ' : -� I P 1 H H I I/ 27'—O" //f, ti'V‘'' ///i 13'-6"/, -I- rl 32 3 sA .,, PROPOSED SHARED ACCESS EASEMENT _ 1 7 (F I c-) O ar- //I/24' '''.. Ytr...\ E3 y/ cV /f 1 PROPOSED EASEMENT `�`�' 1 SCALE: 1"=2a'-0" V- lir D: a-sp-shared access SPROPOSED HARED ACCESS ISSIIEOJREVISED DATE GOODWILL INDUSTRIES EASEMENT ORIGINAChl L K�oeria GOODWILL LAKE GROVE AHC GW 12059 ...: EXHIBIT n.��. _ A103 ° °q' ' e , G43SIXTI_HEADDI�ARTERS eBAYSINGER PARTNERS ARCHITECTURE PC 1943 SIXTH AVE 1006 SE Grand Ave.,Suite 300,Portland,OR 97214 I�y�, I I tl I: 6i "" n"- PORTLAND,OR 97214 Phane:503-546.1600 Fax:503-546-1601 DESIGN REVIEW o" a""" °'° ° r nny a °rt�rs � ,�"•.� €oartneytn@SnyslagerFarmers.(osn PARI III I,`, 394 26'-0" t, , 1 SHARED ACCESS ± 3 5.0 3X -\ /1 x W\\\\,- , I I I ':r I I I X i - I �'—(2) BIKE C o PARKING - t ir,�i - c'1 SPACES oa ®lo, I _ C� 1 1 - 1 GOODWILL. . ac) 3'-0" 13'-0" Co w 0 C FROM PROPERTY 1 ' L 1 ,057 SF . rn LINE TO FENCE I 0 zo .f T1 0 IF k BOAT I ul 7 11 STORAGE 5,-2„ 5-2" 26'-0" 0 24'-0" C I � 32' 32' 32' MAX- ; , LENGTH iolopo, ../(// TRAILER ��� ` C SHOWN © "7, 16'-0" ,3'-0" , 1 TYP' \SS:b*\\\/ ///\\\ , \° \ � I- 04 5 ( ' SITE PLAN �o1''. 10 SCALE: 1"=20'-0" 1D: a—sp—phase#1 SITE PLAN ISSUED f REVISED DATE GOODWILL INDUSTRIES PHASE#1 = _ ORIGINAL ISSUE DATE:07.152913 GOODWILL LAKE GROVE ADC GW 12059 DRAWN BY:CAI CHME'DBY:J8 — q, - ,..„.,..7,7...,_,..,=, "a=;", =",:1 ",t;7 ' BAYSINGER PARTNERS ARCHITECTURE PCA101 a . , GOODWILL HEADDUARTERS r::,==:=1:,, 1943 SIXTH AVE 1006 SE Grand Ave.,Suite 300,Portland,OR 97214 PORTLAND,DR 97214 Phone:503-546-1600 Fox 503-546-1601 OES1GfdREVIEW ea.0""'".".a,.�a.,;�'°.�r..., I�1xr`Ilil•[k. afn..w=Ew.aipom m.. .„a,.m-0n:.n.� n a4 _��•� �„rte...�� [ourineym @BnysingerPartners.rarn IA k I I I R Ai`, 395 . 26,-0„ ' SHARED ACCESS \ / T. I 11=li I I I'cam 11 . 1 1 1 ... cl (2) BIKE 1 ,_„_,, / .o PARKING CO I sa 1, 1 �_ _ cv SPACES s ,13'-0"rII 13" H x a� �_==- /1 l GOODWILL •_ T a- W p C Q LSI 0 z� L� o == — IT' ''—'41 LI — Zt,1 _ �,_.. Z E F- 1 Ii 1'cr I� cii l C w 0 0 ==�„ p a (fes===— \� _ �5'-2" 5'-2"� [- LL©p Z r1 i , 26'-0„ ' \ 0 24'—0" i= ILIF I \\\.„ t 0_1. 32, 32' 0—z m32' MAX A E -..\\,... LENGTH .�. C TRAILER _ SHOWN o Z, 16'-0" —0" .4-\ \N . <",..-.2 O ! ° N 1— N 5 1 SI IL PLAN °,+ i v SCALE: 1"=20'-0" *AI' 10: a—sp—phase#2 SITE PLAN ISSUED/REVISED BATE GOODWI LL INDUSTRIES _ PRASE#2 ORIGINAL ISSUE DATE:07.15.2013 GOODWILL LAKE GROVE ADC GW 12059 - — HAWN 011.N CHECKED BY.JR ° t117 ry BAYSINGER PARTNERS ARCHITECTURE PC Al(lrJ ' 'ay h W • GDOBWPLI HEADQUARTERS UL 1943 SIXTH AVE 1006 SE Grand Ave.,Suite 300,Portland,OR 97214 ..... ''• PORTLAND,0097214 Phone:503-546-1600 Eax:503-546-1601 PAY'JIII'ER DESIGN REVIEW ," ' •" .� °b•��°" o °���� :� s wurineym@0aysingerParmerscorn I'AI;I Ill I;`, 396 FIFTH AMENDMENT TO LEASE DATED July 22,2012 BETWEEN: R& M Marine,Inc. ("Tenant") Attn.Mike Dennis AND: MPD,LLC ("Landlord") Attn: Mike Duyn This Addendum to Lease ("Addendum") is hereby incorporated into and made a part of the Lease between MPD, LLC as "Landlord" and R & M Marine, Inc as "Tenant" dated November 10, 2006 , and expires February 28, 2010, which pertains to the Premises commonly known as 17280 SW Boones Ferry Rd in Lake Oswego Oregon.