Document Woodburn_doc_426bc9507b

CU 24-02 2540 & 2600 Newberg Hwy US Market gas station: Testimony received August 23 – September 23, 2024 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Park Place, Suite 200 250 Church Street SE Salem, Oregon 97301 Post Office Box 470 Salem, Oregon 97308 tel [PHONE REDACTED] fax [PHONE REDACTED] A Member of LEGUS, an International Network of Law Firms www.sglaw.com September 20, 2024 VIA ELECTRONIC MAIL: [EMAIL REDACTED] Planning Commission c/o Planning Division City of Woodburn 270 Montgomery St Woodburn, OR 97071-4730 RE: Open Record Request to Supplement CU24-02 Case Record with CU21-22 Case Materials (US Market Gas Station 2540 & 2600 Newberg Hwy) Our File No: 43690-00001 Dear Honorable Planning Commissioners: The Applicant, Ronald (“Ron”) James Ped, as President of Ronald James Ped Architect PC, an Oregon professional corporation, (the “Applicant”) and Woodburn Petroleum LLC, an Oregon limited liability company, the owner of the above referenced property (herein “Property Owner” and/or my “Client”) do hereby request that the City of Woodburn (the “City”) supplement the current CU24-02 case record with the City’s CU21-22 case record, as found on the City’s fileshare service page or.gov/dev-planning/project/conditional-use-cu-21-02-us-market-gas-station-2540-2600-newberg-hwy) which includes the following documents: 1. CU 21-02 City Council Final Decision - US Market Gas Station (Denial) Signed; 2. CU 21-02 US Market Gas Station Notice of Final Decision (August 15, 2022); 3. CU 21-02 Appeal AP 22-01 (June 21, 2022); 4. CU 21-02 Final decision (June 9, 2022); 5. CU 21-02 Traffic impact analysis (TIA); 6. CU 21-02 Traffic impact analysis (TIA) Revised May 26, 2022; 7. CU 21-02 Design Review site plans (Option 1; February 9, 2022); 8. CU 21-02 Design Review site plans (Option 2; April 26, 2022); and 9. CU 21-02 Civil Drawings (Option 1; February 9, 2022), (collectively, the “2021 Record Materials”). ---PAGE BREAK--- September 20, 2024 Honorable Planning Commissioners Page 2 Please confirm this written request to supplement the CU24-02 record as expressly stated herein has sufficiently met the City’s record submission requirements for the above referenced case, and confirm that the 2021 Record Materials will be expressly made a part of the CU24-02 record. If our office needs to adhere to any other practices or procedures in order for the City to effectively incorporate the 2021 Record Materials into the CU24-02 local case record, please have City staff advise no later than 9am on Monday, September 23rd, 2024, on the additional steps/directions that our office must take to ensure the deliverables referenced above are entered into the CU24-02 record. If you have any further questions or concerns regarding this request, please do not hesitate to contact me. Sincerely, ALAN M. SOREM [EMAIL REDACTED] Voice Message #303 AMS:hst cc: Applicant Client Colin Cortes Chris Killmer ---PAGE BREAK--- Park Place, Suite 200 250 Church Street SE Salem, Oregon 97301 Post Office Box 470 Salem, Oregon 97308 tel [PHONE REDACTED] fax [PHONE REDACTED] A Member of LEGUS, an International Network of Law Firms www.sglaw.com September 23, 2024 VIA ELECTRONIC MAIL: [EMAIL REDACTED] Planning Commission c/o Planning Division City of Woodburn 270 Montgomery St Woodburn, OR 97071-4730 RE: Open Record Response Submittal (CU24-02) US Market Gas Station 2540 & 2600 Newberg Hwy Our File No: 43690-00001 Dear Honorable Planning Commissioners: The Applicant, Ronald (“Ron”) James Ped, as President of Ronald James Ped Architect PC, an Oregon professional corporation, (the “Applicant”) and Woodburn Petroleum LLC, an Oregon limited liability company, the owner of the above referenced property (herein “Property Owner” and/or my “Client”) does hereby submit the following documents into the record for CU24-02 case: 1. The following exhibits from Ronald James Ped Architect PC: a. Sign Maneuvering Plan; b. Sensory Considerations; c. Site Sections- Noise Analysis; d. McMinnville Example; and 2. Memorandum by Joe Bessman, PE of Transight Consulting, LLC. ---PAGE BREAK--- September 23, 2024 Honorable Planning Commissioners Page 2 Please confirm that the enclosed submittal items have been incorporated into the record prior to 5pm, on September 23, 2024. Sincerely, ALAN M. SOREM [EMAIL REDACTED] Voice Message #303 AMS:hst cc: Applicant Client Colin Cortes Chris Killmer Enclosures: Sign Maneuvering Plan Sensory Considerations Site Sections- Noise Analysis McMinnville Example Memorandum by Joe Bessman, PE of Transight Consulting, LLC ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: ---PAGE BREAK--- PRINTED: PRINTED BY: ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: P:\1964 Woodburn C-Store 2600\SITE REDESIGN 4.8.22\A3.1 REDESIGN 4.25.22.dwg, Site Sections, 6/1/2022 11:54:44 AM, kevin, 1:1 ---PAGE BREAK--- McMinnville Example ---PAGE BREAK--- T RANSIGH T co N s LI L Tl N G , LLC Transportation Engin eering and Planning Services Date: September 23, 2024 To: Colin Cortes, AICP City of Woodburn From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market / cf'. ~ 70661 PE • ~ ' ~ 1v.,111.-0zsl "'lt"?