Document Woodburn_doc_eec263cbdb

Final Decision City Council (Appeal) File number(s): CU 24-02, DR 24-02, PP 24-01, & SA 24-01 (Appeal) Project name: US Market gas station Date of decision: February 10, 2025 Applicant: Ronald “Ron” Ped, President/Architect, Ronald James Ped Architect, PC, 1220 20th Street SE, Suite 125, Salem, OR 97302-1205 Landowner: Lal Din Sidhu (“Don” Sidhu), Woodburn Petroleum LLC, 1311 Lancaster Dr NE, Salem, OR 97301-1907 Appellant: Paula Kilgore c/o Tonkon Torp, LLP, Attn: David Petersen, 888 SW 5th Ave, Ste 1600, Portland, OR 97204 Site location: 2540 & 2600 Newberg Hwy (Tax Lots 052W12DB03600 [primary] & 3700) Table of Contents I. Introduction & Procedural History 2 II. General Facts: 4 III. Standards and Criteria 7 IV. Application of Criteria and 9 V. Conditions of Approval 31 VI. 54 VII. Appeals 54 VIII. Testifiers 54 IX. Exhibits: 60 35 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 2 of 61 I. Introduction & Procedural History Proposal: The Applicant requests approval on a consolidated land use application package (Type III), Conditional Use 24-02, Design Review 24-02, Street Adjustment SA 24-01, & Phasing Plan PP 24-01 for a gas station with convenience store, known as US Market, and commercial office space, in the Commercial General (CG) zoning district. Approval Criteria: To be approved, this proposal would need to comply with the following applicable approval criteria: Transportation System Plan (TSP) Figures 1, 4 & 7 and Woodburn Development Ordinance (WDO) 1.02, 1.04, 2.01.05, 2.03, 2.06, 3.01-3.07, 3.11, 4.01, 4.02, and 5.03.01, 02, 03, & 05. Procedural History: • Woodburn Planning Staff Recommendation to Planning Commission: Approval with conditions. • Woodburn Planning Commission Public Hearing: The Planning Commission held a public hearing on October 24, 2024, and by a vote of 5-2 approved the consolidated applications package with the conditions recommended by staff through the staff report, except striking condition CU8(d), which would have required construction of a median on Oregon Way. Testimony at the Planning Commission focused generally on the following concerns: o Traffic exiting onto Oregon Way o Compatibility with neighboring residential uses o Noise o Crime o Environmental impacts, specifically gas fume smell and concern over gas spillage. A comprehensive list of individuals who testified at the Planning Commission hearing can be found in Section VIII of this Final Decision. A Final Decision of the Planning Commission was signed by Planning Commission Chair Lisa Ellsworth on October 30, 2024. The Final Decision was then mailed on October 31, 2024. • Appeal: Type III decisions rendered by the Planning Commission are appealable to the City Council. The City Council's decision is the City's final decision. The last date to appeal the Planning Commission's decision for consolidated applications for the US Market applications was November 12, 2024. The Appellant, Paula Kilgore, represented by David J. Petersen of Tonkon Torp, LLP, timely appealed by submitting a Notice of Intent to Appeal, which included each of the elements required by WDO 4.02.01.B.2., including a statement of the grounds for the appeal. The Appellant specifically cited the following grounds for appeal: failure of the Planning Commission to recognize the serious incompatibility of the applicant’s project with surrounding residential neighborhood, including concerns regarding traffic exiting onto Oregon Way and internal site circulation issues; (ii) that the Planning Commission relied on a staff report that proposed legally inadequate findings that improperly defer determinations of compliance and fail to explain how compliance is feasible with the imposition of conditions. Specifically, the Appellant cited that the finings adopted by the Planning Commission were inadequate because 36 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 3 of 61 they: make certain conclusory findings without the required analysis; (ii) in some instances, find that a criterion is not met but provide no analysis that it is feasible to meet the criterion, instead stating that a condition will be imposed to insure compliance; (iii) concede in the findings that the Applicant will later need to revise the site plan with no further opportunity for public review; (iv) fail to analyze the relevant Comprhensive Plan policies or cite to any facts in evidence as to how those policies are met; and improperly employ conditions of approval that defer the determination of compliance to administrative staff. • City Council Hearing: Notice of the Public hearing before the City Council on appeal of a land use decision by the Planning Commission was mailed on January 7, 2025, to all parties who signed in or participated before the close of the record of the Planning Commission Hearing (per WDO 4.02.01C). The City Council held a public hearing on the appeal on January 27, 2025. The meeting was held in person at Woodburn City Hall, 270 Montgomery Street, Woodburn, Oregon, with the hearing beginning at 7:32 p.m. and closing at 9:51 p.m. The hearing was simultaneously held virtually. Per WDO 4.01.15, the City Council conducted the public hearing pertaining to the Type III appeal pursuant to the standard quasi-judicial hearing procedure, proceeding in the following general order: staff report; (ii) applicant's presentation; (iii) testimony in favor of the application; (iv) testimony in opposition to the application (with appellant permitted to testify and present its argument first); rebuttal by the applicant; (vi) record closes; and deliberation and decision. While the WDO standard for appeal hearing notices provides that the notice shall include the following statement, "the appeal hearing is confined to the issues raised in the notice of appeal" (WDO 4.02.01.C.7); the Council interprets that provision to be limited in application to the notice itself and not to any restriction on evidence that may be admitted during the appeal hearing. Furthermore, per WDO 4.01.16.E.2-3, the City Council did not limit the appeal hearing to an "on-the-record" hearing, but rather conducted a de novo hearing, permitting the applicant and other parties an opportunity to "present testimony, arguments, and evidence on applicable criteria," and permitting the discussion of issues beyond those raised in the notice of appeal. City Council heard testimony from the Applicant, then the Appellant, and then from numerous individuals arguing in favor of and against the proposed project. The table in Section VIII of this Final Decision lists those who provided testimony to City Council. The Applicant was also provided an opportunity for rebuttal. Following the testimony and closure of the record, a motion was made to Uphold the Planning Commission’s Decision; (ii) Tentatively Approve the Consolidated Applications, CU 24- 02, DR 24-02, PP 24-01, & SA 24-01 for US Market Gas Station based on the findings and conditions in the staff report, except adding a condition (what has now been numbered as CU12), requiring the applicant to provide vegetative screening from headlights existing the Subject Property for the three houses directly across Oregon Way from the Subject Property 37 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 4 of 61 (located at 966, 988, and 994 Oregon way); and (iii) Direct Staff to return with a final decision at the next Council Meeting. The motion was based on the grounds that evidence in the record demonstrated that the proposed use would be compatible with surrounding uses per WDO 5.03.01 B.3. The motion was seconded. A vote was taken and City Council voted 3-2 in support of upholding the Planning Commission’s decision and approving the Applicant’s consolidated applications. Staff were directed to prepare findings consistent with Council’s tentative decision and return to a future Council meeting with a final decision in writing. The City Council considered the findings at a public meeting on February 10, 2025, and approved this Final Decision. • Summary of the Decision: The City Council voted to uphold the Planning Commission’s decision with the imposition of an additional condition of approval in the form of CU12, approved Consolidated Applications, CU 24-02, DR 24-02, PP 24-01, & SA 24-01, and directed staff to return with a Final Decision with associated conditions and findings. The approval was based on the grounds that evidence in the record demonstrated that the proposed use would be compatible with surrounding uses per WDO 5.03.01 B.3. All section references are to the Woodburn Development Ordinance (WDO) II. General Facts: Applications The land use application master case file number is Conditional Use CU 24-02, and the corollary case file numbers are Design Review DR 24-02, Street Adjustment SA 24-01, & Phasing Plan PP 24-01. • CU 24-02 & DR 24-02: Conditional use application and design review to redevelop vacant land following demolition of two vacant bank buildings into a gas station of 6 islands with 12 pumps total with a convenience store of 4,110 square feet (sq ft), attached office tenant space of 1,863 sq ft, and a southwest office building of 5,000 sq ft. • SA 24-01: Street Adjustment application to not upgrade the highway frontage by demolishing the curb-tight sidewalk and planting a landscape strip with street trees and new sidewalk. Includes partial upgrade of Oregon way frontage with some new landscape strip and street trees. • PP 24-01: A Phasing Plan (PP) to allow different timing to develop the gas station / convenience store versus the office building. Direct questions about highway access management to Brion Scott, PE, Development Review Coordinator, ODOT Region 2, (503) 871-1411, [EMAIL REDACTED]. Site The subject property is addressed 2540 & 2600 Newberg Highway (tax lots 3700 and 3600 respectively), totaling approximately 1.42 acres, and located at the southwest corner of the intersection of Newberg 38 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 5 of 61 Highway (Oregon Highway 214) and Oregon Way. The request is for conditional use (for a gas station), design review, phasing plan, and Street Adjustment application types to develop the site as follows: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), 6 pump islands with 12 pumps and, as Phase 2 a southwest commercial office building of 5,000 sq ft. History of the Site The subject property was occupied by two vacant bank buildings. A contractor demolished the buildings and cleared the site in 2021. Zoning Commercial General (CG) Surrounding Properties and Neighborhood Zoning map excerpt Cardinal Direction Adjacent Zoning North Across OR Hwy 214: Commercial General (CG) East Across Oregon Way: Retirement Community Single Family Residential (R1S) South East to west: R1S (943 & 953 Oregon Way; houses) and CG (950 Evergreen Rd; Panor 360 condominiums) West CG (950 Evergreen Rd; Panor 360 condominiums; and 2620 Newberg Hwy; Dairy Queen) *Surrounding Properties and Neighborhood Table Traffic Impact Analysis The Applicant, as part of the application materials, submitted a traffic impact analysis (TIA) dated August 13, 2021, as required by WDO 3.04.05 (Exhibit The applicant then submitted a revised TIA dated June 23, 2023 (Exhibit The City’s traffic consultant reviewed the TIA materials and provided comments in two memoranda which the Applicant then addressed in a supplemental TIA, dated July 23, 2024 (Exhibits F & G respectively). Appellant submitted their own comments responding to Applicant’s TIA materials (Kittleson Memo), dated August 20, 2024 (Exhibit Applicant responded with a memorandum from their traffic engineer (the Transight Memo), dated September 23, 2024 (Exhibit A complete overview of these documents, and their incorporation by reference is included in Finding 7 of this Final Decision. Each of the above documents is hereby incorporated by into the record by reference. 39 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 6 of 61 Site and Phasing Plan The Applicant submitted and later revised and resubmitted a Site and Phasing Plan as follows: 40 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 7 of 61 III. Standards and Criteria The Conditional Use Criteria apply to gasoline stations located in the commercial general zoning district when that use will be located within 200 feet of residentially zoned properties (WDO Table 2.03A). 41 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 8 of 61 WDO 5.03 General Requirements A. The purpose of this Section is to identify what types of actions are considered Type III decisions. Type III decisions involve significant discretion and evaluation of subjective approval standards, yet are not required to be heard by the City Council, except upon appeal. The process for these land use decisions is controlled by ORS 197.763. Notice of the application and the Planning Commission or Design Review Board hearing is published and mailed to the applicant, recognized neighborhood associations and property owners. The decision of the Planning Commission or Design Review Board is appealable to the City Council. The City Council’s decision is the City’s final decision and is appealable to the Land Use Board of Appeals. B. To initiate consideration of a Type III decision, a complete City application, accompanying information, and filing fee must be submitted to the Director. The Director will evaluate the application as outlined in this Section. 5.03.01 Conditional Use 5.03.02 Design Review, Type III 5.03.03 Exception to Street Right of Way and Improvement Requirements 5.03.04 Manufactured Dwelling Park, Preliminary Approval 5.03.05 Phasing Plan for a Subdivision, PUD, Manufactured Dwelling Park or any other Land Use Permit 5.03.06 Planned Unit Development (PUD), Preliminary Plan Approval 5.03.07 Planned Unit Development (PUD), Design Plan Final Approval 5.03.08 Special Conditional Use - Historically or Architecturally Significant Building 5.03.09 Special Use as a Conditional Use 5.03.10 Subdivision Preliminary Approval 5.03.11 Telecommunications Facility, Specific Conditional Use 5.03.12 Variance WDO 5.03.01 Conditional Use A. Purpose: A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval. B. Criteria: 1. The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; 42 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 9 of 61 c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity. IV. Application of Criteria and Findings Analysis and Findings from City Council Staff Report This final decision adopts the analysis and findings from the January 27, 2025, City Council Staff Report, which is attached as Exhibit L to this Final Decision and is hereby incorporated by reference herein. City Council made only two changes to the Planning Commission Analysis and findings, both of which are reflected in the Supplemental Findings and Conditions of Approval, Specifically Finding 21 and CU12. Supplemental Analysis and Findings based on the City Council Hearing Testimony / Evidence Based on testimony at the City Council hearing and evidence in the record, the City Council further adopts the following supplemental findings. To the extent that any of the findings and conclusions of law in Exhibit B (Planning Commission Staff Report) conflict with any of the below responsive findings, the responsive findings shall hereby control. While not an exclusive list, the findings and conclusions of law for the following criteria as stated in Exhibit B, Attachment 102 conflict with the responsive findings and are hereby superseded: 3.05.02J, and 5.02.04 regarding Street Adjustments. The issues raised are summarized in bold, with the finding responding to that comment below. The law firm of Tonkon Torp submitted that letter dated August 21, 2024, into the record for the Planning Commission Hearing, and that letter dated October 7, 2024, into the Open Record Period following the Planning Commission Hearing, identified on the City’s website page for the project as “CU 24-02 Arguments in Opposition by Tonkon Torp (October 7, 2024)” (herein collectively the “Chevron and Arco Comments”) on behalf of Woodburn Fast Serv Inc., which is the owner of the land developed with the Chevron filling station (“Chevron”) and Extra Mile convenience store, and LB Group LLC, which is the owner of the land developed with the Arco filling station and the am pm convenience store (“Arco”). The Chevron and Arco Comments, along with the issues raised in the appeal (filed November 12, 2024) and those by other parties, are responded to in detail below. The primary issues raised are that: the Applicant did not satisfy the requirements of WDO 5.03.01.B.3 because the proposed use is not compatible with the surrounding properties; the findings of fact and conclusions of law in the Planning Commission Decision were inadequate to support approval of the Applications and the Planning Commission Decision improperly delegated the discretionary application of criteria and standards to a 43 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 10 of 61 non-public forum; and, the Street Adjustments approved in the Planning Commission Decision are not supported by substantial evidence and the criteria under WDO 5.02.04.C was improperly applied. The following summarizes the issues raised by the parties that relate to mandatory approval criteria and explains the evidence that satisfies the approval criteria and adequately responds to the comments. A. The Application did not satisfy the requirements of WDO 5.03.01.B because the proposed use is not compatible with the surrounding properties based on testimony that some of the surrounding residences will experience impacts associated with the proposed development. Finding 1: Applicant has presented substantial evidence that, together with the conditions of approval, satisfies this criterion. These responsive findings are a supplement, which explain the evidence in the record that satisfies this criterion including a reference to the evidence relied upon by the City. Below is a summary of specific issues and concerns raised, together with responsive supplemental findings related to this criterion. Additionally, the comments that express concern as to potential impacts from the proposed development are inconsistent with the text and purpose of the City’s conditional use criteria. The purpose statement of the conditional use permit criteria provides an express statement of intent on how the conditional use permit criteria should be interpreted and applied. It states: “A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval.” Fueling stations within the Commercial General (CG) zone that are 201 or more feet from residential zone property are allowed as outright uses with no conditions. Fueling stations in the CG zone between 0 and 200 feet are legally permitted, subject to the application of conditions of approval needed to either conform with the obligations of the code or to “offset impacts and make the use as compatible as practical with the surrounding uses.” The fueling station in this case is located less than 200 feet from the residentially zoned properties, and therefore, the City must apply conditions of approval that make the use practically compatible – but not absolutely compatible. The purpose statement provides helpful guidance in this case. It rebuts the requested interpretation that the Applicant must mitigate all impacts on surrounding uses and the Proposed Use must be completely compatible with the surrounding properties. Such arguments set an impossible standard that is inconsistent with the purpose, intent and text of the zoning code. WDO 5.03.01.B. sets forth three approval criteria: The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties.” 44 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 11 of 61 As discussed above, the standard is not whether the Proposed Use is absolutely or entirely compatible with the surrounding properties. The analysis is to be based on all the evidence in the record, and whether the proposed conditional use, as conditioned, meets the compatibility requirements to a practical standard of review. The code provides a list of “[r]elevant factors to be considered in determining whether the proposed use is compatible.” These factors are only to be considered and not construed as separate mandatory approval criterion. The factors are: a. “The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity.” These factors are discussed in detail below in these supplemental findings of fact in addition to the findings of fact and conclusions of law adopted and incorporated by the City’s final order. 1) General concerns as to the odor and air quality impacts from gas fumes that will be generated by the proposed gas station. Finding 2: The surrounding area is an automobile oriented due to the proximity to Hwy 214 (also referred to herein as “OR 214”) and I-5. The proposed use includes bicycle parking, as demonstrated by the site plans submitted by Applicant, which can be found on pages 1 through 10 of the document identified as “CU 24-02 Design review plans revised (June 10, 2024),” henceforth referred to as Exhibit C, and pages 26 through 27 of the document identified as “CU 24-02 Testimony through September 23, 2024 (September 25, 2024),” henceforth referred to as Exhibit D. Both Exhibits C and D are incorporated by this reference herein (collectively herein the “Site Plans”). The City applies Condition of Approval CU4 which requires improvements such a wider sidewalk along Oregon Way as a public bicycle pedestrian path, serving as transportation demand management (TDM) by inducing adjacent and nearby residents to drive less often, especially to and from the proposed development and nearby destinations in the commercial area around the intersections of the highway with Country Club Road and Evergreen Roads and with Lawson Avenue, and with fewer driving trips comes better air quality. The City also applies Condition of Approval CU3 and CU4 to require landscaping including but not limited trees strategically placed adjacent to the highway and Oregon Way which will produce oxygen and help mitigate potential odors and negative impacts on air quality. The convenience store, office buildings, and architectural wall will also provide additional buffering from adjacent residential uses, reducing the odors 45 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 12 of 61 that may impact surrounding uses. As demonstrated by the Site Plans, there will be a total of 6 fuel islands which will be centrally located on Lot 3700 and the fuel islands shall be located approximately 160 feet from the southern property line of Lot 3700 and approximately 160 feet from the eastern property line of Lot 3600. These locations are approximately 80 percent of the standard necessary for the use to be an outright permitted use with no obligation of mitigation or design modifications. With the requisite landscaping plans, significant distance between the fueling stations and residences, and buffer facilities located between the stations and residences, the Applicant has demonstrated that the proposed use will be practically compatible with the surrounding residential uses. This conclusion is further supported by the surrounding auto orientated uses that demonstrate the impacts of the proposed use, if any, will not be significant given the existing conditions both onsite and those that are likely to be permitted as an outright conditional use. Applicant Don Sidhu testified that their development of the fueling station must comply with DEQ and EPA regulations, which require double walled fuel tanks and related pipes. These improvements include sensors that detect leaks and automatically shut off the pumps in the event of any detected leak. These systems greatly mitigate potential the risk of odor and other environmental impacts from the proposed use. Given the Applicant’s significant experience in operating these facilities, the City Council find his testimony substantial evidence absent any other evidence to the contrary. Applicant has provided substantial evidence to support the conclusion that the addition of office buildings, a convenience store, and gas station adjacent to Hwy 214 will not significantly impact the existing air quality of the area and the proposed conditions of approval, together with the site design, will reasonably mitigate any potential impacts. 2) General concerns as to the impacts of noise generated from the proposed use. Finding 3: Pursuant to the Sound Impact Assessment submitted as part of Applicant’s Open Record Response Submittal, which can be found on pages 27 through 28 of Exhibit D (“CU 24-02 Testimony through September 23, 2024 (September 25, 2024)),” the proposed use is estimated to increase the sound level for the Panor 360 Condominiums by less than 1dB, which is an insignificant and almost imperceptible increase. Condition CU5 requires construction of and provides development standards for an Architectural Wall that will be constructed along the southern and western perimeter of the Subject Property. The Sound Impact Assessment concluded that “with the increased mitigation provided by the proposed 8ft high wall at the perimeter of the property no further action is needed.” Condition CU8 limits the hours of operation for the gas station and convenience store to Monday through Saturday from 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. rather than permitting the proposed use to operate 24 hours 7 days a week, which reduces any potential noise impacts during nighttime hours. Condition CU8 prohibits audio advertising at the fuel islands and limits the hours of operation for any tire pump and vehicle interior vacuum facilities, which are more restrictive than the hours of operation for the gas station and convenience store. Condition CU8 also requires “vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700” to further reduce any potential noise impacts on surrounding uses. As shown on the Site Plans, the air pump is proposed to be located in 46 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 13 of 61 the northwestern corner of Lot 3700, which is the furthest practical distance on site from the adjacent residential uses. Substantial evidence demonstrates that the noise generated from the proposed use will not significantly impact the surrounding uses and the City imposes conditions CU5 and CU8 to ensure compatibility. The AW required by Condition CU5 in combination with the site design, such as the proposed office buildings, and Condition CU8 will reasonably mitigate any potential noise impacts on the surrounding uses. 3) General concerns as to the lighting impacts generated from the proposed use as well as that the potential lighting impacts are greater than a bank, which was the previous use of the Subject Property, and that the AW will be inadequate to address potential lighting impacts. Finding 4: Applicant submitted a Lighting Plan, which can be found on page 7 of Exhibit C (“CU 24-02 Design review plans revised (June 10, 2024)).” The AW will mitigate potential lighting impacts, but it is not the only proposed mitigation effort to address potential lighting impacts. Condition CU7 further ensures any potential light impacts are reasonably mitigated by limiting the location of lighting, type of lighting that can be used, and the hours which the fuel pump canopy lights can remain on. Applicant’s architect testified as to the lighting impacts. He testified that the lighting is designed to have a downward projection and that the convenience store building, which is located between the fueling station and single family residences, is taller than the fueling canopy (Video Recoding at 1:31:48). Condition CU8 also limits the hours of operation for the gas station and convenience store to Monday through Saturday from 6:00 a.m. to midnight, and Sunday 6:00 a.m. to 11:00 p.m., which mitigates potential lighting impacts during the nighttime hours by reducing the lighting from the buildings. The limited operational hours also reduce nighttime traffic on site, which reasonably mitigates the lighting impacts from the headlights of vehicles exiting the site. The office buildings and AW will provide screening for adjacent uses from the lighting produced by the buildings as well as from the headlights of vehicles entering the site from Hwy 214 and Oregon Way. Regarding headlights of vehicles exiting the site, Condition CU12 provides for screening of the three house fronts at 966, 980, & 994 Oregon Way. Regarding the comment that the lighting impacts of the proposed use would be greater than that of a bank, the applicable criterion under WDO 5.03.01.B.3 requires that the proposed use is compatible with the surrounding properties. Said criterion requires the City Council to evaluate the potential impacts in light of the current proposal. The standard does not require that the proposed use be as or less impactful than any previous uses on the Subject Property. There is substantial evidence to support that Conditions CU7 and CU8 in combination with site design, such as the AW and proposed office buildings, will reasonably mitigate any potential lighting impacts and ensure compatibly with the surrounding uses. 4) General concerns as to the aesthetic impact of the proposed use. Finding 5: As demonstrated by the Site Sections – Noise Analysis and Sensory Considerations submitted as part of Applicant’s Open Record Response Submittal, which can be found on pages 27 through 28 of Exhibit D, the AW and proposed office buildings will reasonably mitigate any potential adverse aesthetic 47 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 14 of 61 impacts on surrounding uses by providing visual screening. When the Subject Property is viewed at street level from the adjacent residential use to the south, the view will be of the AW and the proposed office building on Lot 3700. When the Subject Property is viewed at street level from the adjacent residential uses to the east, which are located across Oregon Way, the view will be of the convenience store and office buildings and be at least partially obscured by trees, as demonstrated by the Site Plans. Condition CU5 includes requirements for the design of the AW to ensure that the AW is aesthetically consistent with standard development in the General Commercial zone. Condition CU6 also includes requirements for the design of the proposed buildings to ensure that said buildings are aesthetically consistent with standard development in the General Commercial zone. As shown by the Site Plans and required by Condition CU3 and CU4, the site design includes landscaping which will also improve the aesthetic impact of the proposed use. Regarding the comment that the proposed use will result in trash and litter in the yards of surrounding residential uses, there was no evidence produced that littering will occur or is likely to occur as a result of the proposed use and enforcement of littering is a matter outside the scope of these Applications. However, the AW will reasonably mitigate impacts from litter by preventing litter from blowing onto adjacent properties and demonstrated by the Site Plans, the trash enclosure will contain waste from the proposed use within the enclosure and there will be trash cans on site for customers to properly dispose of waste, reducing the temptation to litter. Many public comments stated that the current use of the Subject Property as a vacant lot has a detrimental negative aesthetic impact compared to the proposed use. Several public comments noted that the Subject Property is currently an “eyesore” and an “empty ugly lot” that attracts graffiti and litter whereas US Markets are consistently well maintained and the proposed US Market will improve the aesthetic appeal of the area. The proposed use will improve the current aesthetic impact of the Subject Property. There is substantial evidence to support that the design of the proposed use, as demonstrated by the Site Plans, in combination with the AW, proposed office buildings, and Conditions CU3, CU4, CU5, and CU6 will reasonably mitigate any potential adverse aesthetic impacts on surrounding uses. 5) General concerns that the proposed use will increase crime in the area. Finding 6: The City notes that the public has expressed general concerns that the development of the proposed use will increase crime in the area, but no evidence has been presented to support that the proposed use will result in increased crime or explain the reasoning behind the concerns. One public comment specifically stated that people have been stealing from their yard and they were concerned that the proposed use would increase such theft. However, no evidence was provided to support the assertion that the development of the proposed use would exacerbate the already existing problem of theft from that commenter’s yard. Another commenter stated concerns that the convenience store would attract customers late at night who would potentially cause trouble. Crime, including theft from yards, is an enforcement matter for the applicable authorities, and it is not within the scope of the Applications to proactively prevent when no evidence suggests that the proposed use will result in an increase in crime. 48 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 15 of 61 Condition CU8 limits the hours of operation for the gas station and convenience store from Monday through Saturday from 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m., reducing the number of customers who will be in the area during nighttime hours. As demonstrated by the Site Plans, specifically the lighting plan, which can be found on page 7 of Exhibit C, the gas station and convenience store will be well lit during operational hours. There is no evidence to support the assertion that the design or use will create or exacerbate criminal behavior during these hours. Additionally, there is no evidence to support a possible assertion that, when the gas station and convenience store are closed and lighting is off, this would create or exacerbate criminal behavior. 6) General concerns that increased traffic from the proposed use will negatively impact surrounding residential neighborhoods, that the proposed use will cause additional road safety hazards, and that the proposed use is generally incompatible with the surrounding residential uses. Finding 7: Applicant submitted the Original TIA dated August 13, 2021, henceforth referred to as Exhibit E and incorporated into the record by reference herein. Applicant then submitted a Revised TIA, dated June 23, 2023, henceforth referred to as Exhibit H and incorporated by reference herein. The City hired a transportation consultant to review and provide comments. The transportation consultant drafted two memorandums, identified as “City Transportation Consultant Memo 1 (February 26, 2024)”, and “City Transportation Consultant Memo 2 (July 19, 2024),” henceforth referred to as Exhibit’s F and G respectively and incorporated by reference herein. The first memorandum, Exhibit F, responded to the Revised 2023 TIA. Applicant then submitted a Supplemental TIA, dated July 23, 2024, henceforth referred to as Exhibit I and incorporated by reference herein, which addressed the comments from the first memorandum. The second memorandum, Exhibit G, reviewed and commented on the Supplemental TIA (Exhibit The second memorandum requested that Applicant clarify the weekday AM and PM pass-by rates stated, but it otherwise concluded that “all another analysis assumptions appear to be reasonable and consistent with the City’s code.” Applicant provided the requested clarification regarding pass-by rates in the Transight Memo, henceforth referred to as Exhibit K, and incorporated by reference herein. Page 14 of the Supplemental TIA (Exhibit I) identifies high vehicle turning and angle crash rate at most intersections in Table 4 of the Supplemental TIA, reproduced below, and p. 12 of the Supplemental TIA references crash history. 49 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 16 of 61 As shown below, Table 4 of the Supplemental TIA provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles. Modeling predicts that the proposed use would generate a net 870 daily vehicle trips, which is a net 498 more than the now demolished two banks did, of which AM peak trips are total 89 or net 49 and PM peak trips are total 83 or net 5, as shown above by Table 9 on page 26 of the Revised 2024 TIA. 50 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 17 of 61 Page 36 of the Supplemental TIA states the findings and recommendations with the third bullet stating that “the safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214.” However, the fourth bullet states that: “the Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT [Safety Priority Index System] lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended.” For the above stated reasons, the Supplemental TIA constitutes substantial evidence related to traffic related criteria. In an effort to further mitigate existing condition impacts, the City has required conditions of approval regarding the intersection of Country Club Road and Oregon Way, which is the second-highest crash rate intersection listed. The City applies Condition T-A1 to fund the Transportation System Plan (TSP) Project R11, a signal timing study from page 32 of the Transportation System Plan excerpted below from TSP p. 32, and to supplement with addition funding both to examine improving safety and to account for inflation after the City Council adopted the TSP in September 2019, using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator to adjust $15,000 from then to July 2024, the latest month the calculator made available as of August 14, 2024. The City conditioned the approval of the Design Review DR 21-07 Amazon warehouse, formerly known as “Project Basie”, at 450 Butteville Road through Condition 10 thereto to provide a proportionate share contribution of $10,000 towards TSP Projects R8 & R9, signal/intersection studies estimated at $15,000 each and totaling $30,000, to address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per Table 4 of the Supplemental TIA, as shown above. Table 7 on page 22 of the Supplemental TIA lists developments including Amazon and cites its trip generation as 457 trips during the AM Peak hours and 176 during the PM peak hour. However, the DR 21-7 revised TIA dated July 6, 2021, totals 599 AM peak hour trips per Figure 13 on page 33 and 224 PM peak hour trips per Figure 14 on page 35 of said Supplemental TIA dated July 23, 2024. The Subject Property, as examined earlier above, would generate 89 AM peak trips compared with 83 PM peak hour trips. Both Amazon and the proposed use have higher trips during the AM peak than the PM one. The 89 trips of the proposed use equals 14.9% of the 599 trips of Amazon. Because of Amazon having given $10,000, 14.9% of that would be $1,490 towards the total remaining $20,000 needed for the estimated total cost of $30,000 of both TSP Projects R8 & R9. The City adjusts from September 2021, the date of the DR 21-07 Planning Commission staff report, to July 2024, the latest month the aforementioned calculator made available, and this yields $1,709 rounded. To 51 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 18 of 61 reasonably mitigate the effect of the proposed use and address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per Table 4 of the Supplemental TIA, as shown above, the City applies Condition T-A1b requiring the Applicant to pay its proportionate share of the fee towards TSP Projects R8 & R9, the amount of which is listed in Exhibit B, Attachment 202, Parts A and B. For Design Review DR 2019-05 Allison Way Apartments at 398 Stacy Allison Way through Condition T-A3 thereto, the City required a proportionate contribution of $15,000 toward a signal/intersection study related to TSP Project R10 to alleviate the crash condition for the 67 additional PM peak hour trips added to the intersection. The Public Works Department has not reported that there has been a study. The proposed use would add 61 trips to that intersection, similar to that of the Allison Way Apartments, and as Table 4 of the Supplemental TIA shows above, the intersection of Evergreen Road and Hwy 214 has the highest crash rate listed. The proportionate share calculation is 61 trips from the proposed use compared to 67 trips from the Allison Way Apartment. Sixty-one trips equal 91.0% of 67 trips, which when applied to $15,000 yields $13,657. Because the base amount dates from May 2020, the date of the DR 2019-05 Planning Commission staff report, the City adjusts the $13,657 for inflation to be in July 2024 dollars, the latest month the aforementioned calculator made available. This yields $16,755 rounded. To reasonably mitigate the effect of the proposed use on the intersection of Evergreen Road and Hwy 214 and reduce vehicle crashes at said intersection, the City applies Condition T-A1c requiring the Applicant to pay its proportionate share of the fee towards TSP Project R10, the amount of which is listed in Exhibit B, Attachment 202, Parts A and B. To further transportation demand management (“TDM”) through bus transit, regarding the Woodburn Transportation System (“WTS”) Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because Right-of-Way (“ROW”) and streetside Public Utility Easements (“PUE”) are too narrow relative to the street to accommodate installation, the City applies a condition for fees in lieu of a bus shelter and bus stop bicycle parking. The cost is based on the City Transit Development Plan (TDP; Resolution No. 2213 on June 12, 2023). The TDP follows the Transit Plan Update, also known as the Transit Update Plan, adopted via Resolution No. 1980 on November 8, 2010. TDP Figure 68 from page 94, footnote 6, estimated $15,000 for the cost of a bus stop improved with a shelter. The City adjusts from June 2023 to July 2024, the latest month the aforementioned calculator made available. The City determined the cost of bus stop bicycle parking was $510.20 through ANX 2019-01 Woodburn Eastside Apartments (known as Woodburn Place Apartments), and the City adjusts from October 2020 to July 2024. To reasonably mitigate the effect of the proposed use on transit system and further transportation demand management, the City applies Condition T-T requiring the Applicant to pay a fee in-lieu of a bus stop and bus stop bicycle rack, the amount of which is listed in Exhibit B, Attachment 202, Parts A and B. Comments also raised safety concerns regarding vehicles that run stop signs and red lights in the area and stated that traffic cameras are needed. The prevalence of the issue was not described in adequate detail to allow the Applicant an opportunity to respond; however, to the extent the behavior exits, it is a pre- existing enforcement issue for the applicable authorities that is outside the scope of the Applications. There was no evidence presented to suggest that the development of the proposed use will increase or attribute to such pre-existing issues. As described above, Applicant has been conditioned to pay fees towards TSP Projects, R8, R9, and R10, in order to reduce crashes and improve safety at intersections which will reasonably mitigate impacts 52 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 19 of 61 attributable to the proposed use and pre-existing conditions. Approval of the request will therefore satisfy the criteria and improve the existing conditions. The letter submitted by Tonkon Torp into the record for the Planning Commission Hearing on behalf of Chevron and Arco dated August 21, 2024, included that certain traffic memorandum prepared by Wayne Kittleson of Kittleson & Associates, dated August 20, 2024 (the “Kittleson Memo”), henceforth referred to as Exhibit J and incorporated by reference herein. The Kittleson Memo found that “at the request of Woodburn Fast Serv Inc. and LB Group, LLC, we have reviewed the Transportation Impact Analysis (TIA) submitted in support of City Case File No. CU 24-02, DR 24-02, PP 24-01, and SA 24-01 “US Market gas station” and dated June 23, 2023. We found the analysis approach and findings to be reasonable and consistent with the applicable City policies and concur with the findings and recommendations of the study (emphasis added).” In response to the comments raised in the Kittleson Memo and the public comments stating concerns with the potential traffic impacts of the proposed use. In response to the Kittleson Memo (Exhibit Applicant submitted Exhibit K, which included responses to the Kittleson Memo and a memo from the Applicant’s traffic engineer (Transight Memo), which is incorporated by reference herein. Applicant’s traffic evidence is supported by the Applicant itself, whom is an expert in operating fueling stations and convenience stores, and the testimony of Joe Bessman, P.E, a traffic engineer with unmatched experience in fueling station and convenience store design and development (City Council Video Recording at 1:17:26). While the Appellant and participants the January 27, 2025 hearing expressed generalized traffic concerns regarding safety of onsite circulation and capacity of Hwy 214, Oregon Way, and the intersection thereof, City Council finds the expert testimony of Mr. Bessman adequately addressing these concerns and applicable criteria and outweighs the testimony of the Appellant and opponents. His testimony addressed the following: - A summary of his qualifications: professional traffic engineer since 2002 who has worked on approximately 30 fuel stations in the last 5 years throughout the state of Oregon. - The current applications modified the 2022 design to limit access on Hwy 214 to right-in only. Applicant has already obtained an access permit from ODOT. The state traffic engineer found it would be an overall benefit to the transportation system if the site could bring eastbound traffic on Hwy 214 into the site. - The fuel centers closer to the I-5 corridor than the Subject Property have a single access point. The Subject Property has an ingress and effectively a signalized egress through the traffic light on Oregon Way/Hwy 214, which supports a determination of existing onsite and offsite capacity for vehicles. The queues taking a left turn at Hwy 214 on Oregon Way are generally 1 or 2 cars. All the occasional queues that are longer than 1 or 2 cars are clearing once the signal turns green. The signal is not failing, it clears the queues every single signal cycle. - The site will not connect directly to the Dairy Queen, but it will have a cross access easement along our western border. If Dairy Queen redevelops in the future, there’s an opportunity to allow access from the gas station without having to go back onto the highway and come all the way around. The proposed project is helping improve the existing transportation system. ODOT is very satisfied with this approach. 53 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 20 of 61 - Access from Hwy 214 is designed to channelize so that if someone wants to leave the site and go the wrong direction, they have to pass do not enter signs and one way stencils on the ground and now have to make really elongated turn in order to turn right out. ODOT feels the design of the access can adequately mitigate the likelihood of someone exiting the site directly onto Hwy 214. - Unlike other fuel service centers, the design of the proposed use includes two dedicated spaces for deliveries - one for delivery trucks and one for fuel tanks. Applicant has developed coordinated schedule to ensure that there are not multiple trucks trying to deliver all at once and without impacts during the peak hours. There is storage for 18 vehicles to fuel at once not because this is expected but so that we can accommodate it or if larger vehicles like RVs pull up there’s adequate space for those vehicles without affecting the maneuverability of the aisles, blocking the exit, or disrupting circulation. - There is one way flow at the pumps so that the vehicles at the pumps do not conflict with those vehicles parked in front of the convenience store or vice versa. - His ultimate conclusion is that the design is much better than anything nearby and is confident the design will satisfy the traffic needs. The Original TIA from 2021 (Exhibit the Revised TIA dated June 23, 2023 (Exhibit the Supplemental TIA dated July 23, 2024 (Exhibit Transight Memo (Exhibit Site Plan (Exhibit C) and testimony from Mr. Bessman, provide substantial evidence that the proposal is consistent with applicable state and City standards and criteria. The potential traffic impacts can further be reasonably mitigated with Conditions T-T and T-A1, in combination with the site design. 7) The proposal is inadequate to ensure the access drive from Hwy 214 is used for ingress only. Without physical barriers, no plan to prevent egress from the Subject Property onto Hwy 214 will be successful. Similarly, trucks will turn right when exiting onto Oregon Way despite signage and the proposed median and create conflicts with the residential uses. Finding 8: As evidenced by page 67 of Exhibit D, (“CU 24-02 Testimony through September 23, 2024 (September 25, 2024)),” ODOT conditioned approval of the Grant of Access at the Subject Property from Hwy 214 on restricting said access to ingress only. ODOT found that “the Grant of Access can benefit the state highway system if traffic movements for the private approach are restricted to only allow right turns off Hillsboro-Silverton Highway, prohibiting right turns onto the highway.” The Kittleson Memo stated that the access drive on Hwy 214 will not prevent right turn out movements, but said analysis was based on a version of Applicant’s site plan that has since been modified. Pages 8 through 10 of the Transight Memo (Exhibit K) responds to such comments. As evidenced by the Site Plans, and the testimony of Mr. Bessman, Applicant adjusted the site plan so that in addition to “do not enter” signs indicating that the access from Hwy 214 is right-turn-in-only, the design of the entrance from Hwy 54 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 21 of 61 214 has been modified to institute channelization which will restrict turning right and exiting onto OR 214 from the Property. Applicant provided the McMinnville Example, available on page 29 of Exhibit D, to demonstrate this channelization design that has been incorporated into the updated site plan. The proposed channelization and site design, including directional signage, as demonstrated by the Site Plans and the Transight Memo (Exhibit in combination with Condition D3(a)(1) is reasonable to prevent egress from the Subject Property onto Hwy 214 in compliance with the condition imposed by ODOT in the Grant of Access. The Staff Report proposed condition CU8(d) to require a median on Oregon Way, which was struck by the Planning Commission Decision. As evidenced by the Site Plans and the Transight Memo (Exhibit Applicant adjusted the site plan and revised the proposal so to remove reference to the proposed median on Oregon Way. The median design could conflict with residential driveways on the east side of Oregon Way or would otherwise prevent local residents using an RV or towing a boat from safely making the legal right-turn maneuver. The City finds that the onsite traffic signage is an effective means of managing through trucks and will avoid impacts on nearby residential driveways located immediately south of the driveway. This modification avoids unintended impacts related to installing a median which could be difficult for RVs or passenger vehicles towing boats or trailers. Oregon Way is classified as an Access Street which is intended to serve higher traffic volumes to a higher number of uses as compared to a local street. The increased traffic onto Oregon Way which will be generated from the Proposed Use, as demonstrated by the Revised TIA, Supplemental TIA, and Transight Memo, is consistent with the function of an Access Street. There is substantial evidence to support that the site design is adequate to ensure safe and efficient ingress and egress. The applicant’s traffic engineer, Joe Bessman of Transight Consulting, LLC, testified January 27 at approximately 8:21 p.m. that unlike the first attempt at the gas station through CU 21-02 in which the highway driveway was two-way, the one that CU 24-02 proposes will be engineered for right-in only access, that an on-site do-not-enter sign will reinforce this to motorists leaving the gas station, and that ODOT has granted preliminary approval of such access. 8) The northern-most fueling positions result in limited on-site queue storage space. The northern-most fueling positions are located in close proximity to Hwy 214 and will occasionally block inbound traffic at the right-in driveway, creating safety hazards. In addition, the Site Plans showing queueing circulation are based on vehicles that are approximately 15 feet in length and will be unable to accommodate larger vehicles. Finding 9: The proposed gas station design provides 65 feet from the center of the northwesternmost fueling position to the back of sidewalk, or about 50 feet of queue storage space (room for two passenger vehicles) if a vehicle was situated within this fueling position. The diesel fuel pumps are located in the southernmost portion of the site so that longer vehicles (pick-up trucks, RVs, or passenger vehicles towing boats) will be provided additional queue storage space. This site does not cater to commercial truck fueling, and the fuel demands at US Market are not similar to those at Costco or other high-demand locations. The site can readily accommodate 18 simultaneous fueling and queued vehicles. In addition, staff will be available to address queuing on site in the 55 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 22 of 61 event queuing space begins to near capacity, which as stated herein would be a rare occasion since the fuel demands of the proposed gas station will not be a high demand location. Staff will have adequate time to reasonably respond to queuing concerns in the event that queuing space begins to fill up during a spike in demand. Also as stated on pages 12 through 18 of the Transight Memo (Exhibit the submitted architectural queuing plan is an illustrative figure demonstrating that more than adequate queue storage space is available within this site. This figure was developed by placing vehicle icons onto the site plan, showing that numerous passenger vehicles can easily fit within the site’s queue storage area, which also included generous spacing between queued vehicles. This was not an engineering diagram and does not reflect actual vehicular positioning, nor is it intended to represent actual fuel center demands. A revised and more representative graphic is provided within Figure 7 of the Transight Memo, showing storage space for 18 vehicles while maintaining a clear two-way aisle. This storage space will be suitable to meet peak demands, as well as to accommodate the occasional larger vehicle. As shown on the queuing analysis provided on pages 34 through 36 of the 2023 Revised TIA, the access driveway from OR 214 will not be blocked by the 95th percentile queues during the peak fifteen minutes of the peak summer design hour in 2025 even with build-out of planned and approved projects. Locations on OR 214 that experience queue blockage at the end of the red signal cycle experience low delay as the intersections are operating below capacity so these queues clear during the green cycle, as shown in Figure 18 of the 2023 Revised TIA. At the end of the red cycle the queue on Oregon Way may extend to the driveway location for the site, and motorists entering the queue during this peak period at the end of the red signal cycle could have to wait for the green signal indication to clear the queue. However, these movements also operate with low delays, and the queue is primarily a function of the longer green time allocated to east-west travel along the highway. No changes to signal timing were recommended in the Revised TIA in order to accommodate traffic impacts from the proposed use. The Subject Property has adequate queuing space to accommodate on site traffic. There is substantial evidence to support that the site design, as demonstrated by the Site Plans and supported by the Transight Memo (Exhibit in combination with the availability of on-site staff to manage such situations if and when they occur, will reasonably mitigate any potential traffic impacts on OR 214 and Oregon Way which could result from queuing. 9) The location of the cross-easement may affect off-site operations and safety. When this easement is used by the adjacent property for ingress purposes, the increased vehicular demand at this location to serve both sites may impede inbound vehicles at the site driveway. In addition, traffic from the cross easement will create more traffic on Oregon Way than previously studied. Finding 10: Pursuant to Condition D4, to comply with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, Applicant is required to grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). A cross-access easement is situated along the western edge of the site as required by the City. The City has required that this connection omit any curbing. While accommodations for a future connection are provided as required, a connection is not proposed and will not occur with this development. The subject matter of this condition of approval, i.e., granting of an easement, does not create any impacts on surrounding properties. 56 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 23 of 61 Any future cross-access connection will be subject to further analysis and evaluation by the City (and ODOT) at the time of redevelopment of the eastern properties. This will include a formal site plan review that will allow public notice and comment. The City’s intent of requiring this cross-access easement is to limit circulation between adjacent uses from using the highway to travel between adjacent businesses. With OR 214 access limited to right-in access only, the location identified in the plans provides suitable spacing from OR 214. There will be no outbound queues due to the movement restriction and no modifications to the location of the easement are necessary. At this time, no connection to properties to the west is provided or supported by the conditionally approved ODOT permit so the cross easement required by Condition D4 will not create traffic impacts. 10) Parking stalls directly in front of and behind fueling positions will interfere with internal circulation. Finding 11: The layout of the fuel center provides a one-way circulation pattern that will avoid conflicts between the parking stalls adjacent to the convenience market and the fueling positions. The parking stalls along the western boundary will experience low utilization, serving more as overflow parking, as convenience market patrons tend to park within the closest stalls near the store entrance. Based on discussions with the owners/managers of the US Market these stalls could be designated for employees to provide more capacity within the closer stalls. No conflicts are anticipated with the site design given the available queue storage, as described above in Finding 9, and number of fueling dispensers provided. As demonstrated by the Site Plans and supported by the Transight Memo (Exhibit substantial evidence supports that the parking stalls directly adjacent to the fueling positions will not interfere with internal circulation on the Subject Property. 11) Cars entering from Oregon Way will need to turn right in front of the pump island exits to access the convenience store or drive west across the designated fuel delivery zone and try to enter the queues on the west side of the pump islands, which will be even more difficult for vehicles with fuel dispensers located on the passenger side. If there are any cars in the queue at all, this will be very difficult. Finding 12: This comment appears to relate to the original queuing figure which has been revised (see Figure 7 on page 12 of the Transight Memo). Motorists entering from Oregon Way or from OR 214 will enter the fueling positions from the west side of the site, and using the one-way (eastbound) circulation will fuel, and then head toward the Oregon Way egress. The width of the drive aisle on either side of the fueling station is 36 feet to 38 feet wide, which can accommodate backing and parking maneuvers without encroaching into the vehicles that are fueling. As addressed within the field review on pages 12 through 18 of the Transight Memo, the proposed layout improves on many of the circulation, queuing, and loading issues present at the nearby Arco and Chevron sites. The provision of 12 fueling positions on site will help reduce customer wait times and queues, and unlike high-volume fuel distributors like Costco, the US Market typically operates with no more than a single vehicle in queue, which is similar to conditions observed at the nearby Chevron and Arco. The layout supports 18 total vehicles being fueled or queued, which is more than would be expected at this fueling 57 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 24 of 61 center. A one-way circulation pattern addresses concerns for vehicles with fuel dispensers located on the vehicle’s passenger side. Vehicles with a driver-side fueling position will use the southern row within the island, whereas those with a passenger-side fueling cap will typically fuel on the northern position. Smaller vehicles can be fueled from either side of the island using the longer hose that are now common. The fuel center and parking near the convenience market is not conflicting. This is the same configuration as the nearby Arco, and there are no historical records indicating any type of safety issue present. Patrons moving from a stopped position, whether exiting the fueling positions or exiting a parking stall, will be required to yield before moving, following conventional parking lot driving rules as contained within the Oregon’s Drivers Manual (see Figure 19 on page 26 of the Transight Memo). This is a common layout at fuel centers throughout the country, including the nearby Arco (see Figure 20 on page 27 of the Transight Memo). As addressed above in Finding 9, and as demonstrated by the Site Plan and supported by the Transight Memo, substantial evidence supports that the site will have adequate queuing space to accommodate traffic on site while reasonably mitigating potential traffic impacts to OR 214 and Oregon Way. The design of the Subject Property is adequate to ensure safe and efficient vehicle maneuvering for vehicles entering and exiting the site. 12) Vehicles exiting the site onto Oregon Way will be trying to turn left, creating significant conflicts with both southbound and northbound traffic. Any vehicle queue that might be present at one or more of the fuel pumps during this time can also block the truck’s pathway. Finding 13: As stated in the Transight Memo responding to this comment and as shown on pages 34 through 36 of the 2023 Revised TIA, the 95th percentile queue during the peak fifteen minutes of the summertime evening commute hour can extend beyond the Oregon Way driveway location. ODOT’s signal timing provides priority to through travel along the highway, resulting in fairly long cycle for the Oregon Way approaches. However, once the traffic signal turns green these queues clear, and motorists can then maneuver unimpeded. Similar conditions occur along OR 214 at the Chevron station, with the Evergreen Avenue queue extending past and blocking the right-out access from Lawson Avenue (see Figure 16 on page 23 of the Transight Memo), which clears with the green cycle and allows vehicles to maneuver (see Figure 17 on page 24 of the Transight Memo). Field review conducted on September 12, 2024 (following the start of the school year) between 4:00 and 5:00 p.m. observed a maximum queue on Oregon Way of three vehicles, which fully cleared during each signal cycle and did not extend to the driveway location of the Subject Property. This is not the maximum possible queue, but does show typical conditions, which are readily accommodated at this site (see Figure 18 on page 25 of the Transight Memo) and will allow patrons to directly turn onto Oregon Way. Finding 9 above also addresses queueing on site, which is incorporated by this reference herein. As demonstrated by the Site Plan and supported by the 2023 Revised TIA and Transight Memo, there is substantial evidence to support that the design of the Subject Property is adequate to ensure safe and efficient vehicle maneuvering and that it provides adequate queuing space on site to mitigate potential traffic impacts. Testimony regarding pre-existing speed violations or driving of golf carts on City roads are 58 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 25 of 61 pre-existing violations of state and municipal laws. Applicant’s obligation to mitigate onsite impacts do not extend to preventing such violations. 