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Agenda Packet - 2014-01-22
STAFF REPORT CITY OF LAKE OSWEGO PLANNING DIVISION APPLICANT/OWNER: FILE NO: Eugene Wizer LU 13-0046 APPLICANT'S REPRESENTATIVE: STAFF: Evergreen Group, LLC Leslie Hamilton,AICP TAX LOT REFERENCE: DATE OF REPORT: Tax Lot 8300 of Tax Map 21E03DD January 10, 2013 LOCATION: 120-DAY DECISION DATE: 140 A Avenue April 23, 2014 COMP. PLAN DESCRIPTION: NEIGHBORHOOD ASSOCIATION: EC Evergreen ZONING DESIGNATION: EC APPLICANT'S REQUEST The applicant is requesting approval of a Development Review Permit to construct a mixed use project including up to 228 residential units and 28,000 square feet of commercial use in three buildings, with the following exceptions to the Downtown Redevelopment District Design (DRDD) and other Community Development Code (LOC 50) standards: Residential units on the ground floor. LOC 50.03.003.1.e.ii restricts ground floor residential use to a small portion of the site at the southwest corner, at the intersection of 2nd Street and Evergreen Road. The proposed development provides ground floor residential uses slightly outside of the defined area, as well as in the interior of the site along the internal pedestrian walkways. Five stories on a portion of each of the three buildings. LOC 50.05.004.5.d restricts the number of allowed stories to four stories. The proposed development will provide a fifth floor on a portion of each of the three buildings, providing 15 residential units and a conservatory in Building B. Storefront glazing. LOC 50.05.004.6 requires that 80%of a storefront be designed with display windows and entry features, and that display windows must be located between 18—30 inches LU 13-0046 Page 1 of 54 above the sidewalk. On Building C, which faces 1st Street and Evergreen Road and has three distinct facades, the proposed development will provide 43 -67%storefront glazing; on the retail frontage of Building A on 2nd Street,the proposed development will provide windows between 18—54 inches above the sidewalk. Retail parking entrance on 1st Street. LOC 50.05.004.10.b discourages parking entrances along a primary pedestrian way, which includes 15t Street. The proposed development will provide access to the retail parking garage on 1st Street. Public parking provided on-site. LOC 50.06.002 requires new uses to provide a minimum number of parking spaces on site. The proposed development provides more than the minimum parking for both the retail and residential portions;the retail parking will be shared with the general public. The applicant is also requesting a Minor Variance to the maximum grade of a driveway landing area per LOC 50.06.003.2, and the removal of 25 trees to accommodate the project. II. RECOMMENDATION Approval of LU 13-0046 with conditions. The complete listing of conditions is provided on pages 47- 52 of this report. III. APPLICABLE REGULATIONS A. City of Lake Oswego Community Development Code (LOC Chapter 50): LOC 50.04.001.4 Commercial, Mixed Use and Industrial Zone Standards LOC 50.05.004.1-3, 5-12 Downtown Redevelopment District Design Standards LOC 50.06.002 Parking LOC 50.06.003.1 Access/Access Lanes (Flag Lots) LOC 50.06.003.2 On-Site Circulation—Driveways and Fire Access Roads LOC 50.06.003.3 On-Site Circulation—Bikeways,Walkways 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 50.06.006.1 Weak Foundation Soils LOC 50.06.006.3 Drainage LOC 50.06.008 Utilities LOC 50.07.003.1 Application for Development, Burden of Proof LOC 50.07.003.5 Conditions of Approval LOC 50.07.003.7 Appeal of Minor Development Decisions LOC 50.07.003.11 Modification of Development Permits LOC 50.07.003.14 Review Criteria for Minor Developments LOC 50.08.002 Minor Variance LOC 50.08.005 Downtown Redevelopment Design District Exceptions B City of Lake Oswego Streets and Sidewalks (LOC Chapter 42): LOC 42.03 Street Design Standards LU 13-0046 Page 2 of 54 C. City of Lake Oswego Sign Code (LOC Chapter 47): 47.10.412 Permanent Signage Allowed in the EC Zone D. City of Lake Oswego Tree Code (LOC Chapter 55): LOC 55.02.010-55.02.135 Tree Removal LOC 55.08.010-55.08.040 Tree Protection IV. FINDINGS A. Background/Existing Conditions: 1. The site is approximately 2.45 acres in size and is bordered by A Avenue (major arterial)to the north, Evergreen Road (local street)to the south, 1St Street (local street)to the east and 2nd Street (local street)to the west (Exhibit El). 2. The site is zoned EC and developed with a shopping center and associated surface and underground parking. These structures will be removed as part of the redevelopment of the site. 3. Adjacent properties to the north, east and west are also zoned EC; the adjacent property to the south is zoned Parks and Natural Area (PNA). The property to the east, Lake View Village (LVV), is developed with office and retail uses. The properties to the north are developed with retail uses,the property to the west (Block 136) is developed with retail uses and residential townhomes, and the property to the south is the Millennium Park (Exhibit E2). 4. There are 55 trees that are five inches in diameter or greater on the site or in the rights-of- way abutting the site (Exhibit E28). 5. TriMet Bus lines#35 and#36 provide service on A Avenue. There is a transit stop at the northwest corner of the site. V. PUBLIC NOTICE OF APPLICATION AND APPLICANT'S BURDEN OF PROOF A. Neighborhood Meeting The applicant held a neighborhood meeting on June 25, 2013. The minutes of the meeting and the notification materials are included in this report as Exhibit F9. B. Public Notice to Surrounding Area The City has provided adequate public notice and opportunity to comment on this application pursuant to LOC 50.07.003. A large volume of comments have been sent to staff, City Council and the Development Review Commission, both in support and in opposition to the development, since the application was submitted on September 11, 2013 (Exhibit H1). The City also has received 2lcomments during the comment period after the mailing of the public notice. The comments in opposition to the project address parking,traffic, density, height, number of stories, percentage of rental units, light and shade impacts, number of architectural styles, transitory nature of renters, scale, and pet waste. These issues,to the extent that there are applicable approval criteria, are addressed under the Zoning and DRDD standards. Those items that do not have applicable development standards are addressed immediately below. LU 13-0046 Page 3 of 54 Pet Waste The LOC 50 does not contain standards for pet ownership and responsibilities, whether for rental housing or single-family dwellings. The City Code, under Chapter 31 (Animals and Fowl), has requirements for dog licensing, control, and the prompt removal of excrement from all property other than the private property of the dog's owner. Civil violations would be addressed by the Police Department. Nevertheless, as described in the narrative (Exhibit F1), the applicant has incorporated a number of on-site amenities to mitigate potential pet waste and encourage responsible pet ownership, including the provision of pet waste dispensers, designated pet relief areas both indoors and outdoors, and "pet rent" and regulations. Housing Rental vs. Ownership A number of comments expressed concern regarding the distribution of condominium units and rental units,with the preference that fewer rental units should be permitted. The LOC 50 does not distinguish among the various types of ownerships of dwelling units; both rental and ownership housing is allowed in the EC zone. At the time this report was written,the applicant has not identified the split between rental and condominium units, or whether the project will be all rental units or all condominium units. Because this is not a criterion for the development, no condition of approval is proposed and any stated distribution could change as affected by the housing market or developer preference,with no impact to the criteria of approval. Shade Some comments addressed the loss of sunlight on existing structures, sidewalks and Millennium Park as a result of the proposed development. The standards of LOC 50.06.007, Solar Access, do not apply to commercial, multi-family residential, or mixed-use development. Nevertheless, the applicant produced shade studies (Exhibit E31) illustrating the shadow patterns for Blocks 136 (to the west), 137 (the site) and 138 (LVV) on June 22 (summer solstice) and December 21 (winter solstice). According to these studies,the proposed project will not shade Millennium Park at all; the project will shade adjacent sidewalks and development similarly to shade patterns produced by Block 136 and LVV. Downtown Plan A number of comments addressed the East End Redevelopment Plan, which was adopted by Council in 1986 and amended in 2004. This plan includes a description of both completed and potential projects. The redevelopment of Block 137 is identified as Project J, as follows: Block 137 should be redeveloped to enhance the "compact shopping district" extending one block in all directions from the intersection of 15t Street and A Avenue. The preferred project shall be mixed-use with retail fronting on 1st Street. Along with the retail frontage on 1st Street the site could be developed with a public library overlooking Millennium Plaza Park, a 30 to 70-unit hotel or housing. The mix of uses will need to provide sufficient on-site parking to satisfy the demand for all proposed uses. New or remodeled structures shall be designed to compliment structures located on LVV, Millennium Plaza Park(south) and the townhouses on Block 136(west). The descriptions of identified East End blocks and properties are illustrative of potential development, rather than required development;these descriptions are not regulatory. As explained further in the East End Plan, LOC 50 has been updated to implement the original LU 13-0046 Page 4 of 54 redevelopment plan. Nevertheless,the proposed project provides development consistent with this description: retail frontage extends along 15t Street and A Avenue,the project includes housing, and the amount of on-site parking provided exceeds the standards of LOC 50. Property Values In a few of the letters, the writer asserts their opinion that the proposed development,with particular emphasis on rental units, would negatively affect property values in the immediate vicinity as well as the abutting neighborhoods. Impact to property values, whether positive or negative, is not a criterion of approval. LORA Board Suggested Design Changes In addition to the public comments received,the Lake Oswego Redevelopment Agency(LORA) Board reviewed the preliminary elevations and site plans for the project at their board meeting on August 27, 2013. The LORA Board made sixteen suggestions for changes or additions to the project. These included pet waste concerns,the provision of additional garbage cans and electric vehicle charging spaces, operational concerns, as well as some suggested design alterations. LORA's suggestions and the applicant's response to them are identified at the end of the applicant's narrative (Exhibit F1). Staff's analysis of this design issue is addressed below under LOC 50.04.004.6, Building Design. 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. VI. MINOR DEVELOPMENT A. Classification of Application LOC 50.07.003.14.a.ii(6) classifies the construction of a new mixed-use structure as minor development. B. 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; Use Regulations and Conditions and Use Specific Standards FLOC 50.03.002.3 and 50.03.003.11 LOC 50.02.002.3 lists all of the permitted and conditional uses allowed in the EC zone. Retail and restaurant uses are permitted uses in the EC zone; the only limitation on use or size for these uses is that individual retail tenants cannot exceed 35,000 square feet in floor area. The retail component of the proposed development is 28,000 square feet. LU 13-0046 Page 5 of 54 Residential uses at R-0 density, a high-density designation, are a permitted use provided certain conditions are met. High density residential uses must meet the following conditions: Four unit minimum on parcels greater than 6,000 square feet in area, and Maximum Floor Area Ratio (FAR) of 3.0:1, and Ground floor residential uses are prohibited except for an area along 2"d Street, as illustrated in LOC Figure 50.03.003-A. The site is more than 6,000 square feet in area, and a maximum of 228 residential units are proposed as part of the mixed-use project (current floor plans illustrate 219 units, Exhibit E7). The project meets the minimum density required. As described below,the proposed FAR is 2.98:1. These standards are met. As shown in Exhibit E7,the applicant proposes residential units on the ground floor in areas outside of the prescribed limit. The applicant is requesting an exception to this standard,which is addressed under LOC 50.08.005, below. EC Dimensional Standards FLOC 50.04.001.41 The site is zoned EC. The applicant proposes to construct a mixed use commercial and residential development, with underground parking, on the site. The development will consist of three separate buildings,which will be referenced throughout this report as (Exhibit ES): Building A: Retail/residential building in Oregon Rustic Style primarily abutting A Avenue Building B: Residential building in the Arts and Crafts Style, abutting B Street and Evergreen Avenue Building C: Retail/residential building in the English Tudor Style, primarily abutting 1st Street The dimensional standards for the EC zone are listed in the matrix below and illustrated in Exhibits E5 and E9. Standard Requirement Proposed Setbacks(Minimum) A Avenue None 0-25 feet 1st Street None 0-33 feet 2"tl Street None 0—5.5 feet Evergreen Avenue None 0-5 feet Lot Coverage(Maximum) 100% 70.7% Height(Maximum) 60 ft Bldg A: 52 feet Bldg B: 58 feet Bldg C: 54 feet Floor Area Ratio(Maximum) 3.0:1, or 319,797 sq 2.98:1 ft As shown in Exhibit E5 and the matrix above, the proposed development complies with all of the site development limitations of the zone. The additional height restrictions found in Table 50.04.001-C do not apply to this site as there are no lots zoned R-6 or R-7.5 within 240 feet of the site, and the site does not abut a lot zoned R-DD. This standard is met. LU 13-0046 Page 6 of 54 2. The Development Standards applicable to minor developments; Downtown Redevelopment District Design Standards [LOC 50.05.004.1-121 50.05.004.4 Definition of Village Character As used in this section, "village character"means a community of small-scale structures that appears and operates like a traditional small town. A village is typically composed of an assembly of smaller mixed used structures often centered on a square or other public space or gathering area,such as a body of water, a transportation route or a landmark building. Adherence to village character is not intended to require an historical reproduction of a turn of the century small town, but rather to encourage the development of a sophisticated small city that is pedestrian friendly, creates a sense of community and attracts people to the downtown in the same manner and using similar design concepts as historic small towns and neighborhood centers. This subsection, a description of"village character," is not a criterion of approval. Village character is implemented through the standards of this section, as stated in the next section. Compliance with each of the design standards is analyzed below. 50.05.004.5 Building Siting and Massing Building siting and massing shall create a village character by compliance with the following requirements: Complex Massing Required: New buildings shall use the siting and massing characteristics of the Lake Oswego Style such as complex massing and asymmetrical composition. "Lake Oswego Style" is further defined in LOC 50.10.003 (emphasis added), as follows: A building design that borrows from the City's historic architectural traditions including the Arts and Crafts, English Tudor and the Oregon Rustic styles. Buildings which use complex massing, asymmetrical composition and natural materials exemplify this style (see photos and descriptions in LOC 50.11.001. Appendix A: Lake Oswego Style). Adherence to the"Lake Oswego Style"is not intended to require historical replication. Modern design interpreting,quoting or utilizing the above noted stylistic forms are also encompassed within the definition. Appendix A in LOC Chapter 50 identifies characteristic elements of each style; many design elements are shared among the three styles. Oregon Rustic: As described in the Applicant's narrative (Exhibit F1) and illustrated in the elevations (Exhibit E9), Building A utilizes characteristic elements of the Oregon Rustic Style as follows: Complex intersecting pitched gable roofs that break massing into smaller scale forms both at the roof and at the pedestrian level Asymmetrical composition incorporating pitched roofs with offset, prominent masonry chimneys Patterned windows LU 13-0046 Page 7 of 54 Dormers Textured natural stone used as a foundation,siding and seat walls Arts and Crafts: Building B utilizes characteristics of the Arts and Crafts Style as follows: Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level Asymmetrical composition, generally rectangular, incorporating pitched roofs with offset, prominent chimneys Patterned windows Brick and horizontal siding used in combination Vernacular handrail design,with simple geometric patterns typical of the style English Tudor: Building C utilizes characteristics of the English Tudor Style as follows: Gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level Asymmetrical composition,generally rectangular, incorporating pitched roofs with offset, prominent chimneys Patterned windows trimmed with heavier width, inspired by Tudor timbering Brick construction,with design patterns (soldier course), and stucco siding used in combination Horizontal and vertical trim elements in stucco create a shadow line suggestive of half- timbering Vernacular handrail design,with recognizable Tudor'X' pattern This standard is met. Pedestrian Oriented Siting: New commercial buildings shall be sited in order to maximize the amount of building frontage abutting pedestrian ways. The lower levels of Buildings A and C are designated for active retail use; Building B has no commercial uses. The commercial storefronts on Buildings A and C front A Avenue and 1st Street, respectively, and are located from 0 to seven feet from the property line,with the exception of the northeast corner of the site, where the preservation of the existing maple tree creates a small plaza. Additionally, as shown on Exhibit E6,the retail storefronts extend approximately 45 feet west from 1St Street along the internal east-west pedestrian walkway. This standard is met. Roof Forms: New buildings shall use gable or hipped roof forms. Flat roofed building shall only be allowed pursuant to LOC 50.08.005, Downtown Redevelopment District Exceptions to Standards. As shown in the elevations for each of the three buildings (Exhibit E9),the buildings use primarily gable roof forms and pitched dormers. No flat roofs are utilized on the project with the exception of the one-story flat-roofed entry on A Avenue (permitted per LOC 50.05.004.5.d.ii, below), and the mechanical equipment platform troughs that allow equipment to be screened from view by the adjacent sloping roofs (Exhibit E8). This standard is met. LU 13-0046 Page 8 of 54 Number of Stories: New buildings shall be at least two stories tall, and new and remodeled building shall be no greater than three stories tall, except: A fourth story may be permitted subject to the following: (1) The fourth story is residential and is contained within a gabled or hipped roof; (2) The site is sloping and the structure has three or fewer stories on the uphill side; (3) The fourth story is significantly stepped back from the building plane created by the lower stories;or (4) Fourth story design elements are used to break up the mass of a building, create visual interest and variety, hide mechanical equipment, define an entry or define a particular building's function. Examples of such design elements include dormers, towers, turrets, clerestories, and similar features. The provision of a fourth floor is not an exception to the design standards; a fourth floor is allowed provided one of the conditions above is met. (The "may" is not discretionary; if one of the subsections (1)-(4) is met,then a fourth floor is permitted. See former LOC 50.65.025(4) and Ord. 2579, Whereas statement#3 and Sections 26 and 28.) As shown in the elevations (Exhibit E9), all three buildings are four stories,with a limited number of residential units contained in a fifth story. The applicant is requesting an exception to the limit on the number of stories;the criteria of approval for this exception are addressed in LOC 50.08.005, below. The fourth and fifth stories meet the conditions identified above as follows: Building A: Along A Avenue, Building A has ground floor retail and three residential levels above it. The fourth story is residential and contained within a gabled roof. Dormer windows on the third and fourth floors break up the mass of the building and create visual interest. Five residential units are provided in a fifth floor along the east-west pedestrian walkway; the fifth floor is also contained within the roof, and is significantly stepped back from the lower floors by six feet (Exhibit E10). Building B: Building B is completely residential and contains four floors, with a fifth floor (providing five residential units total) on a portion facing 2nd Street, and in the conservatory gable on Evergreen Road. Along 2nd Street,the fourth floor is significantly stepped back from the lower floors by five feet; the fifth floor is contained within the roof and is setback an additional five feet from the fourth floor(Exhibit E11). On Evergreen Road,the gable on the eastern end of Building B contains residential on the fourth floor, and the fifth floor is a conservatory for use by the residents. The fourth and fifth floors are contained within the gabled roof, and the conservatory is set back from the lower stories by six feet. On Building A (north roof) and Building B (west roof),the dormer windows are too close to the chimneys and to each other(Exhibit E9)to allow construction of the dormer sides and roofing between. Additional spacing is needed to reinforce the forms of the individual dormers,to meet the complex massing required. As a condition of approval,the applicant will be required to submit revised elevations and roof plans illustrating separations of at least three feet between dormers and chimneys. Building C: Building C has ground floor retail on 1st Street and Evergreen, with three residential floors above it. The fourth story is residential; between the gables,the fourth floor units are significantly set back from the third floor by four to nine feet. Four residential units are provided in a fifth floor along the internal north-south pedestrian walkway. These units are LU 13-0046 Page 9 of 54 contained within the roof of the building, and are significantly stepped back from the fourth floor by five feet (Exhibit E12). This standard is met. Single story construction may be permitted subject to the following: (1) It is limited to a small portion of a taller structure, such as an entry area, canopy over an outdoor restaurant, building ends or wings which relate to open space or as a step down to an adjacent one story viable existing structure;or (2) When a minimum height of 20 ft. is maintained at the right-of-way or street side building edge. A shown in Exhibits E7 and E9, all buildings are multi-storied. On Building A,there is an entry way on the western end of the A Avenue/1st Street courtyard that is single-storied. This is a small portion of the larger structure, and partially encloses the western edge of the courtyard, which can provide outdoor restaurant seating. This standard is met. Height Limit: No building shall be taller than 60 ft. in height. No flat roofed building shall be taller than 41 ft. in height. Height shall be measured pursuant to this Code. There are no flat-roofed buildings in the development. The height of each building varies along its length due to changes in grade, but all three buildings are less than 60 feet in height, as follows and illustrated in Exhibit E9: Building A: 47-52 feet Building B: 55-58 feet Building C: 51-54 feet As shown in the elevations, some of the chimneys project above the 60 foot height limit. Per the definition of"height" (LOC 50.10.003), chimneys are not included in this measurement. Entrances: The primary building entrances shall be oriented to pedestrian ways along streets to encourage increased pedestrian density on existing streets, sidewalks and other public ways. Secondary building entrances or tenant space shall be required along alleys to take advantage of and enhance the intimate scale of the alley space. All three buildings provide an entrance lobby from the public street to the residential units, as shown in Exhibit E6. While there are no alleys through the site, secondary entries to the residential units are provided on the interior pedestrian walkways, as shown on Exhibit E7. All of the commercial retail tenant spaces are accessed from the public street; the largest setback from the property line to a retail entrance is 25-33 feet at the courtyard created by the preservation of the maple tree at the corner of A Avenue and 1st Street(Exhibit E21). Street Corners: New structures shall be located to preserve or create strong building edges at street corners. Structures may "cut the corner"to create a building entry or to provide pedestrian space but shall use building design elements to create a structured corner. As described in the applicant's narrative (Exhibit Fl) and illustrated in the elevations (Exhibit E9), each of the four corners of the development provides a unique identity with strong edges. LU 13-0046 Page 10 of 54 A Avenue/1St Street: This corner is perhaps the most visible of the site. The specimen maple tree at the corner of A Avenue and 1St Street will be preserved within a basalt-clad planter;this heavy material creates a structured corner. Behind the planter,the courtyard between the streets and the storefront provides an opportunity for active retail, including outdoor restaurant seating, to activate the corner. The brick gable on 1St Street,with its substantial chimney, creates a strong corner. A Avenue/2nd Street: This corner provides a transition between the retail uses along A Avenue and the residential uses further south on 2nd Street. The storefront at this corner is contained within the strong gable, and the retail uses are brought to the property lines. The canopy, positioned at a similar height to the canopy to the west on Block 136, wraps the corner. 2nd Street/Evergreen: This corner is completely residential, and the use is brought to the property lines. At the street level, masonry is the predominant material, establishing a strong edge. 15t Street/Evergreen: This corner faces Millennium Park, and, because of the established roundabout, cannot provide a traditional 90 degree corner. The applicant proposes a gable end facing the park,which complements the design at the roundabout corner of Lake View Village. This gable has a strong masonry base, with an inset wood storefront and unique steel and glass canopy. Large light fixtures flank the entrance. Upper floors are lighter, with multiple windows and lighter-colored brick. This standard is met. 50.05.004.6 Building Design Building elements shall be designed to create a village character through compliance with the following requirements: Lake Oswego Style Required: Buildings shall be designed using building design elements of the Lake Oswego Style to create distinctive buildings which have richly textured, visually engaging facades. See LOC 50.11.001,Appendix A—Lake Oswego Style. As described under Building Siting and Massing, above, and in the applicant's narrative (Exhibit F1), the three buildings are each designed in one of the Lake Oswego Styles: Oregon Rustic (Building A),Arts and Crafts (Building B) and English Tudor(Building C). The facades are richly textured with basalt, stone, brick, wood siding and stucco. As shown in the elevations (Exhibit E9), on the upper stories,windows are multi-paned and numerous, and balconies help define the residential use. Prominent chimneys, some starting at grade and some exposed only at the upper stories, provide visual interest and define breaks in the facades. There are significant transition details and offsets between major facade materials, particularly between the masonry bases and the residential levels on Buildings A and C. The fourth and fifth floors are significantly stepped back from the bases, providing additional depth to the facades. The elevation drawings illustrate locations for future signs, including cornice signs, awning signs and blade signs. Approval of plans that contain depiction of signage location and general size is not considered approval of signage. Cabinet signs and plastic-faced signs are not compatible with the Lake Oswego Styles,which require quality materials and handcrafted design. As a condition of approval, cabinet and plastic-faced signs will be prohibited. Building A is designed in modern Oregon Rustic style,with classic elements and materials rendered in a streamlined form. Of the three styles represented on the block, Oregon Rustic is the heaviest, with brick and stone as the predominant materials. Basalt is incorporated into the base of the building at the storefront and at the low wall that protects the specimen maple at LU 13-0046 Page 11 of 54 the northeast corner. The three gables are bisected by wide chimneys, a prominent feature typical of many Oregon Rustic structures. Lap siding is introduced on the upper levels, and the steeply sloped roofs are clad in a recycled composition material that has the appearance of slate tiles. Building B is designed in modern Arts and Crafts style,with classic elements and materials rendered in a streamlined form. The building design includes intersecting pitched gable roofs, which, at the corner of 2nd Street and Evergreen Road, set the upper stories significantly back from the façade. The numerous, finely-patterned windows are typical of the style, as are the clipped gables and masonry and wood siding in combination. The exterior brick chimneys, which extend to the ground and have a grooved seam, emphasize the residential character of the building. Building C is designed in modern English Tudor style,with classic elements and materials rendered in a streamlined form. Stucco gables are divided with horizontal and vertical reveals, which are suggestive of half-timbering. Gable roofs, patterned windows and prominent chimneys are elements of this style, as identified in the LOC 50. A classic Tudor treatment would have asymmetry in the overall building forms,with symmetrical treatments within each gable or facade treatment. The proposed design uses symmetrical forms, and introduces asymmetry in the window patterns in the gables. This asymmetry is accentuated by the stark white of the stucco, which is contrasted against the relative darkness of the balance of the façade. Because of this contrast,the stucco gables have little relationship to the building's base. To integrate the base and gables to comply with the Lake Oswego Style, staff finds that some of the base elements must be repositioned to provide a balanced overall façade composition, and that a softer stucco color with less contrast be used. As shown in Exhibit E32, store entries should be centered under the stucco gables, and two of the storefront brick panels should be re-located under the residential balconies. Additionally,the applicant proposes horizontal and vertical trim elements in the stucco facades,which will create a shadow line suggestive of half-timbering. These will be inset with projecting aluminum reveals, which will accentuate the shadow line when the sun is out. The proposed details do not identify the color of the reveals; a complimentary color to the stucco is necessary to make the reveals a more active part of the façade, and compliant with the Lake Oswego Style. As a condition of approval,the applicant will be required to submit revised details identifying a softer white color for the stucco gables, and a complementary color for the projecting aluminum reveals. As a conditioned,this standard is met. Storefront Appearance: Buildings fronting on streets or alleys designed for pedestrian use shall create a storefront appearance on the ground floor. This may be accomplished by changing buildings planes, materials or window patterns, or by creating a break in awning or canopy construction at intervals of about 25 ft. The storefront appearance standard only applies to Buildings A and C; Building B does not contain retail. Building A: There are six plane changes along the A Avenue frontage on Building A; ranging from 1.5 to 23 feet (Exhibit E5). Above the awnings,four different window patterns are represented along this frontage;the picture windows in the gable ends provide further differentiation at the retail level. Last, material changes at the pedestrian level help emphasize the storefront appearance;the gables are clad primarily with Brick 1 (Exhibit E33), with contrasting chimneys in Stone A; while the primary material for the intervening storefront is Stone A and glass. A low basalt wall is located in front of the eastern gable. LU 13-0046 Page 12 of 54 Building C: Along 1st Street,there are six plane changes of one foot depth created by the residential chimneys, which break the retail plane at regular intervals (Exhibit E9). Material changes at the pedestrian level help emphasize the storefront appearance;the darker Brick C2 (Exhibit E33), provided as a panel in each section, is contrasted with the lighter Brick Cl on the chimneys. Shed canopies, provided over each storefront section, are broken at regular intervals. However,the material under the base of the retail windows is proposed to be pre-cast concrete curb, with no detailing. This material works on Building A, which has a heavier design style and has more pronounced off-sets along the sidewalks. The retail frontage on Building C abuts a narrower and quieter street, and the off-sets are not as pronounced. For these reasons, additional detailing of this element is warranted. As a condition of approval,the applicant must submit revised elevations showing the pre-cast concrete with patterns, texture and/or color, to the satisfaction of staff. As conditioned, this standard can be met. A minimum of 80%(linear measurement)of the exterior ground floor abutting pedestrian ways shall be designed as storefront with display windows and entry features. There are six elevations along which this standard applies. The percentage of display windows and entry features on each of these planes is as follows (Exhibit E9): Building A, A Avenue frontage: 81.5% Building A, 1st Street frontage: 80.3% Building A, 2nd Street frontage: 87.5% Building C, 1st Street frontage: 66.8% Building C, Evergreen frontage: 66% Building C, Roundabout: 43% Building A wraps around the corner at 2nd Street, and transitions to residential uses half way down the facade. The transition between the retail and the residential portions of the building is delineated by a two-foot wide brick element, which staff finds is an insufficient visual break between the two uses and not in the Lake Oswego Style. As a condition of approval, the applicant will be required to submit revised elevations illustrating a vertical panel of at least four feet in width between the residential and retail elements on this facade, which will still enable this facade to meet the 80%storefront window requirement. The architectural style of the English Tudor (Building C) building on rt Street provides six 3.5-foot wide chimneys at regular intervals, as well as brick panels that break the window storefronts. If the retail garage entrance,which is 24 feet wide, were storefront in a pattern similar to the gable to the immediate north,the 1st Street plane would approach the 80%storefront window standard at 76%. The applicant requests an exception to the 80%glazing requirement for the three frontages on Building C. The criteria for approval for this exception are addressed under LOC 50.08.005, below. The bottom edge of windows along pedestrian ways shall be constructed no more than 30 in. above the abutting walkway surface and shall be no closer than 12 in. above the walkway surface. As shown in the elevations and the enlarged wall sections (Exhibits E9—E12),the bottom of most retail windows are between 15" and 30" above the abutting sidewalk surface. However, on the east elevation of Building A, where the retail use transitions to residential use downslope, the retail storefront windows are 30—54 inches above the sidewalk. The applicant requests an exception to this requirement. The criteria for approval for this exception are addressed under LOC 50.08.005, below. LU 13-0046 Page 13 of 54 Sufficient interior or soffit lighting to allow night-time window shopping shall be provided. As stated in the applicant's narrative (Exhibit F1),the design of the interior retail space is not part of this design proposal. However,the applicant's guidelines imposed on future retail tenants will require lighting provisions for nighttime window shopping opportunities. Additionally, as shown on the elevations (Exhibit E9), exterior building lights will be provided on the storefronts along A Avenue, 1st Street and Evergreen Road on the chimneys or storefront breaks. As a condition of approval,the applicant will be required to install and require its commercial occupants to maintain nighttime lighting. Applicant will be required to provide a copy of the development guidelines pertaining to nighttime lighting,to the satisfaction of staff. As conditioned,this standard can be met. Ground Floor Materials: Buildings shall use masonry as the predominant building material for walls on the ground floor. "Masonry"includes fabricated bricks, blocks, stucco and glass. The design of these materials shall create an historic or vernacular Lake Oswego Style appearance as shown in LOC 50.11.001,Appendix A—Lake Oswego Style. As shown on the elevations(Exhibit E9), all three buildings use masonry—which includes brick, stucco, stone and glass—as the predominant building material on the ground floor. Building A (Oregon Rustic) utilizes rough stacked stone, earthy gray brick and glass; rough stone is identified in Appendix A as a typical foundation material for this style. Building B (Arts and Crafts) utilizes slightly rough stacked stone, earthy red brick and glass on the ground floor; brick is identified in Appendix A as a typical material for this style. Building C (English Tudor) utilizes two contrasting earth brown brick and glass at the base; brick construction is identified in Appendix A as a typical material for this style. In addition,the concrete base under the storefront windows and painted steel channel at the cornice level are reminiscent of contrasting stone moldings, which are also an English Tudor design (Exhibit E12). This standard is met. On Building B, the electrical service room is located between the electrical vault to the south and the residential units to the north on level P1. On the floor plans (Exhibit E7), no windows are shown at this unit; however, on the elevations (Exhibit E9), a window is shown that is similar to the residential windows along the same facade. This fenestration element is an important element on the ground floor in the Lake Oswego Style, and without it pedestrians would face a blank wall. As a condition of approval,the applicant will be required to submit floor plans and elevations that illustrate a window at this location. As conditioned,this standard is met. On Building C,the retail storefront wraps around the corner at the north-south pedestrian walkway to provide an "amenity space"that fronts the walkway(Exhibit E7). This storefront system is all glass and ends abruptly at the transition to the abutting residential unit. While planters will be provided along this space to break up the expanse (Exhibit E5),the planters and landscaping will not create a break of sufficient height to temper the amount of glass on this elevation,which would not result in an historic or vernacular Lake Oswego Style appearance. Brick panels, similar to those provided along the street frontage, should be included on this elevation. As a condition of approval,the applicant will be required to submit revised elevations showing brick panels in the middle of this storefront and at the transition to the residential use. As conditioned,this standard can be met. Upper Story Materials: Buildings shall use wood and glass as the predominant building materials for upper stories. These materials are intended to soften the appearance of a building that sits on a heavier appearing masonry/glass base and thereby effectively creating a mixed use village appearance. Wood siding or cedar shingles may be used. LU 13-0046 Page 14 of 54 As shown on the elevations, all three buildings use noticeably lighter materials on the upper floors, with numerous windows on the residential levels, as follows: Building A: Lap siding, wood trim Building B: Lap siding (two types), wood trim Building C: Board and batten siding, stucco,wood trim Roof Materials: Roofs shall use be slate, tile, shakes or wood shingles, or synthetic materials (e.g., concrete,pressed wood products, metal or other materials) that are designed to and do appear to be slate, tile,shake, or wood shingles. The roofing material on all three buildings will be a recycled composition material that has the appearance of slate tiles. This standard is met. Prohibited Materials: The following exterior building materials or finishes are prohibited: (1) Plastic, except when used to replicate old styles (e.g., vinyl clad windows, polyurethane moldings, plastic columns, etc.); (2) Metal or vinyl siding; (3) Mirrored glass; (4) T-111 Type plywood; (5) Corrugated metal or fiberglass; (6) Standard form concrete block(not including split faced, colored or other block designs that mimic stone, brick or other similar masonry); and (7) Backlit fabrics, except that awning signs may be backlit fabrics for individual letters or logos. None of the prohibited materials are used in this project,with the exception of metal siding that clads the upper chimneys on Building A (Exhibit E10). However, the applicant's elevations are inconsistent as Exhibit E9 illustrates that these upper chimneys will be clad in high-pressure laminate. As a condition of approval,the applicant will be required to submit revised building elevations showing that the upper chimneys will be clad in either high-pressure laminate or masonry. As conditioned,this standard can be met. Ground Floor Design: Buildings shall have a strong ground floor cornice designed to separate the ground floor functions and materials from the upper story or stories and to provide continuity with cornice placement on abutting buildings. Methods for compliance with this requirement include but are not limited to: i. Use of the same or similar building materials and/or colors from storefront to storefront or building to building;or ii. Painting the wood elements in the first floor storefront areas white, black, dark brown, dark green or gray-blue. This color range is not intended to be an exclusive list, but is recommended to create compatibility and design strength at the ground floor storefront level while encouraging diversity with multi-tenant buildings and in large lot(whole block) developments. All three buildings visually and materially separate the ground floor functions from the upper stories. On Building A, a strong cornice consisting of Stone A(Exhibit E33) is shown above the canopies and multi-light windows on the ground floor; balconies and lap siding are introduced LU 13-0046 Page 15 of 54 on the upper residential stories. On the retail building elevations,the same building materials extend from storefront to storefront. The two gables facing A Avenue, which break up the facade, are primarily Stone A, Stone B and Brick Al, while the intervening flanking storefronts are Stone A and glass. On Building B, Brick B1 defines the ground floor, along with recessed residential entries and landscaping planters; balconies, and two types of lap siding are introduced on the upper floors. The materials are consistent along the entire building. On Building C, a painted steel channel is shown above the retail canopies and multi-light windows on the ground floor; balconies, stucco, Siding C and Siding Cl are introduced on the upper floors (Exhibits E9, E12). On the retail building elevations,the same building materials extend from storefront to storefront; Brick Cl and C2 are the predominant building materials on the ground floor. This standard is met Molding: Moldings, window casings and other trim elements shall be designed in a dimension and character reflecting the Lake Oswego Style. Larger dimensions may be used to exaggerate or illustrate a creative design concept or to match the scale of the new building. Moldings shall match or complement the detailing of adjacent buildings that comply with this section. Like the overall styles of the three buildings,the moldings and trim elements are modernist. Window trim, while not particularly wide, has projecting narrow trim perpendicular to the wall; when viewed at an angle, this element will give the impression of more substantial trim at varying "widths." Window trim on Buildings A and B are%" and 1" in size; while trim on Building C is proposed to be 2" and 3". Trim that is less than 1" is not in character with the Lake Oswego Style. As a condition of approval,the applicant will be required to provide revised elevations and details that include 1" and 3" window trim on Buildings A and C. As described in the applicant's narrative (Exhibit F1),the trim elements on Building C (English Tudor) are heavier, which is reflective of the traditional boards that frame stucco. At the windows and wall plane offsets,the applicant proposes a lx painted wood trim, and a lx painted wood sill with no drain slope. Due to rain and sun exposure, painted wood will deteriorate quickly and will not maintain the Lake Oswego Style; as a condition of approval,the applicant must submit revised elevations and details illustrating that these trim elements are wrapped in painted, pre-finished metal to provide long-term durability. As a conditioned,this standard can be met. Mechanical Equipment: Mechanical equipment shall be mounted within gable or hip roof attics where possible. Roof mounted mechanical equipment on flat roofed structures shall be screened by parapet walls to the maximum degree possible. Site located mechanical equipment shall be installed in below grade vaults where possible. Other building mounted mechanical equipment shall be screened from view to the maximum degree possible. As shown in Exhibits E5 and E27, each building has a flat area behind the roof peaks for mechanical equipment, including restaurant exhausts. These areas are completely screened from the street view. This standard is met. LU 13-0046 Page 16 of 54 Awnings and Canopies: Buildings with more than one story shall provide awnings or canopies extending six ft.from window walls. Awnings shall be shed type with opened or closed ends. Curved awnings shall not be allowed. Awnings may have a front valance. This standard is applicable to the retail facades on Buildings A and C. Weather protection is provided along the retail frontages. As shown in Exhibit E10, steel canopies with wood soffits will be provided below the cornice level of Building A. The proposed canopies only extend 5 feet from the walls and at one-story retail entrance to the west of the courtyard. On Building C, black standing seam metal canopies are provided below the cornice level; these canopies also only extend five feet from the walls (Exhibit E12). At the roundabout gable at 15t Street and Evergreen, the applicant proposes a glass canopy with metal supports; the elevations do not illustrate the depth of this canopy. As a condition of approval,the applicant will be required to submit revised elevations showing canopies of at least six feet in depth. As conditioned,this standard can be met. Outdoor Relationships: Buildings shall be designed to open up to outdoor seating and display areas that are intended to be accessory to an indoor use, such as a restaurant or cafe. Buildings A and B are both designed to include restaurant space,with opportunities for outdoor seating. At the corner of A Avenue and 1st Street,the building is set back from A Avenue to order to preserve the maple tree; this setback provides an opportunity for outdoor seating, served by two doorways that open on to this small courtyard. Similarly,there are retail doorways opening on to the pedestrian courtyard from both Building A and Building C. At the corner of 1st Street and Evergreen, Building C is set back from the property line five feet along 15t Street, providing additional space for outdoor seating,which is facilitated even more by the 27- foot wide sidewalk along 1st Street at this location. The sidewalk along 15t Street is 8—27 feet wide, matching the sidewalk in front of LVV(Exhibit E7). At the southeast corner of the site,the site plans are inconsistent. Exhibit E21 shows a planting area along the building just west of the round-about, but Exhibit E7 and El show a building setback of five feet, providing room for outdoor seating. As a condition of approval,the applicant will be required to submit revised site and floor plans that illustrate a five-foot setback along this frontage with room for outdoor seating. As conditioned,this standard can be met. Mixed Use Residential: Mixed use buildings with a residential component shall define the residential portion of the structure through the use of design elements such as decks, balconies, landscaping, chimneys, dormers, gable or hipped roofs or step backs above the second story to provide upper story deck areas. Masonry should be used for chimney construction. Buildings A and C are mixed use buildings with retail on the ground floor and residential uses on the upper floors. As shown on the elevations (Exhibit E9),the balconies and decks are introduced on the residential floors. On Building A,two gable ends face A Avenue, and another faces 1st Street; single-and double-stacked dormers on the third and fourth floors step these residential units back from the retail level. The prominent chimneys on the gable ends are masonry. On Building C,four matching gables face 15t Street, with another on Evergreen Road. The gable at the roundabout is a unique design. Balconies and decks are introduced on the residential floors; single-stacked dormers on the fourth floor units between the gables step these residential units back from the retail level. All chimneys on Building C are masonry. This standard is met. LU 13-0046 Page 17 of 54 Corner Buildings: Buildings located on street corners shall: i. Be designed to complement and be compatible with other corner buildings at the same intersection by repeating or echoing the same pattern of corner treatment by creating similar focal points such as entries, towers, material or window elements, signage, etc. ii. Reinforce building corners by repeating facade elements such as signs, awnings and window and wall treatments on both "Avenue"and "Street"sides. iii. If the building "cuts"the corner at ground level, anchor the corner with a column supporting the upper levels or roof or with a free-standing column or obelisk. The area of the "cut" corner shall be equal to or greater than the public area in the abutting sidewalk as shown in LOC 50.11.001,Appendix A—Lake Oswego Style, Figure 2. The project includes three different buildings located on four site corners. A Avenue/ft Street: As shown in the elevations (Exhibit E9),the building corners at this location are reinforced along A Avenue and ft Street by repeated awning,window and wall treatments. The cornice and canopy height are similar to those provided on LVV to the east, and the window size similarly decreases on the upper floors. Signage opportunities are available both under the canopies and on the retail cornice, like LVV. Along 1st Street,the gable end creates a strong corner, similar to the tower element at LVV. Due to the preservation of the specimen maple at the intersection, which prohibits the building from extending the corner, this corner is a "cut." The basalt-clad planter and the maple anchor the corner similar to a free-standing column or obelisk. The area provided between the planter and the storefront is 800 square feet,while the abutting sidewalk area is 550 square feet. This standard is met. A Avenue/2"d Street: As shown in the elevations (Exhibit E9),the building corners at this location are reinforced along A Avenue and 2nd Street by repeating awning,window and wall treatments;this treatment continues down 2nd Street until it transitions to residential use. The cornice, canopy height and upper storefront window patterns are similar to those provided on the commercial building to the west on Block 136. Signage opportunities are available both under the canopies and on the retail cornice, similar to Block 136. 2nd Street/Evergreen Road: Building B is completely residential, and residential uses are found on two corners of this intersection. As shown in the floor plans and elevations (Exhibits E7 and E9),the residential entries at this corner are stepped back from the façade, similar to the covered stoops on the adjacent townhomes. The window patterns are also similar, consisting of some larger picture windows as well as more finely divided multi-paned windows. The corner is reinforced by repeating the design and materials along both 2nd Street and Evergreen Road. 15t Street/Evergreen Road: The roundabout at this corner creates the opportunity for Building C to address Millennium Park in a manner similar to LVV(Note: the rendering in Exhibit E18 does not illustrate the current design of this gable at the roundabout, but it does illustrate the LVV gable;for comparison, see Exhibit E17). Both corners present a gable end to the park, with a strong ground floor retail element and lighter materials on the upper floors. The cornice, canopy height and storefront window patterns are similar to those provided on the LVV gable. A canopy of glass and steel, different from the other canopies on Building C, is also more substantial, reinforcing this corner as unique. The top floor of LVV is set back and protected under the timbered gable. Similarly,the top floor of the gable on Building C is protected under a projecting gable, and the divided windows break the gable in a manner similar to the LVV gable. However, staff finds that the fourth floor is not well integrated with the rest of the gable at the transition between the third and fourth floors. The ends of the roof gable appear to perch on the brick base, with no element of transition. Additionally,these ends are significantly higher LU 13-0046 Page 18 of 54 than the eave lines of the abutting facades along 15t Street and Evergreen Road. Connecting this roof element with the adjacent eaves will create a smoother transition,will better integrate this gable element with the whole of Building C, and will complement the eave line on the gable at LVV, which drops below the horizontal beam that defines the upper roof gable. A similar transition is illustrated in Exhibit E35. As a condition of approval,the applicant will be required to submit revised elevations illustrating this design change,to the satisfaction of staff. As conditioned,this standard is met. Alley Space: Alley space shall be designed to minimize service functions, to screen trash/storage areas and to enhance pedestrian/patron use. Outdoor cafe seating, landscaping, signage, lighting and display features shall be included in alley design where feasible. There are no alleys proposed as part of this project. This standard is not applicable. 50.05.004.7 View Protection New development shall preserve and enhance any available views of Mount Hood and Lakewood Bay by compliance with the following requirements. These regulations are not intended as a guarantee that a view will be preserved or created, only to require special and significant efforts to maintain and provide views. Street trees on "A"Avenue shall be selected and located to preserve views of Mt. Hood. The five existing street trees on A Avenue will be preserved. New structures shall be designed and located to preserve and enhance views of Lakewood Bay from the south end of Block 138(LVV) and from the Lakewood Bay bluff. The development on the site does not impact views of Lakewood Bay from the south end of LVV or from the Lakewood Bay bluff. This standard is met. Restaurants, outdoor cafes, housing and hotels shall be oriented to available views, especially views of Lakewood Bay, where feasible. Public gathering places shall be designed to maximize any available views toward Lakewood Bay. The development provides residences oriented to the view of Lakewood Bay as well as opportunities for outdoor restaurants along 1st Street which can capitalize on this view. There are no public gathering spaces proposed in this development. This standard is met. 50.05.004.8 Landscaping and Site Design Landscaping shall be designed to enhance building design, enhance public views and spaces, define the street, provide buffers (screening) and transitions, and provide for a balance between shade and solar access. Landscaping Required: Landscaping on the site, visible from the ground, shall comply with the following amounts: (1) Residential and live/work:15%of the lot. (2) Nonresidential development:10%of the lot. LU 13-0046 Page 19 of 54 Because the development contains residential,the 15% landscaping standard applies. The subject site is 2.45 acres in size; therefore 15,681 square feet of landscaping is required. The project provides 22,410 (21%) square feet of landscaping; this includes architectural pavers, planters, green walls, potted trees and general landscaping (Exhibit E22). The applicant proposes separate landscaping treatments in different parts of the site, although some of the species are common to one or more area. The site is generally divided among four landscaping treatments: the north-south pedestrian walkway,the east-west pedestrian walkway,the courtyard, and the stormwater planters. The east-west pedestrian walkway will be lined with nine Japanese snowbells, extending from the western ramp/stairs to the intersection with the north-south walkway. This will create a "streetscape" similar to a public sidewalk with street trees;this pathway will be further defined by the planters at the sides and at the ramp/stairs. Japanese maples will define the private courtyard for the residents, both along the walkway and in the interior of the space. Eleven planters will line the north-south walkway, creating a narrower walkway compared to the east-west pedestrian walkway,which helps emphasize its secondary nature. The proposed landscaping plan shows plant sizes of 1, 3 and 5 gallons, with a plant spacing of between 18" and four feet off center(Exhibit E22). Trees will be 2—3" caliper. Staff finds that the proposed shrub size will not provide sufficient buffering or scale for the buildings. As a condition of approval,the applicant will be required to submit a revised landscaping plan illustrating that all shrubs are a minimum 3-gallon or 36"tall,whichever is greater. As conditioned,this standard can be met. Vines on espaliers shall be placed along at least one building wall. An espaliered tree is provided on the north facade of Building C along the east-west pedestrian walkway(Exhibit E22). The tree will be approximately 12 feet in height and 15 feet in width at the time of planting, and will be supported by a horizontal support structure. The espaliered tree is illustrated as filling only the first floor along this elevation, with a similar height above it as a blank wall,which accentuates the height of the wall at this location. To soften this wall and enhance the walkway,the height of the espalier should be increased by six feet. As a condition of approval,the applicant will be required to submit revised elevations illustrating an espalier height of at least 16 feet. As conditioned,this standard can be met. Landscaping for screening and buffering shall be required to screen public or private utility and storage areas and parking lots, and as a separation between dissimilar uses. The project does not contain exposed utility features,storage areas or dissimilar uses that require screening. As shown in Exhibits E7, utilities are enclosed within the building behind doors or within the underground parking structure. This standard is not applicable. Style and Design: Landscaping shall be coordinated with the building design so that landscaping complements the building design. Landscape design shall incorporate elements such as iron/steel plant balconies, metal fences, railing and gates, masonry walls, window boxes, hanging plant brackets and other similar features that complement the character of the building design. Landscaping may be placed in pots, raised planters, or flower boxes. Courtyards visible from the street or sidewalk shall be used to break up the scale and proportion of structures. Courtyards shall contain landscaping or features that complement the design of the building and the surrounding structures and landscaping. Courtyard amenities, including art or fountains, may be required as part of the design by the reviewing authority. LU 13-0046 Page 20 of 54 Architectural metal fences and gates will be provided along the east-west and north-south pedestrian walkways to separate the walkways from the outdoor amenity spaces provided to ground floor residential units. As shown in Exhibits E21 and E22,the fences will be similar to the balcony railings provided on the Arts and Crafts and English Tudor buildings (Buildings B and C, respectively). Masonry planters are utilized throughout the project, including as buffering between the sidewalk and ground floor residential units on 2nd Street and Evergreen Avenue, and in basalt-faced planters along the east-west pedestrian walkway and surrounding the maple tree at the northeast corner of the site (Exhibit E21). Ornamental landscaping pots will be provided throughout the site, both along the interior walkways and along the 1st and 2nd Street sidewalks. The courtyards provided on site -at the northeast corner of the site as well as in the pedestrian walkways—are paved with pedestal pavers, planters, landscaping pots and green walls. Existing art pieces in the rights-of-ways along A Avenue and 1st Street will be preserved; a location for a new art piece is provided at the base of the stairway/ramp on the west side of the east-west pedestrian walkway. This standard is met. Landscaping design shall be compatible with abutting or adjacent properties and shall consider the relationship of plantings, site furnishings and materials on those properties and the proposed site. The project utilizes architectural furnishings, plantings and materials similar but not always identical to those on in the right-of-way and at adjacent developments such as LVV. Bollard, bike racks and litter receptacles are the same as found on adjacent projects (Exhibit E22); additionally,the use of many of the same plant species will create a cohesive planting design (Zelkova, evergreen huckleberry, liriope, crocosmia, privet, and kinnikinick,for example). Existing planters will remain along A Avenue and 1st Street.This standard is met. Street trees shall be planted in conformance with the Street Tree List in the Lake Oswego Plant List, and City/LORA specifications for spacing, planting, root barriers, irrigation, lighting (uplighting and holiday lighting), etc. There are 44 street trees abutting the site; these trees are located in planter strips in the rights- of-way. The applicant proposes to preserve most of the existing trees; the 11 street trees along 2nd Street will be removed and replaced with the same species (Zelkova serrata "Musashino)for the reconstruction of the street. There are four street trees along 1st Street that are in the footprint of the proposed development; the applicant proposes to replace these with flowering pear along the street and Japanese snowbell along the east-west pedestrian walkway. The site and utility plans do not illustrate whether the tree wells along 2nd Street will include lighting. As a condition of approval,the applicant will be required to provide revised site and utility plans showing provision of lighting in the tree wells on 2nd Street. As conditioned,this standard can be met. Residential uses at the ground floor shall be separated from sidewalks by a landscaped buffer. The landscape buffer may include stairs, railings, walls, pilaster columns or other similar features. Ground floor residential along a sidewalk occurs both on Evergreen Road (Building B) and on 2nd Street (Buildings A and B). On Evergreen Road,the residential units are accessed internally and the building is separated from the sidewalk by basalt-clad landscape planters that are 4-9 feet in depth (Exhibit E22);the planter is four feet in depth at the balcony, where the building wall is set back an additional three feet from the back of the planter. In Building B along 2nd Street,the residential units are accessed from the street. These entrances are recessed approximately eight feet from the building facade and flanked by raised basalt-clad planters (Exhibits E7 and LU 13-0046 Page 21 of 54 E22)that are 3.5 feet in depth; the face of the planters is located one foot behind the property line, providing a separation of at least 4.5 feet between the sidewalk and the residential use. Ground floor residential also occurs on the southern end of Building A along 2nd Street (Exhibit E7);these two units are also accessed from 2nd Street,with entrances that are set back five feet from the property line. A landscaping area of 2—2.5 feet in depth flank these entrances. This standard is met. Green Landscaping: Landscape design shall incorporate the following environmentally friendly design and planting concepts to the maximum degree possible: (1) Utilize plant materials that are best suited for the areas of the site, e.g., water,soil, sun and shade. (2) Use plant materials, soils, and soil amendments which minimize the use of fertilizers, particularly ones containing phosphate. (3) Use drought tolerant plants, when possible, to minimize water usage. (4) Incorporate native plantings and utilize plant materials which are grown in the Pacific North west. (5) Use plant materials that are pest and disease resistant to minimize or avoid the use of pesticides and fungicides. (6) Irrigation shall use methods and watering schedules which minimize water consumption. These may include drip, micro-spray or bubbler emitters for trees and shrub beds. Irrigation systems shall be designed with solar powered controllers when practicable. (7) Design tree and vine placement to provide shade on ground and wall surfaces during warm months. The landscaping design utilizes native and drought-tolerant plants (Exhibit E22). As described in the applicant's narrative (Exhibit F1),the custom soil mix will be low in phosphates. A variety of irrigation methods will be utilized including drip irrigation and micro-sprays. The applicant will be required to submit a final planting plan in compliance with this standard. As conditioned, this standard is met. The landscape plans shall include instructions for the continued maintenance of the landscaping, which shall include the following: (1) When necessary, utilize soil amendments and soil mulches to preserve moisture content. (2) Irrigation shall avoid systems which throw water into the air especially during high wind or high temperature periods. Watering should occur between 6:00 p.m. and 9:00 a.m. (3) Plant during seasons when plants will be less stressed and requires less initial watering. (4) Plant trees "bare root"when possible. (5) When possible,plant turf by seed(not sod), to promote deep root development which will make the turf more drought tolerant. As stated in the applicant's narrative (Exhibit F1), the project will comply with these standards, and these criteria will be included on the construction documents. As a condition of approval, the applicant will be required to submit a maintenance plan,to the satisfaction of staff. As conditioned,this standard can be met. Street Furniture and Lighting: Buildings shall incorporate street furniture and lighting within the public right-of-way and in private areas open to public pedestrian activity. Street furniture and lighting shall comply with designs approved by the City of Lake Oswego. LU 13-0046 Page 22 of 54 As shown in the landscaping plans, benches, bollards,garbage receptacles and ornamental landscaping pots will be provided in the sidewalks abutting the site;these items are illustrated on Exhibit E22. Five new right-of-way lights will be provided along 2nd Street, and one light will be relocated along 15t Street; these will meet City standard design. Benches, site lighting, bike racks and garbage receptacles will also be provided along the east-west and north-south pedestrian walkways. This standard is met. Brick Paving: Where a development is proposed abutting to a sidewalk or intersection, brick paving shall be required for sidewalk surface detail panels on numbered streets and at primary building entrances as shown in the paving detail diagrams. Brick pavers shall be used to provide color and texture on north-south streets. The use of brick, cobbles or flagstones as pavement for other pedestrian ways, courtyards or parking lots is encouraged, but is not required. Existing improvements along Evergreen Road, 1st Street and A Avenue are to remain. On 15t Street,the 8-27' sidewalk is already paved in a brick herringbone pattern, which will be maintained with the development. The sidewalks along A Avenue and Evergreen Road are improved with street tree planters, and the street trees will be preserved; any construction impacts to these concrete sidewalks will be repaired with matching materials and panels. The applicant has not submitted plans that show compliance with this standard for the 2nd Street frontage; however,the east side of 2nd Street will be re-graded as part of a LORA project, which will be coordinated with the development of this site. As a condition of approval,the applicant will be required to submit sidewalk plans that include brick accents consistent with previous downtown development. These plans will be reviewed and approved with the improvements along 2nd Street. Pedestal pavers will be provided in the pedestrian walkways, courtyards, and the storefront setbacks along A Avenue. The materials plan (Exhibit E21) does not identify the paving material provided in front of the roundabout gable on Building C. For consistency at the roundabout,this entrance must be paved in concrete with the same scoring size and pattern as the roundabout gable at LVV. As a condition of approval,the applicant will be required to submit a revised materials plan showing that the entry is paved with a textured material that is different from the roundabout paving. Natural Stone: New and substantially remodeled buildings shall use natural stone(preferably Columbia River Basalt)for retaining walls, courtyard walls or similar landscape applications. Columbia River Basalt is proposed on all stone seat walls at the planters adjacent to the public rights-of-way along A Avenue, Evergreen Road and 2nd Street, as well as the pedestrian stair/ramp at the west end of the pedestrian walkway. This standard is met. Gates and Hangers: Decorative iron gates and hangers for signs,flags and hanging baskets shall be required as part of the landscape plan and shall be designed in the Arts and Crafts style. Decorative iron gates will be provided around the private resident outdoor spaces; these are illustrated in the landscaping plans (Exhibit E22). They are simple in design,without excessive decoration, and are designed to complement the Arts and Crafts and English Tudor styles on site. This standard is met. Hanging Baskets: Any required landscaping shall include seasonal hanging flower baskets placed within parking lots and along streets and sidewalks. The project is preserving most of the existing light poles along the abutting streets; five new street lights will be installed on 2nd Street. Where these poles are currently provided with LU 13-0046 Page 23 of 54 hanging flower basket arms, they will remain. New poles must be provided in the style approved by the City, which provides arms for baskets. This standard is met. Art: The site design for a new or substantially remodeled existing building shall include locations for placing public or private art. As described in the applicant's narrative (Exhibit Fl) and illustrated in Exhibit E21,the project will provide the same or similar locations for existing plinths to accommodate the rotating Gallery Without Walls Art located in the public right-of-way. As established in the Development Agreement (Exhibit F10), permanent art as part of the 1.5%for Art Program will be commissioned and installed. As shown in Exhibit E21, one location for a future art piece is identified at the bottom of the pedestrian stairs/ramp. This standard is met. Protecting Pedestrians: In areas of potential vehicle/pedestrian conflict, City approved street furniture or bollards shall be used to help create a "protected zone"for the pedestrian. There are existing bollards at the mid-block pedestrian crossing on 1st Street as well as at the roundabout corner. As shown on Exhibit E5, additional bollards are proposed in front of the retail parking garage on 15t Street;these will extend 14 feet in front of the garage entrance to create a "protected zone"for pedestrians. The bollards will meet the City design standards. This standard is met. Undergrounding of Utilities: Overhead utilities shall be placed underground, unless the City Engineer determines that undergrounding is not practical based upon site conditions. All utilities are planned to be provided underground. This standard is met. 50.05.004.9 Parking Requirements Parking shall be designed to provide adequate, but not excessive, space while preserving and enhancing the village character of Lake Oswego, through compliance with the criteria in this section. Both the standards of LOC 50.06.002,which identify minimum parking rates, and the modifications allowed in this section, LOC 50.05.004.1.9, are addressed under LOC 50.06.002, Parking, below. Employee and patron parking shall be restricted to available parking within the commercial district as follows: i. On-site parking, ii. Owner or easement parking for patrons within 500 ft. of the business site, iii. Owner or easement parking for employees within 1,000 ft. of the business site, or iv. On-street parking along the property frontage. The parking generation rates identified in LOC 50.06.002 capture both employee and patron demand. As described in the parking analysis,the minimum required parking for the retail component of the project is 136 spaces; 135 spaces will be provided in the underground parking garage, and 32 parking spaces will be provided along the street frontages. There are no off-site parking lots proposed as part of this application for owner or easement parking. This standard is met. LU 13-0046 Page 24 of 54 50.05.004.10 Parking Lot Design Parking shall be designed in compliance with the following criteria: a. Parking configuration and circulation shall be designed to provide access from streets within the district and direct traffic away from residential zones, particularly delivery vehicles. Off- site, signal or signage improvements may be required if needed to direct traffic away from residential zones. b. Driveways to parking areas shall be located to avoid breaking the storefront pattern along primary pedestrian ways. First Street south of"B"Avenue shall be considered a primary pedestrian way. c. Parking lots and structures shall be sited and designed to mitigate adverse lighting and noise impacts on residents. The reflection of sound by the lake surface shall be specifically considered. There are currently nine driveways that access the site: three on 2nd Street, two on A Avenue, and four on 1st Street. These will be consolidated to two driveways with the proposed development: one on 2nd Street to serve the residential component, and one on 1st Street to serve the retail portion of the development. These access points, and thus the streets on which they are located, are within the Downtown Redevelopment Design District. Parking for retail delivery vehicles is provided at the northeast corner of the site, on 1st Street, as shown in Exhibit E5. As all parking is provided in underground garages,there will be no exterior lights or noise impacts on residents. These standards are met. As shown in Exhibit E6,the access for the retail driveway is proposed to be on 1st Street,which is considered a "primary pedestrian way." The applicant is requesting an Exception to this standard. The criteria for approval for this Exception are addressed under LOC 50.08.005, below. 