/i.o2" The purpose of this memorandum is to provide information into the record during the open record review period, and to address public comments received on the US Market proposal located at the OR 214/Oregon Way intersection in Woodburn, Oregon. Key findings and recommendations of this open record review include the following: • In response to public comments related to traffic on Oregon Way, the team is proposing to fund the construction of two speed humps on this street. It is recommended that this treatment be provided in lieu of the contemplated truck channelization as it would avoid potential residential driveway impacts, and could prevent right-turning movements for local residents. Addition of traffic calming also addresses concerns with sight lines on Oregon Court, cut-through travel, and residential compatibility. It is recommended that signage indicating no right-turns for trucks should be installed on the exit. • As part of the City's next scheduled periodic maintenance it is recommended that Oregon Way be restriped to replace the dashed-center line with double yellow markings, consistent with the City's standard Access Street section. • A preliminary access design has been provided in response to ODOT's conditional OR 214 access approval. Additional coordination on this design will occur with ODOT and the City to ensure that the right-in only movement restrictions from OR 214 can be enforced. • The proposed fuel center is a conditional use within the commercial zoning due to the presence of nearby residential uses. This report shows that more traffic-intense uses could be permitted outright within this property. • Additional information is presented on the Woodburn Street Adjustments. o For OR 214 this highlights that the side-by-side left-turn lanes between Oregon Way and Evergreen Avenue extend beyond the City's typical five-lane section and ROW, supporting the operational needs of the adjacent traffic signals. o Parking along the Oregon Way frontage adjacent to the traffic signal would not be recommended for safety and functionality reasons, and the ample on-site parking supply adequately mitigates this issue. • Additional clarifying information and revisions to truck turning templates, on-site loading accommodations, and internal circulation are also provided within this document. Overall, the information presented shows that the layout of the proposed US Market site not only addresses Woodburn Development Ordinance requirements, as agreed by all parties, but provides a safe and functional site layout that can support deliveries, employees, and site patrons. The layout of the site improves on the older design of surrounding fuel centers, with separate loading, fueling, and parking areas. 15840PENRECORD ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 2 PUBLIC COMMENTS Comment The Woodburn Planning Commission requested information on the scheduling of trucks for the fuel center and convenience market. Response: The developers of the US Market site own and operate several other locations within the northwest and have provided the typical vendor delivery information shown in Table 1. Vendor deliveries to US Market are scheduled to occur only during off peak late morning hours. Vendor scheduling allows the Applicant to both avoid conflicts with AM or PM peak trips and avoid simultaneous on-site deliveries with other food or drink vendors or fuel deliveries. Bulk fuel deliveries occur once every other day (unless sales dictate additional needs), with a maximum of one fuel delivery per day. Table 1. Summary of US Market Vendor Deliveries Time Mon Tues Wed Thurs Fri Sat Sun 6-7A 7-8A 8-9A Pepsi Western Bev 9-10A Maletis Coco Cola Coremark Columbia 10-11A Dairy Frito Lay Frito Lay 11-12P Southern Glaciers 12P-9P Comment Neighbors state that operating speeds on Oregon Way commonly exceed the posted speed of 25 miles per hour. Response: Oregon Way is classified as an Access Street (which is a functional classification designed and intended to accommodate greater traffic volumes than unclassified local street), serving as one of only three traffic signals onto OR 214 between the I-5 ramps and N Settlemier Avenue. The traffic signal forms the eastern border of the commercially-zoned lands surrounding the I-5 interchange and provides a through route to W Hayes Street. South of the site, the road provides a two-lane curbed section with a dashed yellow centerline throughout its length. This section does not include sidewalks. The 34-foot pavement width includes direct residential driveway access and prohibits through trucks. On-street parking is permitted but was not observed to be utilized by the adjacent residents. No traffic speed measurements were obtained south on Oregon Way through the residential area as part of the traffic study. However, as a connection between the highway and Hayes it is likely that the route is used as a cut-through. Such traffic is more likely to occur during periods of higher congestion along the parallel Evergreen Avenue route. As a potential mitigation measure to address increased speeds and traffic volumes using this route, installation of traffic calming measures could be effective. The posted speed of 25 miles per hour would be supportive of typical traffic calming features such as speed humps, which provide lower noise and a less obtrusive treatment than a conventional speed bump, with typical installations shown in Figures 1 and 2. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 3 Figure 1. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. Figure 2. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 4 In addition to speed humps, the current “skip striping” along Oregon Way could also be modified (see Figure to help transform the feel of this road away from a rural design that implies that passing is legal. Installation of a double yellow would be a more appropriate treatment and would also comply with the City’s typical section for this classification of facility. Figure 3. Existing skip striping along Oregon Way. Provision of traffic calming north of Oregon Court and south of the commercial site could be helpful in maintaining the posted travel speed, particularly given the other concerns noted related to sight lines, use of golf carts, and shared use of the street pavement by cyclists and pedestrians. If deemed appropriate by the City’s Public Works department the development is willing to construct this traffic calming mitigation as part of its initial infrastructure. See attached Traffic Calming Fact Sheet.. