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Agenda Packet - 1993-05-17 t`. AGENDA CITY OF LAKE OSWEGO DEVELOPMENT REVIEW BOARD CITY COUNCIL CHAMBERS, CITY HALL,380 'A' AVENUE Monday, May 17, 1993 7:00 P.M. ° L CALL TO ORDER H. ROLL CALL Agenda Book III. APPROVAL OF MINUTES January 4, 1993 , f '' January 20, 1993 r February 17, 1993 ^'~ March 1, 1993 April 5, 1993 '. PETITIONS AND COMMUNICATIONS , ... PUBLIC HEARING • DR 16-92, a request by Blockbuster Video to reopen the public hearing to take additional access and site circulation only. evidence on y The site is located on the south side of Lower Boones Ferry Road across from the intersection of Quarry Road (Tax Lot 4300 of Tax Map 2 IE 8CB), Staff coordinatnr is lEli h .acoLA_ssociate PIAnnAr ("ontinUed from � ., .. r ,rch 15 l 99 i 11111.4A3, a request by Hallmark Inns & Resorts, Inc. , building. The site is located on the west side of Lana Drtive adjacent to Merc t a 9,72 i sq. ft. office { 8200, 9400, 9500 and 9600 of Tax Map 2 IE 8BC). Staff coordinator is 1�[ gW1'_fei.�VilIage (Tax Lots evel rtneriy review lry , VI. GENERAL PLANNING VIL OTHER BUSINESS-Findings, Conclusions and Order SD 12-88/VAR 19-88/PD 5-88(Mod. 4-92)/SD 13-92/HR 2-93-Richard PD 7-92-De Haas & Associates P. Waterman VIII. ADJOURNMENT Y S• 1 . l' Are The.Lake Oswego Development Review Board welcomes your interest in these agenda items, Feel free to ,. t come and go as you please. A q . • . ; Y h '.: !. �" -° • - ,dry.• __ • y Need Assistance??? This meeting is in a handicapped acG�ssible location. ° on. If you need special accommodations for the meeting,please contact the Development Review Board Secretary, Barbara by telephone within 48 hours of the meeting (635-0290). Anderson, DRB Members: Staff,: • Sid;'Smnnaway,Chair Tom Coffee,Assistant City Manager Norman J.Sievert,Vice-Chair Robert Galante,Senior Planner William F.Horning Ron Bunch,Senior Planner Lawrence M.Magura id Ham Pishvaie,Dev.Review Planner Julie Morales Oldham Catherine Clark,Associate Planner Charlesr F.Shamen Jane Heisler,Associate Planner Elizabeth Jacob,Associate Planner Barbara Smolak,Associate Plannc t Michael R.Wheeler,Associate Planner Cindy Phillips,Deputy City Attorney ./. Barbara Anderson,Administrative Secretary • Yvonne DeBartola,Senior Secretary ar .k' • i y 1. • • t • .� • •� . d4 .. '' •I 11) • • d . a O w. .11, ► I 0 •tip . ` V STAFF REPORTC t. V i I 'Y OF LAKE OS WEGO ,,,, .., PLANNING ING DIVISION----.---- o , .1 . APPLICANT: FILE NO,: ! • Hallmark Inns &Resorts, Inc. DR 1-93 PROPERTY OWNER: STAFF: c'. Hallmark Inns &Resorts,Inc. Hamid Pishvaie ` , y LEGAL DESCRIPTION: DATE OF REPORT: • Tax Lots 8200,9400, 9500&9600 of May 7, 1993 Tax Map 2 1E 8 BC LOCATION: j�A OF EARI IILI: May 17, 1992 . East of Lana Drive & north of Douglas Way • NEIGHBORHOOD ASSOCIATION: COMP. PLAN DESIGNATION: ; , Waluga GC ,' ZONING DESIGNATM: a 4. '` x GC . 1 1. 1�2�� , 1� I. APPLICANT'S.REQUEST 0 The applicant is requesting approval to construct a 9,726 square foot office building. IL APPLICABLE REGULATIONS ; , , ir' A. City of Lake Oswego Comprehensive Plan: • ` • Impact Management Policies ? +4 General Policy II General Policy III ' •'. • Weak Foundation Soils Policies ' General Policy II .+Q � s* �' Or rgyr. DR 1-93 • " Page 1 of 11 a 14 • I General Policy IV " Social Resources Policies ry �, General Policy IV • . . . _ General Policy V ,.. Commercial Land Use Policies General Policy I '� General Policy IV General Policy V West End Business District Policies IV-A •Transportation Land Use Policies ' General Policy I General Policy IV, Specific Policy 3d B. fiiyoof are Oswego Sign Ordinance; } LOC 47.105(2) Commercial Sign Maximum Area per Site • C. of Lake Oswe on'ng Ordinance: - } r P LOC 48.300-48.315 General Commercial Zone Description • D. City of Lake Oswego Development Code; LOC 49.090 Applicability of Development Standards LOC 49.300-49.335 Major Development Procedures 14 LOC 49.615 Cr;:eria for Approval y LOC 49.620 Conditional Approval ti , q• E. City of Lake Oswego Development Standards; =r 2.005-2.040 Building Design 5.005-5.040 Street Lights 6.005-6.040 Transit System 7.005-7,040 Parking &Loading Standard ' � 8.005-8.040 Park and Open Space `�' 9.005-9.040 Landscaping, Screening and Buffering 11.005- 11.040 Drainage Standard for Major Development 13.005 - 13,040 Weak Foundation Soils 14.005 - 14.040 Utility Standard : n'-. . .., 15.005 - 15.040 Erosion Control 18.005 - 18.040 ' Access Standard 19.005 - 19.040 Site Circulation-Private Streets/Driveways 20.005 -20.040 Site Circulation -Bikeways and Walkways )'''. III. FINDINGS A, Existing Condition • 1. The site is located on the east side of the intersection of Lana Drive and Collins Way near the Mercantile Village. The site is vacant and relatively flat, with it heavy understory vegetation. 410 , . . DR 1-93 •Page 2 of 11 • 44 . 1 1 . T/ 1' l ai v 2. The site is 160' by 170' in size with Collins Way, which has been vacated, passing through the north half of the site,Exhibits 1 and 2. 3. Access to the site is provided via Lana Drive. All public services necessaryto serve the site are presently located in the vacated Collins Way right-of-way. 4. On October I9, 1992, the Development Review Board approved a 14,350 square foot office building on the site. The project was not finalized by the applicant. B. Proposaiz The applicant is requesting approval to construct a 9,726 square foot, wot d framed, Ve„' two stor y (synthetic plaster finished), office build.+;tg. C. Compliance with Criteria for Approval: !..r As per LOC 49.615, the Development Review Board must consider the following criteria when evaluating minor or major development. I. The burden of proof, in all cases, is upon the applicant seeking approval. The applicant has submitted the information required by LOC 49,315 (1)-(12). "These documents are listed as exhibits which accompany this report. 2. For any application to be approved,it shall first be established that the proposal conforms to : ' ' a. The City's Comprehensive Plan,and, Applicable polic y p y groups are listed on pages 1 and 2 of this report. The applicant's .. u narrative (Exhibit 11 provide a thorough analysis of these policies. i -Impact Management Policies: These policies require protection of natural resources from development,comprehensive review of development proposals, and payment of an equitable share of the costs of public improvements. The policies require assurance that distinctive areas will be preserved, soils will be protected from erosion, trees will be protected from removal, streams will be preserved and that density will be limited to achieve these results, Exhibits 6-8 illustrate the proposed public improvements in the project, Compliance with the applicable Development Standards reviewed below will assure conformance (4 ) to these Plan policies. Conditions of approval will be imposed when necessary to assure compliance. • -Weak Foundation Soils Policies: • These policies are intended to protect development from damage caused by weak ;.•' foundation soils, City resources compiled from 7.J,S. Soil Conservation Service / • District mapping indicate that the majority of the site has a potential for weak , foundation soils, The applicant has addressed these policies by submitting Exhibits 16 and 17, geotechnical investigations of the site, ` g The reports conclude that the , ' • proposed structure can be constructed on the site, The report contains several 1 f DR 1-93A Page3of 11 �t. .,i • 'y = , F ''qC;; 1 ,1 Y ' geotecnnical design recommendations which need to be imposed as conditions of approval on this project and incorporated into the final building design. li0 ,'. '. ., , .....' -Social Resources Policies: These policies require protection of features valuable to community identity and • , preservation of the natural and aesthetic qualities which are the pride of residents. • • :� These policies also encourage citizen participation in the development review process. Tke applicants have held a meeting with represtntatives of the Waluga it' , Neighborhood Association. The neighborhood views are presented in Exhibits 20 . and 21. Other policies are implemented through application of specific development standards such as the Open Space and Park Standard. Compliance to the applicable • Development Standards reviewed below will assure conformance to this Plan policy. A` 4:: Y -Commercial Land Use Polices: (West End Business District Policies IV-A) • These polices require the commercial development to minimize impacts on residential areas from traffic, lights, visual appearance of parking and loading areas, ; building bulk and height, noise and drainage. The applicant's narrative (Exhibits 11) addresses these policies, except for building design and parking standards which are discussed in more detail later in this report. -Transportation Policies: These policies require that streets be improved as planned when demand requires. The site plan (Exhibit 3), applicant's Narratives (Exhibits 11 and 12) and traffic reports (Exhinit 13-15) adequately address these policies. The traffic related issues will be discussed in more detail under the Utility Standard later in this report. • b. The applicable statutory and Code requirements and regulations including, City of Lake Oswego$ign Ordinance: LOC 47.105(2) - Multiple Tenant Commercial or Industrial Building A building identification sign is proposed to be located at the main entrance, Exhibit s 11. The applicant has also indicated that each tenant would have an individual sign band on the building,LOC 47.105(2)(a). Staff recommends that all signs be confined to the monument signs either at the building entrance or at the site entrance areas. If the applicant intends to install sign bands on the building, he should be required to present adequate details on location, size and color to the Board for review and approval. LOC 47.105(2)(C) limits the complex identification sign to 32 square feet in size. No graphics or color specifications have been provided by the applicant at this time. To •`: assure compliance with the provisions of this ordinance, the applicant will be ° required to apply for a sign permit application (a minor development) to the • satisfaction of staff. 77'F. City of Lake Oswego Zoning Ordinance: •'' r : LOC 48.300-48.315 - Commercial Districts (General Commercial) . • • ;. The proposed office use is a permitted use In the General Commercial zone. The site "' • pl:.n (Exhibit 3) illustrates adequate setbacks for the proposed building and parking410 , `t DR 1-93 Y b Page 4 of 11 Yr . L a. = j. • P • i+v ; .f. II 1 area along the west property line, which abuts a medium density residential zone (R- 7.5), [LOC 48.310(1)(1)j. As Exhibit 4 illustrates, the building height(12' for the west end and 24' for the east end) is within the maximum 24' allowed by LOC 48.310(1)(5). Finally, the proposed lot coverage (16.4%) is within the maximum 50% allowed by LOC 48.310(1)(3). The applicant has submitted several traffic reports (Exhibits 13-15) which address the requirements of LOC 48.315(10). The City Traffic Engineer has reviewed these reports and generally agrees with its conclusions and recommendations. The study �� indicates that the proposed office building would have little impact on surrounding streets as a result of traffic. All intersections will continue to operate at levels of ' • service "D" or better. • ° • At the intersection of Douglas Way and Boones Ferry Road, the level of service is D" during the PM peak hour traffic. According to LOC 48.315 10 implementation of a transportation management program (is )�)' g (TMP) required of all owners and employers whose development affect the intersection and cause it to operate at a level of service "C" or worse. The traffic reports identify several preliminary transportation modes that need to be implemented to satisfy the TMP requirements. The applicant should be required to provide a final TMP program compliance with LOC 48.315(10)(B) and the 1983 Buttke Traffic Report to Citythe • E Traffic Engineer for his review and approval. C of •ak .Osw= go Duelonment Orciin, at; LOC 49.300-49.335 - Major Development Procedures , +' This development review application is appropriately being processed as a major ,j development. The development review procedure for major development is found in "' LOC 49.300-49,315. The applicant has submitted a complete application as 't ." . .,`: %., 0 illustrated in the exhibit section of this report. The applicant has also held a •,,Y.,� neighborhood meeting with Waluga Neighborhood Association and the p ro ert • e r S owners who live within 300' of the site [LOC 49,3101, Exhibits 20-24, p y h , City of Lake Oswego Tree Cutting Ordinance; Only one tree greater than 5" in diameter which will need to be removed in order to construct the required street improvements on Lana Drive, LOC 55.080(2), This tree, a 14"-16" cottonwood, is located within the existing public right-of-way, As 9 illustrates, the applicant will provide new street trees (Armstrong Red Maple) along , this street. , c. City of lake Oswego Development Standards; 1 The site does not contain any Historic Resources, Stream corridors, Wetlands, • Hillsides or Floodplain; therefore, these standards are not applicable. The applicant is not proposing any fences, • The applicant has addressed the applicable criteria in Exhibits 3-19 and 25. This • report will address those standards which require additional discussion or where modifications to the applicant's proposals are recommended, • • Building Design-(2.005-2.040) The applicant has provided narratives (Exhibits 11 & 12) and graphic material (Exhibits 3-5, and 25), including a color board, addressing the requirements of the • DR 1-93 • Page 5of 11 Building Design Standard. This information demonstrates that the proposed building is 74 designed to be complementary to adjacent structures of good design in overall design, material and color. As Exhibits 3 and 9 illustrate, the proposed landscaping along the •' building frontage on Lana Drive will provide an attractive streetscape and a pedestrian . ....,, ,, oriented environment. The landscaping along the south property line will help create a • , unified environment with the recently approved project to the south (Equity Office Building) by using similar plant materials,Exhibit 9. , • The applicant has not provided any information on the location or design features of waste enclosures in the project. This information should be submitted for review and approval of staff prior to issuance of any building permits. Street Lights-(5.005-5.040) There is an existing street light located on the west side of Lana Drive, at the westerly projection of the north curb of Collins Way. As Exhibit 3 illustrates, this light will be relocated to the northeast corner of the site. The final location, type and photometric ," data, including the illumination ratios, should be submitted for review and approval of City Engineer. Exhibit 3 and 10 illustrate the proposed lighting (150 watt HPS) in the parking area.Staff recommends that the parking lights have Type III shielding (high cut-off fixtures) in order to minimize potential impacts and glare on the adjacent residential uses to the .,: west. ; Transit-(6.005-6.040) Currently, there is no hard surface path which connects the site to the transit facilities at • Mercantile Drive. The west side of Lana Drive is projected to have a sidewalk from d ',. Douglas Way to the newly realigned Mercantile Drive. Exhibit 3 illustrates a 5' sidew along the site frontage; therefore, satisfying LODS 6.020(1)(a) &(b). The adjoining ae • . .• property to the north, owned by St. Vincent's Hospital, is required to construct a sidewalk • i along their frontage on Lana Drive when the Hallmark Inns' property develops • (conditions of approval for DR 7-88). Parking and Loading-(7.005-7.040) As Exhibits 3 and 11 illustrate, the applicant is providing 45 parking spaces (12 spaces in • excess of the minimum requirements) in accordance with LODS 7.020(8)(e)(ii), This includes 29 standard, 14 compact and 2 handicap spaces. t Park and Open Space-(8.005-8.040) . This standard is met by the Landscape Standard, below. Landscaping, Screening and Buffering-(9.005-9,040) , 1 J. N Since the site contains no Distinctive Natural Areas (DNA), protection open space or • public acquisition land areas, the 15% landscape requirement of LODS 9,020(1) can als.., • w satisfy the open space requirement of LODS 8,020(1) and(2). The applicant is proposing , approximately 31,3% of the net buildable land area site in landscaping and has provided a detailed landscape plan for Board's review, Exhibit 9. This plan shows "Armstrong" - • red maple as proposed street trees, in a 2 1/2' wide planter strip along Lana Drive. • Staff finds that the proposed evergreen hedge along the west property line provides an ,' adequate screening and buffering to the existing residential uses along that area, Exhibit ,• .. DR 1-93 Page 6 of 1 1 ' 0.'.1% '•• '1$' p 9. Staff also finds that the proposed plant materials along the south property similar to the ones used in the recently approved project to the south (Equity Office Building)creating a unified environment along the common pro perty Perty li e.ry ,,, ' Y Staff recommends that the applicant submit an irrigation. Ads# ,.� building permit. any `U plan prior to issuance of Drainage for Major Development—(11.005-11.040) The storm drainage and water quality issues have been addressed in Exhibits 19. Public drainage facilities are available to the site, 6, 7, 11, and • The site contains two drainage areas,Exhibit 6 and 7. the rosed building and has approximately 25% of the impervious area on the site.s Area II "e ` contains the proposed parking area and approximately 75% of the irnperviaus area on the site. Each drainage area is proposed to be served by a vegetated swale functioning as both storm water detention and water quality facilities. The smiles are`; required landscape buffer areas along the west property line, Exhibits land 9. s the ' Exhibit 2 illustrates, this area is the high side of the site. The applicant is taking advantage of combining the landscaped buffer and drainage requirements into one area. This concept works well where there is ample room. In area "I', adjacent to the building, I the space provided is generous enough to allow a variety of landscap Staff finds that the proposed swale in this area is more than adequate to meet City materials. detention and water quality requirements. Staff finds that the detention and water quality swale for area "II"does not meet the City • requirements. The proposed swale is too small in surface area to meet water quality treatment requirements. Due to the slope of the parking lot, the easterly portion of the •,WA parking area along Lana Drive is too low to drain to the swale. Therefore, this area ,� drains directly to the public storm drain without any detention or water quality treatment. v. •6 tj, t , Staff has identified two options for addressing the issue identified above, as follows: — Option 1: This option requires a revision to the proposed site plan to eliminate five ' parking spaces along Lana Drive and placing the storm water detention and water quality swale in this area. This would provide detention and water quality treatment • ' for the entire parking area. It would also mean less impervious area and would o eliminate the need for the extra storm drain line for the southeast corner of the site. }" 'x,. ;. addition, the landscape buffer at the west end of the parking area could include a In ' wider variety of materials. — Option 2: This option requires a modification of the site plan to eliminate three parking spaces at the west end of the parking area and enlarging along the west property line. With this option, the eastern port;n of the parking the proposed swale rea• • r would continue to drain directly to the public storm facility without any detention or water quality treatment. There would also be a need for an extra drain line for the southeast parking area. y :: Storm water detention and water quality facilities are required to be private. The 4 applicant will be required to provide a public storm drain easement for the existing public storm drain line. The applicant should be required to provide a final drainage plan and maintenance plan/agreement for the proposed storm water quality and detention facilities to the satisfaction of City Engineer. This plans should comply with the requirements outlined 14 DR 1-93 Page 7 of 11 • 4 • - , . -•ffl,W , , 'N- in the Surface Water Quality Facility Technical Guidance Handbook(Brown & Caldwell). Weak Foundation Soils—(13.005-13.040) The applicant has provided a detailed geotechnical report and an addendum report (Exhibits 16 and 17) which conclude that the site is suitable for the proposed development. Staff recommends that the all recommendations listed in that report be followed by the applicant and be incorporated into the building design and final construction plans. M Utilities—(14.005-14.040) Based upon analysis of the utility plan (Exhibit 7) and applicant's narrative staff makes the following findings: (Exhibit 11), As Exhibit 7 illustrates, all public services necessary to serve the site are presently located in the vacated Collins Way right—of—way. Due to the location of the proposed building,relocation of several of utilities is necessary. to be rerouted along the south side of the proposed ilding I waterl and gas lines are shown sanitary sewer line needs to be relocated since the existing lineis diro ectly under ale supporting PP g post in front of the main entry to the building. Once the utilities are relocated • and new easements provided, the City will quitclaim the easements it retained on the vacated Collins Way right—of—way. Lana Drive was constructed as a half street by development on the cast side of the sweet and now functions only as a one—way street. The applicant must complete the west half of Lana Drive to match the improvements on the east side, with the associated drainage • improvements, as needed, to drain the curbline and tie into the public system. The resulting street will be 24' in width, curb to curb. Once the street improvement abutting the property is completed, 10' wide asphalt one—way strip from the south property line t DoulaseWay. remain is tiois currently posted "one—way" southbound. The minimum width for two—way streets is 20' and, considering the added traffic generation, the off—site section of Lana Drive will need to be widened to the minimum standards by adding 8'-10' of asphalt from 'T1 P the south t9rck property line to Douglas Way. This improvement will only be required if the project `' proceeds prior to construction of the Equity Office Building to the south. In order to protect the adjoining residential area to the west,construction traffic should be 1. prevented from using the residential street (Collins Way) as an access. All cable utilities are currently underground and there is a hydrant at the intersection of Lana Drive and Collins Way, Staff review of the utility plans only verified the capacity of public facilities and services to serve the development. The exact location and size of these services v 1il be determined prior to approval of the final construction plans. Erosion Control (15.00S-15.040) • preliminary ' Exhibit 8 illustrates a P ary erosion control plan for the site, A detailed erosion control plan should be submitted with the final construction plans. 'comply with the state mandated erosion control requirements outlined in the "Erosion Control Technical Guidance Handbook" adopted by the City. Dll 1-93 Page 8 of 11 a 1 Access—(18,005-18.040) A ' As Exhibit 3 illustrates, access to the site will be provided through Lana Drive. Site Circulation—Private Street/Driveways —(19.005-19.040) • The applicant's site plan (Exhibit 3) and narrative (Exhibit 11) adequately address this • standard. The Fire Marshal has reviewed the site plan and recommends that areas noted on Exhibit 26 be painted in red and designated as no parking fire lane. Site Circulation—Bikewa Ys/PAshways—(20.00S-20.040) . Exhibit 3 illustrates the proposed internal sidewalks in the development. These sidewalks will provide a pedestrian pathway connection from the residential area (to the west) to the commercial development(to the east). This standard is met. d. Any applicable future streets plan or ODPS y. Them are no such plans which affect this site. IV. CONCt.USKE Based materials upon the P rials submitted by the applicant and findings presented in this report, staff concludes that DR 1-93 can be made to comply will all applicable criteria by the application of certain conditions. The applicant is also required to provide detailed information on location, size and color the proposed sign bands for review and appre- t of the Board. V. RECOMMENDATION Staff recommends approval of DR. 1-93, subject to the followingconditions: s. A. Prior to Issuance of Building Permit, the Applicant Shall: 1. Submit a final grading plan for review and approval of City Engineer, 2. Submit a final erosion control plan in accordance with "Erosion Control Plans • °Technical Guidance Handbook" for review +tand approval of Cityj Engineer. 3. Submit an irrigation plan for review and approval oF staff, 4. Submit a final drainage plan for review and approval of City Engineer. This plan " ° shall incorporate staff recommendations regarding storm water quality treatment } facilities as described on page 7 of this report. The applicant shall also submit a final maintenance plan/agreement �'for the proposed storm water detention and �� quality facilities in accordance with "Surface Water Facility Technical Guidance Handbook" by Brown and Caldwell. 5. Incorporate all recommendations of the soils report construction plans. (Exhibit 16) in the final 6. Prohibit construction access from the residential portion of Collins Way west of the site (except for required right—of—way improvements as approved by the City), 7. Show relocation of the existing sanitary sewer line from under the proposed building • footprint. • DR 1--93 Page 9 of 11 • ., , • , , 1 "Y ♦ YI ,....P.';':' y Y . 1 ' 8. Show the additional street improvement (8'•-10' of asphalt) for the off—site k • of Lana Drive from the south property line to Douglas Way. This improvement n �w w'° shall only be required if this project precedes prior to construction of e Equity0 Office Building to the south. 9. Submit a revised site plan showing the location and design features of the waste enclosures for review and approval staff. 