("Lease"). Except as expressly modified herein, all terms, covenants, conditions, representations, and warranties set forth in the Lease shall remain in full force and effect between the parties. The Landlord and Tenant have agreed to the following lease modifications: 1.) The Lease premises will be impacted with a joint access point easement with the adjacent Goodwill Industries property. It will be approximately 1,323 SF in size (0.030 acres) as per the attached exhibit. Full build out of the easement roadway shall be delayed until R & M Marine lease termination and vacancy. 2.) In an effort to minimize impact on R&M Marine site utilization, Goodwill Ind. agrees to improve only the Boones Ferry curb cut of about 13.5 feet which narrows down to about 3 feet from the existing fence line representing back about 91 feet from Boones ferry Rd. The improved area will be +1- 350 Feet. The access roadway improvements will be made sometime between November 2013 and April 2014. Thirty day notice of construction start will be provided to you by Goodwill. • IN WITNESS WHEREOF, Tenant has executed this Addendum to Lease with the condition that it will be countersigned by the Landlord by August 1,2013. TENANT: R& M Marine, Inc. By: 1#0 Title: Mike Dennis,Pres. Date: 945"/"..., LANDLORD: MPD, LLC By: Title: Mike Duyn Date: 7/ 1 397 W CD CO 4 rt SURVEY LEGEND-EXISTING FEATURES-, /o' ./7, —ss ss--- SANITARY SEWER.LINE —so—SO— STORM DRAIN LINE REGISTERED as v c G— GAS LINE PROFESSIONALS -� �+ —w w— WATERLINE LA EY0 � ® '�12 © SR �'T —rel pi— OVERHEAD UTILITIES UNE E. J G / GOBI - - COMMUNICATIONS LINE /j —r E— ELEOTRICLINE `"E � p\\� ` y°�4a dRUARx OB.2AD �`\.f� ,h 111, FIRE DEPARTMENT CONNECTION JOHN R. WADE . //f//S"..\ 7 FIRE HYDRANT 59999 LS J G ��NLS" ` WATER METER/SERVICE EXPIRES' O8',/3f11IC \\ \'°� ❑ CATCH BASIN(AREA ORAfN ..,,°//c' /"�/G Q f/� ` �'l^^ p� © SANITARY SEWER MANHOLE / j 4,OY' / �.A)' `T� UI1LITY POLE �C�'l o h. . 7 UTILfY GUY WIRE 1/. / �CT� 4 r' PO UTILITY/LIGHT POLE s�,r H �3 ge a . LIGHT POLE WITH ARM �� /` eQ� EXISTING TREE DESC. el TELEPHONE MANHOLE / FN / ,,,,,"/ \ "N SP-'16 ® COMMUNICATIONS O PEDEsrAL �/ 4 \ 17280 Scones Ferry Road m '- i . Remainder after Dedication n TREE TRUNK Y ry9 GAS METER/SERVICE - 7 � ABBREVIATION SI2E(Sj /J/ f 44,020.72 S.F./1.01 Acres C INCHES�� £r// E E,1._, � v `c� DECIDUOUS TREE // Dedication AreaF. AP 2/10 EVERGREEN TREE / / 1531.97 S.F./ / L-15.86 '� Ra10.00' ° DE APPDECIDUOUS TREE �7° 0.04 acresO� AP DECIDUE REE CH SO4°5' FI RR TREE G CH=SO4°54'17"w SANITARY MANHOLE / 14.2A' DE-12 RIM EL=152.85' „,,/,/ / _ 0E-24 L=78.66' ty ,Gj/ ,A." a e R=40.53' !// A-48°53'44" `u -CH=S63°56'33'✓= �,. afN87°23'254V .':112.111 71.62 v •,.F N87°23'25'W 219.42' 0E-1 Id 0E-12 G c` G-----C------G W W r[x�. S---SSS-S G G WG VA -- 4n.e1 G- 55---,55-�sS�Ss�_ W �W c GNy, • Ngo ssss,__ss�3s���55-�_ �I'IY ,,. � - -�-�we--_ / / 6 aH----sr-"---2=-#6----0. f1aSEWOC]Q STREET x~55—SSS�SS� u` �y rr-"-- l� as--_ � �`SANRAHY MANHOLE — ,'--ss�ss� • 5® SA OHS Ir��`._aH�pR RIM EL=151.01' ss�, Ae CATCH BASIN aH4H�Q G RIM EL=152.53' OF-15 FI-36 � FI-12 GP�a-"OH--OH_ aH� CATCH BASIN 0 FI-10 • // RIM EL=150.94' FI-36 0 /� G IE OUT(W)=149.69' -1 AEE- 50.35 FI-2A R-24 OE-1: FI-30 RIM EL=150.33' I . AREA WITH UTILITIES SITUATED IN THE NORTHWEST 1!4 OF SECTION 18,T.1S.,R.1E.,WILLAMEI IE4,,,-,--4-----. MERIDIAN,CITY OF LAKE OSWEGOr t CLACKAMAS COUNTY,OREGON. j i%l 06/25/13 \,Li LANE] SURVEYORS 12555 SW MAIN STREET, SUITE 240 220-001 TIGARG, OR 17251 rRVxvn me - PHONE& FAX: 503.526.553:1 MIKE_DUYN www.summillandsurveyors.corn / 26'—O" SHARED / ACCESS r x II ;� II � x — -(2) BIKE Q -- — 'i - 7 I `� SPACES X, fi I - >: l GOODWILL. _ ; 3'—O" ,. 13'-10" co Ir FROM PROPERTY 1 "'' 1 , 057 SF I-) wd TO FENCE I (7). - LINE — Q , > 127'-4„ 3II -� _ - --117 L. �11I41 F U�l BOAT 111 ljV, STORAGE > _ / \ T .. 