Document Woodburn_doc_9706c2c06d

REPORT Hermanson Preserve TIA Traffic Impact Study November 12, 2025 H. Lee & Associates, PLLC ---PAGE BREAK--- HERMANSON PRESERVE TRAFFIC IMPACT STUDY Prepared for: Mr. Eugene Labunsky West Coast Home Solutions, LLC 25030 SW Parkway Ave. Suite 110 Wilsonville, OR 97070 Prepared by: H. Lee & Associates, PLLC P.O. Box 1849 Vancouver, WA 98668 (360) 727-3119 November 12, 2025 ---PAGE BREAK--- SECTION 1 - STUDY SUMMARY 1 Introduction 1 Summary of Findings 2 SECTION 2 - EXISTING CONDITIONS 6 Site Condition and Adjacent Land Use 6 Transportation 6 Existing Traffic Volumes 8 Existing Levels of Service 10 Crash History 14 Existing Public Transit Service 15 Non-Motorized Transportation 15 Planned Transportation Improvements 15 SECTION 3 - TRAFFIC IMPACT ANALYSIS 17 Analysis Methodology 17 2030 “Without Project” Traffic Volumes and Levels of Service 17 Development Plans 20 Trip Generation 20 Trip Distribution and Assignment 21 2030 “With Project” Traffic Volumes and Levels of Service 24 Site Access Corner Sight Distance 27 Turn Lane Warrant Analysis 27 Access Management and Approach Spacing 29 Conclusions 30 APPENDIX A Scoping Memos APPENDIX B Traffic Counts APPENDIX C OHP Page 84 APPENDIX D Existing Level of Service APPENDIX E Crash Data APPENDIX F In-Process APPENDIX G 2030 “Without Project” Levels of Service APPENDIX H 2030 “With Project” Levels of Service APPENDIX I Turn Lane Warrants Exhibits ---PAGE BREAK--- LIST OF FIGURES Figure 1. Site Vicinity Map 4 Figure 2. Site 5 Figure 3. Existing Lane Configuration and Traffic Control 7 Figure 4. Process for Development of 30th Highest Hour Volume 11 Figure 5. Existing Weekday A.M and 30th Highest Design Hour Traffic Volumes 12 Figure 6. 2030 “Without Project” Traffic Volumes 18 Figure 7a. Trip Distribution and Assignment 22 Figure 7b. Deer Run Lane Neighborhood Diverted Trips 23 Figure 8. 2030 “With Project” Traffic Volumes 26 LIST OF TABLES Table 1. Seasonal Factor Adjustment 19 Table 2a. Existing Weekday Levels of Service and V/C 13 Table 2b. 95th Percentile Queuing for Existing Condition 13 Table 3. Summary of Crash History in Study Area 15 Table 4a. 2030 “Without Project” Weekday Levels of Service and V/C 19 Table 4b. 95th Percentile Queuing for 2030 “Without Project” Condition 19 Table 5. Trip Generation Summary for Hermanson Preserve 21 Table 6a. 2030 “With Project” Weekday Levels of Service and V/C Ratios 24 Table 6b. 95th Percentile Queuing for 2030 “With Project” Condition 25 ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 1 November 12, 2025 SECTION I STUDY SUMMARY INTRODUCTION This traffic impact analysis has been prepared to assess transportation impacts related to the proposed Hermanson Preserve development in Woodburn, Oregon. The project site has no site address and is comprised of tax lot 051W18D0001. Figure 1 shows the project vicinity. Project Description The proposed project is the development of a 191 unit subdivision comprised of the following units:  9 single-family detached units  182 single-family attached townhome units Access will be from a newly constructed access onto S. Pacific Highway (OR-99E) which will create the west leg of the OR-99E/US Foods Driveway intersection and a connection to Hawley Street. Secondary access is also available from a connection to Deer Run Lane. Figure 2 shows the project site plan. Scope of Traffic Impact Study The scope of the traffic impact study was developed based on scoping memorandums obtained by City of Woodburn staff and the Oregon Department of Transportation (ODOT) staff. Appendix A contains the scoping memorandums. From this information, the following intersections were determined to require analysis:  Cleveland Street/Settlemier Avenue – City of Woodburn  Cleveland Street/Front Street – City of Woodburn  Cleveland Street/Hawley Street – City of Woodburn  S. Pacific Highway (OR-99E)/Cleveland Street – ODOT  S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access – ODOT The remainder of this report presents the following analysis:  Existing A.M. peak hour and 30th highest design hour traffic conditions in the project study area.  The 2030 “Without Project” condition was analyzed to establish the future baseline condition. The 2030 “Without Project” condition traffic volumes were derived by using a 0.5 percent annual, compounded growth factor for City of Woodburn study intersections and a 1.5 percent annual, compounded growth factor for ODOT study area intersections. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 2 November 12, 2025  Daily, A.M., and P.M. trip generation were estimated for the proposed development using rates in "Trip Generation, 12th Edition," (Institute of Transportation Engineers, 2025).  A generalized peak hour trip distribution was developed based on coordination with the City of Woodburn staff.  The 2030 “With Project” condition was analyzed to determine the project traffic impacts. SUMMARY OF FINDINGS The following are the findings and recommendations from the traffic analysis: Findings The following are the findings from the traffic analysis:  The proposed development is expected to generate 1,278 daily, 92 A.M. peak hour (23 in, 69 out), and 101 P.M. peak hour (58 in, 43 out) net new trips.  All of the study area intersections are projected to meet level of service standards for the 2030 “Without Project” and 2030 “With Project” conditions.  All of the study area intersections 95th percentile queues are within the available storage in the 2030 “With Project” condition.  Based on field measurements conducted by H. Lee & Associates, PLLC (HLA), the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection at the new eastbound approach should be able to meet the sight distance requirements as long as any existing vegetation within the sight distance triangles are properly maintained after construction and no obstructions are placed within the sight distance triangles that could impede a driver’s vision. The corner sight distance should be reconfirmed at the final engineering/construction stage of development to assure that any design/construction element does not preclude the necessary corner sight distance requirement.  Turn lane warrants were conducted and are warranted and recommended at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection.  The S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection does not meet access spacing standard. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 3 November 12, 2025 Recommendations  Turn lane warrants at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection were conducted. The following turn lane facilities are warranted and recommended: o S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access - Southbound right turn lane - Northbound left turn lane The southbound right turn lane and the northbound left turn lane should be based on the most recent version of ODOT’s HDM. The applicant should coordinate with ODOT to determine the actual design speed of OR-99E at the proposed project access location to determine the turn lanes  The proposed S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection is not compliant with ODOT’s access spacing standards. To achieve compliance, the applicant must request and obtain an approved deviation from ODOT for substandard access spacing in accordance with OAR [PHONE REDACTED]. ---PAGE BREAK--- Project Site 4 3 5 2 1 E Cleveland St Hawley St N Front St S Front St Settlemier Ave S. Pacific Hwy (OR-99E) 99E Deer Run Ln 24030_Figures.Dwg NOT TO SCALE FIGURE 1 Site Vicinity Map Hermanson Preserve TIA Woodburn, OR ---PAGE BREAK--- FIGURE 2 Site Plan NOT TO SCALE 24030_Figures.Dwg Hermanson Preserve TIA Woodburn, OR ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 6 November 12, 2025 SECTION II EXISTING CONDITIONS SITE CONDITION AND ADJACENT LAND USE The project site is vacant. Residential uses exist to the north and the west. Commercial and industrial uses exist to the east and south. TRANSPORTATION FACILITIES The following provides a description of the existing street system in the study area including a description of street classifications and characteristics. Cleveland Street: Cleveland Street is a two-to-three lane service collector roadway. East of Front street, sidewalks exist along the south side of the roadway. West of Front Street sidewalks exist along the north side of the roadway. The posted speed limit is 25 mph. Front Street: Front Street is a two-lane minor arterial roadway. Sidewalks exist along the west side of the roadway. The posted speed limit is 25 mph. Hawley Street: Hawley Street is a two-lane access street. Sidewalks exist along both sides of the roadway. The posted speed limit is 25 mph. Settlemier Avenue: Settlemier Avenue is a two-lane minor arterial roadway. Sidewalks exist along both sides of the roadway. The posted speed limit is 25 mph. S. Pacific Highway (OR-99E): S. Pacific Highway (OR-99E) is a two-to-four lane regional highway. North of Cleveland Street, sidewalks exist along both sides of the roadway and the posted speed limit is 35 mph. South of Cleveland Street, there are no sidewalks and the posted speed limit is 45 mph. As part of this study, levels of service analyses were performed for the following intersections:  Cleveland Street/Settlemier Avenue – City of Woodburn  Cleveland Street/Front Street – City of Woodburn  Cleveland Street/Hawley Street – City of Woodburn  S. Pacific Highway (OR-99E)/Cleveland Street – ODOT  S. Pacific Highway (OR-99E)/Project Access – ODOT All of the study area intersections are unsignalized and stop sign controlled. The Cleveland Street/Front Street intersection is an all-way stop intersection. The remaining study area intersections are two-way stop controlled. Figure 3 shows the lane configuration and traffic control at the study area intersections. ---PAGE BREAK--- Project Site 4 3 5 2 1 E Cleveland St Hawley St N Front St S Front St Settlemier Ave S. Pacific Hwy (OR-99E) 99E Deer Run Ln FIGURE 3 Existing Lane Configuration and Traffic Control NOT TO SCALE Lane Usage Traffic Signal Stop Sign LEGEND 2. Cleveland Street/Front Street 3. Cleveland Street/Hawley Street 1. Cleveland Street/Settlemier Avenue * 2027 "With Project" Lane Configuration 4. S. Pacific Highway (OR-99E)/Cleveland Street 5. OR-99E/US Foods Driveway/Project Access * 24030_Figures.Dwg Hermanson Preserve TIA Woodburn, OR 5. S. Pacific Highway (OR-99E)/US Foods Driveway ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 8 November 12, 2025 EXISTING TRAFFIC VOLUMES A.M. and P.M. peak hour traffic counts were obtained at the study area intersections by HLA in August 2025 for the periods from 6:00 A.M. to 9:00 P.M. and 3:00 P.M. to 6:00 P.M. Of the five study area intersections, only two are controlled under ODOT’s jurisdiction which are the Pacific Highway (OR-99E)/Cleveland Street and S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersections. Based on those two ODOT intersections traffic counts, the OR-99E system peak hours are as follows:  6:30 A.M. to 7:30 A.M.  4:15 P.M. to 5:15 P.M. To be conservative, which results in the highest peak hour traffic volumes, the peak 15-minute traffic of system peak (6:30 A.M to 6:45 A.M. and 5:00 P.M. to 5:15 P.M.) was utilized and multiplied by four to arrive at the peak hour traffic volumes. With this Highway Capacity Manual (HCM) methodology of developing peak hour traffic volumes, the peak hour factor (PHF) is set to 1.00 because the peaking has already occurred by multiplying the peak 15-minute traffic volume by four The existing traffic counts can be referenced in Appendix B. ODOT requires an analysis based on the 30th highest design hour. The P.M. peak hour traffic volumes were adjusted to the 30th highest design hour per ODOT’s Analysis Procedures Manual, Version 21 (APMv2, October 2025) for all of the study area intersections. Figure 4 summarizes the ODOT process for developing the 30th highest design hour volumes. Based on the ODOT APM1 there are three methodologies to adjust existing traffic counts to the 30th highest design hour. These methodologies are described below:  On-Site ATR Method – This is the best and most accurate methodology to adjust existing traffic counts to the 30th highest design hour. This methodology uses a nearby ATR to establish the seasonal adjustment factor. The factor is derived first by obtaining the count month and peak month percentage of ADT for the last five years. The lowest and highest percentages are eliminated and the remaining data is averaged. The data is for the 15th day of the month and so if the traffic count was taken near the beginning or end of the month, then interpolation of the factor is needed.  ATR Characteristic Table Method – If the On-Site ATR Method is not applicable, then the ATR Characteristic Table Method is the next choice to derive the 30th highest design hour traffic volumes. The ATR Characteristic Table provides general characteristics for each ATR in Oregon and should be used when there is not an on-site ATR near the project site. The ATR Characteristic Table is a filterable Excel table created by ODOT. There are eleven seasonal trends – interstate urbanized, interstate non-urbanized, commuter, coastal destination, coastal destination route, agriculture, recreational summer, recreational summer/winter, recreational winter, summer, and summer <2,500 ADT. It is desirable to 1 “Analysis Procedure Manual, Version 2, Oregon Department of Transportation, October 14, 2025, page 5-7 through 5- 23. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 9 November 12, 2025 average multiple ATRs with similar characteristics to derive a more appropriate seasonal factor adjustment. Five years of count and peak month data is obtained for each ATR with similar characteristics to average to develop the seasonal adjustment factor.  ATR Seasonal Trend Table Method – The ATR Seasonal Trend Method is only used when the other two methodologies cannot be used. The ATR Seasonal Trend Table was constructed by ODOT that averages seasonal trend groupings from the ATR Characteristic Table. By using a factor from the ATR Seasonal Trend Table, the average from the entire trend grouping is utilized. The same seasonal trends are available to choose from as the ATR Characteristic Method. The data in the table is for the 1st and 15th day of the month and so if the traffic count was taken during other times of the month, then interpolation of the factor is needed. The count date seasonal factor is divided by the peak period seasonal factor at the end of the ATR Seasonal Trend Table. For this study, the On-Site ATR Method was utilized because there is an existing ODOT Automatic Traffic Recorder (ATR #24-001) located along OR-99E approximately 0.11 miles south of NE Belle Passi Road. This ATR is representative of the traffic characteristics and trends along OR-99E in the study area and therefore was used to develop the seasonal adjustment factor. Per the ODOT APM, the on-site ATR method provides the most accurate approach for adjusting short-term counts to the 30th Highest Design Hour. The method uses the seasonal variation data from the ATR to derive an adjustment factor based on the ratio between the count month factor and the peak period factor. Based on the ATR data for ODOT ATR #24-001 (OR-99E at NE Belle Passi Road), the count month (August) and peak month (August) factors were compared for the most recent five years (2020–2024) and are shown in Table 1. The percentages of AADT for each month were reviewed to determine the relationship between the count and peak months. As shown in Table 1, the peak month and count month percentages were averaged by eliminating the highest and lowest factors. The resulting seasonal adjustment of 1.00 was applied to the P.M. peak hour traffic counts to estimate volumes consistent with the 30th Highest Design Hour. Figure 5 shows the existing A.M. peak hour and 30th highest design hour traffic volumes. Table 1. ATR Seasonal Trend Table2 Date 2024 2023 2022 2021 2020 Average Peak Month (Aug) 113 (Aug) 114 (June) 116 (Aug) 112 (Aug) 118 (Aug) 114 Count Month (Aug) 113 (Aug) 112 (Aug) 116 (Aug) 112 (Aug) 118 (Aug) 114 Seasonal Factor 1.00 22024 Seasonal Trend Table 2024, August 8, 2025, Oregon Department of Transportation. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 10 November 12, 2025 EXISTING LEVELS OF SERVICE Based on the traffic volumes in Figure 5 and the existing lane configurations presented in Figure 3, peak hour traffic operations were analyzed at the study area intersections using the methodologies outlined in the Highway Capacity Manual (HCM) 7th Edition with the PTV Vistro software. According to the HCM, there are six levels of service (LOS) by which the operational performance of an intersection may be described. These levels of service range between LOS which indicates a relatively free-flowing condition and LOS which indicates operational breakdown. ODOT’s levels of service standards are contained in the 1999 Oregon Highway Plan (OHP), Including Amendments November 1999 through January 2023. ODOT’s levels of service standards are defined by a concept called volume-to-capacity (v/c) ratio. Based on Table 6: Volume to Capacity Ratio Targets for Peak Hour Operating Conditions in the OHP (page 84) the levels of service standards that apply to the S. Pacific Highway (OR-99E)/Cleveland Street and S. Pacific Highway (OR-99E)/Project Access intersections is a v/c ratio of ≤ 0.90. For unsignalized intersections under the City of Woodburn jurisdiction, the minimum acceptable standard is a v/c ratio ≤ 0.95, as established in the City of Woodburn Development Ordinance (amended June 30, 2022). Appendix C contains page 84 of the OHP, which shows Table 6: Volume-to-Capacity Ratio Targets for Peak Hour Operating Conditions and the corresponding v/c standards for each ODOT study area intersection. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 11 November 12, 2025 Figure 4. Process for Development of 30th Highest Design Hour Volume ---PAGE BREAK--- Project Site 4 3 5 2 1 E Cleveland St Hawley St N Front St S Front St Settlemier Ave S. Pacific Hwy (OR-99E) 99E Deer Run Ln FIGURE 5 Existing A.M. and P.M. Peak Hour Traffic Volumes NOT TO SCALE LEGEND 128/200 A.M./P.M. Peak Hour Traffic Volume 2. Cleveland Street/Front Street 3. Cleveland Street/Hawley Street 1. Cleveland Street/Settlemier Avenue 4. S. Pacific Highway (OR-99E)/Cleveland Street Hermanson Preserve TIA Woodburn, OR 5. S. Pacific Highway (OR-99E)/US Foods Driveway ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 13 November 12, 2025 The existing A.M. peak hour and 30th Highest Design Hour levels of service at the study area intersections are summarized in Table 2a. It should be noted that the levels of service were calculated from a software called PTV Vistro. As shown in Table 2a, all of the study area intersections are currently operating with acceptable v/c ratios in the existing condition. Appendix D contains the level of service worksheets for the existing condition. Table 2b shows the 95th percentile queue for the major movements at the study area intersections. These 95th percentile queues were obtained from the PTV Vistro level of service output and can be referenced in Appendix D. As shown in Table 2b, all of the 95th percentile queues are within the available storage. Table 2a. Existing Weekday Levels of Service and V/C Ratios A.M. Peak Hour 30th Highest Design Hour Unsignalized Intersection LOS Average Delay (sec) V/C Ratio LOS Average Delay (sec) V/C Ratio Cleveland Street/Settlemier Avenue Southbound Left Westbound Approach A B 7.7 10.2 0.01 0.131 A B 7.9 13.7 0.11 0.121 Cleveland Street/Front Street2 A 7.8 0.17 A 9.9 0.29 Cleveland Street/Hawley Street Northbound Approach Westbound Left A A 9.7 7.5 0.071 0.01 B A 11.1 7.7 0.051 0.05 S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left Eastbound Left Eastbound Right A C A 8.2 21.0 9.8 0.03 0.44 0.08 B F B 10.3 64.8 12.5 0.09 0.62 0.11 OR-99E/US Foods Driveway Southbound Left Westbound Approach A B 8.5 14.3 0.08 0.071 A E 9.1 36.0 0.02 0.271 1Worst v/c ratio reported for approach. 