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 5 Comment During the public meeting there were comments about vehicles racing and driving recklessly along OR 214, particularly during late-night off-peak hours. Response: As a State Highway the City and Applicant have limited options to address these types of issues outside of increased traffic enforcement and monitoring, particularly as the issues appear to occur outside of the typical operating hours of the US Market and occurs today without the development proposal. Expected contributing factors that are not related to the proposed development include: access- controlled section of OR 214, highway width, lack of traffic control signals east of Oregon Way, limited development on the south side of the highway, and proximity to I-5. Field observation noted that there is a concrete block sound wall along OR 214 east of Oregon Way to shield the adjacent residents, as well as street trees with overhanging canopies that help to narrow the perceived width and cobra-head luminaires for safety. The planned addition of vegetation and the building frontage near the highway will provide a different development pattern than the setback buildings that are present to the east that may help, but increased enforcement will be the most effective treatment of this pre-existing condition. Comment There are limited sight lines turning from Oregon Court onto Oregon Way, with visibility limited by the slight horizontal curvature toward the north. This condition is worsened by the elevated travel speeds. Response: See Comment If supported by the City’s Public Works department, the addition of traffic calming along Oregon Way could provide an effective means of managing the 25 mile per hour travel speed along this segment. One of the more critical locations for traffic calming would be north of the Oregon Court intersection. As shown in Figures 4 and 5, sight lines are somewhat limited from this connection by the horizontal curvature, and ensuring motorists comply with the posted speed through traffic calming would improve safety for vehicles turning from Oregon Court. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 6 Figure 4. View from Oregon Court facing north. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 7 Figure 5. View from Oregon Court facing south. Comment Opposition traffic consultant review comments filed from David Petersen dated August 20, 2024 listing Wayne Kittelson, PE as the engineer of record state “We found the analysis approach and findings to be reasonable and consistent with the applicable City policies and concur with the findings and recommendations of the study.” Response: Comments from the City, the City’s transportation reviewing consultant (DKS Associates, Inc.), ODOT, and the opposition engineer all agree that the analysis approach and findings are reasonable and appropriate. This comment indicates that all parties agree that the governing Woodburn Development Ordinance 3.04.05 are adequately satisfied. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 8 In response to public comments and concerns raised within the public hearing, the following should be noted: • With the available trip credits from the demolished banks the project does not trigger a formal Transportation Impact Analysis (TIA) per the City’s adopted trip generation thresholds. However, the project was elevated to require a formal TIA both to address ODOT access requirements per Division 051 and in response to the safety issues present on the OR 214 corridor. • Due to the safety issues present along the corridor, the City has established a funding mechanism for both traffic signal timing improvements and safety improvements, as detailed within Attachment 202 of the staff report. These fees are imposed as site mitigation requirements and will provide additional studies to identify traffic signal timing and phasing strategies that can further benefit area safety. • The recommendations of the TIA were to restrict OR 214 access to right-in movements only in response to safety concerns. If outbound right-turns were permitted, motorists could weave across both through lanes to enter the left-turn bay within a short distance, then making a U-turn to return to I-5. The revised configuration requires that all outbound traffic utilize Oregon Way to access the traffic signal and make a left-turn to return to OR 214. This was recommended to improve safety on the highway, which was raised as a concern by the Woodburn City Council. • ODOT manages access to OR 214. The western parcel had been approved for right-in, right-out access onto the highway, but the eastern parcel was precluded from accessing the highway or any location other than along its southeastern boundary onto Oregon Way, where ODOT ended its access control. We requested modifications to these restrictions which have been conditionally approved by ODOT to allow both parcels to utilize the shared inbound-only access onto OR 214 and both parcels are allowed full turning movements onto Oregon Way. • Oregon Way is designated as a “No Truck” route. Per Oregon Revised Statute (ORS) 811.450, this means that through trucks are not permitted to use this route. Local deliveries without other viable access options are permitted to use Oregon Way, which does allow fuel and vendor delivery vehicles to exit onto Oregon Way and return northbound toward OR 214. In summary, the TIA addresses the applicable requirements within City Code, and the findings of the study were reviewed and agreed to by the City’s transportation consultant, ODOT, and the opposition traffic engineer. Comment 6: Opposition traffic consultant review comments further state “We also agree with the conclusion that the proposed fueling center, convenience market, and office will result in more vehicular trips on Oregon Way than was predicted in the previous 2022 application.” Response: The trip generation was modified within the revised application based on modifications to building sizes but the general rate and approach remains consistent with the prior materials and methodology that had also been reviewed and deemed appropriate by all review parties. For clarification, while the 2022 application had shown seven fewer net new weekday p.m. peak hour trips than the trip generation potential of the prior banks, the revised application now