4., 10. Submit final plans showing location, type and photometric data, illumination ratios, for review and approval of City Engineer. he paarkiinggtlot lights shall be designed to minimize glare into the adjacent residential uses to the west. r 11. The applicant shall submit a final Transportation Management Pro in accordance with LOC 48.315(10)(B) and the 1983 Buttke Traffic Report fforrP)rre review and approval of City Traffic Engineer. Y ," • , B. Pri4lcko kcnatrce of O u " flrD �• u rmia 1'1, 1. Complete all construction improvements, have them accepted by the City and submit as—bilts to the satisfaction of City Engineer. 2. Provide easements for all public walkways/sidewalks and public utilities, includin storm water detention and water quality facilities, to the satisfaction of City g • Engineer. 3. Areas noted on Exhibit 26 shall be painted in red and designated as no parking fire lane. k • C. During Crust ,tdiQb of__ ttr�Si p tw�p Ak1�Lican : 1. Adhere to the erosion control guidelines in the listed in "Erosion Control Technical Guidance Handbook", as approved by condition A.2, above, • E �1. Tax Map tk•T‘ •' �r 2. 'a Survey Map , v 3. Site Plan 4. Building Elevations '' � ''' w t�a�,r ' ;, 5. Floor Plans . 6. Preliminary Grading Plan 7, Preliminary Utility Plan 8. Preliminary Erosion Control Plan '• "'' 9. Landscape Plan 10. Preliminary Lighting Plan ` 11. Applicant's Narrative �� 12. Supplemental Applicant's Narrative, dated April 16, . 13. Traffic Impact P1993 . ;, p Analysis by David Evans and Associates, Inc.,dated July, 1992 • 14. Addendum Traffic Report by David Evans and Associates, Inc., dated April 1 19 15. Addendum Traffic Report by David Evans and Associates, Inc., dated April 15 9 16, Geological Investigation, dated June 19, 1992 P 1993 • °'�'" • 17. Addendum Geological Investigation, dated March 3, 1993 `18. Photometric Data le . , ... . , , DR 1-93 s • Page 10 of 11 ..1 . 19. Drainage Analysis,dated April 12, 1993 20. Minutes of May 26, 1992,Neighborhood Meeting with Neighbors and the Waluga Neighborhood Association, with attachment 21. Minutes of March 24, 1993, Neighborhood Meeting with Neighbors and the Waluga Neighborhood Association, with attachment 22. Receipt for Certified Mail to Waluga Neighborhood Association 23. Affidavit of Mailing _` 24. Affidavit of Posting Notice 25. Color Board(Too Large to Reproduce) 26. Map Showing the designated Fire Lanes DR93.1114:rxpona>DR 1-93 r e 'Vv.,. j r _ 1,.li't.x, • 1 N$ { • • • ' yOil • y, d 1 ill ,4 nr 4. 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Ito 1 .. / .,...., ....... , ---" -I. ......., .... , .;''' 11. / II • . v ) t:......"...\\\*....."*.-7 I ' 4 C) • . • 44 , • 1!). to ip 4: -10.00 FOOTCANGLES (FC) 1.a i 1 Q U �` 2.00 FC �-l ra0 FC • " , Nb.1.,«,�:m i 0,50 FC I g a ` �+ 025 rC I k SITE PLAN - , �o`ro �r �cs m,10 �C U 1 L.tl i'r 1 - .. _. .. _`a�si7:bv P1 1 1 . `.,t W CO e -Y 0 • ,11 : y U HALLMARK INNS & RESORTS, INC. . . , ./.,..,. .. . , } is (:,.�� g: r• �� .. U ' F ./. .•. APR 2 1993 4 • • e d DEVELOPMENT REVIEW r r SUBMITTAL 5 • HALLMARK INNS & RESORTS HEADQUARTERS , . . . OFFICE BUILDING, IVIE1 CANTII,E VILLAGE AREA LAKE OSWEGO, OREGON . • •v • 4838 N, E. Sandy Boulevard y EXHIBIT Portland , Oregon 97213 1 I1 ___________41) . . .. .. Dg I `1'3 • t COMPREHENSIVE PLAN POLICIES NARRATIVE Hallmark Inns & Resorts Headquarters, Mercantile Village Area Lake Oswego, Oregon • • '-M 4110 V •i 1 . • 4• Comprehensive Plan Polices , ! G Hera) Pol cipl • 1. The city will encourage development of commercial areas to meet the community's consumer needs. ' r -- The site is already located in commerciallyzoned land (G. C. ) 2• Plan for commercial centers as community focal points. -- The site is located in the West End Business District and adjacent to the Mercantile Village. As such, the ° site is both mutual) service activities Y supportive of both commercial and plus it is convenient to the public. -- The site plan and executive office building use is in keeping with the general character of the community. 3. Plan for the development of commercial districts scaled in size to the area served. -- The site is located in the West End Business District. -- The site is already zoned General Commercial. The building will meet all applicable desirable gross leasable square foot, building coverage or floor area ratio. -- No zone change is required. • iY 4. Encourage private investment in planned commercial centers. ry, The site is located in the West End Business District.No private incentives are required due to all new development. 5. Assure minimum commercial intrusion on residential areas, The projects location, adjacent to the Mercantile Village area and in close proximity to both Kruse Way and a " Lower Boones Ferry Road, will minimize through traffiyc on neighborhood streets. -- The site is a collector or arterial street and not residential (part of the site is a vacated portion of a kt former neighborhood street) . �x � 1... , • --- A traffic impact study is being street/intersection impacts, prepared to determine -- The building design, site and landscape plans minimize4. the project 's impact on the adjacent residential area. w • Great consideration has been given to the visual appearance of parking and loading areas. The building's small size and two story elevation is compatible with • both the height and scale of surrounding commercial residential development. and I <N. -- The development is a low-intensity executive office ice , 1 0 ' '' • . 5 4 vAat End Business Atrict xV-A - Nest End Business District apply ato thishe c request.es lops for the policies are discussed below. Applicable Policy 1. Limit commercial land. . q, -- No new commercially zoned property is being created. The property is already zoned commercial. 0E 2. Pedestrian, bike and auto traffic. ''' -- Pedestrian, bike and auto traffic can connect via sidewalks or public streets to the adjacent Mercantile Village development or to other West end Business ! u ` District businesses. 3. Not applicable. PP able. 4. Not applicable. 5. Size and scope of P project. -- The size, scope and scale of this development is fully compatible with both the district 's ' height and the adjacent uses. • b. The height and setback standards are fully compatible with West End Business District standards. f. There are no significant tress landscape g on the site. g. The plan will blend into the adjacent residential area. h. The landscape plan, plus the building setback, creates a buffer zone from the adjacent residential area. 6 Protection of residential neighborhoods. a. The landscaping plan creates a buffer zone with the • adjacent resic,;:ntial neighborhood. b. The landscape plan and planting material will protect the adjacent residential area from t . • headlight glare. The executive office building is primarily a day-use facility which will minimize noise problems. 7. Not applicable. 8. Development of adequate access and parks a/b. There will be adequate on-site ins. parking as part of the development. There should be no on-street parking on adjacent streets. 2 Q , 0 • s « V • + ' 9. Protection of Boones Ferry Road as arterial street. r -- The site is not adjacent to, or abutting, Lower Boones Ferry Road. :i. 0 ,, • ' 10. Protection of Rruse Way as arterial street. -- Access to Kruse Way will be from Mercantile Drive. figraion Ott a gA ,.,a.. The policies developed for the southwest '�•�.+•.Y47 ...fib e quadrantof the Kruse Way/Lower Boones Ferry intersection appl to this request. Applicable policies are discussed below. y Policy 1. Commercial land use between Lake Grove School and Collins fi Way. - The site straddles the previously vacated portion of Collins Way, 2. Traffic capacity on Rruse Way and Boones Ferry. A traffic impact study is beirg& Associates. This will help Prepared by David Q '. both Kruse Way preserve capacity of and Boones Ferry, 3. Proper access points. - This project will improve the existing street system through the widening of Lana Drive to city/county street standards. • 4. Limit direct access to Kruse Way and Boones Ferry. -- There is no direct access to either Kruse Way or0 . . Boones Ferry from the site. 5. Not applicable. ' r 6. Connection with residential area. -- In our landscaping plan, and at the request of residents of Collins Way, there will be both a pedestrian and bicycle path connecting the site and the adjacent neighborhood. • 7. Not applicable. 8. Not applicable. r 9. Quality of life. -- Quality of life in the adjacent residential neighborhood will not be compromised because of the • quality of the overall site design and integrated landscape plan. • 10. Not applicable. 3 . •' •. • .•. . r 11. Not applicable. 12. Site planning. -- Great consideration and study has been given to the site plan (approximately ?Q different site studies were reviewed) , to ensure that the development's access circulation, parking, landscaping, design and drainage • are properly related to both the adjacent residential area and adjacent commercial developments. , , . ai 13. General design objectives. -- This development will be a small (9,817 square foot) Executive Office Building, which the owner will occupy as its corporate headquarters. a. The size and scale of the building is in keeping with other development in Lake Grove and adjacent development in the Mercantile Village. b. The building is primarily oriented toward the adjacent Mercantile Village greenbelt area. _� ', c. The parking lot is separated into small clusters of parking through use of landscape islands. SO d. Residents of the adjacent Collins Way residential • . area will have both pedestrian and bicycle access .: . , across the site to the adjacent Mercantile Village area. e. Loading and service areas will be separated from pedestrian areas. 4 . a .. f. Not applicable.. • . • r: • y r' 1 1.. Vt. ' : . DEVELOPMENT STANDARDS NARRATIVE • Hallmark inns & Resorts Headquarters, Mercantile Village Area Lake Oswego, Oregon ',err;' rA • . • Vh by :• 1. . •. • y_ yrp DEVFLQPMENT STANDARDS NARRATIVE ' HALLMARK INNS & RESORTS HEADQUARTERS MERCANTILE VILLAGE AREA LAKE OSWEGO, OREGON 1. The following standards are not applicable to this development: a. Stream Corridors b. Flood Plain , - ; c. Wetlands d. Hillside Protection/Erosion Control e. Greenway f. Residential Density g. Residential Energy •>� h. Historic Resource Preservation i. LID Formation/Segregation j . Drainage Minor Development k. Fences 2. The following standards are applicable to this development and have been addressed as follows: a. Weak Foundation Soils: Refer to the attached Soils Investigation by Fujitani, Hilts & Associates dated 19 June 1992, 4. and addei,dum dated March 4. 1993 . b. Park and Open Space: Y This Standard requires commercial development to 0 : : . provide 15% of the gross land' area in open space or ir park land. The proposed development provido:� 32% ,d 45 open landscape space. • . c. Landscaping, Street Trees, Screening, Buffering: The landscaping has been designed to compliment the existing surrounding and natural features of the ` site. The landscape area requirement will be . satisfied to the same extent as the park and open 4T space requirement above. � � • ' d. Building Design: The 9,817 S.F. two story buildings has been carefully designed to integrate and complement the ," appearance of adjacent buildings in the Mercantile Village area. The exterior of the building will _ have two colors of synthetic plaster ( “DryvitII- type) . The building sets back 34'at the first , ,,, ;4 floor level and 441 at the roof level from the westerly residential property line and the two story building height is a minimal 241 high. The proposed development' s impact on the residential properties is additionally mitigated by landscape buffering/screening within the required 101 parking setback. ' •1 , In addition, there are no existing buildings on the site, the existing streets serving the site will be utilized (Lana Drive will be upgraded to meet city standards) and the building has been carefully < • designed to integrate and complement the appearance of adjacent buildings in the Mercantile village N , area. e. Parking and Loading: „ .' The parking standard requires a minimum of one space per 300 square feet of gross floor area or 33 parking spaces (9,815\300 = 32.7) . The proposed development contains 45 parking spaces, 29 r . standard, 14 compact, and 2 handicapped designed in accordance with the parking standard dimensions. t f. Access: Access to the site from Lana Drive is proposed near the middle of the northerly and southerly property lines. Refer to the attached David Evans & �'• Associates traffic analysis dated 30 June 1992, and . attached addendum. ` , ,s g. Site Circulation, Driveways and Private Streets: Driveways and parking lot aisles will meet all the city requirements. The maximum parking lot grade . at ally' point has been designed to be 5% . .` h. Site Circulation - Bikeways and Walkways: A 51 wide concrete sidewalk is proposed adjacent to Lana Drive and will meet all City requirements. In addition, a concrete walkway has been located at the west property line to connect to the _a residential portion of Collins Way at the request of the Neighborhood Association. i. Transit: Tri-Met transit services exist at Mercantile Village and hard-surfaced pedestrian paths connect this site to the transit facilities. j . Street Lights:' Street lights exist on Lana Drive and parking lot lighting has been designed to meet all city • requirements and be compatible with parking lot •4. lighting throughout the Mercantile Village area. • k. Utilities - Sewer, Water, Gas, Storm Drain, Electrical, Telephone: All utilities exist in vacated Collins Way. New connections to the proposed building and relocations for all utilities will be made in accordance with all city standards. v ' 1. Drainage - Major: ° ` . A biofiltration storm system is provided on site and calculated to meet City drainage requirements. The parking lot and storm drain lines from roof ' , • .. drains will drain through biofiltration areas to ems., catch basins in the landscape areas and then be .., . ' connected to the relocated storm drain line. `. • . V i , F r ' m. Signs: A building identification sign is proposed to be 0 : : . • located at the main entrance. On building tenant signage would be confined to the sign band area or at entrances and would meet all of the City requirements. ` n. There are no bus shelters, exterior drinking • fountains or exterior mail boxes planned for this • ' facility. o. The following are not incorporated into the exterior building design: Downspouts, chimneys, awnings, mailboxes and weathervanes, aerials, and other appendages attached to the roof or projecting above the • roofline. Those elements that are exposed to view (such as windows, doors, lights, signs, decks and railings) have been coordinated and designed to complement each other. Those elements not exposed ' • • to view (such as utility connections and meters, foundations, mechanical equipment, vents and stairs) have been carefully integrated and screened. P. There are no building awnings, signs have been limited to a sign band at the first floor height. A. On building lights are recessed in soffits under the first or second floor overhangs. q. The building has been designed with a minimal " palette of materials in a clean, contemporary style that will blend well with adjacent contemporary structures. • - r. The rooftop mechanical equipment will be located l behind screen walls centered over the building core Y ` and not visible to view from adjacent properties. ' ` s. The site is virtually flat with open views only to the north across a rolling, grassy landscaped area of Mercantile Village (which may be able to be `' ,: developed in the future) . The building as located on the site will not "Block the views of others - • unnecessarily. " t. The site contains no existing landforms, trees, shrubs or other natural vegetation worth preserving. New landscape materials and the building mass will greatly improve the existing site appearance. u. The west elevation includes an exterior deck area for tenants to enjoy the views. Tree and landscape • materials have been clustered at the main building entrance and spaced around the structure at column locations or at window bays to provide scale and enhance proportions. v. The site is virtually flat and the spread foundation system will be minimally exposed, and finished to match the building exterior material at grade. 4110 . .. . ,, .,.. .„ ,. _.... , ., . . Y,�, ►, , • . . . . . . . . E . , • w. Building entrances are clearly marked, minimally recessed for weather protection, secured, lighted • and alarmed. Hardware will meet all code • requirements including handicapped accessibility. x. The building is designed as a suburban corporate headquarters building and will be constructed of high quality materials, insulated to meet energy codes and attenuated to reduce noise internally. There are no noise generating elements which would impact adjacent properties or which would require solid barriers. y. The westerly property line will be landscaped to provide a natural visual barrier to the residential • properties. z. The roof will be sloped to drain to internal • concealed roof and overflow drains that will pipe the water to the storm drain system. ;. 3. LCDC Goals and Guidelines: This project meets all LCDC Goals and Guidelines. 4. Compreheisive Plan Policies: This project meets all Comprehensive Plan Policies. Refer to the attached narrative. • . , • • . PROPOSED DEVELOPM ENT SCHEDULE Hallmark Inns & Resorts Headquarters Office Building, Mercantile Village Area, Lake Oswego, Oregon PROPOSED SCHEDULE • r 2 April 1993 Submit for Design Review Board Hearing • 17 May 1993 Working Drawings for Bidding and Negotiation Design Review Board Public Hearing 8 June 1993 Bidding and Negotiation Building Permit Submittal and Review 25 June 1993 Construction Start/End of Appeal Process Construction Administration • 15 January 1994 Construction Completion • (Dependent upon Weather) • '•• fr . • • Y • INNSRESORTS, Ilea April 16, 1993 ' Mr. Hamid Pishvaie :•' , City Planner City of Lake Oswego P. O. Box 369 %'; Lake Oswego, Oregon 97034 Dear Hamid: As a follow up to your letter of April 9, 1993, I am submitting the following answers to your questions: • :. 1. Address all issues identified by the city traffic engineer in • his memo of April 8, 1993. • In response to Xavier R. Falcon's memo, David Evans And Associates, our traffic consultants conducted a survey of peak hour AM and PM traffic counts at the intersection of Lana Drive and ' • Collins Way. Based on the extremely low traffic count, David Evans d And Associates now believes that an`► traffic conflicts will be so minimal and unlikely that the driveway can remain in the present :--- location as submitted on our site plan. Please see the attached letter from David Evans And Associates. Concerning Mr. Falconi's concern about a bike rack, we will certainly make space avai]•ab,1,e for a bike rack in front of the building. Because of the building design it will be impossible to make it weatherproof, but certainly space will be provided for the rack. -~` Hamid, it will probably help both you and Mr. Falconi to know that we have a current transportation management plan at our present office building and will be modifying it with a number of • additions for our new office location. The new transportation management plan will include the following items: FLEX HOURS - during which employees can choose to work the following shifts: 7:00 AM - 3 :30 PM; 8:30 AM - 5:00 PM; 10:00 AM - • 6:30 PM. We have a flex hours program at our current office. :• BUS PASSES - the company will p y pay each employee 50% of the cost of a monthly bus pass. 1 EXHIBIT 12 4838 N.E. SANDY BLVD., P.O, BOX 13550, PORTLAND, OR 97213 ,t)3-Z441-H1' . Dt I _ `3 For Reservations 1-800-345-5($7 FAX 503-249-8005 • • � F • • Mr. Hamid Pishvaie F April 16, 1993 • ` Page Two • • CAR POOLS - where two or more people car pool, the company will reimburse them at a rate of $. 15 per mile for miles driven to and from work. Because of our flex hours program the impact of our office building on the peak hour traffic loads on Lana Drive will be further a.. ' minimized. 2. Submit a revised site plan illustrating a minimum setback of 35 ft. along the west property line (currently a 34 ft setback is shown on Sheet A-1) . As an alternative, the building { height for the west end (oni:q story storage area shall be reduced to a maximum height of 14 ft. ) currently, a 15 1/2 ft. height is shown on Sheet A-4. There was some confusion about the height of the one-story storage area as submitted on our application. This is actually a ' 12 ft. high storage area with a 3 1/2 ft. high railing surrounding a deck area on top of the space. To clarify this confusion, please l ' see the new elevation Sheet A-4 which is enclosed. This reveals • . . • the deck railing in more detail. Hamid, apparently Andy Harris asked Kim McMillan (Van Domelen/Looijenga/McGarrigle/Knauf) to revise her water quantity/quality report. Enclosed are copies of her revisions in compliance with Andy's request. If you need any other information, please let me know. Sincerely yours, • William J. Al rea, A President • & Chief Executive Officer En i • . Iv • I j _ V• Traffic Impact Analysis 'Y• / 1 • Hallmark Inns & Resorts, Inc. Headquarters Office 1 1 • Lake Oswego, Oregon 1.3,A� eats July, 1992 /lace la ° I %I:0:7 • It 04 DAVID EVANS AND ASSOCIATES, INC. • 4 • ,, <.: • '• : : :, -. ;•.,.,, � ,' E FLIT •': ,I� . • , • F. . , i 1 i ' CONTENTS Eau INTRODUCTION 1 SUMMARY 1 PROPOSED HEADQUARTERS OFFICE 2 SITE VICINITY Mercantile Village 2 2 : Kruse Way Corridor 4 ; `�iUIJU `-`• TRAFFIC IMPACT Background Traffic 5 ' s Site-Generated Traffic Intersection Level of Service and Capacity 1 Signalized Intersections 1 Unsignalized Intersections 14 Impact on the Kruse Way Corridor 1 157 Effect of Proposed Development on More Distant Intersections Traffic Safety 18 18 TRANSPORTATION 1VIANAGEMENT PROGRAM 19 CONCLUSIONS AND RECOMMENDATIONS 20 APPENDICES . . . , 21 I, Appendix A: Trip Generation Calculations Appendix B: Level Of Service Definitions A-1 Appendix C: Signalized Intersection Capacity Calculations C-1 Appendix D: Unsignalized Intersection Capacity Calculations C-1 D-1 , 41 /y,, / y / • a V k 1 LIST OF TABLES 1. Estimated Site-Generated Traffic 9 2. Estimated Levels of Service 14 B-1. Si } Bnalized Intersection Level-of-Service Definitions B-2 B-2. Unsi finalized Intersection Level-of-Service I)efuutions , , , , , , B-3 8-3. All-Way Stop Level-of-Service Criteria B-4 • • • • • i0 • Y. 11f1 • r 1 • LIST OF FIGURES is 1. Site Vicinity 3 2. 1992 PM Peak Hour Traffic Volumes 6 3. 2010 PM Peak Hour Background Traffic 8 4. PM Peak Hour Site Traffic 10 5. 1993 PM Peak Hour Traffic with Site Developed . . . . 12 6. 2010 PM Peak Hour Traffic with Site Developed 13 ' • • • �,IV�I I't A , r" 1P4b1 t M1 i` .1 .1 'thy •. . , I • • • • , 4 • r ,1,t1 ups _ J I / F V / F '.: 1 °i 11 Slt 1 INTRODUCTION 1 ' This traffic impact analysis is being submitted to the City of Lake Oswego on behalf of Hallmark Inns & Resorts, Inc. for an application to develop a proposed headquarters office. • This report's oijective is to evaluate the proposed project under the criteria established in the Lake Oswego Code pertaining to the Kruse Way Corridor. { As requested by City staff, this assessment documents the amount of traffic that would be ' generated by the proposed Hallmark Inns and Resorts, Inc. headquarters office, and the A' s impact that this traffic would have on the roadways surrounding the proposed site, This ', r. ._,j . analysis was performed for both current (1992 and 1993) and year 2010 conditions, • fix'' y; SUMMARY In summary, the proposed 14,500 square-foot office building would have very little impact 1 on the surrounding street system or the Kruse Way Corridor. Site traffic would contribute less,than one percent to the number of vehicles entering nearby intersections, and less than . two percent to the nearest links on the principal roadways adjacent to the site. Site-generated ' traffic would probably have no effect on the intersection of Quarry Road and Douglas Way. The proposed development would not change the level of service of Boones Ferry Road and Douglas Way, Boones Ferry Road and Mercantile Drive, or Kruse Way and Mercantile • ' j' ' Drive/Daniel Way. The signalized intersections on Boones Ferry Road and on Kruse Way near the site would continue to operate at level-of-service A and B, respectively. No intersection would operate at conditions worse than level-of-service D, However, the • intersection of Kruse Way and Mercantile Drive/Daniel Way would exceed the access volumes shown on Figure A-5 of Traffic Circulation and a Transportation Management Program, Kruse Way Corridor prepared by Carl Buttke, Inc. in 1983. y 1 I ‘, . y\, 110 'I . „ 1 =.h"111III/ (I1'.i!'i ...I., /.., . N ♦ 2 ;. PROPOSED HEADQUARTERS OFFICE The proposed development would be a two-story, 14,500 square-foot office building with 60 0 •• i, 4 ; parking spaces" It is anticipated that Hallmark Inns & Resorts, Inc, would use half of this building for their headquarters and the remainingoffice r space would be used by two other 4 companies. •K' • SITE VICINITY The proposed site is located within Mercantile Village, which is part of the larger Kruse Way `,• • Corridor in Lake Oswego" The major roads in the vicinity are shown in Figure 1" None of `I ° '�000U the roads near the site have exclusive bicycle lanes. MERCANTILE VILLAGE The proposed office building would be located adjacent to Lana Avenue opposite Collins Way in Mercantile Village" Access to the site would be provided via Collins Way, which provides a connection between Lower Boons Ferry Road and Lana Avenue. Collins Way is a 19-foot local road permitting traffic to travel from a T-intersection with Boones Ferry P ; Road to a T-intersection with Lana Avenue. Unlike the other roadways of the site vicinity, 0 Collins Way is one-way (westbound). Collins Way resumes west of the site, and ends in i, another T-intersection with Quarry Road. The office building would have no access to '} Collins Way west of Mercantile Village. There would be two accesses onto Lana Avenue between Collins Way and Douglas Way. r,. O Lana Avenue connects Mercantile Drive to the north with Douglas Way to the south. NorthJ. of Collins Way, Lana Avenue is a two-lane, 24-foot local street with a sidewalk on both sides. South of Collins Way, Lana Avenue is one-way southbound and only improved on the eastern side, Mercantile Drive is a two-lane, 25-foot local street with a sidewalk on both sides. The " .speed limit for traffic on Mercantile Drive is 25 mph. Douglas Way,a local road south of the site, has 18 feet of pavement with no pavement markings or sidewalks" Lake Grove Elementary School is on Boones Ferry Road south of Douglas Way, which results in a reducedlimit to 20 •-: speed mph when children are present. • • ,' . . • •tit 410 ' • .A . i•.. - _ •i Y. _ -` �. as " '+ :. . ' M . ..