13) Trucks making fuel and goods deliveries will cause safety and operational issue. Fuel trucks are unable to enter the site or turn right onto West Hayes Street from Oregon Way without going beyond the curbline. A similar result will occur whenever other truck-trailer combinations deliver goods to the convenience store, which typically happens periodically throughout the day. Finding 14: As is common on all streets, truck maneuvers can require travel within adjacent travel lanes. For example, a fuel semi-truck exiting the site onto Oregon Way will swing wide through the northbound left- and right-turn lane with its front passenger-side cab wheel positioned near the eastern curbline before heading north, limiting the trailer tracking within the opposing travel lane. Turning into the site from OR 214 is no different. Most semi-truck drivers will either hug the inside eastbound travel lane line if a vehicle is adjacent to their vehicle, or if outside of more congested periods will encroach into the median-side through lane to turn into the site. As trucks are wider and longer than passenger vehicles this type of maneuvering is common. However, it only occurs with semi-trucks. Single unit delivery vehicles used by most vendors contain a wheelbase more similar to large passenger vehicles. This type of maneuvering is common in commercial properties and is occurring to a greater degree at the nearby fuel centers due to site design issues. This analysis is further supported by the testimony of delivery personnel for the Applicant. A representative for Space Age Fuel, Kevin Cach, testified that they can accommodate any time restrictions related to fuel deliveries, and having reviewed the plans for development is confident they can safely deliver fuel (Video Recording at 2:07:23). This testimony supports the analysis of Transight, which concludes that deliveries and internal circulation patters are safe and adequate. The landowner, Don Sidhu of Woodburn Petroleum LLC, testified January 27 at approximately 8:28 p.m. that regarding fuel delivery, “probably every other day a load will come”, “maybe three, four loads a week”, and in the evening, “when the slowest time of day” is. Commenters also stated that they have observed trucks turning right onto W. Hayes Street from Oregon Way and use most of both lanes to turn right, in addition to property damage that has occurred to curbs and yards by trucks making that turn. As stated above, the type of maneuvering the commenters is concerned about is specific to semi-trucks, and most vendors making deliveries to the Subject Property will utilize single-unit delivery trucks. In addition, in order to turn right onto W. Hayes Street from Oregon Way, trucks would have to first turn right onto Oregon Way. As described in Finding 8 above and as demonstrated by the Site Plans, trucks will be prohibited from turning right onto Oregon Way and Applicant will install directional signage on site at the driveway to Oregon Way indicating that trucks are prohibited from turning right. Trucks exiting the Subject Property will be prohibited from turning right onto Oregon Way and as such will not be making the right turn from Oregon Way onto W. Hayes Street. It is outside the scope of these Applications to require further mitigation or other actions regarding a pre-existing issue that the proposed use will not contribute to. 59 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 26 of 61 In addition, the design of the entrance has been modified from the original site plan in 2022 to restrict movements to inbound only access, as required by ODOT, and support delivery trucks from OR 214. In addition to bulk fuel deliveries, other types of vendor trucks will also visit the site. Most of these are smaller single-unit box trucks that typically travel between stores, but semi-trucks could occasionally also enter the site. Space is available within the northern edge of the site for smaller trucks to park and load, with loading typically occurs via hand truck, with secondary delivery space co-located with fuel deliveries to accommodate larger semi-trucks. Additional details, including turning movement diagrams, on service vehicle and fuel deliveries are included within the Site Plan and on pages 9 through 20 of the Transight Memo. Overall, the maneuvers within a fuel center parking lot occur at low speeds, with drivers expecting to yield to fuel attendants, other patrons, and delivery vehicles. The scheduled vendor trips to the US Market have been developed to avoid multiple trucks loading simultaneously. As shown by Table 1 on page 2 of the Transight Memo, the vendor deliveries to US Market are scheduled to occur only during off peak late morning hours. Vendor scheduling will allow the proposed use to avoid conflicts with AM or PM peak trips and avoid simultaneous on-site deliveries with other food or drink vendors or fuel deliveries. Bulk fuel deliveries occur once every other day (unless sales dictate additional needs), with a maximum of one fuel delivery per day. The provision of two separate loading areas will also help to ensure that customers, office tenants, and employees are provided safe routes between parking areas, building entrances, fueling positions, and loading points during deliveries, as demonstrated by the Site Plan. Delivery vendor Julian Cocklin of Core-Mark International Inc. testified January 27 at approximately 9:01 p.m. that their company serves 40,000 locations nationwide and serves many of the Applicant’s existing stores, that they use 28- foot tri-temp trailers for delivery that specialize in deliveries to convenient stores, that their delivery times are flexible for customer needs, and that convenience store deliveries for the Subject Property likely would be weekly, taking about 25-35 minutes, using said 28-foot long trailer (Video Recording at 2:01:13). As supported by the Site Plan and the Transight Memo, there is substantial evidence to support that the design of the Subject Property is adequate to ensure safe and efficient vehicle maneuvering for ingress and egress. As supported by the Site Plan, the Transight Memo, and above in Finding 9, there is also substantial evidence to support that the site has adequate queuing space and room for the maneuvering of vehicles during deliveries to adequately accommodate traffic on site, including delivery trucks, and reasonably mitigate potential impacts. 14) During the Planning Commission Hearing, there were comments about vehicles racing and driving recklessly along Hwy 214, particularly during late night hours. Finding 16: OR 214 is a State Highway that provides the City and Applicant limited options to address these types of issues outside of increased traffic enforcement and monitoring, particularly as the issues appear to occur outside of the typical operating hours of the US Market and occurs today without the development proposal. Expected contributing factors that are not related to the proposed development include: access-controlled section of OR 214, highway width, lack of traffic control signals east of Oregon Way, limited development on the south side of the highway, and proximity to I-5. Field observation noted that there is a concrete block sound wall along OR 214 east of Oregon Way to shield the adjacent residents, as well as street trees with overhanging canopies that help to narrow the perceived width and cobra-head 60 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 27 of 61 luminaires for safety. The planned addition of vegetation and the building frontage near the highway will provide a different development pattern than the setback buildings that are present to the east that may help. Increased enforcement will be the most effective treatment of this pre-existing condition, which is outside the scope of the Application (and are issues unrelated to the mandatory approval criteria) given the jurisdiction of OR 214 and limited, if any, relation to the proposed use. 15) The design of other sites, such as the nearby Chevron and Arco, and other permitted uses for the Subject Property that could be more intense than the proposed use are irrelevant. To the extent the design of the nearby Chevron and Arco sites are relevant, the nearby Chevron and Arco sites are distinguishable because ingress and egress do not require passing through residential areas. Finding 17: WDO 5.03.01.B.03 requires that “the proposed use shall be compatible with the surrounding properties.” WDO 5.03.01.B.03 requires the weighing of relevant factors to determine whether the proposed use will be compatible and provides a list of relevant factors to consider. This criterion applies to all surrounding properties including the commercial uses – not just the residential uses. The City has addressed the factors provided under WDO 5.03.01.B.03, as evidenced by these responsive findings in addition to the findings below addressing applicable approval criteria. The City has also addressed factors not on the list, but that relate to the compatibility of the proposed use and were brought up in public comments such as the impacts on safety and specific concerns related to site design and traffic flow. In evaluating whether there is substantial evidence to find that the proposed use shall be compatible with the surrounding properties as required by WDO 5.03.01.B.03, the City has given the most weight to the relevant factors listed under WDO 5.03.01.B.03, and relied on evidence provided by the Applicant such as the Site Plan, 2023 Revised TIA, Supplemental TIA, and Transight Memo which the City found to be authoritative and persuasive. While not given as much weight as other factors, the Chevron and Arco sites as well as the other proposed uses do have at least minimal relevance in evaluating whether the proposed use will be compatible with the surrounding uses. The Chevron and Arco sites are both located within one thousand (1,000) feet of the Subject Property and are also developed with a convenience store and gas station. Therefore, the design of the nearby Chevron and Arcos sites have at least minimal relevance given the proximity and similar uses on whether the proposed design will be adequate to accommodate the flow of traffic and mitigate potential impacts, as evaluated in the Transight Memo in comparison to the Subject Property. Pages 12 through 18 of the Transight Memo include a field review of the nearby Chevron and Arco sites and note design elements incorporated into the Site Plan which are either comparable or improve upon the nearby Chevron and Arco sites. Such comparison is at least minimally relevant in evaluating whether the site design can adequately accommodate traffic on site and mitigate potential impacts on surrounding properties, as long as the differences in location are considered when evaluating the relevancy and weight of the evidence, as done by the City in this instance. 61 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 28 of 61 Similarly, the other permitted uses on the Subject Property are at least minimally relevant in evaluating whether the proposed use shall be compatible with the surrounding properties as required by WDO 5.03.01.B.03. The other permitted uses on the Subject Property have been legislatively found to be compatible with the other permitted and conditional uses in the General Commercial zone. The permitted uses in the same zone are at least minimally relevant in providing a comparison as to what constitutes compatibility with surrounding properties. However, as stated above, the City gave very little weight to this evidence when evaluating whether the proposed use would be compatible with the surrounding properties. When considering the relevant factors to determine whether proposed use shall be compatible with the surrounding properties pursuant to WDO 5.03.01.B.03, the City gave the most weight given to the evidence the City found to be the most relevant, authoritative, and persuasive such as the Site Plan, 2023 Revised TIA, Supplemental TIA, Transight Memo, Applicant’s narrative application statements, and Applicant’s Rebuttal Record Response. The City agrees that the applicable standard under WDO 5.03.01.B.03 is whether “the proposed use shall be compatible with the surrounding properties.” The City has properly applied said standard in drafting findings, including these responsive findings, in regards to WDO 5.03.01.B.03. In the alternative, even without any consideration of the comparison to the adjacent Chevron and Arco sites and other permitted uses for the Subject Property, as demonstrated herein by these responsive findings and the findings below addressing the applicable approval criteria, there is substantial evidence to support that the proposed use shall be compatible with the surrounding properties as required by WDO 5.03.01.B.03. 16) The City previously rejected the proposal in 2022 and despite this rejection, the Applicant submitted the exact same proposal, with the only difference being that access from Hwy 214 is limited to ingress only. Finding 18: The current proposal differs from the application that was denied in 2022 in many ways, including but not limited to the revision that access from OR 214 is limited to ingress only, as required by ODOT. Applicant submitted additional evidence, including an updated Site Plan, which includes a revised circulation plan in light of OR 214 being limited to ingress only, the 2023 Revised TIA, the Supplemental TIA, the Transight Memo, and the Applicant’s Rebuttal Record Response, which responds to public comments. One element of the updated Site Plan was that Applicant provided the Sign/ Maneuvering Plan, which can be found on page 26, of Exhibit D (testimony submitted through September 23, 2024). The Sign Maneuvering Plan provides adequate detail of the directional markings and signs necessary to direct the flow of traffic on site which includes but is not limited to signage directing motorists to I-5, signage and markings directing the motorists to pump queues and towards the egress after using the pumps, signage and marking indicating that the access from Hwy 214 is for ingress only, and signage indicating that the exit onto Oregon Way is left turn only for trucks. Traffic and related safety concerns were one of the primary reasons for denial of the proposal in 2022 which Applicant has revised this application to address. 62 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 29 of 61 Notwithstanding, pursuant to WDO 4.02.09.1, the same or substantially similar proposal may be made one year following the date of the final decision. The date of the final decision denying the previous proposal was August 8, 2022. Applicant submitted the Applications on February 8, 2024, in compliance with WDO 4.02.09.1. The City may approve the Applications even if the Applications were the same or substantially similar proposal denied in 2022 pursuant to WDO 4.02.09.1. 17) The majority of the neighborhood testimony has been in opposition to the Applications because the new proposal directs more site traffic onto Oregon Way to the detriment of nearby residential uses. Finding 19: The site design, traffic circulation, and potential impacts to Oregon Way are addressed in the above Findings. While public comments are considered by the City and these responsive findings address the public comments consistent with applicable law, there is no applicable approval criteria that the majority of the neighborhood, or public comments in general, must support the Applications. The City addresses public comments related to concerns with compatibility, which the City has weighed as a relevant factor under WDO 5.03.01.B.03, as detailed in these responsive findings. 18) General concerns that the proposed use will negatively impact property values for the nearby residential properties, such as those on Oregon Way. Finding 20: A commenter expressed concerns that property values would decrease if the proposed use is developed. However, no evidence was presented on what effect, if any, the proposed use would have on the values of nearby residential properties apart from speculation. Whether or not the proposed use will affect property values is also not a relevant factor in determining if the proposed use is compatible with surrounding uses. Property values are affected by many different factors, but even if evidence was presented proving that the development of the proposed use decreased nearby residential property values, this fact does not render the proposed use incompatible with surrounding uses. Decreased property values would not interfere with an owner’s rights to their property, such as the right to use, develop, or sell the property pursuant to applicable law. 19) Concerns from residents of three homes directly across Oregon Way from the Subject Property regarding the potential impact that vehicle headlights exiting the Subject Property will have on their residences. Finding 21: Annika Figueroa, on behalf of her parents, Don and Manette Zehrung, who reside at 966 Oregon Way, Woodburn, OR, 97071, submitted testimony by e-mail and testified at the hearing, requesting that the applicant offer subsidies for landscaping, fencing, screening, and or metal protective devices for properties located immediately east of the Subject Property on Oregon way within the line of sight of the property. The written testimony can be found on page 260 of Exhibit A. City Councilor Wilk commented on Ms. Figueroa’s request and suggested that the City impose a condition of approval requiring vegetative screening for the houses immediately across the street from the Subject Property 63 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 30 of 61 (Video Recording at 2:43:13). The Applicant, through counsel, stated that they would support a condition of approval along those lines. The City finds that the properties located at 966, 980 & 994 Oregon Way are within the line of sight of the subject property. Accordingly, the City imposes CU12 as a condition of approval to ensure compatibility with surrounding residential uses, specifically, those three listed addresses. CU12 requires that the developer provide vegetative screening from headlights exiting the subject property for the three addresses directly within the line of sign of the Subject Property. B. The Planning Commission relied on a staff report that proposed legally inadequate findings that improperly delegated the discretionary application of criteria and standards to a non- public forum and failed to explain how compliance is feasible with the imposition of conditions. Finding 22: The comments related to the staff report findings and conclusions are not relevant to this decision. The City has set forth its own findings of fact and conclusion of law in this decision, which adopts some of the staff report findings but also adopts these responsive findings and includes additional findings of facts and conclusion of law related to the applicable approval criteria that were not present in the staff report. The comment that the staff report improperly delegated the discretionary application of criteria and standards to a non-public forum relates to the staff reporting findings and conditions which indicated the site plan would be updated before building permit review. However, Applicant updated the site plan during the open record period and no further updates are required, as evidenced by the findings and conditions stated in this decision, except updates necessary to conform with those conditions. This decision adequately addresses each approval criterion and explains how compliance with criterion is feasible where conditions are imposed. It is routine practice for staff to work with the applicant after a final decision has been issued to ensure the site plan adequately addresses the imposed conditions. This does not constitute an improper delegation of decision-making to a non-public forum but rather ensures that the proposed site plan indeed meets the criteria and conditions outlined in the final decision. C. The Street Adjustments approved in the Planning Commission Decision are not supported by substantial evidence and the criteria under WDO 5.02.04.C was improperly applied. Finding 23: The applicable criteria, findings, and conditions of approval for Street Adjustments can be found below under the Street Adjustment Section. As stated below, the City conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and the City conditions fee in lieu of Oregon Way on- street parking. As shown on Table 202, which can be found on pages 131 through 132 of the Planning Commission Decision, the City has conditioned fees in lieu of four street improvements required under the development code, which are as follows: a $83,547 fee in lieu of sidewalk improvements on Hwy 214; a $4,832 fee in lieu of landscaping strip on Hwy 214; a $14,713 fee in lieu of offsite street parking improvements; and, a $950 per tree fee for a maximum of four trees along Oregon Way and nine trees along Hwy 214. 64 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 31 of 61 However, the Community Development Director has discretion pursuant to WDO 04.02.12 to require fees in lieu of public and on-site private improvements. WDO 04.02.12 provides that the Director has the discretion to require fees in lieu “whether wholly in lieu for one, some, or all of the kinds of required improvements or for some or all of a kind.” The Director properly exercised his discretion under WDO 04.02.12 to require fees in lieu of all the improvements which Applicant sought an adjustment. The Street Adjustments do not approve altered standards for the required improvements. Rather, as stated above, the Community Development Director conditionally approved the Street Adjustments with the conditions of approval requiring fees in lieu of the required improvements, as permitted by the WDO to demonstrate compliance with the applicable criteria for the Street Adjustments. In the alternative, pages 29 through 33 of the Transight Memo addresses the criteria under WDO 5.02.04 for the proposed Street Adjustments, which are incorporated by this reference as if fully restated herein. Supplemental Findings Conclusion: As demonstrated by the responsive findings to public comments above which are intended to supplement the findings of fact and conclusions of law which directly address the applicable approval criteria of the WDO, Applicant has demonstrated compliance with the applicable approval criteria and any potential impacts from the proposed use can be reasonably mitigated through conditions of approval and site design. The public comments submitted in opposition to the applications do not provide a basis for denial. V. Conditions of Approval Based on the findings of fact and conclusions of law above, the City Council, in this Final Decision, adopts the following conditions of approval. These conditions are the same conditions approved by the Planning Commission except for the addition of CU12 which addresses the concern raised in Supplemental Finding 21 above (requiring the applicant to plant vegetative screening for three houses directly across Oregon Way from the subject property. General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: 65 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 32 of 61 a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 66 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 33 of 61 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off-street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. 67 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 34 of 61 Exhibit PP1-1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 68 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 35 of 61 Exhibit PP1-2: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 69 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 36 of 61 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: 70 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 37 of 61 a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off-street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension 71 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 38 of 61 of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 72 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 39 of 61 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 73 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 40 of 61 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. 74 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 41 of 61 Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5-inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. 75 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 42 of 61 Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: 76 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 43 of 61 Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling-mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. 77 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 44 of 61 SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. 78 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 45 of 61 b. Fuel pump canopy: Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. 79 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 46 of 61 Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on- site motorists where and how to queue, including pumps that are self-service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited-service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, 80 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 47 of 61 and accessory to the primary use of commercial office, and fast-food restaurant or limited- service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. CU12. Vegetative screening: The City imposes CU12 as a condition of approval to ensure compatibility with surrounding residential uses, specifically, the residential lots located at 966, 980 & 994 Oregon Way, Woodburn OR, 97071. CU12 requires that the developer provide vegetative screening from headlights exiting the subject property for those three listed addresses as follows: a. Provide screening along those front yards to be arborvitae or similar vegetative screening with each shrub minimum size 7 gallons. Minimum number of shrubs shall be 1 per 3 lineal feet of frontage, minus assumed driveway width, which Exhibit CU12 calculates below. A landscape plan sheet or sheets revised to illustrate and note conformance with this condition and the WDO, are due by building permit issuance, and the developer shall plant by Phase 1 final inspection. b. Buy-out option: Because any or all three homeowners might not want the vegetative screening as described above, the developer may deposit with the City a $2,600 lump sum per lot, to allow the homeowner to fund personal choice of headlight screening. The developer shall pay by Phase 1 final inspection. The Community Development Director may require a landscape plan revised to omit each bought-out lot before finding final inspection passed. Address Tax Lot County Tax Map Frontage (ft) Calcs 994 Oregon Way 100 75 (75 ft - 16 ft of driveway) / 3 = 19.6  20 plants 980 Oregon Way 200 56 (56 ft - 16 ft of driveway) / 3 = 13.3  13 plants 966 Oregon Way 300 56 (56 ft - 16 ft of driveway) / 3 = 13.3  13 plants Exhibit CU12 81 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 48 of 61 Conditional Use 24-02: Transportation T-A1: a. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] b. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] c. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 82 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 49 of 61 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 83 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 50 of 61 Expiration: Per Woodburn Development Ordinance (WDO) 4.02.04B., a final decision expires within three years of the date of the final decision unless: 1. A building permit to exercise the right granted by the decision has been issued; 2. The activity approved in the decision has commenced; or 3. A time extension, Section 4.02.05, has been approved. Regarding subsection B.1 above, if by 10 years past the final decision date there is no substantial construction as Section 1.02 defines following issuance of a building permit, the final decision shall expire and fail to vest. Regarding subsection B.2 above as applies to Property Line Adjustment, Consolidation of Lots, and Partition and Subdivision Final Plat Approval application, the developer shall complete recordation no later than the land use expiration date. 84 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 51 of 61 Notes to the Applicant: 1. Records: Staff recommends that the applicant retain a copy of the subject approval. 2. Fences, fencing, & free-standing walls: The approval excludes any fences, fencing, & free-standing walls, which are subject to WDO 2.06 and the permit process of 5.01.03. 3. Signage: The approval excludes any private signage, which is subject to WDO 3.10 and the permit process of 5.01.10. 4. PLA Time Limit: WDO 4.02.04B. specifies that, “A final decision on any application shall expire within three years of the date of the final decision unless: 1. a building permit to exercise the right granted by the decision has been issued; 2. the activity approved in the decision has commenced; or 3. a time extension, Section 4.02.05, has been approved. Because unrecorded re-plats lingering indefinitely have burdened staff, a condition sets sooner time limits for subsection 2. to begin and finish recordation. 5. Mylar signature: The Community Development Director is the authority that signs plat Mylars and not any of the mayor, City Administrator, Public Works Director, or City Engineer. Only one City signature title block is necessary. 6. PLA Plat Tracker: Marion County maintains a plat tracking tool at . Use it to check on the status of a recordation request to the County. City staff does not track County plat recordation. 7. Technical standards: a. Context: A reader shall not construe a land use condition of approval that reiterates a City technical standard, such as a PW standard, to exclude remaining standards or to assert that conditions of approval should have reiterated every standard the City has in order for those standards to be met. b. Utilities: A condition involving altered or additional sidewalk or other frontage/street improvement that would in the field result in displacement or relocation of any of utility boxes, cabinets, vaults, or vault covers does not exempt the developer from having to move or pay to move any of these as directed by the City Engineer and with guidance from franchise utilities. 8. Other Agencies: The applicant, not the City, is responsible for obtaining permits from any county, state and/or federal agencies, which may require approval or permit, and must obtain all applicable City and County permits for work prior to the start of work and that the work meets the satisfaction of the permit-issuing jurisdiction. The Oregon Department of Transportation (ODOT) might require highway access, storm drainage, and other right-of-way (ROW) permits. All work within the public ROW or easements within City jurisdiction must conform to plans approved by the Public Works Department and must comply with a Public Works Right-of-Way permit issued by said department. Marion County plumbing permits must be issued for all waterline, sanitary sewer, and storm sewer work installed beyond the Public Right-of-Way, on private property. 9. Inspection: The applicant shall construct, install, or plant all improvements, including landscaping, prior to City staff verification. Contact Planning Division staff at least 3 City business days prior to a 85 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 52 of 61 desired date of planning and zoning inspection of site improvements. This is required and separate from and in addition to the usual building code and fire and life safety inspections. Note that Planning staff are not primarily inspectors, do not have the nearly immediate availability of building inspectors, and are not bound by any building inspector’s schedule or general contractor convenience. 10. Stormwater management: The storm sewer system and any required on-site detention for the development must comply with the City Storm Water Management Plan, Public Works storm water practices and the Storm Drainage Master Plan. 11. Public Works Review: Regarding public infrastructure, consult the Public Works Department Engineering Division about when, where, and how to apply and implement Public Works construction specifications, Standard Drawings, Standard Details, and general conditions of a permit type issued by the Public Works Department. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 12. ROW: a. Dedication: The Public Works Department Engineering Division has document templates for ROW and easement dedications that applicants are to use. ROW – and public utility easement (PUE) – dedications are due prior to building permit issuance per Public Works policy. b. Work: All work within the public ROWs or easements within City jurisdiction must require plan approval and permit issuance from the Public Works Department. All public improvements construction work must be performed in accordance with the plans stamped “approved” by the City, and comply with the City’s Standard Specifications and Standard drawings. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982- 5240. 13. Franchises: The applicant provides for the installation of all franchised utilities in any required easements. 14. Water: All water mains and appurtenances must comply with Public Works, Building Division, and Woodburn Fire District requirements. Existing water services lines that are not going to be use with this new development must be abandoned at the main line. The City performs required abandonment of existing water facilities at the water main with payment by the property owner. All taps to existing water mains must be done by a “Hot Tap” method and by approved City of Woodburn Contractors. The applicant shall install the proper type of backflow preventer for all domestic, lawn irrigation and fire sprinkler services. The backflow devices and meters shall be located near the city water main within an easement, unless approved otherwise by Public Works. Contact Byron Brooks, City of Woodburn Water Superintendent, for proper type and installation requirements of the backflow device at (503) 982-5380. 15. Grease Interceptor/Trap: If applicable, a grease trap would need to be installed on the sanitary service, either as a central unit or in a communal kitchen/food preparation area. Contact Marion County Plumbing Department for permit and installation requirements, (503) 588-5147. 86 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 53 of 61 16. Fire: Fire protection requirements must comply with Woodburn Fire District standards and requirements, including how the District interprets and applies Oregon Fire Code (OFC). Place fire hydrants within the public ROW or public utility easement and construct them in accordance with Public Works Department requirements, specifications, standards, and permit requirements. Fire protection access, fire hydrant locations and fire protection issues must comply with current fire codes and Woodburn Fire District standards. See City of Woodburn Standard Detail No. 5070-2 Fire Vault. The fire vault must be placed within the public right-of-way or public utility easement. 17. Street address assignment: The CU 24-02 redevelopment necessitates changes to street address assignment. Assume and request the following with the request form: Lot Existing Address Requested Address Tax Lot 3600 2540 Newberg Hwy Convenience store: 2540 Newberg Hwy, Ste 1 NE attached commercial office area: 2540 Newberg Hwy, Ste 2 Tax Lot 3700 2600 Newberg Hwy SW commercial office building: 2600 Newberg Hwy, with one suite number per tenant space for all tenant spaces west to east, e.g. Stes 1, 2, 3, etc. 18. Planning Division fee schedule: Additional fees are or might become applicable per the schedule: o Page 2, row “Bond or performance guarantee release or status letter”, Applicable to such held by the Planning Division, not any by the Public Works Department Engineering Division. (This usually means bonding through the Planning Division is limited to street trees and/or on-site landscaping.) o Page 2, “Civil engineering plan(s) (CEP) review, Planning Division review of Public Works Department permit application materials”. Where CEP is done through building permit review instead of a separate process prior to building permit application, Planning Division assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. o Page 2, row “Exception to when all public improvements are due / delay or deferral of frontage/street improvements”, applicable if a developer obtains Public Works Department approval of exception (delay/deferral) through WDO 3.01.02E(1) & The fee serves as an exception disincentive. If Planning Division staff see no evidence of improvements under construction or constructed based on the building permit application materials, staff will assume deferral and assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. 19. SDCs: The developer pays system development charges prior to building permit issuance. Engineering Division staff will determine the water, sewer, storm, traffic, and parks SDCs after the developer 87 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 54 of 61 provides a complete Public Works Commercial/Industrial Development information sheet. The Engineering Division can be reached at (503) 982-5240. VI. Decision Based on the above findings of fact, conclusions of law, and imposed conditions of approval, the City Council makes the following decision: Uphold the Planning Commission’s Decision; Approve the Consolidated Applications, CU 24-02, DR 24-02, PP 24-01, & SA 24-01 for US Market Gas Station based on the findings and conditions in the staff report, except adding condition CU12, requiring the applicant to provide vegetative screening from headlights existing the Subject Property for the three houses directly across Oregon Way from the Subject Property (located at 966, 988, and 994 Oregon way); Adopt a final decision at the Council Meeting of February 10, 2025. VII. Appeals Per WDO 4.01.11E., the decision is final unless appealed pursuant to Oregon Revised Statutes (ORS), state administrative rules, and WDO 4.02.01. A copy of the decision is available for inspection at no cost, and the City would provide a copy at reasonable cost at the Community Development Department, City Hall, 270 Montgomery Street, Woodburn, OR 97071. For questions or additional information, contact Cassandra Bassich, Administrative Specialist, at (503) 982-5246 or [EMAIL REDACTED]. VIII. Testifiers Name Address Planning Commission City Council Written Verbal Written Verbal Requested Standing Mark D. Shipman (applicant’s attorney) 250 Church St SE, Ste 200 Salem, Oregon 97301-3921 x x x x Joe Bessman Transight Consulting, LLC 61721 Splendor Ln Bend, OR 97702 x Kevin Gerlits Ronald James Ped Architect, PC 1220 20th St SE, Ste 125, Salem, OR 97302-1205 x Lal Din Sidhu “Don” Woodburn Petroleum LLC 1311 Lancaster Dr NE Salem, OR 97301-1907 x Vic &Sandy Alsbury 2227 Oregon Ct Woodburn, OR 97071 x x 88 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 55 of 61 Rich & Trudy Fowlks 831 N. Cascade Dr Woodburn, OR 97071 x x Jim & Linda Hoover 1480 Thompson Rd Woodburn, OR 97071 x x Loretta Vittoria 2202 W. Hayes St Woodburn, OR 97071 x x Sharon Miller 2243 W Hayes St Woodburn, OR 97071 X x Malena Turner 400 S. Cascade Dr Woodburn, OR 97071 x x David J. Petersen (opposition attorney) Tonkon Torp 888 SW Fifth Ave, Ste 1600 Portland, OR 97204-2099 x x Mick Harris (opposition attorney) Tonkon Torp 888 SW Fifth Ave, Ste 1600 Portland, OR 97204-2099 x x Paula Kilgore (appellant) 636 Oregon Way Woodburn, OR 97071 x x x x x Norman Mabee 950 Evergreen Rd, Unit 219 Woodburn, OR 97071 x x x Danny Draper 993 Lawson Ave Woodburn, OR 97071 x x Jan Duncum 980 Oregon Way Woodburn, OR 97071 x x Nancy Ferguson 950 Evergreen Rd, Unit 323 Woodburn, OR 97071 x x Bryan & Carla Galbraith 590 Troon Ave Woodburn, OR 97071 x x Michelle “Micky” Harrison 924 Oregon Way Woodburn, OR 97071 x x Rick Hascall 2832 Olympic St Woodburn, OR 97071 x x Rebecca “Becki” Hayes 950 Evergreen RD, Unit 205 Woodburn OR, 97071: x x Susan Huggins 910 Oregon Way Woodburn, OR 97071 x x Todd Mitchell 377 Ironwood Terr Woodburn, OR 97071 x x Robert Moore 943 Oregon Way Woodburn, OR 97071 x x Anna & Henry Phillips 2329 Oregon Ct Woodburn, OR 97071 x x “Bobbi” (Louise Roberta) Reiner 950 Evergreen Rd, Unit 212 Woodburn, OR 97071 x x Anne Reslock 1375 Quinn Rd Woodburn, OR 97071 x x Marilyn Sbardellati 1675 Quinn Rd Woodburn, OR 97071 x x 89 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 56 of 61 Alma & Daniil Shevchenko 489 Turnberry Ave Woodburn, OR 97071 x x x Amar Sidhu 7501 35th Ave NE Salem, OR 97303 x x x Don Zehrung 966 Oregon Way Woodburn, OR 97071 x x x Sam Charitar 2855 Hazelnut Dr Woodburn, OR 97071 x x Joyce Cutsforth 689 Troon Ave Woodburn, OR 97071 x x x David Milam & Sonya Darling 484 Troon Ave Woodburn, OR 97071 x x Marvin & Katy Fessler 12668 Monitor McKee Rd NE Woodburn, OR 97071-8846 x x Carla Galbraith 590 Troon Ave Woodburn, OR 97071 x x Mike & Debbie Holland 405 Troon Ave Woodburn, OR 97071 x x Christina J. Mealue 2856 Olympic St Woodburn, OR 97071 x x Todd & Lisa Nelson 17280 Boones Ferry Rd NE Woodburn, OR 97071 x x Rosa Reyes 692 Troon Ave Woodburn, OR 97071 x x Alma & Daniil Shevchenko 489 Turnberry Ave Woodburn, OR 97071 x x x Carolyn Shindlebower 950 Evergreen Rd, Unit 206 Woodburn, OR 97071 x x Lorena Silva P.O. Box 162 Hubbard, OR 97032 x x x Panor 360 Homeowners Assoc. Attn Rosalie Carmen, Secretary 950 Evergreen Rd, Unit 204 Woodburn, OR 97071 x x David and Carol Bolton 448 W. Clackamas Cir Woodburn, OR 97071 x x Robert Boyle 1936 Rainier RD Woodburn OR, 97071 x Lynda Hines 1058 Randolph RD Woodburn, OR 97071 x Julie Prevost 1741 Umpqua RD Woodburn, OR 97071 x Carol Sullivan 1042 Randolph RD Woodburn, OR 97071 x William E. Wright 706 Oregon Way Woodburn, OR 97071 x x Ed Ivey 2022 Sallal RD Woodburn, OR 97071 x x Janie Torabi 925 Oregon Way Woodburn, OR 97071 x x 90 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 57 of 61 Jill Morris 952 Oregon Way Woodburn, OR 97071 x x Karen Halter 938 Oregon Way Woodburn, OR 97071 x x Jamie Rodriguez 1639 Newport Way Woodburn, OR 97071 x x Janice Aiken 1331 Princeton Rd Woodburn, OR 97071 x Ed & Sheila Hawn 1570 Sallal Rd Woodburn, OR 97071 x Wanda Stevens 1361 Thompson Rd Woodburn, OR 97071 x Rosemary Lorenz Hinkle 1543 Quinn Rd Woodburn, OR 97071 x Nancy Landers 1988 Umpqua Rd Woodburn, OR 97071 x Carol Bettandorff 717 N. Cascade Dr Woodburn, OR 97071 x Alice Green 2042 Heather Way Woodburn, OR 97071 x Dixie Hilton 1607 Newport Way Woodburn, OR 97071 x Mary McGrath 442 W. Clackamas Cir Woodburn, OR 97071 x Donna Owen 2043 Sallal Rd Woodburn, OR 97071 x Annika Figueroa 791 S. Settlemier Ave Woodburn, OR 97071 x x Larry & Janie Durk 691 N. Cascade Dr Woodburn, OR 97071 x Vickie Hibbard 2317 Umpqua Rd Woodburn, OR 97071 x Largo Abshere 855 N. Cascade Dr Woodburn, OR 97071 x Laurie Kramer 1323 Randolph Rd Woodburn, OR 97071 x Jennifer Lopinski 672 Oregon Way Woodburn, OR 97071 x Betty Yaws 784 S. Columbia Dr Woodburn, OR 97071 x James Burnes 421 S. Columbia Dr. Woodburn, OR 97071 x Debbie Gaith 795 S Columbia Dr Woodburn, OR 97071 x Julie Hadley 1755 Princeton Rd Woodburn, OR 97071 x Malena Turner 400 S Cascade Dr Woodburn, OR 97071 x Diana Meithof 275 S. Cascade Dr Woodburn, OR 97071 x Ed Hawn 1830 Sallal Rd Woodburn, OR 97071 x 91 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 58 of 61 Dorothy Monnier 1200 Quinn Rd Woodburn, OR 97071 x Pamela Garrett 1890 Sallal Rd Woodburn, OR 9701 x Tom Barrell 232 E. Clackamas Cir Woodburn, OR 97071 x Susan Nichols 232 E. Clackamas Cir Woodburn, OR 97071 x Carol Paradis 394 W Clackamas Cir Woodburn, OR 97071 x Sandy Steffen 1516 Thompson Rd Woodburn, OR 97071 x Stormie Strand 784 S. Columbia Dr Woodburn, OR 97071 x Carolyn Forrest 813 S. Columbia Dr Woodburn, OR 97071 x Doris & Norman Ebanks 2340 Oregon Ct Woodburn, OR 97071 x Fred Shadrin 35913 S. Kropf Rd Woodburn, OR 97071 x x Myrna Gusdorf 665 Troon Ave Woodburn, OR 97071 x x Mohan Grewal 2620 Newberg Hwy Woodburn, OR 97071 x x Kevin Cach 14900 SW 103rd Ave Tigard, OR 97224 x x Doug Eyer 642 Fairwood Crescent Woodburn, OR 97071 x Serge Chernishoff 6757 Rochester St NE Brooks, OR 97305 x Patrick McDonough 215 N. 3rd St Woodburn, OR 97071 x Tiffanie Baker 15094 Manning Rd NE Woodburn, OR 97071 x Parvee Sidhu 2620 Newberg Hwy Woodburn, OR 97071 x Balrad Singh 2620 Newberg Hwy Woodburn, OR 97071 x Jay Bahia 1625 E. Lincoln Rd Woodburn, OR 97071 x Todd Garner 2782 Tukwila Dr Woodburn, OR 97071 x x Irshad Suri 1367 Parkview Ct. NE Keizer, OR 97303 x Michael Vasquez 911 Caradon Ct NW Salem, OR 97304 x Tony Sidhu 692 Troon Ave Woodburn, OR 97071 x Rob Stuart 638 Troon Ave Woodburn, OR 97071 x Harry Bhullar 18211 NE 78th Cir Vancouver, WA 98682 x 92 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 59 of 61 Bill & Emily Hammack 23065 Bents Rd NE Aurora, OR, 97002 x Inderdit Singh 953 Oregon Way Woodburn, OR 97071 x Sarbjit Kaur 953 Oregon Way Woodburn, OR 97071 x Julian Cocklin Core-Mark International Inc. 17225 SE 120th Ave Clackamas, OR 97015 x x Sergio Figueroa 791 S. Settlemier Av. Woodburn, OR 97071 x Gordon Hall 1248 Stanfield Rd Woodburn, OR 97071 x Deborah Lebold 1605 Ecola Way Woodburn, OR 97071 x Gloria Bourne 689 W Clackamas Cir Woodburn, OR 97071 x Donna Rector 853 Oregon Way Woodburn, OR 97071 x Nancy Bellinger 694 S. Columbia Dr Woodburn, OR 97071 x Merra Frochen 1831 Jansen Way Woodburn, OR 97071 x Donna Svela 549 Turnberry Ave Woodburn, OR 97071 x 93 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – City Council Appeal Final Decision - Page 60 of 61 IX. Exhibits: A. City Council January 27, 2025 Staff Report and attachments: 1. Appellant’s letter of appeal (November 12, 2024; 2 pages) 2. Planning Commission October 24, 2024 final decision and attachments: o 101. Marked Tax Map o 102A. Public Works comments (Revised October 28, 2024; 2 pages) o 103. Application materials / site plans / elevations (June 10, 2024; 6 sheets) o 104. Transportation System Plan (TSP) Fig. 2 “Functional Roadway Classification” o 201.* CU 24-02 US Market Gas Station: Dictionary & Glossary o 202. CU 24-02 US Market Gas Station: Conditioned Fees *The 200 series of attachments are details for the conditions of approval. 3. Planning Commission August 22, 2024 Staff Report and attachment not attached to the final decision: B. Planning Commission August 22, 2024 Staff Report and attachments: • 101. Marked Tax Map • 102. Analyses & Findings • 102A. Public Works comments (Revised October 28, 2024; 2 pages) • 103. Application materials / site plans / elevations (June 10, 2024; 6 sheets) • 104. Transportation System Plan (TSP) Fig. 2 “Functional Roadway Classification” • 201.* CU 24-02 US Market Gas Station: Dictionary & Glossary • 202. CU 24-02 US Market Gas Station: Conditioned Fees *The 200 series of attachments are details for the conditions of approval. C. Design Review Plans June 2024 D. Testimony Received Through September 23, 2024 E. Applicant’s Original TIA F. City Traffic Consultant’s Memo #1 – February 2024 G. City Traffic Consultant’s Memo #2 – July 2024 H. Applicant’s Revised TIA – June 2023 I. Applicant’s Supplemental TIA – July 2024 J. Appellant’s Memo / Kittleson Memo – August 21, 2024 K. Applicant’s Response to Kittleson Memo - September 2024 L. Planning Commission Analysis and Findings Sincerely, Colin Cortes, AICP, CNU-A Senior Planner As authorized by the City Council on February 10, 2025: 94 ---PAGE BREAK--- February 1 2025 r: Frank Lonergan, M'a` or y Date FL/ mg/ cmc cc: Chris Kerr, Community Development Director[ e- mail] Curtis Stultz, Public Works Director[ e- mail] Dago Garcia, P. City Engineer[ e- mail] Melissa Gitt, Building Official[ e- mail] Jason Space, GIS Technician[ e- mail] Ronald" Ron" Ped, President/ Architect, Ronald James Ped Architect, PC, 1220 20th Street SE, Suite 125, Salem, OR 97302- 1205[ applicant][ mail& e- mail] Lai Din Sidhu(" Don" Sidhu), Woodburn Petroleum LLC, 1311 Lancaster Dr NE, Salem, OR 97301- 1907[ landowner][ mail e- mail] Testifiers: Per the table above.[ mail] Brion Scott, PE, Development Review Coordinator, Oregon Dept. of Transportation( ODOT) Region 2[ mail& e- mail] Marion County Assessor' s Office< assessor@co. marion. or. us> Marion County Geographic Information System( GIS)< gis@co. marion. or.us> Marion County Planning Division< planning@co. marion. or.us> Marion County Land Development Engineering& Permits< mcldep@co. marion. or. us> Marion County Public Works Dept.< marion. or.us> CU 24- 02 US Market gas station 2540& 2600 Newberg Hwy— City Council Appeal Final Decision- Page 61 of 61 ---PAGE BREAK--- List of Exhibits Exhibit Number Title Exhibit A City Council January 27, 2025 Staff Report and Attachments Exhibit B Planning Commission, August 22, 2024 Staff Report and Attachments Exhibit C Design review plans revised (June 10, 2024) Exhibit D Testimony through September 23, 2024 (September 25, 2024) Exhibit E Applicants Original TIA Exhibit F City Traffic Consultants Memo #1 – Feb. 2024 Exhibit G City Traffic Consultant’s Memo #2 – July 2024 Exhibit H Applicant’s Revised TIA – June 2023 Exhibit I Applicant’s Supplemental TIA – July 2024 Exhibit J Appellant’s August 21, 2024 memo including Kittleson Memo Exhibit K Applicant’s response to Kittleson Memo (Transight Memo) – September 2024 Exhibit L Planning Commission Analysis and Findings 96 ---PAGE BREAK--- Agenda Item Agenda Item Review: City Administrator City Attorney Finance January 27, 2025 TO: Honorable Mayor and City Council through City Administrator FROM: Chris Kerr, Community Development Director Colin Cortes, AICP, CNU-A, Senior Planner SUBJECT: Appeal of the Planning Commission approval with conditions of the US Market gas station development at 2540 & 2600 Newberg Hwy at the southwest corner of Newberg Hwy & Oregon Way (CU 24-02) RECOMMENDATION: Conduct a public hearing and make a motion to affirm the Planning Commission approval with conditions (Attachment directing staff to prepare a final land use decision for consideration at the next City Council meeting. BACKGROUND: The item before the Council is an appeal of the Planning Commission's approval with conditions of Conditional Use CU 24-02 and corollary applications Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01, for the US Market gas station development at 2540 & 2600 Newberg Highway, which is at the southwest corner of the intersection of the highway and Oregon Way. The subject property of approximately 1.42 gross acres is zoned Commercial General (CG) and is currently vacant land. The applicant is architect Ronald “Ron” Ped, acting on behalf of property owner Lal “Don” Sidhu of Woodburn Petroleum LLC. The party appealing the Planning Commission decision (appellant) is Paula Kilgore of 636 Oregon Way, represented by attorney David Petersen of Tonkon Torp LLP . A copy of the appellant’s letter received November 12, 2024, requesting an appeal is included as Attachment 1. Project Summary 138 97 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 2 The proposal is to develop a gas station with convenience store and speculative commercial office area on two lots. (There is no lot consolidation.) A colored site plan is included on a later page. The site plan that the Planning Commission approved for development includes the following features: • The east, corner lot, which has the one driveway along Oregon Way, would have a single northeast building with a convenience store of 4,110 square feet (sq ft) at the north end and a speculative commercial office of 1,863 sq ft at the south end. • The west lot, which has the one driveway along the highway, would have a north fuel pump canopy and a south commercial office building of 5,000 sq ft. Development Applications A gas station is a conditional use (CU) in the CG zoning district where it would be located within 200 feet of residentially zoned property. A “conditional” use is called such because it’s conditional upon discrete approval by the City, and the City can condition physical or operational aspects of a proposal, including on issues particular to the case at hand and above and beyond what Woodburn Development Ordinance (WDO) provisions directly address. Consistent with the CU purpose statement in WDO 5.03.01A, the Commission approved with conditions that offset the effects of development and make a gas station as compatible as practical with existing residential uses in the vicinity. Incidentally, commercial office and retail are permitted uses in the CG zoning district, in other words, are allowed by right. There are associated development applications submitted as part of the consolidated application package: • Design Review DR 24-02: This relates to the site plan and the overall physical site development. • Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24- 01: SA is a discretionary land use application type allowing developers to lessen or adjust street improvement requirements and standards. • Phasing Plan PP 24-01: A phasing plan is a discretionary land use application type allowing developers to divide development across space and time, the 139 98 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 3 main purpose being that the City and a developer define increments of public improvement obligations for each phase so that the developer can better manage financial obligations through completion of the project. A phasing plan can also be a tool to accommodate different development options or scenarios. In this case, Phase 2 is the southwest office building and adjacent parking aisle. See below and the next pages for an aerial photo and a site plan. Subject property outlined in green 140 99 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 4 Exhibit L1.1: Landscape plan excerpt from Sheet L1.1 submitted February 8, 2024 and with building tan coloring by staff 141 100 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 5 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a submitted February 8, 2024 142 101 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 6 Proposed convenience storefront (west elevation) Commission Decision The Planning Commission held a public hearing on August 22, 2024. The applicant requested to keep the record open for 30 days. Because that would fall on a weekend, it fell on the next business day, Monday, September 23. On October 24, the Commission deliberated upon the additional evidence and written testimony received after the hearing, as well as written arguments based on the closed record submitted by both an opposition attorney as well as the applicant’s attorney, and by a 5-2 vote approved the consolidated applications package (Type III) with the conditions recommended by staff through the staff report published August 22, except for one revision with two parts: 1. Striking Condition CU8d that would have required a median barrier to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site and that referenced Commission staff report Attachment 102A, Public Works comments, item 6. 2. Deleting Attachment 102A, Public Works comments, item 6 that read, “A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site. The median barrier design and location will be part of the civil plans reviewed through the building permit application and construction of the median is due at the same time as Condition G4a (WDO 3.01.02E).” Items 7-12 became renumbered to 6-11. 143 102 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 7 Testimony Commission: The list of testifiers is on final decision pages 29 & 30 (Attachment Testimony topics raised generally included concerns about: • Gas fumes smell • Light pollution • Noise • Traffic; and • Unsavory convenience store customers. Council: Neither the applicant nor the applicant’s attorney had submitted anything by the time of staff report publication. Two pieces of public testimony came, one for and one against the project (Attachments 4 & DISCUSSION: On November 12, 2024, the appellant submitted a Notice of Intent to Appeal the Commission decision on consolidated application CU 24-02 pursuant to WDO 4.02.01. Staff thereafter scheduled this public hearing of the City Council in accordance with WDO 4.01.15. The appellant's notice of appeal letter sets out two bases or grounds for its appeal (Attachment Neither the applicant nor the applicant’s attorney had submitted anything in defense of the Commission approval by the time of Council staff report publication. While the City Council appeal hearing on the consolidated applications may consider or include discussion on any number of issues regarding the consolidated applications, including those raised in the appellant's appeal letter or by other parties that testified during the Planning Commission hearing, staff includes below a brief response to the appellant’s two points: 144 103 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 8 1. Appellant's Argument related to Compatibility One of the appellant’s issues is alleged “serious incompatibility of the applicant’s project with the surrounding residential neighborhood”. Staff affirms the Commission approval is with conditions that make the development compatible physically and operationally and mitigate unpleasant aspects of neighboring and patronizing a gas station and convenience store, primarily through a buffer/screen wall, landscaping including street trees new to Oregon Way, directional signage for motorists leaving the site, and limited hours of operation of the gas station (Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m.) and specifically of any vacuums (Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 Additionally, the applicant had submitted evidence and argument rebutting opposition points, including those of the now-appellant, and the Commission had reviewed and decided upon the record. In short, the appellant had already made his points at the Commission’s public hearing, and the applicant’s revised and additional application materials and the conditions of approval, which staff had recommended and the Commission approved, addressed compatibility through the conditional use criteria and factors in WDO 5.03.01B. 2. Appellant's Argument related to Staff Analyses & Findings The appellant’s first bullet alleges that there are findings without analyses or missing findings; but, the appellant specifies no one or more findings in particular to which staff can respond. The appellant’s second bullet point implies that in cases where staff applied a condition of approval, it was somehow improper in that staff did not describe in enough detail how application of a condition of approval would ensure that code criteria is met. The Commission had approved the proposal with the vast majority of conditions staff had recommended. Staff frequently develops and recommends imposition of conditions of approval that staff concludes are necessary to approve subject applications. Often conditions are self-evident, and the corresponding findings in the approval detail and 145 104 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 9 explain, either explicitly or implicitly, how or why certain conditions of approval render the proposal consistent with applicable criteria. The appellant’s third bullet point alleges that staff concedes in the findings that, “the applicant will later need to revise the site plan with no further opportunity for public review.” Yes, the applicant will need to revise certain components of the site plan. Revisions are needed to bring about conformance with conditions that will apply through construction and operations. The proposal and conditions went through a public hearing leading to Commission approval, satisfying public review. The Commission “final decision” document makes apparent the nature of the revisions needed by the applicant. Staff can administer limited, technical review by the time of building permit issuance. A site revision example is Condition CU8c(1)(a): “CU8. Gas station operations: c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy.” The site-revision condition highlighted above is not one that requires further opportunity for public review because the condition clearly delineates what is required of the applicant in relation to his current site plan (i.e. establishing queuing directional striping), and it merely stipulates that the Community Development Director will ensure that revisions accurately reflect or conform to what is conditioned. The Director’s review is neither discretionary nor a deferral of the criteria determination itself. The appellant’s fourth bullet alleges that staff failed to, “analyze relevant Comprehensive Plan policies or cite to any facts in evidence as to how those policies are met.” This is incorrect because the August 22 Commission staff report analyses and findings on pages 33-39 did just that. Further, the appellant’s attorney raised no specific Comprehensive Plan policies he 146 105 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 10 believes to apply to the application and have not been addressed through adopted findings. The appellant’s fifth and last bullet alleges that staff, “improperly employ conditions of approval that defer determination of compliance to administrative staff.” This is a rehash of the second and third bullets (applying conditions and requiring revisions), which staff addressed above. Next Steps The Council may act on the consolidated land use application package – the project – to: 1. Approve per staff recommendation (with conditions), 2. Approve with modified conditions, or 3. Deny, based on WDO criteria or other City provisions. Staff will prepare the final decision based on the action taken by the City Council and return with a written decision document on February 10 or 24, 2025. Financial Impact: n/a Attachment(s): 1. Appellant’s letter of appeal (November 12, 2024; 2 pages) 2. Planning Commission October 24, 2024 final decision and attachments: 101. Marked Tax Map 102A. Public Works comments (Revised October 28, 2024; 2 pages) 103. Application materials / site plans / elevations (June 10, 2024; 6 sheets) 104. Transportation System Plan (TSP) Fig. 2 “Functional Roadway Classification” 201.* CU 24-02 US Market Gas Station: Dictionary & Glossary 202. CU 24-02 US Market Gas Station: Conditioned Fees *The 200 series of attachments are details for the conditions of approval. 3. Planning Commission August 22, 2024 Staff Report and attachment not attached to the final decision: 147 106 ---PAGE BREAK--- Honorable Mayor and City Council January 27, 2025 (Appeal of CU 24-02 US Market Gas Station) Page 11 102. Analyses & Findings 4. Testimony by the Boltons (received January 15, 2024; 1 page) 5. Testimony by Don Zehrung (received January 21, 2024; 1 page) 148 107 ---PAGE BREAK--- II-= TONKON TORP November 12, 2024 VIA HAND DELIVERY Woodburn City Council c/o Chris Kerr, Community Development Director 270 Montgomery Street Woodburn, OR 97071 Re: 2540-2600 Newberg Highway, Woodburn, OR City File No. CU 24-02 David J. Petersen david. [EMAIL REDACTED] Admitted to Practice in Oregon and California [PHONE REDACTED] direct [PHONE REDACTED] main Planning Commission Final Order dated October 31, 2024 Dear City Council: This firm's client, Paula Kilgore, appeals the above-referenced decision of the Woodburn Planning Commission. This letter is attached to the appellants' appeal notice pursuant to WDO 4.02.01. The underlying land use matter is a Type III decision. The appellant has standing to appeal under WDO 4.02.01.A.3 because she participated in writing in the Planning Commission proceedings below. The grounds for appeal are as follows: 1. The Planning Commission's order fails to recognize the serious incompatibility of the applicant's project with the surrounding residential neighborhood. This is the same project that the City Council rejected in 2022 due to that incompatibility, except that the new proposal directs even more site traffic onto Oregon Way to the detriment of nearby residential areas. The vast majority of neighborhood testimony has been in opposition to this project because Oregon Way is a residential street and a large volume of traffic generated from the site, particularly trucks, would be incompatible with residential uses. The City Council recognized this in its 2022 decision. Unfortunately, this new application will only affect these residents in more negative and unacceptable ways. Furthermore, the approved internal site layout contains serious site circulation issues. Experienced gas station operators know that delivery trucks do not always come when scheduled, and that fuel deliveries can come more than once per day, and at any time. They also know that not every customer d1;ives a small car and always gets into the shortest available line - it only takes one extra car (or one long truck or RV) queuing at the Tonkon Torp LLP I AdvotJles:; /\drnurs / 888 S'.'I rifth Ave. / su,te 1600 / or1 972011 I tonkor1.torn - , . CJ) of tN,wlbuv/\ \ /1 ( 'loZt.,f City Council January 27, 2025 Attachment 1 149 108 ---PAGE BREAK--- 150 109 ---PAGE BREAK--- Final Decision Planning Commission File number(s): CU 24-02, DR 24-02, PP 24-01, & SA 24-01 Project name: US Market gas station Date of decision: October 24, 2024 Applicant: Ronald “Ron” Ped, President/Architect, Ronald James Ped Architect, PC, 1220 20th Street SE, Suite 125, Salem, OR 97302-1205 Landowner: Lal Din Sidhu (“Don” Sidhu), Woodburn Petroleum LLC, 1311 Lancaster Dr NE, Salem, OR 97301-1907 Site location: 2540 & 2600 Newberg Hwy (Tax Lots 052W12DB03600 [primary] & 3700) Summary: The Planning Commission held a public hearing on August 22, 2024. The applicant requested to keep the record open for 30 days. Because that would fall on a weekend, it fell on the next business day, Monday, September 23. On October 24, the Commission deliberated upon the additional evidence and written testimony received after the hearing, as well as written arguments based on the closed record submitted by both an opposition attorney as well as the applicant’s attorney, and by a 5-2 vote approved the consolidated applications package (Type III) with the conditions recommended by staff through the staff report published August 22, except for one revision with two parts: 1. Striking Condition CU8d that would have required a median barrier to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site and that referenced Attachment 102A, Public Works comments, item 6. 