shows five additional weekday p.m. peak hour trips (12 more weekday p.m. peak hour trips than the prior application). The reason for this change related to modifications to the site plan: • 204 square-foot reduction in the convenience store size • No change in the number of fueling positions • 3,214 additional square-feet of office space ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 9 The additional office space was provided within this modified application to further buffer the residential uses from the fuel center, with office located on the southern portion of the convenience market and along the southern edge of the property adjacent to the convenience market. Again, due to safety reasons the revised layout includes elimination of the right-out onto OR 214, which requires all outbound trips (and westbound inbound trips) use Oregon Way. This configuration was provided in direct response to safety concerns with the right-in, right-out access to the highway. ODOT has conditionally approved this configuration. Comment 7: The opposition traffic consultant provides several “comments for consideration” related to internal circulation. Response: These comments provided by the opposition engineer do not respond to Woodburn Development Ordinance requirements; however, they were reviewed to identify whether there are modifications to the site layout that could provide improved site functionality. Our team considers public safety to be paramount, and we are open to suggestions that would further improve safety. In terms of experience, I have personally been involved with the design, review, and layout of numerous fuel centers throughout the northwest, ranging from the design of truck stops, big-box fuel centers, stand-alone fuel centers, and integrated convenience markets with fuel centers for more than twenty years. In addition to my experience with other similar fuel centers, the US Market team who assisted in developing this layout owns, operates, and manages other similar sites in the region. Accordingly, the layout of the site reflects provisions and accommodations for the types of vehicles and circulation that occurs in fuel centers, with the site designed in a manner that will make the site efficient to operate long- term. In fact, many of the comments from the opposition imply a need for site design elements absent from their own facilities. Comment 7a: The opposition traffic consultant states that “safety or operational issues will occur” I find that Mr. Kittelson’s statements are exaggerated and misleading. As detailed herein, there are numerous aspects of the proposed site that improve on the design of surrounding fuel centers, such as clear and separate walking routes, separation of fueling and loading areas, suitable on-site parking, and the improvements to the ingress/egress design. While the nearby Arco and Chevron sites omit even these basic design components, there is no record of any current or historical safety issues within either site. The enhancements made to the proposed US Market improves on the internal circulation of these sites and includes an access route that will better support safe and efficient access onto OR 214. Comment 7b. Design of the site access onto OR 214 does not prevent outbound right-turns. Response: Our team agrees with this comment based on the preliminary site plan, and we have been in discussion with Casey Knecht, PE, the ODOT Region 2 Access Management Engineer, to identify suitable designs for the right-turn only access to enforce the inbound-only movement restriction. The proposed driveway includes a concrete “dustpan” driveway apron to maintain priority for pedestrians along the OR 214 sidewalks, and ODOT does not have a standard drawing for this specific access configuration. An example treatment identified by ODOT was at the Rite-Aid pharmacy in McMinnville (address of 448 OR 99W). The project civil team has reviewed this design and incorporated similar channelization into the revised site plan. This design has also been reviewed to ensure that it is compatible with the turning radii of fuel trucks, as shown in the drawing. As ODOT manages the design of access onto OR 214 (and all work within the ODOT ROW) we will continue to coordinate with ODOT to ensure that the design appropriately ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 10 restricts turning movements and complies with ODOT’s permit requirements. In addition, signage and striping will be installed (as required by the City’s approval conditions) to alert motorists of the movement restrictions. The current layout is shown in Figure 6 and remains preliminary subject to City and ODOT design review and approval. Figure 6. Preliminary access drawing reflecting the right-in only channelization required by ODOT’s conditional approach permit. As a suitable design supporting the turning movement restrictions will be imposed through ODOT’s driveway permitting and approval process, no additional conditions of approval will be required by the City of Woodburn. The conditional grant of access requires that “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway [OR 214]. All other traffic movements shall be restricted.” However, to provide assurance to the City that these restrictions are imposed, a condition of approval could be added as follows: “The Design of the OR 214 access shall include appropriate signing, striping, and channelization to enforce the right-in only restrictions. As a permitted access onto a State facility the design will be subject to ODOT’s review and approval.” Comment 7c. The northernmost fueling positions result in limited on-site queue storage space. Response: The proposed fuel center layout provides 65 feet from the center of the northwesternmost fueling position to the back of sidewalk, or about 50 feet of queue storage space (room for two passenger vehicles) if a vehicle was situated within this fueling position. While not labeled, the diesel fuel pumps are located in the southernmost portion of the site so that