50.05.004.11 Parking Structures Parking structures or garages shall comply with the following design standards: a. Retail storefronts at the ground level of parking structures shall be located at the periphery of parking areas and structures. The street side of residential parking structures may contain facilities or services for residents, such as laundry rooms, lobbies, or exercise rooms. b. Building materials shall complement abutting building materials as illustrated in Figure 50.05.004-L:Parking Structure Building Materials and Entries. In cases where a parking structure extends to the periphery of a site, the design of the structure shall reflect the massing,fenestration and detailing of adjacent and abutting buildings. c. Architectural elements such as a frieze, cornice, trellis or other device shall be continued from a residential portion of the building onto a parking structure. All parking is provided underground,therefore,these standards are not applicable. d. Entries shall be designed to be subordinate to the pedestrian entry in scale and detailing. If possible, parking structure entries shall be located away from the street, to the side or rear of the building. The opening to the retail garage is recessed five feet behind the retail storefronts on both sides (Exhibit E21). Directly to the south, the pedestrian access to the retail is provided by a glass door; the hallway is separated from the parking ramp with glass enclosure, through which artwork or a mural can be seen (Exhibit F1). At the pedestrian level,the gable end has less LU 13-0046 Page 25 of 54 brickwork compared to the other sections of Building C along 15t Street, making it lighter/subordinate to the other gables (Exhibit E9). The opening to the residential garage is slightly set back from the facade along 2"d Street. A security gate, designed in the Arts and Crafts style,will provide controlled access to the residential garage (Exhibit F1). As the balance of the pedestrian-level façade along 2nd Street is masonry, the gate provides a lighter point of entry. This standard is met. e. If possible, parking structures should be designed so that portions of the parking structure decks are used for landscaping or entry courts to abutting buildings. f Parking structures shall be detailed at ground level in a manner similar to adjacent or abutting buildings in order to create a strong/emphasized base. All parking is provided underground;therefore,these standards are not applicable. 50.05.004.12 Street,Alley and Sidewalk Design Street, sidewalk and alley design shall safely and efficiently provide for vehicular and pedestrian travel while enhancing village character through compliance with the following design standards. These standards shall apply in addition to any other City requirements for street, alley or sidewalk design. In the event of a conflict,the provisions of this section shall control. Compliance with Comprehensive Plan: Development shall comply with the Major Street System Policies contained in the Goal 12, Transportation Chapter of the Comprehensive Plan. Pursuant to this element, "A"Avenue and State Street are classified as major arterials, "B"Avenue from State Street to Fifth Street and First through Fifth Streets from "A"to "B"Avenues are classified as major collectors. Under Goal 12 (Transportation) of the Comprehensive Plan, the Major Street System consists of major arterials, minor arterials and major collectors. A Avenue is classified as a major arterial; therefore,the policies below apply to this development: 1. The arterial and major collector street network shall be designed and maintained to service level "E"during peak hours. As discussed in the Traffic Report(Exhibit F3), peak hour is defined as 4:40—5:40 pm on weekdays. The projected Level of Service (LOS)for the seven study intersections in 2016, with project buildout, is LOS A-C. This standard is met. 2. Direct access onto major streets shall be controlled and consolidated. Currently, there are two access points onto A Avenue, a major arterial. As shown in Exhibit E5, these driveways will be eliminated. Retail customers will access the retail garage on 15t Street, and a second driveway on 2"d Street will provide access for residential users. This standard is met. 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. Residential uses are proposed on the upper floors of Building A along A Avenue, a major arterial. The development will consolidate the nine existing driveways (two are on A Avenue)that provide access to the site into two driveways: a retail driveway on 1st Street and a residential LU 13-0046 Page 26 of 54 driveway along 2nd Street. This will remove five potential points of conflict between vehicles and pedestrians/bicyclists. Additionally, all bicycle improvements planned for the surrounding city streets have been completed.This standard is met. "A"Avenue Improvements: Any improvements to "A"Avenue shall be designed and constructed in conformance with the 1994 Concept Plan as it exists now or may in the future be amended by LORA. This plan identifies turn lane configuration, island location, signal location and general scope of the project. "A"Avenue shall be designed to blend with and continue the design themes of the Demonstration Street Project as shown in Figure 50.05.004-M:Demonstration Street Project, or in conformance with the completed construction plans for the next phase if such plans are available and have been approved by LORA. The portion of A Avenue that abuts the project site is already improved with the design themes of the Demonstration Street Project. The driveways that are being eliminated on A Avenue will be replaced with sidewalk panels that match the existing design. This standard is met. Intersection Design: Intersections on "A"and "B"Avenues shall create crosswalks in a different material and texture than the street paving (e.g., concrete, cobbles, or brick) to bridge the intervening streets. The intersections on A Avenue are already improved to this standard, and no changes to these intersections are proposed. This standard is met. Curb Extensions: Curb extensions shall be created at all intersections where feasible from a traffic management standpoint and unless such extensions would interfere with the turning and stopping requirements of emergency service vehicles(e.g.,fire trucks, ambulances), buses or delivery vehicles. Such extensions will be designed to accommodate the turning and stopping requirements of such vehicles. Curb extensions are already provided at three of the site intersections: 1st and A Avenue, 2nd and A Avenue, and 2nd and Evergreen (Exhibit E5). The intersection at 1st Street and Evergreen is developed as a roundabout. This standard is met. Sidewalks: Sidewalk design shall consider and encourage opportunities for outdoor cafes, pushcart vendors, seasonal sidewalk sales,festivals and similar uses and activities which enliven pedestrian walkways. The sidewalk along 15t Street varies from eight to 27 feet in width,which offers opportunities for sidewalk activities. The storefront along A Avenue has a number of setbacks,from two to eight feet in depth, which offer additional opportunities for sales, displays and vendors (Exhibit E5). The sidewalk along Evergreen Road is currently proposed to remain as is, except at areas that need to be repaired or replaced for ADA compliance. The sidewalk along 2nd Street is proposed to be widened, and will be designed to the satisfaction of the City Engineer. This standard is met. Alleys: Alleys shall be incorporated into design plans as pedestrian and vehicular accessways. There are no alleys provided on the site. However,the pedestrian walkways provide pedestrian access through the site (Exhibit E5). This standard is met. LU 13-0046 Page 27 of 54 Angle Parking: On numbered streets, angle parking shall be installed when it will maximize the number of spaces provided and still comply with the capacity, service level and safety requirements of the street system. Angle parking is already provided along 1st Street, and this pattern will not be altered with this project. Parallel parking is currently provided along 2nd Street, matching 2nd Street north of A Avenue. The applicant will widen the sidewalk and planting strip along 2nd Street allowing for parallel parking only. This work will be coordinated and done approximately at the same time as a LORA project to re-grade 2nd Street between A Avenue and Evergreen. Final sidewalk width, street width and on-street parking layout will be determined by the City Engineer as part of the final improvement plans. Off Street Parking, Loading and Bicycle Access [LOC 50.06.0021 This standard applies to all development that generates a parking need. The total required number of parking spaces shall be the sum of the various uses computed separately. The maximum number of parking spaces for commercial development cannot exceed 125%of the minimum required spaces. Per LOC 50.05.004,the parking standards of this section apply in full to any project in the DRDD, but the requirements may be modified as provided in LOC 50.05.004.9, Parking Requirements. Both the standards of LOC 50.06.002 and the modifications allowed in LOC 50.05.004.9 are analyzed together below. Commercial Parking The proposed project includes 28,000 square feet of retail uses, as follows: Retail: 14,000 square feet, at 3.3 spaces per 1,000 sq ft (46.2 spaces) Specialty Food: 4,700 square feet, at 6.6 spaces per 1,000 sq ft (31.02 spaces) Restaurant: 9,300 square feet, at 13.3 spaces per 1,000 sq ft (123.69 spaces) The base minimum parking required is 201 spaces. Because of the layout of downtown and the availability of on-street parking and transit,the minimum parking requirement shall be 0.75 of the total required. An additional reduction of 0.9 can be applied to the minimum required if retail uses are located within 1,000 feet of 100 or more residential units.The 1,000-foot radius extends to the east side of 5th Street on the west,to a portion of the Oswego Pointe apartments to the east, and includes the Bay Vista Apartments, Lake Oswego Apartments, and a number of cabana lots to the southwest. Additionally,the project is a mixed-use development that includes up to 228 residential units. Therefore,there are over 100 residential units within this radius. Applying the downtown modifiers of 0.75 and 0.9 reduces the required retail parking to 136 spaces. In the retail underground parking garage,which will be accessed from 1st Street,the applicant proposes 135 parking spaces. In addition, on-street parking spaces that abut the site frontage may be counted toward the parking requirement. As shown on Exhibit E5 and in the Traffic Report(Exhibit F3), 32 on-street parking spaces are provided around the property's frontages on A Avenue, 1st and 2nd Streets. A total of 167 retail spaces will be provided by the project, which exceeds the minimum required by 31 spaces. Of the total retail spaces provided on site, 21 spaces, or 12.5%, will be compact spaces,which is less than the maximum of 50%. In addition,two spaces for electric vehicles will be provided in the underground garage (Exhibit E7). As required by the Development Agreement with LORA (Exhibit F10),the 135 retail parking spaces will be shared with the public. This is an exception to the Parking standards. The criteria for approval for this exception are analyzed under LOC 50.08.005, below. LU 13-0046 Page 28 of 54 While not a standard under LOC 50,the Uniform Building Code (UBC) has requirements for Americans with Disability Act (ADA) parking. UBC standards would generally not be analyzed in a land use discussion; however, because compliance with the ADA requirements might affect design of the project, ADA parking is addressed here. Both the retail and residential parking garages provide the required number of ADA parking spaces for typical cars,vans and SUVs (Exhibit E7). ADA vans, which require a higher clearance, will not be able to access the retail parking garage on 1st Street because of limited height clearance. The applicant proposes that both residential and retail ADA van spaces will be accommodated in the residential parking garage on 2nd Street,which has a higher clearance. As described in the applicant's narrative (Exhibit F1), the retail parking entrance will be signed and provided with a bang-bar to restrict ADA vans and re-route them to the residential garage. Because entrance to the residential garage is gated,ADA van users will be required to "buzz in" at a control panel or use a cell phone to notify the gate operator of their presence. Once parked, the ADA van user will be required to gain access through the gate that separates the retail and residential parking areas underground. While the ADA space is close to the retail elevators,the Building Official is concerned, because of the multiple barriers, whether this proposal meets the UBC standards for ADA parking. If the retail ADA parking space cannot be provided on the residential side of the garage as proposed, design changes to the buildings, site plan, circulation plan and/or driveway design may be necessary. As a condition of approval,the applicant will be required to submit a letter of support from the Department of Justice,the state agency that interprets the application of ADA for UBC purposes, confirming that the retail ADA van space can be provided in the residential garage. The applicant shall be required to comply with any requirements or limitations stated by the Department of Justice. The applicant's narrative and site plans are inconsistent regarding the location of the intercom for retail ADA van users to activate the security gate. In Exhibit E7,the intercom is located along the sidewalk on the southwest corner of the site. As described and illustrated in the applicant's narrative (Exhibit F1),the intercom is located on the side of Building B near the parking garage entrance. The intercom cannot be located in the right-of-way. As a condition of approval,the applicant will be required to submit revised site plans and elevations showing that the intercom is located on the face of Building B, inside the parking garage entrance, or as otherwise may be stated by the Department of Justice as necessary for the ADA parking space in the residential parking area to comply with the ADA. Residential Parking The proposed project includes up to 228 residential units; of these, 104 are proposed to be 1- bedroom units, and 124 are proposed to be 2-bedroom units. The parking rates for residential uses are based on the number of bedrooms, as follows: 1-bedroom: 104 units at 1.25 spaces per unit(130 spaces) 2-bedroom: 124 units at 1.5 spaces per unit (186 spaces) The base minimum residential parking required is 316 spaces. Because of the layout of downtown and the availability of on-street parking and transit,the minimum parking requirement shall be 0.75 of the total required, bringing the minimum requirement to 237 spaces (LOC 50.05.004.9.a.i). Of these spaces, 25%, or 60 spaces, must be available for visitor parking. In the residential parking garage, which will be accessed from 2nd Street,the applicant proposes 322 parking spaces. This is 85 spaces, or 35.9%, more than the minimum required. The applicant illustrates that 58 spaces will be provided to residential guests (Exhibit E7). As a condition of approval,the applicant will be required to submit a revised parking plan that illustrates that a minimum of 60 spaces are reserved for guess parking in compliance with this standard. As conditioned,this standard is met. LU 13-0046 Page 29 of 54 Of the 322 spaces, 31 spaces, or 10%, will be compact spaces,which is less than the maximum of 50%. In addition,four spaces for electric vehicles will be provided in the underground garage (Exhibit E7). Bicycle Parking Bicycle parking must be provided for all new multi-family residential developments over four units, and for all commercial uses. The bicycle parking rates for the residential use is as follows: Multi-family residential: 1 space per 4 units (57 spaces) The Parking standard allows up to 75%, or 45 spaces, of the required residential bike parking to be provided in the individual dwelling units, with the remainder(15 spaces)to be provided within a covered area located no more than 50 feet from a building entrance. As shown in Exhibit E7, 60 residential bicycle parking spaces are provided in the residential parking garage. These spaces are within 50 feet of the garage entrance and are covered and secure. The bicycle parking rates for commercial uses are as follows: Retail: 1 per 2,500 sq ft GFA(8 spaces) Restaurant: 1 per 5,000 sq ft GFA(2 spaces) All spaces must be covered, which can be accommodated by building or roof overhangs, awnings, bicycle lockers, storage within buildings or free-standing shelters. As shown on Exhibit E21, 14 commercial bike spaces are provided on the site—six are in the small courtyard west of the preserved maple tree along A Avenue, and eight are located along the east-west pedestrian walkway. The bike spaces along A Avenue are sheltered by canopies (E7). The bike spaces along the pedestrian walkway are not sheltered. As a condition of approval,the applicant will be required to submit a revised site plan illustrating that these spaces are covered. As conditioned, this standard can be met. Access/Access Lanes(Flag Lots) [LOC 50.06.003.11 This standard is applicable to commercial and mixed use development and prescribes standards for the design of access points and lanes. Direct access to an arterial street is prohibited where alternative access is available. Direct access to a local residential street is required unless access not available. The site currently has nine access points along three street frontages: three driveways on 2nd Street,two driveways on A Avenue, and four driveways on 1st Street. The proposed development will reduce the number of access points to two: one on 1st Street to serve the retail parking garage, and one on 2nd Street to serve the residential parking garage. Both 1St Street and 2nd Street are local streets. This standard is met. On-Site Circulation—Driveways and Fire Access Roads [LOC 50.06.003.21 This standard is applicable to mixed use development and contains design standards for driveways. Driveways must be located at least 30 feet from the nearest intersection (measured from edge of driveway to curb), are limited to 24 feet in width, and must meet the American Association of State Highway and Transportation Officials (AASHTO) standards for safe entrance and exit. As shown in Exhibit E7,the retail driveway is 24'-111/4" in width and located more than 90 feet from the 15t Street/Evergreen Road intersection. The residential driveway is 23' 2 7/8" in width and located 80 feet from the 2nd Street/Evergreen Road intersection. As a condition of approval,the applicant will be required to submit revised a site plan showing that the retail LU 13-0046 Page 30 of 54 driveway is no more than 24 feet in width, or submit a traffic study to the satisfaction of staff that justifies the additional width. As shown in Exhibit E5 and verified by the Engineering staff, both driveways meet the AASHTO standards in at least one direction. The 1st Street driveway is constricted slightly by the roundabout, but otherwise is adequate to the north. The 2nd Street driveway has clear sight distance to the north, but is constricted looking south. Adding a stop sign at the 2nd Street/Evergreen intersection to make the intersection an all-way STOP will satisfy the sight distance per AASHTO;this will be made a condition of approval. The City Engineer has ultimate authority to prescribe the street traffic control signage. The public art locations surrounding the site, particularly near the 1st Street driveway, are temporary and will be relocated prior to construction. As conditioned,this standard can be met. This standard also prescribes design standards for driveways, including maximum grade, cross- slope and grade breaks for driveways, and requires a landing area where a driveway meets the right-of-way. The applicant has submitted cross sections of the proposed driveway ramps (Exhibit E29)that illustrate a retail driveway grade of 14%; the landing area is approximately 13 feet in length, with a grade of 5% (the landing area cannot extend in to the public right-of-way). The grades of the residential driveways are 2.9% and 15%, with a landing area of 22.44 feet in length. The applicant has applied for a Minor Variance to the driveway grade standards; this is addressed in LOC 50.08.002, below. On-Site Circulation—Bikeways,Walkways and Accessways [LOC 50.06.003.31 This standard is applicable to all new commercial, multi-family residential, and mixed use development, and requires the provision of ADA walkways between public entrances and parking lots and the adjacent street system. As shown in Exhibit E7, all retail spaces have direct access to A Avenue, 1st Street or Evergreen Road. The buildings are setback from the property line from 0—5.5 feet,with the exception of the retail spaces at the northeast corner of the site. At this location,the retail entrances are located approximately 25-33 feet from the property line because of the preservation of the maple at the corner. The plaza created by the retention of the tree connects directly to the abutting sidewalks. Entrances to the residential units are provided along A Avenue, 1st Street, 2nd Street and Evergreen Road (Exhibit E6); these entrances provide direct access from the abutting streets. The public easement between 1st and 2nd Streets provides additional pedestrian connection through the site. On the eastern end of this walkway, a landscaping island at the street prevents motor vehicles from accessing the walkway. At the western end, a pedestrian staircase and ramp prevent motor vehicles from entering this site. The pedestrian entrance to the retail parking garage is located along this walkway, approximately 52 feet west of the 1st Street (Exhibit E5). All walkways are hard-surfaced and at least 5 feet in width. This standard is met. Transit [LOC 50.06.003.51 This standard applies to all mixed use development and requires transit and transit-oriented facilities to be provided on or near the site. The site is served by Tri-Met bus service along A Avenue, where a bus stop with bench for lines 35 and 36 is provided 48 feet east of the intersection of A Avenue and 2nd Street. This standard is met. Landscaping.Screening and Buffering [LOC 50.06.004.11 Per LOC 50.06.004.1.a.ii(1),this standard is not applicable to development located within the DRDD; see landscaping analysis under LOC 50.05.004, above. LU 13-0046 Page 31 of 54 Fences [LOC 50.06.004.21 In mixed use zones,fences,walls and retaining walls shall not exceed six feet in height; within 10 feet of a public street, a fence or wall is limited to four feet in height. The only fences provided on the site are located adjacent to the private outdoor courtyards along the pedestrian walkways; the site and landscaping plans do not illustrate the dimensions of these fences. As described in the applicant's narrative (Exhibit Fl) and illustrated in Exhibit E22,these fences will be less than four feet in height; planter walls are also under four feet in height. This standard is met. Lighting [LOC 50.06.004.31 This standard is applicable to all minor development which results in increased use of public streets. On public pathways, low level lighting of less than 0.3 average foot-candles is required, and the maximum uniformity of illuminating ratio cannot exceed 20:1. This standard applies only to the east-west pedestrian walkway,which will be provided through a permanent public easement, and thus is considered a "public way" per the International Building Code (IBC). Contrary to the applicant's narrative,the "exit discharge" does not extend from residential exits along the east-west pedestrian pathway all the way to 1st and 2nd Streets; rather, it extends only from the exit doorways to the east-west public pathway itself. As determined by the Building Official, means of egress lighting levels of 1.0 foot-candles (fc) is required along the means of egress, including the exit discharge, and not along the length of the public pathway. The applicant has not provided a lighting plan that shows compliance with this standard for the east- west walkway. As a condition of approval,the applicant will be required to provide a lighting plan that shows compliance with the standards identified above for the east-west pedestrian walkway. As conditioned,this standard can be met. Park and Open Space Contributions [LOC 50.06.0051 This standard is not applicable to development located within the DRDD; see landscaping analysis under LOC 50.05.004, above. Weak Foundation Soils [LOC 50.06.006.11 As shown on the City's Soils Maps, a portion of the site may contain weak foundation soils. The applicant submitted a geotechnical engineering evaluation for the proposed development (Exhibit F7). The purpose of the evaluation was to explore the subsurface conditions at the site and provide geotechnical engineering recommendations for design and construction. Based on the analysis, the site can be developed as proposed following the recommendations outlined in the report. A copy of the geotechnical report will be required to be submitted with the building permit application. This standard is met. Drainage Standard for Major Development and New Mixed-Use Structures [LOC 50.06.006.31 This standard requires that drainage alterations, including new development, not adversely affect neighboring properties. In addition,this standard requires design features to minimize pollutants from entering the storm water runoff systems. The determination of whether or not the application complies with the requirements of this standard is under the review authority of the City Manager or City Engineer. Storm water management will be required for the impervious surface areas, and the development shall not have any negative impacts to the downstream storm system or surrounding properties. There will be no net increase in impervious area so storm water LU 13-0046 Page 32 of 54 detention is not required for the proposed development. New structures and reconstructed parking lots are considered "new" impervious area for purposes of requiring storm water quality management facilities. The City Engineer has made the following findings and recommended conditions: The applicant submitted a preliminary Stormwater Management Report dated September 6, 2013, prepared by a registered engineer(Exhibit F6). A private storm water quality vault is proposed to be constructed at the northwest corner of the site with access through the parking garage, which will provide water quality for the entire site. A new storm connection will be made to the existing public storm main in Evergreen Road. In addition,the applicant has provided a preliminary grading and erosion control plan (Exhibit E25) which indicates the location of a proposed stormwater planter for each building. The Engineering staff finds the proposed method for stormwater management to be acceptable for providing water quality treatment for the impervious surface areas. The Engineering staff also notes that the applicant can use either a water quality vault, storm water planters, or a combination of both for providing water quality treatment in order to meet the minimum provisions of this standard, although Engineering highly recommends the use of planters where possible. Any alternate design shall be approved by the City Engineer. At the time of building permit submittal, a final storm report and water quality design will be required for review and approval prior to building permit issuance. The Engineering staff also notes the geotech report (Exhibit F7) indicates that sump pumps will be necessary to accommodate groundwater flows. The adjacent and downstream capacity of the public storm system will be required to be analyzed for pre and post conditions, and any deficiencies will be required to be corrected. The capacity shall be examined with the anticipated sumps pump flows occurring during the design storm event. This will be imposed as a condition of approval for the development. 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. As conditioned,this standard is met. Utilities [LOC 50.06.0081 This standard is applicable to all development requiring connection to utilities. Utilities are available or can be made available as follows: Sanitary Sewer: There is an existing public sanitary sewer main located in A Avenue and 2nd Street. The applicant proposes to construct a new sanitary service lateral from the existing main in 2nd Street (Exhibit E26). A clean-out shall be constructed at the right-of- way line. According to the City's March 2013 Waste Water Master Plan Update,there are capacity deficiencies in the existing system downstream from this site. The model assumed the site would be developed with a commercial use using a flow factor of 500 gallons per acre per day (gpad). Changing the use to include multifamily residential use significantly increases the waste water flows. Using the flow factors identified from the Waste Water Master Plan, a multifamily development is projected to have a flow factor of 1,200 gpad. This is a 240%increase in wastewater flows that can be anticipated from this project. This development will be required to investigate the existing capacity and proposed site wastewater flows, and then, if necessary, mitigate its impact to the public wastewater LU 13-0046 Page 33 of 54 system and upgrade the sewer capacity from the site down to the sewer interceptor in the lake south of 3rd Street. As conditioned,this standard is met. (The Engineering staff notes that at the time of this report,the City is conducting a capacity analysis regarding the downstream capacity of the existing sewer system between the site and the sewer interceptor in the lake at the south end of 3rd Street. The applicant may elect to accept the City's study as its own.) Water and Hydrants: The Composite Utility Plan (Exhibit E26) indicates abandoning the existing water services on site and installing three new water services. Each building will have its own independent service. The Engineering staff notes that the water service for Building A is proposed to connect to the water main in A Avenue. There is a paving moratorium along A Avenue through 2017. Any street cuts in A Avenue will require a higher standard for pavement replacement. Utility vaults for backflow valves will not be allowed to be located in the sidewalk. The application narrative indicates the design has not been developed to a point to locate the fire department connections (FDCs) on each of the buildings. At the time of building permit review, the FDC placement and fire backflow devices shall be to the satisfaction of the Fire Marshal, City Engineer and Building Official. As conditioned,this standard is met. Storm Drains and Approved Points of Disposal: Storm water management will be required for the impervious surface areas. Please see comments, above, regarding storm water management requirements. Streets: A Avenue is considered a major arterial, while Evergreen Road and 15t and 2nd Streets are local streets. All four streets are fully improved. See additional comments under LOC Chapter 42, below. Sidewalks: Sidewalks are provided along all abutting streets. See additional comments under LOC Chapter 42, below. 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. Compliance with this standard will be assured at the time of building permit application. Minor Variance [LOC 50.08.0021 Minor variances are small changes from the Code requirements that will have little or no effect on adjacent property or users. LOC 50.08.002.3 lists three different driveway variances as a minor variance: (g) is a variance to maximum grade of a driveway; (i) is a variance to distance of driveway from intersections; and (k) is a variance to driveway width for flag lots. . The applicant's request is for variances to the landing area length and grade. Although these variances are not expressly listed as a minor variance under LOC 50.08.002.3,that listing is not exclusive: "Minor variances include: ****". Staff finds that a variance to the driveway landing area length and grade is of the same nature as the above expressly listed driveway variances and, if approved per the minor variance criteria, would have "little or no effect on adjacent property or users." Accordingly, this requested variances to landing area length and grade is classified as a minor variance. The applicant's narrative addresses the variance criteria (Exhibit F13). LU 13-0046 Page 34 of 54 Per LOC 50.08.002, a minor variance may be granted if it is established that: i. The granting of the variance will not be detrimental to the public safety, or materially injurious to properties or improvements within 300 feet of the property. The proposed driveway profiles identify landing areas that are located within the rights-of-way of 1st Street and 2nd Street (Exhibit E29). The driveway design standards of LOC 50.06.003.2 require that the landing area be provided on-site before the driveway meets a public street, which includes sidewalks. Therefore,the variance requests are to reduce the landing area length on the residential driveway, and increase the landing area slope on the retail driveway. On the residential driveway,the landing area is proposed to be 22.44 feet (a minimum of 25 feet is required),with a grade of 4.5%. This represents a reduction of 10%of the required landing area length. As a comparison, a full-sized 90-degree parking stall is required to be 18.5 feet in length, and the longest 2012 passenger vehicle,the Ford F-350 truck, is 21.9 feet in length. A landing area of 22.44 feet in length will allow most vehicles to come to a stop entirely on site before proceeding into the right-of-way and pedestrian area. On the retail driveway,the landing area begins at the face of the building and extends 25 feet to the west into the building. The design shows a landing area of approximately 13.5 feet at a 5% slope,transitioning with a grade break to a 14%slope for the remainder of the driveway. To eliminate any potential detriment to public safety,the Engineering staff recommends a smoother transition by means of a vertical curve at this transition rather than a grade break. As a condition of approval,the applicant will be required to submit revised driveway designs showing a vertical curve transition within the landing area. These parameters will ensure a safe transition from the garage to the street, with a landing area length that will accommodate most vehicles, as described above. Even for those vehicles that have a longer length,the design offers an area to pause without scraping before entering the street. The Fire Marshal and the Building Official have determined that the variances to driveway grade and landing area length will not violate any fire or building regulations. Staff therefore finds that, as conditioned,this criterion is met. A variance to the driveway landing area length and grade will have no impact on adjacent properties. 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. The variance requests are to driveway design; the requests do not require any alterations to footprint or height of the proposed development, or the location of access points. There are no designated natural or historic resources on the subject property. The property does not abut Oswego Lake and is not located on a hillside. The development will not impact any abutting property's ability to use solar devices any more than would occur if the development met all applicable requirements because the driveway and parking lot are located underground and do not affect the height of the structure; Buildings B and C are 58 and 54 feet in height at their tallest point, respectively,which is less than the 60-foot height limit in the EC zone. The Solar Access standard of LOC 50.06.007.2 do not apply to commercial, mixed-use, multi-family or single-family attached development. As described earlier in this report, the project complies with all drainage standards required under LOC 50.06.006.3. There will be no adverse effect on LU 13-0046 Page 35 of 54 existing physical systems as a result of approval of a variance to driveway grade. This criterion is met. Downtown Redevelopment District Exceptions to Standards FLOC 50.08.0051 Exceptions to the DRDD standards, or to any other applicable standard in LOC Chapter 50, may be allowed in one or more of the following circumstances: i. The applicant demonstrates that the physical characteristics of the site make compliance impractical; ii. New buildings may vary from the design requirements in LOC 50.05.004.5 through 50.05.004.7 if: (1) The applicant demonstrates that the design should vary in order to create a complementary relationship with an abutting viable existing structure that is not designed in the Lake Oswego Style;and (2) The applicant demonstrates that the alternative design is exceptional in the quality of detailing, appearance or materials and/or creates a positive unique relationship to other structures, views or open space in a manner that accomplishes the purpose of the Downtown Redevelopment District Design Standards. iii. The applicant demonstrates that the alternative design accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed pursuant to this standard. Under the criteria of Subsection (iii), above, the applicant is requesting exceptions to five standards. The Urban Design Plan (Plan) is a guidebook for development of the East End District, and is based on the vision statement of the East End Redevelopment Plan. The Plan does not have a single "purpose" section. Subsection (iii)'s reference to "purpose of the Urban Design Plan" has previously been interpreted to refer to the Urban Design Plan Objectives. Each of the requested exceptions is analyzed below. Residential units on the around floor. LOC 50.03.003.1.e.ii restricts ground floor residential use to a small portion of the site along 2nd Street and Evergreen. The proposed development provides ground floor residential uses slightly outside of the defined area, as well as in the interior of the site along pedestrian H 1 a walkways. - l ° it 31 30 One of the Plan's objectives is to create a high-density, compact shopping district to _ _' s serve the retail core (Objective 1.3), and the AVEtJuE (' 1 four blocks surrounding the A Avenue/1st Street intersection are identified as a special _,_ 4 r 49 retail district. As shown in Figure 50.03.003- + En A (right),the prohibition on ground floor t4NM ■T retail encompasses all or a portion of seven _ A -- - AVENUE downtown blocks. While retail uses currently abut A Avenue on - the site and Block 136 to the west, high 137 138 density residential uses transition behind the retail storefronts on Block 136 toward -� 11 1111111 E4'ERGREEN ROAD Evergreen Road, and then to lower density residential uses further to the south and I southwest. Additionally, while the retail LU 13-0046 Page 36 of 54 storefront on Block 136 wraps around the corner of A Avenue and 2nd Street, it provides only storefront windows and no entrances, limiting its activity level along 2nd Street at this location. The location of proposed ground floor residential use along 2nd Street complements the retail/residential transition on Block 136. While the diagram above shows abrupt edges to the compact shopping district, adequate transitions between uses are necessary fro compatibility between uses. On Evergreen Road,the property to the south of the site is developed as park and open space (Millennium Park). As shown on the site plan (Exhibit E5) and illustrated in the applicant's narrative (Exhibit F1), ground floor residential is proposed at the mid-block; storefront retail wraps the roundabout corner and extends all the way to the north-south pedestrian walkway. With the narrow width of Evergreen Road, limited on-street parking at this location, existing topography, and no retail on the south side of the road, this frontage is not conducive to storefront retail. Ground floor residential uses on this frontage are an appropriate use considering the existing 8-foot retaining wall and 85-foot setback between Building B and the activity area at Millennium Park. As shown on the site plan (Exhibit E5), the applicant proposes three separate buildings on the site, separated by internal pedestrian walkways. This opens the site up and allows uses—both residential and retail -to wrap the corners along the walkways. Retail uses extend along the east-west pedestrian walkway on both Buildings A and C; retail uses also wrap Building C's corner at the south end of the north-south pedestrian walkway. Internally, residential uses are the predominant use on the ground floor; however, along the prime retail street frontages—A Avenue and 1st Street—ground floor retail is proposed. Due to low visibility and lack of vehicular access, retail at the interior of the site would not have sufficient visibility for economic vitality. Staff finds that the project creates appropriate transitions between higher-intensity uses and streets (retail on A Avenue and 1st Street, respectively) and lower-intensity uses and streets (residential on2nd Street and Evergreen Road, respectively). The project meets the following objectives of the Plan: Creates a high-density, compact shopping district(Objective 1.3) Creates a pedestrian network that structures the retail core through connections of parking, retail and civic places (Objective 1.4) Creates high density housing to provide greater intensity of use in the retail core (Objective 1.9) The project also meets the following principle of the Plan: Creates a lively and attractive urban experience by increasing the density and mix of uses, integrating these uses vertically and horizontally on the street level (Principle 2.13) Five stories on a portion of each of the three buildings. LOC 50.05.004.5.d restricts the number of allowed stories to four stories. The proposed development will provide a fifth floor on a portion of each of the three buildings, providing 15 residential units and a conservatory on Building B. As shown on the elevations and floor plans (Exhibits E9 and E7),the proposed buildings are four floors for a majority of each facade;the applicant proposes a fifth floor only on a portion of each building. On Building A,the fifth floor is on the downhill (south)side of the building along the east-west pedestrian walkway;five residential units are located on the fifth floor at this location. On Building B, which is completely residential,the fifth floor is located along 2nd Street, and LU 13-0046 Page 37 of 54 contains four complete residential units and half of two units. Additionally,the conservatory in the gable along Evergreen Road is located in the fifth floor on Building B. On Building C,the fifth floor is on the west side of the building along the north-south pedestrian way;four residential units are located on the fifth floor at this location (Exhibit Fl, page 21). Of the 219 residential units currently proposed,the fifth floor therefore represents 6.8%of the units. The fifth floors on all three buildings meet the conditions required by LOC 50.05.04.5.d for a fourth floor. On Building A, the fifth floor is residential and contained within the roof. It is significantly stepped back from the lower floors by six feet (Exhibit E10). On Building B, the fifth floor on 2nd Street is residential, is contained within the roof, and is significantly stepped back from the fourth floor by five feet (Exhibit E11). The conservatory on Evergreen Road is an amenity area for the residents of the development and represents the equivalent of one residential unit in size. It is located within the gabled roof, and is setback from the fourth floor by six feet. On Building C, the four residential units located in the fifth floor are contained within the roof of the building, and are significantly stepped back from the fourth floor by five feet(Exhibit E12). These design elements push the fifth floor back to the point that they will not be readily visible from the pedestrian level at the street. As stated earlier, all three buildings are under the maximum zone height of 60 feet,with heights ranging from 52 to 58 feet. As shown in the cross-sections (p 21 of Exhibit Fl) of the mixed use buildings,two residential floors fit within the same height as one retail floor; the fifth floor on one side of the structure is therefore aligned with the fourth floor on the street side, with no additional building height. The provision of this small number of units on the fifth floor does not increase density over what could only be provided on four floors. As shown in the site plans (Exhibit E5),while the maximum lot coverage allowed is 100%,the proposed lot coverage is 70%. The square footage contained in the 5th floor units is roughly 20,000 square feet,which could be provided in a building extension along the north-south walkway while still meeting lot coverage standards. Additionally,the project devotes 21% of the site to landscaping, which is 6% more than required by the zone and, except for the espaliered tree on the south side of the east-west pedestrian walkway, all landscaping is provided at the ground level. Staff finds that the fifth floor creates the opportunity for more landscaping on site, with no increase in density or in maximum height. The design of each of the buildings sets the fifth floors back significantly from the lower floors, and contains them within the roof, which limits their visibility from the pedestrian level. A majority of the units are provided along the interior of the site rather than along the exterior. The project meets the following objectives of the Plan: Creates a high-density, compact shopping district to serve the retail core of the East End (Objective 1.3) Creates a pedestrian network that structures the compact retail core through connections or parking, retail and civic places (Objective 1.4) Creates high-density housing that will provide greater intensity of use in the retail core (Objective 1.9) The project also meets the following principles and concepts of the Plan: Establishes continuous pedestrian systems through and by developments that connect public rights-of-way, civic rooms and parking opportunities (Principle 2.9) Creates a lively and attractive urban experience by increasing the density and mix of uses, integrating uses vertically as well as horizontally (Principle 2.13) LU 13-0046 Page 38 of 54 Creates special pedestrian ways, similar to alleys and connecting elements, landscaping and features through the district (Concept 3.3) Places high-density multi-family housing on upper floors of shopping district buildings to add activity to the core area (Concept 3.3) Storefront glazing. LOC 50.05.004.6.b requires that 80%of a storefront be designed with display windows and entry features, and that windows be located 12—30"above the sidewalk. On Building C, which faces 1st Street and Evergreen Road and has three distinct facades, the proposed development will provide 43-67%storefront glazing;on the retail frontage of Building A on 2nd Street, the proposed development will provide windows between 18—54 inches above the sidewalk. This standard requires that new buildings fronting on streets create a storefront appearance on the ground floor by providing 80%of the ground floor as display windows or entry features. Buildings A and C, the two mixed-use buildings, have six different planes that are subject to this standard. The calculations for window display ranges from 43—67%on the three different planes on Building C (English Tudor). The architectural design provides brick panels in each storefront of approximately eight feet in width. This width is proportional to the structure and provides variety in the storefronts as requested in the Lake Oswego Styles. To achieve the required 80 percent figure,the panels would need to be reduced in width to approximately two feet. This reduction provides an unbalanced base to the structures,which are intended to be more massive and heavy in character. The type of architecture achieved through the proposed design is exceptional in that it provides a proportionate design needed to support the intricate upper floors. The retail storefront on Building A wraps the corner at 2nd Street and transitions to residential use. The sidewalk adjoining this retail space drops approximately five feet within the retail frontage. The proposed design maintains the retail floor at the same elevation to allow accessibility throughout the retail space. Because the sidewalk is so far below the floor level of the retail space, it is not possible to meet the requirement for windows in that space to be a maximum of 30 inches above sidewalk. Providing windows at a slightly increased height de- emphasizes them as prime retail display,which is creates a better transition between active retail space on A Avenue and the residential uses further south on 2nd Street. Staff finds that the slight deviation from the storefront window requirement provides better building balance and scale and a more attractive storefront appearance, and that the design of Building C already has the elements required to create village character, pedestrian amenities and visual interest. On Building A,the increased window height creates an appropriate transition between active retail and residential uses. The project creates a high density compact shopping district to serve the retail core of the downtown district, meeting the objectives of the Urban Design Plan. Retail parking entrance on 15t Street. LOC 50.05.004.10.b discourages parking entrances along a primary pedestrian way, which includes 15t Street. The proposed development will provide access to the retail parking garage on 15t Street. As described previously in this report, the current development on the site is served by nine driveways:three on 2nd Street:two on A Avenue, and four on 1st Street. The proposed design will provide two driveways: one on 15t Street to serve the underground retail parking garage, and one on 2nd Street to serve the residential garage (Exhibit E5). The retail access is located on 1st Street for a number of reasons. First,the access is mid-block and across from the existing access to LVV. Both access points provide public parking for uses in the area as well as parking LU 13-0046 Page 39 of 54 to serve the on-site uses. In terms of vehicular circulation, the optimal condition is to locate access points for like uses in direct alignment, which minimizes vehicular conflicts and provides clear way-finding and navigation for pedestrians. The access on 15t Street will be the only access point on the west side of 1st Street. Due to the grade change on Evergreen Road, providing access via this road is impractical. Providing retail parking access on A Avenue is not efficient or desired: because of medians, access would require right-in, right-out turning restrictions. Patrons coming from the east would need to either execute a series of right turns or a u-turn on A Avenue; west-bound patrons exiting the site would similarly either have to circle the block to turn left at 2"d Street and A Avenue, or execute a u-turn at 1st Street and A Avenue. Additionally, direct access to an arterial (A Avenue) is prohibited where alternative access is available, as addressed in LOC 50.06.003.1, above. Last, providing retail access on 1st Street directs retail vehicles away from the existing and proposed residential uses along 2"d Street. The project meets the following objectives of the Plan: Creates a pedestrian network that structures the compact retail core through connections or parking, retail and civic places (Objective 1.4) Creates high-density housing that will provide greater intensity of use in the retail core (Objective 1.9) Reinforces vehicle-oriented commercial opportunities for businesses that can coexist with the compact retail core (Objective 1.10) Additionally, one of the Principles of Urban Form in the Plan specifically addresses vehicle parking and access for a suburban community with a heavy reliance on automobiles. Principle 2.8, Park the Cars, states: New development must be served by convenient and attractive parking opportunities. Consolidated parking in higher density areas should be innovatively integrated with development to provide easy access, security and an attractive setting without "seeing the bumper from the store window" syndrome. The underground parking provided on the site is convenient and secure, and provides parking for 135 vehicles that is not visible from the street or from the retail storefronts. For the reasons identified above, staff finds that the proposed access plan accomplishes the purpose of the Plan in a manner that is equal or better than a project designed in compliance with this standard. Public parking provided on-site. LOC 50.06.002 requires new uses to provide a minimum number of parking spaces on site. The proposed development provides more than the minimum parking for both the retail and residential portions; the retail parking will be shared with the general public. As described previously in this report, the project will provide parking in excess of what is required for both the retail and residential portions of the development. Retail parking will be accommodated in the underground garage, which has 135 parking spaces, and the on-street parking that abuts the site, which is an additional 32 spaces. The Code requires 136 parking spaces, and 167 will be provided. This represents a 21% increase above the Code requirement. Under the Development Agreement (Exhibit F10),the a portion of the retail parking will be made available for public parking,to be managed pursuant to a parking management agreement between the City and the applicant, similar to the shared public parking arrangement in the parking garage that serves LVV. Of the 135 underground spaces,48 will be dedicated to tenants, patrons and employees of the retail development between the hours of 8:00 am and LU 13-0046 Page 40 of 54 5:00 pm, Monday through Friday. Thus, retail users will be able to exclusively use 48 spaces during business hours, plus the balance of the stalls in conjunction with public users. The Institute of Transportation Engineers (ITE) parking generation rates for retail and quality restaurants indicate differing peak hours, with retail centers peaking at 11 am —3 pm and 6-7 pm on weekdays, and quality restaurants peaking at 7-8 pm on weekdays. Staff finds that the project includes 22.7% more retail parking than required by the Code, and that the peak usage hours would not be in conflict and would provide adequate parking for the proposed uses. The project meets the following objectives of the Plan: Creates an overall vehicular circulation structure specifically designed to enhance various development opportunities(Objective 1.2) Creates a high-density, compact shopping district to serve as the retail core of the East End Redevelopment Area (Objective 1.3) The project also meets the following principles and concepts of the Plan: Integrates parking with development, and consolidates parking for individual uses in parking structures. Parking in public rights-of-way is integrated with sidewalk and street landscaping treatment(Principle 2.8) Creates a lively and attractive urban experience by increasing the density and mix of uses, integrating these uses vertically in buildings as well as horizontally on the street level (Principle 2.13) Staff finds that the requested exceptions comply with the criteria for exceptions to the stated Code requirements, LOC 50.08.005. 3. Any additional statutory, regulatory or Lake Oswego Code provisions which may be applicable to the specific minor development application; City of Lake Oswego Tree Code [LOC Chapter 551 Tree Removal As shown on Exhibit E28,there are 55 trees on the site and in the abutting rights-of-way, and twenty-five trees are proposed to be removed for the development of this site. There are 11 trees on the site that are five inches in diameter or greater. The applicant is requesting to remove 10 of these trees in order to construct the proposed development;the specimen Japanese maple located in the planter at the northeast corner of the site will be preserved. Additionally,there are 44 street trees located in the right-of-way at the perimeter of the site. The eleven street trees along 2nd Street are proposed to be removed and replaced for the reconstruction of the sidewalk, additionally, four street trees on 1st Street that are in the footprint of the parking garage entrance and additional street parking will be removed. Trees proposed for removal in conjunction with major or minor development can be granted tree removal permits if the following four criteria are met: (1) The removal is for development purposes pursuant to the City Code; The removal of these trees is necessary for development because they are located within the footprint or construction impact area of the proposed mixed use structures and site access (Exhibit E5). LU 13-0046 Page 41 of 54 (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; The removal will not have a significant negative impact on erosion,soil stability, or flow of surface waters because the trees are located in a relatively flat or developed area;the on-site trees are located within the parking lot of the existing shopping center, and the remaining 15 are in planter boxes in the rights-of-way. The removal will also not have a significant impact on protection of adjacent trees or existing windbreaks because the trees are relatively small (5-21" DBH), are not clustered, and are separated far enough from other trees that they do not provide a windbreak. (3) The removal will not have a significant negative impact on the character, aesthetics, or property values of the neighborhood, except where alternatives to tree removal have been considered and no reasonable alternative exists to allow the property to be used as permitted in the zone;and The proposed tree removal will not have a significant negative impact on the character, aesthetics or property values of the neighborhood because the trees are not tall or of specimen quality and do not contribute to the treed character of the neighborhood. The largest tree on the site,the 26"Japanese maple,will be preserved. (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 tree removal request complies with the applicable criteria and may be approved. The applicant will be required to apply for a verification tree removal permit for the trees prior to approval of any grading or building permit. Mitigation Any tree approved for removal under the Type II analysis shall be mitigated at a minimum 1:1 ratio. Mitigation trees shall have a minimum 2-inch caliper diameter for deciduous trees and a minimum 6-8 foot height (excluding leader)for evergreen trees. As shown in the Tree Removal application (Exhibit E28), the applicant proposes 1:1 mitigation for the 25 trees to be removed. The mitigation trees are 3" caliper, and include Acer palmatum "Sanger-Kaku",Zelkova serrata "Mushashino", Pyrus Calleryana "Chanticleer", and Styrax Japonica. This standard is met. Tree Protection The Code requires tree protection measures when a tree protection zone or drip line of a tree is within the construction zone, whether on or off-site [LOC 55.08.030(1)]. There are several trees in the vicinity of work areas that will need tree protection during site development; these include the 29"Japanese maple located in a planter at the northeast corner of the site, and 29 street trees. In general,the protective fencing shall be placed at the tree protection zone, which is the zone required to protect the critical root area necessary for the continued health of the trees. The applicant should propose the tree protection zone for each tree,for review and approval by City staff, on site. As required by LOC 55.08.030(7), no construction, excavation, root pruning or other activity shall occur within the tree protection zone unless directed by an arborist present on site and approved by the City. LU 13-0046 Page 42 of 54 As described in the Tree Inventory and Preservation Plan (Exhibit F4),traditional methods of tree protection may not be sufficient for the Japanese maple due to its location in the concrete planter, whether roots have escaped the planter, and whether the planter can be preserved throughout the construction process. Without knowing the construction details and the location and reach of the maple's root system, protection measures for the maple were not identified by the consultant. As a condition of approval,the applicant will be required to submit a revised preservation plan for the maple that identifies construction impacts and mitigation measures based on root exploration, construction techniques and impacts to the planter box. A note should be placed on the construction documents that informs the site contractors about the necessity of preventing damage to these trees, including bark and root zone, and that no materials should be stored or compaction occur within the root zones of the adjacent trees [LOC 55.08.030]. The contractor shall be subject to fines, penalties and mitigation for trees that are damaged or destroyed during construction. As a condition of approval, as required by LOC 55.08.02 and 55.08.030, a tree protection plan shall be submitted with the building permit plans for staff review and approval. Tree protection measures must be installed prior to issuance of any grading or building permits. Tree protection fencing consists of 6-foot high chain link fencing supported by 6-foot high metal posts, placed a maximum of ten feet apart. City of Lake Oswego Streets and Sidewalks [LOC Chapter 421 Vision Clearance This standard requires that no vegetation, fence or signage higher than 30 inches be located within a "vision clearance triangle" for driveways that provide egress from a site. There are two driveways that provide access to the site; access to the retail parking is provided on rt Street, and access to the residential parking is provided along 2'd Street(Exhibit E5). As shown in this exhibit,vision clearance standards are met at these driveways. Streets and Sidewalks [LOC 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.' The City Engineer's comments are included 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. Full right-of-way frontage improvements will not be required along A Avenue, 15t Street or Evergreen Street since these frontages have previously been constructed at or close to current City standards. However, along these three street frontages,the applicant will be required to reconstruct curb, sidewalks and other street features and amenities where the project causes damage to existing improvements, and where right-of-way modifications are necessary to accommodate the project. These include, but are not limited to,the new 'To meet the review criteria for a major 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 50.07.003.15(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. LU 13-0046 Page 43 of 54 driveway on 15t Street, existing driveways will be closed off, portions of sidewalks that need to comply with ADA requirements, and locations where improvements are needed to provide for relocating and/or adding street features such as public art, landscaping, basalt walls, etc. For 2nd Street, the applicant will be required to construct all new sidewalk, planting strip area, and other right-of-way improvements including the curb along the east side of 2nd Street and the area between this curb and the site's property line. Currently,the existing street cross-slope is substandard immediately south of A Avenue;the existing street cross- slope is approximately eight to 10 percent.Typical street cross-slopes are constructed at approximately two percent. The only opportunity to correct the cross-slope along 2nd Street is at the time the site is redeveloped. As such, LORA plans to reconstruct the cross- slope of 2nd Street. This work will need to be done immediately prior to the new street frontage improvements along the east side of 2nd Street. Thus,the applicant must coordinate the street frontage improvements with LORA to ensure the two projects are constructed in such a way to be compatible with each other and to minimize construction impacts to adjacent property owners and users of 2nd Street. When the street section is modified, storm water treatment will be required. A storm water quality facility located at the low point near the intersection of Evergreen may be required by the City Engineer. The final design of any and all right-of-way improvements along the four block faces of the site shall comply with the DRDD Standards and must be approved by the City Engineer and LORA. To ensure this,the applicant will be required to have a Public Works Permit for all right-of-way improvements. The Engineering staff also notes that there is a paving moratorium on A Avenue due to the recent paving work from 10th Street down to State Street. The City Engineer has made the following findings and recommendations: The applicant has submitted a traffic impact analysis (Exhibit F3) prepared by a registered engineer that addresses traffic requirements. 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. According to the traffic impact analysis,the site will generate approximately 185 new trips on the system during the p.m. peak hour(115 inbound, 70 outbound). At the driveways in particular,this results in 90 net new trips into/out of the site. Additional transit, 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 conclusions from the report are as follows: The site reduces the number of access points from nine to two driveways. Five additional on-street parking stalls and two loading zones will be created. All immediate intersections will operate at level of service C or better in the 2016 future condition, and the State Street intersections will have a volume-to-capacity ratio less than 1.1. The development is not expected to exacerbate the crash patterns in the surrounding area. LU 13-0046 Page 44 of 54 The locations of the proposed site driveways are acceptable and meet the standard for distance from an intersection. Sufficient sight distance is available at both site driveways. Sufficient amounts of vehicle and bicycle parking being provided for site users. Both of the proposed site driveways will function acceptably with stop control. The additional on-street queue lengths are minimal and are not suggested to be mitigated, since the available storage is already exceeded without the development. Worst-case scenario shows queue lengths increasing by one car length. Increases to existing roadway volumes are acceptable for the current functional classifications. Second Street will see the greatest increase since all those trips are new, residential trips, but staff does not recommend re-classifying the roadway because functional classifications depend on several factors,volume being just one. Access points are being reduced and the speed remains unchanged. Evergreen Road may experience an increase in traffic volumes; however, it will continue to operate within the expected volumes for a local street classification. The majority of traffic will continue to use the arterial and collector system much the same as today. No new transportation improvements are necessary as a result of increased traffic impacts from this development. The Country Club/Iron Mtn./C Avenue intersection to the west currently operates below the City threshold. The intersection serves as metering point for the signalized intersections in the downtown core. No improvements to this intersection are proposed as it is outside the immediate vicinity of the project site. The City has this intersection on its TSP for a future improvement project. The applicant offered several recommendations in the traffic impact study, numbered below. Staff has the following comments regarding each item. 1. Landscaping, signing, above ground utilities, and pavement/sidewalk details should be configured to ensure safe, convenient and efficient driveway operation, keeping in mind the ability of drivers to see pedestrians and pedestrians to see approaching vehicles. As described previously in this report, the driveways, sidewalks, utilities and landscaping meet all applicable standards. 2. Create additional on-street parking and/or truck loading zones associated with the closure of existing driveways service Block 137. As described previously in this report, additional on-street parking and loading is created by the closure of five existing driveways. Any changes to the parking and loading zones are at the discretion of the City Engineer. Staff will work with the applicant to determine an appropriate layout at the time of public improvements. 3. Consider reordering the traffic signal phases at A Avenue's intersection with State Street so eastbound left-turns and right-turns proceed at the same time,followed by eastbound right-turns and northbound left-turns. This will help assure that eastbound left-turn queues will not extend into and block the nearest right-turn lane. Staff reviewed and discussed this option with the Oregon Department of Transportation (ODOT),the owner and operator of the State Street/A Avenue traffic signal. According to ODOT, loop detection on State Street must be repaired and the LU 13-0046 Page 45 of 54 signal timing reanalyzed before a decision can be made. At this time,there is insufficient information to determine if this recommendation would improve the operation of State Street and A Avenue. 4. Explore coordinating A Avenue's signals at State Street and 1st Street to assure the following: westbound traffic will not queue from ft Street and block the flow of traffic from State Street; westbound vehicles turning left from A Avenue onto 1st Street do not queue into the nearest through lane;and eastbound traffic is able to access and utilize all of the green time at the State Street intersection. Signal timing is periodically reviewed and analyzed by the City Engineer and is not a condition that can be imposed with this development. 5. Consider providing manual traffic control at 15`Street's intersection with the Lakeview Village and Block 137 driveways during major civic events. The City Engineer is responsible for permitting temporary traffic control associated with special events.This is not a condition that can be imposed with the development. 6. Consider adding an eastbound STOP sign at the 2nd Street/Evergreen Road intersection, or possibly stopping all three approaches to the intersection. Currently, only the westbound approach is STOP controlled. As a condition of approval to satisfy the standards of LOC 50.06.003.2, On-Site Circulation,the applicant is required to install stop signs at this intersection,to the satisfaction of the City Engineer. (Note: Intersection and right-of-way improvements are under the purview of the City Engineer) 7. Support the timely implementation of vehicle capacity improving projects identified in the Transportation System Plan, in particular the plan's proposal for the Country Club/Iron Mountain/C Avenue and State/B Avenue intersections. Staff concurs with the recommendation and will monitor the performance of this intersection and its prioritization the CIP. Sign Code [LOC Chapter 471 For compatibility with the design of the structures and abutting development, cabinet signs and neon signs should be prohibited, and this is addressed under the Building Design standard. This will be made a condition of approval. Signs are reviewed for compliance with the specific sign standards relating to the zone where the sign is to be placed and design standards applicable to all permanent signs per the Sign Code. No sign permit applications are included as part of this application, although the applicant has illustrated some signage opportunities in the elevations and renderings (Exhibits E9—E15). Approval of plans that contain depiction of signage location and general size should not be considered approval of the signage. All signage shall comply with the provisions of the Sign Code to be compatible with those in the surrounding area [LOC 47.06.200(4)]. Sign permits will be required and each proposed sign will be reviewed for compliance when the sign permit application is received. This standard can be met at the time of sign application. LU 13-0046 Page 46 of 54 4. Any applicable condition of approval imposed pursuant to an approved ODPS or prior development permit affecting the subject property. There are no outstanding conditions of approval that affect the subject property. VII. CONCLUSION Based upon the materials submitted by the applicant and findings presented in this report, staff concludes that LU 13-0046 complies with all applicable criteria and standards. VIII. RECOMMENDATION Staff recommends approval LU 13-0046, subject to the following conditions: A. Prior to the Issuance of any Grading or 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 approved plans, illustrated on Exhibits E5—E33,to the satisfaction of staff, with the following modifications: a. On Building C, store entries shall be centered under the stucco gables on the 1st Street frontage, and the storefront brick panels shall be relocated as shown on Exhibit E32. b. On Building C,the pre-cast concrete under the storefront windows shall be patterned,textured, or colored. c. On Building A,the wall panel between the residential element and the retail storefront along the 2nd Street frontage shall be at least four feet in width. d. On Building C, brick panels shall be included at the middle of the storefront along the north-south pedestrian walkway, and at the transition to the residential portion of the building. e. On Building A,the upper chimneys shall be clad in either high-pressure laminate or masonry. f. On Building B, a window of similar proportion to the residential windows shall be included at the electrical vault on the 2nd Street elevation. g. All retail canopies on Buildings A and C shall be at least six feet in depth. h. A five-foot setback shall be provided at the southeast corner of Building C, west of the roundabout gable. i. The espalier on the north elevation of Building C shall be at a minimum of 16 feet tall. j. The residential parking intercom shall be located on the face of Building B along the 2nd Street frontage, or be placed inside the driveway approach of the parking garage, or as required by the Department of Justice. LU 13-0046 Page 47 of 54 k. The entryway at the roundabout gable on Building C between the right-of-way and the building entrance shall be a textured material. I. The roof at the roundabout gable on Building C shall be lowered and connected to the abutting eave line, as illustrated in Exhibit E35. m. A softer stucco color and a complementary color on the reveals on the gable ends shall be provided on Building C. n. Roof dormers on Buildings A and B shall be separated from chimneys and other dormers by at least three feet. o. On all buildings,the wood trim elements at the windows and wall plane offsets and the wood sills shall be wrapped in painted, pre-finished metal. p. Provide a minimum of 60 guest parking spaces in the residential parking. q. All bike racks shall be covered. If free-standing covers are proposed,the covers shall be designed to be complementary to the buildings in materials and color. r. The retail driveway on 15t Street shall be no more than 24 feet in width, unless justified by a traffic study,to the satisfaction of the City Engineer. s. The lighting levels on the east-west pedestrian walkway shall comply with the standards of LOC 50.06.004.3. t. Provide a vertical curve on the retail driveway at the grade transition within the landing area. u. Window trim on Buildings A and B shall be 1" and 3" in size. 2. Submit a letter of support from the Department of Justice (DOJ) confirming that the retail ADA van space can be provided in the residential parking garage,to the satisfaction of staff; all design changes required by the DOJ's response shall be subject to review and approval by the Development Review Commission. 3. Provide a copy of the development guidelines pertaining to nighttime storefront lighting, to the satisfaction of staff. 