2. Deleting Attachment 102A, Public Works comments, item 6 that read, “A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site. The median barrier design and location will be part of the civil plans reviewed through the building permit application and construction of the median is due at the same time as Condition G4a (WDO 3.01.02E).” Items 7-12 became renumbered to 6-11. They are shown below in strikethrough-and-underline text and in Attachment 102A as a clean version. City Council January 27, 2025 Attachment 2 151 110 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 2 of 31 The request is for conditional use (for a gas station), design review, phasing plan, and Street Adjustment application types to develop a site of two lots totaling approximately 1.42 acres into a gas station as follows: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), 6 pump islands with 12 pumps, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), as Phase 2 a southwest commercial office building of 5,000 sq ft. The subject property is in the Commercial General (CG) zoning district. Many parties testified. The table below in the “Testifiers” section lists testifiers. Section references are to the Woodburn Development Ordinance (WDO). 152 111 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 3 of 31 Conditions of Approval: General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 153 112 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 4 of 31 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 154 113 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 5 of 31 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off-street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. 155 114 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 6 of 31 Exhibit PP1-1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 156 115 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 7 of 31 Exhibit PP1-2: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 157 116 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 8 of 31 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: 158 117 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 9 of 31 a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 159 118 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 10 of 31 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off-street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) 160 119 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 11 of 31 D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 161 120 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 12 of 31 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 162 121 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 13 of 31 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. 163 122 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 14 of 31 Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5-inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 164 123 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 15 of 31 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 165 124 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 16 of 31 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 166 125 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 17 of 31 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling-mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. 167 126 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 18 of 31 c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 168 127 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 19 of 31 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. 169 128 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 20 of 31 Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on- site motorists where and how to queue, including pumps that are self-service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 170 129 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 21 of 31 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited-service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited- service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 171 130 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 22 of 31 Conditional Use 24-02: Transportation T-A1: a. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] b. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] c. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 172 131 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 23 of 31 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 173 132 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 24 of 31 Expiration: Per Woodburn Development Ordinance (WDO) 4.02.04B., a final decision expires within three years of the date of the final decision unless: 1. A building permit to exercise the right granted by the decision has been issued; 2. The activity approved in the decision has commenced; or 3. A time extension, Section 4.02.05, has been approved. Regarding subsection B.1 above, if by 10 years past the final decision date there is no substantial construction as Section 1.02 defines following issuance of a building permit, the final decision shall expire and fail to vest. Regarding subsection B.2 above as applies to Property Line Adjustment, Consolidation of Lots, and Partition and Subdivision Final Plat Approval application, the developer shall complete recordation no later than the land use expiration date. 174 133 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 25 of 31 Notes to the Applicant: 1. Records: Staff recommends that the applicant retain a copy of the subject approval. 2. Fences, fencing, & free-standing walls: The approval excludes any fences, fencing, & free-standing walls, which are subject to WDO 2.06 and the permit process of 5.01.03. 3. Signage: The approval excludes any private signage, which is subject to WDO 3.10 and the permit process of 5.01.10. 4. PLA Time Limit: WDO 4.02.04B. specifies that, “A final decision on any application shall expire within three years of the date of the final decision unless: 1. a building permit to exercise the right granted by the decision has been issued; 2. the activity approved in the decision has commenced; or 3. a time extension, Section 4.02.05, has been approved. Because unrecorded re-plats lingering indefinitely have burdened staff, a condition sets sooner time limits for subsection 2. to begin and finish recordation. 5. Mylar signature: The Community Development Director is the authority that signs plat Mylars and not any of the mayor, City Administrator, Public Works Director, or City Engineer. Only one City signature title block is necessary. 6. PLA Plat Tracker: Marion County maintains a plat tracking tool at . Use it to check on the status of a recordation request to the County. City staff does not track County plat recordation. 7. Technical standards: a. Context: A reader shall not construe a land use condition of approval that reiterates a City technical standard, such as a PW standard, to exclude remaining standards or to assert that conditions of approval should have reiterated every standard the City has in order for those standards to be met. b. Utilities: A condition involving altered or additional sidewalk or other frontage/street improvement that would in the field result in displacement or relocation of any of utility boxes, cabinets, vaults, or vault covers does not exempt the developer from having to move or pay to move any of these as directed by the City Engineer and with guidance from franchise utilities. 8. Other Agencies: The applicant, not the City, is responsible for obtaining permits from any county, state and/or federal agencies, which may require approval or permit, and must obtain all applicable City and County permits for work prior to the start of work and that the work meets the satisfaction of the permit-issuing jurisdiction. The Oregon Department of Transportation (ODOT) might require highway access, storm drainage, and other right-of-way (ROW) permits. All work within the public ROW or easements within City jurisdiction must conform to plans approved by the Public Works Department and must comply with a Public Works Right-of-Way permit issued by said department. Marion County plumbing permits must be issued for all waterline, sanitary sewer, and storm sewer work installed beyond the Public Right-of-Way, on private property. 9. Inspection: The applicant shall construct, install, or plant all improvements, including landscaping, prior to City staff verification. Contact Planning Division staff at least 3 City business days prior to a 175 134 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 26 of 31 desired date of planning and zoning inspection of site improvements. This is required and separate from and in addition to the usual building code and fire and life safety inspections. Note that Planning staff are not primarily inspectors, do not have the nearly immediate availability of building inspectors, and are not bound by any building inspector’s schedule or general contractor convenience. 10. Stormwater management: The storm sewer system and any required on-site detention for the development must comply with the City Storm Water Management Plan, Public Works storm water practices and the Storm Drainage Master Plan. 11. Public Works Review: Regarding public infrastructure, consult the Public Works Department Engineering Division about when, where, and how to apply and implement Public Works construction specifications, Standard Drawings, Standard Details, and general conditions of a permit type issued by the Public Works Department. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 12. ROW: a. Dedication: The Public Works Department Engineering Division has document templates for ROW and easement dedications that applicants are to use. ROW – and public utility easement (PUE) – dedications are due prior to building permit issuance per Public Works policy. b. Work: All work within the public ROWs or easements within City jurisdiction must require plan approval and permit issuance from the Public Works Department. All public improvements construction work must be performed in accordance with the plans stamped “approved” by the City, and comply with the City’s Standard Specifications and Standard drawings. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982- 5240. 13. Franchises: The applicant provides for the installation of all franchised utilities in any required easements. 14. Water: All water mains and appurtenances must comply with Public Works, Building Division, and Woodburn Fire District requirements. Existing water services lines that are not going to be use with this new development must be abandoned at the main line. The City performs required abandonment of existing water facilities at the water main with payment by the property owner. All taps to existing water mains must be done by a “Hot Tap” method and by approved City of Woodburn Contractors. The applicant shall install the proper type of backflow preventer for all domestic, lawn irrigation and fire sprinkler services. The backflow devices and meters shall be located near the city water main within an easement, unless approved otherwise by Public Works. Contact Byron Brooks, City of Woodburn Water Superintendent, for proper type and installation requirements of the backflow device at (503) 982-5380. 15. Grease Interceptor/Trap: If applicable, a grease trap would need to be installed on the sanitary service, either as a central unit or in a communal kitchen/food preparation area. Contact Marion County Plumbing Department for permit and installation requirements, (503) 588-5147. 176 135 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 27 of 31 16. Fire: Fire protection requirements must comply with Woodburn Fire District standards and requirements, including how the District interprets and applies Oregon Fire Code (OFC). Place fire hydrants within the public ROW or public utility easement and construct them in accordance with Public Works Department requirements, specifications, standards, and permit requirements. Fire protection access, fire hydrant locations and fire protection issues must comply with current fire codes and Woodburn Fire District standards. See City of Woodburn Standard Detail No. 5070-2 Fire Vault. The fire vault must be placed within the public right-of-way or public utility easement. 17. Street address assignment: The CU 24-02 redevelopment necessitates changes to street address assignment. Assume and request the following with the request form: Lot Existing Address Requested Address Tax Lot 3600 2540 Newberg Hwy Convenience store: 2540 Newberg Hwy, Ste 1 NE attached commercial office area: 2540 Newberg Hwy, Ste 2 Tax Lot 3700 2600 Newberg Hwy SW commercial office building: 2600 Newberg Hwy, with one suite number per tenant space for all tenant spaces west to east, e.g. Stes 1, 2, 3, etc. 18. Planning Division fee schedule: Additional fees are or might become applicable per the schedule: o Page 2, row “Bond or performance guarantee release or status letter”, Applicable to such held by the Planning Division, not any by the Public Works Department Engineering Division. (This usually means bonding through the Planning Division is limited to street trees and/or on-site landscaping.) o Page 2, “Civil engineering plan(s) (CEP) review, Planning Division review of Public Works Department permit application materials”. Where CEP is done through building permit review instead of a separate process prior to building permit application, Planning Division assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. o Page 2, row “Exception to when all public improvements are due / delay or deferral of frontage/street improvements”, applicable if a developer obtains Public Works Department approval of exception (delay/deferral) through WDO 3.01.02E(1) & The fee serves as an exception disincentive. If Planning Division staff see no evidence of improvements under construction or constructed based on the building permit application materials, staff will assume deferral and assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. 19. SDCs: The developer pays system development charges prior to building permit issuance. Engineering Division staff will determine the water, sewer, storm, traffic, and parks SDCs after the developer 177 136 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 28 of 31 provides a complete Public Works Commercial/Industrial Development information sheet. The Engineering Division can be reached at (503) 982-5240. Appeals: Per WDO 4.01.11E., the decision is final unless appealed pursuant to Oregon Revised Statutes (ORS), state administrative rules, and WDO 4.02.01. The appeal to City Council due date is twelve (12) days from the mailing date of this notice per 4.02.01B.1. A valid appeal must meet the requirements of 4.02.01. A copy of the decision is available for inspection at no cost, and the City would provide a copy at reasonable cost at the Community Development Department, City Hall, 270 Montgomery Street, Woodburn, OR 97071. For questions or additional information, contact Cassandra Bassich (née Martinez), Administrative Specialist, at (503) 982-5246 or [EMAIL REDACTED]. 178 137 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 29 of 31 Testifiers: Name Address Planning Commission City Council Written Verbal Written Verbal Mark D. Shipman (applicant’s attorney) 250 Church St SE, Ste 200 Salem, Oregon 97301-3921 x x n/a n/a Vic &Sandy Alsbury 2227 Oregon Ct Woodburn, OR 97071 x n/a n/a Rich & Trudy Fowlks 831 N. Cascade Dr Woodburn, OR 97071 x n/a n/a Jim & Linda Hoover 1480 Thompson Rd Woodburn, OR 97071 x n/a n/a Loretta Vittoria 2202 W. Hayes St Woodburn, OR 97071 x n/a n/a Sharon Miller 2243 W Hayes St Woodburn, OR 97071 X n/a n/a Malena Turner 400 S. Cascade Dr Woodburn, OR 97071 x n/a n/a David J. Petersen (opposition attorney) Tonkon Torp 888 SW Fifth Ave, Ste 1600 Portland, OR 97204-2099 x n/a n/a Mick Harris (opposition attorney) Tonkon Torp 888 SW Fifth Ave, Ste 1600 Portland, OR 97204-2099 x n/a n/a Paula Kilgore 636 Oregon Way Woodburn, OR 97071 x x n/a n/a Norman Mabee 950 Evergreen Rd, Unit 219 Woodburn, OR 97071 x x n/a n/a Danny Draper 993 Lawson Ave Woodburn, OR 97071 x n/a n/a Jan Duncum 980 Oregon Way Woodburn, OR 97071 x n/a n/a Nancy Ferguson 950 Evergreen Rd, Unit 323 Woodburn, OR 97071 x n/a n/a Bryan & Carla Galbraith 590 Troon Ave Woodburn, OR 97071 x n/a n/a Michelle Harrison 924 Oregon Way Woodburn, OR 97071 x n/a n/a Rick Hascall 2832 Olympic St Woodburn, OR 97071 x n/a n/a Rebecca Hayes 950 Evergreen RD, Unit 205 Woodburn OR, 97071: x n/a n/a Susan Huggins 910 Oregon Way Woodburn, OR 97071 x n/a n/a Todd Mitchell 377 Ironwood Terr Woodburn, OR 97071 x n/a n/a Robert Moore 943 Oregon Way Woodburn, OR 97071 x n/a n/a 179 138 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy – Planning Commission Final Decision - Page 30 of 31 Anna Phillips 2329 Oregon Ct Woodburn, OR 97071 x n/a n/a “Bobbi” (Louise Roberta) Reisner 950 Evergreen Rd, Unit 212 Woodburn, OR 97071 x n/a n/a Anne Reslock 1375 Quinn Rd Woodburn, OR 97071 x n/a n/a Marilyn Sbardellati 1675 Quinn Rd Woodburn, OR 97071 x n/a n/a Alma Shevchenko 489 Turnberry Ave Woodburn, OR 97071 x n/a n/a Amar Sidhu 7501 35th Ave NE Salem, OR 97303 x n/a n/a Don Zehrung 966 Oregon Way Woodburn, OR 97071 x n/a n/a Sam Charitar 2855 Hazelnut Dr Woodburn, OR 97071 x n/a n/a Joyce Cutsforth 689 Troon Ave Woodburn, OR 97071 x n/a n/a David Milam & Sonya Darling 484 Troon Ave Woodburn, OR 97071 x n/a n/a Marvin & Katy Fessler 12668 Monitor McKee Rd NE Woodburn, OR 97071-8846 x n/a n/a Carla Galbraith 590 Troon Ave Woodburn, OR 97071 x n/a n/a Mike & Debbie Holland 405 Troon Ave Woodburn, OR 97071 x n/a n/a Christina J. Mealue 2856 Olympic St Woodburn, OR 97071 x n/a n/a Todd & Lisa Nelson 17280 Boones Ferry Rd NE Woodburn, OR 97071 x n/a n/a Rosa Reyes 692 Troon Ave Woodburn, OR 97071 x n/a n/a Alma Shevchenko 489 Turnberry Ave Woodburn, OR 97071 x n/a n/a Carolyn Shindlebower 950 Evergreen Rd, Unit 206 Woodburn, OR 97071 x n/a n/a Lorena Silva P.O. Box 162 Hubbard, OR 97032 x n/a n/a Panor 360 Homeowners Assoc. Attn Rosalie Carmen, Secretary 950 Evergreen Rd, Unit 204 Woodburn, OR 97071 x n/a n/a 180 139 ---PAGE BREAK--- 181 140 ---PAGE BREAK--- ^ <Ò Ð Ð Ð 3520-0027 3567-0435 3431-0137 3494-0026 137.5 188.2 145.00 EAST 120 3534-0485 3800 3700 0.46 AC 100 3900 3600 0.95 AC 180 180 0.41 AC 74.93 180 74.30 180 1 80 178 178 200 56 56 188.2 160 2 80 4000 290.00 290.00 300 120 1 56 CS 22327 56 92 3 3500 80 58 58 400 54 54 120 2 4 80 3400 60 60 500 54 54 120 3 5 80 3300 60 60 600 54 54 120 4 6 80 75 3200 700 WOODBURN 60 54 60 54 120 7 5 80 800 3100 54 60 54 60 8 80 120 6 900 3000 54 54 60 60 9 80 120 7 1000 54 54 2900 10 60 60 80 120 295 8 1100 SENIOR WOODBURN SENIOR ESTATES NO.7 A 125.7 54 54 2800 11 4300 60 80 60 1.85 AC 4200 120 1200 9 54 1.16 AC 54 2700 181.39 12 60 60 67 120 1300 10 54 54 13 2600 56.53 53.18 1400 119.99 1 2.83 34.77 55.75 363.22 19.23 14 2500 49.62 58 162.67 N58 25 40W 347.76 1500 440.70 118.07 54 2 203.44 2400 15 58.91 50.14 4500 1600 58 112.58 54 80 3 4400 16 2300 58.91 80 68 90.41 51.19 58 1700 58 4600 103.39 14 54 ESTATES 40 N00 27 10W 219.37 4 80 28.84 15 13 12.89 58 2200 17 4700 80 58.91 52.81 40 58 80 148.18 70 1800 52 90.27 58 12 54 5 4800 80 2100 58 18 52 58.91 80 11 64.23 4900 1900 80 54 48.65 52 70.76 10 80.75 5000 19 80 61.31 52 6 80 58.91 9 2000 NO. 7 5100 80 52 60 8 20 5200 80 62 80.63 65.45 7 137.5 92 160 145.00 4100 50 50 DRIVEWAY EASEMENT 60 52.6 60 52.6 58.4 57.6 66 STATE HIGHWAY 214 60 100 STREET LAWSON 60 60 70 100 WEST HAYES ST 60 57.5 59.80 74 ARD DRIVE 57.5 GOLF COURSE 52.6 52.6 58.6 60 WAY ROAD OREGON OREGON COURT EVERGREEN WAY 50 60 60 WES T HAY ES S T . OREGON 50 GOLF COURSE CTR SEC 1/16 COR NE A DU D 1/16 COR 1/16 COR 03 93 0 03 03 0 03 03 0 03 93 0 20 20 120 120 PANOR 360 CONDO 90000 REFERENCE DEED VOL 762 PAGE 403 FOR DETAILS ALLISON WAY SEE MAP 052W12B SEE MAP 052W12AC SEE MAP 052W12AD SEE MAP 052W12C SEE MAP 052W12DA SEE MAP 052W12DC SEE MAP 052W12DD MARION COUNTY, OREGON NW1/4 SE1/4 SEC12 T5S R2W W.M. WOODBURN WOODBURN 05 2W 12DB 05 2W 12DB SCALE 1" = 100' FOR ADDITIONAL MAPS VISIT OUR WEBSITE AT www.co.marion.or.us DISCLAIMER: THIS MAP WAS PREPARED FOR ASSESSMENT PURPOSES ONLY 05 2W 12DB 05 2W 12DB WOODBURN WOODBURN 05 2W 12DB 05 2W 12DB 05 2W 12DB 05 2W 12DB LEGEND LINE TYPES CORNER TYPES Section Corner <Ò 15 16 21 22 Waterline - Non Railroad Centerline Historical Boundary Easement Taxcode Line Map Boundary Road Right-of-Way Taxlot Boundary Railroad Right-of-Way Private Road ROW Subdivision/Plat Waterline - Taxlot NUMBERS Tax Code Number 00 00 0 All acres listed are Net Acres, excluding any portions of the taxlot within public ROWs Acreage Tick Marks: A tick mark in the road indicates that the labeled dimension extends into the public ROW 0.25 AC NOTES 200.00 175.00 PLOT DATE: 1/25/2024 CANCELLED NUMBERS 3900A1 R ! DLC Corner <Ò 1/4 Section Cor. Ð 1/16TH Section Cor. 182 141 Attachment 101 ---PAGE BREAK--- Attachment 102 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 1 of 85 CU 24-02: Analyses & Findings This attachment to the staff report analyzes the application materials and finds through statements how the application materials relate to and meet applicable provisions such as criteria, requirements, and standards. They confirm that a given standard is met or if not met, they call attention to it, suggest a remedy, and have a corresponding recommended condition of approval. Symbols aid locating and understanding categories of findings: Symbol Category Indication Requirement (or guideline) met No action needed Requirement (or guideline) not met Correction needed Requirement (or guideline) not applicable No action needed • Requirement (or guideline) met, but might become unmet because of condition applied to meet separate and related requirement that is not met • Plan sheets and/or narrative inconsistent • Other special circumstance benefitting from attention Revision needed for clear and consistent records Deviation: Planned Unit Development, Zoning Adjustment, and/or Variance Request to modify, adjust, or vary from a requirement Section references are to the Woodburn Development Ordinance (WDO). Table of Contents Project Name & Case File Numbers 2 Location 2 Land Use & Zoning 2 Statutory Dates 3 Design Review Provisions 4 Conditional Use Provisions 25 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions 45 Phasing Plan Provisions 55 Remaining Provisions 59 183 142 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 2 of 85 Recommendation 60 Applicant Identity 82 Notes to the Applicant 82 Project Name & Case File Numbers The applicant submitted the project name US Market. The land use application master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. The subject property is composed of two lots, and the developer of the proposed strip commercial development proposes no Property Line Adjustment (PLA) or lot consolidation. The gas station development is: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), 6 pump islands with 12 pumps, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), as Phase 2 a southwest commercial office building of 5,000 sq ft. Location Address(es) 2540 & 2600 Newberg Hwy (SW corner of Oregon Hwy 214 / Newberg Hwy & Oregon Way) Tax Lot(s) 052W12DB03700 (primary) & 3600; respectively 0.95 & 0.47 acres, totaling 1.42 acres Nearest intersection Oregon Hwy 214 / Newberg Hwy & Oregon Way Land Use & Zoning Comprehensive Plan Land Use Designation Commercial Zoning District Commercial General (CG) Overlay District(s) none Existing Use(s) None following demolition of two vacant bank buildings no later than 2022 184 143 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 3 of 85 For context, the comprehensive plan land use map designations and zoning are illustrated below with excerpts from the City geographic information system (GIS) and the zoning is tabulated further below: Comprehensive Plan land use map excerpt Zoning map excerpt Cardinal Direction Adjacent Zoning North Across OR Hwy 214: Commercial General (CG) East Across Oregon Way: Retirement Community Single Family Residential (R1S) South East to west: R1S (943 & 953 Oregon Way; houses) and CG (950 Evergreen Rd; Panor 360 condominiums) West CG (950 Evergreen Rd; Panor 360 condominiums; and 2620 Newberg Hwy; Dairy Queen) Statutory Dates Application Completeness July 3, 2024 120-Day Final Decision Deadline October 31, 2024 per Oregon Revised Statutes (ORS) 227.178. (The nearest and prior regularly scheduled City Council date would be October 28, 2024. 185 144 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 4 of 85 Design Review Provisions DR Provisions Volume 1 Organization and Structure 1.04 Nonconforming Uses and Development The developer already obtained demolition permits from the Building Division, and the site is cleared. Because the proposal is full redevelopment, nonconformance of private, on-site improvements is not an applicable concept and the development will conform to the WDO and conditions of approval. Regarding nonconforming public street improvements, staff further addresses this nonconformance under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. Not applicable. Volume 2 Land Use Zoning and Specified Use Standards 2.03 Commercial Zones 2.05 Overlay Districts 2.06 Accessory Structures 2.07 Special Uses 2.08 Specific Conditional Uses Uses Allowed in Commercial Zones Table 2.03A Use Zone Accessory Uses Conditional Uses (CU) Permitted Uses Special Permitted Uses Specific Conditional Uses (SCU) CG B Commercial Retail and Services 2 Automotive maintenance and gasoline stations, including repair services CU3 6 Business services P 16 Office and office services and supplies P 19 Printing, publishing, copying, bonding, finance, insurance, medical, data processing, social assistance, legal services, management, and corporate offices P 20 Professional services P 3. Allowed outright if not within 200 feet of residentially zoned properties 186 145 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 5 of 85 A proposed use is a gasoline station, hereafter referred to as gas station. Because it is within 200 ft of residentially zoned property – 943 & 953 Oregon Way to the southeast that is zoned R1S, for the subject property the use and its convenience store remain a conditional use. Commercial office is a permitted use. Commercial General (CG) - Site Development Standards Table 2.03C Lot Area, Minimum (square feet) No minimum Lot Width, Minimum (feet) No minimum Lot Depth, Minimum (feet) No minimum Street Frontage, Minimum (feet) No minimum Front Setback and Setback Abutting a Street, Minimum (feet) 5 1 Side or Rear Setback, Minimum (feet) Abutting RS, R1S, or RM zone 10 4 Abutting CO, CG, DDC, NNC, P/SP, IP, SWIR, or IL zone 0 or 5 4, 5 Setback to a Private Access Easement, Minimum (feet) 1 Lot Coverage, Maximum Not specified 2 Building Height, Maximum (feet) Primary or accessory structure Outside Gateway subarea 70 Western Gateway subarea 50 Eastern Gateway subarea 40 Features not used for habitation 100 1. Measured from the Street Widening Setback (Section 3.03.02), if any 2. Lot coverage is limited by setbacks, off-street parking, and landscaping requirements. 3. Only allowed in the Gateway Overlay District 4. A house of worship shall be set back at least 20 feet from a property line abutting a residential zone or use. 5. A building may be constructed at the property line, or shall be set back at least five feet. The site plans and elevations show that the proposed development conforms with the basic development standards that Table 2.03C contains. 187 146 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 6 of 85 2.05 Overlay Districts 2.05.02 Interchange Management Area Overlay District Figure 2.05B – Interchange Management Area Boundary and Subareas (with subject property at NE marked in green) For those aware of the Interchange Management Area Overlay District (IMA), the above WDO figure marked to show the subject property confirms that the property lies just outside the IMA, that is, the property is not in the IMA. (Also, none of the other overlay districts are applicable.) Not applicable. 2.06 Accessory Structures 2.06.02 Fences and Walls Regarding the “Architectural Wall” as a buffer or screen wall per 3.06.05 to the standards of 3.06.06 and any fence or fencing the developer would build and install, a condition or conditions of approval would secure conformance, as well as a fence permit application type per 5.01.03 “Fence and Free Standing Wall”. 188 147 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 7 of 85 In order to secure conformance to 2.06.02, staff applies a condition or conditions. 2.06.03 Structures Within the proposal, which is phased development, neither phase includes accessory structures such as sheds, making this WDO section not applicable; however, even if the fuel pump canopy were considered an accessory structure instead of a primary one, it remains proposed more than 5 ft away from a property line. (Other WDO sections address the proposed trash enclosure.) Not applicable. 2.07 Special Uses 2.07.08 Facilities During Construction This is not directly relevant to land use review. Contractor behavior is to conform during construction. No condition of approval is necessary to reiterate the requirement. Not applicable. 2.08 Specific Conditional Uses None relate to a gas station. Not applicable. Volume 3 Development Guideline and Standards 3.01 Streets Regarding public street improvements, staff further addresses this under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. SA: Staff further addresses public street improvements further under the Street Adjustment Provisions section (under criterion 3, factor 3.02 Utilities and Easements 3.02.01 Public Utility Easements A. The Director shall require dedication of specific easements for the construction and maintenance of municipal water, sewerage and storm drainage facilities located on private property. 189 148 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 8 of 85 B. Streetside: A streetside public utility easement (PUE) shall be dedicated along each lot line abutting a public street at minimum width 5 feet. Partial exemption for townhouse corner lot: Where such lot is 18 to less than 20 feet wide, along the longer frontage, streetside PUE minimum width shall be 3 feet; or, where the lot is narrower than 18 feet, the longer side frontage is exempt from streetside PUE. C. Off-street: The presumptive minimum width of an off-street PUE shall be 16 feet, and the Public Works Director in writing may establish a different width as a standard. E. As a condition of approval for development, including property line adjustments, partitions, subdivisions, design reviews, Planned Unit Developments (PUDs), Street Adjustments, Zoning Adjustments, or Variances, the Director may require dedication of additional public easements, including off-street public utility easements and other easement types such as those that grant access termed any of bicycle/pedestrian access, cross access, ingress/egress, public access, or shared access, as well as those that identify, memorialize, and reserve future street corridors in place of ROW dedication. F. Streetside PUE maximum width: 1. Purpose: To prevent developers and franchise utilities from proposing wider than minimum streetside PUEs along tracts or small lots after land use final decision; to prevent particularly for a tract or lot abutting both a street and an alley; to encourage developers to communicate with franchise utilities and define streetside PUE widths during land use review and hew to what is defined; to avoid overly constraining yards, and to avoid such PUEs precluding front roofed patios, porches, or stoops. 2. Standards: Exempting any lot or tract subject to Figure 3.01B “Major Arterial”, the following standards are applicable to a lot or tract with: a. No alley or shared rear lane: 8 feet streetside. b. Alley or shared rear lane: Either 8 feet streetside and 5 feet along alley or shared rear lane, or, 5 feet streetside and 8 feet along alley or shared rear lane. Nothing in this section precludes a streetside PUE from variable width where necessary such as to expand around public fire hydrants. Regarding A, the Public Works Department handles this through its own conditions and processes. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). Regarding B, because the site plan calls out a streetside PUE along Oregon Way but does not indicate its width, staff applies a condition or conditions. The highway is subject to a superseding standard requiring a 10-ft wide easement: Figure 3.01B “Major Arterial”, and the site plan calls out a streetside PUE and indicates a 10-foot width. Regarding C, the Public Works Department implements this through its own permit processes, standards, and specifications, and Planning Division also staff apply a condition or conditions for WDO conformance and to deal with existing context of public utilities. Additionally, one of the two frontages is a state highway, which involves ODOT standards and permitting processes. 190 149 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 9 of 85 In order to secure conformance with Figure 3.01B and 3.02.01B & F.2, staff applies a condition or conditions. 3.02.02 Creeks and Watercourse Maintenance Easements There are no creeks or watercourses. Not applicable. 3.02.03 Street Lighting The Public Works Department handles this through its own permit processes, standards, and specifications. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). In order to secure conformance to 3.02.03, the Public Works Department might apply public works standards and specifications. 3.02.04 Underground Utilities B. Street: All permanent utility service within ROW resulting from development shall be underground, except where overhead high-voltage (35,000 volts or more) electric facilities exist as the electric utility documents and the developer submits such documentation. 1. Developments along Boundary Streets shall remove existing electric power poles and lines and bury or underground lines where the following apply: a. A frontage with electric power poles and lines is or totals minimum 250 feet; and b. Burial or undergrounding would either decrease or not increase the number of electric power poles. The developer shall submit documentation from the electric utility. Where the above are not applicable, a developer shall pay a fee in-lieu, excepting residential development that has 4 or fewer dwellings and involves no land division. 2. Fees in-lieu: Per Section 4.02.12. Because the application materials fail to show that the development would conform along the highway where electric power poles and overhead electric power lines existing, staff applies a condition or conditions. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) In order to secure conformance to 3.02.04, staff applies a condition or conditions. 191 150 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 10 of 85 3.03 Setbacks and Open Space 3.03.02 Special Setbacks This is a street widening setback. Because the development proposes and/or is conditioned to conform regarding ROW widths, the Special Setback is not applicable. Not applicable. 3.03.03 Projections into the Setback Abutting a Street 3.03.04 Projections into the Side Setback 3.03.05 Projections into the Rear Setback Because the development is strip commercial with conventional setbacks that meet or exceed zoning minimums, there are no projections. Were that to change later, the developer would still have to demonstrate conformance and the development conform. Not applicable. 3.03.06 Vision Clearance Area The application materials indicate that the applicant is aware of and intending to conform regarding driveways and the building closest to the site NE corner, which is the SW corner of the highway and Oregon Way, because the NE building (the convenience store and attached NE commercial office) is notched at the NE to keep out of the vision clearance area (VCA) or sight triangle. The building isn’t near any driveway. (Were a site plan to fall out of conformance upon building permit application, staff would prompt the developer to correct during permit reviews.) The requirement is met. 3.04.01 Applicability and Permit A. Street Access Every lot shall have: 1. Direct access to an abutting public street, or 2. Access to a public street by means of a public access easement and private maintenance agreement to the satisfaction of the Director, revocable only with the concurrence of the Director, and that is recorded. The easement shall contain text that pursuant to Woodburn Development Ordinance (WDO) 3.04.03B.3, the public shared access (ingress and egress) right of this easement is revocable only with the written concurrence of the Community Development Director. 192 151 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 11 of 85 This standard plus the highway being a state highway affects access management. A main reason the developer proposes the highway driveway as one-way inbound is because of an Oregon Department of Transportation (ODOT) “Conditional Approval of Grant of Access”, file code 30-24 and "CHAMPS" No. 093457 dated January 23, 2024, of which the applicant submitted a copy to the City among the February 8, 2024 application materials. It states, “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway.” In any case, there would be full physical access to and from the highway via the Oregon Way driveway and Oregon Way itself, which intersects the highway to the north of that driveway; however, because the subject property is two lots that the applicant proposes neither to adjust nor consolidate, and motorists would have to cross Tax Lot 3600 (2540 Newberg Hwy) to get from the fuel pump canopy on Tax Lot 3700 (2600 Newberg Hwy) onto Oregon Way as a means to get to the highway, the developer needs to grant what is termed any of cross access, ingress/egress, or shared access across the two lots revocable only with the written concurrence of the Community Development Director in order to conform with 3.04.01A.2. In order to secure conformance with 3.04.01A.2, staff applies a cross access condition to the two lots composing the subject property. 3.04.02 Drive-Throughs The strip commercial development includes none. Not applicable. 3.04.03 Driveway Guidelines and Standards … B. Number of Driveways 3. For nonresidential uses, the number of driveways should be minimized based on overall site design, including consideration of: a. The function classification of abutting streets; b. The on-site access pattern, including parking and circulation, joint access, turnarounds and building orientation; c. The access needs of the use in terms of volume, intensity and duration characteristics of trip generation. 5. For all development and uses, the number of driveways shall be further limited through access management per subsections C & D below. C. Joint Access 1. Lots that access a Major Arterial, Minor Arterial, Service Collector, or Access Street should be accessed via a shared driveway or instead to an alley or shared rear lane. 193 152 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 12 of 85 2. A partition, subdivision, or PUD should be configured so that lots abutting a Major Arterial, Minor Arterial, Service Collector, or Access Street have access to a local street, alley, or shared rear lane. Access to lots with multiple street frontages should be from the street with the lowest functional class. 3. Every joint driveway or access between separate lots shall be per the same means as in Section 3.04.01A.2. 4. Standards: … One of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). The developer wants to narrow the highway driveway from 30 to 20 ft, which involves ODOT permitting and standards. That width is within WDO maximum for a one-way driveway (per Table 3.04A). The Oregon Way driveway width is 24 ft. Section 3.04.03 encourages and in part requires joint or shared driveways, and because of the analysis and findings for 3.04.01A related to street access, cross access causes the Oregon Way driveway to be required as a joint or shared one. Through the conditional use process staff applies conditions limiting driveway widths for both frontages. In order to secure conformance to conditional use criteria, staff applies a condition or conditions. D. Access management: 2. Commercial: Any development within a commercial zoning district that Section 2.03A lists shall grant shared access to adjacent lots and tracts partly or wholly within any of the same districts. An alley or shared rear lane may substitute for meeting this standard if the alley provides equivalent public access. Zoning Adjustment is permissible. 194 153 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 13 of 85 Access Requirements Table 3.04A Commercial or Industrial Use Paved Width of Driveway (feet) 3, 4, 7, 8 1-way 10 minimum 20 maximum 2-way Commercial/Mixed-Use: 20 minimum 24 maximum* *(Add 12 ft maximum if a turn pocket is added) Industrial: 22 minimum 36 maximum* *(Add 8’ if a turn pocket is added) Throat Length (feet) 5 Major Arterial, Minor Arterial, Service Collector Commercial: 36 minimum; Industrial: 50 minimum Access or Local Street 18 minimum 195 154 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 14 of 85 Access Requirements Table 3.04A 1. The separation should be maximized. 2. Driveways on abutting lots need not be separated from each other, and may be combined into a single shared driveway. 3. Driveways over 40 feet long and serving one dwelling unit may have a paved surface minimum 8 feet wide. 4. Notwithstanding the widths listed in this table, the minimum clearance around a fire hydrant shall be provided (See Figure 3.04D). 5. Throat length is measured from the closest off-street parking or loading space to the right- of-way. A throat applies only at entrances (See Figure 3.05B). 6. Maximum of 4 individual lots can be served from single shared driveway (See Figure 3.04A) except where and as Section 3.04.03D.3 “Flag Lots” supersedes. 7. It is permissible that the Oregon Fire Code (OFC) as administered by the independent Woodburn Fire District may cause driveway widths to exceed minimums and maximums. It is a developer’s responsibility to comply with the OFC. 8. Width measurement excludes throat side curbing, if any. 9. Refer to OFC Appendix D, Figure D103.1. The site plan shows proposed driveways that conform. The requirement is met. 3.04.05 Transportation Impact Analysis B. A transportation study known as a transportation impact analysis (TIA) is required for any of the following: 1. Comprehensive Plan Map Change or Zone Change or rezoning that is quasi-judicial, excepting upon annexation designation of zoning consistent with the Comprehensive Plan. 2. A development would increase vehicle trip generation by 50 peak hour trips or more or 500 average daily trips (ADT) or more. 3. A development would raise the volume-to-capacity (V/C) ratio of an intersection to 0.96 or more during the PM peak hour. 196 155 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 15 of 85 4. Operational or safety concerns documented by the City or an agency with jurisdiction, such as ODOT or the County, and submitted no earlier than a pre-application conference and no later than as written testimony entered into the record before the City makes a land use decision. 5. A development involves or affects streets and intersections documented by ODOT as having a high crash rate, having a high injury rate of persons walking or cycling, having any cyclist and pedestrian deaths, or that partly or wholly pass through school zones that ODOT recognizes. 6. Where ODOT has jurisdiction and ORS or OAR, including OAR 734-051, compels the agency to require. The applicant submitted a revised traffic impact analysis (TIA) dated June 23, 2023 on May 1, 2024 as well as a supplement dated and submitted July 23, 2024. Page 36, “Findings and Recommendations” proposed no mitigation measures. Staff addresses the TIA further under the Conditional Use Provisions section of this document. 3.04.03E. Interconnected Parking Facilities. 1. All uses on a lot shall have common or interconnected off-street parking and circulation facilities. 2. Similar or compatible uses on abutting lots shall have interconnected access and parking facilities. Because the proposal is a single, integrated site development for several primary uses – a gas station, composed of the fuel pump canopy and convenience store – plus NE attached commercial office and a (Phase 2) SW commercial office building, it would be like a commercial strip mall. The site plan shows continuous drive aisles and obvious shared parking across the two lots composing the subject property. The requirement is met. 3.04.04 Improvement Standards The site plans illustrate pavement that conforms. The requirement is met. 197 156 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 16 of 85 3.05 Off-Street Parking and Loading 3.05.02 General Provisions Because the application materials fail to show that the development would conform fully to the requirements, staff applies a condition or conditions. In order to secure conformance with the above subsections of 3.05.02, staff applies a condition or conditions. E. Setback 1. In commercial and industrial zones, the parking, loading, and circulation areas shall be set back from a street a minimum of five feet. 2. Parking, loading, and circulation areas shall be set back from a property line a minimum of five feet, excepting any of interior lot lines of lots in a development that have the same owner or that have outbuildings as part of a complex of buildings sited amid parking, such as in an office or industrial park or strip mall, a shared access and use agreement between or among landowners per Section 3.04, and shared access in the specific context of residential development of other than multiple-family dwellings. Subsection 2(a) is applicable and, because of conditioning for other WDO sections related to cross access and shared parking, 2(b) will be applicable. The requirement is met. J. All uses required to provide 20 or more off-street parking spaces shall have directional markings or signs to control vehicle movement. The phrase, “directional markings or signs to control vehicle movement” leaves room for interpretation about what kinds of markings or signs, number, size, placements, and symbols and text. A gas station involves a lot of queuing and conflicts among vehicles moving across the site. The site plan shows some detail, but in staff opinion not enough to direct gas station motorists to pump queues and distinguish queuing areas from drive aisles. Also, because of how access management would work, motorists returning to I-5 would exit to Oregon Way to turn left/north to then turn left/west at OR 214. 198 157 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 17 of 85 With ODOT highway access management as describe earlier above for 3.04.01A, Planning Division staff intends that markings and signage direct motorists seeking I-5 to go to Oregon Way. Because of the room for interpretation, and that the applicant will later refine the site plan, it is during building permit review that administratively establishing details, specifications, and revisions to administer the WDO section would be timely and fruitful. 3.05.03 Off-Street Parking 3.05.03 Off-Street Parking A. Number of Required Off-Street Parking Spaces 1. Off-street vehicle parking spaces shall be provided in amounts not less than those set forth in this Section (Table 3.05A). 2. Off-street vehicle parking spaces shall not exceed two times the amount required in this Section (Table 3.05A). … C. A maximum of 20 percent of the required vehicle parking spaces may be satisfied by compact vehicle parking spaces. D. Off-street vehicle parking spaces and drive aisles shall not be smaller than specified in this Section (Table 3.05C). F. Garages … 2. For multi-family dwellings, one-half of the parking spaces required by this Section (Table 3.05A) shall be in a garage or garages, whether conventional or tandem, or, in a carport or carports. Table 3.05A Off-Street Parking Ratio Standards Table 3.05A Use 1 Parking Ratio - spaces per activity unit or square feet of gross floor area COMMERCIAL / PUBLIC 6. Motor vehicle service 1/ 200 retail area + 3/ service bay + 1/ pump island 12. Offices (such as professional, scientific and technical services, finance and insurance, real estate, administrative and support services, social assistance, and public administration – but not including ambulatory health services) 1/ 350 square feet 1. The Director may authorize parking for any use not specifically listed in this table. The applicant shall submit an analysis that identifies the parking needs, and a description of how the proposed use is similar to other uses permitted in the zone. The Director may require additional information, as needed, to document the parking needs of the proposed use. 199 158 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 18 of 85 Minimum required off-street parking is: Land use Ratio Square Footage Spaces Gas station 1 per 200 sq ft of retail area (4 per 1,000) + 1 per island 4,110 20.6 Commercial office 1 per 350 sq ft (2.86 per 1,000) 1,863 (NE) 5.3 5,000 (SW) 14.3 All sitewide 40.2 → 40 Even without counting any space under the fuel pump canopy, the site plan proposes 50 spaces sitewide, exceeding the minimum requirement sitewide, but not so much it would exceed the maximum parking or parking cap per 3.05.03A.2 above. (Staff concurs with the applicant assumption that that the pump island” parking minimum has no practical effect on minimum parking, the area under any gas station fuel pump canopy being its own minimum parking.) There are 12 compact parking spaces. Because there are 10 excess parking spaces, a fraction of the compact parking could be considered part of minimum parking. Of 40, 20% is 8 compact spaces, and with 10 extra spaces sitewide, the site plan minimum parking of 40 can be interpreted to meet the compact parking maximum of 8. However, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. This raises the issue of shared parking, which staff addresses further below under 3.05.05. The requirement is met. Table 3.05.05 Parking Space and Drive Aisle Dimensions The site plan appears to conform. The applicant opted for standard size stalls to be 19 ft long, 1 ft longer than the minimum length of 18 ft. 200 159 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 19 of 85 Carpool/Vanpool Parking Table 3.05C Development or Use Description Stall Minimum Number or Percent 1. Non-residential development within commercial zoning districts Zero to 19 total minimum required off- street parking spaces n/a 20 to 33 total 1 stall 34 to 65 total 2 stalls 1. Standard applies even if the site is not zoned P/SP. 2. See Section 3.05.03H for carpool/vanpool (C/V) development standards. The site plan shows the minimum 2 C/V spaces at the east central front corner of the SW office building, as indicated by “CARPOOL”. Because there is no additional information about specifications such as for signage and striping per 3.05.03H, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with Table 3.05.03H, staff applies a condition or conditions. 3.05.05 Shared Parking … D. Shared parking may be allowed if the following standards are met: 1. Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, a shared parking agreement, shall require review and authorization of a subsequent Design Review or Modification of Conditions. 2. Legal documentation, to the satisfaction of the Director, shall be submitted verifying shared parking between the separate developments. Shared parking agreements may include provisions covering maintenance, liability, hours of use, and cross-access easements. 3. The approved legal documentation shall be recorded by the applicant at the Marion County Recorder’s Office and a copy of the recorded document shall be submitted to the Director, prior to issuance of a building or other land use permit. The subject property is two lots that the applicant proposes neither to adjust nor consolidate, with Tax Lot 3600 (2540 Newberg Hwy) having the convenience store and attached NE commercial office area and Tax Lot 3700 (2600 Newberg Hwy) having the fuel pump canopy and SW office building. 201 160 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 20 of 85 As mentioned earlier above regarding minimum parking, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. For these reasons, shared parking is de facto proposed and a shared parking agreement becomes required. The application materials lack a draft shared parking agreement. Staff applies a condition to secure conformance during building permit review. In order to secure conformance with 3.05.05D, staff applies a condition or conditions. Off-Street Bicycle Parking Table 3.05D Development or Use Description Stall Minimum Number, Percent, or Ratio 2. Non-residential development within commercial zoning districts Whichever of the two rates is greater: 2 stalls or 15% of total minimum required parking spaces, whichever is greater; or 2 stalls or equal to 0.6/ 1,000 square feet GFA, whichever is greater. 3. The Director may authorize off-street bicycle parking for any use that the Development or Use column does not clearly include. 4. See Section 3.05.06 for bicycle parking development standards. Minimum bicycle parking is whichever of the two rates is greater: 2 stalls or 15% of 25 parking spaces, whichever is greater; or 2 stalls or equal to 0.6 x (4,394/1,000) square feet GFA of the convenience store, whichever is greater. This is the same as: 2 stalls or (40 x 0.15) → 6 stalls, whichever is greater; or 2 stalls or equal to (0.6 x 6.863) = 4.1 stalls whichever is greater. 202 161 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 21 of 85 So, rate is applicable, and of that, the second rate is applicable, yielding the minimum required bicycle parking of 6 stalls. The site plan shows 4 at the convenience store and 2 at the SW commercial office building. Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. For reasons why, see farther below under the Conditional Use Provisions section (Table CU-3, row CU2, third column). The Table 3.05C minimum ratio is met, and conceptually the bicycle parking could conform with 3.05.06. Because there is no additional information about specifications, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.06, staff applies a condition or conditions. Electric Vehicle Parking Table 3.05E Development or Use Description Stall Minimum Number or Percent 2. Non-residential development within commercial zoning districts Zero to 19 total minimum required spaces n/a 20 to 39 total 2 stalls 40 or more total 2 stalls or whichever is greater 2. The Director may authorize EV parking for any use that the Development or Use column does not clearly include. 3. See Section 3.05.03I below for EV development standards. 4. Administrative note: As of January 2022, electrical permitting remains through the County instead of the City by agreement between the City and County. The site plan shows the minimum 2 EV spaces at the site northwest front of the SW commercial office building symbolized with “EV SPACE”, meeting Table 3.05E. (Regarding, “2 stalls or whichever is greater”, 5% of 40 minimum parking spaces equals 203 162 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 22 of 85 Because there is no additional information about specifications such as for charging level, signage, and striping per 3.05.03I, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.03I, staff applies a condition or conditions. 3.05.04 Off-Street Loading & Unloading The proposal conforms. The requirement is met. 3.06 Landscaping 3.06.03 Landscaping Standards A. Street Trees Staff addresses this further under both the Conditional Use Provisions and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions sections of this document. CU & SA: Staff further addresses street trees further under both the Conditional Use Provisions section (under criterion 3, factor b) and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions section. 3.06.05 Screening A. Screening between zones and uses shall comply with Table 3.06D. The row “Property being Developed – must provide screening if no comparable screening exists on abutting protected property” and “CG or MUV zone” that intersects with the columns “Adjacent properties – zone or use that receives the benefit of screening” and both “RS, R1S, or RSN zone” and “Multiple-family dwelling” necessitates an “Architectural Wall” (AW) along the lot lines abutting the lots with the two houses at 943 & 953 Oregon Way and the Panor 360 condominiums at 950 Evergreen Road. In order to secure conformance with Table 3.06D, staff applies a condition or conditions. 204 163 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 23 of 85 B. All parking areas, except those for single-family and duplex dwellings, abutting a street shall provide a 42-inch vertical visual screen from the abutting street grade. Acceptable design techniques to provide the screening include plant materials, berms, architectural walls, and depressed grade for the parking area. All screening shall comply with the clear vision standards of this ordinance (Section 3.03.06). Because the landscape plan symbolizes some shrubbery or hedges that don’t quite fully line parking and vehicular circulation areas so as to screen them, staff applies a condition or conditions. In order to secure conformance with the screening requirement, staff applies a condition or conditions. 3.06.06 Architectural Walls Because the application materials fail to show that the development would conform to the requirement, staff applies a condition or conditions. In order to secure conformance with AW standards, staff applies a condition or conditions. 3.06.07 Significant Tree Preservation & Removal See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis. Through conditional use process, staff applies a fee to mitigate the loss of Significant Trees and to increase the City tree fund. For the explanation why, see the paragraph farther below under the Conditional Use Provisions section (under criterion 3, factor c5). In order to secure Significant Tree removal mitigation, staff applies a condition or conditions. 3.07 Architectural Design 3.07.06 Standards for Non-Residential Structures in Residential, Commercial and Public/Semi Public Zones Per 3.07.01A, the architectural provisions are standards for land use review Type I and guidelines for higher types. The application types composing the consolidated package result in Type III. 205 164 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 24 of 85 The site plans and building elevations show largely what the guidelines describe; however, without conditions applied through the conditional use process, guidelines would remain just that – optional for the developer and subject to “value engineering”. In order to secure adequate architecture in the context of strip commercial development, staff applies a condition or conditions. 3.08 Partitions and Subdivisions None proposed. Not applicable. 3.10 Signs Land use application types generally are not the means for the City to review or approve signage. Signage, including wall and monument signs, remain subject to review and approval through a Type I sign permit through 5.01.10 “Sign Permit”. Not applicable. 3.11 Lighting The site plans through Sheet E1.1 “Lighting Plan” appears to conform with 3.11.02. Regarding color temperature / hue in particular per 3.11.02C, the application materials submitted May 1, 2024 included cut or spec sheets indicating that parking area pole lights would be the model of 4,000° Kelvin color temperature, a conforming value. However, the color temperature is not specified for either the wall-mounted fixture model or the fuel pump canopy celling light fixture model nor, it is necessary to specify model purchase and installation of the 4,000° K and not the 5,000° K models. This may be through marked cut or spec sheets, plan sheet revisions, or both. Staff conditions accordingly. In order to secure conformance with 3.11.02C & F, staff applies a condition or conditions. 206 165 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 25 of 85 Conditional Use Provisions CU Provisions 5.03.01 Conditional Use A. Purpose: A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval. B. Criteria: 1. The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity. Scope of review The applicant duly consolidated the development applications per WDO 4.01.07 – master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. Under consolidated review, City policy is not to segment development review into discrete parts in a manner that could preclude comprehensive review of the entire development and “its cumulative impacts” (4.01.07). The proposed development includes a mix of uses, with the gas station being a conditional use 207 166 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 26 of 85 pursuant to the WDO and the convenience store being a permitted use. However, the mixed uses on the property are arguably tied together under a singular business model, each reliant on the other components and benefitting from their assembled presence on a singular site. It is reasonable to assume that individuals using the fueling islands will also the convenience store, whether for paying for fuel, purchasing food and beverages, using the restroom, etc. The City is not required to identify a subarea of the property as the “gas station site” and consider impacts framed by a smaller area. The uses have a grouped impact that generally cannot be separated. In particular and as evident from the transportation impact analysis (TIA), the site development traffic effects result from the whole and all of the site uses. For that reason, it is reasonable for the City in evaluating the effects of the proposed gas station, convenience store, and office areas, to also assume and condition the reasonable convenience store impacts along with the other uses. Also, the City reviewed and considered the effects of the mixed uses on the development site on the surrounding properties to the full extent of the property lines as part of its evaluation. Criteria and factors Looking at each criterion and factor: 1 “ The proposed use shall be permitted as a conditional use within the zoning district.” The use of gas station is permitted as a conditional use as examined under the Design Review Provisions section of this document. The criterion is met. 2 “The proposed use shall comply with the development standards of the zoning district.” It complies with some but not others as examined under other sections in this document, particularly the Design Review Provisions section. In order to secure full compliance, staff applies a condition or conditions. 3 “The proposed use shall be compatible with the surrounding properties. Recommended conditions of approval make the proposed conditional use compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use;” 208 167 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 27 of 85 The site is composed of two lots totaling 1.42 acres, zoned Commercial General (CG), L- shaped, located at a street corner, and flat. Nothing about these are compelling factors against a gas station. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use;” Regarding the capacity of public water, sewerage, and drainage facilities, the Public Works Department Engineering Division handles this through its own conditions and processes. Public Works comments (Attachment 102A, August 13, 2024) identify no objections to development. The proposed use for any given facility is either sufficient or will be after the developer upgrades per the Public Works Department Engineering Division, except where and as Oregon Dept. of Transportation (ODOT) is applicable. Typically, ODOT accommodates developers drawing and constructing street improvements to City standards even along Oregon Highways 99E, 211, 214, & 219. Regarding street and pedestrian facilities, the Planning Division is taking the lead. The developer applied for an Adjustment to Street Improvement Requirements ("Street Adjustment"), SA 24-01, for both the highway and Oregon Way. Both frontages are nonconforming relative to Figures 3.01B “Major Arterial” and 3.01E “Access Street”. They lack both landscape strips with street trees per 3.06.03A and sidewalk that is not curb-tight. Development requires ROW dedication per 3.01.01A & Fig. 3.01B and street improvements per WDO 3.01.01B & D, 3.01.02A & E, 3.01.03A & C.1, Fig. 3.01A, 3.01.04B, and Fig. 3.01B. Allowing the existing context to remain with strip commercial development would make the walking and cycling environment along highly-trafficked streets (for those cyclists who feel and are safer riding on sidewalk) no less hostile. Additionally, an SA is a discretionary application type. Second, staff applies conditions that secure improvements though less than WDO standards, and that are reasonably proportional to the development. For reasons why, see Table CU-3 below, row CU4, third column. The impact of the proposed use on the quality of the` living environment: 1) Noise;” See Table CU-3, row CU8, third column below. Illumination;” See Table CU-3, row CU7, third column below. Hours of operation;” See Table CU-3, row CU8, third column below. 