longer vehicles (pick-up trucks, RVs, or passenger vehicles towing boats) will be provided additional queue storage space. This site does not cater to commercial truck fueling, and the fuel demands at US Market are not similar to those at a Costco or other high-demand locations. The site can readily accommodate 18 simultaneous fueling and queued vehicles. Comment 7d. The cross-access easement may affect off-site operations and safety. Response: A cross-access easement is situated along the western edge of the site as required by the City of Woodburn. The City has required that this connection omit any curbing. While accommodations for a future connection are provided as required, a connection is not proposed and will not occur with this development. Any future cross-access connection will be subject to further analysis and evaluation by the City (and ODOT) at the time of redevelopment of the eastern properties. This will include a formal site Jonk - ~tom ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 11 plan review that will allow public notice and comment. The City’s intent of requiring this cross-access easement is to limit circulation between adjacent uses from using the highway to travel between adjacent businesses. With OR 214 access limited to right-in access only, the location identified in the plans provides suitable spacing from OR 214 (there will be no outbound queues due to the movement restriction) and no modifications to the location of the easement are necessary. In discussions with the team, it was recommended that the cross-access easement not only be provided in the location shown in the plan, but the cross-access easement should extend along the entire western length of the property. As future redevelopment of the subject property or those adjacent occur in the future this will provide flexibility to locate inter-parcel circulation routes where they make the most functional sense. At this time, no connection to properties to the west is provided or supported by the conditionally approved ODOT permit. Comment 7e. Parking stalls directly adjacent to the fueling positions will interfere with internal circulation. Response: The layout of the fuel center provides a one-way circulation pattern that will avoid conflicts between the parking stalls adjacent to the convenience market and the fueling positions. The parking stalls along the western boundary will experience low utilization (serving more as overflow parking) as convenience market patrons tend to park within the closest stalls near the store entrance. Based on discussions with the owners/managers of the US Market these stalls could be designated for employees to provide more capacity within the closer stalls. No conflicts are anticipated with the design given the available queue storage and number of fueling dispensers provided. Comment 7f. Trucks making fuel and goods deliveries will cause safety and operational issues…fuel trucks are unable to enter without going beyond the curbline…similar results will occur with other truck-trailer combinations delivering goods to the store. Response: Per comment #7b, the design of the entrance has been modified from the original plan to restrict movements to inbound only access (as required by ODOT) and support delivery trucks from OR 214. In addition to bulk fuel deliveries, other types of vendor trucks will also visit the site. Most of these are smaller single-unit box trucks that typically travel between stores, but semi-trucks could occasionally also enter the site. Space is available within the northern edge of the site for smaller trucks to park and load (with loading typically occurs via hand truck), with secondary delivery space co-located with fuel deliveries to accommodate larger semi-trucks. Additional details, including turning movement diagrams, on service vehicle and fuel deliveries are included within the attachments. Overall, the maneuvers within a fuel center parking lot occur at low speeds, with drivers expecting to yield to fuel attendants, other patrons, and delivery vehicles. As previously provided, the scheduled vendor trips to the US Market have been developed to avoid multiple trucks loading simultaneously. These trips occur outside of peak hours in the late morning to reduce impact on nearby residential areas. The provision of two separate loading areas will also help to ensure that customers, office tenants, and employees are provided safe routes between parking areas, building entrances, fueling positions, and loading points. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 12 Comment 7g. The opposition engineer overlaid assumed delivery routes on top of the conceptual queuing figure, indicating that delivery vehicles cannot enter the site if there are 24 vehicles fueling at once. Response: The submitted architectural queuing plan is an illustrative figure demonstrating that more than adequate queue storage space is available within this site. This figure was developed by placing vehicle icons onto the site plan, showing that numerous passenger vehicles can easily fit within the site’s queue storage area (which also included generous spacing between queued vehicles). This was not an engineering diagram and does not reflect actual vehicular positioning, nor is it intended to represent actual fuel center demands. A revised (and more representative) graphic is provided within Figure 7, showing storage space for 18 vehicles while maintaining a clear two-way aisle. This storage space will be suitable to meet peak demands, as well as to accommodate the occasional larger vehicle. Figure 7. Revised Queuing Plan (only one-way eastbound flow permitted). Source: Ronald James Ped Architect. A review was provided of the nearby Chevron and Arco fueling stations to further identify how the layout of the site improves on the circulation design of these older nearby sites. Chevron Field Review Field review was conducted at the nearby Chevron on September 12, 2024. This site is a 0.81-acre parcel, which is which is