4. Submit a final landscape/mitigation plan substantially similar to Exhibit E22, except modified to show the following information for review and approval of staff: a. Shrub size shall be a minimum of 3-gallon or 36" in height, whichever is greater. b. Groundcover materials shall be planted at no more than 18" on center. c. All burlaps or cages shall be removed from all trees and plants prior to planting. d. Submit a landscape maintenance and monitoring plan. 5. Submit final engineered construction plans for the public improvements and storm water management facilities, and an itemized cost estimate for review and approval by the City LU 13-0046 Page 48 of 54 Engineer. Drawings shall conform to the City's design 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. Along the site frontage of 2nd Street: i. The new curb and sidewalk along the site frontage shall be designed to the DRDD standards. ii. A minimum 5-foot sidewalk clearance width around street elements such as tree wells, benches, etc. iii. All new utilities shall be installed underground. iv. Design of the driveway approach to the residential parking in compliance with City and AASHTO standards. v. Design of new ADA ramp at the northeast corner of Evergreen Road and 2nd Street to the satisfaction of the City Engineer. The intersection crossings and curb ramps shall comply with ADA standards. vi. Design for a 3-way stop controlled intersection at 2nd Street and Evergreen Road. vii. Electrical pigtails in street tree wells for seasonal lighting. viii. Root barriers in all tree wells to protect the new sidewalks from tree root heaving. ix. Design of street lights according to the City's lighting standards. b. Along the site frontage of A Avenue: i. Design for reconstructing the curb and sidewalks where necessary to close off existing driveway approaches and to repair portions of sidewalk where necessary for ADA compliance. All sidewalk construction shall also comply with the DRDD standards. ii. Provide a minimum 5-foot sidewalk clearance width around street elements such as tree wells, benches, etc. iii. All new utilities shall be installed underground. c. Along the site frontage of First Street: i. Design for reconstructing the curb and sidewalks where necessary to close off the existing driveway approach, design of additional on-street parking and to repair portions of sidewalk where necessary for ADA compliance. All sidewalk construction shall also comply with the DRDD standards. ii. Design of the driveway approach and the location of public art in the right-of-way in compliance with City and AASHTO standards. iii. Provide a minimum 5-foot sidewalk clearance width around street elements such as tree wells, benches, etc. iv. Design of street lights according to the City's lighting standards. v. All new utilities shall be installed underground. d. Along the site frontage of Evergreen Road: i. Design for reconstructing sidewalks where necessary for ADA compliance. All sidewalk construction shall also comply with the DRDD standards,to the satisfaction of the City Engineer and the Lake Oswego Downtown Redevelopment Agency(LORA). ii. All new utilities shall be installed underground. e. Design for the water services and sanitary service,to the satisfaction of the City Engineer. LU 13-0046 Page 49 of 54 f. Design for the fire service and location of the fire FDCs,to the satisfaction of the Fire Marshal. g. Design of public storm water collection for any street frontage improvements. h. Submit an investigation of the existing sanitary sewer capacity from the site to the sewer interceptor in Oswego Lake at the south end of 3rd Street, and the engineering analysis of the mitigation necessary to accommodate the additional flow from the site. Upon approval, construct the necessary capacity upgrades to the satisfaction of the City Engineer. (The City is conducting a capacity analysis regarding the downstream capacity of the existing sewer system. The applicant may elect to accept the City's study in lieu of a separate analysis.) 6. Construct all public improvements as required by Condition A(5), above, or submit a financial guarantee for all required public improvements, per LOC 50.87.020. The financial guarantee shall be based on an engineer's estimate that is in turn is based on construction plans that are far enough advanced to support the materials and quantities found in the estimate. 7. Submit a final site plan, storm water plan and storm drainage report for the on-site storm water quality system(s), prepared by a registered engineer, for review and approval by the City Engineer. 8. Per LOC Chapter 52, apply for and obtain an erosion prevention and sediment control permit issued through the City of Lake Oswego, and install and maintain all BMPs as indicated in the permit. These measures shall remain in place throughout the development period. 9. Provide evidence that an erosion control permit 1200-C has been obtained from the Oregon Department of Environmental Quality(DEQ). 10. Submit a site plan showing the proposed design for the private water and sanitary service to the satisfaction of the City Engineer. A sanitary clean-out shall be located at the right-of-way line on 2nd Street. 11. Submit evidence that the fire suppression design is to the satisfaction of the Fire Marshal. Utility vaults shall not be located in the sidewalk. 12. Pay all applicable System Development Charges pertaining to the development. 13. Apply for and obtain a verification tree removal permit for the 25 trees approved for removal to construct the improvements. The verification tree removal permit submittal shall include an 81/2"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. 14. Submit a revised preservation plan for the Japanese maple prepared by a certified arborist that identifies construction impacts and mitigation measures based on root exploration, construction techniques and impacts to the planter box for review and approval of staff. LU 13-0046 Page 50 of 54 The certified arborist shall be present on site during any excavation or construction activity within the dripline of this tree to assure compliance with the protection plan. 15. Submit a geotechnical report with the building permit application for review and approval of staff. B. Prior to the Final Building Inspection or Occupancy of any Building,the Applicant/Owner Shall: 1. Complete all public and site improvements required by Condition A(5), above, and submit certified "as-built" drawings of public improvements conforming to the City's standards for record drawings. 2. Construct all private utility services. 3. Construct the private water and sanitary services to serve the development. 4. Install all landscaping/mitigation plantings as illustrated in Exhibit E22, and modified by Conditions A(4) and A(13),above. 5. Install all the bicycle racks. 6. Provide a one-year guarantee (one 12-month growing season from the date of installation)for all landscape materials, 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 (including materials and labor). The applicant/owner shall also submit a landscape maintenance plan for review and approval of City staff. C. Prior to Issuance of any Sign Permit,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. Color and material of the signs shall be compatible with the architectural details and colors of the approved building in the following manner: a. Internally lit cabinet signs or plastic-faced signs shall be prohibited. b. Signage on the buildings shall consist of individual letters. (Note: The Conditions of Approval regarding sign limitations are not exclusive to the requirements and standards that will be reviewed when a sign permit application is submitted;there are additional compatibility standards for signs relating not only to the building itself, but to the surrounding area, in the Sign Code, LOC Chapter 47.) Code Requirements: 1. Expiration of Development Permit: Per LOC 50.07.003.17, the development 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. 2. Tree Protection: Submit a tree protection plan and application prepared by a certified arborist as required by LOC 50.08.020 and 55.08.030 for review and approval by staff, including off-site trees that are within the construction zone. The plan shall include: LU 13-0046 Page 51 of 54 a. The location of temporary tree protection fencing, consisting of a minimum 6-foot high cyclone fence secured by steel posts, around the tree protection zone, or as recommended by the project arborist and approved by the City. b. A note stating that no fill or compaction shall occur within the critical root zones of any of the trees, or that if fill or compaction is unavoidable, measures will be taken as recommended by a certified arborist to reduce or mitigate the impact of the fill or compaction. Such measures shall be clearly outlined in the tree protection plan. The note shall also inform contractors that the project arborist shall be on site and oversee all construction activities within the tree protection zone. c. A note that clearly informs all site contractors about the necessity of preventing damage to the trees, including bark and root zone. The applicant and contractor(s) shall be subject to fines, penalties and mitigation for trees that are damaged or destroyed during construction. d. A sign shall be attached to the tree protection fencing, which states that inside the fencing is a tree protection zone, not to be disturbed unless prior approval has been obtained from the City Manager and project arborist. Note: 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, i.e., Americans with Disabilities Act, Endangered Species Act. Staff may advise the applicants of issues regarding state and federal laws that 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-D [No current exhibits; reserved for hearing use] E. GRAPHICS/PLANS El Tax Map E2 Vicinity Map E3 Existing Conditions E4 Aerial View LU 13-0046 Page 52 of 54 E5 Site Plan E6 Circulation Plan E7 Floor Plans E8 Roof Plan E9 Elevations E10 Building A Enlarged Wall Section E11 Building B Enlarged Wall Section E12 Building C Enlarged Wall Sections E13 Building A Rendering E14 Building B Rendering E15 Building C Rendering E16 Pedestrian Street Rendering E17 Building C Roundabout Perspective E18 Millennium Park Perspective E19 Conservatory Perspective E20 Building Sections E21 Materials Plan E22 Landscaping Plans E23 Exterior Wall Details and Profiles E24 Lighting Plan E25 Grading and Erosion Control Plan E26 Utility Plan E27 Roof Top Mechanical Plan E28 Tree Preservation and Removal Plan E29 Ramp Sections E30 Cut Sheets for Lighting E31 Shade Studies E32 Elevation changes Building C E33 Color and Materials Board E34 ADA Van parking details E35 Building C gable design F. WRITTEN MATERIALS Fl Applicant's Narrative, dated December 20, 2013 F2 Applicant's Exception Narrative, dated December 20, 2013 F3 Traffic Impact Analysis, dated December 9, 2013 F4 Arborist's Report, dated August 6, 2013 F5 Tree Removal Application F6 Stormwater Report, dated October 24, 2013 (page 114 in Oct submittal) F7 Geotechnical Report from GeoDesign, Inc F8 Fire Marshal Comments F9 Neighborhood Meeting Documentation F10 Development Agreement E11 Block 137 Evergreen Quarterly Report, dated December 3, 2013 F12 Lake Oswego Urban Design Plan F13 Applicant's Supplemental Narrative, Dated January 6, 2014 G. LETTERS Neither for nor Against (G1-99) None LU 13-0046 Page 53 of 54 Support (G100-199) G100 Letter from Mary Bosch dated January 6, 2014 G101 Letter from Harold Mottet, dated January 3, 2014 G102 Letter from Jerry Parsons, dated January 3, 2014 Opposition (G200-299): G200 Letter from William Bigas, dated January 4, 2014 G201 Letter from Debra Cruise, dated January 5, 2014 G202 Letter from Pete Davis, dated January 8, 2014 G203 Letter from Barry Dennis, dated January 3, 2014 G204 Letter from Carey Dienhart, dated January 8, 2014 G205 Letter from Kate Dunham, dated January 8, 2014 G206 Letter from Lori Dunham, dated January 7, 2014 G207 Letter from Mark Dunham, dated January 7, 2014 G208 Letter from William Gilmer, dated January 3, 2014 G209 Letter from Tom Grigg, dated December 27, 2013 G210 Letter from Justin Harnish, dated January 6, 2014 G211 Letter from Ruth Howard,dated January 3, 2014 G211 Letter from Mark and Danielle Lambert, dated January 3, 2014 G212 Letter from Jonathan More, dated January 3, 2014 G213 Letter from Chloe Scott, dated January 5, 2014 G214 Letter from Candy Smith, dated January 10m 2014 G215 Letter from Richard and Shirley Spooner, dated January 7, 2014 G217 Letter from Carrie Ware, dated January 4, 2014 H. EX PARTE H1 Correspondence received prior to application accepted as complete H2 Newspaper Articles H3 Letters to the Editor Date of Application Submittal: September 11, 2013 Date Application Determined to be Complete: December 24, 2013 State Mandated 120-Day Rule: April 23, 2014 LU 13-0046 Page 54 of 54 S.E114 SE.I/4 SEC. 3 T2S R.1 E W.M. This map eras prepesed far 2 3DB e_R6e58074}Ilt purpose OA11 CLACKAMAS COUNTY t�.L C LAKE OSW EGO i J05�d31 FRANKLIN NO.43 1 e.loo' ALBERT DURHAM N0 44 I N a! III 3pq - P i+i r 1 rElf $644 Hi �_[,I I in.! 134 N �. t1K .. O .250' + + I f q± 6 NA .lffY)4 rA 1 l+ld ______ -,. 4.9°10 .' , ...... LIE...,,,,,,v..i 4,,, 7 I GAMMA.. QOOy 15[30 - _ SE Jg �� I 4.21.10 7203 MIX 7.34/Q X45 a'r I ii(11 2/00N 1002�€$ + SE jJ p Vis— _er=r .4 v4©o-mom 5 t•+i • i., I1-,• -7© C_ e a r r 650044 14Oo6E1 C G Z45 f YtQp• � II Yf r Sw ' SArr! g0uo'Neu ? 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' .ik 14 l yn. y, a rj :-. ; " , p . „ .. 6 'L ...,.: ' A; ' v. • EXHIBIT E•13 - LU 13-0046 _ P — LL ' d!E ``� Cr) e i p 111s� aF lie 3L 1q K 6 a ,-0 _D NI I:oI Ili lig! '1 " ' 1 a , , t ; 5 I • '-.., -41/4"111111;4 - 1 • { 41 iir t' / � -rte r •'_ s rt . A . _ 1.21b }J. l ' •�F ; x 1. 7 f fI f I ' {y, r' '� - r, /7 i ' -.L ... . !, :,....,... „, ----/-- f _ , i, „ AV. - - - . _._a_ I . . ' 1 V ' 9 .' ' �.� i 1 N .tel” ._. 22 R,K..,,.: . 1 i it a i 1 Y n w I 1E 111 d 11 0 ��� I d i 18 1A X66 ' ° 11.i Ill 11 1 # s. @i . 8t . l�.. E 11;11 lifi, in iv `sem t , 1 1 w 1.4.; ___ . \ ,,.. , ,. • ,. ,. . ,.. ...,,.,.._ .),......• . • ..,•_..L .... . „., ,. . . , •• ., ... . ., -1... 7: . .. •-5' -.,`),-.--• ,1/4 -;. 0 .di 'I• r S rI ^�r F, r,t.. /M, 1pgy` F „.....f, 1 �r �! f,,y�+ Q" 1 1 I f j , 1 �4!I�1Il11�i�I�l!�il 1r _ .` Cyt' '4.,6'.,,� N r j ai -f. �, , i ,-,'T r"."'r. 4,4", fir" . - t�-_'—�1 �j • 'y, 1 I. '�_ 1 1l rr' ' •� iI ' , ., I 1 1! !1'1 11r 1 'r,,. • , d:'s d,n n "p p": c. X11 �'ly1p '{��� r.1, 11 x! r"1+1,, . :S'�1�1...‘'t t'''. Irr ' ' Fit .? '� _ ■yam+I II • , , ir , Ily°,.. . tt♦! { l . (y - y 1,' 444444gf4glgiQel 111r.reua4fn4h. ...r, 1,r • Alihj 'ili° \ ligti,r►�'�1r ,', 71,5; P I�i, tx ��� 00 rill , ,7,4 fp.,= 'LT r ' 0+ / �'�9d V y_ Zti./ t a . / 1' ` EXHIBIT E-14 LU 13-0046 1 7 �, $ ¢B 3C e A II I I,. 1114 -Or fie` ISO s 1s 1! , 1 i Pill tEl ! .sn t� k�t1�1 Citi +,'' %t r �t y'tt` i\\.1.. ,.. ,,'1 I ' ' t , ' '} ct. 4- yi`er, q ' ',.\.'4: � ��'i � r-- p n ,:0 �� }} t'\.' 4 . y tib , 1'1 "I 7 ',, r I :1, \ ' ',I.,� : -,� ,.sad.f_:� � 1111F _ 11 - 1 E.______ : 'yr P , SI ! � � 1 j� 1 I' 444,• � I 1.7 I... ,,.. ' :.V r i Y, 1'uRsir' r '" A-, y • 74157141401.‘1 '74 . \ ■1k1 • • rit d M. - 4 {{ 7 EXHIBIT E-15 __ _ LU 13-0046 24 — - P (E) o is s is i li -... 0 i ; HI . ,D. °I l' l''111 i 11111 I Ilii Ili 1 i 11 111 11111 NII heil hiF! 0 , 1 . 11; ,. I ! 1 ; •. .IP .. 1,% U 0 iii ,, - . 4 ', ' it 11,V.•'w.*',.,;,.eNtk, - - ' ., . , 1 r ,,, 1 . . .4. , * Pet----FMNF i , / ) I tht lb � r t l ..a r Oil . '..'''.. .: < ' \\''\ 1.0161411/411/4\ , rittl*k. L '! ' , , . .,yu ' \\ . i'. 10.011r; tilik 1 \` L. • 7.' i a... 1 .1 t.\x 1 A L . A I .r I max, .1 0 /rj - - -a. +i/. H� 71—.4-40- IN rrr It , - , , : .:� �' ar i' x Wei t ,' 4 4 y,p •x -u. Il1 �i . ,., , ,_. . %Tie.: . " ‘ '.1-t 114 .4 VI)' I .4 ' Ira l'. ,x EXHIBIT E-16 LU 13-0046 F CD pii. All 1 111 ,..,....k Jill ' iI � 1111i IF 1sN+ 0001040 litet11'...It,' r0nae -.-'--- 4-......7,00.0,- � iea rom ..... . ...... pr � LV r Irm • Avg isi, lallillt. 40410 ""'� ..I+arrras +�POO. AP � PZIIC,P11 OR MID. iqqWE - li ,. �` Ple .� 9-----L --- t BARBAKSCO ral,,, lij Y1 MN r -II r r • t. w a- *' , 1,'. BLOCK 137 WIZEBUCK REFIWECTIVE u. I . _ fr, Mil Ismr .1 - ^ _O � BiRB+ ESQ ra_ �I ii4� �w-v ` lI , , . 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'i..i''--:l____11_ -.. '':_iiill.:1_,11.,_-----'.- - . ,___. .._ .___. • 1 G Fk UU N C-19 3.38 LU 130448 + 1 e � — I:ANOUSE • APPLICATION ZG P BLALDI 14G 8 BLS A - ' ... I.1119.13.2 a I 1 I 1 I I I - - I I I I I 1 IL a 4``—- ▪ .m., . i---"I I NMI.A - . AE ,-, - � MIS GE3Pacm.14.1. 1411,11.IA SFr, Q PF,LAG Ate", W. In▪ninon AMAX_NM OreAtododeNN ikomilmfflakel 1.1.901114.11 all amm. Bl1COV480 BUrIllNG8 BuLosiGA ._ - alux;SBCAasi -1:r49 I 1111=101Mi :r rr7 lam ' ` �- I PI I 3 II � � _ - I I I, _ . r�'-L J. "'_, I In I I 11 J 1 I '4A I i1 I ;�� .-; =(f .; L. I I t/rs� m"u " n n n n I I n � i■Call e - ii::i HSTi16T 2 BLOCX 131 R BLOCK 3 s+.s co BUILDING C. SECTNYAS 'Q rn 0 A ct C.LI 734056 A3.11 FRE AND LWE SAFETY LEGEND LAND USE ApPLJCA'BON ZG F ,.., 0 WILDING B BUILDING C Mom. .....- ..91. ......,..... 1 ''' 111........... .1=4...... FbilasolIal I . ..ilL•• M ._... 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Harper SECTION _ _ - -- WPM iliit. flauf Peterson C1.1 Righellis Inc. BLOCK 137 MAR R4 ..E . - CePPIPla — AOY LAKE OSWEGO,OR 111M4640K6 I qr,VE.3 444-121 Oh ....4 411. 03 --.!!._ . . _ .. -Zt.. . ...." I , - _ --- - _ --_- , .. . _ ._ . .-•_-__ t.-.-.. ----- - FINISH GRADE LEVEL FA ENTIRE BLOCK -1-•-; IN ORDER TO MEET ACCESS CRITERIA ON ALL FOUR SIDES -.. PARKING TRANSITION LANDING TRANSITION LANDING r • . _. , . • 1 _ NDING O'VER 25 .'r. 34.1024GO22.44 . ..-:-: 12' SIDEWALK . ' L.:-,- .....--- I 1 i4 --' _, _I ,...-- - ,#. • oinrisniji:5 SEC KW — 2nd STREET L___ _H —I— . it4 V1310 .115 cc r- xt ourwase h.- - --- - .. NM HMI tr1M1 GA RA GE RAMP EAST-WEST , — auf Peterson e RillHarP:cilis Inc. SECTION BLOCK 137 LAKE OSWEGO,OR C i---- 1.2 ...,2, _ III FINISH GRADE LEVEL ALONGTHE NORTHEND OF 2ND STREET r— - 11 _ ice' LANDIIrO TRANSITION RAMP = TRANSITION I _. _. _--- - I II ------------------------,.-- -..................- ..._....._........_.Y..._.__--_--.,.Y......... .4.. _ .... • 10.00' 58.72' "6.2 2ND STREET ENTRANCE 4 - ■999 - 1 S . 10 ,W SEC170'N — 2nd STREET Lm m. _01.1+ GARAGE RAMP NORTH—se:Am arae f- x i !AV o�ufYeteison 1ZSE{CTION , Cl. ,M.@ �ghcllis Inc. BLOCK 137 i �" = 1 WE 4t 5.1� � LADE OSWEGO,OR a E E Y J i g 0 R S 7/la'JC1 ALIS-1ZT ,T^ CO PHILIPS F852211 rlFORECAST Weston 1 -light Outdoor Well in Bronze Trl_ finish One-light Outdoor Wall in Bronze TDL finish with etched white opal glass Additional information SKU F852211 Family Name Weston Full Finish Bronze TDL Glass Etched White Opal Location Outdoor Illumination Source Incandescent Fixture Type Wall Height 22 112° Width 7 1/4 Depth 9' Number of Lights 1 x 150W Wattage 1 150W Wet/ Damp WET EXHIBIT E-34 LU 13-0046 ©2013 Forecast Lighting 10275 W Higgins Rd,8th Floor I Rosemont, IL 60018 1800.825-5844 51 '17 - -- 4, iristiriv ,---1 lem,11 . mak pmi 1 Fog ,.A 111.. ii. r , - ,...0... 1 wm_ rir lir 7 V latAIP 4 i ....., ,..., I i 1 .41 - IAA AL Mai liar_ _Ail 1 ` ' IF VirMrlall 1 \ -. . - , MI I 1 AL ali AAIL. kVA 16 ArdiallMilliii , I f--, ,..‘11 Pill .., W. .., ,... 14" DCCOC)EDo_L,.:.) ' '1:' , .... ., ... ( - •. . ... ... ,timii,m..=.--- v Iii. 'k' 6LimAi ;11 --- ,,... 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Page: Topic Addressed With Narrative: 3 Overview 10 LOC 50.11.004 DOWNTOWN REDEVELOPMENT DESIGN DISTRICT Article 5 -Building Siting and Massing 15 EXCEPTION 1: Ground floor residential use in retail area 19 EXCEPTION 2: A fifth story is provided on a portion of the west facing exterior facade and some limited interior facades but all within the overall height limit of 60 feet. 24 LOC 50.11.004 Article 6- Building Design 31 EXCEPTION 3: Less than 80%Storefront Glazing abutting pedestrian ways on Building C only 49 LOC 50.11.004 Article 7—View Protection 51 LOC 50.11.004 Article 8—Landscaping and Site Design Requirements 61 LOC 50.11.004 Article 9-Parking Requirements 63 EXCEPTION 4: Shared parking arrangement for Residential, Project Related Retail, and City Public Parking. 64 LOC 50.11.004 Article 10-Parking Lot Design 65 EXCEPTION 5: Retail Parking Structure Entrance breaks the retail storefront pattern on First Street, a prime pedestrian way. 66 LOC 50.11.004 Article 11- Parking Structures (00213610;1){00213610;1} Page 1 of 96 *stinnlemented Sent 70&Oct 17&Dec 5,23,2013 EXHIBIT F-1 LU 13-0046- 69 Le pgs Block 137 Mixed Use Development Originally Submitted September 11, 2013* Page: Topic Addressed With Narrative: 69 LOC 50.11.004 Article 12—Street, Alley, and Sidewalk Design 71 LOC 50.04 DIMENSIONAL STANDARDS 77 LOC 50.06.DEVELOPMENT STANDARDS 77 LOC 50.07 REVIEW AND APPROVAL PROCEDURES 78 LOC 50.08 ADJUSTMENTS,ALTERNATIVES,AND VARIANCES 78 LOC CHAPTER 39 SYSTEMS DEVELOPMENT CHARGES 78 LOC CHAPTER 42 STREETS AND SIDEWALKS 78 LOC CHAPTER 55 TREE REMOVAL AND PROTECTION 79 LOC CHAPTER 47 SIGNS 78 LOC CHAPTER 50 MISC DEVELOPMENT CODE ITEMS 80 Historic Resources Board Comments 82 LORA Board Suggested Changes to the Project Design {00213610;1}{00213610;1} Page 2 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 70 Block 137 Mixed Use Development Originally Submitted September 11, 2013* BLOCK 137-Development Review Commission Overview Block 137 is a proposed redevelopment of the Wizer Block in downtown Lake Oswego, located between First and Second Streets,A Avenue, and Evergreen Road. Block 137 will consist of no more than 228 residential units, 28,000 square feet of ground floor retail space, 457 underground parking spaces, 210 bike parking spaces, and 168 to 228 resident storage spaces. Block 137 will bring upscale retail and housing with resort-like amenities to the heart of Lake Oswego, providing new living options and enhancing the town's village character. Block 137 will consist of three buildings, all under the EC zone and Downtown Design District 60 foot height allowance. No exceptions to the height allowance are being requested.The three buildings will create an east-west public walkway between First and Second streets, and a north-south pedestrian walkway connecting Evergreen to the east-west walkway, creating the experience of three separate buildings, making Block 137 traversable and bringing life into the core of the development. The design and operational objective of the public walkway is to create a mix of places to sit, walk, stand, and enjoy the property while surrounded by beautiful landscaping. Block 137 also will bring new retail and restaurants to downtown Lake Oswego, enhancing the local shopping and dining experience, and increasing the desirability of the area as a destination and as a place to live. Retail spaces will be located along both A Avenue and First Street for active use and minimum traffic implications for nearby neighborhoods. A traffic study for the development has been completed by Kittelson &Associates, a nationally acclaimed transportation engineering firm.The firm concludes that when the building is occupied all study intersections are forecast to continue to operate at acceptable levels during the peak P.M. traffic hour. Because many potential residents will choose Block 137 for its close proximity to restaurants, retail, and services,the increased amount of foot traffic may help reduce the impact on automobile traffic. This especially may be the case for residents who are retired and drive less at peak times, or for residents who are young professionals taking public transportation to work or who work non-typical hours either from home or elsewhere. The proposed development will maintain and enhance the town's village character by providing consolidated parking in an underground structure, rather than surface parking. In addition, Block 137 provides more parking than city code requires.With an adequate parking supply,traffic congestion will be reduced as the need for drivers to circle the block looking for a convenient parking space will be eliminated. Once parked, users can travel by foot instead of car, further reducing congestion and {00213610;1}{00213610;1} Page 3 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 71 Block 137 Mixed Use Development Originally Submitted September 11, 2013* contributing to the village experience. To ensure this long-lasting,well-rooted development will survive for the next century and age with dignity, world-class architects are sourcing the highest quality materials to contribute to this development.The building's design will complement the European-influenced architectural styles prevalent in Lake Oswego. Design elements will include all three styles in the Lake Oswego design standards--Oregon Rustic,Arts and Crafts, and English Tudor styles--tailored with layers of detail. The thoughtful design will appeal to best-in-class local retailers and restaurateurs, in turn attracting shoppers and diners,two key elements of village character. - 11f1- - 4 [ $t1f [iry. air ,iii ,, p,t,ll!I ii in vim . Nil mi ul F.- 4.--,,-...i,..,—„*„..1t....,,,...,,,,,,..:frei.,.,. :.. , .. i, i 11 ,v,±4.-._7n,z,..L.,-,-.A.9,, ,.,.,,q4 VI 1.. '14111 _Vti: ,-7---"-'..-1 -,, --' .7..,P.:Ii,r4 ta Pd ' 5s.+- ot *ice _ -------t-N_ Illustration from the Downtown Redevelopment Design District Code,figure ..- s -4110 a 50.05.004-G, demonstrating mixed-use residential development. ,,' \ 0 , , 1;4 zol I 'f ,yam' r�ol.: IA I q ;— iPk ti ; �.. ilia .- irk Rendering of Block 137 along A Avenue, borrowing from the historic Oregon Rustic style {00213610;1}{00213610;1} Page 4 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 72 Block 137 Mixed Use Development Originally Submitted September 11, 2013* The building design will incorporate the "Lake Oswego Style," which is defined by the code as: "A building design that borrows from the City's historic architectural traditions including the Arts and Crafts, English Tudor and the Oregon Rustic styles. Buildings which use complex massing, asymmetrical composition and natural materials exemplify this style (see photos and descriptions in LOC 50.11.001,Appendix A: Lake Oswego Style).Adherence to the "Lake Oswego Style" is not intended to require historical replication. Modern designs interpreting, quoting or utilizing the above noted stylistic forms are also encompassed within the definition." Block 137 will be designed to a high standard using architecture that will meet both city code and the community's design expectations. A small number of exceptions to the development code have been requested as part of the review process. Each exception has been requested in an effort to further improve the project.The exceptions are: • Public Parking: The use of public parking to meet retail parking requirements will mirror the exception that was granted across First Street for the development of Lake View Village.This will provide the city and the community with the benefit of public parking. • Residential on Second Street: Because this frontage is directly across the street from townhomes, residential uses are retained here to offer more compatibility with the existing neighborhood. Keeping Second Street largely residential in nature will help reduce the level of retail traffic along the street as well. • Fifth Story:The fifth story will make use of the existing roofline and is a design element needed to respond to the drop and rise in topography, and to retain residential uses on Second Street.This proposed story will occur in less than a third of the building perimeter. With or without the fifth story,the building will still be the same height. The story will be contained within a residential dormer and below the 60' height allowance. • Retail Parking Entrance along Storefront: The storefront pattern along First Street will include the retail parking entrance. This location is adjacent to the existing vehicle parking entrance into Lake View Village, which will direct vehicles to a location easily identifiable by the public.This weather protected below grade parking will expand the public parking available to shoppers and diners visiting the heart of Lake Oswego. • Reduced Storefront Glazing: A slight reduction in storefront glazing is requested to allow for the retail parking entrance to be located on First Street, where the entrance will be adjacent to the existing entrance into Lake View Village. • Structured Parking Ramp: Physical characteristics of the site make compliance with the driveway criteria impractical. Driveways are typically exposed to the weather as well as needing to accommodate large vehicles such as moving trucks and emergency vehicles. Here the driveway is completely covered, indoors and the vehicle size is limited to smaller vehicles. {00213610;1} Page 5 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 73 Block 137 Mixed Use Development Originally Submitted September 11, 2013* City code regulates the number of stories within the designated 60-foot height limit. Four stories are permitted, if the fourth story is residential and contained within a gabled or hipped roof.This is not an exception in the code and is allowed in residential form.The fourth story will be set back significantly, 5 feet, from the third story, and the fifth story is set back 4'-8" feet further,for a total fifth floor setback of 9'-8"feet, making the upper stories largely invisible from the street. The gabled architecture creates the upper portion; the design brings light and life to this space.The setbacks will make the five story building appear like a three story structure to the pedestrian on the street. Block 137 is also designed to enhance its surroundings, with the goal of obtaining LEED Platinum certification once completed. LEED, "Leadership in Energy& Environmental Design," is a ratings system by the U.S. Green Building Council, and Platinum is the highest certification available. Block 137 is anticipated to feature significant amenities for residents, including a landscaped courtyard with BBQs, a water feature, outdoor fireplace, bocce ball court, and putting green. Interior amenities are anticipated to include a spa and fitness center, club room with wine storage and chef's kitchen, pet grooming studio, underground parking and storage, controlled building access, and a lake view conservatory for special events.All amenities are intended to provide the best in residential services to match the high-quality of the development's design and construction. These amenities and features will help the building attract and retain quality residents. According to market studies, it is likely that many of the residences at Block 137 will be occupied by Lake Oswegans looking to downsize, including empty nesters, retirees, and others who are interested to live near retail and restaurants while remaining in Lake Oswego. Other residents might include busy professionals, young couples, and mature individuals who choose Block 137 for ease of maintenance and increased security, and couples with small children who may be deciding on a location before moving to a larger residence in which to raise their families. The developers already have been contacted by over fifty people who have expressed interest in living at Block 137. Most of the people on this waiting list are long-time Lake Oswego residents who are planning to: • Downsize; • Retire in the near future; • Move their parents closer to them; • Have a second residence that would be easy to maintain; or • Simply move to an upscale one-level residence in a highly walkable Lake Oswego location. With regard to the residences themselves, it is anticipated that there will be a mix of one,two, and three bedrooms from which to choose.The average square footage of the residences is anticipated to be greater than the average for typical city-center developments.This is in part because the number of two and three bedroom residences has been increased. {00213610;1} Page 6 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 74 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Development Team Mission: The company's mission is to create an exceptional collection of homes, such that the residents will continue to discover and appreciate the quality and design for years to come. The team has spent significant time over the past two years understanding the Lake Oswego community, and is dedicated to developing a high quality project that reflects the city's ideals and values. Community Input: Developers are committed to an ongoing, collaborative and transparent design process for Block 137. Over the last year,they have shared designs, gathered city, LORA, neighborhood and community input, and modified plans to create the best solution for the location. These conversations are ongoing and the developers will continue to incorporate resident feedback as the development moves forward. Public Benefits of Block 137 The development will enhance Lake Oswego's downtown with an excellent design and upscale amenities that suit the community. Anticipated benefits include: 1. Revitalization of a significant block in central downtown. The redevelopment of Block 137 builds on the long-term vision for East End revitalization,completing a three block project that began with Lake View Village and A Street Station, resulting in a more active and vibrant downtown. 2. Housing that meets community needs. New, high-end residential units will provide a desirable option for downtown living in Lake Oswego. Residences will include modern amenities and will be designed to appeal to local downsizers looking for a "lock and leave," walkable lifestyle, as well as young professionals wishing to live in Lake Oswego. 3. Parking for retail and the public. Block 137 will provide ample parking for its residents, as well as parking for shoppers, diners, and visitors to downtown Lake Oswego. 4. Additional downtown Lake Oswego retail. Retail space in the proposed development will help meet community demand for additional shopping and dining while complementing existing businesses in Lake View Village. 5. Increased property tax revenue. The redevelopment of Block 137 could potentially increase tax revenue for the property to an estimated$680,000 per year, a significant rise from the property's$50,157 annual taxes in 2012. 6. CET tax revenue to LOSD. A Construction Excise Tax(CET)from the proposed development, estimated to be a quarter of a million dollars, would directly benefit the Lake Oswego School District. 7. Job creation. Following an estimated 1,000-1,200 temporary construction jobs,the proposed development is anticipated to create 106-117 permanent jobs (retail and {00213610;1} Page 7 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 75 Block 137 Mixed Use Development Originally Submitted September 11, 2013* residential management) upon opening, adding new jobs to those currently existing at this location. 8. Vibrant village core. Through aesthetics and amenities, Block 137 will contribute to the vibrancy of Lake Oswego's village core, adding public parking, architectural interest, community spaces and walkways, and public art. New residents will frequent restaurants and other businesses throughout the day and into the evening, enhancing the village-like feel of Lake Oswego. Revitalization of Downtown Lake Oswego At the LORA special meeting held on March 31, 2009, LORA Board members heard David Leland of Leland Consulting Group speak about the process of the revitalization of downtown Lake Oswego, and the "why and how of healthy downtowns." Here are some excerpts from the meeting record of Mr. Leland's comments: He commented that housing was an important component in creating places for people to live at medium and higher densities, and which were in walking distance of the downtown resources.... He discussed the components of a downtown that made it a place where businesses could be strong and profitable. He cited high retail sales, higher rental rates, and a higher tax base as indicators of a successful downtown.... He stated his belief that as a community strengthened its downtown, it strengthened the value of the overall community. He described downtown revitalization as the most effective frontline economic development that the City could take on in terms of building value. (Emphasis added). He discussed how protecting and enhancing a community's value increased the community's livability and quality of life. He indicated how a healthy downtown related directly to the community's health.... He spoke of the dangers of complacency. He noted that Lake Oswego had a legacy that it needed to strengthen by becoming more competitive as a city and maintaining the value and quality of the community through leadership and foresight. He pointed out that if a city did not compete for customers and investment, other cities would take them.... He reviewed the tools and tactics that needed to work together to make a great downtown. He discussed the importance of treating a downtown as a business enterprise and the elements for doing so.... He discussed how high quality development and strong place making principles created higher rents and resulted in a project that appreciated in value as an asset over time. He commented that Lake {00213610;1} Page 8 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 76 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Oswego was one of the communities that could reach that paradigm. He discussed the characteristics of place making: sense of place, livability, sense of community, activating vibrant public spaces, and pedestrian amenities.... Overall, Mr. Leland's presentation to LORA was a roadmap,to help the city of Lake Oswego continue to grow in order to remain strong and healthy. Block 137 has been designed to help meet these goals. It is an exciting development for Lake Oswego, and we thank you for your consideration. {00213610;1} Page 9 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 77 Block 137 Mixed Use Development Originally Submitted September 11, 2013* NARRATIVE INTRODUCTION The following narrative provides an evaluation of the Lake Oswego Development Standards. The format indicates the development standard in serif style font followed by an evaluation of this project in non- serif style font (as is used in this paragraph). The first standard is 50.05.004 starting below. 50.05.004 DOWNTOWN REDEVELOPMENT DESIGN DISTRICT 3. RELATIONSHIP TO OTHER DEVELOPMENT STANDARDS a. LOC 50.05.004.5 to 50.05.004.7 supersede LOC 50.06.001.5.Commercial,Industrial,and Multi-Family Development Standards for Approval,in its entirety for developments subject to this overlay district. b. LOC 50.05.004.8 shall apply in addition to the requirements of LOC 50.06.004.1,Landscaping,Screening and Buffering,but exceptions to the requirements of LOC 50.06.004.1 may be granted as provided in LOC 50.08.005,Downtown Redevelopment District Exceptions to Standards. c. The parking standards (LOC 50.06.0021 apply in full,but the requirements may be modified as provided in LOC 50.05.004.9,and exceptions may be granted as provided in LOC 50.08.005.Downtown Redevelopment District Exceptions to Standards. d. LOC 50.05.004.12 shall apply in addition to street standards contained in the remainder of this Code. e. In the event of conflict between this overlay section and any other provision of this Code,the provisions in this section shall apply. 4. DEFINITION OF VILLAGE CHARACTER As used in this section,"village character" means a community of small-scale structures that appears and operates like a traditional small town.A village is typically composed of an assembly of smaller mixed used structures often centered on a square or other public space or gathering area,such as a body of water,a transportation route or a landmark building.Adherence to village character is not intended to require an historical reproduction of a turn of the century small town,but rather to encourage the development of a sophisticated small city that is pedestrian friendly,creates a sense of community and attracts people to the downtown in the same manner and using similar design concepts as historic small towns and neighborhood centers. RESPONSE: This general statement of village character does not contain any numerical standards on the number of stories that embody or are consistent with village character nor does it contain any definition of the height of structures that would be consistent with village character. Instead, it establishes a general character statement referring to "development of a sophisticated small city that is pedestrian friendly", "a sense of community and attracts people to the downtown...using similar design concepts as small towns and neighborhood centers", using"small-scale structures that appear and operate like a traditional small town." This character statement is then implemented through a series of objective and numerical standards and through consistency with the Lake Oswego Style. The balance of this narrative demonstrates that the project meets the definition of village character both through strict adherence to the village character density and height allowances and conformance to the Lake Oswego Style. {00213610;11 Page 10 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 78 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 5. BUILDING SITING AND MASSING Building siting and massing shall create a village character by compliance with the following requirements: a. Complex Massing Required New buildings shall use the siting and massing characteristics of the Lake Oswego Style such as complex massing and asymmetrical composition.See 50.11.001,Appendix A—Lake Oswego Style. i li II I1 11 I I I11 r II II - ' .11 1� ■. ■ 1i1I I;j r Iii hlI;II.I T. •■ T ... nn I®lmanaal 111111 .. .�.—"N ■ ..■■.■ = m �__ ..1111111....pinilln�I.l mu Illplliiiimillill.l In_ U. nn■ri1.nllq ' .i9' "Ili 111, ii.■il �Abrri 111111 ■ll-�j lii's. N.■ I I ,,IA.---- 11' I 1 nl" . .I I. ■ 11 ■III, . ■ 11 ri_r.� Re --. ,1 . .. 1 --• ,, 1 .1 ■iI 1i . R. ■ li riI 1i. ■ la F111. . lJ .i 11 r n .--- ...,. ..... 11..11.... II 11 II "'II"II�� II mill" 111 11 1111 111 '11 111..•1111 Iiiir - 4' _" ._.__ ■',1 i■ II �■ II I I 1 31 ,�, l9 1 ,�ir� n n il` 1 la . 1.ri llu iil 11111 ii NH iii II . I 1,....i..I nil p.p �.,I'. milli n i..i I 1�:� Iri 1,1,:1 �i,l' II I" m l��i 1111 iiiiii 1111 iiiiii III 111 _. _. nnn nun n■■n Ly i i 1 ,.!� 17:1.1 i i!.. i- ,lam,1771 .1.I�I. ■ ■ :1 1 II pl 111T Tr rf—1T- j1-1—,I. 1 I 'I i I-I _..__ •11 lir ■1 1 . I R I I I lr 11� I I �I I n ®I Ir i s l II 1: 11 III 1111111 111111 - �' t.. — .It .a'. .!:' ■I I •7 I B s�� I 4 1 3 &r�dl.r' r l l ,,,,,,; L--._ ,i .::ci 1119:ilk :c21 '�al.. RESPONSE: Lake Oswego Style is defined under LOC 50.10.003. "A building design that borrows from the City's historic architectural traditions including the Arts and Crafts, English Tudor and the Oregon Rustic styles. Buildings which use complex massing, asymmetrical composition and natural materials exemplify this style (see photos and descriptions in LOC 50.11.001, Appendix A: Lake Oswego Style). Adherence to the "Lake Oswego Style" is not intended to require historical replication. Modern designs interpreting, quoting or utilizing the above noted stylistic forms are also encompassed within the definition." {00213610;11 Page 11 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 79 Block 137 Mixed Use Development Originally Submitted September 11, 2013* The project design borrows and interprets each of the architectural traditions listed above in 3 separate buildings creating complex massing in an asymmetrical composition with natural, high-quality materials. A full description of the design and its Lake Oswego Style is presented here. It is also important to note that the site is zoned EC and is within the Downtown Redevelopment Design District. The EC zone establishes a height allowance of 60 feet on this site. See LOC 50.04.001-14. Consistent with this EC zone height allowance,the Downtown Redevelopment Design District contains adopted code language stating that the 60-foot height allowance complies with village character: "Building siting and massing shall create a village character by compliance with the following requirements: e. Height Limit. No building shall be taller than 60 feet in height." (Emphasis added) Village character is therefore preserved through the 60 foot height limit. A fourth story is also permitted on this site if that story is occupied by residential use and is contained in a gabled or hipped roof. LOC 50.05.004(5)(d). This is not an exception. Instead it is permitted if the development meets the residential use and gabled roof condition. A fifth story is allowed if we meet the criteria for an exception. LOC 50.08.005(1). It is within this code context that we address the design of the proposed development of Block 137 in the Lake Oswego Style. The proposal includes three buildings situated on a full block divided by pedestrian ways and a courtyard. Each of the buildings comply with the Lake Oswego Style by utilizing the characteristics of the listed styles to create an overall massing that is of a similar scale to the surrounding buildings and a comfortable scale to the pedestrian. Massing incorporates characteristic elements common to the three Lake Oswego styles. Detail, pattern, and proportioning differentiate the three styles. Each of the three buildings incorporates these design elements as follows. Building A Utilizes Characteristic Elements of the Oregon Rustic Style • Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level. • Asymmetrical composition incorporating pitched roofs with offset, prominent chimney forms and patterned with windows of varying proportions creating focal points along the facade. • Simple geometric forms and pattern making through proportioning of dormers, chimneys, windows, canopies, steps and jogs in the building form, recessed portions of the facades such as building wall at the decks, smaller pane breakdowns at retail upper glazing and at deck locations. • Recessed and stepped back upper levels creating an eave line at the third level at a height common to adjacent existing buildings and at a comfortable pedestrian scale. • Textured natural stone used as a foundation, siding, planters, and seat walls at the pedestrian level and chimneys; used in conjunction with horizontal siding and wood accent fields adjacent strategically placed elements in the facade and at the dormers. • The pitched roof forms, dormers and divided window patterns—which are common to all three styles—combined with material and paint colors often found in nature are evocative of the National Park Style used for lodges, ranger stations, shelters and lookouts. {00213610;1} Page 12 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 80 Block 137 Mixed Use Development Originally Submitted September 11, 2013* • Windows are trimmed with a narrow but deep extending board that creates a heavy shadow line emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with today's precise material manufacture and joinery. The trim element defines a larger block of windows such that they are framed within the larger facade wall. • Deck railings use simple rustic steel shapes for the guard topped with a wood railing for warmth and softness to the touch. • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. • Simple flat canopy design with linear wood soffit of a character similar to the wood panels adjacent glazing also found on this building. Building B Utilizes Characteristic Elements of the Arts and Crafts Style • Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level. • Asymmetrical composition incorporating pitched roofs with offset, prominent chimney forms and patterned with windows of varying proportions creating focal points along the facade. • Simple geometric forms and pattern making through proportioning of dormers, chimneys, windows, canopies, steps and jogs in the building form, recessed portions of the facades such as building wall at the decks, smaller pane breakdowns at retail upper glazing and at deck locations. • Recessed and stepped back upper levels creating an eave line at the third level at a height common to adjacent existing buildings and at a comfortable pedestrian scale. • Masonry building base of earthy red brick with textured natural stone used as planters and seat walls at the pedestrian level. • Brick and horizontal siding used in combination with wood accent fields adjacent strategically placed elements in the facade and at the dormers. • The pitched roof forms, dormers and divided window patterns—which are common to all three styles—combined with regionally common material and paint colors draw reference from the Arts and Crafts style. • Windows are trimmed with a narrow but deep extending board that creates a heavy shadow line emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with today's precise material manufacture and joinery.The trim element defines a smaller blocks of windows such that they are framed within the larger facade wall in the tradition of punched opening. • Deck railings use simple rustic steel shapes crafted into a geometric pattern reminiscent of hand crafted details of homes of this vernacular. • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. • Simple flat canopy design with ribbed metal soffit creating a heavier shadow line and a smoother surface than the wood panels used in building A. {00213610;1} Page 13 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 81 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Building C Utilizes Characteristic Elements of the English Tudor Style • Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level. • Asymmetrical composition incorporating pitched roofs with offset, prominent chimney forms and patterned with windows of varying proportions creating focal points along the facade • Simple geometric forms and pattern making through proportioning of dormers, chimneys, windows, canopies, steps and jogs in the building form, recessed portions of the facades such as building wall at the decks, smaller pane breakdowns at retail upper glazing and at deck locations. • Recessed and stepped back upper levels creating an eave line at the third level at a height common to adjacent existing buildings and at a comfortable pedestrian scale. • Brick construction with design patterns such as row-lock, soldier course and inset panels in combination with stucco construction. • Masonry building base of earthy red brick with textured natural stone used as planters and seat walls at the pedestrian level. • High contrast color patterns of brick, stucco, board and batten siding, and trims which create bands of shadow reminiscent of half-timbering, along with wood accent fields adjacent strategically placed elements in the facade and at the dormers. • The pitched roof forms, dormers and divided window patterns—which are common to all three styles—are representative the historic Tudor style. • The high contrast of white stucco divided by shadow reveals and trimmed at the eave with dark painted wood trims are reminiscent of the traditional Tudor board and stucco patterns. • Windows are trimmed with a heavier width (than the other buildings) but deep extending board that creates a heavy shadow line emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with today's precise material manufacture and joinery. The trim element defines the window edges as a frame against which the stucco is finished. This gives the frame a heavier appearance than the other two buildings which is inspired by the timbering that is traditional to Tudor style. • Deck railings use simple rustic steel shapes to create the recognizable Tudor'x' pattern • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. • Typical canopy design of standing seam shed roof with metal supports back to the masonry wall painted black to evoke the wrought iron brackets and supports of traditional Tudor style. • A special canopy design at the round-about formed of glass and metal support elements which will allow light transmission through the canopy and produce changing shadow patterns on the south facing facade to enliven it as the time passes. Metal supports back to the masonry wall are painted black to evoke the wrought iron brackets and supports of traditional Tudor style. This summary of the design response to the characteristic elements is further highlighted below in response to each of the development standards. Each building incorporates the design elements in a manner that is responsive to the City's design direction and weaves the development into the existing design fabric in the immediate vicinity. {00213610;1} Page 14 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 82 Block 137 Mixed Use Development Originally Submitted September 11, 2013* b. Pedestrian Oriented Siting New commercial buildings shall be sited in order to maximize the amount of building frontage abutting pedestrian ways. RESPONSE: The lower level of Buildings A and C on Block 137 are designated for active commercial use. Building B has no commercial use. The commercial elements on A and C maximize the amount of building frontage on the abutting pedestrian ways in compliance with this criterion. Building A fronts the public way along A Avenue. By incorporating the existing maple tree and stepping back at the NW corner, the building allows maximum retail frontage while creating intimate outdoor spaces appropriate for dining establishments. The stone and brick walls at the base provide interest, texture, and scale. They are complemented by the stone planters, pavers, and art in the public way, which creates niches, benches, and focal points enticing to passers by. These add to the pedestrian experience though their offering of respite,topics for art conversation, separation from the vehicular paths, shade and wind protection, dappled light, and intimate scale. Canopies and signage further create an intimate pedestrian scale by bringing down the perceived vertical height and forming outdoor 'rooms'. Building C fronts the public way along First Street.The form allows maximum frontage on First while also bridging Building A with the east-west pedestrian street on the North and Building B with the north- south pedestrian street on the South. These two on-site pedestrian streets evoke the village market of the past where one may stroll, chat, and shop free of vehicular impact. On First,the brick paved public right of way is deep allowing ample room for parking, pedestrians, art display and seating. On the storefront facade,the textured masonry materials, at pedestrian level on each of the building facades, provides interest,texture, and scale. It breaks the display glazing into neighborhood-shop-size snippets with evening lighting for display of wares. The proportion and patterning of materials at the base is complemented by the stone planters, pavers, and art in the public way which creates niches, benches, and focal points enticing to passers by. These elements add to the pedestrian experience though their offering of respite,topics for art conversation, separation from the vehicular paths, shade and wind protection, dappled light, and intimate scale. Canopies and signage further create an intimate pedestrian scale by effectively reducing any perceived verticality and forming outdoor'rooms'. At the round-about on the SE corner of the block,the building steps back to create niches for dining and presents itself formally as it turns the corner. The corner retail becomes a special place with its angled facade enveloping Lake View Village across the street,the fountain at the center of the round-about, and the view of Millennium Plaza Park. EXCEPTION 1: Ground floor residential use in retail area Figure 50.03.003.A, below left, designates an area along Second Street and along Evergreen where residential is allowed on the ground floor on Block 137. The goal is to create an urban division between primarily retail uses on A Avenue, Evergreen, and First Street and primarily residential uses on Second Street. Building A provides the desired pedestrian level retail use at the corner of A Avenue/Second Street, and residential is an allowed use along a portion of Second Street and Evergreen. The amount of ground floor residential use located along Second Street and Evergreen and internal to Block 137 varies {00213610;11 Page 15 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 83 Block 137 Mixed Use Development Originally Submitted September 11, 2013* from the figure. See image below right, indicating with gray shading the location of ground level residential on Block 137 which is located within what would otherwise be the retail area. A AVENUE rf _ I s ,< I. , Nun M.mm,.a:.waura.�e.a!'.lIA.Pr.puyl krogc Qlmmke , II! 'Iuu_ - 1 Ilit f. 3, 10 p ` ,l Y 1 :®._ 4 ff ayiEfLiL` • • R ,I I — ,� 1sT ST 2ND ST d � 1.; 4 48 49 - y . I - .I 1 'nr L –if1 fjt' I, ' a IYI 10 1 r _4.2 3..- .:J I V 796 137 138 I I ° ! « Y - a I' �. :El. _, - i ,,� 1 - i 0 J 4-7 i. „� f_...1., 0 1 EVERGREEN The proposed ground floor residential uses on Evergreen, B Street and the internal areas fronting these streets qualify for an exception under LOC 50.05.008(1)(iii). Objective 13 of the East End Development Plan [Section 600 Area Wide Objectives...page 38] is: "To provide for a mix of uses and intensification of the land utilization within the Redevelopment Area that will assure the economic viability of new development and contribute to the restoration of the economic viability fo the entire area, as well as to create a 24-hour downtown with a high level of activity and vitality." The LO Urban Design Plan Objectives (page 4) also state the desire "for high-density housing to provide greater intensity of use at the retail core..."and "utilize alleys for pedestrian zones" (UPD Section 4.2) The residential use on the ground floor along Second Street and Evergreen (and within the inside court of the development) better advances all of these objectives and the objectives of the UDP for the following reasons: • The other side of Second Street is in residential use. Thus, maintaining the residential character of the ground floor on the project side of Second creates a graceful transition into the {00213610;1} Page 16 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 84 Block 137 Mixed Use Development Originally Submitted September 11, 2013* commercial core and protects the residential feel of the existing Second Street uses. This design implements the objective above to intensify and create a mix of uses but also renders them compatible while implementing the UDP objective to bring high density residential use to the core to support the downtown. • The internal residential ground floor is the continuation of the residential unit from Second Streets and Evergreen. Therefore the internal areas serve the same purpose as the external edge and are dependent on one another. The internal edge is created by the project design; the creation of 3 buildings to build the experience of a reduced scale across the block. The City has determined that the internal passageways in essence expands the retail edge into the site. The 3-building design requires the residential units to wrap into what would have been the interior of the project, along these passageways. In this way the project more strongly implements the UDP by creating an opportunity for the preferred high-density housing through retention of the ground floor residential use while also breaking down the mass of the one-block design into 3 traversable smaller buildings.. • The project also implements the UDP by creating and utilizing alleyways for more pedestrian access through the site from Evergreen to the pedstrian pathway and from First to Second Street. • Creates a street edge with townhouse entrances, stepped back facades, landscaping, street trees and eave lines at level three similar to the uses across the street, again supporting the mix of uses, intensification of uses and high density residential use prefered under the UDP. • The high level of activity and vitality contained in the objective above and the UDP is equally or better achieved through the following design measures associated with the ground floor residential: • Integrates and consolidates parking below the development rather than in the center of the development, allowing the creation of the passageways and thus the need for this exception. • Enhances the pedestrian experience at the street level with varying experiences, planters and patios along the sidewalk edge, paths to front doors, and street furniture. • Creates a lively and attractive urban core experience by increasing the density and mix of uses, integrating these uses vertically in buildings as well as horizontally on street level. • Townhomes at street level and residential units with decks at mid level and residential units hidden in the roof at the upper level enhance residential character through variety and vitality. • Project provides high density retail activity centered by First Street, with pedestrian-oriented walkways providing other opportunities to enjoy landscaping planters, espaliers,and artwork, solar access, special signage and lighting. For these reasons,the alternative design with residential use on ground floor accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed to the retail standard. c.Roof Forms New buildings shall use gable or hipped roof forms. Flat roofed building shall only be allowed pursuant to LOC 50.08.005. {00213610;11 Page 17 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 85 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: Buildings A, B and C utilize pitched dormers and gable roof forms throughout. These roof forms create the rhythm which breaks down the scale of the building mass, unites the buildings on the block and evokes the familiarity of residential scale. Flat roofs are utilized on the project in limited areas including the mechanical equipment platform troughs at the apparent ridge line of each building and the restaurant space at the corner of First Street and A Avenue. The recessed equipment platforms allow equipment to be screened from view by the adjacent sloping roofs. The restaurant space with a lower profile provided by the flat roof provides a pedestrian scale to the plaza at First Street and A Avenue. This one-story form in the 'elbow' of the corner engages the plaza to create indoor-outdoor dining,to participate with the pedestrian activity on the plaza,to identify by focal point the restaurant use and to differentiate it from the residential use above. This lower form with a flat roof allows Building A to step down to meet the pedestrian, which reinforces the goals of village scale, mixed use,vibrancy, and 24 hour vitality. d.Number of Stories New buildings shall be at least two stories tall,and new and remodeled building shall be no greater than three stories tall,except: i. Fourth Story A fourth story may be permitted subject the following: (1) The fourth story is residential and is contained within a gabled or hipped roof; (2) The site is sloping and the structure has three or fewer stories on the uphill side; (3) The fourth story is significantly stepped back from the building plane created by the lower stories;or (4) Fourth story design elements are used to break up the mass of a building,create visual interest and variety,hide mechanical equipment,define an entry or define a particular building's function. Examples of such design elements include dormers,towers,turrets,clerestories,and similar features. RESPONSE: All buildings on the Block 137 site are above three stories. Each utilizes one or more of conditions (1)-(4) to permit the 4th story. The conditions that permit the fourth story are stated as alternatives. A project must satisfy at least one of the conditions. As described below the proposed project satisfies several of the conditions. Building A—Building A has a ground floor retail use with three residential levels. In the building a 4th story is residential and contained with in the gabled roof, is stepped back from the facade plane created by the three lower stories with a five-foot setback, and utilizes dormers and deep overhangs as design elements to break up the mass of the building in compliance with these criteria. A fifth story is contained within the roof form of the building along the pedestrian walkway easement,just as the 4th story is within the roof form. See image below. The fifth story is an exception addressed below. Building B—Building B contains 4 residential levels on most of the building and 5 residential levels on a portion of Second Street and at the Conservatory on Evergreen Road.The 4th story is contained within the gabled roof, the 4th story is again set back by 5 feet,the building is comparable in height and eave line with adjacent housing across Second Street, and the dormers and decks and other features are used to break up the mass of the building, create visual interest, and define the residential function of the building. Thus Building B satisfies at least three of the conditions that permit a fourth story. A fifth story {00213610;11 Page 18 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 86 Block 137 Mixed Use Development Originally Submitted September 11, 2013* is contained within the roof form of the building just as the 4th story is within the roof form. See image below. The fifth story is an exception addressed below. Building C—Building C is has a ground floor retail level plus three upper residential levels for a total of four stories.Along the interior pedestrian walkway,there are 5 stories all in residential use. Building C equally complies with the conditions that permit a 4th story through the use of dormers, a five-foot stepped back facade, and an eave at the third level to break up the mass. The roofs also hide mechanical equipment as in Building B. A fifth story is contained within the roof form of the building just as the 4th story is within the roof form.The fifth story is an exception addressed below Together the design elements of the 3 buildings all incorporate several of the conditions that permit a fourth story in compliance with this standard. By using some of the same elements on each building and facade, the project creates a design continuity that further implements the Lake Oswego Style. The building also incorporates these multiple objectives while maintaining an overall building height under the permitted height of 60 feet and consistent with the village character as defined by LOC 50.05.004(5)(e). EXCEPTION 2: A fifth story is provided on a portion of the west facing exterior facade and some limited interior facades but all within the overall height limit of 60 feet. Specifically, an additional story is located in: 1. A portion of the west facade of Building B along Second Street. 2. The Conservatory gable on Building B on Evergreen. 3. A portion of the South Facade of Building A at the interior court. 4. A portion of the East facade of Building C at the interior court. See diagrams below for locations of the fifth story. The 5th story is located within the roof of the 4 story gabled roof. The fifth story meets the exception criteria because it equally or better meets the standard and is consistent with the UDP objectives. The UDP recites Urban Design Plan Objectives. Those objectives include: "create development areas for high-density housing to provide greater intensity of use to the retail core, cultural and recreational activities" (Policy 1.9). The UDP also contains Development Guidelines that are intended to establish a design preference. In the area of height and massing,the UDP states that the "recommendations may be modified upon evaluation of private development projects that meet the intent of the Urban Design Concept." Those concepts include the following language: "Form: Multifamily housing of two-and three- story configuration with a mid-rise component being highly desirable." The standard definition for mid- rise is defined as a building between 5 and 12 stories. The Downtown Design District and the EC zone reflect this UDP preference for a mid-rise component downtown by establishing the 60-foot height allowance that would accommodate a 5-story building.This limited exception for a 5th story within the 60-foot height allowance is certainly equally or more supportive of the standard and the purpose of the UDP which states a high desire for a mid-rise component downtown based on the following:. The building height including the 5th story complies with the overall height limit of 60 feet as zoned. Eliminating the "5th story"would not reduce the height of the buildings because the additional height comes from the sloping site grades and the provision of adjacent retail with a higher floor-to floor dimension than a residential structure. In other words the overall height of the building would not be reduced by removing the limited fifth story. Instead, retail would be provided at the ground floor in a 20-foot, one-story dimension. This would not change the overall mass of the proposed building. Instead {00213610;1} Page 19 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 87 Block 137 Mixed Use Development Originally Submitted September 11, 2013* it would reduce the opportunities to articulate the façade leading to a bulkier appearance than the proposed project. um II um II .■ II - ...II'1 I 11..II I 11 1:.1 . 1 .:1 1:1 I.:1 ..1 ... 1. . iII : •• it 11 ' r r r !III .11 imp ,111 ,1 1112 11ire 11� !III 1111111111111111 11111111 Jon11 ■ 1111 11m 1, 11 �:'..I 1„' 11 la,, 11 11I. l1a171 ,.11 11..111111 mn .1111 1111. IIIII 11111 11111 IP "!I 11111 11111111 - 1111111!11 Ills 1110 im1 11111 HIE 11111 11111 1111 f�11 ,WEST EL MOON 3 STORIES OF RESIDENTIAL-RETAIL ON LEVELS 1 AND 2 I. II Bin II mil II •.111 1. ...11. Ng!II 1■ f : . .II 11 Ii I II I II I .1 A. 1 MN 1 MI 13 112 11 X111 111111 • ■I• `I II 1 ', II a!111,I 111 ,I!1 I I 1 I” a Ig 111 1°i 11 II I. 1 II I€ a tl ■'It 11 111 I ull 111111 1I1i1 _ I !I'I !!I__ III I Al 1 11! " II: 111 1111 " IN 11 ■' I IN "II, i u „a 11rgii tl 531 11,i l- ,., II c 11 NEW ELFL>naN ORIGINAL The fifth story provides the mid-rise component preferred under the UDP and within the code permitted height limitation and supports the significant direction to provide high density housing to support the retail core. 1. Additionally,the 5th story meets that same criteria that allow a 4th story, supporting the residential density encouraged by the UDP and blending the UDP-preferred mid-rise component into an architectural form that is consistent with the surrounding building heights.: 4-A-110LIL - , 1111x- Pgit Step back at 4th 15th story shown 4tn/5th stories not visible viewed from pedestrian level a. the 5th story "façade walls" are stepped back five feet from the 4th story and 9'-10"feet from the 3rd story, b. these 5 and 9'-8"-foot setbacks are not only comparable in height and eave line with housing across Second Street but are also obscured from the pedestrian view. Based on the setback, a pedestrian along the site frontage will not be able to see the 4th or 5th story as illustrated here. , and {00213610;1} Page 20 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 88 Block 137 Mixed Use Development Originally Submitted September 11, 2013* c. dormers and decks and other features are used to break up the mass of the building, create visual interest, and define the residential function of the building. d. The roofs also hide mechanical equipment. The following evaluation and images provides understanding from a few reference points. - F—J`r. , „— ii_ a di. ! l; �- - + I 1ff1 r 5 4 Ir� LI..r e 1 a lu a moi, 7I 3 I I P F !Siri 11 Lltilul -•. ,-;INI=Ni.. 1='... 1 . MEET —'J Building A 1 r -r Lia„" m�} 1 17 5 . .. 2 3 '_ '�1:5 �1 4 II 131 •..111..31,;1 - — I 61 a II PI II"a1 6.51 " , „I - 1 r• '1 i I z I I 11 n1A..1 - 111 III I I- II-- — I ", _ - I III I P .1 11 1 II J 1 r L ,y `tar ap 5E 161 Building B EdLEIHG6 f1F , ail�rt .lam 'lT, Wil„ I� r , r.�,� �;,� , A,,, L ��y i1 .(4., II I1 —4/411-141 v ! �rw I I I II "--II, It I, , -.. , .19.1_, a • _ I d I I II II " -I #I .s 4" a 4111111111111 L •1111 1111U1111111.11 _ .. .... Building C Building A: • 5 units occur in the fifth story as measured from courtyard grade • Additional courtyard side story is a result of higher floor-to floor of ground floor retail on the street side of the building. Building B: • 4 units occur in the fifth story as measured from grade {00213610;1} Page 21 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 89 Block 137 Mixed Use Development Originally Submitted September 11, 2013* • Additional 'story' is a result of sloping site grades Building C: • 4 units occur in the fifth story as measured from grade • Additional courtyard side story is a result of ground floor retail on the street side of the building. These cross sections demonstrate that the 5th story is aligned with the 4th story and within the same height allowance. Most notably here,the fifth story is all contained within the 60-foot allowable height limit. No exceptions to height are required. By using the architecture of a fifth story the allowed height and FAR is further articulated in the facade achieving a smaller scale and finer fabric to the building. The alternative design with an additional level of residential in certain locations accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed to this standard. ii. Single Story Single story construction may be permitted subject to the following: (1) It is limited to a small portion of a taller structure,such as an entry area,canopy over an outdoor restaurant,building ends or wings which relate to open space or as a step down to an adjacent one story viable existing structure;or (2) When a minimum height of 20 ft.is maintained at the right-of-way or street side building edge. RESPONSE: Single story construction is located only at the restaurant space at the corner of A Avenue and First Street. It is limited to a small portion of a taller structure, forms the entry to a restaurant, and relates to open space. It is also more than 20 feet in height on the street side building edge. e. Height Limit No building shall be taller than 60 ft.in height.No flat roofed building shall be taller than 41 ft.in height. Height shall be measured pursuant to this Code. RESPONSE: All buildings are below the 60 foot height limit. The height of each building varies along its length due to changes in grade. Height of Building A is 47 to 52 feet; Building B is 55 to 58 feet; and Building C is 51 to 54 feet. The small area of flat roof on Building A is less than 41 feet in height. f. Entrances When a new building is constructed or an existing building is substantially remodeled,the primary building entrances shall be oriented to pedestrian ways along streets to encourage increased pedestrian density on existing streets, sidewalks and other public ways.Secondary building entrances or tenant space shall be required along alleys to take advantage of and enhance the intimate scale of the alley space,as illustrated in Figure 50.05.004-A:Alley with Entrances and Figure 50.05.004-B:Alley without Entrances,below. RESPONSE: All three buildings provide an entrance lobby at the pedestrian way along the street to encourage increased pedestrian density. Secondary entries are located along the two pedestrian streets (the 'alley' mentioned in the code)within the block to take advantage of access to the courtyard, below grade parking, and the public pedestrian way. Each building has a street address reflecting its lobby {00213610;11 Page 22 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 90 Block 137 Mixed Use Development Originally Submitted September 11, 2013* location which allows separate identity while each secondary entry('alley' mentioned in the code) allows the block to function in an integrated manner as a neighborhood. Building A—Building A's lobby fronts on A Avenue and on the internal pedestrian street.The lobby bisects the at-grade level providing glazed visual and physical connection to the rest of the block. Building A houses the leasing office and building management offices at its lobby. The A Lobby space presents the development's most public face to A Avenue and creates space for active pedestrian level use. This lobby also is adjacent to the connection to the Retail below-grade parking pedestrian entrance and elevator. It is the central lobby for the block and is designed to invite and increase pedestrian activity within and around the project. Building B—Building B's lobby fronts on Second Street with a secondary entry fronting on Evergreen. As the largest of the three buildings on the block, a third access point connects to the Community Room/Club Lounge and the private outdoor courtyard. This building with its "C" shape connects to the two internal pedestrian streets and the below grade parking as well. Building C—Building C's lobby fronts on First Street with a secondary entry off the intersection of the internal pedestrian streets and adjacent the Community Room/Club Lounge. All three buildings place primary building address lobbies at the city street and utilize two internal pedestrian streets as the 'alley' demonstrated in these images, (below). Each street lobby creates a street presence with a recessed entry door,glazing, visible address identification, lighting, and canopy. Tiii. Ot:' i. .y- j� t ryII 4 ...„ .„..-.),.„,_,,„,,.:... .... 7 ... ,— 1 , t1J1 _— _ — ' - -._— - —.— .