209 168 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 28 of 85 Air quality;” Staff addresses climate change simply to say, it’s a gas station with all the greenhouse gas and volatile organic compound (VOC) emissions that it would enable. Putting aside climate change, what else is “air quality?” A gas station comes with fumes, particularly easy to get a whiff of near the pumps. However, once a gas station is in place, a city government can do little to change that fact. If this factor is important to someone, the question would be a simple yes or no to a gas station. Otherwise regarding air quality, staff applies conditions for additional trees in the east and north yards and a wider sidewalk along Oregon Way as a public bicycle pedestrian path, serving as transportation demand management (TDM) by inducing adjacent and nearby residents to drive less often, especially to and from the proposed development and nearby destinations in the commercial area around the intersections of the highway with Country Club Road and Evergreen Roads and with Lawson Avenue, and with fewer driving trips comes better air quality. Also, regarding on-site trees, see factor 5) below. 5) Aesthetics; and Staff interprets this to include: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; 210 169 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 29 of 85 l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. Significant Tree removal: Also, regarding on-site trees, for a condition and Attachment 203 (fee table) regarding contribution to the City tree fund, having a fee is based on conditional use compatibility with surrounding properties (criterion 3) and impact of the proposed use on the quality of the living environment (factor 3c) including air quality and aesthetics (factors 3c4 & 3c5). The reason is that a demolition contractor, while demolishing the two vacant banks, removed from the subject property at least two but likely three Significant Trees (as 1.02 defines) in May 2021 without City authorization, particularly a Significant Tree Removal Permit per 5.01.11. Staff had seen and photographed on-site trees during at least two site visits, one each on November 9, 2018 and April 26, 2019. The removal prompted neighbor complaints to the City Council at the May 24, 2021 meeting, and there was code enforcement. The Council on August 9, 2021 adopted Ordinance No. 2592 “establishing an enhanced penalty” for violations of WDO tree preservation and removal provisions. Through conditional use process, staff applies a fee to mitigate the loss and to increase the City tree fund. Staff applies conditions towards these objectives. 6) Vehicular traffic. The proposal is strip commercial development of a gas station with convenience store and two commercial office spaces, one at the northeast attached to the south side of the convenience store, and at the southwest an office building. The applicant recycled the traffic impact analysis (TIA) dated August 13, 2021 from CU 21-02 as a CU 24-02 submittal February 8, 2024. The applicant revised the TIA June 23, 2023 and submitted it May 1, 2024. The applicant submitted a five-page supplement dated and submitted July 23, 2024 clarifying how the applicant’s consultant applied the Institute of Transportation Engineers (ITE) Trip General Manual rates of vehicle trips that would pass by the site, i.e., “pass-by” trip rates. Staff had the transportation consultant to the City review the revised TIA and draft a memo (February 26, 2024). TIA page 36, “Findings and Recommendations” proposed no mitigation measures. 211 170 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 30 of 85 Page 14 of the revised TIA identifies high vehicle turning and angle crash rate at most intersections in Table 4, reproduced below, and p. 12 of the revised TIA references crash history. The crash history states: “The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles.” From p. 14 From p. 26 212 171 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 31 of 85 Modeling predicts that the proposed development would generate net 870 daily vehicle trips, more than the two banks, now demolished, did – a net 498 more per revised TIA Table 9 on p. 26, of which AM peak trips are total 89 or net 49 and PM peak trips are total 83 or net 5. This would include greater numbers of left turns (from Oregon Way), suggesting that crash risk remains or rises. The p. 36, “Findings and Recommendations” section, third bullet, acknowledges, “The safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214.” The fourth bullet states: “The Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT SPIS[*] lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended.” *Safety Priority Index System. However, it’s not known if crash risks are actually lower, and with Table 4 indicating that this intersection of those studied has the highest crash rate and that the intersection of the highway and Country Club Road / Oregon Way has the second highest, staff finds the revised TIA unconvincing about crash safety and errs on the side of caution. Country Club Road / Oregon Way For this second-highest crash rate intersection, staff applies Condition T-A1 as a mitigation measure to fund the Transportation System Plan (TSP) Project R11, a signal timing study from TSP p. 32, and to supplement with addition funding both to examine improving safety and to account for inflation after the City Council adopted the TSP in September 2019, using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator to adjust $15,000 from then to July 2024, the latest month the calculator made available as of August 14, 2024. Staff applies Condition T-A1a. I-5 Interchange The City conditioned the approval of the DR 21-07 Amazon warehouse, formerly known as “Project Basie”, at 450 Butteville Road through Condition 10 to provide a proportionate share contribution of $10,000 towards TSP Projects R8 & R9, signal/intersection studies estimated at $15,000 each and totaling $30,000, to address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per TIA Table 4 above. 213 172 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 32 of 85 Page 22, Table 7 of the revised TIA lists developments including Amazon and cites its trip generation as 457 trips during the AM Peak hours and 176 during the PM peak hour; however the DR 21-7 revised TIA dated July 6, 2021 totals 599 AM peak hour trips per p. 33 Fig. 13 and 224 PM peak hour trips per p. 35 Fig. 14. The subject CU 24-02 US Market as examined earlier above would generate 89 AM peak trips compared with 83 PM peak hour trips. Both Amazon and the gas station have higher trips during the AM peak than the PM one. The gas station 89 trips equals 14.9% of the 599 of Amazon. Because of Amazon having given $10,000, 14.9% of that would be $1,490 towards the total remaining $20,000 needed for the estimated total cost of $30,000 of both TSP Projects R8 & R9. Staff adjusts from September 2021, the date of the DR 21-07 Planning Commission staff report, to July 2024, the latest month the aforementioned calculator made available, and this yields $1,709 rounded. Staff applies Condition T-A1b. Evergreen Road The City for DR 2019-05 Allison Way Apartments at 398 Stacy Allison Way through Condition T-A3 required a proportionate share contribution of $15,000 toward a signal/intersection study related to TSP Project R10 to alleviate the crash condition for the 67 additional PM peak hour trips added to the intersection. (The Public Works Department has not reported that there has been study. For the gas station first attempt, CU 21-02, the dollar amount of this share would have been $15,000.) CU 24-02 US Market would add 61 trips to that intersection, almost that of the apartments, and as Table 4 above shows, the intersection has a high crash rate. The proportionate share calculation is 61 gas station trips compared to 67 apartment trips, 61 / 67 = 91.0%, which when applied to $15,000 yields $13,657. Because the base amount dates from May 2020, the date of the DR 2019-05 Planning Commission staff report, staff adjusts the $13,657 for inflation to be in July 2024 dollars, the latest month the aforementioned calculator made available. This yields $16,755 rounded. Staff applies Condition T-A1c. Bus transit To further transportation demand management (TDM) through bus transit, regarding the Woodburn Transportation System (WTS) Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation staff applies a condition for fees in lieu of a bus shelter and bus stop bicycle parking. The cost is based on the City Transit Development Plan (TDP; Resolution No. 2213 on June 12, 2023). (The TDP follows the Transit Plan Update, also known as the Transit Update Plan, adopted via Resolution No. 1980 on November 8, 2010.) TDP Fig. 68 from p. 94, footnote 6, estimated $15,000 for a bus stop improved with a shelter. 214 173 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 33 of 85 Staff adjusts from June 2023 to July 2024, the latest month the aforementioned calculator made available. Staff had determined the cost of bus stop bicycle parking was $510.20 through ANX 2019-01 Woodburn Eastside Apartments (known Woodburn Place Apartments), and staff adjusts from October 2020 to July 2024. Staff applies Condition T-T. The conformance of the proposed use with applicable Comprehensive Plan policies; and” Staff applies conditions in support of Comprehensive Plan Policies: Policy Page Policy & Analysis Residential Land Development and Housing: D-1.9 15 “Industrial and commercial uses that locate adjacent to a residential area should buffer their use by screening, design, and sufficient setback that their location will not adversely affect the residential area.” The site is abouts two houses in Woodburn Senior Estates to the southeast and a three-story condominium building, Panor 360, to the southwest. East across Oregon Way are three more houses in the Estates. Conditions address the policy and thereby address CU criterion 3, factor d. The conditions also address factors among c1)-5) & e, the ones addressing: • Front yard landscaping that has more trees and shrubs • Architectural Wall (AW) along the southeast and southwest property lines abutting the properties with the two houses and the condominium building • Lights on number and placements of exterior light fixtures • Gas station operations – including regarding noise; hours of operation of the convenience store and vacuums; trash; and fuel pump vehicle queuing • Lighting regarding electronic changing imagery within front yard signage. Commercial Land Development and Employment: F-1.2 24 “Lands for high traffic generating uses (shopping centers, malls, restaurants, etc.) should be located on well improved arterials. The uses should provide the necessary traffic control devices needed to ameliorate their impact on the arterial streets.” 215 174 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 34 of 85 Policy Page Policy & Analysis A gas station is a high traffic generating use, and its proposed site is at the corner of a state highway and a street, the developer being conditioned to upgrade the street frontage. A T transportation condition secures transportation mitigation fees as examined under CU factor 6) about vehicular traffic and as different means of meeting the intent of the Comprehensive Plan policy than changing the traffic signal at the highway intersection with Oregon Way. F-1.3 24 “Strip zoning should be discouraged as a most unproductive form of commercial land development. Strip zoning is characterized by the use of small parcels of less than one acre, with lot depths of less than 150 feet and parcels containing multiple driveway access points. Whenever possible, the City should encourage or require commercial developments which are designed to allow pedestrians to shop without relying on the private automobile to go from shop to shop. Therefore, acreage site lots should be encouraged to develop "mall type" developments that allow a one stop and shop opportunity. Commercial developments or commercial development patterns that require the use of the private automobile shall be discouraged.” The two lots total 1.42 acres with highway and Oregon Way frontages of 265 and 178 ft respectively. Conditions implement access management to not increase the number of driveways within the development and across successive developments along the major thoroughfares that are the spines of the CG zoning district. Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. F-1.4 24 “Architectural design of commercial areas should be attractive with a spacious feeling and enough landscaping to reduce the visual impact of large expanses of asphalt parking areas. Nodal and mixed use village commercial areas should be neighborhood and pedestrian oriented, with parking to the rear or side of commercial buildings, and with pedestrian connections to neighboring residential areas.” 216 175 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 35 of 85 Policy Page Policy & Analysis Conditions make a dent in large expanses of asphalt parking areas through more trees in yards along streets and hedge or shrubbery screening parking areas from streets. Conditions require minimum window area on street-facing walls for attractiveness, and wide walkways connecting sidewalks with all building main entrances on the site. An objective is to make a gas station development less ugly than it might otherwise be. F-1.6 25 “Commercial office and other low traffic generating commercial retail uses can be located on collectors or in close proximity to residential areas if care in architecture and site planning is exercised. The City should ensure by proper regulations that any commercial uses located close to residential areas have the proper architectural and landscaping buffer zones.” The WDO and conditions secure care in architecture and site planning for the commercial development close to residential area to the southeast and southwest through a combination of wall, slatted fencing, vegetation, and height limits on light poles and wall-mounted lights. Transportation: H-1.1 33 “Develop an expanded intracity bus transit system that provides added service and route coverage to improve the mobility and accessibility of the transportation disadvantaged and to attract traditional auto users to use the system.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. Conditions also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. 217 176 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 36 of 85 Policy Page Policy & Analysis H-1.3 34 “Develop a low stress network of bicycle lanes and routes that link major activity centers such as residential neighborhoods, schools, parks, commercial areas and employment centers. Identify off- street facilities in City greenway and park areas. Ensure all new or improved collector and arterial streets are constructed with bicycle lanes.” Conditions induce cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-1.4 34 “Develop a comprehensive network of sidewalks and off-street pathways. Identify key connections to improve pedestrian mobility within neighborhoods and link residential areas to schools, parks, places of employment and commercial areas. Ensure all new collector and arterial streets are constructed with sidewalks.” Conditions induce walking and cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-2.3 34 “Encourage multi-model transportation options, including park- and-ride facilities, carpooling, and use of transit services.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. 218 177 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 37 of 85 Policy Page Policy & Analysis They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-2.5 34 “Provide inter-parcel circulation through crossover easements, frontage or backage roads, or shared parking lots where feasible.” DR conditions secure access management based on WDO 3.04.03 and Table 3.04A. H-3.1 35 “Continue coordination with ODOT to improve safety on state facilities within the City and citywide access management strategies.” CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-3.2 35 “Implement strategies to address pedestrian and bicycle safety issues, specifically for travel to and from local schools, commercial areas, and major activity centers.” Conditions induce walking and cycling by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-4.1 35 “Evaluate the feasibility of various funding mechanisms, including new and innovative sources.” 219 178 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 38 of 85 Policy Page Policy & Analysis CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-5.1 35 “Implement, where appropriate, a range of potential Transportation Demand Management (TDM) strategies that can be used to improve the efficiency of the transportation system by shifting single-occupant vehicle trips to other models [sic] and reducing automobile reliance at times of peak traffic volumes.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. Natural … Resources: J-1.1 40 Outside of designated floodplains and riparian corridors, developers should be required to leave standing trees in developments where feasible.” See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis relating to Significant Tree removal mitigation. A condition secures contribution to the City tree fund. Energy Conservation: M-1.2 49 “The City shall increase its commitment to energy conservation, including alternative energy vehicles, increased recycling, and reduction in out-of-direction travel. … 220 179 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 39 of 85 Policy Page Policy & Analysis CU conditions induce walking and cycling by requiring a wide landscape strip and wide sidewalk and trees in the yards abutting the highway and the street. A wider, shadier sidewalk along Oregon Way induces more walking and cycling trips and by reducing vehicle trips lowers risk of collisions. Conditions limit number of exterior light fixtures. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity.” The City Engineer through Attachment 102A did not identify any deficiencies of or threats to public infrastructure in regards to factor b. of the third CU criterion – subsection B.3b – and the proposal sketches street improvements, construction level details to be determined in conformance with the conditions of approval and in concert with the Oregon Dept. of Transportation (ODOT). Staff applies conditions regarding chiefly a few main topics to ensure compatibility of the development: a. WDO conformance; b. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store, through CU conditions; c. Traffic mitigation through a transportation condition – a condition; and d. Aesthetics as examined above for 3c5), both on-site and through Street Adjustment SA 24-01 regarding Oregon Way frontage, especially landscape strip and sidewalk. Table CU-3 CU Condition CU Criteria/Factors Reasons CU1 3c, 3c5), 3e • To have the Oregon Way front yard, the yard closest to nearby houses, look more attractive from the street. • To delineate the route from Oregon Way to the northeast commercial office main entrance. • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers. 221 180 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 40 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons CU2 3b, 3c, 3c4), 3c6) • Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. • One stall per tenant space seems more reasonable • If bicycle parking is adequate, tenants and customers are more likely to make use of it, contributing to traffic reduction and better air quality. CU3 3c, 3c5) • To ensure that landscape areas are just that and mostly green, not mostly bark dust. • To reduce the urban heat island effect. • To screen at-grade electrical transformers and other equipment. • To provide for variety of trees, specifically to have a few evergreens that can grow large for habitat and for visual wayfinding. CU4 3a, 3c, 3c5), 3e • The proposal is whole redevelopment of a demolished site. • There is room within the proposed site plan to omit the northernmost parking space for deeper highway front yard landscaping. • Regarding the highway frontage, invite the Oregon Dept. of Transportation (ODOT) and the City Public Works Dept. Engineering Division, one or both of which would have de facto jurisdiction over the streetside public utility easement (PUE) of 10-foot width per WDO Fig. 3.01B “Major Arterial”, to agree to the planting of trees within the streetside PUE, allowing the applicant to keep the depth of proposed south site perimeter landscaping as is. • Have trees in the Oregon Way front yard complementing the street trees, making the frontage more pedestrian-friendly. 222 181 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 41 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers by providing along the lawn a tiny plaza in which a bench that is both proposed and required bench can be sited. • To provide ample, paved, and covered outdoor common area for the southwest commercial office building tenants in the rear south yard large enough to fit a table and chairs away from door swing. CU5 3c, 3c5) • To establish clear standards for the required Architectural Wall (AW). • To require that the AW be 9 ft, the maximum height per WDO 2.06.02 and what the Planning Commission ordered for CU 21-02, to provide a better buffer/screen from Panor 360, the three- story condominium building at 950 Evergreen Road. • Staff allows a portion of an AW to consist of cedar wood to allow the developer to shave some construction cost. This is in keeping with precedent established for the AW at 1750 Park Avenue and recently the Commission approval of CU 24-01 for the US Market gas station at 2115 Molalla Road. The use of cedar wood is not precluded by WDO 3.06.06B. • An AW is practical and makes the development compatible with the adjacent two houses and the Panor 360 condominium building, thereby meeting a part of the CU purpose statement in 5.03.01A. CU6 3c, 3c5) • To prevent “value engineering” or similar: the developer omitting improvements that neither the WDO requires nor are conditioned, but the City expected per the land use review site plan, including minimum percentage % window areas on building elevations and a single small window in the angled northeast elevation of the convenience store, as well as some masonry cladding at the base along much of the front and the sides of the convenience store, and sheltering from the elements at building main entrance and employee side doors. 223 182 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 42 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To require some WDO 3.07.06B architectural provisions that are “should’s” for Type III land use reviews into “shall’s”. • Regarding the fuel pump canopy, acknowledging that federal highway clearances range from 14-16 feet, with the lower end more common along state highways, a canopy with 16 ft of clearance is practical and safe even for box trucks and recreation vehicles (RVs). CU7 3a, 3c, 3c2), 3c5), 3e • Same as the WDO 3.11.01A purpose statement. • At gas stations generally, fuel pumps come with fixed canopies with high ceilings and many ceiling lights, sometimes with neon-like exterior trim. • The development would be next to two houses and a three-story condominium building. • Whatever one’s feelings and perceptions of safety from crime, gas stations and convenience store fronts are lit. Lighting by itself doesn’t prevent assault or theft. • To avoid lighting annoyances to neighbors as well as to passers-by on the sidewalks. CU8 3c, 3c1), 3c5), 3e • To preclude audible advertising from pump speakers – in other words, those loud obnoxious video ads that play while refueling at some gas stations – reaching apartment patios and balconies and through windows. • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life. • To allow reasonable hours for use of vacuums and reasonable placement of tire pumps and vacuums away from residences. No particular Planning Division permit is required for such equipment, so a condition of approval is the only regulatory way to address their noise outside of the Ordinance No. 2312 (April 8, 2002). (Staff goes easy on any tire pump that might appear because motorists expect a gas station any time of day or night to have a pump available and working when their car tires suddenly need air.) 224 183 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 43 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • Because convenience stores can at times, especially at night, attract customers or would-be customers who are homeless, as well as wayward juveniles, and because the noise associated with interacting with such persons can reasonably be expected to cause nuisance to residential neighbors, it is reasonable to require closure of the convenience store for much of the night for hours similar to that of other convenience stores not open 24/7, for example, the US Market at 1030 Broadway NE, Salem, OR and the recently approved CU 24-01 US Market at 2115 Molalla Road conditioned with the same hours as CU 24-02, it being surrounded by residential development. The Woodburn gas stations that have stores open 24/, though clustered at the west side of town at I-5, are surrounded by commercial properties. The proposed convenience store might not have been open 24/7 anyway. • Limiting the convenience store hours is especially justified because the development would abut two houses and a three-story condominium building. • For customers of the convenience store not getting gas, especially those coming and going on foot or by bicycle, to provide a trash can to lessen temptation to litter at or in the right-of-way. • Regarding the part of a condition about vehicle queuing, to provide for orderly arrival of vehicles at the pump and to provide for organized queuing when needed to lessen motorist frustration and honking. • The conditioned hours of operation, trash receptacle, and prohibitions of audible audio visual advertising and electronic changing imagery other than fuel prices within signage are practical and make the development compatible with the adjacent residences, thereby meeting a part of the CU purpose statement in 5.03.01A. CU9 3c, 3c2), 3c5), 3e • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life, including at the gas pumps. 225 184 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 44 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • The presence of front yard permanent signage that is permissible per WDO 3.10 that would brand the gas station and have fuel prices is enough to catch the attention of would-be customers, and electronic changing imagery within the sign face that is on 24/7 is unnecessary to identify the development or attract customers. • Electronic changing image advertising is of no need during convenience store closure. • Regarding lighting, the same as the WDO 3.11.01A purpose statement and the same intent as Ordinance No. 2338 (June 9, 2003), Sect. 5A (as amended by Ordinance No. 2522 September 22, 2014). • An unnecessary distraction to highway and Oregon Way motorists is precluded, particularly helpful during the evening and at night. In order to secure the development meeting criteria 2 & 3, staff conditions. 226 185 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 45 of 85 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions SA Provisions 5.02.04 Adjustment to Street Improvement Requirements (“Street Adjustment”) A. Purpose: The purpose of a Type II Street Adjustment is to allow deviation from the street standards required by Section 3.01 for the functional classification of streets identified in the Woodburn Transportation System Plan. The Street Adjustment review process provides a mechanism by which the regulations in the WDO may be adjusted if the proposed development continues to meet the intended purposes of Section 3.01. Street Adjustment reviews provide discretionary flexibility for unusual situations. They also allow for alternative ways to meet the purposes of Section 3.01. They do not serve to except or exempt from or to lessen or lower minimum standards for ROW improvements, with exceptions of subsections B & H. A Street Adjustment is for providing customized public improvements that substitutes for what standards require, while a Variance is for excepting or exempting from, lessening, or lowering standards, with exceptions of subsections B & H. A Street Adjustment for a development reviewed as a Type I or II application shall be considered as a Type II application, while development reviewed as a Type III application shall be considered a Type III application. B. Applicability: Per the Purpose subsection above about improvements, and regarding ROW Street Adjustment may be used to narrow minimum width. Regarding alleys or off-street bicycle/pedestrian corridor or facility standards, see instead Zoning Adjustment. C. Criteria: 1. The estimated extent, on a quantitative basis, to which the rights-of-way and improvements will be used by persons served by the building or development, and whether the use is for safety or convenience; 2. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to meet the estimated extent of use by persons served by the building or development; 3. The estimated impact, on a quantitative basis, of the building or development on the public infrastructure system of which the rights-of-way and improvements will be a part; 4. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to mitigate the estimated impact on the public infrastructure system. 5. The application is not based primarily on convenience for a developer or reducing civil engineering or public improvements construction costs to a developer. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 227 186 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 46 of 85 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such. D. Minimum Standards: To ensure a safe and functional street with capacity to meet current demands and to ensure safety for vehicles, bicyclists and pedestrians, as well as other forms of non-vehicular traffic, the minimum standards for rights-of-way and improvements for Boundary and Connecting Streets per Sections 3.01.03C & D continue to apply. Exempting from or lessening or lowering those standards shall require a Variance. Deviation from applicable public works construction code specifications would be separate from the WDO through process that the Public Works Department might establish. E. Factors: Street Adjustment applications, where and if approved, shall have conditions that customize improvements and secure accommodations for persons walking and cycling, not only driving, that meet the purposes of Section 3.01. The City may through approval with conditions require wider additional ROW dedication along the part or the whole of an extent of the subject frontage to accommodate either adjusted improvements or improvements that vary from standards. F. Bicycle/pedestrian facility: If and where a Street Adjustment application requests to substitute or omit one or more required bicycle facilities, such as bicycle lanes, and the City approves the application, then the following should apply: For each substitute or omitted facility, the developer would construct a minimum width 8 feet bicycle/pedestrian facility on the same side of street centerline as the substituted or omitted facility. The City may condition wider. G. Landscape strip: If and where a Street Adjustment application requests to adjust one or more required landscape strips from between curb and sidewalk, and the City approves the application, then the list below should apply. This subsection is not applicable to bridge / culvert crossing. 1. Sidewalk: Construction of sidewalk minimum width 8 feet on the same side of street centerline as the adjusted landscape strip. The City may condition wider. 2. Planting corridor: For each landscape strip that is relocated, delineation and establishment of a street tree planting corridor along the back of sidewalk in such a way as to allow newly planted trees to not conflict with any required streetside PUE to the extent that the Public Works Department Engineering Division in writing defines what constitutes a conflict. To give enough room for root growth, the corridor minimum width would be either 6 feet where along open yard or 7 ft where it would be flush with a building foundation. This would include installation of root barriers between the trees and street centerline to public works construction code specification. 3. ROW: Where necessary to meet the above standards, dedication of additional ROW even if the additional is more than the minimum additional dedication that Section 3.01 requires. 4. Planting in ROW required: Street trees would not be planted in the yard outside ROW. H. If the applicable Boundary Street minimums are the lesser minimums for residential development of 4 or fewer dwellings and where no land division is applicable, as Section 3.01.03C.2 allows, then allowed adjustment is: … I. Plan review: An applicant shall submit among other administratively required application materials scaled drawings, including plan and cross section views, of proposed street improvement widths, extents, and details as well as existing conditions and proposed development site plans that include 228 187 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 47 of 85 property and easement lines and physical features some distance beyond the boundaries of the subject property for fuller context. What would have been the standard cross sections are below: Figure 3.01A – Internal, Boundary, and Connecting Streets Figure 3.01B – Major Arterial (Oregon Hwy 214 / Newberg Hwy) 229 188 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 48 of 85 Figure 3.01E – Access Street (Oregon Way) The application materials include a Street Adjustment narrative (“Exception to Street Right of Way Narrative”) dated February 5, 2024 and submitted February 8, 2024. Regarding criterion 1, the applicant’s narrative 2) states: “The existing frontages on Hwy 214 and Oregon Way meet the WDO standards with the exception of the landscape strip and sidewalk being reversed. On Hwy 214 conforming strictly to the WDO standards would actually narrow the road by 6’ to add a landscape strip adjacent to the roadway, see A1.1. Changing this would not affect ‘the extent to which the right of way and improvements will be used by persons served by the building or development.’” Though staff disagrees about the narrowing – of course a developer would dedicate right-of- way to fit in a landscape strip and sidewalk, not remove the right travel lane – staff otherwise concurs about no effect on the extent to which the right of way and improvements will be used by persons served by the development in the sense that there are at present and will remain the same number of vehicular lanes along both frontages, highway bicycle lane, and sidewalks. The proposed land uses of gas station and convenience store are for convenience and not safety. 230 189 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 49 of 85 Paragraph 1 Relative to Figure 3.01B, highway non-conformance is limited to lack of planter strip and street trees. Conventional traffic engineering does not address effects of development on walking and cycling as it does for vehicular trips, there is no widely recognized norm for how to address such, and the WDO provides no guidance on the topic. Second, the north frontage context is strip commercial along a heavily trafficked state highway, the kind of dangerous and noisy environment that repels pedestrian and cyclists. Those who do walk and cycle are likely those who are living nearby, the homeless, those without access to car, and those few who wish to brave existing conditions. The presence of a sidewalk is sufficient for sheer practicality for those who wish to walk along a highway or cycle outside of the bicycle lane because they don’t feel safe in a highway bicycle lane. In this context, the number of pedestrians and off-street cyclists is moot. Pedestrians and cautious cyclists can and do use the wide sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the same wide sidewalk. Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. Paragraph 2 Relative to Figure 3.01E, Oregon Way non-conformance is limited to lack of parking lane, planter strip, and street trees. Staff applies conditions that excepts only the parking lane but also requires fee in lieu of such parking. Additionally, the conditions require wider planter strip and wider sidewalk exceeding the minimums of Figure 3.01E. Like conventional development and zoning codes, the WDO requires off-street parking for almost all developments, including the subject development, so the absence of on-street parking is not of concern from this perspective. Second, pedestrians and cautious cyclists can and do use the narrow curb-tight sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the new wider sidewalk. A wide sidewalk encourages walking and cycling, particularly for cyclists afraid to ride on-street. Third, Figure 3.01E does not account for the presence of a left turn lane at intersections, and such exists because of ODOT, and given that ODOT and the Public Works Department assume its continued existence, Public Works assumes that the developer would adapt required Oregon Way half-street improvements to fit along the turn lane, and that ODOT typically asks that there be no on-street parking within a certain distance of state highway intersections, usually 50 ft, it is reasonable in this case to allow for fee in lieu of what little on-street parking a civil engineer could fit. Staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, the criterion 1 is met. 231 190 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 50 of 85 Regarding criterion 2, the applicant’s narrative 2) states: “As stated above there is no change to the extent of use from existing conditions to WDO standards, thus no improvements are needed to meet the estimated use, beyond those shown on the submitted plans. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 2 is met. Regarding criterion 3, the applicant’s narrative 3) states: “The extent to which the building or development will impact the public infrastructure would be unaffected by maintaining the existing conditions vs an increased impact the change to strict conformance to the WDO requirements would create.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 3 is met. 232 191 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 51 of 85 Regarding criterion 4, the applicant’s narrative 3) states: “Changing to conform strictly to the WDO requirements, rather than letting the existing conditions that meet the intent of the code remain, is what would create an impact on the public infrastructure system that is unnecessary. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more. The changes needed to meet the requirements of WDO would cost approximately $140,000 and would create a discontinuity to the frontage along the affected areas. Furthermore the existing conditions provide both a sidewalk and landscape strip in of a size required by the code if not in the exact locations intended.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 4 is met. The applicant’s narrative fails to cite and address the remaining criteria, criteria 5-8: The application is not. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such.” 233 192 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 52 of 85 Regarding criterion 5, the developer’s comments cited earlier above clearly show intent to base the SA application based primarily on convenience for the developer or reducing civil engineering or public improvements construction costs to the developer. The criterion precludes this. Regarding criterion 6, at least the developer did not assert that the application is based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages, which allows staff to find the criterion met. Criterion 7 is not applicable because the developer did not propose to narrow any required right-of-way (ROW) dedication. Criterion 8 is met with conditioning of fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and conditioning of fee in lieu of Oregon Way on-street parking. About Street Adjustments in general, Planning staff adds that the Public Works Department is content with frontages along the corridor, and defers to ODOT for developments where ODOT has jurisdiction. By 2015, ODOT improved the I-5 interchange and as part of that project widened OR 214 east of the interchange to a little east of Oregon Way. As expected, the agency constructed to its own economized standards, which resulted in curb-tight sidewalk, though wide at about 8 ft, no street trees, and no burial of the south side overhead electric power lines. Also, until late 2017 and early 2018, staff approved any Street Exception (as the application type was then termed) that a developer requested, and Planning staff experience in these years was that the Public Works Department prefers curb-tight sidewalk and existing conditions anyway generally beyond curbs as long as there were minimum improvements to driving area between curbs and subsurface/underground potable water, sanitary sewer, and stormwater utilities. In more recent years, Planning staff took the lead in at least imposing conditions on Street Exception and Street Adjustment approvals to get a degree of improvements and/or fees in-lieu. Regarding the highway, Planning staff years ago recognized the de facto policy decision by other departments to leave the ODOT-improved segment as is and not have individual redevelopments upgrade their frontages to have landscape strips, new sidewalk that conforms, and buried power lines redevelopment by redevelopment. The developer’s chief justification for the SA, which for CU 21-02 originally (that which the City Council denied in 2022) had proposed no upgrades of nonconforming street frontages, was convenience, saving money, and be of no profit to the gas station or commercial office enterprises. For any development, if and where the City grants Street Adjustments, it implicitly assumes the taxpayer cost of upgrading frontages itself through capital improvement projects. This guided Planning staff applying the SA criteria and conditioning. 234 193 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 53 of 85 Through both conditional use and Street Adjustment, Planning staff applies conditions that grant SA approval for both frontages, but also to give the City some public benefit for leaving the highway as is or mostly as is and for Oregon way not having required on-street parking; require the developer to make the Oregon Way frontage the best for pedestrians through wide landscape strip with street trees, wide sidewalk, and setting maximums for Oregon Way driveway width; and securing fees in-lieu. Fees in-Lieu For Condition SA1 and Attachment 202 (fee table) regarding fee in lieu of upgrading highway sidewalk to conform with Fig. 3.01B, staff derived as follows: • Poured concrete at $33.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $35.03; • Sidewalk 6 ft wide per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as sidewalk extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($35.03 x 6 x 265) x 1.5 = $83,547. Regarding fee in lieu of highway landscape strip to conform with Fig. 3.01B and 3.01.04B, staff derived as follows: • Grass at $2.21 per sq ft; • Landscape strip 5.5 ft wide, excluding curb width, per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as landscape strip extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($2.21 x 5.5 x 265) x 1.5 = $4,832. 235 194 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 54 of 85 For Condition SA2 and Attachment 202 (fee table) regarding fee in lieu of Oregon Way on-street parallel parking, staff derived as follows: • Asphalt at $15.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $15.92; • Parking stall dimensions of 8 ft wide by 22 ft long; • 3.5 parking stalls after taking the distance from in line with the south property line at Oregon Way north to the stop bar at the intersection with the highway (172 ft), then subtracting 50 ft (minimum parking distance from intersection), 30 ft (driveway and its curb flares), and 16 ft (two 8-ft long transition areas of curb at each end of parking aisle) resulting in (172 - [50+30+16]) / 22 = 3.5; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($15.92 x [8 x 22] x 3.5) x 1.5 = $14,713. Through Condition G6c and Attachment 202 (fee table) regarding fee in lieu of electric powerline burial/undergrounding to conform with WDO 3.02.04B and 4.02.12A, because as of August 14, 2024 the City has not yet adopted a fees in-lieu schedule, staff establishes a default fee the would be applicable if by the time necessary to assess the fee in order to issue building permit, the City would have not yet established this among other fees in lieu. The default fee is based on a Pacific Gas and Electric Company, a subsidiary of PG&E Corp., estimate that in general burial costs $3 million per mile (PG&E “Currents” newsletter, article “Facts About Undergrounding Electric Lines”, October 31, 2017 This equates to $3,000,000 / 5,280 ft = $568.18 rounded to $568 per foot. In order to secure the development meeting the conditional use criteria and justify Street Adjustment, staff applies conditions. 236 195 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 55 of 85 Phasing Plan Provisions 5.03.05 Phasing Plan for a Subdivision, PUD, Manufactured Dwelling Park or any other Land Use Permit A. Purpose: The purpose of a Type III Phasing Permit is to allow phased construction of development while meeting the standards of this ordinance (Sections 2 and while providing fully functional phases that develop in compliance with the tentative approval for the development. B. Criteria: The proposed phasing of development shall: 1. Ensure that individual phases will be properly coordinated with each other and can be designed to meet City development standards; and 2. Ensure that the phases do not unreasonably impede future development of adjacent undeveloped properties; 3. Ensure that access, circulation, and public utilities are sized for future development of the remainder of the site and adjacent undeveloped sites. The applicant’s phasing plan narrative dated February 2, 2024 and submitted February 8, 2024 parrots the criteria with answers almost identical to the criteria text. From the site plans, specifically Sheet A1.1a “Phasing Plan” dated February 5, 2024 and submitted February 8, 2024, staff was able to determine what the proposed phasing is: the southwest commercial office building and its immediate vicinity including north front parking constitute Phase 2. The plan notes, “The remainder of the project is considered Phase 1 including architectural screen wall”, which staff makes sure is the case through a PP condition. 237 196 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 56 of 85 Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 238 197 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 57 of 85 The phasing plan sheet makes apparent that the Phase 1 gas station – fuel pump canopy, convenience store, and northeast commercial office area – can be constructed and meet the criteria on its own. Staff applies PP conditions and CU modification one in case Phase 2 were to lag in construction, never manifest, or become the subject of a developer’s request to construct something or wholly different. These ensure criteria are met. Also, as is routine for its land use review of developments, the Public Works Department through Attachment 102A has the usual kind of infrastructure text for the development in question and that is premised on the department approach to de facto approve any development, in turn premised on the idea that during its own department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, it will coordinate with ODOT to apply specific agency and City public works requirements and have the developer make so whatever is necessary to get ODOT and Public Works Department approvals that both respect conditions of approval that the Department sees as led and administered by the Planning Division while also meeting public works requirements for public infrastructure both on-site and in ROW and public utility easements (PUEs), the “public utilities” that criterion B.3 mentions. Essentially, the Public Works Department indicates that criterion B.3 is met or can be met through Attachment 102A and its later department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, so Planning Division staff defer and concur. Lastly, City staff act on the premise that while a local government can and should deny an application that is inconsistent with applicable land use regulations, it can and should avoid denial if staff can impose reasonable conditions of approval. For virtually every land use review, staff can impose reasonable conditions of approval to avoid denial, and the review of the subject development is such a case. The legislature gives implicit support for the concept in at least two statutes. The statutes are not applicable as regulations but are relevant regarding legislative intent. ORS 197.522 “Local government to approve subdivision, partition or construction; conditions” is about partition, subdivision, and needed housing, none of which are relevant to the subject development; however, its subsection states, “A local government shall deny an application that is inconsistent with the comprehensive plan and applicable land use regulations and that cannot be made consistent through amendments to the application or the imposition of reasonable conditions of approval.” The second, OS 227.185 “Transmission tower; location; conditions” – no transmission tower being relevant to the subject development – states, “The governing body of a city or its designee may allow the establishment of a transmission tower over 200 feet in height in any zone subject to reasonable conditions imposed by the governing body or its designee”. These statutes indicate that the legislature expects local governments to apply land use conditions of approval in preference to denying. Also, neither statute defines the term 239 198 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 58 of 85 “reasonable”, and the term is elastic. Staff drafted the conditions to be reasonable and based on the characteristics of the subject development. Staff emphasizes that besides the Phasing Plan, the master or parent application type is Conditional Use, a term that says it all about the premise of conditioning. Criterion B.3 is met. 240 199 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 59 of 85 Remaining Provisions These are applicable provisions not already addressed in the application type provisions sections above. 4.01.07 Consolidated Applications An applicant may request, in writing, to consolidate applications needed for a single development project. Under a consolidated review, all applications shall be processed following the procedures applicable for the highest type decision requested. It is the express policy of the City that development review not be segmented into discrete parts in a manner that precludes a comprehensive review of the entire development and its cumulative impacts. The proposal is consolidated. In conclusion to the above analyses and findings, staff would recommend that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with conditions. 241 200 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 60 of 85 Recommendation Approval with conditions: Staff recommends that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with the conditions recommended by staff below: General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 242 201 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 61 of 85 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 243 202 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 62 of 85 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off- street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. 244 203 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 63 of 85 Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. Exhibit PP1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 245 204 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 64 of 85 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 246 205 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 65 of 85 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. 247 206 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 66 of 85 D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 248 207 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 67 of 85 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off- street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. 249 208 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 68 of 85 D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 250 209 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 69 of 85 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 251 210 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 70 of 85 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. 252 211 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 71 of 85 d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5- inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 253 212 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 72 of 85 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 254 213 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 73 of 85 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 255 214 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 74 of 85 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling- mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. 256 215 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 75 of 85 Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 257 216 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 76 of 85 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: 258 217 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 77 of 85 General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on-site motorists where and how to queue, including pumps that are self- service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: o On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. o On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 259 218 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 78 of 85 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited- service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited-service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. 260 219 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 79 of 85 CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 261 220 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 80 of 85 Conditional Use 24-02: Transportation T-A1: 1. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] 2. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] 3. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 262 221 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 81 of 85 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 263 222 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 82 of 85 Applicant Identity Applicant Ronald “Ron” James Ped, Ronald James Ped Architect, PC Applicant’s Representative n/a Landowner(s) Lal Din Sidhu (“Don” Sidhu), Woodburn Petroleum LLC Notes to the Applicant The following are not planning / land use / zoning conditions of approval, but are notes for the applicant to be aware of and follow: 1. Records: Staff recommends that the applicant retain a copy of the subject approval. 2. Fences, fencing, & free-standing walls: The approval excludes any fences, fencing, & free- standing walls, which are subject to WDO 2.06 and the permit process of 5.01.03. 3. Signage: The approval excludes any private signage, which is subject to WDO 3.10 and the permit process of 5.01.10. 4. PLA Time Limit: WDO 4.02.04B. specifies that, “A final decision on any application shall expire within three years of the date of the final decision unless: 1. a building permit to exercise the right granted by the decision has been issued; 2. the activity approved in the decision has commenced; or 3. a time extension, Section 4.02.05, has been approved. Because unrecorded re-plats lingering indefinitely have burdened staff, a condition sets sooner time limits for subsection 2. to begin and finish recordation. 5. Mylar signature: The Community Development Director is the authority that signs plat Mylars and not any of the mayor, City Administrator, Public Works Director, or City Engineer. Only one City signature title block is necessary. 6. PLA Plat Tracker: Marion County maintains a plat tracking tool at . Use it to check on the status of a recordation request to the County. City staff does not track County plat recordation. 7. Technical standards: a. Context: A reader shall not construe a land use condition of approval that reiterates a City technical standard, such as a PW standard, to exclude remaining standards or to assert that conditions of approval should have reiterated every standard the City has in order for those standards to be met. b. Utilities: A condition involving altered or additional sidewalk or other frontage/street improvement that would in the field result in displacement or relocation of any of utility 264 223 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 83 of 85 boxes, cabinets, vaults, or vault covers does not exempt the developer from having to move or pay to move any of these as directed by the City Engineer and with guidance from franchise utilities. 8. Other Agencies: The applicant, not the City, is responsible for obtaining permits from any county, state and/or federal agencies, which may require approval or permit, and must obtain all applicable City and County permits for work prior to the start of work and that the work meets the satisfaction of the permit-issuing jurisdiction. The Oregon Department of Transportation (ODOT) might require highway access, storm drainage, and other right-of-way (ROW) permits. All work within the public ROW or easements within City jurisdiction must conform to plans approved by the Public Works Department and must comply with a Public Works Right-of-Way permit issued by said department. Marion County plumbing permits must be issued for all waterline, sanitary sewer, and storm sewer work installed beyond the Public Right-of-Way, on private property. 9. Inspection: The applicant shall construct, install, or plant all improvements, including landscaping, prior to City staff verification. Contact Planning Division staff at least 3 City business days prior to a desired date of planning and zoning inspection of site improvements. This is required and separate from and in addition to the usual building code and fire and life safety inspections. Note that Planning staff are not primarily inspectors, do not have the nearly immediate availability of building inspectors, and are not bound by any building inspector’s schedule or general contractor convenience. 10. Stormwater management: The storm sewer system and any required on-site detention for the development must comply with the City Storm Water Management Plan, Public Works storm water practices and the Storm Drainage Master Plan. 11. Public Works Review: Regarding public infrastructure, consult the Public Works Department Engineering Division about when, where, and how to apply and implement Public Works construction specifications, Standard Drawings, Standard Details, and general conditions of a permit type issued by the Public Works Department. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 12. ROW: a. Dedication: The Public Works Department Engineering Division has document templates for ROW and easement dedications that applicants are to use. ROW – and public utility easement (PUE) – dedications are due prior to building permit issuance per Public Works policy. b. Work: All work within the public ROWs or easements within City jurisdiction must require plan approval and permit issuance from the Public Works Department. All public 265 224 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 84 of 85 improvements construction work must be performed in accordance with the plans stamped “approved” by the City, and comply with the City’s Standard Specifications and Standard drawings. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 13. Franchises: The applicant provides for the installation of all franchised utilities in any required easements. 14. Water: All water mains and appurtenances must comply with Public Works, Building Division, and Woodburn Fire District requirements. Existing water services lines that are not going to be use with this new development must be abandoned at the main line. The City performs required abandonment of existing water facilities at the water main with payment by the property owner. All taps to existing water mains must be done by a “Hot Tap” method and by approved City of Woodburn Contractors. The applicant shall install the proper type of backflow preventer for all domestic, lawn irrigation and fire sprinkler services. The backflow devices and meters shall be located near the city water main within an easement, unless approved otherwise by Public Works. Contact Byron Brooks, City of Woodburn Water Superintendent, for proper type and installation requirements of the backflow device at (503) 982-5380. 15. Grease Interceptor/Trap: If applicable, a grease trap would need to be installed on the sanitary service, either as a central unit or in a communal kitchen/food preparation area. Contact Marion County Plumbing Department for permit and installation requirements, (503) 588-5147. 16. Fire: Fire protection requirements must comply with Woodburn Fire District standards and requirements, including how the District interprets and applies Oregon Fire Code (OFC). Place fire hydrants within the public ROW or public utility easement and construct them in accordance with Public Works Department requirements, specifications, standards, and permit requirements. Fire protection access, fire hydrant locations and fire protection issues must comply with current fire codes and Woodburn Fire District standards. See City of Woodburn Standard Detail No. 5070-2 Fire Vault. The fire vault must be placed within the public right-of-way or public utility easement. 266 225 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 85 of 85 17. Street address assignment: The CU 24-02 redevelopment necessitates changes to street address assignment. Assume and request the following with the request form: Lot Existing Address Requested Address Tax Lot 3600 2540 Newberg Hwy Convenience store: 2540 Newberg Hwy, Ste 1 NE attached commercial office area: 2540 Newberg Hwy, Ste 2 Tax Lot 3700 2600 Newberg Hwy SW commercial office building: 2600 Newberg Hwy, with one suite number per tenant space for all tenant spaces west to east, e.g. Stes 1, 2, 3, etc. 18. Planning Division fee schedule: Additional fees are or might become applicable per the schedule: o Page 2, row “Bond or performance guarantee release or status letter”, Applicable to such held by the Planning Division, not any by the Public Works Department Engineering Division. (This usually means bonding through the Planning Division is limited to street trees and/or on-site landscaping.) o Page 2, “Civil engineering plan(s) (CEP) review, Planning Division review of Public Works Department permit application materials”. Where CEP is done through building permit review instead of a separate process prior to building permit application, Planning Division assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. o Page 2, row “Exception to when all public improvements are due / delay or deferral of frontage/street improvements”, applicable if a developer obtains Public Works Department approval of exception (delay/deferral) through WDO 3.01.02E(1) & The fee serves as an exception disincentive. If Planning Division staff see no evidence of improvements under construction or constructed based on the building permit application materials, staff will assume deferral and assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. 19. SDCs: The developer pays system development charges prior to building permit issuance. Engineering Division staff will determine the water, sewer, storm, traffic, and parks SDCs after the developer provides a complete Public Works Commercial/Industrial Development information sheet. The Engineering Division can be reached at (503) 982-5240. 