approximately 40% smaller than the US Market properties and provides only 16 parking stalls. Access to the site is provided from a single 40-foot width driveway onto Lawson Avenue; while the driveway permits full turning movements, Lawson Avenue is restricted to right-in, right-out movements - \ = - SP.4CE ~ ~ SU!ING UP lO 6 - - (j Ultl-lrl!rr Pl " - l - ACCE:SE _ OR!IVE LJiNE ~ - ' - I ' < $ ' - - I ~ , ~ _ _ , ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 13 at its connection to OR 214. With the wide driveway and circulation patterns many vehicles do not align perpendicular with the access prior to making turning movements (see Figure Pedestrian access from OR 214 occurs in the northeast corner near the Lawson Avenue crosswalks, but orients pedestrians into the fueling canopy without a designated route to the convenience market entrances. The southern pedestrian entrance from Lawson Avenue is more direct, but orients pedestrian behind the dumpsters. Figure 8. Chevron facility layout. Aerial Source: Marion County GIS. As part of the evening peak hour field review we observed a vendor semi-truck (WB-67) entering the Chevron site from the south (blocking the southbound Lawson Avenue travel lane to enter the site diagonally), circling around the entire perimeter past the front doors, and parking along the southern boundary (adjacent to the parking) to unload (see Figures 9 through 11). There did not appear to be a designated loading area within the Chevron site to prevent conflicts between this vehicle and customer parking, and with the single access point this type of maneuver will be necessary for any large truck. We also noted that the bulk fuel loading point is directly west of the pumps, and it was unclear how fuel drops occur while maintaining site operations (this condition was not observed). To address these design issues, within the proposed US Market site we have provided dedicated loading space, increased the on-site parking to prevent parking spillover (the proposed site includes about three times the parking supply of the Chevron), and provided a dedicated loading space for smaller single-unit delivery vehicles in an area separate from the fuel loading and situated closer to the building entrance. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 14 The two points of access also support through truck maneuvers and prevent the need for internal U-turns or truck backing maneuvers, and provide access to the parking while deliveries occur. While motorists will still be required to yield to trucks maneuvering within the site, this design separation will reduce conflict points and blind spots for trucks. The layout of the US Market site also ensures that site circulation occurs within a low-speed environment with open and clear sight lines. Figure 9. Semi-truck entering the Arco at a shallow angle through the southbound Lawson Avenue travel lane to avoid driving over curbs ' , i . A McLane W KITCHEN ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 15 Figure 10. Motorist required to yield to inbound semi-truck at the nearby Chevron site. Figure 11. Truck maneuvering around the perimeter of the fuel islands, then past the convenience market entrance prior to parking along the southern boundary. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 16 As shown in the photos, the ability for vendor trucks to circle around the parking lot and fuel pumps would not be possible at the nearby Chevron site if all the fueling positions were in use, let alone if there were queued vehicles at each fueling position. Of course, no conflicts were observed at the Chevron when the truck entered the site, as the evening commute period photos indicate, actual fuel center demands during this evening peak hour delivery were only six vehicles. We also noted that there were no observed markings indicating a single fueling direction at this site, but most vehicles directly entered the site from Lawson Avenue and faced toward the northwest. The exit from the fueling positions is where the Chevron fuel tanks are located, and while bulk fueling was not observed it appears that a fuel tanker would need to park at the fueling position exit aisle, blocking the circulation route of several of the fuel islands. Provisions within the proposed US Market site to address these observations: ✓ The proposed site includes directional markings to provide a “one-way” fueling circulation, reducing confusion, congestion, and backing maneuvers near the fueling positions. ✓ The access design requires that vehicles exit onto Oregon Way in a perpendicular manner, optimizing sight lines and preventing overlapping paths. ✓ The proposed US Market includes a separate truck loading area suitable for accommodating vendor and bulk fuel deliveries. This space is adequately designed for a semi-truck. ✓ A separate smaller vendor loading area is provided in the northern portion of the parking lot for single-unit vendor deliveries. ✓ With the proposed layout, access to the loading areas do not require that semi-trucks circulate adjacent to the fueling positions or building entrances. ✓ The proposed access design for the US Market will include a “dustpan” driveway apron similar to the Chevron access, highlighting pedestrian priority along the public OR 214 and Oregon Way sidewalks. The driveway will be narrowed to reduce the conflict area with pedestrians. ✓ The separation of the bulk fuel delivery area at the US Market site will better accommodate fuel deliveries while maintaining fueling, convenience market, and office operations. ✓ The proposed US Market site includes direct pedestrian connections from the adjacent sidewalks along OR 214 and Oregon Way that maintains separation from the fueling area. The sidewalk system connects to each building entrance, with a marked crossing of the single conflict point with the egress route. Arco Field Review Observed demands at the nearby Arco site showed that this site generated far less trips than the Chevron, likely because it is located farther from