2All-way stop intersection levels of service is reported by overall intersection. Table 2b. 95th Percentile Queuing for Existing Condition Intersection A.M. Peak Hour Queue1 30th Highest Design Hour Queue1 Available Storage Storage Exceeded? Cleveland Street/Settlemier Avenue Northbound Through/Right Southbound Left/Through Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet Continuous Continuous Continuous No No No Cleveland Street/Front Street Northbound Left/Through Northbound Right Southbound Approach Eastbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 29 feet 28 feet 30 feet 210 feet Continuous Continuous Continuous Continuous No No No No 1 Minimum queue length is one car length – 25 feet ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 14 November 12, 2025 Table 2b. 95th Percentile Queuing for Existing Condition Continued Intersection A.M. Peak Hour Queue1 30th Highest Design Hour Queue1 Available Storage Storage Exceeded? Cleveland Street/Hawley Street Northbound Approach Westbound Left Westbound Through Eastbound Through/Right 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet Continuous 350 feet Continuous Continuous No No No No S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left/Through Northbound Through Southbound Through Southbound Through/Right Eastbound Left Eastbound Right 25 feet 25 feet 25 feet 25 feet 54 feet 25 feet 25 feet 25 feet 25 feet 25 feet 82 feet 25 feet Continuous Continuous Continuous Continuous 300 feet Continuous No No No No No No OR-99E/US Foods Driveway Northbound Approach Southbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 31 feet Continuous Continuous Continuous No No No 1 Minimum queue length is one car length – 25 feet CRASH HISTORY Crash data was obtained from ODOT for the five-year period between January 1, 2020 and December 31, 2024. The data includes total crashes and crashes by severity fatality, injury, or property damage only). The crash analysis is summarized in Table 3 for the study area intersections. Appendix E contains the crash data. Generally, a crash rate of less than 1.00 crashes per million entering vehicles is considered acceptable and no further analysis is necessary. As shown in Table 3, all of the crash rates at the study area intersections are below 1.00 crashes per million entering vehicles, so no further analysis was conducted. A review of the ODOT’s Safety Priority Index System (SPIS) for the most recent five-year period (2020–2024) indicates that no SPIS sites are located within or adjacent to the study area along S. Pacific Highway (OR-99E). The SPIS program ranks 0.10-mile highway segments statewide based on crash frequency, rate, and severity to identify locations with the highest potential for safety improvements. None of the OR-99E segments within the Hermanson Preserve site vicinity area fall within the top ten percent of statewide SPIS scores. Because crash rates at all study intersections are below statewide average thresholds and no SPIS sites were identified, no additional SPIS-related safety analysis is warranted. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 15 November 12, 2025 Table 3. Summary of Traffic Crash History at Intersections in the Study Area Average Annual Crashes Intersection PDO1 Injury Fatal Total cra/mev2 Cleveland Street/Settlemier Avenue 0.2 0.2 0.0 0.4 0.12 Cleveland Street/Front Street 0.8 0.6 0.0 1.4 0.43 Cleveland Street/Hawley Street 0.2 0.2 0.0 0.4 0.16 S. Pacific Highway (OR-99E)/Cleveland Street 1.0 3.6 0.0 4.6 0.56 S. Pacific Highway (OR-99E)/Project Access 0.6 0.0 0.0 0.6 0.09 1 PDO = property damage only 2 cra/mev = crashes per million entering vehicles EXISTING PUBLIC TRANSIT SERVICE Cherriots provides regional public transit service within the City of Woodburn and surrounding communities. Currently, Route 10X (Woodburn–Salem Express) provides transit service within proximity to the project site. Route 10X provides service between the Woodburn Bi-Mart (1700 Mt Hood Avenue) and the Salem Downtown Transit Center (Bay with intermediate stops in Brooks, Gervais, and Chemeketa Community College. The route operates along the following roadways: OR 99E (Pacific Highway Arney Road NE, Brooklake Road NE, Portland Road NE, and Center Street NE. During weekdays, Route 10X operates from approximately 6:24 A.M. to 6:45 P.M. with peak- period express headways of about 60 minutes. On weekends, service is provided between 8:24 A.M. and 5:45 P.M. at approximately 60-minute headways. There is currently no Sunday or holiday service. NON-MOTORIZED TRANSPORTATION No sidewalks or bike lanes exist adjacent to the project site. PLANNED TRANSPORTATION IMPROVEMENTS A review of the City of Woodburn’s TSP (2019) revealed that there is one transportation improvement project in the site vicinity and is described below: OR 99E / Cleveland Street Intersection Improvements This project includes installing intersection capacity improvements such as a traffic signal (if warranted), turn lanes, or a roundabout at the intersection of OR 99E and Cleveland Street in coordination with ODOT. Consideration should be given to railroad preemption and the proximity to the signalized OR 99E / Young Street intersection. The project status is identified as a medium- priority roadway improvement in the City of Woodburn TSP (Project R19) and is also supported by the Highway 99E Corridor Plan. The total estimated project cost is $1,000,000.00 ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 16 November 12, 2025 A review of ODOT’s STIP 2024-2027 revealed that there is one transportation improvement project in the site vicinity and is described below: OR 99E: Cleveland Street to Young Street (Woodburn) This project includes safety and operational improvements along OR 99E between Cleveland Street and Young Street in the City of Woodburn. The work is expected to include pavement preservation, ADA curb ramp reconstruction, illumination upgrades, and minor signal modifications consistent with the Woodburn TSP and ODOT Highway 99E Corridor Plan. The project status is scheduled for preliminary engineering in the 2024–2027 STIP cycle with construction anticipated thereafter. The total estimated project cost is $2,450,000.00. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 17 November 12, 2025 SECTION III TRAFFIC IMPACT ANALYSIS ANALYSIS METHODOLOGY The A.M. peak hour and 30th highest design hour traffic impacts generated by the proposed Hermanson Preserve were analyzed as follows:  The 2030 “Without Project” condition was analyzed to establish the future baseline condition. The 2030 “Without Project” condition traffic volumes were derived by using a 0.5 percent annual, compounded growth factor for City of Woodburn study intersections and a 1.5 percent annual, compounded growth factor for ODOT study area intersections.  Daily, A.M., and P.M. trip generation were estimated for the proposed development using rates in "Trip Generation, 12th Edition," (Institute of Transportation Engineers, 2025).  A generalized peak hour trip distribution was developed based on coordination with the City of Woodburn staff.  The 2030 “With Project” condition was analyzed to determine the project traffic impacts. The remainder of this section contains a detailed discussion of the methodology summarized above and the analysis results. 2030 “WITHOUT PROJECT” TRAFFIC VOLUMES AND LEVELS OF SERVICE The 2030 “Without Project” condition was analyzed as the future baseline condition for the traffic analysis and to define a baseline by which the project impacts could be determined. The 2030 “Without Project” condition traffic volumes were derived at the City of Woodburn study area intersections by using a 0.5 percent annual, compounded growth factor as established in the scoping memorandum provided by the City of Woodburn staff. Also, “in-process” traffic volumes were added from approved but unbuilt developments. The “in-process” traffic volumes were obtained from City of Woodburn staff and can be referenced in Appendix F. The 2030 “Without Project” condition traffic volumes were derived at the ODOT study area intersections by using a 1.5 percent annual, compounded growth factor from historical traffic data from the nearest ATR Site 24-001 (OR-99E at Belle Passi Road). Levels of service were calculated at the study area intersections with the 2030 “Without Project” traffic volumes shown in Figure 6 and the lane configurations shown earlier in Figure 3. Appendix G contains the level of service worksheets for the 2030 “Without Project” condition. ---PAGE BREAK--- Project Site 4 3 5 2 1 E Cleveland St Hawley St N Front St S Front St Settlemier Ave S. Pacific Hwy (OR-99E) 99E Deer Run Ln FIGURE 6 2030 "Without Project" A.M. and P.M. Peak Hour Traffic Volumes NOT TO SCALE LEGEND 128/200 A.M./P.M. Peak Hour Traffic Volume 23040_Figures.Dwg 2. Cleveland Street/Front Street 3. Cleveland Street/Hawley Street 1. Cleveland Street/Settlemier Avenue 4. S. Pacific Highway (OR-99E)/Cleveland Street Hermanson Preserve TIA Woodburn, OR 5. S. Pacific Highway (OR-99E)/US Foods Driveway ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 19 November 12, 2025 The 2030 “Without Project” A.M. peak hour and 30th highest design hour levels of service at the study area intersections are summarized in Table 4a. As shown in Table 4a, all of the study area intersections are projected to operate with acceptable v/c ratios in the 2030 “Without Project” condition. Table 4a. 2030 “Without Project” Weekday Levels of Service and V/C Ratios A.M. Peak Hour 30th Highest Design Hour Unsignalized Intersection LOS Average Delay (sec) V/C Ratio LOS Average Delay (sec) V/C Ratio Cleveland Street/Settlemier Avenue Southbound Left Westbound Approach A B 7.7 10.3 0.01 0.131 A B 7.9 14.0 0.12 0.131 Cleveland Street/Front Street2 A 7.9 0.18 B 10.1 0.30 Cleveland Street/Hawley Street Northbound Approach Westbound Left A A 9.8 7.5 0.071 0.01 B A 11.2 7.7 0.051 0.05 S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left Eastbound Left Eastbound Right A D B 8.4 25.2 10.0 0.03 0.52 0.09 B F B 10.7 107.2 13.1 0.10 0.81 0.13 OR-99E/US Foods Driveway Southbound Left Westbound Approach A B 8.6 15.3 0.09 0.081 A E 9.3 45.8 0.02 0.351 1Worst v/c ratio reported for approach. 2All-way stop intersection levels of service is reported by overall intersection. Table 4b shows the 95th percentile queue for the major movements at the study area intersections. These 95th percentile queues were obtained from the PTV Vistro level of service output and can be referenced in Appendix G. As shown in Table 4b, all of the 95th percentile queues are within the available storage. Table 4b. 95th Percentile Queuing for 2030 “Without Project” Condition Intersection A.M. Peak Hour Queue1 30th Highest Design Hour Queue1 Available Storage Storage Exceeded? Cleveland Street/Settlemier Avenue Northbound Through/Right Southbound Left/Through Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet Continuous Continuous Continuous No No No Cleveland Street/Front Street Northbound Left/Through Northbound Right Southbound Approach Eastbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 30 feet 29 feet 31 feet 210 feet Continuous Continuous Continuous Continuous No No No No No 1 Minimum queue length is one car length – 25 feet ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 20 November 12, 2025 Table 4b. 95th Percentile Queuing for 2030 “Without Project” Condition Continued Intersection A.M. Peak Hour Queue1 30th Highest Design Hour Queue1 Available Storage Storage Exceeded? Cleveland Street/Hawley Street Northbound Approach Westbound Left Westbound Through Eastbound Through/Right 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet Continuous 350 feet Continuous Continuous No No No No S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left/Through Northbound Through Southbound Through Southbound Through/Right Eastbound Left Eastbound Right 25 feet 25 feet 25 feet 25 feet 71 feet 25 feet 25 feet 25 feet 25 feet 25 feet 119 feet 25 feet Continuous Continuous Continuous Continuous 300 feet Continuous No No No No No No OR-99E/US Foods Driveway Northbound Approach Southbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 42 feet Continuous Continuous Continuous No No No 1 Minimum queue length is one car length – 25 feet DEVELOPMENT PLANS As previously stated, the proposed project is the development of a 191 unit subdivision comprised of the following units:  9 single-family detached units  182 single-family attached townhome units Access will be from a newly constructed access onto S. Pacific Highway (OR-99E) which will create the west leg of the OR-99E/US Foods Driveway intersection and a connection to Hawley Street. Secondary access is also available from a connection to Deer Run Lane. As previously shown, Figure 2 shows the project site plan. TRIP GENERATION Estimates of daily, A.M. peak hour, and P.M. peak hour trips generated by the proposed project were developed from rates published in “Trip Generation, 12th Edition” (Institute of Transportation Engineers, 2025). The proposed development is expected to generate 1,278 daily, 92 A.M. peak hour (23 in, 69 out), and 101 P.M. peak hour (58 in, 43 out) net new trips. Table 5 summarizes the trip generation. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 21 November 12, 2025 Table 5. Trip Generation for Hermanson Preserve Land Use Amount Average Daily A.M. Peak P.M. Peak In Out Total In Out Total Single-Family Detached Housing (ITE Code 210) Rate per dwelling unit 9.09 0.19 0.51 0.70 0.58 0.35 0.93 Trips 9 units 82 1 5 6 5 3 8 Single-Family Attached Housing (ITE Code 215) Rate per dwelling unit 6.57 0.12 0.35 0.47 0.29 0.22 0.51 Trips 182 units 1,196 22 64 86 53 40 93 Net Site Total 1,278 23 69 92 58 43 101 TRIP DISTRIBUTION AND ASSIGNMENT A generalized peak hour trip distribution was developed based on coordination with the City of Woodburn staff and can be referenced in the scoping memorandums contained in Appendix A. Figure 7a shows the resulting trip distribution pattern and assignment of the net project-generated trips. It should be noted that HLA assumed no Hermanson Preserve generated trips to impact the adjacent neighborhoods to the west via the Deer Run Lane connection, as Deer Run Lane does not provide a direct connection to an arterial roadway. Conservatively, HLA assumed a nominal amount of adjacent neighborhood P.M. peak hour trips (6 in, 4 out) to utilize the Hermanson Preserve connection to Deer Run Lane for access to OR-99E. Figure 7b shows the adjacent neighborhood trip diversions at the OR-99E project access intersection. ---PAGE BREAK--- 2 3 4 5 6 12 10 9 8 7 1 Mt Hood Ave S. Pacific Hwy Cleveland St Hawley St N Front St 214 Settlemier Ave Evergreen Rd Newberg Hwy S Front St 99E N Boones Ferry Rd I-5 I-5 Project Site 11 Deer Run Ln Peak Hour Trip Distribution FIGURE 7a Trip Distribution and Assignment Traffic Volumes NOT TO SCALE 10% LEGEND 128/200 A.M./P.M. Peak Hour Traffic Volume 24030_Figures.Dwg Hermanson Preserve TIA Woodburn, OR 1. Newberg Highway (214)/I-5 Southbound Off Ramp 2. Newberg Highway (214)/I-5 Southbound On Ramp 3. Newberg Highway (214)/I-5 Northbound Off Ramp 5. Newberg Highway (214)/Evergreen Road 6. Newberg Highway (214)N Boones Ferry Rd/N Settlemier Ave 4. Newberg Highway (214)/I-5 Northbound On Ramp 7. Cleveland Street/Settlemier Avenue 8. Cleveland Street/Front Street 20% 20% 15% 5% 30% 5% 5% 9. Cleveland Street/Hawley Street 10. S. Pacific Highway E (OR-99E)/Cleveland Street 11. OR-99E/US Foods Driveway/Project Access 12. OR-99E/Mt. Hood Avenue Not Study Area Intersection. Shown for trip distribution and assignment purposes only. Study Area Intersection X * X X X X X * * * * * * * ---PAGE BREAK--- 2 3 4 5 6 12 10 9 8 7 1 Mt Hood Ave S. Pacific Hwy Cleveland St Hawley St N Front St 214 Settlemier Ave Evergreen Rd Newberg Hwy S Front St 99E N Boones Ferry Rd I-5 I-5 Project Site 11 Deer Run Ln LEGEND 128/200 A.M./P.M. Peak Hour Traffic Volume Peak Hour Trip Distribution FIGURE 7b Diverted Deer Run Lane Neighborhood Trips Trip Distribution and Assignment Traffic Volumes NOT TO SCALE 10% 24030_Figures.Dwg Hermanson Preserve TIA Woodburn, OR 20% 20% 15% 5% 30% 5% 5% 11. OR-99E/US Foods Driveway/Project Access ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 24 November 12, 2025 2030 “WITH PROJECT” TRAFFIC VOLUMES AND LEVELS OF SERVICE The traffic volumes shown in Figures 6, 7a, and 7b were combined to arrive at the 2030 “With Project” A.M. peak hour and 30th Highest Design Hour traffic volumes. Figure 8 shows the 2030 “With Project” traffic volumes. Levels of service were calculated at the study area intersections with the 2030 “With Project” traffic volumes shown in Figure 8 and the lane configurations shown earlier in Figure 3. Appendix H contains the level of service worksheets for the 2030 “With Project” condition. The 2030 “With Project” A.M. peak hour and 30th highest design hour levels of service at the study area intersections are summarized in Table 6a. As shown in Table 6a, all of the study area intersections are projected to operate with acceptable v/c ratios in the 2030 “With Project” condition. Table 6b shows the 95th percentile queue for the major movements at the study area intersections. These 95th percentile queues were obtained from the PTV Vistro level of service output and can be referenced in Appendix H. As shown in Table 6b, all of the 95th percentile queues are within the available storage. Table 6a. 2030 “With Project” Weekday Levels of Service and V/C Ratios Unsignalized Intersection LOS Average Delay (sec) V/C Ratio LOS Average Delay (sec) V/C Ratio Cleveland Street/Settlemier Avenue Southbound Left Westbound Approach A B 7.7 10.5 0.02 0.171 A B 8.0 14.4 0.14 0.141 Cleveland Street/Front Street2 A 8.0 0.21 B 10.4 0.32 Cleveland Street/Hawley Street Northbound Approach Westbound Left B A 10.1 7.5 0.081 0.01 B A 12.1 7.8 0.091 0.05 S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left Eastbound Left Eastbound Right A D B 8.4 26.3 10.1 0.03 0.53 0.09 B F B 10.8 119.7 13.3 0.10 0.85 0.13 OR-99E/US Foods Driveway/Project Access Northbound Left Southbound Left Eastbound Approach Westbound Approach A A C C 8.0 8.6 20.4 17.2 0.01 0.09 0.121 0.101 A A E F 9.65 9.3 49.0 92.9 0.02 0.02 0.241 0.571 1Worst v/c ratio reported for approach. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 25 November 12, 2025 Table 6b. 95th Percentile Queuing for 2030 “With Project” Condition Intersection A.M. Peak Hour Queue1 30th Highest Design Hour Queue1 Available Storage Storage Exceeded? Cleveland Street/Settlemier Avenue Northbound Through/Right Southbound Left/Through Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 26 feet Continuous Continuous Continuous No No No Cleveland Street/Front Street Northbound Left/Through Northbound Right Southbound Approach Eastbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 31 feet 35 feet 35 feet 210 feet Continuous Continuous Continuous Continuous No No No No No Cleveland Street/Hawley Street Northbound Approach Westbound Left Westbound Through Eastbound Through/Right 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet Continuous 350 feet Continuous Continuous No No No No S. Pacific Highway (OR-99E)/Cleveland Street Northbound Left/Through Northbound Through Southbound Through Southbound Through/Right Eastbound Left Eastbound Right 25 feet 25 feet 25 feet 25 feet 74 feet 25 feet 25 feet 25 feet 25 feet 25 feet 125 feet 25 feet Continuous Continuous Continuous Continuous 300 feet Continuous No No No No No No OR-99E/US Foods Driveway Northbound Approach Southbound Approach Eastbound Approach Westbound Approach 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 25 feet 72 feet Continuous Continuous Continuous Continuous No No No No 1 Minimum queue length is one car length – 25 feet ---PAGE BREAK--- Project Site 4 3 5 2 1 E Cleveland St Hawley St N Front St S Front St Settlemier Ave S. Pacific Hwy (OR-99E) 99E Deer Run Ln LEGEND 128/200 A.M./P.M. Peak Hour Traffic Volume FIGURE 8 2030 "With Project" A.M. and P.M. Peak Hour Traffic Volumes NOT TO SCALE 23040_Figures.Dwg Hermanson Preserve TIA Woodburn, OR 2. Cleveland Street/Front Street 3. Cleveland Street/Hawley Street 1. Cleveland Street/Settlemier Avenue 4. S. Pacific Highway (OR-99E)/Cleveland Street 5. S. Pacific Highway (OR-99E)/US Foods Driveway ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 27 November 12, 2025 SITE ACCESS CORNER SIGHT DISTANCE The minimum corner sight distance required for the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection is based on OAR [PHONE REDACTED] Table 2 (Intersection Sight Distance Requirements). OR-99E is classified as a regional highway under the jurisdiction of ODOT with a posted speed limit of 45 mph. Per ODOT Table 2, the 45 mph posted speed corresponds to an assumed design speed of 55 mph. For a vehicle turning left or right from a stop- controlled approach and crossing one lane of opposing traffic, the minimum intersection sight distance requirement is 610 feet. Based on field observations conducted by HLA, more than 610 feet of sight distance appears to be available to both the north and south at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection as long as the sight distance triangles are properly maintained. The sight distance triangles should be maintained in such a manner that any vegetation within the sight distance triangles do not encumber the sight lines. Also, any physical objects placed within the sight distance triangles should not encumber the sight lines of the motorist at the project access intersection. Because the eastbound project access approach has not been fully designed or constructed yet, the corner sight distance should be reconfirmed at the final engineering/construction stage of development to assure that any design/construction element does not preclude the necessary corner sight distance requirement. TURN LANE WARRANT ANALYSIS The Oregon Department of Transportation (ODOT) Analysis Procedures Manual, Version 2 (October 14, 2025) is the standard applied to determine whether the installation of left and/or right turn lanes are warranted at unsignalized intersections. The relevant guidance is contained in Chapter 12 – Unsignalized Intersection Analysis, 12.2 Turn Lane Criteria. According to this section, proposed left or right turn lanes at unsignalized intersections and private approach roads must meet the installation criteria contained in the ODOT Highway Design Manual (HDM) and must conform to applicable Access Management Spacing Standards and regional and local transportation plans. Meeting the criteria does not in itself require a turn lane to be installed. Engineering judgment must be used to determine whether installation would be safe and practical. It should be noted that all proposed turn lanes on state highways require approval by the Region Traffic Engineer. Right-Turn Lane Warrant Analysis Per APMv2 Section 12.2.2 (Right-Turn Lane Criteria – Unsignalized Intersections), a right-turn lane should be considered when any of the following criteria are met:  Vehicular Volume Criterion – Determined using the curve in Exhibit 12-2, based on the total approaching volume and the number of right-turning vehicles during the design hour. This criterion applies when intersection traffic volumes are the principal reason for considering a right-turn lane. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 28 November 12, 2025  Crash Experience Criterion – Met when crash history shows patterns rear-end collisions) that could be mitigated by providing a right-turn lane.  Special Case Criterion – Includes conditions such as high operating speeds, restrictive geometrics, or limited sight distance that justify a right-turn lane even if volume or crash thresholds are not met. Based on the 2030 “With Project” traffic volumes plotted on Exhibit 12-2, a southbound right turn lane is warranted at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection. Appendix I contains 2030 “With Project” traffic volumes plotted on Exhibit 12-2. This is further supported by the 45 mph posted speed limit where separating right turning movements reduces the speed differential between through and right turning vehicles and improves safety. The southbound right turn lane length should be based on the most recent version of ODOT’s HDM. The applicant should coordinate with ODOT to determine the actual design speed of OR-99E at the proposed project access location to determine the turn lane length. Left-Turn Lane Warrant Analysis Per APMv2 Section 12.2.1 (Left-Turn Lane Criteria – Unsignalized Intersections), a left-turn lane should be considered when any of the following criteria are met:  Vehicular Volume Criterion – Determined using the Texas Transportation Institute (TTI) curves shown in Exhibit 12-1. This criterion applies when the turning volumes are sufficient to justify a dedicated lane.  Crash Experience Criterion – Met when crash patterns indicate that installing a left-turn lane would improve safety, such as by reducing rear-end or angle collisions.  Special Case Criterion – Applies when conditions such as limited sight distance, non- traversable medians, or alignment and speed factors affect safe left-turn execution. Based on the 2030 “With Project” traffic volumes plotted on Exhibit 12-1, a northbound left turn lane is warranted at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection. Appendix I contains 2030 “With Project” traffic volumes plotted on Exhibit 12-1. This is further supported by the 45 mph posted speed limit, where separating left turning movements reduces the speed differential between through and right turning vehicles. The northbound left turn lane length should be based on the most recent version of ODOT’s HDM. The applicant should coordinate with ODOT to determine the actual design speed of OR-99E at the proposed project access location to determine the turn lane length. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 29 November 12, 2025 ACCESS MANAGEMENT AND APPROACH SPACING Per OAR [PHONE REDACTED], the Oregon Department of Transportation (ODOT) applies standards and criteria for the approval of approaches onto state highways, including spacing, channelization, and sight-distance requirements. Based on Table 5 of OAR [PHONE REDACTED], the S. Pacific Highway (OR- 99E) has an access spacing standard of 500 feet. The S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection is currently located approximately 120 feet south of an existing driveway for the Woodburn Eagles building and approximately 370 feet north of an existing driveway for the Circle K Gas Station which makes it impossible to meet the 500 foot spacing standard. Because the proposed approach does not meet the minimum 500 foot spacing standard, it is not compliant with ODOT’s access spacing requirements. To achieve compliance, the applicant must request and obtain an approved deviation from ODOT for substandard access spacing in accordance with OAR [PHONE REDACTED]. ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 30 November 12, 2025 CONCLUSIONS The following are the findings and recommendations from the traffic analysis: Findings The following are the findings from the traffic analysis:  The proposed development is expected to generate 1,278 daily, 92 A.M. peak hour (23 in, 69 out), and 101 P.M. peak hour (58 in, 43 out) net new trips.  All of the study area intersections are projected to meet level of service standards for the 2030 “Without Project” and 2030 “With Project” conditions.  All of the study area intersections 95th percentile queues are within the available storage in the 2030 “With Project” condition.  Based on field measurements conducted by H. Lee & Associates, PLLC (HLA), the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection at the new eastbound approach should be able to meet the sight distance requirements as long as any existing vegetation within the sight distance triangles are properly maintained after construction and no obstructions are placed within the sight distance triangles that could impede a driver’s vision. The corner sight distance should be reconfirmed at the final engineering/construction stage of development to assure that any design/construction element does not preclude the necessary corner sight distance requirement.  Turn lane warrants were conducted and are warranted and recommended at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection.  The S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection does not meet access spacing standard. Recommendations  Turn lane warrants at the S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection were conducted. The following turn lane facilities are warranted and recommended: o S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access - Southbound right turn lane - Northbound left turn lane The southbound right turn lane and the northbound left turn lane should be based on the most recent version of ODOT’s HDM. The applicant should coordinate with ODOT to determine the actual design speed of OR-99E at the proposed project access location to determine the turn lanes ---PAGE BREAK--- Hermanson Preserve – Traffic Impact Study Woodburn, OR Page 31 November 12, 2025  The proposed S. Pacific Highway (OR-99E)/US Foods Driveway/Project Access intersection is not compliant with ODOT’s access spacing standards. To achieve compliance, the applicant must request and obtain an approved deviation from ODOT for substandard access spacing in accordance with OAR [PHONE REDACTED]. ---PAGE BREAK--- APPENDIX A ODOT SCOPING MEMO ---PAGE BREAK--- - 1 - Department of Transportation Region 2 Tech Center 455 Airport Road SE, Building B Salem, Oregon 97301-5397 Telephone (503) 986-2600 Fax (503) 986-2839 Date: June 2, 2025 To: Brion Scott, PE Development Review Coordinator Subject: Hermanson Preserve Development Outright Use Traffic Impact Analysis Scope of Work ODOT Region 2 – District 3 Pacific Hwy No. 081 (OR 99E) Milepost 33.22 City of Woodburn Marion County The purpose of this document is to define the scope of work for a Traffic Impact Analysis (TIA), to evaluate the impacts due to the proposed Hermanson Preserve development located within Woodburn, OR. It is the Oregon Department of Transportation’s (ODOT) understanding this development will construct 191 residential dwelling units. This TIA shall be prepared and submitted in accordance with the current version of ODOT’s Analysis Procedures Manual1 (APM-V2). The proposed development shall require the submittal of an Application for State Highway Approach. Any work on a new or modified approach to a state highway or any modifications to existing signalized intersections on the State Highway System (even if modification work will take place entirely within the local jurisdiction’s right-of- way) will require ODOT’s review, approval, and issuance of a permit to perform such work. Scope of Work: I. GENERAL ODOT State Highway Approach Permit An ODOT Application for State Highway Approach2 shall be submitted for the approach located on Pacific Highway No. 081 at approximately milepost 33.22 before this traffic analysis will be accepted by Region 2 Traffic for review. Upon receipt of this application, a Central Highway Approach/Maintenance Permit System (CHAMPS) number will be associated with this TIA. If the applicant has any questions regarding this application, please contact Brion Scott. 1 2 ---PAGE BREAK--- - 2 - Methodology and Assumptions Memorandum Consultant shall prepare and submit a methodology and assumptions memorandum documenting methodology and assumptions to be used for existing conditions (i.e. seasonal factors), future conditions (i.e. volume development/post-processing methodology), and alternative analysis (i.e. peak hour factors, analysis parameters, calibration, etc) to Region 2 Traffic in accordance with Section 2.5.1 of the APM-V2. Consultant shall obtain approval of methodology from Region 2 Traffic prior to beginning analysis. By participating in this practice, consultant can proactively reduce or eliminate any need for rework. The methodology and assumptions memorandum shall include at least the following proposed analysis parameters: • Analysis study area/intersection(s) • Count date, type, and duration • Seasonal adjustment • Analysis years • Annual growth rate • Trip generation and distribution • Mobility targets • Existing and future peak hour factors (PHFs) and heavy vehicle percentages • Unadjusted (ideal) saturation flow rate Executive Summary The introduction to the TIA shall provide a description of the development, site location and study area (including a site map), and briefly describe the purpose of the analysis, principal findings, recommendations, and conclusions. Analysis Study Area Provide a text description (including tax-lot descriptions) of the proposed development and a graphic displaying all intersections and accesses to be evaluated as part of the TIA. Maintain numbering and labeling of intersections for consistency and clarity. The following intersections have been identified for analysis: 1. Cleveland St at Settlemier Ave 2. Cleveland St at Front St 3. Cleveland St at Hawley St 4. OR 99E at Cleveland St 5. OR 99E at Project Access II. TRAFFIC DATA Traffic Counts Traffic counts shall be collected at all identified study area intersections. At a minimum, traffic data shall be developed from Three-Hour, Three Vehicle Classification count (auto, bus, and truck) including ---PAGE BREAK--- - 3 - turning movements, bicycles, and pedestrians, with 15-minute breakdowns during the AM (6-9 am) and PM (3-6 pm) peak periods. If a new traffic signal is anticipated, a minimum 12-hour count shall be taken, in order to develop a Manual on Uniform Traffic Control Devices (MUTCD) Traffic Signal Warrant analysis. If major modification of an existing signal is anticipated, a minimum 12-hour count shall be taken, in order to develop a complete operations analysis and design. Existing ODOT manual counts within the study area may be used for this analysis, if less than two years old. If count data older than one year is to be used, it shall be adjusted using an approved growth rate to reflect current conditions. Existing ODOT traffic counts may be accessed via the Oregon Traffic Monitoring System (OTMS) through the following website: All traffic data used in this analysis shall be included within the appendix. Raw traffic data will not be accepted for use in this traffic analysis. All traffic volumes in the base year shall be seasonally adjusted to represent the 30th Highest Hour Volume (30HV) in accordance with Chapter 5 of the APM-V2. Traffic volumes for future year scenarios, also known as design hour volumes (DHV), shall be developed in accordance with Chapter 6 of the APM-V2. Areas covered by a travel demand model shall use such model to develop future no-build and build alternative volumes. If model data will be required, the consultant shall submit a model request to ODOT’s Transportation Planning Analysis Unit (TPAU) at least three weeks before the data are needed. Model information, including the model request form, is available at All raw model numbers shall be post-processed or used only in relative (percentage) comparisons. Site Trip Generation, Distribution and Assignment Site trip generation shall utilize the most recent edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual to estimate average daily trips (ADT) and both AM and PM peak hour trip volumes, originating from, and destined for, the subject development. Trip generation shall utilize the appropriate method (weighted average rate or fitted curve equation) recommended per Chapter 4 of the most recent edition of the ITE Trip Generation Handbook. If the weekend peak trip generation of the proposed development combined with weekend background traffic volumes is greater than the weekday plus development conditions, a weekend traffic analysis shall also be included within the TIA. All assumptions, raw data, and adjustments shall be documented and discussed in the body of the TIA or in the appendix. Approved computer models, such as Traffix or Vistro, or manual calculations may be used for determining trip assignments for site-generated traffic volumes on roadways within the study area. Please refer to the comments regarding Traffix output in the below section titled Intersection Capacity Software Analysis. ---PAGE BREAK--- - 4 - III. ANALYSIS PROCEDURES Capacity Analysis Capacity analyses of signalized intersections, unsignalized intersections, roundabouts, and roadway segments shall follow the established methodologies of the Highway Capacity Manual 6th Edition (HCM 6) or newer, per Chapter 2.5.1 of the APM-V2. Methodologies of the Highway Capacity Manual 2000 (HCM2000) will NOT be accepted. For HCM 6 or HCM 7 signalized intersection v/c shall be computed manually unless software-calculated. For two-way stop controlled intersections, the highest movement v/c shall be reported, along with an indication of its corresponding movement. For all-way stop controlled intersections and roundabouts, the highest approach leg v/c shall be reported. Roundabout capacity analyses shall follow the procedures listed in Section 12.3.4 of the APM-V2. Standard default values for use in unsignalized intersection, roundabout, and signalized intersection analyses may be found in Appendix 12/A/13A of the APM-V2. All intersection capacity analyses shall account for heavy vehicles by approach, as determined from manual counts. Planning level mobility results from this TIA shall be compared against Highway Mobility Standards (Policy 1F) and the Volume to Capacity Ratio Targets provided in Table 6 (revised 12/21/2011) of the 1999 Oregon Highway Plan3 (OHP). During review of an Application for State Highway Approach, mobility standards do not apply to turning movements from private approaches except when the v/c ratio on the proposed approach is 1.0 or greater, per Oregon Administrative Rule (OAR) [PHONE REDACTED](5)(c). Intersection Capacity Software Analysis Application of computer analysis software shall follow all ODOT-approved methodologies, and all electronic analysis files shall be made available to Region 2 Traffic for review, with the submittal of this TIA. These files may be emailed if the sum-total of all digital files is less than 5 MB. However, if the sum- total of all digital files is greater than 5 MB, the consultant shall notify Region 2 staff for direction on how to best transfer files to Region staff. 