267 226 ---PAGE BREAK--- Engineering & Project Delivery 190 Garfield Street ● Woodburn, Oregon 97071 Ph. 5030-982-5240 ● Fax [PHONE REDACTED] US MARKET/GAS STATION 2540 & 2600 Newberg Highway CU 24-02 Public Works Comments October 28, 2024 GENERAL NOTES: 1. The Applicant/owner, not the City, is responsible for obtaining permits from City, State, County and/or Federal agencies that may require such permit or approval. 2. Applicant to provide a storm drainage report prior to Civil Plans approval if applicable. The storm drainage report shall comply with the City of Woodburn storm master plan and ODOT’s approval for discharging the private storm system into ODOT’s system along Hwy 214 (Newberg Highway). 3. All City-maintained facilities located on private property shall require a minimum of 16-foot-wide utility easement conveyed to the City by the property owner. Provide and record the required right-of-way dedication, public utility easements, and waterline easements prior to building permit issuance if required. All water meters shall be within the right-of-way or public utility easements. 4. The Applicant shall obtain the required 1200C Erosion Control Permit from the Department of Environmental Quality prior to City issuance of permit(s), if applicable. 5. A final review of the Civil Plans will be done during the building permit application. Public infrastructure will be constructed in accordance with plans approved by public works, ODOT, and other agencies that may require the applicant to obtain permits. 6. All sanitary sewer laterals serving the proposed developments are private up to the main line. All existing sewer laterals shall be abandoned at the main if they are not going to be utilized. 7. Fire hydrant locations and fire protection requirements shall be as per the Woodburn Fire District and City of Woodburn requirements. Attachment 102A 268 227 ---PAGE BREAK--- Engineering & Project Delivery 190 Garfield Street ● Woodburn, Oregon 97071 Ph. 5030-982-5240 ● Fax [PHONE REDACTED] 8. System Development Charges shall be paid prior to building permit issuance. 9. All work within ODOT’s jurisdiction shall comply with ODOT’s permits and requirements. 10. All onsite private storm systems and sewer lateral lines shall comply with Marion County plumbing permit and requirements. 11. Storm systems for both gasoline/petroleum products spill or parking areas are not allowed to connect/discharge into the public sanitary sewer system. The private storm system on the proposed pumps area shall comply with Federal, State, and City’s regulations for containment of spills and storm discharges. 269 228 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: A1.0 COVER PAGE A1.1 SITE PLAN A1.2 EXISTING SITE & DEMO PLAN A1.3 FIRE ACCESS PLAN C1.1 GRADING PLAN C1.2 UTILITY PLAN E1.1 LIGHTING PLAN L1.1 LANDSCAPE PLAN L1.2 IRRIGATION PLAN A3.1 BLDG ELEVATIONS & RENDERINGS 270 229 Attachment 103 Sheet 1 of 6 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: 271 230 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 272 231 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT LIGHTING SCHEDULE PRINTED: LAST SAVED: PRINTED BY: LOCATION: 273 232 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 274 233 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 275 234 Attachment 103 Sheet 6 of 6 ---PAGE BREAK--- 5 v ÍÎ 99E v ÍÎ 219 v ÍÎ 99E v ÍÎ 219 v ÍÎ 214 v ÍÎ 211 v ÍÎ 214 T R A C Y L N C A N B Y L P MILL ST RYE ST KOI LN VERA LN HI GH ST PLUM LN N 2ND ST STARK ST IDAHO DR BRYAN ST TU L IP AV HIGHWAY 99E HY OATS ST RAILROAD O R EGON L P JORY ST OGLE ST HAWLEY ST ELANA WY C A SCA D E DR S M ITH DR D E E R RU N CHA T EAU D R OXFORD S T JANS EN WY T U R NBERRY A V TU KWIL A DR R O Y AV NATIONAL WY AZTEC DR SANTIAM DR CAMAS ST WILLO W A V SALLAL RD W H ITNE Y LN H A ZELNU T D R STANFIELD R D JAM E S ST BLAINE ST EV E RGR E E N R D GEORGE ST MCNAUGHT RD KING WY TOMLIN AV W ORKMAN DR MCKINLEY ST KOENER R D G R EE N V I E W DR N 3RD ST LAUREL AV HO O PER ST LEARY RD EL M ST E C LACKAMAS C R MCLAUGHLIN D R N 1ST ST EAST LI NCOLN RD W CLACKAMA S CR E LLIOTT PRAIRIE RD COMMERCE WY SERRES LN S CASCADE D R EAST HARDCASTLE RD BOONES FERRY RD GESCHWILL LN S COLUMBIA DR 219 DIMMICK LN STAFNEY LN MOLALLA RD UNION SCHOOL RD FRONT ST ARNEY RD MEADOW DR CROSBY RD BUTTEVILLE RD INGALLS LN PARR RD JENSEN RD BELLE PASSI RD CARL RD WILCO HY ARBOR GROVE RD LE BRUN RD BROWN ST PARK AV H ARRISON ST ASTOR W Y W H A Y E S ST ORE G ON WY LINCOLN ST TUK W IL A DR N 5TH ST E CLEVELAND ST GA T CH S T H A Z E LN U T DR HARDCASTLE AV COOLEY RD STUBB RD WOODLAND AV STACY ALLISON WY PROGRESS WY S PACIFIC HY MT HOOD AV WILCO HY NE W B ER G HY N PACIFIC HY PARR R D N FRONT ST E BLAINE ST A ST HIGHWAY 99E HY FRONT ST JUDY ST RYE ST TIE R RA LYNN DR UMPQUA RD CARL RD EAGLE DR J A N SEN W Y STA R K ST TU L I P AV T E N OAKS LN MIL L E R FAR M RD ME R ID IAN DR BUTTEVILLE RD SMITH D R SALLAL RD WILL OW AV W LINCOLN ST VA N D ERBECK LN AL E X A NDR A A V JUNE WY BOONES FE R R Y RD ST PANA ST COUNT R Y CLUB RD K ING WY PRINC ETON RD MAYANNA D R IRO NWOOD T R LEARY RD H E RMA N SO N ST N 6TH ST MO LALLA RD A R NE Y L N N 1ST ST N 2ND ST R EED AV HI G H ST ST LOUI S RD CROSBY RD MOUNTAIN VIEW LN DIMMICK LN LINFIELD AV KOI LN UNION SCHOOL RD OGLE ST EAST LIN COLN RD OATS ST B L Y L P JORY ST ARBOR GROVE RD R O Y AV CAMAS ST WHITN EY LN GEORGE ST KOENER RD 219 RANDOLPH R D HO O P E R ST A L S EA L P ELM ST W CLACKAMAS CR ARNEY RD SERRES LN S CASCADE D R GESCHWILL LN S COLUMBIA DR STAFNEY LN INGALLS LN JENSEN RD BELLE PASSI RD LE BRUN RD W HAYES ST WOODLAND AV LINC OLN ST BR OW N ST GATCH S T PARR RD E CLEVELAND ST HARDCASTLE AV STACY ALLISON WY ARN E Y R D COOLEY RD ASTOR WY PROGRESS WY STUBB RD BOO NES FERRY RD Y O UNG ST N FRONT ST S SETTLEMIER AV S FRONT ST EV ERG R EE N R D N SE TTLEMIER AV MT HOOD AV N PACIFIC HY MOLALLA RD BUTTEVILLE RD S PACIFIC HY v ÍÎ 219 5 Woodburn TSP Update September 2019 ¯ Figure 2 Existing Roadway Freeway Major Arterial Minor Arterial Service Collector Access Street Future Roadway Future Major Arterial Future Minor Arterial Future Service Collector Future Access Street Future Local Industrial City Boundary Urban Growth Boundary H:\21\21071 - Woodburn TSP Update\gis\TSP\02 Functional Roadway Classification.mxd - mmccormick - 5:25 PM 9/16/2019 Coordinate System: NAD 1983 HARN StatePlane Oregon North FIPS 3601 Feet Intl Data Source: City of Woodburn, Oregon Department of Transportation Functional Roadway Classification Woodburn, Oregon 0 1,000 2,000 3,000 Feet Note: Future roadway alignments are approximate and subject to further refinement. Attachment 104 276 235 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 1 of 3 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Highway: Attachment 201: Dictionary & Glossary This document defines and explains abbreviations, acronyms, phrases, and words particularly in the context of conditions of approval. • “ADA” refers to the federal Americans with Disabilities Act of 1990. • “AW” refers to Architectural Wall. • “CAE” refers to cross access easement. • “CDD” refers to the Community Development Department. • “CEP” refers to civil engineering plan review, which is a review process independent of land use review led by the Community Development Department Planning Division and that is led by the Public Works Department Engineering Division through any application forms, fees, and review criteria as the Division might establish. A staff expectation is that CEP follows land use review and approval, that is, a final decision, and as PW decides either precedes either building permit application or issuance, or is the same as the building permit review process. • “County” refers to Marion County. • “C/V” refers to carpool/vanpool. • “Director” refers to the Community Development Director. • “EV” refers to electric vehicle. • “exc.” means excluding. • “FOC” refers to face of curb. • “GFA” refers to gross floor area. • “ft” refers to feet. • “highway” refers to Oregon Highway 214 / Newberg Highway. • “max” means maximum. • “min” means minimum. • “Modal share” means the percentage of travelers using a particular type of transportation or number of trips using a type, as examples walking, cycling, riding transit, and driving. • “Modal shift” means a change in modal share. • “MUTCD” refers to Manual on Uniform Traffic Control Devices of the U.S. Department of Transportation (U.S. DOT) Federal Highway Administration (FHWA). • “NE means northeast. • “NW” means northwest. • “OAR” refers to Oregon Administrative Rules. • refers to on-center spacing, such as of trees or shrubs. • “ODOT” refers to the Oregon Department of Transportation. 277 236 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 2 of 3 • “OR 211” refers to Oregon Highway 211, which is Molalla Road. • “OR 214” refers to Oregon Highway 214, which is Newberg Highway. • “OR 99E” refers to Oregon Highway 99E, which is Pacific Highway. • “ORS” refers to Oregon Revised Statutes. • “PU” refers to plant unit as WDO Table 3.06B describes. • “PUE” refers to public utility easement, whether along and abutting public ROW (“streetside” PUE as WDO 3.02.01B describes) or extending into or across the interior of private property (“off-street” PUE as WDO 3.02.01C describes). In the context of property line adjustment (including lot consolidation), partition, or subdivision, the developer records through or with the plat. Absent this context, recordation is separate from land use review pursuant to a document template or templates established by PW. PW is the project manager for receiving, reviewing, accepting, obtaining City Council approval for, and recording legal instrument materials that a developer submits; at the same time, the developer is responsible for such instruments conforming with the WDO and land use conditions of approval. • “PW” refers to Public Works (the department) or on rare occasion public works (civil infrastructure) depending on context. • “Root barrier” refers to that illustrated by PW SS&Ds, Drawing No. 1 “Street Tree Planting New Construction”. • “ROW” refers to right-of-way. • “RPZ” refers to root protection zone, which WDO 1.02 defines. • “SE” means southeast. • “SDA” refers to site development area, the entire territory that is the subject of the land use application package. • “Shared rear lane” refers to what resembles and functions like an alley, but isn’t public ROW. • “sq ft” refers to square feet. • “SS&Ds” refers to PW standard specifications and drawings. • “Street trees” refer to trees that conform to the WDO, including 3.06.03A and Tables 3.06B & C, and that have root barriers where applicable per PW Drawing No. 1 “Street Tree Planting New Construction”. • “Substantial construction” is what WDO 1.02 defines. • “SW” means southwest. • "Tax Lot 3400" means 052W12DB03400, which is 943 Oregon Way. • “Tax Lot 3600” means 052W12DB03600, which is 2600 Newberg Hwy. • “Tax Lot 3700” means 052W12DB03700, which is 2540 Newberg Hwy. • “Tax Lot 3700” means 052W12DB03700, which is 2540 Newberg Hwy. • “Tax Lot 3500” means 052W12DB03500, which is 953 Oregon Way. • “Tax Lot 90000” means 052W12DB90000, which is 950 Evergreen Rd. • “TCE” refers to temporary construction easement. 278 237 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 3 of 3 • “TDM” refers to transportation demand management, which means according to the TSP 82), “a policy tool as well as a general term used to describe any action that removes single occupant vehicle trips from the roadway during peak travel demand periods”, and according to Wikipedia as of October 13, 2020, “the application of strategies and policies to reduce travel demand, or to redistribute this demand in space or in time.” • “TDP” means the Transit Development Plan dated June 2023 adopted by Resolution No. 2213 June 12, 2023. • “Tot.” means total. • “TPU” means the Transit Plan Update Approved Final Report dated November 8, 2010 and adopted by Resolution No. 1980. • “TSP” means the Woodburn Transportation System Plan (TSP). • “UGB” refers to the urban growth boundary. • “WDO” refers to the Woodburn Development Ordinance. • “WFD” refers to the independent Woodburn Fire District. • “WTS” refers to the Woodburn Transit Service or Woodburn Transit System. • “w/i” means within. • “w/o” means without. • “VCA” refers to vision clearance area as WDO 1.02 and 3.03.06 establish or as a specific condition establishes. 279 238 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 1 of 3 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Highway: Attachment 202: Conditioned Fees All of the following conditioned fees are due as applicable, whether or not mentioned directly by a condition of approval. Refer to Condition G3 for a dictionary/glossary, including acronyms and shorthand text. Part A. Fee Provisions 1. Any and all conditioned fees are in addition to, and not in place or as discounts of, any existing charge or fee however termed ordinarily assessed based on any existing ordinance, resolution, or administrative policy, inc. adopted fee schedules. If and when the City amends any ordinance, resolution, or administrative policy, inc. a fee schedule, to increase a charge or fee that is both the same kind of charge or fee that is conditioned, the amended charge or fee amount would exceed the amount conditioned, and the increase takes effect before the conditioned fee is due, then the developer shall pay the greater amount. 2. Payments of conditioned fees due outside the context of assessment and payment through building permit shall reference a final decision case file number and the condition of approval letter/number designation, be it in a check memo field or through a cover or transmittal letter. 3. For fees due by building permit issuance, a developer may request the Director to allocate payments the same as allowed for fees in-lieu by WDO 4.02.12A.2, specifically, to pay across issuance of two or more structural building permits for the subject development. For all administrative and logistical questions about payment of land use conditioned fees outside the context of assessment and payment through building permit, the developer is to contact the Administrative Assistant at (503) 982-5246 and refer to this attachment within the CU 24-01 US Market gas station 2115 Molalla Road final decision. For payment method citywide policy details, the developer is to contact the Finance Department at (503) 982-5222, option 1, for payment method policy details or view its webpage. 280 239 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 2 of 3 Part B. Fee Table Table 202. Conditioned Fees Condition Reference Fee Type Amount Context Timing Staff Tracking: T-A1 a. OR 214 & Country Club Rd / Oregon Way: Transportation signal timing and crash safety study fee in-lieu By year of assessment: 2024 or 2025: $18,376 2026: $19,495 2027 or later: $20,080 Fee in lieu of investigation in coordination with ODOT of corridor signal timing and coordination adjustments. (TSP R11 adjusted for inflation from Sept. 2019 to July 2024 as 2024 amount.) Building permit issuance b. I-5 interchange with OR 214: $1,709 To mitigate and to reduce vehicle crashes. (Related to TSP R8 & R9.) Building permit issuance c. OR 214 & Evergreen Rd: By year of assessment: 2024 or 2025: $16,755 2026: $17,775 2027 or later: $18,308 To reduce vehicle crashes. (Related to TSP R10.) Building permit issuance T-T Bus shelter fee in-lieu By year of assessment: 2024 or 2025: $15,464 2026: $16,406 2027 or later: $16,898 Oregon Way northbound stop (TDP Fig. 68 adjusted for inflation from June 2023 to July 2024 as 2024 amount.) Building permit issuance Bus stop bicycle parking fee in-lieu $617 EX1 & EX2 Street tree fee in-lieu For highway: $950 per tree. For EX1, assessed at minimum 9 trees. Street Adjustment SA 24-01 from standard frontage improvements, which includes existing curb-tight sidewalk. A fee in lieu of the 9 trees that WDO 3.06.03A would have Building permit issuance 281 240 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 3 of 3 Table 202. Conditioned Fees Condition Reference Fee Type Amount Context Timing Staff Tracking: required for 265 ft of frontage. For Oregon Way: $950 per tree assessed at max 4 trees. Applies to omitted street trees, or, ones missing from required number upon inspection Either building permit issuance or prior to passing final inspection / obtaining certificate of occupancy EX1 Fee in lieu of highway landscape strip $4,832 A fee for sidewalk that SA 24-01 adjusts from conformance/upgrade Building permit issuance Fee in lieu of upgrading highway sidewalk to conform $83,547 A fee for sidewalk that SA 24-01 adjusts from conformance/upgrade Building permit issuance EX2 Fee in lieu of upgrading street to have on-street parallel parking per Fig. 3.01E $14,713 A fee for on-street parking that SA 24-01 adjusts from conformance/upgrade Building permit issuance G6c through this Attachment 202 City tree fund $2,850 Existing City tree fund (for new trees in City ROWs and in parks and on other City properties) Building permit issuance G6c & D6 Fees in lieu per WDO 3.02.04B through WDO 4.02.12. Per Part A Fee Provisions above, City ordinance, resolution, or policy. * WDO 4.02.12 *If by the time necessary to assess in order to issue building permit, the City would have not yet established the fee in lieu of electric power line burial/ undergrounding, then the fee would default to $568 per lineal ft of line assessed at minimum 265 ft. Per WDO 4.02.12A: Building permit issuance Refer to Planning Division fee schedule for fees relating to civil engineering plan (CEP) review; inspections; bond / bonding / performance guarantee deferring street improvements beyond building permit issuance; and bond release letter. [General ledger (GL) account [PHONE REDACTED] “Developer Contributions”.] 282 241 ---PAGE BREAK--- Staff Report To: Planning Commission Through: Chris Kerr, AICP, Community Development Director From: Colin Cortes, AICP, CNU-A, Senior Planner Meeting Date: August 22, 2024 (Prepared August 15, 2024) Item: 2540 & 2600 Newberg Hwy (Oregon Hwy 214), “US Market gas station” (CU 24-02) Tax Lot(s): 052W12DB03700 (primary) & 3600 Table of Contents ISSUE BEFORE THE PLANNING COMMISSION 1 EXECUTIVE SUMMARY 2 RECOMMENDATION 6 CONDITIONS OF APPROVAL 6 ACTIONS 28 ATTACHMENT LIST 28 Issue before the Planning Commission Conditional Use 24-02 (Type III) and related applications for a gas station with convenience store, known as US Market, in the Commercial General (CG) zoning district at the southwest corner of Newberg Highway & Oregon Way: Commission decision. City Council January 27, 2025 Attachment 3 283 242 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 2 of 28 Executive Summary Location The proposal is to redevelop two lots totaling 1.42 acres at 2540 & 2600 Newberg Highway (Oregon Highway 214). The subject property is located at the southwest corner of the intersection of the highway and Oregon Way. To the southeast, it abuts two houses in Woodburn Senior Estates and to the southwest, Panor 360, which is a three-story condominium building. Existing Context The subject property is zoned Commercial General (CG) and was occupied by two vacant bank buildings, now demolished. County aerial 2021; Subject property outlined in green 284 243 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 3 of 28 County aerial 2023; Subject property outlined in green Design Review The applicant proposes redevelopment into the US Market gas station, a conventional gas station with a convenience store of 4,110 square feet (sq ft), six gas pump islands with 12 pumps total, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and as Phase 2 a southwest commercial office building of 5,000 sq ft. Conditional Use The applicant/developer applied for a conditional use (CU) for the gas station because it is within 200 feet of residentially zoned property. A “conditional” use is called such because it’s conditional upon discrete approval by the City, and the City can condition physical or operation aspects of a proposal, including on issues particular to the case at hand and above and beyond what Woodburn Development Ordinance (WDO) provisions directly address. 285 244 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 4 of 28 The Proposal Staff and the developer have worked to produce a good site development by focusing on: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. The staff analyses and findings (Attachment 102), especially the Conditional Use Provisions section, provides much more detail, and the recommended conditions of approval secure the above things. Site Plan The development is phased into Phases 1 & 2, the second being the southwest commercial office building. Site plan excerpts follow on the next page(s), and a larger version is among the attached site plans (Attachment 103). 286 245 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 5 of 28 Staff finds that the proposal meets applicable Woodburn Development Ordinance (WDO) provisions per the analyses and findings (Attachment 102). Landscape Plan Excerpt Prior to Revision per Conditions of Approval 287 246 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 6 of 28 Recommendation Approval: Staff recommends that the Planning Commission consider the staff report and attachments and approve the consolidated applications package with the conditions that staff recommends. Conditions of Approval The conditions are copied from towards the end of the analyses and findings (Attachment 102): General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 288 247 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 7 of 28 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 289 248 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 8 of 28 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off- street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. 290 249 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 9 of 28 Exhibit PP1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 291 250 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 10 of 28 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 292 251 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 11 of 28 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. 293 252 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 12 of 28 D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 294 253 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 13 of 28 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off- street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. 295 254 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 14 of 28 D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 296 255 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 15 of 28 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 297 256 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 16 of 28 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. 298 257 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 17 of 28 d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5- inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 299 258 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 18 of 28 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 300 259 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 19 of 28 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 301 260 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 20 of 28 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling- mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. 302 261 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 21 of 28 Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 303 262 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 22 of 28 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: 304 263 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 23 of 28 General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on-site motorists where and how to queue, including pumps that are self- service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 305 264 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 24 of 28 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited- service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited-service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. 306 265 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 25 of 28 CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 307 266 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 26 of 28 Conditional Use 24-02: Transportation T-A1: a. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] b. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] c. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 308 267 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 27 of 28 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 309 268 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 28 of 28 Actions The Planning Commission may instead act on the land use application to: 1. Approve with modified conditions, or 2. Deny, based on WDO criteria or other City provisions. If the Planning Commission were to act upon the recommendation, staff would prepare a “final decision” document for signature by the Commission chair in the days following the hearing. Attachment List 101. Marked Tax Map 102. Analyses & Findings 102A. Public Works comments (August 13, 2024; 2 pages) 103. Application materials / site plans / elevations (June 10, 2024; 6 sheets) 104. Transportation System Plan (TSP) Fig. 2 “Functional Roadway Classification” 201.* CU 24-02 US Market Gas Station: Dictionary & Glossary 202. CU 24-02 US Market Gas Station: Conditioned Fees *The 200 series of attachments are details for the conditions of approval. 310 269 ---PAGE BREAK--- Attachment 102 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 1 of 85 CU 24-02: Analyses & Findings This attachment to the staff report analyzes the application materials and finds through statements how the application materials relate to and meet applicable provisions such as criteria, requirements, and standards. They confirm that a given standard is met or if not met, they call attention to it, suggest a remedy, and have a corresponding recommended condition of approval. Symbols aid locating and understanding categories of findings: Symbol Category Indication Requirement (or guideline) met No action needed Requirement (or guideline) not met Correction needed Requirement (or guideline) not applicable No action needed • Requirement (or guideline) met, but might become unmet because of condition applied to meet separate and related requirement that is not met • Plan sheets and/or narrative inconsistent • Other special circumstance benefitting from attention Revision needed for clear and consistent records Deviation: Planned Unit Development, Zoning Adjustment, and/or Variance Request to modify, adjust, or vary from a requirement Section references are to the Woodburn Development Ordinance (WDO). Table of Contents Project Name & Case File Numbers 2 Location 2 Land Use & Zoning 2 Statutory Dates 3 Design Review Provisions 4 Conditional Use Provisions 25 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions 45 Phasing Plan Provisions 55 Remaining Provisions 59 311 270 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 2 of 85 Recommendation 60 Applicant Identity 82 Notes to the Applicant 82 Project Name & Case File Numbers The applicant submitted the project name US Market. The land use application master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. The subject property is composed of two lots, and the developer of the proposed strip commercial development proposes no Property Line Adjustment (PLA) or lot consolidation. The gas station development is: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), 6 pump islands with 12 pumps, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), as Phase 2 a southwest commercial office building of 5,000 sq ft. Location Address(es) 2540 & 2600 Newberg Hwy (SW corner of Oregon Hwy 214 / Newberg Hwy & Oregon Way) Tax Lot(s) 052W12DB03700 (primary) & 3600; respectively 0.95 & 0.47 acres, totaling 1.42 acres Nearest intersection Oregon Hwy 214 / Newberg Hwy & Oregon Way Land Use & Zoning Comprehensive Plan Land Use Designation Commercial Zoning District Commercial General (CG) Overlay District(s) none Existing Use(s) None following demolition of two vacant bank buildings no later than 2022 312 271 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 3 of 85 For context, the comprehensive plan land use map designations and zoning are illustrated below with excerpts from the City geographic information system (GIS) and the zoning is tabulated further below: Comprehensive Plan land use map excerpt Zoning map excerpt Cardinal Direction Adjacent Zoning North Across OR Hwy 214: Commercial General (CG) East Across Oregon Way: Retirement Community Single Family Residential (R1S) South East to west: R1S (943 & 953 Oregon Way; houses) and CG (950 Evergreen Rd; Panor 360 condominiums) West CG (950 Evergreen Rd; Panor 360 condominiums; and 2620 Newberg Hwy; Dairy Queen) Statutory Dates Application Completeness July 3, 2024 120-Day Final Decision Deadline October 31, 2024 per Oregon Revised Statutes (ORS) 227.178. (The nearest and prior regularly scheduled City Council date would be October 28, 2024. 313 272 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 4 of 85 Design Review Provisions DR Provisions Volume 1 Organization and Structure 1.04 Nonconforming Uses and Development The developer already obtained demolition permits from the Building Division, and the site is cleared. Because the proposal is full redevelopment, nonconformance of private, on-site improvements is not an applicable concept and the development will conform to the WDO and conditions of approval. Regarding nonconforming public street improvements, staff further addresses this nonconformance under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. Not applicable. Volume 2 Land Use Zoning and Specified Use Standards 2.03 Commercial Zones 2.05 Overlay Districts 2.06 Accessory Structures 2.07 Special Uses 2.08 Specific Conditional Uses Uses Allowed in Commercial Zones Table 2.03A Use Zone Accessory Uses Conditional Uses (CU) Permitted Uses Special Permitted Uses Specific Conditional Uses (SCU) CG B Commercial Retail and Services 2 Automotive maintenance and gasoline stations, including repair services CU3 6 Business services P 16 Office and office services and supplies P 19 Printing, publishing, copying, bonding, finance, insurance, medical, data processing, social assistance, legal services, management, and corporate offices P 20 Professional services P 3. Allowed outright if not within 200 feet of residentially zoned properties 314 273 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 5 of 85 A proposed use is a gasoline station, hereafter referred to as gas station. Because it is within 200 ft of residentially zoned property – 943 & 953 Oregon Way to the southeast that is zoned R1S, for the subject property the use and its convenience store remain a conditional use. Commercial office is a permitted use. Commercial General (CG) - Site Development Standards Table 2.03C Lot Area, Minimum (square feet) No minimum Lot Width, Minimum (feet) No minimum Lot Depth, Minimum (feet) No minimum Street Frontage, Minimum (feet) No minimum Front Setback and Setback Abutting a Street, Minimum (feet) 5 1 Side or Rear Setback, Minimum (feet) Abutting RS, R1S, or RM zone 10 4 Abutting CO, CG, DDC, NNC, P/SP, IP, SWIR, or IL zone 0 or 5 4, 5 Setback to a Private Access Easement, Minimum (feet) 1 Lot Coverage, Maximum Not specified 2 Building Height, Maximum (feet) Primary or accessory structure Outside Gateway subarea 70 Western Gateway subarea 50 Eastern Gateway subarea 40 Features not used for habitation 100 1. Measured from the Street Widening Setback (Section 3.03.02), if any 2. Lot coverage is limited by setbacks, off-street parking, and landscaping requirements. 3. Only allowed in the Gateway Overlay District 4. A house of worship shall be set back at least 20 feet from a property line abutting a residential zone or use. 5. A building may be constructed at the property line, or shall be set back at least five feet. The site plans and elevations show that the proposed development conforms with the basic development standards that Table 2.03C contains. 315 274 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 6 of 85 2.05 Overlay Districts 2.05.02 Interchange Management Area Overlay District Figure 2.05B – Interchange Management Area Boundary and Subareas (with subject property at NE marked in green) For those aware of the Interchange Management Area Overlay District (IMA), the above WDO figure marked to show the subject property confirms that the property lies just outside the IMA, that is, the property is not in the IMA. (Also, none of the other overlay districts are applicable.) Not applicable. 2.06 Accessory Structures 2.06.02 Fences and Walls Regarding the “Architectural Wall” as a buffer or screen wall per 3.06.05 to the standards of 3.06.06 and any fence or fencing the developer would build and install, a condition or conditions of approval would secure conformance, as well as a fence permit application type per 5.01.03 “Fence and Free Standing Wall”. 316 275 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 7 of 85 In order to secure conformance to 2.06.02, staff applies a condition or conditions. 2.06.03 Structures Within the proposal, which is phased development, neither phase includes accessory structures such as sheds, making this WDO section not applicable; however, even if the fuel pump canopy were considered an accessory structure instead of a primary one, it remains proposed more than 5 ft away from a property line. (Other WDO sections address the proposed trash enclosure.) Not applicable. 2.07 Special Uses 2.07.08 Facilities During Construction This is not directly relevant to land use review. Contractor behavior is to conform during construction. No condition of approval is necessary to reiterate the requirement. Not applicable. 2.08 Specific Conditional Uses None relate to a gas station. Not applicable. Volume 3 Development Guideline and Standards 3.01 Streets Regarding public street improvements, staff further addresses this under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. SA: Staff further addresses public street improvements further under the Street Adjustment Provisions section (under criterion 3, factor 3.02 Utilities and Easements 3.02.01 Public Utility Easements A. The Director shall require dedication of specific easements for the construction and maintenance of municipal water, sewerage and storm drainage facilities located on private property. 317 276 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 8 of 85 B. Streetside: A streetside public utility easement (PUE) shall be dedicated along each lot line abutting a public street at minimum width 5 feet. Partial exemption for townhouse corner lot: Where such lot is 18 to less than 20 feet wide, along the longer frontage, streetside PUE minimum width shall be 3 feet; or, where the lot is narrower than 18 feet, the longer side frontage is exempt from streetside PUE. C. Off-street: The presumptive minimum width of an off-street PUE shall be 16 feet, and the Public Works Director in writing may establish a different width as a standard. E. As a condition of approval for development, including property line adjustments, partitions, subdivisions, design reviews, Planned Unit Developments (PUDs), Street Adjustments, Zoning Adjustments, or Variances, the Director may require dedication of additional public easements, including off-street public utility easements and other easement types such as those that grant access termed any of bicycle/pedestrian access, cross access, ingress/egress, public access, or shared access, as well as those that identify, memorialize, and reserve future street corridors in place of ROW dedication. F. Streetside PUE maximum width: 1. Purpose: To prevent developers and franchise utilities from proposing wider than minimum streetside PUEs along tracts or small lots after land use final decision; to prevent particularly for a tract or lot abutting both a street and an alley; to encourage developers to communicate with franchise utilities and define streetside PUE widths during land use review and hew to what is defined; to avoid overly constraining yards, and to avoid such PUEs precluding front roofed patios, porches, or stoops. 2. Standards: Exempting any lot or tract subject to Figure 3.01B “Major Arterial”, the following standards are applicable to a lot or tract with: a. No alley or shared rear lane: 8 feet streetside. b. Alley or shared rear lane: Either 8 feet streetside and 5 feet along alley or shared rear lane, or, 5 feet streetside and 8 feet along alley or shared rear lane. Nothing in this section precludes a streetside PUE from variable width where necessary such as to expand around public fire hydrants. Regarding A, the Public Works Department handles this through its own conditions and processes. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). Regarding B, because the site plan calls out a streetside PUE along Oregon Way but does not indicate its width, staff applies a condition or conditions. The highway is subject to a superseding standard requiring a 10-ft wide easement: Figure 3.01B “Major Arterial”, and the site plan calls out a streetside PUE and indicates a 10-foot width. Regarding C, the Public Works Department implements this through its own permit processes, standards, and specifications, and Planning Division also staff apply a condition or conditions for WDO conformance and to deal with existing context of public utilities. Additionally, one of the two frontages is a state highway, which involves ODOT standards and permitting processes. 318 277 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 9 of 85 In order to secure conformance with Figure 3.01B and 3.02.01B & F.2, staff applies a condition or conditions. 3.02.02 Creeks and Watercourse Maintenance Easements There are no creeks or watercourses. Not applicable. 3.02.03 Street Lighting The Public Works Department handles this through its own permit processes, standards, and specifications. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). In order to secure conformance to 3.02.03, the Public Works Department might apply public works standards and specifications. 3.02.04 Underground Utilities B. Street: All permanent utility service within ROW resulting from development shall be underground, except where overhead high-voltage (35,000 volts or more) electric facilities exist as the electric utility documents and the developer submits such documentation. 1. Developments along Boundary Streets shall remove existing electric power poles and lines and bury or underground lines where the following apply: a. A frontage with electric power poles and lines is or totals minimum 250 feet; and b. Burial or undergrounding would either decrease or not increase the number of electric power poles. The developer shall submit documentation from the electric utility. Where the above are not applicable, a developer shall pay a fee in-lieu, excepting residential development that has 4 or fewer dwellings and involves no land division. 2. Fees in-lieu: Per Section 4.02.12. Because the application materials fail to show that the development would conform along the highway where electric power poles and overhead electric power lines existing, staff applies a condition or conditions. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) In order to secure conformance to 3.02.04, staff applies a condition or conditions. 319 278 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 10 of 85 3.03 Setbacks and Open Space 3.03.02 Special Setbacks This is a street widening setback. Because the development proposes and/or is conditioned to conform regarding ROW widths, the Special Setback is not applicable. Not applicable. 3.03.03 Projections into the Setback Abutting a Street 3.03.04 Projections into the Side Setback 3.03.05 Projections into the Rear Setback Because the development is strip commercial with conventional setbacks that meet or exceed zoning minimums, there are no projections. Were that to change later, the developer would still have to demonstrate conformance and the development conform. Not applicable. 3.03.06 Vision Clearance Area The application materials indicate that the applicant is aware of and intending to conform regarding driveways and the building closest to the site NE corner, which is the SW corner of the highway and Oregon Way, because the NE building (the convenience store and attached NE commercial office) is notched at the NE to keep out of the vision clearance area (VCA) or sight triangle. The building isn’t near any driveway. (Were a site plan to fall out of conformance upon building permit application, staff would prompt the developer to correct during permit reviews.) The requirement is met. 3.04.01 Applicability and Permit A. Street Access Every lot shall have: 1. Direct access to an abutting public street, or 2. Access to a public street by means of a public access easement and private maintenance agreement to the satisfaction of the Director, revocable only with the concurrence of the Director, and that is recorded. The easement shall contain text that pursuant to Woodburn Development Ordinance (WDO) 3.04.03B.3, the public shared access (ingress and egress) right of this easement is revocable only with the written concurrence of the Community Development Director. 320 279 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 11 of 85 This standard plus the highway being a state highway affects access management. A main reason the developer proposes the highway driveway as one-way inbound is because of an Oregon Department of Transportation (ODOT) “Conditional Approval of Grant of Access”, file code 30-24 and "CHAMPS" No. 093457 dated January 23, 2024, of which the applicant submitted a copy to the City among the February 8, 2024 application materials. It states, “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway.” In any case, there would be full physical access to and from the highway via the Oregon Way driveway and Oregon Way itself, which intersects the highway to the north of that driveway; however, because the subject property is two lots that the applicant proposes neither to adjust nor consolidate, and motorists would have to cross Tax Lot 3600 (2540 Newberg Hwy) to get from the fuel pump canopy on Tax Lot 3700 (2600 Newberg Hwy) onto Oregon Way as a means to get to the highway, the developer needs to grant what is termed any of cross access, ingress/egress, or shared access across the two lots revocable only with the written concurrence of the Community Development Director in order to conform with 3.04.01A.2. In order to secure conformance with 3.04.01A.2, staff applies a cross access condition to the two lots composing the subject property. 3.04.02 Drive-Throughs The strip commercial development includes none. Not applicable. 3.04.03 Driveway Guidelines and Standards … B. Number of Driveways 3. For nonresidential uses, the number of driveways should be minimized based on overall site design, including consideration of: a. The function classification of abutting streets; b. The on-site access pattern, including parking and circulation, joint access, turnarounds and building orientation; c. The access needs of the use in terms of volume, intensity and duration characteristics of trip generation. 5. For all development and uses, the number of driveways shall be further limited through access management per subsections C & D below. C. Joint Access 1. Lots that access a Major Arterial, Minor Arterial, Service Collector, or Access Street should be accessed via a shared driveway or instead to an alley or shared rear lane. 321 280 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 12 of 85 2. A partition, subdivision, or PUD should be configured so that lots abutting a Major Arterial, Minor Arterial, Service Collector, or Access Street have access to a local street, alley, or shared rear lane. Access to lots with multiple street frontages should be from the street with the lowest functional class. 3. Every joint driveway or access between separate lots shall be per the same means as in Section 3.04.01A.2. 4. Standards: … One of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). The developer wants to narrow the highway driveway from 30 to 20 ft, which involves ODOT permitting and standards. That width is within WDO maximum for a one-way driveway (per Table 3.04A). The Oregon Way driveway width is 24 ft. Section 3.04.03 encourages and in part requires joint or shared driveways, and because of the analysis and findings for 3.04.01A related to street access, cross access causes the Oregon Way driveway to be required as a joint or shared one. Through the conditional use process staff applies conditions limiting driveway widths for both frontages. In order to secure conformance to conditional use criteria, staff applies a condition or conditions. D. Access management: 2. Commercial: Any development within a commercial zoning district that Section 2.03A lists shall grant shared access to adjacent lots and tracts partly or wholly within any of the same districts. An alley or shared rear lane may substitute for meeting this standard if the alley provides equivalent public access. Zoning Adjustment is permissible. 322 281 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 13 of 85 Access Requirements Table 3.04A Commercial or Industrial Use Paved Width of Driveway (feet) 3, 4, 7, 8 1-way 10 minimum 20 maximum 2-way Commercial/Mixed-Use: 20 minimum 24 maximum* *(Add 12 ft maximum if a turn pocket is added) Industrial: 22 minimum 36 maximum* *(Add 8’ if a turn pocket is added) Throat Length (feet) 5 Major Arterial, Minor Arterial, Service Collector Commercial: 36 minimum; Industrial: 50 minimum Access or Local Street 18 minimum 323 282 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 14 of 85 Access Requirements Table 3.04A 1. The separation should be maximized. 2. Driveways on abutting lots need not be separated from each other, and may be combined into a single shared driveway. 3. Driveways over 40 feet long and serving one dwelling unit may have a paved surface minimum 8 feet wide. 4. Notwithstanding the widths listed in this table, the minimum clearance around a fire hydrant shall be provided (See Figure 3.04D). 5. Throat length is measured from the closest off-street parking or loading space to the right- of-way. A throat applies only at entrances (See Figure 3.05B). 6. Maximum of 4 individual lots can be served from single shared driveway (See Figure 3.04A) except where and as Section 3.04.03D.3 “Flag Lots” supersedes. 7. It is permissible that the Oregon Fire Code (OFC) as administered by the independent Woodburn Fire District may cause driveway widths to exceed minimums and maximums. It is a developer’s responsibility to comply with the OFC. 8. Width measurement excludes throat side curbing, if any. 9. Refer to OFC Appendix D, Figure D103.1. The site plan shows proposed driveways that conform. The requirement is met. 3.04.05 Transportation Impact Analysis B. A transportation study known as a transportation impact analysis (TIA) is required for any of the following: 1. Comprehensive Plan Map Change or Zone Change or rezoning that is quasi-judicial, excepting upon annexation designation of zoning consistent with the Comprehensive Plan. 2. A development would increase vehicle trip generation by 50 peak hour trips or more or 500 average daily trips (ADT) or more. 3. A development would raise the volume-to-capacity (V/C) ratio of an intersection to 0.96 or more during the PM peak hour. 324 283 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 15 of 85 4. Operational or safety concerns documented by the City or an agency with jurisdiction, such as ODOT or the County, and submitted no earlier than a pre-application conference and no later than as written testimony entered into the record before the City makes a land use decision. 5. A development involves or affects streets and intersections documented by ODOT as having a high crash rate, having a high injury rate of persons walking or cycling, having any cyclist and pedestrian deaths, or that partly or wholly pass through school zones that ODOT recognizes. 6. Where ODOT has jurisdiction and ORS or OAR, including OAR 734-051, compels the agency to require. The applicant submitted a revised traffic impact analysis (TIA) dated June 23, 2023 on May 1, 2024 as well as a supplement dated and submitted July 23, 2024. Page 36, “Findings and Recommendations” proposed no mitigation measures. Staff addresses the TIA further under the Conditional Use Provisions section of this document. 3.04.03E. Interconnected Parking Facilities. 1. All uses on a lot shall have common or interconnected off-street parking and circulation facilities. 2. Similar or compatible uses on abutting lots shall have interconnected access and parking facilities. Because the proposal is a single, integrated site development for several primary uses – a gas station, composed of the fuel pump canopy and convenience store – plus NE attached commercial office and a (Phase 2) SW commercial office building, it would be like a commercial strip mall. The site plan shows continuous drive aisles and obvious shared parking across the two lots composing the subject property. The requirement is met. 3.04.04 Improvement Standards The site plans illustrate pavement that conforms. The requirement is met. 325 284 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 16 of 85 3.05 Off-Street Parking and Loading 3.05.02 General Provisions Because the application materials fail to show that the development would conform fully to the requirements, staff applies a condition or conditions. In order to secure conformance with the above subsections of 3.05.02, staff applies a condition or conditions. E. Setback 1. In commercial and industrial zones, the parking, loading, and circulation areas shall be set back from a street a minimum of five feet. 2. Parking, loading, and circulation areas shall be set back from a property line a minimum of five feet, excepting any of interior lot lines of lots in a development that have the same owner or that have outbuildings as part of a complex of buildings sited amid parking, such as in an office or industrial park or strip mall, a shared access and use agreement between or among landowners per Section 3.04, and shared access in the specific context of residential development of other than multiple-family dwellings. Subsection 2(a) is applicable and, because of conditioning for other WDO sections related to cross access and shared parking, 2(b) will be applicable. The requirement is met. J. All uses required to provide 20 or more off-street parking spaces shall have directional markings or signs to control vehicle movement. The phrase, “directional markings or signs to control vehicle movement” leaves room for interpretation about what kinds of markings or signs, number, size, placements, and symbols and text. A gas station involves a lot of queuing and conflicts among vehicles moving across the site. The site plan shows some detail, but in staff opinion not enough to direct gas station motorists to pump queues and distinguish queuing areas from drive aisles. Also, because of how access management would work, motorists returning to I-5 would exit to Oregon Way to turn left/north to then turn left/west at OR 214. 326 285 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 17 of 85 With ODOT highway access management as describe earlier above for 3.04.01A, Planning Division staff intends that markings and signage direct motorists seeking I-5 to go to Oregon Way. Because of the room for interpretation, and that the applicant will later refine the site plan, it is during building permit review that administratively establishing details, specifications, and revisions to administer the WDO section would be timely and fruitful. 3.05.03 Off-Street Parking 3.05.03 Off-Street Parking A. Number of Required Off-Street Parking Spaces 1. Off-street vehicle parking spaces shall be provided in amounts not less than those set forth in this Section (Table 3.05A). 2. Off-street vehicle parking spaces shall not exceed two times the amount required in this Section (Table 3.05A). … C. A maximum of 20 percent of the required vehicle parking spaces may be satisfied by compact vehicle parking spaces. D. Off-street vehicle parking spaces and drive aisles shall not be smaller than specified in this Section (Table 3.05C). F. Garages … 2. For multi-family dwellings, one-half of the parking spaces required by this Section (Table 3.05A) shall be in a garage or garages, whether conventional or tandem, or, in a carport or carports. Table 3.05A Off-Street Parking Ratio Standards Table 3.05A Use 1 Parking Ratio - spaces per activity unit or square feet of gross floor area COMMERCIAL / PUBLIC 6. Motor vehicle service 1/ 200 retail area + 3/ service bay + 1/ pump island 12. Offices (such as professional, scientific and technical services, finance and insurance, real estate, administrative and support services, social assistance, and public administration – but not including ambulatory health services) 1/ 350 square feet 1. The Director may authorize parking for any use not specifically listed in this table. The applicant shall submit an analysis that identifies the parking needs, and a description of how the proposed use is similar to other uses permitted in the zone. The Director may require additional information, as needed, to document the parking needs of the proposed use. 327 286 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 18 of 85 Minimum required off-street parking is: Land use Ratio Square Footage Spaces Gas station 1 per 200 sq ft of retail area (4 per 1,000) + 1 per island 4,110 20.6 Commercial office 1 per 350 sq ft (2.86 per 1,000) 1,863 (NE) 5.3 5,000 (SW) 14.3 All sitewide 40.2 → 40 Even without counting any space under the fuel pump canopy, the site plan proposes 50 spaces sitewide, exceeding the minimum requirement sitewide, but not so much it would exceed the maximum parking or parking cap per 3.05.03A.2 above. (Staff concurs with the applicant assumption that that the pump island” parking minimum has no practical effect on minimum parking, the area under any gas station fuel pump canopy being its own minimum parking.) There are 12 compact parking spaces. Because there are 10 excess parking spaces, a fraction of the compact parking could be considered part of minimum parking. Of 40, 20% is 8 compact spaces, and with 10 extra spaces sitewide, the site plan minimum parking of 40 can be interpreted to meet the compact parking maximum of 8. However, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. This raises the issue of shared parking, which staff addresses further below under 3.05.05. The requirement is met. Table 3.05.05 Parking Space and Drive Aisle Dimensions The site plan appears to conform. The applicant opted for standard size stalls to be 19 ft long, 1 ft longer than the minimum length of 18 ft. 328 287 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 19 of 85 Carpool/Vanpool Parking Table 3.05C Development or Use Description Stall Minimum Number or Percent 1. Non-residential development within commercial zoning districts Zero to 19 total minimum required off- street parking spaces n/a 20 to 33 total 1 stall 34 to 65 total 2 stalls 1. Standard applies even if the site is not zoned P/SP. 2. See Section 3.05.03H for carpool/vanpool (C/V) development standards. The site plan shows the minimum 2 C/V spaces at the east central front corner of the SW office building, as indicated by “CARPOOL”. Because there is no additional information about specifications such as for signage and striping per 3.05.03H, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with Table 3.05.03H, staff applies a condition or conditions. 3.05.05 Shared Parking … D. Shared parking may be allowed if the following standards are met: 1. Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, a shared parking agreement, shall require review and authorization of a subsequent Design Review or Modification of Conditions. 2. Legal documentation, to the satisfaction of the Director, shall be submitted verifying shared parking between the separate developments. Shared parking agreements may include provisions covering maintenance, liability, hours of use, and cross-access easements. 3. The approved legal documentation shall be recorded by the applicant at the Marion County Recorder’s Office and a copy of the recorded document shall be submitted to the Director, prior to issuance of a building or other land use permit. The subject property is two lots that the applicant proposes neither to adjust nor consolidate, with Tax Lot 3600 (2540 Newberg Hwy) having the convenience store and attached NE commercial office area and Tax Lot 3700 (2600 Newberg Hwy) having the fuel pump canopy and SW office building. 329 288 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 20 of 85 As mentioned earlier above regarding minimum parking, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. For these reasons, shared parking is de facto proposed and a shared parking agreement becomes required. The application materials lack a draft shared parking agreement. Staff applies a condition to secure conformance during building permit review. In order to secure conformance with 3.05.05D, staff applies a condition or conditions. Off-Street Bicycle Parking Table 3.05D Development or Use Description Stall Minimum Number, Percent, or Ratio 2. Non-residential development within commercial zoning districts Whichever of the two rates is greater: 2 stalls or 15% of total minimum required parking spaces, whichever is greater; or 2 stalls or equal to 0.6/ 1,000 square feet GFA, whichever is greater. 3. The Director may authorize off-street bicycle parking for any use that the Development or Use column does not clearly include. 4. See Section 3.05.06 for bicycle parking development standards. Minimum bicycle parking is whichever of the two rates is greater: 2 stalls or 15% of 25 parking spaces, whichever is greater; or 2 stalls or equal to 0.6 x (4,394/1,000) square feet GFA of the convenience store, whichever is greater. This is the same as: 2 stalls or (40 x 0.15) → 6 stalls, whichever is greater; or 2 stalls or equal to (0.6 x 6.863) = 4.1 stalls whichever is greater. 330 289 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 21 of 85 So, rate is applicable, and of that, the second rate is applicable, yielding the minimum required bicycle parking of 6 stalls. The site plan shows 4 at the convenience store and 2 at the SW commercial office building. Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. For reasons why, see farther below under the Conditional Use Provisions section (Table CU-3, row CU2, third column). The Table 3.05C minimum ratio is met, and conceptually the bicycle parking could conform with 3.05.06. Because there is no additional information about specifications, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.06, staff applies a condition or conditions. Electric Vehicle Parking Table 3.05E Development or Use Description Stall Minimum Number or Percent 2. Non-residential development within commercial zoning districts Zero to 19 total minimum required spaces n/a 20 to 39 total 2 stalls 40 or more total 2 stalls or whichever is greater 2. The Director may authorize EV parking for any use that the Development or Use column does not clearly include. 3. See Section 3.05.03I below for EV development standards. 4. Administrative note: As of January 2022, electrical permitting remains through the County instead of the City by agreement between the City and County. The site plan shows the minimum 2 EV spaces at the site northwest front of the SW commercial office building symbolized with “EV SPACE”, meeting Table 3.05E. (Regarding, “2 stalls or whichever is greater”, 5% of 40 minimum parking spaces equals 331 290 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 22 of 85 Because there is no additional information about specifications such as for charging level, signage, and striping per 3.05.03I, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.03I, staff applies a condition or conditions. 3.05.04 Off-Street Loading & Unloading The proposal conforms. The requirement is met. 3.06 Landscaping 3.06.03 Landscaping Standards A. Street Trees Staff addresses this further under both the Conditional Use Provisions and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions sections of this document. CU & SA: Staff further addresses street trees further under both the Conditional Use Provisions section (under criterion 3, factor b) and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions section. 3.06.05 Screening A. Screening between zones and uses shall comply with Table 3.06D. The row “Property being Developed – must provide screening if no comparable screening exists on abutting protected property” and “CG or MUV zone” that intersects with the columns “Adjacent properties – zone or use that receives the benefit of screening” and both “RS, R1S, or RSN zone” and “Multiple-family dwelling” necessitates an “Architectural Wall” (AW) along the lot lines abutting the lots with the two houses at 943 & 953 Oregon Way and the Panor 360 condominiums at 950 Evergreen Road. In order to secure conformance with Table 3.06D, staff applies a condition or conditions. 332 291 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 23 of 85 B. All parking areas, except those for single-family and duplex dwellings, abutting a street shall provide a 42-inch vertical visual screen from the abutting street grade. Acceptable design techniques to provide the screening include plant materials, berms, architectural walls, and depressed grade for the parking area. All screening shall comply with the clear vision standards of this ordinance (Section 3.03.06). Because the landscape plan symbolizes some shrubbery or hedges that don’t quite fully line parking and vehicular circulation areas so as to screen them, staff applies a condition or conditions. In order to secure conformance with the screening requirement, staff applies a condition or conditions. 3.06.06 Architectural Walls Because the application materials fail to show that the development would conform to the requirement, staff applies a condition or conditions. In order to secure conformance with AW standards, staff applies a condition or conditions. 3.06.07 Significant Tree Preservation & Removal See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis. Through conditional use process, staff applies a fee to mitigate the loss of Significant Trees and to increase the City tree fund. For the explanation why, see the paragraph farther below under the Conditional Use Provisions section (under criterion 3, factor c5). In order to secure Significant Tree removal mitigation, staff applies a condition or conditions. 3.07 Architectural Design 3.07.06 Standards for Non-Residential Structures in Residential, Commercial and Public/Semi Public Zones Per 3.07.01A, the architectural provisions are standards for land use review Type I and guidelines for higher types. The application types composing the consolidated package result in Type III. 333 292 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 24 of 85 The site plans and building elevations show largely what the guidelines describe; however, without conditions applied through the conditional use process, guidelines would remain just that – optional for the developer and subject to “value engineering”. In order to secure adequate architecture in the context of strip commercial development, staff applies a condition or conditions. 3.08 Partitions and Subdivisions None proposed. Not applicable. 3.10 Signs Land use application types generally are not the means for the City to review or approve signage. Signage, including wall and monument signs, remain subject to review and approval through a Type I sign permit through 5.01.10 “Sign Permit”. Not applicable. 3.11 Lighting The site plans through Sheet E1.1 “Lighting Plan” appears to conform with 3.11.02. Regarding color temperature / hue in particular per 3.11.02C, the application materials submitted May 1, 2024 included cut or spec sheets indicating that parking area pole lights would be the model of 4,000° Kelvin color temperature, a conforming value. However, the color temperature is not specified for either the wall-mounted fixture model or the fuel pump canopy celling light fixture model nor, it is necessary to specify model purchase and installation of the 4,000° K and not the 5,000° K models. This may be through marked cut or spec sheets, plan sheet revisions, or both. Staff conditions accordingly. In order to secure conformance with 3.11.02C & F, staff applies a condition or conditions. 