�� .. ,. 3 •.. 1:i:)6' •.y N.T,5. ' ' ' §) • g)66:71:) DAVID EVANS AND ASSOCIATES, INC. 1 f 511.1 MELROSE W CS) In 2 IA FA 713 '1 11Eao t olir ,; p. . 0 . „ i SW !3©NIT.4 RDA,; Illb •, ! • .. . , . : , v i4, IF SITE in lu a. ` l _61- FIGURE I 1 ,';;;I* ;Y SITE VICINIT"r °i 4 1 1 • • F _ There are no developments that have received approval within Mercantile Village other than ,. the existing developments. For this reason, vehicular traffic volumes in 19P3 (when the proposed office building would be completed) are expected to be similar to those measured in June of 1992. KRUSE WAY CORRIDOR The proposed site lies within the Kruse Way Corridor, which is bounded by I-5 on the west, Boones Ferry Road on the east, Bonita and Quarry Roads on the south, and Melrose Street ( rj'a and Carman Drive on the north. Since 1983,development in this corridor has been governed • • by a traffic management program developed by Carl H. Buttke, Inc.l The purpose of these . T e' requirements, according to Lake Oswego Code 48.315 (10) A, is to ensure thst vehicular traffic flow operates at Level of Service D conditions or better during the PM peak hour on Kruse Way and the adjacent street system. This can be accomplished by limiting the traffic • generation of each development within the corridor. Adjacent to Mercantile Village there are three principal roadways in the Kruse Way Corridor: Boones Ferry Road, Kruse Way, and Quarry Road. Boones Ferry Road is an arterial with f41, • • a speed limit of 40 mph, Near the site it has four to five 12-foot lanes and a discontinuous ' + • sidewalk. Kruse Way is a 40-mph arterial with five 12-foot lanes, a 7-foot landscaped • median and sidewalks on both sides. Quarry Road is a collector with two 12-foot lanes and au k. no sidewalks. Public transportation to the site is provided by Tri-Met bus route 38 on Kruse Way with a bus stop east of Mercantile Drive. The specific intersections analyzed in this report were identified by the City of Lake Oswego Traffic Engineer in a meeting on June 15, 1992 as being potentially impacted by the tit 'Carl H. Buttke, Inc., Traffic Circulation and a Transportation Management Program, Kruse , ° Way Corridor (Clackamas County, Oregon: Carl H, Buttke, Inc., January 7, 1983), 5 development. These intersections include the three principal roadways listed above (Boones Ferry Road, Kruse Way, and Quarry Road), and represent either likely ingress and egress points for traffic to the proposed development or locations of special interest to the City. These intersections are listed below: . ® Boones Ferry Road and Douglas Way Boones Ferry Road and Mercantile Drive Kruse Way and Mercantile Drive/Daniel Way ■ Quarry Road and Douglas Way x, TRAFFIC IMPACT BACKGROUND TRAFFIC I "`•' Vehicular traffic volumes were measured at the four intersections listed above on June 18, • 1992 between 4:00 and 6:00 PM. The peak hour of vehicular traffic for these four t intersections was found to be 4:45 to 5:45 PM. Traffic volumes in 1993, when the proposed 4'` office building would be completed, are expected to be similar. These volumes are shown in Figure 2. • Analyses were prepared for the year 2010 conditions, Vehicular traffic volumes were estimated using existing counts and forecasted traffic volumes established in the Lake • n Oswego Transportation Study prepared by Clackamas County in April, 1992. First, a year 2010 alternative was chosen. The year 2010 No-Build Alternative is expected to operate • • ; over capacity and at level-of-service E or worse. It is unlikely that this alternative will be chosen, and it would not produce a useful comparison of operations with and without the .. proposed site. Of the two build alternatives, Alternative 1-B (No Waluga/Finvood connection to Kruse Way) was chosen for analysis since it would result in the largest traffic volumes on the principal roadways near the proposed development, - . ,ry i � • 6 •` .•. 2 • , )., ,� N.T.S. ,. . .., , . ® gpa . . y^ DAVID EVANS AND ASSOCIATES, INC. "� 1 I . "t i' i" 115020� `.100 �t5 r�5 • °• o f r �' s, Ntrv0 �, 4 U GALEauoop p sit ,i) ___ lIp ��� s o op I `.45 IC Q• i, f rr5 DO .ASlU ' v ot' oN • �� 20-I14 10 _ ASLEr f , 4, 1, • RIDGE ao,Ah. FIGURE 2 ige2 PM PEAK 1-IOUR : TRAFFIC VOLUMES .. ', . .: 1 •.NI Al . 1 d . 7 The annual average daily traffic volumes for these roadways in year 2010 Alternative 1-B were divided by the corresponding existing traffic volumes. This revealed that between 1992 and 2010 there would be an 8% increase vehicular traffic volume on Boones Ferry Road, a • 20% increase on Kruse Way, and a drop in volume on Quarry Road. The turning movement volumes for the intersections of Boones Ferry Road at Douglas Way and at Mercantile Drive were increased by 8% to estimate year 2010 turning movement volumes. Similarly, each of the turning movement volumes at the intersection of Kruse Way and Mercantile Drive/Daniel Way were increased by 20%. Note that this reflects an increase in the Mercantile Village Traffic as well. This may be a reasonable assumption since the undeveloped land south and ) west of Galewood Street and Mercantile Drive is likely to be developed by 2010. Even though the 2010 Alternative lE volumes at the intersection of Quarry Road and Douglas Way decreased from 1992 conditions, the turning movement volumes were kept the same as 1992 volumes in order to produce a conservative estimate. The resulting 2010 background PM peak hour volumes are shown in Figure 3. In addition to the site-generated traffic, traffic that would be generated by another development proposed in the Kruse Way Corridor was added to the background traffic in order to produce the 1993 total traffic conditions. These vehicular traffic volumes are ; considered conservative since the 2010 background traffic includes an estimate of traffic from development on the proposed site (i.e., site generated traffic was counted twice). SITE-GENERATED TRAFFIC The amount of vehicular traffic which would be generated by the site was estimated using . the monographs and rates found in the Institute of Transportation Engineers' Trip Generation report (5th Edition). The trip generation calculations are contained in Appendix A. • w. • • • 1 • f . . ..: ' \,•, Alb. . •1~ N.T.S. ; 41110 , („...,,,)@( „ .,.. .. ,: " . .. .. DAVID EVANS AND ASSOCIAT S INC u►O .) lk,, 25J k-lo ::. ,_ �.. . , • 13400-4"`1 --1045 c30 i .M.S$. te i • 444FRYEr MT1LE •- mu, . E,o.� Y SITE--�� 185 p �.. Rtn01ill •.. I s tur irt b1 rn r- • i k •45 Qp , . ,iru,►n Do L�4$ WY N f ill kp •u 'k 15 -yj p a tf! 1 ,4SLFY v 0 al RIDGE k ;;,? FIGURE3 2010PMFEAKHOUR , BACKGROUND TRAFFIC 0 • ' r i1. _ •�.� • Of the two relevant land use categories for this project, General Office and Corporate Headquarters, the former category was selected as it best describes the proposed development. In particular, Corporate Headquarters building (Land Use 714) was not w{.. .,. , • appropriate as the proposed office building would have more than one tenant. Using the• - rates for General Office, it is estimated that this development would generate 325 vehicle trips on a daily basis, and 45 vehicle trips during the PM peak hour. These trips are summarized in Table 1 below. • TABLE 1 • ESTIMATED SITE-GENERATED TRAFFIC • Number of Vehicle-Trips Average Weekday Two-Way Volume 325 • PM Peak Hour Enter 10 { PM Peak Hour Exit 35 ' r PM Peak Hour Total 45 The directional distribution for vehicular traffic generated by the proposed office building was determined through a select zone assignment procedure performed by the Metropolitan Services District's EMME/2 computer model. Thep:rphic area zone 188, which contains the site and whose centroid is near the intersection of Boones Ferry Road and Kruse Way, ,• was used for this assignment. It was estimated that 35% of the traffic in this zone would r+ , travel to and from the northwest of the zone along Kruse Way, 32% would travel to and • from the southwest along Boones Feny Road, 28% would travel to and from the northeast along Boones Ferry Road, and 5% would travel to and from directly west of the site along • Bonita Road. • The site-generated traffic was assigned to the local street system as shown in Figure 4. In • order to illustrate the small volumes of vehicular traffic using the roadways in Mercantile Village, the number of vehicle-trips was rounded up to 15 entering and 40 exiting during the PM peak hour, on the basis of predicted travel speeds and travel times, Boones Ferry Road and Kruse Way were a:. Ark ,I N.T.S. §)((§6:(1) i DAVID EVANS AND c ASSOCIATES, !NC. ....„,.......... .. ..• • A , . t 15 41 WTI • Io..J ' SITS' • ' 4 ' i,..,. 3 ,. • N - 4 , . Q I Ii 1' D • 1C `Z LAs wy. .a z v 1 ` E5 • x a RIDGF lopor t ICxU 'F 4 PM PEAK HOUR SITE TR'4 FIC ti • • it 1 11 found to be the most probable routes to the site. The majority of motorists would like ly +„ enter and exit Mercantile Village at the signalized intersections of Boones Ferry Road at Mercantile Drive and Kruse Way at Mercantile Drive/Daniel Way. It is unlikelythat site- . generated traffic traveling to or from the south would use Quarry ` Road, since travel on the ' parallel route, Booties Ferry Road, is faster due to the - speed limit and absence of stop signs. :•. � > w In other words, the intersection of Quarry Road and Douglas Way is not ex affected by the proposedp�ted to be site. About five percent of the site-generated traffic would travel to and from the site via Galewood Street- Quarry Road-Carman Drive, Vehicular traffic traveling southbound on Boones Ferry Road would use Douglas Way, since Collins Way is g•• '"k---1�.j a one-w,v westbound Ve hicular Vehicular traffic traveling from the south on Boones Ferry Road worur. .probably use Douglas Way or Collins Way, The year 1993 and year 2010 total traffic volumes are shown in Figures 5 and 6, respectively. Note that in all cases the site traffic represents less Pr than one percent of the '• . vehicular traffic entering the intersection. 1 INTERSECTION LEVEL OF SERVICE AND CAPACITY , Intersection operations are h F expressed as level of service or a grading scale of A throu ' F with A describing free-flow travel conditions and F describing extreme congestiong((see Appendix B for more detailed level-of-service definitions). Level-of-service considered an acceptable condition in urban areas. D generally r under f i • The four intersections that were reviewed in this report were analyzed 1993 and 2010 Y , ` conditions with and without the proposed development, The results of these analyses are shown in Table 2 and indicate that the addition of the proposed development would have • • little effect the operation of nearby intersections. Moreover, the proposed develo \ e pment q would not worsen the level of service of intersection op• eration at any intersection, ,y ,r: rind the • zs greatest change in traffic flow would be a two percent increase in the volume.to-capacity a® ', ratio at the intersection of I ruse Way and Mercantile Drive. These • , results are itsxplrained in more detailsections +' t:� the that follow, . . 0 r • �c ii 1.1 .I 1 +t - k ' Sri w ` F [12.1111•11.9.1% IL Ail . . r, • N,T,S. , ,,.. @(:_f::::i.) „... .. . ,... : :ii..:. ., :. . , . . DAV1D F,`VANS AND ASSOCIATES, INC • O 0IRSI • I it � r: 20•.1 k..10 y 12©� �25 ly. 0• GALEWOOO , • s.), WT. in a • ut0 °TIf cn i.: 51 6 5 .er'J+, h Il0 MS Q' f iit O o I t.45 kf r a f 5 Q �n►nv►� • °OTL�4S LUY' o t N Op i ��(2:11 j • Al ef K____.\re‘ ,t../35 .: i • ' RIDGE RID ` q • 1993 PM PEAK I-IOU{ ..�.; TOTAL TRAFFIC 0 . . g. Yx � ' n ._ � - . .. ,... .. / «,. w.T� �_' r �-� •r ,I is .�° -��' • •,' 1 1018111001. a. Ali:lb' . I a N.T.S. •,i • •C-_0 )) ) . • DAD EVANS AND ASSOCIATES, V I,' INC. 'I. 1 ; O La i 1380- k..10 • .""1" 1045 145'� c-g0 t r D A �1 W 5?glt 4 031/4 10-mpr CQ o G. • WrG� o Q� to.�', •.. .,. . . . . , .. . ,. , . srre...............„ oi.. 185"\441 i rnu`ni •. Ns �' ,,, ,,,. ... . `ill tfl 55 Q po . , i w N0 ;. • 90 = . AS 0 Fr ulr, 2° RIDGE RD pirr. . - FIGURE •�• 1 2010 F'M PEAK I-LOUR • TOTAL TRAFFIC •a I Fw ' • v } TABLE 2 14 m }; • ESTIMATED LEVELS OF SERVICE 0 ,. ',.. :, 1993 1993 • 2010 2010 Intersection Background Traffic Background Traffic Traffic w/Site/ Traffic w/Site Boones Ferry Road and Douglas Way BID/ B / D C/ D C/ D Boones Ferry Road and Mercantile Drive 0.45, A 0.45, A 0.49, A 0.49 A r Knee Way and Mercantile Drive 0.64, E 0.66► B 0.81, B 0.83, E Quarry Road and Douglas Way A-B-A A-B-A = I�� Legend: g3 / D At a T-in stop A-B-A A-B-A tersection controlled by a sign street, the left turn from the main stree o on the minor 1 Aerates at level-of- service B, and the minor street operates at level-of-service D. 0.45, A At a signalized intersection 45 e� p cent of approach capacity is utilized and the level of service is A. A-B-A At a T-intersection all-way stop, the through route operates at level-of-service A (northbound)nd) and level-of-service B (southbound), and the T approach operates at level-of-service A. • Signalized Intersections , • t r There are traffic-control signals at the intersections of Boones Ferry0' gna Road and Mercantile Drive.; and Kruse Way and Mercantile Drive/Daniel Way. Mercantile Drive terminates at Boones Ferry Road in a T-intersection. The lane configurations, peak hour vehicular traffic volumes, and peak hour factors of these intersections are shown on the calculation sheets in Appendix C. �A :0 The level of service for signalized intersections is defined in tams of delay. According the Highway Capacity Manual, delay is a measure of driver comfort, frustration, fuel f �4�+ • . consumption, and lost travel time.' (See Appendix B for more detailed level-of-service definitions.) a t: 2• Transportation Research Board,Highway Capacity Manual, Special Report 209(Washington, D.C.: Transportation Research Board, National Research Council, 1985) 9-4. • 1. • r N 15 An additional measure of signalized intersection performance is its capacity. Intersection approach capacity is the maximum rate of flow (for the subject approach) {which may pass • through the intersection under prevailing traffic, roadway, and signalixation conditions. The amount of capacity utilized by the traffic for the intersection, as a whole, is based.4pon the lane groups or approaches that have the highest ratio of volume to capacity. An overall ratio «. of less than 1.00 indicates that the design,cycle length,and phasing are able to accommodate all critical flows without exceeding capacity. However, a volume to capacity ratio at, or approaching 1.00 is not considered an acceptable condition and is an indication that some roadway improvements may be necessary. The intersection of Boones Ferry Road and Mercantile Drive is expected to operate at a level-of-service A with or without tie proposed development in both year 1993 and year . 2010. The proposed building would not affect the volume-to-capacity ratio at this intersection. The intersection of Kruse Way and Mercantile Drive is expected to operate at level-of-service B in both year 1993 and year 2010 with or without the proposed office ryy building. The volume-to-capacity ratio at this intersection would increase .02 due to the proposed development. This would not in any way impair the operation of the intersection. • Unsigrnalized Intersections Traffic on Douglas Way is controlled by a stop sign at Boones Ferry Road whereas traffic on Boones Ferry Road is not required to stop. The T-intersection formed by Douglas Road y -' terminating at Quarry Road is a three-way stop. The lane configurations, peak hour vehicular traffic volumes, and peak hour factors of these intersections are shown on the • calculation sheets in Appendix D. The level of service for unsignalized intersection operation in which some approaches stop and some do not (such as Boma Ferry Road and Douglas Way) is a function of the reserve r capacity, the amount of capacity not used by the traffic demand crossing or entering the main AX ,' street from a stop-sign-controlled str yet. The preees. for determining the level of service for an unsigralized.,lined inter section begins with a calculation of the amount of reserve capacity of �0i i t, • . F r , it ✓. .. 16 each individual movement in which traffic crosses or enters other traffic at an intersection. Reserve capacity is based on the number of acceptable gaps in the conflicting traffic streams (i.e., gaps of sufficient duration to execute the traffic maneuver under consideration). l ,. Careful interpretation of the resulting data must be used for movements associated with levels-of-service E or F as the analysis can be too conservative. The Highway Capacity Manual methodology used for level-of-service analysis often ove resti mates the expected delay to cross street traffic for left-turn movements at stop-sign-controlled minor streets. • Left turns from Boones Ferry onto Douglas Way are Road � expected to operate at level-of- iUUU service B in 1993 and level-of-service C in year 2010. Douglas Way operates at level-of- service D at Boones Ferry Road due to the effect of vehicles turning left onto Boones Ferry Road. Note that it is not anticipated that vehicular traffic from the proposed site would turn left from Douglas Way at this intersection. The Highway Capacity Manual provides little information on the evaluation of multi-wa Y stop control.' Consequently, the level of service for all-way i stop-controlled intersections o:, (such as Quarry Road and Douglas Way) can be analyzed using the procedures found in Interim Materials on Unsignalized Intersection Capacity.4 in this procedure, intersection operation is defined in terms of stoppeddelay, similar to signalized intersections, (See Y, ` Appendix B for more detailed level-of-service definitions.) / P " � • _• .r. ' 'Transportation Research Board,Highway Capacity Manual 209 Special Report D.C.: TransportationBoard, ; P (Washington, `Research National Research Council, 10-13 to 10-14, _y. 'Transportation Research Board, Interim Materials,on Unsignalized Intersection Capacity, Transportation Research Circular Number 373D.C.: p ch l'' Board, National Research Council, July 1991). (Washington, Transportation Research 1)'i I 'j . 'e r . OF.� .� _ `' • `\, - '' d ' i !. p .� '. 17 IMPACT ON THE KRUSE WAY CORRIDOR t K ; Lake Oswego Code (48.315 (10)A) requires that projected access volumes not exceed those shown on Figure A-5, page 77 of Traffic Circulation and a Transportation Manage p� � meat g mat, Kruse Way Corridor prepared by Carl H. Buttke, Inc. in 1983. The total access traffic estimated for 1993 and 2010 with the proposed office building exceeds these volumes at the intersection of Kruse Way and Mercantile Drive/Daniel Way. However, several items should be noted about the operation of this intersection: ® The site traffic adds at most 20 vehicles or approximately telY a ten percent increase. The level of service for the intersection is B in years 1993 and 2010 for conditions with and without the site, It is suggeste,,d that the volumes on page 77 of Traffic Circulation and a Transportation Manage.-neat Program, Kruse Way Corridor were intended to illustrate the effect of a transportation management 8 program and were not intended to function as maximum access volumes. v.' ,• • • '.. . . 0 IN In 1992, existing volumes on some movements exceed the projected year 2000 volumes in Figure A-5 of the 1983 report, The Traffic Circulation and a Transportation Management Program, Kruse Way Corridor mayneed to be updated. • Some of the excess volume is traffic crossing Kruse Way on Mercantile Drive/Daniel Way, and therefore would onl ,+ Y affect Kruse Way at this intersection. • t f. I These projections include lower through traffic volumes on Kruse Way in year 2010 than the volumes shown for year 2000 in the 1983 report. With , capacity less of the intersection approach capacity being used by through traffic, more ca ty is available for the access points, , The operation of the intersections affected by the proposed office building would not be significantly changed from existing conditions, It is anticipated that the intersection of • Ijst, ,f . y • l 8 Boones Ferry Road and Mercantile Drive will operate at level-of-service A conditions, both • with and without the proposed development. Similarly, the intersection of Kruse Way and Mercantile Drive is expected to operate at level-of-service B conditions. It is expected that traffic on Douglas Way at Boones Ferry Road would consistently experience level-of-service D conditions during the PM peak hour. Lake Oswego Code (48.315 (10) D) requires the• u ` implementation of a transportation management program by all owners and employers whose • developments affect an intersection that consistently exceeds level-of-service C. r. p EFFECT OF PROPOSED DEVELOPMENT ON MORE DISTANT INTERSECTIONS In 1993, the site-generated traffic would represent less than one percent of the number of vehicles enteru.; the intersections of Boones Ferry Road and Douglas Way, Boones Ferry Road and Mercantile Drive, and Kruse Way and Mercantile Drive/Daniel Way. The site- generated traffic would represent less than two percent of the volume on the closest links of Boones Ferry Road and Kruse Way. Since the impact at these intersections is minor, it is =' unlikely that any other distant intersections would be significantly affected. No further intersection analysis is recommended. • • TRAFFIC SAFETY A • The sight distance offered at the proposed access locations to the office building shown on the site plan would be adequate. Lana Drive is straight and level and the vegetation that would obscure sight can be removed during construction. There may be conflicts between vehicles exiting the north site access and vehicles turning from Collins Way onto Lana Drive; however, the traffic volumes on Collins Way are very minor and conflicts would occur infrequently. In the event that an unsafe situation is created, the northern site access • could be made an entrance only, and the southern site access could be used for exiting traffic. • • r ,. x r nv f a • 19 TRANSPORTATION MANAGEMENT PROGRAM The developer has many opportunities to implement a transportation management program. Some suggestions derived from Traffic Circulation and a Transportation Management Program, Kruse Way Corridor are discussed below. ' r' The proposed site design and location provides a variety of access possibilities: • • Transit users may take route 38 to the corner of Kruse Way and Mercantile Drive/Daniel Way and walk along the adjacent sidewalk to the proposed office building. }laren i • Bicycles mayuse the ' low-speed local roadways within Mercantile Village to reach the site. Kruse Way acconunodates a bicycle pathway and, according to Lake Oswego Transportation Stud Boones Fe rry erry Road has been proposed as a bicycle pathway. • The developer may encourage the use of g transportation modes other than the automobile through one or more of the following methods: Mw Ridesharing may be encouraged through use of a transportation g bulletin board in a visible location inside the building. Parking spaces near the entrance (next to handicap spaces) could be reserved for carpools. • Convenient, secure, weather-protected bicycle storage could be installed near the entrances to the building. • A transit map and the schedule of route 38 could be posted in a noticeable location inside the building. � • F Tri-Met has indicated that there are tax benefits for employers to subsidize transit. IRS provisions found in paragraph 1 132-6T (d) (1) of the Internal Revenue Code allow most companies to use transit subsidies as a business expense. This company benefit is not counted as taxable income to your employee up to $21 per month employer contribution. Tenants of the proposed office building could be encouraged to take advantage of this. if V' • 20 In addition, the developer could reduce PM peak hour automobile use by encouraging tenants to changr, work schedules so that some shifts end before 44:30 or after 6:00. • r' ` CONCLUSIONS AND RECOMMENDATIONS • • It is concluded that the proposed development would have no adverse impact upon the surrounding street system. While the intersection of Kruse Way and Mercantile Drive/Daniel Way would exceed the access volumes shown on Figure A-5 of Traffic Circulation and a or • Transportation Management Program, Kruse Way Corridor, this would not adversely affect ejaj the intersection or Kruse Way. • The preceding analysis is a conservative one, since site-generated traffic was rounded upward, and the increase in year 2010 vehicular traffic.volume, based on the Lake Oswego Transportation Study, should already include development on the proposed site. It is recommended that one or more of the transportation management alternatives listed r above be implemented,as Douglas Way operates at level-of-service D at its intersection with B4 ones Ferry Road. • • • • • • . :,. 'y '�.' ti.' 21 APPENDICES • • -••yv �• .•.. ' • .n a0 +. 11 • • . , • • , . ;4 ' • 'A • r 4 T W t \i,. • . . • .. • . i �t • + �.r d lr b.l•' lyi�ls / V!, >' 1 y �. a •�' ! • A-1 APPENDIX A: TRIP GENERATION CALL ULATIONS • , • f, VUNIN • • • .r. 4u� ,. .y • i , Y 1 • • • 4 , ' Y • A-2 .:' SUMMARY OF TRIP GENERATION CALCULATION FOR 14 .5 TH.GR.SQ.FT. OF GENERAL OFFICE ° 4 29 JUNE 1992 AVERAGE STANDARD ADJUSTMENT DR-WA RATE, DEVIATION FACTOR VOLUME AVG WKDY 2-WAY VOL 22.48 0.00 1.00 326 ' •'. 7-9 AM PK HR ENTER 2.61 0.00 1.00 38 7-9 AM PK HR EXIT 0.32 0.00 1.00 5 ''•d 7-9 AM PK HR TOTAL 2.94 0.00 1. 00 43 4-6 PM PK HR ENTER 0.53 0.00 1. 00 8 4-6 PM AK HR EXIT 2.56 0.00 1.00 37 a 4 4-6 PM PK HR TOTAL 3.09 0.00 1.00 45 •, SATURDAY 2-WAY VOL 2.37 0.00 1. 00 34 PK HR ENTER 0.22 0.00 1. 00 3 PK HR EXIT 0.19 0.00 1.00 3 PK HR TOTAL 0.41 0.00 1. 00 6 SUNDAY 2-WAY VOL 0.98 0.00 1.00 14 PK HR ENTER 0.08 0.00 1. 00 1 PK HR EXIT 0. 06 0. 00 1. 00 PK HR TOTAL 0. 14 0. 00 1. 00 !ID . , , Note: A zero rate indicates no rate data available The above rates were calculated from the following equations: AWD 2-Way Vol. (=<800 TGSF) : Ln(T) = 0.755Ln(A) + 3 .765, R^2 0.8.E *' AWD 2-Way Vol. (>800 TGSF) : T = 8.46 * A 7-9 AM Pk Hr Total (=<800 TGSF) : Ln(T) = 0.777Ln(A) + 1.674 R^2 = 0.81, 89% Enter, 11% Exit 7-9 AM Pk Hr Total (>800 TGSF) : T = 1.2 * A, 89% Enter, 11% Exit 4-6 PM Pk Hk Total (=<800 TGSF) : Ln(T) = 0.737Ln(A) + 1.831 `" R^2 = 0.70, 17% Enter, 83% Exit ,: - 4-6 PM Pk Hr Total (>800 TGSF) : T = 1.08 * A, 17% Enter, 83% Exit Sat. 2-Way Vol. : T = 2. 37 * A, S.D. = 2 . 08 , 1IF, .' Sat. Pk Hr Total: T = 0.41 * A, S.D. = 0. 68, 54% Enter, 46% Exit Sun. 2-Way Vol. : T = 0.98 * A, S.D. = 1.29 Sun. Pk Hr Total: T = 0.14 * A, S.D. = 0.38, 58% Enter, 42% Exit Source: Institute of Transportation Engineers Trip Generation, 5th Edition, 1991. 