12 and HCS 2025 (for isolated intersections only) are examples of approved analysis software. is the ODOT standard software program and is the preferred format (files saved as 12 compatible shall be provided for review). The only approved roundabout analysis software are HCS, SIDRA Intersection, and ODOT’s Excel-based Single Lane Roundabout Calculator4. Queue Length Analysis Intersection operational analyses shall include the effects of queuing and blocking. Average and 95th percentile queue shall be reported for all study area intersections. The 95th percentile queuing is used for design purposes and shall be reported to the next highest 25-foot increment. For signalized intersections, SimTraffic is an acceptable queuing analysis software package, while SimTraffic or the AASHTO 2-Minute Rule are examples of acceptable queuing analysis methodologies for unsignalized intersections. HCM2000 or Traffix queuing analysis results will NOT be accepted. Roundabout queuing 4 ---PAGE BREAK--- - 5 - analyses shall follow the procedures listed in Section 12.3.4 of the APM-V2. Simulation should be used if v/c ratios exceed 0.70 and simulation shall be used if v/c ratios are equal to or exceed 0.90. Simulations shall be calibrated in accordance with Chapter 15 of the APM-V2. IV. ANALYSIS REQUIREMENTS Justification of an Access Management Deviation Approval of the accompanying Application for State Highway Approach may require the approval of at least one deviation from the standards in OAR [PHONE REDACTED] and OAR [PHONE REDACTED]. The TIA shall identify: • Whose standards (ODOT or local jurisdiction) apply and what are those standards (spacing, channelization, sight distance) per OAR [PHONE REDACTED] and 4020; • Which standards are met or not met; • Required and requested deviations (if multiple deviations are required, any dependency or relationship to one another must be identified); and • The basis by which all requested deviations may be approved in accordance with OAR 734-051- 3050. ODOT’s standards, if they indeed apply, are outlined in the following section. Mitigation measures may be required as a condition of approval for a deviation, to address identified safety or operational concerns, or both. For further guidance, please contact Casey Knecht, Region Access Management Engineer, at [EMAIL REDACTED]. ODOT’s Access Management Standards Approval of the accompanying Application for State Highway Approach will require compliance with the standards in OAR [PHONE REDACTED]. Below is information on such standards. • Spacing – Adequate spacing shall be verified for all approaches accessing the site. Approach spacing should meet the standards identified in OAR [PHONE REDACTED](2)(a), and or a current access management plan/strategy adopted by ODOT. A spacing deviation may only be approved in accordance with criteria outlined in OAR [PHONE REDACTED](5) and • Channelization – Adequate channelization shall be verified for all approaches accessing the site. Highway channelization should meet the standards of OAR [PHONE REDACTED](2)(b). A channelization deviation may only be approved in accordance with criteria outlined in OAR [PHONE REDACTED](7). • Sight Distance – Adequate intersection sight distance shall be verified for all approaches accessing the site. Stop-controlled intersection sight distance should meet the standards of OAR [PHONE REDACTED](2)(c). A sight distance deviation may only be approved in accordance with criteria outlined in OAR [PHONE REDACTED](8). Consultant shall identify if conditions exist that will not allow the Region Access Management Engineer authority to approve a deviation per OAR [PHONE REDACTED](9). If any such conditions exist, consultant ---PAGE BREAK--- - 6 - should also provide information to aid the decision of the Region Manager to approve such deviations per OAR [PHONE REDACTED](10). Change of Use and Justification of Moving in the Direction of Conformity As the proposed development will trigger “change of use of a private approach” per OAR [PHONE REDACTED], the approval of the accompanying Application for State Highway Approach may require the application to move the approach “in the direction of conforming to the spacing, channelization or sight distance standards” per OAR [PHONE REDACTED](7). For further guidance, please contact Casey Knecht, Region Access Management Engineer, at [EMAIL REDACTED]. Alternate Access If an Application for State Highway Approach is required and the proposed development is situated where the Department may consider alternate access available to the property other than direct access to a state highway, as in OAR [PHONE REDACTED](6), then this traffic study must clearly demonstrate how the alternate access is “not reasonable and cannot be made reasonable” in accordance with OAR 734-051- 4020(7). The same justification must be demonstrated for multiple approaches to the State Highway System outside of urban areas. For guidance, consult the Region Access Management Engineer. Intersection Sight Distance Adequate intersection sight distance shall be verified for all study intersections and highway approaches. Stop controlled intersection sight distance should meet the standards of the most recent edition of AASHTO’s A Policy in Geometric Design of Highways and Streets and HDM. Turn Lane Criteria Unsignalized study intersections and private approach roads without existing right or left turn lanes shall be analyzed to determine if they meet the criteria outlined in Section 12.2 of the APM-V2 and locations that meet such criteria shall be noted. Installation of a turn lane may be recommended as mitigation for development traffic impacts. However, meeting any criteria does not mean a turn lane will be approved for installation. Engineering judgment shall be used to determine if such installation would be impractical or introduce safety concerns, particularly considering bicycle and pedestrian traffic. Section 405.0 and 405.1 of ODOT’s Traffic Manual5 should be consulted for additional guidance. Proposed turn lanes shall meet ODOT installation criteria outlined in ODOT’s HDM. Traffic Signal Installations & Modifications Analysis and recommendations related to new and/or modified traffic signals must follow ODOT’s Traffic Signal Policy and Guidelines6 and all subsequent revisions. Any recommendations for traffic signals to be installed or modified as part of future mitigation shall be supported by a preliminary signal warrant analysis, as specified in Section 12.4.1 of the APM-V2. Any new traffic signal proposal for the Day of Opening shall show, but not limited to, the following: 5 6 Guidelines.pdf ---PAGE BREAK--- - 7 - • A clear indication for the traffic signal, only after other enhancements to nearby signals or intersections are shown to be insufficient to mitigate the new highway related impacts resulting from the proposed development; • An assessment of the ability of the existing, planned, and proposed public roads to accommodate development traffic at another location; • A detailed description of the proposed development’s effects to the existing and proposed study area intersections; and • Documentation of traffic volumes and signal warrant satisfaction, if a new signal is determined to be the most appropriate solution. All proposed signals must indicate a need, as well as meet a warrant as described in OAR [PHONE REDACTED] through 0500, Section 6.35 of the Traffic Manual, and the Traffic Signal Policy and Guidelines. NOTE: It is the authority of the State Traffic-Roadway Engineer to approve all signal installations, modifications, and deviations on the State Highway System. Simply meeting a Preliminary Signal Warrant does not imply or ensure a signal will be approved by the State Traffic-Roadway Engineer. Consultant should initiate early consultation with ODOT on the analysis and conceptual layout of any proposed signals to avoid delays in the approval process. Traffic Signal Progression Analysis If a new traffic signal is proposed, or an existing signal modified, as part of this development, a Traffic Signal Progression Analysis may be necessary. If the new or modified traffic signal meets the requirements of OAR [PHONE REDACTED] and Section 13.4.6 of the APM-V2, then a progression study shall be developed in accordance with procedures outlined within that same section of the APM-V2. Safety Analysis Traffic safety shall be taken into consideration for development impacts. The consultant shall obtain the most recent five years of crash data for both state and non-state roadways within the study area, including Safety Priority Index System (SPIS) sites, and conduct a crash analysis. Crash data may be requested from John Bonnett with ODOT’s Crash Data & Reporting Unit at (503) 986-3476 or [EMAIL REDACTED]. The standards for safety analyses are covered in Chapter 4 of the APM-V2 and Exhibit 4-2 recommends AASHTO’s Highway Safety Manual (HSM)7 predictive methods as “best practice” methods for development review safety analyses. As such, the safety analysis shall include analysis of the HSM predictive methods (net change in predicted crash frequency or predicted crashes, excess expected crash frequency) per Section 4.4. Intersection crash rates shall be compared to the published 90th percentile intersection crash rate in APM-V2 Exhibit 4-1. If any rate is close to or exceeds the 90th percentile rate, consultant shall provide analysis of crash patterns and identification of contributing factors and potential countermeasures. 7 http://www.highwaysafetymanual.org/ ---PAGE BREAK--- - 8 - Segment crash rates (ODOT State Highway Crash Rate Tables – Part II8) must be compared with the current published statewide crash rates for similar facilities (ODOT State Highway Crash Rate Tables - Table II). For segments that are close to or exceed the published statewide crash rate for similar facilities, consultant shall provide analysis of crash patterns and identification of contributing factors and potential countermeasures. Consultant shall map locations of all safety issues along with any SPIS sites. Technical guidance on safety analyses of crash rates9 and SPIS10 is available. V. POTENTIAL MITIGATIONS This traffic study should present several potential mitigation alternatives and the engineering justification for each. When developing mitigation alternatives for a proposed intersection, or an existing stop-controlled intersection, please consider the following hierarchy for traffic control alternatives: 1. Two-way stop-controlled intersection 2. Four-way stop-controlled intersection 3. Turn-movement restrictions 4. Modern roundabout 5. Grade separation with stop-controlled connections 6. Grade separation with free-flow connections 7. Signalized intersection A traffic signal should be the last alternative considered due to the potential for increases in congestion, crashes and pollution and the associated life-cycle costs of the traffic control device. A traffic signal proposed to only serve a single development, and not provide connectivity to other public streets or highways, is unlikely to be approved. Signal timing adjustments will NOT be considered as mitigation. An analysis shall be developed for intersections, where a traffic signal may be proposed as mitigation, to determine if a modern roundabout would be an appropriate traffic control device. If a roundabout on a state highway is to be considered, it should be proposed early in the development review process. ODOT Motor Carrier shall be consulted to ensure any roundabout will meet highway freight and mobility standards. If a studied facility is a formally recognized freight route, compliance with Oregon Revised Statutes (ORS) 366-215 “Reduction in Capacity” may be necessary if alternative concepts could potentially restrict the roadway width (i.e. curb extensions, medians, etc.). In situations where proposed mitigation is located on a state highway routed over city right-of-way, coordination with the local jurisdiction will be required. VI. ANALYSIS SCENARIOS A complete TIA will include analysis of at least the following scenarios. 8 http://www.oregon.gov/ODOT/TD/TDATA/pages/car/car_publications.aspx 9 10 ---PAGE BREAK--- - 9 - Traffic Volumes & Operations – Existing Conditions Identify current year site conditions at the proposed development location. This includes, but is not limited to, the following: • A description of the site location, zoning, existing use(s), and proposed use(s) of subject property. • A description of surrounding vacant or re-developable properties, with anticipated land uses. • A graphic identifying existing lane configurations and traffic control devices at all study area intersections. • A graphic showing existing 30HV traffic, reported as average daily traffic (ADT), as well as AM and PM Peak Hour Volumes (PHV). Also include in this graphic, a list of heavy vehicle percentages by approach, seasonal adjustment factors (if any), and all growth rates used to determine future volumes. • Identify all road segments, public intersections, public or private approaches where the proposed project can be expected to increase traffic volumes by at least 10 percent of the current traffic or generate an additional 300 ADT or 50 peak hour trips. Please refer to Table 3.3 in ODOT’s Development Review Guidelines11 (DRG) for more information. If the local jurisdiction has more conservative thresholds, those thresholds apply. • An analysis of existing intersection operations, reported in terms of Volume to Capacity • A comparison of ODOT crash rates against the most recent five years’ worth of crash data, over at least a one-mile segment. This analysis shall include information on any SPIS sites adjacent to or within the study area. Traffic Volumes & Operations – Year of Opening An analysis shall be made of the study area intersections, for an assumed Year of Opening, under both “background traffic” and “total traffic” scenarios. The “background traffic” scenario shall include all in- process traffic (traffic generated by approved and pending development), if any such exist. If none exist, include a statement verifying all jurisdictions were contacted for information on in-process development traffic and that none existed. The “total traffic” scenario is considered “background traffic” volumes plus trips generated by the proposed development. If this proposal is to be developed in multiple phases, then a Year of Opening analysis shall be developed for each phase of the proposal. For each Year of Opening analysis scenario, the TIA shall provide at least the following data: • A graphic showing Year of Opening traffic volume, for both “background traffic” and “total traffic” scenarios; • A graphic or table showing v/c and LOS analysis results for both “background traffic” and “total traffic” scenarios; • A graphic or table itemizing 95th percentile storage length requirements for all approaches, rounded to the next highest 25-foot increment; and • A graphic showing the existing turn lanes and storage length dimensions. 