the I-5 corridor. The Arco is a 24-hour fuel center and includes a carwash, fueling positions, and convenience market within a 0.82-acre parcel (the subject properties are 1.42 acres for comparison). This fuel center contains space for fuel trucks adjacent to its single diesel dispenser along its western boundary, which would require closure of the diesel pump when any type of delivery truck is present. A separate stall is adjacent to the dumpsters that could support single-unit vendor trucks. This site appears to have space for about 16 fueling vehicles to simultaneously queue without blocking circulation (the proposed US Market could accommodate 18) and 15 parking stalls, and contains a one- way southbound queuing pattern facing toward the convenience market, similar to the layout of the proposed site but with a narrower separating drive aisle between the fuel exit and the convenience market parking (see Figure 12). ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 17 Figure 12. Arco facility layout. Aerial Source: Marion County GIS. The southern shared access serves the fuel patrons, carwash exit, and shared access from the parcel to the south. The short driveway throat depth results in varied vehicular positioning at the exit, and it would require larger vehicles headed back toward OR 214 to swing wide (into the southbound Lawson Avenue lanes) to make the U-turn. The layout of the site does not include any pedestrian connections; the sidewalks terminate along the shared drive to the north leaving pedestrians between the fueling islands and convenience store. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 18 Provisions within the proposed US Market site to address Arco field observations: ✓ The US Market site provides expanded fuel queue storage space with a similar one-way circulation layout. ✓ On-site parking within the proposed US Market site is expanded to avoid spillover. ✓ The US Market layout allows motorists to access the provided diesel pumps while bulk fuel deliveries are received. The designated space for vendor trucks and semi-trucks will improve circulation and operations. ✓ The proposed site has been designed with a narrowed entry to the public streets, reducing the potential lineal conflict area along sidewalks in comparison to the Arco site. ✓ The proposed access onto Oregon Way includes an extended driveway throat depth that will allow trucks to appropriately position before entering the public right-of-way. ✓ There is a clear pedestrian route through the US Market site to building entrances, and the convenience market is located adjacent to sidewalks. ✓ The egress design of the US Market allows all exiting vehicles to appropriately position in a 90- degree angle to Oregon Way, optimizing sight lines at the driveway. The proposed US Market site has been designed to incorporate current “best practice,” and has been designed to meet the needs of the managing team based on their insights and experience with their other owner/operator fuel centers. The larger US Market site has accommodations for delivery vehicles (semi- trucks and single-unit trucks), separate pathways for pedestrians to the building entrances, and improved access points that will better support safe and efficient turning movements. Comment 7g. Fuel trucks must maintain a protective safety zone when delivering fuel, which could impact circulation. Response: The site layout includes a dedicated space for fuel trucks to park during bulk fuel deliveries. With the available circulation routes within the site, and the 36-foot spacing between fueling dispensers, there are multiple options for passenger cars to circulate around the fuel truck while this loading occurs. Commonly, at locations where fuel trucks create conflicts with the safe use of dispensers, these dispensers can be temporarily closed while the loading occurs (many fueling facilities require closure of specific dispensers for refilling the tanks, including the nearby fuel centers – the fuel point for the Chevron is located directly in front of the fueling positions, and the Arco requires closure of its only diesel pump). These types of temporary fueling position closures do not appear necessary with the layout of the US Market site given the separation of the space from the fueling positions. As shown in Figure 13, there is approximately 23-feet of spacing within the drive aisle between the fueling point and the nearest dispenser. However, if the fuel delivery technician found temporary closure of the nearby fueling positions necessary this could occur with no impact on site circulation given the redundant travel options (see Figure 14). The site could continue to operate acceptably with 10 of its 12 dispensers operational. ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 19 Figure 13. Layout of the site showing the location of a fuel truck within the designated delivery area. 5 • f I r Nl:W PAO ~ •'IRA- 6 f'l'DVIDI! ~Ti'!JCTUliE FOR ~ g ? ) la> j D CAm:>CL I V,Smll1 w ROCf TOPCNIT • 5CREEN UJALL, 5EE A3J SB9"06'52T 145.00 I I ~L/VANF'OOL 5kll'I AT EA SPACE PER UOO 3~4'31-1.3 S89"06'52"E 119.87 R1S M RETIREM:NT COM\t.NTY SING.E F AML Y RESIDENTIAL PE516N REVIEW COl'1"1ENT5 4Jl.24 - REVl51CN I DE516N REVIEW cct'MENTS e>J414 - REYl51CN 2 pes1<;t,1 REYrEUI cqHMENT5 6.1.24 - REVISICtl. 3 ~ < I-m < CJ z 0 CJ w a: 0 z a: m Q 0 0 3: 0 > z < < ll= 3: Wa a: oc~ ui ~ w IL ~W ~ z 008 ~ ~ DATE• DEC.\ 2020 DRAWN- AK / KDG JOBN0.