334 293 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 25 of 85 Conditional Use Provisions CU Provisions 5.03.01 Conditional Use A. Purpose: A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval. B. Criteria: 1. The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity. Scope of review The applicant duly consolidated the development applications per WDO 4.01.07 – master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. Under consolidated review, City policy is not to segment development review into discrete parts in a manner that could preclude comprehensive review of the entire development and “its cumulative impacts” (4.01.07). The proposed development includes a mix of uses, with the gas station being a conditional use 335 294 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 26 of 85 pursuant to the WDO and the convenience store being a permitted use. However, the mixed uses on the property are arguably tied together under a singular business model, each reliant on the other components and benefitting from their assembled presence on a singular site. It is reasonable to assume that individuals using the fueling islands will also the convenience store, whether for paying for fuel, purchasing food and beverages, using the restroom, etc. The City is not required to identify a subarea of the property as the “gas station site” and consider impacts framed by a smaller area. The uses have a grouped impact that generally cannot be separated. In particular and as evident from the transportation impact analysis (TIA), the site development traffic effects result from the whole and all of the site uses. For that reason, it is reasonable for the City in evaluating the effects of the proposed gas station, convenience store, and office areas, to also assume and condition the reasonable convenience store impacts along with the other uses. Also, the City reviewed and considered the effects of the mixed uses on the development site on the surrounding properties to the full extent of the property lines as part of its evaluation. Criteria and factors Looking at each criterion and factor: 1 “ The proposed use shall be permitted as a conditional use within the zoning district.” The use of gas station is permitted as a conditional use as examined under the Design Review Provisions section of this document. The criterion is met. 2 “The proposed use shall comply with the development standards of the zoning district.” It complies with some but not others as examined under other sections in this document, particularly the Design Review Provisions section. In order to secure full compliance, staff applies a condition or conditions. 3 “The proposed use shall be compatible with the surrounding properties. Recommended conditions of approval make the proposed conditional use compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use;” 336 295 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 27 of 85 The site is composed of two lots totaling 1.42 acres, zoned Commercial General (CG), L- shaped, located at a street corner, and flat. Nothing about these are compelling factors against a gas station. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use;” Regarding the capacity of public water, sewerage, and drainage facilities, the Public Works Department Engineering Division handles this through its own conditions and processes. Public Works comments (Attachment 102A, August 13, 2024) identify no objections to development. The proposed use for any given facility is either sufficient or will be after the developer upgrades per the Public Works Department Engineering Division, except where and as Oregon Dept. of Transportation (ODOT) is applicable. Typically, ODOT accommodates developers drawing and constructing street improvements to City standards even along Oregon Highways 99E, 211, 214, & 219. Regarding street and pedestrian facilities, the Planning Division is taking the lead. The developer applied for an Adjustment to Street Improvement Requirements ("Street Adjustment"), SA 24-01, for both the highway and Oregon Way. Both frontages are nonconforming relative to Figures 3.01B “Major Arterial” and 3.01E “Access Street”. They lack both landscape strips with street trees per 3.06.03A and sidewalk that is not curb-tight. Development requires ROW dedication per 3.01.01A & Fig. 3.01B and street improvements per WDO 3.01.01B & D, 3.01.02A & E, 3.01.03A & C.1, Fig. 3.01A, 3.01.04B, and Fig. 3.01B. Allowing the existing context to remain with strip commercial development would make the walking and cycling environment along highly-trafficked streets (for those cyclists who feel and are safer riding on sidewalk) no less hostile. Additionally, an SA is a discretionary application type. Second, staff applies conditions that secure improvements though less than WDO standards, and that are reasonably proportional to the development. For reasons why, see Table CU-3 below, row CU4, third column. The impact of the proposed use on the quality of the` living environment: 1) Noise;” See Table CU-3, row CU8, third column below. Illumination;” See Table CU-3, row CU7, third column below. Hours of operation;” See Table CU-3, row CU8, third column below. 337 296 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 28 of 85 Air quality;” Staff addresses climate change simply to say, it’s a gas station with all the greenhouse gas and volatile organic compound (VOC) emissions that it would enable. Putting aside climate change, what else is “air quality?” A gas station comes with fumes, particularly easy to get a whiff of near the pumps. However, once a gas station is in place, a city government can do little to change that fact. If this factor is important to someone, the question would be a simple yes or no to a gas station. Otherwise regarding air quality, staff applies conditions for additional trees in the east and north yards and a wider sidewalk along Oregon Way as a public bicycle pedestrian path, serving as transportation demand management (TDM) by inducing adjacent and nearby residents to drive less often, especially to and from the proposed development and nearby destinations in the commercial area around the intersections of the highway with Country Club Road and Evergreen Roads and with Lawson Avenue, and with fewer driving trips comes better air quality. Also, regarding on-site trees, see factor 5) below. 5) Aesthetics; and Staff interprets this to include: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; 338 297 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 29 of 85 l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. Significant Tree removal: Also, regarding on-site trees, for a condition and Attachment 203 (fee table) regarding contribution to the City tree fund, having a fee is based on conditional use compatibility with surrounding properties (criterion 3) and impact of the proposed use on the quality of the living environment (factor 3c) including air quality and aesthetics (factors 3c4 & 3c5). The reason is that a demolition contractor, while demolishing the two vacant banks, removed from the subject property at least two but likely three Significant Trees (as 1.02 defines) in May 2021 without City authorization, particularly a Significant Tree Removal Permit per 5.01.11. Staff had seen and photographed on-site trees during at least two site visits, one each on November 9, 2018 and April 26, 2019. The removal prompted neighbor complaints to the City Council at the May 24, 2021 meeting, and there was code enforcement. The Council on August 9, 2021 adopted Ordinance No. 2592 “establishing an enhanced penalty” for violations of WDO tree preservation and removal provisions. Through conditional use process, staff applies a fee to mitigate the loss and to increase the City tree fund. Staff applies conditions towards these objectives. 6) Vehicular traffic. The proposal is strip commercial development of a gas station with convenience store and two commercial office spaces, one at the northeast attached to the south side of the convenience store, and at the southwest an office building. The applicant recycled the traffic impact analysis (TIA) dated August 13, 2021 from CU 21-02 as a CU 24-02 submittal February 8, 2024. The applicant revised the TIA June 23, 2023 and submitted it May 1, 2024. The applicant submitted a five-page supplement dated and submitted July 23, 2024 clarifying how the applicant’s consultant applied the Institute of Transportation Engineers (ITE) Trip General Manual rates of vehicle trips that would pass by the site, i.e., “pass-by” trip rates. Staff had the transportation consultant to the City review the revised TIA and draft a memo (February 26, 2024). TIA page 36, “Findings and Recommendations” proposed no mitigation measures. 339 298 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 30 of 85 Page 14 of the revised TIA identifies high vehicle turning and angle crash rate at most intersections in Table 4, reproduced below, and p. 12 of the revised TIA references crash history. The crash history states: “The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles.” From p. 14 From p. 26 340 299 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 31 of 85 Modeling predicts that the proposed development would generate net 870 daily vehicle trips, more than the two banks, now demolished, did – a net 498 more per revised TIA Table 9 on p. 26, of which AM peak trips are total 89 or net 49 and PM peak trips are total 83 or net 5. This would include greater numbers of left turns (from Oregon Way), suggesting that crash risk remains or rises. The p. 36, “Findings and Recommendations” section, third bullet, acknowledges, “The safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214.” The fourth bullet states: “The Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT SPIS[*] lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended.” *Safety Priority Index System. However, it’s not known if crash risks are actually lower, and with Table 4 indicating that this intersection of those studied has the highest crash rate and that the intersection of the highway and Country Club Road / Oregon Way has the second highest, staff finds the revised TIA unconvincing about crash safety and errs on the side of caution. Country Club Road / Oregon Way For this second-highest crash rate intersection, staff applies Condition T-A1 as a mitigation measure to fund the Transportation System Plan (TSP) Project R11, a signal timing study from TSP p. 32, and to supplement with addition funding both to examine improving safety and to account for inflation after the City Council adopted the TSP in September 2019, using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator to adjust $15,000 from then to July 2024, the latest month the calculator made available as of August 14, 2024. Staff applies Condition T-A1a. I-5 Interchange The City conditioned the approval of the DR 21-07 Amazon warehouse, formerly known as “Project Basie”, at 450 Butteville Road through Condition 10 to provide a proportionate share contribution of $10,000 towards TSP Projects R8 & R9, signal/intersection studies estimated at $15,000 each and totaling $30,000, to address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per TIA Table 4 above. 341 300 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 32 of 85 Page 22, Table 7 of the revised TIA lists developments including Amazon and cites its trip generation as 457 trips during the AM Peak hours and 176 during the PM peak hour; however the DR 21-7 revised TIA dated July 6, 2021 totals 599 AM peak hour trips per p. 33 Fig. 13 and 224 PM peak hour trips per p. 35 Fig. 14. The subject CU 24-02 US Market as examined earlier above would generate 89 AM peak trips compared with 83 PM peak hour trips. Both Amazon and the gas station have higher trips during the AM peak than the PM one. The gas station 89 trips equals 14.9% of the 599 of Amazon. Because of Amazon having given $10,000, 14.9% of that would be $1,490 towards the total remaining $20,000 needed for the estimated total cost of $30,000 of both TSP Projects R8 & R9. Staff adjusts from September 2021, the date of the DR 21-07 Planning Commission staff report, to July 2024, the latest month the aforementioned calculator made available, and this yields $1,709 rounded. Staff applies Condition T-A1b. Evergreen Road The City for DR 2019-05 Allison Way Apartments at 398 Stacy Allison Way through Condition T-A3 required a proportionate share contribution of $15,000 toward a signal/intersection study related to TSP Project R10 to alleviate the crash condition for the 67 additional PM peak hour trips added to the intersection. (The Public Works Department has not reported that there has been study. For the gas station first attempt, CU 21-02, the dollar amount of this share would have been $15,000.) CU 24-02 US Market would add 61 trips to that intersection, almost that of the apartments, and as Table 4 above shows, the intersection has a high crash rate. The proportionate share calculation is 61 gas station trips compared to 67 apartment trips, 61 / 67 = 91.0%, which when applied to $15,000 yields $13,657. Because the base amount dates from May 2020, the date of the DR 2019-05 Planning Commission staff report, staff adjusts the $13,657 for inflation to be in July 2024 dollars, the latest month the aforementioned calculator made available. This yields $16,755 rounded. Staff applies Condition T-A1c. Bus transit To further transportation demand management (TDM) through bus transit, regarding the Woodburn Transportation System (WTS) Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation staff applies a condition for fees in lieu of a bus shelter and bus stop bicycle parking. The cost is based on the City Transit Development Plan (TDP; Resolution No. 2213 on June 12, 2023). (The TDP follows the Transit Plan Update, also known as the Transit Update Plan, adopted via Resolution No. 1980 on November 8, 2010.) TDP Fig. 68 from p. 94, footnote 6, estimated $15,000 for a bus stop improved with a shelter. 342 301 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 33 of 85 Staff adjusts from June 2023 to July 2024, the latest month the aforementioned calculator made available. Staff had determined the cost of bus stop bicycle parking was $510.20 through ANX 2019-01 Woodburn Eastside Apartments (known Woodburn Place Apartments), and staff adjusts from October 2020 to July 2024. Staff applies Condition T-T. The conformance of the proposed use with applicable Comprehensive Plan policies; and” Staff applies conditions in support of Comprehensive Plan Policies: Policy Page Policy & Analysis Residential Land Development and Housing: D-1.9 15 “Industrial and commercial uses that locate adjacent to a residential area should buffer their use by screening, design, and sufficient setback that their location will not adversely affect the residential area.” The site is abouts two houses in Woodburn Senior Estates to the southeast and a three-story condominium building, Panor 360, to the southwest. East across Oregon Way are three more houses in the Estates. Conditions address the policy and thereby address CU criterion 3, factor d. The conditions also address factors among c1)-5) & e, the ones addressing: • Front yard landscaping that has more trees and shrubs • Architectural Wall (AW) along the southeast and southwest property lines abutting the properties with the two houses and the condominium building • Lights on number and placements of exterior light fixtures • Gas station operations – including regarding noise; hours of operation of the convenience store and vacuums; trash; and fuel pump vehicle queuing • Lighting regarding electronic changing imagery within front yard signage. Commercial Land Development and Employment: F-1.2 24 “Lands for high traffic generating uses (shopping centers, malls, restaurants, etc.) should be located on well improved arterials. The uses should provide the necessary traffic control devices needed to ameliorate their impact on the arterial streets.” 343 302 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 34 of 85 Policy Page Policy & Analysis A gas station is a high traffic generating use, and its proposed site is at the corner of a state highway and a street, the developer being conditioned to upgrade the street frontage. A T transportation condition secures transportation mitigation fees as examined under CU factor 6) about vehicular traffic and as different means of meeting the intent of the Comprehensive Plan policy than changing the traffic signal at the highway intersection with Oregon Way. F-1.3 24 “Strip zoning should be discouraged as a most unproductive form of commercial land development. Strip zoning is characterized by the use of small parcels of less than one acre, with lot depths of less than 150 feet and parcels containing multiple driveway access points. Whenever possible, the City should encourage or require commercial developments which are designed to allow pedestrians to shop without relying on the private automobile to go from shop to shop. Therefore, acreage site lots should be encouraged to develop "mall type" developments that allow a one stop and shop opportunity. Commercial developments or commercial development patterns that require the use of the private automobile shall be discouraged.” The two lots total 1.42 acres with highway and Oregon Way frontages of 265 and 178 ft respectively. Conditions implement access management to not increase the number of driveways within the development and across successive developments along the major thoroughfares that are the spines of the CG zoning district. Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. F-1.4 24 “Architectural design of commercial areas should be attractive with a spacious feeling and enough landscaping to reduce the visual impact of large expanses of asphalt parking areas. Nodal and mixed use village commercial areas should be neighborhood and pedestrian oriented, with parking to the rear or side of commercial buildings, and with pedestrian connections to neighboring residential areas.” 344 303 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 35 of 85 Policy Page Policy & Analysis Conditions make a dent in large expanses of asphalt parking areas through more trees in yards along streets and hedge or shrubbery screening parking areas from streets. Conditions require minimum window area on street-facing walls for attractiveness, and wide walkways connecting sidewalks with all building main entrances on the site. An objective is to make a gas station development less ugly than it might otherwise be. F-1.6 25 “Commercial office and other low traffic generating commercial retail uses can be located on collectors or in close proximity to residential areas if care in architecture and site planning is exercised. The City should ensure by proper regulations that any commercial uses located close to residential areas have the proper architectural and landscaping buffer zones.” The WDO and conditions secure care in architecture and site planning for the commercial development close to residential area to the southeast and southwest through a combination of wall, slatted fencing, vegetation, and height limits on light poles and wall-mounted lights. Transportation: H-1.1 33 “Develop an expanded intracity bus transit system that provides added service and route coverage to improve the mobility and accessibility of the transportation disadvantaged and to attract traditional auto users to use the system.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. Conditions also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. 345 304 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 36 of 85 Policy Page Policy & Analysis H-1.3 34 “Develop a low stress network of bicycle lanes and routes that link major activity centers such as residential neighborhoods, schools, parks, commercial areas and employment centers. Identify off- street facilities in City greenway and park areas. Ensure all new or improved collector and arterial streets are constructed with bicycle lanes.” Conditions induce cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-1.4 34 “Develop a comprehensive network of sidewalks and off-street pathways. Identify key connections to improve pedestrian mobility within neighborhoods and link residential areas to schools, parks, places of employment and commercial areas. Ensure all new collector and arterial streets are constructed with sidewalks.” Conditions induce walking and cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-2.3 34 “Encourage multi-model transportation options, including park- and-ride facilities, carpooling, and use of transit services.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. 346 305 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 37 of 85 Policy Page Policy & Analysis They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-2.5 34 “Provide inter-parcel circulation through crossover easements, frontage or backage roads, or shared parking lots where feasible.” DR conditions secure access management based on WDO 3.04.03 and Table 3.04A. H-3.1 35 “Continue coordination with ODOT to improve safety on state facilities within the City and citywide access management strategies.” CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-3.2 35 “Implement strategies to address pedestrian and bicycle safety issues, specifically for travel to and from local schools, commercial areas, and major activity centers.” Conditions induce walking and cycling by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-4.1 35 “Evaluate the feasibility of various funding mechanisms, including new and innovative sources.” 347 306 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 38 of 85 Policy Page Policy & Analysis CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-5.1 35 “Implement, where appropriate, a range of potential Transportation Demand Management (TDM) strategies that can be used to improve the efficiency of the transportation system by shifting single-occupant vehicle trips to other models [sic] and reducing automobile reliance at times of peak traffic volumes.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. Natural … Resources: J-1.1 40 Outside of designated floodplains and riparian corridors, developers should be required to leave standing trees in developments where feasible.” See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis relating to Significant Tree removal mitigation. A condition secures contribution to the City tree fund. Energy Conservation: M-1.2 49 “The City shall increase its commitment to energy conservation, including alternative energy vehicles, increased recycling, and reduction in out-of-direction travel. … 348 307 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 39 of 85 Policy Page Policy & Analysis CU conditions induce walking and cycling by requiring a wide landscape strip and wide sidewalk and trees in the yards abutting the highway and the street. A wider, shadier sidewalk along Oregon Way induces more walking and cycling trips and by reducing vehicle trips lowers risk of collisions. Conditions limit number of exterior light fixtures. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity.” The City Engineer through Attachment 102A did not identify any deficiencies of or threats to public infrastructure in regards to factor b. of the third CU criterion – subsection B.3b – and the proposal sketches street improvements, construction level details to be determined in conformance with the conditions of approval and in concert with the Oregon Dept. of Transportation (ODOT). Staff applies conditions regarding chiefly a few main topics to ensure compatibility of the development: a. WDO conformance; b. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store, through CU conditions; c. Traffic mitigation through a transportation condition – a condition; and d. Aesthetics as examined above for 3c5), both on-site and through Street Adjustment SA 24-01 regarding Oregon Way frontage, especially landscape strip and sidewalk. Table CU-3 CU Condition CU Criteria/Factors Reasons CU1 3c, 3c5), 3e • To have the Oregon Way front yard, the yard closest to nearby houses, look more attractive from the street. • To delineate the route from Oregon Way to the northeast commercial office main entrance. • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers. 349 308 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 40 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons CU2 3b, 3c, 3c4), 3c6) • Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. • One stall per tenant space seems more reasonable • If bicycle parking is adequate, tenants and customers are more likely to make use of it, contributing to traffic reduction and better air quality. CU3 3c, 3c5) • To ensure that landscape areas are just that and mostly green, not mostly bark dust. • To reduce the urban heat island effect. • To screen at-grade electrical transformers and other equipment. • To provide for variety of trees, specifically to have a few evergreens that can grow large for habitat and for visual wayfinding. CU4 3a, 3c, 3c5), 3e • The proposal is whole redevelopment of a demolished site. • There is room within the proposed site plan to omit the northernmost parking space for deeper highway front yard landscaping. • Regarding the highway frontage, invite the Oregon Dept. of Transportation (ODOT) and the City Public Works Dept. Engineering Division, one or both of which would have de facto jurisdiction over the streetside public utility easement (PUE) of 10-foot width per WDO Fig. 3.01B “Major Arterial”, to agree to the planting of trees within the streetside PUE, allowing the applicant to keep the depth of proposed south site perimeter landscaping as is. • Have trees in the Oregon Way front yard complementing the street trees, making the frontage more pedestrian-friendly. 350 309 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 41 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers by providing along the lawn a tiny plaza in which a bench that is both proposed and required bench can be sited. • To provide ample, paved, and covered outdoor common area for the southwest commercial office building tenants in the rear south yard large enough to fit a table and chairs away from door swing. CU5 3c, 3c5) • To establish clear standards for the required Architectural Wall (AW). • To require that the AW be 9 ft, the maximum height per WDO 2.06.02 and what the Planning Commission ordered for CU 21-02, to provide a better buffer/screen from Panor 360, the three- story condominium building at 950 Evergreen Road. • Staff allows a portion of an AW to consist of cedar wood to allow the developer to shave some construction cost. This is in keeping with precedent established for the AW at 1750 Park Avenue and recently the Commission approval of CU 24-01 for the US Market gas station at 2115 Molalla Road. The use of cedar wood is not precluded by WDO 3.06.06B. • An AW is practical and makes the development compatible with the adjacent two houses and the Panor 360 condominium building, thereby meeting a part of the CU purpose statement in 5.03.01A. CU6 3c, 3c5) • To prevent “value engineering” or similar: the developer omitting improvements that neither the WDO requires nor are conditioned, but the City expected per the land use review site plan, including minimum percentage % window areas on building elevations and a single small window in the angled northeast elevation of the convenience store, as well as some masonry cladding at the base along much of the front and the sides of the convenience store, and sheltering from the elements at building main entrance and employee side doors. 351 310 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 42 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To require some WDO 3.07.06B architectural provisions that are “should’s” for Type III land use reviews into “shall’s”. • Regarding the fuel pump canopy, acknowledging that federal highway clearances range from 14-16 feet, with the lower end more common along state highways, a canopy with 16 ft of clearance is practical and safe even for box trucks and recreation vehicles (RVs). CU7 3a, 3c, 3c2), 3c5), 3e • Same as the WDO 3.11.01A purpose statement. • At gas stations generally, fuel pumps come with fixed canopies with high ceilings and many ceiling lights, sometimes with neon-like exterior trim. • The development would be next to two houses and a three-story condominium building. • Whatever one’s feelings and perceptions of safety from crime, gas stations and convenience store fronts are lit. Lighting by itself doesn’t prevent assault or theft. • To avoid lighting annoyances to neighbors as well as to passers-by on the sidewalks. CU8 3c, 3c1), 3c5), 3e • To preclude audible advertising from pump speakers – in other words, those loud obnoxious video ads that play while refueling at some gas stations – reaching apartment patios and balconies and through windows. • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life. • To allow reasonable hours for use of vacuums and reasonable placement of tire pumps and vacuums away from residences. No particular Planning Division permit is required for such equipment, so a condition of approval is the only regulatory way to address their noise outside of the Ordinance No. 2312 (April 8, 2002). (Staff goes easy on any tire pump that might appear because motorists expect a gas station any time of day or night to have a pump available and working when their car tires suddenly need air.) 352 311 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 43 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • Because convenience stores can at times, especially at night, attract customers or would-be customers who are homeless, as well as wayward juveniles, and because the noise associated with interacting with such persons can reasonably be expected to cause nuisance to residential neighbors, it is reasonable to require closure of the convenience store for much of the night for hours similar to that of other convenience stores not open 24/7, for example, the US Market at 1030 Broadway NE, Salem, OR and the recently approved CU 24-01 US Market at 2115 Molalla Road conditioned with the same hours as CU 24-02, it being surrounded by residential development. The Woodburn gas stations that have stores open 24/, though clustered at the west side of town at I-5, are surrounded by commercial properties. The proposed convenience store might not have been open 24/7 anyway. • Limiting the convenience store hours is especially justified because the development would abut two houses and a three-story condominium building. • For customers of the convenience store not getting gas, especially those coming and going on foot or by bicycle, to provide a trash can to lessen temptation to litter at or in the right-of-way. • Regarding the part of a condition about vehicle queuing, to provide for orderly arrival of vehicles at the pump and to provide for organized queuing when needed to lessen motorist frustration and honking. • The conditioned hours of operation, trash receptacle, and prohibitions of audible audio visual advertising and electronic changing imagery other than fuel prices within signage are practical and make the development compatible with the adjacent residences, thereby meeting a part of the CU purpose statement in 5.03.01A. CU9 3c, 3c2), 3c5), 3e • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life, including at the gas pumps. 353 312 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 44 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • The presence of front yard permanent signage that is permissible per WDO 3.10 that would brand the gas station and have fuel prices is enough to catch the attention of would-be customers, and electronic changing imagery within the sign face that is on 24/7 is unnecessary to identify the development or attract customers. • Electronic changing image advertising is of no need during convenience store closure. • Regarding lighting, the same as the WDO 3.11.01A purpose statement and the same intent as Ordinance No. 2338 (June 9, 2003), Sect. 5A (as amended by Ordinance No. 2522 September 22, 2014). • An unnecessary distraction to highway and Oregon Way motorists is precluded, particularly helpful during the evening and at night. In order to secure the development meeting criteria 2 & 3, staff conditions. 354 313 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 45 of 85 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions SA Provisions 5.02.04 Adjustment to Street Improvement Requirements (“Street Adjustment”) A. Purpose: The purpose of a Type II Street Adjustment is to allow deviation from the street standards required by Section 3.01 for the functional classification of streets identified in the Woodburn Transportation System Plan. The Street Adjustment review process provides a mechanism by which the regulations in the WDO may be adjusted if the proposed development continues to meet the intended purposes of Section 3.01. Street Adjustment reviews provide discretionary flexibility for unusual situations. They also allow for alternative ways to meet the purposes of Section 3.01. They do not serve to except or exempt from or to lessen or lower minimum standards for ROW improvements, with exceptions of subsections B & H. A Street Adjustment is for providing customized public improvements that substitutes for what standards require, while a Variance is for excepting or exempting from, lessening, or lowering standards, with exceptions of subsections B & H. A Street Adjustment for a development reviewed as a Type I or II application shall be considered as a Type II application, while development reviewed as a Type III application shall be considered a Type III application. B. Applicability: Per the Purpose subsection above about improvements, and regarding ROW Street Adjustment may be used to narrow minimum width. Regarding alleys or off-street bicycle/pedestrian corridor or facility standards, see instead Zoning Adjustment. C. Criteria: 1. The estimated extent, on a quantitative basis, to which the rights-of-way and improvements will be used by persons served by the building or development, and whether the use is for safety or convenience; 2. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to meet the estimated extent of use by persons served by the building or development; 3. The estimated impact, on a quantitative basis, of the building or development on the public infrastructure system of which the rights-of-way and improvements will be a part; 4. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to mitigate the estimated impact on the public infrastructure system. 5. The application is not based primarily on convenience for a developer or reducing civil engineering or public improvements construction costs to a developer. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 355 314 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 46 of 85 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such. D. Minimum Standards: To ensure a safe and functional street with capacity to meet current demands and to ensure safety for vehicles, bicyclists and pedestrians, as well as other forms of non-vehicular traffic, the minimum standards for rights-of-way and improvements for Boundary and Connecting Streets per Sections 3.01.03C & D continue to apply. Exempting from or lessening or lowering those standards shall require a Variance. Deviation from applicable public works construction code specifications would be separate from the WDO through process that the Public Works Department might establish. E. Factors: Street Adjustment applications, where and if approved, shall have conditions that customize improvements and secure accommodations for persons walking and cycling, not only driving, that meet the purposes of Section 3.01. The City may through approval with conditions require wider additional ROW dedication along the part or the whole of an extent of the subject frontage to accommodate either adjusted improvements or improvements that vary from standards. F. Bicycle/pedestrian facility: If and where a Street Adjustment application requests to substitute or omit one or more required bicycle facilities, such as bicycle lanes, and the City approves the application, then the following should apply: For each substitute or omitted facility, the developer would construct a minimum width 8 feet bicycle/pedestrian facility on the same side of street centerline as the substituted or omitted facility. The City may condition wider. G. Landscape strip: If and where a Street Adjustment application requests to adjust one or more required landscape strips from between curb and sidewalk, and the City approves the application, then the list below should apply. This subsection is not applicable to bridge / culvert crossing. 1. Sidewalk: Construction of sidewalk minimum width 8 feet on the same side of street centerline as the adjusted landscape strip. The City may condition wider. 2. Planting corridor: For each landscape strip that is relocated, delineation and establishment of a street tree planting corridor along the back of sidewalk in such a way as to allow newly planted trees to not conflict with any required streetside PUE to the extent that the Public Works Department Engineering Division in writing defines what constitutes a conflict. To give enough room for root growth, the corridor minimum width would be either 6 feet where along open yard or 7 ft where it would be flush with a building foundation. This would include installation of root barriers between the trees and street centerline to public works construction code specification. 3. ROW: Where necessary to meet the above standards, dedication of additional ROW even if the additional is more than the minimum additional dedication that Section 3.01 requires. 4. Planting in ROW required: Street trees would not be planted in the yard outside ROW. H. If the applicable Boundary Street minimums are the lesser minimums for residential development of 4 or fewer dwellings and where no land division is applicable, as Section 3.01.03C.2 allows, then allowed adjustment is: … I. Plan review: An applicant shall submit among other administratively required application materials scaled drawings, including plan and cross section views, of proposed street improvement widths, extents, and details as well as existing conditions and proposed development site plans that include 356 315 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 47 of 85 property and easement lines and physical features some distance beyond the boundaries of the subject property for fuller context. What would have been the standard cross sections are below: Figure 3.01A – Internal, Boundary, and Connecting Streets Figure 3.01B – Major Arterial (Oregon Hwy 214 / Newberg Hwy) 357 316 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 48 of 85 Figure 3.01E – Access Street (Oregon Way) The application materials include a Street Adjustment narrative (“Exception to Street Right of Way Narrative”) dated February 5, 2024 and submitted February 8, 2024. Regarding criterion 1, the applicant’s narrative 2) states: “The existing frontages on Hwy 214 and Oregon Way meet the WDO standards with the exception of the landscape strip and sidewalk being reversed. On Hwy 214 conforming strictly to the WDO standards would actually narrow the road by 6’ to add a landscape strip adjacent to the roadway, see A1.1. Changing this would not affect ‘the extent to which the right of way and improvements will be used by persons served by the building or development.’” Though staff disagrees about the narrowing – of course a developer would dedicate right-of- way to fit in a landscape strip and sidewalk, not remove the right travel lane – staff otherwise concurs about no effect on the extent to which the right of way and improvements will be used by persons served by the development in the sense that there are at present and will remain the same number of vehicular lanes along both frontages, highway bicycle lane, and sidewalks. The proposed land uses of gas station and convenience store are for convenience and not safety. 358 317 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 49 of 85 Paragraph 1 Relative to Figure 3.01B, highway non-conformance is limited to lack of planter strip and street trees. Conventional traffic engineering does not address effects of development on walking and cycling as it does for vehicular trips, there is no widely recognized norm for how to address such, and the WDO provides no guidance on the topic. Second, the north frontage context is strip commercial along a heavily trafficked state highway, the kind of dangerous and noisy environment that repels pedestrian and cyclists. Those who do walk and cycle are likely those who are living nearby, the homeless, those without access to car, and those few who wish to brave existing conditions. The presence of a sidewalk is sufficient for sheer practicality for those who wish to walk along a highway or cycle outside of the bicycle lane because they don’t feel safe in a highway bicycle lane. In this context, the number of pedestrians and off-street cyclists is moot. Pedestrians and cautious cyclists can and do use the wide sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the same wide sidewalk. Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. Paragraph 2 Relative to Figure 3.01E, Oregon Way non-conformance is limited to lack of parking lane, planter strip, and street trees. Staff applies conditions that excepts only the parking lane but also requires fee in lieu of such parking. Additionally, the conditions require wider planter strip and wider sidewalk exceeding the minimums of Figure 3.01E. Like conventional development and zoning codes, the WDO requires off-street parking for almost all developments, including the subject development, so the absence of on-street parking is not of concern from this perspective. Second, pedestrians and cautious cyclists can and do use the narrow curb-tight sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the new wider sidewalk. A wide sidewalk encourages walking and cycling, particularly for cyclists afraid to ride on-street. Third, Figure 3.01E does not account for the presence of a left turn lane at intersections, and such exists because of ODOT, and given that ODOT and the Public Works Department assume its continued existence, Public Works assumes that the developer would adapt required Oregon Way half-street improvements to fit along the turn lane, and that ODOT typically asks that there be no on-street parking within a certain distance of state highway intersections, usually 50 ft, it is reasonable in this case to allow for fee in lieu of what little on-street parking a civil engineer could fit. Staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, the criterion 1 is met. 359 318 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 50 of 85 Regarding criterion 2, the applicant’s narrative 2) states: “As stated above there is no change to the extent of use from existing conditions to WDO standards, thus no improvements are needed to meet the estimated use, beyond those shown on the submitted plans. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 2 is met. Regarding criterion 3, the applicant’s narrative 3) states: “The extent to which the building or development will impact the public infrastructure would be unaffected by maintaining the existing conditions vs an increased impact the change to strict conformance to the WDO requirements would create.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 3 is met. 360 319 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 51 of 85 Regarding criterion 4, the applicant’s narrative 3) states: “Changing to conform strictly to the WDO requirements, rather than letting the existing conditions that meet the intent of the code remain, is what would create an impact on the public infrastructure system that is unnecessary. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more. The changes needed to meet the requirements of WDO would cost approximately $140,000 and would create a discontinuity to the frontage along the affected areas. Furthermore the existing conditions provide both a sidewalk and landscape strip in of a size required by the code if not in the exact locations intended.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 4 is met. The applicant’s narrative fails to cite and address the remaining criteria, criteria 5-8: The application is not. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such.” 361 320 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 52 of 85 Regarding criterion 5, the developer’s comments cited earlier above clearly show intent to base the SA application based primarily on convenience for the developer or reducing civil engineering or public improvements construction costs to the developer. The criterion precludes this. Regarding criterion 6, at least the developer did not assert that the application is based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages, which allows staff to find the criterion met. Criterion 7 is not applicable because the developer did not propose to narrow any required right-of-way (ROW) dedication. Criterion 8 is met with conditioning of fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and conditioning of fee in lieu of Oregon Way on-street parking. About Street Adjustments in general, Planning staff adds that the Public Works Department is content with frontages along the corridor, and defers to ODOT for developments where ODOT has jurisdiction. By 2015, ODOT improved the I-5 interchange and as part of that project widened OR 214 east of the interchange to a little east of Oregon Way. As expected, the agency constructed to its own economized standards, which resulted in curb-tight sidewalk, though wide at about 8 ft, no street trees, and no burial of the south side overhead electric power lines. Also, until late 2017 and early 2018, staff approved any Street Exception (as the application type was then termed) that a developer requested, and Planning staff experience in these years was that the Public Works Department prefers curb-tight sidewalk and existing conditions anyway generally beyond curbs as long as there were minimum improvements to driving area between curbs and subsurface/underground potable water, sanitary sewer, and stormwater utilities. In more recent years, Planning staff took the lead in at least imposing conditions on Street Exception and Street Adjustment approvals to get a degree of improvements and/or fees in-lieu. Regarding the highway, Planning staff years ago recognized the de facto policy decision by other departments to leave the ODOT-improved segment as is and not have individual redevelopments upgrade their frontages to have landscape strips, new sidewalk that conforms, and buried power lines redevelopment by redevelopment. The developer’s chief justification for the SA, which for CU 21-02 originally (that which the City Council denied in 2022) had proposed no upgrades of nonconforming street frontages, was convenience, saving money, and be of no profit to the gas station or commercial office enterprises. For any development, if and where the City grants Street Adjustments, it implicitly assumes the taxpayer cost of upgrading frontages itself through capital improvement projects. This guided Planning staff applying the SA criteria and conditioning. 362 321 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 53 of 85 Through both conditional use and Street Adjustment, Planning staff applies conditions that grant SA approval for both frontages, but also to give the City some public benefit for leaving the highway as is or mostly as is and for Oregon way not having required on-street parking; require the developer to make the Oregon Way frontage the best for pedestrians through wide landscape strip with street trees, wide sidewalk, and setting maximums for Oregon Way driveway width; and securing fees in-lieu. Fees in-Lieu For Condition SA1 and Attachment 202 (fee table) regarding fee in lieu of upgrading highway sidewalk to conform with Fig. 3.01B, staff derived as follows: • Poured concrete at $33.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $35.03; • Sidewalk 6 ft wide per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as sidewalk extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($35.03 x 6 x 265) x 1.5 = $83,547. Regarding fee in lieu of highway landscape strip to conform with Fig. 3.01B and 3.01.04B, staff derived as follows: • Grass at $2.21 per sq ft; • Landscape strip 5.5 ft wide, excluding curb width, per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as landscape strip extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($2.21 x 5.5 x 265) x 1.5 = $4,832. 363 322 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 54 of 85 For Condition SA2 and Attachment 202 (fee table) regarding fee in lieu of Oregon Way on-street parallel parking, staff derived as follows: • Asphalt at $15.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $15.92; • Parking stall dimensions of 8 ft wide by 22 ft long; • 3.5 parking stalls after taking the distance from in line with the south property line at Oregon Way north to the stop bar at the intersection with the highway (172 ft), then subtracting 50 ft (minimum parking distance from intersection), 30 ft (driveway and its curb flares), and 16 ft (two 8-ft long transition areas of curb at each end of parking aisle) resulting in (172 - [50+30+16]) / 22 = 3.5; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($15.92 x [8 x 22] x 3.5) x 1.5 = $14,713. Through Condition G6c and Attachment 202 (fee table) regarding fee in lieu of electric powerline burial/undergrounding to conform with WDO 3.02.04B and 4.02.12A, because as of August 14, 2024 the City has not yet adopted a fees in-lieu schedule, staff establishes a default fee the would be applicable if by the time necessary to assess the fee in order to issue building permit, the City would have not yet established this among other fees in lieu. The default fee is based on a Pacific Gas and Electric Company, a subsidiary of PG&E Corp., estimate that in general burial costs $3 million per mile (PG&E “Currents” newsletter, article “Facts About Undergrounding Electric Lines”, October 31, 2017 This equates to $3,000,000 / 5,280 ft = $568.18 rounded to $568 per foot. In order to secure the development meeting the conditional use criteria and justify Street Adjustment, staff applies conditions. 364 323 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 55 of 85 Phasing Plan Provisions 5.03.05 Phasing Plan for a Subdivision, PUD, Manufactured Dwelling Park or any other Land Use Permit A. Purpose: The purpose of a Type III Phasing Permit is to allow phased construction of development while meeting the standards of this ordinance (Sections 2 and while providing fully functional phases that develop in compliance with the tentative approval for the development. B. Criteria: The proposed phasing of development shall: 1. Ensure that individual phases will be properly coordinated with each other and can be designed to meet City development standards; and 2. Ensure that the phases do not unreasonably impede future development of adjacent undeveloped properties; 3. Ensure that access, circulation, and public utilities are sized for future development of the remainder of the site and adjacent undeveloped sites. The applicant’s phasing plan narrative dated February 2, 2024 and submitted February 8, 2024 parrots the criteria with answers almost identical to the criteria text. From the site plans, specifically Sheet A1.1a “Phasing Plan” dated February 5, 2024 and submitted February 8, 2024, staff was able to determine what the proposed phasing is: the southwest commercial office building and its immediate vicinity including north front parking constitute Phase 2. The plan notes, “The remainder of the project is considered Phase 1 including architectural screen wall”, which staff makes sure is the case through a PP condition. 365 324 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 56 of 85 Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 366 325 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 57 of 85 The phasing plan sheet makes apparent that the Phase 1 gas station – fuel pump canopy, convenience store, and northeast commercial office area – can be constructed and meet the criteria on its own. Staff applies PP conditions and CU modification one in case Phase 2 were to lag in construction, never manifest, or become the subject of a developer’s request to construct something or wholly different. These ensure criteria are met. Also, as is routine for its land use review of developments, the Public Works Department through Attachment 102A has the usual kind of infrastructure text for the development in question and that is premised on the department approach to de facto approve any development, in turn premised on the idea that during its own department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, it will coordinate with ODOT to apply specific agency and City public works requirements and have the developer make so whatever is necessary to get ODOT and Public Works Department approvals that both respect conditions of approval that the Department sees as led and administered by the Planning Division while also meeting public works requirements for public infrastructure both on-site and in ROW and public utility easements (PUEs), the “public utilities” that criterion B.3 mentions. Essentially, the Public Works Department indicates that criterion B.3 is met or can be met through Attachment 102A and its later department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, so Planning Division staff defer and concur. Lastly, City staff act on the premise that while a local government can and should deny an application that is inconsistent with applicable land use regulations, it can and should avoid denial if staff can impose reasonable conditions of approval. For virtually every land use review, staff can impose reasonable conditions of approval to avoid denial, and the review of the subject development is such a case. The legislature gives implicit support for the concept in at least two statutes. The statutes are not applicable as regulations but are relevant regarding legislative intent. ORS 197.522 “Local government to approve subdivision, partition or construction; conditions” is about partition, subdivision, and needed housing, none of which are relevant to the subject development; however, its subsection states, “A local government shall deny an application that is inconsistent with the comprehensive plan and applicable land use regulations and that cannot be made consistent through amendments to the application or the imposition of reasonable conditions of approval.” The second, OS 227.185 “Transmission tower; location; conditions” – no transmission tower being relevant to the subject development – states, “The governing body of a city or its designee may allow the establishment of a transmission tower over 200 feet in height in any zone subject to reasonable conditions imposed by the governing body or its designee”. These statutes indicate that the legislature expects local governments to apply land use conditions of approval in preference to denying. Also, neither statute defines the term 367 326 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 58 of 85 “reasonable”, and the term is elastic. Staff drafted the conditions to be reasonable and based on the characteristics of the subject development. Staff emphasizes that besides the Phasing Plan, the master or parent application type is Conditional Use, a term that says it all about the premise of conditioning. Criterion B.3 is met. 368 327 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 59 of 85 Remaining Provisions These are applicable provisions not already addressed in the application type provisions sections above. 4.01.07 Consolidated Applications An applicant may request, in writing, to consolidate applications needed for a single development project. Under a consolidated review, all applications shall be processed following the procedures applicable for the highest type decision requested. It is the express policy of the City that development review not be segmented into discrete parts in a manner that precludes a comprehensive review of the entire development and its cumulative impacts. The proposal is consolidated. In conclusion to the above analyses and findings, staff would recommend that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with conditions. 369 328 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 60 of 85 Recommendation Approval with conditions: Staff recommends that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with the conditions recommended by staff below: General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 370 329 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 61 of 85 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 371 330 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 62 of 85 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off- street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. 372 331 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 63 of 85 Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. Exhibit PP1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 373 332 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 64 of 85 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 374 333 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 65 of 85 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. 375 334 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 66 of 85 D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 376 335 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 67 of 85 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off- street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. 377 336 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 68 of 85 D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 378 337 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 69 of 85 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 379 338 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 70 of 85 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. 380 339 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 71 of 85 d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5- inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 381 340 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 72 of 85 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 382 341 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 73 of 85 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 383 342 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 74 of 85 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling- mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. 384 343 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 75 of 85 Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 385 344 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 76 of 85 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: 386 345 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 77 of 85 General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on-site motorists where and how to queue, including pumps that are self- service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: o On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. o On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 387 346 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 78 of 85 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited- service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited-service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. 388 347 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 79 of 85 CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 389 348 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 80 of 85 Conditional Use 24-02: Transportation T-A1: 1. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] 2. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] 3. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 390 349 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 81 of 85 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 391 350 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 82 of 85 Applicant Identity Applicant Ronald “Ron” James Ped, Ronald James Ped Architect, PC Applicant’s Representative n/a Landowner(s) Lal Din Sidhu (“Don” Sidhu), Woodburn Petroleum LLC Notes to the Applicant The following are not planning / land use / zoning conditions of approval, but are notes for the applicant to be aware of and follow: 1. Records: Staff recommends that the applicant retain a copy of the subject approval. 2. Fences, fencing, & free-standing walls: The approval excludes any fences, fencing, & free- standing walls, which are subject to WDO 2.06 and the permit process of 5.01.03. 3. Signage: The approval excludes any private signage, which is subject to WDO 3.10 and the permit process of 5.01.10. 4. PLA Time Limit: WDO 4.02.04B. specifies that, “A final decision on any application shall expire within three years of the date of the final decision unless: 1. a building permit to exercise the right granted by the decision has been issued; 2. the activity approved in the decision has commenced; or 3. a time extension, Section 4.02.05, has been approved. Because unrecorded re-plats lingering indefinitely have burdened staff, a condition sets sooner time limits for subsection 2. to begin and finish recordation. 5. Mylar signature: The Community Development Director is the authority that signs plat Mylars and not any of the mayor, City Administrator, Public Works Director, or City Engineer. Only one City signature title block is necessary. 6. PLA Plat Tracker: Marion County maintains a plat tracking tool at . Use it to check on the status of a recordation request to the County. City staff does not track County plat recordation. 7. Technical standards: a. Context: A reader shall not construe a land use condition of approval that reiterates a City technical standard, such as a PW standard, to exclude remaining standards or to assert that conditions of approval should have reiterated every standard the City has in order for those standards to be met. b. Utilities: A condition involving altered or additional sidewalk or other frontage/street improvement that would in the field result in displacement or relocation of any of utility 392 351 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 83 of 85 boxes, cabinets, vaults, or vault covers does not exempt the developer from having to move or pay to move any of these as directed by the City Engineer and with guidance from franchise utilities. 8. Other Agencies: The applicant, not the City, is responsible for obtaining permits from any county, state and/or federal agencies, which may require approval or permit, and must obtain all applicable City and County permits for work prior to the start of work and that the work meets the satisfaction of the permit-issuing jurisdiction. The Oregon Department of Transportation (ODOT) might require highway access, storm drainage, and other right-of-way (ROW) permits. All work within the public ROW or easements within City jurisdiction must conform to plans approved by the Public Works Department and must comply with a Public Works Right-of-Way permit issued by said department. Marion County plumbing permits must be issued for all waterline, sanitary sewer, and storm sewer work installed beyond the Public Right-of-Way, on private property. 9. Inspection: The applicant shall construct, install, or plant all improvements, including landscaping, prior to City staff verification. Contact Planning Division staff at least 3 City business days prior to a desired date of planning and zoning inspection of site improvements. This is required and separate from and in addition to the usual building code and fire and life safety inspections. Note that Planning staff are not primarily inspectors, do not have the nearly immediate availability of building inspectors, and are not bound by any building inspector’s schedule or general contractor convenience. 10. Stormwater management: The storm sewer system and any required on-site detention for the development must comply with the City Storm Water Management Plan, Public Works storm water practices and the Storm Drainage Master Plan. 11. Public Works Review: Regarding public infrastructure, consult the Public Works Department Engineering Division about when, where, and how to apply and implement Public Works construction specifications, Standard Drawings, Standard Details, and general conditions of a permit type issued by the Public Works Department. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 12. ROW: a. Dedication: The Public Works Department Engineering Division has document templates for ROW and easement dedications that applicants are to use. ROW – and public utility easement (PUE) – dedications are due prior to building permit issuance per Public Works policy. b. Work: All work within the public ROWs or easements within City jurisdiction must require plan approval and permit issuance from the Public Works Department. All public 393 352 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 84 of 85 improvements construction work must be performed in accordance with the plans stamped “approved” by the City, and comply with the City’s Standard Specifications and Standard drawings. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 13. Franchises: The applicant provides for the installation of all franchised utilities in any required easements. 