11 Appendices.pdf ---PAGE BREAK--- - 10 - Traffic Volumes & Operations – Future Year A Future Year analysis shall be required if either the development’s daily trip (ADT) generation meets identified thresholds or if the development includes a plan amendment or zone change. Please refer to Table 3.3.2 of the DRG to determine what Future Year scenario may be required. If required, analyses shall be made for all study area intersections, under both Future Year “background traffic” and “total traffic” scenarios. The Future Year “background traffic” scenario shall include all in-process traffic (traffic generated by approved and pending development), if any such exist. If none exist, include a statement verifying all jurisdictions were contacted for information on in-process development traffic and that none existed. The “total traffic” scenario is considered Future Year “background traffic” volumes plus the peak hour trips generated by the proposed development. For each potential Future Year analysis scenario, the TIA shall provide at least the following: • A graphic showing Future Year traffic volumes for both “background traffic” and “total traffic” scenarios; • A graphic or table showing v/c analysis results for both “background traffic” and “total traffic” scenarios; • A graphic or table itemizing 95th percentile storage length requirements for all approaches, rounded to the next highest 25-foot increment; and • A graphic showing the existing turn lanes and storage length dimensions. Conclusions and Recommendations This study shall summarize existing and future conditions and discuss the impacts of the proposed development. Identify any operational or safety deficiencies and recommend mitigation, along with a conclusion on the effectiveness of the proposed mitigation. Summarize how the proposed development will comply with all operational and safety standards. Appendix Items The appendix is a necessary component of a complete TIA. This TIA shall include an appendix with at least the following information: • this scope of work letter • traffic count data sheets • crash and safety data • trip generation and volume development calculations • software input sheets (for verification of default and input parameters) • software analysis output sheets • queuing analysis worksheets • truck turning template • turn lane criteria worksheets (if applicable) • traffic signal warrant worksheets (if applicable) ---PAGE BREAK--- - 11 - VII. SUBMITTIAL CRITERIA Digital versions of the submitted TIA and all supporting analysis work are preferred. These files may be emailed if the sum-total of all digital files is less than 5 MB. If the sum-total of all digital files is greater than 5 MB, we request Region 2 staff be notified for direction on how to best transfer files to Region staff. The final version of the TIA will not be accepted until it has been stamped by an Oregon-registered Professional Engineer with license being current and in good standing, with expertise in civil or traffic engineering. Region 2 Traffic staff should require no more than 30 days to review and comment on the draft TIA. Note: This timeframe may be adjusted, based on staffing and existing workloads. We trust this scope will provide enough information to conduct the analysis. However, the Department is prepared to work with the consultant, as necessary, to answer any additional questions that may arise during the course of its work. Additional coordination of traffic analysis data may be required during the TIA review process. If there are any questions or comments regarding this scope of work, please contact me directly at (971) 208-1290 or [EMAIL REDACTED]. Sincerely, Arielle Childress, P.E. Traffic Analysis Engineer ODOT Region 2 Tech Center 455 Airport Road SE, Building B Salem, Oregon 97301-5397 ---PAGE BREAK--- HERMANSON PRESERVE SUBDIVISION • TIA SCOPING LETTER REVIEW • MAY 23, 2025 1 TIA SCOPE COMMENTS DATE: May 23, 2025 TO: Dan Handel, Planner I City of Woodburn FROM: Jenna Bogert, PE I DKS Associates SUBJECT: Hermanson Preserve Subdivision Traffic Impact Study Scope of Work Project #24150-000 DKS Associates has conducted a review of the traffic impact analysis (TIA) scoping letter for the proposed Hermanson Subdivision project.1 The proposed site includes 191 single-family housing units and is located west of Pacific Highway West (OR 99W), south of Cleveland Street across from the US Foods distribution center. The scoping letter provides the estimated vehicle trip generation and trip distribution for the TIA. The proposed project is estimated to generate a total of 93 AM peak hour vehicle trips and 112 PM peak hour vehicle trips and have access to the existing Hawley Street and OR 99E at a new intersection. This memo provides DKS’ response to the scoping letter. DKS RESPONSES TO SCOPING LETTER 1. Trip Distribution: The trip distribution in the TIA reflect the following percentages and assignments. These changes are based on similar, recent traffic studies in Woodburn. See attached graphic for trip distribution map. > 30% south of site on OR 99E > 30% north of site on OR 99E  5% east on Molalla Road  20% north on OR 99E  5% west on OR 214 (Mount Hood Ave) > 40% west of site to I-5/OR 214 interchange via Cleveland Street  20% north on I-5  15% south on I-5  5% west of interchange 1 Hermanson Preserve Scoping Letter, H. Lee & Associates, May 19, 2025. ---PAGE BREAK--- HERMANSON PRESERVE SUBDIVISION • TIA SCOPING LETTER REVIEW • MAY 23, 2025 2 2. Study Intersections: The TIA shall provide vehicle operations analysis at the following intersections. Traffic operations are to be analyzed for the AM peak hour and PM peak hour using HCM 6th Edition methodology. Trip assignment should be shown at the additional intersections listed below for use in calculating proportionate share costs. Study Intersections (Vehicle Operations Analysis Needed) Reason for Inclusion in TIA OR 99E / New Site Access New intersection and provides direct access to the project site Cleveland Street / Hawley Street 40% of project trips added to City intersection during peak hours OR 99E / Cleveland Street Close proximity to project site and 30% of project trips added to intersection during peak hours Front Street / Cleveland Street 40% of project trips added to City intersection during peak hours Settlemeier Avenue / Cleveland Street 40% of project trips added to City intersection during peak hours Show Trip Assignment Only to Determine Potential Proportionate Share Costs (No Vehicle Analysis Needed) OR 99E/Mount Hood Ave (OR 212) Does not meet the ODOT analysis threshold of 50 peak hour trips OR 214/Boones Ferry Road Does not meet the ODOT analysis threshold of 50 peak hour trips OR 214/Evergreen Road Does not meet the ODOT analysis threshold of 50 peak hour trips OR 214/I-5 Northbound Ramps Does not meet the ODOT analysis threshold of 50 peak hour trips OR 214/I-5 Southbound Ramps Does not meet the ODOT analysis threshold of 50 peak hour trips 3. Analysis Scenarios: Future traffic operations shall be analyzed under “no build” and “build” project conditions. The future analysis year for these scenarios should be based on the ---PAGE BREAK--- HERMANSON PRESERVE SUBDIVISION • TIA SCOPING LETTER REVIEW • MAY 23, 2025 3 anticipated year of project completion. If the project is to be constructed in phases, the TIA should include “no build” and “build” vehicle operations for each phase as well. 4. Growth Rates: The TIA shall assume a background growth rate of 0.5% per year per the City of Woodburn Development Ordinance 3.04.05 on all City-owned streets. For any ODOT facilities OR 99E, OR 214), the ODOT Analysis Procedures Manual should be consulted to determine the appropriate source for calculating vehicle growth rates on state-owned facilities. 5. In Process Developments: The vehicle traffic generated by the following approved, but not-yet- constructed developments2 are to be included in the future analysis scenarios. City staff may need to provide the traffic studies for these developments to the applicant’s engineer. o Townsend Farms Expansion o Young Street Apartments o N Pacific Highway Apartments o Cleveland Crossing Apartments o Woodburn Place West Apartments o US Market Gas Station (2115 Molalla Road) 6. Turn Lanes on OR 99E: The TIA should analyze the need for a new northbound left turn lane and/or southbound right turn lane at the proposed site access to OR 99E. Because ODOT is the jurisdictional owner of OR 99E, any required improvements to OR 99E will need to be reviewed and approved by ODOT. The TIA should also include an evaluation of access spacing along OR 99E and sight distance at the proposed new access point. These evaluations should be coordinated with ODOT. 7. Refer to WDO 03.04.05 for other Transportation Impact Study methodology or assumptions. 2 ---PAGE BREAK--- ---PAGE BREAK--- APPENDIX B TRAFFIC COUNTS ---PAGE BREAK--- Intersection: Clevelend Street/Settlemier Avenue Date: AM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 6:00 - 6:15 AM 0 11 4 0 27 0 1 0 0 28 0 0 0 0 0 0 71 6:15 - 6:30 AM 0 15 4 0 23 0 0 0 1 45 0 0 0 0 0 0 88 6:30 - 6:45 AM 0 25 4 0 26 0 1 0 2 59 0 2 0 0 0 0 117 6:45 - 7:00 AM 0 36 11 1 22 0 0 0 2 34 0 2 0 0 0 0 105 7:00 - 7:15 AM 0 19 6 0 25 0 1 0 3 42 0 0 0 0 0 0 96 7:15 - 7:30 AM 0 20 10 1 13 0 0 0 2 46 0 0 0 0 0 0 91 7:30 - 7:45 AM 0 14 5 0 13 0 2 0 1 41 0 0 0 0 0 0 76 7:45 - 8:00 AM 0 10 5 0 11 0 3 0 1 33 0 0 0 0 0 0 63 8:00 - 8:15 AM 0 15 9 2 13 0 3 0 0 40 0 2 0 0 0 0 80 8:15 - 8:30 AM 0 23 6 1 17 0 2 0 3 29 0 1 0 0 0 0 80 8:30 - 8:45 AM 0 12 11 0 17 0 2 0 2 32 0 0 0 0 0 0 76 8:45 - 9:00 AM 0 13 8 0 15 0 1 0 4 33 0 0 0 0 0 0 74 Peak 15 Minutes 6:30 - 6:45 AM 0 25 4 0 26 0 1 0 2 59 0 2 0 0 0 0 117 Hourly Total by 15 minutes 6:00 - 7:00 AM 0 87 23 1 98 0 2 0 5 166 0 4 0 0 0 0 381 6:15 - 7:15 AM 0 95 25 1 96 0 2 0 8 180 0 4 0 0 0 0 406 6:30 - 7:30 AM 0 100 31 2 86 0 2 0 9 181 0 4 0 0 0 0 409 6:45 - 7:45 AM 0 89 32 2 73 0 3 0 8 163 0 2 0 0 0 0 368 7:00 - 8:00 AM 0 63 26 1 62 0 6 0 7 162 0 0 0 0 0 0 326 7:15 - 8:15 AM 0 59 29 3 50 0 8 0 4 160 0 2 0 0 0 0 310 7:30 - 8:30 AM 0 62 25 3 54 0 10 0 5 143 0 3 0 0 0 0 299 7:45 - 8:45 AM 0 60 31 3 58 0 10 0 6 134 0 3 0 0 0 0 299 8:00 - 9:00 AM 0 63 34 3 62 0 8 0 9 134 0 3 0 0 0 0 310 Peak Hour by Peak 15 Minutes 0 100 16 0 104 0 4 0 8 236 0 8 0 0 0 0 468 Peak Hour Factor 1.00 Peak 15 Min % Trucks 0% 0% 3% 0% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: Clevelend Street/Settlemier Avenue Date: PM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 3:00 - 3:15 PM 0 37 32 0 12 0 1 0 6 44 0 0 0 0 0 0 132 3:15 - 3:30 PM 0 53 25 1 16 0 5 0 8 49 0 0 0 0 0 0 156 3:30 - 3:45 PM 0 46 18 2 17 0 10 1 3 51 0 0 0 0 0 0 145 3:45 - 4:00 PM 0 34 30 0 26 0 11 0 6 38 0 0 0 0 0 0 145 4:00 - 4:15 PM 0 31 30 1 31 0 9 1 2 56 0 0 0 0 0 0 159 4:15 - 4:30 PM 0 52 40 2 24 0 8 0 7 42 0 0 0 0 0 0 173 4:30 - 4:45 PM 0 56 43 0 20 0 4 0 2 43 0 0 0 0 0 0 168 4:45 - 5:00 PM 0 63 26 0 24 0 10 0 6 49 0 0 0 0 0 0 178 5:00 - 5:15 PM 0 52 22 1 15 0 7 1 2 36 0 1 0 0 0 0 134 5:15 - 5:30 PM 0 43 22 1 18 0 13 0 3 63 0 1 0 0 0 0 162 5:30 - 5:45 PM 0 60 31 0 20 0 6 0 4 49 0 0 0 0 0 0 170 5:45 - 6:00 PM 0 57 38 0 19 0 10 0 6 57 0 0 0 0 0 0 187 Peak 15 Minutes 5:45 - 6:00 PM 0 57 38 0 19 0 10 0 6 57 0 0 0 0 0 0 187 Hourly Total by 15 minutes 3:00 - 4:00 PM 0 170 105 3 71 0 27 1 23 182 0 0 0 0 0 0 578 3:15 - 4:15 PM 0 164 103 4 90 0 35 2 19 194 0 0 0 0 0 0 605 3:30 - 4:30 PM 0 163 118 5 98 0 38 2 18 187 0 0 0 0 0 0 622 3:45 - 4:45 PM 0 173 143 3 101 0 32 1 17 179 0 0 0 0 0 0 645 4:00 - 5:00 PM 0 202 139 3 99 0 31 1 17 190 0 0 0 0 0 0 678 4:15 - 5:15 PM 0 223 131 3 83 0 29 1 17 170 0 1 0 0 0 0 653 4:30 - 5:30 PM 0 214 113 2 77 0 34 1 13 191 0 2 0 0 0 0 642 4:45 - 5:45 PM 0 218 101 2 77 0 36 1 15 197 0 2 0 0 0 0 644 5:00 - 6:00 PM 0 212 113 2 72 0 36 1 15 205 0 2 0 0 0 0 653 Peak Hour by Peak 15 Minutes 0 228 152 0 76 0 40 0 24 228 0 0 0 0 0 0 748 Seasonally Adjusted 0 228 152 0 76 0 40 0 24 228 0 0 0 0 0 0 748 Peak Hour Factor 1.00 Peak 15 Min % Trucks 0% 0% 0% 0% 08/05/25 WB NB EB SB ---PAGE BREAK--- Intersection: Clevelend Street/Front Street Date: AM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 6:00 - 6:15 AM 1 5 1 0 4 23 0 0 3 3 0 0 0 5 0 0 45 6:15 - 6:30 AM 0 5 5 0 4 22 3 0 5 12 0 0 0 4 1 0 61 6:30 - 6:45 AM 1 11 4 1 4 25 5 1 4 7 2 0 2 6 1 0 72 6:45 - 7:00 AM 0 9 1 0 8 22 8 0 7 9 0 1 2 12 0 0 78 7:00 - 7:15 AM 0 9 2 1 7 22 5 0 1 9 0 0 0 6 1 0 62 7:15 - 7:30 AM 0 8 3 0 4 14 2 0 1 8 0 0 0 9 0 0 49 7:30 - 7:45 AM 0 3 0 0 2 13 4 0 2 12 0 0 1 5 2 0 44 7:45 - 8:00 AM 0 13 1 0 4 20 7 0 2 14 3 0 2 6 0 0 72 8:00 - 8:15 AM 0 6 5 2 4 17 5 2 4 17 0 0 0 6 0 0 64 8:15 - 8:30 AM 1 5 3 0 3 17 3 0 5 12 1 0 0 10 1 1 61 8:30 - 8:45 AM 0 6 1 1 10 20 2 0 1 7 1 0 2 9 1 0 60 8:45 - 9:00 AM 2 6 8 1 7 13 3 0 5 12 0 0 4 9 4 0 73 Peak 15 Minutes 6:45 - 7:00 AM 0 9 1 0 8 22 8 0 7 9 0 1 2 12 0 0 78 Hourly Total by 15 minutes 6:00 - 7:00 AM 2 30 11 1 20 92 16 1 19 31 2 1 4 27 2 0 256 6:15 - 7:15 AM 1 34 12 2 23 91 21 1 17 37 2 1 4 28 3 0 273 6:30 - 7:30 AM 1 37 10 2 23 83 20 1 13 33 2 1 4 33 2 0 261 6:45 - 7:45 AM 0 29 6 1 21 71 19 0 11 38 0 1 3 32 3 0 233 7:00 - 8:00 AM 0 33 6 1 17 69 18 0 6 43 3 0 3 26 3 0 227 7:15 - 8:15 AM 0 30 9 2 14 64 18 2 9 51 3 0 3 26 2 0 229 7:30 - 8:30 AM 1 27 9 2 13 67 19 2 13 55 4 0 3 27 3 1 241 7:45 - 8:45 AM 1 30 10 3 21 74 17 2 12 50 5 0 4 31 2 1 257 8:00 - 9:00 AM 3 23 17 4 24 67 13 2 15 48 2 0 6 34 6 1 258 Peak Hour by Peak 15 Minutes 0 36 4 0 32 88 32 0 28 36 0 4 8 48 0 0 312 Peak Hour Factor 1.00 Peak 15 Min % Trucks 0% 0% 6% 0% SB WB NB EB 08/05/25 ---PAGE BREAK--- Intersection: Clevelend Street/Front Street Date: PM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 3:00 - 3:15 PM 7 18 11 0 4 24 4 0 1 7 2 0 6 34 4 1 122 3:15 - 3:30 PM 5 20 7 1 10 21 3 0 5 21 0 1 0 34 5 0 131 3:30 - 3:45 PM 9 22 12 0 5 26 9 0 6 10 1 1 1 26 1 1 128 3:45 - 4:00 PM 8 22 12 2 9 31 10 0 8 19 3 1 4 33 4 1 163 4:00 - 4:15 PM 13 26 14 2 9 30 7 0 7 22 1 1 3 36 6 1 174 4:15 - 4:30 PM 3 26 9 0 12 30 14 0 6 18 2 0 3 44 10 1 177 4:30 - 4:45 PM 7 25 11 0 6 21 9 0 4 23 1 0 4 44 4 0 159 4:45 - 5:00 PM 6 23 15 0 8 28 9 0 4 23 4 0 2 26 11 1 159 5:00 - 5:15 PM 3 21 18 2 11 23 17 1 7 19 2 0 8 28 3 1 160 5:15 - 5:30 PM 5 32 13 0 11 23 9 1 6 26 1 0 5 28 5 1 164 5:30 - 5:45 PM 6 24 9 0 12 20 10 1 2 18 2 0 2 34 3 0 142 5:45 - 6:00 PM 8 29 12 1 10 29 13 0 7 20 2 0 1 43 5 1 179 Peak 15 Minutes 5:45 - 6:00 PM 8 29 12 1 10 29 13 0 7 20 2 0 1 43 5 1 179 Hourly Total by 15 minutes 3:00 - 4:00 PM 29 82 42 3 28 102 26 0 20 57 6 3 11 127 14 3 544 3:15 - 4:15 PM 35 90 45 5 33 108 29 0 26 72 5 4 8 129 16 3 596 3:30 - 4:30 PM 33 96 47 4 35 117 40 0 27 69 7 3 11 139 21 4 642 3:45 - 4:45 PM 31 99 46 4 36 112 40 0 25 82 7 2 14 157 24 3 673 4:00 - 5:00 PM 29 100 49 2 35 109 39 0 21 86 8 1 12 150 31 3 669 4:15 - 5:15 PM 19 95 53 2 37 102 49 1 21 83 9 0 17 142 28 3 655 4:30 - 5:30 PM 21 101 57 2 36 95 44 2 21 91 8 0 19 126 23 3 642 4:45 - 5:45 PM 20 100 55 2 42 94 45 3 19 86 9 0 17 116 22 3 625 5:00 - 6:00 PM 22 106 52 3 44 95 49 3 22 83 7 0 16 133 16 3 645 673 Peak Hour by Peak 15 Minutes 32 116 48 4 40 116 52 0 28 80 8 0 4 172 20 4 716 Seasonally Adjusted 32 116 48 4 40 116 52 0 28 80 8 0 4 172 20 4 716 Peak Hour Factor 1.00 Peak 15 Min % Trucks 2% 0% 0% 2% SB WB NB EB 08/05/25 ---PAGE BREAK--- Intersection: Clevelend Street/Hawley Street Date: AM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 6:00 - 6:15 AM 0 0 0 0 0 12 2 0 13 0 7 0 2 18 0 0 54 6:15 - 6:30 AM 0 0 0 0 0 9 1 0 11 0 5 0 1 28 0 1 55 6:30 - 6:45 AM 0 0 0 0 0 18 5 1 18 0 1 0 0 34 0 1 76 6:45 - 7:00 AM 0 0 0 0 0 14 4 0 16 0 8 0 4 32 0 2 78 7:00 - 7:15 AM 0 0 0 0 0 14 4 0 5 0 2 0 0 17 0 1 42 7:15 - 7:30 AM 0 0 0 0 0 10 4 0 11 0 2 0 1 19 0 0 47 7:30 - 7:45 AM 0 0 0 0 0 12 4 1 12 0 3 0 1 22 0 0 54 7:45 - 8:00 AM 0 0 0 0 0 17 2 1 6 0 8 1 0 20 0 0 53 8:00 - 8:15 AM 0 0 0 0 0 11 3 2 7 0 2 0 0 18 0 1 41 8:15 - 8:30 AM 0 0 0 0 0 14 4 0 4 0 3 1 2 23 0 1 50 8:30 - 8:45 AM 0 0 0 0 0 10 1 0 4 0 3 0 0 6 0 1 24 8:45 - 9:00 AM 0 0 0 0 0 14 4 1 3 0 1 0 1 17 0 1 40 Peak 15 Minutes 6:45 - 7:00 AM 0 0 0 0 0 14 4 0 16 0 8 0 4 32 0 2 78 Hourly Total by 15 minutes 6:00 - 7:00 AM 0 0 0 0 0 53 12 1 58 0 21 0 7 112 0 4 263 6:15 - 7:15 AM 0 0 0 0 0 55 14 1 50 0 16 0 5 111 0 5 251 6:30 - 7:30 AM 0 0 0 0 0 56 17 1 50 0 13 0 5 102 0 4 243 6:45 - 7:45 AM 0 0 0 0 0 50 16 1 44 0 15 0 6 90 0 3 221 7:00 - 8:00 AM 0 0 0 0 0 53 14 2 34 0 15 1 2 78 0 1 196 7:15 - 8:15 AM 0 0 0 0 0 50 13 4 36 0 15 1 2 79 0 1 195 7:30 - 8:30 AM 0 0 0 0 0 54 13 4 29 0 16 2 3 83 0 2 198 7:45 - 8:45 AM 0 0 0 0 0 52 10 3 21 0 16 2 2 67 0 3 168 8:00 - 9:00 AM 0 0 0 0 0 49 12 3 18 0 9 1 3 64 0 4 155 Peak Hour by Peak 15 Minutes 0 0 0 0 0 56 16 0 64 0 32 0 16 128 0 8 312 Peak Hour Factor 1.00 Peak 15 Min % Trucks 0% 0% 0% 6% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: Clevelend Street/Hawley Street Date: PM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 3:00 - 3:15 PM 0 0 0 0 0 39 12 1 6 0 6 0 6 30 0 0 99 3:15 - 3:30 PM 0 0 0 0 0 48 13 0 5 0 5 0 12 33 0 1 116 3:30 - 3:45 PM 0 0 0 0 0 38 6 0 4 0 7 0 5 31 0 1 91 3:45 - 4:00 PM 0 0 0 0 0 56 11 1 11 0 9 0 6 30 0 1 123 4:00 - 4:15 PM 0 0 0 0 0 53 9 0 7 0 3 0 6 35 0 0 113 4:15 - 4:30 PM 0 0 0 0 0 62 16 0 7 0 6 0 9 36 0 0 136 4:30 - 4:45 PM 0 0 0 0 0 50 19 1 10 0 6 0 19 25 0 0 129 4:45 - 5:00 PM 0 0 0 0 0 55 17 0 4 0 4 0 17 28 0 0 125 5:00 - 5:15 PM 0 0 0 0 0 62 10 2 6 0 8 0 7 36 0 0 129 5:15 - 5:30 PM 0 0 0 0 0 46 12 0 8 0 8 0 3 27 0 1 104 5:30 - 5:45 PM 0 0 0 0 0 62 18 2 6 0 3 0 5 20 0 0 114 5:45 - 6:00 PM 0 0 0 0 0 59 16 0 3 0 7 0 10 29 0 0 124 Peak 15 Minutes 4:15 - 4:30 PM 0 0 0 0 0 62 16 0 7 0 6 0 9 36 0 0 136 Hourly Total by 15 minutes 3:00 - 4:00 PM 0 0 0 0 0 181 42 2 26 0 27 0 29 124 0 3 429 3:15 - 4:15 PM 0 0 0 0 0 195 39 1 27 0 24 0 29 129 0 3 443 3:30 - 4:30 PM 0 0 0 0 0 209 42 1 29 0 25 0 26 132 0 2 463 3:45 - 4:45 PM 0 0 0 0 0 221 55 2 35 0 24 0 40 126 0 1 501 4:00 - 5:00 PM 0 0 0 0 0 220 61 1 28 0 19 0 51 124 0 0 503 4:15 - 5:15 PM 0 0 0 0 0 229 62 3 27 0 24 0 52 125 0 0 519 4:30 - 5:30 PM 0 0 0 0 0 213 58 3 28 0 26 0 46 116 0 1 487 4:45 - 5:45 PM 0 0 0 0 0 225 57 4 24 0 23 0 32 111 0 1 472 5:00 - 6:00 PM 0 0 0 0 0 229 56 4 23 0 26 0 25 112 0 1 471 519 Peak Hour by Peak 15 Minutes 0 0 0 0 0 248 64 0 28 0 24 0 36 144 0 0 544 Seasonally Adjusted 0 0 0 0 0 248 64 0 28 0 24 0 36 144 0 0 544 Peak Hour Factor 1.00 Peak 15 Min % Trucks 0% 0% 0% 0% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: OR-99E/Cleveland Street Date: AM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 6:00 - 6:15 AM 8 75 0 7 0 0 0 0 0 77 5 9 11 0 23 0 199 6:15 - 6:30 AM 7 83 0 3 0 0 0 0 0 91 5 10 15 0 30 1 231 6:30 - 6:45 AM 15 82 0 9 0 0 0 0 0 109 8 9 17 0 43 1 274 6:45 - 7:00 AM 9 79 0 6 0 0 0 0 0 107 10 5 14 0 31 2 250 7:00 - 7:15 AM 12 96 0 5 0 0 0 0 0 85 5 7 8 0 16 0 222 7:15 - 7:30 AM 13 80 0 12 0 0 0 0 0 107 3 13 14 0 19 0 236 7:30 - 7:45 AM 11 104 0 10 0 0 0 0 0 103 5 8 14 0 22 0 259 7:45 - 8:00 AM 17 70 0 9 0 0 0 0 0 107 0 9 9 0 20 0 223 8:00 - 8:15 AM 9 90 0 8 0 0 0 0 0 84 4 9 11 0 13 1 211 8:15 - 8:30 AM 12 79 0 15 0 0 0 0 0 89 4 7 6 0 22 1 212 8:30 - 8:45 AM 9 71 0 6 0 0 0 0 0 81 2 12 10 0 11 1 184 8:45 - 9:00 AM 18 72 0 9 0 0 0 0 0 83 3 9 9 0 11 1 196 Peak 15 Minutes 6:30 - 6:45 AM 15 82 0 9 0 0 0 0 0 109 8 9 17 0 43 1 274 Hourly Total by 15 minutes 6:00 - 7:00 AM 39 319 0 25 0 0 0 0 0 384 28 33 57 0 127 4 954 6:15 - 7:15 AM 43 340 0 23 0 0 0 0 0 392 28 31 54 0 120 4 977 6:30 - 7:30 AM 49 337 0 32 0 0 0 0 0 408 26 34 53 0 109 3 982 6:45 - 7:45 AM 45 359 0 33 0 0 0 0 0 402 23 33 50 0 88 2 967 7:00 - 8:00 AM 53 350 0 36 0 0 0 0 0 402 13 37 45 0 77 0 940 7:15 - 8:15 AM 50 344 0 39 0 0 0 0 0 401 12 39 48 0 74 1 929 7:30 - 8:30 AM 49 343 0 42 0 0 0 0 0 383 13 33 40 0 77 2 905 7:45 - 8:45 AM 47 310 0 38 0 0 0 0 0 361 10 37 36 0 66 3 830 8:00 - 9:00 AM 48 312 0 38 0 0 0 0 0 337 13 37 36 0 57 4 803 Peak Hour 6:30 - 7:30 AM 49 337 0 32 0 0 0 0 0 408 26 34 53 0 109 3 982 Peak Hour Factor 0.90 Peak Hour % Trucks 8% 0% 8% 2% Peak 15 Min % Trucks 9% 0% 8% 2% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: OR-99E/Cleveland Street Date: PM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 3:00 - 3:15 PM 38 159 0 6 0 0 0 0 0 149 15 3 12 0 16 0 389 3:15 - 3:30 PM 48 150 0 10 0 0 0 0 0 126 17 4 15 0 20 1 376 3:30 - 3:45 PM 34 159 0 5 0 0 0 0 0 144 15 6 16 0 28 0 396 3:45 - 4:00 PM 31 125 0 1 0 0 0 0 0 147 21 3 14 0 2 0 340 4:00 - 4:15 PM 38 147 0 5 0 0 0 0 0 152 22 5 12 0 5 0 376 4:15 - 4:30 PM 44 155 0 6 0 0 0 0 0 158 19 4 18 0 9 0 403 4:30 - 4:45 PM 47 151 0 9 0 0 0 0 0 171 22 4 18 0 11 0 420 4:45 - 5:00 PM 51 169 0 2 0 0 0 0 0 161 16 2 14 0 6 0 417 5:00 - 5:15 PM 58 178 0 3 0 0 0 0 0 163 15 9 15 0 22 0 451 5:15 - 5:30 PM 56 143 0 3 0 0 0 0 0 152 11 2 13 0 22 1 397 5:30 - 5:45 PM 61 159 0 3 0 0 0 0 0 146 17 6 8 0 20 0 411 5:45 - 6:00 PM 68 143 0 7 0 0 0 0 0 139 8 2 9 0 23 0 390 Peak 15 Minutes 5:00 - 5:15 PM 58 178 0 3 0 0 0 0 0 163 15 9 15 0 22 0 451 Hourly Total by 15 minutes 3:00 - 4:00 PM 151 593 0 22 0 0 0 0 0 566 68 16 57 0 66 1 1,501 3:15 - 4:15 PM 151 581 0 21 0 0 0 0 0 569 75 18 57 0 55 1 1,488 3:30 - 4:30 PM 147 586 0 17 0 0 0 0 0 601 77 18 60 0 44 0 1,515 3:45 - 4:45 PM 160 578 0 21 0 0 0 0 0 628 84 16 62 0 27 0 1,539 4:00 - 5:00 PM 180 622 0 22 0 0 0 0 0 642 79 15 62 0 31 0 1,616 4:15 - 5:15 PM 200 653 0 20 0 0 0 0 0 653 72 19 65 0 48 0 1,691 4:30 - 5:30 PM 212 641 0 17 0 0 0 0 0 647 64 17 60 0 61 1 1,685 4:45 - 5:45 PM 226 649 0 11 0 0 0 0 0 622 59 19 50 0 70 1 1,676 5:00 - 6:00 PM 243 623 0 16 0 0 0 0 0 600 51 19 45 0 87 1 1,649 1,691 Peak Hour by Peak 15 Minutes 232 712 0 12 0 0 0 0 0 652 60 36 60 0 88 0 1,804 Seasonally Adjusted 232 712 0 12 0 0 0 0 0 652 60 36 60 0 88 0 1,804 Peak Hour Factor 1.00 Peak Hour % Trucks 1% 0% 5% 0% Peak 15 Min % Trucks 1% 0% 5% 0% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: OR-99E/Project Access Date: AM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 6:00 - 6:15 AM 0 86 0 5 0 0 0 0 0 82 0 9 0 0 0 0 168 6:15 - 6:30 