— r4RFn Figure 50.05.004-A:Alley with Entrances Figure 50.05.004-B:Alley without Entrances g. Street Corners New structures shall be located to preserve or create strong building edges at street corners.Structures may "cut the corner" to create a building entry or to provide pedestrian space but shall use building design elements to create a structured corner as illustrated in Figure 50.05.004-C:Building Design at Street Corners,below. riundims 'Std.t�.71c - Cv+ivaa..kuyt4•r..ls'4l'1.4.31a1.mei.b ... Figure 50.05.004-C:Building Design at Street Corners {00213610;11 Page 23 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 91 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: Each corner on Block 137 has a unique identity. A Avenue/First Street—This corner provides community identity for the block. A Avenue is a busy urban street and First Street is known for its retail activity. The large maple tree on this corner is being preserved. Doing so allows a stepped back building corner which celebrates this active intersection and offers opportunity for the active retail use (probably restaurant)to spill out onto the corner. A Avenue/Second Street—This corner joins an active avenue and a residential street. The steep down grade of Second Street (from A) and the clearly residential character on both sides of the street, lends itself to a neighborhood gateway. The active retail is oriented to A Avenue. As it turns the corner, Building A's character transforms to residential as its primary public face. Storefront is replaced by divided and smaller scale windows, linear more residential scale planters, and the presence of residential style decks. Second Street/Evergreen—This corner is embedded in the residential character of the existing neighborhoods. It holds its place quietly at the corner so as to blend in with the open lushness of Millennium Plaza Park and contentment of the residential neighbors. The roof forms simply turn the corner with recognizable residential roof form. The stoops of the walk-up units reinforce at pedestrian level a home-like character in detail, scale, materials and placement. First Street/Evergreen—This corner invokes an identity of celebration. The round-about brings an inward focus to Millennium Park, Lake View Village Retail, and Building C. This is a gathering point. Building C steps back adjacent to the prominent retail entrance fronting the intersection, sides tuck in, and offer planters, art, and seating to meet, converse, and view surroundings. A bright glass canopyextends over the corner as an invitation, while a stately facade announces proud presence in this important location. In the past,this corner may have been the intersection of the church, the market, and the civic building. In this location, Building C completes the representative center of downtown Lake Oswego. At the pedestrian level, steps in the façade, in conjunction with planter walls and pavers adorned with dining furniture, create outdoor rooms for visitors to see and be seen. (See also P 48) 6. BUILDING DESIGN Building elements shall be designed to create a village character through compliance with the following requirements: a. Lake Oswego Style Required Buildings shall be designed using building design elements of the Lake Oswego Style to create distinctive buildings which have richly textured,visually engaging facades.See LOC 50.11.001.Appendix A—Lake Oswego Style. RESPONSE: All three buildings utilize reference to the three Lake Oswego Styles. The project is composed of three buildings. Massing incorporates characteristic elements common to the three Lake Oswego styles, complex massing and asymmetrical composition of simple geometric forms with detailed facade elements. Detail, materials, pattern, and proportioning differentiate the three styles and thus the three buildings. Each of the three buildings incorporates these design elements as follows: {00213610;11 Page 24 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 92 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Building A Utilizes Characteristic Elements of the Oregon Rustic Style • Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level. • Asymmetrical composition incorporating pitched roofs with offset, prominent chimney forms and patterned with windows of varying proportions creating focal points along the facade. • Simple geometric forms and pattern making through proportioning of dormers, chimneys, windows, canopies, steps and jogs in the building form, recessed portions of the facades such as building wall at the decks, smaller pane breakdowns at retail upper glazing and • at deck locations. ,. ' ► • Upper levels are recessed and set into the roof, which has a - low eave line at the third level.This eave line visually limits the scale of the building mass, and helps create a more j!' comfortable pedestrian experience.The building appears 3PI y-j stories from the pedestrian perspective, which complements the scale of existing context. !` • Textured natural stone used as a foundation, siding, 016 p4 ..e planters, and seat walls at the pedestrian level and { +' ' a ' chimneys; used in conjunction with horizontal siding and k W : wood accent fields adjacent strategically placed elements in -- the facade and at the dormers. • The pitched roof forms, dormers and divided window patterns—which are common to all three styles—combined with material and paint colors often found in nature are evocative of the National Park Style used for lodges, ranger stations, shelters and lookouts. • Windows are trimmed with a narrow but deep extending board that creates a heavy shadow line emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with 4;4 today's precise material manufacture and , ,- *:i __ i 1, u Iry joinery. The trim element defines a larger It Ar ii ` ;J '• , * , block of windows such that they are � ,: , /1 '4 1. .; framed within the larger façade wall. , p� , ;' ' �l 1.1-1r;A.. l • Deck railings use simple rustic steel shapes r. - for the guard topped with a wood railing - `""` - _. • for warmth and softness to the touch. • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. • Simple flat canopy design with linear wood soffit of a character similar to the wood panels adjacent glazing also found on this building. {00213610;1} Page 25 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 93 Block 137 Mixed Use Development Originally Submitted September 11, 2013* I% I _ . I II _ 1111B If "t I. 1III III I.�-- ilakhow, 4001 BUILDING A NORTH FACADE AT EXISTING MAPLE Building B Utilizes Characteristic Elements of the Arts and Crafts Style • Complex intersecting pitched gable roofs that break the ��t _____ massing into smaller scale forms both at the roof and at the i Ilk pedestrian level. - • Asymmetrical composition incorporating pitched roofs with — r f I I offset, prominent chimney forms and patterned with _ � windows of varying proportions creating focal points along = the facade. - I ip 'P r ii isi • Simple geometric forms and pattern making through = "'j proportioning of dormers, chimneys, windows, canopies, -- - w' i I!I steps and jogs in the building form, recessed portions of the = facades such as building wall at the decks, smaller pane -__ --`� breakdowns at retail upper glazing and at deck locations. • Recessed and stepped back upper levels creating SIDING B an eave line at the third level at a height common — to adjacent existing buildings and at a comfortable IL 'r pedestrian scale. SII L r • Masonry building base of earthy red brick with N textured natural stone used as planters and seat vo walls at the pedestrian level. Il m:■' 1 IT ow • Brick and horizontal siding used in combination with wood accent fields adjacent strategically _ placed elements in the facade and at the dormers. • The pitched roof forms, dormers and divided III ; IIIA ill j window patterns—which are common to all three \.— I styles—combined with regionally common material IIIIIA Illt lilll I and paint colors draw reference from the Arts and 11111111111 Crafts style. 111111111......; ; • Windows are trimmed with a narrow but deep extending board that creates a heavy shadow line I k- {00213610;1} Page 26 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 94 Block 137 Mixed Use Development Originally Submitted September 11, 2013* emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with today's precise material manufacture and joinery.The trim element defines a smaller blocks of windows such that they are framed within the larger facade wall in the tradition of punched opening. • Deck railings use simple rustic steel shapes crafted into a geometric pattern reminiscent of hand crafted details of homes of this vernacular. • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. r LIGHT FIXTURE ON SECOND ST (Mounted to Brick) TOWNHOME ENTRANCE ALONG SECOND STREET 0' =g rt y- I ' _ _ -STEEL BALCONY �� milI1 ii ,r_ r 4 —BRICK B7 __ II 11,+R■\� =CT ! BRICK SOLDIER COURSE r _, __ _ LEYELI :: ' - [ _ n 119'-� I' I 'I ' I' ' I' I 'I ' I' ' ' ' l I -� -5= ._, II 11l _# li�l11�11r111,l, , „,,_ _ _ ' I CM i- EKlERIOR CMN LIGHT FEITURES IN = BALCONY SOFFIT 4,__ WALL SCONCE LIGHT FIXTURE ISO � I TDNTIHOME NUMBER ExTERiOR TO'NNHOME TRI LNLT ENTRY STARS _- I - - - T 1 \ p1103L.p.RH7 ��jj '-3 1'-/ BRICK SOLDIER COURSE BEYOND :ANTER,TPP AT 7110 STREET I ENTRIES'TEE IANTSGAPEI V V L 1 J Ol V l 7 Page 27 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 95 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Building C Utilizes Characteristic Elements of the English Tudor Style • Complex intersecting pitched gable roofs that break the massing into smaller scale forms both at the roof and at the pedestrian level. R • Asymmetrical composition incorporating pitched roofs with x. offset, prominent chimney forms and patterned with windows AI I of varying proportions creating focal points along the facade. • Simple geometric forms and pattern making through proportioning of dormers, chimneys, windows, canopies, steps • and jogs in the building form, recessed portions of the facades ' " such as building wall at the decks, smaller pane breakdowns at =- "-c".....11 .4' 1 \ , retail upper glazing and at deck locations. • Recessed and stepped back upper levels creating an eave line at the third level at a height common to adjacent existing buildings and at a comfortable pedestrian scale. • Brick construction with design patterns such as row-lock, soldier course and inset panels in combination with stucco construction. • Masonry building base of earthy red brick with textured <i �• natural stone used as planters . • 4 and seat walls at the " � • , pedestrian level. • High contrast color patterns of 1 41 brick, stucco, board and 1 batten siding, and trims which ' " .1 i # r , .^gill create bands of shadowI.t � ' 9 ,,� r#�, E �� -. r = reminiscent of half-timbering, s ' along with wood accent fieldsVA adjacent strategically placed elements in the facade and at the dormers. • The pitched roof forms, dormers and divided window patterns—which are common to all three styles—are representative the historic Tudor style. • The high contrast of white stucco divided by recessed reveals and trimmed at the eave with dark painted wood trims are reminiscent of the traditional Tudor board and stucco patterns. • Windows are trimmed with a heavier width (than the other buildings) but deep extending board that creates a heavy shadow line emulating wide trim boards of the past while acknowledging the lesser functional need of a wide trim board with today's precise material manufacture and joinery. The trim element defines the window edges as a frame against which the stucco is finished. This gives the frame a heavier appearance than the other two buildings which is inspired by the timbering that is traditional to Tudor style. • Deck railings use simple rustic steel shapes to create the recognizable Tudor'x' pattern • Sconce fixtures on the retail level, pole fixtures in the pedestrian walkway, benches, waste containers, and hardware details such as sign bracketing combine the simple,functional, crafted vernacular common to the Arts and Crafts style,the Oregon Rustic Style and the Tudor style thus unifying the buildings as one development. {00213610;1} Page 28 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 96 Block 137 Mixed Use Development Originally Submitted September 11, 2013* • Typical canopy design of standing seam shed roof with metal supports back to the masonry wall painted black to evoke the wrought iron brackets and supports of traditional Tudor style. • A special canopy design at the round-about formed of glass and metal support elements which will allow light transmission through the canopy and produce changing shadow patterns on the south facing facade to enliven it as the time passes. Metal supports back to the masonry wall are painted black to evoke the wrought iron brackets and supports of traditional Tudor style. Each building incorporates the design elements in a manner that is responsive to the City's design direction and weaves the development into the existing design fabric in the immediate vicinity. b. Storefront Appearance Required Buildings fronting on streets or alleys designed for pedestrian use shall create a storefront appearance on the ground floor.This may be accomplished by changing buildings planes,materials or window patterns,or by creating a break in awning or canopy construction at intervals of about 25 ft.as illustrated in Figure 50.05.004- D:Break in Awning or Canopy Construction. Figure 50.05.004-D:Break in Awning or Canopy Construction I . i11iii1 RESPONSE: A storefront appearance is created at the street level of Buildings A and C. (Building B does not contain retail.) A storefront appearance is created through changing planes, materials, and window patterns and by creating a break in canopy construction at intervals. Building A fronts the public way along A Avenue. By incorporating the existing maple tree and stepping back at the NW corner,the building allows maximum retail frontage while creating intimate outdoor spaces appropriate for dining establishments. On the storefront facade,the natural and slightly rough stone and brick walls at the base provide interest,texture, and scale. It breaks the display glazing into neighborhood-shop-size snippets with evening lighting for display of wares and a special mullion pattern above canopy level.These are complemented by the stone planters, pavers, and art in the public way, which creates niches, benches, and focal points enticing to passers by. These add to the pedestrian experience though their offering of respite,topics for art conversation, separation from the vehicular paths, shade and wind protection, dappled light from trees and planting, and intimate scale. Canopies located at strategic intervals differentiate the intimate retail entry points and signage in the form of blade signs stemming from the canopies further create an intimate pedestrian scale by bringing down the perceived vertical height and forming outdoor 'rooms'. Canopies are different at each of the three buildings giving them individual character. (See item g of this section for images.)The richness in building materials and space along with benches, pavers, planters and art form a high quality, timeless {00213610;11 Page 29 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 97 Block 137 Mixed Use Development Originally Submitted September 11, 2013* background from which the retailers'wares may be elegantly displayed and pedestrian shoppers may casually enjoy. Building C fronts the public way along First Street.The form allows maximum frontage on First while also bridging Building A with the east-west pedestrian street on the North and Building B with the north- south pedestrian street on the South. These two on-site pedestrian streets evoke the village market of the past where one may stroll, chat, and shop free of vehicular impact. On First,the brick paved public right of way is deep allowing ample room for parking, pedestrians, art display and seating. On the storefront facade,the textured brick at pedestrian level provides interest, texture, and scale. It breaks the display glazing into neighborhood-shop-size snippets with evening lighting for display of wares and a special mullion pattern above canopy level. The proportion and patterning of materials at the base is complemented by the stone planters, pavers, and art in the public way which creates niches, benches, and focal points enticing to passers by. These elements add to the pedestrian experience though their offering of respite,topics for art conversation, separation from the vehicular paths, shade and wind protection, dappled light, and intimate scale. Canopies located at strategic intervals over retail entrances in each bay and signage in the form of blade signs stemming from the canopies further create an intimate pedestrian scale by bringing down the perceived vertical height and forming outdoor'rooms'. Canopies are different at each of the buildings. (See item g of this section for images.)At the round- about on the SE corner of the block,the building steps back to create niches for dining and presents itself formally as it turns the corner. The corner retail becomes a special place with its angled facade enveloping Lake View Village across the street, the fountain at the center of the round-about, and the view of Millennium Plaza Park. A special light glass canopy with a form different from other retail canopies on this building signifies the special importance placed upon this retail which is located at the center of the city. In addition, such design shall maximize the opportunity for window shopping through compliance with the following requirements: i. A minimum of 80% (linear measurement) of the exterior ground floor abutting pedestrian STOREFRONT CALCULATIONS ways shall be designed as storefront with Eve: reen 683 display windows and entry features. facade length in feet 17.17 brick in feet 51.13 storefront in feet RESPONSE: Buildings A and C maximize the opportunity for 54.64 80%of length=x'storefront required window shopping at the exterior ground floor abutting Does not meet criteria pedestrian ways designed as storefront with display Round-about windows and entry features. However, Building C does not 24 facade length in feet achieve the full 80% linear measurement of glazing due to 6.9 brick in feet interruption by the retail parking entrance. Building B does 17.1 storefront in feet 19.2 80%of length=x'storefront required not provide retail along Evergreen where it faces Millennium Does ROt meet criteria Plaza Park nor along Second Street where it faces existing residential. Thus a storefront appearance is not desired. lststreet 261.3 faccade length in feet Instead these street-facing facades are intended to evoke 25 garage opening the residential character of the adjacent block as the project 69,6 brick in feet turns the corner into the residential neighborhood. 166,7 storefront in feet 209.04 80%of length=x'storefront required Does not meet criteria {00213610;1} Page 30 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 98 Block 137 Mixed Use Development Originally Submitted September 11, 2013* EXCEPTION 3: Less than 80%Storefront Glazing abutting pedestrian ways on Building C only. Building C provides for storefront glazing on the ground floor. The design follows the criteria but is unable to meet the full 80%of the pedestrian length on each separate pedestrian way due to: • Interruption by the retail parking garage entry on First Street • Provision of masonry at the building base ground floor in compliance with [50.11.04.6.c.i.] on First Street, Evergreen, and the round-about. Calculations are shown at right. While 'close'the criteria cannot be met because: • In order to create a building base that is the predominately masonry at the base,the window pattern must be broken by the masonry material to meet the ground. • The building would appear architecturally fragile at the ground surface if brick ended above the storefront. • This would not be consistent with Tudor style architecture. • A retail parking entrance is required on First Street. This parking entrance penalizes the storefront calculation.Yet the city has concurred that the location on First is appropriate. Though less than 80%Storefront Glazing is abutting pedestrian ways (Evergreen: 75%, Round-about: 71%, First Street: 64%on Building C), the applicable Urban Design Plan criteria and code standard are equally or better met. The UDP states: "create a high-density compact shopping district to serve as a retail core..." and "pedestrian-oriented alleys and pathways providing other retail access and opportunities." Evergreen,the round-about and First Street come very close to meeting the 80%glazing requirement to add pedestrian interest to the streetscape. This slight reduction in glazing is needed to maintain the substance of the masonry base and to invoke the Tudor style.This slight reduction maintains the pedestrian interest in the space and is further supplemented by the interior passageways that enhance pedestrian access to the site, create other opportunities for retail and residential users and create a rich and dense environment for the retail uses, facilitating their success. The frontages are enhanced by pedestrian-oriented lighting, signage and street furniture (UPD Section 4.2). Parking with this design is integrated and below grade, leaving the maximum retail frontage in glazing and active use. (UDP Section 4.2). The pedestrian experience is enhanced at the street level with varying experiences, planters and patios along the sidewalk edge, paths to front doors, and street furniture. The proposed glazing and amenities creates a lively and attractive urban core experience by increasing the density and mix of uses, integrating these uses vertically in buildings as well as horizontally on street level. The alternative design with less than 80%Storefront Glazing abutting pedestrian ways on Building C accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed to this standard. The bottom edge of windows along pedestrian ways shall be constructed no more than 30 in. above the abutting walkway surface and shall be no closer than 12 in.above the walkway surface. {00213610;11 Page 31 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 99 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: On Buildings A and C where retail windows are indicated, the windows are at least 12 inches and no more than 30 inches above the abutting walkway surface. All retail is composed of glazing starting about 18" above the walkway and extending upward past the canopies where it terminates often with a special smaller mullion pattern. ii. Sufficient interior or soffit lighting to allow night-time window shopping shall be provided. RESPONSE: Design of the interior retail space is not part of this design proposal. However,the Evergreen Development guidelines imposed on future retail tenants will require lighting provisions for nighttime window shopping. Certainly the retail spaces have been provided here in a manner that will accommodate compliance with this interior lighting standard. c. Materials i. Ground Floor Buildings shall use masonry as the predominant building material for walls on the ground floor. "Masonry" includes fabricated bricks,blocks,stucco and glass.The design of these materials shall create an historic or vernacular Lake Oswego Style appearance as shown in LOC 50.11.001.Appendix A—Lake Oswego Style. RESPONSE: All 3 buildings use masonry--defined as Brick, Stucco, Stone, and Glass-- as the predominant building material for walls on the ground floor. Building A utilizes slightly rough stacked stone and an earthy gray brick at the base. This material extends upward to a cornice line between the retail and residential floors and envelopes the retail display glazing. It also integrates with other stone elements including stone seating and planters along the public sidewalk. Building B utilizes slightly rough stacked stone and earthy red brick at the base. This material extends upward to a cornice line between the grade and next level residential floors. It also integrates with other stone elements including stone seating and planters along the public sidewalk. Building C utilizes two contrasting earthy brown brick colors at the base. This material extends upward to a cornice line between the retail and residential floors and envelopes the retail display glazing. It also integrates with other stone elements including stone seating and planters along the public sidewalk. ii. Upper Stories Buildings shall use wood and glass as the predominant building materials for upper stories.These materials are intended to soften the appearance of a building that sits on a heavier appearing masonry/glass base and thereby effectively creating a mixed use village appearance.Wood siding or cedar shingles may be used. RESPONSE:All 3 buildings use noticeably lighter and softer materials as the predominant building materials for upper stories. Building A-Stone and brick are used at the base of the building. Lap siding, wood balcony railings, and wood trims are used at the upper stories. Stone chimneys and brick gables are used at key points to break down the massing, provide points of interest, and create rhythm in the facade. {00213610;11 Page 32 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 100 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Building B-Stone and brick are used at the base of the building. Lap siding and wood trims are used at the upper stories. Brick chimneys and brick gables are used at key points to break down the massing, provide points of interest, and create rhythm in the facade. Building C-Stone and brick are used at the base of the building. Board and Batten siding and wood trims are used at the upper stories. Brick chimneys and plaster gables are used at key points to break down the massing, provide points of interest, and create rhythm in the façade. BUILDINGA-OREGONRUSTIC Bi;LLDIiC.B ARTS AND C7i:AFTS BUILDING C-ENGLISH TUDOR �. __ • • 1. • a ice - . Nom • iii. Roof Roofs shall use the following roofing materials: (1) Slate,tile,shakes or wood shingles,or synthetic materials (e.g.,concrete,pressed wood products, metal or other materials) that are designed to and do appear to be slate,tile,shake,or wood shingles. RESPONSE:The roofing material for all three buildings will be a recycled composition material that has the appearance of slate tiles. (2) Copper or zinc roofing materials in styles representative of period architecture in the Lake Oswego Style.Metal roofs other than copper and zinc shall only be allowed in subdued colors and on small roof sections,not as a whole roof application. RESPONSE: Metal roofs are not used on this project. Metal soffits infill the residential entry canopies on Building B and Metal canopies are used on Building C. (3) If a new or substantially remodeled building utilizes a flat roof,materials that will not cause roof repairs (patching) to be readily visible. RESPONSE: The limited roof area of the mechanical equipment recessed well is finished with a metal panel that will not cause roof repairs to be readily visible. The one-story restaurant massing on Building A will be visible from the decks of the residential units above and will be of a uniformly colored {00213610;11 Page 33 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 101 Block 137 Mixed Use Development Originally Submitted September 11, 2013* membrane that allows patching with matching welds. Because it is visible from residential units, a ballast of river rock or similar is being considered, as well. iv. Prohibited Materials The following exterior building materials or finishes are prohibited: (1) Plastic,except when used to replicate old styles (e.g.,vinyl clad windows,polyurethane moldings, plastic columns,etc.); (2) Metal or vinyl siding; (3) Mirrored glass; (4) T-111 Type plywood; (5) Corrugated metal or fiberglass; (6) Standard form concrete block(not including split faced,colored or other block designs that mimic stone,brick or other similar masonry);and (7) Backlit fabrics,except that awning signs may be backlit fabrics for individual letters or logos. RESPONSE: None of the prohibited materials are used on this project. Metal (house) siding and corrugated metal as indicated above, are not used. Metal flashings, gutters, chimney caps, and architectural panels joining window frames are used in their usual building context to transition between building components and to keep the building water tight. d. Ground Floor Design Buildings shall have a strong ground floor cornice designed to separate the ground floor functions and materials from the upper story or stories and to provide continuity with cornice placement on abutting buildings as shown in Figure 50.05.004-E:Ground Floor Design. Figure 50.05.004-E: Ground Floor Design Methods for compliance with this requirement include but are not limited to: i. Use of the same or similar building materials and/or colors from storefront to storefront or building to building;or ii. Painting the wood elements in the first floor storefront areas white,black,dark brown,dark green or gray- blue.This color range is not intended to be an exclusive list,but is recommended to create compatibility {00213610;1} Page 34 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 102 Block 137 Mixed Use Development Originally Submitted September 11, 2013* and design strength at the ground floor storefront level while encouraging diversity with multi-tenant buildings and in large lot(whole block) developments. RESPONSE: All three buildings visually and materially separate the retail level from the residential level as well as create a base for the buildings. Adjacent projects are Lake View Village (predominately white stucco with off-white ceramic tile or grey stone base and bronze anodized storefront) and Oswego Village Townhomes (white wood siding with red brick and grey stone base, white vinyl windows) and A Street Station predominately white stucco with grey stone or tile base and bronze anodized storefront.) The proposed development utilizes a similar building material and color palate from retail storefront to retail storefront at the ground floor level (option i. above). The material and color palate varies from building to building but remains within the range of adjacent developments and of the hues noted as desirable (option ii. above). Building A has a natural gray stone base and planters which materially separate the retail level from the residential level with a stone cornice. The cornice retains the same height along the facade and a similar height as Buildings C and B adjacent except where gabled ends with stone chimneys provide a pattern and form break with gray brick extending the entire height. Building A facade materials, window frame color, and trims palate all fall within this gray to gray blue palate. These colors are consistent with Oregon Rustic Style yet compatible with Building B's Arts and Crafts style and Building C's English Tudor style. The retail storefront façade utilizes option (i)with similar building materials from storefront to storefront on Building A and option (ii)with compatible but different color ranges relative to Building C. Building B has natural gray stone planters at its brick base which materially separate the lower level housing from the upper residential levels with a brick cornice against contrasting horizontal siding. The cornice retains the same height along much of the facade and a similar height as Buildings A and C adjacent except where gabled ends with chimneys provide a pattern and form break with brick extending the entire height. Building B façade materials, window frame color, and trims palate fall within an earthy red/browns and cream accent palate. These colors are consistent with Arts and Crafts style yet compatible with Building A's Oregon Rustic style and Building C's English Tudor style. There is no retail storefront on this building Building C has a brick base which materially separates the retail level from the residential level with a brick cornice. The cornice retains height along the entire façade and a similar height as Buildings A and B adjacent.ln some locations on this building, such as at the round-about and the Conservatory, a change in color or pattern of the brick forms the cornice line. Building C facade materials, window frame color, and trims palate fall within an earthy brown with accent brick, cream stucco palate, and high contrast dark wood trim. These colors are consistent with English Tudor style yet compatible with Building A's Oregon Rustic style and Building B's Arts and Crafts style.The retail storefront façade utilizes option (i)with similar building materials from storefront to storefront on Building C and option (ii) with compatible but different color ranges relative to Buildings A. e. Molding Design Moldings,window casings and other trim elements shall be designed in a dimension and character reflecting the Lake Oswego Style.Larger dimensions may be used to exaggerate or illustrate a creative design concept or to match the scale of the new building.Moldings shall match or complement the detailing of adjacent buildings that comply with this section. {00213610;11 Page 35 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 103 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: All three buildings utilize wood moldings, window casings and trims. Buildings A and B utilize lap siding; Building C utilizes board and batten siding. These trim elements enrich the detail, stabilize material joints, and emulate historic methods. d —3 • { IJLF.1LLWLr. SIJ'{': f ' . _y l 7s ' • •II f I `4 YTfI';-1 • J1_J1,16'; I rr WINDOW FRAMING TRIM SECTION DETAIL WINDOW FRAMING TRIM JAMB DETAIL Building A Vinyl clad windows will be utilized to meet current energy standards. Windows will be trimmed with wood frames to create depth and shadow reminiscent of historic window framing. Wood accent panels will be used strategically adjacent decks, at the recessed facades at the upper levels, and as an accent at the gabled ends. Lap siding will be used to create fields of texture recognized by their scale and proportion to be residential in character. Wood railings will cap the decorative metal deck railings. Building B Vinyl clad windows will be utilized to meet current energy standards. Windows will be trimmed with wood frames to create depth and shadow reminiscent of historic window framing. Wood accent panels will be used strategically adjacent decks, at the recessed facades at the upper levels, and as an accent at the gabled ends. Lap siding will be used to create fields of texture recognized by their scale and proportion to be residential in character. Decorative metal deck railings use simple rustic steel shapes crafted into a geometric pattern reminiscent of hand crafted details of homes of this vernacular. Building C Vinyl clad windows will be utilized to meet current energy standards. Windows will be trimmed with wood frames to create depth and shadow reminiscent of historic window framing. The trim is heavier at this Tudor building reflective of the traditional boards which frame the stucco. Wood accent panels will be used strategically adjacent decks, at the recessed facades at the upper levels, and as an accent at the gabled ends. Board and Batten siding will be used to create fields of texture recognized by their scale and proportion to be residential in character. Decorative metal deck railings with their recognizable 'x' pattern evoking English Tudor style will adorn decks.Typical canopy design is a c-channel frame with wood soffit of a character similar to the wood panels adjacent blocks windows. A {00213610;1} Page 36 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 104 Block 137 Mixed Use Development Originally Submitted September 11, 2013* special canopy design at the round-about which is formed of glass and steel elements which will allow light transmission through the canopy and produce changing shadow patterns on the south facing façade to enliven it as the time passes. .di.������■■■■■■i >I•■ r�•i r��■ .�i■�i i. r� �■■IMIEU Ar ■1`�IN AV ■ir"At 4"WINDOW TRIM ■li1■■Ir■■111.1.1111".111.11"2111111 ■■� il1.■11■11.11 s7 ■ T I I' J 4 HI 611' 11111'11r I 1 11 Mill � `��DEVE�L SPBA TCONK En -.■ I I I I I I I I I I I II = +0 — .. 1� - - LEVEL I' fs l 153' Ia - BRICK C1 _ 'ry VINYL WINDOW ��r 3 .,'i C-s 7 .- ,t4.02,I _- _ \\- SIM - K 2"WINDOW TRIM I I II la: tY,L'tY.L'tV',LItV/. I - itiivivii IN1.160141 I , ACCENT SIDING C ' ' I LEVEL 4 IMPARK ' ! 143' 3" METAL RAILING C i - 1111 SIM J-- SIDING Cl -- 6"WINDOW TRIM .I� ---- ,- 4,ai ,,ay.L'Nor 'a1r. PAINTED STEEL CHANNEL 4 , ,„.....„-- . J $ J1T1 _ il _.. - VEL�133'-3 ' lilt A402 dii __._. .-�''FfIII .IM BUILDING C {00213610;1} Page 37 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 105 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 1. Enclosure or Screening of Mechanical Equipment Mechanical equipment shall be mounted within gable or hip roof attics where possible.Roof mounted mechanical equipment on flat roofed structures shall be screened by parapet walls to the maximum degree possible. Site located mechanical equipment shall be installed in below grade vaults where possible. Other building mounted mechanical equipment shall be screened from view to the maximum degree possible. RESPONSE: Mechanical equipment is hidden within the recessed roof areas at the roof ridgelines. Site electrical equipment is enclosed within the building on the Evergreen/South side. Other site systems are enclosed within the below grade parking. Current studies indicate no need for revision to traffic control systems; additional 'visible site boxes' are not anticipated. g. Awnings and Canopies for Weather Protection Buildings with more than one story shall provide awnings or canopies extending six ft. from window walls. Awnings shall be shed type with opened or closed ends as shown in Figure 50.05.004-F:Awning Design and Brick Pavement Panel. Curved awnings shall not be allowed.Awnings may have a front valance. Figure 50.05.004-F:Awning Design and Brick Pavement Panel IG 'tea i II* RESPONSE: Weather protection is provided at retail entrances on the pedestrian level via horizontal canopies. These canopies extend at least 6 feet from the face of building and are mounted about 10 feet above paving level. Canopies are constructed of painted steel supports in-filled with wood at Building A and metal panels at Building B. Canopy horizontal surfaces reflect light differently and the pattern of wood boards creates a different character than the smooth metal panel. The material changes at the soffit are noticeable as one traverses along the pedestrian level in conjunction with finish color and texture and shadow lines in the reveals. Though Building B does not have retail at its base, canopies are positioned to identify points of entry into the building. Building C canopies are black standing seam roofing with black metal supports back to the brick. At the round-about the glass and metal canopy character is light and allows the play of shadows along the southern exposure as the day's light changes. {00213610;11 Page 38 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 106 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 1 e , i, 1111 ,-7- : : 1 _„,,,... 1 -1 1 l ' ! Il 111 11 I .'l l Jjl f. , A ' �� iiiiiiii_________.__-" - tir" ° ' Hifiromitti MI Inc 1uw iilli MI 111 !1' WOOD PANEL SOFFIT(BUILDING A) METAL AWNING (BUILDING C) III jTYP. I r _ 1 d — — L W .I.IJ_ h1 $i_i, PRI li, L. 11 �. SIGNAGE CANOPY with WOOD SOFFITS AT BLDG A {00213610;1} Page 39 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 107 Block 137 Mixed Use Development Originally Submitted September 11, 2013* • EmaK 1J411,11' 15101.4 s • BIM CwNC.V51.4htr.10}UMW IAL WM:1 -L9®NYI F PERM)4E1r;WNW}AIME MEPPEE MUD 1)F Mr H';-551±%)- Autos slariNEFFW r. uuiea_M Srarcrrtor ir ALANlEk a I i + Tr; • in r ! Levu " • 11—F.. WOOD PANEL SOFFIT(BUILDING A) METAL AWNING (BUILDING C) h. Outdoor Relationships Buildings shall be designed to open up to outdoor seating and display areas that are intended to be accessory to an indoor use,such as a restaurant or cafe. RESPONSE: The retail spaces at the corner of A Avenue/First Street and First Street/Evergreen and those abutting the on-site pedestrian walkway from First Street have been envisioned for outdoor seating. At the block corners,the buildings step back to provide space for seating, including around the preserved maple tree on A/First and at the round-about on Evergreen/First. The sidewalk along First Street is wide, providing plenty of space for tables and display of wares in the public way. Seating is also planned along the sides of the on-site pedestrian street adjacent to the retail space. Mixed with potted plants and trees, above grade planters usable as benches, and colorful varied plantings, opportunity for inviting outdoor seating is provided along the entire east half of the site to complement similar business across the street at Lake View Village. i. Mixed Use Residential Mixed use buildings with a residential component shall define the residential portion of the structure through the use of design elements such as decks,balconies,landscaping,chimneys,dormers,gable or hipped roofs or step backs above the second story to provide upper story deck areas as shown in Figure 50.05.004-E: Ground Floor Design and Figure 50.05.004-G:Mixed Use Residential.Masonry should be used for chimney construction. Figure 50.05.004-G:Mixed Use Residential {00213610;11 Page 40 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 108 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 0 ',,,p 1, ...F , = , .111V- • . I p I�r ! CIIl 1'1,fFc;t _ -,r-i_.7,;47-1.--7----., .: •-t!Mi n ki RESPONSE: The residential component of this mixed use development is defined by the use of design elements including decks, balconies, landscaping, chimneys, dormers, gable roofs, and step backs in the upper stories. Chimneys are constructed of stone or brick. See images below. 00 1 F I iiiii 04, 117r. VI un' --- 6. i a q ........I4 .. (P7* FIT'CI J F id- 1„111111 �l I. ''' Building A -- --- .,t'. - ill /1 h-1 ..,„ 11% -111% —LIEITn Mil , 17_ r ,__ 'P" 1:11 zir a I - I _ __ , ill II /— — , x..[JIJ . ;Av.* - � •VIII 111111 ��1 uimi 1 111 de M 11 l.. — I — _ — — - _ u■ Building B __-- ... _ - {00213610;1} Page 41 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 109 Block 137 Mixed Use Development Originally Submitted September 11, 2013* BUILDING B Note: The Gable form located on the Evergreen Road building elevation has evolved since the LORA presentation. The design now more clearly reflects the functions--4 stories of residential homes and an upper story which is a private gathering space, a `Conservatory'for residents of Block 137. The Conservatory provides a quality amenity with indoor/outdoor gathering and kitchen space and views of Lakewood Bay. The southern glazing is operable but no access to the exterior is provided along the south elevation. Exterior access is via the deck on the western roof slope, as it was at the time of the LORA presentation. The current design represents the goals of the project and the intent of the design code through the following: 1. The proportion of the building massing, building height and number of stories has not changed from the prior design presented to LORA. 2. The roof slope and form has not changed. 3. The modification has slightly reduced the floor area of the upper level,thus the FAR has not increased. 4. The location of residential and retail use has not changed from the prior design. 5. The deck adjacent to the Conservatory has not changed. 6. The brick, stone, shingles,wood panels, siding and glazing materials utilized remain the same as the prior design. 7. The revised design better matches the functional use of the 5th floor space as a gathering space rather than as a residence. 8. The revised design, by eliminating the chimney and providing an inset vertical stack of balconies at the gable end provides a character more in keeping with other gables on the same Building B. This unifies the building's design expression. {00213610;1} Page 42 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 110 Block 137 Mixed Use Development Originally Submitted September 11, 2013* ■mi. -- .►A11111 II I liili 1. II - - ... 11 . _. Iilil I - 1111111E1 k .® m 11111 ... I,�1111iiii,.- " `MCE58COfiTIMPNi3 - WETA.PALM, cl`f'L A F Uc'.x ,E DEF.TIxL=R,.r.r4t<.=HTPY Revised South Elevation Building B West Elevation Building B 9. The 3 foot step back in the façade plane at the 5th floor and at the roof edge provides more depth for shadow lines, changes in plane and texture than the prior design. sum P. METAL CHI A 1 .. { Mg 4 Ape I1 ''•I ' Lk IF Hi .+ MENU IIIIIMIIIIII Ian��tl 11111111111111 mn 1 I . imomilii ..,,_ . ..... Prior Building B South Elevation Building A Gable end Elevation 10. As seen above,the prior Building B South Elevation gable was very similar to the Building A gable elevations. The revised design differentiates the Building B south gable end facade from the gabled end facades of Building A on which the chimney is centered on the gabled ends.The revised Building B design reinforces the differentiation which is part of the Village Character defined by variety in the individual buildings. 11. The revised narrower residential window proportions on the south gable of Building B are more in keeping with the window proportions in the main body of Building B. 12. The gathering space/Conservatory glazing is of similar proportion to retail and Community Room/Club Lounge glazing which is in keeping with its non-residential character. {00213610;1} Page 43 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 111 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 13. The addition of wood panel trim in the center recess of the façade and adjacent window openings is more consistent with the same treatment on other Building B gable ends and in the main body of Building B. 14. While the south gable elevation of Building B has evolved, it has done so with a result of conforming more closely to the design characteristics that make Building B unique from Buildings A and C. This differentiation, in turn, reinforces the Village Character and improves the overall project. {00213610;1} Page 44 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 112 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 15. Building C 7 &TUcco - - ACCENT ID H.; I — ———_— — —— _ _ __ _ COMPOSITE SLATE —— — - -- ROOFING is I — , il '. of • ICK P1 iii I 11 1 0 �I �. uu lid _ 0 IMI_ i ba. 11 MI�. I. ..:II IIIIY llII BALCONY lg1T+INC1 it "R?:' 9 III .. 1111 ■ :4+M. iii�i Nu y ,, , 111111. , iii,, 1�� ILLI �I.iil,IIIII ! 111'! 11 La+i u��� is ���. 14 111 1111111 01111 LLGNT FIXTURE — " VERTICLE SIDING ,,LL MINA'STO REF Fla N7 EFI'l,CI STONE PLANTER , ALUMINUM 9FioflEFRONT- -----. liii ----- , ---;;;:i• Ali,.. . , F,I i .Il I 1 . '... , ial__ _ r IIr,. !7 tF' i.,,^. i ill1l111111 r•Mr■11t it' III 1 r f i L o j. Corner Buildings Buildings located on street corners shall: i. Be designed to complement and be compatible with other corner buildings at the same intersection by repeating or echoing the same pattern of corner treatment by creating similar focal points such as entries,towers,material or window elements,signage,etc. ii. Reinforce building corners by repeating facade elements such as signs,awnings and window and wall treatments on both"Avenue" and"Street" sides. 100213610;1} Page 45 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 113 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: The project includes three different buildings located on four site corners. Each corner on Block 137 has a unique identity when considered from the pedestrian level and when viewed as an overall form. A Avenue/First Street–This corner provides community identity for the block. A Avenue is a busy urban street and First Street is known for its retail activity. The large maple tree on this corner is being preserved. Doing so allows a stepped back building corner which celebrates this active intersection and offers opportunity for the active retail use (probably restaurant)to spill out onto the corner. The form of the building steps back all the way up providing opportunity for outdoor space to become the identity. The steeply pitched roof on the upper levels of housing allows the project to incorporate decks and windows via dormers.The eave line at the third story allows the scale of the building to be perceived at this point thus minimizing verticality. A Avenue/Second Street–This corner joins an active avenue and a residential street. The steep down grade of Second Street (from A) and the clearly residential character on both sides of the street lends itself to a neighborhood gateway. The active retail is oriented to A Avenue. As it turns the corner, Building A's character transforms to residential just as its primary public face does. Storefront is replaced by divided and smaller scale windows, linear more residential scale planters and presence of decks. Familiar residential pitched roofed forms, divided windows and chimneys along with units entering off the public sidewalk speak to the residential nature of Building A and Building B. Second Street/Evergreen–This corner is embedded in the residential character of the existing neighborhoods. It holds its place quietly at the corner so as to blend in with the open lushness of Millennium Plaza Park and contentment of the residential neighbors. The roof forms simply turn the corner with recognizable residential roof form. The townhouse units reinforce at pedestrian level a home-like character in detail, scale, materials and placement.The goal for form, material, scale and detail at this corner is to blend in gracefully. Since the LORA meeting, we have revised and improved the unit entries off of Second Street in the following ways: 1. We added a single door with a sidelight. 2. We recessed the entry with adjacent painted wood trim panels. 3. Each entry includes a ceiling light above the entry door and a sconce adjacent the entry which lights the address numbers. 4. We have added a paved entry with steps down/up to the front door surrounded by stone clad planters adjacent to each entry. These planters—extending about 5 feet from the building face— contain a variety of plant materials lasting through the seasons. 5. Each two story townhouse unit has an opportunity to further accessorize with flowers in the planters and by placing potted plants and furniture on their entry steps to create their {00213610;1} Page 46 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 114 Block 137 Mixed Use Development Originally Submitted September 11, 2013* individual unit front door character. 6. The sconce adjacent the townhomes is a special fixture which is different from the custom fixture based on a scaled down pedestrian walkway pole fixture which is located on the ground level retail facades. The townhomes fixture is intended to light up the address numbers and provide some accent to the façade, highlighting the individual entrances to the townhomes. The Second Street homes are unique and are thus treated in a different way than other units located on courtyard grade level. TOWNHOME ENTRY i i / —L STEEL BALCONY 1. I N• lI ! E - L —EROS Bi IIT I `� --C ! —ERICK.SOLOIER COURSE 1. L __ __ _ LEVELI f rr�rm�rrr rImrrYrrr -_ 1f a'.a• ismnimom mm • =IIIIIIIIIIIIIIII1111111III III _ 11111111111 orM gipf m11234T -- - _ . i 1, 10 EKTERIOR.CAN LIGHT FIXTURES IN SOLCONT SOFFIT 1 L NM ✓tom -'- `.- OM ® C WALL SCONCE LIGHT FIXTURE P140L TORHHOKIE NUMBER JIM Mi r' —r LHIT E OR T[7NNHOME -- LMIT ENTRY ETNPS } ' - T 1 L - - - -- .I.- _ 93' BRIGS SOLOIER COURSE ISEMONO PLANTER.TYP AT 2ND STREET I ENTRIES IEEE LAROSE APq First Street/Evergreen -This corner invokes an identity of celebration. The round-about brings an inward focus to Millennium Plaza Park, Lake View Village Retail, and Building C. This is a gathering or staging point. Building C design complements Lake View Village as it similarly turns the corner with a 45 degree façade, opens up the ground floor to the adjacent plaza, provides balconies overlooking the round-about, utilizes canopies and railings for pedestrian scale, and creates a prominent presence with a gable roof. At the corner, Building C steps back around a prominent entry, sides tuck in, and offer planters, art, and seating for visitors to meet, converse, and view surroundings.A canopy extends over the corner as an invitation while a stately facade announces proud presence in this important location. Ornamental metal balcony railings and multi-pane windows recall memories of historic architecture while a geometric form at the ridge line offers a more modern abstraction of the village church bell or civic building clock. In this location,the angled facade of Building C completes the representative center of downtown Lake Oswego. At the pedestrian level, steps in the facade, in conjunction with planter walls and pavers adorned with dining furniture, create outdoor rooms for visitors to see and be seen. Since the LORA meeting, we have improved the façade at the round-about the following ways: 1. Creates a focal point at entry {00213610;1} Page 47 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 115 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 2. Strengthens retail element 3. Includes strong transitional element between retail and residential 4. Emphasizes entry with substantial light fixtures 5. Emphasizes quality materials and hardware at Storefront 6. Added a glass and steel canopy which will allow light to penetrate the canopy and shadows to play across the façade as the sunlight changes during the day. 7. Recessed the entry and added adjacent painted wood trim panels. 8. Added a brick reveal adjacent the entry and located a custom light fixture within its form. 9. Changed the brick to a unique color(different from the rest of Building C) at this corner to give it extra presence. 1 ,3. I EN 2 wit'�` -:. - , � us _ -MINIM ' 4 r IM � ,_ 1 IJ. — 8 BUILDING C-SPECIAL RETAIL CORNER AT THE ROUND-ABOUT LEGEND: 1. Retail signage 2. Custom glass and steel canopy 3. Horizontal wood on walls and soffit of portal 4. Sconce light fixture in brick reveal {00213610;11 Page 48 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 116 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 5. Wood storefront 6. Custom wood entry doors with stainless steel door pulls 7. Brick pavers inside entryway 8. Stone planters to demarcate entry Each building incorporates the design elements in a manner that is responsive to the City's design direction and weaves the development into the existing design fabric in the immediate vicinity. If the building"cuts"the corner at ground level,anchor the corner with a column supporting the upper levels or roof or with a free-standing column or obelisk.The area of the"cut" corner shall be equal to or greater than the public area in the abutting sidewalk as shown in LOC 50.11.001, Appendix A—Lake Oswego Style,Figure 2. RESPONSE: Only the corner of Evergreen/First Street"cuts the corner" at ground level. This criterion seems to apply to a standard block corner. Placing a free standing column or obelisk at the corner of Evergreen/First Street is not applicable to the frontage of the round-about and would present itself like an applied and not intrinsic gesture especially as it would intrude into the vehicle realm. In this case,the building form itself anchors the corner by turning its front face to the corner. While it retains a gable form similar to other elements along First Street,the materials change slightly.The full brick gable provides a more stately presentation to the round-about than the plaster and trim emulating stucco and timber on First Street. The building form steps back several feet for the full height creating space for tables, planter seats, and pots rather than "stepping forward." The "negative corner"this creates at the pedestrian level is especially valuable with southern exposure for sunny seating and gathering spaces as well as urban and territorial views from the area. The form and design also complement the existing Lake View Village corner which is treated similarly. k. Alley Space Alley space shall be designed to minimize service functions,to screen trash/storage areas and to enhance pedestrian/patron use.Outdoor cafe seating,landscaping,signage,lighting and display features shall be included in alley design where feasible. RESPONSE: This criterion does not literally apply to this project. Rather than an alley,the project is providing a pedestrian street as a public easement. To the extent that public easement is viewed similar to an alley,the easement is populated with outdoor café seating, landscaping, signage, lighting, and access to below grade parking. Additionally, it provides public pedestrian access connecting Blocks 136, 137, and 138. 7. VIEW PROTECTION New development shall preserve and enhance any available views of Mount Hood and Lakewood Bay by compliance with the following requirements.These regulations are not intended as a guarantee that a view will be preserved or created,only to require special and significant efforts to maintain and provide views. {00213610;11 Page 49 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 117 Block 137 Mixed Use Development Originally Submitted September 11, 2013* a. Street trees on "A" Avenue shall be selected and located to preserve views of Mt. Hood. RESPONSE: The project intends to retain existing street trees and existing public improvements such as paving and art on A Avenue except where trees hinder safe travel to and from the underground parking. No trees will be selected or located in a manner that impedes views of Mt. Hood, in compliance with this criterion. b. New structures shall be designed and located to preserve and enhance views of Lakewood Bay from the south end of Block 138 and from the Lakewood Bay bluff. RESPONSE: The development on Block 137 does not impact views from the south end of Block 138. This criterion is therefore not applicable. c. Restaurants,outdoor cafes,housing and hotels shall be oriented to available views,especially views of Lakewood Bay,where feasible. Public gathering places shall be designed to maximize any available toward Lakewood Bay. RESPONSE: The development provides residences oriented to the view of Lakewood Bay as well as outdoor cafe/restaurant seating along First Street which capitalizes on this view. Building B includes a conservatory (resident shared amenity space) with views over the bay. d. Staff may require site sections,photographs,view diagrams,survey spot elevations,view easements and other similar tools in order to ensure compliance with the requirements of this section. RESPONSE: The developer has taken photographs from the elevation of upper stories of Building B to substantiate potential resident views {00213610;11 Page 50 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 118 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 7 } • , . 1 a • • LSF rL • .e., 6 r i o- �.;r - - ,. e . type 4 ' ' .# i '41..t.,„.., ,`nom' --L4.._ 416, 111 rile w s + j i' iii ? ti VIEW OF LAKE FROM 5TH STORY ELEVATION 8. LANDSCAPING AND SITE DESIGN REQUIREMENTS a. Purpose.Landscaping shall be designed to enhance building design,enhance public views and spaces,define the street,provide buffers (screening) and transitions,and provide for a balance between shade and solar access. b. Amount of Landscaping Required. i. Landscaping on the site,visible from the ground,shall comply with the following amounts: (1) Residential and live/work: 15%of the lot. (2) Nonresidential development: 10%of the lot. RESPONSE: Landscaping on the site visible from the ground provides at minimum 21%coverage. This includes architectural pavers, planter walls, potted trees and general landscaping. ii. Vines on espaliers shall be placed along at least one building wall. {00213610;11 Page 51 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 119 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: An Espaliered Tree is provided on the north facade of Building C with proximity to the pedestrian street entrance off of First Street, entrance to the below grade parking stair/elevator, leasing office, and Community Room/Club Lounge.The espaliered tree will be approximately 12-feet high and 15-feet wide at the time of planting, along with a horizontal support structure. in. In addition to the landscaping required in subsection 8.b.i of this section,landscaping for screening and buffering shall be required: (1) To screen public or private utility and storage areas and parking lots. (2) As a separation between dissimilar uses. RESPONSE: This project does not contain exposed utility features, storage areas or parking lots or dissimilar uses that require screening. Utilities are enclosed within the building form behind doors or within the underground parking structure. Should a utility device become exposed, it will be screened with landscape. c. Style and Design. i. Landscaping shall be coordinated with the building design so that landscaping complements the building design.Landscape design shall incorporate elements such as iron/steel plant balconies,metal fences, railing and gates,masonry walls,window boxes,hanging plant brackets and other similar features that complement the character of the building design. ii. Landscaping may be placed in pots,raised planters,or flower boxes. iv. Courtyards visible from the street or sidewalk shall be used to break up the scale and proportion of structures. (See LOC 50.05.004.6,Building Design.) Courtyards shall contain landscaping or features that complement the design of the building and the surrounding structures and landscaping. Courtyard amenities,including art or fountains,may be required as part of the design by the reviewing authority. RESPONSE: The project utilizes many of the design elements suggested in this criteria. Architectural metal fences and gates surround the private outdoor amenity space. Masonry planters scaled for use as seating are used in conjunction with trees in pots, architectural waste containers, pole light fixtures, planted screen privacy dividers, skylights into the below grade parking and other features to complement the character of the building design. Images of these elements are included in our drawings. Courtyards are created at the SE and NE corners of the property as well as at the pedestrian street from Evergreen and the public easement pedestrian street passing east/west through the block. Art is provided both around the public right of way and via permanent art within the interior pedestrian streets. {00213610;11 Page 52 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 120 Block 137 Mixed Use Development Originally Submitted September 11, 2013* F igi , ,... I Er.„-,k ,. .ti -Riots . 5 t " nMIL,z...-.= . .• se m« «: , e ....., E1TflT• 1. -- --- — - -- _,.�.�..... �` .._._. ._b .. � ,_ ._ ._ ... ��. eiaec1TY WEER MEN -- _ — - ` Nr1 q1.11•1•31 1:1 (i Y : -- L4.01 v. Landscaping design shall be compatible with abutting or adjacent properties and shall consider the relationship of plantings,site furnishings and materials on those properties and the proposed site. RESPONSE: The project utilizes architectural furnishings, plantings, and materials similar but not always identical to the existing character of those which are used on adjacent parcels such as Lake View Village and the public right of way. For example, many of the plant species are the same, which will create a cohesive planting design with the adjacent properties, and the same bike rack, litter receptacle and bollard will be used as is located on adjacent properties. Existing planters will remain along A Avenue and First Street. The intent is to retain the planters that exist in complement with Lake View Village along First Street. d. Street Trees. Street trees shall be planted in conformance with the Street Tree List in the Lake Oswego Plant List,and City/LORA specifications for spacing,planting,root barriers,irrigation,lighting(up lighting and holiday lighting),etc. RESPONSE: Existing street trees are to remain, with the exception of Second Street where existing trees are in poor health. The project proposes 14 new street trees of the same species as existing at this {00213610;11 Page 53 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 121 Block 137 Mixed Use Development Originally Submitted September 11, 2013* location. All of the proposed street trees are in conformance with the Lake Oswego Plant List and City/LORA specifications. e. Ground Floor Residential Use. Residential uses at the ground floor shall be separated from sidewalks by a landscaped buffer(see LOC 50.05.004.6.d).The landscape buffer may include stairs,railings,walls,pilaster columns or other similar features. RESPONSE: Ground floor residential occurs only on Second Street and Evergreen Road.The units on Evergreen are internally entered and the building is separated from the sidewalk with a stone clad landscape planter. Units entering off the Second Street right-of-way are given separate entries which are recessed and flanked by raised stone clad planters which provide a buffer from the public sidewalk and further define the bounds of the individual unit entrances. Due to grades with slope steeply south, some of these units are entered from steps up and others from steps down. However, each entry has a clear identity complementary to units similarly sited across the street. f. Green Landscaping. i. Landscape design shall incorporate the following environmentally friendly design and planting concepts to the maximum degree possible: (1) Utilize plant materials that are best suited for the areas of the site,e.g.,water,soil,sun and shade. (2) Use plant materials,soils,and soil amendments which minimize the use of fertilizers,particularly ones containing phosphate. (3) Use drought tolerant plants,when possible,to minimize water usage. (4) Incorporate native plantings and utilize plant materials which are grown in the Pacific Northwest. (5) Use plant materials that are pest and disease resistant to minimize or avoid the use of pesticides and fungicides. (6) Irrigation shall use methods and watering schedules which minimize water consumption.These may include drip,micro-spray or bubbler emitters for trees and shrub beds. Irrigation systems shall be designed with solar powered controllers when practicable. (7) Design tree and vine placement to provide shade on ground and wall surfaces during warm months. RESPONSE:The landscape design utilizes native, indigenous and drought tolerant plants to create an environmentally friendly landscape that will require minimal water-use. All planting soil will be imported and a custom soil mix will be utilized that is low in phosphates. Many of the plantings will be similar to other shrubs and groundcovers that are within Lake Oswego's downtown that have been proven to be pest and disease resistant. A variety of irrigation methods will be utilized including drip irrigation and micro-sprays that will minimize irrigation consumption.Trees are planned throughout the project to provide a pedestrian scale and shade. u. The landscape plans shall include instructions for the continued maintenance of the landscaping,which shall include the following: {00213610;11 Page 54 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 122 Block 137 Mixed Use Development Originally Submitted September 11, 2013* (1) When necessary,utilize soil amendments and soil mulches to preserve moisture content. (2) Irrigation shall avoid systems which throw water into the air especially during high wind or high temperature periods.Watering should occur between 6:00 p.m.and 9:00 a.m. (3) Plant during seasons when plants will be less stressed and requires less initial watering. (4) Plant trees "bare root"when possible. (5) When possible,plant turf by seed (not sod),to promote deep root development which will make the turf more drought tolerant. RESPONSE:The project will initially comply with these standards and include these landscaping management criteria on construction documents. g. Street Furniture and Lighting Buildings shall incorporate street furniture and lighting within the public right-of-way and in private areas open to public pedestrian activity. Street furniture and lighting shall comply with designs approved by the City of Lake Oswego as shown in Figure 50.05.004-H:Street Furniture and Lighting. RESPONSE:All buildings on the site have incorporated street furniture and lighting within the public right of way and in private areas open to pedestrian activity. The street furnishings in the public right of way are shown on the submitted documents and match the styles indicated. Figure 50.05.004-H: Street Furniture and Lighting V.1 h. Brick Paving Where a development is proposed abutting to a sidewalk or intersection,brick paving shall be required for sidewalk surface detail panels on numbered streets and at primary building entrances as shown in the paving detail diagrams.Brick pavers shall be used to provide color and texture on north-south streets.The use of brick,cobbles or flagstones as pavement for other pedestrian ways,courtyards or parking lots is encouraged, but is not required.See Figure 50.05.004-I:Paving Materials and Design,below. RESPONSE:The project incorporates concrete paving materials to match those established at the round- about on the SE corner. Existing improvements along Evergreen Road, First Street and along A Avenue are to remain. {00213610;11 Page 55 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 123 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Public Works has requested flexibility in the replacement of brick pavers along Second Street. The project will work with Public Works and the City to incorporate the desired improvements along Second Street. Potential future upgrade of Second Street: It is our understanding that these improvements will be funded through a separate City project. However, we have reviewed the preliminary concept design and its potential impact on Building B. We find it will primarily impact the entrances to the building and the townhomes. Entry grades will rise from about one to three feet. This will increase the number of internal or external steps or ramps to align building finish floor with new exterior grade elevations at doors located along the street. Figure 50.05.004-I: Paving Figure 50.05.004-J:Wall Materials and Design Materials and Design !_ LJI__1 I Fs-reek I' E I mrm f 1 J l i 9. • 1=R11 r ImY■ 11 wr 1 L 11 :, ...471 -, _, ....=„. . 1. .... ,,, r-----c--0 i ' - i — T1r --, .-11:r : -.447, M _. . . ..1 _ .. . !i-4,:t ....7..,. . 7-19. r -' 1 :� ' 1, = : ' 3i1` I " ••■._ i. Walls New and substantially remodeled buildings shall use natural stone (preferably Columbia River Basalt) for retaining walls,courtyard walls or similar landscape applications as illustrated in Figure 50.05.004-I:Wall Materials and Design. RESPONSE: In compliance with this criterion,the project uses natural stone, planned to be Columbia River Basalt, in all of the stone seat walls at the planters adjacent to the public right-of-way. The seat walls are an integral landscaping element of the proposal. Further, natural stone is incorporated substantially in the stone building facades in compliance with this criterion. j. Gates and Hangers Decorative iron gates and hangers for signs,flags and hanging baskets shall be required as part of the landscape plan and shall be designed in the Arts and Crafts style. RESPONSE: Decorative gates and fence are utilized around the private resident outdoor amenity space. Images of these gates are shown in the submission and are both in the character of sturdy traditional design like Arts and Crafts style with a modern simplicity that complements the design of other accent amenities such as the waste containers, light poles, bollards and other metal elements on the project. k. Hanging Baskets {00213610;11 Page 56 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 124 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Any required landscaping shall include seasonal hanging flower baskets placed within parking lots and along streets and sidewalks. RESPONSE:The project is preserving any existing lighting poles along existing streets. Where these poles are currently provided with hanging flower basket arms,they will remain. The project assumes this condition is intended for above grade parking lots; flower baskets are not planned for the below grade parking. 1. Art The site design for a new or substantially remodeled existing building shall include locations for placing public or private art. RESPONSE:The project will provide same or similar locations for current plinths to accommodate the rotating Gallery Without Walls Art located in the public right-of-way. There are a variety of locations that can accommodate this art including the locations suggested on the submitted Art Location Plan. As established in the development agreement, permanent art as part of the 1.5%for Art Program will be commissioned and installed. Pieces will inhabit prominent positions such as at the pedestrian street easement so that they can be enjoyed by all. m. Protecting Pedestrians In areas of potential vehicle/pedestrian conflict,City approved street furniture or bollards (see Figure 50.05.004-H:Street Furniture and Lighting) shall be used to help create a"protected zone" for the pedestrian. RESPONSE: First Street Parking Entrance The project is providing bollards, convex mirrors, internal striping and signage, a change in pavement color and texture and adequate line of sight at the retail parking entry off of First Street. • Primary Retail Parking Pedestrian Entrance adjacent the Pedestrian Walkway • ELEVATOR The primary retail parking ._ _ _- = elevator and stair are located at ' — siayA� =Y � - � _- SKruoFrr5 the intersection of the - Y~ pedestrian walkway easement _ + ' � LIO and the main leasing office and . _ = - lobby at Building A. The stair is I _�t - - PLANTER weather protected and open to '1al�h�'f�U� • view by passers by, lit with 1111 I!f,.= .� .. ,,, /!� electric fixtures and with a pair - `�'` of skylights which demarcate the STAR - stair and elevator as well as " " provide natural light into the {00213610;11 Page 57 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 125 Block 137 Mixed Use Development Originally Submitted September 11, 2013* parking vestibule. Generous natural light that penetrates into the parking and electric lighting along with color paint and graphics serves as a beacon from within the parking to assist in way finding, and will maintain a safe,friendly environment. A clear, illuminated sign indicates the public nature of this entry along the canopy edge,framing the large opening into the garage. Board-formed concrete planters help anchor the entry visually,while providing greenery to soften this transitional space. Built-in benches provide a comfortable place to sit, and implies a safe public environment. en.I..: r4r.ITN Fr, 9-ctSr,11N M+.GIYS :1101-/ nRav / ,°.. _vr ill: .:I Palo'RTC, Y I / - .. t f ;9, tivit„ , . ., 1!#, }— —_. .r,rri .pass 101.14.44.1.1...340.1.1 WA= iiio"`mow I _i, - .w 1.o�x.erOXII4Ilus f.. -LIME_10 _1";*1-1;�, � 11DI EI 1 =Iii :MU:12EeTi1��l �99:•.1Q . _1. .�. I {_ 1p !1,:p ' ,11. IPI 1�w l ��I 1- 1-1-1-._ -_ � 1 Fil It°l,°� - VIEW i 1�0_ -DL II . I L : _I 1. .-Hi .1 Y. '-First Street Parking Entrance for Pedestrians A secondary parking access/egress point is located adjacent the retail parking ramp. This stair connecting First Street and the Parking also connects to fire egress stairs and hallway from the residential units above. This exit hallway will be opened for visibility and signed with way finding graphics to provide an easily identifiable, attractive, safe and well-lit path. Below grade inside the parking, graphics, glass vestibules, electric lighting and signage will be provided to clearly identify the pathway. {00213610;1} Page 58 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 126 Block 137 Mixed Use Development Originally Submitted September 11, 2013* �M•� e il.+•7i IP Ili -- — 4_40 wig 1111 kirmanuall 1111 . 1111 LAME SCALE SIFT Z77441'13= TNR PON�d PUSIX PARWI/G wag Eft MCSLiRE 11.."WALL °B 441'13 G EM •{:tt£171, &VL1Gl QSrFIP (.�.QIIRILN1R TO 4-0.4F4F AS& •Qi A FINQ446 MURAL OR ARNIORN =t..u ua L I w. ■ I r-.I I r. C 9' L4140k SilAES . • - • . a . 611MtAL•13RMFOC ~ Y - VIEW Pap117d; �` ZCY,2214_20 Second Street Parking Entrance by Residents and Retail ADA Van A change in pavement color and texture will signify the vehicular zone as contemplated by this criterion. Parking is provided for residential guests within the below grade parking.The residential parking entrance off of Second Street will be access-controlled and gated. Residents will be issued a card or fob which will activate the gates as they approach the gate. Residential guest parking is co-located with the {00213610;1} Page 59 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 127 Block 137 Mixed Use Development Originally Submitted September 11, 2013* residents' parking. Guests may pull their car into the curb cut entrance or park 2ND STREET along the street for a short time. Then proceed to an access control panel to :ACCESS CONTROL PANEL notify an operator to open the gate for I • • /. them or to enter a code they have been given via a cell phone call prior to arrival. :Ir 1 1-\:.1,, 1.4.i.1., I I I•; i : I ,I 47)1 I " (Many electronic access options are i I .•:a;• 1_..,4 - I I.. I .- I I 11111.2 I I -'' I •- available to accommodate changes in IENT 'ANSE I r' I I I. I 1 '. r facility management or needs). _.7-u_',/u `I I. f1 The access control panel will be located T _-4ELEC VAULT adjacent the parking entry so it is 62 P113 convenient and protected from weather. 163 9' F.F.+101• • By providing guest parking stalls in a r` secured, safe, well lit, weather protected RAMP DOWN TO P2 — and close walking proximity to their host, we do not anticipate a desire for guests to 'ORAGE park on the adjacent neighborhood P111 streets. - -•• SECURE ENTRY WITH ACCESS CONTROL PANEL ADJACENT TO GATE Accessible Van Retail Patron Parking Retail parking entrance off of First Street will be r 7 7.s '_ Iktre 7 7: 17 2•12,1!"-E. signed and bang-bar protected for over height 1,11 +ATO TI72 •JmR17 7F 51,11 KHmF life 1114 .• , lr 7,-0 vehicles including accessible Vans. ADA Van I' P "''e parkingwill be provided for both residents and r `- I1:7 'T "' ' , G retail patrons via the Second Street parking I ■ �� entry. Bang-bar, limited clearance signage, and RA 1, alternate route signage at First Street parking / PArr.4 Ira / ,iV4{,it %- entrance will route accessible vans to the Second / x"4°1''1` Street Entrywhere the access control panel will I km%ww �+IT r allow them to achieve bypass entry into the MT FS + a,.T ,Rf1k I .l residential parking. Upon parking, signage will e 4I' direct the patron to the primary retail parking 2! 