•18M A1.4 DESIGN REVIEW SET 02.05.24 ---PAGE BREAK--- Traffic Calming Fact Sheets May 2018 Update Speed Hump Description: • Rounded (vertically along travel path) raised areas of pavement typically 12 to 14 feet in length • Often placed in a series (typically spaced 260 to 500 feet apart) • Sometimes called road humps or undulations Applications: • Appropriate for residential local streets and residential/neighborhood collectors • Not typically used on major roads, bus routes, or primary emergency response routes • Not appropriate for roads with 85th-percentile speeds of 45 mph or more • Appropriate for mid-block placement, not at intersections • Not recommended on grades greater than 8 percent • Work well in combination with curb extensions • Can be used on a one-lane one-way or two-lane two-way street (Source: City of Boulder, Colorado) (Source: PennDOT Local Technical Assistance Program) ITE/FHWA Traffic Calming EPrimer: Design/Installation Issues: • ITE recommended practice - “Guidelines for the Design and Application of Speed Humps” • Typically 12 to 14 feet in length; other (10, 22, and 30 feet) reported in practice in U.S. • Speed hump shapes include parabolic, circular, and sinusoidal • Typically spaced no more than 500 feet apart to achieve an 85th percentile speed between 25 and 35 mph • Hump heights range between 3 and 4 inches, with trend toward 3 - 3 ½ inches maximum • Often have associated signing (advance warning sign before first hump in series at each hump) • Typically have pavement markings (zigzag, shark's tooth, chevron, zebra) • Taper edge near curb to allow gap for drainage • Some have speed advisories • Need to design for drainage, without encouraging means for motorists to go around a hump Potential Impacts: • No impact on non-emergency access • Average speeds between humps reduced between 20 and 25 percent • Speeds typically increase approximately 0.5 to 1 mph midway between humps for each 100 feet Beyond the 200-foot approach and exit of consecutive humps • Traffic volumes diversion estimated around 20 percent; average crash rates reduced by 13 percent Emergency Response Issues: • Impacts to ease of emergency-vehicle throughput • Approximate delay between 3 and 5 seconds per hump for fire trucks and up to 10 seconds for ambulances with patients Typical Cost (2017 dollars): • Cost ranges between $2,000 and $4,000 He: A Community of Transportation Professionals ---PAGE BREAK--- 1 Joe Bessman From: KNECHT Casey <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 3:26 PM To: Joe Bessman Subject: RE: Channelized Right-in Only I don’t know that I’ve seen a standard drawing for it. There is a pretty good example of a channelized right-in right-out with curb-tight sidewalk at the Rite Aid in McMinnville (streetview and aerial). Curbing has been the most effective for showing the channelization. Casey Knecht, P.E. Region Access Management Engineer ODOT Region 2 From: Joe Bessman <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 12:29 PM To: KNECHT Casey <[EMAIL REDACTED]> Subject: Channelized Right-in Only Good afternoon Casey, We have the hearing for the Woodburn fuel center on OR 214 tonight, I wanted to reach out and see if there’s a standard drawing (or even a good example) of a channelized right-in only private access that does not include a decel lane? I didn’t see one in the standard drawings – we can use the truck templates if needed to develop something that could provide the appropriate channelization, just was curious if you had anything specific in mind! Thanks, Joe Joe Bessman, PE (Licensed in OR, WA, ID) Principal, Owner Transight Consulting, LLC Bend, Oregon cell: (503) 997-4473 email: [EMAIL REDACTED] This message was sent from outside the organization. Treat attachments, links and requests with caution. Be conscious of the information you share if you respond. I ---PAGE BREAK--- Department of Transportation Engineering & Technical Services 4040 Fairview Industrial Drive SE, MS1 Salem, Oregon, 97302-1142 Phone: (503) 986-3305 FILE CODE: 30-24 Ronald James Ped, Architect, PC 6850 Burnett Street SE Salem, Oregon 97317 on behalf of Lai Sidu Woodburn Petroleum, LLC 1038 Broadway St. NE Salem, Oregon 97301 Subject: Conditional Approval of Grant of Access Hillsboro-Silverton Highway No. 140 (OR-214), MP 37.09 R (Sta. 522+80) CHAMPS No. 093457 City of Woodburn Dear Mr. Ped, The Oregon Department of Transportation (ODOT) has reviewed your application for a Grant of Access at the subject location. Tax Lot 3600 currently does not have access to Hillsboro-Silverton Highway. A Grant of Access is required to allow Tax Lot 3600 to use the existing private approach at the subject location. ODOT reserves the right to grant access to a state highway for a private approach when all the conditions of Oregon Administrative Rule (OAR) [PHONE REDACTED](3) are met. A key condition is whether the Grant of Access will benefit the state highway system. ODOT has determined that the Grant of Access can benefit the state highway system if traffic movements for the private approach are restricted to only allow right turns off Hillsboro-Silverton Highway, prohibiting right turns onto the highway. Based on the above finding, a Grant of Access can be approved provided you agree to the following conditions: Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro- Silverton Highway. All other traffic movements shall be restricted. Traffic from Tax Lot 3700 shall be allowed to cross Tax Lot 3600 to access Oregon Way. Decisions regarding the character or type of traffic control devices to be used on the subject highway are subject to the delegated authorities of the State Traffic Engineer according to OAR [PHONE REDACTED]. When a Grant of Access is conditionally approved, it is necessary for the applicant to purchase the appraised value of the Grant of Access in accordance with OAR [PHONE REDACTED](12). To complete the process and move ahead with the Grant of Access, please contact Casey Knecht at [PHONE REDACTED] to confirm acceptance of the grant conditions. The ODOT region and/or district office will work with ODOT’s Property Management Unit to convey the Grant of Access. If you have any questions on the process, please contact Casey Knecht at [PHONE REDACTED]. Sincerely, Michael Kimlinger, P.E. Technical Services Manager/Chief Engineer cc: Casey Knecht, Interim Region 2 Access Management Engineer Cole Mullis, District 3 Manager Angela Kargel, Interim State Traffic-Roadway Engineer Georgine Gleason, State Right of Way Manager ESL/bj/kbj 1. 2. 3. -Oregon Tina Kotek, Governor 2024.01.23 Michael Kimlinger 15:37:47 -08'00'