26' 0" ii 24'-0" 1 32, 2 32' 32' MAX LENGTH r .A • , 2, C TRAILER SHOWN o .,/. 16'-0" 0-0>, a- 4' ,, 1 TVP 4\1110'\,,,..\\ 0"->-, 'i7) I- 0 / //\, \ SITE PI A\ 41/05/>„. Q SCALE: 1"=20'—O" ID: a—sp—phase#1 ^ 1 SITE PLAN ISSUED IREVISED DATE GOODWILL INDUSTRIES __ PHASE#] ORIGINAEISSUE DATE:07.35.2013 GOODWILL LAKE GROVE ADC GW 12059 DRAWN BY:CM CHECKED BY:IB z.v. BAYSINGER PARTNERS ARCHITECTURE PC A101 'dfi """m°"' GOO 3SIXTLHEADQUARTERS ^: ., 1006 SE Grand Ave.,Suite 300,Portland,OR 97214 o ',,,,,,„R 1443SIXTNAVE I•i1Y`IIII�EI{, DESIGN REVIEW x:',1',thea inw ';! pan lorom PORTLAND,OR 97214 Phone:503-546-1600 Fox:503-546-1601 e+a'���;e:aoR�;R':;:hGanu:4°a. marineym@Baysinpi-Patin ers.rgm P'111,: 1!I k' 399 26',0» SHAD A CCAS P" P. ri , , ,,,,,, iii....., , , i r. 27'.--.0"� 3.23 �rJ'—s'- S /�� �3',6» i ACCESS Ea SNARED to" ;' SEENr Zo rn 7 4111'704' , 5 7. EA S Ei/tcl V T SHARED 0p 1QO PROPOSEDSCq�E' »=2D'—Q» ( )-3.- la SP`sh4fedoccess PROPOSED ISSUED/REVISED DATE GOODWILL INDUSTRIES NT : 58DArF Gooow/SUE Ex / 0":« %°. ;: OOOD 7006 SF Sule 30 �nloC�TOURRgE7?PCPhone co: �n�.4�6-@rboB0oysiD9eFparme6•rom7 ;Ill'•11u°ih,:,i,:iii:;,17.7:,:t: XTHAVE DESIGN REW oa " �"�.i' pORTIANqOR HEADQUARTERS271 400 LE 26'-0" ,, SHARED ACCESS \ / I I ! :� I I — 1 _ ` ,,,. 1 (2) BIKE � _ 7 1 r� PARKING ' ��J �N SPACES — en I1 i i Il, , 13'-0" 13'-0'' f. � - a=- u (7,____ it - - ���__ � Go0DW�LL. _ c --�' � ,C57 SF . >Q LLJ a� zLi, i u0 z C�LLI w �Ei� E Cl- w Li = _ =; „ DoLt !( \\ I e[7 1— Ea `_==—= \ 5-2, 6 -2„ - z z - I / , \ o o L� 26'-0" 0 24'-0„ EdEn° < di .\`.--_- 09=a s 0_I.<¢ 32' 32 ce-3c. >- ---- - t 0-Z- CO 32' MAX LENGTH- C TRAILER `- SHOWN16'-0" }3'-0 N 1TYP` 1" • ff/. 7\ ID I\ , F \< ° 5' — \4410 SCALE: "1"-=20'—a" I ID; a—sp—phose#2 SITE PLAN ISSUED/REVISED DATEPHASE#2 GOODWILL INDUSTRIES ; GRIGINALiSSUEDATE:07.15.2013 GOODWILL LAKE GROVE ADC GW 12059 --` CRAM BY:CM CHECKED M 38 BAYSINGER PARTNERS ARCHITECTURE Al 02 1 7 •,I°tFril ,ii GOODWILL PC lJL ";,9o;,i ` FF:"'�°V10065E Grand „ 1943 SIXTH AVEAYEAve.Suite 300 Portland DR 97214 .�e .....,,,,,i. Phone:503-546-1600 Fax:503-546-1601 [:AY'-I I[L.E -�ba••��a•���•�M PORTLAND, DESIGN REVIEW .ta ;'Pe„;'., ;°„ ;o'pG rourtneym@OaysingerPartners.rom I AFl IIII !i`1 401 0 0 Dtpi, Fire Marshal's Office Memorandum P.O. Box 369 , Lake Oswego, OR 97034 0 0596-7 503 635-0275 EST.1910 Zoutendiik@cLoswego.or.us To: Johanna Hastay, Associate Planner From: Gert Zoutendijk, Fire Marshal Date: September 6, 2013 Subject: LU 13-0043, 17150 Boones Ferry Road Plans Received Date: August 30, 2013 ACCESS Access is adequate for emergency vehicles. WATER FLOW FOR FIRE PROTECTION Hydrant location and water flow for fire protection are adequate. 403 RECEIVED FEB 1 3 2013 �AYSINGER city of Lak9 on6go Community rrr rnerl ,t. ARTNERS .1, �r February 13, 2013 The City of Lake Oswego Johanna Hastay Planning Department PO Box 369 City Hall, 380 A Avenue Oregon City, OR 97034 RE: Follow-up to Pre-application meeting: Use Interpretation Dear Johanna This letter is in follow-up to our pre-application meeting and your subsequent email on December 26, 2012 for Goodwill Industries' proposal to construct an approximately 1,100 square feet donations center and up to 5,000 square feet of new shops building at 17150 Boones Ferry Road (tax lot 04000, map 21E18BA). As you recall, the donation center lead to a bit of discussion on its classification and where it fit within the