1 TRIP GENERATION BY MICROTRANS "ill/ ' d • ' ai f 1. .:f' .. ,.• 19, ` r. 1 .. 4. • 4 r. f. ' •^4 J •� • ,i• } 4 y j 4. rr. r II • • B-1 APPEN1)13 E: LEVEL OF SERVICE DEJE NrrIONS • • • • • • • • • des. �s i `ra' J ~ • 4 • • 0 •1 o'. `. yI, • • i • 1 J)' 1 • 0 • • • • • o pI 9 • • • ty B-2 d TABLE B-1 SIGNALIZED INTERSECTION LEVEL-OF-SERVICE DEFINITIONS ' Level r of Service Description A Level-of service A describes operations with very low delay, i.e. less than 5.0 1 seconds of stopped-time delay per vehicle. Most vehicles arrive during the green phase and do not stopat all. This occurs when progression progression with nearby signals is extremely favorable„ or traffic signal cycle lengths are short. B Level-of-Service B describes operations with an average delay of 5.1 to 15 , ; F-3); Gb seconds per vehicle, therefore, more 'vehicles stop than do in level-of-service A '� , conditions. Level-of-service B occurs withgood progression and/or short cycle• P Br d/ lengths. 1 C Level-of-service C describes operations with delays from 15.1 to 25 seconds per 'i• . vehicle; the number of vehicles stopping is significant at this level-of-service, , although many vehicles still pass through the intersection without stopping. Individual cycle failures (cycles in which a vehicle waits longer than one red ! indication) may begin to appear at this level of service. Level-of-service C occurs with fair progression and/or longer cycle lengths. D Level-of-service D describes operation. with delays from 25.1 to 40 seconds per f vehicle; many vehicles stop, and the proportion of vehicles not stopping declin At this level-of-service, individual cycle failures are noticeable and the influence of congestion becomes more noticeable. Longer delays result from a combination of unfay.•'able progression, long cycle lengths, or high volume-to- capacity (v/c) ratios. E Level-of-service E describes operations with delays from 40.1 to 60 seconds per vehicle. This is considered the limit of acceptable delay. Individual cycle failures are frequent occurrences. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios, F Level-of-service F de, rites operaticns with delay in excess of 60 i pconds per . 41 vehicle. this is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e. when arrival flow rates exceed the capacity • ,, of the intersection. It may also occur with high v/c ratios less than 1.00 with • many individual cycle failures. Poor progression and long cycle lengths may also ' contribute to such high delay levels. • t .,'•" Source: Transportation Research Board, Highway Capacity Manual, Special Report 209 . (Washington, D.C.: Transportation Research Board, National Research Council, 1985) 9-4 ' to 9-5, e• .1 , , • ' 9 t y+M • •., • cif, ,1 i,... .,., .. ... ,. , Q l' . t. , • b a ° 'u r B-3 . TABLE B-2 • . ,q,ti UNSIGNALIZED INTERSECTION LEVEL-OF-SERVICE DEFINITIONS • Level of Service Description `0, ' A Level-of-service A describes operations with a reserve capacity° P h' greater than 400 passenger cars per hour. Little or no delay is expected. B Level-of-service B describes operatiora with a reserve capacity of 300 - 399 ` passenger cars per hour. Short traffic delays are expected, • C Level-of-service C describes operations with a reserve capacity of 200 - 299 a, �. passenger carsAverage traffic hour. delay 'is ex petted. w. \ D Level-of-service D describes operations with a reserve capacity of 100 - 199 ,. passenger cars • g per hour. Long traffic c!elays are expected. E Level-of-service E describes operations with a reserve capacity of 0 - 994. passenger cars per hour. Long traffic delays are expected. F Level-of-service F describes operations where demand volume exceeds the capacity of the lane, causing extreme delays and queuing, — Source: Transportation Research Board, Highway Capacity Manual, Special Report 209 . (Washington, D.C.: Transportation Research Board,National Research Council, 1985) 10-9, , u • p s ' r _ • d. ti • a ~, , • • • " . 4 y...,, �• 1! ; B-4 TABLE B-3 : ALL-WAY STOP LEVEL-OF-SERVICE CRITERIA • l;.evel of Service Average Stopped Delay (seconds/vehicle) � . A Less than 5 B 5to10 C 10 to 20 D 20 to 30 30 to 45 ; Y it More than 45 Source: Transportation Research Board, Interim Materials on Unsignalized .___ • Intersection Capacity, Transportation Research Circular Number 373 ( (Washington, D.C.: Transportation Research Board, National Research + Council, July 1991). • ..'.- 4: . • • f' • '1• It •4 i • 41) , • 0, / Li.". .1 , 4 1 �. M• a or • C-t , ' :• APPENDIX C: SIGNALIZED INTERSECTION CAPACITY CALCULATIONS , v • , • Y • • d• i, • • Fi i. • Ike • 4 1,•. • • • r • • • 1 \. • 4 •• • • �• y4 ` i • 4 •p • 'ad INPUT WORKSHEET Intersectlon:BOONES FERRY ROAD & MERCANTILE Date: 1993 BACKGROUND Analyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOther Project No.HALM0001 City/State:LAKE OSWEGO, OR VOLUME AND GEOMETR:LCS BOONES FERRY N/S ST. [ 955] 0 ^ SB TOTAL 1 2 - I I I 12.0 I 0 <- [ 0] I < v > 12.0 -WB TOTAL III 50 905 0 RT TH 0 v < v ;. NORTH °`. 1-12.0"LT— ": IDENTIFY IN DIAGRAM 1-12.0'-RT---v A 6; 1.Volumes < 1 2.Lanes, lane widths LT TH MERCANTILE 3.Movements by lane 55 12.0 E/W STREET 4 .Parking locations - I 12.0 840 M ' 5.Bad' storge lngths [ 155] -> 0 1 2 70 <^> 0 l ` 6.Islands E/B TOTAL - [ 910] 7.Bus stops v 100 N/B TOTAL TRAFFIC AND ROADWAY CONDITIONS -- s __.. -- • _ =========================mmmm===============rare= Ap Grd. % HV Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. pr (%) Y/N Nm (Nb) (pd/hr) Y/N Mn.Time Type EB +0�0 1.Q N 0 0 0.91 10 Y 9 p illi . • WB +0°0 0. 0 N 0 0 0.00 10 Y 9 s NB +0° 0 1.0 N 0 0 0.98 0 N 0 3 1 SB +0. 0 2.0 N 0 0 0.98 10 Y 21 3 oak i , \ Grade:+up,-down Nb:buses stopping/hr Min.Timing: min.green for HV:veh. > 4 whls PHF:peak-hour factor pedestrian crossing Nm:pkg.maneuvers/hr Cnf.Pets:Cnflctng peds/hr Arr.Type: Type 1-5 =- ==SAC==_=====r."e'= =L"=======•."^== ,ns'4'= SS'SSSS'S==========Y===---__-=== PHASING -=================================================mmmm__=====ate==.-.__==_ 4 " * D * I <+* t_ A ^ V R * ^ A ***** <** * ° ° M + * * `/ * * • 5 ----- ' Tim- G= 0.0 G= 0. 0 G= 0.0 G= 0.0 G= 0.0 G= 0.0 G= 0.0 G= 0.0 ing Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 •. a Ptmd/Act( A A A d Protected turns: ****^ DODO" f Permitted turns: ++++^ I Cycle Length 60 CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI a 1.• .% C-3 3ntersection:BOONES FERRY ROAD & MERCANTILE Date:1593 BACKGROUND alyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOther oject No.HALM0001 City/State:LAKE OSWEGO, OR CAPACITY ANALYSIS WORKSHEET ' ammwaaasaasa a imeaesersaaaeaas ai sasuaseeaoaaa a seaea:sas = aeeassaast aafm:smmaesslist==== ====casc:rssa Y. LANE GROUP 3 4 Adjusted Ad.Sat Flow Ratio Green Ln.Gr � 8 i 1 2 Flow Rate Flw.Rt F Ratio Cr? A•F�Fg. Mvmt. v s Ratio Capac. ? g / C c,vph X Lane (vph) (vphg) 3/4s 4x6 3/7 °"�`s= R mesas::= a¢�sresassaasasssss / Group sssa ssaaarmemts ee�easa•a-. A 60 �aaQaa:m, a:s.m� •a - 1701 0.035 — 0.160 272 0.221 EB - P 110 - 1514 0.073 - 0.160 242 0.454 *** WB A 71 - 1701 0.042 0. 092 156 0.454 *** NB E 900 - 3582 0.251. - 0.740 2651 0.339 - • 969 3564 0.272 - 0.598 2132 0.454 *** P 51 - 1506 0.034 - 0.598 901 0. 057 le Length= 60. 0sec, Lost Time/Cycle,L= 9.0sec, S(v/s)ci= 0.386, Xc=0.454 LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD) A A E P - *ter ****> ++++ + v CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI 4 • 1 . 0 1110 1, C-4 Intersection:BOONES FERRY ROAD & MERCANTILE Date:1993 BACKGROUND A.nalyst:JXZ TimePeriod Anlyzd:PM PK HR Area T Project No.HALM0001 City/State:LAKE OSWEGO, OR yPe: CBD XOther 1 • ==========================arm===========_=== =- -==== LEVEL-OF-SERVICE WORKSHEET Yi,y`` . ,xr< First Term Delay Second Term Delay _ Tot.Delay_&_LOS ' Iv v LANE 3 4 +, GROUP v/c Green Cycle Delay Lane Delay Pr rsn LaneO 11 12 13 "�s ' ----- Ratio Ratio Length di Group d2 Factor Delayp Gp DelayLn h Los • $ . Ap1 P� (sec) T.9-,2 X g/C sec/veh Cap,c sec/veh PF aec/veh LOS sec/veh Tbl ---- a= a saxes=== === = ======= ==.ryas == ==== rsaa===== === == 8-1 A 0.221 0.160 60.0 16. 68 272 0. 07 1. 00 16.75 C .__-�� ���t EB e." ,. P 0.454 0.160 60. 0 17.35 242 0.96 0.85 15.57 C 15.98 C �. ; iaB ' 0. 00 * A 0.454 0. 092 60. 0 19. 62 156 1.47 1. 00 21. 09 C NB E 0. 339 0.740 60. 0 2.06 2651 0. 03 0.85 1. 77 A 3.19 A ' • • SB E 0.454 0.598 60.0 5.05 • y' 2132 0. 11 0.85 4 . 39 A 4.33 A P 0. 057 0.598 60. 0 3 .81 901 0. 00 0.85 3 .24 A , Intersection Delay 4.73 , sec/veh, Intersection LOS - A ° Table 9.1 „ , . 7 LANE GROUP DIAGRAMS-(***�r** , % LANE _ t = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD] A " E P • * **** + v CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI 1 .. t • y Vl • ' 1 l ,1 C-5 UT tersection:BOONES FERRY ROAD &MER WORKS EET alyst:JXZ TimePeriod Anlyzd:PM FK HRDate Area 3Type: Project No.HALM0001 City/State:LAKE OSWEGO, OR Type: CBD XOther i ^-se ems=sasasxssz a==== aa = =xea=assmcxxs a aa==esm=ax� g�s�x�s , UVOLUME AND GEOMETRICS =-aa�d� HOOVES FERRY N/S ST. A [ 955] A SB TOTAL 0 ' (N) 50 905 0 RT 12.0TH -WB TOTAL IIII < 0 v NORTH ti•i v J; 1-12.01-LT-- IDENTIFY IN DIAGRAM 1-12. 0'-RT---v ^ 1.Volumes ;• 12 .Lanes, lane widths < 13 .Movements by lane A LT TH MERCANTILE, ' ` 4 .Parking locations - 65 12. 0 ( E/W STREET I5.Bay storge ingths [ 65] -> p 12 . 0 84 0 6. Islands1 E/B TOTAL - 70 <A> 0 7.Bus stops [ 910] v 100 N/B TOTAL TRAFFIC AND ROADWAY CONDITIONS : ===tea:z:==:=====- _===: _ d Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. -- -----_- Y/N (Nb) (pd/hr) Y/N Mn.Time Type EB +0. 0 1. 0 N 0 0 WB +0. 0 0. 0 N 0.00 10 Y 9 3 1` • NB +0. 0 1. 0 0 0 0. 00 10 Y 9 N 0 0 0.98 0 3 ,.. SBr+0. 0 2. 0 N 0 0 0. 98 10 N 0 3 Y 21 3 . t° Grade:+up,--down Nb:buses stopping/hr> .4 w Min.Timing: min.green for PHF:peak-hour factor Nm:pkg.maneuvers/hr Cnf.Peds;Cnflctn pedestrian crossing -eu____ --.� g peds/hr Arr.Type: Type a��=========-� - YP 1-5 PHASING ===,�z=:a. :==a==s_=_r=s_=_=ems: 1 a==assma= a==smRasssaza ms=sac=sssss�asm�s�ca�a �ssx �=s* D * == , . I <+* G y p h r R * A A 1:.. ,RA ***** <** M + * * V * '14 Tim- G= 0. 0 G= 0. 0 G= 0. 0f. 'I. ' G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 ing Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 and/ActI A h A Protected turns: ****A + 0000 I Permitted turns: ++++^ ,u--� Cycle Length 60 Sec CARL H. BUTTKE, INC. , PORTED, OREGON, Using NCAP by PSI- Intersection:BOONES FERRY ROAD & MERCANTILE IAnalyst:JXZ TimePeriod Anlyzd:PM PK HRDate TOTAL Area3Type: Project No.HALM0001 City/State:LAKE OSWEGO OR Type: CBD XOtki- , n -ESL"wSrCC.-=__= / ,, CAPACITY ANALYSIS WORKSHEET ��~� ?= =======================�=$ate====seers========sac-====aaeewss========acaxaamar== i LANE GROUP 3 4 5 6 _ __ _------- Adjusted Ad. ' 8 9 1 2 Sat Flow Ratio Green Ln.Grp v C Crit. - Flow Rate F1w.Rt Appr. Mvmt. v Ratio Capac. Ratio s 3 --a �>3� ( (vphg) 3/4s g / C c4x6 X Lane ==== tea:==== a=: ffi= ==---=— .�a�=,�,_... 3/7 Group `` A 71 a:a::xsa� �se�r�ees :B - 1701 0. 042 - 0.160 272 0.261 - Y ` kk k _ P 110 - 1514 0. 073 - a.. 0.160 242 0.454 **;. . '' r A 71 - NB 1701 0. 042 - 0. 092 156 0.454 *** E 900 - 3582 0.251 - 0.7�10 2®51 0. 339 - " . SE E - 9693564 0.272 0. J98 2132 0. 454 *** P 51 - 1506 0.034 v ---- - 0.598 901 0. 057 Cycle Length= .38 60. Osec, Lost Time/Cycle,L= 9. Osec, S(v/s) ci= 06a v .. , XC--0. '' � LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERNTTD, 00# = PROTCTD & PER MTTD] . d E * P **** ****> ++++ a' tw V CARL H. BUTTKE, INC. , •---- --- ,� PORTLAND, OREGON, using NCAP by PSI .r 1 - 1 r • i. • e . , , _ , • ` x. . • . • % • +.. JY /�•I . . .1 . ` rig I •k'. 1} , C-7 1 f; . , Intersection:BOONES FERRY ROAD & MERCANTILE Date: 1993 TOTAL �e ,„ � alyst:JXZ TimePeriod Anl.yzd:PM PK HR Area Type: CBD XOther A � �i oject No.HALM0001 City/State:LAKE OSWEGO, OR 1 _ax=ww,aasasSasmm=,==== :asasasaa:maaasm:seaaaasaaa mmumumwm s====-2==========maasz:macaemz:acmasasamasasaum f LEVEL-OF-SERVICE WORKSHEET i.AN_ 3 Firstt Term 4 D - elay Second Term Delay Tot.Delay_& LOS 7 8 9 10 11 12 13 , " ) GROUP v/c I Green Cycle Delay Lane Delay Prgrsn Lane Gp Ln Apprch Apr ----- Ratio Ratio Length di Group d2 Factor Delay Gp Delay LOS r . 1 2 X g/C C sec/veh Cap,c sec/veh PF sec/veh LOS sec/veh Tb1 Ap Mv (sec) (vph) T.9-13 (6+8) *9 9-1 9-1 ' 1 ' == acm sm====== =magmas: ====c= ==:arias ===== aes:aacmm ==ammum mmminumm, =am¢ sum,===== :scum A 0.261 0.160 60.0 16.79 272 0.12 1.00 16.91 C ES P 0.454 0.160 60.0 17.35 i42 0.96 0.85 15.57 ' C 16. 09 C 0. 00 * Y, " • A 0.454 0. 092 60.Q 19. 62 156 1.47 1.00 21. 09 C NB E 0.339 0.740 60. 0 2.06 2651 0. 03 0.85 1.77 A 3 . 19 A SB E 0.454 0.598 60. 0 5.05 2132 0. 11 0.85 4 . 39 A 4 .33 A P 0. 057 0.5981 60. 0 3.81 901 0. 00 0.85 3 . 24 A ' s tersection Delay 4 .80 sec/veh, Intersection LOS A Table 9. 1 LANE GROUP DIAGRAMS-(*** PROTCTD, +++ PERMTTD ,. ### PROTCTD & PERMTTD] s �, N, A -A E p 4e;`'' J I tTP;ey' ,1;�, 3 1 P ` **** ****> ++++ V 4 , ` CARL H. BUTTKE, INC. , PORTLAND, OREGON, using UCAP by PSI Y.• • r M . s� • y' a 4 4 Si, f h 4 7., + r 1 0-8 M •1 y INPUT WORKSHEET ' In�tersection:BOONES FERRY ROAD & MERCANTILE Date, O BACKGROUND Analyst:JXZ TimePeriod Anlyzd:PM PK HR AreaTypeCB XOth IProject No.HALM0001 City/State:LAKE OSWEGO, OR • mosses=aaaz$=ssasdssssssss=state®®Qaaesss:=samesaraseeaes VOLUME AND GEOMETRICS 'BONES FERRY N/S ST. < [1030] 0 A ^ SB TOTAL 1 I 1 I I 12.0 I 0 <- [ 0) < v > 12.0 -WB TOTAL 0 980 0 (N) 5 RT TH III _.e < 1 0 v f�. NORTH 1-12.0'-LT---^ IDENTIFY IN DIAGRAM 1-12.0'-RT---v 1.Volumes < I , 2 Lanes, lane widths 3 .Move�ments by lane LT TH MERCANTILE 60 12. 0 I E/W STREET 4 .Parking locations I 12. 0 910 5.Bay storge lngths [ 170] -> 0 6.Islands E/B TOTAL - 1 2 75 <^> 0 7.Bus stops [ 985] v 110 TRAFFIC AND ROADWAY CONDITIONS I N/B TOTAL x, , =======seat:==:as=====aa=—.-= —a ==ss=assaasseeetsesssssaaze=======NN, �' Ap Grd., HV ���:� Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. ' (pd/hr) Y/N Mn.Time T 0.91 10 Y 9 3 •�i '� � WB +0. 0 0. 0 N 0 0 0. 00 10 Y 9 3 �� NB +0. 0 1. 0 N 0 0 0.98 0 SB +0. 0 2. 0 N 0 0 0.98 10 N 0 3 Y 21 3 t : NMGrade:•I-u E TC p,-down Nb:buses stopping/hr Min.Timing: min.green for r;,'. HV:veh. > 4 whls PHF:peak-hour factor pedestrian crossing : ,i�'; g peds/hr Arr.Type: Type 1-5 " +, Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctn oats asaesaess=saesaeszeamsseatsesaesaesssssMaesa:ssasara essxacsss:sae PHASING ================== ==================m=======================ae================ 1 * D * i I <+* F: A v G R * A A A ***** ** * M + st * . v * * ,' 4 4 y• Tim- G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G ing Y+R= 0 Y+R= 0 Y+R= 0. 0 G� 0. 0 G= 0. 0 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 4 Ptmd/Actl A A A .. Protected turns: ****A ^ 0000 I Permitted turns: ++++^ I Cycle Length 60 Sec CARL H. BUTTKE, INC. , PORTLAND, O.REGON, using NCAP by PSI _ r 7 i s .� / / t ,. ,• K '. ' i4 t ' ' . C-9 intersection:SOONES FERRY ROAD & MERCANTILE � D3te:2010 BACKGROUND ,. > A alyst:JXZ TimePeriod Anlyzd:PM PK HR• ilitject No.HALM0001 City/State:LAKE OSWEGO, OR Area Type: CBD XOther a=sM0e:saeusasama s a:sas=ffi:-m==:eeaa a m CAPACITY ANALYSIS WOR KSHEET=--==,= ====_=$a===========mma mmamm=====._RKSHEET :AXE GROUP .. 3 :�,r:�:�:::s:�8==tea:9 4 5 6 7 8 Adjusted Ad.Sat Flow Ratio 9 1 2 Flow Rate F1w.Rt Green Ln.Grp v/C Crit. ."' Ratio Capac. Ratio ? Appr.. Mvmt. h s v/s g / C c,Kph X (vp ) (�phg) 3/4 Lane •f --�- ( h) ( hg) ���_ �4 4x6 3/7 Group A 66 - a�=�: aazacmca�a� �rpses�g ��saeas:a ss�wisre . 1701 0. 039 - 0.162 275 0.240 P 121 1514 0.080 ' � --- - 0.162 245 0.494 *** 1 S ' . A 77 - 1701 0.045 .` �` E 975 - 3582 0.272 - 0.092 156 0.494 *** ' - 0.738 2644 0.369 - E 1050 - 3564 0.295 0.597 2126 0.494 *** 4`,r.* P 51 - 1506 0.034 0.597 898 0. 057 - le Length= 60. Osec, Lost Time/Cycle,L= 9. Osec +�c S v s yJy ( I ) �� o.4zo, xc=o.494 iLASTO. GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, iii a PROTCT• D & PERMTTD] _+, E p * Irv** ****> ++++ + 4 *;. Vh. ` C' CARL H. �BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI "'`'' "` • ,• 1 .i • • y. d ,. 1- . 4 C-10 0 Intersection:BOONES FERRY ROAD & MERCANTILE Date:2010 BACKGROUND ' Analyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOther Project No.HALM0001 City/State:LAKE OSWEGO, OR r 9' 4 e =_= -- _-===- - SS`r'=== =========S.=7 ====.BEG==r=FB!@Q'=== .7 LEVEL-OF-SERVICE WORKSHEET First Term Delay Second Term Delay Tot.Delay_&_LOS , LANE 3 4 3 6 7 8 9 10 11 12 13 ". 3ROUP v/c Green Cycle Delay Lane Delay Prgrsn Lane Gp .Ln Apprch Apr 'W'w' Ratio Ratio Length dl Group d2 Factor Delay Gp Delay LOS 1 2 X g/C C sec/veh Cap,c sec/veh PF sac/veh LOS sec/veh Tbl hp My (sec) (vph) T.9-13 (6+8) *9 9-1 9-1 e = =a : $s: =====. ====.= . .....: ....: .....u. a..:sa ....... ..a ==== == .+.n= A 0.240 0.162 60.0 16. 66 275 0.09 1.00 16.75 C EB 16.21 C P 0.494 0. 16k 60.0 17.41 245 1.30 0.85 15.91 C 's r7B 0.00 * A 0. 494 0. 092 60.0 19.70 156 2. 02 1. 00 21.72 C gB E 0.369 0.738 60.0 2.15 2644 0.04 0.85 1.86 A 3 .31 A ` ' SB E 0.494 0.597 60. 0 5.26 2126 0.15 0.85 4 . 60 A 4.54 A '" P 0. 057 0.597 60.0 3 .84 898 0.00 0.85 3 . 27 A 4. Intersection Delay 4 .92. sec/veh, Intersection LOS A Table 9. 1 LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD] ' . „ .' A E P * ' + V CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PEI • • 4 44 C-11 j a Q/ INPUT WORKSHEET r .tersection:BOONES FERRY ROAD & MERCANTILE Date:2010 TOTAL :u = lyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOther - oject No.HALM0001 City/State:LAKE OSWEGO, OR rya=========================== --=ass=====a===========asa=====sat======a === ' VOLUME AND GEOMETRICS BOONES FERRY N/S ST. [1030] p ^ A SB TOTAL 1 2 I I I I 12.0 1 0 <- v 12�0 [ °] (N) 50 980 > 0 RT TH -WE TOTAL > , III < 0 v NORTH v ' 1-12. 0'-LT•---^ IDENTIFY IN DIAGRAM 1-12. 0'-RT---v A 1.Volumes I , 2 .Lanes, lane widths 3 .Movements by lane 70 LT TH MERCANTILE 12. 0 1 E/W STREET 4.Parking locations - 1 12 . 0 910 5.Bay storge lngths [ 180] -> 0 6.Islands E/B TOTAL - 1 75 <A> 0 7.Bus stops V 110 [ 985] N/B TOTAL TRAFFIC AND ROADWAY CONDITIONS A. Grd. % HV Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. • (A) Y/N Nm (Nb) (pd/hr) Y/N Mn.Time Type EB +0. 0 1. 0 N 0 0 0.91 10 Y 9 3 WB +0. 0 0. 0 N 0 0 0.00 10 Y 9 3 '. NB +0. 0 1. 0 N 0 0 0.98 0 N 0 3 SB +0. 0 2.0 N 0 0 0. 98 10 Y 21 3 Grade:+up,-down Nb:buses stopping/hr Min.Timing: min.green for° ` HV:veh. > 4 whls PHF:peak-hour factor pedestrian crossing Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctng peds/hr Arr.Type: Type 1-5 === ==seas:====sx====a==arz======assaris=asarae=====:sari==rs=s=sass===a========= PHASING ===a>cza===numacaaa=mesassmarmsax=$a=aa:aa itlIZMICI6====a===Inl¢a====arm=s=1/116= •=$ass=====,r= * • D * I <+* A G v R * A ,. A ***** <** * M + * * v * * Tim- G= 0.0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0.0 in Y+R= . • Y+R= Y+R= Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 9 0 0 0 !mAct1 A A A Protected turns: ****A 0000^ 1 Permitted turns: ++++^ I Cycle Length 60 Sec z " CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI ate.,•. ` / 1 Cr12 Intersection:BOONES FERRY ROAD & MERCANTILE Date:2010 TOTAL u " •• Analyst:JXZ Y TimePeriod Anlyzd:PM PK HR Area Type:' CBD XOther :: ," Project No.HALM0001 City/State:LAKE OSWEGO, OR _=— CAPACITY ANALYSIS WORKSHEET -- ===== =========================Mesas=========sxa;================== LANE GROUP 3 �'�__-= 4 5 6 7 8 9 Adjusted Ad.Sat Flow Ratio Green Ln.Grp v/C Crit.1 2 Flow Rate F1w.Rt Ratio Capac. Ratio ? 14 Appr. Mvmt. v s v/s g / C co/ph X Lane ' (vph) (vphg) 3/4 4x6 3/7 Group • .... ===== =========== ==== e= ================= :sass=== ====== ac====== ====- R 77 - 1701 0.045 - 0.162 275 0.280 1 •EB - P 121 - 1514 0. 080 - 0.162 245 0.494 *** WB A 77 - 1701 0. 045 - 0.092 NB E 975 - 156 0.494 *** 3582 0.272 - 0.738 2644 0.369 - r. 1 w SB E 1050 - 3564 0295 P 51 - . - 0.597 2126 0.494 *** 1506 0.034 - 0.597 898 0. 057 - o Cycle Length= 60. Osec, Lost Time/Cycle,L= 9.Osec, S(v/s) ci= 0.420, Xc=0. LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD) A A E P ti * **** ****> ++++ , v . * CARL H. BUTTKE, INC. , PORTLAND, OREGON,' using NCAP by PSI 7 x 5 • y 1. 1 Y L at . ,ram•' • ', . . ... • is , .'� C-13 ! r Tntersection:BOONES FERRY ROAD & ---------.. ___ _- lyst:JXZ Timeperiod AnlyzdEpM PK HRD�te'2A10 TOTAL w • '� C� 3 jest Jo.HALM0001Area y _- : ••.,•-==aacm:aa=s�==aasW=aaaxcaaas�ty/Stomae:aL�KE OSWEGO, OR Type: CBD XJtrer LEVEL-OF-SERVICE "::a=:a====aa==a=s =_==aa-====.�a.m,s l First Term Delay ERVICE WORKSHEET yNE 3 4 5 Second Term Delay �� + = cNE v c 6 7 8 10 Tot.Delay_& LOS / Green Cycle Dela 9 11 12 _.�___ Ratio Ratio Length y Lane Delay Prgrsn Lane Gp13 2 X gC di Group d2 Factor Delay Gp DelayAeh LOS ►pJMv sec/veh Cap,c sec veh pF LOS (sec) (vph) / sec/veh9 LOS sec/veh Tbl -=; as : .setae a:see::se ameame:: :a„: T.9-13 (6+8) *9 9-1 � saa::se sSa:s,aae same: 9-1 3t` A 0.280 0. 162 60.0 0 16.78 :mr: ::mememe:se: meae: ::ansa�m seessxc 1 E ' 275 0.15 1.00 16.93 C H� P 0.494 0. 162 60.0 „ 17.41 245 1.30 0.85 16. 30 C ti f; 15. 91 C 1B -- 0. 00 A 0.494 0. 092 60. 0 1B E 0.494 0. 738 60. 0 19.70 156 2. 02 1.00 2.15 2644 0. 04 0.85 21. 6 C 1. 86 p, 3 . 31 A E 0.494 0. 597 --..-_-- - ---H0. 0 5.26 2126 • 0.15 0.8560. 0 3.84 898 0. 00 0.85 3 . 6 A - ---- - ---- SB A d 3.2 7 A . • P 0. 057 0.597 ersection Delay 4. 98 sec/veh, Intersection LOS A Table 9. 1 LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### '� PROTCTD & PERMTTD] A * E P ++++ + "` V %!1 CARL H. BUTTKE, INC. PORTLAND, OREGON, using NCAP by PSI i4 a ti Y, • . �... Y : • 4 ov • «• 1f, w • • e V INPUT .?ORKSHEET Intersection:KRUSE WAY & DANIEL/MERCANTILE Date: 1993 BACKGROUND ."' Analyst:JXZ Y TimePeriod Anlyzd:PM PK HR Area Type: CBD XOth 'Project No.HALM0001 City/State:LAKE OSWEGO, OR _.__ =_======VOLUME AND GEOMETRICS DANIEL N/S ST. ,. [ 155] 10 AA SB TOTAL 1 1 I <I IV I> 12. 012. 0 870 <- [ 905] (N) 100 35 201 RT LTH 25 v WB TOTAL III ----- < > 4, NORTH " '' ' `'`. <---TH--12 .0 I-1 d ' 1-12. 01-LT___A v---LT-12. 0' 2-12. 0'--TH---> -1 IDENTIFY IN DIAGRAM 1-12. 0'-RT---v 1.Volumes ' < > 2.Lanes,lane widths LTH RT MERCANTILE 3 .Movements by lane A 20 12 . 0 4.Parking locations - E/W STREET 12 . 0 2>5.BaY storge In the [1285] ->1150 1 1 140 <"> 30 Z' 6.Islands E/B TOTAL - 7 .Bus stops V 115 N/B TOTAL { TRAFFIC AND ROADWAY CONDITIONS 111, ,t • Ap Grd. % HV Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. r♦ pr (%) Y/N Nm / (Nb) (pd/hr) Y/N Mn.Time Type EB +0. 0 1. 0 N 0 0 0. 92 10 WB +0. 0 2.0 N 0 Y 9 0 0.97 10 Y 9 3 �. ` NB -0. 0 1. 0 N 0 0 0.83 10 Y 21 3 SB +0. 0 1. 0 N 0 0 0. 72 10 Y 21 3 .. p Grade:+up,-down Nb:buses sto in hr Min.Timing: min.green for HV:veh. > 4 whls PHF:peak-hour factor pedestrian crossing Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctng peds/hr Arr.Type: 4ype 1,-5 PHASING �� `�_.` a=_ .=============spa==========.._____________ ssasreaaMMM=== =====_, = * ^ D * + • I <+*+> ***** <***** A v * G v A :, R A * + •. „..'. A <+*+> ***** *****> M * v Tim- G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0.0 G= 0. 0 • ingY+R= 0 Y+ G= 0. 0 G= 0. 0 .� R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 e` . Ptmd/Actl A A A s% Protected turns: ****A 0000^ I Permitted turns: ++++^ I Cycle Length 80 S CARL H. BUTTKE, INC. , PORTLAND, OREGON, Using NCAP by PSI r C-15 •- p11.0 .intersection:KRUSE WAY & DANIEL/MERCANTILE AM ' ��nalyst:JXZ Date: 1993 BACKGROUND TimePeriud Anlyzd:PM PK HR Area Type: CBD XOther loject No.HALM0001 City/State:LAKE OSWEGO, OR CAPACITY ANALYSIS WORKSHEET _====m=a========-========me===e== ============-= LANE GROUP 3 4 Adjusted Ad.Sat Flow Ratio Green Ln.Grpv/C 9 • `' 1 2 Flow Rate Flw.Rt A,apr. Mvmt. v s Ratio Capac. Ratio Cr? v/s g / C c,vph X Lane (vph) (vphg) 3/4 4x6 3/7 Op�V, , ra = ========m=m== mean=g=== s=======m==M======= Group �Y I!}� ,:.. A mcsasmr==r, ewr=asm==a= ==aq=anc== m=:wem=C � k 4, , ;22 - 1701 0.013 0.024 ' ` , , k ES E 13;L3 - _ 41 0.538 - �$ - 3582 0.367 - 0.573 2054 0. 639 *** P 1:25 1514'�-r 'r 0.083 0.573 868 0. 144 'ti�'B 952 - A693 0. 015 - 0.024 41 0.639 *** "f / 3558 0.268 - 0.573 2040 0.467 - d NB D 193 - 1040 0.186 - P 3 - 0.290 302 0. 639 *** _- 1514'. 0. 024 - 0.290 439 0. 082 - SB D 77 - 1136 0.068 - H ; P 1300.290 330 0.234 - • - �- 1514 0.092 - 0.290 439 0.316 - , �'• le Lengths ° 80. 0sec, Lost Time C cle Ls 9. 0sec S(v/s) cis 0.567, Xc_ 0. 639 LANE GROUP DIAGRAMS-(*** = PROTCTD, +++ = PERMTTD, ### _ PROTCTD & PERMTTD A D ) E N * + P *: ** ****> ****> ****> ++++ + + v v 1 , ___. 1�,� CARL H. BUTTKE, INC. , PORTLAND, OREGOI , using NCAP by PSI r it t ^: " 44 \ 1 r Y. da r + ._ • r• ' •1 r ' i / v. , y ' C'-16 Intersection:KRUSE WAY & DANIEL/MERCANTILE Date: 1993 BACKGROUND Analyst:JXZ Time Period Anlyzd:PM PK HR Area, " Project No.UALM0001 Type: CBD XOt City/State:LAKE OSWEGO, OR LEVEL-OF-SERVICE WORKSHEET a===`= First Term Delay_ Second Term Delay Tot.Delay_& LOS LANE 3� 4 7 8 9 12 , 3 GROUP v/c Green Cycle Delay Lane Delay Prgrsn Lane Gp Ln Apprch Apr "., . ' Ratio Ratio Length di Group d2 Factor Delay Gp Delay LOS p 2 X g/C �C sec/veh Cap,c sec/veh PF sec/veh LOS sec/veh Tb1 • A M Ap (sec) (vph) T.9-13 (6+8) *9 9-1 9-1 d ' == == =>== = ====== ====== =sm=m==:s ===== ==== == ====aces oa=sawtir=aw === ======= === A 0.538 0. 024 80. 0 29.34 41 9.49 1.00 38. 83 D EB E 0.639 0.573 80. 0 8.74 2054 0.48 0.85 P 0e144 0.573 80.0 6.03 868 0.01 0.85 7.84 B 8. 07 B 5. 13 B A 0. 639 0. 024 80. 0 29.41 41 18. 18 1. 00 47. 59 WB N 0.467 0.573 80. 0 7.56 2040 0.13 0.85 6.53 B 7. 62 B 4 , NB D 0. 639 0.290 80. 0 18.81 302 3.13 0.85 18. 65 C 17.51 C P 0.082 0.290 80.0 15.69 439 0. 00 0.85 13 . 34 B SB D 0.234 0.290 80. 0 16.43 330 0. 07 0.85 14 . 03 B 1 --- P 0.316 0.290 80. 0 16.87 439 0.15 0.85 14 .46 B 14 . 3 B L Intersection Delay 9. 16 sec/veh, Intersection LOS B Table 9. 110 1 LANE GROUP DIAGRAMS-[*** _1 PROTCTD, +++ = PERMTTD, ### Au PROTCTD & PERMTTD fA D " E * + N P **** ****> ****> ****> ++++ + + v v :� „ CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI k411 * • F_ h C-17 + 4Vh INPUT WORXSHEET Date:1993 TOTAL 0 tersection CRUSE WAY & DANIEL/MERCANTILE CBD )(Other lyst:3XZ TimePeriod Anlyzd:PM PR HR Area Type: HALM0001 City/State:LAKE OSWEGO, OR == Noe M =m===== =sssalaMM -==r====__-�=VOLUME AND GEOMETRICS DANIEL N/S ST. 10 A [ 155) A SB TOTAL 1 1 I I I 12.0 870 <- [ 905] I < v > I 12.0 -WB TOTAL 100 35 20 RT LTt1 25 v { ' III < v < RTH-7�2. 0 -1 e, �, r NORTH <---TH--12.0'-1 1-12.0'-LT---" v---LT-12. 0'-1 2-12.0'- TH---> ^ IDENTIFY IN DIAGRAM 1-12.0'-RT---v < > 1.Volumes L< RT MERCANTILE • 2.Laraes, lane widths 12.0 I E/W STREET 3 .Movements by lane A ? y 12.0 20 • 4 .Parking locations -->1150 1 1 155 < 30 5.Bay storge lngths [1290) [ 2A>] ,, 6.Islands E/B TOTAL -v 120 N/B 205] A �"J 7 .Bus stops TRAFFIC AND ROADWAY CONDITIONS ======a¢===a .================m========same=====waaa=msaga=======m,smreerss MMM========== d '''.4, Ap Grd. % HV Adj .Pkg.Lane Buses PHF b nf.Pe) Pedstrn Butime Type (%) Y/N Nm (Nb) 0 0 0.92 10 Y 9 3 • E +0. 