14. Water: All water mains and appurtenances must comply with Public Works, Building Division, and Woodburn Fire District requirements. Existing water services lines that are not going to be use with this new development must be abandoned at the main line. The City performs required abandonment of existing water facilities at the water main with payment by the property owner. All taps to existing water mains must be done by a “Hot Tap” method and by approved City of Woodburn Contractors. The applicant shall install the proper type of backflow preventer for all domestic, lawn irrigation and fire sprinkler services. The backflow devices and meters shall be located near the city water main within an easement, unless approved otherwise by Public Works. Contact Byron Brooks, City of Woodburn Water Superintendent, for proper type and installation requirements of the backflow device at (503) 982-5380. 15. Grease Interceptor/Trap: If applicable, a grease trap would need to be installed on the sanitary service, either as a central unit or in a communal kitchen/food preparation area. Contact Marion County Plumbing Department for permit and installation requirements, (503) 588-5147. 16. Fire: Fire protection requirements must comply with Woodburn Fire District standards and requirements, including how the District interprets and applies Oregon Fire Code (OFC). Place fire hydrants within the public ROW or public utility easement and construct them in accordance with Public Works Department requirements, specifications, standards, and permit requirements. Fire protection access, fire hydrant locations and fire protection issues must comply with current fire codes and Woodburn Fire District standards. See City of Woodburn Standard Detail No. 5070-2 Fire Vault. The fire vault must be placed within the public right-of-way or public utility easement. 394 353 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 85 of 85 17. Street address assignment: The CU 24-02 redevelopment necessitates changes to street address assignment. Assume and request the following with the request form: Lot Existing Address Requested Address Tax Lot 3600 2540 Newberg Hwy Convenience store: 2540 Newberg Hwy, Ste 1 NE attached commercial office area: 2540 Newberg Hwy, Ste 2 Tax Lot 3700 2600 Newberg Hwy SW commercial office building: 2600 Newberg Hwy, with one suite number per tenant space for all tenant spaces west to east, e.g. Stes 1, 2, 3, etc. 18. Planning Division fee schedule: Additional fees are or might become applicable per the schedule: o Page 2, row “Bond or performance guarantee release or status letter”, Applicable to such held by the Planning Division, not any by the Public Works Department Engineering Division. (This usually means bonding through the Planning Division is limited to street trees and/or on-site landscaping.) o Page 2, “Civil engineering plan(s) (CEP) review, Planning Division review of Public Works Department permit application materials”. Where CEP is done through building permit review instead of a separate process prior to building permit application, Planning Division assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. o Page 2, row “Exception to when all public improvements are due / delay or deferral of frontage/street improvements”, applicable if a developer obtains Public Works Department approval of exception (delay/deferral) through WDO 3.01.02E(1) & The fee serves as an exception disincentive. If Planning Division staff see no evidence of improvements under construction or constructed based on the building permit application materials, staff will assume deferral and assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. 19. SDCs: The developer pays system development charges prior to building permit issuance. Engineering Division staff will determine the water, sewer, storm, traffic, and parks SDCs after the developer provides a complete Public Works Commercial/Industrial Development information sheet. The Engineering Division can be reached at (503) 982-5240. 395 354 ---PAGE BREAK--- City Council January 27, 2025 Attachment 4 396 355 ---PAGE BREAK--- City Council January 27, 2025 Attachment 5 397 356 ---PAGE BREAK--- 398 357 ---PAGE BREAK--- Staff Report To: Planning Commission Through: Chris Kerr, AICP, Community Development Director From: Colin Cortes, AICP, CNU-A, Senior Planner Meeting Date: August 22, 2024 (Prepared August 15, 2024) Item: 2540 & 2600 Newberg Hwy (Oregon Hwy 214), “US Market gas station” (CU 24-02) Tax Lot(s): 052W12DB03700 (primary) & 3600 Table of Contents ISSUE BEFORE THE PLANNING COMMISSION 1 EXECUTIVE SUMMARY 2 RECOMMENDATION 6 CONDITIONS OF APPROVAL 6 ACTIONS 28 ATTACHMENT LIST 28 Issue before the Planning Commission Conditional Use 24-02 (Type III) and related applications for a gas station with convenience store, known as US Market, in the Commercial General (CG) zoning district at the southwest corner of Newberg Highway & Oregon Way: Commission decision. 358 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 2 of 28 Executive Summary Location The proposal is to redevelop two lots totaling 1.42 acres at 2540 & 2600 Newberg Highway (Oregon Highway 214). The subject property is located at the southwest corner of the intersection of the highway and Oregon Way. To the southeast, it abuts two houses in Woodburn Senior Estates and to the southwest, Panor 360, which is a three-story condominium building. Existing Context The subject property is zoned Commercial General (CG) and was occupied by two vacant bank buildings, now demolished. County aerial 2021; Subject property outlined in green 359 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 3 of 28 County aerial 2023; Subject property outlined in green Design Review The applicant proposes redevelopment into the US Market gas station, a conventional gas station with a convenience store of 4,110 square feet (sq ft), six gas pump islands with 12 pumps total, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and as Phase 2 a southwest commercial office building of 5,000 sq ft. Conditional Use The applicant/developer applied for a conditional use (CU) for the gas station because it is within 200 feet of residentially zoned property. A “conditional” use is called such because it’s conditional upon discrete approval by the City, and the City can condition physical or operation aspects of a proposal, including on issues particular to the case at hand and above and beyond what Woodburn Development Ordinance (WDO) provisions directly address. 360 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 4 of 28 The Proposal Staff and the developer have worked to produce a good site development by focusing on: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. The staff analyses and findings (Attachment 102), especially the Conditional Use Provisions section, provides much more detail, and the recommended conditions of approval secure the above things. Site Plan The development is phased into Phases 1 & 2, the second being the southwest commercial office building. Site plan excerpts follow on the next page(s), and a larger version is among the attached site plans (Attachment 103). 361 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 5 of 28 Staff finds that the proposal meets applicable Woodburn Development Ordinance (WDO) provisions per the analyses and findings (Attachment 102). Landscape Plan Excerpt Prior to Revision per Conditions of Approval 362 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 6 of 28 Recommendation Approval: Staff recommends that the Planning Commission consider the staff report and attachments and approve the consolidated applications package with the conditions that staff recommends. Conditions of Approval The conditions are copied from towards the end of the analyses and findings (Attachment 102): General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 363 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 7 of 28 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 364 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 8 of 28 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off- street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. 365 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 9 of 28 Exhibit PP1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 366 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 10 of 28 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 367 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 11 of 28 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. 368 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 12 of 28 D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 369 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 13 of 28 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off- street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. 370 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 14 of 28 D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 371 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 15 of 28 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 372 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 16 of 28 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. 373 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 17 of 28 d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5- inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 374 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 18 of 28 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 375 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 19 of 28 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 376 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 20 of 28 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling- mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. 377 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 21 of 28 Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 378 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 22 of 28 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: 379 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 23 of 28 General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on-site motorists where and how to queue, including pumps that are self- service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 380 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 24 of 28 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited- service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited-service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. 381 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 25 of 28 CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 382 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 26 of 28 Conditional Use 24-02: Transportation T-A1: a. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] b. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] c. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 383 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 27 of 28 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 384 ---PAGE BREAK--- CU 24-02 US Market gas station 2540 & 2600 Newberg Hwy Staff Report Page 28 of 28 Actions The Planning Commission may instead act on the land use application to: 1. Approve with modified conditions, or 2. Deny, based on WDO criteria or other City provisions. If the Planning Commission were to act upon the recommendation, staff would prepare a “final decision” document for signature by the Commission chair in the days following the hearing. Attachment List 101. Marked Tax Map 102. Analyses & Findings 102A. Public Works comments (August 13, 2024; 2 pages) 103. Application materials / site plans / elevations (June 10, 2024; 6 sheets) 104. Transportation System Plan (TSP) Fig. 2 “Functional Roadway Classification” 201.* CU 24-02 US Market Gas Station: Dictionary & Glossary 202. CU 24-02 US Market Gas Station: Conditioned Fees *The 200 series of attachments are details for the conditions of approval. 385 ---PAGE BREAK--- ^ <Ò Ð Ð Ð 3520-0027 3567-0435 3431-0137 3494-0026 137.5 188.2 145.00 EAST 120 3534-0485 3800 3700 0.46 AC 100 3900 3600 0.95 AC 180 180 0.41 AC 74.93 180 74.30 180 1 80 178 178 200 56 56 188.2 160 2 80 4000 290.00 290.00 300 120 1 56 CS 22327 56 92 3 3500 80 58 58 400 54 54 120 2 4 80 3400 60 60 500 54 54 120 3 5 80 3300 60 60 600 54 54 120 4 6 80 75 3200 700 WOODBURN 60 54 60 54 120 7 5 80 800 3100 54 60 54 60 8 80 120 6 900 3000 54 54 60 60 9 80 120 7 1000 54 54 2900 10 60 60 80 120 295 8 1100 SENIOR WOODBURN SENIOR ESTATES NO.7 A 125.7 54 54 2800 11 4300 60 80 60 1.85 AC 4200 120 1200 9 54 1.16 AC 54 2700 181.39 12 60 60 67 120 1300 10 54 54 13 2600 56.53 53.18 1400 119.99 1 2.83 34.77 55.75 363.22 19.23 14 2500 49.62 58 162.67 N58 25 40W 347.76 1500 440.70 118.07 54 2 203.44 2400 15 58.91 50.14 4500 1600 58 112.58 54 80 3 4400 16 2300 58.91 80 68 90.41 51.19 58 1700 58 4600 103.39 14 54 ESTATES 40 N00 27 10W 219.37 4 80 28.84 15 13 12.89 58 2200 17 4700 80 58.91 52.81 40 58 80 148.18 70 1800 52 90.27 58 12 54 5 4800 80 2100 58 18 52 58.91 80 11 64.23 4900 1900 80 54 48.65 52 70.76 10 80.75 5000 19 80 61.31 52 6 80 58.91 9 2000 NO. 7 5100 80 52 60 8 20 5200 80 62 80.63 65.45 7 137.5 92 160 145.00 4100 50 50 DRIVEWAY EASEMENT 60 52.6 60 52.6 58.4 57.6 66 STATE HIGHWAY 214 60 100 STREET LAWSON 60 60 70 100 WEST HAYES ST 60 57.5 59.80 74 ARD DRIVE 57.5 GOLF COURSE 52.6 52.6 58.6 60 WAY ROAD OREGON OREGON COURT EVERGREEN WAY 50 60 60 WES T HAY ES S T . OREGON 50 GOLF COURSE CTR SEC 1/16 COR NE A DU D 1/16 COR 1/16 COR 03 93 0 03 03 0 03 03 0 03 93 0 20 20 120 120 PANOR 360 CONDO 90000 REFERENCE DEED VOL 762 PAGE 403 FOR DETAILS ALLISON WAY SEE MAP 052W12B SEE MAP 052W12AC SEE MAP 052W12AD SEE MAP 052W12C SEE MAP 052W12DA SEE MAP 052W12DC SEE MAP 052W12DD MARION COUNTY, OREGON NW1/4 SE1/4 SEC12 T5S R2W W.M. WOODBURN WOODBURN 05 2W 12DB 05 2W 12DB SCALE 1" = 100' FOR ADDITIONAL MAPS VISIT OUR WEBSITE AT www.co.marion.or.us DISCLAIMER: THIS MAP WAS PREPARED FOR ASSESSMENT PURPOSES ONLY 05 2W 12DB 05 2W 12DB WOODBURN WOODBURN 05 2W 12DB 05 2W 12DB 05 2W 12DB 05 2W 12DB LEGEND LINE TYPES CORNER TYPES Section Corner <Ò 15 16 21 22 Waterline - Non Railroad Centerline Historical Boundary Easement Taxcode Line Map Boundary Road Right-of-Way Taxlot Boundary Railroad Right-of-Way Private Road ROW Subdivision/Plat Waterline - Taxlot NUMBERS Tax Code Number 00 00 0 All acres listed are Net Acres, excluding any portions of the taxlot within public ROWs Acreage Tick Marks: A tick mark in the road indicates that the labeled dimension extends into the public ROW 0.25 AC NOTES 200.00 175.00 PLOT DATE: 1/25/2024 CANCELLED NUMBERS 3900A1 R ! DLC Corner <Ò 1/4 Section Cor. Ð 1/16TH Section Cor. 386 Attachment 101 ---PAGE BREAK--- Attachment 102 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 1 of 85 CU 24-02: Analyses & Findings This attachment to the staff report analyzes the application materials and finds through statements how the application materials relate to and meet applicable provisions such as criteria, requirements, and standards. They confirm that a given standard is met or if not met, they call attention to it, suggest a remedy, and have a corresponding recommended condition of approval. Symbols aid locating and understanding categories of findings: Symbol Category Indication Requirement (or guideline) met No action needed Requirement (or guideline) not met Correction needed Requirement (or guideline) not applicable No action needed • Requirement (or guideline) met, but might become unmet because of condition applied to meet separate and related requirement that is not met • Plan sheets and/or narrative inconsistent • Other special circumstance benefitting from attention Revision needed for clear and consistent records Deviation: Planned Unit Development, Zoning Adjustment, and/or Variance Request to modify, adjust, or vary from a requirement Section references are to the Woodburn Development Ordinance (WDO). Table of Contents Project Name & Case File Numbers 2 Location 2 Land Use & Zoning 2 Statutory Dates 3 Design Review Provisions 4 Conditional Use Provisions 25 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions 45 Phasing Plan Provisions 55 Remaining Provisions 59 387 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 2 of 85 Recommendation 60 Applicant Identity 82 Notes to the Applicant 82 Project Name & Case File Numbers The applicant submitted the project name US Market. The land use application master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. The subject property is composed of two lots, and the developer of the proposed strip commercial development proposes no Property Line Adjustment (PLA) or lot consolidation. The gas station development is: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), 6 pump islands with 12 pumps, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), as Phase 2 a southwest commercial office building of 5,000 sq ft. Location Address(es) 2540 & 2600 Newberg Hwy (SW corner of Oregon Hwy 214 / Newberg Hwy & Oregon Way) Tax Lot(s) 052W12DB03700 (primary) & 3600; respectively 0.95 & 0.47 acres, totaling 1.42 acres Nearest intersection Oregon Hwy 214 / Newberg Hwy & Oregon Way Land Use & Zoning Comprehensive Plan Land Use Designation Commercial Zoning District Commercial General (CG) Overlay District(s) none Existing Use(s) None following demolition of two vacant bank buildings no later than 2022 388 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 3 of 85 For context, the comprehensive plan land use map designations and zoning are illustrated below with excerpts from the City geographic information system (GIS) and the zoning is tabulated further below: Comprehensive Plan land use map excerpt Zoning map excerpt Cardinal Direction Adjacent Zoning North Across OR Hwy 214: Commercial General (CG) East Across Oregon Way: Retirement Community Single Family Residential (R1S) South East to west: R1S (943 & 953 Oregon Way; houses) and CG (950 Evergreen Rd; Panor 360 condominiums) West CG (950 Evergreen Rd; Panor 360 condominiums; and 2620 Newberg Hwy; Dairy Queen) Statutory Dates Application Completeness July 3, 2024 120-Day Final Decision Deadline October 31, 2024 per Oregon Revised Statutes (ORS) 227.178. (The nearest and prior regularly scheduled City Council date would be October 28, 2024. 389 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 4 of 85 Design Review Provisions DR Provisions Volume 1 Organization and Structure 1.04 Nonconforming Uses and Development The developer already obtained demolition permits from the Building Division, and the site is cleared. Because the proposal is full redevelopment, nonconformance of private, on-site improvements is not an applicable concept and the development will conform to the WDO and conditions of approval. Regarding nonconforming public street improvements, staff further addresses this nonconformance under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. Not applicable. Volume 2 Land Use Zoning and Specified Use Standards 2.03 Commercial Zones 2.05 Overlay Districts 2.06 Accessory Structures 2.07 Special Uses 2.08 Specific Conditional Uses Uses Allowed in Commercial Zones Table 2.03A Use Zone Accessory Uses Conditional Uses (CU) Permitted Uses Special Permitted Uses Specific Conditional Uses (SCU) CG B Commercial Retail and Services 2 Automotive maintenance and gasoline stations, including repair services CU3 6 Business services P 16 Office and office services and supplies P 19 Printing, publishing, copying, bonding, finance, insurance, medical, data processing, social assistance, legal services, management, and corporate offices P 20 Professional services P 3. Allowed outright if not within 200 feet of residentially zoned properties 390 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 5 of 85 A proposed use is a gasoline station, hereafter referred to as gas station. Because it is within 200 ft of residentially zoned property – 943 & 953 Oregon Way to the southeast that is zoned R1S, for the subject property the use and its convenience store remain a conditional use. Commercial office is a permitted use. Commercial General (CG) - Site Development Standards Table 2.03C Lot Area, Minimum (square feet) No minimum Lot Width, Minimum (feet) No minimum Lot Depth, Minimum (feet) No minimum Street Frontage, Minimum (feet) No minimum Front Setback and Setback Abutting a Street, Minimum (feet) 5 1 Side or Rear Setback, Minimum (feet) Abutting RS, R1S, or RM zone 10 4 Abutting CO, CG, DDC, NNC, P/SP, IP, SWIR, or IL zone 0 or 5 4, 5 Setback to a Private Access Easement, Minimum (feet) 1 Lot Coverage, Maximum Not specified 2 Building Height, Maximum (feet) Primary or accessory structure Outside Gateway subarea 70 Western Gateway subarea 50 Eastern Gateway subarea 40 Features not used for habitation 100 1. Measured from the Street Widening Setback (Section 3.03.02), if any 2. Lot coverage is limited by setbacks, off-street parking, and landscaping requirements. 3. Only allowed in the Gateway Overlay District 4. A house of worship shall be set back at least 20 feet from a property line abutting a residential zone or use. 5. A building may be constructed at the property line, or shall be set back at least five feet. The site plans and elevations show that the proposed development conforms with the basic development standards that Table 2.03C contains. 391 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 6 of 85 2.05 Overlay Districts 2.05.02 Interchange Management Area Overlay District Figure 2.05B – Interchange Management Area Boundary and Subareas (with subject property at NE marked in green) For those aware of the Interchange Management Area Overlay District (IMA), the above WDO figure marked to show the subject property confirms that the property lies just outside the IMA, that is, the property is not in the IMA. (Also, none of the other overlay districts are applicable.) Not applicable. 2.06 Accessory Structures 2.06.02 Fences and Walls Regarding the “Architectural Wall” as a buffer or screen wall per 3.06.05 to the standards of 3.06.06 and any fence or fencing the developer would build and install, a condition or conditions of approval would secure conformance, as well as a fence permit application type per 5.01.03 “Fence and Free Standing Wall”. 392 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 7 of 85 In order to secure conformance to 2.06.02, staff applies a condition or conditions. 2.06.03 Structures Within the proposal, which is phased development, neither phase includes accessory structures such as sheds, making this WDO section not applicable; however, even if the fuel pump canopy were considered an accessory structure instead of a primary one, it remains proposed more than 5 ft away from a property line. (Other WDO sections address the proposed trash enclosure.) Not applicable. 2.07 Special Uses 2.07.08 Facilities During Construction This is not directly relevant to land use review. Contractor behavior is to conform during construction. No condition of approval is necessary to reiterate the requirement. Not applicable. 2.08 Specific Conditional Uses None relate to a gas station. Not applicable. Volume 3 Development Guideline and Standards 3.01 Streets Regarding public street improvements, staff further addresses this under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. SA: Staff further addresses public street improvements further under the Street Adjustment Provisions section (under criterion 3, factor 3.02 Utilities and Easements 3.02.01 Public Utility Easements A. The Director shall require dedication of specific easements for the construction and maintenance of municipal water, sewerage and storm drainage facilities located on private property. 393 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 8 of 85 B. Streetside: A streetside public utility easement (PUE) shall be dedicated along each lot line abutting a public street at minimum width 5 feet. Partial exemption for townhouse corner lot: Where such lot is 18 to less than 20 feet wide, along the longer frontage, streetside PUE minimum width shall be 3 feet; or, where the lot is narrower than 18 feet, the longer side frontage is exempt from streetside PUE. C. Off-street: The presumptive minimum width of an off-street PUE shall be 16 feet, and the Public Works Director in writing may establish a different width as a standard. E. As a condition of approval for development, including property line adjustments, partitions, subdivisions, design reviews, Planned Unit Developments (PUDs), Street Adjustments, Zoning Adjustments, or Variances, the Director may require dedication of additional public easements, including off-street public utility easements and other easement types such as those that grant access termed any of bicycle/pedestrian access, cross access, ingress/egress, public access, or shared access, as well as those that identify, memorialize, and reserve future street corridors in place of ROW dedication. F. Streetside PUE maximum width: 1. Purpose: To prevent developers and franchise utilities from proposing wider than minimum streetside PUEs along tracts or small lots after land use final decision; to prevent particularly for a tract or lot abutting both a street and an alley; to encourage developers to communicate with franchise utilities and define streetside PUE widths during land use review and hew to what is defined; to avoid overly constraining yards, and to avoid such PUEs precluding front roofed patios, porches, or stoops. 2. Standards: Exempting any lot or tract subject to Figure 3.01B “Major Arterial”, the following standards are applicable to a lot or tract with: a. No alley or shared rear lane: 8 feet streetside. b. Alley or shared rear lane: Either 8 feet streetside and 5 feet along alley or shared rear lane, or, 5 feet streetside and 8 feet along alley or shared rear lane. Nothing in this section precludes a streetside PUE from variable width where necessary such as to expand around public fire hydrants. Regarding A, the Public Works Department handles this through its own conditions and processes. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). Regarding B, because the site plan calls out a streetside PUE along Oregon Way but does not indicate its width, staff applies a condition or conditions. The highway is subject to a superseding standard requiring a 10-ft wide easement: Figure 3.01B “Major Arterial”, and the site plan calls out a streetside PUE and indicates a 10-foot width. Regarding C, the Public Works Department implements this through its own permit processes, standards, and specifications, and Planning Division also staff apply a condition or conditions for WDO conformance and to deal with existing context of public utilities. Additionally, one of the two frontages is a state highway, which involves ODOT standards and permitting processes. 394 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 9 of 85 In order to secure conformance with Figure 3.01B and 3.02.01B & F.2, staff applies a condition or conditions. 3.02.02 Creeks and Watercourse Maintenance Easements There are no creeks or watercourses. Not applicable. 3.02.03 Street Lighting The Public Works Department handles this through its own permit processes, standards, and specifications. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). In order to secure conformance to 3.02.03, the Public Works Department might apply public works standards and specifications. 3.02.04 Underground Utilities B. Street: All permanent utility service within ROW resulting from development shall be underground, except where overhead high-voltage (35,000 volts or more) electric facilities exist as the electric utility documents and the developer submits such documentation. 1. Developments along Boundary Streets shall remove existing electric power poles and lines and bury or underground lines where the following apply: a. A frontage with electric power poles and lines is or totals minimum 250 feet; and b. Burial or undergrounding would either decrease or not increase the number of electric power poles. The developer shall submit documentation from the electric utility. Where the above are not applicable, a developer shall pay a fee in-lieu, excepting residential development that has 4 or fewer dwellings and involves no land division. 2. Fees in-lieu: Per Section 4.02.12. Because the application materials fail to show that the development would conform along the highway where electric power poles and overhead electric power lines existing, staff applies a condition or conditions. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) In order to secure conformance to 3.02.04, staff applies a condition or conditions. 395 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 10 of 85 3.03 Setbacks and Open Space 3.03.02 Special Setbacks This is a street widening setback. Because the development proposes and/or is conditioned to conform regarding ROW widths, the Special Setback is not applicable. Not applicable. 3.03.03 Projections into the Setback Abutting a Street 3.03.04 Projections into the Side Setback 3.03.05 Projections into the Rear Setback Because the development is strip commercial with conventional setbacks that meet or exceed zoning minimums, there are no projections. Were that to change later, the developer would still have to demonstrate conformance and the development conform. Not applicable. 3.03.06 Vision Clearance Area The application materials indicate that the applicant is aware of and intending to conform regarding driveways and the building closest to the site NE corner, which is the SW corner of the highway and Oregon Way, because the NE building (the convenience store and attached NE commercial office) is notched at the NE to keep out of the vision clearance area (VCA) or sight triangle. The building isn’t near any driveway. (Were a site plan to fall out of conformance upon building permit application, staff would prompt the developer to correct during permit reviews.) The requirement is met. 3.04.01 Applicability and Permit A. Street Access Every lot shall have: 1. Direct access to an abutting public street, or 2. Access to a public street by means of a public access easement and private maintenance agreement to the satisfaction of the Director, revocable only with the concurrence of the Director, and that is recorded. The easement shall contain text that pursuant to Woodburn Development Ordinance (WDO) 3.04.03B.3, the public shared access (ingress and egress) right of this easement is revocable only with the written concurrence of the Community Development Director. 396 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 11 of 85 This standard plus the highway being a state highway affects access management. A main reason the developer proposes the highway driveway as one-way inbound is because of an Oregon Department of Transportation (ODOT) “Conditional Approval of Grant of Access”, file code 30-24 and "CHAMPS" No. 093457 dated January 23, 2024, of which the applicant submitted a copy to the City among the February 8, 2024 application materials. It states, “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway.” In any case, there would be full physical access to and from the highway via the Oregon Way driveway and Oregon Way itself, which intersects the highway to the north of that driveway; however, because the subject property is two lots that the applicant proposes neither to adjust nor consolidate, and motorists would have to cross Tax Lot 3600 (2540 Newberg Hwy) to get from the fuel pump canopy on Tax Lot 3700 (2600 Newberg Hwy) onto Oregon Way as a means to get to the highway, the developer needs to grant what is termed any of cross access, ingress/egress, or shared access across the two lots revocable only with the written concurrence of the Community Development Director in order to conform with 3.04.01A.2. In order to secure conformance with 3.04.01A.2, staff applies a cross access condition to the two lots composing the subject property. 3.04.02 Drive-Throughs The strip commercial development includes none. Not applicable. 3.04.03 Driveway Guidelines and Standards … B. Number of Driveways 3. For nonresidential uses, the number of driveways should be minimized based on overall site design, including consideration of: a. The function classification of abutting streets; b. The on-site access pattern, including parking and circulation, joint access, turnarounds and building orientation; c. The access needs of the use in terms of volume, intensity and duration characteristics of trip generation. 5. For all development and uses, the number of driveways shall be further limited through access management per subsections C & D below. C. Joint Access 1. Lots that access a Major Arterial, Minor Arterial, Service Collector, or Access Street should be accessed via a shared driveway or instead to an alley or shared rear lane. 397 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 12 of 85 2. A partition, subdivision, or PUD should be configured so that lots abutting a Major Arterial, Minor Arterial, Service Collector, or Access Street have access to a local street, alley, or shared rear lane. Access to lots with multiple street frontages should be from the street with the lowest functional class. 3. Every joint driveway or access between separate lots shall be per the same means as in Section 3.04.01A.2. 4. Standards: … One of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). The developer wants to narrow the highway driveway from 30 to 20 ft, which involves ODOT permitting and standards. That width is within WDO maximum for a one-way driveway (per Table 3.04A). The Oregon Way driveway width is 24 ft. Section 3.04.03 encourages and in part requires joint or shared driveways, and because of the analysis and findings for 3.04.01A related to street access, cross access causes the Oregon Way driveway to be required as a joint or shared one. Through the conditional use process staff applies conditions limiting driveway widths for both frontages. In order to secure conformance to conditional use criteria, staff applies a condition or conditions. D. Access management: 2. Commercial: Any development within a commercial zoning district that Section 2.03A lists shall grant shared access to adjacent lots and tracts partly or wholly within any of the same districts. An alley or shared rear lane may substitute for meeting this standard if the alley provides equivalent public access. Zoning Adjustment is permissible. 398 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 13 of 85 Access Requirements Table 3.04A Commercial or Industrial Use Paved Width of Driveway (feet) 3, 4, 7, 8 1-way 10 minimum 20 maximum 2-way Commercial/Mixed-Use: 20 minimum 24 maximum* *(Add 12 ft maximum if a turn pocket is added) Industrial: 22 minimum 36 maximum* *(Add 8’ if a turn pocket is added) Throat Length (feet) 5 Major Arterial, Minor Arterial, Service Collector Commercial: 36 minimum; Industrial: 50 minimum Access or Local Street 18 minimum 399 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 14 of 85 Access Requirements Table 3.04A 1. The separation should be maximized. 2. Driveways on abutting lots need not be separated from each other, and may be combined into a single shared driveway. 3. Driveways over 40 feet long and serving one dwelling unit may have a paved surface minimum 8 feet wide. 4. Notwithstanding the widths listed in this table, the minimum clearance around a fire hydrant shall be provided (See Figure 3.04D). 5. Throat length is measured from the closest off-street parking or loading space to the right- of-way. A throat applies only at entrances (See Figure 3.05B). 6. Maximum of 4 individual lots can be served from single shared driveway (See Figure 3.04A) except where and as Section 3.04.03D.3 “Flag Lots” supersedes. 7. It is permissible that the Oregon Fire Code (OFC) as administered by the independent Woodburn Fire District may cause driveway widths to exceed minimums and maximums. It is a developer’s responsibility to comply with the OFC. 8. Width measurement excludes throat side curbing, if any. 9. Refer to OFC Appendix D, Figure D103.1. The site plan shows proposed driveways that conform. The requirement is met. 3.04.05 Transportation Impact Analysis B. A transportation study known as a transportation impact analysis (TIA) is required for any of the following: 1. Comprehensive Plan Map Change or Zone Change or rezoning that is quasi-judicial, excepting upon annexation designation of zoning consistent with the Comprehensive Plan. 2. A development would increase vehicle trip generation by 50 peak hour trips or more or 500 average daily trips (ADT) or more. 3. A development would raise the volume-to-capacity (V/C) ratio of an intersection to 0.96 or more during the PM peak hour. 400 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 15 of 85 4. Operational or safety concerns documented by the City or an agency with jurisdiction, such as ODOT or the County, and submitted no earlier than a pre-application conference and no later than as written testimony entered into the record before the City makes a land use decision. 5. A development involves or affects streets and intersections documented by ODOT as having a high crash rate, having a high injury rate of persons walking or cycling, having any cyclist and pedestrian deaths, or that partly or wholly pass through school zones that ODOT recognizes. 6. Where ODOT has jurisdiction and ORS or OAR, including OAR 734-051, compels the agency to require. The applicant submitted a revised traffic impact analysis (TIA) dated June 23, 2023 on May 1, 2024 as well as a supplement dated and submitted July 23, 2024. Page 36, “Findings and Recommendations” proposed no mitigation measures. Staff addresses the TIA further under the Conditional Use Provisions section of this document. 3.04.03E. Interconnected Parking Facilities. 1. All uses on a lot shall have common or interconnected off-street parking and circulation facilities. 2. Similar or compatible uses on abutting lots shall have interconnected access and parking facilities. Because the proposal is a single, integrated site development for several primary uses – a gas station, composed of the fuel pump canopy and convenience store – plus NE attached commercial office and a (Phase 2) SW commercial office building, it would be like a commercial strip mall. The site plan shows continuous drive aisles and obvious shared parking across the two lots composing the subject property. The requirement is met. 3.04.04 Improvement Standards The site plans illustrate pavement that conforms. The requirement is met. 401 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 16 of 85 3.05 Off-Street Parking and Loading 3.05.02 General Provisions Because the application materials fail to show that the development would conform fully to the requirements, staff applies a condition or conditions. In order to secure conformance with the above subsections of 3.05.02, staff applies a condition or conditions. E. Setback 1. In commercial and industrial zones, the parking, loading, and circulation areas shall be set back from a street a minimum of five feet. 2. Parking, loading, and circulation areas shall be set back from a property line a minimum of five feet, excepting any of interior lot lines of lots in a development that have the same owner or that have outbuildings as part of a complex of buildings sited amid parking, such as in an office or industrial park or strip mall, a shared access and use agreement between or among landowners per Section 3.04, and shared access in the specific context of residential development of other than multiple-family dwellings. Subsection 2(a) is applicable and, because of conditioning for other WDO sections related to cross access and shared parking, 2(b) will be applicable. The requirement is met. J. All uses required to provide 20 or more off-street parking spaces shall have directional markings or signs to control vehicle movement. The phrase, “directional markings or signs to control vehicle movement” leaves room for interpretation about what kinds of markings or signs, number, size, placements, and symbols and text. A gas station involves a lot of queuing and conflicts among vehicles moving across the site. The site plan shows some detail, but in staff opinion not enough to direct gas station motorists to pump queues and distinguish queuing areas from drive aisles. Also, because of how access management would work, motorists returning to I-5 would exit to Oregon Way to turn left/north to then turn left/west at OR 214. 402 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 17 of 85 With ODOT highway access management as describe earlier above for 3.04.01A, Planning Division staff intends that markings and signage direct motorists seeking I-5 to go to Oregon Way. Because of the room for interpretation, and that the applicant will later refine the site plan, it is during building permit review that administratively establishing details, specifications, and revisions to administer the WDO section would be timely and fruitful. 3.05.03 Off-Street Parking 3.05.03 Off-Street Parking A. Number of Required Off-Street Parking Spaces 1. Off-street vehicle parking spaces shall be provided in amounts not less than those set forth in this Section (Table 3.05A). 2. Off-street vehicle parking spaces shall not exceed two times the amount required in this Section (Table 3.05A). … C. A maximum of 20 percent of the required vehicle parking spaces may be satisfied by compact vehicle parking spaces. D. Off-street vehicle parking spaces and drive aisles shall not be smaller than specified in this Section (Table 3.05C). F. Garages … 2. For multi-family dwellings, one-half of the parking spaces required by this Section (Table 3.05A) shall be in a garage or garages, whether conventional or tandem, or, in a carport or carports. Table 3.05A Off-Street Parking Ratio Standards Table 3.05A Use 1 Parking Ratio - spaces per activity unit or square feet of gross floor area COMMERCIAL / PUBLIC 6. Motor vehicle service 1/ 200 retail area + 3/ service bay + 1/ pump island 12. Offices (such as professional, scientific and technical services, finance and insurance, real estate, administrative and support services, social assistance, and public administration – but not including ambulatory health services) 1/ 350 square feet 1. The Director may authorize parking for any use not specifically listed in this table. The applicant shall submit an analysis that identifies the parking needs, and a description of how the proposed use is similar to other uses permitted in the zone. The Director may require additional information, as needed, to document the parking needs of the proposed use. 403 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 18 of 85 Minimum required off-street parking is: Land use Ratio Square Footage Spaces Gas station 1 per 200 sq ft of retail area (4 per 1,000) + 1 per island 4,110 20.6 Commercial office 1 per 350 sq ft (2.86 per 1,000) 1,863 (NE) 5.3 5,000 (SW) 14.3 All sitewide 40.2 → 40 Even without counting any space under the fuel pump canopy, the site plan proposes 50 spaces sitewide, exceeding the minimum requirement sitewide, but not so much it would exceed the maximum parking or parking cap per 3.05.03A.2 above. (Staff concurs with the applicant assumption that that the pump island” parking minimum has no practical effect on minimum parking, the area under any gas station fuel pump canopy being its own minimum parking.) There are 12 compact parking spaces. Because there are 10 excess parking spaces, a fraction of the compact parking could be considered part of minimum parking. Of 40, 20% is 8 compact spaces, and with 10 extra spaces sitewide, the site plan minimum parking of 40 can be interpreted to meet the compact parking maximum of 8. However, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. This raises the issue of shared parking, which staff addresses further below under 3.05.05. The requirement is met. Table 3.05.05 Parking Space and Drive Aisle Dimensions The site plan appears to conform. The applicant opted for standard size stalls to be 19 ft long, 1 ft longer than the minimum length of 18 ft. 404 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 19 of 85 Carpool/Vanpool Parking Table 3.05C Development or Use Description Stall Minimum Number or Percent 1. Non-residential development within commercial zoning districts Zero to 19 total minimum required off- street parking spaces n/a 20 to 33 total 1 stall 34 to 65 total 2 stalls 1. Standard applies even if the site is not zoned P/SP. 2. See Section 3.05.03H for carpool/vanpool (C/V) development standards. The site plan shows the minimum 2 C/V spaces at the east central front corner of the SW office building, as indicated by “CARPOOL”. Because there is no additional information about specifications such as for signage and striping per 3.05.03H, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with Table 3.05.03H, staff applies a condition or conditions. 3.05.05 Shared Parking … D. Shared parking may be allowed if the following standards are met: 1. Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, a shared parking agreement, shall require review and authorization of a subsequent Design Review or Modification of Conditions. 2. Legal documentation, to the satisfaction of the Director, shall be submitted verifying shared parking between the separate developments. Shared parking agreements may include provisions covering maintenance, liability, hours of use, and cross-access easements. 3. The approved legal documentation shall be recorded by the applicant at the Marion County Recorder’s Office and a copy of the recorded document shall be submitted to the Director, prior to issuance of a building or other land use permit. The subject property is two lots that the applicant proposes neither to adjust nor consolidate, with Tax Lot 3600 (2540 Newberg Hwy) having the convenience store and attached NE commercial office area and Tax Lot 3700 (2600 Newberg Hwy) having the fuel pump canopy and SW office building. 405 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 20 of 85 As mentioned earlier above regarding minimum parking, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. For these reasons, shared parking is de facto proposed and a shared parking agreement becomes required. The application materials lack a draft shared parking agreement. Staff applies a condition to secure conformance during building permit review. In order to secure conformance with 3.05.05D, staff applies a condition or conditions. Off-Street Bicycle Parking Table 3.05D Development or Use Description Stall Minimum Number, Percent, or Ratio 2. Non-residential development within commercial zoning districts Whichever of the two rates is greater: 2 stalls or 15% of total minimum required parking spaces, whichever is greater; or 2 stalls or equal to 0.6/ 1,000 square feet GFA, whichever is greater. 3. The Director may authorize off-street bicycle parking for any use that the Development or Use column does not clearly include. 4. See Section 3.05.06 for bicycle parking development standards. Minimum bicycle parking is whichever of the two rates is greater: 2 stalls or 15% of 25 parking spaces, whichever is greater; or 2 stalls or equal to 0.6 x (4,394/1,000) square feet GFA of the convenience store, whichever is greater. This is the same as: 2 stalls or (40 x 0.15) → 6 stalls, whichever is greater; or 2 stalls or equal to (0.6 x 6.863) = 4.1 stalls whichever is greater. 406 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 21 of 85 So, rate is applicable, and of that, the second rate is applicable, yielding the minimum required bicycle parking of 6 stalls. The site plan shows 4 at the convenience store and 2 at the SW commercial office building. Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. For reasons why, see farther below under the Conditional Use Provisions section (Table CU-3, row CU2, third column). The Table 3.05C minimum ratio is met, and conceptually the bicycle parking could conform with 3.05.06. Because there is no additional information about specifications, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.06, staff applies a condition or conditions. Electric Vehicle Parking Table 3.05E Development or Use Description Stall Minimum Number or Percent 2. Non-residential development within commercial zoning districts Zero to 19 total minimum required spaces n/a 20 to 39 total 2 stalls 40 or more total 2 stalls or whichever is greater 2. The Director may authorize EV parking for any use that the Development or Use column does not clearly include. 3. See Section 3.05.03I below for EV development standards. 4. Administrative note: As of January 2022, electrical permitting remains through the County instead of the City by agreement between the City and County. The site plan shows the minimum 2 EV spaces at the site northwest front of the SW commercial office building symbolized with “EV SPACE”, meeting Table 3.05E. (Regarding, “2 stalls or whichever is greater”, 5% of 40 minimum parking spaces equals 407 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 22 of 85 Because there is no additional information about specifications such as for charging level, signage, and striping per 3.05.03I, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.03I, staff applies a condition or conditions. 3.05.04 Off-Street Loading & Unloading The proposal conforms. The requirement is met. 3.06 Landscaping 3.06.03 Landscaping Standards A. Street Trees Staff addresses this further under both the Conditional Use Provisions and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions sections of this document. CU & SA: Staff further addresses street trees further under both the Conditional Use Provisions section (under criterion 3, factor b) and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions section. 3.06.05 Screening A. Screening between zones and uses shall comply with Table 3.06D. The row “Property being Developed – must provide screening if no comparable screening exists on abutting protected property” and “CG or MUV zone” that intersects with the columns “Adjacent properties – zone or use that receives the benefit of screening” and both “RS, R1S, or RSN zone” and “Multiple-family dwelling” necessitates an “Architectural Wall” (AW) along the lot lines abutting the lots with the two houses at 943 & 953 Oregon Way and the Panor 360 condominiums at 950 Evergreen Road. In order to secure conformance with Table 3.06D, staff applies a condition or conditions. 408 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 23 of 85 B. All parking areas, except those for single-family and duplex dwellings, abutting a street shall provide a 42-inch vertical visual screen from the abutting street grade. Acceptable design techniques to provide the screening include plant materials, berms, architectural walls, and depressed grade for the parking area. All screening shall comply with the clear vision standards of this ordinance (Section 3.03.06). Because the landscape plan symbolizes some shrubbery or hedges that don’t quite fully line parking and vehicular circulation areas so as to screen them, staff applies a condition or conditions. In order to secure conformance with the screening requirement, staff applies a condition or conditions. 3.06.06 Architectural Walls Because the application materials fail to show that the development would conform to the requirement, staff applies a condition or conditions. In order to secure conformance with AW standards, staff applies a condition or conditions. 3.06.07 Significant Tree Preservation & Removal See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis. Through conditional use process, staff applies a fee to mitigate the loss of Significant Trees and to increase the City tree fund. For the explanation why, see the paragraph farther below under the Conditional Use Provisions section (under criterion 3, factor c5). In order to secure Significant Tree removal mitigation, staff applies a condition or conditions. 3.07 Architectural Design 3.07.06 Standards for Non-Residential Structures in Residential, Commercial and Public/Semi Public Zones Per 3.07.01A, the architectural provisions are standards for land use review Type I and guidelines for higher types. The application types composing the consolidated package result in Type III. 409 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 24 of 85 The site plans and building elevations show largely what the guidelines describe; however, without conditions applied through the conditional use process, guidelines would remain just that – optional for the developer and subject to “value engineering”. In order to secure adequate architecture in the context of strip commercial development, staff applies a condition or conditions. 3.08 Partitions and Subdivisions None proposed. Not applicable. 3.10 Signs Land use application types generally are not the means for the City to review or approve signage. Signage, including wall and monument signs, remain subject to review and approval through a Type I sign permit through 5.01.10 “Sign Permit”. Not applicable. 3.11 Lighting The site plans through Sheet E1.1 “Lighting Plan” appears to conform with 3.11.02. Regarding color temperature / hue in particular per 3.11.02C, the application materials submitted May 1, 2024 included cut or spec sheets indicating that parking area pole lights would be the model of 4,000° Kelvin color temperature, a conforming value. However, the color temperature is not specified for either the wall-mounted fixture model or the fuel pump canopy celling light fixture model nor, it is necessary to specify model purchase and installation of the 4,000° K and not the 5,000° K models. This may be through marked cut or spec sheets, plan sheet revisions, or both. Staff conditions accordingly. In order to secure conformance with 3.11.02C & F, staff applies a condition or conditions. 410 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 25 of 85 Conditional Use Provisions CU Provisions 5.03.01 Conditional Use A. Purpose: A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval. B. Criteria: 1. The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity. Scope of review The applicant duly consolidated the development applications per WDO 4.01.07 – master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. Under consolidated review, City policy is not to segment development review into discrete parts in a manner that could preclude comprehensive review of the entire development and “its cumulative impacts” (4.01.07). The proposed development includes a mix of uses, with the gas station being a conditional use 411 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 26 of 85 pursuant to the WDO and the convenience store being a permitted use. However, the mixed uses on the property are arguably tied together under a singular business model, each reliant on the other components and benefitting from their assembled presence on a singular site. It is reasonable to assume that individuals using the fueling islands will also the convenience store, whether for paying for fuel, purchasing food and beverages, using the restroom, etc. The City is not required to identify a subarea of the property as the “gas station site” and consider impacts framed by a smaller area. The uses have a grouped impact that generally cannot be separated. In particular and as evident from the transportation impact analysis (TIA), the site development traffic effects result from the whole and all of the site uses. For that reason, it is reasonable for the City in evaluating the effects of the proposed gas station, convenience store, and office areas, to also assume and condition the reasonable convenience store impacts along with the other uses. Also, the City reviewed and considered the effects of the mixed uses on the development site on the surrounding properties to the full extent of the property lines as part of its evaluation. Criteria and factors Looking at each criterion and factor: 1 “ The proposed use shall be permitted as a conditional use within the zoning district.” The use of gas station is permitted as a conditional use as examined under the Design Review Provisions section of this document. The criterion is met. 2 “The proposed use shall comply with the development standards of the zoning district.” It complies with some but not others as examined under other sections in this document, particularly the Design Review Provisions section. In order to secure full compliance, staff applies a condition or conditions. 3 “The proposed use shall be compatible with the surrounding properties. Recommended conditions of approval make the proposed conditional use compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use;” 412 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 27 of 85 The site is composed of two lots totaling 1.42 acres, zoned Commercial General (CG), L- shaped, located at a street corner, and flat. Nothing about these are compelling factors against a gas station. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use;” Regarding the capacity of public water, sewerage, and drainage facilities, the Public Works Department Engineering Division handles this through its own conditions and processes. Public Works comments (Attachment 102A, August 13, 2024) identify no objections to development. The proposed use for any given facility is either sufficient or will be after the developer upgrades per the Public Works Department Engineering Division, except where and as Oregon Dept. of Transportation (ODOT) is applicable. Typically, ODOT accommodates developers drawing and constructing street improvements to City standards even along Oregon Highways 99E, 211, 214, & 219. Regarding street and pedestrian facilities, the Planning Division is taking the lead. The developer applied for an Adjustment to Street Improvement Requirements ("Street Adjustment"), SA 24-01, for both the highway and Oregon Way. Both frontages are nonconforming relative to Figures 3.01B “Major Arterial” and 3.01E “Access Street”. They lack both landscape strips with street trees per 3.06.03A and sidewalk that is not curb-tight. Development requires ROW dedication per 3.01.01A & Fig. 3.01B and street improvements per WDO 3.01.01B & D, 3.01.02A & E, 3.01.03A & C.1, Fig. 3.01A, 3.01.04B, and Fig. 3.01B. Allowing the existing context to remain with strip commercial development would make the walking and cycling environment along highly-trafficked streets (for those cyclists who feel and are safer riding on sidewalk) no less hostile. Additionally, an SA is a discretionary application type. Second, staff applies conditions that secure improvements though less than WDO standards, and that are reasonably proportional to the development. For reasons why, see Table CU-3 below, row CU4, third column. The impact of the proposed use on the quality of the` living environment: 1) Noise;” See Table CU-3, row CU8, third column below. Illumination;” See Table CU-3, row CU7, third column below. Hours of operation;” See Table CU-3, row CU8, third column below. 413 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 28 of 85 Air quality;” Staff addresses climate change simply to say, it’s a gas station with all the greenhouse gas and volatile organic compound (VOC) emissions that it would enable. Putting aside climate change, what else is “air quality?” A gas station comes with fumes, particularly easy to get a whiff of near the pumps. However, once a gas station is in place, a city government can do little to change that fact. If this factor is important to someone, the question would be a simple yes or no to a gas station. Otherwise regarding air quality, staff applies conditions for additional trees in the east and north yards and a wider sidewalk along Oregon Way as a public bicycle pedestrian path, serving as transportation demand management (TDM) by inducing adjacent and nearby residents to drive less often, especially to and from the proposed development and nearby destinations in the commercial area around the intersections of the highway with Country Club Road and Evergreen Roads and with Lawson Avenue, and with fewer driving trips comes better air quality. Also, regarding on-site trees, see factor 5) below. 5) Aesthetics; and Staff interprets this to include: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; 414 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 29 of 85 l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. Significant Tree removal: Also, regarding on-site trees, for a condition and Attachment 203 (fee table) regarding contribution to the City tree fund, having a fee is based on conditional use compatibility with surrounding properties (criterion 3) and impact of the proposed use on the quality of the living environment (factor 3c) including air quality and aesthetics (factors 3c4 & 3c5). The reason is that a demolition contractor, while demolishing the two vacant banks, removed from the subject property at least two but likely three Significant Trees (as 1.02 defines) in May 2021 without City authorization, particularly a Significant Tree Removal Permit per 5.01.11. Staff had seen and photographed on-site trees during at least two site visits, one each on November 9, 2018 and April 26, 2019. The removal prompted neighbor complaints to the City Council at the May 24, 2021 meeting, and there was code enforcement. The Council on August 9, 2021 adopted Ordinance No. 2592 “establishing an enhanced penalty” for violations of WDO tree preservation and removal provisions. Through conditional use process, staff applies a fee to mitigate the loss and to increase the City tree fund. Staff applies conditions towards these objectives. 6) Vehicular traffic. The proposal is strip commercial development of a gas station with convenience store and two commercial office spaces, one at the northeast attached to the south side of the convenience store, and at the southwest an office building. The applicant recycled the traffic impact analysis (TIA) dated August 13, 2021 from CU 21-02 as a CU 24-02 submittal February 8, 2024. The applicant revised the TIA June 23, 2023 and submitted it May 1, 2024. The applicant submitted a five-page supplement dated and submitted July 23, 2024 clarifying how the applicant’s consultant applied the Institute of Transportation Engineers (ITE) Trip General Manual rates of vehicle trips that would pass by the site, i.e., “pass-by” trip rates. Staff had the transportation consultant to the City review the revised TIA and draft a memo (February 26, 2024). TIA page 36, “Findings and Recommendations” proposed no mitigation measures. 415 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 30 of 85 Page 14 of the revised TIA identifies high vehicle turning and angle crash rate at most intersections in Table 4, reproduced below, and p. 12 of the revised TIA references crash history. The crash history states: “The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles.” From p. 14 From p. 26 416 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 31 of 85 Modeling predicts that the proposed development would generate net 870 daily vehicle trips, more than the two banks, now demolished, did – a net 498 more per revised TIA Table 9 on p. 26, of which AM peak trips are total 89 or net 49 and PM peak trips are total 83 or net 5. This would include greater numbers of left turns (from Oregon Way), suggesting that crash risk remains or rises. The p. 36, “Findings and Recommendations” section, third bullet, acknowledges, “The safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214.” The fourth bullet states: “The Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT SPIS[*] lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended.” *Safety Priority Index System. However, it’s not known if crash risks are actually lower, and with Table 4 indicating that this intersection of those studied has the highest crash rate and that the intersection of the highway and Country Club Road / Oregon Way has the second highest, staff finds the revised TIA unconvincing about crash safety and errs on the side of caution. Country Club Road / Oregon Way For this second-highest crash rate intersection, staff applies Condition T-A1 as a mitigation measure to fund the Transportation System Plan (TSP) Project R11, a signal timing study from TSP p. 32, and to supplement with addition funding both to examine improving safety and to account for inflation after the City Council adopted the TSP in September 2019, using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator to adjust $15,000 from then to July 2024, the latest month the calculator made available as of August 14, 2024. Staff applies Condition T-A1a. I-5 Interchange The City conditioned the approval of the DR 21-07 Amazon warehouse, formerly known as “Project Basie”, at 450 Butteville Road through Condition 10 to provide a proportionate share contribution of $10,000 towards TSP Projects R8 & R9, signal/intersection studies estimated at $15,000 each and totaling $30,000, to address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per TIA Table 4 above. 