allowed uses of the zone. This letter is to provide more information on the proposed building to illustrate that the requested use is allowed within the IPO zoning designation for this site as industrial warehousing and processing and how it does not classify as a reverse distribution center, as suggested by the City. Goodwill Industries is a non-profit business whose mission is to change lives and give back to the community by providing vocational opportunities to people with barriers to employment. Their education programs and job training opportunities are made possible primarily through the donation of goods within the communities they serve. Goodwill owns and operates 60 attended donation centers, similar to what is being requested here, in order to receive and process donations. Donations centers are small stand-along processing centers which take in community donations, process the goods and ready them for transfer to another Goodwill facility. Access to these buildings is limited to employees only; no retail services operate from these facilities. Processing begins with the sorting of sellable goods from those destined for recycling. Sellable goods are loaded on a truck for transfer to a local retail facility. Those items deemed insufficient for sale are further processed, broken down and sorted into various recycling categories (cardboard, paper, hard plastic, plastic bags, etc.). These items are loaded on a truck for transfer to one of Goodwill's four outlet centers. These independent donation center locations are categorized as F-1 Moderate Hazard Industrial Baysinger Partners Architecture PC formerly CSCB Architects PC 1006 SE Grand Ave.,Suite 300 Portland OR 97214 593-546-1600 503-5464601 www.RaysingerPartners.com 405 use for building code analysis, egress analysis and SDC fee assessment and are therefore an iindustrial use. Table 50.03.002-2: Commercial, Mixed Use, Industrial and Special Purpose Districts Use Table in the Lake Oswego code states under Industrial/Manufacturing Uses "facilities for the manufacturing, warehousing, processing or assembling of products" are permitted outright within the IP and IPO districts. As described above, the independent donation center we are proposing is categorized for all purposes, including building code analysis, egress assessment and SDC fee calculation as industrial, category F-1, and their primary function is the processing of goods. The City, prior to the pre-application meeting, concluded the proposed use was most similar to a "reverse distribution center"; terminology which is undefined in the City code. Our understanding of a "distribution center" is a facility that receives, stores and ships finished packaged products to multiple independent retail facilities or purchasers. A standard "distribution center" does little or no sorting or"processing" of goods or disposal of unusable items as the goods they receive are finished manufactured products. Goodwill on the other hand has no control over the goods they receive or their condition. For this reason, the primary function of the donation center is to sort or "process" the items received. The processing, as described above includes multiple levels of sorting as well as a small bit of warehousing only in that they store items on a trailer until that trailer is full and ready to be transferred to another Goodwill location. Materials gathered here are not shipped to a myriad of locations or purchasers; they are taken either to a single nearby Goodwill