0 1.0 N 0 0.97 10 Y 9 3 WB , +0.0 2. 0 N 0 21 3 NB +0.0 1.0 N 0 0 0.83 10 Y 21 3 SB +0. 0 1.0 N 0 0 0.72 10 Y • Min.Timing: min.green for • Grade:+up,-down Nb:buses stopping/hr pedestrian efl for ' HV:veh. > 4 whls PHF:peak-hour factor p Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctng peds/hr Arr.Type: Type 1-5 ___====== =======x===========sae =====axes=====sa==m=gam=======.MMMMM======aria======= is PHASING ----_�- -�_-_--_zr=armor.=w__^__ ___---==--i==-:=_____ m:=_==g * A «ti D * + I <+*+> ***** <***** +4.1' „' A V * i 1 G V A ',�. +, A <+*+> ***** *****> C.)' M * v __ . Tim- G= 0.0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0.0 G= 0.0 G= 0. 0 ing Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 r A A ,d/Actl A Protected turns: ****^ 0000" I Permitted turns: ++++^ I Cycle Length 80 Sec "-It; CARL H. BUTTICE, INC. , PORTLAND, OREGON, using NCAP by PSI • �.. C-18 Intersection:KRUSE WAY & DANIEL/MERCANTILE Date: 1993 TOTAL J.. 1Analyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOther �., P_cject No.HALM0001 City/State:LAKE OSWEGO, OR ____=============_sue.============.a= ___==-===ww=m • ,'. CAPACITY ANALYSIS WORKSHEET `. ILANE GROUP 3 4 5 6 7 8 9 f .. . Adjusted Ad.Sat Flow Ratio Green Ln.Grp v/C Crit. • 2 Flow Rate Flw.Rt `Apr. Mvmt. Ratio Capac. Ratio ? '. v s v/s g / C c,vph X Lane (vph) (vphg) � 3/4 4x6 3/7 Group s==== -- ===s=== ===s ===============x2ing teas===== mmsmr= ==„==== ===== A 22 - 1701 0.013 - 0.023 40 0.554 E3 E 1313 3582 0.367 - 0.557 1994 0. 658 *** itl* , P 130 - 1514 0. 086 - 0.557 843 0.154 - t A 26 - 1693 0. 015 - 0. 023 39 0.658 *** WB N 952 - 3558 0.268 - 0.557 1981 0. 431 00 • NB D 211 - 1042 0.202 - 0.307 320 0. 658 *** , P 36 - 1514 0. 024 - 0.307 465 0.077 - SB D 77 - 1068 0.072 - 0.307 329 0.234 - P 139 - 1514 0.092 - 0.307 465 0.299 - Cycle Length= 80. 0sec, Lost Time/Cycle,L= 9. 0sec, S(v/s) ci= 0.584, XC=0. 41 LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD] A D A * + E N P ° • '. **** ****> ****> ****> ++++ + + --- v v '. I ft CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI ,r ' j M r• Ibi t"� 1' ,A1, j. is � '� 40 i • C_19 t, a IA Intersection:KRUSr WAY & DANIEL/MERCANTILE • ; Date: 1993 TOTAL alyst:JXZ r ' ... TimePeriod Anlyzd:PM PR HR Area ° Type: CBD XOtheroject No.HALM0001 City/State:LAKE OSWEGO, OR yy---- a =' """ kSLEVEL-OF-SERVICE WORKSHEET I First Term Delay LANE 3 4 5 Second Term Delay-___-_, Tot.Dela 6 7 8 9 11 12y_6r ,L13 �• GROUP v/c 10 / Green Cycle Delay Lane Delay Prgrsn Lane Gp Ln Apprch Apr �.« --2 Ratio Ratio Length dl Group " d2 Factor Delay GpDelayLos ` � ` Am My - g/C (sec) sec/veh Cap,c sec/veh PF sec/veh LO sec/vh Tb (yph) T.9-13 (6+8) *9 9-1 1 ' A 0.554 0. 023 -=_ """°'■=== 80. 0 29.38 - 40 10.85 -1.0 0 ��-� `�'� '°'� E3 E 0. 658 0.557 80. 0 9.43 1994 0.57 0.85 48 .5s E _ , P 0.154 0.557 80.0 6.54 843 0. 01 0.85 8.50 B 8. 72 B 5.56 B '�4 �` A 0.658 0. 023 80. 0 - ,�• �+ NA 0. 658 0.5570 29.45 39 20.83 1.00 50.28 E- r _ ,- � '� 80.0 8.16 1981 0. 15 0.85 7. 06 B 8 .21 B '. 1 r 1 LL NB ' D 0. 658 0. 307 80.0 18.28 320 3 .39 0.85 P 0. 077 0. 307 80.0 14. 93 465 12 . 42 C 17.58 C '�, E - -- 0. 00 0.85 12. 70 B • S8 D 0.234 0.307 80. 0 15.71 329 0.07 0.85 13 .4X B 13 . 62 $ P 0.299 0.307 80. 0 16.05 �• 465 0.11 0.85 13 , 74 B ,'. tersection Delay 9.67 sec/veh, Intersection LOS B Table 9. 1 • A LANE GROUP DIAGRAMS AMS-[*** PROTCTD, +++ = PERMTTD , ### .. PROTCTD & PERMTTD) A " D ' E N * + P ***:› 1 +++++ O. V V . .Y�� CARL H. BUTTKE INC. , PORTLAND, O,REGON, using ' CAP by PSI pf . /i 1. n A‘.... • I aV . a a r C-20 INPUT WORKSHEET Intersection:KRUSE WAY & DANIEL/MERCANTILE Date:2010 BACKGROUND Analyst:JXZ TimePeriod Anlyzd:PM PK HR Area Type: CBD XOth / ' Project No.HALM0001 City/State:LAKE OSWEGO, OR =========== = ======== ==== ==_ffi___ ,4 VOLUME GEOMETRICS DANIEL N/S ST. [ 195] 10 ^ A SB TOTAL ITAL I 12.0 I 1045 <- [1085] • ' I < v > I 12. 0 -WB TOTAL (N) 130 40 25 RT LTH 30 v < > NORTH v <^--RTH-12.0'-1 ---TH•--12 .0'-1 1-12. 0'-LT-- v---LT-12.0'-1 2-12.0'--TH---> ; . a IDENTIFY IN DIAGRAM 1-12.0'-RT---v ^ 1.Volumes < > r 2.Lanes, lane widths LTH RT MERCANTILE , 3 .Movements by lane ^ 25 12. 0 I E/W STREET 4 .Parking locations - 12. 0 25 5.Baystorge lngths [1545) ->1380 11 1 170 <A> 30 6.Islands E/B TOTAL - [ 225] 7 .Bus stops v 140 N/B TOTAL TRAFFIC AND ROADWAY CONDITIONS _ - ===-====r=====- ^__ -=se== Ap Grd. % HV Adj .Pkg.Lane Buses PHF Cnf.Ped Pedstrn Button Arr. Pr (%) Y/N Nm (Nb) (pd/hr) Y/N Mn.Tim:t Type EB +0.0 1. 0 N 0 0 0.92 10 Y 9 WB +0. 0 2. 0 N 0 0 0.97 10 Y 9 3 NB +0. 0 1. 0 N 0 0 0.83 10 Y 21 3 SB +0 . 0 1. 0 N 0 0 0. 12 10 Y 21 3 • Grade:+up,-down Nb:buses stopping/hr Min.Timing: min.green for HV:veh. > 4 whls PHF:peak-hour factor pedestrian crossing v Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctng peds/hr Arr.Type: Type 1-5 ============ == =-====ss:a======= == PHASING 1 _==_ -====_==___=_ ___ = = = =:_:..________========= * A D * + I <+*+> ***** <***** ':: A v * G v A R ^ * A <+*+> ***** *****> M * + *" r * v Tim- G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 G= 0. 0 ing Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+R'= 0 Y+R= 0 Y+R= 0 • Ptmd/Actl A A A Protected turns: ****^ 000b^ I Permitted turns: ++++^ I Cycle Length 80 Sec , CARL H. HUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI 1 . C--21 I1tersection:KRUSE WAY & DANIEL/MERCANTILE Date:2010 BACKGROUND aalyst:J'XZ TimePeriod Anlyzd:PM PR HR Area Type: CBD XOther -oject No.HALM0001 City/State:LAKE OSWEGO, OR _.-======= =ate-=sales=as= ======================_==========� v a=sasac .. CAPACITY ANALYSIS WORKSHEET .i• . aria mmaISI NCIIIMISaamLISZB SSIIMEMENat � mesetc ========MOM==w========MlM=== ===== =========wee•,, , LAME GROUP 3 4 5 6 7 8 9 �-�- Adjusted Ad.Satl Flow Ratio Green Ln.Grp v/C Crit. ;1 2 Flow Rate Flw.Rt Ratio Capac. Ratio ? Aprpr.. Mvmt. v s v/s g / C c h X Lane (vph) (vphg) 3/4 4x6 3/7 Group '•"r"-- ==_ =========== ====== ==:a=====a=====ewe== =ea==u= =====as Baas===== =am=atm A 27 - 1701 0.016 - 0. 023 38 0.705 - ELS E 1575 - 3582 0.440 - 0.541 1936 0.813 *** ; • P 152 - 1514 0.100 - 0.541 818 0.186 - r A 31 - 1693 0. 018 - 0.023 38 0.813 *** N 1141 - 3559 0. 321 - 0.541 1924 0.593 - Na D 235 - 891 0.264 - 0.324 289 0.813 *** P 36 - 1514 0. 024 - 0.324 491 0.073 - r S- D 91 - 953 0.096 - 0.324 309 0.294 - P 181 - 1514 0.120 - 0.324 491 0.369 - c:le Length= 80. 0sec, Lost Time/Cycle,L= . 9.0sec, S(v/s) ci= 0.722, Xc=0.813 LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD) A D E N P * -I- **** ****> ****> ****> ++++ + + } v v CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI III .. •'' (0 ' • , . . . , p<, Ir / -- __ C-22 Inters___________`______p _ __________- AnalyAltersecti ANIEL/MERCANTILE Date:2010-BACKGROUND - st No.HAZ,pup0001 TimePeriod Anlyzd:PM PK HR Cit State: Area Type: CBp XOthe - Y/ LAICE OSWEGO, OR LEVEL-OF- -_____=____- First SER'JICE WORKSHEET =_"'__ .� , Term Delay _ _- -_- •�t�TE 3 4 Y _,_Second Term Delay Tot ela sROUP v c 5 7 8 11 D 12 Y_ L13 / Green Cycle Delay9 10 Ratio Green Length da ne Delay Prgrsn Lane Gp Ln A 13 1 2 XGroup d2 Factor Delayeh Apr g/C C sec/veh Cap,c GpDelay 1 2 _ (sec) sec/veh PF sec/veh LO LOS _ __ __ (vph) T.9-13 sec/veh 9-1 3B E 0.813A 75 0.523 80. 0 3 80. 0 29.52 38 27.73 1. 00 =`__ �_- 11.45 1936 11.41 E ,; P 0.186 0.541 80. 0 1.97 0.85 11. 41 B 7.13 818 0.01 1.85 11. 65 B A 0.813 0. 023 6. 07 B �B° N 0.59381 0. 541 80. 0 29.59 38 48.86 80. 0 9.45 1924 1. 00 78. 453 F i - ------ --- 0. 37 0.85 8 .34 B 10.19 i .1B ! D 0.813 0. 324 - -- ---- DP 0. 073 0. 324 80. 0 18.85 289 10. 99 0.85 25.36 D 14.21 49123 . 60 C 0. 00 0.85 12. 08 B . r SB D 0.294 0. 324 80. 0 • P0. 94 0.324 15.34 309 0. 16 0.85 80. 0 15. 76 491 13 . 18 B 13 .45 B 0.22 0.85 13 .58 B • +' Intersection Delay 12.23 sec/veh _ Intersection LOS B Table 9. 1 �`�+ LANE GROUP DIAGRAMS- *** TD ( = PROTCTD, +++ = PERMT « `' D ,� ► ` ` PROTCTD & PERMT'�D E N P * + > ++++ • v. 4. } + v V CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI • • so . • f 0 4 C-23 .. 1, tion:KRUSE WAY & DANIEL/MER TILED WORKSHEETINPUT intersec lyst:JXZ ate:2010 TOTAL 00/a TimePeriad Anlyzd:PM PK HR Area T aject No.HALM0001 City/State:LAKE OSWEGO, OR ype: CBD XOther ;'VOLUME AND GEOMETRICS ==--=======-`__` =_A_--=_-___=__. _ DANIEL N/S ST. • -_--_- [ 195) 10 A A SB TOTAL 1 1 - I I 12.0 1 0 V > I 12.0 <- [1085] < III(N) 130 40 25 RT LTH -WB TOTAL < > NORTH 3Q V V < RTH-12.0'-1 1-12. 0'-LT-- <---TH--12. 0'-1 2-12. 0'--TH---> v---LT-12. 0'-1 IDENTIFY IN DIAGRAM 1-12. 0'-RT--•--v A 1.Volumes 2.Lanes, lane widths < > 2. fioVements by lane A LTH RT MERCANTILE ' 4.•Parking locations 25 12. 0 5.3ay storge ingths I E/W STREET [1550] ->1380 I 12 . 0 25 1 1 185 <A> 30 6. Islands E/B TOTAL - 7.3us stops [ 240] TRAFFIC AND ROADWAY CONDITIONS V 145 N/B TOTAL ==sang==asp ca.as==r----.,. Adj .Pkg.Lane Buses PHF Cnf.Ped PedstrnaButton=Arr. -'" (%) Y/N Nm (Nb) (pd/hr) Y/N Mn.Time Type - 1. 0 N WB! +0. 0 2.0 0 0 0.92 10 N 0 0 0.97 Y 9 3 NB 10. 0 1.0 N 10 Y 9 3 NB 0. 0 1. 0 0 0 0.83 10 N 0 0 0.72 Y 21 3 10 Y 21 3 wn Grace:+up, -do Nb:buses sto HV: e > 4 own piling/hr Min.Timing: min PHF:peak-hour factor .green for Nm:pkg.maneuvers/hr Cnf.Peds:Cnflctng peds/hr Arr.Type: Type pedestrian crossing = __s_== Yp Type 1-5 PHASING = = =a= =�::�s�as=-=s ===.�.�==__:_________ - -___--_-_----= ___ -* -__�_______=____ __r_ D * A I <+*+> ***** **** A v * G v R A A <+ +>* ****,. *****y M * + ' ` A* v • Tim- G= 0. 0 G= 0. 0 im-ng i G= 0 Y+R=G= G= 0. 0 G= 0. 0 G= 0 Y+R= 0 Y+R= 0.0 G= 0. 0 +R 0. 0 G= 0. 0 • 64, 0 Y+R= 0 Y+R= 0 Y+R= 0 Y+ d�Act A A R 0 A Protected turns: ****- 0000 I Permitted turns: ++++A 1 Cycle Length 80 Sec ' CARL H. BUTTKE, INC. , PORTLAND ' , OREGON, using NCAP by PSI , • C-24 ' '; 0 I. +tersection:KRUSE WAY & DANIEL/MERCANTILE A�elyst:JXZ � Date:2010 TOTAL :, mePeriod Anlyzd:PM PK HR Area Type: CBD XOther I 1 T ProjectNo.HALM0001 City/State:LAKE OSWEGO , OR CAPACITY ANALYSIS WORKSHEET L INE GROUP 3 4 5 6 Adjusted Ad.Sat Flow Ratio Green Ln.Grp v/C Crit. a 2 Flow Rate Flw.Rt Ratio Capac. Ratio 7 Apr. Mvmt. v s v/s C • _ (vph) (vphg) 3/4 g / cry'pb X Lane • a� 4x6= 3/7 Group =__ __��_�� _:�__ ==a====:=_�_�_ ==sue= ..�.____ _:::�.__ =,�=m= �,___ A 27 - 1701 0.016 - 0.022 E3 E 1575 - 3582 0.440 - 38 0.719 P 158 - 0.530 1898 0.83300 *** 1514 0.104 - 0.530 802 0. 197 - A 31 1693 0.018 0. 022 37 0.830 *** WO N 1141 - 3559 0.321 - 0.530 1886 0. 605 - - r . • Nfi±. D 253 - 908 0.279 - 0.336 P 36 1514 0. 024 508 0. 830 ***- 0.336 508 0. 071 - SE' D 91 - 913 0.100 - P 181 - 0.336 307 0.297 - --�_ 1514 0.120 - 0.336 508 0.356 - Cycle Length= 80.0sec, Lost Time/Cycle,L= 9. 0soc, S v s ci= -' a LANE GROUP DIAGRAMS-[*** = PROTCTD, +++ MO .tt = PERMTTD, ### = PROTCTD & PERMTTD) A A D E N P " * + **** ****> ****> ****> ++++ + + v v I CARL H. BUTTKE, INC. PORTLAND,4 . OREGON, using NCAP by PSI • • fli t _ - C-25 Zntersection:KRUSE WAY & DANIEL/MERCANTILE • Analyst:JXZ TimePeriod Anl �d; Date:2010 TOTAL jest N .HALM0001 Cit Y PM PR HR Area Type: _--_= y/State:LAKE OSWEGO, OR CBD XOther aeac�ae�ssares�ae=ss� asaca=r=;==:: _=s-===s�==aa===o==me==cssse i v LEVEL-OF-SERVICE WORKSHEET I �NE 3 First Term Dela ?cNE10 11 v c 4 5 Y 6 7 Seco8d Term 9e1aY Tot.De12 LOS / Green Cycle Delay Lane Delay Prgrsn Lane Gp Ln Apprch Apr Ji ----- Ratio Ratio Length dl GroupApr 1 � 2 X d2 Factor Delay Gp DelayLOS 1?� My g/C C sec/veh Cap,c sec/veh PF ssc/veh LOS sec/vh Tbl (sec) (vph) T.9-13 (6+8) *9 '-1 _: vc= ===aa== =m=a== ==ems=ac ===a.=tee= __+�_ ::a„e 9-1 v � A 0.719 0. 022 80. 0 =as�rac=a ==M.=ert,rae �_ ______= a.== •~ EB � 29.54 38 30.42 1. 00 59.96 E • E 0.830 0. 530 80. 0 11.99 1898 2.32 0.85 P 0. 197 0.530 80. 0 7.50 802 0. 02 0.85 12. 17 B 12.38 B 6.39 B A 0.830 0. 022 80.0 29.62 37 53.61 �� N 0. 605 0.530 80. 0 1. 00 83 .22 F 9.89 1886 0.41 0.85 8. 76 B --I -- 10. 72 B 1Bi D 0.830 0. 336 80. 0 18. 60 305 11.81 0.85 t P 0. 071 0. 336 80. 0 13.75 508 0. 00 0.85 11.6 BD 24 . 09 C � --h -- 11. 68B ;• 3& D 0.297 0.336 80. 0 �' 14 .90 307 0. 17 0.85 12.81 B P 0.356 0.336 80. 0 p3 . 01 B 15.24 508 0.19 0.85 13. 12 B I , . • ersection Delay 12.84 sec/veh, Intersection LOS ' • � B Table 9. 1 --- LANE GROUP ::***DIAGRAMS- ( PROTCTD, +++ = PERMTTD, ### = PROTCTD & PERMTTD] D E N p • + 1'.. **** **** + • + V V • a: CARL H. BUTTKE, INC. , PORTLAND, OREGON, using NCAP by PSI 4 ' • 0 ._, ,. • • I: . 0 . ' Y • • , fa • a • •. • • ,,. - 'w 0 - 7 •, Y I . 1 Y ,V D-1 I A.PPENDEK D: UNSIGNALIZED INTERSECTION CAPACITY CALCULATIONS 1110 • • • • • a w: • 1 t . t • ll • _y � 1 4 •. ` y { S I. • ' D-2 LOCA;TION:BOONES FERRY & DOUGLAS INAME:JXZ " - HOLY VOLUMES VOLUMES IN PCPH ° <N Major streot:.BOONES FERRY • <---VS--- 895 5--- Grade 1070---V2---> v---V4--- 40 ---V2---> v---V4--- 40 Ot 30---V3---v N= 2 ---V3---v •' g . =======mx=massagsranc=3= < > sszaagan:sersasas ainzacmassainemzucsaawassennaminx < > =====seiwiw� Date of Counts: " }• •• 1993 BACKGROUND V7 V9 X STOP Time Period: V7 V9 �•.: � � YIELD PM P1 HR 20 70 20 70 • Approach Speed: Minor Street: Grade q 40 DOUGLAS 0% PHF: 0.85 N= 1 Population: 500000 minm.m=seesaw===============orat==m=====min=minas=sssaseaso¢aes==iarssasa:aesaeiaa:a:=====r es ra VOLUME ADJUSTMENTS Movement no. I 2 I 3 I 4 I 5 I 7 I 9 I ., Volume (vph) I 1070 I 30 I 40 I 895 I 20 I 70 I Vol(pcph) ,see Table 10.1IXXXXXXXXIXXXXXXXXI 40 IXXXXXXXXI 20 I 70 I =______= s=—=====ass=======s=---=s=saxes========asas=a==—•^^"...."'= Y , •. STEP 1 : RT From Minor Street I /-> V9 __.• .s======s=======a:=s=====aae====sa===as=====s====etas=================s===.rasa Conflicting Flows, Vc 1/2 V3+V2= 15 + 535 = 550 vph(Vc9) T. Critical Gap, Tc Tc= 5 secs (Tab. 10. 2) Potential Capacity, Cp Cp9= 670 pcph (Fig. 10.3) : " Actual Capacity, Cm Cm9=Cp9= 670 pcph STEP 2 : LT From Major Street I v-- V4 ___—==zur nram==========================sue===axes==========s==sMarasssa:s =============sans ,' Conflicting Flows, Vc V3+V2= 30 + 1070 = 1100 vph(Vc4) Critical Gap, Tc Tc= 5 secs (Tab. 10.2) , '. Potential Capacity, Cp Cp4= 350 pcph (Fig. 10.3) % of Cp utilized and Impedance Factor (V4/Cp4)x100= 11. 4% P4= . 93 ; Actual Capacity, Cm (Fig.10.5) Cm4=Cp4= 350 pcph —��— -========== =s=tx== - STEP 3 : LT From Minor Street I <-\ V7 Conflicting Flows, Vc 1/2 V3+V2+V5+V4= 15 + 1070 + 895 + 40 = 1700 vph(Vc7) Critical Gap, Tc Tc= 6.5 secs (Tab.10.2) Potential Capacity, Cp Cp7= 85 pcph (Fig. 10. 3) Actual Capacity, Cm Cm7=Cp7xP4= 85 x . 93 = 79 pcph y. SHARED LANE CAPACITY SH = (V7+V9) / ( (V7/Cm7) +(V9/Cm9) ) if lane is sh:redL CR CR LO � MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) (CM-V) (CSH-V) CM CS ..�.-.i�:lCC=FS�—.=—=—CLC - 3 _ — =...i'C C'^'�.—""a:G 7 20 79 252 59 162 E D 9 70 670 252 600 162 A D . d .; • il', • D-3 ro 4 40 350 310 A • • • • • • • • • • • •1 i• • • . D1-4 a LOCATION:BOONES FERRY & DOUGLAS INAME:JXZ .1 . HOURLY VOLUMES VOLUMES IN PCPH <N Major street:BOONES FERRY -ass»ec=sr==a==ssare=rr=a_-asap=s csocaa==a • <---V5--- 895 =_=r,= Grade 1070---V2---> v---V4--- 45 <---V5--- 0% 30---V3---v N= 2 ----V2---> y_—_V4--- A5 .--_._ ..a� _ <I > =========d • Date of Counts: =============c=== < > -_. ==ea=..a 1953 TOTAL V7 V9 X STOP I Time Period: YIELD V7 V9 PM PR HR 20 85 I I 85 Approach Speed: Minor Street: Grade 40 DOUGLAS 0% PHF: 0.85 N= 1 Population: 500000 -arasasaasmc:aa>ea==as=re=a=asa=saaa=a==aasaasaea=rs=asrc=aanor�raamexxg-�sa_.�VOLUME ADJUSTMENTS =-___=_=_ Movenent no. I 2 I 3 I 4 I 5 7 I I 9 I Vohs (vph) I 1070 I 30 895 I 45 I I 20 I 85 I Vol(3cph) ,see Table 10. 11XXXXXXXXIXXXXXXXXI 45 IXXXXXXXXI 20 I 85 -_------=== ===== ========================== ===rasa=era====aarr ==============- I STEP 1 : RT From Minor Street I /-> V9 Conflicting Flows, Vc =____ Critical Gap, Tc 1/2 V3+V2= 15 + 535 = 5) vph(Vc9) ,), ,r Potential Capacity, Cp Tc= 5 secs (Tab. 10.2) '"' Cp9= 670 pcph (Fig. 10. 3) Actual Capacity, Cm _— _ Cm9-Cp9= 67 0 pcph il4t4 �{ — --=>=sue====.-_=,:r==>�=>:r== � M STEP 2 a====raft=;,.�____:==aar= =====__::_,:_=____>==LT From Major Street I v-- V4 _ ...=rtszr=mmre:re=ssrrsaaeea=mss:a=============afar==aa=ate , � Conflicting Flows, Vc aa=aa==e=:=ssa>aara,a=s=====s=sa=:x Critical Gap, Tc V3+V2= 30 + 1070 1100 vph(Vc4) Potential Capacity, Cp Tc= 5 secs (Tab. 10. 2) • Cp4= 350 pcph (Fig. 10.3) of Cp utilized and Impedance Factor Actual Capacity, Cm (V4/Cp4)x100= 12. 9% P4= . 92 ___ (Fig.10.5) Cm4=Cp4= 350 pcph ___________ STEP 3 ______=s LT From Minor Street _---- <-\ V7 Conflicting Flows, Vc = _ _ ==_ =—== 1/2 V3+i)2+V5+V4a '* 15 + 1070 + 895 + 45 =Critical Gap, Tc Tc= 6.5 secs (Tab. 10.2) 700 vph(Vc7) Potential Capacity, Cp Cp7= 85 pcph (Fig.10. 3)Actual Capacity, Cm • Cm7=Cp7xP4= 85 x .92 = 78 pcph SHARED LANE CAPACITY SH = (V7+V9) / ( (V7/Cm7) +(v9/fig) ) if lane is shared CR CR `. ` MOVEMENTLOS CS V(PCPH) CM(PCPH) CSH(PCPH) (CM-V) (CSH-V)•----s ==== =-- C ) CM CS 7 20 =====----= == -_ _=_ az== , 78 274 58 169 E D / 9 85 670 274 585 169 A D , M �1 , . ` ` • 4 45 350 D-5 305 B t,('r • • • • • • • • • • 3 • • • • • • .. • • • •> • • • • •/ • • • • • • • • • • • • •1 r. Y. ' E -6 ti, ;u LOCATION:BOONES FERRY & DOUGLAS INAME:JXZ ` HOURLY VOLUMES e VOLUMES IN PCPH <N .'. Major street:BOONES FERRY ======================a==,� ===ma=m =ae== ass=====aaSsa��r=====a=========== === N= 2 _ <---V5--- 970 <---V5--- A` Grade 1160---V2---> v---V4--- 45 -.. 0% -V2---> v---V4--- 45 ; ' 35---V3---v N= 3 -V3- ,, I I > msesaa=s =mea=j rtut zs:ss=sa�aor��r® < Date of Counts: > =�=====mesa 1 I 2010 BACKGROUND V7 V9 X STOP Time Period: YIELD V7 V9 PM. PK HR 20 75 Approach Speed: Minor Street: 20 175 Grade ;1. 40 DOUGLAS 0% PHF: 0.85 N= 1 ' Population: 500000 7‘, `"'y :,x • VOLUME ADJUSTMENTS =_=__ • • Movement no. I 2 r b.', I 3 4 I 5 I 7 I , -, Volume (vph) I 1160 I 35 I 45 I 970 I 20 I 75 I t ' 1i'. Vol (pcph) ,see Table 10. 1IXXXXXmXXIXXXXXXXXI 45 IXXXXXXXXI 20 I 75 " I=====a:r=====,m=saga=- —== ==_=W== STEP 1 : RT From Minor Streeteex I /-> V9 ====aerie=====.1=========teem======a:_=====r_====u1===seas======sas===assess======m====a " Conflicting Flows, Vc 1/2 V3+V2= 18 + 580 = 598 vph(Vc9)' • Critical Gap, Tc • Potential Capacity, CpTc= 5 secs (Tab. 10.2) Actual Capacity, Cm Cp9= 632 pcph (Fig. 10.3) Cm9=Cp9= 632 pcph ==sae==anew= ==____...____ STEP 2 : LT From Major Street I v-- V4 = ====e==== = _====== ====== ===== , ' Conflicting Flows, Vc V3+V2= 35 + 1160 = 1195 vph(Vc4) • Critical Gap, Tc Tc= 5 secs (Tab. 10.2) e'te `.: Potential Capacity, Cp Cp4= 307 pcph (Fig. 10,3) � , •, % of Cp utilized and Impedance Factor (V4/Cp4)x100= 14.7% P4= . 9 Actual Capacity, Cm (Fig. 10.5) Cm4=Cp4= 307 pcph =--.------=========== e STEP 3 : LT From Minor Street y'. • • ========== I <-\ V7 Conflicting Flows, Vc Critical Gap, Tc 18 + 1160 + 970 + 45 = 1700 vph(Vc7) , Tc= 6.5 secs (Tab. 10.2) .• Actual Capacity,Potential Capacity, C p Cp7= 85 pcph (Fig. 10.3) ' y, Cm7=Cp7xP4= 85 x .9 = 77 pcph ' =========______------_ = ===================== SHARED LANE CAPACITY SH = V7+V9 / ( (V7/Cm7) +(V9Cm9/ ) ) if _`"`=- lane is shared CR CR LOS L •�, MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) (CM-V) (CSH-V) CM CA10 ar==== :ess===memesemtmssaas===,===========.-.==============sa=======s-======moun322==ms====nsr=== 7 20 77 251 57 156 E D 9 75 632 251 557 156 A D i• s• • ;' a• /.� !. ..r i.. A f_. ,/ `• • u 1 4 45 307 p..7 262 • • • • • • • • • g .. V • • • • t • • • • • s • • • • • • • • • • • • Y. • • • •• • •• • • • \jam • • D-8 • LOCATION:BOONES FERRY & DOUGLAS NAME:JXZ HOURLY VOLUMESMO VOLUMES IN PCPH <N • • M1 '', Major street:BOONES FERRY =_=====sxm==esx=at==em ea N= 2 <-----VS--- 970 'I. Grade Y.160---V2---> <---V5--- • v---V4--- 50 ---V2---> v_.--V4--- 50 0% 35---V3---v N= 3 ---V3- --v ._._.-,. .s_===.____ < > ========== ====ems.========.�_ < Date of Counts: > _===e.reweMea 2010 TOTAL V7 V9 X STOP ' ' Time Period: V7 V9 • FM PK HR 20 90 YIELD s. " Approach Speed: Minor Street: Grade 20 90 40 DOUGLAS 0% • )• PHF: 0.85 N= 1 Population: 500000 -,==================sue==== ===== ==n===sacs==============r ========. a_====== VOLUME ADJUSTMENTS p fa Movement no. I 2 I 3 4 I 5 I 7 I 9 ' Volume (vph) - I 1160 I 35 I 50 I 970 I 20 I 90 Vol(pcph) ,see Table 10.11XXXXXXXXIXXXXXXXX1 50 IXXXXXXXXI 20 I 90 I • .• - ue=====--s=-= =:=azss========== s=s=s:==sass ==a==MM___________=a==yam • STEP 1 RT From Minor Street I /-> V9 =a MMMMaas:.-==._-_-..,--================================wont===tee========== 41, . Conflicting Flows, Vc 1/2 V3+V2= 18 + 580 = 598 vph(Vc9) • r Critical Gap, Tc Tc= 5 secs (Tab. 10.2) Potential Capacity, Cp Cp9= 632 pcph (Fig. 10. 3)Actual Capacity, Cm Cm9=Cp9= 632 pcph - -===========.:====================912============='======tSt================== • t STEP 2 : LT From Major Street I v-- V4 _= ====_===__z =c=====_=_=a:====ae===========_= ' Conflicting Flows, Vc ===_____`_ ___- V3+V2= 35 + 1160 = 1195 vph(Vc4) Critical Gap, Tc Tc= 5 secs Potential Capacity, Cp (Tab. 10.2) ; °'� of Cp4= 307 pcph (Fig. 10. 3) 44 " , Cp utilized and Impedance Factor (V4/Cp4)x100= 16. 3% P4= .89 Actual Capacity, Cm (Fig.10.5) Cm4=Cp4= 307 pcph p• ___- ss==saesl=======m=======sessae======wars:====s: STEP 3 : LT From Minor ' V__'�'��`__===-=M=====___=r . reef I <-\ V7 l� =====- _�===============t ., = === _ • Conflicting Flows, Vc 1/2 V3+V2+V5+V4= 18 + 1160 + 970 + 50 = 1700 s. Critical Gap, Tc Tc= 6.5 secs (Tab. 10.2) vph(Vc7) Potential, Capacity, Cp Cp7= 85 pcph (Fig. 10. 3)Actual Capacity, Cm Cm7=Cp7xP4= 85 x .89 = 76 pcph SHARED LANE CAPACITY SH = (V7+V9) / ( (V7/Cm7) +(V9/Cm9) ) if lane is shared • • PCPH CR CR LOS LO • MOVEMENT V ( ) CM(PCPH) CSH(PCPH) (CM-V) (CSH-V) CM C 7 ace===m==s=xaa==as:ass--- 20 76 271 56 161 E D 9 90 632 271 4 542 161 A 50 307 257 D C • • • • r , i,. • .� F.. .• , , .r ' w ' 1 ,' `' 1 40 D-9 1' , APPENDIX 0 Worksheets For Use In The Analysis or MI-WayStop-Controlled Intersections INPUT WORKSHEET Intersection: / 6-c in • Date; Z ♦ "+ Analyst:. 'x? Tun e me Period Analysed: _ �/Ii/ ;2)/<• �) Project No: A-1 A L l • " // City/State: L. c4 ' Cam,J., . (7P J ETRiCS; I L fl , ����i ', l �' GEOM t • \, L: ! ti� ----74 • 011............................... . •• • `\. II iliamMINamIldMINanalawallINIZWIIIII , . • IDENTIFY IN DIAGRAM: I.Number of lanes n Street :--1`" In S • �' 2.Movements by lane ,/ 3,North mow TRAFFIC VOLUMES: Approach LT RT Total Winn WE C ,,� t 1 MIMI • 6 N` `. D-1O . I VOLUME SUMMARY WORKSHEET W I I I EB I WB I NBI su 41) • (1)LT Volume 5 C (2)TH Volume 0 0 >IS ?,c/o (3)RT Volt me 0 Is 0 (4)Peak Hour Factor (5)LT Flaw Rate,(1)/(4) 0 ' ' 6 (6)TH Flaw Rate,(2)/(4) (7)RT Flow Rate,(3)/(4) _ S �j (8)Approach Flaw Rate,(5) + (6) + (7) (9)Proportion LT.(S)/(8) D !.� �7� o�d •0 , /0 a p- (10)Proportion RT, b I= 0 • (11)Opposing Approach(Direction) tt/ f, (;, I' l/j (12)Conflicting Approaches(Directions) r' (13)Subject Approach Flow Rate 1 > >7 7 S'C (14)Opposing Approach Flow Rate Milli 0 co 6 2 7 r 7 0 • ,, (15)Conflicting Approaches Flaw Ratc )p11 R 3 (16)Total Intctsection Flow Rate,(13)+(14)+(IS) `• �K I'' y ;,1Y2 AlL•L. it'll L (17)Proportion.Subject Approach Flow Rate.(13)/(16) .33 bc. (18)Proportion,Opposing Approach Flow Rate,(14)/(16) , t, o ,,0 3> (19)Proportion,Conflicting Approaches Flaw Rate,(IS)/(16) (20)LT,Opposing Approach 0 S~` o (21)RT,Opposing Approaches 0 • • (22)LT,Conflicting Approaches rS .r✓ S `C' (23)RT,Conflicting Approaches if .� l (24) p,...Y,..,.._LT n........_ ,�rt+roach. '^^`i 1 s tits' �,jr (25)Proportion RT,Opposing Approach.(21)/(14) p. D •7( 0 , 0s (26)Proportion LT,Conflicting Approaches.(22)%(IS) (27) Proportion RT, Conflicting Approaches,(23)/(1S1 ,b 74 • • , DI-, .. 6 . ,4 0 ,. J k 4 D-11 '... - , ....\ 0 IIIII - CAPACITY ANAL1'SJS WORI:SIM:; -7 .:. : 1 ER I W8 tits SB (1)Proportion,Subject Approach Flew Rate . 0 ' p . (2)Proportion,Opposing Approach Flo.Rate •O 0 III (3)Lines oa Subject Approach (4)Lass onOpposing Approach / 0 (5) +1000x(1) f 0 0 330 Inill (6) +700 x(2) i L >2o z3/ (7) +200x(3) (8)-100 x(4) /no -if.: al 0 ..--(9)(5)+(6)+(7)+(8) gralM c•- ?/ - (10)Proportion LT,Opposing Approach (11)Proportion RT,Opposing Approach 0 0 p , r (12)Proponian LT,Conflicting Approaches 11111111 III• 1!!!!!!! (13)Proportion RT,Conflicting Approaches 0 (14)-300x(10) D (15) +200 x(11) n (16 2 0 0 /r ' )-300 x(1 ) =• ;d (17) +300 x(13) (18)(14)+(15)+(16)+(17) -1S 6 I iJc71 (19)Approach Capacity,(9)+(18) _ . . , , . .. . . ,t . . r ` 1 1 • ' D-,12 i, ,. LEVEL OF SERVICE WVOR SHEET EB NB(1)Approach Flow Rate SB 1111 -�� 297 (2)Approach Capacity \ so . p ny Rana.(1)/(2) t� 1 :(5)43:LeveiDeVityitin3C0:iCa Service(from able) "Ill/1 Y 1 (Delay x Vohnre)a +� S / y71 t( , :-Avera e Delay (Intersection) E Volume Level of Service (Intersecnon) - Level of Service Criteria .,r LOS Average Stopped Delay,sec/veh AIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII , B 5- 10 10 MIN D 20.3 MEN30-45 CIS_ , nJ • r . Y April 1, 1993 HALM0001 Mr. William J. Allred, CHA President & Chief Executive Officer Hallmark Inns &Resorts, Inc. P.O. Box 13550 Portland, OR 97213 Dear Mr. Allred: „..§(60 1, As you requested, we reviewed the revised site plan (with revisions through 1993). The principal revisions affecting our traffic analysis appear °Ugh February 2�5, driveways and the building size. The revised site plan contains only one sb t access, in the number e same location as the northern site access on the previous site plan dated January 16, 1992.There is no southern site access proposed. The revised site plan also contains a 9 500- square-foot office building instead of the 14,500-square-foot building that was on the t. previous site plan. In your March 2, 1993, letter, you requested that we address two of the City of Lake Oswego . : Planning Department's concerns about g the new site plan: the possibility of conflicts between vehicles using the driveway and vehicles using Collins Way, and the effect of the decrease in building size. The purpose of this letter is to address these two concerns. � t . . In regard to vehicle conflicts, it is our opinion that the vehicular traffic volumes on Collins Way and Lana Drive would be low, making vehicle conflicts infrequent, If the site plan can ' o rtt be modified such that the site access onto Lana Drive would be aligned with Collins Way (e.g., by moving the building to the west or south side of the property), then b consideration should be given to relocating the site access further south. Toreduce number of conflict points, we would recommend relocating the site access at least 20 feet w ', „� further south, and ideally 50 feet further south. The decrease in building size would reduction of approximately 30% in the total numbers uf trips generated, and therefore Lana Drive and Collins Way would carry less site traffic, The effect on more distant roadways would be substantially the same as was documented in July 1992, Hallmark Inns & Resorts, Inc., Headquarters Office Traffic Impact Analysis (Analysis), so a trans portal on management program is still necessary, p We noted in the Analysis that conflicts were possible between vehicles using the northern site access and vehicles turning from Collins Way; A conflict is a demand for the same " roadway space by two or more users of the roadway, Crossing conflicts (represented b circic3 in the sketches on the next page) occur when one vehicle crosses the path of another . vehicle, Merging conflicts (represented by squares in the sketches) occur when one v iucle �' moves into the path of another, Rear-end or diverging conflicts (represented by triangles in • , the sketches) occur when one vehicle slows to turn out of its current path and conse.uently UariL�i r;ANS, �1UA,SSC)CLITCS,1tiC, • A PROFESSIONAL SERVICES CONSULTING FIRM '� •E X M 1 [i 1 T - r • OFFICES IN OREGON \VASNI\GTON,CALIFORNIA,AND ARIZO\A ,�. 