1 al. vestibule with elevator which will surface nrr .T '.r 11 l +'I. adjacent Building A at the pedestrian walkway. ACCESSIBLE VAN RETAIL STALL PATH TO RETAIL ELEVATOR CORE {00213610;1} Page 60 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 128 Block 137 Mixed Use Development Originally Submitted September 11, 2013* n. Undergrounding of Utilities Overhead utilities shall be placed underground,unless the City Engineer determines that undergrounding is not practical based upon site conditions. RESPONSE: No overhead utilities are anticipated for this project. 9. PARKING REQUIREMENTS Parking shall be designed to provide adequate,but not excessive,space while preserving and enhancing the village character of Lake Oswego,through compliance with the following criteria: a. Number of Spaces New uses shall provide the number of parking spaces required under the City of Lake Oswego Parking Standards (LOC 50.06.0021,modified as follows: i. Because of the layout of downtown Lake Oswego and the ready availability of on-street parking and transit,the minimum parking requirement shall be 0.75 of the total required for each use pursuant to Table 50.06.002-1,Minimum Off-Street Parking Space Requirements. ii. Retail uses within 1,000 ft.of 100 or more residential units may further reduce their total parking requirements to 0.9 of the total spaces required after all other adjustments are made pursuant this section. iii. Within the East End General Commercial zone only,only the parking modifiers permitted by the Downtown Redevelopment District Design Standards,and Development Size,or the Parking Study provision are permissible for reduction options. iv. New uses within existing buildings may demonstrate compliance with the parking requirement through the use of existing spaces on adjacent property if the applicant complies with all of the following criteria: 1) The applicant demonstrates that the proposed use has substantially different peak period parking needs than uses served by the parking spaces on the adjacent property.Evidence necessary to support such demonstration may include a by-the-hour parking study,patron use evidence from register tapes, or written employees transportation and parking policies. (2) The applicant demonstrates that he or she has permission of the owner of the adjacent property to utilize his or her property for parking,either by an easement or a parking agreement or leases that will last for the life of the use. (3) The location of the adjacent property complies with LOC 50.05.004.9.b. v. High turnover eating or drinking establishments such as coffee shops,ice cream parlors and"take-and- bake" food services may vary from the parking requirements for restaurants by providing evidence that demonstrates the short term nature of their employee and patron parking needs.In no case,however,shall parking be reduced below the number of spaces that would be required for an equal size retail store. vi. Existing on-street parking along the property frontage shall be used to calculate parking requirements. vii. In the portion of the downtown shopping and business district shown on Figure 50.05.004-K:Downtown —No Required Parking,below,no parking shall be required for existing or proposed uses when: {00213610;1} Page 61 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 129 Block 137 Mixed Use Development Originally Submitted September 11, 2013* (1) A retail use locates in an existing structure,or (2) An existing structure is expanded and the ground floor footprint does not increase in area. --------,_ I Figure 50.05.004-K:Downtown—No Required Parking . .i.: , bL, b. Employee and Patron Parking Restrictions Employee and patron parking shall be restricted to available parking within the commercial district as follows: i. On-site parking, ii. Owner or easement parking for patrons within 500 ft. of the business site, iii. Owner or easement parking for employees within 1,000 ft.of the business site,or iii. On-street parking along the property frontage. RESPONSE: The parking component of the project was determined based on discussions with the City of Lake Oswego as documented in the Development Agreement. Section 2.4 of that Agreement contemplates that the project will include approximately 457 parking spaces. These spaces will be comprised of a mix of retail, residential and general public parking. The provided parking conforms to the requirements of 50.06.002 and the modifiers permitted to the parking calculation listed above. The submitted Parking Study assumed maximum number of approved units would be constructed with 104 one-bedroom residential units and 124 two-bedroom residential units for a total count of 228 residential units. At a ratio of 1.25 spaces per unit for the one-bedroom units and 1.5 spaces per unit for the two-bedrooms,the total residential required minimum is 316 spaces. The applicant has then applied the downtown modifier of.75 for a total residential count of 237 spaces. Of the required 237 spaces,the number of guest spaces to be located for common or visitor use is 60. The total required minimum count for residential uses is 237 spaces. By providing the proposed 322 residential spaces,the applicant is well within this minimum required residential parking. Further, under Section 6.21 of the Development Agreement,the applicant and LORA determined that the residential component should have approximately 322 to 368 spaces. The final number of units may vary as design progresses from perhaps 215 to the 228 maximum. Calculating for the maximum (by the development agreement)228 units: ((104 1-br x 1.25) +(124 2-br+x 1.50)]x 0.75 modifier=237 required parking spaces The applicant has conformed to this provision by providing 322 residential spaces. The project also contains 28,000 square feet of retail use. The retail uses are the following: {00213610;11 Page 62 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 130 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Specialty Retail: 5,400 square feet at 3.3/1000 17.82 Specialty Food: 4,700 square feet at 6.6/1000 31.02 Restaurant: 9,300 square feet at 13.3/1000 123.69 Retail: 8,600 square feet at 3.3/1000. 28.38 200.91 = 201 x 0.75+0.90= 135.67 = 136 TOTAL The total required retail parking at these ratios is 201 parking spaces. Applying the downtown modifier of.75 and the pedestrian modifier of.9, results in a final required count of 136 spaces. The project provides 135 underground spaces plus 27 existing on-street spaces plus 5 new on-street spaces,for a total of 32 on-street spaces, and resulting in a total of 167 spaces in compliance with this criterion. Together, the total parking count for the residential and retail components of the project is 457 spaces in compliance with the Development Agreement and the code required minimums. The shared use of these 135 retail spaces also is required under the Development Agreement. Pursuant to Sections 2.4 and Exhibit F-2 of the Development Agreement,the applicant will make 135 of the retail spaces available for public parking under the terms of the Parking Lease. Of these 135 spaces, 48 will be dedicated to tenants, patrons and employees of the Retail Component between the hours of 8:00 am to 5:00 pm, Monday through Friday. Thus, users of the retail will be able to exclusively use 48 of these 135 spaces during weekdays between 8:00 and 5:00 pm as well as the balance of the retail stalls in conjunction with other public users. These ratios of exclusive site-related retail and general retail and public parking are consistent with the parking ratios at the adjacent Lakeview Village as stated in Exhibit F-2 of the Development Agreement. EXCEPTION 4: Shared parking arrangement for Residential, Project Related Retail, and City Public Parking. The shared parking arrangement identified in the Development Agreement and memorialized in this application requires an exception to the parking standards. We believe the public benefit of the provision is equal to or better than the original code which limited downtown parking. The premise is that adequate parking exists [500.05.004-9-a Downtown Redevelopment District] on the street and in shared uses such that new parking may be reduced by some factor. The parking calculated meets the criteria AND addresses the city required parking criterion of the Development Agreement. The proposal for shared parking is equally or more supportive of the standard and consistent with the UDP. The UDP states a preference for"parking integrated in public rights-of-way and specified auto courts" and "parking at the street level buffered." (UDP Section 4.2 and 4.3).A further preference is to "create an overall vehicular circulation structure specifically designed to enhance various development opportunities." (UDP at Section 1.2). Shared public and private parking, located below grade accomplishes these purposes in a manner that is equally or more supportive of the standard. The shared parking will provide the code required retail and residential parking while also making available additional parking for the public to retail or visit other locations in the core area. This shared parking is buffered at the street level through its location completely below grade, and will create and enhance {00213610;1} Page 63 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 131 Block 137 Mixed Use Development Originally Submitted September 11, 2013* opportunities for existing and new retailers consistent with the purpose of the UDP. In addition the shared parking: • Permits high-density housing that will feed the existing and growing retail core. • Serves public and private uses that support the critical retail core. • Enhances the pedestrian experience at the street level with varying experiences, planters and patios along the sidewalk edge, paths to front doors, and street furniture with parking hidden below grade. • Creates a lively and attractive urban core experience by accommodating the density and mix of uses, integrating these uses vertically in buildings, including parking, as well as horizontally on street level. The alternative design with shared public and private parking accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed to this standard. 10. PARKING LOT DESIGN Parking shall be designed in compliance with the following criteria: a. Parking configuration and circulation shall be designed to provide access from streets within the district and direct traffic away from residential zones,particularly delivery vehicles. Off-site,signal or signage improvements may be required if needed to direct traffic away from residential zones. RESPONSE:Access to the parking area has been designed to comply with this criterion. There is one, centralized vehicle access to the site's retail uses. This vehicle access has been located on First Street for a number of reasons. First,the access is mid-block and located across from the existing access to Lakeview Village. Both access points provide public parking for uses in the area as well as parking to serve the on-site uses. In terms of vehicular circulation, the optimal condition is to locate access points for like uses in direct alignment, minimizing vehicular conflicts, and providing clear way finding and navigation for pedestrians. The access on First Street will be the only vehicle access point on the First Street frontage. In this way, all vehicles will have a clear entrance and egress point and pedestrians will not have to navigate multiple curb cuts. In addition, the entrance has been designed to protect against vehicular and pedestrian conflicts using a change in paving color and texture and lighted bollards at the juncture of pedestrian and vehicular crossing. Further, providing the retail entrance on the retail frontage of the project directs cars away from the residential zones, including delivery vehicles. The project has been designed to turn the corner onto the residential frontages by integrating residential design elements as the project moves from a retail frontage to a residential frontage. This helps weave the project into the area by softening the First Street design elements as the project bends into the residential streets. To complement this progression, the access for retail cars to the site also is removed from these more residential frontages protecting the nature,feel and character of these streets. {00213610;11 Page 64 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 132 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Because the design of the project directs retail vehicles away from residential streets and to First and A streets, no additional improvements are required to direct traffic away from residential zones. The only access to the site from Second Street is residential access in conformance with other like residential uses in the area. Submitted studies performed in conjunction with Lake Oswego design and planning departments indicate no off-site, signal or signage improvements are required. b. Driveways to parking areas shall be located to avoid breaking the storefront pattern along primary pedestrian ways.First Street south of"B" Avenue shall be considered a primary pedestrian way. EXCEPTION 5: Retail Parking Structure Entrance breaks the retail storefront pattern on First Street, a prime pedestrian way. One centralized vehicle access is provided for the site's retail uses. This vehicle access has been located on First Street for a number of reasons. First,the access is mid-block and across from the existing access to Lakeview Village. Both access points provide public parking for uses in the area as well as parking to serve the on-site uses. In terms of vehicular circulation, the optimal condition is to locate access points for like uses in direct alignment, minimizing vehicular conflicts, and providing clear way-finding and navigation for pedestrians. The access on First will be the only access point on the west side of the block frontage The access on First Street will be the only vehicle access point on the First Street frontage.. In this way, all vehicles will have a clear entrance and egress point and pedestrians will not have to navigate multiple curb cuts. In addition,the entrance has been designed to protect against vehicular and pedestrian conflicts using a change in paving color and texture and lighted bollards at the juncture of pedestrian and vehicular crossing. Further, providing the retail entrance on the retail frontage of the project directs cars away from the residential zones, including delivery vehicles. The project has been designed to turn the corner onto the residential frontages by integrating residential design elements as the project moves from a retail frontage to a residential frontage. This helps weave the project into the area by softening the First Street design elements as the project bends into the residential streets. To complement this progression, the access for retail cars to the site also is removed from these more residential frontages protecting the nature,feel and character of these streets. Because the design of the project directs retail vehicles away from residential streets and to First and A streets, no additional improvements are required to direct traffic away from residential zones. The only access to the site from Second Street is residential access in conformance with other like residential uses in the area. We have provided an entrance that makes parking convenient, weather protected, and safe as well as integrated with the designated pedestrian way design. The parking egress has been located on First Street to protect the residentially oriented frontages on the other site streets and to approximately align operationally and aesthetically with the existing entrance to Lake View Village. The entrance has minimal impact on the storefront pattern and permits sub-grade retail and public parking that is screened by active ground floor uses. The parking opening utilizes similar materials, colors,scale and character to integrate into the storefront patterning. {00213610;11 Page 65 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 133 Block 137 Mixed Use Development Originally Submitted September 11, 2013* The UDP states in relevant part: "create an overall vehicular circulation structure specifically designed to enhance various development opportunities." (UDP Section 1.2). Breaking the retail store front pattern, as proposed here furthers this purpose as follows: • Provides an entrance to structured below grade parking that limits retail traffic on Second Street and is organized physically and operationally with the entrance to Lakeview Village. • Allows active development at the ground floor that connects to adjacent blocks with pedestrian walkways across the site creating a pattern that specifically creates access and other opportunities for pedestrian and vehicle access to nearby uses. • Integrates and consolidates parking with the development. • Enhances the pedestrian experience at the street level with varying experiences, planters and patios along the sidewalk edge, paths to front doors, and street furniture. • Allows retail at the pedestrian level, leaving active pedestrian level space for development opportunities. The alternative design with storefront pattern broken to provide for retail parking access accomplishes the purpose of the Urban Design Plan in a manner that is equal or superior to a project designed to this standard. he parking egress has been located on First Street to protect the residentially oriented frontages on the other site streets and to approximately align operationally and aesthetically with the existing entrance to Lakeview Village. The entrance has minimal impact on the storefront pattern and permits sub-grade retail and public parking that is screened by active ground floor uses. The parking opening utilizes similar materials, colors, scale and character to integrate into the storefront patterning. c. Parking lots and structures shall be sited and designed to mitigate adverse lighting and noise impacts on residents.The reflection of sound by the lake surface shall be specifically considered. RESPONSE:The parking is below grade which, compared to at grade parking, minimizes and contains adverse lighting and noise impacts on existing residents and the new residents with homes above the parking on Block 137. Additionally adjacent lighting of the garage opening is downcast, and the bollard lighting provides a pedestrian both visual clarity and symbolic definition of the cross path. The ramp itself is designed with a generally flat alignment at the juncture with the pedestrian walk which places vehicle headlamps in the anticipated plane above grade. Headlamps are further located in an already established pathway of vehicle travel across the street. 11. PARKING STRUCTURES In addition to compliance with the requirements of LOC 50.05.004.10.a proposed parking structure or garage shall comply with the following design standards: a. Retail storefronts at the ground level of parking structures shall be located at the periphery of parking areas and structures.The street side of residential parking structures may contain facilities or services for residents,such as laundry rooms,lobbies,or exercise rooms. RESPONSE:As the Block 137 parking structure is below grade,the parking criterion does not apply. b. Building materials shall complement abutting building materials as illustrated in Figure 50.05.004-L:Parking Structure Building Materials and Entries. In cases where a parking structure extends to the periphery of a site, {00213610;11 Page 66 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 134 Block 137 Mixed Use Development Originally Submitted September 11, 2013* the design of the structure shall reflect the massing,fenestration and detailing of adjacent and abutting buildings. Figure 50.05.004-L:Parking Structure Building Materials and Entries ^{ _____.& Response: Project includes below grade parking. Where the exit ramps present themselves at the public right-of-way, the architecture reflects the materials and details of the new development. 2ND STREET ACCESS CONTROL PANEL il`,,1 11 CfIACI,1 1 I 1 11 1 1 1 ' 11 1 '1, ) T 'sl 'I�:1,-',:J^'- I' 'L �} 1 1 1 .1 1 '4} 1 j4.. ENi�i'ANE '.k 1 , ./11-/V 1 , T -_.-r -.__ ELEC VAULT 32 P113 103,0' F.F.+101' RAMP DOWN TO P2 — '0RAGE P111 Secure Entrance with intercom/keypad communication Building B: The opening to residential parking on Second Street is framed in brick as are other openings in the same facade. The security gate will be a custom designed metal gate of a character to blend with the multi-paned windows and the character of the Arts and Craft style metal balcony railings. Gates are hinged on the jambs and open inside the parking such that operation will not impede the sidewalk or the street. See image of gate below. {00213610;11 Page 67 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 135 Block 137 Mixed Use Development Originally Submitted September 11, 2013* ., .1 iiift- i CHARACTER IMAGE FOR RESIDENTIAL BI SWING '. ... ,:iiiiill I , ��n GATES(IMAGE ONLY SHOWING ONE SIDE) I Building C: The opening to retail parking on First Street is framed in brick and stone as used in the Retail Facade. As the parking will be managed by the city,the type of gate or door, if any, is yet to be determined. b. Architectural elements such as a frieze, cornice,trellis or other device shall be continued from a residential portion of the building onto a parking structure. RESPONSE: Criterion is not applicable to this project. c. Entries shall be designed to be subordinate to the pedestrian entry in scale and detailing.If possible, parking structure entries shall be located away from the street, to the side or rear of the building. RESPONSE: The project provides small scale openings minimally required for safe passage and clear view of pedestrians and automobiles. Building B: The opening to residential parking on Second Street is sized to accommodate one lane of traffic in each direction. The ramp serving the opening from parking provides a relatively flat platform at the top of the ramp to wait as security opens the gate and to allow cautious entrance into the public way. A change of paving texture and color indicates a vehicular crossing to pedestrians on the right-of- way. Lighting also will provide indication of the opening and the intersection of vehicular and pedestrian travel during nighttime hours. Building C: The opening to retail parking on First Street is sized to accommodate one lane of traffic in each direction. As retail is required to front the public right-of-way,the opening alignment is consistent with the retail facade.The ramp serving the opening from parking provides a relatively flat platform at the top of the ramp to wait and to allow cautious entrance into the public way. A change of paving texture and color as well as bollards indicates a vehicular crossing to pedestrians on the right-of-way. Lighting also will provide indication of the opening and the intersection of vehicular and pedestrian travel during nighttime hours. {00213610;1} Page 68 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 136 Block 137 Mixed Use Development Originally Submitted September 11, 2013* d. If possible,parking structures should be designed so that portions of the parking structure decks are used for landscaping or entry courts to abutting buildings. RESPONSE:This criterion does not apply. The parking for the project is all sub-grade. e. Parking structures shall be detailed at ground level in a manner similar to adjacent or abutting buildings in order to create a strong/emphasized base. RESPONSE:This criterion does not apply to this project. The parking is all sub-grade 12. STREET,ALLEY AND SIDEWALK DESIGN Street,sidewalk and alley design shall safely and efficiently provide for vehicular and pedestrian travel while enhancing village character through compliance with the following design standards.These standards shall apply in addition to any other City requirements for street,alley or sidewalk design. In the event of a conflict,the provisions of this section shall control. a. Compliance with Comprehensive Plan Development shall comply with the Major Street System Policies contained in the Goal 12,Transportation Chapter of the Comprehensive Plan.Pursuant to this element, "A"Avenue and State Street are classified as major arterials,"B"Avenue from State Street to Fifth Street and First through Fifth Streets from"A" to "B" Avenues is classified as major collectors. RESPONSE: This criterion does not apply as the comprehensive plan major street systems are out side the boundary of Block 137 development. b. "A"Avenue Any improvements to"A"Avenue shall be designed and constructed in conformance with the 1994 Concept Plan as it exists now or may in the future be amended by LORA.This plan identifies turn lane configuration, island location,signal location and general scope of the project. "A"Avenue shall be designed to blend with and continue the design themes of the Demonstration Street Project as shown in Figure 50.05.004-M: Demonstration Street Project,or in conformance with the completed construction plans for the next phase if such plans are available and have been approved by LORA. Figure 50.05.004-M:Demonstration Street Project :3 1 — , S - F , RESPONSE:This criterion does not apply as no improvements to A Avenue are being made. {00213610;11 Page 69 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 137 Block 137 Mixed Use Development Originally Submitted September 11, 2013* c. Intersection Design i. Intersections on "A" and"B"Avenues shall create crosswalks in a different material and texture than the street paving(e.g.,concrete,cobbles,or brick) to bridge the intervening streets. RESPONSE:This criterion does not apply as no improvements to A Avenue are being made. ii. Curb extensions shall be created at all intersections where feasible from a traffic management standpoint and unless such extensions would interfere with the turning and stopping requirements of emergency service vehicles (e.g.,fire trucks,ambulances),buses or delivery vehicles. Such extensions will be designed to accommodate the turning and stopping requirements of such vehicles. RESPONSE:This criterion does not apply as no improvements to intersections are being made. d. Sidewalks Sidewalk design shall consider and encourage opportunities for outdoor cafes,pushcart vendors,seasonal sidewalk sales,festivals and similar uses and activities which enliven pedestrian walkways. RESPONSE: Existing sidewalks are to remain at Evergreen, First Street, and A Avenue. As Second Street is a residential street, provisions for retail have not been made. However, the project is working with the city to improve the landscape and street trees along Second Street as it is currently narrow, steep, and unadorned. e. Alleys Alleys shall be incorporated into design plans as pedestrian and vehicular accessways. RESPONSE:This criterion is assumed to relate to the two pedestrian paths provided at the site. There are no alleys or vehicular accessways through the block. f. Undergrounding of Utilities Utilities shall be placed underground where feasible. RESPONSE:All utilities are anticipated to be located underground on this block. g. Angle Parking On numbered streets,angle parking shall be installed when it will maximize the number of spaces provided and still comply with the capacity,service level and safety requirements of the street system. RESPONSE:The ground level plan submitted shows that public angled parking is designed to be maximized on First Street, along with provisions for loading zones. {00213610;11 Page 70 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 138 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Other Development Standards Additional standards that may apply to this project are addressed below: LOC 50.04 DIMENSIONAL STANDARDS Density: R-0 density,with a four unit minimum on parcels>6,000 sq.ft. Maximum FAR: 3.0:1 Yard Setbacks: Structures{adjacent to R-0 zone): 10 feet Maximum Height(measured to the ridge): 60 feet Maximum Lot Coverage: 100% RESPONSE: Provided by the design for this project: FAR: 2.99:1 (under 3.0:1 max); Lot Coverage: 79%; Maximum Height: All buildings are below the 60 foot height limit. The height of each building varies along its length due to changes in grade. Height of Building A is 47 to 52 feet; Building B is 55 to 58 feet; and Building C is 51 to 54 feet. The flat roofed portion of Building A is less than 41 feet in height. LOC 50.06 DEVELOPMENT STANDARDS Parking FLOC 50.06,0021: The total required number of parking spaces shall be sum of the various uses computed separately,or may be established by a parking study. The maximun number of parking spaces for the non-residential uses cannot exceed 125%of the minimun- required spaces(calculated before allowed reductions). See Table 50.06.002-1 for minimur required number of parking spaces per use. See Table 50.06.002-2 for Parking Requiremen Modifiers that may be used to reduce the parking requirement. Because the site is located in the Downtown Redevelopment Design District,the following additional standards apply per LOC 50.05.004,9: RESPONSE: Parking provided by the design for this project as indicated in LOC 50.05: Bicycle Parking Residential: 55 Required 200 or more Provided in residential parking garage Bicycle Parking Retail: 9 Required 10 Provided TOTAL: 64 Required 210+ Provided {00213610;1} Page 71 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 139 Block 137 Mixed Use Development Originally Submitted September 11, 2013* LOC 50.06.003.1 ACCESS Access/Access Lanes (Flag Lots) [LOC 50.06.003.11.: This section is applicable to construction of mixed use projects and requires every lot to abut a street for a width of 25 feet,prescribes standards for the design of access points and lanes,and restricts access to arterial streets. See attached comments from the Public Works and Fire Departments. On-Site Circulation-Driveways and Fire Access Roads[LOC 50.06.003.21: 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. This subsection prescribes standards for constructing driveways and to ensure adequate emergency vehicle access. Driveways shall be no closer than 30 feet from an intersection,and are limited to 24 feet in width unless otherwise justified by the recommendations of a traffic study. The maximum driveway grade is 15%, and there a landing area is required where a driveway meets the public street RESPONSE: Structured Parking ramps are provided for both residential and retail parking access below grade. The ramps are not Fire Access Roads and are not the primary means of providing emergency vehicle access. References from LOC are listed in Garamond Text Type: b. Standards for Approval iii. Driveway Grades (2) The maximum grade of a driveway for all other uses shall be 15%. As shown below in the Civil cross section drawings,the retail driveway ramp and the residential driveway ramp are at or below 15%grade. (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. As shown on the inserted cross sections below,the landing area for the retail and residential ramps is at least 25 feet long and both have a maximum grade of 5%. (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. Each grade break or transition area shown below on the residential and retail ramp has been designed to not exceed 9% in compliance with this criterion. {00213610;1} Page 72 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 140 Block 137 Mixed Use Development Originally Submitted September 11, 2013* (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. The maximum cross slope is designed and engineered, as shown below, at or below 5%. Thus the revised driveway ramp configurations meet the numerical requirements for grade, landing area and transition and do not require any exceptions. See design of ramps below: FINISH GRADE LEVEL Fon ENTIRE BLOGX IN ORDER TO MEET ACCESS CRITERIA CFR ALL FOUR SIDES TR'ANWILIH R.IMP TRANSITION LANDRICI 1 - r vf,Pf1N-IA'COT?GA WE PA* 1 .. .. 14lrlli, 1312OCK 137 - First Street Ramp Cross Section {00213610;1} Page 73 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 141 Block 137 Mixed Use Development Originally Submitted September 11, 2013* = FINISH GRADE LEVEL Fl;ENTIRE BLOCK I I IN ORDER TO MEET AC33 CRITERIA OH — ALL FOUR SIDES PARKING TRANSITION I I LMNbiNIG TRANSITION, I.ANOINT, 0 -,16.. .s n ■■ • Y 1. 1Mp, I 1 I ■ I I .y,,—,.r I-,wvad-aures 1-i3i'54r I � Hmisr $kGfIC)+1 -- g'} . ^ – Vino W.kr+.” Lr1 aL, I{1 I al •III 1 u 1h IIiie In: t3L�ldt 137 IL-1 ____s._.+n_ l"�.. = IAXEQUAF.IO DR .w. Second Street Ramp Cross Sections(above and below) 1 I r:I i i I I FINISH GRADE LEVEL AL THE NORTH I—. END.OF2NOSTREf IIIIIIIIIII ly , , I 1 LAN FN T N5F 14N WAiA – TION "'Yl■WiY I im a ii ii ii l , u ii a ii , u , m , ,i X d 1 ■ ....2,................................ T I t 1 I— .,— �. EL -, Huai MEMO. 5ECIVl _._ RIrlalli,1n. LCCK 137 i I �' •.. — LAXEMYKAD rAi a. •III..r — _ -- -�'- {00213610;1} Page 74 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 142 Block 137 Mixed Use Development Originally Submitted September 11, 2013* LOC 50.06.003.2.b.i.(4) DRIVEWAY APPROACH DESIGN LOC 50.06.003.2.b.i(4) requires that driveway approaches be located and designed so that drivers entering or existing 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. See attached comments from the Public Works and Fire Departments. PA 13-0040 RESPONSE: Civil drawings indicate the ramps and approaches. These drawings have been noted indicating design to AASHTO standard for safety, sufficient sight distance, and a generally level transition dimension appropriate to making a safe entrance and safe exit into or out of the parking. s W4 . VISION cr.EARA � —7 11171-' h 117-1 714#6(rrnrcaT) u ° a,: 1, •� .cr .fad kr-r-;44 i 1 rl 4� 4f/ MANGLENCL CLEARANCE MANGLE ; —+ 1'R#DF'oSED CONCRETE dJ - DRIVEWAY AFM - ° ,f (TYPICAL) LOC 50.06.004.4 ON-SITE CIRCULATION RESPONSE: Site plan and landscape plan indicate one dedicated pedestrian easement extending across the site east-west and one private property pedestrian access extending across the site north-south. LOC 50.06.003.5 TRANSIT RESPONSE: The referenced standards are being adhered to and sidewalk frontage for the transit stop is indicated on our submitted drawings. LOC 50.06.004.2 FENCES RESPONSE: Retaining walls: none over 4 feet in height. Planter walls are under four feet, as well. Fence: is provided only adjacent the private outdoor courtyard, is not abutting a street, and is less than 4 feet tall. {00213610;1} Page 75 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 143 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Screening of a fence wall or retaining wall over six feet in height by an evergreen hedge is not applicable. No fences, walls or other structures are within the public utility easements. LOC 50.06.004.3 LIGHTING STANDARD RESPONSE:The City has determined that the east-west pedestrian walkway constitutes a "public pathway" and thus LOC 50.06.004.3.b.i applies. Subsection (b)(i) states: b. Standards for Approval i. 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. However, subsection (v)(i)(a) also provides that federal or state requirements that provide a higher illumination value than required by this Code supersede as a required alternative or exception. In relation to the east-west pathway, the City has recognized that "lighting at the emergency exits from the residential units onto the public way will need to meet building code standards for fire/life/safety but the pathway itself must meet the Development Code lighting standards...." The International Building Code requires a minimum of 1.0fc for fire/life/safety egress lighting. See IBC Section 1003.2.9.1. The egress lighting under the IBC is required to extend through the means of egress, including the exit discharge (See IBC Section 1006.1). The exit discharge is defined as "that portion of a means of egress system between the termination of an exit and a public way." Here the egress system extends from the exit to the adjacent rights of way, particularly in this site circumstance where the egress path is internal to the project site and must be illuminated to the IBC 1.0 fc until it enters the right of way in the public domain. Thus, under the LOC, the property is permitted to apply the 1.0 fc along the entire pathway to comply with the IBC and to ensure safe fire/life/safety egress. This proposal therefore conforms to Subsection (v)(i)(a)to meet the federal IBC requirements and accordingly to protect public safety and welfare. While the north-south walkway is not a permanent public easement and therefore not required to conform to the Development Code standards applicable to such an easement, it is also required to conform to the IBC 1.0 fc standard for safe egress. It also serves as an exit discharge as that term is defined above, as it is the portion of the means of egress between the termination of an exit and the public way. The proposed lighting on the internal exit discharge paths under the IBC will be consistent throughout the project with a 1.0 fc continuing from the north-south path to the east-west path. {00213610;1} Page 76 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 144 Block 137 Mixed Use Development Originally Submitted September 11, 2013* The submitted site plan, landscape plan, and lighting plan indicate lighting types and locations of lighting in relationship to other site elements. The submitted photometric plan indicates lighting design for the on-site lighting. It is our understanding that the current street and right-of-way lighting is to remain, as right-of-ways are not being improved under this project. Thus existing to remain photo metrics have not been shown for these areas. LOC 50.06.006.01 WEAK FOUNDATION SOILS RESPONSE: A geotechnical report that addresses soils concerns and recommends design criteria appropriate to the type of soils and type of structure is included in this submission. LOC 50.06.006.03.a DRAINAGE FOR MINISTERIAL AND MINOR DEVELOPMENT RESPONSE: Drainage report is included with submission. Alterations of drainage patterns do not adversely affect other properties. All roof drains connect to an approved system. See civil drawings indicating containment of storm flow through pipes and landscape drawings indicating on-site storm flow to planters. LOC 50.06.008.1-6 UTILITY STANDARD RESPONSE: Submitted documents indicate location of main utilities into the property. The design has not been developed to a point to locate the FDC's on each of the buildings. However, we understand they must be within close proximity of the street adjacent the building. We will work with the Fire Marshal to determine the best placement on each of the three buildings. Fully sprinklered buildings are anticipated. We acknowledge that Fire Marshal will require type 1 standpipes in all required stairwells and FDC locations will have to be approved by the fire department. LOC 50.07.003 (CONDITION) TRAFFIC IMPACT STUDY RESPONSE: A traffic study has been submitted. Results indicate that no upgrades to intersections are required. The developer worked with City Traffic and Transportation staff to address all criteria. {00213610;1} Page 77 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 145 Block 137 Mixed Use Development Originally Submitted September 11, 2013* LOC 50.08 ADJUSTMENTS,ALTERNATIVES,AND VARIANCES Lowntnwn Redevelopment Design District Exceotiars to Standards DROD]ItOC 5O.0R.0Q5] FRception5 to the DUD and othe'•Code provisions applicaple to the site rraybr be al o.ed wi ho.n the need Tora formai variance. Tie applicanl mutt address the tttrodarrls per LOC SU.tJ8.00S.1. Lxccptiant may be granted it The annreont can demonstrate: •1} —he ph jsicel characteristics elf tie site.Make conalla'xe lmprerrical,or 2 -he aesign thou d ver;in nrder to create a.urn)crnentary relationship with an a hutt'nt xiaGle strut:lure that is not designed in the I elm lswego Stgl.e,and het the alternative design is exceptional in quality of detailing,appearericenr material:: .lidjor.re6te5 a unique re.ationslup to other str'.Ict:'d'es,views o o en.cnar:es irl a manner that accomplishes the pt.rpose p`the Downtown Redevelopment District Design Sand-rds.❑r 0} the alternative design accOrtipIiehr~u t'1£p.ruone of the Urban 7e41gri Plan rt a manner lJs t is.equal or rJperiorto a project designed to this standard. RESPONSE: These items are addressed within this narrative. They are identified in BLUE HEADERS throughout this narrative. Exception summaries have been deleted from TAB 3. LOC Chapter 39 SYSTEMS DEVELOPMENT CHARGES RESPONSE: SDCs for this project have been addressed in the development agreement. LOC Chapter 42 STREETS AND SIDEWALKS RESPONSE: The existing Second Street right-of-way pedestrian walk will be replaced under this project. The city is exploring additional leveling of the roadway and gutter, raising of the sidewalk, and widening of the sidewalk under a separate City funded project. We understand no frontage improvement will be required along A Avenue, First Street, or Evergreen other than reconstructing the curb and sidewalks where necessary to close off existing driveway approaches. We understand there is a paving moratorium on A Avenue due to the recent paving work from Tenth Street down to State Street. LOC Chapter 55 TREE REMOVAL AND PROTECTION RESPONSE: A site plan has been submitted that includes the location, species and diameter of all trees that are five inches in diameter, or greater on the block. The maple tree on the north east corner of the site is being preserved. An arborist has evaluated all trees and a report has been submitted in a separate volume of this submission. Trees will be specified to be protected during construction activity {00213610;1} Page 78 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 146 Block 137 Mixed Use Development Originally Submitted September 11, 2013* LOC Chapter 47 SIGNS RESPONSE: Signs will be reviewed more in depth at the time of building permit review. General sign locations and approximate sizes have been indicated with dashed outline on elevation drawings of the submission to explain the design planning behind signage. Generally, signs will be suspended below the canopies and in the band above the pedestrian level glazing. LOC Chapter 50 Misc Development Code Items LOC Chapter 50.50.004.8.c BRICK PAVERS ON SIDEWALKS RESPONSE: The submitted landscape and site plans indicate existing paving materials on the block in compliance with this criteria and with modifications as requested by the City. Where the 9 existing driveways are in filled,they will be fitted with brick and concrete paving to match the existing in type and color(to the degree it is available). The existing paving within the public right of way is to remain. Except that Second Street ROW is to be repaired under the project By replacing the sidewalk with new concrete paving and tree wells. Note there is a separate potential project to improve Second Street. LOC 50.06.011 VISION CLEARANCE RESPONSE: No vegetation, fence or signage is located higher than 30 inches within the 'vision clearance triangle' per the Civil Sheet C3.0, of which a portion is shown below. w lI ' 4 visrON ctEARANCE lam' L f� j7RIANG'- '` ��R. A. A-1 U U (TYPICA') - U sTM , :.------- ,,a1—_ -'. El 03' $ Pi: .17A 1''''' ', 1 As: ♦ i, o _`', v\° "� aha_ ,L n 4'^.I { • L __\_I_. wi I INr I'I I i-1- I , Fr 01 's .e't toS ri.K9 I . 1191;1f4 CLEARANCE Noma)concRET -_,s wNK` IIJi�J I +!r. *U1 TRJANCLE IRrVEWAY APRON ,44 er.a w._ ' uiui (rmicAL) {00213610;1} Page 79 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 147 Block 137 Mixed Use Development Originally Submitted September 11, 2013* Historic Resources Advisory Board Project is considering reuse of certain elements of the existing Wizer Grocery Site as shown: HRAB-WIZER ELEMENTS HISTORIC COMPONENTS lob ,g..:04 ill ' ,f TWO TILE MOSAICS I IN BUILDING 0.AND C LOBBY r Yd _. 'A' F' 10 SHEPHERDS HOOK LIGHTS �- "` =1-' Q SAVE FOR FUTURE PROJECT 7 . ORIGINAL NEON SIGN LOST/NOT AVAILABLE ,� STAIR RAILINGS ,� Best NI_ y i� .-4 -,..-.=-04.44-...-...4...-,..14. I . NSA AOAAND CODE Wt , _ ■ . WIZER'S OSWEGO FOODS 4110 11 —_ illi y SIGNS(doors{ SAVE FOR FUTURE USE 40 4 i .��r-.. . 1 ` 4 I % MAPLE TREE ON CORNER -�!� ^— CONFIGURE BUILDING TO SAVE ... �_ a..--a - 7 I�' I_i R iii' I i Q � I MATERIAL RE-USE tlI f¢ WOOD BEAMS AND DECKING IN L i. TJ LOBBIES AND PUBLIC SPACES • lr See letter from HRAB on next page that was included with Pre-App summary from the city. The design team and developer met with this group to review the project and our ideas. While there was a push to consider use of the shepherds-hook light fixtures, we have been unable to find an economical way to utilize them. They will require a complete rework as a custom design to meet today's standards. Utilizing them as a decorative element is also challenging. We believe reuse of the mosaics, wood beams, and decking as well as preserving the maple tree is a positive approach. {00213610;1} Page 80 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 148 Block 137 Mixed Use Development Originally Submitted September 11, 2013* PLANNING AND BUILDING SERVICE5 Cji .. y 0 • PR,E o 0'.•, May 1D 2d.Ia Gene Wirer ALS A Avenue La Ke Oswego, Oregon 97034 Dear Mr.Wirer, The Historic Resources Advisory Board(HRAB)has learned that you maybe redeveloping your property in the near future.HRAB would like to explore the possibility of retaining Berne et the iconic elements of your wanderetr'iIy historic Lake Oswego shopping center, Your family nas been prominent in the Lake Oswego area for many years and your grocery store has a viell known array of qua.ty food and Ila lar wine avai'able in the heart of downtown. Since 1Ob0,it has aeon a favorite stop for many Ion: 'ir-ia_ake Oswego residents for family meals and picnics on the lake.The City recently performed a historic 4u t;:y of.he property and documented the Lake Oswego Shopping Center as having the potential to be a locally s grail rant landmark as Lake 0sv:ege's first community mall. the building's modern design by Richard Su delea.=Ii s-chltect who has design ed ether public buildings and single- family homes in tie sits,increases its histoo i si nth:ince. In lignt of future plans to redevelop the property,I QS.B understands that,while it is not possible to preserve the building,incorporating some of the more signifies,i :-:.'iitectural elements into the site's future development may be worthy of your consideration.We would like so preserve;n'two dsteriar tilernoaales'mated in the atrium at the front entrance or your grocery store depicting activitieson,and mound Oswego Lake.These mosaics could be incovorated into the new development's design to remind the cor•rnt:vine of tare Lake Oswego Shopping Center's place.in lake Oswego's recreational past, Other elements that we.would 14e to see torpa rated are the 10 exterior parking lot shepherd's hook li,'ht fixtures. These woule provide authentic stylistic variety from the reproduction,early-century style street lights more recently installed in the area by the city. We would love to See the original neo'i sign that originally stood at triecorner o`first and A steels incorporated into the design of the new building,if it still exists,to retain t-ie WIzer's ident y for this procerty in our co^r.nunity. The interior stair railings around and leading to the basement level could be utilized in the iedesign,as they are unique mid-century style elements.We would al5u urge the retent'on of the interior Wirer's Oswego Foods Signs above the interior doors,if not to be used in the redesign,to t donated to the city, The large,old,Japanese maple on the corner of First and A Streets should be saved- v.c would urge that any new building be designee with a mid-century aesthetic, take Oswego has a plethora of new corn merr:ial and residential buildings that have recently been designed and constructed in an attempt to replicate an Arts and Crafts stye popular in Lake Oswego f'em the 19213's t'irough the 174tYs. We do not need a whole city of reproduction village style buildlrgs all destined to age stylistically.at the same time. Our community evolved ove, Lime,and the designs cif our buildings sho,rld reflect that, Using a mid century style to replace a mid century Iconic building would retain the architectural diversity of our city. The existing ensign elements could Ste be easily Incorporated. We would also urge deconstruction over t errtolition of the existing ouilding There are many elements,including brick,wood paneling and unique tile that could be>'eusee in a sustainably responsible way. The Historic Resources Advisory Board would ike to hear any thoughts about this,or any other ideas you may have on how the Lake Oswego Shopping Center's wcnder'trl past can be carried forward aro expressed in the future design of this development. {002 503.635.0290 380 A Avenue PO BOX 369 Lake Oswego, OP 97034 www,ci,oswe2o,er.us Page 81 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 149 Block 137 Mixed Use Development Originally Submitted September 11, 2013* LORA Board Suggested Changes to the Block 137 Project Design August 27, 2013 LORA Meeting 1. Address waste needs for pets/dogs as part of the project design. RESPONSE: The development addresses pet needs in several ways. The objective for each of these methods is to help ensure that the residents, guests, and public visitors to the site and surrounding areas will not experience negative impacts of unmanaged pet waste. To encourage responsible pet care and for the privilege of having a pet, we will be doing the following: 1. The development will incorporate sensitively designed pet waste bag dispensers and trash receptacles at exterior door locations for proper pet waste disposal. 2. The landscape planter design will designate one or more specific locations for outdoor pet relief so that the designated area is well known, identified, and maintained preserving the visual and aromatic experience at building entries and shared spaces. 3. The developer also is researching best practices for on-site and indoor accommodations within the below grade parking, possibly to be located in the pet grooming studio, for pets to relieve themselves on the premises. Two systems being researched are the Porch Potty Premium, http://www.porchpottv.com, and K9Grass, http://www.k9grass.com. 4. Residents with pets will be assessed pet rent, and will be responsible for adherence to the rules and regulations of the development addressing pet waste and management. Pet owners will be required to pick up pet waste and deposit it in the appropriate receptacle. 5. Building management will periodically review the areas around the development to determine if pet waste is being appropriately managed. Any resident who violates the pet waste policies may be subject to fines. 6. The developer will explore further methods of encouraging responsible pet ownership, such as education seminars for residents regarding pet care. {00213610;1} Page 82 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 150 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 2. Allow public and neighborhoods to reserve Community Room. RESPONSE: Initially, the building amenities, including the Club Lounge referred to as the Community Room, will be for residents to interact with each other, relax, hold events and the like. This use will include the residents, their family and their guests. These private rooms are typical of luxury residential buildings and are important amenities for building community amongst the residents. 1. One reason these amenities will initially be for residents' use only is to help ensure a successful development. These private amenities are essential to attract and maintain quality residents. The amenities are tools needed for the marketing of the residences, and the exclusivity of use provides incentive for potential residents to want to live in the building. 2. It is however our intention to explore the possibility of allowing community use in the future. After the initial stages of occupancy and stabilization, we envision there may be opportunities to reserve building amenities for neighborhood meetings or the like that extend beyond the residents of the building. 3. There are several amenities already planned on the site that are public. The block has been divided into three buildings instead of one continuous building. This opens up a significant passage through the block in a public access easement across the site connecting First and Second Streets. Installations of public art will be incorporated into this new public pedestrian esplanade, creating an environment for community at the street level. 3. Provide garbage cans along Pedestrian Street. RESPONSE: At the time of our LORA presentation, we were able to show you the type of trash receptacles we have selected (shown here) but we had not yet indicated all locations they would be provided on the block. Drawing L2.0 (a portion shown here) now shows receptacles at periodic locations along both the east-west and north-south pedestrian walkways. It is important to also retain sufficient and well designed receptacles in the courtyard to � 1 NEW ART PIECE maintain adequate coverage once PEDESTAL PAVERS, TYP patterns of use indicate where PA r pA LITTER RECEPTACLE, TYE' additional receptacles are needed. PAI - 3.5HT BOARD FORM POURED IN PLACE CONCRETE RAISED PLANTER, OYP PA. j, I PA PA PA ORNAMENTAL STEEL PRIVACY 1 I SCREEN, TYP {00213610;1} Page 83 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 151 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 4. Provide additional landscaping for Pedestrian Street to soften the streetscape. LOUNGE FURNITURE, TYP L J DINING TABLE AND CHAIRS PA COUNTER AND GRILL, TYP ARD FORM POURED IN P^ 11 NCRETE RAISED PLANTER ORNAMENTAL POT W/PLANTING, TYP III ORNAMENTAL STEEL PRIVACY SCREEN, I Jib I -1- PLANTER WALL LIGHT, TYP 3.5` HT BOARD FORM POURED IN PLAC CONCRETE RAISED PLANTER, TYP S,711 PA II Lir. NEW ART PIECE, TYP ■•u•■• RAISED LIGHT WELL, TYP Numm ICO • - 2' HT STEEL PLANTER, TYP im ESPALIERED TREE ON PA ir■i!ir■ir■r1■�Iii!PIIIIII BUILDING WALL L400 ■■■■■■ - PEDESTAL PAVERS, TYP ■■■■■■■ ■■■■■■■■ . OUTDOOR DINING TABLE ms H ❑AIR f•14 IR RESPONSE: The pedestrian street is the gateway to this location we concur that landscaping is a key to its success. Our design and operational objective is to create a mix of places to sit, to walk, to stand, and to enjoy while surrounded by beautiful landscaping so that we can facilitate community happening on the street. As requested by LORA as seen in this image (from sheet L2.0) we have added the following: 1. Potted tree planters which can provide shade and a sense of privacy between dining tables, as well as 2. Additional benches adjacent to raised planters at strategic locations along the building walls. 3. Where the space is tight, we have added an espaliered tree on the building wall in a raised planter to provide interest and greenery to the space. Combined with art and the screening of lower height plantings, we envision this pedestrian street to be a series of intimate spaces clustered along the length of the walk. These improvements bring the additional requested landscaping to the site and soften the streetscape. 5. Provide plug-in spaces for electric vehicles. RESPONSE: As requested by LORA, we have identified up to 6 spaces to potentially be reserved for charging of electric vehicles at locations on Parking Levels P1 and P2. The goal will be two for retail, two for residential, and two for visitors. {00213610;1} Page 84 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 152 Block 137 Mixed Use Development Originally Submitted September 11, 2013* • \:4//1 ELEC METER STAIR RE+. ❑ \\ \\\ � ROOM S4 87 RETAIL\ET NOB ELEC 45`� >+' ''RES F£, -\\ \ \ , ELEC ELEC REI \RETAIL RAMP i _ SEs 'RIs' 2 2 0 RET ELEC 46\.\.,...„\. � LIP TC �c `35t sa... RES ',RES RES LOBB' RE RET RET 9f 130 19 _ 47 IIS1TOR VISITOR VISITOR 50 UM ELEC. - ELEC. "� RES RES RE:. n ©— .r4 :i <r r 6. For safety purposes, provide design elements to clearly delineate pedestrian space and the parking garage driveway on First Street. BUILDING C 1 { 1.--- - , 1 - - - - J _ 1 IJ— y — !L ±'JJ1 ", Ia I hTffIEII.J5ArNf.-� 77 - — -- -- - . -- k?S1GIIV CLEARANCE PROPOSED CUNC ElE RESIDENTIAL P4 TRIANGLE DRO VEWA Y,APRON I I ( CAL) RESPONSE: In response, we have designed the following elements to clearly delineate the pedestrian space and the parking driveway on First Street. 1. The retail parking access on First Street will be the only access point on the west side of the block frontage. In this way, all vehicles will have a clear entrance and egress point and pedestrians will not have to navigate multiple curb cuts. 2. The design of the parking ramp provides a nearly level point at the juncture with the public way. This provides a place for vehicles to come to rest while the driver assesses the public way for clear passage. 3. The entrance has been designed to protect against vehicular and pedestrian conflicts using a change in paving color and texture and provision of lighted bollards at the juncture of pedestrian and vehicular crossing. We are exploring the potential for the lighted bollards to change from steady to 'blinking' lights when a vehicle is on the exit ramp from the garage. 4. We will provide strategically placed convex mirrors at the parking entrance, as well, to aid both pedestrian and driver in identifying each other's presence. {00213610;1} Page 85 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 153 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 7. Improve the visibility at the corners of the Building C ramp to the parking garage to improve pedestrian safety. RESPONSE: The design of the Building C ramp includes the following features to improve pedestrian safety: 1. As stated above, the design of the parking ramp provides a relatively level point at the juncture with the public way. This provides a place for vehicles to come to rest while the driver assesses the public way for clear passage. 2. Further, the current design for the opening of the parking entrance balances the criteria of the design code which limits breaks in the retail storefront with a safe, contained, and well defined intersection design. 3. The bollards and paving color and texture change further alert pedestrians to the crossing vehicular path. 4. Pedestrians are discouraged from walking on the ramp and encouraged to utilize the weather protected stair and an elevator at Building A. This entry has visibility at the intersection of the two Pedestrian Walkways and is flanked by sculptural skylights which both demarcate the pedestrian entrance and provide natural light into the below grade parking. -=I I _ I - - ELEVATOR -- . ` r SI�GHAOf SKY..ICaHTS 1, - + N - LIGHTS _� .— _ _ — j PLANTER STAIR 9 NCIH 5. At the location of the retail parking opening, we have studied creating a wider opening at the vehicle entry. Due to the location of structural columns, this option is difficult. We are working with the Lake Oswego Building Department to evaluate the potential to move the fire exit door (south of the vehicular opening) inward to the west. This would create a 'covered landing' which might offer additional pedestrian-vehicle visibility. 8. Design the ramp in a safe manner so that audible warning devices are not necessary. RESPONSE: We agree with the LORA that the design of the First Street parking ramp and entrance can be accomplished without the need for an audible device for {00213610;1} Page 86 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 154 Block 137 Mixed Use Development Originally Submitted September 11, 2013* pedestrian safety. As designed currently, the ramp and opening meet design and city standards. Through consultation with traffic engineers along with research of other facilities, several specific elements have been identified to specifically address the auto/pedestrian crossing: 1. The parking ramp slope is reduced by half to a landing prior to the garage exit from the building. This coupled with signage to yield to pedestrians will alert the driver of the potential for pedestrian crossings ahead. On the exterior, differing paving and sidewalk textures along with bollards will alert the pedestrians to the intersection. 2. The garage entrance will have a low wall perpendicular to the building facade on either side to prevent pedestrians from crossing the opening at the threshold of the ramp. Further, bollards will be located beyond this low wall to alert and direct pedestrians to a central point in the width of the sidewalk approximately 4-6 feet away from the face of the building at the driveway crossing. This 4-6 foot distance from the facade of the building not only matches the pedestrian thoroughfare along the project but more importantly serves to extend and widen the view corridor coming out of the parking garage. These elements are used very successfully in other properties, and in fact serve to mimic the similar pedestrian situation across the street at Lake View Village. The size of this public portion of the parking garage is not large compared with other buildings where similar or less controls are successfully in place. Some downtown garages with less ability to direct pedestrians with bollards etc. have used audible or visual signals to alert pedestrians. These measures are used when a known problem exists and the sidewalks can't be modified with bollards. It is not clear that this extra measure of notification to pedestrians is warranted for this project given the other precautions. Should there be evidence more notice is needed, we would suggest the use of lights in the bollards at the crossing points that would flash when a car is coming out of the building. Rather than horns or building mounted lights, this approach would best complement the design and feel of the area. 9. Devise a way to keep balcony areas from becoming unsightly due to residents using them for storage. Options could include 1) not allowing decks to project from the buildings; 2) design the railings to screen items on the decks from public view; and 3) develop and enforce appropriate CC&Rs. {00213610;1} Page 87 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 155 Block 137 Mixed Use Development Originally Submitted September 11, 2013* RESPONSE: We understand the concern that, if cluttered, a balcony may become unsightly and we share the design objective to eliminate that potential. Protruding balconies (rather than inset balconies) were requested in the neighborhood meetings to more clearly evoke the residential use (rather than office use) above the retail. However, we have done the following to address LORA's concerns: 1. The rules and regulations will be developed to contain strict rules regarding the content and use of balconies to preserve the intended appearance of the development. Similar rules have proven effective in other like developments. 2. We are providing a balcony rail patterned design which helps to obscure items on decks without obscuring the views and light from the units. 3. To discourage use of decks as storage, secure bike storage and secure storage closets are offered in the parking structure. 4. We envision that the well maintained character of the surrounding village will encourage the use of decks for enjoying a pleasant day outdoors while viewing nearby village activities and larger view perspectives. With these measures in response to this concern, we feel confident that the balconies will retain their residential character and remain an attractive asset of the development. 10. Look at ways to further break-up length of Building A along A Avenue. RESPONSE: In response to this request, we have studied ways to further break-up the length of Building A along A Avenue as follows: 1. We have studied each building elevation to find the blend that provides variety in a pleasing rhythm. 2. We understand that 'Village Character' means the variety occurs often enough to create the appearance of several smaller buildings constructed adjacent each other. We also understand that too many changes in character too near each other can appear chaotic rather than well planned. 3. The building is divided in to several architectural patterns along the North Facade. See B-A-C-A Pattern diagram shown here. We have used gable ends labeled 'A' in the b [ ,6 diagram, to break up the eave line creating i - building part 'B' and building part 'C' in the -_—_ 111 r� diagram. Part 'B' is composed of a lower eave line "` rf l •with balconies inset into the roof. Part 'C' utilizes -- a higher eave line, vertical chimney elements and a repetitive pattern of protruding balconies and patterned glazing to create a different character. This distinction is further evident in plan as parts 'C' and 'B' step back from the street while parts 'A' lean forward. The symmetry of parts {00213610;1} Page 88 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 156 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 'A' also act as anchors to the overall composition which tie the differing parts together with a recognizable form and character. 4. Further, the addition of street trees and sidewalk landscaping and furnishings will create even more cadence to this frontage creating natural breaks in the lengths of the facade. As we complete renderings of these facades these natural breaks will be more evident. For now, one can view the cross section together with the landscaping notes below to review the pattern. With this explanation and illustration, we believe we have looked at ways to break up the facade and have done that successfully with the architecture and landscape pattern. NfYSiXG - Nip IAftAL Ni LLNJILL Ifiilgili2Y GF S.AIE SEM .L.} - _ _ _ AC 4JT,CI4C Or — — ---- — — -- ---- I. :! I• new 1! 'rill I I E:;: IN 131 in yaw y63 IP: ill al :iia I I Is A: i .€: is ■ EE ■ '�Ell ••dII E•I ri1 EINI in iiNI i1 .F ■ ■ — ■ all :M■ — II. !:■ ■ ■ ■It■l pplim 1u so mu iii I Al F.1 AI 11 i•11 E■I I EE.'■ 'I! , ,_ N i■ 111111 G ❑ ® s01 / 0 1 i ....: 0 4 1-- D 1 n LI __ I1 i , I InI I1 oo I 0" i �V .11 R76 J. I--- VI ' I YL lI I—I I 7ss'-iP I—I 1 I—I 11 ' \ 1 I "\ - J1 IES ` ..6.1.‘ A AVEN E ' L� {00213610;1} Page 89 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 157 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 11. Need to project the roof/eave line on Building B beyond the face of the brick chimneys ,.. ? --- Eff Amur na, 3c muw. [ 0. iii' -- ,..._ ., _,__ -2 if ■■■■3E ; . ] -.419-Q- r F - - — .! .V-c)- Li Il , . X77 -= iii=. ill; :177171 '.,'. --A1r - — in, ----'5.11i-‘- ulI1I . ° ' ,..,,.... ni . ,v _ K .l 1I CURRENT DESIGN SECTION AND ELEVATION. {00213610;1} Page 90 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 158 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 10 its 1i��" mai ,________ 1 1 i , , ._,_ ,,,,____ ___________ WITH SUGGESTED CONTINUOUS EAVE r'1 j I ma . � -,!,v, ' '.t om _ mi SII ming t i 1W AS DESIGNED ill. IIK --U I 1 Iiii 41' 11I Ii11 III illi IInI nii ' NI I pi i..1 1 9 il 1 m� 1111nu I I1!� 1 Ii;; 1 ■�Ii 1 I "' 11:11 ,Il i. Illi iIF P -1a X1:9 lII -.',: 1 III• I IN -- -- - =16ii^i _ AS DESIGNED RESPONSE: Based on LORA's comment, we studied this option and found that projecting the roofs further beyond the chimneys created strange proportions. 1. We understand the thinking is that it may provide another level of scale breakdown in the overall elevation. We found that, instead, the roof eave created a protracted horizontality to the overall elevation. {00213610;1} Page 91 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 159 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 2. Our goal is to break down the overall elevation into smaller repetitive segments defined by the vertical chimneys. 3. Another move we have made is to step back the chimneys as they project above the eave (as seen in the section drawing above.) This decreases the vertical scale and dominance of the chimney while still emphasizing the vertical townhome pattern and rhythm. 4. Of additional consideration, we projected the eaves to break the chimneys on the A street elevation of Building A. In order to provide a variety of expressions that will reinforce the Village Character; we believe retaining the vertical chimney element (and not extending the eave) gives Building B individual and unique design details. The continuous eave line will emphasize the horizontality and length of the facade whereas the vertical chimneys reference the individual vertical townhome characteristics of the elevations across the street. 12.Add an open, metal railing on top of the continuous solid parapet at the narrow, recessed balconies on Level 3. J_ I WOOD SOFFIT VINYL DOOR WOOD AND METAL HANDRAIL ' SIDING E - { 11111111 WOOD SOFFIT STUDY RAILING OPTION RESPONSE: Previously, we envisioned this balcony railing as shown in the image, left, above. This design protects the coping at the parapet by eliminating holes that might leak and eliminates a 'step' for children to climb on. We will continue to study the parapet—and include perhaps a 1-foot high metal rail on an adjacent a 30-inch tall parapet wall similar to the sketch shown above, right- and determine whether this {00213610;1} Page 92 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 160 Block 137 Mixed Use Development Originally Submitted September 11, 2013* adequately addresses the various functional, maintenance, and safety concerns in addition to providing added design character at balconies at this building level. 13. Windows at recessed level 3 in Building B should be subdivided like other residential windows. --------- ----------- �a��— SIDING B -.. f _ -1 — / I � i-- I - g EFTTH4A 1'Vi i;ilfiil l lIP life I _ — 9 _ ' , I •i• 1 I46 r�hq I' oi�i IIII� ,1111111 \ hill SII I _ pm- [Lit" VIJYL WIN1 OW- 1 South Elevation West Elevation RESPONSE: We understand there are two items under consideration here. One is the thought that divided windows should be utilized in the recessed levels under the roof eaves on both the West and South elevations. The second is in regard to the use of window divisions as shown on the West Elevation but not on the South Elevation of Building B (in the initial submittal). For the first item, the windows on the recessed balconies of the 3rd floor have been modified to include divided window panes as requested by LORA. For the second item, the design intent is that the window patterning indicated on the west elevation wraps the corner and extends on the south elevation such that the language is consistent on both elevations. Thus as requested by LORA, the south elevation has been adjusted, as shown here, to reflect the same fenestration language and pattern on both elevations. {00213610;1} Page 93 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 161 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 14. Add some level of detail/interest at soffits of longer roof overhangs at Building B level 3. RESPONSE: We understand due to the receding ground grades, the consideration is that these soffits may be visible from Millennium Plaza Park. We envision these soffits with a linear wood pattern (like decking) that is painted to match the brown wood panels adjacent windows on the elevations of Building B. This will brighten the shaded balcony as well as provide some contrast when viewed from the sidewalk or street level. This soffit appearance with some detail ridges and valleys, will create shadow lines on the soffit surface so that it is not a stark, monolithic, flat white surface. This will provide a character similar to the image (of another building) shown below. {fali�4{ aoi� WOOD SOFFIT VINYL DOOR WOOD AND METAL HANDRAIL SIDING B 11111111 Via WOOD SOFFIT 40111014, ■ - stiff IIIA N s I Wood Soffit from below {00213610;1} Page 94 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 162 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 15. Need more detail at the entrances and windows for the ground floor residential units on Second Street. Design needs to compliment the townhome entrances across the street. Also, single door entrances slightly recessed would be more appropriate than flush double doors at such small units. r1 / c C� \ STEEL BALCONY i \ _ IMS 41•� i L— �_.: �i�a 411�lh 4 i i '_ _ L- wDRLCK B1 tim T `,` `�� ,_ L' 1.. f.-BR[CE SOLDIER COURSE r :C C -:C L -- - {2 � 01111111111 1111111111111111111111 _& _ H11111111111111 L - r �= I/1 _ = = C BOLCOEgTERIORSCON OFFI LIGHT FILATURES IN T 0= C WALL SC NCE LI 1 C WALL SCONCE LIGHT FIXTURE AHO C TOM'HHOME NUMBER C L - C ` ETEEI1R11T ENTER STAIRS RS i. 31144g3S ‘ ERICN SOLDIER COURSE BEYOND LANTER.TIP.Al 2ND STREET I ENTRIES[TEE LANDSCAPE] .s ' ( tjo + CI 1 I. *-1]4.1 RESPONSE: Since the LORA meeting, and based on this comment, we have revised these entrances in the following ways: 1. We added a single door with a sidelight. 2. We recessed the entry with adjacent painted wood trim panels. 3. Each entry includes a ceiling light above the entry door and a sconce adjacent the entry which lights the address numbers. 4. We have added a paved entry with steps down/up to the front door surrounded by stone clad planters adjacent to each entry. These planters ---extending about 5 feet from the building face—will contain a variety of plant materials lasting through the seasons. {00213610;1} Page 95 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 163 Block 137 Mixed Use Development Originally Submitted September 11, 2013* 5. Each two story townhouse unit has an opportunity to further accessorize with flowers in the 5 foot deep, in plan, planters and by placing potted plants and furniture on their entry steps to create their individual unit front door character. 6. The sconce adjacent to the townhomes is a special fixture which is different from the custom fixture based on a scaled down pedestrian walkway pole fixture which is located on the ground level retail facades. The townhomes fixture is intended to light up the address numbers and provide some accent to the facade highlighting the individual entrances to the townhomes. The second street homes are unique and are thus treated in a different way than other units located on courtyard grade level. 16. Change the color of the white stucco on Building C along First Street. RESPONSE: We understand concerns that rain will mark the stucco over time and that some Tudor style homes in the community show stained stucco. This staining is often a sign that the rain is running directly down the face of the stucco. With the detail below, we believe we can avoid that concern: 1. With careful detailing of material alignments, flashings, and trims, the drips fall away from the stucco surface so staining and moss formation are minimized. It is our intention to design and detail such that this is the case. 2. We have also heard that the community desires color rather than 'beige.' 3. With the shaded reveal lines and stucco shapes they form, and dark painted ridge trims we are emulating the strongly contrasting white stucco and dark painted wood trim boards of the Tudor style in response to the parameters for Lake Oswego style. With careful detailing, the white stucco will be a successful implementation of this style direction. {00213610;1} Page 96 of 96 *supplemented Sept 20&Oct 17&Dec 5,23,2013 164 Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* Exceptions Introduction: Following is an identification of the Lake Oswego Urban Design Plan Objectives that are relevant to this project and subsequent evaluation of the Design's concurrence with the criteria. Page: Topic Addressed: 1 INTRODUCTION and EXCEPTIONS for this project EXCEPTION 1: Ground floor residential use in retail area EXCEPTION 2: A fifth story is provided on a portion of the west facing exterior facade and some limited interior facades but all within the overall height limit of 60 feet. EXCEPTION 3: Less than 80%Storefront Glazing abutting pedestrian ways on Building C only EXCEPTION 4: Shared parking arrangement for Residential, Project Related Retail, and City Public Parking. EXCEPTION 5: Retail Parking Structure Entrance breaks the retail storefront pattern on First Street,a prime pedestrian way. EXCEPTION 6: Structured Parking Ramp design in lieu of driveway and fire access road design. 2 IDENTIFICATION OF APPLICABLE LAKE OSWEGO URBAN DESIGN OBJECTIVES 6 SUMMARY {00205006;1} _ Page 1 of 13 *Su - ^aCmatarnhor 7n R.nr+nh.,'7.2013 EXHIBIT F-2 165 LU 13-0046 Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* Applicable Principles of the Urban Design Plan After review of the Lake Oswego Urban Design Plan, http://www.ci.oswego.or.us/lora/urban-desiRn- plan, we find the relevant objectives applied to this project are as follows. These general statements are then followed by an application of the specific exceptions. APPLICATION OF PRINCIPLE The project inlcudes housing being developed within the LAKE OSWEGO URBAN DESIGN PLAN designated FAR for the site along with associated retail. PLAN OBJECTIVES • The housing will be provide support to - the retail core and to the cultural and 1.9. Create development areas for high-density housing to provide greater intensity of use of the retail core, recreational activitites in compliance cultural and recreational facilities. with this UDP objective. The project is not requesting any exceptions to height or FAR 2.5. Defining the Street Issues Initially, streets were established on the basis of engineering drawings with widths, turning The project creates multiple street edges radii, curb dimensions and construction specifications. In the context of an urban area, the with townhouse entrances, stepped back "street" takes on larger significance and should be thought of as a linear corridor with floor, walls and façade at levels 4 and 5, landscaping, street roof. Definition of the street occurs through trees, eave lines at level three and the like building enclosure, street landscaping, surface textures, lighting and signage. which creates a floor, wall and roof in Principle: Define the street through delineation of conformance with this standard. right-of-way with buildings, landscaping, righting and signing appropriate to the function of the street and the district it serves. 