retail building or a Goodwill recycling center. The high volume of processing, along with the concurrent vocational training provided, is not aspects of a traditional distribution center or reverse distribution center. This coupled with the building code categorization of F-1 Industrial fully supports the proposed use as Industrial Processing, not reverse distribution center, and is a use allowed within the sites IPO zoning. We are pleased to know, from your last communication, that the city is open to reviewing their initial interpretation of our use and trust the above information has helped clarify how our proposal does fit within the permitted uses of the IPO zone. We look forward to your informed response and moving ahead with this beneficial community project. Sincerely, BAYSINGER PARTNERS ARCHITECTURE PC _Jerry R.' Btysinger;;.AIA SeniorPrincipal cc: Peter Collins, Goodwill Industries 406 From: Bunch. Ron To: ierrvb(abaysinoeroartners.com Cc: Hastay.Johanna; Pishvaie. Hamid; Powell. David Subject: Goodwill Donation Facility-Use Interpretation Date: Friday,February 22,2013 11:30:22 AM Mr. Basinger, Thank you for your letter of February 13, 2013, which detailed the components of the proposed donation center so that the City could determine how the use would be categorized. As you are aware,the Use Table does not list"donation center" as an outright permitted use in the Industrial Park(IP) zone,so staff was required to make an interpretation as to which use the proposal was most similar. Our initial assessment determined that the use was most similar to "wholesale distributor", albeit one that acted in reverse of a typical distribution facility. As discussed at the pre-application conference on December 20, 2012, this use interpretation was in line with what other jurisdictions had determined but one which you and your client believed to be incorrect. The City indicated a willingness to reassess its interpretation if provided a more detailed description of the business. I'm pleased to inform you that, based on the description in your letter, the City finds that a donation center contains components most similar to the use "Facilities for the manufacturing, warehousing, processing or assembling of products" which is an allowed use in the IP zone,for the following reasons: • While mostly working with "finished product", the center completes the initial sorting, break down, recycling, and packaging those finished products for other Goodwill facilities and retail centers. This is similar to a recycling facility which is considered a processing use. Products are brought to the center for disposal, are sorted, packaged into movable storage containers, and transferred off site for retail and/or further processing. • The level and type of traffic is also most similar to a recycling facility in that numerous short duration trips are made to the center by the public. Less frequently, the storage containers are then moved off site once they are full. While there are other site development issues to address (site circulation, access, building design, parking, etc), the use issue can be considered resolved. We appreciate your patience with the process of developing an interpretation. Reasoning behind interpretations must be sound because they will affect future administration of the Development Code and subsequent land use decisions. Please let me know if you have any questions. Sincerely, Ron Bunch Interim Planning and Development Services Director 407 408