2828 S.\X',CORBETT.AVENUE PORTLAND.OREGON 9-201430 �R 1503i 223.6663 FAX 1503:2,3.2'01 • " • V P Mr. William I. Allred, CHA April 1, 1993 Page two Ira Dr Kt Priv, i . „. J / •�i•iii / . . . . �" ..........„ . .-..,---, ,.. 1 , -1 slows another vehicle following it. Generally, the design of intersections resolves conflicts - by providing sufficient notice of potentially dangerous conflicts and by spacing out or eliminating conflicts,] The total number of points of conflict for two "T" or 3-leg intersections is generally lower than the number of points of conflict for a single four-leg intersection. However, the 0 • proposed site access onto Lana Drive would overlap with the intersection of Collins Way - • ,. and Lana Drive. (This is hatch pattern in the second sketch above represents this overlap.) • - • If the site access were further south, the number of points of possible conflict for passenger - cars would be three fewer (one diverging, crossing, and merging). In other words, a passenger car would be able to complete its left turn from Collins Way onto Lana Drive before beginning its right turn into the proposed site (see the third sketch, above). . • We noted in the Analysis that conflicts with traffic turning left from Collins Way onto Lana •3 Drive would occur infrequently. It appears that both background and site-generated traffic r4 volumes would be low on Collins Way. Although there are no measurements of vehicular . • traffic volumes on Collins Way available, it appears from traffic counts at the nearby intersections of Boones Ferry Road with Douglas Way and Mercantile Drive that Collins Way has very low traffic volumes (see Figure 2 in the Analysis). We recommend measuring e • 'Intersection Channelization Design Guide, National Cooperative Highway Research Program Report 279 , , - (Washington, D.C.: Transportation Research Board, National Research Cduncil, June 1985), Chapter 2, "Inputs to Design of Channelized lnterSection," 3-5, • • DA11D EBA.NS;1NDASSOCLAfES.INC: A PROFESSIO\4L SERS10ES C0\SL'L1'1\G FIR.11 r i •'r 7 y Y Mr. William S. Allred, CIA April 1, 1993 Page three peak hour traffic volumes at the intersection of Collins Way and Lana Drive to verify the number of traffic conflicts that could occur, We did not assign any of the site-generated vehicular traffic to Collins Way in the Analysis (see Figure 3). If the inbound volumes at Douglas Way and Mercantile Drive used Collins • Way instead, this would be at most two-thirds of the inbound volume, During the AM peak ak hour, the inbound volume would be 27 vehicles, meaning a maximum of 18 vehicles per a hour of site-generated traffic would use Collins Way. The decrease in bill/ding size would mean an approximately 30% decrease in the } number of trips fu>, �I1 weekday total � periods: 24-hour, the PM peak hour, and the AM peak hour, However, the Lake Oswego City Code (48.315 (10) D) would still require a transportation management program, since an affected intersection--Douglas Way and $oones Ferry Road- -would consistently exceed a level of service C without the proposed site (see anal sis of . • 1993 background traffic on page D-2 of the Analysis), y The Analysis contained a preliminary transportation management program on page 19. We e• recommended that "convenient, secure, weather-protected bicycle storage" the entrances to the building, The bike racks shown on the revised site plan do not aped w ar to near • it ,. be weather-protected; we recommend that they be placed under cover, In addition, the covered parking spaces adjacent to the handicap spaces could be reserved for carpools, We will obtain one weekday AM peak hour and one weekday PM peak hour traffic count at the intersection of Lana Drive and Collins way as soon as you authorize us to do so, • • k, Sincerely, w"S. DAVID EVANS AND ASSOCIATES, INC, • aga,". e. P Alan R. Danaher, PIE, Senior Transportation Engineer Y i M / attachment: Summary of Trip Generation Calculation , n C. Bill rtonden,David Evans and Manama.Inc WCR•ticr.RE5PON5EboC ,ti',q 4 `I° D•k\i✓ Fry` E1ANSANDA�.SSOC;LaTES INC, A PROFESSIONAL SER110ES CO\SI LTN\,MI � ' A. P. • 0 ... . • is r'r-. tl . .Y • ,.{y 4. 'Sf�WWIIf,''. - .'yr f 0 t 4 • $ L • 0 , • t • 6 1 i 1• . . " . . Y�yrK'�:`� ., • April 15, 1993 l "? HALM0001 Mr, William J. Allred, CHA President& Chief Executive Officer Hallmark Inns&Resorts, Inc. r P,O, Box 13550 Portland, OR 97213 Dear Mr. performed"y rye"" At your request, and as a follow-up to our letter of April 1, 1993, we have 1; and PM peak hour traffic counts at the intersection ofTned AM Lana Drive and CollinsC_, l Way, We have ' also estimated the probable number of conflicts that would occur as a result of the driveway of the proposed Hallmark Inns & Resorts, Inc,, headquarters office, Both the traffic volumes at the intersection and the probable number of conflicts that would occur are very problem, low. Consequently, we do not believe that the proposed location of the drivewa headquarters office would present a significant safetyY o law ,he The attached table on page A-1 shows the intersection turning movement volumes• intersection of Lana Drive and Collins Way. We measured these volumes onTuesday,for the 13, and Wednesday, April 14, 1993. During the PM peak hour, we observed52 Aprill •s using the intersection, During the PM peak 15-minute period fot the intersection wee VI observed 16 vehicles, During the AM peak hour, we observed 41 vehicles using intersection, During the AM peak 15-minute period for the intersection we observed the vehicles, 12 In our April 1 letter, we defined a conflict as the demand for the same roadway space byt o ,,t� or more users of the roadway, Diverging, merging, and crossing points are potential conflict locations, An actual conflict occurs when one road user takes evasive action (e,g,, braking or weaving) to avoid a collision. Consequently, actual conflicts are potential accident situations,N. Research has established a relationship between some conflict types and their comes ondin 1 } accident type, Consequently; actual traffic conflicts are use p g ful for predicting accident rates,) 'Traffic Conflict Techniques for Safety and Operations,' Engineer's' Guide, Report Number FHW A - 026 (Mclean, Virginia: U.S. Department fo Transportation, Federal Highway Administration, Office Bof Implementation, 1988), 1,-4, See also D.J. Miglctz, et, al,, Relationship Between Traffic Conflicts and . n Accidents, Report Number FHWA-RD-84-(142 (Washington, D,C„ U.S. Department of Transportation, Federal Highway Administration, July 1985), l)1,11)L 1ANS�1,NDASSO:L•11'k5,INC. . al EXHIBIT '!imam\AL SwR1'ICI S CONSULTING FIRM ),'jam OFFICES IN OREGON.WASHINGTON.CALIFORNIA AND ARIZONA ��q •• 28"8 S.1C'(C)1tHCT1 Al fNL'F , I'ORTLIND.OREGON h-2OI'.k83U SO3,113.6663 FAX SO]223.1'01 , • . .- .. .'I. '. -:'fir• a T %�,: :'. e, ` r , Mr. William J, Allred, CHA o April 15, 1993 Page two w U,• 4 We observed very few conflicts at the intersection of Lana Drive and the PM peak hour we did not observe any conflicts--only once was there Collins During • vehicle in the intersection (one vehicle turned right from Collins Wayothan one another vehicle proceeded south on Lana Drive). During the AM peak hour Lana weD observed while ;f ° • , , only one traffic conflict: one vehicle turned right from Lana Drive t observed movement), forcing a vehicle on Collins Way to stop, o Collins Way (an illegal • As the table on page A-1 shows, approximately 10% of the peak hour stir turn onto Collins Way, despite the DO NOT ENTER signs posted on trafficd Lana Drive '; r.^ '`�� � Way. The majority of this traffic then uses thedrive-through both sides of Collins • some vehicles, however, proceed the wrong way down Collins Drive, to Collins Way; A'' This is a safety problem that should he brought to the attention of the Cityof Lake Oswego staff Our observations show few conflicts at the intersection of Lana 14 however, an estimate of the number of conflicts that would occur withthe and Collins Way; access location would be useful. We estimated the probability of conflicts caused sed b site ' traffic that the proposed headquarters office would generate, based on ouruused by the "� measurements at the intersection of Lana Drive and d observations and . , probabilities of conflicts that would occur without the proposed d ns Way, driveway do not prob bil the that would be identical for both the proposed driveway location and a locationthe probabilities 40 , . , In order to estimate the maximum number of conflicts that would occur ghe peak south we used the flow rates for the peak 15-minute period for each movementuryn. the hour, peak 15-minute volume time 4 to convert to vehicles per hour), ( '�'� the movement Our analysis used the PM peak hour site trip generation identified in the July Inns Resorts, Inc., Headquarters Office Traffic Impact Analysis (Analysis),1992, Hallmark peak hour trip generation from our April 1,1993, letter. These tripp gener tion and the Are • conservative, since some of the headquarters office staff currently work shifts that end t beforee are • 4:30 PM or after 6:00 PM. We did not assign any of the site-generated vehicular traffic to Collins (see Figure 4), However, if the inbound volumes at Douglas Way and Mercantile the DriAnve usedysis Collins Way instead, two-thirds of the inbound volume would use Collins Way, Dividing v diin inbound volume by the peak hour factor results in the peak 15-minute floweg this movements, For the proposed driveway location, these vehicles would cross Collins or Way; sf the site driveway were relocated further south, these vehicles would if •, Way and then right intoturn left , • g the driveway, onto Collins Inspection of the peak hour counts shows that the volumes that would otc with site-generated traffic are low. The westbound left-turn movement (potentially conflict CO0. 1 I)tables), which could be involved in a diverging conflict, is 0 duringe LT in the peak the AM eak hour and 4 A1'IC)h1;•1.tiS.LtiDASSC>GLVMS,INC0 .. . A I'ItOPEssIONAL SLR11CLs CONSULTING F k.1t • • J 1 � '• • o • • • • • • r • • • • • • • • ' I • :�� 1, � h SS Ij - .i}�• P • • •I • • i/Aar! . • a. ° p. y. P ,n 6 ii,ti•.. t i • �' Neighborhood Association Meeting ' May 26, 1992 7:30 p.m. i COMMENTS 1 . Will any traffic be coming out to Quarry Road? Do not want any traffic out to Quarry Road. J , As far as we know, the project will not generate traffic to • Quarry Road. 2. No light at Boone & Douglas . it is a nightmare to try left. City is supposedly placing a No Left Turn Si n to turn will the traffic go. g . Where There should not be a dramatic increase in traffic volume at Boone and Douglas caused by this project. 3 . Will there be sidewalks along the road? We will put sidewalks in on our side of the property on Lana Drive. Dr. Bennett is responsible for the improvements Douglas Way. on 4. Will the barricade on Collins come out? What • there? Basketball court? will happen The barricade will come out and we will provide all of landscaping there. the .,. you want, g that's why wouldwe relih�,,to talk to you about what landscaped, you could put in a ba;sketball nce that area is court. ' 5 . Will we absolutely , . . guarantee there will be no auto access in • the existing useable portion of Collins Way? to Absolutely. That is correct. • - 6 . Will there be walkable access up through the end of Collinsy. a ns Way, like now? If the people of the neighborhood want acce ss can they have it? We can work some sort of pedestrian access into our pe plan. b . ,, x landscape • 7 • Are people interested in a formal pathway through? Yes. . ,• / g 8 . How far is the building set-back? • There is a 10 foot requirement for parkin 45 foot setback with the two story bUndin There is also at g. ''• EXHIBIT • ,r UR 1-1 ] • . 9 . Is the single lane portion of Collins from Lana out to Boones Ferry going to stay like it is? +' ' As far as the City has told us, they want to leave it as it is. 10 . How will you keep your covered parking area from being used by the teenagers for skateboarding and drinking, etc. ? a We put up a fence on t.: a case side and we are not against putting up a decorative chain, which would close off the lot /; on evenings and weekends. 11 . Would you object to our contacting the Community Safety Officer at the police department and :Letting him look at the '11 overall sketch to help us with suggestions for security and traffic pattern? NW: at all. 12 . Would we have a silent alarm? Probably. We have one in our present building. It is in somewhat of a residential neighborhood and it has worked well for us. 13 . What sort of lighting will be used? � ' • Lighting would be shining in towards the building, not out toward the street. . ., There would be very little affect to )neighboring buildings. 14 . How far does this building go toward the pond? Not touching that at all. There should be no affect on the • pond whatsoever. • 15 . Affect on the utilities? We will be relocating some utilities, the storm sewer, sanitary sewer and water lines. They will be shut off for a short period. r' 16. Will there be walking access through Collins Way and property? . . Yes, if that is something you, as residents, would like to see. e'1•• Yt i•. +t '" f. 5/26/92 10:10 a.m. phone call from William R. Hunter, 4207 S.W> 411) Douglas Way. -- Unable to attend tonight's meeting. Wanted general information about our project. He didn 't know that Collins Way had been vacated already. • Thought our project (corporate executive office building) , would be a great addition to the area. • -- He inquired about whether we felt the City planners were cooperating with us because he had heard many rumors about the City' s "imperial" attitude. lie wished us "good luck on project" , and "welcome to the A;'.ighborhood. " 4,. • t. tt: • y 1 tf • • • • ?:'1 ,, �, • • n� • • • • 4 �.• �� r I T cr o r. , ' . I ' .. • .••• .. • . . .. , . • .. , . . .. , , . . . .. . . : • .: . .... ..... . .. ..... .. . • . . . . . • . . ... .. . .. . .. , a. . .. . . „• , . : , • . , . . .. ... • • .. . ... ._•/:.„ • ••:, ..... . , • . , . • .. •.. .. . . • •., .. . . . •• . . , • la • .. • • • 0 .r • • • Y. • • • • 4 • • 0 . • • • rk y. . • • • - y• A , • 1 Waluga Neighborhood Association Board MeetingE Minutes March 24, 1993 Lake Grove Christian Church The meeting was called to order by chairwoman Barb Bodin at • PM. Attached is a list of meeting attendees. 7:15 Our guest this evening was Bill Allred, President & Chief Executive Officer of Hallmark Inns & Resorts, Inc. Bill presented his revised proposal to develop property between the end of Collins Way and Lana Drive. Earlier on May 26, 1992, architect with Barrentinc, Bates, & Lc B�Il presented their and Lang Bates, an initial proposal to develop this piece of land, zoned General Commercial. Bill Mired explained that his curre.;t proposal is considerably s . down in size from the original one. In general here is what Billcalcd covered: 0 .'' • . 1 New proposal is scaled down from 27,000 square feet t square feet. o 9,7UU 40 , . . : highest '. It will still be two stories high, with the t• point of the structure being 24 feet. 3. Hallmarl; Inns and Resort with be the main tenant with one other tenant sharing the total building. , • 4. Landscaping flanking the Equity Realtors' property will b. include a bio-filtration swill system. Landscapers with be the , same as Equity's. 5, The Hallmark building will have a 36 feet set back from family residents, single • 6. Lang Bates is still the architect and Westwood Construction is the builder. ttm Co. • 7. Hallmark will improve their portion of Lana Drive, • • �, `' EXHIBI 2 ,• na l . E. • 4 '4 .4 8. Bill expects to be on the agenda for the L.O. Design Review Board meeting on May 17, 1993 and hopes to begin construction on July 1, 1993, when school will not be in session. Bill Allred fielded a few question from the residents and also indicated that he had cohvcrsations with some of the nearby residents regarding landscaping and buffers. • The Board had no further questions and agreed to accept his revised proposal for the Hallmark Inns and Resorts. We thank Bill for taking the time to work positively with the neighbors. Barb Bodin informed meeting attendants of another proposal being made by J.B. & B Construction Co. to develop property on the corner of Quarry Road and Oakridge. The meeting to hear details of their proposal is being held on March 29, 1993, at 7 PM at Lake Grove Elementary School, Room 13. • Barb showed everyone the announcement for the upcoming general • neighborhood meeting on May 5, 1993. She explained that she will be the neighborhood newsletter on the back of the announcement, [ed. note: good job on the layout of the announcement Barb!) Meeting was adjourned at around 8:O JPM. • . ..'.fir' Respectfully submitted by, ` Cheryl Uchida, WNA, Secretary • • 0 • • • • • • • • • • • • • • /' 1 0 • WALUGA NEIGHBORHOOD ASSOCIATION y Board Meeting March 24, 1993 0 . . Address phone . /tea 49 ii .i.4 - ,?S= 7f eG_et4 NIA/M 4f7 itei 6..,ozemo te'dt/ 6 i',,.,-...;c,"';j-_-; �rJ/•.I />') =C /S/`/S/ ••56,.)(-;we,a�'%:`l/2 G yf. )c,91J gOrd Uri .La 0 c 4/ Fi Cu., co d/,r's Con _fir 1,?. 7`; s? 1 6• 7v 71z, — 2�rl '� 11 'z ' , '7 , ,, , 4' — _ 0 . , ., l i i , . v • •• • • ' 1 i ' . •I rl/ 7 , • . • • • • • i � 1 • • • • • • • • • • 7 1 • 1 ♦ • • • • 11 • L ' • IY i I/ • oy February 25 1993 • ill CERTIFIED - RETURN RECEIPT REQUESTED • Ms. Barbara Bodin Waluga Cha • �Nei Neighborhood orhood Association 15340 S. W. Quarry goad Lake Oswego, Oregon 97035 Oil‘" Dear Barbara: As a fo •flow up to our recent conversations, this will confirm f. that you have scheduled a meeting1 Association to be held on Wednesday, of the Waluga Neighborhood r. Christian Church, 15751Y� March 24, at the Lake Grove 7:00 p.m. QuarryRoad. The meeting will begin at • I truly appreciate all of your assistance in helping us with the approval process for our building. P gjob much easier to be able to deal with people as miC1elasm youg and the other abutting residents on Collins Way, the :r , Best regards. Sincerely yours, ,P 887 920 688 2-)4(2 ' . : •r REC:SIPT FOR CERTIFIED MAIL William J. to rieuttocE COVERAGE PROVIDED red, CAA President NOT FOR Reverse! INTERNATIONAL MAIL. & Chief Executive Officer a copy of a letter that I will be sending out '� .0 ' e residents in the 3001 ' • P State aro ZIP C.•e zone. ' Cervtye.F pe • tl 5aetSpecialCWriMe„y Fite /4 • Plstti-ar ter, ' "very Fee 111.1 1111111 allure w •ze:l+or'snowing � 7., to Nf?rrt am::natre Delivered A t:�v • allure[QOIlrpT - _ r '- owmq to wnorn 4 Date ire A of WliVery s EX u B -OTAL ` ana Fees i9 °:stmar,a Circe r �� s • - BLVD,, P,O, BOX 13550, POR TLAND, OR 97213 503.249•:For Reservations 1.800.345.5676 FAX 503.249.8005 ' w • 4, 1 a. . . . 1. ... . . . t • .. . ... . . . .. , ., .. . , .... . s , . . .. • , 0 Windreir illeingl 1 and 2 When addltJOnel eeMoee are desired, and complete items Phut your address in the"l9ETURN TO"Sews on the rm une side.Failure to do this will card from bolo;nstumed to Pnverut this you live d or ees se tor addltl9rrml sorv{oedel rammed. a ate ev • eu t postmaster 1. gI Showzttrrorhom dapv re d�cee end eddreesse a addr.,,. 2. 0 �Delivery 3. Article Addressed to: 4. Artlols Nttrrtbe . r r MS BARBARA BODIN ��7 QUO gg WALUGA NEIGHBORHOOD ASSOC. Tips sof Service: -1 p Insured 15340 SW QUARRY•RD 1® C., LAKE OSWEGO OR 97035 ❑ au M speD..,wvatittm Receipt tor Merchandise 410 Always obtain dpnctrer.of laddreeees IJ y,• • or scoot and DATE DELIVERED, 5. Signature —Address 4..................... .............. Addressee's Address (ONLY(f .� } requested and fee paid) • ,IQ ; Sig re Agent "" : 7, 'ate of Delivery " a-1..s.c.Ph I •PS Foam71,Mar. 198e * ' U.S.Q.P.o. 19ee-212-ee6 DOMESTIC RETIJPtN RECEIPT • • 4110i , • .. . • • . . • • . .„ . . $ . , _ I ` • • a. v. p' AFFIDAVIT OF MAILING 410 . • • . , • • STATE OF OREGON ) ) SS { County of Clackamas ) I, WILLIAM J. ALLRED , being duly sworn, depose and say that on fix;. TT February 2_5 , 1993 , I caused to have mailed to each of the persons on the attached list a notice of a meeting to discuss a proposed development at West of Lana Drive Ad.iacent to Mercantile Vi11 .,.a copy of which notice so mailed is attached hereto and made a part of hereof. fit . I further state that said notices were enclosed in envelopes plainly addressed to said persons and were deposited on the date indicated above in the United States Post Office at Lake Oswego, Oregon with postage prepaid thereon. Signature• Subscribed and sworn to me before this 29 th day of February 19.g3.• e.17• OFFICIAL SEAL t,�.,... : CONNIE DIANE aORK NOTARY PUBLIC-OREGON `' COMMISSION NO 021330 • MY COMMISSION EXPIRES JAN le 1597 •; � Notary Public My commission expires: /8 EXH1a Pre—App. No.: PR 'R-03 4.2 �� n e i• „,f s 4. Name of applicant H.AT.T,MARK INNS & RESORTS . INC. Pre-App. No. PR 3-93 0 Subject Property: Tax Lot(s) —94 00-950Q-9600 Tax Map(s) 21E 8BC ' Address or General Location: West of _Lana Drive Adjacent to Mercantile Village AI FWAVIT OF POSTING NOTICE > , WILLIAM ? All rPci ,do swear or affirm that I am (represent) the party initiating interest in '•' t a proposed Execlw_ve 0 flee Building affecting the land located at ,and that pursuant to LOC 48.801/49.301, did on the 2gth day of February 19 93 personally post the notice indicating that the site may be proposed for a Development application. Thksign was posted at Vacated portion of East and West enclo of Collins Way. (state location on property) a. • This 25th day of February , 19 9' ' ,° • Signature Subscribed and sworn to, or affirmed, before me this 25th day of February 19 93 . ':► '1•J •"',„ ,.11�1�; lam./f///i1K.rYdc,� $�J�� -/ OFFICIAL SEAL f .) CONNIE INANE BO r Notary Public for the State of Oregon e' NOTARY Pueilc_on�;ord ,, My Commission Expires: COMMISSION A1Y COA6MI&SIpN EXPIRESN0.0213O �, p s• y'S/97 ..7.‘7 { WITHIN SEVEN (7) CALENDAR DAYS OF THE SIGN POSTING, RETURN THIS AFFIDAVIT TO: • City of Lake Oswego �.•a..,a Land Development Services Division it P.O. Box 369 ' . d _• .r O 7 ' m Lake Oswego, OR 97034 • 'J EXHIBIT .' • IA A �. ' +• I .r , r• 1 • J� I, ,,ev' • eon. Arias °' -a be. *J11 As . �.•.rfn rm 0 fT"•rl"•,1.'�:" ��.,51�T��ii•J t��.��.-�)1'w�.. 11•Nj1.4�. •'i • MI I'I i".f1,';;:.»Kr''' .111' i I.., I "' • I ' '' 4-L' o 1 r, _ c III S 1'� , t '4 i ' .11 /y Q Q .114�AIWI h.l•r•n 11 I 1 Y - Y �r F /Is•H F/'i. I.NgW o.e III r 11 ..l•141 1111 IN111Itr r'1• W. 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J l.''AI ' - . iii (f) 0 0 j{ /.r • Mounting Details •�„ 4 '/, , e . , • 'Field wire connections made here Standard mounting for aluminum 11Wv 1A or steel poles only 55., 2L ell;_.„,„..L„......,,,_..,...mr47 , ,• • li It 1 Nitta3T J . . 1 4 ' • + 4C —,..)..J1 l•—•6"x 21/2" • 1 188 wall f 0 Optional Wood pole mounting Wood poles r NMI-. 1A by others , + lik..,-1-,..„„,............, r,w,.�j i .. 1 ± • i' I+. 6"x21/2" 1 I ' `F ,`; I. .168wall 1 .. II , . ..+ `• ``r• -" �k 1 Optional wall mounting 4h.",..1 ' �,+ { -'`�+! W for concrete walls only �'a '4" onlimmonnemosmorto ' 0,rI.. 1 s 6 t: J•box In • wall,by others 6"x 21" ., . 1BB wall ". ° •'` • ' y' ''a • Optional cluster mountIng fur steel Doles with • .14�,; ;' ' , r, `: LI 2U 2`ii"pipe size tenon(2r/e"O.D x 43Y,"long) + •r, • •a•.a ........ .1 �ir3s II 4u , . 1 1F ` T y. ► • a ..1 r ��':. r 6E QIn . ,...„.4".,.. _.. . .hr:..),,,-..t.:04- • , . 441) .. . •.. di,..z...z... ... . . . . . . . . . , . . ....„ . ,.... . ..... . , .. , . . . . . . , . . . . . .. , . . , • , . . , . , , ._ ,. . . . . m • . . p • ' g . • . . .. . e. • �' t ,. . II • — . ..... . , , -. .. . . ,.. "' ti ti . `tl°' b' d .o 'Ir: Details • • / y . _ W. 1913/16" ovr— .-----1611/16n Optional Photocell Receptacle ) _. ,. , - , • • . " ,- . . .. . . , �- _1_ _ t o EKG401 . .. \ it__7 70 watt to 250 watt • • �� _ 2in place of max, \r/ 6 250 watts max, __ 286°ra" ____�°" 16r'rre" Optional Photocell Receptacle i I _._ r r • r v } _____,, 11 150 watt to 400 watt NN �� , • �---Optional Lexan Shield .` ,��' �__ _Z in place of glass 250 watts max. N. • _____— See note in Ordering Information i • .• a a, .�.__ 333,4" { • r-Optional°hotocell Receptacle ._ a .. ' 156,itrr �• , y -cur=� , 14 • ' 1--2?)•ii.. ? Pallarmiummommill\i- mom iv, EKG601 • MII I T_ I� �, watt �' ,,,� rl • • . • #fi Specifications, Specifications, Standard Fixtures and Arms, Optional Equipment. • d V.' Fixture shall be Underwriters Laboratories listed for wet locations. Mouseside Shielding shall '^ -- + • ,. ' Mousing shall be fabricated from a one piece extruded aluminum consist of two shielding t.•• •.,t ` ' side panel with mitered corners that are internally welded and components permanently r.. sealed for weathertightness.A press-formed aluminum top cover installed at the Kim factory shall interlock with the housing,and have a continuous seal of One component shall reduce t7; . silicone rubber resistant to weathering,moisture,UV and ozone.Top light directly from the lamp. ', r� shall be peaked for increased strength and efficient water runoff. and the other component shalt et reduce reflected light.(For • ,.. Optical Chamber shall consist of a one piece hydroforrned Kim clear lamps only.See catalog i reflector with a highly specular Alzake processed surface and a A2 for photometrics). .` -'11r` �,'. socket assembly.Mogul base socket shall be mounted in a one c • piece casting which is fully gasketed at the reflector surface.All tiece v Shlsld shall be ono " wires to the socket shall be gasketed at point of entry into the optical Piece vacuum formed clear chamber. Reflector side walls and top shall be contoured so that no polycarbonate to operate with Y • light is reflected back into the lamp arc tube,for optimum lamp life a maximum of 250 watts and performance.For EKG 401 series,reflector shall hinge down for (Shield may be used with .t, ballast access using two quarter-turn'etches,and snap out for 400W.HPS in locations where rs ; installation ease,All MH lamps,all HPS lamps 200 watts and up, outside air temperatures ;„ and all NW lamps 400 watts and up shall be supported at the tip by during fixture operation will not •.