AM 0 98 0 3 0 0 0 0 0 96 0 10 0 0 0 0 194 6:30 - 6:45 AM 0 99 0 8 0 0 0 0 0 117 0 9 0 0 0 0 216 6:45 - 7:00 AM 0 93 0 6 0 0 0 0 0 117 0 5 0 0 0 0 210 7:00 - 7:15 AM 0 104 0 4 0 0 0 0 0 90 0 7 0 0 0 0 194 7:15 - 7:30 AM 0 94 0 9 0 0 0 0 0 110 0 13 0 0 0 0 204 7:30 - 7:45 AM 0 118 0 8 0 0 0 0 0 108 0 8 0 0 0 0 226 7:45 - 8:00 AM 0 79 0 7 0 0 0 0 0 107 0 9 0 0 0 0 186 8:00 - 8:15 AM 0 101 0 7 0 0 0 0 0 88 0 9 0 0 0 0 189 8:15 - 8:30 AM 0 85 0 12 0 0 0 0 0 93 0 7 0 0 0 0 178 8:30 - 8:45 AM 0 81 0 5 0 0 0 0 0 83 0 12 0 0 0 0 164 8:45 - 9:00 AM 0 81 0 8 0 0 0 0 0 86 0 9 0 0 0 0 167 Peak 15 Minutes 7:30 - 7:45 AM 0 118 0 8 0 0 0 0 0 108 0 8 0 0 0 0 226 Hourly Total by 15 minutes 6:00 - 7:00 AM 0 376 0 22 0 0 0 0 0 412 0 33 0 0 0 0 788 6:15 - 7:15 AM 0 394 0 21 0 0 0 0 0 420 0 31 0 0 0 0 814 6:30 - 7:30 AM 0 390 0 27 0 0 0 0 0 434 0 34 0 0 0 0 824 6:45 - 7:45 AM 0 409 0 27 0 0 0 0 0 425 0 33 0 0 0 0 834 7:00 - 8:00 AM 0 395 0 28 0 0 0 0 0 415 0 37 0 0 0 0 810 7:15 - 8:15 AM 0 392 0 31 0 0 0 0 0 413 0 39 0 0 0 0 805 7:30 - 8:30 AM 0 383 0 34 0 0 0 0 0 396 0 33 0 0 0 0 779 7:45 - 8:45 AM 0 346 0 31 0 0 0 0 0 371 0 37 0 0 0 0 717 8:00 - 9:00 AM 0 348 0 32 0 0 0 0 0 350 0 37 0 0 0 0 698 Peak Hour 6:45 - 7:45 AM 0 409 0 27 0 0 0 0 0 425 0 33 0 0 0 0 834 Peak Hour Factor 0.92 Peak Hour % Trucks 7% 0% 8% 0% Peak 15 Min % Trucks 7% 0% 7% 0% 08/05/25 SB WB NB EB ---PAGE BREAK--- Intersection: OR-99E/Project Access Date: PM Peak Hour Turning Movement Volumes Time SBR SBT SBL Trucks WBR WBT WBL Trucks NBR NBT NBL Trucks EBR EBT EBL Trucks Total 15 Minute Totals 3:00 - 3:15 PM 0 171 0 5 0 0 0 0 0 164 0 3 0 0 0 0 335 3:15 - 3:30 PM 0 165 0 8 0 0 0 0 0 143 0 4 0 0 0 0 308 3:30 - 3:45 PM 0 175 0 4 0 0 0 0 0 159 0 6 0 0 0 0 334 3:45 - 4:00 PM 0 139 0 1 0 0 0 0 0 168 0 3 0 0 0 0 307 4:00 - 4:15 PM 0 159 0 4 0 0 0 0 0 174 0 5 0 0 0 0 333 4:15 - 4:30 PM 0 173 0 5 0 0 0 0 0 177 0 4 0 0 0 0 350 4:30 - 4:45 PM 0 169 0 7 0 0 0 0 0 193 0 4 0 0 0 0 362 4:45 - 5:00 PM 0 183 0 2 0 0 0 0 0 177 0 2 0 0 0 0 360 5:00 - 5:15 PM 0 193 0 2 0 0 0 0 0 178 0 9 0 0 0 0 371 5:15 - 5:30 PM 0 156 0 3 0 0 0 0 0 163 0 2 0 0 0 0 319 5:30 - 5:45 PM 0 167 0 2 0 0 0 0 0 163 0 6 0 0 0 0 330 5:45 - 6:00 PM 0 152 0 5 0 0 0 0 0 147 0 2 0 0 0 0 299 Peak 15 Minutes 5:00 - 5:15 PM 0 193 0 2 0 0 0 0 0 178 0 9 0 0 0 0 371 Hourly Total by 15 minutes 3:00 - 4:00 PM 0 650 0 18 0 0 0 0 0 634 0 16 0 0 0 0 1,284 3:15 - 4:15 PM 0 638 0 17 0 0 0 0 0 644 0 18 0 0 0 0 1,282 3:30 - 4:30 PM 0 646 0 14 0 0 0 0 0 678 0 18 0 0 0 0 1,324 3:45 - 4:45 PM 0 640 0 17 0 0 0 0 0 712 0 16 0 0 0 0 1,352 4:00 - 5:00 PM 0 684 0 18 0 0 0 0 0 721 0 15 0 0 0 0 1,405 4:15 - 5:15 PM 0 718 0 16 0 0 0 0 0 725 0 19 0 0 0 0 1,443 4:30 - 5:30 PM 0 701 0 14 0 0 0 0 0 711 0 17 0 0 0 0 1,412 4:45 - 5:45 PM 0 699 0 9 0 0 0 0 0 681 0 19 0 0 0 0 1,380 5:00 - 6:00 PM 0 668 0 12 0 0 0 0 0 651 0 19 0 0 0 0 1,319 Peak Hour by Peak 15 Minutes 0 772 0 8 0 0 0 0 0 712 0 36 0 0 0 0 1,484 Seasonally Adjusted 0 772 0 8 0 0 0 0 0 712 0 36 0 0 0 0 1,484 Peak Hour Factor 1.00 Peak Hour % Trucks 1% 0% 5% 0% Peak 15 Min % Trucks 1% 0% 5% 0% 08/05/25 SB WB NB EB ---PAGE BREAK--- APPENDIX C OHP PAGE 84 ---PAGE BREAK--- Policy Element 84 VOLUME TO CAPACITY RATIO TARGETS OUTSIDE METRO17A, B, C, D Highway Category Inside Urban Growth Boundary Outside Urban Growth Boundary STAE MPO Non-MPO Outside of STAs where non- freeway posted speed 35 mph, or a Designated UBA Non-MPO outside of STAs where non-freeway speed > 35 mph but < 45 mph Non-MPO where non- freeway speed limit 45 mph Unincorporated CommunitiesF Rural Lands Interstate Highways N/A 0.85 N/A N/A 0.80 0.70 0.70 Statewide Expressways N/A 0.85 0.85 0.80 0.80 0.70 0.70 Freight Route on a Statewide Highway 0.90 0.85 0.85 0.80 0.80 0.70 0.70 Statewide (not a Freight Route) 0.95 0.90 0.90 0.85 0.80 0.75 0.70 Freight Route on a regional or District Highway 0.95 0.90 0.90 0.85 0.85 0.75 0.70 Expressway on a Regional or District Highway N/A 0.90 N/A 0.85 0.85 0.75 0.70 Regional Highways 1.0 0.95 0.90 0.85 0.85 0.75 0.70 District/Local Interest Roads 1.0 0.95 0.95 0.90 0.90 0.80 0.75 Table 6: Volume to Capacity Ratio Targets for Peak Hour Operating Conditions Notes for Table 6: A Unless the Oregon Transportation Commission has adopted an alternative mobility target for the impacted facility, the mobility targets in Tables 6 are considered standards for purposes of determining compliance with OAR 660- 012, the Transportation Planning Rule. B For the purposes of this policy, the peak hour shall be the 30th highest annual hour. This approximates weekday peak hour traffic in larger urban areas. Alternatives to the 30th highest annual hour may be considered and established through alternative mobility target processes. C Highway design requirements are addressed in the Highway Design Manual (HDM). D See Action 1F.1 for additional technical details. E Interstates and Expressways shall not be identified as Special Transportation Areas. F For unincorporated communities inside MPO boundaries, MPO mobility targets shall apply. 17 Table 6 was replaced in August 2005, part of OHP Amendment 05-16. ---PAGE BREAK--- APPENDIX D EXISTING LEVEL OF SERVICE ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 11.5 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.006 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 104 4 100 16 8 236 Total Analysis Volume [veh/h] 26 1 25 4 2 59 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 104 4 100 16 8 236 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 104 4 100 16 8 236 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings B Intersection LOS 2.63 d_I, Intersection Delay [s/veh] B A A Approach LOS 10.24 1.06 0.00 d_A, Approach Delay [s/veh] 11.72 11.72 0.67 0.67 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.47 0.47 0.03 0.03 0.00 0.00 95th-Percentile Queue Length [veh/ln] B B A A A A Movement LOS 10.19 11.47 0.00 7.72 0.00 0.00 d_M, Delay for Movement [s/veh] 0.13 0.01 0.00 0.01 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 7.8 Analysis Method: HCM 7th Edition Level Of Service: A Analysis Period: 15 minutes Volume to Capacity 0.174 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 32 88 32 8 48 0 0 36 4 28 36 0 Total Analysis Volume [veh/h] 8 22 8 2 12 0 0 9 1 7 9 0 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 32 88 32 8 48 0 0 36 4 28 36 0 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 32 88 32 8 48 0 0 36 4 28 36 0 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.17 0.07 0.05 0.03 0.05 Degree of Utilization, x 874 854 790 819 707 Capacity per Entry Lane [veh/h] Lanes A Intersection LOS 7.82 Intersection Delay [s/veh] A A A A Approach LOS 7.99 7.51 7.80 7.71 Approach Delay [s/veh] 15.70 5.25 4.00 2.65 4.02 95th-Percentile Queue Length [ft] 0.63 0.21 0.16 0.11 0.16 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 10.3 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.042 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 56 16 16 128 64 32 Total Analysis Volume [veh/h] 14 4 4 32 16 8 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 56 16 16 128 64 32 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 56 16 16 128 64 32 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 3.38 d_I, Intersection Delay [s/veh] A A A Approach LOS 1.67 0.00 9.72 d_A, Approach Delay [s/veh] 0.00 0.84 0.00 0.00 9.40 9.40 95th-Percentile Queue Length [ft/ln] 0.00 0.03 0.00 0.00 0.38 0.38 95th-Percentile Queue Length [veh/ln] A A A A A B Movement LOS 0.00 7.51 0.00 0.00 9.45 10.26 d_M, Delay for Movement [s/veh] 0.00 0.01 0.00 0.00 0.07 0.04 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 21.0 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.436 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 68 172 60 328 436 32 Total Analysis Volume [veh/h] 17 43 15 82 109 8 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 68 172 60 328 436 32 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 68 172 60 328 436 32 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 4.14 d_I, Intersection Delay [s/veh] C A A Approach LOS 17.82 0.00 0.56 d_A, Approach Delay [s/veh] 6.81 53.78 0.00 0.00 0.68 1.36 95th-Percentile Queue Length [ft/ln] 0.27 2.15 0.00 0.00 0.03 0.05 95th-Percentile Queue Length [veh/ln] A C A A A A Movement LOS 9.82 20.98 0.00 0.00 0.00 8.24 d_M, Delay for Movement [s/veh] 0.08 0.44 0.00 0.00 0.00 0.03 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway Control Type: Two-way stop Delay (sec / veh): 20.0 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.061 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 44 16 312 84 84 424 Total Analysis Volume [veh/h] 11 4 78 21 21 106 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 44 16 312 84 84 424 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 7.00 2.00 2.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 44 16 312 84 84 424 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 1.63 d_I, Intersection Delay [s/veh] B A A Approach LOS 14.34 1.80 0.00 d_A, Approach Delay [s/veh] 11.57 11.57 3.67 3.67 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.46 0.46 0.15 0.15 0.00 0.00 95th-Percentile Queue Length [veh/ln] B C A A A A Movement LOS 12.29 19.98 0.00 8.50 0.00 0.00 d_M, Delay for Movement [s/veh] 0.07 0.06 0.00 0.08 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 Existing- AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 18.1 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.124 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 76 40 228 152 24 228 Total Analysis Volume [veh/h] 19 10 57 38 6 57 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 76 40 228 152 24 228 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 76 40 228 152 24 228 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 3.73 d_I, Intersection Delay [s/veh] B A A Approach LOS 13.68 3.16 0.00 d_A, Approach Delay [s/veh] 20.67 20.67 6.91 6.91 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.83 0.83 0.28 0.28 0.00 0.00 95th-Percentile Queue Length [veh/ln] B C A A A A Movement LOS 11.37 18.07 0.00 7.90 0.00 0.00 d_M, Delay for Movement [s/veh] 0.09 0.12 0.00 0.11 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 9.9 Analysis Method: HCM 7th Edition Level Of Service: A Analysis Period: 15 minutes Volume to Capacity 0.286 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 40 116 52 4 172 20 32 116 48 28 80 8 Total Analysis Volume [veh/h] 10 29 13 1 43 5 8 29 12 7 20 2 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 40 116 52 4 172 20 32 116 48 28 80 8 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 40 116 52 4 172 20 32 116 48 28 80 8 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.29 0.27 0.28 0.04 0.15 Degree of Utilization, x 727 715 695 695 606 Capacity per Entry Lane [veh/h] Lanes A Intersection LOS 9.90 Intersection Delay [s/veh] A A B A Approach LOS 9.92 9.93 10.20 9.27 Approach Delay [s/veh] 29.51 27.86 28.93 3.15 12.64 95th-Percentile Queue Length [ft] 1.18 1.11 1.16 0.13 0.51 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 12.9 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.050 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 248 64 36 144 28 24 Total Analysis Volume [veh/h] 62 16 9 36 7 6 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 248 64 36 144 28 24 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 248 64 36 144 28 24 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 1.97 d_I, Intersection Delay [s/veh] A A B Approach LOS 1.58 0.00 11.11 d_A, Approach Delay [s/veh] 0.00 3.57 0.00 0.00 6.59 6.59 95th-Percentile Queue Length [ft/ln] 0.00 0.14 0.00 0.00 0.26 0.26 95th-Percentile Queue Length [veh/ln] A A A A A B Movement LOS 0.00 7.68 0.00 0.00 9.55 12.92 d_M, Delay for Movement [s/veh] 0.00 0.05 0.00 0.00 0.03 0.05 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 64.8 Analysis Method: HCM 7th Edition Level Of Service: F Analysis Period: 15 minutes Volume to Capacity 0.620 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 60 88 232 712 652 60 Total Analysis Volume [veh/h] 15 22 58 178 163 15 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 60 88 232 712 652 60 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 60 88 232 712 652 60 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings F Intersection LOS 3.92 d_I, Intersection Delay [s/veh] E A A Approach LOS 43.58 0.00 0.87 d_A, Approach Delay [s/veh] 9.35 82.20 0.00 0.00 1.29 2.58 95th-Percentile Queue Length [ft/ln] 0.37 3.29 0.00 0.00 0.05 0.10 95th-Percentile Queue Length [veh/ln] B F A A A B Movement LOS 12.52 64.76 0.00 0.00 0.00 10.31 d_M, Delay for Movement [s/veh] 0.11 0.62 0.00 0.01 0.01 0.09 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway Control Type: Two-way stop Delay (sec / veh): 41.8 Analysis Method: HCM 7th Edition Level Of Service: E Analysis Period: 15 minutes Volume to Capacity 0.274 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 16 36 756 16 20 696 Total Analysis Volume [veh/h] 4 9 189 4 5 174 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 16 36 756 16 20 696 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 7.00 2.00 2.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 16 36 756 16 20 696 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 Existing - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings E Intersection LOS 1.31 d_I, Intersection Delay [s/veh] E A A Approach LOS 35.95 0.19 0.00 d_A, Approach Delay [s/veh] 31.14 31.14 0.67 0.67 0.00 0.00 95th-Percentile Queue Length [ft/ln] 1.25 1.25 0.03 0.03 0.00 0.00 95th-Percentile Queue Length [veh/ln] C E A A A A Movement LOS 22.68 41.84 0.00 9.09 0.00 0.00 d_M, Delay for Movement [s/veh] 0.04 0.27 0.01 0.02 0.00 0.01 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 Existing - 30th HDH ---PAGE BREAK--- APPENDIX E CRASH DATA ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 00362 N N N N N N 01/23/2020 16 CLEVELAND ST INTER CROSS N N RAIN PED 01 NONE 0 TURN-L 19 CITY TH 0 FRONT ST SE STOP SIGN N WET PED PRVTE SE-SW 000 00 N 6P 06 0 N DARK INJ CAR 01 DRVR NONE 69 F OR-Y 029 000 00 N 45 8 28.12 -122 51 29.3 OR<25 - 01 PED INJB 20 M I XWLK 000 000 19 SW NE - 02 PED INJB 20 M I XWLK 000 000 19 SW NE 03455 N N N N N N 10/02/2022 17 CLEVELAND ST INTER CROSS N N CLR ANGL-STP 01 NONE 0 TURN-R 08 CITY SU 0 FRONT ST SE STOP SIGN N DRY TURN PRVTE SW-SE 000 00 N 7P 06 0 N DLIT INJ CAR 01 DRVR NONE 69 F OR-Y 001 000 08 N 45 8 28.11 -122 51 29.29 OR>25 02 NONE 0 PRVTE SE-NW 000 00 CAR 01 DRVR INJC 25 F OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE SE-NW 000 00 CAR 02 PSNG INJC 30 M 000 000 00 01536 N N N N N N 05/17/2020 16 CLEVELAND ST INTER CROSS N N CLR ANGL-OTH 01 NONE 9 02 CITY SU 0 FRONT ST CN STOP SIGN N DRY ANGL N/A UN-UN 000 00 N 6P 01 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 28.12 -122 51 29.3 UNK 02 NONE 9 N/A UN-UN 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02964 N N N N 08/29/2021 16 CLEVELAND ST INTER CROSS N N CLR ANGL-OTH 01 NONE 0 02 NONE SU 0 FRONT ST CN STOP SIGN N DRY TURN PRVTE SE-NW 000 00 N 2P 02 0 N DAY INJ CAR 01 DRVR INJC 47 F OR-Y 000 000 00 N 45 8 28.14 -122 51 29.31 OR<25 01 NONE 0 PRVTE SE-NW 000 00 CAR 02 PSNG INJC 51 M 000 000 00 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at FRONT ST, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 1 CITY OF WOODBURN, MARION COUNTY 1 - 3 of 7 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 PRVTE SW-NE 000 00 CAR 01 DRVR NONE 18 M OR-Y 028 000 02 OR<25 01040 N N N N 03/26/2023 16 CLEVELAND ST INTER CROSS N N CLR ANGL-OTH 01 NONE 9 TURN-L 02 NO RPT SU 0 FRONT ST CN STOP SIGN N DRY TURN N/A NE-SE 000 00 N 5P 01 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 28.11 -122 51 29.29 UNK 02 NONE 9 N/A SE-NW 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01078 N N N N N N 04/03/2024 16 CLEVELAND ST INTER CROSS N N CLR ANGL-OTH 01 NONE 9 013 27,03 CITY WE 0 FRONT ST CN STOP SIGN N DRY ANGL N/A N -S 000 00 N 4A 01 0 N DLIT PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 28.11 -122 51 29.29 UNK 02 NONE 9 N/A E -W 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 05121 N N N N 05/29/2024 16 CLEVELAND ST INTER CROSS N N CLR O-1 L-TURN 01 NONE 0 TURN-L 02 NONE WE 0 FRONT ST CN STOP SIGN N DRY TURN PRVTE NE-SE 015 00 N 9P 04 0 N DLIT INJ CAR 01 DRVR NONE 22 M OR-Y 028,004 000 02 N 45 8 28.11 -122 51 29.29 OR<25 02 NONE 0 PRVTE SW-NE 000 00 CAR 01 DRVR INJC 34 M OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE SW-NE 000 00 CAR 02 PSNG INJC 32 Unk 000 000 00 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at FRONT ST, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 3 CITY OF WOODBURN, MARION COUNTY 4 - 7 of 7 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 03778 N N N N 10/23/2022 17 CLEVELAND ST INTER 3-LEG N N UNK ANGL-OTH 01 NONE 0 TURN-L 02 NO RPT SU 0 HAWLEY ST CN STOP SIGN N UNK TURN PRVTE S -W 000 00 N 12A 02 0 N DARK INJ CAR 01 DRVR NONE 20 M OR-Y 028 000 02 N 45 8 13.15 -122 50 53.77 OR<25 02 NONE 0 PRVTE W -E 000 00 CAR 01 DRVR INJC 20 F OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE W -E 000 00 CAR 02 PSNG INJC 25 M 000 000 00 02 NONE 0 PRVTE W -E 000 00 CAR 03 PSNG INJC 20 F 000 000 00 02 NONE 0 PRVTE W -E 000 00 CAR 04 PSNG INJC 24 M 000 000 00 02250 N N N N 07/06/2022 17 CLEVELAND ST INTER 3-LEG N N UNK O-1 L-TURN 01 NONE 9 02 NO RPT WE 0 HAWLEY ST CN STOP SIGN N DRY TURN N/A W -E 000 00 N 7A 03 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 13.15 -122 50 53.77 UNK 02 NONE 9 TURN-L N/A E -S 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at HAWLEY ST, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 1 CITY OF WOODBURN, MARION COUNTY 1 - 2 of 2 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02292 N N N N N N 07/09/2021 16 CLEVELAND ST INTER 3-LEG N N CLR S-1STOP 01 NONE 0 07 CITY FR PACIFIC HY 99E SW TRF SIGNAL N DRY REAR PRVTE SW-NE 000 00 N 3P 06 0 N DAY INJ CAR 01 DRVR INJB 40 F OR-Y 043,026 000 07 N 45 8 8.65 -122 50 42.26 008100100S00 OR<25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 01 DRVR INJC 25 M OR-Y 000 000 00 OR<25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 02 PSNG INJC 23 M 000 000 00 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 03 PSNG INJC 00 M 000 000 00 00825 N N N N 03/12/2022 16 CLEVELAND ST INTER 3-LEG N N RAIN S-1STOP 01 NONE 0 29 NONE SA PACIFIC HY 99E SW STOP SIGN N WET REAR PRVTE SW-NE 000 00 N 8P 06 0 N DLIT INJ CAR 01 DRVR NONE 39 M OR-Y 026 000 29 N 45 8 8.65 -122 50 42.26 008100100S00 OR<25 02 NONE 0 STOP PRVTE SW-NE 012 00 CAR 01 DRVR INJC 48 F OR-Y 000 000 00 OR<25 91936 Y N Y N 05/30/2023 17 CLEVELAND ST INTER 3-LEG N N CLR ANGL-STP 01 NONE 9 TURN-R 089,010 30,08 CITY TU PACIFIC HY 99E NW STOP SIGN N DRY TURN N/A NE-NW 000 00 N 8A 06 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 UNK 02 NONE 9 STOP N/A NW-SE 012 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00253 N N N N N N 01/16/2020 16 CLEVELAND ST INTER 3-LEG N N RAIN O-1 L-TURN 01 NONE 0 02 CITY TH PACIFIC HY 99E CN TRF SIGNAL N WET TURN PRVTE NE-SW 000 00 N 5P 01 0 N DARK INJ CAR 01 DRVR NONE 50 M OR-Y 000 000 00 N 45 8 8.65 -122 50 42.25 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE SW-NW 000 