2.6. Park the Cars Issue: Lake Oswego is predominantly a single-family residential community with centers of activity that have built up around key vehicular intersections. As a suburban community, the reliance on the automobile The project integrates and consolidates as the predominant mode of transportation will continue. New and existing development must be served parking with the development. On street by convenient and attractive parking opportunities. Consolidated parking in higher density areas should be parking is per city standards and integrates innovatively integrated with development to provide sidewalk and street landscape treatments easy access, security and an attractive setting without the "seeing the bumper from the store window" syndrome. Signage for consolidated parking areas should be visible, clear and concise. Principle: Integrate parking with development, and consolidate parking for individual uses in parking lots and parking structures. Parking in public rights-of-way should be integrated with sidewalk and street landscaping treatment. {00205006;1} Page 2 of 13 *Supplemented September 20&October 17,2013 166 Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* 2.9. Places to Walk Issue: Pedestrian activity within a suburban area is usually limited to sidewalks along the sides of streets or trails through park-like areas. These are only the beginning of a complete pedestrian experience. The sidewalks themselves need to be enhanced with artifacts such as furniture, landscape The project enhances thepedestrian and art objects. They need to vary in character from p 1 district to district. They need to include places to experience at the street level with varying pause, rest, and watch activities of the city. People are different from cars. They can move up and down experiences, planters and patios along the grades with fewer limitations, can turn sharp corners, can experience sensory changes induced by activities sidewalk edge, paths to front doors, and they are passing by. Places to walk include the connections between land uses, activities, and civic street furniture. Perhaps most notably,the rooms, and should be planned to provide information, project creates new pedestrian ways within orient the pedestrian and allow for handicapped access. and through the site creating transparency Principle: Establish continuous pedestrian systems and traversibility. through and by developments that connect public rights-of-way, civic rooms and parking opportunities. Enhance the pedestrian experience with varying experiences and street furniture that are convenient to use and in character with the district. 2.13. Concentrate and Integrate The project creates a lively and attractive Issue: Suburban communities have grown more by urban core experience by increasing the accident than plan. Incremental development has spread out uses and made the downtowns a loose density and mix of uses, integrating these collection of individual buildings rather than a complex of buildings or uses that have a symbiotic uses vertically in buildings as well as relationship. The suburban mall is an example of horizontally on street level. concentrating retail activity by joining together retail shops and parking. Urban situations develop from a concentration of a number of uses, including retail, office, housing, cultural and recreational opportunities. These uses must be integrated both horizontally and vertically. Two-dimensional land use planning will not create a vital urban center. Bringing a number of uses together will bring activity over longer periods of the day and provide a symbiotic effect that will benefit each individual use. Principle: Create a lively and attractive urban experience by increasing the density and mix of uses, integrating these uses vertically in buildings as well as horizontally on the street level. The project enhances residential character 2.15. Variety and Vitality through variety and vitality as it provides Issue: Establishing a vital identity for the core area of Lake Oswego does not require adopting an differentiated architecture for the artificial "theme" to impose on new and existing buildings, It does require careful crafting of the townhomes at street level and residential buildings to ensure that there is both variety and units with decks at mid level and residential continuity in design. Appropriate scale in the detailing of facades, articulation of expanses of street frontage and orientation of the ground floor units hidden in the roof at the upper level. will create variety in experience and lead to vitality in the core. Principle: Provide elements on, and attached to, building facades which enrich the pedestrian experience. 2.19. Unifying Elements Recognizable residential features such as a Issue: Cities and towns are built over time. They roof line at the third story level, decks, are, therefore, collections of buildings and elements that may be dissimilar in character and Style, Repeating similar and recognizable elements gives a {00205006;1} sense of familiarity and cohesiveness to areas that may be diverse in building design. Sidewalk patterns, street lights, signs and landscaping should be similar Page for each district to build the identity of each part of the Core. 167 Principle: Identify and include unifying features that enhance the character of the district. Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* divided windows, patios and front doors at the sidewalk edge at the townhomes, create a character similar to the townhomes across the street and unify the development and its neighborhood. 3.3. CREATING FABRIC The project is part of a special compact shopping 3.3.1. COMPACT SHOPPING DISTRICT district. - Consider the four blocks surrounding the "A"/let intersection as a special retail district. The proposal provides structured below grade - Determine a parking program consisting of parking, structured and surface parking to service tt district. pedestrian ways connecting the adjacent - Create special pedestrian ways, especially community along with landscaping, art, and alleys and connecting elements, landscaping and features through the district, with retail focused on First St with high-density special emphasis on 1st Street as the focus of the Shopping District. multifamily housing on upper floors of the shopping district buildings to add activity. - Explore placing high-density multifamily housing and commercial office space on upper floors of shopping district buildings to add The architecture creates shops with special activity to the core area. character in a high quality retail frontage that - Create design guidelines that create high finishes the preferred double-sided retail along density shops with special character built into the shops, open spaces, connections and public rights-of-way. First Street. - Explore extending retail character on the north side of "B" Avenue between State and The project also connects with existing retail 2nd Street and on both sides of "A' Avenuefrom 2nd to 4th Streets. on A Avenue at the corner of Second St and the existing housing on the remaining length of B Avenue. 4.2. Shopping District highFocus: A core of high-density retail activity Project provides densityretail centered by 1st Street, with pedestrian-oriented activity centered by First Street, with alleys and pathways providing other retail access and opportunities. pedestrian oriented walk ways Form: A desired concentrated development of two-, providing other opportunities to enjoy three- and four-story buildings abutting all streets and avenues. Buildings abutting alleyways should landscaping planters, espaliers, and allow for good solar access where possible. Development should abut property lines with parking artwork, solar access, special signage integrated in public rights-of-way and specified "auto court" areas. Utilize alleys for pedestrian zones and and lighting. off-hour service vehicle access. Access to alleys at mid-block from State and 2nd. All entrances to alley system to have special indication through signage and lighting. {00205006;1} - Page 4 of 13 *Supplemented September 20&October 17,2013 168 Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* Site expands existing pathways and Organization: f, v_ A" Auxy 7,,,_ connects to adjacent blocks with ,.w,swami- pedestrian walkways across the site as =E. iWrA envisioned in the urban plan. IJIl '.'-'475-Fiiii!flt P*-----"V r.�i ii,ii WA,.1 14,,/sr_r+eas as m 4411111 1..^c , d 1- 'VW, . Edges recess and change plane regularly `" ` wry--r--�=n along the street edges. Awnings, projecting balconies, and sloped roofs Character; Four block retail area consisting of shops, arcades, civic spaces and circulation network. create character. pedestrian-oriented lighting, signage and street furniture. Where available, second, third, and fourth levels are a combination of commercial office space and housing. It would be highly desirable to have the With this general introduction, the southeast "anchor' of the District be a European-type hotel or bed and breakfast facility overlooking balance of this narrative addresses each Lakewood Bay, the civic square, and Lakefront Center. exception. Edges: Street and avenue frontages to be maximum of 50 feet horizontal frontage without recess, change of plane or change of material. Alleys to be maximum 25 feet horizontal frontage without recess, change of plane or change of material. Architectural devices such as awnings, arcades, bay windows, projecting balconies and sloping roofs encouraged. {00205006;1} - Page 5 of 13 *Supplemented September 20&October 17,2013 169 Exceptions For Block 137 Mixed Use Development Submitted September 11, 2013* SUMMARY The Urban Design Plan states that it "illustrates intent while the City retains the flexibility to respond to the specific economic, market and functional circumstances that may arise during the life of the plan." "The primary basis of the Plan is the Vision Statement that was adopted as the preamble to The East End Redevelopment Plan." Tic Titan ;icsign Dian '2 a guidaIaask f:,r tin ofde-ly That vision states a number of ways to judge that reoe=eicp'xert of Lake ❑e.V2q:5"2 :2.00114/01.1t',e .ti=tan `Jeaign r r].n c ?' , e. a vision sr what could be--howr Lha :=01, 01 th. <';L2 development is successful: or Lakeu2ay0 enal:l appear in the future it the Principl.m of p Urban Porn, the Mar. t:r,nc.rPt . th4 ni atrrt Pe=elopvent duid..l nes are hollowed, Etc Jennie u,ui n plan Le a guidxline decumahL and, e0 ouch. illus=rate_ 1r-=e:nt. tilhl_., the City x.Lalns the rLtzituh1Ly tt ,x,.p of to op-c1`-_= erono71C, xackc= and • A feelingof vitalitythat will attract people both dayra vt_pnal circumstances tha= :a . erE„« d:,r ,g the !.ife o the p p plan_ The prinary basis or =heJPlan 12 _hw ri2: :tw t«na:t Etat wan adopted ae the preweale xr: ='e East Lad rcdeee==:wt en and evening is provided. u1ct{xa nrA7M97127 • Environ is colorful with landscape and trees. /Fe r4rlevel5 rent of the Bast Fra caa2eeial ar.. nnf Lak4 Oswego Yl:.:::l ri vFet :le ,leeba and deCires or the .l�., • Pleasant pedestrian facilities are provided. emesis city. uw *1p,tint should create prig in :he area, enhance shcppird 0atxic,.. util.xx OFn unieoe • Provides adequate parking phyuiue cha:auctri:=15: 5f thm 5125, 5:A Lmee.aVa th4 t.,nx hes. ni the ertixe city. • Provides a mix of housing and retail xAa CTI54lI 1/iWik Fq6,12 :q o il:ai'i0Msik Luc ¢:.x otherty • Provides access to natural resources including a'rtr705n t as Ittv. 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Project No. 13588.0 December 9,2013 V 172 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Table of Contents TABLE OF CONTENTS Executive Summary vi Findings vi Recommendations ix Introduction 2 Background Studies and References 2 Scope Of The Report 5 Analysis Methodology 7 Existing Conditions 9 Site Conditions and Adjacent Land Uses 9 Transportation Facilities 9 Traffic Volumes And Peak Hour Operations 12 Transportation Impact Analysis 17 Year 2016 Background Traffic Conditions 17 Proposed Development Plan 18 Year 2016 Total Traffic Conditions 22 Year 2035 traffic conditions 25 Neighborhood Circulation/Site-Access Operations 26 Parking Analysis 29 Recommendations 35 References 37 Kittelson&Associates,Incl 73 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Table of Contents LIST OF FIGURES Figure 1: Site Vicinity Map 3 Figure 2: Proposed Development Plan 4 Figure 3: Existing Lane Configurations and Traffic Control Devices 10 Figure 4: Year 2012 Existing Traffic Conditions, Weekday PM Peak Hour 14 Figure 5: Year 2016 Background Traffic Conditions, Weekday PM Peak Hour 19 Figure 6: Block 137 Total Driveway Trip Distribution, Weekday PM Peak Hour 23 Figure 7: Year 2016 Total Traffic Conditions, Weekday PM Peak Hour 24 Figure 8: Evergreen Neighborhood and East End Redevelopment District Map 27 Figure 9: Mid-Day and Late-Night On-Street Parking 32 Figure 10: Block 137 Proposed On-Street Parking 33 LIST OF TABLES Table 1: Intersection Operations Summary vii Table 2: Existing Transportation Facilities and Roadways in the Study Area 9 Table 3: Study Intersection Crash Summary (January 2009—December 2011) 15 Table 4: Estimated Block 137 Trip Generation 20 APPENDICES Appendix A Description of Level-of-Service Methods and Criteria Appendix B Traffic Count Data Appendix C Year 2013 Existing Traffic Conditions Level-of-Service Worksheets Appendix D Crash Data Appendix E Year 2016 Background Traffic Conditions Level-of-Service Worksheets Appendix F Year 2016 Total Traffic Conditions Level-of-Service Worksheet 174 1K iv Kittelson&Associates,Inc. Section 1 Executive Summary 175 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Executive Summary EXECUTIVE SUMMARY Evergreen Group LLC is proposing to redevelop the downtown block in Lake Oswego, Oregon commonly referred to as Block 137 or the Wizer Block. The block is surrounded by 1St Street, Evergreen Road, 2nd Street and A Avenue. Today, the block includes 72,700 square feet of retail and restaurant space supported by 171 on-site parking stalls. Once redeveloped, the site is expected to consist of: ■ 28,000 square feet of ground floor specialty retail and restaurant space, ■ 228 residential units, ■ 457 underground parking stalls (322 for residents and their guests and 135 for retail and general public use), and ■ 229 on-site bicycle parking spaces (219 for residents and 10 for retail and general public use). In addition, a net of five on-street parking spaces will be added along the site frontage and two new truck loading zone spaces will be added on 1st and 2nd Streets. A loading zone is also proposed along Evergreen Road's NO PARKING zone to facilitate trash service. The redevelopment project will replace nine existing driveways with two driveways. A driveway on 2nd Street will provide access to the on-site residential parking. On-site public retail parking will be accessed via a driveway on 1st Street that will be located across from the existing Lakeview Village parking lot driveway. Construction on the block is expected to begin in 2014 and build-out and full occupancy is expected in 2016. The results of this study indicate that the proposed redevelopment can be constructed while maintaining acceptable traffic operations and safety at the study intersections. The study also indicates that the proposed on-site parking satisfies the requirements in the City code. FINDINGS An analysis of daily traffic volume profiles revealed that the weekday p.m. peak hour (4:40 —5:40 p.m.) is the time during which the highest traffic demands consistently occur on the roadway system. Consistent with recent transportation studies conducted for other projects in the vicinity, this study also analyzes the operations of the transportation system during the weekday p.m. peak hour. Existing Traffic Conditions ■ All of the study intersections currently operate at acceptable levels of service during the weekday p.m. peak traffic hour. ■ The City's Transportation System Plan (TSP) noted two intersections in the vicinity of Block 137 with documented crash rates that exceed their critical crash rate. The intersections are A Avenue at State Street and B Avenue at 1st Street. As part of the TSP, the City will monitor these locations to determine if and when mitigation measures are necessary. These 176 Ii vi Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Executive Summary intersections are not adjacent to Block 137, therefore the redevelopment proposal is not expected to exacerbate conditions that may be contributing to the crash rates. ■ There are no documented crash patterns or trends at the intersections adjacent to the site. No safety-based mitigation measures are recommended as part of redevelopment of the Block. Proposed Redevelopment's Trip Generation Forecasts ■ Redevelopment of Block 137 could generate 90 more p.m. peak hour trips than the site's existing uses. Today, 130 vehicles enter and exit the driveways during the weekday p.m. peak hour. Proposed Redevelopment's Impact on Overall Traffic Conditions (Year 2016) ■ For analysis purposes, existing traffic volumes on A Avenue and State Street were assumed to increase by three percent (i.e. one percent per year) by 2016. Traffic volumes on local streets were assumed to remain stable and unchanged. ■ All study intersections within the immediate vicinity of the site are forecast to operate acceptably per City and State standards during the weekday p.m. peak hour when the site is redeveloped and occupied in 2016 (i.e. the city intersections on A and B Avenues will operate at LOS E or better and the state intersections along State Street will have volume- to-capacity ratios [v/c] less than 1.1). Table 1 summarizes the change in intersection operations resulting from the proposed redevelopment. Table 1. Intersection Operations Summary 2013 2016 (Existing) (After Redevelopment) LOS' vie LOS v/c A Avenue/State Street C 0.93 C 0.97 A Avenue/1s`Street B 0.47 C 0.57 A Avenue/2nd Street A 0.39 A 0.41 B Avenue/State Street B 0.71 B 0.73 B Avenue/i"Street C 0.10 C 0.10 Evergreen Road/2nd Street A 0.10 A 0.10 1ST Street/Driveways B 0.10 B 0.10 1 LOS= Level-of-Service. 2v/c = Critical Volume-to-Capacity Ratio ■ Traffic demand at the Country Club/Iron Mountain/C Avenue intersection will continue to exceed capacity during the p.m. peak hour and will continue to meter the rate at which eastbound traffic can use A Avenue in the downtown area as traffic volumes increase over time. This intersection was included in the analysis of Block 137 to account for the role it plays in metering this traffic. By 2016 twenty-five more vehicles are estimated to join the Ii vii Kittelson&Associates,Inca 77 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Executive Summary eastbound approach during the p.m. peak traffic period because of growth in regional traffic and as many as 25 more vehicles are anticipated from Block 137's redevelopment. The Transportation System Plan identifies this intersection as exceeding its capacity during the weekday p.m. peak hour and identifies a capital improvement for addressing the over- capacity conditions. This improvement is not scheduled or funded at this time. Proposed Redevelopment's Impact on Evergreen Neighborhood Street Circulation • The street system serving the Evergreen Neighborhood, by its design, limits the amount of Block 137-related neighborhood cut-through traffic that could occur. As such, Block 137 traffic traveling to and from the north, south and east can be expected to continue relying almost exclusively on 1st and 2nd Streets and A and B Avenues, not Evergreen Neighborhood streets. • Intersection turning movement counts conducted during the weekday p.m. peak indicate that today, most drivers traveling between the Block 137/Lakeview Village area and the west use A Avenue rather than Evergreen Road. o At Evergreen Road's intersection with 2nd Street, 30 eastbound vehicles were observed approaching from the west (half turned left onto 2nd Street toward Block 137 and half continued east toward 1st Street). By comparison, a total of 70 eastbound vehicles were observed turning from A Avenue onto 1st Street and 2nd Street. o Thirty (30) vehicles on Evergreen Road were observed approaching 2nd Street from the east (20 continued west whereas 10 turned right onto 2nd Street). By comparison, 85 vehicles were observed turning left from 1st Street and 2nd Street to travel west on A Avenue. • Assuming traffic patterns stay the same as they are today, the redevelopment of Block 137 could generate 41 new weekday p.m. peak hour trips to/from the west (7 outbound and 34 inbound to the Block). Based on these same patterns, this could result in 12 more Block 137- related trips eastbound and 2 more westbound on Evergreen Road. Even with the added traffic volumes, the total daily traffic on Evergreen Road is expected to meet the City's guidelines for local streets (<1,000 vehicles per day). Site-Access Operations • The redevelopment project will replace nine existing driveways with two driveways. • Block 137's driveway on 2nd Street will serve residents and their guests, not the general public. The driveway design is expected to limit the potential for vehicle queuing that would block or delay pedestrians and provide a clear line of sight for exiting drivers to see approaching pedestrians and vehicles. • Block 137's driveway on 1st Street will be accessible by the general public. 178Ii viii Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Executive Summary ■ Accessing the 1st Street driveway is not expected to impede the traffic flow on 1st Street or Evergreen Road. It is expected to have limited impact on access to the existing Lakeview Village driveway. Most turns at Block 137's 1st Avenue driveway will be right-turns in and left-turns out. Right-turns in can be made without delay or conflict except when yielding to a pedestrian. Also right-turns in will not impede turns from the Lakeview Village driveway. Left-turns exiting the 1st Street driveway will yield to all traffic including traffic exiting the Lakeview Village driveway. Parking Supply and Demand ■ The proposed Block 137 parking supply will include 322 residential stalls and 167 retail/public stalls. The City Code requires a minimum of 297 residential stalls and 136 retail/public stalls. ■ The Lake Oswego Redevelopment Authority (LORA) parking structure agreement calls for a minimum of 48 of the on-site public parking stalls to be set aside for retail patrons, tenants and employees. ■ Approximately five new on-street parking stalls and two new loading zones could be added around the perimeter of Block 137 after closing nine existing driveways and replacing them with two. ■ 229 bicycle parking spaces will serve the site, including 219 for the residential uses and 10 for the retail. This supply exceeds city standards for bicycle parking. City code requires 55 residential bicycle spaces and 9 retail bicycle spaces. RECOMMENDATIONS The findings of this report indicate that the transportation system can adequately and appropriately serve redevelopment of Block 137. No mitigation measures are needed for the proposed redevelopment of Block 137 to meet city requirements. Transportation services are adequate to accommodate the project without modification to the existing infrastructure. However the investigation identified the following recommendations for future City consideration as they would provide benefits to the overall transportation system: ■ Landscaping, signing, above ground utilities, and pavement/sidewalk details should be configured to ensure safe, convenient and efficient driveway operations, keeping in mind the ability of drivers to see pedestrians and pedestrians to see approaching vehicles. ■ Create additional on-street parking and/or truck loading zones associated with the closure of existing driveways serving Block 137. ■ Consider reordering the traffic signal phases at A Avenue's intersection with State Street so eastbound left-turns and right-turns proceed at the same time, followed by eastbound Ii ix Kittelson&Associates,Incl 79 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Executive Summary right-turns and northbound left-turns. This will help assure that eastbound left-turn queues will not extend into and block the nearest right-turn lane. ■ Explore coordinating A Avenue's signals at State Street and ft Street to assure the following: o Westbound traffic will not queue from ft Street and block the flow of traffic from State Street, o Westbound vehicles turning left from A Avenue onto 1St Street do not queue into the nearest through lane, and o Eastbound traffic is able to access and utilize all of the green time at the State Street intersection. ■ Consider providing manual traffic control at ft Street's intersection with the Lakeview Village and Block 137 driveways during major civic events. ■ Consider adding an eastbound STOP sign at the 2nd Street/Evergreen Road intersection, or possibly stopping all three approaches to the intersection. Currently only the westbound approach is STOP controlled. ■ Support the timely implementation of vehicle capacity improving projects identified in the Transportation System Plan, in particular the plan's proposal for the Country Club/Iron Mountain/C Avenue and State/B Avenue intersections. Additional details of the study methodology, findings, and recommendations are provided within this report. 180 1K x Kittelson&Associates,Inc. Section 2 Introduction 181 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Introduction INTRODUCTION Evergreen Group LLC is proposing to redevelop the entire block of downtown Lake Oswego surrounded by 1St Street, Evergreen Road, 2nd Street and A Avenue. Commonly referred to as Block 137 or the Wizer Block, the redevelopment site is expected to consist of: ■ 28,000 square feet of ground floor retail and restaurant space, ■ 228 residential units, ■ 457 underground parking stalls (322 residential and 135 retail), ■ 229 on-site bicycle parking spaces (219 residential and 10 retail), ■ 5 additional on-street parking spaces, and ■ 2 truck loading zones (One on 1st Street and one on 2nd Street). The site is currently occupied by a shopping center consisting of approximately 72,700 square feet of retail and restaurant space and 171 on-site parking stalls. The redevelopment project will replace nine existing driveways with two driveways. Access to the on- site residential parking is proposed via a driveway on 2nd Street. Access to the on-site public retail parking is proposed via a driveway on 1st Street that will be located across from the existing Lakeview Village parking lot access. Construction is expected to begin in 2014 while anticipated build-out and full occupancy is expected in 2016. Figure 1 illustrates the site vicinity map. Figure 2 illustrates the ground floor, driveway locations and street level layout of the proposed project. BACKGROUND STUDIES AND REFERENCES Seven transportation-related studies have been conducted in the vicinity of Block 137 since 2008. The studies provide background and a basis for analyzing Block 137's transportation impacts. The seven studies are: ■ Transportation System Plan Update (2013). http://welovelakeoswego.com/wp-content/uploads/2013/04/2.-Modal-Plan-Memo.pdf ■ Block 137 Project Development Agreement https://www.ci.oswego.or.us/sites/default/files/fileattachments/lora/cityproiects/19387/bl ock 137 development agreement.pdf ■ Foothills Framework Plan (2012) http://www.ci.oswego.or.us/business/revised-foothills-framework-plan-iulv-2012 ■ North Anchor Feasibility Study (2011) http://www.ci.oswego.or.us/lora/north-anchor-proiect 182 Ii 2 Kittelson&Associates,Inc. Block 137 Redevelopment- Transportation impact Analysis December2013 N B AVE Co I= C �t p aO cc Z N W A AVE Co %�� AAVE ifLakeviewco Ev Village ERGREEN RD / �O - 7-7-tRAI, I\I\ coZ 111131" - s ii 'o U 1 E , a - ri O ® f 3 a CLACKAMAS COUNTY a Figure Name FIGURE • - Study Intersections Lake Oswego, Oregon 1 I<KITTELSON & ASSOCIATES, INC. 183 Block 137 Redevelopment December2013 Close Existing Close Existing N Driveway and Driveway and Add One Stall Add One Stall A AVENUE - \ a O O O fgh n n a Close Existing 1 , ❑ ❑ ° ❑ ❑ ° Driveway and C\ Add One Stall _ Replace Existing Driveway IMI . ° — and Two Stalls with Truck Loading Zone un • . o 1 .—. a i. .—. a Replace Existing Driveway with ,IE JTruck Loading Zone \ ° ❑ `' ❑ •IA is= / a. ,___,/ o \ =8 F N Add 3 Stalls -=N a ZZF- w D w z z N Residential ° ❑ ❑ ❑ ❑ ❑ [ J h,•• 43,] Parking Access g o Public Parking Q Access T - =w = ii ❑ l di co N ❑ ❑ ❑ ❑ 1 N — m -i Close Existing - N Driveway and 3 Add One Stall - a a ° m Y - / u u u u \, i n n n dile s s a e a a di (di 3 /� EVERGREEN ROAD 0 eu 3 Access to Central Trash Area v Y 3 N Block 137 On-Street Parking Figure rn .92 Proposed Site Plan (Street Level & Parking Level) 2 s Lake Oswego, Oregon 18 �aKITTELSON & ASSOCIATES, INC. .RA .aoar..,ONE , EEa ,PANNIN Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Introduction ■ Lake Oswego to Portland Transit Project Draft Environmental Impact Statement (DEIS) (2010) http://www.oregonmetro.gov/index.cfm/go/bv.web/id=35247 ■ Parking Resource Assessment Downtown Parking Study Zone (2010) https://ci.oswego.or.us/lora/downtown-parking-studv ■ Our Lady of the Lake Campus Transportation Impact Analysis (2008) Data and findings from several of these studies are cited throughout this report and serve as a previously-established basis for assessing Block 137's influence on the transportation system. SCOPE OF THE REPORT This analysis determines the transportation-related impacts associated with the proposed Block 137 redevelopment. It was prepared in accordance with the City of Lake Oswego's requirements. The study intersections and scope of this project were selected in consultation with City staff. The study scope originally propose in the City's pre-application memorandum was revised after initial traffic analyses determined the capacity of certain intersections to serve Block 137's redevelopment would not be exceeded. The report considers the intersections nearest Block 137 and intersections that are on potential paths to/from northbound and southbound State Street. Though not in the immediate vicinity of Block 137, the report also considers the Country Club/Iron Mountain/C Avenue intersection and how it effectively "meters" the amount of eastbound traffic that can enter the A Avenue corridor and as a result assures that signalized intersections along A Avenue will continue operating acceptably. Similarly the report considers only State Street's intersections with A and B Avenues because together they effectively meter how much traffic can move northbound and southbound along State Street and westbound along A Avenue. The report also considers the on-street parking opportunities between the lake and B Avenue and State and 4th Streets. Analysis Period Consistent with the recent transportation impact analyses conducted for other projects in the vicinity of Block 137, the weekday p.m. peak traffic hour is the basis for assessing Block 137's future impact on the transportation system. Cursory comparison of weekday a.m. and p.m. peak hour traffic counts conducted for this report confirm the most demanding traffic conditions occur during the p.m. peak hour. The p.m. peak traffic hour was observed to occur between 4:40 and 5:40 p.m. Study Intersections The proposed redevelopment's influence on the performance of the following 8 intersections was analyzed: ■ Country Club/Iron Mountain/C Avenue ■ State Street/A Avenue Ii 5 Kittelson&Associates,Incl 85 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Introduction ■ State Street/B Avenue ■ A Avenue/1st Street ■ A Avenue/2nd Street ■ B Avenue/1st Street ■ Evergreen Road/2nd Street ■ 1st Street/Lakeview Village Driveway/Block 137 Driveway This report addresses key transportation considerations involving trip generation, intersection performance, and parking as summarized below. Block 137 Trip Generation and Assignment This report estimates the trip generating characteristics for the proposed redevelopment, specifically: ■ The proposed redevelopment's trip generation forecast compared to the site's current trip generation; and ■ The estimated street network distribution of the trips associated with the proposed redevelopment. Intersection Performance This report analyzes the performance of intersections in the vicinity of the proposed redevelopment for five specific cases: ■ Year 2013 existing conditions with the current Block 137 development; ■ Year 2016 background conditions with the current Block 137 development; ■ Year 2016 opening day conditions with the proposed Block 137 redevelopment; ■ Year 2035 background conditions with the current Block 137 development; ■ Year 2035 conditions with the proposed Block 137 redevelopment. Parking This report also addresses the following parking considerations: ■ Existing on-street parking supply and usage during business and non-business hours; ■ Residual on-street parking supply to serve Year 2016 on-street parking demand during business and non-business hours. 186 1K 6 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Introduction ANALYSIS METHODOLOGY Intersection Operations Analysis Intersection operational analyses presented in this report were performed in accordance with the procedures stated in the 2000 Highway Capacity Manual(Reference 1) and level of service was used for assessing performance of signalized and unsignalized intersections. A description of level of service and the criteria by which it is determined is presented in Appendix "A". Appendix "A" also indicates how level of service is measured and what is generally considered an acceptable range. Intersection Operations Standards The City of Lake Oswego has adopted specific level-of-service standards, which are identified in Section 50.02.002.2.d of the City's Municipal Code. Based on the Code, LOS "E" must be maintained at all study intersections during the weekday p.m. peak hour. The intersections of A Avenue and State Street and B Avenue and State Street are on OR-43, a state facility. Being in an ODOT-designated Special Transportation Area (STA), the state's threshold for acceptable intersection performance is a volume- to-capacity ratio (v/c) of 1.1. The Oregon Highway Plan describes typical STAs as looking like traditional "Main Streets" and are generally located on both sides of a state highway. The primary objective of an STA is to provide access to and circulation amongst community activities, businesses and residences and to accommodate pedestrian, bicycle and transit movement along and across the highway. Direct street connections and shared on-street parking are encouraged. Local auto, pedestrian, bicycle and transit movements to the area are generally as important as the through movement of traffic. Traffic speeds are slow, generally 25 miles per hour or lower. Ii 7 Kittelson&Associates,Inca 87 Section 3 Existing Conditions 188 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Existing Conditions EXISTING CONDITIONS The existing conditions analysis identifies the site conditions and current operational and geometric characteristics of the roadways within the study area. These conditions will be compared with future conditions later in this report. Kittelson & Associates, Inc. (KAI) staff visited and inventoried the proposed redevelopment site and surrounding study area in June 2013. At that time, KAI collected information regarding site conditions, adjacent land uses, existing traffic operations, and transportation facilities in the study area. SITE CONDITIONS AND ADJACENT LAND USES The proposed site is located within the Lake Oswego Redevelopment Agency's (LORA) East End Urban Renewal District and is zoned for commercial and residential uses. The site is currently occupied by a 72,700 square foot shopping center consisting of retail and restaurant space supported by 171 on-site parking stalls. Nine driveways serve the site, including two driveways on A Street, three driveways on 2nd Street and four driveways on 15t Street. Residential development borders the site to the west and Millennium Park is to the south. Commercial and office uses are located to the north and east, including Lakeview Village directly to the east. TRANSPORTATION FACILITIES Table 2 summarizes the characteristics of existing transportation facilities located adjacent to the proposed development site and in the site vicinity. Figure 3 illustrates the existing lane configurations and traffic control devices in place at the study intersections. Table 2: Existing Transportation Facilities and Roadways in the Study Area Posted Functional Number Speed Average Daily Bicycle On-Street Roadway Classification' of Lanes (mph') Traffic' Sidewalks I Facilities Parking State Street Major Arterial 4-5 25 34,110 Yes None No A Avenue Major Arterial 4-5 30 18,320 Yes None Yes B Avenue(State to 5th St.) Major Collector 2 20 6,220 Yes Provided Yes 5th Street,A to B Avenue Major Collector 2 25 Not Available Yes None Yes 2"Avenue Local Street 2 25 Not Available Yes None Yes ft Avenue Local Street 2 25 Not Available Yes None Yes Evergreen Road(1st to 3rd St.) Local Street 2 25 Not Available Yes None Partial 5 1 Per City of Lake Oswego Transportation System Plan(Reference 2) 'mph represents miles per hour 3 Per Appendix B-4 Foothills District Framework Plan:Transportation(Reference 3) 4A bicycle lane is designated westbound while a shared travel path is designated eastbound using sharrow pavement markings 5 Between 1"and 2"d Streets on-street parking is allowed on the south side only. Ii 9 Kittelson&Associates,Inca 89 Block 137 Redevelopment- December 2p13 Isis rransp odation Impact Ana y _ cD STUDY INTEF+SEC Blvd G Iron Mountain co i —� O3 Ave I Country Club Rd I A. C © �l 2. gAvellstSt 1 0 ,, Pi 6 Ave I State St I —+< `.� �` Ave 12nd St co VD 44 CAVE ,' �— t t 5 A Ave 11st St r) , gRD t ( 6 A Ave I State St c�ti'A� ::2,/ K.,,, O vergreen Ad 12nd St i ��o BAVE �,� . 0 Alri7.s °� privewaYs I ° N F I O 1":")4k' PI g, 1stStl a AAVE AAVE 4 5 AAVE CHAyDt_ER RD - ‘:ii, '� $ITE i cc EVERGREEN IiD 1 748 L. ..__) v A 1 1 111110 r 0 �Oh � N ---) \" Z it y '''''tt — Qt/ m ) Q,0 /J aOP ��' FIG �� � ARE _ 1 � �� Control Devices o — nd Traffic r pea k Hou 3_______\ a Configurations weekday PM Oregon Existing Lane Lake Oswego, 4 3 STOp SIGN �' SIGNAL ® _TRAFFIC 0 Local Intersection Lake Oswego L � ## -OGOT Facility Intersection �= O KrTiELA55pC1ATE5+SNC. S�N &' E R Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Existing Conditions Motor Vehicle Facilities As shown in Table 2, State Street, A Avenue, and Country Club Road are the major arterials within the site vicinity. Per the City's Transportation System Plan (TSP), major arterials are primarily intended to serve through traffic connecting city and county streets. Major Arterials tend to carry a significant amount of traffic (>20,000 vehicles per day) at moderate to high speeds; however in the case of State Street and A Avenue, the post speeds are 25 mph and 30 mph respectively. B Avenue (between State Street and 5th Street) and 5th Street (between A Avenue and B Avenue) are classified as major collectors. As such, these streets are intended to connect local streets with arterials as well as provide access to adjacent land uses. Major collectors tend to carry a moderate amount of traffic (up to 10,000 vehicles per day per the TSP) at low to moderate speeds. All other streets are classified as local streets. According to the TSP a local street's primary function is to provide access to abutting land uses. They are typically relatively low-volume streets (less than 1,000 vehicles per day according to the TSP) but there are cases where abutting or "downstream" land uses generate more than 1,000 vehicles per day on a local street. An example would be 15t Street between Evergreen Road and B Avenue where abutting commercial land uses rely on 15t Street for traffic access. Another example might be 3rd or 4th Street south of A Avenue where traffic volumes are greatest near A Avenue but diminish on blocks located farther from A Avenue. Pedestrian and Bicycle Facilities Streets in the study area generally have sidewalks on both sides; however, Evergreen Road has sidewalk only on the north side between 3rd and 4th Streets. Local streets to the west and south of 4th Street and Evergreen Road have no sidewalks. Sidewalks on Block 137's north (A Avenue) and east (1st Street) frontages are very generous in width and include street furniture, landscaping and public art. The sidewalks on the south (Evergreen Road) and west (2nd Street) frontages are relatively narrow, the existing building is located against the back of sidewalk and there are street trees and tree wells near the curb. Separate bicycle facilities in the East End Redevelopment District are limited to a single westbound/uphill bike lane on B Avenue and a bicycle route through the Evergreen Neighborhood is designated with bicycle/pedestrian-scale signs guiding users to particular destinations. There are currently a very limited number of bike racks in the vicinity of Block 137. As part of redevelopment, parking for 229 bicycles will be created on Block 137. Transit Facilities Block 137 is served by frequent transit service with two TriMet bus routes serving the site vicinity. Both bus lines provide service seven days per week with arrival headways averaging 30 minutes and are described further below (Reference 4). Ii 11 Kittelson&Associates,Incl 91 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Existing Conditions TriMet Bus Line 35 provides service between downtown Portland and downtown Oregon City by way of State Street, with service to the Lake Oswego transit center on 4th Street. Arrivals are by way of B Avenue and departures are by way of A Avenue. Bus line 35 has a stop on Block 137's A Avenue frontage. Service operates on weekdays from 5 a.m. to 1 a.m. and on weekends from 6 a.m. to 1 a.m. A Line 35 bus stop is located on Block 137's A Avenue frontage. TriMet Bus Line 78 provides service from the Lake Oswego Transit Center to Lake Oswego High School and Junior High School by way of Country Club Road as well as to the Mountain Park neighborhood and Portland Community College Sylvania Campus by way of Kerr Parkway. Service continues on to SW Portland destinations, proceeds into Tigard, and ultimately terminates at the Beaverton Transit Center. Service operates on weekdays from 6 a.m. to 12 a.m., on Saturdays from 7 a.m. to 11 p.m., and on Sundays from 8 a.m. to 7 p.m. The Line 78 bus stop at the transit center is located less than 1,000 feet from Block 137. TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS Manual turning-movement counts for the following study area intersections were obtained directly from the City's Transportation System Plan Update (2012): ■ 1st Street/B Avenue ■ State Street/B Avenue ■ State Street/A Avenue ■ Country Club/Iron Mountain/C Avenue The A and B Avenues intersection volumes were adjusted to account for differences where the traffic volumes exiting one intersection did not equal the volumes entering the adjacent intersection. Turning-movement counts for the intersections on the four corners of Block 137 were obtained in June 2013 before school ended for the summer: ■ 1st Street/A Avenue ■ 2nd Street/A Avenue ■ 2nd Street/Evergreen Road ■ 1St Street/Lakeview Village Driveway The Evergreen Road intersection was counted because of its proximity to Block 137 and to assess neighborhood traffic circulation patterns that may be associated with existing activity at Block 137, Lakeview Village and Millennium Park. The counts on A Avenue confirm current arterial conditions and provide a basis for assessing the redevelopment's impacts on existing intersection conditions nearest the project site. The intersections on B Avenue were counted because they are on the likely path of Block 137 traffic traveling to and from the north via State Street. The Country Club Rd/Iron Mountain/C Avenue intersection is outside the immediate vicinity of the project area but was included in the 192 Ii 12 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Existing Conditions analysis to provide a broader context for understanding how traffic moves through the project area. Its p.m. peak hour traffic volumes and intersection capacity analysis results were taken directly from the Transportation System Plan. Block 137's driveways were also counted to document the traffic activity generated by the current uses on the site. Year 2035 forecast turning-movement counts were obtained from the Lake Oswego to Portland Transit Project Draft Environmental Impact Statement (DEIS) (2010). These 2035 volumes do not include the traffic associated with the Foothills Framework Plan nor do they reflect the influence of any new transit service on the OR-43 corridor. The Transportation System Plan Update traffic counts, the Transit DEIS traffic counts and the counts collected in June all concluded that the p.m. peak hour traffic conditions were more critical than the a.m. peak hour conditions in determining intersection needs. Like these studies, the analysis of Block 137's traffic impacts focuses on weekday p.m. peak period conditions. The June counts showed the hour from 4:40 to 5:40 p.m. had the greatest number of motor vehicles. Figure 4 provides a summary of the turning-movement counts and their sources.Appendix "B"contains the traffic count worksheets used in this study. Current Levels of Service Figure 4 summarizes the weekday p.m. peak hour level-of-service analysis for the study intersections under existing traffic conditions. As shown, all of the intersections in the immediate study area currently operate at acceptable levels of service. The Country Club/Iron Mountain/C Avenue intersection is outside the immediate vicinity of the project area but was included because it currently "meters" the amount of westbound traffic that can enter the downtown area, and as a result assures that the downtown intersections perform acceptably. This intersection has been identified during the City's Transportation System Plan update process as warranting special attention and mitigation measures have been proposed at this location as part of city-based capital improvement projects. The City's capital improvement project would include realigning the two northerly legs of this intersection, combining the north leg of Iron Mountain and Bayberry into one approach and removing the landscaped area.Appendix "C"provides the existing conditions level-of-service worksheets. Ii 13 Kittelson&Associates,Incl 93 bar 2013 pecem— Bloc Redevelopment-Transportation Impact Analysis k I SECTIONS Blvd STUpY INTER Rd I Iron Mounta n ,p I Club O -I.STUD Ave I Country 16 . (TSP) © 1 2. g Ave 11st St ITSP) Los=g St(TSP) O s� N�� ri-i-.F.c,_\,--- 255 Del=16-8 B Ave I state o�' y ✓ GM<se R �o �ao� vlc=o?� 3. count) 10 Los=G r 405 .�'� 4 A Ave 12nd St(June GM=SB 55 3�0� pe1=15.3 LVD CAVE LOS=F r<5 45� VIC=•08 a� June count) Ditt850 Del>50 t t A AVe 11st St l \ �B RD 1 50-� N�� 5. count) - State St(June c°Ga�` '\t r "�t°° ©rf2g, g A Ave I n Rd 12nd St lJune Count) i c�G B' aye `3� / N © T Evergree s a l s(June count) • I- \ Mir m = N ��1' Los=c B. 1st St I Driveway o _ = o o ¢ O ) •\- 265 Dek27.3 rtes. 1 m v ¢ N `" N N R 20 855 0. z 15 LOS'84.9 x535 VIC= 93 TraNicCount °U stem Plan AAVE AAVE 4 5 AAVE e) �OS=A R 25 ��p� DVIG=047 �80 ~� 2012TransPod13trafWflccouRls ,o°o DC 6.8 '—/20 1�t� June count.June 20 CHANDLER RD J 20� 0.39 li _,,,,v) �Nm I _ EVEROEENID 7 O 1 0 O dl� CM=E6 120 \ L it LOS=B r<5 <5� Del=13.6 ç5 Gryr=Ee R-10 <5� VIC=07 � 16� �Sg4 r20 �� N VIG=.06 v� III z DPS F Com_ ��� cn ''----- J � zl. 51 — O erasions F\GU 'i --a,' 1-' ,-,1 ',, .._...- _____ J`s XistingTraffic P ak Hour 4 E weekday �go, Oregon fake O N MOVEMENT IUNSIGNv CE D) 14 CM=CRITICAL M ION LEVEL OF MOVEMENT LEVEL LOS=INTERSECT ITIGAL Y OF S RV GE)NNSIGNALIZEDIONTROLDELTROL RE INTERSECTION AVERAGMOVEMENT CON Del=INTERSE (CRITICAL (SIGNALUN��GNALI TO CAPACITY RATIO DELAY( VOLUME-TO-CAP OLUME o VIC=CRITICAL o Local Intersection -----------------\ ke Oswe9 _ODOT Facility Intersection d ## NG• & A55pG1ATE`„ N KrTTr:�s� o Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Existing Conditions Intersection Crash History The crash history of the intersections on the perimeter of Block 137 was reviewed in an effort to identify potential safety issues that should be addressed as part of this development. The Oregon Department of Transportation (ODOT) provided crash records for the study intersections for the three- year period from January 1, 2009 through December 31, 2011. Table 3 summarizes the crash history of the study intersections over the three-year reporting period. Table 3: Study Intersection Crash Summary(January 2009—December 2011) Crash Type Crash Severity Number Intersection of Crashes I Rear-End Turning Angle Other PDO' Injury A Avenue/ft Street 1 0 1 0 0 0 1 A Avenue/2nd Street 2 I 1 1 0 0 I 2 I 0 I Evergreen Road/1s`Street 0 I 0 0 0 0 I 0 I 0 I Evergreen Road/2"d Street 0 I 0 0 0 0 I 0 I 0 'Property Damage Only The information provided in Table 3 indicates there are no crash patterns or trends at the intersections adjacent to Block 137 that require mitigation associated with this project. Appendix "D" contains the crash data obtained from ODOT. Two intersections in the vicinity of, but not adjacent to, Block 137 were identified in the City's Transportation System Plan as having crash rates warranting further review. Based on reported crashes between 2007 and 2010, A Avenue's intersection with State Street and B Avenue's intersection with 1st Street have ratios of reported crashes-to-traffic volume that warrant further consideration in the Transportation System Plan. City staff will monitor these locations to determine if and when mitigation measures are necessary. Ii 15 Kittelson&Associates,Incl 95 Section 4 Transportation Impact Analysis 196 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis TRANSPORTATION IMPACT ANALYSIS The transportation impact analysis identifies how the study area's transportation system is expected to operate in the year the proposed Block 137 redevelopment is scheduled to be complete, 2016. The impact of traffic generated by the proposed Block 137 redevelopment during the typical weekday p.m. peak hour was examined as follows: ■ Year 2016 background traffic conditions (with the existing Block 137 development) were analyzed at the study intersections. No other private development or public transportation projects that might introduce new traffic volumes or new roadway operations are expected in the project vicinity before 2016. For analysis purposes, traffic volumes on A Avenue and State Street were assumed to increase by three percent (i.e. one percent per year). Traffic volumes on local streets were assumed to remain stable and unchanged. ■ Site-generated trips were estimated assuming full occupancy of the redeveloped site. The number of p.m. peak hour and average daily total trips were estimated using nationally- recognized procedures and trip characteristics for Block 137's anticipated uses. ■ A trip-distribution pattern for the site-generated trips was developed for the site and applied to the street network. ■ Year 2016 total traffic conditions (with full build-out and occupancy of the proposed Block 137 redevelopment) were analyzed at the study intersections and site driveways during the weekday p.m. peak hour. ■ Year 2035 background traffic conditions for State Street's intersections with A and B Avenue were obtained from the Lake Oswego to Portland Transit Project's Transportation Technical Report. Growth rates for the other study intersections were developed from traffic volumes for these two intersections. ■ Year 2035 transportation-system conditions during the weekday p.m. peak period were assessed with the proposed Block 137 redevelopment's new trips applied to the street network. YEAR 2016 BACKGROUND TRAFFIC CONDITIONS The year 2016 background traffic conditions analysis identifies how the study area's transportation system will operate if Block 137 were not redeveloped and current trips associated with Block 137 continued to use the study area's transportation network. This analysis increased the existing traffic volumes on A Avenue and State Street using a general growth factor of 3.0% to account for continued regional growth between 2013 and 2016. This assumed rate of growth could prove to be higher than actually occurs, given traffic volumes have been declining or remaining the same in recent years. Figure 5 illustrates the resulting year 2016 background traffic volumes during the weekday p.m. peak hour. Ii 17 Kittelson&Associates,Inca 97 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Year 2016 Level-of-Service Analysis Figure 5 also summaries the level-of-service analysis for the study intersections under year 2016 background traffic conditions. As shown, all of the study intersections in the immediate vicinity of Block 137 are expected to operate at acceptable levels of service during the weekday p.m. peak hour. Traffic demands at the Country Club/Iron Mountain/C Avenue intersection will continue to exceed capacity during this time of the day. Using the assumed annual growth rate, eastbound p.m. peak hour traffic volumes on Country Club could increase by 25 vehicles by 2016. Appendix "E" contains the year 2016 background traffic level-of-service worksheets. PROPOSED DEVELOPMENT PLAN Evergreen Group LLC is proposing to redevelop Block 137 into a multi-story building with 28,000 square feet of ground floor retail and restaurant space and 228 residential units. Site development will be supported by 457 underground parking stalls (322 stalls for Block 137 resident use and 135 stalls to support retail and general public use) and 229 on-site bicycle parking spaces (219 spaces allocated for Block 137 resident use and 10 to support the site retail uses). Approximately 5 new on-street parking spaces and two loading zone spaces will also be added to the on-street system. The existing site driveways will be consolidated and closed, vacating all driveway access to A Street and replacing the existing driveways on 1st Street and 2nd Street with a single driveway on each roadway. The 1st Street driveway will provide access to the on-site retail parking area and will be aligned with the existing Lakeview Village parking lot driveway. The 2nd Street driveway will be for the exclusive use of the Block 137 residents and their guests. Trip Generation A trip-generation estimate was prepared for the proposed Block 137 redevelopment based on information provided in the standard reference manual, Trip Generation, 9th Edition, published by the Institute of Transportation Engineers (ITE Reference 5). The internal and pass-by trip rates were also obtained from Trip Generation, 9th Edition. For reference purposes, internal trips are defined as trips that occur between neighboring uses after a car arrives and is parked. Within downtown Lake Oswego, there are multiple retail, recreational and residential uses that residents and patrons of Block 137 can visit during their trip to Block 137; these uses are located in close enough proximity to allow walking between destinations, thereby considered as "internal." Pass-by trips are secondary trips where drivers might stop at Block 137 while on the way to their primary destination, such as stopping at a retail use on their way home. A pass-by trip generates two site-related trips, an arrival trip and a departure trip, but generates no new trip to the broader street network. 198 Ii 18 Kittelson&Associates,Inc. °' py5 1311171 ..0N1,S31y10055d ,$ N ## tD 1�e� jOaO m as�a}ul t`l!1. uo!�o a)1121- 0 �ool o68MsO uo!�oasaal�l! mon-Itlpwbp=pin plltl»1,110ddd0' 01�3W 1a3Z1'IdN�JISN(111,d"13 Itl01111jpi1o3Z11dNN31Nl=ja4 R 01N3W3�OW dd3t\d N01103a3S d0 — �pb1N0 �pb1N00 39 ISN(113p1� M1130 10 la3ZfltlNp Spy 3NpW 1d0111d011a3Zf1d�31 1- 13�3�1N3W 0 13�3�1\101103S1:011\11 01103S 301�b3Sd 11N3W3�OW�d0111b0=W0 (a3ZlldNpISNN � o aa0 `° anns� a�aaM Z e u°� gad Wd ��p� oa �l��9 9ti0 7----1 _. I-1- an°H� uo��i}}'gal pun - ,�� \ ���°' suoy�.p ��s 1 �aOs- ��,I 1{ ���'—'`--ice /�a ��� 90=om s1 � i� ti6=1a° r51 a ) . L----_____ ----1-----n<j...,,,, OZ d=S01 - ilk ,\_,, z----- i ,o..011\ c> 01 83=w0 1 g£1=1a° rS> s>—► 9=S0-1 "-0£ OZl'� 93=W0 MI6 tit�' c.0 L OiIN33H°Jb3n3 1 © N 8� / pN� 1 3115 �_ 0,80 1 o>i>i3lat�vH� °, eA£HOZ aunt'._unoo aunt r�,�. >' ov° ao r o9°� � *-...os oe9-' Ls=1 0£ Szunoo 4} odsuealZlOZ'•dSl00 ,r-S0-1 -- anvv 9 anvv 3nvv 0 \. r )-•-• a UOII�� 0 08�96�S0-1 r 9101 9Z� t 1 z ueld u1luno Woo°lsl. NI 8=soy 'l 9 960=01n < 088 �'o� y z o saanoS / >y Z ( m fn -1 y !n H --`1-i -1 g6Z=1e° 9L © y 3 s(`eManlao I IS Isl. $ o=so moo y o. z llunoo awn) • t l' © �� c_,_ put I Pa uaaa6aan3 £ anus �7 �� o oo awn)IS O \► (_unoo 9 g z s. • ti� i,, aIuIS I Ind d o llunooauaunrnfl IS ��o Z mos t oast unoo aunfl Isl.I and d .' �• >1 0s<te° '-9£t Inv o , ani 11 IS Put .b ��. 1 ss1 ° roi£ 9s� --SO-1 as=wo OW aunfl IS s°sz o=so1 01 unoo zc°=oin R ovi o1-� es=wo \I' ..,\r„ ldSll IS IIs1S I and 9 £ 091so° rssz t '68 6�0 and 9 Z ��� ldSll IS Isl I t last) ` � £ / . Nluno0 I and 0 pr' ulalunOW uo�l I pb Qn10 03Sa31N1 maws L-\`'-----. 1 SN011 — sis�fleud a 0edcul uogepodsue.a-Luacudoienepad L£<X00/9 £LOZ aa4 wa0a0 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Table 4 summarizes the weekday daily and weekday p.m. peak hour trips estimated for the proposed redevelopment. It should be noted that the anticipated land uses and their associated trip generation rates were selected to result in a conservative higher-than-likely number of trips to provide a reasonable worst-case assessment of the traffic impacts. Additional details are provided in the narrative below Table 4. All daily trips have been rounded to the nearest ten trips while peak hour trips have been rounded to the nearest five. Table 4: Estimated Block 137 Trip Generation Weekday PM Peak Hour Land Use ITE Code Size Daily4 ' Total In l 1 Out lr Existing Observed Driveway Trips MEM. 411.1.1111 Residential n/a n/a 0 0 0 0 Retail/Shopping Center I n/a n/a I 1,300' 130 60 I 70 Existing Observed Driveway Trips 1 1,300 130 60 I 70 Proposed Redevelopment Estimated Tri t,` Apartments 1,520 140 90 50 220 228 units Internal Trips(9%) (140) (10) (5) (5) Future Residential New Driveway Trips 1,380 130 85 45 Specialty Retail Center 830 55 25 30 Internal Trips(31%)............................................................................................................................. 826 18,700 s.f. (260) (20) (10) (10) Pass-8y Trips(34%) (190) (10) (5) (5) Quality Restaurant 840 70 45 25 Internal Trips(25%) 931 9,300 s.f. (210) (15) (10) (5) Pass-By Trips(44%) (280) (25) (15) (10) Future Commercial Driveway Trips(includes pass-by trips) 1,200 90 50 40 Net New Driveway Trips Future Residential New Driveway Trips 1,380 130 85 45 Future Commercial New Driveway Trips(includes pass-by trips) 1,200 90 50 40 Existing Observed Driveway Trips 1,300 130 60 70 Net New Driveway Trips(Future Driveway Trips—Existing Driveway Trips) 1,280 90 75 15 Net New Trips on Syste all.nr Forecasted Driveway Trips(Proposed Residential+Proposed Residential) 2,580 220 135 85 Less Pass-by Trips (470) (35) (20) (15) Net New Trips on System 2,110 185 115 70 1 Daily estimate is based on 10 times the PM peak hour trips. To provide a reasonable "worst-case" analysis, this study applies the apartment trip generation information under ITE Code 220 (Apartment) instead of ITE Code 223 (Mid-Rise Apartment), which has a lower trip generation rate. Although the redevelopment project meets the mid-rise apartment (ITE 223) definition (ITE describes mid-rise apartments as "apartments ... that have between three and 10 levels/floors) Code 220 was chosen because it yields a higher estimation of trip generation than Code 223 (i.e., 0.62 p.m. peak hour trips per unit compared to 0.39 trips per unit). 200 Ii 20 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis ITE defines specialty retail center (ITE Code 826) as "Specialty retail centers are generally small trip shopping centers that contain a variety of retail shops and specialize in quality apparel, hard goods and services, such as real estate offices, dance studios, florists and small restaurants." This land use category includes the sorts of retail shops common to Lakeview Village. It was also a recognized land use category used in the City-sponsored 2010 North Anchor study. ITE defines quality restaurant (ITE Code 931) as "This land use consists of high quality, full-service eating establishments with typical duration of stay of at least one hour. Quality restaurants generally do not serve breakfast; some do not serve lunch; all serve dinner. This type of restaurant often requests and sometimes requires reservations and is generally not a chain. Patrons commonly wait to be seated, are served by a waiter/waitress, order from menus and pay for meals after they eat. While some of the study sites have lounge or bar facilities (serving alcoholic beverages), they are ancillary to the restaurant." Trip generation forecasts for the redevelopment's quality restaurant space was based on one-third of the total proposed ground floor retail space being allocated to quality restaurant. This proportion is comparable to the restaurant-to-specialty retail proportion at Lakeview Village. As can be seen in Table 4, quality restaurants generate more trips than specialty retail and tend to generate a smaller percentage of internal trips than specialty retail, resulting in more forecasted trips per floor area than specialty retail. Table 4 shows that the proposed development is estimated to generate approximately 130 (140 total, minus 10 internal) apartment-related trips and 90 commercial-related trips (55 specialty retail plus 70 quality restaurant, minus 35 total internal trips) during the p.m. peak hour. The apartment trips will use the site's 2nd Street driveway. The commercial trips will generally use the site's 1st Street driveway. Over an entire typical weekday, it is estimated that the proposed redevelopment's driveways will see a total of 2,580 trips (entering and exiting), double the approximately 1,300 trips per day currently coming to and leaving Block 137. Approximately 39% of the commercial-related trips (excluding internal trips), 35 during the p.m. peak hour and 470 during a typical weekday, can be expected to be pass-by trips stopping at Block 137 while on the way to other destinations. The other 61% of the commercial- related trips to and from the site will be trips whose primary destination is Block 137. All apartment trips will be new trips resulting from the introduction of residences to the site for the first time. The redevelopment is estimated to generate an additional 90 trips above the existing Block 137 driveway traffic counted during the weekday p.m. peak hour. Information on the p.m. peak hour use of each Block 137 driveway is provided in Appendix C. Site Trip Distribution/Trip Assignment The future trips to and from Block 137 were distributed onto the study area roadway system according to the existing traffic entering and exiting the vicinity of Block 137. Existing p.m. peak hour traffic volumes from Figure 4 were used to estimate the general traffic patterns within the vicinity of Block 137. The estimate was further adjusted to account for Block 137's new uses Ii 21 Kittelson&Associates,Inc?0I Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis after redevelopment. It was ultimately estimated that approximately 43 percent of the site's traffic could come and go to the west, 43 percent south and 12 percent north. This distribution of traffic was used to allocate Block 137's residential and commercial trips onto the street network. Figure 6 illustrates the estimated trip distribution pattern for the 220 vehicles estimated to use Block 137's driveways during the p.m. peak hour. As shown, the trips were added to the major arterials and collectors, not local neighborhood streets. This was done to add as much of the site's traffic to intersections whose future capacities may be in question. YEAR 2016 TOTAL TRAFFIC CONDITIONS The year 2016 total traffic conditions analysis forecasts how the study area's transportation system will operate after adding the traffic generated by the proposed Block 137 redevelopment. The year 2016 background traffic volumes for the weekday p.m. peak hour were combined with the site-generated traffic to arrive at the total traffic volumes shown in Figure 7. Figure 7 also reflects the relocation of Block 137's public/commercial trips to the 15t Street public parking driveway and the addition of residential trips to the 2nd Street driveway. Year 2016 Intersection Level of Service Figure 7 summarizes the level-of-service analysis for the study intersections under year 2016 total traffic conditions. As shown, all of the study intersections in the immediate vicinity of Block 137 are expected to operate at acceptable levels of service during the weekday p.m. peak hour. Traffic demands at the C Ave/Country Club Rd/Iron Mountain Blvd intersection will continue to exceed capacity during this time of the day. Appendix "F" contains the year 2016 total traffic level-of-service worksheets. 202 Ii 22 Kittelson&Associates,Inc. Block 137 Redevelopment December 2013 Routes to/from Block 137 1I 'T '1..4 - Primary To/From the West Secondary Primary ,- - - * - - - To - . . .. . r To/From the North f —_lric diy_-- I 1 ~ l— Primanr W LLI To/From the South cc1 LSI 1 NI H 1 pI Ln I Z I (..n 1 r i1 rl 1 1 I v) 450 o A AVENUE #1 Q H 1 (f)1 dnii 1 8 t 124 117 1 61 119 t18 I limir 110 t 6 133 119 1136 t 57 0 m 142 t 20 9 3 E> 'J 17 t 5 I �� 11 • ‘m - - m - - - - .,4. - - - = - - ma= .,= - - - ► *,r� Future Commercial Driveway Trips Future Residential Driveway Trips Future PM Peak Hour Traffic Future PM Peak Hour Traffic 1 TO FROM DAILY TO FROM DAILY 0. DIRECTION SITE SITE TOTAL DIRECTION SITE SITE TOTAL 0 M North 7 5 144 North 10 6 166 ti KO South 24 17 516 South 33 19 593 m 3 West 19 18 540 West 42 20 621 m Total 50 40 1,200 Total 85 45 1,380 0 co 3 o 00 3 O v m en Block 137 Total Driveway Trip Distribution Figure Weekday PM Peak Hour Q Lake Oswego, Oregon 6 <KITTELSON & ASSOCIATES, INC. o ��,P a ,�� 203 pecember 2013 I sis � i37 Redevelopment-Transp odation Impact Ana y Block TIONS gTUpY INTERSEC Iron Mountain Blvd O CAve l County Club Nd i 1. �� 2. B Ave 11st St © ��� � s 3. Ave I State St ' © Los= g A 1 o N v 2551 De1=17.0 oN� .� GM.SB '10 140 v1c=073 4 A 12nd St 1 1 LOS,.--C x265 ! Ave CM=Se __55 3i0�► DeI=15.3 r 1 St P. 1 .._____---1\7 - 1 LOS=F 5 45—.2, VIG=*.O� c� 5 AAvellst LVD . DAVE 135 p�► DeI_>50 1 ii RD 50-� * NNS 6. A Ave I State St .~i° 5d 12nd St co c°�a l'\t r s s © � 7 Evergreen 0 Lee /� BAVE C3� a v © �� 16 z oe • ` privewaYs / o a� 1 B. 1st St I 1 o�� ti LOS z n F G 2751 DeI=312 F I o z v- 0 ¢ NDN g R-20 885 VIC=0.97 Co v N 1 LOS- r5 1 1 15 DeI=19.0 57050 �C AAVE AAVE [} 5 AAVE 6� 1 LOS=B X60 10 GC)'� VIC=B.57 i �� I 30 Del=6- /45 1 r 1040.E VIC=O?1 i �N� CHAyD�EaR ccJ /SITE O`nN a : EVERGREENIiD -I - 4 0 41. O Q0— P. d � GM=Ee 120 �\ 351 LOS=g r 5 / ree, ------ <5� DeI=14.1 e,,,r —) � GM.EB R,,,10 5� VIG=.09 15� LOSg4 r20 ~I 15 VIC=.�' ��o ii 4( O z Qt/ O �P0 r 5 FIGURE � ,� Conditions�oo � Traffic Peak Hour 7 2016 Total P M P I Weekday s Oswego, Oregon Lake 4 ,--- 7i, OVEMENT NNSIGNv CE pl CM=CRITICALCTION LEVEL OF pVEMENT LEVEL INTENSE ITICAL M - LOS= ISIGNALIZEDIIUNSIGNALIZEDI ELAY OF SERVICE l VENAGE CONTROL�ONTRDL INTERSECTION A MOVEMENT DeI= ISIGNALIZEDIICNITICAI DELAY NNSIGNALEIZ 0 CAPACITY RATIO VOLUME-TO-CAP OLUM o VIC=CRITICAL o Local Intersection ____i Lake Oswe9 A OpOT Facility Intersection ## LNG. I. KITTzELSON 8� ASSOGIATEs, Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Year 2016 Queuing Analysis Vehicle queuing lengths were calculated for critical lanes at the study intersections. The calculations were based on 2016 weekday p.m. peak hour conditions when the Block 137 redevelopment is complete and assumed to be fully occupied. The calculations identify a p.m. peak hour queue length that will not be exceeded 95 percent of the time. The findings are as follows: ■ A Avenue's westbound left-turn lanes at 1st and 2nd Street have calculated 95th-percentile queues less than the available left-turn lane storage. ■ A Avenue's westbound through lane queues approaching 1st Street have calculated 95th- percentile queues that will not reach back to State Street. ■ A Avenue's eastbound left-turn and right-turn calculated 95th-percentile queue lengths are already greater than the available lane storage without the influence of Block 137's redevelopment, but are not expected to increase. ■ State Street's calculated 95th-percentile southbound through queue length will not increase after Block 137 redevelops. However, the 95th-percentile queue will be greater than the distance to the adjacent intersection at B Street. Queues in the two southbound through lanes are calculated to be 9 car lengths longer than the distance between A and B Avenues. Because of these p.m. peak hour conditions southbound drivers destined for Block 137 could choose to use B Avenue, 1st Street and 2nd Street instead of A Avenue. ■ State Street's exclusive northbound left-turn is already unable to accommodate the demand even without the influence of Block 137's redevelopment. The 95th-percentile queue length is calculated to increase by one car length after Block 137 redevelops. That increased queue will be accommodated in the adjacent northbound through-left combination lane. Appendix "F"contains the year 2016 queuing analysis results. YEAR 2035 TRAFFIC CONDITIONS Though typically considered only in land use zone change applications, at the City's request, this report considers the proposed redevelopment's impact on traffic conditions in the region's horizon planning year of 2035. Because the Block 137 redevelopment plan's uses are allowed by the base zoning, this portion of the report is not needed to address City Code requirements and is for informational purposes only. Year 2035 conditions identified in the Lake Oswego to Portland Transit Project's Transportation Technical Report (Reference 7) served as the basis for analyzing Block 137's redevelopment impact on key intersections in 2035. The Transit Project's technical report forecasted p.m. peak traffic volumes at intersections along State Street. The technical report's "no build" intersection volumes forecasted for State Street/A Avenue were used to estimate the 2035 volumes at A Avenue's intersections with 1st and 2nd Streets. Ii25 Kittelson&Associates,Inc205 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Assuming the 2035 model's land use assumptions and resulting intersection volumes are based on existing Block 137 traffic activity, the redevelopment plan's additional p.m. peak hour traffic was distributed onto the street network and the performance of the study intersections was evaluated. Page 77 of the Lake Oswego to Portland Transit Project's Transportation Technical Report concludes that the volume-to-capacity ratio at the intersections of A Avenue and State Street and B Avenue and State Street will far exceed the v/c=1.1 threshold for acceptability due to regional growth between 2013 and 2035. The intersection at A Avenue is forecast to have a v/c ratio of 1.95. The intersection at B Avenue will have a ratio of 1.32. To-date the Transportation System Plan has not identified a capital improvement to address the future capacity needs at A Avenue's intersection with State Street. The Transportation System Plan proposes adding a southbound right-turn lane to help address future capacity needs at B Avenue. Providing an exclusive turn lane will allow southbound right-turning vehicles to go at the same time as B Avenue traffic. It will also provide a lane for right-turners to yield to crossing pedestrians without delaying southbound through traffic. NEIGHBORHOOD CIRCULATION/SITE-ACCESS OPERATIONS The land uses and street network in the immediate vicinity of Block 137 were evaluated to assess existing conditions and how they might change when the site redevelops. The following topics are addressed: • Proposed Block 137 site design and vehicular access • Existing neighborhood land uses • Existing and future neighborhood street network and traffic circulation For purposes of this evaluation, the neighborhood study area is bounded by 1st Street on the east, A Avenue on the north, 5th Street on the west and Lake Bay Court on the south. Proposed Block 137 Site Design and Vehicular Access As can be seen in Figure 8, Block 137 is located near the boundary between the East End District and the Evergreen Neighborhood. The East End District is zoned for a combination of office, residential and retail uses. Commercial and office uses are currently located along A Avenue, along 1St Street and along the east side of 2nd Street on Block 137. The Evergreen Neighborhood is a blend of apartments, townhomes and single family residences. The apartments and townhomes are located nearest the East End District and the single family residences are located farthest from the East End District. 206 Ii 26 Kittelson&Associates,Inc. Block 137 Redevelopment December2013 y .n!�II' t 4, rA SWC Avenue *. !r` Y u• � 1 " :i t •�I Y ' / , yr n Y . i ! if ,r 0� ,i 4 Wirt' �' +I „ kyr , . ;' .. .. ,02:, ;., ,, j , 6,,,, , fA ..: SW B Avenue _ . SW B Avenue _ J " r 1 I a' Y or 73.3 ly, PiSIy w I , Safeway Fire 0as m A.` ,Station �,, t . T ia . I74 , P�f4br ,� JC�b�a ti rw f `y a 1 � '� A Avenue _ A Avenue !i - "Y 11 _ .4 to n .6 ,, ,l`.,`` "Yti, w h 4 m 4 4- .i r I u �.' � J� , r� Vii IIPdoer Road Our L1 's i r I , City r Block 137 Lakeview�"� 6: ;~ Chan E ! (Wizer of I',e I ,.sa: /Village i r c 4 I r I . , "' Park j TawnNomes r Block) d , a r J 01/41 i f / l j Evergreen Road Evergreen ,, J _,, Road ; i !+ 4 °' .3 + 1 millennium '.fA` /hit,. ,°• ¢ %' j w Apartments '+ �• �" 0/Jr �!''L. ` , ic " II Ellis Avenue + /://e„,f / r ~ ' r+ ir r L dal �p'�(y'y + /► 4 , 4 44 i a �` �' ' r fi r sir e ��� V /� , `1, t, I t., - M •,`�� - 1 '1.414 s $ r :,y.. 1 ��113 East End Redevelopment District Boundary Figure East End District and Neighborhood Map wi First Addition Forest Hills Boundary Lake Oswego, Oregon 8 Evergreen Neiighborhood Boundary ti -.41114( 4(KITTELSON & ASSOCIATES, INC. 1,11141)PUNT•TIOH ENGINEERINGfP'L•NNING Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Block 137's proposed redevelopment design and parking facilities complement this confluence of the Evergreen Neighborhood and the East End District by: ■ Locating retail activity only in the ground floor spaces that face other existing retail uses along A Avenue and 1st Street, ■ Limiting on-site general public parking access to ft Street only, ■ Locating residential units to face toward Millennium Park along Evergreen Road, ■ Eliminating existing commercial uses along 2nd Street and introducing residential uses to face the existing residences on the opposite side of 2nd Street, and ■ Restricting 2nd Street's on-site parking access to only residents and their guests. Existing Neighborhood Land Uses Previously redeveloped properties surround Block 137. Block 137 is the only property south of A Avenue that has not redeveloped. As can be seen in Figure 8 the following properties surround Block 137: ■ Millennium Park, located immediately to the south; ■ Lakeview Village, located immediately to the east; and ■ Nine residential townhouses, located on the west side of 2nd Street; Other neighborhood land uses include the following: ■ Commercial and office buildings, located along A Avenue; ■ Apartments, located to the southwest; ■ Townhomes, located to the west; and ■ Single-family residences located farther to the west and south. Existing and Future Neighborhood Street Network and Traffic Circulation The layout of the neighborhood street network helps limit East End District traffic impacts on the Evergreen Neighborhood. Based on existing traffic patterns, Block 137 traffic traveling to and from the north, south and east is expected to continue to rely almost exclusively on 1st and 2nd Streets and A and B Avenues and not Evergreen Neighborhood streets. The following discusses traffic circulation to/from the west during the p.m. peak traffic hour, when drivers may be most likely to use Evergreen Road to access Block 137 and Lakeview Village instead of A Avenue. 