�.- , a harness.All High Pressure Sodium fixtures shall be provided with exceed 85°F.).Lexan Shield the appropriate 4KV or 5KV pulse rated socket. shall be semi-pyramidal in Lens Frame Assemblyshall consist of a 3/16"thick impact resistant shape for high thermal • : resistance,impact resistance clear tempered glass lens enclosed by a one piece molded high and light transmission. It shallw ,�;': • } y temperature gasket.Lens and gasket shall interlock in an extruded replace standard glass lens as • aluminum frame which snail hinge at the pole end,and shall close an integral part of the lens • and tightly seal the optical chamber by four gasketed vibration- frame,Caution Use only when �+;c ,, v v,. '' proof quarter-turn fasteners.Lens frame shall be removable without vandalism is anticipated to be * Z�x ' •., '. tools by means of quick-disconnecting hinges. high. Useful life is limited by ,y ;, �°.: ',, ' _.,.: ii. All Electrical Components shall be UL approved and be an discoloration caused by UV Ix► 1' �` ' , n. integral part of the fixture.Ballasts and related components shall be from sunlight,mercury vapor integrated onto a single mounting plate as a self-contained and metallic halide. • subassembly.On EKG 401 fixture,ballast assembly shall attach to Photocell Receptacle shall be integrally mounted to accept NEMA f , the fixture using quick-disconnecting key slots.On EKG 501 and base photocells(by others) W"on two three or four fixtures are ' • EKG 601.ballast assembly shall attach to fixture with quick- mounted per pole.one fixture shah be furnished with an installed disconnect no-fool hinges and latches.Fast field wiring shall be receptacle(plus a relay when required)to operate the others provided for by prewiring all electrical components with quick- Photocells shall be furnished by others c > •. • disconnect plugs.All ballasts shall be the component type capable of providing lamp starting down to —20°F,with power factor of 90/0 Wood Pole Mounting shall be by a modified arm containing an , or better(High Power Factor). access hole to allow field splices within the arm A bearing plate ular aluminum extrusion shall be furnished between arm and wood pole and all components • Fixture Arm shall be a one piece rectangular shall be finished to match the fixture Available for 1A or 2B with internal centering guides.Luminaire-to-pole assembly shall be mountings only Wood poles by others made through a mechanical draw bolt attachment inside the arm, eliminating all exposed fasteners ani welds.Arm assembly shall Wall Mounting shall be by�i modified arm containing an access include a pole reinforcing plate which will mount inside the pole for hole to eilow field splices within the arm A wall embedment bracxe' ' added strength at the arm joint shall be provided to accept fixture mounting rods and a trim plate e shall be provided to cover the wail embedded)unction box iJ•box Standard Finish on fixture and arm shall oe TGIC Thermoset by others).All exposed parts shall be finished to match the fixture ' Polyester Powder-Coat Paint applied over a conversion coating in For concrete mounting only black,dark bronze or natural aluminum color as specified.Optional yP Cluster Mountingt es 2U.4U.3E and 6E,shall utilize a square finishes shall be Architectural Class 1 anodize,black or dark if''" bronze. mounting bar with internal draw bolts to mount the fixtures Mounting a • bar shall attach to pole using a tenon with set screws and one throughbolt (Pole must have a 21/2'pipe size tenon in steel only,Fie" ' ' • • O.D.x 434'long) Anodized Finishes shall be Duranodic' black or dark bronze ," ' applied over a satin polish according to Architectural Class I specifications '•` WARNING:Fixtures must be grounded in accordance with local Lexar is atraae,"ai o'Genets'E•etirrt • codes or the National Electrical code Failure to do so may result in butarooic 1 a Iraaemar■o'Atoa serious personal injury Aim eairaoemarwolAlcoa .• ' .1. 1i : 4.. 6. • , k, . , ,,, . . . . „ . t . , . . . fir „; . .. , , .. y�7� ` r' / ,sae 7 f •. Ordering mt:;foa'n anion .r. ' • ._ Mounting 2 Fixtures4` Finishes6' 6Houseside Shield Ran View Cat.No. �- �^ Standard TGIC Thermoset For highly reduced light on • ®"' Polyester Powder-Coat Paint: houses:de.Extra cost.See • Cat,No. p otometncs in catalog A2 2® GB-E Dark Bronze(resembl3s BL-E Black For clear lamps only '; 313 Duranodice in color) Cat No HS IN Cat.No.EKG401 for 70W.to 250W.lamps. NA-E Natural Aluminum Optional Architectural Class I 2L ' Standard Includes complete fixture with anodized finishes at extra cost mountings standard mounting arm,and EFLCat,No. baked enamel finish.Less �� ballast and lamp. ®�-1�Black anodize ' • b" • D8-A Dark bronze anodize ' ' ' + 4C 1.1 2U Cat No.EKG501 for 150W.to 400W.tamps. , 3E Includes complete fixture with , J ' standard mounting arm,and ar baked enamel finish.Less , ballast and tamp. • +• 4U Optional •-�-- { !'Q • 'j+ r , • mountings5 , at extra cost Lexan Shield ' 6Ey= Optional Lexan shield furnished Pin •,. :..,. ;, 1 in place of glass lens,at extra cost,250 watts max. Y Cat,No,LS Cat.No.EKG601 for t000W.lamps. Note:May be used with 400W. 1 W Includes complete fixture HPS in locations where outside ' Wall with standard mounting arm, air temperatures during fixture mount and baked enamel finish.Less operation will not exceed 85°F ,� ballast and lamp. Caution:Use only when ' vandalism is anticipated to be 0 ' high,Useful life is limited by r• {) discoloration caused by UV from sunlight,mercury vapor L • ` end metallic halide lamps, e ,. "• • ti Aa-12 . . . r P `L Jr t rr ! t IlEountIng Systems 1Q I • . ' • •• 0 EKG401 z1:—r r 8, EKGi501 • r... ..._ EKG601 s�i�ZEj �L"'�!!! !'0'__� % Standard fixture arms for mountings 1A, . i 28,2L,3T, . ... And 4C Square or round poles in C E aluminum or steel � �I fri !..11)Alliii 8:, ter, Cluster mounting bars �' 0 _ for mountings 2U 4U. 3E and 6E c 41/4 Arm with splice �1 r1 h compartment for :� mountings 1A and + 28 only '�' • • Laminated wood poles by others 8„ • .�. a . .. ., . : Arm with splice Wall embedment compartment for bracket for 1W wall mount only concrete walls only Square or round poles with 21/2"pipe size tenons • in steel only,21/2"0,D x 43/."long • . Mourtting Arrangements , In plan view 1A 28 2L 2U 3T 3E 4U 6E IW i M X r • • A1-0 z .1 . y IL •P r, 1 Y.• / , ti 4 * 4: c • # i*if �iti 14 Oakwood Av it * * _,_. _. ..._ .......___.__--._..,_ •R i-I�_rl�_:phar� 214 Oal ,: ., enutt Nii,warl. OH 421 a� John P. Urban�_�wsl:.i ` J,. -ROJECT IU/NAME HALLMARK INS. qt RESORTS. , _Jt_ATION LAKE OSWEtaU ' r OI;'E:taON :LIE:NT. • B. h.L. DESIGNER Y :ATE. 1.)"-- Jun 24, 1992 SN.::i678 i' :OMMENTS •-•--.»-.___,.____-. - ^ 2 LIGHT LOCATIONS (RHOTOt1ETRICS) A • • SUMMARY INFORMATION _-- ..____._,__•__.______. IONS: 410 . .. JUMBEF' OF` LUMINAIRES: :i-r . 4 . x PE NUMBER LUM I NA I RE: NAME' ` .:' EKG-401/5u 1 r _I►3HTMETEp ORIENTATION: r'EF F='ENI)I C,ULAF' TO THE. PLANE or ANHLYS 1 5 ✓r STATISTIC; --•— h, POINTS NUMBER MAX MIN MAX/MIN AVE.' AVE/MIN ' MAIN AREA t'. ;� 727 � ,. U. I ;. . SUB-AREA ((+). ) 568 ^. 96 0. 00 0 11401 .21 0.29 I N UB 13. 18 0.01 906.25 136. 97 36. 7 t,t S a 95 12. 18 0.00 37928. 65 1. 9 i 36.07' 1 LEGEND: S'� S - 1.04 �'�F36. t;t� i< 1. . .: t;i • Faints contained in MAIN AREA. 99+ Paints contained in SUB-AREA. 99*3 - Points contained in LINES ti< POINTS. A. U. T.-ti-CMCAN DEVIATION/AVERAG a E: 1 y;i t:�t;, 1 t►t7% IS PERFECTJ • • • n 1 111 . . . .Y. ,. , . .. .!,1 ' . q. • y y, i. t b M1 • _UMINAIF;E INf ORMATIOt .._.__....»».,.. .,..._..»._._» »...»._. ,_..._»».»....».»......».».».,._......._......».....»..-._. ........ TYPE-1 FILE 1D: kM2474Z. IES , Luminaire name: EKG- 401/S01 ' Description: * TILT=NONE KIM NG INC. Lamp description: 2I;0 WATT CLEAR HIGH 1PRESSUF,'E SODIUM SUp'E�' Test lumens: 3C10 00 I. Lumens used: 30000 lest report: I(IM LIGHTING INC. Photometry type: A Light loss factor: 0.81 • ,� ' Explanation tLLFJ : ( �., Tilt correction: NO ytA i 01 �1 1 J + ,'. ah I i , .. • OI 40 . 'QSil , 1y. 1 v 0 -tl • • I , PLANES LINES AND POINTS OF c• c ANALY.a].J UNITS—FEET __-_..____.- -----_ _ _ . , ,-... ,..._._.___ - MAINAREA SULr-AREA __ _ fAnalysisf f Anil L.NE S AND' F'OI NTE r_I f - -- =_:._:� »»- AfEA _: ---------- __--__ _Analysis F F�: U M Arinl , y3 TO f���,�(•� 0.00 >-1CC`•_—_•_•_ =—`•== ==L.:G=*—.-__...--.... .,4•:�; li r �1.U0 9.00 f�.OI:) a q. 180. 00 0. 00 169.00 8. 00 180. 00 172. 00 169. 00 72.cx 0. 00 172. 00 4d. t:�c:� 7. . t ;l , ' 0. 00 0. 00 49. 00 0 167. 00 .' Y 9. 00 167. 00 —_------- 9.00 8.00 » -Y l X Y r d 7 0 1 ' % I • . 4110 , ,0 4 j 4 • j 0 , , 0 r -UM1NAIF;EE LAYOUT 1NFOF:MATION UNITS-FEET 4 ' • V - --_-- ----OF;IENT. TILT X-AIM Y -AIM2-AIM MUt_T T'iFC `� � 22.t; ;i 101 .00 .'r.►.t:�r;� S0.0 � t:�0 102. 00 20.00 0. 00 u 1. 00 i �_====== ==_= _ t7r;1 101 .00 0.00 1.00 i = ===©==== NO. -. T �� Y 2 ORIENT. TILT --==N====+�===rW=_`=====s-=--•__-_ X-AIM Y-AIM 2-AIM MOLT TYFIF� STatus: N=Normal Luminaire =w=== _:_ OF;IENTatir_,n; T=Tra1_}cinq Luminaire The clockwise angular displacement from the TILT: The angle the luminaire isaimed up from nadir (straightosit ivdewn) . l =- :s T.. • 4 • '. - • �I n 0 • • - •• . N rt r•• • ?¢' . • • p r_ bn " .' r VAN r3OMIEL10N / LOCIIJENOA / McGAI RIGLE / <NA �F7, -• • rr � Coneuiting Engineers -'--��--- - PRINCIPALS 383s SW KEL:.Y AVE./PORTLAND, OREOON 99201-.4393 /(J031 Ei2aZ-6i:.L'3/PAX 24 Ea: ALPReD rw.VAN CQMELGIV MAK NM LDDUENGA DER W McCILikleattaLs -Am=E.KNAUF ASSOCIATES • 1 r O m C.'IlI VAN VLMT al' ' �'.�'N1d April 12, 1993 caaWDN VAN TYNQ Hallmark Inns Project 920103 .02 ' Water Quantit yJWater Quality Detention is required in order to control, the rate of storm l i shad z runoff from this site during the larger winter storms. This �� be accomplished by ponding in Swales 1 and 2 and in the will areas. Using the swales for ponding reduces parking the a ponding in the paved areas, most during g mount of Storm. At the downstream end of each Swale isathe 10 field inlet • an orifice to restrict the outflow. The-outflow with directly into the storm sewer. °W Pipe will tx® meter oi��j r�. Water ' quality requirements apply to the storm runoff from this site during a summer storm. A combination of desi 0 incorporated into this have been re possible on a very difficult c cutsite,t to get the best end result Following is a list of design features used: 1 • 1 . yictated ' . %� Swale '. a. Length: The recommended length is 200 feet. This i v. project has been graded to split the flow to two swales 50 and 90 feet long for a total of 140 feet. b. Planting: The typical planting swales will be a grass (i.e. hard on the bottom cctedht reach 6-12" height. o c. Bottom Slope: The topography of the site is very flat, therefore the bottom slope of the swales is about 0.0050 ft./ft. This allows more contact time with the grass and increases Infiltration. . d. (The Ydepthwof runoff in�the swalus during a summer storm r) l be less than the depth of runoff from a 10 year storm as shown in the detention calculations. e. Impervious area is 0,4E acres and therefore 92o square feet of surface area should be impervious acre. The contact surfacedareed a2ofOth�,/two swales is 725 soars feet, '. recommended area. almost god of the 1 Based on "Su, .lace Water Quality Facilities Technical Guio.:�,t ce Katldbook = - ' . , August 1991, brown & Caldwell. x , 6C E . w r t r_ .. .T _ ... . ... . 1. . ..r___ . • r, / ri 'I - 4 -Page a- t '4 RE: Hallmark Inns P t es a- �;;Sm s1oBecause the bottom slop of the swales are so flat an underdrain has been added to the design. (4" perforated pipe) is siltation by using a filter fabric arondot©etdd funrom rock. The velocity of the runoff is low enough the rto allow some infiltration. be done during the construction�stage�o on t check est athe lso ` soils on site. 3. iu-tiC7ri�l'�d'14f 1'1 The field inlatraoinr each 7Swale�h�� • standpipe and orifice to trap oilseand®sedimenn t whileh aq controlling the rate of outflow. the fi.sld inlets as well. The overfloe wnofr the ist connect to coinciaes with the detention elavatiosa These special field a inlets have been added to the design to enhance the water , • `� lip quality measures. .., Main g a csP S�, , SwalesJ a -�;„gi 1 r 1• Swal shall be mowed once a nA year at a minimum (preferably ".umn) . The cuttings shall be removed and disposed of •''+ es properly to prevent pollutants from entering the receiving waters. g 2. Sediment shall be removed when k•ti at any location. The swale shoua.dlbeucleanedl with seq in depth that will not damage the swale vegetat,ton. equipment 3. Swales should be inspected at least three times a yeear especially after heavy runoff. y , 4. Vegetation may require watering to establish plantings during timed of drought. and a. . 5. Curb cuts should be cleaned periodically to remove soil and vegetation , g ion buildups. • 6. Litter and debris should be removed to keep the swale • attractive. • Vie. ' 4111 • . 4 �,tl ' , . • • a., kb , • ,,r , • •,• • , , 1#' r .. rj «' - . r t, •,r _ '+' •i _ •M' •'I. "' }; ._ . • r .. • • . k t • • •i l. ✓ �" t ' •T • • ,.\ 1 , RUNOFF RATE wORXEREET • 0 . ... .. .„, . ... ♦ry . % •� j k Project Name: a 1A11115 1 City Vila Number:� r Computed 8yg ;'.' Dates - i a I. REQUIRED RELEASE RATE (10-Year Storm) 1 • Total Site Area 2. S, Atot~ ac, •41 .ciast.n� band Use, , , , , , , , , , , , , , , , , , . , , , , , , , , , , , 36 General Site Slope• . . . . . .. . e . "� 4• Runoff Factor (use enclosed table) C 5. Longest Travel Route of •xie�t��� Runoff... • • • • • !PC) feet 6, Drop of Runoff elan Travel g Route• • • 76 Condition feet ,d� (overland flow, channel:;• piper Etc. ) . AVE-1Z.LAAJD+! , , .....,4.0..E ` $• Time of Concentration, Tc, (5 minute minimum ) , ' (Use nomograph) Ta",., ,,.a min.0 .. . 9, Rainfall Intensity, for 10-'Year Storm (use precipitation table) . . . 10. Peak Runoff Rate, Q CIA (line 1 x line 4 x line 9 :♦ II. Developed Site Runoff Factor ooF es44 sf . • 11, Imparmemble Area. Wb• 1lt trio e} 12. Permeable Area I�o� A ■�.:.:4L.Le AC. p • 13, Runoff Factor for Permeable Areas (use enclosed table ) M4 ." CpoO- . 14. Composite Runoff Factor (line 11) X (9.9 / line 1 ) + (line 12) X (line 13 / line 1) . . . • . . . , . . . .0 ■ Q, comp -.--- . 15, Site Area (line 1 ) X C comp (xine 14) 1 ZXX. Detention Volume Required 16• From Detention Volume Work She@t• • • . 1 • ► • • . Vol.■`��MR•�• VO u:�v 1 a �' .1- • . . ,I., I4 .t J .' ..f ,r •1 •t .• .o. •.••. ru 4• •.•ro......)••• • :•.. • • ' r• 1 'l QETt.NT.ON VOLUME WORKSHEET Pra act Namr,_._l,,_� pr l l /W�jy� I�, f L, ..,.tee -..�.Sort. 6Li�I�I�..i.'�L.l:r41r�. . . :. City File Number; B'7-411 IT irY • STORM 7Y-yr,• A.r! l r.. • . •.A •-• `•.� .•. •• . • • •1 TIME inttan C comp. 8 X C line 10 D - E F X A X 60 mina. r in e cfs cell cu. ft. I .. 5,00 3,43 0,46 155 6 .00 3.14 1 ,44 1 ' I4 410 i u 8.00 2.72 I . 2.5 Q iq5 45f.o 9.00 2.56 I • Its 018t 474 10.00 2.42 I . I I ®, 8 .00 2,30 1 . OLO 0.1t4) 50A 1240! 2.20 1 . 01 0 { 13 .00 2.11 0.ci 7 ` r .p'1 , 14 .00 2.02 0. q� '0 ,� � 5Zq 15 00 1.94 01 . . ‘ 0 .....t................................r1640 1.36 , 0. 84 0.54D 533 1 , i. , 7 • � . • �. 0 3 r 19 .00 1.69 �'7�' 6 ,41 S B 4 1 ' •.� •+.as�wln.l..•..w.am.wr�1 a..sl..w..1-.e.�o.wi.r 1�1 Al; • 1rr ' ' �' $tt 20.00 1.61 ? Iiu o.s.ao�2a•w. �ww „"? a4 21,0Q 136 . . 14 • I' I.. .1 ' 23.00 1.48 24.00 1.44 p , 25.00 1.40 30.00 1.34 • ,75.40_ 1.13 '•. 40«00 1,04 . 'r, SI L (' A •f y .T •.... • ,. .. ... . • ...• .•• ' • r'{--,,. MtiGARRBIDLlE/KNAuP Consulting En®sneer® Jab Nagz,ae.Q34.2 BY 44-CaS.�9 -. �.�•�w:Nr1ly Aw•i fZ,Y1lYf KJ• '/ A Ota itxl Di+A1 tiJ90/(90J)222 4�9J/lAK CO3)24b 92QJ t•q .A1 3 n.._ t: S ns4 .v ( ,,: _. �• .. �. Vie!1C.� i� i�llM.iiit � ! _ -! CI. t, • 0 • i —�._._:_. - •._ ,—Vs.* • ,O.)t'-teg-.46 a +:�:..:. . . .F • • •M•4 V12 i Cesq fiii_411py--bs)tri444. , • roiw1:A9at4'NikJ�ffimti1vM.J. a+,..,5.t:al.A r,S + :.." 1 � ? �• ,A ' r1.:sw11:-.!• ar-an: sr..aau`ay•S ax.11laiu + .::i, • r.w 1 ��� ly '40, ' 4,l kk ,:,:, . ..; ,„r. .,..: ,....:..„.„.„, .. ... .. .„ . .. . .., . ...., ..............„:,.... : .:„.„.„. , •- • : • •••,,,,... ,,,,..,. ., ....,: . , ,,,,: .. • . • • ,..:.:,.., .4.;, . .,..,,. .. . .....0i, .,, I t . . . r • 9R1r^TCE aIAM £R n�RKEHEE* • ........ • . ��•/,' • • Project Name! .6AJ -ra r1R5 City Pile Numbaa'e_`Ad7•q Compu ®d Sys w DaClt s r , .'",' PROVIDE SKETCH BELOW OF OUTLET STRUCTURE Q , c0. 10c. /u-/..' ice. ,,Ohio.. +. ttrt " \ !,a= i,• . -.Ter ; . F 3 1 I iinurimiq 0 sammitwie is f ,, Orilic® Formula: 0 P CA (2qh) '3 nj y' ; f' Q 1 Yei 11 f c a 0.61 1C,: 32.2 , Design 0 c.f.a. QI; '11 f y:: h • �.,�s,_.tsse of head S1v® for At Q Jt C (asn) 4s �� '� � (c. .a. ) (2 k 32.2 K ) .51 4 A Q.03 q• ft. (orifice area) Ate. ®,Ca e54 Z Solve for Ae A m pi. (R) R (A / pi. ) .S ( / 4" i D ' ZxRx XZ * ar®a inches • w,,, - . d f f . . 6 j •6' ., , 1 v ,• 7 *. I) r i • • 6 5 Tt re i . ' '. ' a .3 Ot• ee rs......._:V. VI..3 T4 ...2.....1.-... .0.2.714:13•634. •• .,.:,•1.,:::''' _ 3 S. I I 1 A 1 2.13 .. 1 • • ... • • 1. 1 7 r ,S •it •1141 : 1 P IS �. •311.7 .° �• ,1 1- 1 •7111 hI ' j 1 �- � i .1r .r••/h F 1 1 •711a d 1 1 1 j .. 1 /+ ti �i I gip• 1 °qa1 J i, .1. 1 j �� P . i Muir+ ;;.• 1 Al I _....t . .. . .. 1 • 't*om A I, , 1 . z 21.1 '+' �� ,/I I'L, fe ,1 1 /hl F1 , /1 � �, •/1 ` J ,1yj,; I40x 1a r lu0 3oo d4 1 1 ` A11lit D RPPR • • c51X It 4 25) r_ iiq 5 ieo ' 171 1 ,` p SITE GRADI G PLAN Ito , Aro f•ers " .- '• e 0 0 . n Y fir. •� ` Y 1.n r 1711A I tlll ri 1 a _ , II-3 _ . + t s I67 59h TJ 2 I/ +; •t �; t' ,f \ 1 rll t 1 71/R � i ' " ItNI ; Nf)IIIII „ T 716/ 1716? I ?147 {r N Oy'A.'s'llO' 1V r1 ri ll+r + ul \•f fn t t Illfl' alr I'ffICS1At 001111(I 1•NAfIIIIAI ` t t ' .1 7 5l1' t II mu 71 t I GAS 11NC T110M COMPANY •\`t rIR U i u . lau )u y + . II ll7i "' MAPS, NOT IND 1UCAI11 ® 1. 7150 uu 71J/ i II 7I flP 1 1�4 ''t II 7U9 R 111l *T`o ry, ....__„CAS I .Nb� •C `�1 Ir. `� _ 1 711/ 211 C ": At s/ s, h1 -•r1 tee_.. \itiAS- I 711 G tea f7 ». ,►.,C1. ?st21JiG GA3 CIl _ �-. 'th MU 215 -_ w +y h(VACATED ORD. NO. 1966) 1 \Ss u1f1 1 I w f ��t•Ii �1 16c 2i 0 u -.. . ,�.5 1" 1 tip" 90-63959 and l i o •mk .4,s w= ass—e.- 1tA,5 It IN Gy1 COLLINS � t T TT�� y� N' T06J 11G 2115 « L. to I C o COLLINt� ti ,S,ta ' . �r , , s C �!yam,...._ D f ._- '•- �, Kam... �,,�i c �� ��. s AY j1"1 51d1M M/11 -' I' IAIG -- 77 R , Rw.215J l .. `1 - • IJ Irouf••7n ► nlAw., �'»»�t�• �`i2u6 2110 �� hAl 'Pet CDNCRCIC ;." . IIkK FtNCC 5falM u/1f itU (IUNC P1flt , I VAULT w/1.1C1A1 CADIE Y __.- __,, DARRIfN n1M 211J Tv nox G u N+ 21orr COVER p,A ` i 121+1 B,y 2N 1 I[ DUI 7f19 4•i MASTIC IRRIGATION 1% u�l 1 CON mot lmx U \\N., 1213D r� �.� `h9 ° 4 215 7 1 714 7 I rlJ l '1 �► x1 I ' F—/ n' • s' NAMCTfR "" St'a1N111tit VACtT o ROAb A$1•IIAI 1 ._, , 11 9 • x ,�,• 1.215a 1 21/1 1, ICGCNt7 ';� no -I ?I!d ' F 21J J b 1 GOI1kJ0 NI1Mllrfl AND IODATION { 't "' 171 y I t� I 212 7 `�y 1215 9 xh • U yt / a) u 1 21?A i 0 20 » " i, 21206 AD(eat t) 1 21J 5 Sf:AIt t' 9p' V! 1 715A �i F J `n '1 1 7v i It. I HAI I MAHHK INN",10'It1b1IA111f11G OrTI;t 1 I ?1 1 AKI flbVdl fit) ow C,f1N t 4 0. . - y P'I1 • 75 tT •1 ,, / s__ _xa Yr 511f' AN y It • 1 , '' It 111015't1U' W I60 Olt' I1 JI kll 1!1�)2 ItAsl MAPIYNNINUIlt f 7Agp DI ' - ,. ANIIY 1'AINS A AN Ii IAII5 1 " ,.w' «: • •- _J - •. , nultryUNlttit•f to n11Y,14 lat1 - - ,11 1, , � rx A• Wr 4t• '..4 n n :µ .r "" .h „,OC =W STANDARD PENETRATION RESISTANGC ♦ " SOIL DESCRIPTION a a dW (140 Le. 'EIGHT. Jo" DROP) w, oz o= A etoTls PER FOOT y SURFACE ELEVATION •••214' _ H _ 0 PAVEMENT SECTION, 3' AC over 5 -5 7~� •" p 0 • • ' 7.1"' gravelly sand base. ! k 0' SANDY SILTISILTY SAND, loose to medium i4 k t. µ dense, gray, trace of mica. 7 A .0 � • 1' GRAVEL, very dense to dense, gray to dark ; . �• gray mottled, angular, cobbles up to 4`♦ v • •r r +,v ' T . ,1 GRAVEL, medium dense, gray, sandy, clayey, T� angular, slightly micaceous. . . . ' ' a pl'. r, aI • 1 , 19.5 2tl . :. . __ __....�.. ._... . ,. CLAYEY SILT, stiff to very stiff, gray, slightly cn ' I • v micaceous. � ` ' ' c 25 ___ ,p_�_• , 26.5 c41 Bottom of Boring, Completed 6-11-92, a, . . . . 1 ♦ j . . CIO i NOTES: 0 s WATER CONTENT IN PERCENT ' I SOIL DESCRIPTIONS AND INTERFACES ARE INTERPRETIVE AND ACTUAL CHANGES NAY DE GRADUAL 2 EATER LEVEL IS FOR DATE SHOWN AND MAY VARY WITH TIME of YEAR HALLMARK IRIS F♦E.ADQ AR S OFFICE , •• LEGEND LAKE OSWEGO, OREGON I 1 0" 0 0 SPItT SPOON SAMPLE IMPERVIOUS SEAL Il 3 0" 0 0 TNIN.WALL SAMPLE •7, WATER LEVEL LOG OF BORING NO. B-1 „ ♦ ,' * SIMPLE NOT RECOVERED ® PIEZOMETER TIP JUNE 1992 F-2498•01 • ' P SAMPLER PUSHED ATTERBERG LIMITS ` USC UNIFIED SOIL L NATUURIOIOAL R LIMITER CONTENT FUJITAMI MILTS 1, ASSCCSATES,IWC FIG. 2 CLASS IFI CAI ION AT Geotechnlcal Consultants PLASTIC LIMIT Portland, Oregon 8' r - 'T , i. M. . • V • l.,. j ti. rr M . x W o STANDARD PENETRATION SOIL DESCRIPTION al, �� �w t��0 Ls, WEIGHT, RESISTANCE SURFACE ELEVATION.r216� "' o aD' DROP aa �i �� cx 0 .A, SLOBS PER FOOT I t 6"Topsoil • 0 • • SANDY SILT, loose to medium dense, gray to brown, mottled, trace of mica. . 7I • chi •,, GRAVEL medium dense to dense, brown, 7'0 M s , • angular. co : :P . . . ' ` A. SANDY SILT/SILTY SAND, medium dense 10.0 N 10 « .. :_ ._:..t.:...... light brown, trace of mica. uz r ; ' t 13.5 GRAVE ., very dense, dark gray. l . . 15- .. -- cn .® Bottom of Borin 16.5 g, Completed 6-11.92. • : : ' : : ' . l ' : ' ; • ., .: , .1, 0 A�} r .....i•• j.- 35 . -:...;._;.._...:. ..«y_• «.•. ... x• •NOTES; �0 I. SOIL DESCRIPTIONS AND INTERFACEI ARE INTERPRETIVE AND ACTUAL 0 CHANCES MAT OE GRADUAL 0 RATER CONTENT IN PERCENT 2 RATER LEVEL IS FOR DATE SHOWN AND MAY VARY WITH TIME OF YEAR LEGEND HALLMARK MIS FEADOUARTE RS OFFICE I 2 o" 0 0 sPL t 1 SPOON SAMPLE ,LAKE OSVIIEGO, OREGON . IMPERVIOUS SEAL u q4 II 3 0" 0 0 1HIN.TALL SAMPLE SZ WATER LEVEL LOG OF BORING NO. B-2 * SAMPLE Not RECOVERED II PIEIOMETER TIP P SAMPLER PUSHED ATTERDDERC LIMITS JUKE 1992 F-2498.01 r• . USC UNIFIED SOIL 1,-,LIOUID LIMIT FUJTTAMI HILTS 6 ASSOCIATES,INC CLASSIFICATION NATURAL WATER CONTENT rieotechfllcal Consultants PLASTIC LIMIT Portland, Oregon FIG. 3 4 • 4 e t y SOIL DESCRIPTION '�W ;W =W TANOARO PENETRATION RESISTANCE " SURFACE ELEVATION N2 7' al L WEIGHT. oae y �� aor ILDMS PER DROP) 6'Topsoil 0 FOOT SANDY SILT, loose to medium dense, gray to 0 0 brown, mottled, trace of mica, ' � f � � ,IS N 5 .. ` N ••. t fq i r .. ` • g____B_L, dark gray,._RAV g yi angular. — 8.8 :� ; , 9.5 • • 1 • • • . AND, medium dense, dark brown / I0 ' -- --_.�.; _: i ; . tine to �j •_L»••••♦.,• . medium grained. chit a • p 1 . ca co aAVEI_, medium dense, dark 14.0 S I ! gray, angular. f : : : ; i . . , . co Bottom of Boring, Completed 6-11-92, : • • : : ' ► : 16.5 • P5 .»_ -.._;_.._._♦„. • • • . \ . : .. . .. : .. .. . 4 . • NOTES SOLI DESCRIPTIONS AND INTERFACES ARE INTERPRETIVE AND ACTUAL 0 CHANGES MAY DE GRADUAL el RATER CONTENT IN PERCENT 2 RATER LEVEL IS FOR DATE SHORN AND MAY VARY WITH TIME Of YEAR L �p�� �h HEADQUARTERS LEGEND F� MIS HEADQUARTERS OF' a LAKE OSWEGO, OREGON T 2 D" 0 0 spill SPOON SIMPLE IMPERVIOUS SEAL II 3 0" 0 0 TNIN•RAII SAMPLE RATER LEVEL o + SAMPLE Not RECOVERED LOG OF BORING NO, B-3 P PIEtOMETER YIP SAMPLER PUSHED AITERDERG LIMITS JUNE 1992 F-2498.01 BSc UNIFIED SOIL LIQUID LIMIT 2. CLASSIFICATIDN NATURAL PATER CONTENT iYJJtTANICeot MILTS i cGr u1AYEt,tNC • PLASTIC LIMIT Gaot Portland. al Ca htr FIG. Portland Oregon •' ,Fh; 34, i A 4` , • " SO I l DESCRIPTION �w W 4 •a-STANDARD PENETAAfION RES °` ISTANC( SURFACE ELEVATION N214 o� a cc-g w� lt�tl t®, WEIGHT, ,Ao» DROP)stow; aEq Fnor s'Topsoil "' "� "= 0 ! 0 O I SANDY SILT, medium dense, brown and gray mottled, trace of mica• j NO 1 GRAVEL, verydense, q'S locally medium dense, 5 •• No. e. I .brown an I possible boulders. NIguar, cobbles and ,.,,,."'.'... .... ..cn F� f . 'ir lir, 3: • 1:•1...E 1 . . . �,. ., •.. I �''' . . . . . . .. .. ....., : „.•. , . . . . . . . . . . . . . . .. ., , • , • . . . • . . . . . . . . • • • • • . . . • . , .. .. "S . . . .. ; LAY Y $ILT, stiff, gray, trace of r~ a� 15.8 cO I 15 • "" ." `_ :_.,._ Bottom of Boring, Completed 6--1'1-92. 16.5 1 : : : : ' ® ( : ; : ; ' : ' { • . . . . : . 1 •' . . . . • . • • • • • • , NOTES: 40 I. SOIL OESCWIPt10NS AND INTERFACES ARE INTERPRETIVE AND ACTUAL 0 r . CHANCES MAY BE GRADUAL • WATER CONTENT IN PERCENT. 2 ■ATER LEVEL IS FOR DATE SRO,* AND MAY VARY WITH TIME OF YEAR LEGEND HALLMARK MSFEADOUARTSIS OFFICE ' , • I 2 o' o tl SPLIT SPOON SAMPLE LAKE OSWEGO, OREGON IMPERVIOUS SEAL ' .. II 3 0" 0 0 iNfN.WAII SAMPLE CATER LEVEL a, SAMPLE NOT RECOVERED LOG OF BORING NO, 8-4PIEItlut TER TIP P SAMPLER PUSHED ATTEReERG LIMITS JUNE 1992 F-2.498.01 U$C UNIFIED SOtI �yy LIOU10 llYll FWfTJINI MILTS t /ISSOCTAYE$ WC �+1 CLASSIFICATION `��•---.NATUNAL HATER CONTENTtlulultarltW i'I PLASTIC LIMIT Peened, Orepon G, 5` S W P ,SOIL OESCR I PT I ON =.., in 2W zc,- TANOARO PENETRATION RESISTANCE ' SURFACE ELEVATION 213' W" -L o c 1�0 0 oLoxs Nt, 3C"C CRCP) " 4z h cia ox O PER rC •'• �, 6 Topsoil 0�� �ANQ_ Y SILT, medium dense, brown, trace of co 0 , . �, u , .1• mica. co 0 yr. co 5 • GRAVEL, dense, gray, angular. " 5.7 I en TlaBottom of Boring, Completed 6-11-92. 0 10 15 .._ �•..:__..._. . Y�.ru ► v z(J V 0 I . 35 __..•. ,.. . .. •.... .... . �f0 NOTES: : . . • I SOILDESCRIPTIONS AND INTERFACES ARE INTERPRETIVE AND ACTUAL n CHANGES MAY AC GRADUAL • oA1ER CONTENT IN PERCENT * ? vAtEA LEVEL IS FOR DATE SNO N AND MAY VARY tITN TIME Of YEAR LEGEND HALLMARK NBVS I-EAbOUARTER5 I2 tl" tl tl SPL 1 t SPooN SAMPLE LAKE OSWEGO, OREGON LT 3 0" 0 0 YNIN*trill SAMPLE IMPERVIOUS SEAL , VATER LEVEL LOG OF BORING NO. B-5 * SAMPLE NOT RECOVERED PIEttlMETEp TIP • � P SAMPLER PUSNEb ATTERBERC LIMITS JUKE 1992 F-2498-01 • USC UNIFIED SOIL LiCUtb LYt'If fUJTTA1dT HILTS ti AssotlAtES �; UNIFIED Ii::!EE NATUAAI LATER CONTENT ,iMC PLASTIC LIMIT Ceotechn(ce( Consultrntt FIG. 6 t, Portland, Oeepon } V� _ .. .... / .... .. . ..' * M .... •1� ..� ".' a .. / r._Yi , •r 1%r 4 � , F-2498.01 , 4 F�TJI'TAI`JI HILTS ASSOCIATES, . /� S, INC. s GEOTECHNICAL CONSULTANTS March 4, 1993 `t• a. . Hallmark Inns & Resorts, Inc. Attn: Mr. William J. Allred, CHA i President • '" P.O. 13550 Portland, Oregon 97213 GEOTECHNICAL INVESTIGATION HALLMARK INNS & RESORTS, INC. T'T HEADQUARTERS OFFICE "t " �"� }, • LAKE OSWEGO, OREGON , :: I,. Dear Bill: As requested by your letter of March 2, 1993, I have reviewed the revised set of plans for your y' • '�' proposed office building in Lake Oswego, Based on our review, it is our opinion that our geotechnical report dated June 19, 1992, for the original building scheme is applicable for the revised plan. If you require additional information or have any questions, please contact us at your earliest convenience. I look forward to working with you during the construction of your new building. Sincerely, FUJITANI HILTS & ASSOCIATES, INC, q 'Si ' . Frank Fujitani, � �" + P.E. President '' EXHIBIT ' F2198010 L7 f; . De i — 3 2255 S W Canyon Rd. • Portland, OR 97201 • 503/223.6147 • FAX 503/223.6140 ,:,...:,:,...i„,;9',. .