00 CAR 01 DRVR INJC 80 F OR-Y 028,004 000 02 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 1 CITY OF WOODBURN, MARION COUNTY 1 - 4 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 01342 N N N N N N 04/29/2020 16 CLEVELAND ST INTER 3-LEG N N CLD ANGL-OTH 01 NONE 0 TURN-L 02 CITY WE PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NW-NE 000 00 N 5P 03 0 N DAY INJ CAR 01 DRVR NONE 22 F OR-Y 028 000 02 N 45 8 8.66 -122 50 42.26 008100100S00 OR<25 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR INJB 67 M OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJB 64 F 000 000 00 01548 N N N N 05/10/2020 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 02 NO RPT SU PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NE-SW 000 00 N 11A 03 0 N DAY INJ CAR 01 DRVR NONE 24 M OR-Y 000 000 00 N 45 8 8.66 -122 50 42.24 008100100S00 OR<25 01 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJB 24 M 000 000 00 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 01 DRVR NONE 29 M OR-Y 028 000 02 OR<25 03216 N N N N N N 10/03/2020 16 CLEVELAND ST INTER 3-LEG N N CLD ANGL-OTH 01 NONE 0 02 CITY SA PACIFIC HY 99E CN STOP SIGN N WET TURN PRVTE NE-SW 000 00 N 6P 03 0 N DLIT INJ CAR 01 DRVR NONE 58 F OR-Y 000 000 00 N 45 8 8.66 -122 50 42.25 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 01 DRVR INJC 35 F NONE 028 000 02 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 02 PSNG INJC 13 F 000 000 00 03731 N Y N N N N 12/11/2020 16 CLEVELAND ST INTER 3-LEG N N CLD S-1TURN 01 NONE 0 33,29 STATE FR PACIFIC HY 99E CN TRF SIGNAL N DRY TURN PRVTE NE-SW 000 00 N 8P 01 0 N DARK INJ CAR 01 DRVR NONE 31 M SUSP 051,042 000 33,29 N 45 8 8.65 -122 50 42.26 008100100S00 OR>25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 3 CITY OF WOODBURN, MARION COUNTY 5 - 7 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 TURN-R PRVTE NE-NW 000 00 CAR 01 DRVR INJC 51 M OR-Y 000 000 00 OR<25 02 NONE 0 TURN-R PRVTE NE-NW 000 00 CAR 02 PSNG INJC 72 M 000 000 00 02 NONE 0 TURN-R PRVTE NE-NW 000 00 CAR 03 PSNG INJC 65 F 000 000 00 02 NONE 0 TURN-R PRVTE NE-NW 000 00 CAR 04 PSNG INJC 75 F 000 000 00 00727 N N N N N N 03/05/2021 16 CLEVELAND ST INTER 3-LEG N N RAIN ANGL-OTH 01 NONE 0 02 CITY FR PACIFIC HY 99E CN STOP SIGN N WET TURN PRVTE NE-SW 000 00 N 3P 03 0 N DAY INJ CAR 01 DRVR NONE 68 M OR-Y 000 000 00 N 45 8 8.64 -122 50 42.26 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 018 00 CAR 01 DRVR INJC 16 M N-VAL 028 000 02 OR<25 01138 N N N N N N 04/13/2021 16 CLEVELAND ST INTER 3-LEG N N CLR O-1 L-TURN 01 NONE 0 013 02 CITY TU PACIFIC HY 99E CN TRF SIGNAL N DRY TURN PRVTE NE-SW 022 013 00 N 8A 01 0 N DAY INJ CAR 01 DRVR NONE 19 M OR-Y 000 000 00 N 45 8 8.64 -122 50 42.24 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE SW-NW 000 00 CAR 01 DRVR INJC 25 M OR-Y 028,004 000 02 OR<25 03 NONE 0 STOP PRVTE NW-SE 011 00 CAR 01 DRVR NONE 36 M OR-Y 000 000 00 OR<25 01325 N N N N 04/24/2021 16 CLEVELAND ST INTER 3-LEG N N RAIN ANGL-OTH 01 UNKN 0 TURN-L 02 CITY SA PACIFIC HY 99E CN STOP SIGN N WET TURN UNKN NW-NE 000 00 N 2P 03 0 N DAY INJ CAR 01 DRVR NONE 00 Unk UNK 028 000 02 N 45 8 8.65 -122 50 42.26 008100100S00 UNK 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR NONE 23 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 5 CITY OF WOODBURN, MARION COUNTY 8 - 10 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJB 19 F 000 000 00 01011 N N N N N N 04/02/2021 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 9 TURN-L 02 CITY FR PACIFIC HY 99E CN STOP SIGN N DRY TURN N/A NW-NE 000 00 N 8A 03 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.65 -122 50 42.28 008100100S00 UNK 02 NONE 9 N/A NE-SW 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00107 N N N N N N 01/09/2022 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 02 CITY SU PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NE-SW 000 00 N 1P 03 0 N DAY INJ CAR 01 DRVR INJB 53 M OR-Y 000 000 00 N 45 8 8.65 -122 50 42.24 008100100S00 OR<25 01 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJB 51 F 000 000 00 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 01 DRVR NONE 41 M OR-Y 028 000 02 OR<25 03743 N N N N 10/21/2022 16 CLEVELAND ST INTER 3-LEG N N RAIN S-1TURN 01 NONE 9 29 NONE FR PACIFIC HY 99E CN OFCR/FLAG N WET REAR N/A NE-SW 000 00 N 5P 01 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 UNK 02 NONE 9 TURN-R N/A NE-NW 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00915 N N N N N N 03/15/2023 16 CLEVELAND ST INTER 3-LEG N N CLD O-1 L-TURN 01 UNKN 0 TURN-L 02 CITY WE PACIFIC HY 99E CN STOP SIGN N DRY TURN UNKN SW-NW 000 00 N 6A 01 0 N DAWN INJ CAR 01 DRVR NONE 41 M OR-Y 028 000 02 N 45 8 8.64 -122 50 42.25 008100100S00 OR<25 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR INJC 37 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 7 CITY OF WOODBURN, MARION COUNTY 11 - 14 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJC 30 M 000 000 00 00696 N N N N 02/26/2023 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 9 UNK 02 NO RPT SU PACIFIC HY 99E CN STOP SIGN N DRY TURN N/A NW-UN 000 00 N 4P 03 0 N DAY PDO UNKNOWN 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 UNK 02 NONE 9 N/A NE-SW 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01907 N N N N N N 05/27/2023 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 02 CITY SA PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NE-SW 000 00 N 5P 03 0 N DAY INJ CAR 01 DRVR NONE 36 F OR-Y 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 015 00 CAR 01 DRVR INJB 17 F OR-Y 028,004 000 02 OR<25 04331 N N N N N N 11/22/2023 16 CLEVELAND ST INTER 3-LEG N N RAIN ANGL-OTH 01 NONE 0 TURN-L 02 CITY WE PACIFIC HY 99E CN STOP SIGN N WET TURN PRVTE NW-NE 000 00 N 5A 03 0 N DLIT INJ CAR 01 DRVR INJB 59 F OR-Y 028 000 02 N 45 8 8.64 -122 50 42.25 008100100S00 OR<25 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR INJC 43 F OR-Y 000 000 00 OR<25 04906 N N N N 12/31/2023 16 CLEVELAND ST INTER 3-LEG N N CLD ANGL-OTH 01 NONE 0 TURN-R 02,03 NO RPT SU PACIFIC HY 99E CN STOP SIGN N WET TURN PRVTE NW-SW 000 00 N 2P 03 0 N DAY INJ CAR 01 DRVR INJC 23 F OR-Y 028,021 000 02,03 N 45 8 8.62 -122 50 42.27 008100100S00 OR<25 01 NONE 0 TURN-R PRVTE NW-SW 000 00 CAR 02 PSNG INJB 09 F 000 000 00 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR NONE 23 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 9 CITY OF WOODBURN, MARION COUNTY 15 - 19 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 00954 N N N N N N 03/22/2024 16 CLEVELAND ST INTER 3-LEG N N CLD ANGL-OTH 01 NONE 9 02 CITY FR PACIFIC HY 99E CN STOP SIGN N DRY TURN N/A NE-SW 000 00 N 1P 03 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 UNK 02 NONE 9 TURN-L N/A NW-NE 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01356 N N N N N N 04/25/2024 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 9 TURN-L 02 CITY TH PACIFIC HY 99E CN STOP SIGN N DRY TURN N/A NW-NE 015 00 N 6P 03 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 UNK 02 NONE 9 N/A NE-SW 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01008 N N N N 03/28/2024 16 CLEVELAND ST INTER 3-LEG N N CLD ANGL-OTH 01 NONE 0 02 CITY TH PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NE-SW 000 00 N 3P 03 0 N DAY INJ CAR 01 DRVR NONE 35 M OR-Y 000 000 00 N 45 8 8.64 -122 50 42.25 008100100S00 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 01 DRVR INJC 32 M NONE 028 000 02 OR<25 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 02 PSNG INJC 25 F 000 000 00 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 03 PSNG INJC 04 F 000 000 00 02 NONE 0 TURN-L PRVTE NW-NE 000 00 CAR 04 PSNG INJC 01 M 000 000 00 01864 N N N N N N 06/01/2024 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 TURN-L 02 CITY SA PACIFIC HY 99E CN STOP SIGN N DRY TURN PRVTE NW-NE 015 00 N 3P 03 0 N DAY INJ CAR 01 DRVR NONE 30 M OR-Y 028 000 02 N 45 8 8.64 -122 50 42.25 008100100S00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 11 CITY OF WOODBURN, MARION COUNTY 20 - 22 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 PRVTE NE-SW 000 00 CAR 01 DRVR INJB 61 F OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at PACIFIC HY 99E, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 13 CITY OF WOODBURN, MARION COUNTY 23 - 23 of 23 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG LRS LOCTN (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 02425 N N N N N N 08/13/2020 16 CLEVELAND ST INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 02 CITY TH 0 SETTLEMIER AVE CN STOP SIGN N DRY TURN PRVTE NE-SW 000 00 N 4P 01 0 N DAY INJ CAR 01 DRVR NONE 72 M OR-Y 000 000 00 N 45 8 33.79 -122 51 43.24 OR<25 01 NONE 0 PRVTE NE-SW 000 00 CAR 02 PSNG INJC 67 F 000 000 00 02 NONE 0 TURN-L PRVTE SE-SW 000 00 CAR 01 DRVR NONE 19 F OR-Y 028 000 02 OR<25 01841 N N N N 05/24/2023 16 CLEVELAND ST INTER 3-LEG N N CLR S-1TURN 01 NONE 9 29 CITY WE 0 SETTLEMIER AVE CN STOP SIGN N DRY REAR N/A NE-SW 000 00 N 6P 03 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 33.78 -122 51 43.23 UNK 02 NONE 9 TURN-L N/A NE-SE 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING CLEVELAND ST at SETTLEMIER AVE, City of Woodburn, Marion County, ALL Crashes Severity, Intersection crashes, 01/01/2020 to 12/31/2024 11/05/2025 CDS380 Page: 1 CITY OF WOODBURN, MARION COUNTY 1 - 2 of 2 Crash records shown. ---PAGE BREAK--- S D M SER# P R J S W DATE COUNTY RD# FC CONN# RD CHAR INT-TYPE SPCL USE INVEST E A U I C O DAY CITY COMPNT FIRST STREET DIRECT (MEDIAN) INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME URBAN AREA MLG TYP SECOND STREET LOCTN LEGS TRAF- SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC? D C S V L K LAT LONG MILEPNT LRS (#LANES) CONTL LIGHT V# TYPE TO P# TYPE E X RES LOC ERROR ACT EVENT CAUSE 93958 N N N N 11/05/2021 MARION 1 16 N Y CLR FIX OBJ 01 NONE 9 079,053 27 CITY FR WOODBURN MN 0 PACIFIC HY 99E SW (NONE) UNKNOWN N DRY FIX N/A SW-NE 000 00 Y 4P WOODBURN UA 33.15 CLEVELAND ST 08 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 .98 -122 50 49.3 008100100S00 (04) UNK 01491 N N N N N N 05/10/2021 MARION 1 16 N N CLR PRKD MV 01 NONE 9 27 CITY MO WOODBURN MN 0 PACIFIC HY 99E SW (NONE) UNKNOWN N DRY REAR N/A NE-SW 000 00 N 4P WOODBURN UA 33.16 CLEVELAND ST 02 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 .54 -122 50 49.71 008100100S00 (04) UNK 02 NONE 9 PRKD-P N/A NE-SW 008 00 CAR 00741 N N N N 03/01/2023 MARION 1 16 N N CLR 01 NONE 9 13 NO RPT WE MN 0 UN (NONE) UNKNOWN N DRY SS-O N/A S -N 000 00 N 9A WOODBURN UA 33.19 00 N DAY PDO UNKNOWN 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 7 59.23 -122 50 50.84 008100100S00 (04) UNK 02 NONE 9 N/A S -N 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02105 N N N N 06/16/2024 MARION 1 16 ALLEY N N CLR O-1 L-TURN 01 NONE 9 TURN-L 02 NO RPT SU MN 0 UN (NONE) UNKNOWN N DRY TURN N/A S -W 019 00 N 10P WOODBURN UA 33.19 03 N DLIT PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 7 59.23 -122 50 50.84 008100100S00 (04) UNK 02 NONE 9 N/A N -S 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03725 N N N N N N 10/11/2022 MARION 1 16 ALLEY N N CLR ANGL-OTH 01 NONE 9 02 STATE TU WOODBURN MN 0 PACIFIC HY 99E SW (NONE) STOP SIGN N DRY TURN N/A SW-NE 000 00 N 7A WOODBURN UA 33.20 CLEVELAND ST 04 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 7 58.8 -122 50 51.23 008100100S00 (04) UNK 02 NONE 9 TURN-L N/A SE-SW 018 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02993 N N N N 08/30/2022 MARION 1 16 ALLEY N N CLR ANGL-OTH 01 NONE 0 TURN-L 02 NO RPT TU WOODBURN MN 0 PACIFIC HY 99E SW (NONE) UNKNOWN N DRY TURN PRVTE SE-SW 018 00 N 4P WOODBURN UA 33.21 CLEVELAND ST 00 N DAY INJ CAR 01 DRVR INJA 52 F OR-Y 028 000 02 N 45 7 58.38 -122 50 51.64 008100100S00 (04) OR<25 02 NONE 0 PRVTE SW-NE 000 00 CAR 01 DRVR INJB 23 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING Highway 081 MAINLINE AND CONNECTIONS AND FRONTAGE ROADS, MP 33.15 to 33.25 01/01/2020 to 12/31/2024, Both Add and Non-Add mileage, ALL Crashes Severity, ALL Crashes Circumstance 11/06/2025 CDS380 Page: 1 081: PACIFIC HIGHWAY EAST 1 - 6 of 7 Crash records shown. ---PAGE BREAK--- Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING Highway 081 MAINLINE AND CONNECTIONS AND FRONTAGE ROADS, MP 33.15 to 33.25 01/01/2020 to 12/31/2024, Both Add and Non-Add mileage, ALL Crashes Severity, ALL Crashes Circumstance 11/06/2025 CDS380 Page: 2 081: PACIFIC HIGHWAY EAST ---PAGE BREAK--- Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT CONTINUOUS SYSTEM CRASH LISTING Highway 081 MAINLINE AND CONNECTIONS AND FRONTAGE ROADS, MP 33.15 to 33.25 01/01/2020 to 12/31/2024, Both Add and Non-Add mileage, ALL Crashes Severity, ALL Crashes Circumstance 11/06/2025 CDS380 Page: 4 081: PACIFIC HIGHWAY EAST ---PAGE BREAK--- APPENDIX F IN-PROCESS ---PAGE BREAK--- Figure 3 2115 Molalla Road TRAFFIC VOLUME AM & PM Peak Hours Proposed Development Plan - Site Trips 3/15/2024 ---PAGE BREAK--- SITE TRIP DISTRIBUTION & ASSIGNMENT Proposed Development Plan - Site Trips AM & PM Peak Hours Figure 3 Young Street TIS 4/28/2023 ---PAGE BREAK--- Figure 6: Site Generated Volumes AM Peak Hour 1 99E / Molalla Rd 2 Molalla Rd / Safeway Driveway 3 Molalla Rd / June Way 0 0 6 20 68 2 9 2 28 68 0 20 0 0 0 20 20 8 0 0 0 0 0 6 0 0 0 0 1 0 4 Molalla Rd / Phase 1 Apt Access 5 Molalla Rd / Cooley Rd 0 0 0 0 0 0 0 1 2 0 0 0 9 5 4 1 0 0 ---PAGE BREAK--- Figure 7: Site Generated Volumes PM Peak Hour 1 99E / Molalla Rd 2 Molalla Rd / Safeway Driveway 3 Molalla Rd / June Way 0 0 15 10 34 1 4 7 14 34 0 10 0 0 0 53 53 22 0 0 0 0 0 16 0 0 0 0 2 0 4 Molalla Rd / Phase 1 Apt Access 5 Molalla Rd / Cooley Rd 0 0 0 0 0 0 0 4 7 0 0 0 4 2 2 3 0 0 ---PAGE BREAK--- APPENDIX G 2030 “WITHOUT PROJECT” LEVELS OF SERVICE ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 11.6 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.006 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 107 4 103 16 8 242 Total Analysis Volume [veh/h] 27 1 26 4 2 61 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 107 4 103 16 8 242 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 107 4 103 16 8 242 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings B Intersection LOS 2.64 d_I, Intersection Delay [s/veh] B A A Approach LOS 10.31 1.04 0.00 d_A, Approach Delay [s/veh] 12.20 12.20 0.67 0.67 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.49 0.49 0.03 0.03 0.00 0.00 95th-Percentile Queue Length [veh/ln] B B A A A A Movement LOS 10.26 11.58 0.00 7.73 0.00 0.00 d_M, Delay for Movement [s/veh] 0.13 0.01 0.00 0.01 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 7.9 Analysis Method: HCM 7th Edition Level Of Service: A Analysis Period: 15 minutes Volume to Capacity 0.179 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 33 90 33 8 49 0 0 37 4 29 37 0 Total Analysis Volume [veh/h] 8 23 8 2 12 0 0 9 1 7 9 0 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 33 90 33 8 49 0 0 37 4 29 37 0 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 33 90 33 8 49 0 0 37 4 29 37 0 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.18 0.07 0.05 0.04 0.05 Degree of Utilization, x 871 851 787 817 705 Capacity per Entry Lane [veh/h] Lanes A Intersection LOS 7.85 Intersection Delay [s/veh] A A A A Approach LOS 8.03 7.54 7.82 7.73 Approach Delay [s/veh] 16.24 5.37 4.11 2.76 4.15 95th-Percentile Queue Length [ft] 0.65 0.21 0.16 0.11 0.17 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 10.3 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.044 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 57 16 16 131 66 33 Total Analysis Volume [veh/h] 14 4 4 33 17 8 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 57 16 16 131 66 33 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 57 16 16 131 66 33 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 3.41 d_I, Intersection Delay [s/veh] A A A Approach LOS 1.65 0.00 9.76 d_A, Approach Delay [s/veh] 0.00 0.84 0.00 0.00 9.78 9.78 95th-Percentile Queue Length [ft/ln] 0.00 0.03 0.00 0.00 0.39 0.39 95th-Percentile Queue Length [veh/ln] A A A A A B Movement LOS 0.00 7.52 0.00 0.00 9.49 10.31 d_M, Delay for Movement [s/veh] 0.00 0.01 0.00 0.00 0.07 0.04 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 25.2 Analysis Method: HCM 7th Edition Level Of Service: D Analysis Period: 15 minutes Volume to Capacity 0.516 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 73 185 65 365 474 34 Total Analysis Volume [veh/h] 18 46 16 91 119 9 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 73 185 65 365 474 34 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 73 185 65 365 474 34 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings D Intersection LOS 4.75 d_I, Intersection Delay [s/veh] C A A Approach LOS 20.94 0.00 0.56 d_A, Approach Delay [s/veh] 7.61 70.67 0.00 0.00 0.72 1.44 95th-Percentile Queue Length [ft/ln] 0.30 2.83 0.00 0.00 0.03 0.06 95th-Percentile Queue Length [veh/ln] B D A A A A Movement LOS 10.02 25.24 0.00 0.00 0.00 8.36 d_M, Delay for Movement [s/veh] 0.09 0.52 0.00 0.00 0.00 0.03 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway Control Type: Two-way stop Delay (sec / veh): 21.9 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.073 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 47 17 336 90 90 457 Total Analysis Volume [veh/h] 12 4 84 23 23 114 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 47 17 336 90 90 457 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 7.00 2.00 2.