208 Ii 28 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Existing Block 137 Traffic to/from the West Intersection turning movement counts conducted during the p.m. peak hour indicate drivers coming to and leaving the Block 137/Lakeview Village area currently use A Avenue more than Evergreen Road. ■ At Evergreen Road's intersection with 2nd Street, 30 eastbound vehicles were observed approaching from the west (half turned left onto 2nd Street and half continued east toward 1st Street). By comparison, a total of 70 eastbound vehicles were observed turning from A Avenue onto 1st Street and 2nd Street. ■ Thirty (30) vehicles on Evergreen Road were observed approaching 2nd Street from the east. Twenty continued west. Ten turned right onto 2nd Street). By comparison, 85 vehicles were observed turning left from 1st Street and 2nd Street to travel west on A Avenue. ■ The relatively low traffic volumes on Evergreen Road are consistent with the local street designation. ■ Conditions on Evergreen Road and A Avenue could explain why more drivers use A Avenue to travel westbound from the Block 137/Lakeview Village area. Westbound travel via Evergreen Road is limited to the blocks between 1st and 4th Streets. At the intersection of Evergreen Road and 4th Street, DO NOT ENTER signs prevent drivers from traveling any farther west. Westbound A Avenue operates well during all hours and may always be a faster westbound path than Evergreen Road. ■ Evergreen Road's lower eastbound traffic volumes could be due to a perception that accessing Block 137 and Lakeview Village is quicker and most direct via A Avenue. Future Block 137 Traffic to/from the West The redeveloped Block 137 can be expected to generate approximately 41 new p.m. peak hour trips to and from the west (calculations using information from Table 4 and Figure 6a determined that 45% of the site's 90 new p.m. peak hour trips will travel to and from the west). This includes 7 traveling to the west and 34 traveling from the west. If the new Block 137-related traffic volumes continue to distribute in the same proportions as current traffic conditions, 12 more Block 137-related cars might travel eastbound on Evergreen Road and 2 more Block 137-related cars might travel westbound on Evergreen Road during the p.m. peak hour. PARKING ANALYSIS The parking analysis describes existing on-street and on-site parking conditions. It describes the amount and location of available on-street parking and reports how the parking is used during particular times of the day. The information is based on field observations conducted during July 2013 as well as the City's Parking Resource Assessment Downtown Parking Study (2010, Ii29 Kittelson&Associates,Inc209 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Neighborhood On-Street Parking Supply and Demand Figure 9 illustrates the on-street parking capacity and the parking duration limits for the streets in the study area. The figure illustrates the mid-day peak demand for on-street parking as well as the demand at midnight, after commercial business hours when only residents are likely to be using on-street parking. The Parking Resource Assessment Downtown Parking Study identified 2:00-3:00 p.m. as the peak on- street parking period on typical weekdays. During this time, approximately half of the unlimited duration parking was observed to be in use. Parking utilization was highest in the vicinities of Block 137 (Evergreen Road, 1St Street and 2nd Street) and the City Hall block (Evergreen Road and 3rd Street). Usage in front of the nearest single-family homes (on Lake Bay Court and 4th Street) was observed to be light. During the late evening, after business hours, occupancy of the unlimited duration parking was observed to occur primarily in front of the townhomes and the apartments. The Evergreen Road parking next to Millennium Park, the 2nd Street parking along Block 137 and the parking around the City Hall block was nearly vacant. The occupancy of unlimited duration parking spaces is of particular interest because of the potential for on-street parking to be used by retail and office employees as well as residents during business hours. The findings from field observations confirm that unlimited duration parking around Block 137 and around the City Hall block is well occupied during the business day but unused parking opportunities were observed on all streets during both inventory periods. Future Block 137 On-Street Parking Demand On-site residential parking will exceed the code-required minimum by 25 stalls (297 required and 322 provided). This additional parking should help reduce the potential for on-street parking by Block 137 residents and their guests. On-street parking in unlimited duration parking spaces could increase during the business day after Block 137 redevelops. The number of new Block 137 business-related parked cars is not predictable but the following summarizes the approximate number of unlimited duration parking spaces currently available for use near Block 137: 6 stalls on 2nd Street between A Avenue and Evergreen Road (4 unoccupied, plus 2 new stalls after existing driveways are closed), 9 stalls on Evergreen Road between 1st and 3rd Streets, and 16 stalls on 3rd Street between A Avenue and Lake Bay Court. Approximately 31 unlimited duration parking stalls should be available to serve additional business day parking. It should be noted the number of available parking stalls could be greater than 31 if existing Block 137 businesses are currently generating on-street parking. 210 Ii 30 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Transportation Impact Analysis Future Block 137 On-Street Parking Opportunities Approximately five new on-street parking stalls could be added around the perimeter of Block 137 in conjunction with site redevelopment after existing site driveways are closed. Figure 10 illustrates where the following on-street parking changes could be made as part of the proposed redevelopment: ■ On A Avenue, close 2 existing driveways and replace with curb for 2 additional parked vehicles. ■ On 1St Street, close 3 of 4 existing driveways. Create 3 additional angle-parking stalls and turn 2 existing parallel parking stalls and an adjacent closed driveway into a truck loading zone. ■ On 2nd Street, close 2 of 3 existing driveways and replace with curb for 2 additional parallel- parked vehicles and 1 loading zone to support Block 137's residences. Block 137 On-Street Truck Loading Zone Opportunities With the assistance of City staff, two on-street truck loading zone opportunities were identified on the perimeter of Block 137. One would be located on the west side of 1St Street immediately south of A Avenue. The other location would be on 2nd Street to assist those moving into and out of Block 137's residences.The identified loading zones have the following benefits: ■ The loading zone locations provide a reliable and assigned loading location which could help discourage the use of residential streets for deliveries. To access the loading zones, drivers would tend to circulate clockwise around Block 137 using 1St Street when arriving and 2nd Street when leaving (scheduled deliveries could be directed to use this route). ■ The proposed truck loading zone on 1st Street would be especially convenient for delivery drivers. By providing a loading zone immediately upon entering onto 1st Street, delivery trucks can be quickly and simply maneuvered into place. ■ If desired, the loading zones could serve the dual purpose of truck loading during certain hours and general parking during the remaining hours. Block 137 On-Site Parking The proposed redevelopment's onsite parking will exceed the City code-derived minimum number of parking stalls. A total of 322 residential parking stalls are proposed while a minimum of 297 are required by Code. Similarly, 167 total public parking stalls are proposed to serve the retail area where a minimum of 136 are required by Code. The Block 137 Project Development Agreement between the Lake Oswego Redevelopment Agency and Evergreen Group, LLC provides guidance on the management of on-site public parking. It prescribes that 48 of the 135 public parking stalls be reserved during the hours of 8:00 a.m. to 5:00 p.m., Monday through Friday for tenants, employees and patrons of the retail uses. Ii 31 Kittelson&Associates,Inc?1 1 Block 137 Redevelopment December 2013 ` , f F 40 ; '1st; ,tr' ' ' ,, "''"' t �T. A _ i - ,�� T 1 I' fir,, Li. J-1 it �. 1 ill 1000=-0001710 mil NON lC7CI❑in : ■■DD ■0171710 ■■0❑ MEMO ■DDDR ❑❑❑❑❑ ■D❑D❑ MOM EOM DOME ❑❑0❑ MOM k r S'W B Au en ue SO!B Avenue NOM ❑0❑D ■■❑O EOM DODO ei DODO ■■O❑ MOOD MOD DODO ❑ODD D❑DC7 0 DODO 0000 — a a ID II ❑ ❑ ❑ ❑ V Fire : : : z y Fire 9 it 0 oo *Cr Station': ® • • B#ation0 ❑ o Qa I ❑ IN ■ ■ ■ w ❑ ❑ ❑ ❑ ❑ ❑ a = ii , ❑o i o CC p °n ° ❑ ❑ ❑ no Ir 1 � ❑Q ❑ i ❑ II o ❑ ❑ ❑ 0 ID 7 ❑ 0-00 ❑ o e ° 0a 0 , ❑5 o ❑ a � 5 a0 0F � Qo0 9 x ID 9D D a ❑ ❑❑ ❑ 1 13 ■❑❑❑❑ ■■❑❑ 00E00000E1 illEAMICEI 00000 D❑❑❑ 000000000 '0000001 A Avenue A Avenue ■■■■❑❑ ❑❑❑ ■■❑❑ ■i■0O1 ;L .,.1i:. ,: r t 000000 ODD ■❑D❑ 00000 IN '4� r Fl 1r 1r ❑ Il ❑ 4' ❑ ❑ N el u� City• : �l ❑ a Block 137 Lakeview Cit ° ■ a, Block 137 9 o Lakevi w , 4:u II ■ °_: ❑ ❑ ❑ z cu ❑ Y ❑ o ■�❑� a z ® Hall i ■ ❑f❑ (Winer Q 0 Village E ❑ Hall •°❑ ■ ❑: (Wizer ❑ n Village - ,o a Park ■ ■ ® Block) n ❑' o Q Park ° ° Townhomes aNgyp°� Block) 0 0 ❑ ■ Townhomes ■ s El a Q 0 0 0 0 , ,: _, LJ 1 * :1r7 i _i i ❑❑❑❑❑E■■❑ ■■®❑❑ELJ 1,00000000 ©®ISl9IMLJe! - E,.3R',reE u Hu Evergreen Rd 3," 000000000 001000001-1Dm 000000000 0000000013 0000000 3000 000000000 16 ❑ ❑ ■ p • E ® D Millennium ° a° Millennium el 0 °❑ l>I ■ Park n ° ° Park ,4 1r Q Q ❑65❑ / ❑ ❑ ❑�❑ r ❑ ❑ °7-O, ❑ ❑ °12° ;Nib; o D Q Apartments 0 ,°° Apartments rt r _iiiiiii‘ .., . . 00° .,...., . . . sn, tj a Q� tia�C� C� DC7 fl�C> �� I 1 a. .: ''• ;� Mid-Day On-Street Parking Late-Night On-Street Parking g 1 Hour Parking 9AM -5PM1 2 2 Hour Parking 9AM -5PM1 Mid-Day and Late-Night On-Street Parking Figure 4 Hour Parking 9AM -5PM1 ❑❑❑❑❑❑ Available Parking Spaces Lake Oswego, OR 9 g No Limit Parking ■■■■■■ Occupied Parking Spaces KITTELSON & ASSOCIATES, INC. 212 xR4 NYPORTTIOH EMGIREERINGRLi1NRIR6 Block 137 Redevelopment December2013 Close Existing Close Existing N Driveway and Driveway and Add One Stall Add One Stall A AVENUE - \ a O O O fgh n n a Close Existing 1 , 4. ❑ ❑ ° ❑ ❑ ° Driveway and C\ Add One Stall _ Replace Existing Driveway IMI . ° — and Two Stalls with Truck Loading Zone un • . o 1 .—. a i. .—. a Replace Existing Driveway with ,IE JTruck Loading Zone \ ° ❑ `' ❑ MISA is= / a. ,___,/ o \ =8 F N Add 3 Stalls -=N a ZZF- w D w z z N Residential ° ❑ ❑ ❑ ❑ ❑ [ J h,•• 43,] Parking Access g o Public Parking Q Access T - =w = ii ❑ l di co N ❑ ❑ ❑ ❑ 1 N — m -i Close Existing - N Driveway and 3 Add One Stall - a a ° m Y - / u u u u \, i n n n dile s s a e a a di (di v. 3 /� EVERGREEN ROAD 0 eu 3 Access to Central Trash Area v Y 3 N Block 137 On-Street Parking Figure rn .92 Proposed Site Plan (Street Level & Parking Level) 10 s Lake Oswego, Oregon <KITTELSONI & ASSOCIATES, INC. RA .aoa,.,ION E , EER ,P a , 213 Section 5 Conclusions and Recommendations 214 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Recommendations RECOMMENDATIONS The findings of this report indicate that the transportation system can adequately and appropriately serve redevelopment of Block 137. No mitigation measures are needed for the proposed redevelopment of Block 137 to meet city requirements. Transportation services are adequate to accommodate the project without modification to the existing infrastructure. However the investigation identified the following recommendations for future City consideration as they would provide benefits to the overall transportation system: ■ Landscaping, signing, above ground utilities, and pavement/sidewalk details should be configured to ensure safe, convenient and efficient driveway operations, keeping in mind the ability of drivers to see pedestrians and pedestrians to see approaching vehicles. ■ Create additional on-street parking and/or truck loading zones associated with the closure of seven of the existing driveways serving Block 137. ■ Consider modifying the traffic signal phases at A Avenue's intersection with State Street so eastbound left-turns and right-turns proceed at the same time, followed by eastbound right-turns and northbound left-turns. This will help assure that eastbound left-turn queues will not extend into and block the nearest right-turn lane. ■ Explore coordinating A Avenue's signals at State Street and 1st Street to assure the following: o Westbound traffic will not queue from 1st Street and block the flow of traffic from State Street, o Westbound vehicles turning left from A Avenue onto 1st Street do not queue into the nearest through lane, and o Eastbound traffic is able to access and utilize all of the green time at the State Street intersection. ■ Consider providing manual traffic control at 1st Street's intersection with the Lakeview Village and Block 137 driveways during major civic events. ■ Consider adding an eastbound STOP sign at the 2nd Street/Evergreen Road intersection, or possibly stopping all three approaches to the intersection. ■ Support the timely implementation of vehicle capacity improving projects identified in the Transportation System Plan, in particular the plan's proposal for the Country Club/Iron Mountain/C Avenue intersection. Ii35 Kittelson&Associates,Inc215 Section 6 References 216 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 References REFERENCES 1. Transportation Research Board. Highway Capacity Manual. 2000. 2. City of Lake Oswego. Lake Oswego Transportation System Plan. 3. Appendix B-4 Foothills District Framework Plan:Transportation http://www.ci.oswego.or.us/sites/default/files/fileattachments/ed/webpage/11820/appendix b- 4 transportation.pdf 4. TriMet. http://www.trimet.org/Accessed on-line July 2013. 5. Institute of Transportation Engineers. 9th Edition, Trip Generation Manual. 2012. 6. Block 137 Project Development Agreement. 2013. http://www.ci.oswego.or.us/sites/default/files/fileattachments/lora/calendarevents/19147/Iora agenda packet revised.pdf 7. Lake Oswego to Portland Transit Project. Transportation Technical Report. November 2010. http://librarv.oregonmetro.gov/files/transportation tech report nov 2010 final.pdf Ii 37 Kittelson&Associates,Inc?17 Appendix A Description of Level-of-Service Methods and Criteria 218 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Level-of-Service Concept LEVEL-OF-SERVICE CONCEPT Level of service (LOS) is a concept developed to quantify the degree of comfort (including such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or roadway segment. Six grades are used to denote the various level of service from "A"to "F".1 SIGNALIZED INTERSECTIONS The six level-of-service grades are described qualitatively for signalized intersections in Table B1. 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 B-1 Level-of-Service Definitions(Signalized Intersections) Level of Service Average Delay per Vehicle A Very low average control delay,less than 10 seconds per vehicle.This occurs when progression is extremely favorable,and most vehicles arrive during the green phase.Most vehicles do not stop at all.Short cycle lengths may also contribute to low delay. Average control delay is greater than 10 seconds per vehicle and less than or equal to 20 seconds per vehicle.This generally 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 C 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 of D 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 condition F 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. 'Most of the material in this appendix is adapted from the Transportation Research Board,Highway Capacity Manual,(2000). Ii 2 Kittelson&Associates,Inc?19 Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Level-of-Service Concept 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 >20 and 35 D >35 and 55 E >55 and 80 F >80 UNSIGNALIZED INTERSECTIONS Unsignalized intersections include two-way stop-controlled (TWSC) and all-way stop-controlled (AWSC) intersections. The 2000 Highway Capacity Manual (HCM) provides models for estimating control delay at both TWSC and AWSC intersections. A qualitative description of the various service levels associated with an unsignalized intersection is presented in Table B3. A quantitative definition of level of service for unsignalized intersections is presented in Table B4. Using this definition, Level of Service "E" is generally considered to represent the minimum acceptable design standard. Table B3 Level-of-Service Criteria for Unsignalized Intersections Level of Service Average Delay per Vehicle to Minor Street Nearly all drivers find freedom of operation. A Very seldom is there more than one vehicle in queue. Some drivers begin to consider the delay an inconvenience. g Occasionally there is more than one vehicle in queue. Many times there is more than one vehicle in queue. C Most drivers feel restricted,but not objectionably so. Often there is more than one vehicle in queue. p 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. Represents an intersection failure condition that is caused by geometric and/or operational constraints external to the F intersection. 220 Ii 3 Kittelson&Associates,Inc. Block 137 Redevelopment—Transportation Impact Analysis December 9,2013 Level-of-Service Concept Table B4 Level-of-Service Criteria for Unsignalized Intersections Average Control Delay per Vehicle Level of Service (Seconds) A <10.0 B >10.0 and 15.0 C >15.0 and 25.0 D >25.0 and 35.0 E >35.0 and 50.0 F >50.0 It should be noted that the level-of-service criteria for unsignalized intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, there are a number of driver behavior considerations that combine to make delays at signalized intersections less galling than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, while drivers on the minor street approaches to TWSC intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized intersections than signalized intersections. For these reasons, it is considered that the control delay threshold for any given level of service is less for an unsignalized intersection than for a signalized intersection. While overall intersection level of service is calculated for AWSC intersections, level of service is only calculated for the minor approaches and the major street left turn movements at TWSC intersections. No delay is assumed to the major street through movements. For TWSC intersections, the overall intersection level of service remains undefined: level of service is only calculated for each minor street lane. In the performance evaluation of TWSC intersections, it is important to consider other measures of effectiveness (MOEs) 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. Ii 4 Kittelson&Associates,Inc22 I Appendix B Traffic Count Data 222 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: N State St--SW A Ave QC JOB#: 11079118 CITY/STATE: Lake Oswego, OR DATE: Thu, May 30 2013 1070 875 Peak-Hour: 4:40 PM--5:40 PM 1.0 a t Peak 15-Min: 5:20 PM--5:35 PM a 1t 103 967 0 1.0 1.0 0.0 1 J 4 4 ✓ a 4 * a t 4. 659 266 0 0 1.8 «3.0 J t 0.0« 0.0 0 # 0. 4. 97 0 * 4111111 0.0 *` 0.0 1122* 856 h t I r 0+ 0 + 7 2.3 2.1 +, t 1+ 0.0 0.0 609 0 U L1 + Co ts 2.0 1.51!3 1165 �' ' t 1.5 1.7 ___1 7 L 0 1 0 J 4 4 1 1 t 0 8 t A til 0 • . « 0 �f l z--I 0 1 0r 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 e p � '1 t P NA NA • 4 5-Min Count N State St N State St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Ai_I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U 4:00 PM 43 50 0 0 0 58 10 0 16 0 61 0 0 0 0 0 238 4:05 PM 46 38 0 0 0 70 15 0 16 0 71 0 0 0 0 0 256 4:10 PM 61 36 0 0 0 64 10 0 25 0 44 0 0 0 0 0 240 4:15 PM 37 34 0 0 0 80 17 0 27 0 86 0 0 0 0 0 281 4:20 PM 42 45 0 0 0 73 18 0 23 0 70 0 0 0 0 0 271 4:25 PM 41 64 0 0 0 87 8 0 17 0 66 0 0 0 0 0 283 4:30 PM 45 42 0 0 0 84 12 0 20 0 76 0 0 0 0 0 279 4:35 PM 36 44 0 0 0 77 11 0 24 0 69 0 0 0 0 0 261 4:40 PM 50 51 0 0 0 73 13 0 29 0 84 0 0 0 0 0 300 4:45 PM 44 49 0 0 0 63 11 0 16 0 55 0 0 0 0 0 238 4:50 PM 47 50 0 0 0 79 10 0 24 0 83 0 0 0 0 0 293 4:55 PM 43 61 0 0 0 94 11 0 26 0 65 0 0 0 0 0 300 3240 5:00 PM 32 44 0 0 0 94 10 0 21 0 68 0 0 0 0 0 269 3271 5:05 PM 40 42 0 0 0 87 5 0 18 0 66 0 0 0 0 0 258 3273 5:10 PM 56 62 0 0 0 92 6 0 23 0 78 0 0 0 0 0 317 3350 5:15 PM 41 23 0 0 0 56 9 0 23 0 79 0 0 0 0 0 231 3300 5:20 PM 49 73 0 0 0 72 8 0 27 0 61 0 0 0 0 0 290 3319 5:25 PM 56 36 0 0 0 85 8 0 17 0 69 0 0 0 0 0 271 3307 5:30 PM 53 66 0 0 0 91 5 0 18 0 75 0 0 0 0 0 308 3336 5:35 PM 45 52 0 0 0 81 7 0 24 0 73 0 0 0 0 0 282 3357 5:40 PM 39 68 0 0 0 97 4 0 25 0 73 0 0 0 0 0 306 3363 5:45 PM 42 47 0 0 0 91 3 0 13 0 73 0 0 0 0 0 269 3394 5:50 PM 54 68 0 0 0 90 8 0 27 0 70 0 0 0 0 0 317 3418 5:55 PM 32 52 0 0 0 89 12 0 24 0 84 0 0 0 0 0 293 3411 Peak 15-Min I Northbound I Southbound I Eastbound I Westbound I Flowrates I Left Thru Riaht U I Left Thru Riaht U I Left Thru Right U I Left Thru Riaht U I Total All Vehicles 632 700 0 0 0 992 84 0 248 0 820 0 0 0 0 0 3476 Heavy Trucks 12 4 0 0 8 0 4 0 28 0 0 0 56 Pedestrians 4 4 16 4 28 Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1 Railroad Stopped Buses Comments: Report generated on 7/3/2013 3:03 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 223 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: N State St--SW A Ave QC JOB#: 11079117 CITY/STATE: Lake Oswego, OR DATE: Thu, May 30 2013 518 1364 Peak-Hour: 7:40 AM--8:40 AM a t Peak 15-Min: 7:45 AM--8:00 AM a t 111 407 0 10.8 4.9 0.0 1 J i 4 4. 1 t �. ✓ i 4 793 206 0 0 5.2 4 7.3 l t 0.0 4 0.0 0 # 0. • 97 0 * 4111111 0.0 *` 0.0 610*404741 t �r 0� 0 + % 5.7 5.0 t rp 0.0 0.0 682 1158 0 r-- --I 682 tLi �C]Uf15 4.3 2.5 0.0 811 1840 ; t 4.9 3.2 __I 3 L 0 2 0 J i 4 L 1 1 t 0 3 t A I 5 0 • « 0 �► � l 2 . �r o 1 1-- --I , 2 0 • . , 1 NA J\ 4 NA 41 4 I -, 41 i 4 L /, t 'iris i _ t NA ism : «„ NA NA • �,,, NA * Z r • 1 t t � '1 t P NA NA • 4 5-Min Count N State St N State St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 7:00 AM 32 93 0 0 0 19 9 0 14 0 20 0 0 0 0 0 187 7:05 AM 35 82 0 0 0 19 8 0 17 0 16 0 0 0 0 0 177 7:10 AM 42 96 0 0 0 20 6 0 12 0 23 0 0 0 0 0 199 7:15 AM 54 84 0 0 0 14 9 0 7 0 27 0 0 0 0 0 195 7:20 AM 51 124 0 0 0 31 13 0 15 0 22 0 0 0 0 0 256 7:25 AM 35 86 0 0 0 27 11 0 13 0 26 0 0 0 0 0 198 7:30 AM 47 114 0 0 0 31 11 0 15 0 32 0 0 0 0 0 250 7:35 AM 54 122 0 0 0 16 8 0 18 0 24 0 0 0 0 0 242 7:40 AM 47 109 0 0 0 26 5 0 19 0 40 0 0 0 0 0 246 7:45 AM 64 113 0 0 0 27 7 0 17 0 29 0 0 0 0 0 257 7:50 AM 53 96 0 0 0 33 12 0 22 0 38 0 0 0 0 0 254 7:55 AM 67 93 0 0 0 40 8 0 18 0 27 0 0 0 0 0 253 2714 8:00 AM 64 79 0 0 0 39 7 0 15 0 32 0 0 0 0 0 236 2763 8:05 AM 68 101 0 0 0 24 3 0 19 0 39 0 0 0 0 0 254 2840 8:10 AM 52 93 0 0 0 28 10 0 19 0 39 0 0 0 0 0 241 2882 8:15 AM 33 72 0 0 0 32 14 0 17 0 31 0 0 0 0 0 199 2886 8:20 AM 60 107 0 0 0 43 7 0 24 0 34 0 0 0 0 0 275 2905 8:25 AM 51 94 0 0 0 39 10 0 9 0 34 0 0 0 0 0 237 2944 8:30 AM 51 105 0 0 0 41 11 0 12 0 30 0 0 0 0 0 250 2944 8:35 AM 72 96 0 0 0 35 17 0 15 0 31 0 0 0 0 0 266 2968 8:40 AM 48 63 0 0 0 36 12 0 8 0 35 0 0 0 0 0 202 2924 8:45 AM 39 69 0 0 0 22 17 0 22 0 39 0 0 0 0 0 208 2875 8:50 AM 60 82 0 0 0 50 12 0 10 0 33 0 0 0 0 0 247 2868 8:55 AM 57 80 0 0 0 41 18 0 8 0 34 0 0 0 0 0 238 2853 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 1736 1208 0 0 0 400 108 0 228 0 376 0 0 0 0 0 3056 Meavy [rucks 23 16 0 0 24 4 20 0 24 0 0 0 116 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 1 0 1 0 0 0 2 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:01 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 224 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 1st St--SW A Ave QC JOB#: 11079120 CITY/STATE: Lake Oswego, OR DATE: Thu, May 30 2013 115 56 Peak-Hour: 4:40 PM--5:40 PM a t Peak 15-Min: 5:15 PM--5:30 PM 0.0 t 41 28 as 0.0 0.0 0.0 J i 4 637 16 '? t 21 •638 a 4 4. 1.9 0.0 t 0.0 1.9 1004* 0.94 4. 535 2.4 • 2.2 1072 • * 52 7 t r 82 1142 . i i 2.2 0.0 +, t 1+ 0.0 2.2 61 19 91 �*''' t Quality Counts 0.0 0.0 1.1 •161 171 -RAW', ... i.,,.; - :. � ; t 0.0 0.6 __I 13 L 1 0 . 0 1 J i 4 0 , t 0 19 t A 128 2 • 124D « 0 .4110. 4. 1 ..,,1 , i+ 0 r 27 , 0 0 0 • . , 1 NA J i 4 I -] J i 4 L t it i _ t ma • «„ NA NA �,,, NA NA -141 * e p _1 ... . ,.. t z \ r • z r NA NA 5-Min Count 1st St 1st St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 4:00 PM 6 3 10 0 1 3 3 0 1 60 7 0 8 52 3 0 157 4:05 PM 6 0 5 0 1 2 1 0 2 80 5 0 7 52 4 0 165 4:10 PM 6 3 11 0 7 4 1 0 3 44 3 0 5 60 1 0 148 4:15 PM 6 2 8 0 1 0 2 0 2 101 7 0 5 43 4 0 181 4:20 PM 6 2 6 0 3 2 2 0 3 85 5 0 7 55 1 0 177 4:25 PM 8 1 7 0 4 1 5 0 3 74 4 0 2 43 1 0 153 4:30 PM 2 2 7 0 0 5 4 0 2 88 3 0 3 50 3 0 169 4:35 PM 6 0 10 0 4 2 2 0 2 72 3 0 10 29 0 0 140 4:40 PM 2 0 8 0 3 5 3 0 0 89 4 0 10 50 1 0 175 4:45 PM 8 0 9 0 1 1 5 0 0 85 5 0 6 50 4 1 175 4:50 PM 3 1 7 0 2 2 4 0 2 86 5 0 8 46 2 0 168 4:55 PM 7 2 4 0 4 4 2 0 2 77 5 0 9 41 0 0 157 1965 5:00 PM 4 1 5 0 4 0 3 0 1 85 6 0 4 33 3 0 149 1957 5:05 PM 4 1 6 0 7 3 2 0 2 78 7 0 8 31 1 0 150 1942 5:10 PM 8 1 6 0 3 3 4 0 3 71 2 0 8 47 1 0 157 1951 5:15 PM 3 0 15 0 4 4 1 0 0 83 2 0 7 45 1 0 165 1935 5:20 PM 8 2 7 0 2 2 8 0 1 83 2 0 6 59 3 0 183 1941 5:25 PM 9 3 10 0 _ 6 0 4 0 _ 1 86 5 0 6 51 3 0 184 1972 5:30 PM 4 4 3 0 5 2 3 0 2 88 3 0 3 43 0 0 160 1963 5:35 PM 1 4 11 0 5 2 2 0 2 93 6 0 6 39 2 0 173 1996 5:40 PM 5 2 5 0 10 3 4 0 1 90 3 0 7 35 1 0 166 1987 5:45 PM 2 0 2 0 8 0 4 0 3 73 3 0 4 38 2 0 139 1951 5:50 PM 1 1 3 0 4 1 2 0 1 83 3 0 3 45 6 0 153 1936 5:55 PM 3 0 7 0 1 5 6 0 0 91 4 0 4 46 1 0 168 1947 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 80 20 128 0 48 24 52 0 8 1008 36 0 76 620 28 0 2128 Heavy Trucks 0 0 0 0 0 0 0 24 0 0 8 0 32 Pedestrians 24 12 16 48 100 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:03 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 225 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 1st St--SW A Ave QC JOB#: 11079119 CITY/STATE: Lake Oswego, OR DATE:Thu, Mav 30 2013 38 57 Peak-Hour: 7:40 AM--8:40 AM i t Peak 15-Min: 8:00 AM--8:15 AM a 3 t 9 13 16 22.2 0.0 0.0 1 J i 4 721 25 '? t 28«767 ✓ i 4 4. 5.7 0.0 t 0.0 4.8 • 530 0.93 687 * 41111 6.6 • 5.2 • 607* 52 h t 1. r 52 588 . 7 r ; 5.9 1.9 t1-- • 1.9 6.0 25 4 42 taQu1tY Ok7[� 5 12.0 0.0 0.0 117 71 .. i t 1.7 4.2 __I 1 L 0 . 0 J i 4 L 0 1 t 0 10 t A 110 3 « 0 IF 4. iL�fz f 1 6 , 0 0 0 • . , 1 NA J i 4 I J i 4 L t it i _ t ism • «„ NA NA �,,, NA NA t z \ r • z r � • t e p � � t rp NA NA * 5-Min Count 1st St 1st St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Ai_I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U 7:00 AM 0 1 1 0 0 0 0 0 1 30 6 0 7 26 4 0 76 7:05 AM 2 0 7 0 0 0 2 0 1 32 2 0 3 35 3 0 87 7:10 AM 1 1 3 0 0 1 1 0 2 31 4 0 1 44 0 0 89 7:15 AM 1 0 0 0 1 1 1 0 1 37 4 0 3 60 1 0 110 7:20 AM 3 0 2 0 0 1 4 0 0 33 3 0 4 61 1 0 112 7:25 AM 3 1 3 0 0 1 3 0 1 33 5 0 3 44 0 0 97 7:30 AM 5 1 4 0 0 0 0 0 1 44 1 0 6 51 0 0 113 7:35 AM 3 1 2 0 1 0 4 0 1 43 3 0 5 54 1 0 118 7:40 AM 1 0 7 0 1 0 0 0 0 50 4 0 2 50 0 0 115 7:45 AM 2 0 2 0 0 0 0 0 2 41 4 0 9 60 0 0 120 7:50 AM 1 0 5 0 1 3 2 0 2 49 0 0 2 63 1 0 129 7:55 AM 5 0 6 0 4 0 0 0 3 39 4 0 2 63 1 0 127 1293 8:00 AM 3 1 0 0 2 4 1 0 3 46 6 0 4 69 0 0 139 1356 8:05 AM 3 1 3 0 0 0 1 0 2 52 6 0 3 53 1 0 125 1394 8:10 AM 0 0 4 0 3 1 0 0 1 50 6 0 6 61 2 0 134 1439 8:15 AM 2 0 3 0 1 0 0 0 1 45 3 0 2 49 3 0 109 1438 8:20 AM 2 2 4 0 1 2 0 0 2 47 5 0 3 54 8 0 130 1456 8:25 AM 2 0 3 0 2 1 1 0 4 33 6 0 3 48 4 0 107 1466 8:30 AM 3 0 2 0 1 1 1 0 4 41 5 0 6 47 5 0 116 1469 8:35 AM 1 0 3 0 0 1 3 0 1 37 3 0 10 70 3 0 132 1483 8:40 AM 2 0 3 0 1 2 3 0 2 42 5 0 6 48 5 1 120 1488 8:45 AM 1 0 4 0 0 1 0 0 2 55 6 0 12 39 2 0 122 1490 8:50 AM 6 1 6 0 2 0 0 0 3 40 3 0 10 52 2 0 125 1486 8:55 AM 4 2 7 0 0 2 1 0 3 34 8 0 9 46 5 0 121 1480 Peak 15-Min I Northbound I Southbound I Eastbound I Westbound I Flowrates I Left Thru Riaht U I Left Thru Riaht U I Left Thru Right U I Left Thru Riaht U I Total All Vehicles 24 8 28 0 20 20 8 0 24 592 72 0 52 732 12 0 1592 Heavy Trucks 4 0 0 0 0 0 0 36 0 0 36 0 76 Pedestrians 8 0 0 8 16 Bicycles 0 0 0 0 0 0 0 1 0 0 0 0 1 Railroad Stopped Buses Comments: Report generated on 7/3/2013 3:01 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 226 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 2nd St--SW A Ave QC JOB#: 11079122 CITY/STATE: Lake Oswego, OR DATE:Thu, May 30 2013 62 62 Peak-Hour: 4:40 PM--5:40 PM la t 0.0 0.0 25 11 26 Peak 15-Min: 4:40 PM--4:55 PM a t J 11 2 0.0 0.0 0.0 66046 29 '? t 26«655 a 4 • 1.8 0.0 0.0 1.8 1028* 0.94 4. 611 2.2 1.8 1075 • * 18 t 1. r 18 1072 * 7 r ; 2.2 5.6 t 1+ 5.6 2.1 24 7 18 1-- • t QQU1tY Coun5 4.2 0.0 0.0 47 49 a t 4.3 2.0 __I 1 L 0 . 0 J i 4 L 0 1 t 0 7 t JA 115 1 « 0 IF 4. L , 1 r --1 4.0.- p ,., ..,, , i+ 0 26 , 0 0 0 • . , 1 NA J a 4 I —] J a 4 L ism • «„ NA NA �,,, NA NA • Z \ r • 1>t • r t e p _1 4, t P NA NA • t 5-Min Count 2nd St 2nd St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 4:00 PM 0 2 3 0 2 0 6 0 6 58 1 0 0 51 3 0 132 4:05 PM 1 3 2 0 1 0 2 0 1 83 1 0 4 56 2 0 156 4:10 PM 2 0 3 0 1 0 3 0 6 65 3 0 0 63 3 0 149 4:15 PM 1 0 2 0 0 2 3 0 4 103 5 0 0 55 2 0 177 4:20 PM 1 0 2 0 3 0 1 0 5 91 1 0 0 60 1 0 165 4:25 PM 3 1 0 0 1 2 4 0 3 82 2 0 5 53 1 0 157 4:30 PM 2 0 3 0 3 1 2 0 1 79 2 0 1 58 0 0 152 4:35 PM 2 0 2 0 3 3 1 0 2 81 0 0 1 32 2 0 129 4:40 PM 2 0 4 0 3 1 0 0 2 85 3 0 5 54 4 0 163 4:45 PM 1 0 2 0 2 1 1 0 2 94 2 0 2 61 2 0 170 4:50 PM 5 0 0 0 4 0 1 0 2 88 1 0 1 54 3 0 159 4:55 PM 3 1 1 0 1 0 3 0 2 74 1 0 2 44 4 0 136 1845 5:00 PM 1 0 1 0 0 0 5 0 3 88 2 0 2 39 2 0 143 1856 5:05 PM 1 0 2 0 1 0 2 0 5 98 3 0 0 38 1 0 151 1851 5:10 PM 4 1 1 0 1 2 0 0 3 86 1 0 0 59 2 0 160 1862 5:15 PM 2 2 4 0 3 1 4 0 1 79 0 0 4 41 2 0 143 1828 5:20 PM 2 0 0 0 3 0 3 0 4 78 0 0 1 71 1 0 163 1826 5:25 PM 0 0 1 0 2 4 1 0 4 91 1 0 0 66 2 0 172 1841 5:30 PM 2 2 2 0 3 1 2 0 0 81 2 0 1 48 2 0 146 1835 5:35 PM 1 1 0 0 3 1 3 0 1 86 2 0 0 36 1 0 135 1841 5:40 PM 0 0 2 0 1 0 3 0 0 98 2 0 0 53 2 0 161 1839 5:45 PM 2 0 4 0 1 0 0 0 3 72 3 0 2 39 3 0 129 1798 5:50 PM 0 0 2 0 2 0 3 0 5 98 3 0 3 47 3 0 166 1805 5:55 PM 0 0 2 0 1 1 2 0 2 77 2 0 7 49 3 0 146 1815 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 32 0 24 0 36 8 8 0 24 1068 24 0 32 676 36 0 1968 Heavy Trucks 0 0 0 0 0 0 0 28 0 4 8 0 40 Pedestrians 28 4 0 28 60 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:03 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 227 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 2nd St--SW A Ave QC JOB#: 11079121 CITY/STATE: Lake Oswego, OR DATE: Thu, May 30 2013 21 50 Peak-Hour: 7:40 AM--8:40 AM i t Peak 15-Min: 7:50 AM--8:05 AM 0.0 tt 12 2 7 0.0 0.0 0.0 J i 4 ✓ 4 4 705 32 '? 15 721 5.5 «3.1 1 t 6.7« 5.5 4. 578 0.89 688 * 41111 6.1 • 5.4 • 623* 13 , t 1. r 18 598 ; - ; 5.9 7.7 t1-- • 11.1 5.9 5 3 13 t QQUaLItY Counts 40.0 0.0 0.0 33 21 i t 9.1 9.5 ___1 2 L 0 . 0 J i 4 0 , 't. 0 5 t JA I 5 2 * « 0 li 4. 1Lf _ , 1 r t s , o 0 0 • . , 1 NA J i 4 I —] J i 4 L >t. • ism • «„ NA NA �,,, NA NA Z \ r ; 1 t t e p � '1 t P NA NA i t 5-Min Count 2nd St 2nd St SW A Ave SW A Ave Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 7:00 AM 0 0 0 0 2 0 0 0 1 26 0 0 2 25 2 0 58 7:05 AM 0 0 1 0 1 0 0 0 1 32 1 0 2 35 2 0 75 7:10 AM 1 0 0 0 0 0 1 0 3 41 0 0 2 44 0 0 92 7:15 AM 1 2 0 0 0 1 0 0 1 40 0 0 2 64 0 0 111 7:20 AM 0 0 1 0 0 0 1 0 1 38 0 0 1 64 0 0 106 7:25 AM 1 1 0 0 0 1 0 0 0 44 0 0 0 48 0 0 95 7:30 AM 1 0 2 0 2 0 0 0 0 39 2 0 0 54 2 0 102 7:35 AM 2 0 1 0 0 0 1 0 1 46 0 0 3 53 2 0 109 7:40 AM 0 0 0 0 0 0 1 0 4 53 2 0 1 47 1 0 109 7:45 AM 1 0 1 0 1 0 0 0 0 39 3 0 0 56 2 0 103 7:50 AM 0 0 0 0 1 0 1 0 3 51 0 0 5 64 1 0 126 7:55 AM 1 0 0 0 0 1 1 0 2 51 1 0 2 64 3 0 126 1212 8:00 AM 0 0 1 0 0 0 1 0 5 54 1 0 2 73 1 0 138 1292 8:05 AM 0 0 1 0 1 0 1 0 4 52 0 0 2 61 2 0 124 1341 8:10 AM 1 1 1 0 2 0 3 0 0 53 1 0 0 55 0 0 117 1366 8:15 AM 0 0 1 0 1 0 0 0 5 49 2 0 0 53 0 0 111 1366 8:20 AM 0 0 2 0 0 0 1 0 0 45 1 0 1 53 3 0 106 1366 8:25 AM 2 1 2 0 1 0 0 0 5 42 1 0 3 48 0 0 105 1376 8:30 AM 0 0 1 0 0 1 1 0 3 47 1 0 0 46 1 0 101 1375 8:35 AM 0 1 3 0 0 0 2 0 1 42 0 0 2 68 1 0 120 1386 8:40 AM 0 0 0 0 1 0 1 0 0 43 1 0 3 50 3 0 102 1379 8:45 AM 2 1 2 0 2 0 0 0 2 65 1 0 1 40 2 0 118 1394 8:50 AM 0 0 3 0 1 1 1 0 3 35 2 0 5 48 3 0 102 1370 8:55 AM 0 0 0 0 1 1 1 0 1 49 6 0 1 51 2 0 113 1357 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 4 0 4 0 4 4 12 0 40 624 8 0 36 804 20 0 1560 Heavy Trucks 0 0 0 0 0 0 0 44 0 4 28 4 80 Pedestrians 8 0 8 4 20 Bicycles 0 0 0 0 0 0 0 1 0 0 0 0 1 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:01 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 228 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 2nd St--Evergreen Rd QC JOB#: 11079124 CITY/STATE: Lake Oswego, OR DATE: Thu, May 30 2013 15 25 Peak-Hour: 4:40 PM--5:40 PM a t Peak 15-Min: 4:45 PM--5:00 PM 6.7 it 11 0 a 9.1 0.0 0.0 J i 4 4. j t 4. ✓ i 4 31 17 9 28 3.2 «5.9 J t 0.0« 0.0 • 4. 16 0.66 18 6.3 0.0 t 1 r • 33 0 h t 1 20 6.1 0.0 7 +, t r r 0.0; 5.0 0 0 0 1-- • t Quality Co is 0.00.00.0 O 0 —RAW, _ i. . ,- 3 t 0.0 0.0 ___1 1 L 1 . 0 J i 4 L 0 1 t 0 or A I 5 1 • �. « 0 STOP z r ---1 1-- I s 0 0 0 • . 1 J iNL. I NA —] J i L. L �. ' t 4. STOP 1 — t Ma •NA ::1111'«„ NA NA �,,, NA 4 . \ r 4 1 r t e p � '1 t P NA NA • t 5-Min Count 2nd St 2nd St Evergreen Rd Evergreen Rd Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 4:00 PM 0 0 0 0 3 0 0 0 0 4 0 0 0 4 1 1 13 4:05 PM 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 3 4:10 PM 0 0 0 0 1 0 0 0 1 1 0 0 0 0 1 0 4 4:15 PM 0 0 0 0 3 0 1 0 1 2 0 0 0 1 1 0 9 4:20 PM 0 0 0 0 2 0 0 0 1 0 0 0 0 2 1 0 6 4:25 PM 0 0 0 0 1 0 1 0 3 3 0 0 0 1 0 0 9 4:30 PM 0 0 0 0 0 0 1 1 1 2 0 0 0 2 1 0 8 4:35 PM 0 0 0 0 0 0 1 0 1 2 0 0 0 2 1 0 7 4:40 PM 0 0 0 0 0 0 0 0 3 0 0 0 0 1 0 0 4 4:45 PM 0 0 0 0 0 0 2 0 2 0 0 0 0 6 1 0 11 4:50 PM 0 0 0 0 0 0 0 0 1 3 0 0 0 0 2 1 7 4:55 PM 0 0 0 0 0 0 1 1 2 1 0 1 0 3 2 0 11 92 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 0 3 82 5:05 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 4 0 0 5 84 5:10 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 2 1 0 5 85 5:15 PM 0 0 0 0 0 0 1 0 2 1 0 0 0 0 1 0 5 81 5:20 PM 0 0 0 0 0 0 2 0 1 5 0 0 0 0 0 0 8 83 5:25 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 0 1 0 5 79 5:30 PM 0 0 0 0 1 0 2 0 1 1 0 1 0 0 1 0 7 78 5:35 PM 0 0 0 0 2 0 0 0 2 1 0 0 0 0 0 0 5 76 5:40 PM 0 0 0 0 0 0 1 0 1 0 0 0 0 1 0 0 3 75 5:45 PM 0 0 0 0 0 0 2 0 2 2 0 0 0 2 0 0 8 72 5:50 PM 0 0 0 0 0 0 1 0 0 3 0 0 0 2 1 0 7 72 5:55 PM 0 0 0 0 1 0 1 0 0 1 0 0 0 0 1 0 4 65 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 0 0 0 0 12 4 20 16 0 4 0 36 20 4 116 Heavy Trucks 0 0 0 0 0 4 4 4 0 0 0 0 12 Pedestrians 12 0 0 4 16 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:03 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 229 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 2nd St--Evergreen Rd QC JOB#: 11079123 CITY/STATE: Lake Oswego, OR DATE:Thu, May 30 2013 7 15 Peak-Hour: 7:40 AM--8:40 AM a t 6.7 Peak 15-Min: 7:45 AM--8:00 AM 14.3at 4 0 3 25.0 0.0 0.0 J i 4 ✓ 4 4 4. 10 10 444 '? t 5 12 10.0*10.0j t 0.0« 0.0 44 20 # 0.82 6 * 4111111 0.0 *` 0.0 f 1 r • 30 0 h t 1 24 3.3 0.0 7 t �r 0.0; 0.0 0 0 0 a t ( QUaLfty Counts 5 —10.0 0.0 0.0F 0 0 RAW, a t COLL-. 0.0 0.0 ___1 7 L 0 . 0 J i 4 L 0 1 t 0 3 t JA I 1 1 « 0 STOP i r 13 p ---1 0 0 0 • . 1 J aN4 I NA —] J a 4 L �. „, t 4. STOP 1 — t III II NA «„ NA NA �,,, NA 4 Z \ r 4 1 r t e p � '1 t P NA NA • t 5-Min Count 2nd St 2nd St Evergreen Rd Evergreen Rd Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 7:00 AM 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2 7:05 AM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 2 7:10 AM 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 0 3 7:15 AM 0 0 0 0 0 0 1 0 1 0 0 0 0 1 0 0 3 7:20 AM 0 0 0 0 1 0 0 0 0 1 0 0 0 1 2 0 5 7:25 AM 0 0 0 0 0 0 2 0 2 3 0 0 0 0 1 0 8 7:30 AM 0 0 0 0 0 0 0 0 1 3 0 0 0 0 1 0 5 7:35 AM 0 0 0 0 0 0 2 0 1 0 0 0 0 0 2 0 5 7:40 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 1 3 0 0 0 1 0 0 5 7:50 AM 0 0 0 0 0 0 2 0 0 3 0 0 0 2 0 0 7 7:55 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 3 48 8:00 AM 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 1 4 50 8:05 AM 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 2 50 8:10 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 0 2 0 5 52 8:15 AM 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 0 4 53 8:20 AM 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 0 4 52 8:25 AM 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 3 47 8:30 AM 0 0 0 0 0 0 0 0 2 1 0 0 0 0 1 0 4 46 8:35 AM 0 0 0 0 1 0 0 0 3 2 0 0 0 1 1 0 8 49 8:40 AM 0 0 0 0 1 0 1 0 0 1 0 0 0 1 0 0 4 53 8:45 AM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 1 0 5 53 8:50 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 5 3 0 9 55 8:55 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 53 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 0 0 0 0 8 0 4 32 0 0 0 12 4 0 60 Heavy Trucks 0 0 0 0 0 4 0 0 0 0 0 0 4 Pedestrians 24 8 0 0 32 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:01 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 230 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 1st St--Dwy 7/Dwy 9 QC JOB#: 11079114 CITY/STATE: Lake Oswego, OR DATE:Thu, May 30 2013 143 180 Peak-Hour: 4:40 PM--5:40 PM a to Peak 15-Min: 5:15 PM--5:30 PM 0.0 t 0 34 19 0.0 0.0 0.0 1 J i 4 ✓ 4 4 0 X27 '? t •118124 0.0 «0.0 1 t 0.0« 0.0 2 • 0.95 • 0 31 * 2 7 h t �r 6+ 114 ; 7 - ; 0.0 0.0 fi t 0.0 0.0 0 35 3 QQuautY CoU..f15 0.0 2.9 0.0 •42 38 ; t 0.0 2.6 ___1 21 L 1 0 . 0 J i 4 l 0 1 t 0 49 t I 7 4. 0 ; « 0 STOP 1 r o * ° s � � 0 1 0 • . 1 NA NA J i 4 I 4 J i 4 L • ' t • STOP 1 — t Ma ; «„ NA NA �,,, NA NA • . \ r ; 1 r � 41• t r. p � � t r► p NA NA • t 5-Min Count 1st St 1st St Dwy 7/Dwy 9 Dwy 7/Dwy 9 Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 4:00 PM 0 6 0 0 8 6 0 0 2 0 0 0 1 0 10 0 33 4:05 PM 0 4 0 0 11 2 0 0 0 0 0 0 0 0 10 0 27 4:10 PM 0 6 3 0 5 4 0 0 2 0 0 0 0 0 11 0 31 4:15 PM 0 4 2 0 6 3 0 0 0 0 0 0 0 0 11 0 26 4:20 PM 0 6 0 0 6 4 0 0 1 0 0 0 2 0 9 0 28 4:25 PM 0 2 0 0 5 1 1 0 2 0 0 0 1 0 10 0 22 4:30 PM 0 3 1 0 5 4 0 0 4 0 1 0 0 0 5 0 23 4:35 PM 0 3 1 0 13 3 0 0 2 0 0 0 1 0 10 0 33 4:40 PM 0 1 0 0 15 2 0 0 5 0 0 0 0 0 4 0 27 4:45 PM 0 2 0 0 6 6 0 0 3 0 0 0 2 0 15 0 34 4:50 PM 0 2 0 0 7 5 0 0 2 0 0 0 0 0 9 0 25 4:55 PM 0 3 0 0 10 4 0 0 3 0 0 0 1 0 6 0 27 336 5:00 PM 0 3 0 0 11 2 0 0 2 0 0 0 1 0 7 0 26 329 5:05 PM 0 0 0 0 14 2 0 0 2 1 2 0 2 0 10 0 33 335 5:10 PM 0 1 0 0 7 3 0 0 0 0 0 0 0 0 13 0 24 328 5:15 PM 0 3 1 0 6 2 0 0 0 0 0 0 0 0 12 0 24 326 5:20 PM 0 7 1 0 12 1 0 0 4 0 0 0 0 0 13 0 38 336 5:25 PM 0 5 1 0 _ 5 2 0 0 _ 2 1 0 0 0 0 10 0 26 340 5:30 PM 0 4 0 0 6 3 0 0 1 0 0 0 0 0 8 0 22 339 5:35 PM 0 4 0 0 10 2 0 0 3 0 0 0 0 0 11 0 30 336 5:40 PM 0 0 1 0 8 1 0 0 1 0 0 0 0 0 8 0 19 328 5:45 PM 0 0 1 0 5 2 0 0 2 0 0 0 1 0 1 0 12 306 5:50 PM 0 3 2 0 4 2 0 0 1 0 0 0 0 1 3 0 16 297 5:55 PM 0 2 4 0 8 4 0 0 1 0 0 0 0 0 6 0 25 295 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 60 12 0 92 20 0 0 24 4 0 0 0 0 140 0 352 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 4 32 48 16 100 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses: Comments: Report generated on 7/3/2013 3:03 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 231 Type of peak hour being reported: User-Defined Method for determining peak hour:Total Entering Volume LOCATION: 1st St--Dwy 7/Dwy 9 QC JOB#: 11079113 CITY/STATE: Lake Oswego, OR DATE:Thu, May 30 2013 81 62 Peak-Hour: 7:40 AM--8:40 AM 2.5 a t Peak 15-Min: 8:00 AM--8:15 AM a t 1 24 56 0.0 4.2 1.8 1 J i 4 Ma i t t. ✓ a 4 1 13 24 25 0.0 «0.0 J t 8.3« 8.0 0 # •0.91 • o 0.0 + • 0.0 f 1 r • 14 1 h t 1 64 0.0 0.0 7 t �r 0.0; 1.6 0 25 8 t ' U��I' + OU..f15 �0.0 4.0 0.01-- • 26 33 a t 3.8 3.0 __I 3 L 0 . 0 J i 4 L 0 1 t 0 2611 A I 5 0 • « 0 4. STOR 1 r o * ° 5 � � 0 0 0 • . 1 NA NA J a 4 I J a 4 L 4. J %\ t 4. STOP ± 1 iim.n t NA «„ NA NA �,,, NA 4 . \ r 4 1 r t e p � '1 t P NA NA • t 5-Min Count 1st St 1st St Dwy 7/Dwy 9 Dwy 7/Dwy 9 Total Hourly Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals Beginning Atl Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I Left Thru Riaht U I 7:00 AM 0 1 0 0 4 1 1 1 0 1 0 0 0 0 0 0 9 7:05 AM 0 1 0 0 3 0 0 1 2 0 0 0 0 0 2 0 9 7:10 AM 0 3 0 0 4 2 0 0 2 0 0 0 0 0 0 0 11 7:15 AM 0 0 0 0 2 1 0 1 0 0 0 0 0 0 0 0 4 7:20 AM 0 1 0 0 3 2 0 0 2 0 0 0 1 0 1 0 10 7:25 AM 0 2 0 0 5 0 0 0 2 1 0 0 0 0 2 0 12 7:30 AM 0 3 0 0 3 1 0 0 2 0 0 0 0 0 0 0 9 7:35 AM 0 5 0 0 3 6 1 0 1 1 0 0 0 0 3 0 20 7:40 AM 0 2 0 0 0 4 0 0 1 0 0 0 0 0 3 0 10 7:45 AM 0 3 2 0 5 4 0 0 0 0 0 0 0 0 1 0 15 7:50 AM 0 2 1 0 1 1 0 0 1 0 0 0 0 0 2 0 8 7:55 AM 0 3 0 0 3 3 0 0 3 0 0 0 0 0 4 0 16 133 8:00 AM 0 3 0 0 6 1 0 0 0 0 0 0 0 0 3 0 13 137 8:05 AM 0 0 0 0 6 1 0 0 2 0 0 0 0 0 2 0 11 139 8:10 AM 0 2 3 0 7 4 0 0 _ 0 0 0 0 0 0 2 0 18 146 8:15 AM 0 1 0 0 2 1 0 0 2 0 0 0 1 0 1 0 8 150 8:20 AM 0 3 0 0 7 2 0 0 1 0 0 0 0 0 3 0 16 156 8:25 AM 0 2 1 0 6 0 0 0 2 0 0 0 0 0 1 0 12 156 8:30 AM 0 3 0 0 4 0 1 0 1 0 1 0 0 0 1 0 11 158 8:35 AM 0 1 1 0 9 3 0 0 0 0 0 0 0 0 1 0 15 153 8:40 AM 0 1 0 0 11 2 0 0 1 0 0 0 0 0 2 0 17 160 8:45 AM 0 0 0 0 13 0 0 0 0 0 0 0 0 0 6 0 19 164 8:50 AM 0 0 0 0 9 5 0 0 0 0 0 0 0 0 7 0 21 177 8:55 AM 0 5 1 0 11 2 0 0 0 0 0 0 0 0 7 0 26 187 Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates I Left Thru Right U Left Thru Right U Left Thru Riaht U I Left Thru Riaht U Total All Vehicles 0 20 12 0 76 24 0 0 8 0 0 0 0 0 28 0 168 Heavy Trucks 0 4 0 0 0 0 0 0 0 0 0 0 4 Pedestrians 8 0 20 4 32 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Report generated on 7/3/2013 3:01 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 232 liVira,,..1- .. . '4 477,717111 .1 IT ) .,. ka, acri 1 11 . ii_.37 Ifw 111.11 %'''',----A.It4. . `.-- ,. ' --,.. , J, ' .iic ' t - ) . 'it • i.7.' • .= 1 .-- 41 0 i'll i r4It,....•\. • • _t ' ••• '6 :4 L .1 S f i 'II 1,, Lo , ..,• . 4 f'w •••••• .-.. .. _ i , •••- ... _ t ,\,1/4.• - 1 1. - , „ - in • ,.,?' ' •'' .."-' e su 1 ..., E J 11 1.11.1t.ik -4, 0,-1 •it „ , .,<g ...Jai i iii 1 cu_a tit, •To r.,'' mAk . -- .4 o- • , 2 op ir 110 jtip , 0 -- .liha• ,,,\N)) • ,... . . )110,-,1 • , 1.44 ' tii• . A A VI r6 • IC 41 , I. ' 1 - I T ,1. xi.a 11111114.11111.41k •( ri oki,,r 46,41, ,r1 -. Iv117.:. LE Pki I 4 12 IV Oit irLitlt . ft. iiiiro . .4 G 0 1:1:1 0I, II i A . I • illati ) I u.tu ' ( iricl E ,,I. . 0,,,i - -- ....., 2 pim, - - i 41 a I '.'111 '3 ^ " 4i, .• I : '-. ' olittik • , W 4.4, NI h I/ ila'rp.(11. 'n. ,r .1 •-, 14,, Likt.L.40.0 I . .$,I, ti.. (L. 4 4:1"„ ''''.61-•--rgirM, +.s.., _ .0 .•-• Iv Sid 1r- I • 1 i 0%. ' 111t41.. ,I 1 C PI:.7.5 . . '. .,r S... ..L . 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Liiii , if , G.v.- .:' •--,...,...,„,j ii! . ,,,, • ....,•, . u. , r I ' • - f , 411 6 ': .. aril, /3 -^-•-...._•'11 \ i • . --, - , .. p . 1/11.:.r. ' 0.•- \ ••• -•':. ' s• •••• I,'Ir L.,......____ __..... .., ., .," z_ -i• 4 Lri., \ \ i ..' '4-1i_ cu n- 0 C *""'-'-"-'*""• .i___ -I 1 F / ..,-", .1" \ .-.- c.'a - ._, , \ •• E az ./ C -...1 :JE C• = . —L.:.k... r_6.. .....' IQ ,,16 0 7 co' ic . ., - ? . • ----A.-.......,...„.......... .....1" " . 1 r• 1 .....12..EC,%-. 4 ..- ..... 70 Ora - h h if OF . ,•• = • 0 CU— 0.II I-Ij Ift .-'• . i LI. f : ' i -e) . f z• i 1-- h hr •INItic , all icr.. . il . ,tb c to c?PAz) h.,....4.._ p u... E.) Eo '- .._I 1(a . , il . J ,,,, ,',.'hh - C.• ..,-C' e' ' 4 •' .46„, , ,iii .. , f 4,2 .Y..- 4• , . 4I 4.4 -* - i, I+ 1. ' 4 - -.i 7- 02,, 'Nail J.. I d • IV. -"' • Lake Oswego Transportation Plan April2013 i0 CM=CRITICAL MOVEMENT(UNSIGNALIZED) ; City . . LOS=INTERSECTION LEVEL OF SERVICE(SIGNALIZED)/CRITICAL MOVEMENT ofLA.KE Existing Traffic Conditions LEVEL OF SERVICE(UNSIGNALIZED FI• u re Del=INTERSECTION AVERAGE CONTROL DELAY r g (SIGNALIZED)/CRITICAL MOVEMENT CONTROL DELAY(UNSIGNALIZED) 21S =CRITICAL VOLUMERATIOWeekda PM Peak Hour STD=OPERATIONAL STANDARD OR EGON /� Boones Ferry Road/ Boones Ferry Road/ Boones Ferry Road/ Kruse Way/ Boones Ferry Road/ Boones Ferry Road/ Boones Ferry Road/ Boones Ferry -oad/ Jean Road/ N 0(/ Monroe Parkway ® Knaus Road ® Kerr Parkway 0 Boones Ferry Road ® Bryant Road 0 Washington Court O Pilkington Road 0 Jea -oad O Pilkington Road K Loo, STD=E w STD=E Mo o STD=E on STD=E,des STD=E �y y STD=E'Zs' STD=E!S i \\\ STD=E mm A/4L rr soa �t 940 1 1�ti �� ° �os�. '�� �i��' t!?..,,,Qo ls�`' '"�0/�0 ♦♦1 70� LOS=B CM=WB 76-o..,--16, LOS=D 370\ LOS=C LOS=C LOS=B i LOS=C r + LOS=C + 50� LOS=F X55 210 Del=18.5 p O 30 �50 i Del=44.4 ♦ a Del=26.0 Del=27.4 ' Del=10.7 Del=22.5 Del=32.3 280 Del=83.0 185 VV//C=*0.59 V/C*=0.38 X25 V/C=0.76 S0 V/C*=0.72 1V/C=07R )V/C=0.55 L�1�V/C=O... * �S�1C=07�t 80 V/Cc=AWSgC X20 ri . / '0C3Z0 ,4 ill.. 0o ve ao`o �� S 1 �o 8aoo`r •-v un Jean Road/ Lakeview Boulevard/ Lakeview Boulevard/ Kruse Way/ Kruse Way/ Kruse Wa Kruse Way/ Bangy Road/ Bonita Road/ Bryant Road • Bryant Road 0 South Shore Boulevard ® Daniel Way ® Carman Drive ® Westlak; Drive ® Kruse Oaks Boulevard m Bonita Road ® Carman Drive ' ON ANN N 00 '7BON 2u,N NON ^m am N� STD=E ^wo STD=E ^� STD=E °'^ STD=E vN L STD=E ./ �o� /STD=E (STD=E STD=E STD=E 5 .."*/2 60 LOS=B LOS=D i LOS=B X/56 183 ti LOS=B 10 5y LOS=D 230 LOS=B 55 1185 LOS=D 395y LOS=C ►L 55 100-1 LOS=D Del=142 1 Del=382 Del=11.9 ♦ Del=12.7 \ Del=42.6 1145 Del=192 .-825 1451 Del=362 55 Del=23.4 .-120 205-♦ Del=272 285 V/C=AWSC �6J� V/C=0.75 K 5�V/C=AWSC V/C=0.62 60 + V/C=0.69. 75V/C=0.56 C15 + V/C=0.785 � V/C=0.58 025V/C=AWSC �R 6hy.-r * q ! * 7-15 R �'110 * } ..v'\ * R r. ~off � I ! � � o)o/0 fi � It� �1/� 11 /� lr� 3 ‘‘,..,...: 90 ,(.!! i.V r•N ON 7 NN uuno CON V V O] ^{d' N p ". \\*.....\ L ~ Country Club Road/ Country Club Rd/ Country Club Road/ A Avenue/ B Avenue/ B Avenue/ State Street/ State Street/ Highway 43/ .i, Goodall Road Knaus Rd Iron Mountain Boulevard State S -et State Street 1st Street Terwilliger Boulevard Mcvey Avenue Glenmorrie Drive ® ® ® 22 23 • 25 26 27 0 'Q ON .ON �\ j;�n �N �N 00 LO N ON O" 2 STD=E c STD=E STD=E y I7 1 TD=1.10 STD=1.10 STD=E STD=0.99 N4N STD=0.99 ^i, STD=0.99 "'o n Adi �► ► �1 .)1 �1� f 1L �1 ) \- CM=SB 301 LOS--C 20 251 LOS=C -25 850 LOS=F 55 2401 LOS=E 2551 LOS=C 101 LOS=CCM=SB 10 51 LOS=B <5 410 LOS=B <5 J1 LOS=FB r<5 1170 Del=15.5 775 1155 Del=15.5 775 50 V/C=AWSC I�>5 755 V/C=0 93 140 V/C=0.73 345K 'K Del=21 1 4-265 305 Del=700 c<5 145 D C=0.72 4-5<5 <5 Del=110.5 (<5 L.0 V/C=0.12 V/C=0.09 WC=0.12 ►- V/C=0.23 ►� 10 mk V/C=0.4 co t �t �t tPO � NOONr�So �n co�v �2 o0 ...-----; cz^ N A Q Q 3 South Shore Boulevard/ Stafford Road/ Overlook Drive/ Stafford Road/ \I ® McVey Avenue ® Bergis Ro-: ® Stafford Road 0 Rosemont Road S LO O O D M STD=E ry��h =E 4)„ STD=E tots,,,, STD=E i i 0_'0 11SS� 11 -.� \ LOS=F LOS=C 1q�y LOS=B 20 LOS=D 1`220 y i Del=142 Del=23.7 Del=14.8 30 10 Del=42.6 635 3 V/C=>1.0 ro /C=022 7 Oa- RV/CC=0.60 r20 V/6=0.69 • noo/� cS pryfo,-.. inp I- P m,N i O N 0 I.co N CO N .O ti Appendix C Year 2013 Existing Traffic Conditions Level-of-Service Worksheets 235 Lake Oswego Transportation Plan April2013 City Cm=CRITICAL MOVEMENT(UNSIGNALIZED) al of LAKE Existing Traffic Conditions LOS=INTERSECTION LEVEL OF SERVICE(SIGNALIZED)/CRITICAL MOVEMENT FI u re LEVEL OF SERVICE(UNSIGNALIZED • 1 G Del=INTERSECTION AVERAGE CONTROL DELAY g (RITNALIZED)/CRITICAL MOVEMENT CONTROL DELAY(UNSIGNALIZED) 21S =CRITICAL VOLUME-TO-CAPACITY RATIOWeekda PM Peak Hour STD=OPERATIONAL STANDARD OR EGON /� Boones Ferry Road/ Boones Ferry Road/ Boones Ferry Road/ Kruse Way/ Boones Ferry Road/ Boones Ferry Road/ Boones Ferry Road/ Boones Ferry -oad/ Jean Road/ N 0(/ Monroe Parkway 0 Knaus Road ® Kerr Parkway 0 Boones Ferry Road ® Bryant Road 0 Washington Court O Pilkington Road 0 Jea -oad O Pilkington Road K Loo, STD=E w STD=E Mo o STD=E on STD=E,des STD=E �y y STD=E rro, 0 STD=E!S '),,,C) STD=E mm A/4L rr soa �t 940 1 1�ti �� ° �os�. '�� �i��' �T2Qo ls�`' '"�0/0 ♦♦1 70� LOS=B CM=WB 76-o..,--16, LOS=D 370\ LOS=C LOS=C LOS=B i LOS=C r + LOS=C + 50� LOS=F X55 210 Del=18.5 p O 30 �50 i Del=44.4 ♦ a Del=26.0 Del=27.4 ' Del=10.7 Del=22.5 Del=32.3 280 Del=83.0 4-185 VV//C=*0.59 V/C*=0.38 X25 V/C=0.76 S0 V/C*=0.72 1V/C=0.7R )V/C=0.55 L�1�V/C=O... * �S�/C=0.7�t 80 V/Cc=AWSgC X20 ri . / '0C3Z0 ,4 ill.. 0o ve ao`o �� S 1 �o 8aoo`r •-v un Jean Road/ Lakeview Boulevard/ Lakeview Boulevard/ Kruse Way/ Kruse Way/ Kruse Wa Kruse Way/ Bangy Road/ Bonita Road/ Bryant Road • Bryant Road 0 South Shore Boulevard ® Daniel Way ® Carman Drive ® Westlak; Drive ® Kruse Oaks Boulevard m Bonita Road ® Carman Drive ' ON ANN N 00 '7BON 2u,N NON ^m am N� STD=E ^wo STD=E ^� STD=E °'^ STD=E vN L STD=E ./ �o� /STD=E (STD=E STD=E STD=E 5 .."*/2 60 LOS=B LOS=D i LOS=B X/56 183 ti LOS=B 10 5y LOS=D 230 LOS=B 55 1185 LOS=D 395y LOS=C ►L 55 100-1 LOS=D Del=14.2 1 Del=38.2 Del=11.9 ♦ Del=12.7 -. Del=42.6 1145 Del=19.2 .-825 1451 Del=36.2 55 Del=23.4 .-120 205-♦ Del=27.2 285 V/C=AWSC �6J� V/C=0.75 K 5�V/C=AWSC V/C=0.62 V/C=0.69. 75V/C=0.56 ir15 V/C=0.785 � V/C=0.58 025V/C=AWSC �R 6hy.-r * q ! * 7-15 R �'110 * } ..v'\ * R r. ~off � I ! � � o)o/0 fi � It� �1/� 11 /� lr� 3 ‘‘,..,...: 90 ,(.!! i.V r•N ON 7 NN uuno CON V V O] ^{d' N p ". \\*.....\ L ~ Country Club Road/ Country Club Rd/ Country Club Road/ A Avenue/ B Avenue/ B Avenue/ State Street/ State Street/ Highway 43/ .i, Goodall Road Knaus Rd Iron Mountain Boulevard State S -et State Street 1st Street Terwilliger Boulevard Mcvey Avenue Glenmorrie Drive ® ® ® 22 23 • 25 26 27 0 'Q ON .ON �\ j;�n �N �N 00 LO N ON O" 2 STD=E c STD=E STD=E y I7 1 TD=1.10 STD=1.10 STD=E STD=0.99 N4N STD=0.99 ^i, STD=0.99 "'o n Adi �► ► �1 .)1 �1� f1L �1 ) \- CM=SB 301 LOS--C 20 251 LOS=C -25 850 LOS=F 55 2401 LOS=E 2551 LOS=C 101 LOS=CCM=SB 10 51 LOS=B <5 410 LOS=B <5 J1 LOS=FB r<5 1170 Del=15.5 775 1155 Del=15.5 775 50 V/C=AWSC I�>5 755 V/C=0 93 140 V/C=0.73 345K 'K Del=21 1 4-265 305 Del=700 c<5 145 D C=0.72 4-5<5 <5 Del=110.5 (<5 L.0 V/C=0.12 V/C=0.09 WC=0.12 ►- V/C=0.23 ►� 10 mk V/C=0.4 co t �t �t tPO � NOONr�So �n co�v �2 o0 ...-----; cz^ N A Q Q 3 South Shore Boulevard/ Stafford Road/ Overlook Drive/ Stafford Road/ \I ® McVey Avenue ® Bergis Ro-: ® Stafford Road 0 Rosemont Road S LO O O D M STD=E ry��h =E 4)„ STD=E tots,,,, STD=E i i ..., 11T/iSS� 11 -.� \ LOS=F LOS=C 1q�y LOS=B 20 LOS=D 1`220 y i Del=142 Del=23.7 Del=14.8 30 10 Del=42.6 635 3 V/C=>1.0 ro /C=0.22 7 Oa- RV/CC=0.60 r20 V/6=0.69 • noo/� cS pryfo,-.. inp I- P m,N i O N 0 I.co N CO N .O ti HCM Unsignalized Intersection Capacity Analysis 2: SW B Ave & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4 r 4 r Volume(veh/h) 10 310 45 40 265 10 20 5 35 15 10 10 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate(vph) 10 320 46 41 273 10 21 5 36 15 10 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) 3 1 Median type None None Median storage veh) Upstream signal(ft) 341 pX,platoon unblocked vC,conflicting volume 284 366 735 729 343 745 747 278 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 284 366 735 729 343 745 747 278 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 99 97 93 98 95 95 97 99 cM capacity(veh/h) 1290 1204 315 337 704 302 329 765 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 376 325 62 36 Volume Left 10 41 21 15 Volume Right 46 10 36 10 cSH 1290 1204 767 438 Volume to Capacity 0.01 0.03 0.08 0.08 Queue Length 95th(ft) 1 3 7 7 Control Delay(s) 0.3 1.3 13.2 15.3 Lane LOS A A B C Approach Delay(s) 0.3 1.3 13.2 15.3 Approach LOS B C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 48.9% ICU Level of Service A Analysis Period(min) 15 Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 2 237 HCM Signalized Intersection Capacity Analysis 3: SW B Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume(vph) 255 140 140 775 1260 180 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1805 1615 1805 3610 3542 Flt Permitted 0.95 1.00 0.09 1.00 1.00 Satd. Flow(perm) 1805 1615 174 3610 3542 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 263 144 144 799 1299 186 RTOR Reduction(vph) 0 118 0 0 8 0 Lane Group Flow(vph) 263 26 144 799 1477 0 Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% Turn Type Perm pm+pt Protected Phases 8 1 6 2 Permitted Phases 8 6 Actuated Green,G(s) 17.2 17.2 69.8 69.8 57.4 Effective Green,g(s) 17.2 17.2 69.8 69.8 57.4 Actuated g/C Ratio 0.18 0.18 0.73 0.73 0.60 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 5.8 5.8 Lane Grp Cap(vph) 323 289 261 2625 2118 v/s Ratio Prot c0.15 c0.05 0.22 c0.42 v/s Ratio Perm 0.02 0.36 v/c Ratio 0.81 0.09 0.55 0.30 0.70 Uniform Delay,dl 37.9 32.9 11.9 4.6 13.3 Progression Factor 1.00 1.00 1.33 1.05 1.00 Incremental Delay,d2 14.0 0.1 1.5 0.2 1.9 Delay(s) 51.9 32.9 17.4 5.1 15.2 Level of Service D C B A B Approach Delay(s) 45.2 6.9 15.2 Approach LOS D A B Intersection Summary HCM Average Control Delay 16.8 HCM Level of Service B HCM Volume to Capacity ratio 0.71 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 3 238 HCM Signalized Intersection Capacity Analysis 4: SW A Ave & 2nd St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I /14 li 414 4+ 4+ Volume(vph) 29 1028 18 18 611 26 24 7 18 26 11 25 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 Frt 1.00 1.00 1.00 0.99 0.95 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.98 Satd. Flow(prot) 1803 3521 1677 3517 1703 1734 Flt Permitted 0.39 1.00 0.24 1.00 0.86 0.85 Satd. Flow(perm) 745 3521 418 3517 1497 1501 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 31 1094 19 19 650 28 26 7 19 28 12 27 RTOR Reduction(vph) 0 1 0 0 2 0 0 17 0 0 24 0 Lane Group Flow(vph) 31 1112 0 19 676 0 0 35 0 0 43 0 Confl. Peds.(#/hr) 1 26 26 1 7 15 15 7 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 0% 2% 6% 6% 2% 0% 4% 0% 0% 0% 0% 0% Turn Type Perm Perm Perm Perm Protected Phases 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green,G(s) 69.0 69.0 69.0 69.0 11.0 11.0 Effective Green,g(s) 69.0 69.0 69.0 69.0 11.0 11.0 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.12 0.12 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 4.0 4.0 4.0 4.0 2.5 2.5 Lane Grp Cap(vph) 571 2699 320 2696 183 183 v/s Ratio Prot c0.32 0.19 v/s Ratio Perm 0.04 0.05 0.02 c0.03 v/c Ratio 0.05 0.41 0.06 0.25 0.19 0.24 Uniform Delay,dl 2.6 3.6 2.6 3.0 35.5 35.7 Progression Factor 1.00 1.00 1.99 2.10 1.00 1.00 Incremental Delay,d2 0.2 0.5 0.1 0.1 0.4 0.5 Delay(s) 2.7 4.0 5.2 6.4 35.9 36.2 Level of Service A A A A D D Approach Delay(s) 4.0 6.4 35.9 36.2 Approach LOS A A D D Intersection Summary HCM Average Control Delay 6.8 HCM Level of Service A HCM Volume to Capacity ratio 0.39 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 10.0 Intersection Capacity Utilization 47.9% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 4 239 HCM Signalized Intersection Capacity Analysis 5: SW A Ave & 1st St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I 14 'I 14 4 r 4 r Volume(vph) 16 1004 52 82 535 21 61 19 91 46 28 41 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.96 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.98 1.00 0.98 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.96 1.00 0.97 1.00 Satd. Flow(prot) 1793 3501 1803 3515 1799 1526 1808 1557 Flt Permitted 0.43 1.00 0.19 1.00 0.72 1.00 0.77 1.00 Satd. Flow(perm) 810 3501 367 3515 1354 1526 1437 1557 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 17 1068 55 87 569 22 65 20 97 49 30 44 RTOR Reduction(vph) 0 3 0 0 2 0 0 0 81 0 0 37 Lane Group Flow(vph) 17 1120 0 87 589 0 0 85 16 0 79 7 Confl. Peds.(#/hr) 13 27 27 13 19 28 28 19 Confi.Bikes(#/hr) 2 Heavy Vehicles(%) 0% 2% 0% 0% 2% 0% 0% 0% 1% 0% 0% 0% Turn Type pm+pt pm+pt Perm Perm Perm Perm Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 4 Actuated Green,G(s) 58.0 56.0 62.2 58.1 14.9 14.9 14.9 14.9 Effective Green,g(s) 58.0 56.0 62.2 58.1 14.9 14.9 14.9 14.9 Actuated g/C Ratio 0.64 0.62 0.69 0.65 0.17 0.17 0.17 0.17 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 2.5 3.8 2.5 3.8 2.5 2.5 2.5 2.5 Lane Grp Cap(vph) 544 2178 319 2269 224 253 238 258 v/s Ratio Prot 0.00 c0.32 c0.01 0.17 v/s Ratio Perm 0.02 0.18 c0.06 0.01 0.05 0.00 v/c Ratio 0.03 0.51 0.27 0.26 0.38 0.06 0.33 0.03 Uniform Delay,dl 5.7 9.4 5.8 6.8 33.4 31.7 33.2 31.5 Progression Factor 1.79 1.48 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.0 0.8 0.3 0.3 0.8 0.1 0.6 0.0 Delay(s) 10.3 14.8 6.1 7.1 34.2 31.7 33.8 31.5 Level of Service B B A A C C C C Approach Delay(s) 14.7 6.9 32.9 33.0 Approach LOS B A C C Intersection Summary HCM Average Control Delay 14.9 HCM Level of Service B HCM Volume to Capacity ratio 0.47 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 15.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 5 240 HCM Signalized Intersection Capacity Analysis 6: SW A Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations rr 4+ +1+ Volume(vph) 265 855 465 650 1230 170 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.91 0.91 0.95 Frpb,ped/bikes 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 0.99 1.00 Satd. Flow(prot) 1752 2760 1610 3396 3501 Flt Permitted 0.95 1.00 0.95 0.55 1.00 Satd. Flow(perm) 1752 2760 1610 1894 3501 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 273 881 479 670 1268 175 RTOR Reduction(vph) 0 0 0 0 11 0 Lane Group Flow(vph) 273 881 374 775 1432 0 Confl. Peds.(#/hr) 7 1 8 8 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 3% 2% 2% 1% 1% 1% Turn Type pm+ov Prot Protected Phases 8 1 1 6 2 Permitted Phases 8 Actuated Green,G(s) 17.8 40.3 22.5 69.2 42.2 Effective Green,g(s) 17.8 40.3 22.5 69.2 42.2 Actuated g/C Ratio 0.19 0.42 0.23 0.72 0.44 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 3.8 3.8 Lane Grp Cap(vph) 325 1288 377 1717 1539 v/s Ratio Prot c0.16 0.16 c0.23 0.11 c0.41 v/s Ratio Perm 0.16 0.22 v/c Ratio 0.84 0.68 0.99 0.45 0.93 Uniform Delay,dl 37.7 22.7 36.7 5.5 25.5 Progression Factor 1.00 1.00 1.00 1.00 0.51 Incremental Delay,d2 16.7 1.3 44.0 0.1 9.1 Delay(s) 54.4 24.0 80.7 5.7 22.1 Level of Service D C F A C Approach Delay(s) 31.2 30.1 22.1 Approach LOS C C C Intersection Summary HCM Average Control Delay 27.3 HCM Level of Service C HCM Volume to Capacity ratio 0.93 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 86.6% ICU Level of Service E Analysis Period(min) 15 c Critical Lane Group Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 6 241 HCM Unsignalized Intersection Capacity Analysis 7: Evergreen Rd & 2nd St 10/21/2013 _N. 4- \ d Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 1+ V Volume(veh/h) 17 16 18 9 4 11 Sign Control Stop Stop Free Grade 0% 0% 0% Peak Hour Factor 0.66 0.66 0.66 0.66 0.66 0.66 Hourly flow rate(vph) 26 24 27 14 6 17 Pedestrians 5 1 Lane Width(ft) 12.0 12.0 Walking Speed(ft/s) 4.0 4.0 Percent Blockage 0 0 Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 468 pX,platoon unblocked vC,conflicting volume 49 25 34 6 5 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 49 25 34 6 5 tC,single(s) 7.2 6.6 6.5 6.2 4.1 tC,2 stage(s) tF(s) 3.6 4.1 4.0 3.3 2.2 p0 queue free% 97 97 97 99 100 cM capacity(veh/h) 901 853 856 1077 1623 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 50 41 23 Volume Left 26 0 6 Volume Right 0 14 17 cSH 877 919 1623 Volume to Capacity 0.06 0.04 0.00 Queue Length 95th(ft) 5 3 0 Control Delay(s) 9.4 9.1 1.9 Lane LOS A A A Approach Delay(s) 9.4 9.1 1.9 Approach LOS A A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 18.4% ICU Level of Service A Analysis Period(min) 15 Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 7 242 HCM Unsignalized Intersection Capacity Analysis 8: 1st St Dwy & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4+ 4+ Volume(veh/h) 27 2 2 6 1 118 1 35 3 109 34 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 29 2 2 7 1 128 1 38 3 118 37 1 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 344 pX,platoon unblocked vC,conflicting volume 445 318 38 320 317 40 38 41 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 445 318 38 320 317 40 38 41 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 93 100 100 99 100 88 100 92 cM capacity(veh/h) 431 553 1035 593 554 1032 1572 1568 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 34 136 42 157 Volume Left 29 7 1 118 Volume Right 2 128 3 1 cSH 454 990 1572 1568 Volume to Capacity 0.07 0.14 0.00 0.08 Queue Length 95th(ft) 6 12 0 6 Control Delay(s) 13.6 9.2 0.2 5.8 Lane LOS B A A A Approach Delay(s) 13.6 9.2 0.2 5.8 Approach LOS B A Intersection Summary Average Delay 7.1 Intersection Capacity Utilization 29.6% ICU Level of Service A Analysis Period(min) 15 Existing Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 8 243 Appendix D Crash Data 244 CDS150 07/23/2013 OREGON DEPARTMENT OF TRANSPORTATION-TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 TRANSPORTATION DATA SECTION-CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE A Avenue @ State Street(Oswego Highway 003) January 1,2009 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 4 0 4 0 5 0 2 2 3 1 4 0 0 TURNING MOVEMENTS 0 0 1 1 0 0 0 1 0 1 0 1 0 0 2011 TOTAL 0 4 1 5 0 5 0 3 2 4 1 5 0 0 YEAR: 2010 REAR-END 0 1 0 1 0 1 0 1 0 1 0 1 0 0 TURNING MOVEMENTS 0 0 2 2 0 0 0 2 0 2 0 2 0 0 2010 TOTAL 0 1 2 3 0 1 0 3 0 3 0 3 0 0 YEAR: 2009 TURNING MOVEMENTS 0 0 1 1 0 0 0 1 0 0 1 1 0 0 2009 TOTAL 0 0 1 1 0 0 0 1 0 0 1 1 0 0 FINAL TOTAL 0 5 4 9 0 6 0 7 2 7 2 9 0 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. N 01 CDS380 7/23/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING ha 00OSWEGO A Avenue @ State Street (Oswego Highway 003) CA January 1, 2009 through December 31, 2011 S D P RSW RD# FC INT-TYP SPCL USE E AUCO DATE COUNTY COMPNT CONN # RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TYP TRLR QTY MOVE A S SER# E LGH R DAY CITY MLG TYP FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL TYP OWNER FROM PRTC INJ G E LICNS PED INVEST DCS L K TIME URBAN AREA MILEPNT SECOND STREET LOCTN (#LANES) CNTL DRVWY LIGHT SVRTY V# VEH TYPE TO P# TYPE SVRTY E X RES LOC ERROR ACTN EVENT CAUSE 01842 N N N 05/27/2011 CLACKAMAS 1 14 INTER 3-LEG N N CLD S-1STOP 01 NONE 0 STRGHT 013 07 NONE Fri LAKE OSWEGO 0 0 A AVE N TRF SIGNAL N WET REAR PRVTE N S 000 00 6P PORTLAND UA 6.13 STATE ST 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 60 F OR-Y 026 000 07 OR<25 02 NONE 0 STOP PRVTE N S 011 013 00 PSNGR CAR 01 DRVR INJC 52 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE N S 022 00 PSNGR CAR 01 DRVR NONE 00 F UNK 000 000 00 UNK 02746 N N N 07/31/2011 CLACKAMAS 1 14 INTER 3-LEG N N CLR S-1STOP 01 NONE 0 STRGHT 07 NONE Sun LAKE OSWEGO 0 0 A AVE E L-GRN-SIG N DRY REAR PRVTE S N 000 00 6P PORTLAND UA 6.13 STATE ST 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 26 M OR-Y 026 000 07 OR<25 02 NONE 0 STOP PRVTE S N 012 00 PSNGR CAR 01 DRVR INJC 18 F UNK 000 000 00 OR<25 03403 N N N 09/21/2010 CLACKAMAS 1 14 INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 07 NONE Tue LAKE OSWEGO 0 0 A AVE S TRF SIGNAL N DRY REAR PRVTE S N 000 00 1P PORTLAND UA 6.13 STATE ST 06 0 N DAY INJ PSNGR CAR 01 DRVR INJC 32 F OTH-Y 026 000 07 N-RES 02 NONE 0 STOP PRVTE S N 012 00 PSNGR CAR 01 DRVR NONE 62 F OR-Y 000 000 00 OR<25 01401 NNNNN 04/24/2011 CLACKAMAS 1 14 INTER 3-LEG N N RAIN S-1STOP 01 NONE 0 STRGHT 07 CITY Sun LAKE OSWEGO 0 0 A AVE S L-GRN-SIG N WET REAR PRVTE S N 000 00 10A PORTLAND UA 6.13 STATE ST 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 59 M OR-Y 043,026 000 07 OR<25 02 NONE 0 STOP PRVTE S N 012 00 PSNGR CAR 01 DRVR NONE 52 F OR-Y 000 000 00 OR<25 02 PSNG INJC 83 F 000 000 00 02967 N N N 08/22/2010 CLACKAMAS 1 14 INTER 3-LEG N N CLR S-OTHER 01 NONE 0 TURN-L 08 NONE Sun LAKE OSWEGO 0 0 A AVE W TRF SIGNAL N DRY TURN PRVTE S W 000 00 4P PORTLAND UA 6.13 STATE ST 05 1 N DAY PDD PSNGR CAR 01 DRVR NONE 15 M OR-Y 001,007 000 08 OR<25 CDS380 7/23/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 2 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING 003 OSWEGO A Avenue @ State Street (Oswego Highway 003) January 1, 2009 through December 31, 2011 S D P RSW RD# FC INT-TYP SPCL USE E AUC 0 DATE COUNTY COMPNT CONN # RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TYP TRLR QTY MOVE A S SER# ELGHR DAY CITY MLG TYP FIRST STREET DIRECT LEGS TRAF- RNDBT SURF COLL TYP OWNER FROM PRTC INJ G E LICNS PED INVEST DCS L K TIME URBAN AREA MILEPNT SECOND STREET LOCTN (#LANES) CNTL DRVWY LIGHT SVRTY V# VEH TYPE TO P# TYPE SVRTY E X RES LOC ERROR ACTN EVENT CAUSE 02 NONE 0 TURN-L PRVTE S W 000 00 PSNGR CAR 01 DRVR NONE 00 M OR-Y 000 000 00 OR<25 00618 N N N 02/15/2009 CLACKAMAS 1 14 INTER 3-LEG N N CLR 0-1TURN 01 NONE 0 TURN-L 04 NONE Sun LAKE OSWEGO 0 0 A AVE CN TRF SIGNAL N DRY TURN PRVTE S W 000 00 7P PORTLAND UA 6.13 STATE ST 01 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 M OR-Y 097 000 00 OR<25 02 NONE 0 STRGHT PRVTE N S 000 00 PSNGR CAR 01 DRVR NONE 82 M OR-Y 097 000 00 OR<25 01857 N N N 06/04/2010 CLACKAMAS 1 14 INTER 3-LEG N N CLR S-1TURN 01 NONE 0 TURN-L 14,08 NONE Fri LAKE OSWEGO 0 0 A AVE CN L-GRN-SIG N DRY TURN PRVTE S W 000 00 6P PORTLAND UA 6.13 STATE ST 01 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 M OR-Y 003,007 000 14,08 UNK 02 NONE 0 TURN-L PRVTE S W 000 00 PSNGR CAR 01 DRVR NONE 28 M OR-Y 000 000 00 OR<25 01216 NNNNN 04/11/2011 CLACKAMAS 1 14 INTER 3-LEG N N CLD S-1STOP 01 NONE 0 STRGHT 10 CITY Mon LAKE OSWEGO 0 0 A AVE CN TRF SIGNAL N DRY REAR PRVTE N S 000 00 8P PORTLAND UA 6.13 STATE ST 01 0 N DLIT INJ PSNGR CAR 01 DRVR INJC 67 M OR-Y 026 028 10 OR<25 02 NONE 0 STOP PRVTE N S 011 00 PSNGR CAR 01 DRVR INJC 57 M OR-Y 000 000 00 OR<25 02850 NNNNN 08/09/2011 CLACKAMAS 1 14 INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 TURN-R 02 CITY Tue LAKE OSWEGO 0 0 A AVE CN TRF SIGNAL N DRY TURN PRVTE W S 016 00 3P PORTLAND UA 6.13 STATE ST 03 0 N DAY PDO PSNGR CAR 01 DRVR NONE 83 F OR-Y 028 000 02 OR<25 02 NONE 0 STRGHT PRVTE N S 000 00 PSNGR CAR 01 DRVR NONE 30 M OR-Y 000 000 00 OR<25 N N ACTION CODE TRANSLATION LIST ARION 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 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 MISCELLANEOUS 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-O 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 & OVERTURN OVERTURNED 27 INATTENT INATTENTION 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 OTH 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 N CO DRIVER LICENSE CODE TRANSLATION LIST DRIVER RESIDENCE CODE TRANSLATION LIST C SHORT RES SHORT AIDE DESC LONG DESCRIPTION CODE DESC LONG DESCRIPTION 0 NONE NOT LICENSED (HAD NEVER BEEN LICENSED) 1 ORG25 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 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 WRNG 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 01 EVENT CODE TRANSLATION LIST WENT SHORT MODE 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 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 UNK 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 N FUNCTIONAL CLASSIFICATION TRANSLATION LIST HIGHWAY COMPONENT TRANSLATION LIST lietIC alkSS 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 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 CONV PEDESTRIAN USING A PEDESTRIAN CONVEYA: 4 U-TURN MAKING A U-TURN 5 BACK BACKING 5 PTOW PEDESTRIAN TOWING OR TRAILERING AN OB 6 BIKE PEDALCYCLIST 6 STOP STOPPED IN TRAFFIC 7 BTOW PEDALCYCLIST TOWING OR TRAILERING AN 7 PRKD-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 012 BRDG-GATE BRIDGE GATE - BARRIER 99 UNKNOWN LOCATION 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/O DROP-ARM GATE 025 X-BUCK WRN CROSSBUCK AND ADVANCE WARNING 2 ALLEY DRIVEWAY OR ALLEY 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 N BRIDGE BRIDGE STRUCTURE 090 L-TURN REF LEFT TURN REFUGE (WHEN REFUGE IS INVOLVED) C7J TUNNEL TUNNEL 091 R-TURN ALL RIGHT TURN AT ALL TIMES SIGN, ETC. CJI 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 IV CD 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 0TH 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 P AGE".1 PMENT p\�\S\ON �E\-O UN\Z PNSPORIATPN�REPORT\NG \N-ER' OFF YS SEG1\O p ROAD SPOR(P1\OG P N PN AOS\S\ON�YPE W CERN RE`ATE R1MEN�ON p 1 P SECR�ES BY YEAR BY reef 2011 DARK SEGS\O 0 0 OREGON REC'O TRPNSPOR�AGRASHSVMNIP 2Oveth ougb December 31 PRY SURF PAY 1 1 0 0 1 O9 SURF 0 1 0 0 0�12312p13 Y Ja�Ua 1P PEOP EE NO REE TRUCK 0 1 0 0 1 1 CpS15 PROPERTY Ge TO \ K\�� 0 0 The higher numbers FOA` REPMON` CRASHES 1 0 1 00 1 annual crashereports to the annual CRASHES GRPSHES0 I 0 11 0 1 pes not reflect Unavailable,'n°n'fatal crash poN\S\ON HYPE 0 11 0 1 to previous years.° Unit'to add previously movemoq-cS YEAR. 20 G m a change t 0 data file ash Analysis and Rep RN\N 2p11 Crash 201 10 p(A\ crashes are reported prce°ss that ra-2p11the crash statistics. 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N CDS380 7/23/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CJ OF LAKE OSWEGO, CLACKAMAS COUNTY A Avenue @ 1st Street CO January 1, 2009 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 02837 N Y N 08/14/2010 14 A AVE INTER CROSS N N CLR S-1TURN 01 NONE 0 STRGHT 07 CITY Sat 0 1ST ST CN TRF SIGNAL N DRY TURN PRVTE W E 000 00 9P 02 0 N DLIT INJ PSNGR CAR 01 DRVR NONE 57 F OR-Y 042 000 07 OR<25 02 NONE 0 TURN-R PRVTE W S 016 00 PSNGR CAR 01 DRVR INJC 19 F OR-Y 000 000 00 OR<25 P PGs.1 PMEN�o\v\s\pN vE�° �N\� S\pN OE ORt\r\G WEER, °FF PNSP°RSP PNO REP R SEGS CEO ROPO PNSPORS PN°GRp SNB Cpl\S\ON HYPE \NGT\ON RESP 0 S OF�R SEGR\E gY YEPR et 11 OpRK SE 0 0 pFtEG°�RpN P� PGRP N SUMM P\P e through Oe eccnber 31'20 ORR SURF OPY 1 0 1 0 0 0 2p09 SV 2 0 0 ,a�uar J 1, p.7....:0 NGKS 0 1 0 2 0 3 pPLE c,,‘14...10\ E, (R 1 1 2 0 GOS150 011231201 PR°PER\ SOS ES P K\\\EO W 0 0 0 1 um 1 2 pets NpN OpM IN Y GRPSN 0 0 0 0 1 he higher numbers P�P\ GRAS\-\ES pN` 1 1 0 00 0 1 ease in annual Gras crashes.reports to the an CRASHES 0 1 2 0 not reflect an navailable'non-fatal on f YPE 0 0 2 2 s This dpes Preciously u GOA\\20�� 0 00 2 aced to Pred�Repodan9 knit t0 ad YEPRPR E\,O pvEMENSS 0 data file compash red an RVR201 �p PM shes are reported for the that a�ZOO 1t ash t tistics. 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N CDS380 7/23/2013 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING Clg OF LAKE OSWEGO, CLACKAMAS COUNTY A Avenue @ 2nd Street 0 January 1, 2009 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 02034 N N N 06/03/2011 14 A AVE INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 07 NONE Fri 0 2ND ST E STOP SIGN N DRY REAR PRVTE E W 000 00 12P 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 41 F OR-Y 026 000 07 OR<25 02 NONE 0 STOP PRVTE E W 011 00 PSNGR CAR 01 DRVR NONE 54 F OR-Y 000 000 00 OR<25 04350 NNNNN 11/16/2011 14 A AVE INTER CROSS N N RAIN 0-1TURN 01 NONE 0 TURN-L 054 02 CITY Wed 0 2ND ST CN TRF SIGNAL N WET TURN PRVTE W N 022 00 12P 02 0 N DAY PDO PSNGR CAR 01 DRVR NONE 18 M OR-Y 004,028 000 02 OR<25 02 NONE 0 STRGHT PRVTE E W 007 054 00 PSNGR CAR 01 DRVR NONE 59 F OR-Y 000 000 00 OR<25 03 NONE 0 STRGHT PRVTE E W 007 00 PSNGR CAR 01 DRVR NONE 72 F OR-Y 000 000 00 OR<25 P AGE".1 pMENT p\�\S\ON �E\-O UN\Z ANSpOR1ATPN�REPORT\NG \N1ER' OFF YS SEG1\O p ROAD ANSPORT Al\OG P N AY CO��\S\ON HYPE W t�RON RE`AT. ENT OF�RIASEGT\OS SN(YEARS Street I ARK SEG OREGONRPNSPO TAGRA N SUMEvergreen RRou9 @December 31'20 DRY SURF OAY D 1 2009 thr SURF January PEOP`E TRUGKS GDS�S° o l23l20�3 P OPER�Y T01P� P KP EO INJURED her numbers E. NON- �A� ROAMON` CRASHES annum crashereports The to the annual CRASHES CRASHES does not reflect an 'non'fatal crash ONUS\ON ZYpE d to previous years. Unit'to add previously s(EAR' data file com Analysis and Rep 11 Crash TO'(A� O�A� crashes are reported for that e112p11t�ash statistics. F\NA`j higher numbn ente nal depa emwhenl comparing p pisclalmer' a change to of is Chang this result frornplease data file. CP P PGE•_1 PMENt U\v\S\pN vE�° UN\� \pNUE ORtWG \P10ER °FF PNSP°RtP PNU REP R SEGt AEU R°Pp tRPNSPOR\pNOG P RgY G°��S\ON.�YPE \NG�\oN RE`P OFsec-0)1\1 EG Y YEP e\ . DPRK SE EGON DEP SPp I.P-\pP OP gUMMPR\Ee 8ll R°aa December 31,Zg URY SURF UpY OR ION- GR E�er2gpg Lhr°�g URF January�' PEpP�E tRUGKS OPE JURED GUS�S� p'112312g13 N PR°PMPGE GRPSHt�s P K\\\EU W hes the hlgt er ann airs N No P� UP pN\Y annual Gra sh rep°rts to N -\p,� PSNES t an increase inon-fatal cra GRPSNES GR s years. this does n°e�ofusly unavailable, O��\S\ONtYPE ared to pred�Rep° ng Unit to add P G YEPR �� data file co h Analysis an PL owed for tocess that allows the rsh statistics. to\NP�tOtP` number of Gras eParrmen an pr mpanng pre 2p11 plsclaimer a change to an internal Change When co result fromPlease be aware data file• Appendix E Year 2016 Background Traffic Conditions Level-of-Service Worksheets 263 HCM Unsignalized Intersection Capacity Analysis 2: SW B Ave & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4 r 4 r Volume(veh/h) 10 310 45 40 265 10 20 5 35 15 10 10 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate(vph) 10 320 46 41 273 10 21 5 36 15 10 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) 3 1 Median type None None Median storage veh) Upstream signal(ft) 341 pX,platoon unblocked vC,conflicting volume 284 366 735 729 343 745 747 278 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 284 366 735 729 343 745 747 278 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 99 97 93 98 95 95 97 99 cM capacity(veh/h) 1290 1204 315 337 704 302 329 765 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 376 325 62 36 Volume Left 10 41 21 15 Volume Right 46 10 36 10 cSH 1290 1204 767 438 Volume to Capacity 0.01 0.03 0.08 0.08 Queue Length 95th(ft) 1 3 7 7 Control Delay(s) 0.3 1.3 13.2 15.3 Lane LOS A A B C Approach Delay(s) 0.3 1.3 13.2 15.3 Approach LOS B C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 48.9% ICU Level of Service A Analysis Period(min) 15 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 1 264 HCM Signalized Intersection Capacity Analysis 3: SW B Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume(vph) 255 140 140 798 1298 180 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1805 1615 1805 3610 3544 Flt Permitted 0.95 1.00 0.08 1.00 1.00 Satd. Flow(perm) 1805 1615 160 3610 3544 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 263 144 144 823 1338 186 RTOR Reduction(vph) 0 118 0 0 8 0 Lane Group Flow(vph) 263 26 144 823 1516 0 Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% Turn Type Perm pm+pt Protected Phases 8 1 6 2 Permitted Phases 8 6 Actuated Green,G(s) 17.2 17.2 69.8 69.8 57.4 Effective Green,g(s) 17.2 17.2 69.8 69.8 57.4 Actuated g/C Ratio 0.18 0.18 0.73 0.73 0.60 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 5.8 5.8 Lane Grp Cap(vph) 323 289 252 2625 2119 v/s Ratio Prot c0.15 c0.05 0.23 c0.43 v/s Ratio Perm 0.02 0.37 v/c Ratio 0.81 0.09 0.57 0.31 0.72 Uniform Delay,dl 37.9 32.9 13.0 4.6 13.6 Progression Factor 1.00 1.00 1.24 1.07 1.00 Incremental Delay,d2 14.0 0.1 1.9 0.3 2.1 Delay(s) 51.9 32.9 18.0 5.2 15.7 Level of Service D C B A B Approach Delay(s) 45.2 7.1 15.7 Approach LOS D A B Intersection Summary HCM Average Control Delay 17.0 HCM Level of Service B HCM Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 2 265 HCM Signalized Intersection Capacity Analysis 4: SW A Ave & 2nd St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I /14 li 414 4+ 4+ Volume(vph) 29 1059 18 19 629 27 24 7 18 26 11 25 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 Frt 1.00 1.00 1.00 0.99 0.95 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.98 Satd. Flow(prot) 1803 3522 1678 3517 1703 1734 Flt Permitted 0.38 1.00 0.23 1.00 0.86 0.85 Satd. Flow(perm) 729 3522 402 3517 1497 1501 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 31 1127 19 20 669 29 26 7 19 28 12 27 RTOR Reduction(vph) 0 1 0 0 2 0 0 17 0 0 24 0 Lane Group Flow(vph) 31 1145 0 20 696 0 0 35 0 0 43 0 Confl. Peds.(#/hr) 1 26 26 1 7 15 15 7 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 0% 2% 6% 6% 2% 0% 4% 0% 0% 0% 0% 0% Turn Type Perm Perm Perm Perm Protected Phases 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green,G(s) 69.0 69.0 69.0 69.0 11.0 11.0 Effective Green,g(s) 69.0 69.0 69.0 69.0 11.0 11.0 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.12 0.12 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 4.0 4.0 4.0 4.0 2.5 2.5 Lane Grp Cap(vph) 559 2700 308 2696 183 183 v/s Ratio Prot c0.33 0.20 v/s Ratio Perm 0.04 0.05 0.02 c0.03 v/c Ratio 0.06 0.42 0.06 0.26 0.19 0.24 Uniform Delay,dl 2.6 3.6 2.6 3.1 35.5 35.7 Progression Factor 1.00 1.00 1.87 1.99 1.00 1.00 Incremental Delay,d2 0.2 0.5 0.1 0.1 0.4 0.5 Delay(s) 2.7 4.1 4.9 6.1 35.9 36.2 Level of Service A A A A D D Approach Delay(s) 4.1 6.1 35.9 36.2 Approach LOS A A D D Intersection Summary HCM Average Control Delay 6.7 HCM Level of Service A HCM Volume to Capacity ratio 0.40 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 10.0 Intersection Capacity Utilization 48.8% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 3 266 HCM Signalized Intersection Capacity Analysis 5: SW A Ave & 1st St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I 14 'I 14 4 r 4 r Volume(vph) 16 1034 52 82 551 21 61 19 91 46 28 41 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 0.98 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.96 1.00 0.97 1.00 Satd. Flow(prot) 1805 3502 1805 3515 1799 1526 1808 1557 Flt Permitted 0.95 1.00 0.95 1.00 0.72 1.00 0.77 1.00 Satd. Flow(perm) 1805 3502 1805 3515 1354 1526 1437 1557 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 17 1100 55 87 586 22 65 20 97 49 30 44 RTOR Reduction(vph) 0 3 0 0 2 0 0 0 81 0 0 37 Lane Group Flow(vph) 17 1152 0 87 606 0 0 85 16 0 79 7 Confl. Peds.(#/hr) 13 27 27 13 19 28 28 19 Confi.Bikes(#/hr) 2 Heavy Vehicles(%) 0% 2% 0% 0% 2% 0% 0% 0% 1% 0% 0% 0% Turn Type Prot Prot Perm Perm Perm Perm Protected Phases 5 2 1 6 8 4 Permitted Phases 8 8 4 4 Actuated Green,G(s) 2.8 52.7 7.4 57.3 14.9 14.9 14.9 14.9 Effective Green,g(s) 2.8 52.7 7.4 57.3 14.9 14.9 14.9 14.9 Actuated g/C Ratio 0.03 0.59 0.08 0.64 0.17 0.17 0.17 0.17 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 2.5 3.8 2.5 3.8 2.5 2.5 2.5 2.5 Lane Grp Cap(vph) 56 2051 148 2238 224 253 238 258 v/s Ratio Prot 0.01 c0.33 c0.05 c0.17 v/s Ratio Perm c0.06 0.01 0.05 0.00 v/c Ratio 0.30 0.56 0.59 0.27 0.38 0.06 0.33 0.03 Uniform Delay,dl 42.6 11.5 39.8 7.2 33.4 31.7 33.2 31.5 Progression Factor 0.83 1.39 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 2.1 1.0 4.9 0.3 0.8 0.1 0.6 0.0 Delay(s) 37.6 17.0 44.7 7.5 34.2 31.7 33.8 31.5 Level of Service D B D A C C C C Approach Delay(s) 17.3 12.1 32.9 33.0 Approach LOS B B C C Intersection Summary HCM Average Control Delay 17.9 HCM Level of Service B HCM Volume to Capacity ratio 0.56 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 20.0 Intersection Capacity Utilization 67.5% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 4 267 HCM Signalized Intersection Capacity Analysis 6: SW A Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations rr 4+ ft. Volume(vph) 273 881 479 670 1267 175 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.91 0.91 0.95 Frpb,ped/bikes 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 0.99 1.00 Satd. Flow(prot) 1752 2759 1610 3396 3501 Flt Permitted 0.95 1.00 0.95 0.54 1.00 Satd. Flow(perm) 1752 2759 1610 1846 3501 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 281 908 494 691 1306 180 RTOR Reduction(vph) 0 0 0 0 11 0 Lane Group Flow(vph) 281 908 385 800 1475 0 Confl. Peds.