•:..,.....,„,,,...,,,..,.\ n ,r 1 iY "` : 1 • 0 , S ac • k� d'" h_ fir• Jr 7 • Y��r a . ir. to :HUr1 N �` 'V4 ., ' } 0 . ... e •• • • r • • r • 0 . • • 4 • • ., , a o i Ve 0 , • LIGHTING DATA Nr Ilk u ie. 1 Sir ' Headquarters,Hallmark Inns & Resorts Head Mercantil e le Village Area Lake Oswego, Oregon . • xi , r V. •• q•,,,,„ , 0 .;, x, 'N j r , • 11 • • • • EXHIBIT • ® k , S • e U n •q • • f_———____ 1 i• 444 . r ' '0 a . 4 C. LINB A ,t)7 Ilk lip d. 11 el aii . (////1 j g 0 Ill , t fit r • • ti � / . . , 4/ Q �rj \J<:3 11 (-j I. ,... /1 ,4 4 ' . .10 ---10.00 FOOTCANDLE5 CFC) 4 z *, --5.00 FC _. —a.00 �C • 1-100 KG µ Y.� 0.25 FC I" *G3f SITE PLAN - R CV • 40 . • • . _ ♦ .1 . • 1. • .. 6 ,, , , ,, ,. , . .. ,z . , ,?,: ... • ... • • • . '' .•‘. '2 ' •'; .'.. ' ' ''' ' ''' '.••:1; .' .. ' ' "' ''' ' '7.i: '.:'1 .1'..: ',',. .'.' 01 Mr, William J. Allred, CHA April 15, 1993 Page three vehicles during the PM peak hour. The southbound movement SR in the could be involved in crossingtables), which • (or merging and diverging) conflicts, is 10 vehicles for both the AM and PM peak hours. • Using an interval (0 of six seconds, we estimated the probability that at least one vehicle . would make one of the movements affected by the driveway location, Six s worst-case interval. The intersection of Lana Drive and Collins Way is uncontrollednd\ i e the vehicle on the right always has right of way, many vehicles come to a stople before proceeding through the intersection if another vehicle is present, • §6-60 f represents the longest a passenger car would be in the intersection—it aassumeststa six seconds complete stop on the north approach and heading south past the proposed driveway from a 70 feet, plus a vehicle length of 20 feet).2 We estimated the probabilities of differentt' (about movements occuring during a six-second interval using a Poisson distribution, vehicle appropriate for uncontrolled low-volume (random) traffic flow and well o tablished is predicting vehicle arrivals at intersections.3 The probability of a particular conflict hsdthe • product of the probabilities of the individual movements, and the expected nu conflicts per hour at the peak flow rate is the probability of the conflict times the ber of six-second intervals 600 , number of( ) (See the tables on pages A-2 and A-3, ge _ n minute flow rate gives an estimate of the maximum number of conflicts during thepeakpeak hour (not the expected or average number of conflicts). The maximum number sew the peak hours would be about one, whether the site driveway is of conflicts during further south. ) in the current location or • The conflicts produced by the proposed location of the site driveway Diverging conflicts would be infrequent since the westbound left-turn traffic off o CollinsWry r�ax� is low. Similarly, the site-generated traffic would be low, so the merging conflict- in Way '�' ' infrequent, The crossing conflict created by having the site access near Collin Way would be replaced by a merging and diverging conflict if the site access were relocated further osou suld outh.Consequently, we do not expect that the proposed location of the site driveway �§• more conflicts than a location further south, would create Since the volume entering the proposed development is low, we do not antic ipate significant ' • safety problems due to factors other than conflicts. The estimated number of conflicts is low, and not larger than the number of conflicts that would be produced if the site driveway were 2American Association of State Highway and Transportation Officials (AASI•ITO), A Policy Design of Highways and Streets(Washington,D.C.: AASHTO, 1990),24 and 748. on Geometric , 03Donald R. D'ew, Prank Flow Theory and Control(San Francisco: McGraw-Hill, 1968), 135. DAVI}BANS AND ASSOCIATES.INC A PROFESSIONAL L SERVICES CONSULTING FIRM ' • j , .07 Mr. William J, Allred, CHA • t - April 15, 1993 Page four °w • relocated to the south. Therefore, we do not erect that the proposed driveway to the headquarters office would present a significant safety problem. oble location of the . Sincerely, DAVID EVANS AND ASSOCIATES, INC. Gt-C,',�t,v, ie. va .-e , 'C§i Alan R. Danaher, P.E Senior Transportation Engineer f attachments: Peak Hour Counts at Lana Drive and Collins Way Probable Conflicts for Proposed Drivewak, ' Location Probable Conflicts for Relocated Driveway Location on wcR.wcrccotnrts.Doc cc: BM Rowderk David Evan and Neonates g' U Yj • e • . . ,. • . .. . . L 4 • .... . . , . . . . , . _ . . . . . , . . . . . ., ,. . , , 1 .. „ .. .. • . .. ..„ .. . . . .. . . , �1' tit} 1 • UA\ID E1ANS,A,tiDAS.X) CIAI ES.INC0 ' A PROFESSIONAL SERVICES CONSULTING FIRM , • • .A . • 10 4/15 I-i 00011 • Peak Hour Counts at Lana Drive and Collins Way • AM Peak Hour PM Peak Hour Peak 15- Peak 15- a } • 4. Movement Minutes Peak Hour Minutes Peak Hour ` Northbound 2 veh 3 vett 5 veh 13 veh Southbound 4 veh 10 veh 4 veh 10 veh Westbound Right Turn 8 veh 24 veh 6 veh 20 veh Westbound Left Turn 0 veh 0 veh 3 veh 4 veh Southbound Left Turn or ' Northbound Right Turn 2 veh 4 veh 2 veh 5 veh Intersection 12 veh 41 veh 16 veh 52 veh • Intersection Flow Rate 48 vph 41 vph 64 vph 52 vph Peak Hour Factor 0,85 0.81 Illegal Movements p` 0, • David Evans and Associates, Inc. WCR: VOLUMES,XLS A-1 • • • /.. j • A r. 4/15/93 1•1ALM0001 f'7f1. • ;, . , . Probable Conflicts for Proposed Driveway Location Fi. . rst Afore/nerd Second Moven:era 4,•,.Peak- • xk Arrival Mean Probability Arrival Mean Probability Probability flour Nft PT,m . Description Rate Arrivals of Arrivals Description Rate Arrivals of Arrivals of Conflict Conflicts ' Conflict ;9 J;' Site Access Diverging WB LT 0 vph 0.00 veh 0,00% Site Traffic 21 vph 0,04 veh 3,45% 0,00% 0,00 0 Site Access Crossing Site Traffic 21 vph 0,04 veh 3,45% SB 16 vph 0,03 veh 463% 0,09% 0,54 Site Access Merging Site Traffic II vph 0.02 veh 1,74% Site Traffic 21 vph 0,04 veh 3,45% 0,06% 0,36 Left Turn from Left WB LT 0 vph 0,00 veh 0,00% SB 16 vph 0.03 veh 2,63% 0.00% 0,00 Right Turn Same Direction Site Traffic 11 vph 0.02 veh 1,74% SB 16 vph 0,03 veh 2,63% 0,05% 0,27 `' • AM Total 0,20% 1,18 Site Access Diverging WB LT 12 vph 0.02 veh 1,98% Site Traffic 12 vph 0,02 veh 2,03% 0,04% 0,24 • ! Site Access Crossing Site Traffic 12 vph 0.02 veh 2,03% SB 16 vph 0,03 veh 2,63% 0,05% 0,32 Site Access Merging Site Traffic 6 vph 0.01 veh 1,02% Site Traffic 12 vph 0,02 veh 2,03% 0,02% 0,12 Left Turn from Left WB LT 12 vph 0,02 veh 1.98% SB 16 vph 0,03 veh 2,63% 0,05% 0,31 . • Right Turn Same Direction Site Traffic 6 vph 0.01 veh 1,02% SB 16 vph 0,03 veh 2,63% 0,03% 0,16 •• . • PM Total 0,19% 1,16 i.1•.4,-,ra-, Lan,.,Pr. 1.AAA ter; L.A. De, ' , �IUnw►,y w�,�. .y Ca1��1u ,y comm.Vir I 4er '' '•4 .. ' I ' alr'..4.4.7 4 I t L L-0.Or, llllt to et� IVM fins Rt u� jinn �ircchon tn � Sik /k �.rass� Sift ^'1 '1 Sale. Je1>� C?, ✓J v v David Evans and Associates, Inc, W(\ C RO13ABLC,XLS 240 F , , 1 1 . , 4/l 0 •M000I Probable Conflicts for Relocated Driveway Location Second Movement First Movement a.i Peak- . '?+' Arrival Mean Probability Arrival Mean Probability Probability Hour ;..1 44 Description Rate Arrivals of Arrivals Description Rate Arrivals of Arrivals of Conflict Conflicts 4 k Z=fit P(x>0), P(x>0), �,E fe Conflict = 1-e = 1-4 ,...-) ,? • Left Turn from Left WB LT 21 vph 0,04 veh 3,45% SB 16 vph 0,03 veh 2,63% 0.09% 0.54 '�` E e. Right Turn Same Direction Site Traffic 32 vph 0,05 veh 5,13% SB 16 vph 0,03 veh 2.63% 0,14% 0.81 ,,.. 0,23% 1.36 , AM Total °� SB 16 vph 0.03 veh 2•G3% 0.10% 0.63 ,` Left Turn from Left WB LT 24 vph 0.04 veh 3,97�� Right Turn Same Direction Site Traffic 18 vph 0.03 veh 3.03%0 I'SB 16 vph 0,03 veh 2,63% 0,08% 0,48 PM Total 0,18% 1.11 r V David Bvans and Associates, Inc. \VCR; PROBABLE,XLS A-3 (A • r • • • 11' r • • • . . •.. • • • • • • • • Ci • • • • • • • • • • • • • • • • { ..15 ./ ,�� �5Ay H J�'i i .4{ C;5 1! n, tF; 4 . .1 ''3 F-249$-Ol4.411, '.) "": a Fiv !k� �.o..�,._._, FUJITANI HILTS &AS,OCIATES INC. • ;.Y14,i;: sYi ?iA�,�, / : ,�w �' ` June 19, 1992• GEOTECNNICAL CONSULTANTS .e • c 1 • 1. d: d`h 1. . •.k. Hallmark Inns & Resorts, Inc. ' + y Attn: Mr. William J. Allred, CHA t ,1`' P.O. Box 13550 Portland, Oregon 97213 GEOTECHNICAL INVESTIGATIONr1 ; ` 'tt► HALLMARK INNS & RESORTS, INC. •'� ,w HEADQUARTERS OFFICE 1Kt 1.3 LAKE OSWEGO, OREGON air Dear Bill: �" 410 ' This report presents the results of our geotechnical investigation for the referenced "{• The purposes of this investigation were to evaluate general subsurfaceatproject, 4" conditions at selected locations at the site and to assist with the design as it relates to foundations, pavements nts and is.,;,, Our work was performed in accordance with our proposal dated June 4, 1992, and accepted by you on June 5, 1992. J • This report was prepared for your use in the design of the subject facility and should J ` made available to potential contractors and/or the Contractor for information ti • on factual ac + data only, i.e., field boring logs and samples. This report should not be used for contractual purposes as a warranty of interpreted subsurface conditions such as those indicated b t e formal boring logs and/or discussion of subsurface conditions containe y he , . d heretn SITE AND PRn TFt-rmRIp'['� The proposed site is located at the intersection of Collins Way with Mercantile Village Shopping Center in Lake Oswego, The sites about 160 feena t bye near the in area with Collins Way, which has been vacated, passing through the north halft the70 feet • The site is heavily vegetated and slopes down about 5 feet from the northwest of site, to southeast, ai EXHIBIT • on I - °I 3 �25? � Caravan Rd. • Portland, OR 9- • 5---- --- + 223 .6140 • i , , 4,, =Si F-2498-01 I ' �¢ Hallmark Inns & Resorts, Inc. ' '• • June 19, 1992 .s Page 2 40 , .\... r,. _ r6i,,. . .,:y, ... We understand that the proposed development will consist of a two level building having approximately •14,500 square feet of total area located on the northeast part of the site. The I lower level has approximately 4,859 square feet of space with covered parking on the north i side, and the second level has 9,500 square feet of space. Additional parking will be . provided on the west and south sides of the building. p X FIELD EXPLORATIONS AND LABORATORY TESTING Field Explorations -The field exploratory program consisted of five borings at the locations shown on the Site Plan, Figure 1. The borings were located on the site to provide reasonable area coverage within the building footprint. Locations of the borings as shown _ on Figure 1 are approximate and were determined using a cloth tape from nearby points of . reference. Elevations shown on the boring logs are also approximate and were determined by interpolation from the topographic information shown on the Site Plan, : , The borings, designated B-1 through B-5,were drilled on June 11, 1992, by Greg VanDeHey Soil Sampling of Forest Grove, Oregon, using an 8-inch O.D. hollow stem flight auger drill4111 1 . • rig. A Fujitani Hilts & Associates Inc., geologist was present during the exploratory drilling i' . :. to collect samples and log the borings. The borings were drilled to depths varying from 9.0 to 26.5 feet with a total drilled footage of 85.0 feet. . Samples were obtained at 2.5 to 5-foot depth intervals mostly using a standard 2-inch O.D. split-spoon sampler. Standard penetration testing (SPT)was performed in conjunction with the disturbed split-spoon sampling in accordance with ASTM D 1586 to measure in-situ //' relative density and consistency. A few thin-walled Shelby tube samples were attempted • instead of split-spoon samples at selected depths to obtain relatively undisturbed samples. All samples were sealed to retain moisture and returned to our laboratory for additional examination and testing. Summary boring logs are presented in Figures 2 through 6, Soil descriptions and interfaces on the logs are interpretive, and actual changes may be gradual, The left-hand portion of the boring logs gives our interpretation of the soils encountered during the field exploration program, The right-hand, graphic portion of the boring logs, shows sample locations, the . results of the SPT blow counts, and sample water contents. 0 ,.V. , . , , t \: • • Y ',, I , ( ✓� 1 u / F-249g.01 Hallmark Inns & Resorts, Inc. , `•;. June 19, 1992 Page 3 Laboratory Tests - All samples were visually examined in our laboratory to refine the field• classifications, and water contents were determined for representative samP other les. No tests were considered necessary for this project. ° SUBSURFACE INTERPRETATION The analyses, conclusions, and recommendations contained n this report are based �f conditions as they presently exist and assume the exploratory on site ' xp atory test pits are representative of the subsurface conditions throughout the site. If, during construction, subsurface conditions different from those encountered in the exploratory test pits are observed or appear e present beneath excavations, we should be advised at once so that we may review these conditions and reconsider our recommendations where necessary. Geologic mapping' indicates that the site is underlain by the fine-grained facies of Pleistocene catastrophic flood deposits. These deposits consist of course sand to silt 41, resulting from catastrophic floods caused by repeated failure of the glacial ice dam , impounded glacial Lake Missoula. that , Topographic highs northwest and west of the site are e mapped as being underlain by the Boring Lava basalt. The basalt underlies Mt. Sylvania located further to the north. At the site, the borings indicate that, except for the paved area alongthe Way, the site is covered with about 6 inches of to vacated Collins PRoots from trees on the site • ,. sail, penetrate below the topsoil. Underlying the topsoil, the site is underlain by surficial deposit of loose to medium dense sandy silt to silty fine sand which is 5 to9 feet thick,gravel,• Underlying the sandy silt to silty sand is a relatively dense deposit of an lar the 4 deepest boring, B-1, and in B-4, the gravel was found to be about 13 feet and 11feet At respectively, At borings B-2, B-3, and B-5, the borings terminated in gravel, with re 4. being encountered at a depth of 9 feet in B-5. This refusal may have occurredrefusal on a large ., i • boulder or may represent Boring Lava bedrock. In B-2 and B-3, a sandy silt to silty sand layer was sandwiched between gravel layers. • tBeeson, M,H.; Tolan, T,L,; and Madin, LP,, Geologic map of the Lake Oswego quadrangle, Clackamas, Multnomah, and Washington Counties, Oregon, 1989, Oregon Dept. of Geology and Mineral Industries, Geological Map Series, CMS-59, 411) • . . , F-2498.01 Hallmark Inns & Resorts, Inc. " June 19, 1992 Page 4 0 ''' ' Groundwater was measured at depths ranging from about 8.5 feet (B-1) to 14 feet (B-3). . No groundwater was measured in B-4 and B-5. s ' • (' jam`,, GEOTECHNICAL DESIGN RECOMMENDATIONS , • 1,. Gradi w ' '` General Site Preparation - The subgrade preparation should include the stripping and • removal of all surficial organic soil (sod, topsoil, duff), trees/roots, unsuitable fill, if any, and demolition debris from the building and pavement areas as determined by a qualified representative of the Owner. After stripping, the site should be graded reasonably level, and ' the building and pavement areas should be proof-rolled with a loaded dump truck or similar .. .0 wf., vehicle in the presence of a qualified representative of the Client. Any soft or disturbed H areas that are detected by the proof-rolling should be removed and backfilled with engineered fill. The actual amount of material to be excavated may need to be determined `.•'`. in the field, and we recommend that the specifications include a unit cost bid item for any el ' .. over excavation. Excavation - Since a basement is not planned for this project, excavations will be limited to footings and utility trenches. In our opinion, these excavations can be accomplished with conventional excavating equipment, but excavation into the gravel may require special excavation techniques and handling methods for deeper excavations. The Excavating r ` Subcontractor should also be made aware that large cobbles and boulders could be present • which may require off-site hauling, It may also be necessary to remove a significant portion • of the over-sized fraction of excavated material designated to be used for engineered fill in order to promote evenly distributed compaction energy and provide a means to test the lifts for compaction. Because of safety considerations and the nature of temporary excavations, the Contractor should be made responsible for maintaining safe temporary cut slopes and supports for utility trenches, etc, We recommend that the Contractor incorporate all pertinent safety r codes during construction including the latest OR-OSHA revised excavation rules adopted ' April 9, 1990 and effective September 1, 1990, Unsupported excavation slopes and shoring e should be based on Soil `"Type B" for the sandy silt to silty sand and 'Type C' for the gravel 0 , ,.. as defined in Appendix A to Subdivision P of OAR 437. • • • ' Hallmark Inns & Resorts, Inc. F-2498-01 June 19, 1992 Page 5 kk�RR;' ,Strlig raj Fjlj - If fills are required to raise site grades, any soil, includingthe �r, G ~ that is free of organic or other deleterious matter will be suitable except as notedel on-site ersoe in this report, provided it is placed during dry warm weather and it is moisture elsewhere o sture conditioned, • if necessary, (to raise or Iower the water content) before it is placed to achieve optimal moisture content for compaction. If grading work is accomplished during the wet time of the year, then a clean (not more than 5 percent passing the No. 200 sieve based w sieve analysis) granular, reasonably well graded soil is recommendedon a wet "' opinion, are not suitable for fill during wet weather. . On-site sosoils, in our Fills should be placed in thin lifts and compacted to a dry density of at least the standard Proctor maximum dry density (ASTM D 698) within building areas and percentitin '' a 2-foot depth of anywithin P pavement section. All fills outside of these lints could be compacted to 93 percent of the maximum dry density, The thickness of the lifts will need to be , i determined in the field, but generally for self propelled compactors, the lifts should ` not exceed about 9 to 12 inches as measured in a loose condition. For small hand' compactors the lifts may need to be reduced to about 4 inches loose measure. ' r 1. to e' - All permanent cut and fill slopes should be groomed to 1 vertical on 2 horizontal or flatter. Flatter slopes may be necessary for ground cover • operations, ' and maintenance Quality t"nnfrnr - Site preparation and the placement and co sC. should be monitored by an individual experienced in earthwork and on of all structural fill construction methods. r, We recommend that we provide this service. Foundation D �iw fsk''',glom- Based on the field exploration program and our under es. it is our opinion that the proposed structure can be satisfactorily of the project, ly supported by spread ; • r footings located below any fill on the sandy silt to silty sand, on the underlying compacted granular structural fill. For footings founded on the sandy silt to si ty sand layer, we recommend an allowable bearing pressure of 2,500 pounds per square foot s and forb the gravel or compacted granular structural fill, we recommend a bearing pressure• y.sf: The granulsr structural fill must bear on gravel or be at least as thick sure footing 3,500 •� ��idth or 2 feet, Whichever is greater, cl. as the � • ' ,. . ' 1 • F-24 98.01 Hallmark Inns & Resorts, Inc. June 19,1.992 Page 6 • j. When sizing footings for seismic considerations, the allowable bearingpressure mayy. .. �t be "• increased by one-third. Based on our review of the 1988 Uniform Building Code as amended in 1990, the building site is in Zone 2B. The Site Coefficient should be assum to be S2. ed Continuous wall footings should have a minimum width of 18 inches and col umn footings 4 '\`' a� F� should have a minimum width of 24 inches. All perimeter footings should be founded �' least 24 inches below the lowest adjacent grade which should be taken as the finishedfloor at elevation or exterior grade, whichever is lower. Interior footings may be founded atde h of 18 inches below finished floor elevation. P } Settlement - The recommended allowable bearing pressure is based on a maximum total F settlement of 1 inch or less for footings. Differential settlement will be in the order of 50 percent to 75 percent of the maximum. Our settlement estimate assumes that no disturbance to the foundation soils would be permitted during excavation and construction Foundation Preparation - Each footing excavation should be evaluated by a qualified01..'Geotechnical Engineer to confirm suitable bearing conditions and to determine t ll ' loose materials, organics, unsuitable fill and softened subgrade, ifpresent, hat e have e bee an removed. If miscellaneous fill or unsuitable soil are encountered at footing locations, we recommend that the fill or unsuitable soil be removed. In order to keep footings at a Pu conventional grade, the excavated fill beneath footings may be replaced with compacted " structural fill to grade. To minimize the potential for disturbance duringexcavation } footings, it is recommended that excavations be made with a smooth bucket for the . (no teeth) ,� backhoe, that the final 3 to 4 inches be excavated by hand or that the exposed subgrade compacted to a dry density of at least 98 percent of the standard Proctor maximum dry density (ASTM D 698) within the upper 8 inches. 4 w r 4 Mullah- All floor slabs on grade, should be founded on a minimum 6-inch layer of free-�, draining well-graded sand and gravel or crushed rock with a maximum particle size of 1-1/2 t inches and containing not more that 2 percent passing the No. 200 sieve (based on a wet j, sieve analysis) compacted to a dry density of at least 98 percent of the standard Proctor' maximum drydensity ty (ASTM D 698), A moisture vapor barrier is also recommended beneath the slab in finished, heated areas. R 4 • • • • .. _ . o 1 t .'.' �r + r A" 1 f _ i Hallmark Inns & Resorts, Inc, June 19, 1992 P-2498.O1 • Page 7 Reta'nin VVallc - At the present time we do not see the need to provide recommendations for lateral earth pressures for retaining structures. If this is and we will provide this information. not the case, please contact us, favem its '� PAVCrTlent . @Ction� - For traffic limited to automobiles and light trucks, a that consists of 2 inches of asphalt over 6 inches of compactedpavement section recommended. Where traffic will be concentrated, such as entrance and aggregatebase is main drive lanes, the base thickness should be increased to 8 inches. her exit points and �;; may travel in the parking areas, the asphalt should be thickened toWhere garbage trucks 3 inches, Paved 'I - We recommend that Class C parking lot pavement areas, asphaltic concrete be used c_,' the tiAsphaltic concrete should conform to Section 00745 Standard Specifications for Highway Construction (Oregon of the g State Highway Division-1991), ' The aggregate base material should consist of a clean, well-graded to Section 00642 of the Oregon State ell graded crushed rock or gravel Highway Division Standard Specifications except that not more than 5 percent shall pass the No, 200 sieve (wet i material should be graded from 1-1/2"-0 except for the top2 inches which icch should s The base levelling course graded from 3/4"-0. The CBR (California Bearing hould be a material should not be less than 50, and preferablygreater, ng Ratio) value of the base r.. less than 30. The base material should be compacted toa and have a sand equivalent not of the standard Proctor maximum dry densi AS dry density of at least 98 per;eat • tY ( TMD698), • 'ice la - We also recommend that a concrete slab containers. Concrete slabs and aprons should be designed assumingprovided for bin trash li reaction, k, of 100 pounds per square inch per inch for the native a modulus of subgrade to this site, , surficial subgrade typical •. We also recommend that a 6-inch layer of compacted aggregate beneath the concrete slabs. , N. •. base be placed • ';• . : . r ITATION " . ' 0 We recommend that close quali ty ty control be exercised during the preparation and construction of building foundations, In addition, we recommend• that the subgrade t • F-2498.01 Hallmark Inns & Resorts, Inc. June 19, 1992 • Page 8 • preparation and the footing excavations be inspected by a geotechnical engineer, If there is a substantial lapse of time between the submission of this report and the start of work at d the site, if conditions have changed due to natural causes of construction operations at or adjacent to the site, or if the basic project scheme is significantly modified from that assumed, it is recommended that this report be reviewed to determine the applicability of the conclusions and recommendations considering the changed conditions and time lapse, , Unanticipated soil conditions are commonly encountered and cannot be fully determined • by merely taking soil samples, or excavating test pits, particularly sites containing fills of unknown origin. Such unexpected conditions frequently require that additional expenditures be made to attain•a properly constructed project. Therefore, some contingency fund is recommended to accommodate such potential extra cost. 7. Sincerely, • • • FUJITANI HILTS & ASSOCIATES, INC. `BY • ,�--- — - act • . Frank Fujitani, P.E. 5382 �Fr' President OF,E;;Oil Attachments: Figures 1 - 6 y ' cc: Architects Barrentine Bates Lee 0 F249801A.RPT , i. . • ', ot• 1� / '.; ':•• '% ,', .. �`•u 1 Oil— RlcoN t DEPARTMENT OF PLANNING AND DEVELOPNfi'stV't' r MEMORANDUM '' TO: Development Review Board yy a V FROM: Robert Galante, Senior Plannerrpf-<- SUBJECT: Advanced Planning Commissioner 'Training DATE; May 7, 1993 Please note the attached application for the Advanced Planning r• : ' b Commissioner Training Program. The program is available to those who have had basic training (also supported by APA), If you have not had the basic training, it will be offered inposted. .u: November, We'll keep you ,y • • • 380"A"Avenue • Post Office liox 369 • Lake Oswego,Oregon 97034 Planning Division:(503)f635.0290 • Building Division:(503)635.039t) • VAX(503)635.0269 ' e o p 1 • . 11 frir •• Z • d f Yf r . . 1 • e o 1. a `.B ,1.. ., rr r a • k .