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 47 17 336 90 90 457 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 1.69 d_I, Intersection Delay [s/veh] C A A Approach LOS 15.32 1.82 0.00 d_A, Approach Delay [s/veh] 13.59 13.59 3.94 3.94 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.54 0.54 0.16 0.16 0.00 0.00 95th-Percentile Queue Length [veh/ln] B C A A A A Movement LOS 12.92 21.95 0.00 8.63 0.00 0.00 d_M, Delay for Movement [s/veh] 0.08 0.07 0.00 0.09 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 2030 "Without Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 18.6 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.132 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 78 41 234 156 25 234 Total Analysis Volume [veh/h] 20 10 59 39 6 59 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 78 41 234 156 25 234 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 78 41 234 156 25 234 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 3.78 d_I, Intersection Delay [s/veh] B A A Approach LOS 14.00 3.17 0.00 d_A, Approach Delay [s/veh] 21.95 21.95 7.11 7.11 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.88 0.88 0.28 0.28 0.00 0.00 95th-Percentile Queue Length [veh/ln] B C A A A A Movement LOS 11.57 18.61 0.00 7.92 0.00 0.00 d_M, Delay for Movement [s/veh] 0.10 0.13 0.00 0.12 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 10.1 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.296 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 41 119 53 4 176 21 33 119 49 29 82 8 Total Analysis Volume [veh/h] 10 30 13 1 44 5 8 30 12 7 21 2 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 41 119 53 4 176 21 33 119 49 29 82 8 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 41 119 53 4 176 21 33 119 49 29 82 8 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.30 0.28 0.29 0.04 0.15 Degree of Utilization, x 719 706 687 685 600 Capacity per Entry Lane [veh/h] Lanes B Intersection LOS 10.07 Intersection Delay [s/veh] B B B A Approach LOS 10.11 10.11 10.39 9.38 Approach Delay [s/veh] 30.99 29.30 30.42 3.31 13.14 95th-Percentile Queue Length [ft] 1.24 1.17 1.22 0.13 0.53 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 13.1 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.053 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 254 66 37 148 29 25 Total Analysis Volume [veh/h] 64 17 9 37 7 6 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 254 66 37 148 29 25 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 254 66 37 148 29 25 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 1.99 d_I, Intersection Delay [s/veh] A A B Approach LOS 1.59 0.00 11.24 d_A, Approach Delay [s/veh] 0.00 3.70 0.00 0.00 6.99 6.99 95th-Percentile Queue Length [ft/ln] 0.00 0.15 0.00 0.00 0.28 0.28 95th-Percentile Queue Length [veh/ln] A A A A A B Movement LOS 0.00 7.69 0.00 0.00 9.61 13.12 d_M, Delay for Movement [s/veh] 0.00 0.05 0.00 0.00 0.03 0.05 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 107.1 Analysis Method: HCM 7th Edition Level Of Service: F Analysis Period: 15 minutes Volume to Capacity 0.810 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 65 95 250 774 713 65 Total Analysis Volume [veh/h] 16 24 63 194 178 16 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 65 95 250 774 713 65 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 65 95 250 774 713 65 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings F Intersection LOS 5.98 d_I, Intersection Delay [s/veh] F A A Approach LOS 68.96 0.00 0.89 d_A, Approach Delay [s/veh] 10.94 118.47 0.00 0.00 1.40 2.81 95th-Percentile Queue Length [ft/ln] 0.44 4.74 0.00 0.00 0.06 0.11 95th-Percentile Queue Length [veh/ln] B F A A A B Movement LOS 13.14 107.15 0.00 0.00 0.00 10.71 d_M, Delay for Movement [s/veh] 0.13 0.81 0.00 0.01 0.01 0.10 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway Control Type: Two-way stop Delay (sec / veh): 53.0 Analysis Method: HCM 7th Edition Level Of Service: F Analysis Period: 15 minutes Volume to Capacity 0.351 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 17 39 814 17 22 750 Total Analysis Volume [veh/h] 4 10 204 4 6 188 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 17 39 814 17 22 750 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 7.00 2.00 2.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 17 39 814 17 22 750 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 2030 "Without Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings F Intersection LOS 1.64 d_I, Intersection Delay [s/veh] E A A Approach LOS 45.82 0.19 0.00 d_A, Approach Delay [s/veh] 42.08 42.08 0.71 0.71 0.00 0.00 95th-Percentile Queue Length [ft/ln] 1.68 1.68 0.03 0.03 0.00 0.00 95th-Percentile Queue Length [veh/ln] D F A A A A Movement LOS 29.40 52.97 0.00 9.29 0.00 0.00 d_M, Delay for Movement [s/veh] 0.04 0.35 0.01 0.02 0.00 0.01 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 2030 "Without Project" - 30th HDH ---PAGE BREAK--- APPENDIX H 2030 “WITH PROJECT” LEVELS OF SERVICE ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 12.0 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.007 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 134 4 103 25 8 242 Total Analysis Volume [veh/h] 34 1 26 6 2 61 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 134 4 103 25 8 242 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 134 4 103 25 8 242 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings B Intersection LOS 3.19 d_I, Intersection Delay [s/veh] B A A Approach LOS 10.52 1.51 0.00 d_A, Approach Delay [s/veh] 15.75 15.75 1.06 1.06 0.00 0.00 95th-Percentile Queue Length [ft/ln] 0.63 0.63 0.04 0.04 0.00 0.00 95th-Percentile Queue Length [veh/ln] B B A A A A Movement LOS 10.47 11.98 0.00 7.74 0.00 0.00 d_M, Delay for Movement [s/veh] 0.17 0.01 0.00 0.02 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 8.0 Analysis Method: HCM 7th Edition Level Of Service: A Analysis Period: 15 minutes Volume to Capacity 0.211 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 33 117 33 8 58 0 0 37 4 29 37 0 Total Analysis Volume [veh/h] 8 29 8 2 15 0 0 9 1 7 9 0 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 33 117 33 8 58 0 0 37 4 29 37 0 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 33 117 33 8 58 0 0 37 4 29 37 0 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.21 0.08 0.05 0.04 0.05 Degree of Utilization, x 866 842 773 802 693 Capacity per Entry Lane [veh/h] Lanes A Intersection LOS 8.03 Intersection Delay [s/veh] A A A A Approach LOS 8.27 7.64 7.92 7.82 Approach Delay [s/veh] 19.92 6.36 4.20 2.81 4.22 95th-Percentile Queue Length [ft] 0.80 0.25 0.17 0.11 0.17 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 10.6 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.080 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 57 16 25 131 66 60 Total Analysis Volume [veh/h] 14 4 6 33 17 15 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 57 16 25 131 66 60 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 57 16 25 131 66 60 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 3.94 d_I, Intersection Delay [s/veh] A A B Approach LOS 1.65 0.00 10.14 d_A, Approach Delay [s/veh] 0.00 0.84 0.00 0.00 13.40 13.40 95th-Percentile Queue Length [ft/ln] 0.00 0.03 0.00 0.00 0.54 0.54 95th-Percentile Queue Length [veh/ln] A A A A A B Movement LOS 0.00 7.53 0.00 0.00 9.74 10.57 d_M, Delay for Movement [s/veh] 0.00 0.01 0.00 0.00 0.07 0.08 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 26.3 Analysis Method: HCM 7th Edition Level Of Service: D Analysis Period: 15 minutes Volume to Capacity 0.529 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 73 185 65 372 495 34 Total Analysis Volume [veh/h] 18 46 16 93 124 9 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 73 185 65 372 495 34 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 73 185 65 372 495 34 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings D Intersection LOS 4.81 d_I, Intersection Delay [s/veh] C A A Approach LOS 21.71 0.00 0.54 d_A, Approach Delay [s/veh] 7.66 73.78 0.00 0.00 0.72 1.44 95th-Percentile Queue Length [ft/ln] 0.31 2.95 0.00 0.00 0.03 0.06 95th-Percentile Queue Length [veh/ln] B D A A A A Movement LOS 10.05 26.32 0.00 0.00 0.00 8.38 d_M, Delay for Movement [s/veh] 0.09 0.53 0.00 0.00 0.00 0.03 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway/Project Access Control Type: Two-way stop Delay (sec / veh): 28.3 Analysis Method: HCM 7th Edition Level Of Service: D Analysis Period: 15 minutes Volume to Capacity 0.122 Yes Yes No No Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 47 0 17 21 0 21 7 336 90 90 457 7 Total Analysis Volume [veh/h] 12 0 4 5 0 5 2 84 23 23 114 2 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 47 0 17 21 0 21 7 336 90 90 457 7 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 2.00 0.00 2.00 0.00 7.00 7.00 2.00 2.00 7.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 47 0 17 21 0 21 7 336 90 90 457 7 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 0 Number of Storage Spaces in Median No No Two-Stage Gap Acceptance 0 0 0 0 Storage Area [veh] No No Flared Lane Stop Stop Free Free Priority Scheme Intersection Settings D Intersection LOS 2.55 d_I, Intersection Delay [s/veh] C C A A Approach LOS 17.22 20.36 1.79 0.10 d_A, Approach Delay [s/veh] 16.03 16.03 16.03 13.21 13.21 13.21 3.96 3.96 3.96 0.30 0.30 0.30 95th-Percentile Queue Length [ft/ln] 0.64 0.64 0.64 0.53 0.53 0.53 0.16 0.16 0.16 0.01 0.01 0.01 95th-Percentile Queue Length [veh/ln] B C D B D D A A A A A A Movement LOS 13.50 24.84 27.52 12.41 26.02 28.30 0.00 0.00 8.63 0.00 0.00 8.04 d_M, Delay for Movement [s/veh] 0.08 0.00 0.10 0.03 0.00 0.12 0.00 0.00 0.09 0.00 0.00 0.01 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 2030 "With Project" - AM Peak Hour ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 1: Clevelend Street/Settlemier Avenue Control Type: Two-way stop Delay (sec / veh): 20.1 Analysis Method: HCM 7th Edition Level Of Service: C Analysis Period: 15 minutes Volume to Capacity 0.143 Yes No No Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Thru Left Right Thru Turning Movement Lane Configuration Westbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 95 41 234 179 25 234 Total Analysis Volume [veh/h] 24 10 59 45 6 59 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 95 41 234 179 25 234 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 3.00 3.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 95 41 234 179 25 234 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 1 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Stop Free Free Priority Scheme Intersection Settings C Intersection LOS 4.19 d_I, Intersection Delay [s/veh] B A A Approach LOS 14.41 3.45 0.00 d_A, Approach Delay [s/veh] 26.14 26.14 8.27 8.27 0.00 0.00 95th-Percentile Queue Length [ft/ln] 1.05 1.05 0.33 0.33 0.00 0.00 95th-Percentile Queue Length [veh/ln] B C A A A A Movement LOS 11.97 20.05 0.00 7.95 0.00 0.00 d_M, Delay for Movement [s/veh] 0.12 0.14 0.00 0.14 0.00 0.00 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 2 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 2: Clevelend Street/Front Street Control Type: All-way stop Delay (sec / veh): 10.4 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.324 Yes Yes Yes Yes Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 1 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 41 136 53 4 199 21 33 119 49 29 82 8 Total Analysis Volume [veh/h] 10 34 13 1 50 5 8 30 12 7 21 2 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 41 136 53 4 199 21 33 119 49 29 82 8 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.00 6.00 6.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 41 136 53 4 199 21 33 119 49 29 82 8 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 3 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Settings 0.32 0.32 0.30 0.04 0.15 Degree of Utilization, x 710 700 671 669 587 Capacity per Entry Lane [veh/h] Lanes B Intersection LOS 10.40 Intersection Delay [s/veh] B B B A Approach LOS 10.49 10.55 10.64 9.55 Approach Delay [s/veh] 35.15 34.54 31.40 3.39 13.47 95th-Percentile Queue Length [ft] 1.41 1.38 1.26 0.14 0.54 95th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 4 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 3: Clevelend Street/Hawley Street Control Type: Two-way stop Delay (sec / veh): 13.6 Analysis Method: HCM 7th Edition Level Of Service: B Analysis Period: 15 minutes Volume to Capacity 0.090 No No Yes Crosswalk 0.00 0.00 0.00 Grade 25.00 25.00 25.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 1 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Thru Left Right Thru Right Left Turning Movement Lane Configuration Westbound Eastbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 254 66 60 148 29 42 Total Analysis Volume [veh/h] 64 17 15 37 7 11 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 254 66 60 148 29 42 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 0.00 0.00 6.00 6.00 0.00 0.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 254 66 60 148 29 42 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 5 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] No Flared Lane Free Free Stop Priority Scheme Intersection Settings B Intersection LOS 2.29 d_I, Intersection Delay [s/veh] A A B Approach LOS 1.60 0.00 12.13 d_A, Approach Delay [s/veh] 0.00 3.78 0.00 0.00 10.48 10.48 95th-Percentile Queue Length [ft/ln] 0.00 0.15 0.00 0.00 0.42 0.42 95th-Percentile Queue Length [veh/ln] A A A A B B Movement LOS 0.00 7.75 0.00 0.00 10.01 13.59 d_M, Delay for Movement [s/veh] 0.00 0.05 0.00 0.00 0.03 0.09 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 6 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 4: OR-99E/Cleveland Street Control Type: Two-way stop Delay (sec / veh): 119.7 Analysis Method: HCM 7th Edition Level Of Service: F Analysis Period: 15 minutes Volume to Capacity 0.851 Yes No Yes Crosswalk 0.00 0.00 0.00 Grade 30.00 30.00 30.00 Speed [mph] 0.00 0.00 0.00 0.00 100.00 0.00 Exit Pocket Length [ft] 0 0 0 0 1 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 1 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Left Right Thru Thru Left Turning Movement Lane Configuration Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 Pedestrian Volume [ped/h] 65 95 250 795 730 65 Total Analysis Volume [veh/h] 16 24 63 199 183 16 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 65 95 250 795 730 65 Total Hourly Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 9.00 9.00 8.00 8.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 65 95 250 795 730 65 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 7 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 Number of Storage Spaces in Median No Two-Stage Gap Acceptance 0 0 0 Storage Area [veh] Flared Lane Stop Free Free Priority Scheme Intersection Settings F Intersection LOS 6.47 d_I, Intersection Delay [s/veh] F A A Approach LOS 76.46 0.00 0.88 d_A, Approach Delay [s/veh] 11.14 125.41 0.00 0.00 1.40 2.81 95th-Percentile Queue Length [ft/ln] 0.45 5.02 0.00 0.00 0.06 0.11 95th-Percentile Queue Length [veh/ln] B F A A A B Movement LOS 13.29 119.68 0.00 0.00 0.00 10.82 d_M, Delay for Movement [s/veh] 0.13 0.85 0.00 0.01 0.01 0.10 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 8 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) Intersection Level Of Service Report Intersection 5: OR-99E/US Foods Driveway/Project Access Control Type: Two-way stop Delay (sec / veh): 106.1 Analysis Method: HCM 7th Edition Level Of Service: F Analysis Period: 15 minutes Volume to Capacity 0.570 Yes Yes No No Crosswalk 0.00 0.00 0.00 0.00 Grade 25.00 25.00 45.00 45.00 Speed [mph] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Exit Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Exit Pocket 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Entry Pocket Length [ft] 0 0 0 0 0 0 0 0 0 0 0 0 No. of Lanes in Entry Pocket 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Lane Width [ft] Right Thru Left Right Thru Left Right Thru Left Right Thru Left Turning Movement Lane Configuration Westbound Eastbound Southbound Northbound Approach Name Intersection Setup 0 0 0 0 Pedestrian Volume [ped/h] 17 0 39 15 0 17 21 814 17 22 750 18 Total Analysis Volume [veh/h] 4 0 10 4 0 4 5 204 4 6 188 5 Total 15-Minute Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 17 0 39 15 0 17 21 814 17 22 750 18 Total Hourly Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 In-Process Volume [veh/h] 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Growth Factor 2.00 2.00 2.00 0.00 2.00 0.00 7.00 7.00 2.00 2.00 7.00 7.00 Heavy Vehicles Percentage 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Adjustment Factor 17 0 39 15 0 17 21 814 17 22 750 18 Base Volume Input [veh/h] Name Volumes HLA Hermanson Preserve 11/6/2025 9 2030 "With Project" - 30th HDH ---PAGE BREAK--- Generated with H. Lee & Associates, PLLC Hermanson Preserve Version 2026 (SP 0-0) 0 0 0 0 Number of Storage Spaces in Median No No Two-Stage Gap Acceptance 0 0 0 0 Storage Area [veh] No No Flared Lane Stop Stop Free Free Priority Scheme Intersection Settings F Intersection LOS 4.10 d_I, Intersection Delay [s/veh] F E A A Approach LOS 92.87 48.98 0.19 0.22 d_A, Approach Delay [s/veh] 71.80 71.80 71.80 26.79 26.79 26.79 0.72 0.72 0.72 0.76 0.76 0.76 95th-Percentile Queue Length [ft/ln] 2.87 2.87 2.87 1.07 1.07 1.07 0.03 0.03 0.03 0.03 0.03 0.03 95th-Percentile Queue Length [veh/ln] F F F D F F A A A A A A Movement LOS 62.41 93.92 106.14 26.70 57.54 68.63 0.00 0.00 9.29 0.00 0.00 9.65 d_M, Delay for Movement [s/veh] 0.04 0.00 0.57 0.04 0.00 0.24 0.00 0.01 0.02 0.00 0.01 0.02 V/C, Movement V/C Ratio Movement, Approach, & Intersection Results HLA Hermanson Preserve 11/6/2025 10 2030 "With Project" - 30th HDH ---PAGE BREAK--- APPENDIX I TURN LANE WARRANTS EXHIBITS ---PAGE BREAK--- Analysis Procedures Manual Version 2 12-2 Last Updated 07/2025 Left Turn Lane Evaluation Process • A left turn lane should be installed, if criterion 1 (Volume) or 2 (Crash) or 3 (Special Cases) are met, unless a subsequent evaluation eliminate it as an option; and • The Region Traffic Engineer must approve all proposed left turn lanes on state highways, regardless of funding source; and • Left turn lane complies with Access Management Spacing Standards; and • Left turn lane conforms to applicable local, regional, and state plans. Criterion 1: Vehicular Volume The vehicular volume criterion is intended for application where the volume of intersecting traffic is the principal reason for considering installation of a left turn lane. The volume criterion is determined by the Texas Transportation Institute (TTI) curves in Exhibit 12-1. The criterion is not met from zero to ten left turn vehicles per hour but indicates that careful consideration be given to installing a left turn lane due to the increased potential for rear-end collisions in the through lanes. While the turn volumes are low, the adverse safety and operations impacts may require installation of a left turn. The final determination will be based on a field study. Exhibit 12-1 Left Turn Lane Criterion (TTI) *(Advancing Volume/Number of Advancing Through Lanes) + (Opposing Volume/Number of Opposing Through Lanes) Opposing left turns are not counted as opposing volumes OR-99E/Project Access AM OR-99E/Project Access 30th HDH 987 7 1,642 18 ---PAGE BREAK--- Analysis Procedures Manual Version 2 12-6 Last Updated 07/2025 Exhibit 12-2 Right Turn Lane Criterion Note: If there is no right turn lane, a shoulder needs to be provided. If this intersection is in a rural area and is a connection to a public street, a right turn lane is needed. Criterion 2: Crash Experience The crash experience criterion is satisfied when: 1. Adequate trial of other remedies with satisfactory observance and enforcement has failed to reduce the accident frequency; and 2. A history of crashes of the type susceptible to correction by a right turn lane; and 3. The safety benefits outweigh the associated improvements costs; and 4. The installation of the right turn lane minimizes impacts to the safety of vehicles, bicycles or pedestrians along the roadway. Criterion 3: Special Cases 1. Railroad Crossings: If a railroad is parallel to the roadway and adversely affects right turns, a worst-case scenario should be used in determining the storage requirements for the right turn lane design. The right turn lane storage length depends on the amount of time the roadway is closed, the expected number of vehicle arrivals and the location of the crossing or other obstruction. The analysis should consider all of the variables influencing the design of the right turn lane and may allow a design for conditions other than the worst-case storage requirements, providing safety is not OR-99E/Project Access AM OR-99E/Project Access 30th HDH 433 7 852 21