(#/hr) 7 1 8 8 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 3% 2% 2% 1% 1% 1% Turn Type pm+ov Prot Protected Phases 8 1 1 6 2 Permitted Phases 8 Actuated Green,G(s) 18.0 40.5 22.5 69.0 42.0 Effective Green,g(s) 18.0 40.5 22.5 69.0 42.0 Actuated g/C Ratio 0.19 0.42 0.23 0.72 0.44 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 3.8 3.8 Lane Grp Cap(vph) 329 1293 377 1690 1532 v/s Ratio Prot c0.16 0.16 c0.24 0.11 c0.42 v/s Ratio Perm 0.16 0.23 v/c Ratio 0.85 0.70 1.02 0.47 0.96 Uniform Delay,dl 37.7 22.8 36.8 5.8 26.2 Progression Factor 1.00 1.00 1.00 1.00 0.51 Incremental Delay,d2 18.5 1.5 51.9 0.1 12.7 Delay(s) 56.3 24.3 88.6 5.9 26.0 Level of Service E C F A C Approach Delay(s) 31.9 32.8 26.0 Approach LOS C C C Intersection Summary HCM Average Control Delay 29.9 HCM Level of Service C HCM Volume to Capacity ratio 0.96 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 88.9% ICU Level of Service E Analysis Period(min) 15 c Critical Lane Group 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 5 268 HCM Unsignalized Intersection Capacity Analysis 7: Evergreen Rd & 2nd St 10/21/2013 _N. 4- \ d Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 1+ V Volume(veh/h) 17 16 18 9 4 11 Sign Control Stop Stop Free Grade 0% 0% 0% Peak Hour Factor 0.66 0.66 0.66 0.66 0.66 0.66 Hourly flow rate(vph) 26 24 27 14 6 17 Pedestrians 5 1 Lane Width(ft) 12.0 12.0 Walking Speed(ft/s) 4.0 4.0 Percent Blockage 0 0 Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 468 pX,platoon unblocked vC,conflicting volume 49 25 34 6 5 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 49 25 34 6 5 tC,single(s) 7.2 6.6 6.5 6.2 4.1 tC,2 stage(s) tF(s) 3.6 4.1 4.0 3.3 2.2 p0 queue free% 97 97 97 99 100 cM capacity(veh/h) 901 853 856 1077 1623 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 50 41 23 Volume Left 26 0 6 Volume Right 0 14 17 cSH 877 919 1623 Volume to Capacity 0.06 0.04 0.00 Queue Length 95th(ft) 5 3 0 Control Delay(s) 9.4 9.1 1.9 Lane LOS A A A Approach Delay(s) 9.4 9.1 1.9 Approach LOS A A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 18.4% ICU Level of Service A Analysis Period(min) 15 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 6 269 HCM Unsignalized Intersection Capacity Analysis 8: 1st St Dwy & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4+ 4+ Volume(veh/h) 30 2 2 6 1 118 1 35 3 109 34 24 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 33 2 2 7 1 128 1 38 3 118 37 26 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 344 pX,platoon unblocked vC,conflicting volume 458 330 50 332 342 40 63 41 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 458 330 50 332 342 40 63 41 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 92 100 100 99 100 88 100 92 cM capacity(veh/h) 423 544 1018 582 536 1032 1540 1568 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 37 136 42 182 Volume Left 33 7 1 118 Volume Right 2 128 3 26 cSH 444 988 1540 1568 Volume to Capacity 0.08 0.14 0.00 0.08 Queue Length 95th(ft) 7 12 0 6 Control Delay(s) 13.8 9.2 0.2 5.1 Lane LOS B A A A Approach Delay(s) 13.8 9.2 0.2 5.1 Approach LOS B A Intersection Summary Average Delay 6.8 Intersection Capacity Utilization 31.2% ICU Level of Service A Analysis Period(min) 15 2016 Background Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 7 270 Appendix F Year 2016 Total Traffic Conditions Level-of-Service Worksheet 271 N N Queuing Summary - Block 137 Development) Projected Net New PM Pk Synchro Queue Length(Feet) Available Intersection Movement Wkdy PM Peak Condition Hr Trips Added 50th Percentile 95th Percentile Storage(Feet) 2016 Background - 45 95 1st Street/ Westbound Left 125 2016 Total(With Development) 16 55 110 A Avenue 2016 Background - 70 140 Westbound Through 250 2016 Total(With Development) 25 70 145 I I I I I I I 2016 Background - 165 290 State Street/ Eastbound Left 225 2016 Total(With Development) 2 165 295 A Avenue 2016 Background - 230 305 Eastbound Through 250 2016 Total(With Development) 6 235 310 i 2016 Background - 270 470 State Street/ Northbound Left 250* 2016 Total(With Development) 32 290 485 A Avenue 2016 Background - 90 120 Northbound Through 2016 Total(With Development) 0 95 120 State Street/A 2016 Background I - I 460 I 625 Avenue Southbound Through 2016 Total(With Development) I 0 I 470 I 625 400 1 Site Access Approaches of NB 1st and NB 2nd at A Avenue all have projected queuing of 85 feet or less. *Inside shared through-left lane is continuous.250 feet represents the limit of the outside exclusive left-turn lane. HCM Unsignalized Intersection Capacity Analysis 2: SW B Ave & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4 r 4 r Volume(veh/h) 10 310 45 40 265 10 20 5 35 15 10 10 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate(vph) 10 320 46 41 273 10 21 5 36 15 10 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) 3 1 Median type None None Median storage veh) Upstream signal(ft) 341 pX,platoon unblocked vC,conflicting volume 284 366 735 729 343 745 747 278 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 284 366 735 729 343 745 747 278 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 99 97 93 98 95 95 97 99 cM capacity(veh/h) 1290 1204 315 337 704 302 329 765 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 376 325 62 36 Volume Left 10 41 21 15 Volume Right 46 10 36 10 cSH 1290 1204 767 438 Volume to Capacity 0.01 0.03 0.08 0.08 Queue Length 95th(ft) 1 3 7 7 Control Delay(s) 0.3 1.3 13.2 15.3 Lane LOS A A B C Approach Delay(s) 0.3 1.3 13.2 15.3 Approach LOS B C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 48.9% ICU Level of Service A Analysis Period(min) 15 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 1 273 HCM Signalized Intersection Capacity Analysis 3: SW B Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations r '4 41. Volume(vph) 255 140 140 800 1307 180 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1805 1615 1805 3610 3544 Flt Permitted 0.95 1.00 0.08 1.00 1.00 Satd. Flow(perm) 1805 1615 157 3610 3544 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 263 144 144 825 1347 186 RTOR Reduction(vph) 0 118 0 0 8 0 Lane Group Flow(vph) 263 26 144 825 1525 0 Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% Turn Type Perm pm+pt Protected Phases 8 1 6 2 Permitted Phases 8 6 Actuated Green,G(s) 17.2 17.2 69.8 69.8 57.4 Effective Green,g(s) 17.2 17.2 69.8 69.8 57.4 Actuated g/C Ratio 0.18 0.18 0.73 0.73 0.60 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 5.8 5.8 Lane Grp Cap(vph) 323 289 250 2625 2119 v/s Ratio Prot c0.15 c0.05 0.23 c0.43 v/s Ratio Perm 0.02 0.37 v/c Ratio 0.81 0.09 0.58 0.31 0.72 Uniform Delay,dl 37.9 32.9 13.2 4.6 13.6 Progression Factor 1.00 1.00 1.22 1.08 1.00 Incremental Delay,d2 14.0 0.1 1.9 0.3 2.1 Delay(s) 51.9 32.9 18.0 5.3 15.8 Level of Service D C B A B Approach Delay(s) 45.2 7.2 15.8 Approach LOS D A B Intersection Summary HCM Average Control Delay 17.0 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 2 274 HCM Signalized Intersection Capacity Analysis 4: SW A Ave & 2nd St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I /14 li 414 4+ 4+ Volume(vph) 29 1069 42 43 632 26 28 7 22 26 11 25 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 Frt 1.00 0.99 1.00 0.99 0.95 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.98 Satd. Flow(prot) 1803 3499 1680 3517 1698 1734 Flt Permitted 0.38 1.00 0.22 1.00 0.86 0.86 Satd. Flow(perm) 727 3499 385 3517 1490 1530 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 31 1137 45 46 672 28 30 7 23 28 12 27 RTOR Reduction(vph) 0 2 0 0 2 0 0 20 0 0 24 0 Lane Group Flow(vph) 31 1180 0 46 698 0 0 40 0 0 43 0 Confl. Peds.(#/hr) 1 26 26 1 7 15 15 7 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 0% 2% 6% 6% 2% 0% 4% 0% 0% 0% 0% 0% Turn Type Perm Perm Perm Perm Protected Phases 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green,G(s) 69.0 69.0 69.0 69.0 11.0 11.0 Effective Green,g(s) 69.0 69.0 69.0 69.0 11.0 11.0 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.12 0.12 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 4.0 4.0 4.0 4.0 2.5 2.5 Lane Grp Cap(vph) 557 2683 295 2696 182 187 v/s Ratio Prot c0.34 0.20 v/s Ratio Perm 0.04 0.12 0.03 c0.03 v/c Ratio 0.06 0.44 0.16 0.26 0.22 0.23 Uniform Delay,dl 2.6 3.7 2.8 3.1 35.6 35.7 Progression Factor 1.00 1.00 1.98 1.99 1.00 1.00 Incremental Delay,d2 0.2 0.5 0.3 0.1 0.4 0.5 Delay(s) 2.7 4.2 5.8 6.2 36.1 36.1 Level of Service A A A A D D Approach Delay(s) 4.2 6.1 36.1 36.1 Approach LOS A A D D Intersection Summary HCM Average Control Delay 6.8 HCM Level of Service A HCM Volume to Capacity ratio 0.41 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 10.0 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 3 275 HCM Signalized Intersection Capacity Analysis 5: SW A Ave & 1st St 10/21/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'I 14+ I 14+ 4 r 4 r Volume(vph) 16 1038 62 98 576 21 64 19 95 46 28 41 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb,ped/bikes 1.00 0.99 1.00 1.00 1.00 0.95 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 0.98 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.96 1.00 0.97 1.00 Satd. Flow(prot) 1805 3495 1805 3516 1798 1526 1808 1557 Flt Permitted 0.95 1.00 0.95 1.00 0.72 1.00 0.78 1.00 Satd. Flow(perm) 1805 3495 1805 3516 1350 1526 1445 1557 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow(vph) 17 1104 66 104 613 22 68 20 101 49 30 44 RTOR Reduction(vph) 0 4 0 0 2 0 0 0 83 0 0 36 Lane Group Flow(vph) 17 1166 0 104 633 0 0 88 18 0 79 8 Confl. Peds.(#/hr) 13 27 27 13 19 28 28 19 Confi.Bikes(#/hr) 2 Heavy Vehicles(%) 0% 2% 0% 0% 2% 0% 0% 0% 1% 0% 0% 0% Turn Type Prot Prot Perm Perm Perm Perm Protected Phases 5 2 1 6 8 4 Permitted Phases 8 8 4 4 Actuated Green,G(s) 2.8 51.2 7.7 56.1 16.1 16.1 16.1 16.1 Effective Green,g(s) 2.8 51.2 7.7 56.1 16.1 16.1 16.1 16.1 Actuated g/C Ratio 0.03 0.57 0.09 0.62 0.18 0.18 0.18 0.18 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension(s) 2.5 3.8 2.5 3.8 2.5 2.5 2.5 2.5 Lane Grp Cap(vph) 56 1988 154 2192 242 273 258 279 v/s Ratio Prot 0.01 c0.33 c0.06 c0.18 v/s Ratio Perm c0.07 0.01 0.05 0.01 v/c Ratio 0.30 0.59 0.68 0.29 0.36 0.07 0.31 0.03 Uniform Delay,dl 42.6 12.6 39.9 7.8 32.5 30.7 32.1 30.5 Progression Factor 0.83 1.37 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 2.1 1.2 10.1 0.3 0.7 0.1 0.5 0.0 Delay(s) 37.5 18.4 50.1 8.1 33.1 30.8 32.6 30.5 Level of Service D B D A C C C C Approach Delay(s) 18.7 14.0 31.9 31.9 Approach LOS B B C C Intersection Summary HCM Average Control Delay 19.0 HCM Level of Service B HCM Volume to Capacity ratio 0.57 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 20.0 Intersection Capacity Utilization 68.1% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 4 276 HCM Signalized Intersection Capacity Analysis 6: SW A Ave & N State St 10/21/2013 4 t 1 4/ Movement EBL EBR NBL NBT SBT SBR Lane Configurations rr Volume(vph) 275 887 511 670 1267 184 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.91 0.91 0.95 Frpb,ped/bikes 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.95 1.00 0.95 0.99 1.00 Satd. Flow(prot) 1752 2759 1610 3391 3498 Flt Permitted 0.95 1.00 0.95 0.51 1.00 Satd. Flow(perm) 1752 2759 1610 1730 3498 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 284 914 527 691 1306 190 RTOR Reduction(vph) 0 0 0 0 12 0 Lane Group Flow(vph) 284 914 395 823 1484 0 Confl. Peds.(#/hr) 7 1 8 8 Confi.Bikes(#/hr) 1 Heavy Vehicles(%) 3% 2% 2% 1% 1% 1% Turn Type pm+ov Prot Protected Phases 8 1 1 6 2 Permitted Phases 8 Actuated Green,G(s) 18.0 40.5 22.5 69.0 42.0 Effective Green,g(s) 18.0 40.5 22.5 69.0 42.0 Actuated g/C Ratio 0.19 0.42 0.23 0.72 0.44 Clearance Time(s) 4.5 4.5 4.5 4.5 4.5 Vehicle Extension(s) 2.3 2.3 2.3 3.8 3.8 Lane Grp Cap(vph) 329 1293 377 1633 1530 v/s Ratio Prot c0.16 0.17 c0.25 0.12 c0.42 v/s Ratio Perm 0.17 0.24 v/c Ratio 0.86 0.71 1.05 0.50 0.97 Uniform Delay,dl 37.8 22.9 36.8 6.0 26.4 Progression Factor 1.00 1.00 1.00 1.00 0.51 Incremental Delay,d2 19.8 1.6 59.4 0.1 13.7 Delay(s) 57.7 24.4 96.1 6.1 27.1 Level of Service E C F A C Approach Delay(s) 32.3 35.3 27.1 Approach LOS C D C Intersection Summary HCM Average Control Delay 31.2 HCM Level of Service C HCM Volume to Capacity ratio 0.97 Actuated Cycle Length(s) 96.0 Sum of lost time(s) 13.5 Intersection Capacity Utilization 89.9% ICU Level of Service E Analysis Period(min) 15 c Critical Lane Group 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 5 277 HCM Unsignalized Intersection Capacity Analysis 7: Evergreen Rd & 2nd St 10/21/2013 _N. 4- \ d Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 1+ V Volume(veh/h) 17 16 18 9 4 11 Sign Control Stop Stop Free Grade 0% 0% 0% Peak Hour Factor 0.66 0.66 0.66 0.66 0.66 0.66 Hourly flow rate(vph) 26 24 27 14 6 17 Pedestrians 5 1 Lane Width(ft) 12.0 12.0 Walking Speed(ft/s) 4.0 4.0 Percent Blockage 0 0 Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 468 pX,platoon unblocked vC,conflicting volume 49 25 34 6 5 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 49 25 34 6 5 tC,single(s) 7.2 6.6 6.5 6.2 4.1 tC,2 stage(s) tF(s) 3.6 4.1 4.0 3.3 2.2 p0 queue free% 97 97 97 99 100 cM capacity(veh/h) 901 853 856 1077 1623 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 50 41 23 Volume Left 26 0 6 Volume Right 0 14 17 cSH 877 919 1623 Volume to Capacity 0.06 0.04 0.00 Queue Length 95th(ft) 5 3 0 Control Delay(s) 9.4 9.1 1.9 Lane LOS A A A Approach Delay(s) 9.4 9.1 1.9 Approach LOS A A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 18.4% ICU Level of Service A Analysis Period(min) 15 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 6 278 HCM Unsignalized Intersection Capacity Analysis 8: 1st St Dwy & 1st St 10/21/2013 C 4- 4 4 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 4+ 4+ 4+ Volume(veh/h) 37 7 9 6 1 118 5 35 3 109 34 50 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 40 8 10 7 1 128 5 38 3 118 37 54 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 344 pX,platoon unblocked vC,conflicting volume 480 353 64 365 379 40 91 41 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu, unblocked vol 480 353 64 365 379 40 91 41 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 90 99 99 99 100 88 100 92 cM capacity(veh/h) 407 527 1000 544 510 1032 1504 1568 Direction, Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 58 136 47 210 Volume Left 40 7 5 118 Volume Right 10 128 3 54 cSH 468 981 1504 1568 Volume to Capacity 0.12 0.14 0.00 0.08 Queue Length 95th(ft) 10 12 0 6 Control Delay(s) 13.8 9.3 0.9 4.5 Lane LOS B A A A Approach Delay(s) 13.8 9.3 0.9 4.5 Approach LOS B A Intersection Summary Average Delay 6.7 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period(min) 15 2016 With Site Traffic Conditions 8/28/2013 Weekday PM Peak Hour Synchro 7- Report DKC Page 7 279 280 COLLIER ■ART4ETT ARBOR CARE 4111 DlII.11U.1' OF 8.1111LET! I'lfLL' L'.1PFR/.V' August 6, 2013 Wizer Property Tree Inventory and Preservation Plan Prepared for: Kurt Lango Lango Hansen Landscape Architects 1100 NW Glisan Street #3B Portland, OR 97209 Prepared by: Lyle J. Feilmeier Consulting Arborist Board Certified Master Arborist MW-0173B EXHIBIT F-4 LU 13-0046 (.e - ts 281 Wizer Property—Tree Inventory 8/10/2013 Introduction Background The Wizer property is a grocery/retail property located at the intersection of A Avenue and Second Street in downtown Lake Oswego. Dirk R. Otis of Macadam Forbes and Kurt Lango of Lango Hansen Landscape Architects are re-developing the site. The City of Lake Oswego requires a tree inventory of all the existing trees. Assignment At the request of Kurt Lango, I, Lyle J. Feilmeier, a consulting arborist employed by Collier Arbor Care, a division of Bartlett Tree Experts Company, have been hired to provide: 1. A Tree Inventory of all trees 5 inches and larger, including all street trees, in an Excel Table. 2. Provide written report of the observations and recommendations. 3. Provide guidelines for the preservation of the Japanese maple and other street tree near the construction envelope. Limits of the Assignment I have based this report on my observations made from my site visit on Monday July 8, 2013 and site maps provided by you via e-mail and while on site. Observations Site Observations The Wizer property is one square block located between the blocks A Avenue to the north, Evergreen Rd to the south, First Street to the east and Second Street to the west. The property is commercial with above and below parking and a grocery store and retail businesses. Tree Observations There are 26 trees located around the perimeter of the building directly impacted by the proposed construction(Appendix I- Site Map). These tree species consist of one magnolia(Magnolia grandiflora), three Norway maple (Acer platanoides) (Appendix III —Photos, Photo1), four flowering pear(Pyrus calleryana 'Chanticleer') (Appendix III- Photos, Photo 2), six Lavelle hawthorn(Crataegus x lavallei) (Appendix III-Photos, Photo 3), 10 zelkova(Zelkova serrata 'Musashino') (Appendix III- Photos, Photo 4) one flowering pear(Pyrus calleryana 'Chanticleer') and a specimen, mature Japanese maple (Acer palmatum). All the inventoried tree are within the construction site or envelope and are recommended removal other than the Japanese maple. (Appendix I—Photos—photo 2). There are 28 street trees indirectly affected by the construction and will require a preservation plan to protect during the construction phase. These trees consist of 10 flowering pear(Pyrus calleryana 'Chanticleer), five green ash (Fraxinus pennsylvanica) along the east side of the property on First Street. Four flowering pear(Pyrus calleryana 'Chanticleer') on the north side of the property along A Avenue and 12 linden (Tilia cordata) along the south side of the property on Evergreen Rd. ”74"A COLLIER ARBOR CARE 41 282 d DIVINw:4 OF BAR4LtIT Mt thNtk,s Page 2 of 15 Wizer Property—Tree Inventory 8/10/2013 Analysis and Testing Tree Inventory During my site visit on July 8, 2013, I located, measured, evaluated and rated each of the 55 trees and entered then into an inventory table (Appendix I- Tree Inventory). The trees were rated for their current health by the following criteria: ➢ Good condition: Trunks and crowns—no significant problems, excellent space and soil for root growth, excellent annual growth rate and strong branch structure. ➢ Fair condition: Some trunk and crown problems observed such as deadwood or minor decay, average to less than average annual growth rate, some constraints for root growth such as compacted soil or limited space, close proximity to building or other structures. ➢ Poor condition: Significant trunk and crown problems (i.e. decay or large amount of deadwood), observed that limits life span and poor annual growth rates. Included bark or past topping cuts ➢ Dead trees: Standing dead tree void of life The trees were then rated for the preservation potential by the following criteria ➢ Good: Minimal to zero impact from any part of the construction phase ➢ Fair: Tree borders, or is in proximity of, the construction site: Tree Protection fencing would be required to improve the preservation potential. Less than 10 percent of root zone would be impacted. ➢ Poor: Tree is within the construction envelope and Tree Protection Fencing wound not improve preservation. Over 60 percent of the root zone would be impacted. 96R4";7 COLLIER ARBOR CARE 41 A DIII,U:4 OF BAN!Ltt7 EXPtRT.T Page 3 of 15 283 Wizer Property—Tree Inventory 8/10/2013 ➢ Discussion ➢ Tree Preservation ➢ Grade Excavation Effects on Tree Health ➢ Most tree root systems are located within the top thirty-six inches of soil. When excavating around the trees being preserved along the west property line, damage can occur. Identifying the location of scaffolding and feeder roots can be done by hand digging or using an Air Spade' (a tool that uses a jet of supersonic air to blow away the soil from around the roots and leave the root crown exposed and undamaged) prior to excavating. This will help minimize unneeded damage to the preserved tree's root system. ➢ If the excavation is taking place outside of the drip line (the width of the distance of horizontal limbs from the trunk), the excavator can work toward the trunk by cutting into the drip line while actively searching for two inch and larger roots within the top thirty-six inches of soil. If many smaller half inch or less roots are exposed at that point, excavation can go further into the drip-line. Any roots exposed need to be cut by a sharp hand or chainsaw not grubbed out by the excavator. ➢ Damage from excavation can negatively affect the health and anchorage of trees' root systems. Cutting excessive roots can result in the loss of the trees ability to absorb water and nutrients. Substantial root loss decreases the potential for a trees' long-term survival and eventually may cause death. ➢ Tree Preservation Fencing ➢ Placement of protective fencing to establish a tree protection zone is one of the key ingredients for successful tree preservation. Most tree protection ordinances suggest that protective fencing be placed around the circumference of the tree at the drip line (tree protection zone). ➢ A tree protection zone is defined as the area around a tree, or group of trees, in which no grading or construction activity may occur(Trees and Development: A technical guide to Preservation of Trees During Land Development by Matheny and Clark 1998). For optimum protection, the space needed for tree preservation equals one foot of protection for every one inch of trunk d.b.h. For example: The remaining linden street trees along Evergreen Rd will need approximately 6 feet of preservation(3 feet radius) around each tree or the length of the block with the continuous 12 trees. ➢ Orange construction fencing is commonly used for the tree preservation fencing. An alternative is chain link fencing which may be a better choice for this site. ➢ Successful tree preservation depends on preventing root damage by construction during all phases of the project. 'v;4`.' COLLIER ARBOR CARE 1111111 284 A DIV1.410,%OF BAR4LErr TRFE EXPERTS Page 4 of 15 Wizer Property—Tree Inventory 8/10/2013 Conclusions I have inventoried 55 trees located within the current property lines and within the construction envelope. Of the 26 trees with the property lines only the Japanese maple is recommended for preservation. Additional preservation is recommended for 29 the street trees near the construction but outside the construction envelope. Care has been taken to obtain all information from reliable sources. All data has been verified insofar as possible; however,the arborist can neither guarantee nor be responsible for the accuracy of information provided by others. The information contained in this report reflects the condition of those items at the time of inspection. There is no warranty or guarantee, expressed or implied, that problems or deficiencies of the trees in question may not arise in the future. Recommendations My recommendations for the preservation of the street trees along First Street, A Avenue and Evergreen Rd and the Japanese maple on the northeast corner are to follow the Tree Preservation s prescribed within the discussion. Install fencing around each tree at a minimum distance or five feet around the circumference of the trunk. Special attention and more detail will be needed once the final drawings are made around the Japanese maple. This tree may require special attention. ”74`.'A COLLIER ARBOR CARE 1111111 A D11 1.q0 OF BARiLErr IRFE EXPERr.S Page 5 of 15 285 Wizer Property-Tree Inventory 8/10/2013 Appendix I — Site Plan li n& 3xnxa 4 „,_ �gF, sF a, T. 8. e 3 "es — s, \-----i3,, � F t$ Ts fiS'`r F t ��'1 1Fr j, ' ; I ' F-`��f�a i, ., ;, •. ..3 4 ~� s F- 14)��I— � a 3 - d �_.. Ate, m 3a r 1 - fi ' ..€ ^S 'L r.$,•�� [ !;rn°fry F l .= I4 _ 1Ml -W gym _ _ � .__ 4d € Irl' � Ili; '' :<s l• au'A.1 — w _ _ m , - e yI `= , n _ 1 a '` r & m.5$ 0wF , I ¢y 941 v` p, pk f 1. " PI 'n%,y -,.,'.�= u+-:'"' .iris ,-^7 .s ''� l' f..-C_ i. 'JO.g :"� -Xr'I`L l" _,�y3 /i .a I F 1 -' ,,: I. `.� �. e is no. 17Tk_w V T�s RIP .,Y., %iiPp 6 .ae�' qqg � y 3�ppS 3 5 "�£i;;:;E ' B W W LL DESIGN SURVEY Ik/ hoK DEVELOPMENT LLC • 474'4A COLLIER ARBOR CARE 4111111 286 A DIVISION OF BARTLETT TREE EXPERTS Page 6 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix II — Tree Inventory Tree Health Preservation # Common Name Latin Name D.B.H. Rating Potential Action Comments Tree exists within Magnolia Remove/ proposed building 1 Southern Magnolia grandiflora 21 Good Poor Mitigate footprint Tree exists within Acer Remove/ proposed building 2 Norway maple platanoides 14 Poor Poor Mitigate footprint Tree exists within Acer Remove/ proposed building 3 Norway maple platanoides 14 Poor Poor Mitigate footprint Tree exists within Acer Remove/ proposed building 4 Norway maple platanoides 14 Poor Poor Mitigate footprint Pyrus calleryana Remove/ Tree exists within the 5 Flowering pear 'Chanticleer' 5 Good Poor Mitigate building envelope Pyrus calleryana Remove/ Tree exists within the 6 Flowering pear 'Chanticleer' 5 Good Poor Mitigate building envelope Pyrus calleryana Remove/ Tree exists within the 7 Flowering pear 'Chanticleer' 5 Good Poor Mitigate building envelope Pyrus calleryana Remove/ Tree exists within the 8 Flowering pear 'Chanticleer' 6 Good Poor Mitigate building envelope Tree exists within Crataegus x Remove/ proposed building 9 Lavelle hawthorn lavallei 12 good Poor Mitigate footprint Tree exists within Crataegus x Remove/ proposed building 10 Lavelle hawthorn lavallei 14 good Poor Mitigate footprint Tree exists within Crataegus x Remove/ proposed building 11 Lavelle hawthorn lavallei 6 good Poor Mitigate footprint Tree exists within Crataegus x Remove/ proposed building 12 Lavelle hawthorn lavallei 18 good Poor Mitigate footprint Tree exists within Crataegus x Remove/ proposed building 13 Lavelle hawthorn lavallei 11 good Poor Mitigate footprint Tree exists within Crataegus x Remove/ proposed building 14 Lavelle hawthorn lavallei 13 good Poor Mitigate footprint Zelkova serrata Remove/ Tree exists within the 15 Zelkova Musashino' 14 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 16 Zelkova Musashino' 14 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 17 Zelkova Musashino' 14 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 18 Zelkova Musashino' 12 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 19 Zelkova Musashino' 14 poor Poor Mitigate building envelope Y67RE; COLLIER 4. ARBOR CARE A D1IISIO.$OF BAR1LEFT int EfPERTF Page 7 of 15 287 Wizer Property—Tree Inventory 8/10/2013 Appendix II — Tree Inventory (continued) Zelkova serrata Remove/ Tree exists within the 20 Zelkova 'Musashino' 14 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 21 Zelkova 'Musashino' 14 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 22 Zelkova 'Musashino' 12 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 23 Zelkova 'Musashino' 12 poor Poor Mitigate building envelope Zelkova serrata Remove/ Tree exists within the 24 Zelkova 'Musashino' 16 poor Poor Mitigate building envelope Pyrus calleryana Remove/ Tree exists within the 25 Flowering Pear Bradford' 16 poor Poor Mitigate building envelope Acer 26 Japanese maple palmatum 29 Good Fair Preserve Specimen tree Pyrus calleryana 27 Flowering Pear 'Chanticleer' 6 Good Fair Preserve Street tree Pyrus calleryana 28 Flowering Pear 'Chanticleer' 6 Good Fair Preserve Street tree Pyrus calleryana 29 Flowering Pear 'Chanticleer' 5 Good Fair Preserve Street tree Pyrus calleryana 30 Flowering Pear 'Chanticleer' 5 Good Fair Preserve Street tree Pyrus calleryana 31 Flowering Pear 'Chanticleer' 5 Good Fair Preserve Street tree 32 Green Ash Tilia cordata 5 Good Fair Preserve Street tree 33 Green Ash Tilia cordata 4 Good Fair Preserve Street tree 34 Green Ash Tilia cordata 4 Good Fair Preserve Street tree 35 Green Ash Tilia cordata 4 Good Fair Preserve Street tree 36 Green Ash Tilia cordata 6 Good Fair Preserve Street tree 37 Green Ash Tilia cordata 7 Good Fair Preserve Street tree Pyrus calleryana 38 Flowering Pear 'Chanticleer' 7 Good Fair Preserve Street tree Pyrus calleryana 39 Flowering Pear 'Chanticleer' 7 Good Fair Preserve Street tree o671LER COLLIER 111? ARBOR CARE 41 288 A L.iFiO.,OFBAN 7EE11 1NEE E,,PER1., Page 8 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix II — Tree Inventory (continued) Pyrus calleryana 40 Flowering Pear 'Chanticleer' 8 Good Fair Preserve Street tree Pyrus calleryana 41 Flowering Pear 'Chanticleer' 9 Good Fair Preserve Street tree Pyrus calleryana 42 Flowering Pear 'Chanticleer' 10 Good Fair Preserve Street tree Pyrus calleryana 43 Flowering Pear 'Chanticleer' 11 Good Fair Preserve Street tree 44 Linden Tilia cordata 9 Good Fair Preserve Street tree 45 Linden Tilia cordata 8 Good Fair Preserve Street tree 46 Linden Tilia cordata 9 Good Fair Preserve Street tree 47 Linden Tilia cordata 9 Good Fair Preserve Street tree 48 Linden Tilia cordata 10 Good Fair Preserve Street tree 49 Linden Tilia cordata 9 Good Fair Preserve Street tree 50 Linden Tilia cordata 9 Good Fair Preserve Street tree 51 Linden Tilia cordata 8 Good Fair Preserve Street tree 52 Linden Tilia cordata 7 Good Fair Preserve Street tree 53 Linden Tilia cordata 7 Good Fair Preserve Street tree 54 Linden Tilia cordata 9 Good Fair Preserve Street tree 55 Linden Tilia cordata 9 Good Fair Preserve Street tree ° "'; COLLIER ARBOR CARE 4) A 1111100$OF BAALLITT TSF kffliel5 Page 9 of 15 289 Wizer Property—Tree Inventory 8/10/2013 Appendix III — Photos Photo 1 _. , 44 4 eCi‘ �xx. Y m CEP 411P1_ Photo 1 — taken July 8, 2013 looking northwest near the southeast corner. The magnolia and three Norway maples. 96R4LER COLLIER ARBOR CARE 41) 290 AO,VESlU:VOF04lOLLIPYRREEIPERTIs Page 10 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix III — Photos Photo 2 c �� ° ' 4� i sr #- ( I •: qyr„ . ' Yt r i 1 r.` .,� — { Ir ice' _ �j i _ o$ Photo 2: taken July 8, 2013 looking northwest near the southeast corner. Two of the four flowering pears near the proposed ramp to the below ground parking. 1 Y6HRE COLLIER illipi ARBOR CARE • 291 A U,IEXIO$OFBAXfLET7 THFt E;EPER!., Page 11 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix III — Photos Photo 3 tlX v 7-: ` •=gr, , . 4:sem r s6; -�"? i4: al ; W " - - G fi v: de. t N. x` q�fi ^, '� .— yy.P. �' +d` T r A' �. ,4 1 N4 �: ' Yl '4n $ �S4 ;°'� A k •• ec l _-.,-k-',..%,,,. Vim. 'R'�, K ', 4 ,, : , ` u. — 1111111F.'ammo; Photo 3: taken July 8, 2013 looking southwest from the southeast corner. The four Lavelle hawthorn in planters on the south end. ^«E; COLLIER 4111p) ARBOR CARE 292 K A U,I'EXIO.$OF BAR ILI 17 117E1'EXPERT.5 Page 12 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix III - Photos Photo 4 i j �r u yv i7 45 = III' T �r �„ ' tis io o.,..ow T T Photo 4 taken July 8, 2012 looking southwest at the northwest corner of the property with close up insert. The row of zelkovas along First Street and insert of out grown planters. ;.'N,,,,74;‘ COLLIER ARBOR CARE IlliPi 81V-I.X(,+OF BANfLETT Nat EXPERT./ Page 13 of 15 293 Wizer Property—Tree Inventory 8/10/2013 Appendix III — Photos Photo 5 II 4: ;*f"''.:', _.,.. -4,. _ : . --_-, '.-- g:- ..-. eie .:._ ...,. \ . - , ., -- - = -ft,' \ - . •,..4,41+1. Mi#4., , i il' , -,-,'4:.- ` g 11``yy;;;""" 1 , �{ _. t� • _ le....41. , Photo 5 taken July 8, 2013 looking north along the near the north east side. Specimen Japanese maple. BGRTLEfR COLLIER 4 LW ARBOR CAREE kXYERTS 294Page 14 of 15 Wizer Property—Tree Inventory 8/10/2013 Appendix VI — Certificate of Performance I, Lyle J. Feilmeier, certify that: ➢ I have personally visited the property referred to in this report and have stated my findings accurately; ➢ I have not current or prospective interest in the vegetation within this property that is the subject of this report and have not personal interest or bias with respect to the parties involved; ➢ The analysis, opinions and conclusions stated herein are my own and are based on current scientific procedures and facts; ➢ My analysis, opinions and conclusions were developed and this report has been prepared according to commonly accepted arboricultural practices; ➢ No one provided significant professional assistance to me, except as indicated within this report; ➢ My compensation is not contingent upon the reporting of a predetermined conclusion that factors the cause of the client or any other party nor upon the results of the assessment, the attainment of stipulated results, or the occurrence of any subsequent events. I further certify that I am an International Society of Arboriculture Board Certified Master Arborist MW-0173B. I am a member in good standing of the International Society of Arboriculture and the American Society of Consulting Arborists. I have been involved in the field of Arboriculture in a fulltime capacity for a period of twenty plus years. Signed: q -w Date: August 9, 2013 'v;4`.' COLLIER ARBOR CARE 1111111 A D,II.,v:4 OF BAR1Etrr IRFE EXPERr.T Page 15 of 15 295 COLLIER ARBOR CARE . ;. Environmentally Friendly...Since 1937 11814 SE Jennifer Street,Clackamas, Oregon 97015 June 12, 2013 Tree Health Assessment and Preservation Plan for Japanese Maple Site: Wizer shopping center 330 1st Street Lake Oswego, Oregon 97034 Prepared for: Lango Hansen Landscape Architects Attn: Kurt Lango 1100 NW Glisan Street #303 Portland, OR 97209 Prepared by: Terrill Collier Consulting Arborist ISA Board Certified Master Arborist PN-0101B 296 Portland:503-722-7267 Email:terrill collierarbor.com www.colierarbor.com Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 2 of 11 Introduction Background Kurt Lango of Lango Hansen Landscape Architects contacted Collier Arbor Care concerning tree health assessment and preservation at the Wizer shopping center renovation project in Lake Oswego. The shopping center is scheduled to be re-developed and there is potential health impact on an existing Japanese maple trees from construction activities. Collier Arbor Care was contacted to participate and provide consultation in assessing the health and the preservation of the Japanese maple on the site. Assignment On June 5th 2013, Kurt Lango of Lango Hansen Landscape Architects, hired myself, Terrill Collier, a Consulting Arborist employed by Collier Arbor Care to perform the following: 1. Provide a visual health assessment and tree preservation plan. 2. Make recommendations if the Japanese maple tree would be good candidates for preservation. 3. Provide tree preservation specifications to protect the trees during construction. 4. I have used the site plan dated 6/04/2013 by W& K Development LLC, to help locate the tree on the site and to help evaluate the potential impacts of construction on the tree. Limits of the Assignment • No other trees were evaluated on the property. • Root location was not determined at this time. • A health assessment was performed from the ground for visual conditions only. • I have no knowledge of any prior care or history of the trees other than what I observed during my site visit. • There is no guarantee for the preservation of the tree; however my recommendations within this report are made with the best interest in preservation of the tree. Observations Property Observations I visited the site on June 10th 2013. The property is located at 330 1st street in Lake Oswego. The site is currently a shopping center with one main building, and parking lots. Tree Observations The subject Japanese maple (Acer palmatum) is growing in a planting area on the N.E. side of the property adjacent to a parking lot and next to the sidewalk along "A" Avenue (see Appendix #1, Photo #1). The tree is a 3 trunked specimen with the stems joined at the base of the tree. The tree is 32" in diameter as measured 18-inches above grade. The tree is approximately 30' tall and has a spread of 50'. The tree extends over the sidewalk to the north and the parking lot to the south. The tree is growing in a long raised planter area between the sidewalk and parking lot. *COLLIER © ARBOR CARE 297 Collier Arbor Care 4.7rkr 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 3 of 11 The planter is approximately 50' long by 6' wide, with the planter expanding to 10' wide in a 15' long area where the trunk is planted(see Appendix#1, Photo#2). The tree appears to be in good health condition. The tree has a full crown, no significant branch dieback. The tree has a strong branch structure. The incremental annual growth is normal and healthy. There is no visible sign of trunk or internal decay. I detected no sign of any significant insect or disease problems. Testing and Analysis Tree Health Rating I rated the maple tree current health to be in Good condition based on the following criteria: • Good condition: trunks and crowns—no significant problems, adequate space and soil for root growth, excellent annual growth rate and strong branch structure. Preservation Potential I rated the maple tree to have a"High"Preservation potential. The maple tree has the highest likelihood of long term survival following the construction process based on the combination of health condition, failure potential and tree species. • High: Trees with the highest likelihood of long term survival following construction. Discussion Construction Impacts to Trees It is virtually impossible to retain trees on construction sites without incurring some amount of injury or change in their soil environment. The goal is to hold those impacts to the minimum that the trees can tolerate. I have not seen any plans for redevelopment around the maple tree or to the planting area it is growing in and therefore cannot comment directly on how the redevelopment may affect the survivability of the maple. Trees and their root systems can be impacted at various times during the construction process. Initially roots are damaged and the soil microclimate is changed by clearing. Further impacts occur during grading and installation of improvements, such as utilities, foundations,parking lots etc. Then further root damage may occur with final grading and installation of irrigation and landscaping and hardscaping. Most tree root systems are located within the top thirty-six inches of soil. When excavating in proximity to the root zone, root damage may occur, affecting the health and anchorage of a tree's root system. Construction impacts to trees include; root injury, soil compaction, loss of rooting space, change in soil drainage, and changes in soil moisture. Cutting excessive amount of roots may result in the loss of the trees ability to absorb water and nutrients. Substantial root loss decreases the potential for a trees' long-term survival and eventually may cause death. Severe *COLLIER ARBOR CARE 298 °Collier Arbor Care yW'^.1°, °vir 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 4 of 11 impacts often result in acute decline symptoms but lesser impacts can also result in chronic health decline over a long period of time. (Arboriculture 4th Edition. Harris, Clark and Mathenv). Tree Preservation Zone (TPZ) Placement of protective fencing to establish a tree protection zone is one of the key ingredients for successful tree preservation. Most tree protection ordinances suggest that protective fencing be placed around the circumference of the tree at the drip line (tree protection zone). A tree protection zone (TPZ) is defined as the area around a tree or group of trees, in which no grading or construction activity may occur(Trees and Development: A technical guide to Preservation of Trees During Land Development by Matheny and Clark 1998). For optimum protection a common guideline for amount of root zone area needed for successful tree preservation equals one foot of protection for every one inch of trunk DBH. Although this general rule is a guide-line, it is not always possible on every site. Because of the existing site conditions around the maple these guidelines will not directly apply to this situation. The consulting arborist will determine where the TPZ zone will be established and this may change depending if roots have escaped outside the footprint of the long planting bed area. Then some root exploration may be necessary to determine where the TPZ is established. Successful tree preservation depends on preventing root damage by construction during all phases of the project. Chain link fencing is recommended to be used for the TPZ for tree preservation for the Japanese maple. Place the chain link fencing, as directed by the consulting arborist, around the existing long planting bed area to preserve the planting area"as is". If roots have escaped outside the footprint of the long planting bed area, then some root exploration maybe necessary to determine where the TPZ is established. I have not seen any plans for redevelopment around the tree and therefore cannot comment on how the development may affect the long term survivability of the maple tree. I am assuming if the long planting area can be preserved"as is"with no wall demolition, and no construction activities within the existing planting area, and no roots have escaped beyond the footprint, then the maple can be successfully retained. However, it is likely that the retaining wall and curbing around the long planting area will need to be removed and modified for the new development. If that is the case then care will have to be taken in removing the curbing and walls to not disturb any existing roots. Not knowing how the planter is constructed, it is a possibility that some roots have grown under the walls and have extended out into the parking lot and and/or the sidewalk area. If roots have escaped outside the footprint of the long planting bed area, then some root exploration and identification will be necessary to determine where the TPZ is established beyond the existing footprint of the long planting area. It would be wise to assume there will be modification to the wall around the planting area and some roots have escaped beyond the planting area footprint. Therefore, I would strongly consider giving extra tree protection area in the planning process to accommodate this possibility. *COLLIER ARBOR CARE 299 ©Collier Arbor Care y°i'^^1°' °vitr 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 5 of 11 Conclusions I assessed the health of the Japanese maple tree and prepared a Tree Preservation Plan. In conclusion, it is my opinion that the Japanese maple is an excellent canidate for preservation during the construction phase of the project. The tree will need supervision from the Consulting Arborist during any construction activity and utility work within the TPZ. I am assuming if the long planting area can be preserved"as is" and there will be no construction activities within the existing planting area, and no roots have escaped beyond the footprint, then the Japanese maple can be successfully retained. If roots have escaped outside the footprint of the long planting bed area, then some root exploration will be necessary to determine where the TPZ is established beyond the existing footprint of the long planting area to help assure the long term survivability of the Japanese maple tree. Recommendations I recommend the following for the preservation of the Japanese maple tree: 1. The Consulting Arborist shall be on site during any construction activity within the TPZ, to guide and assist in an effort to prevent damage to the root system of the tree. 2. Establish a TPZ by installing a chain link fence around the Japanese maple as established by the consulting arborist. This TPZ area shall consist of the current long planting bed area if the area is to remain "as is". 3. If roots have grown outside the footprint of the long planting bed area or if the planting bed wall and curbing are to be modified, then some root exploration and identification will be necessary for the consulting arborist to determine where the TPZ is established beyond the footprint of the planting area. 4. All demolition activity within the TPZ will need to be approved and supervised by the consulting arborist, to minimize root damage and soil compaction. 5. Follow the attached Preservation Plan Guidelines as outlined in Appendix IV— Preservation Plan Guide. *COLLIER 300ARBOR CARE °Collier Arbor Care Y° °vir 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 6 of 11 Appendix I — Photos Photo 1 1i Ate,,,,, k7a • - . , • , - .- ...., t' `-.` ^'f '#'� _ 9 IV - 'em ro; _ M Photo 1 —Wizer Japanese maple located in N.E. corner of property. COLLIER ARBOR CARE 301 °Collier Arbor Care 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 7 of 11 Appendix I — Photos cont. Photo 2 ` +Z. v .A� yt• a. ,_ ti NIE k a _ ,--_ ,, 4, v ...*,•,- !y.1. -..•,A t F I 138 —. r,a ' .. � 4-s, ,r:. z^ - _ Photo 2—Wizer Japanese maple in planter area. COLLIER 302 © ARBOR CARE Collier Arbor Care 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 8 of 11 Appendix I — Photos cont. #3 Site Plan : ' V • r , 32" Japanese maple i o 'o PP EMI gari NOR LI `v ® e 7 a � Al /7"--'-'-' I - — _LG— — —kw— — — r i GRAPHIC SCALE - EL-t Lt lit SG .0 SIIMal 4WI=JD R # 3 Site Plan-Japanese maple in planter box adjacent to existing parking lot on the N.E. side of the property next to sidewalk along"A" street. *COLLIER ARBOR CARE 303 ©Collier Arbor Care yW'^^1°' lima i4, 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 9 of 11 Appendix II — Preservation Plan Guidelines Building Construction and Demolition 1. The building contractor and all sub-contractors involved with site work around the tree being preserved such as grading, utilities,building, demolition, landscaping, etc. are recommended to meet with the consulting arborist at the site prior to beginning work to review all work procedures, access and haul routes, and tree protection measures. 2. Construction activities within the Tree Protection Zone are prohibited except by permission and supervision of the consulting arborist. Contractor will contact the consulting arborist beforehand, for any construction within the Tree Protection Zone. 3. Protect the tree against cutting, skinning or breaking of branches, trunk and roots. 4. Stockpiling of materials, vehicle operation, and parking is prohibited within the Tree Protection Zone. 5. Maintain existing grade within the Tree Protection Zone. Raising or lowering grades are prohibited except as permitted by and under the supervision of the consulting arborist. Final grades may need to be adjusted from what is shown on the grading plan to further protect trees. The contractor shall contact the consulting arborist for recommendations where trees being saved are in conflict with grading. 6. Removal of branches or root pruning of trees to remain is to be performed by a qualified arborist under the supervision of the consulting arborist. 7. Cut branches and roots with sharp pruning instruments that do not chop or tear. 8. Demolition, excavation and trenching around tree roots within the Tree Protection Zone are prohibited except by permission and under the supervision of the consulting arborist. 9. When excavating is required within the Tree Protection Zone, locate roots by hand digging or the use of an Air-Spade©. Do not cut roots larger than 2 inches in diameter. Cut smaller roots only if they interfere with new work and only with a sharp instrument by permission and under the supervision of the consulting arborist. 10. Do not allow any exposed or cut roots to dry out before permanent backfill is placed. Provide a temporary earth cover or mulch to keep exposed roots moist until permanent backfill is placed. 11. Any damage to trees during construction activities is recommended to be reported to the consulting arborist within 6 hours so that remedial action may be taken. Timeliness is critical to tree health. 12. Water trees which are to remain, as necessary, to maintain their health during the course of construction. *COLLIER 304 © ARBOR CARE Collier Arbor Care y°�^^° °v yj 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 10 of 11 Appendix III — Assumptions and Limiting Conditions 1. Any legal description provided to the consultant is assumed to be correct. Any titles and ownership to any property are assumed to be good and marketable. No responsibility is assumed for matters legal in character. Any and all property is evaluated as though free and clear, under responsible ownership and competent management. 2. Care has been taken to obtain all information from reliable sources. All data has been verified insofar as possible; however, the consultant can neither guarantee nor be responsible for the accuracy of information provided by others. 3. The consultant shall not be required to give testimony or attend court by reason of this report unless subsequent contractual arrangements are made, including payment of an additional fee for such services as described in the fee schedule and contract of engagement. 4. Loss or alteration of any part of this report invalidates the entire report. 5. Possession of this report or a copy thereof does not imply right of publication of use for any purpose by any other than the persons to whom it is addressed, without the prior expressed written or verbal consent of the consultant. 6. Neither all nor any part of the contents of this report, nor copy thereof, shall be conveyed by anyone, including the client, to the public through advertising,public relations, news, sales or other media,without the prior expressed written or verbal consent of the consultant particularly as to value conclusions, identity of the consultant, or any reference to any professional society or institute or to any initialed designation conferred upon the consultant as stated in his qualification. 7. This report and values expressed herein represent the opinion of the consultant, and the consultant's fee is in no way contingent upon the reporting of a specified value, a stipulated result, the occurrence of a subsequent event,nor upon any finding to be reported. 8. Illustrations, diagrams, graphs, and photographs in this report,being intended as visual aids, are not necessarily to scale and should not be construed as engineering or architectural reports or surveys. 9. Unless expressed otherwise: (1) information contained in this report covers only those items that were examined and reflects the condition of those items at the time of inspection; and(2) the inspection is limited to visual examination of accessible items without dissection, excavation,probing or coring. There is no warranty or guarantee, expressed or implied, that problems of deficiencies of the plans or property in question may not arise in the future. *COLLIER ARBOR CARE 305 °Collier Arbor Care "Ir'�Y°i'^^1°' °vi43' 6/12/2013 Wizer Japanese Maple:Tree Health Assessment and Preservation Plan 11 of 11 Appendix IV — Certificate of Performance I, Terrill Collier, certify that: ➢ I have personally assessed the Japanese maple referred to in this report and have stated my findings accurately. The extent of the health assessment is stated in the attached report and the Terms of the Assignment. ➢ I have no current or prospective interest in the trees or construction project, the subject of this report and have no personal interest or bias with respect to the parties involved. ➢ The analysis, opinions and conclusions stated herein are my own and are based on current scientific procedures and facts. ➢ My analysis, opinions and conclusions were developed and this report has been prepared according to commonly accepted arboricultural practices. ➢ No one provided significant professional assistance to me, except as indicated within this report. ➢ My compensation is not contingent upon the reporting of a predetermined conclusion that factors the cause of the client or any other party or upon the results of the assessment, the attainment of stipulated results, or the occurrence of any subsequent events. I further certify that I am an International Society of Arboriculture Board Certified Master Arborist PN-0101B. I am a member in good standing of the International Society of Arboriculture and the American Society of Consulting Arborists. I have been involved in the field of Arboriculture in a fulltime capacity for a period of thirty plus years. Signed: Date: June 12, 2013 *COLLIER 306 ARBOR CARE °Collier Arbor Care Y° °vitr 6/12/2013 Permit No. LAKE oswrGo Tree Removal Fee:ReGords Fee: Application (Type &Verification Only) Receipt No. Date: Applicant: Heidi Baker Phone: 503295.2437 E-mail: heidi@lanoohansen.com Address of Tree Removal Site: 140 A Avenue, Lake Oswego, OR 97034 Property Owner: Evergreen Group, LLC Rep: Dirk Otis Phone: 503.248.9373 Number, Size (Trunk Diameter), and Type of Tree(s) to be Removed: See Attached List Reason for Removal: Located within a building footprint or area of right-of-way improvements I agree to comply with Lake Oswego Code, Chapter 55, regarding tree removal. I grant permission to City of Lake Oswego employees to enter the above property to inspect the trees requested for removal and investigate any trees that may appear to have been already unlawfully removed. I agree to restrain any dog(s) on inspection day. Signature of Property Owner (required) Signature of Applicant (if different) The City Manager must sign for trees located on public property. Li TYPE I Submit: (1) Removal site plan (8½ x 11") X1 TYPE II * Submit: (1) Removal site plan (81/2 x 11"), (2) Questionnaire, (3) Mitigation plan To Do: (1) Mark trees with yellow ribbon, (2) Post sign, (3) Stake building envelope & driveways if new construction is proposed LI 'WAD Submit: (1) Removal site plan (84 x 11"), (2) Printed photograph of tree Deciduous trees require a site visit by staff between November 1st and April 15th, To Do: Mark the tree(s)with yellow ribbon if a site visit is required. LI HAZARDOUS Submit: (1) Removal site plan (81/2 x 11"), (2) Printed photograph of tree, (3) Certified arborist's report, (4) Hazard Evaluation Form completed by certified arborist To Do: (1) Mark trees with yellow ribbon El EMERGENCY Submit: (1) Removal site plan (81/2 x 11"), (2) Printed photographs demonstrating extreme lean of tree and soil heaving upwards at the base ID VERIFICATION * Submit: (1) Removal site plan (81/2 x 11"), (2) Mitigation plan (Prior approval) To Do: (1) Mark trees with yellow ribbon, (2) Stake building envelope & driveways * Building Permits will not be issued prior to tree removal or tree protection inspection and approval. City Staff to Fill Out: Intake Staff Zone Tax ID Due Date Neighborhood Association Planning or Building File# Mitigation Plan Approved/Denied Removal Approved/Denied Decision Staff EXHIBIT F-5 hforms LU 13-0046 tion-revised 3/13/12,doc 6- W6 307 „ji Block 137—Wizer Block 140 A Avenue, Lake Oswego, OR 97034 Number, Size (Trunk Diameter), and Type of Tree(s)to be Removed: (6) 14" Zelkova serrata 'Musashino' (3) 12" Zelkova serrata 'Musashino' (1) 16" Zelkova serrata 'Musashino' (1) 16" Pyrus calleryana 'Bradford' (1) 12" Crataegus x lavallei (1) 14" Crataegus x lavallei (1) 6" Crataegus x lavallei (1) 18" Crataegus x lavallei (1) 11" Crataegus x lavallei (1) 13" Crataegus x lavallei (1) 21" Magnolia grandiflora (3) 14" Acer platanoides (4) 5" Pyrus calleryana 'Chanticleer' 308 309 LAKE OSWEGO City of Lake Oswego rentenmal 14 t 0.2014 PUBLIC NOTICE Pending Tree Removal Permit Name of applicant Heidi Baker _ Tree Permit No. Applicant's Phone Number 503 295 2437 I, Heidi Baker do certify that I am, or I represent, the party requesting a Print yoin-rrame permit to cut See Attached List trees Size.number.and type of trees to be removed on property located at 140 A Avenue, 97034 Pursuant to LOC AWrers or location 55.02.082, this notice has been prepared to notify the neighborhood association of the pending removal. I will mark the proposed trees with yellow tagging tape and post a public notice sign on the subject property prior to your receipt of this notice. You may submit comments on the application in writing within 14 days of the date of this notice. I understand that I am responsible for maintaining the notice and marking during the entire 14 day comment period. Lir A- ?, ALA- Sig attire tr r Notice Date: Neighborhood Association: Evergreen Map&Tax Lot: 21 EO3DD,8300 REMINDER: A free cutting permit is required to remove trees larger than 5 inches in diameter. Topping trees is prohibited in the City of Lake Oswego. City of Lake Oswego Planning and Building Services Department 503-635-0290 31 0 rrerarc„slmrlsrors ,iRnnl 4tlroo rooms Ilvo quotwnnniro(typo a Ma)1 D-22-1O.dot.doc 0 1 2 SECOND STREET 3 4 5 6 7 8 9 10 11 12 13 14 A� + �� �1 �� .7� Y Y �� .ISI �>r�i� +r�s���.>r���a�s�a�a��s«a��-Ra.>��_��r_�a���aT.w�a��a�a+ o I i1l1i 1 - ■► moi= =T�- -- - MIv fih---�----Er-- 1 2 3 4 5 6 7 8 =� 9 10 11 ) 1 I DEVELOPMENT OF THIS SITE INCLUDES A 4'EXPANSION OF I THE SIDEWALK ALONG SECOND STREET.TO ACCOMMODATE I� 0(,,,,.< THIS,EXISTING STREET TREES ARE TO BE REMOVED AND =1�� i� REPLACED WITH NEW TREES. -,11 El nli II (E ) Ile =, I o o € )I 15 16 17 18 1 (:., -ssW - _ cp [ oi , I.) 0 (..6_2 ) O13 7 -0 Iololol ,c 140 II 0 0W 0W*�. "W0 II Ilw 0 0 1 -)1. 19 20 21 22 25* r' E17\ Ib o dlf\n rrv,lb o dl lb II Ib II lb II lb_l o00 �)- II�In V 18C la E )I'_ 15 �•,l' 111111111111 i )i®-,„!' 16a4 I 19 L x I T uswca o I s'ir.z 111 L" y 17 20 EXISTING JAPANESE MAPLE, _ El ./� C TO BE PROTECTED.-r" y L 7 o ,. • 21 X 7 M • - _,�r N L11:771-6.71=.-- -,-- v cr- tic -- V v- q_ - I o 4,t,„,, ® ® ® 22®23 i r; �'17,I/' ° �1�' ° ° ,A0 ° it--�.. �-y, et . . cc.- 270,,'0 ° ° .. . 121112 viaiiiiiii ' 4 ° 25 I FIRST STREET 60 I 11 ;,, xfl TREES TO BE REMOVED MITIGATION TREES 0 30 60 120 SCALE: 1" = 60'-0" 1. 14" ZELKOVA SERRATA 'MUSASHINO' 1. 3" ZELKOVA SERRATA 'MUSASHINO' 2. 14" ZELKOVA SERRATA 'MUSASHINO' 2. 3" ZELKOVA SERRATA 'MUSASHINO' 3. 14" ZELKOVA SERRATA 'MUSASHINO' 3. 3" ZELKOVA SERRATA 'MUSASHINO" 4. 12" ZELKOVA SERRATA 'MUSASHINO' 4. 3" ZELKOVA SERRATA 'MUSASHINO' 5. 14" ZELKOVA SERRATA 'MUSASHINO' 5. 3" ZELKOVA SERRATA 'MUSASHINO' 6. 14" ZELKOVA SERRATA 'MUSASHINO' 6. 3" ZELKOVA SERRATA 'MUSASHINO' 7. 14" ZELKOVA SERRATA 'MUSASHINO' 7. 3" ZELKOVA SERRATA 'MUSASHINO' LEGEND 8. 12" ZELKOVA SERRATA 'MUSASHINO' 8. 3" ZELKOVA SERRATA 'MUSASHINO' 9. 12" ZELKOVA SERRATA 'MUSASHINO' 9. 3" ZELKOVA SERRATA 'MUSASHINO' EXISTING TREE TO 10. 16" ZELKOVA SERRATA 'MUSASHINO' 10. 3" ZELKOVA SERRATA 'MUSASHINO' I BE PROTECTED 11. 16" PYRUS CALLERYANA 'BRADFORD' 11. 3" ZELKOVA SERRATA 'MUSASHINO' 12. 13" CRATAEGUS x LAVALLEI 12. 3" ZELKOVA SERRATA 'MUSASHINO' O EXISTING TREE TO BE REMOVED 13. 11" CRATAEGUS x LAVALLEI 13. 3" ZELKOVA SERRATA 'MUSASHINO' 14. 18" CRATAEGUS x LAVALLEI 14. 3" ZELKOVA SERRATA 'MUSASHINO' 15. 6" CRATAECUS x LAVALLEI 15. 3" ACER PALMATUM 'SANGO-KAKU' O.. 16. 14" CRATAEGUS x LAVALLEI 16. 3" ACER PALMATUM 'SANGO-KAKU' MITIGATION TREE 17. 12" CRATAEGUS x LAVALLEI 17. 3" ACER PALMATUM 'SANGO-KAKU' 18. 21" MAGNOLIA GRANDIFLORA 18. 3" ACER PALMATUM 'SANGO-KAKU' 19. 14" ACER PLATANOIDES 19. 3" ACER PALMATUM 'SANGO-KAKU' *Oa PROPOSED TREE 20. 14" ACER PLATANOIDES 20. 3" ACER PALMATUM 'SANGO-KAKU' 21. 14" ACER PLATANOIDES 21. 3" ACER PALMATUM 'SANGO-KAKU' ---- PROPERTY LINE 22. 5" PYRUS CALLERYANA 'CHANTICLEER' 22. 3" ACER PALMATUM 'SANGO-KAKU' 23. 5" PYRUS CALLERYANA 'CHANTICLEER' 23. 3" PYRUS CALLERYANA 'CHANTICLEER' NOTE: REMOVE BURLAP AND/OR WIRE CAGES FROM 24. 5" PYRUS CALLERYANA 'CHANTICLEER' 24. 3" PYRUS CALLERYANA 'CHANTICLEER' ALL TREES PRIOR TO PLANTING. 25. 5" PYRUS CALLERYANA 'CHANTICLEER' 25. 3" STYRAX JAPONICA a loCK TREE I" AO '111'1 A OL PI-111'1A 14 i0 111, I l,1, ''11,1111 E I UE 311 312 r 1 _ 46. , Harper �-.- Houf Peterson ,��• - - iw' ,._..► Righellis Inc. • • r r� Block 137 YVizer Design Review Stormwater Report Y Prepared Far: September 6th, 2013 Ankrom Moisan Associated Architects 6720 SW Macadam Avenue Portland, OR 97219 AN K-127 Prepared By: Harper Houf Peterson Righellis Inc. 205 SE Spokane Street,Suite 200 Portland, OR 97202 P: 503-221-1 131 F: 503-221-1 171 Bruce Haunreiter, P.E. ENGINEERS ♦ PLANNER S LANDSCAPE ARCHITECTS • SURVEYORS EXHIBIT F-6 LU 13-0046 cl 3 rPot5 313 CONTENTS Project Information 2 Project Overview and Description 3 Methodology 3 Analysis 3 Appendix 1 Site Plan Hydrograph Printouts Site Soil Characteristics Presumptive Approach Calculator Result Printouts Page 1 314 Project Information Project Name: Block 137, Wizer Block Project Location: Site address: 140 A Avenue, Lake Oswego, Oregon 97034 Property Owner: Evergreen Group, LLC 3330 NW Yeon Avenue, #210 Portland, OR 97209 Project Civil Engineering Consultant: Harper Houf Peterson Righellis Inc. Attn: Bruce Haunreiter, P.E. 205 SE Spokane Street, Suite 200, Portland, OR 97202 Tel: 503.221.1131 Natural Resource Conservation Service (NRCS) Designated Soil Types: 54B Laurelwood silt loam, 3 to 8 percent slopes 82 Urban Land 84 Wapato silty clay loam 93E Xerochrepts-Rock outcrop complex, moderately steep Water District: City of Lake Oswego, Oregon Sewer District: City of Lake Oswego, Oregon Fire District: City of Lake Oswego, Oregon Page 2 315 Project Overview and Description The proposed Block 137, Wizer Block development is three residential buildings with floor level commercial on top of two levels of underground parking. It is located on a full city block within the City of Lake Oswego bounded by A Avenue, 1st Street, Evergreen Road and 2nd Street. The project will replace the existing site structures which includes a commercial building with associated parking. Frontage improvements will include the reconstruction of the 2nd street and Evergreen Road with minor improvements to 1St Street and A Avenue. Methodology Drainage at Existing Site Drainage of existing impervious areas, both surfacing and building roofs, is achieved through a network of catch basins and storm piping. Site storm pipes connect to public storm mains located in adjacent streets. The public storm system drains West down Evergreen Road. Project Stormwater Management Goals The project's storm facilities will be designed and constructed in compliance with City of Lake Oswego design standards. Low Impact Development Approaches (LIDA) as well as mechanical systems will be utilized. Stormwater Facility Design Hydrologic Analysis Hydrologic calculations were performed using the computer modeling software Hydraflow Express Extension for AutoCAD Civil 3D 2011, by Autodesk, Inc. The Santa Barbara Urban Hydrograph method was used to generate runoff hydrographs using a Type IA distribution, 24-hour design storm. The existing and developed condition drainage basins have been delineated. Table 1 and Table 2 summarize the drainage basin areas and the hydrologic analysis results. The result of the analysis is that overall site runoff will be reduced after development. Table 1 —DRAINAGE BASIN AREAS SUMMARY Drainage Surface Areas Basin Impervious Pervious Total Existing Conditions 2.442 Acre 0.004 Acre 2.446 Acres Proposed Conditions 2.348 Acre 0.0987 Acre 2.446 Acres Table 2—DRAINAGE BASIN RUNOFF SUMMARY Drainage Time of Peak Runoff Flow Basin Concentration 2-year Storm 10-year Storm 25-year Storm Existing 5.0 1.17 cfs 2.34 cfs 3.19 cfs Conditions minutes Proposed 5.0 1.13 cfs 2.30 cfs 3.16 cfs Conditions minutes Page 3 316 Low Impact Development Approach (LIDA) Facilities The following LIDA facilities are proposed to be utilized in the project: Storwater Planters 570 square feet planter area,19,000 square feet of roof area treated See PAC calculator printouts in the appendix. Mechanical Treatment Facilities The following mechanical facilities are proposed to be utilized in the project: Stormfilter Water quality vault, sized to treat all impervious area. Water quality Storm = 0.323 CFS (See hydroflow printout in the appendix) Per Stormfilter, each cartridge treates 15 gpm (0.0334 cfs) Filters required = .323 cfs/0.0334 cfs per filter = 10 filters All of the existing site impervious surfacing will be removed during site development. Runoff from impervious surfacing proposed for water quality treatment consists of 18,548 square feet of new building roof. Two stormwater treatment planters have been sized using the Presumptive Approach Calculator. See Appendix 1 for water quality treatment planter sizing results. Additional Proposed Stormwater Features The project will include the construction of stormwater collection and conveyance features. Catch basins located in the public street will require relocation due to frontage changes. New catch basins will be installed on-site to collect stormwater runoff. Underground piping will be installed to convey runoff from new catch basins to existing storm lines and manholes. Page 4 317 Appendix 1: Site Plan Hydrograph Printouts Site Soil Characteristics Presumptive Approach Calculator Result Printouts 318 I CO ---0--- M 1 4 I i i Salle 200 maw ,.axi� , �� _. Portland,OR 07205 'SECOND STREET F 503 2242. mow.,nom as a igv` ��� •- 7 I'�� ....:•. Ike. iroi ,.• �[s. p a �,_e ---- •�J MO SW MACADAM AVE WOO EC TSz ARCHITECT OF RECORD 'tea osoo '737,7;7"...gEVERGREEN GROUP,. w J �' ,000' ` _�. — v DEVELOPER — .....ii• ,o RETAw„ECa 1 ORNAMENTAL ' �'� AND ORM.. 503.245-03M SAV FLOG 1 car,REE� - • CIVIL OPOSED PARWID GARAGE712V.,7=2 i s,a„oa rm*�u wAu<ro�.� j . jelPORTLAND ORS). of IZ'g. . STANDARD RAM. ee I oB�,,,o, COMING!MERV mEBa REML NEW SIMIAN ERanRLAIERE.Em 4 ...LANDSCAPE P.M iiii FROELICN ENGINEERS Mee SW HAMPTON STREET All,4" Eiji Oro , OR 07223 ;, , ®II reonroRwu �rPIn FEE 11.125 ., I ES . ; INTERFACEENGINEERING SW 1113 ow PORTLAND OR 07204 T 503-382-2260 DM UNDSCAPE iifIIIP sr�wwa.Ea Max,El o s RAL EI PORTLAND°RAMO ZI :�,I Dae vernn.sl�a'i v f SLOG 3 1 3 B " . i 503.295.2437 cos7 33' '. :.I r.r2,22': ..:_.' iA 03 0x00 III s •�� f °'",,,-41 t a:xx::::::::::::xrc I Jx.,b o -iGGGGllu L :4##pL 12=11 .:_®J _a .. ou ,,j. • .A // l IIIvv C =jinni!! c Mir .---1---. BLDG z I,,,s ' 11 m • : �a Taw MERr , II I roc �u S i • 4-�°.-,$' nLJ ELS ��� •.. 4 -- % 4 ) tr_ IEl�<° 1�% �. o'er\ . ® .— a / I° .�'� ar. ',,�. � m FIRST sry Er ryryr r� BLOCK 137 �� WIZER BLOCK / o00 o °o o ® opo ° ° o opo ° 000 9)014 co,oB.cox i IILEN,M..,xis a.»9,. GRADING AND GENERAL NOTES EROSION CONTROL NOTES EROSION CONTROL 1.71,SHALL RM ry DO OM OP LANE OSRE30 CONTRACTORS REv000000 NE E 000000 wmr Is 0000 m owlcomA03 0 cr '1 00 007000700 sxau R RERoxse�E aw r XIS000000 X 000 Y PLAN .m Lout ttaE AxB BERunRs 03 re 000CELExT 00srE, 0000000 5000x!-Low 90000 570 7M S. _lab.raL,TZnw Am=EUT TNofvuwRc AxDuESRLawµ ,enwttxr Sumas um,Ec[TAmw.M roBEMA¢o Ai„,„„.as„„„„, [AMR LIMITS 0:MEOW E.tlsrva URums TO PROPOSED FACILITIES AND ikiB VERIFYING ELSNIC DRUPES PRIOR 21IRE uEUTArIa:R REG¢ESC PLANS AND v.s TRucnov,MaIxOVuxry !?,,,=',717 miRaRt[B 0 SKPr it mtt5r TLoO vw[H A ®A s-r R vuxs Laxm u=.m AS-&I0r manors Axu duxRs ERN was-mn'r iG.4.n ml 0 PXSURE . ,on TEMPORARY CRASS coEMU OCTOBER L51-.MEASURES Must Err MO ESTABLISHED or OCTOBER Ano/ae Fl[OBmkr.LETOB.crlai,MxDSCMw41sxESTABLISHED. 30 5xPRECIVOR MEASURES WU DE RI EMELT FOR ANY EXPO.Sal OR OUGH APR.3070 111£AEI MEAINER W0SOIELSp N�O�NOT rvt FOR roanw il-fr'"DoaR morsiro cuomom ore mow.7-NE LIPUPES SHOWY cow,.ALL SU. s)nE Ese rnRlms�xx try nes wx oust m m.swcED MM(CHAPTER rR x r Nor...,v rs xA .m OMR E AC .)mEn rA[WRS�511owv a+Iw3 MAV ME MIx.UN MaMalE mn m50� OBrrc1 cnLL EA[x oAmA(i R Lwxa.Cf.FDSI,xoro7 m TM CONMACTOR SMIL COMPLY MTH ALt REOURNENTS OR ORS 757 AO TO 757571 THE CONTRACTOR SHALL poorrr _ „1w IRE oOxER s,Rmrorc Lae MEASUI.SUER uRrAmry Is Fa,csrarvum. DIM.T AM ADEN WATER ROT 1NE grE 12)IN AVERMENT r 674 ro ExUMAt.c R xRmc ro AUVw RE cow%Voe m s ARirx 50M0niL aLLowm m AC[uNutF AIOBE REAM r/wl�¢ �yE,Vr nA,c SURES RyIyS TAW°TO FHACE r AO oKMs rWmsi ow ON-SIE OR Dai. sseweEmA2.3 THE CONTRACTOR SHALL MOSE ,BOTN INE AL AND r r am1[SIEr o niIN i AOBnreOBULa D BMrtD""rs'''''Y'''''WM cwosEc tiEE:CA`F M:it sawL-2,140713F F 13Fm EEzz sraciiM FRn 0 Oz- NW,BY nn. At 7:17.07 TAM°,DAMN,TO'CUM REOUIRE1.5 CURSED IN CURRENT PROJECT KOTECHNICAL REPORT l, R ,,=r" A070M ,,roF1,m1.°.wiAm M.Dm. ALL=rorEs =,MMcm7,.T. C3.0 75%SCHEMATIC I DESIGN I 1 Hydrograph Summary Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Hyd. Hydrograph Peak Time Time to Hyd. Inflow Maximum Total Hydrograph No. type flow interval Peak volume hyd(s) elevation strge used Description (origin) (cfs) (min) (min) (cult) (ft) (cult) 1 SCS Runoff 0.323 2 474 4,566 Proposed Site 3 SCS Runoff 0.378 2 472 5,228 Existing Site Sfilter Treatment Storm.gpw Return Period: 1 Year Friday, Sep 6, 2013 2 Hydrograph Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Friday,Sep 6,2013 Hyd. No. 1 Proposed Site Hydrograph type = SCS Runoff Peak discharge = 0.323 cfs Storm frequency = 1 yrs Time to peak = 7.90 hrs Time interval = 2 min Hyd. volume = 4,566 cuft Drainage area = 2.450 ac Curve number = 97* Basin Slope = 0.0 % Hydraulic length = 0 ft Tc method = User Time of conc. (Tc) = 5.00 min Total precip. = 0.83 in Distribution = Type IA Storm duration = 24 hrs Shape factor = 484 "Composite(Area/CN)=[(0.099 x 65)+(2.348 x 98)]/2.450 Proposed Site Q (cfs) Hyd. No. 1 -- 1 Year Q (cfs) 0.50 0.50 0.45 0.45 — 0.40 0.40 0.35 0.35 0.30 0.30 0.25 0.25 0.20 0.20 0.15 0.15 i \/\ 0.10 0.10 0.05 ri \M6..,,. ......%......_ 0.05 II 0.00 0.00 0 2 4 6 8 10 12 14 16 18 20 22 24 26 Hyd No. 1 Time (hrs) 321 3 Hydrograph Summary Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Hyd. Hydrograph Peak Time Time to Hyd. Inflow Maximum Total Hydrograph No. type flow interval Peak volume hyd(s) elevation strge used Description (origin) (cfs) (min) (min) (cult) (ft) (cult) 1 SCS Runoff 1.125 2 472 15,574 Proposed Site 3 SCS Runoff 1.174 2 470 16,448 Existing Site Sfilter Treatment Storm.gpw Return Period: 2 Year Friday, Sep 6, 2013 4 Hydrograph Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Friday,Sep 6,2013 Hyd. No. 1 Proposed Site Hydrograph type = SCS Runoff Peak discharge = 1.125 cfs Storm frequency = 2 yrs Time to peak = 7.87 hrs Time interval = 2 min Hyd. volume = 15,574 cuft Drainage area = 2.450 ac Curve number = 97* Basin Slope = 0.0 % Hydraulic length = 0 ft Tc method = User Time of conc. (Tc) = 5.00 min Total precip. = 2.20 in Distribution = Type IA Storm duration = 24 hrs Shape factor = 484 "Composite(Area/CN)=[(0.099 x 65)+(2.348 x 98)]/2.450 Proposed Site Q (cfs) Hyd. No. 1 --2 Year Q (cfs) 2.00 2.00 A 1.00 1.00 I ei 0.00 t 0.00 0 2 4 6 8 10 12 14 16 18 20 22 24 26 Hyd No. 1 Time (hrs) 323 5 Hydrograph Summary Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Hyd. Hydrograph Peak Time Time to Hyd. Inflow Maximum Total Hydrograph No. type flow interval Peak volume hyd(s) elevation strge used Description (origin) (cfs) (min) (min) (cult) (ft) (cult) 1 SCS Runoff 2.302 2 470 32,518 Proposed Site 3 SCS Runoff 2.337 2 470 33,472 Existing Site Sfilter Treatment Storm.gpw Return Period: 10 Year Friday, Sep 6, 2013 6 Hydrograph Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Friday,Sep 6,2013 Hyd. No. 1 Proposed Site Hydrograph type = SCS Runoff Peak discharge = 2.302 cfs Storm frequency = 10 yrs Time to peak = 7.83 hrs Time interval = 2 min Hyd. volume = 32,518 cuft Drainage area = 2.450 ac Curve number = 97* Basin Slope = 0.0 % Hydraulic length = 0 ft Tc method = User Time of conc. (Tc) = 5.00 min Total precip. = 4.25 in Distribution = Type IA Storm duration = 24 hrs Shape factor = 484 "Composite(Area/CN)=[(0.099 x 65)+(2.348 x 98)]/2.450 Proposed Site Q (cfs) Hyd. No. 1 -- 10 Year Q (cfs) 3.00 3.00 2.00 2.00 ) — 1.00 1.00 0.00 --/' 1 0.00 0 2 4 6 8 10 12 14 16 18 20 22 24 26 Hyd No. 1 Time (hrs) 325 7 Hydrograph Summary Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Hyd. Hydrograph Peak Time Time to Hyd. Inflow Maximum Total Hydrograph No. type flow interval Peak volume hyd(s) elevation strge used Description (origin) (cfs) (min) (min) (cult) (ft) (cult) 1 SCS Runoff 3.164 2 470 45,146 Proposed Site 3 SCS Runoff 3.192 2 470 46,125 Existing Site Sfilter Treatment Storm.gpw Return Period: 25 Year Friday, Sep 6, 2013 8 Hydrograph Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Friday,Sep 6,2013 Hyd. No. 1 Proposed Site Hydrograph type = SCS Runoff Peak discharge = 3.164 cfs Storm frequency = 25 yrs Time to peak = 7.83 hrs Time interval = 2 min Hyd. volume = 45,146 cuft Drainage area = 2.450 ac Curve number = 97* Basin Slope = 0.0 % Hydraulic length = 0 ft Tc method = User Time of conc. (Tc) = 5.00 min Total precip. = 5.77 in Distribution = Type IA Storm duration = 24 hrs Shape factor = 484 "Composite(Area/CN)=[(0.099 x 65)+(2.348 x 98)]/2.450 Proposed Site Q (cfs) Hyd. No. 1 --25 Year Q (cfs) 4.00 4.00 3.00 3.00 2.00 - 2.00 1.00 1.00 0.00 1 0.00 0 2 4 6 8 10 12 14 16 18 20 22 24 26 Hyd No. 1 Time (hrs) 327 9 Hydrograph Summary Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Hyd. Hydrograph Peak Time Time to Hyd. Inflow Maximum Total Hydrograph No. type flow interval Peak volume hyd(s) elevation strge used Description (origin) (cfs) (min) (min) (cult) (ft) (cult) 1 SCS Runoff 4.392 2 470 63,287 Proposed Site 3 SCS Runoff 4.414 2 470 64,285 Existing Site Sfilter Treatment Storm.gpw Return Period: 100 Year Friday, Sep 6, 2013 10 Hydrograph Report Hydraflow Hydrographs Extension for AutoCAD®Civil 3D®2011 by Autodesk, Inc.v8 Friday,Sep 6,2013 Hyd. No. 1 Proposed Site Hydrograph type = SCS Runoff Peak discharge = 4.392 cfs Storm frequency = 100 yrs Time to peak = 7.83 hrs Time interval = 2 min Hyd. volume = 63,287 cuft Drainage area = 2.450 ac Curve number = 97* Basin Slope = 0.0 % Hydraulic length = 0 ft Tc method = User Time of conc. (Tc) = 5.00 min Total precip. = 7.95 in Distribution = Type IA Storm duration = 24 hrs Shape factor = 484 "Composite(Area/CN)=[(0.099 x 65)+(2.348 x 98)]/2.450 Proposed Site Q (cfs) Hyd. No. 1 -- 100 Year Q (cfs) 5.00 5.00 4.00 - I 4.00 3.00 - I 3.00 2.00 - 2.00 r j —\\ 1.00 .7f 1.00 0.00 70.00 0 2 4 6 8 10 12 14 16 18 20 22 24 26 Hyd No. 1 Time (hrs) 329 Hydrologic Soil Group—Clackamas County Area,Oregon o in Lo a M o N N N N 526140 526170 526200 526230 526260 526290 45°25'11" o I I I oco - •4 ir co 45°25'11" N 11, •� N N youir N LI No / *4E 1111 111 , . uoi '.. I s - • LO I 1 di — AA ve ! 4 54B Lr, it I 2LrI I co If 5'11 ' -, I 11 I or II f co 4 co in I i II _ # j�j o II; 0 i di .1 —1, . 1 ..! i I.1, • r II a _ )I t _ ill 1 in N '� 1 i j N l l �' II I i" 4, 6 l 1' ti - V I — 4!1 lb .— • lit II I i rn NO 11 . SO 1 I N N II ( voi _ I. �1 ss I . I I 1 VII N i �r 1 1rI I till1146. 14NO J I 0 Ev I r 1(I o ice_9een ' ilk II 11 il �—iik„,,, • T lilt _I N a '�" o . " LO 4111110 le moi, 45°25 3" 1 1 I 1 1 i`- • 45°25 3" 526140 526170 526200 526230 526260 526290 Eo m oMap Scale:1:1,230 if printed on Asize(8.5"x 11")sheet. m co co N :Aeters A 0 10 20 40 60 pct 0 45 90 180 270 330 USDA Natural Resources Web Soil Survey 6/11/2013 Conservation Service National Cooperative Soil Survey Page 1 of 4 Hydrologic Soil Group—Clackamas County Area,Oregon MAP LEGEND MAP INFORMATION Area of Interest(AOI) Map Scale: 1:1,230 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. 0 B Please rely on the bar scale on each map sheet for accurate map n B/D measurements. n C Source of Map: Natural Resources Conservation Service 0 CID Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov Coordinate System: UTM Zone 10N NAD83 n 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. 1.-le Interstate Highways US Routes Major Roads Local Roads USDA Natural Resources Web Soil Survey 6/11/2013 331 Conservation Service National Cooperative Soil Survey Page 2 of 4 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 54B Laurelwood silt loam,3 to 8 percent B 0.1 2.3% slopes 82 Urban land 2.0 33.6% 84 Wapato silty clay loam C/D 2.7 46.3% 93E Xerochrepts-Rock outcrop complex, C 1.1 17.9% moderately steep Totals for Area of Interest 5.9 100.0% 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 (ND, 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 (ND, 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. USDA Natural Resources Web Soil Survey 6/11/2013 Conservation Service National Cooperative Soil Survey Page 3 of 4 332 Hydrologic Soil Group—Clackamas County Area,Oregon Rating Options Aggregation Method: Dominant Condition Component Percent Cutoff: None Specified Tie-break Rule: Higher usDA Natural Resources Web Soil Survey 6/11/2013 Conservation Service National Cooperative Soil Survey Page 4 of 4 333 } ~ Presumptive Approach Calculator ver. 1.2 Catchment Data Catchment ID:I A Project Name: Block 137, Wizer Date: 09/04/13 Project Address: 140 A Avenue Permit Number: 0 Lake Oswego, Oregon Run Tim€ 9/6/2013 1:37:39 PM Designer: Bruce Haunreiter Company: Harper Houf Peterson Righellis Inc. Drainage Catchment Information I Catchment ID - 1 A I •' ait ' Catchment Area Impervious Area 19,000 SF Impervious Area 1 0.44 ac Impervious Area Curve Number, CNimp I 98 Time of Concentration, Tc, minutes I 5 min. Site Soils & Infiltration Testing Data Infiltration Testing Procedure: I Open Pit Falling Head Native Soil Field Tested Infiltration Rate (Itest): I 2 in/hr Bottom of Facility Meets Required Separation From f ;. ,t �'� High Groundwater Per BES SWMM Section 1.4: Yes Correction Factor Component CFtest(ranges from 1 to 3) I 21 ., tSa , . Design Infiltration Rates Idsgn for Native (Itest/CFtest): I 1.00 in/hr ;IE1 idU 1,1,7 for Imported Growing Medium: I 2.00 in/hr � i i} : �.. — k ,I.,::„.\,.� % ��� , Execute SBUH