417 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 32 of 85 Page 22, Table 7 of the revised TIA lists developments including Amazon and cites its trip generation as 457 trips during the AM Peak hours and 176 during the PM peak hour; however the DR 21-7 revised TIA dated July 6, 2021 totals 599 AM peak hour trips per p. 33 Fig. 13 and 224 PM peak hour trips per p. 35 Fig. 14. The subject CU 24-02 US Market as examined earlier above would generate 89 AM peak trips compared with 83 PM peak hour trips. Both Amazon and the gas station have higher trips during the AM peak than the PM one. The gas station 89 trips equals 14.9% of the 599 of Amazon. Because of Amazon having given $10,000, 14.9% of that would be $1,490 towards the total remaining $20,000 needed for the estimated total cost of $30,000 of both TSP Projects R8 & R9. Staff adjusts from September 2021, the date of the DR 21-07 Planning Commission staff report, to July 2024, the latest month the aforementioned calculator made available, and this yields $1,709 rounded. Staff applies Condition T-A1b. Evergreen Road The City for DR 2019-05 Allison Way Apartments at 398 Stacy Allison Way through Condition T-A3 required a proportionate share contribution of $15,000 toward a signal/intersection study related to TSP Project R10 to alleviate the crash condition for the 67 additional PM peak hour trips added to the intersection. (The Public Works Department has not reported that there has been study. For the gas station first attempt, CU 21-02, the dollar amount of this share would have been $15,000.) CU 24-02 US Market would add 61 trips to that intersection, almost that of the apartments, and as Table 4 above shows, the intersection has a high crash rate. The proportionate share calculation is 61 gas station trips compared to 67 apartment trips, 61 / 67 = 91.0%, which when applied to $15,000 yields $13,657. Because the base amount dates from May 2020, the date of the DR 2019-05 Planning Commission staff report, staff adjusts the $13,657 for inflation to be in July 2024 dollars, the latest month the aforementioned calculator made available. This yields $16,755 rounded. Staff applies Condition T-A1c. Bus transit To further transportation demand management (TDM) through bus transit, regarding the Woodburn Transportation System (WTS) Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation staff applies a condition for fees in lieu of a bus shelter and bus stop bicycle parking. The cost is based on the City Transit Development Plan (TDP; Resolution No. 2213 on June 12, 2023). (The TDP follows the Transit Plan Update, also known as the Transit Update Plan, adopted via Resolution No. 1980 on November 8, 2010.) TDP Fig. 68 from p. 94, footnote 6, estimated $15,000 for a bus stop improved with a shelter. 418 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 33 of 85 Staff adjusts from June 2023 to July 2024, the latest month the aforementioned calculator made available. Staff had determined the cost of bus stop bicycle parking was $510.20 through ANX 2019-01 Woodburn Eastside Apartments (known Woodburn Place Apartments), and staff adjusts from October 2020 to July 2024. Staff applies Condition T-T. The conformance of the proposed use with applicable Comprehensive Plan policies; and” Staff applies conditions in support of Comprehensive Plan Policies: Policy Page Policy & Analysis Residential Land Development and Housing: D-1.9 15 “Industrial and commercial uses that locate adjacent to a residential area should buffer their use by screening, design, and sufficient setback that their location will not adversely affect the residential area.” The site is abouts two houses in Woodburn Senior Estates to the southeast and a three-story condominium building, Panor 360, to the southwest. East across Oregon Way are three more houses in the Estates. Conditions address the policy and thereby address CU criterion 3, factor d. The conditions also address factors among c1)-5) & e, the ones addressing: • Front yard landscaping that has more trees and shrubs • Architectural Wall (AW) along the southeast and southwest property lines abutting the properties with the two houses and the condominium building • Lights on number and placements of exterior light fixtures • Gas station operations – including regarding noise; hours of operation of the convenience store and vacuums; trash; and fuel pump vehicle queuing • Lighting regarding electronic changing imagery within front yard signage. Commercial Land Development and Employment: F-1.2 24 “Lands for high traffic generating uses (shopping centers, malls, restaurants, etc.) should be located on well improved arterials. The uses should provide the necessary traffic control devices needed to ameliorate their impact on the arterial streets.” 419 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 34 of 85 Policy Page Policy & Analysis A gas station is a high traffic generating use, and its proposed site is at the corner of a state highway and a street, the developer being conditioned to upgrade the street frontage. A T transportation condition secures transportation mitigation fees as examined under CU factor 6) about vehicular traffic and as different means of meeting the intent of the Comprehensive Plan policy than changing the traffic signal at the highway intersection with Oregon Way. F-1.3 24 “Strip zoning should be discouraged as a most unproductive form of commercial land development. Strip zoning is characterized by the use of small parcels of less than one acre, with lot depths of less than 150 feet and parcels containing multiple driveway access points. Whenever possible, the City should encourage or require commercial developments which are designed to allow pedestrians to shop without relying on the private automobile to go from shop to shop. Therefore, acreage site lots should be encouraged to develop "mall type" developments that allow a one stop and shop opportunity. Commercial developments or commercial development patterns that require the use of the private automobile shall be discouraged.” The two lots total 1.42 acres with highway and Oregon Way frontages of 265 and 178 ft respectively. Conditions implement access management to not increase the number of driveways within the development and across successive developments along the major thoroughfares that are the spines of the CG zoning district. Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. F-1.4 24 “Architectural design of commercial areas should be attractive with a spacious feeling and enough landscaping to reduce the visual impact of large expanses of asphalt parking areas. Nodal and mixed use village commercial areas should be neighborhood and pedestrian oriented, with parking to the rear or side of commercial buildings, and with pedestrian connections to neighboring residential areas.” 420 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 35 of 85 Policy Page Policy & Analysis Conditions make a dent in large expanses of asphalt parking areas through more trees in yards along streets and hedge or shrubbery screening parking areas from streets. Conditions require minimum window area on street-facing walls for attractiveness, and wide walkways connecting sidewalks with all building main entrances on the site. An objective is to make a gas station development less ugly than it might otherwise be. F-1.6 25 “Commercial office and other low traffic generating commercial retail uses can be located on collectors or in close proximity to residential areas if care in architecture and site planning is exercised. The City should ensure by proper regulations that any commercial uses located close to residential areas have the proper architectural and landscaping buffer zones.” The WDO and conditions secure care in architecture and site planning for the commercial development close to residential area to the southeast and southwest through a combination of wall, slatted fencing, vegetation, and height limits on light poles and wall-mounted lights. Transportation: H-1.1 33 “Develop an expanded intracity bus transit system that provides added service and route coverage to improve the mobility and accessibility of the transportation disadvantaged and to attract traditional auto users to use the system.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. Conditions also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. 421 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 36 of 85 Policy Page Policy & Analysis H-1.3 34 “Develop a low stress network of bicycle lanes and routes that link major activity centers such as residential neighborhoods, schools, parks, commercial areas and employment centers. Identify off- street facilities in City greenway and park areas. Ensure all new or improved collector and arterial streets are constructed with bicycle lanes.” Conditions induce cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-1.4 34 “Develop a comprehensive network of sidewalks and off-street pathways. Identify key connections to improve pedestrian mobility within neighborhoods and link residential areas to schools, parks, places of employment and commercial areas. Ensure all new collector and arterial streets are constructed with sidewalks.” Conditions induce walking and cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-2.3 34 “Encourage multi-model transportation options, including park- and-ride facilities, carpooling, and use of transit services.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. 422 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 37 of 85 Policy Page Policy & Analysis They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-2.5 34 “Provide inter-parcel circulation through crossover easements, frontage or backage roads, or shared parking lots where feasible.” DR conditions secure access management based on WDO 3.04.03 and Table 3.04A. H-3.1 35 “Continue coordination with ODOT to improve safety on state facilities within the City and citywide access management strategies.” CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-3.2 35 “Implement strategies to address pedestrian and bicycle safety issues, specifically for travel to and from local schools, commercial areas, and major activity centers.” Conditions induce walking and cycling by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-4.1 35 “Evaluate the feasibility of various funding mechanisms, including new and innovative sources.” 423 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 38 of 85 Policy Page Policy & Analysis CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-5.1 35 “Implement, where appropriate, a range of potential Transportation Demand Management (TDM) strategies that can be used to improve the efficiency of the transportation system by shifting single-occupant vehicle trips to other models [sic] and reducing automobile reliance at times of peak traffic volumes.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. Natural … Resources: J-1.1 40 Outside of designated floodplains and riparian corridors, developers should be required to leave standing trees in developments where feasible.” See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis relating to Significant Tree removal mitigation. A condition secures contribution to the City tree fund. Energy Conservation: M-1.2 49 “The City shall increase its commitment to energy conservation, including alternative energy vehicles, increased recycling, and reduction in out-of-direction travel. … 424 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 39 of 85 Policy Page Policy & Analysis CU conditions induce walking and cycling by requiring a wide landscape strip and wide sidewalk and trees in the yards abutting the highway and the street. A wider, shadier sidewalk along Oregon Way induces more walking and cycling trips and by reducing vehicle trips lowers risk of collisions. Conditions limit number of exterior light fixtures. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity.” The City Engineer through Attachment 102A did not identify any deficiencies of or threats to public infrastructure in regards to factor b. of the third CU criterion – subsection B.3b – and the proposal sketches street improvements, construction level details to be determined in conformance with the conditions of approval and in concert with the Oregon Dept. of Transportation (ODOT). Staff applies conditions regarding chiefly a few main topics to ensure compatibility of the development: a. WDO conformance; b. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store, through CU conditions; c. Traffic mitigation through a transportation condition – a condition; and d. Aesthetics as examined above for 3c5), both on-site and through Street Adjustment SA 24-01 regarding Oregon Way frontage, especially landscape strip and sidewalk. Table CU-3 CU Condition CU Criteria/Factors Reasons CU1 3c, 3c5), 3e • To have the Oregon Way front yard, the yard closest to nearby houses, look more attractive from the street. • To delineate the route from Oregon Way to the northeast commercial office main entrance. • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers. 425 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 40 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons CU2 3b, 3c, 3c4), 3c6) • Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. • One stall per tenant space seems more reasonable • If bicycle parking is adequate, tenants and customers are more likely to make use of it, contributing to traffic reduction and better air quality. CU3 3c, 3c5) • To ensure that landscape areas are just that and mostly green, not mostly bark dust. • To reduce the urban heat island effect. • To screen at-grade electrical transformers and other equipment. • To provide for variety of trees, specifically to have a few evergreens that can grow large for habitat and for visual wayfinding. CU4 3a, 3c, 3c5), 3e • The proposal is whole redevelopment of a demolished site. • There is room within the proposed site plan to omit the northernmost parking space for deeper highway front yard landscaping. • Regarding the highway frontage, invite the Oregon Dept. of Transportation (ODOT) and the City Public Works Dept. Engineering Division, one or both of which would have de facto jurisdiction over the streetside public utility easement (PUE) of 10-foot width per WDO Fig. 3.01B “Major Arterial”, to agree to the planting of trees within the streetside PUE, allowing the applicant to keep the depth of proposed south site perimeter landscaping as is. • Have trees in the Oregon Way front yard complementing the street trees, making the frontage more pedestrian-friendly. 426 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 41 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers by providing along the lawn a tiny plaza in which a bench that is both proposed and required bench can be sited. • To provide ample, paved, and covered outdoor common area for the southwest commercial office building tenants in the rear south yard large enough to fit a table and chairs away from door swing. CU5 3c, 3c5) • To establish clear standards for the required Architectural Wall (AW). • To require that the AW be 9 ft, the maximum height per WDO 2.06.02 and what the Planning Commission ordered for CU 21-02, to provide a better buffer/screen from Panor 360, the three- story condominium building at 950 Evergreen Road. • Staff allows a portion of an AW to consist of cedar wood to allow the developer to shave some construction cost. This is in keeping with precedent established for the AW at 1750 Park Avenue and recently the Commission approval of CU 24-01 for the US Market gas station at 2115 Molalla Road. The use of cedar wood is not precluded by WDO 3.06.06B. • An AW is practical and makes the development compatible with the adjacent two houses and the Panor 360 condominium building, thereby meeting a part of the CU purpose statement in 5.03.01A. CU6 3c, 3c5) • To prevent “value engineering” or similar: the developer omitting improvements that neither the WDO requires nor are conditioned, but the City expected per the land use review site plan, including minimum percentage % window areas on building elevations and a single small window in the angled northeast elevation of the convenience store, as well as some masonry cladding at the base along much of the front and the sides of the convenience store, and sheltering from the elements at building main entrance and employee side doors. 427 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 42 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To require some WDO 3.07.06B architectural provisions that are “should’s” for Type III land use reviews into “shall’s”. • Regarding the fuel pump canopy, acknowledging that federal highway clearances range from 14-16 feet, with the lower end more common along state highways, a canopy with 16 ft of clearance is practical and safe even for box trucks and recreation vehicles (RVs). CU7 3a, 3c, 3c2), 3c5), 3e • Same as the WDO 3.11.01A purpose statement. • At gas stations generally, fuel pumps come with fixed canopies with high ceilings and many ceiling lights, sometimes with neon-like exterior trim. • The development would be next to two houses and a three-story condominium building. • Whatever one’s feelings and perceptions of safety from crime, gas stations and convenience store fronts are lit. Lighting by itself doesn’t prevent assault or theft. • To avoid lighting annoyances to neighbors as well as to passers-by on the sidewalks. CU8 3c, 3c1), 3c5), 3e • To preclude audible advertising from pump speakers – in other words, those loud obnoxious video ads that play while refueling at some gas stations – reaching apartment patios and balconies and through windows. • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life. • To allow reasonable hours for use of vacuums and reasonable placement of tire pumps and vacuums away from residences. No particular Planning Division permit is required for such equipment, so a condition of approval is the only regulatory way to address their noise outside of the Ordinance No. 2312 (April 8, 2002). (Staff goes easy on any tire pump that might appear because motorists expect a gas station any time of day or night to have a pump available and working when their car tires suddenly need air.) 428 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 43 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • Because convenience stores can at times, especially at night, attract customers or would-be customers who are homeless, as well as wayward juveniles, and because the noise associated with interacting with such persons can reasonably be expected to cause nuisance to residential neighbors, it is reasonable to require closure of the convenience store for much of the night for hours similar to that of other convenience stores not open 24/7, for example, the US Market at 1030 Broadway NE, Salem, OR and the recently approved CU 24-01 US Market at 2115 Molalla Road conditioned with the same hours as CU 24-02, it being surrounded by residential development. The Woodburn gas stations that have stores open 24/, though clustered at the west side of town at I-5, are surrounded by commercial properties. The proposed convenience store might not have been open 24/7 anyway. • Limiting the convenience store hours is especially justified because the development would abut two houses and a three-story condominium building. • For customers of the convenience store not getting gas, especially those coming and going on foot or by bicycle, to provide a trash can to lessen temptation to litter at or in the right-of-way. • Regarding the part of a condition about vehicle queuing, to provide for orderly arrival of vehicles at the pump and to provide for organized queuing when needed to lessen motorist frustration and honking. • The conditioned hours of operation, trash receptacle, and prohibitions of audible audio visual advertising and electronic changing imagery other than fuel prices within signage are practical and make the development compatible with the adjacent residences, thereby meeting a part of the CU purpose statement in 5.03.01A. CU9 3c, 3c2), 3c5), 3e • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life, including at the gas pumps. 429 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 44 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • The presence of front yard permanent signage that is permissible per WDO 3.10 that would brand the gas station and have fuel prices is enough to catch the attention of would-be customers, and electronic changing imagery within the sign face that is on 24/7 is unnecessary to identify the development or attract customers. • Electronic changing image advertising is of no need during convenience store closure. • Regarding lighting, the same as the WDO 3.11.01A purpose statement and the same intent as Ordinance No. 2338 (June 9, 2003), Sect. 5A (as amended by Ordinance No. 2522 September 22, 2014). • An unnecessary distraction to highway and Oregon Way motorists is precluded, particularly helpful during the evening and at night. In order to secure the development meeting criteria 2 & 3, staff conditions. 430 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 45 of 85 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions SA Provisions 5.02.04 Adjustment to Street Improvement Requirements (“Street Adjustment”) A. Purpose: The purpose of a Type II Street Adjustment is to allow deviation from the street standards required by Section 3.01 for the functional classification of streets identified in the Woodburn Transportation System Plan. The Street Adjustment review process provides a mechanism by which the regulations in the WDO may be adjusted if the proposed development continues to meet the intended purposes of Section 3.01. Street Adjustment reviews provide discretionary flexibility for unusual situations. They also allow for alternative ways to meet the purposes of Section 3.01. They do not serve to except or exempt from or to lessen or lower minimum standards for ROW improvements, with exceptions of subsections B & H. A Street Adjustment is for providing customized public improvements that substitutes for what standards require, while a Variance is for excepting or exempting from, lessening, or lowering standards, with exceptions of subsections B & H. A Street Adjustment for a development reviewed as a Type I or II application shall be considered as a Type II application, while development reviewed as a Type III application shall be considered a Type III application. B. Applicability: Per the Purpose subsection above about improvements, and regarding ROW Street Adjustment may be used to narrow minimum width. Regarding alleys or off-street bicycle/pedestrian corridor or facility standards, see instead Zoning Adjustment. C. Criteria: 1. The estimated extent, on a quantitative basis, to which the rights-of-way and improvements will be used by persons served by the building or development, and whether the use is for safety or convenience; 2. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to meet the estimated extent of use by persons served by the building or development; 3. The estimated impact, on a quantitative basis, of the building or development on the public infrastructure system of which the rights-of-way and improvements will be a part; 4. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to mitigate the estimated impact on the public infrastructure system. 5. The application is not based primarily on convenience for a developer or reducing civil engineering or public improvements construction costs to a developer. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 431 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 46 of 85 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such. D. Minimum Standards: To ensure a safe and functional street with capacity to meet current demands and to ensure safety for vehicles, bicyclists and pedestrians, as well as other forms of non-vehicular traffic, the minimum standards for rights-of-way and improvements for Boundary and Connecting Streets per Sections 3.01.03C & D continue to apply. Exempting from or lessening or lowering those standards shall require a Variance. Deviation from applicable public works construction code specifications would be separate from the WDO through process that the Public Works Department might establish. E. Factors: Street Adjustment applications, where and if approved, shall have conditions that customize improvements and secure accommodations for persons walking and cycling, not only driving, that meet the purposes of Section 3.01. The City may through approval with conditions require wider additional ROW dedication along the part or the whole of an extent of the subject frontage to accommodate either adjusted improvements or improvements that vary from standards. F. Bicycle/pedestrian facility: If and where a Street Adjustment application requests to substitute or omit one or more required bicycle facilities, such as bicycle lanes, and the City approves the application, then the following should apply: For each substitute or omitted facility, the developer would construct a minimum width 8 feet bicycle/pedestrian facility on the same side of street centerline as the substituted or omitted facility. The City may condition wider. G. Landscape strip: If and where a Street Adjustment application requests to adjust one or more required landscape strips from between curb and sidewalk, and the City approves the application, then the list below should apply. This subsection is not applicable to bridge / culvert crossing. 1. Sidewalk: Construction of sidewalk minimum width 8 feet on the same side of street centerline as the adjusted landscape strip. The City may condition wider. 2. Planting corridor: For each landscape strip that is relocated, delineation and establishment of a street tree planting corridor along the back of sidewalk in such a way as to allow newly planted trees to not conflict with any required streetside PUE to the extent that the Public Works Department Engineering Division in writing defines what constitutes a conflict. To give enough room for root growth, the corridor minimum width would be either 6 feet where along open yard or 7 ft where it would be flush with a building foundation. This would include installation of root barriers between the trees and street centerline to public works construction code specification. 3. ROW: Where necessary to meet the above standards, dedication of additional ROW even if the additional is more than the minimum additional dedication that Section 3.01 requires. 4. Planting in ROW required: Street trees would not be planted in the yard outside ROW. H. If the applicable Boundary Street minimums are the lesser minimums for residential development of 4 or fewer dwellings and where no land division is applicable, as Section 3.01.03C.2 allows, then allowed adjustment is: … I. Plan review: An applicant shall submit among other administratively required application materials scaled drawings, including plan and cross section views, of proposed street improvement widths, extents, and details as well as existing conditions and proposed development site plans that include 432 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 47 of 85 property and easement lines and physical features some distance beyond the boundaries of the subject property for fuller context. What would have been the standard cross sections are below: Figure 3.01A – Internal, Boundary, and Connecting Streets Figure 3.01B – Major Arterial (Oregon Hwy 214 / Newberg Hwy) 433 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 48 of 85 Figure 3.01E – Access Street (Oregon Way) The application materials include a Street Adjustment narrative (“Exception to Street Right of Way Narrative”) dated February 5, 2024 and submitted February 8, 2024. Regarding criterion 1, the applicant’s narrative 2) states: “The existing frontages on Hwy 214 and Oregon Way meet the WDO standards with the exception of the landscape strip and sidewalk being reversed. On Hwy 214 conforming strictly to the WDO standards would actually narrow the road by 6’ to add a landscape strip adjacent to the roadway, see A1.1. Changing this would not affect ‘the extent to which the right of way and improvements will be used by persons served by the building or development.’” Though staff disagrees about the narrowing – of course a developer would dedicate right-of- way to fit in a landscape strip and sidewalk, not remove the right travel lane – staff otherwise concurs about no effect on the extent to which the right of way and improvements will be used by persons served by the development in the sense that there are at present and will remain the same number of vehicular lanes along both frontages, highway bicycle lane, and sidewalks. The proposed land uses of gas station and convenience store are for convenience and not safety. 434 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 49 of 85 Paragraph 1 Relative to Figure 3.01B, highway non-conformance is limited to lack of planter strip and street trees. Conventional traffic engineering does not address effects of development on walking and cycling as it does for vehicular trips, there is no widely recognized norm for how to address such, and the WDO provides no guidance on the topic. Second, the north frontage context is strip commercial along a heavily trafficked state highway, the kind of dangerous and noisy environment that repels pedestrian and cyclists. Those who do walk and cycle are likely those who are living nearby, the homeless, those without access to car, and those few who wish to brave existing conditions. The presence of a sidewalk is sufficient for sheer practicality for those who wish to walk along a highway or cycle outside of the bicycle lane because they don’t feel safe in a highway bicycle lane. In this context, the number of pedestrians and off-street cyclists is moot. Pedestrians and cautious cyclists can and do use the wide sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the same wide sidewalk. Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. Paragraph 2 Relative to Figure 3.01E, Oregon Way non-conformance is limited to lack of parking lane, planter strip, and street trees. Staff applies conditions that excepts only the parking lane but also requires fee in lieu of such parking. Additionally, the conditions require wider planter strip and wider sidewalk exceeding the minimums of Figure 3.01E. Like conventional development and zoning codes, the WDO requires off-street parking for almost all developments, including the subject development, so the absence of on-street parking is not of concern from this perspective. Second, pedestrians and cautious cyclists can and do use the narrow curb-tight sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the new wider sidewalk. A wide sidewalk encourages walking and cycling, particularly for cyclists afraid to ride on-street. Third, Figure 3.01E does not account for the presence of a left turn lane at intersections, and such exists because of ODOT, and given that ODOT and the Public Works Department assume its continued existence, Public Works assumes that the developer would adapt required Oregon Way half-street improvements to fit along the turn lane, and that ODOT typically asks that there be no on-street parking within a certain distance of state highway intersections, usually 50 ft, it is reasonable in this case to allow for fee in lieu of what little on-street parking a civil engineer could fit. Staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, the criterion 1 is met. 435 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 50 of 85 Regarding criterion 2, the applicant’s narrative 2) states: “As stated above there is no change to the extent of use from existing conditions to WDO standards, thus no improvements are needed to meet the estimated use, beyond those shown on the submitted plans. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 2 is met. Regarding criterion 3, the applicant’s narrative 3) states: “The extent to which the building or development will impact the public infrastructure would be unaffected by maintaining the existing conditions vs an increased impact the change to strict conformance to the WDO requirements would create.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 3 is met. 436 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 51 of 85 Regarding criterion 4, the applicant’s narrative 3) states: “Changing to conform strictly to the WDO requirements, rather than letting the existing conditions that meet the intent of the code remain, is what would create an impact on the public infrastructure system that is unnecessary. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more. The changes needed to meet the requirements of WDO would cost approximately $140,000 and would create a discontinuity to the frontage along the affected areas. Furthermore the existing conditions provide both a sidewalk and landscape strip in of a size required by the code if not in the exact locations intended.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 4 is met. The applicant’s narrative fails to cite and address the remaining criteria, criteria 5-8: The application is not. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such.” 437 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 52 of 85 Regarding criterion 5, the developer’s comments cited earlier above clearly show intent to base the SA application based primarily on convenience for the developer or reducing civil engineering or public improvements construction costs to the developer. The criterion precludes this. Regarding criterion 6, at least the developer did not assert that the application is based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages, which allows staff to find the criterion met. Criterion 7 is not applicable because the developer did not propose to narrow any required right-of-way (ROW) dedication. Criterion 8 is met with conditioning of fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and conditioning of fee in lieu of Oregon Way on-street parking. About Street Adjustments in general, Planning staff adds that the Public Works Department is content with frontages along the corridor, and defers to ODOT for developments where ODOT has jurisdiction. By 2015, ODOT improved the I-5 interchange and as part of that project widened OR 214 east of the interchange to a little east of Oregon Way. As expected, the agency constructed to its own economized standards, which resulted in curb-tight sidewalk, though wide at about 8 ft, no street trees, and no burial of the south side overhead electric power lines. Also, until late 2017 and early 2018, staff approved any Street Exception (as the application type was then termed) that a developer requested, and Planning staff experience in these years was that the Public Works Department prefers curb-tight sidewalk and existing conditions anyway generally beyond curbs as long as there were minimum improvements to driving area between curbs and subsurface/underground potable water, sanitary sewer, and stormwater utilities. In more recent years, Planning staff took the lead in at least imposing conditions on Street Exception and Street Adjustment approvals to get a degree of improvements and/or fees in-lieu. Regarding the highway, Planning staff years ago recognized the de facto policy decision by other departments to leave the ODOT-improved segment as is and not have individual redevelopments upgrade their frontages to have landscape strips, new sidewalk that conforms, and buried power lines redevelopment by redevelopment. The developer’s chief justification for the SA, which for CU 21-02 originally (that which the City Council denied in 2022) had proposed no upgrades of nonconforming street frontages, was convenience, saving money, and be of no profit to the gas station or commercial office enterprises. For any development, if and where the City grants Street Adjustments, it implicitly assumes the taxpayer cost of upgrading frontages itself through capital improvement projects. This guided Planning staff applying the SA criteria and conditioning. 438 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 53 of 85 Through both conditional use and Street Adjustment, Planning staff applies conditions that grant SA approval for both frontages, but also to give the City some public benefit for leaving the highway as is or mostly as is and for Oregon way not having required on-street parking; require the developer to make the Oregon Way frontage the best for pedestrians through wide landscape strip with street trees, wide sidewalk, and setting maximums for Oregon Way driveway width; and securing fees in-lieu. Fees in-Lieu For Condition SA1 and Attachment 202 (fee table) regarding fee in lieu of upgrading highway sidewalk to conform with Fig. 3.01B, staff derived as follows: • Poured concrete at $33.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $35.03; • Sidewalk 6 ft wide per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as sidewalk extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($35.03 x 6 x 265) x 1.5 = $83,547. Regarding fee in lieu of highway landscape strip to conform with Fig. 3.01B and 3.01.04B, staff derived as follows: • Grass at $2.21 per sq ft; • Landscape strip 5.5 ft wide, excluding curb width, per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as landscape strip extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($2.21 x 5.5 x 265) x 1.5 = $4,832. 439 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 54 of 85 For Condition SA2 and Attachment 202 (fee table) regarding fee in lieu of Oregon Way on-street parallel parking, staff derived as follows: • Asphalt at $15.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $15.92; • Parking stall dimensions of 8 ft wide by 22 ft long; • 3.5 parking stalls after taking the distance from in line with the south property line at Oregon Way north to the stop bar at the intersection with the highway (172 ft), then subtracting 50 ft (minimum parking distance from intersection), 30 ft (driveway and its curb flares), and 16 ft (two 8-ft long transition areas of curb at each end of parking aisle) resulting in (172 - [50+30+16]) / 22 = 3.5; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($15.92 x [8 x 22] x 3.5) x 1.5 = $14,713. Through Condition G6c and Attachment 202 (fee table) regarding fee in lieu of electric powerline burial/undergrounding to conform with WDO 3.02.04B and 4.02.12A, because as of August 14, 2024 the City has not yet adopted a fees in-lieu schedule, staff establishes a default fee the would be applicable if by the time necessary to assess the fee in order to issue building permit, the City would have not yet established this among other fees in lieu. The default fee is based on a Pacific Gas and Electric Company, a subsidiary of PG&E Corp., estimate that in general burial costs $3 million per mile (PG&E “Currents” newsletter, article “Facts About Undergrounding Electric Lines”, October 31, 2017 This equates to $3,000,000 / 5,280 ft = $568.18 rounded to $568 per foot. In order to secure the development meeting the conditional use criteria and justify Street Adjustment, staff applies conditions. 440 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 55 of 85 Phasing Plan Provisions 5.03.05 Phasing Plan for a Subdivision, PUD, Manufactured Dwelling Park or any other Land Use Permit A. Purpose: The purpose of a Type III Phasing Permit is to allow phased construction of development while meeting the standards of this ordinance (Sections 2 and while providing fully functional phases that develop in compliance with the tentative approval for the development. B. Criteria: The proposed phasing of development shall: 1. Ensure that individual phases will be properly coordinated with each other and can be designed to meet City development standards; and 2. Ensure that the phases do not unreasonably impede future development of adjacent undeveloped properties; 3. Ensure that access, circulation, and public utilities are sized for future development of the remainder of the site and adjacent undeveloped sites. The applicant’s phasing plan narrative dated February 2, 2024 and submitted February 8, 2024 parrots the criteria with answers almost identical to the criteria text. From the site plans, specifically Sheet A1.1a “Phasing Plan” dated February 5, 2024 and submitted February 8, 2024, staff was able to determine what the proposed phasing is: the southwest commercial office building and its immediate vicinity including north front parking constitute Phase 2. The plan notes, “The remainder of the project is considered Phase 1 including architectural screen wall”, which staff makes sure is the case through a PP condition. 441 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 56 of 85 Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 442 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 57 of 85 The phasing plan sheet makes apparent that the Phase 1 gas station – fuel pump canopy, convenience store, and northeast commercial office area – can be constructed and meet the criteria on its own. Staff applies PP conditions and CU modification one in case Phase 2 were to lag in construction, never manifest, or become the subject of a developer’s request to construct something or wholly different. These ensure criteria are met. Also, as is routine for its land use review of developments, the Public Works Department through Attachment 102A has the usual kind of infrastructure text for the development in question and that is premised on the department approach to de facto approve any development, in turn premised on the idea that during its own department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, it will coordinate with ODOT to apply specific agency and City public works requirements and have the developer make so whatever is necessary to get ODOT and Public Works Department approvals that both respect conditions of approval that the Department sees as led and administered by the Planning Division while also meeting public works requirements for public infrastructure both on-site and in ROW and public utility easements (PUEs), the “public utilities” that criterion B.3 mentions. Essentially, the Public Works Department indicates that criterion B.3 is met or can be met through Attachment 102A and its later department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, so Planning Division staff defer and concur. Lastly, City staff act on the premise that while a local government can and should deny an application that is inconsistent with applicable land use regulations, it can and should avoid denial if staff can impose reasonable conditions of approval. For virtually every land use review, staff can impose reasonable conditions of approval to avoid denial, and the review of the subject development is such a case. The legislature gives implicit support for the concept in at least two statutes. The statutes are not applicable as regulations but are relevant regarding legislative intent. ORS 197.522 “Local government to approve subdivision, partition or construction; conditions” is about partition, subdivision, and needed housing, none of which are relevant to the subject development; however, its subsection states, “A local government shall deny an application that is inconsistent with the comprehensive plan and applicable land use regulations and that cannot be made consistent through amendments to the application or the imposition of reasonable conditions of approval.” The second, OS 227.185 “Transmission tower; location; conditions” – no transmission tower being relevant to the subject development – states, “The governing body of a city or its designee may allow the establishment of a transmission tower over 200 feet in height in any zone subject to reasonable conditions imposed by the governing body or its designee”. These statutes indicate that the legislature expects local governments to apply land use conditions of approval in preference to denying. Also, neither statute defines the term 443 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 58 of 85 “reasonable”, and the term is elastic. Staff drafted the conditions to be reasonable and based on the characteristics of the subject development. Staff emphasizes that besides the Phasing Plan, the master or parent application type is Conditional Use, a term that says it all about the premise of conditioning. Criterion B.3 is met. 444 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 59 of 85 Remaining Provisions These are applicable provisions not already addressed in the application type provisions sections above. 4.01.07 Consolidated Applications An applicant may request, in writing, to consolidate applications needed for a single development project. Under a consolidated review, all applications shall be processed following the procedures applicable for the highest type decision requested. It is the express policy of the City that development review not be segmented into discrete parts in a manner that precludes a comprehensive review of the entire development and its cumulative impacts. The proposal is consolidated. In conclusion to the above analyses and findings, staff would recommend that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with conditions. 445 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 60 of 85 Recommendation Approval with conditions: Staff recommends that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with the conditions recommended by staff below: General G1. As part of building permit application, the applicant shall submit revised site plans meeting the conditions of approval and obtain Planning Division approval through sign-off on permit issuance. The applicant shall submit a cover letter indicating what specific plans sheets or document page numbers demonstrate how the submittal meets each condition. G2. The applicant or successors and assigns shall develop the property in substantial conformance with the final plans submitted and approved with these applications, except as modified by these conditions of approval. Were the applicant to revise plans other than to meet conditions of approval or meet building code, even if Planning Division staff does not notice and signs off on building permit issuance, Division staff retains the right to obtain restoration of improvements as shown on an earlier land use review plan set in service of substantial conformance. G3. References: Attachment 201 serves as a dictionary or glossary defining certain abbreviations, acronyms, phrases, terms, and words in the context of the conditions of approval. The 200 series of attachments are as binding as the conditions of approval in the main body of the final decision. G4. Due dates / public improvements: a. When public street improvements, and any fees in lieu of public improvements, are due shall be per WDO 3.01.02E and 4.02.12 unless if and where a condition of approval has more restrictive timing. By this condition, there is more restrictive timing: In any case, they are due no later than by Building Division issuance of first certificate of occupancy (C of regardless of deferral, if any, that Public Works (PW) might have approved through 3.01.02E. This condition is not deferring to C of O; it is saying that if there were to be PW deferral, then the department could not defer to later than C of O. b. ROW/easements: Correct recordation of required right-of-way (ROW) and public easements is due per WDO 2.01.05A – by building permit issuance. See Note A below. c. Where phasing is relevant, building permit issuance means issuance for the phase in which the conditioned improvement is located. Where an improvement spans phases and cannot be functionally divided by phase, it shall be due by the earliest phase. 446 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 61 of 85 d. Where changes to street addresses are necessary, the developer shall apply through the Planning Division for and obtain approval of an Address Assignment Request. This is due prior to building permit application, and if property line adjustment or lot consolidation were to become relevant, then also after recordation with County. (See the Notes to the Applicant section following the conditions of approval, Note to the Applicant 17.) G5. Recordation due dates: The applicant shall apply to the County for recordations of items that the City requires no later than 6 months prior to expiration of the land use approval as WDO 4.02.04B establishes, and shall complete recordations no later than 3 years past the land use “final decision” date. The due date to complete recordations shall not supersede when recordations are due relative to the building permit stage. G6. Administration: a. Conformance: That a land use approval does not reiterate any and each particular detail, provision, requirement, rule, spec, or standard from any of the WDO, other ordinances, resolutions, public works construction code, or department policies does not exempt development from conformance with them. b. Copies: Per WDO 2.01.05B, the developer, including any succeeding contractor, shall provide copies of documentation that a City staff person requests regardless if the documentation source is another City staff person or department. c. Fees: The developer shall pay fees per Attachment 202. Note A: Absent platting or re-platting, dedication of ROW and granting of public easements necessitates a process through Public Works (PW) and City Council acceptance separate from land use approval, which could take several weeks. Upon tentative land use approval by the Planning Commission, contact PW to begin and finish dedication and granting sooner. The City Council meets most second and fourth Mondays, and agenda packet materials are due to the City Recorder by the prior Tuesday at noon. 447 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 62 of 85 Phasing Plan 24-01 PP1. Phasing Plan: a. Basic Description: Phase 1: On Tax Lot 3600 (east, corner lot), a single northeast (NE) building of with convenience store of 4,110 sq ft and an attached commercial office tenant space of 1,863 sq ft. On Tax Lot 3700 (west, interior lot), a fuel pump canopy. Minimum off- street parking and other corollary improvements for these uses. Phase 2: On Tax Lot 3700 (west, interior lot), a southwest (SW) commercial office building of 5,000 sq ft and its parking and other corollary improvements. b. Phasing: The developer may choose to develop Phase 2, the SW office building and necessary corollary improvements, per land use review Sheet A1.1a later than the Phase 1 gas station complex of convenience store, NE commercial office, and fuel pump canopy and necessary corollary improvements. c. Phase 2 expiration: Phase 1 substantial construction would keep land use approval with conditions valid longer than the baseline 3 years per WDO 4.02.04B (or longer than baseline per subsection D if there will have been an appeal). However, in reference to condition part b. above, there must be building permit application for Phase 2 by 8 years past the date that the Planning Commission motioned to tentatively approve CU 24-02. If Phase 1 fails to achieve substantial construction by 5 years past the date of the hearing at which the Planning Commission motioned tentative approval, WDO 4.02.04B.1 & 2 would not be met and – absent the City granting a time extension as subsection B.3 references – the land use approval with conditions would expire for both phases. d. Phase 2 interim: If Phase 2 does develop later than Phase 1, then – regarding the area where the SW office building and its corollary improvements would be – until Phase 2 develops: The landowner shall pour curb or affix a linear obstruction to motor vehicles from driving and parking beyond the boundary of Phase 1 improvements and maintain such obstruction. Exhibit PP1 is an aerial photo of the area in 2023. The landowner shall maintain its grounds in conformance with City Ordinance No. 2338 (June 9, 2003; amended regarding lighting by Ordinance No. 2522 September 22, 2014). Staff draws attention to Sections 5-9 about noxious vegetation, “attractive nuisances”, junked vehicle nuisances, open storage of junk, and scattering rubbish. 448 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 63 of 85 Vehicular circulation and parking within the undeveloped Phase 2 area is permissible only if the landowner upgrades as needed for conformance with WDO 3.05.02A, F, & K and 3.04.04. Together they prohibit gravel. Exhibit PP1 e. All conditions apply to any phasing, unless worded or under a header such that a condition applies more specifically. Where something is due by building permit application or issuance, it means the first of any phase, any building, unless a condition is more specific. 449 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 64 of 85 Exhibit PP1: Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 450 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 65 of 85 Design Review 24-02 D1. ROW: a. Highway: To conform with WDO Figure 3.01B “Major Arterial”, as part of recordation the developer shall dedicate ROW if and as necessary to result in half-street ROW that is uniform min width of 50 ft measured from centerline. This is due by building permit application. b. Oregon Way: To conform with WDO Figure 3.01E “Access Street”, as part of recordation the developer shall dedicate variable width ROW resulting in half-street ROW that is uniform min width measured from centerline of 33 ft plus additional width along the northerly extent to accommodate the half-street width of the existing northbound left turn lane that the Figure 3.01E, which assumes a mid-block cross section, does not make explicit for telescoping width at intersections. The developer may take and report field measurement of the lane width or assume a lane width of 12 ft, yielding a total minimum width from centerline of 33 + (12 / 2) = 39 ft. “Northerly extent” shall extend minimum 140 ft south from a point in line with the highway ROW boundary; it is probable that the total half-street dedication along this extent would equal or approximate a min of 3 + (12 / 2) = 9 ft. Dedication is due by building permit application. D2. PUE: If streetside public utility easements (PUEs) do not yet exist along any of the highway per the minimum of WDO Figure 3.01B and Oregon Way per the minimum and maximum of WDO 3.02.01B & F.2, then the developer shall grant the one or both PUEs. D3. Driveways: a. Number & widths: To conform with WDO 3.04.03B.5 regarding access management, driveways shall be limited as follows: Highway: 1, max width per WDO Table 3.04A: 20 ft for one-way. If one-way inbound, there shall be min one MUTCD-compliant do-not-enter sign facing the site, one the east side of the driveway throat, and the pavement shall be striped to indicate no exit. Oregon Way: 1, max width 24 ft for two-way, except 26 ft for two-way if the developer through WDO Table 3.04A footnote 7 provides the same kind of documentation as condition part above describes. b. Approach / apron / curb cut: Driveways shall conform to PW SS&Ds, Section 4150, unless documented as overridden by ODOT choosing to apply its standards. 451 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 66 of 85 D4. Access management: cross access: To conform with WDO 3.02.01E, 3.04.01A.2, 3.04.03B.3 & 5, 3.04.03C.1, 3, & 4, and 3.04.03D.2, the developer shall provide for what is termed any of cross access, ingress/egress, or shared access revocable only with the written concurrence of the Director and as follows: a. Properties: Subject property: Grant cross access across Tax Lot 3600 (2540 Newberg Hwy) to the benefit of 3700 (2600 Newberg Hwy) and across Tax Lot 3700 to the benefit of 3600. (Instead of cross access for the subject property, which is comprised of both Tax Lots 3600 & 3700, the developer may opt to consolidate lots by applying and paying for as well as obtaining City approval of a Property Line Adjustment [PLA], which would be a land use review Type II per WDO 5.01.08 and so a a staff decision, and record with the County the lot consolidation, all prior to building permit application.) This is due by building permit application per WDO 2.01.05A. Adjacent property: Grant cross access across Tax Lots 3600 & 3700 to the benefit of Tax Lot 052W12DB03800 (2620 Newberg Hwy; Dairy Queen). This is due by building permit application per WDO 2.01.05A. b. Alignment: Applicable to both the subject property and the Tax Lot 3800, follow a drive aisle or aisles and connect each of the highway driveway, the common lot line between Tax Lots 3700 & 3800 somewhere within the segment 60 ft south of the north property line, the common lot line between Tax Lots 3600 & 3700, and the Oregon Way driveway. c. Drive aisle stub: Extend a drive aisle stub conforming with WDO 3.04.03C.4b to Tax Lot 3800 (2620 Newberg Hwy; Dairy Queen) within the above-specified alignment. d. Barriers: At the interface of a property line and a drive aisle stub, WDO 3.04.03C.4b prohibits curb and fixed barriers mounted to the drive aisle. (The developer may instead place signed barricades atop the pavement.) While fencing a property line remains permissible per WDO 2.06.02, were the developer or property manager to install fencing, then the segment over the drive aisle shall have vehicular gates. e. Bicycle/pedestrian: The developer shall grant cross access not only for driving, but also walking and cycling, with alignment along each of the two wide walkways that WDO 3.04.06B requires and connecting with each of the highway and Oregon Way sidewalks. f. Instrument: Regarding recordation of the cross access easement (CAE) or other types of legal instruments and how, the developer shall conform to the conditions in ways that satisfy the County. This is due by building permit application. 452 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 67 of 85 g. Shared parking: Because Tax Lot 3600 (2540 Newberg Hwy) would lack minimum off- street parking ratio for all land uses on the lot per WDO Table 3.05A, then the developer shall either revise site plans to conform with WDO 3.05.02 & Table 3.05A or create a shared parking agreement, for which cross access is a pre-requisite, per WDO 3.05.05. (A shared parking agreement would be due per WDO 3.05.05D.3: by building permit issuance.) Minimum agreement attachments or exhibits shall be a County tax map, a revised site plan, and if such would exist, a recorded plat. h. ODOT factor: The developer shall apply to and obtain from ODOT the relevant approval(s) by building permit application to conform with the access management condition. If after City land use decision ODOT objects specifically to how the City administers or the developer conforms to other parts of the condition or to other conditions concerning vehicular access, then the developer may request and the Director may administratively approve in writing changes to administration or conformance to accommodate the ODOT factor while still having the development meet the WDO and conditions of approval to the max extent remaining. The Director may require developer application for any of Extension of a Development Decision per WDO 4.02.05 or Modification of Conditions per WDO 4.02.07. If after City land use decision ODOT directs access management in conflict with other parts of the condition or to other conditions concerning vehicular access, then the developer shall forward the written direction from ODOT to the attention of the Director; describe the conflict(s); describe the minimum deviation from conformance necessary to comply with ODOT direction while also conforming to the remainder of the condition to the maximum, including plan view illustrations where helpful; and request Director approval through a dated document that cites the land use case file and condition numbers. The Director may approve what the developer first requests or a modified request. The City intends that if the developer were to make use of this part of the condition, he would do so once. D5: Parking: a. Wheel stops: To conform with WDO 3.05.02H, the compact parking spaces along the northeast (NE) office south lawn shall have wheel stops, either 5 shared among the spaces or one per each of the nine spaces, to prevent any overhang of the wide walkway. b. Vehicular circulation directional markings/signage: To conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. c. C/V: Carpool/vanpool (C/V) parking shall conform with Table 3.05C and 3.05.03H. d. EV: Electric vehicle (EV) parking shall conform with Table 3.05E and 3.05.03I. 453 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 68 of 85 D6. Electric power poles removal and lines burial: Development shall conform with WDO 3.02.04. The fee in-lieu shall be per Attachment 202. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) D7. Trash enclosure: Outdoor storage of trash and shall be enclosed in conformance with WDO 3.06.06B.5-7 and, regarding roofing, in conformance with Public Works Department Engineering Division administration of standards or directions regarding such, if any, in relation to keeping polluted water from entering drains. 454 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 69 of 85 Conditional Use 24-02 CU1. Wide walkways: The wide walkways that WDO 3.04.06B requires shall have some width of some segments be decorative pavement, specifically, min width 6 ft and along the distance symbolized in green in Exhibit CU1 below. At the turn, the min width may narrow to avoid overlapping ADA ramp slopes. Decorative pavement means any of brick; concrete pavers; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. Exhibit CU1 CU2. Bicycle parking shall conform with 3.05.06 and be of min number: a. Convenience store: 2 (for example, 1 U-rack) b. NE commercial office: 2 (for example, 1 U-rack) c. SW commercial office: 4 (for example, 2 U-racks or a wave rack) CU3. Landscaping generally: a. Bark dust: By the end of the time period per WDO 3.06.02C, 5.0% max of unpaved landscaped area may be non-living material such as bark dust, mulch, wood chips, cobbles, gravel, pebbles, or sand. b. Benches: Min 2. One in the landscaped open space at or near the NE commercial office space, along a wide walkway or in a plaza, install either a bench min width 6 ft or a picnic bench. Set back from walkway and pave the setback, min either 1.5 ft for a bench or 2 ft for a picnic bench. One bench min width 4 ft at or near the SW commercial office building and along a wide walkway. 455 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 70 of 85 c. Buffering/screening: Evergreen hedge or shrubbery shall: Line Architectural Wall (AW) segments. Screen transformers and other at-grade electrical and mechanical equipment along min 2 sides. Serve as means of conformance with WDO 3.06.05B (parking screening). d. Coniferous/evergreen trees: Among newly planted trees, min 1 tree of the following coniferous or evergreen species: Cedar, deodar Madrone, Pacific Cedar, incense Oak, Oregon White Cedar, Western Red Pine, Lodgepole Douglas-fir Pine, Ponderosa Fir, Grand Pine, Western white; and Hemlock, Western Yew, Pacific e. Tree standards: The same as WDO Table 3.06A “Minimum Size” column – either 10 ft height or 2 inches caliper. CU4. Front yard landscaping: a. Depth: The depth of landscaping from highway ROW south, in the yard west of the convenience store, shall be min 13 ft to vehicular circulation area back of curb to accommodate newly planted front yard trees outside of the streetside PUE. The min depth may instead be 6 ft if ODOT, such as through the Region 2 Development Review Coordinator, allows planting of trees within the PUE, the allowance is documented through building permit review and by building permit issuance with the applicant having submitted plans revised accordingly to both the agency and the City Community development Department, and the developer will have planted such trees by building permit inspection. b. Trees: Based on WDO 5.03.01B.3c5), the developer shall plant min: 7 trees in the yard along the highway max 20 ft from ROW; and 4 trees in the yard along Oregon Way max 20 ft from ROW, in a loose row with min 3 of them spaced offset from and complementing street trees. c. Hedge/shrubbery: In all areas not occupied by buildings and pavement, landscape per WDO 3.06. On Tax Lot 3700 in the yard along the highway, plant a hedge or row of continuous small or medium shrubbery extending between the driveway and east lot line. Plant min 5 ft from sidewalk and max 12 ft from ROW. On Tax Lot 3600 in the yard along the Oregon Way, line the convenience store rear east free-standing screen wall or wing wall with a hedge or row of continuous small or medium shrubbery, unless the developer declines to build the wing wall. 456 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 71 of 85 d. Site interior: AW: Line each Architectural Wall (AW) segment with a hedge or row of continuous medium or large shrubbery. Lawn large tree: Within open space within 30 ft of the NE commercial office, plant min 2 trees, either both large or min 1 medium and 1 large. Min 1 of these west or south of the plaza – see below. Plaza: At or within 30 ft of the NE commercial office and adjacent to a wide walkway shall be a plaza min 56 sq ft, exc. walkway area, at 7.5 ft narrowest dimension, paved with brick; concrete pavers; field or flagstone; or, poured concrete patterned, stamped, or treated to resemble brick or paving stones. South yard: Within 100 ft of the Tax Lot 3700 south lot line, plant min 2 trees. e. Parking area: Front yards: To conform with WDO 3.06.05B, within the yards abutting streets the site perimeter landscaped area shall have a hedge or shrubbery as a screen of parking and vehicular circulation area min height 3.5 ft. Such shall be planted to be min 2 ft from sidewalks and wide walkways. NE office: Min 1 large tree in the southwesterly area of the south yard lawn. SW office: For common use by tenants, have a south rear door and a patio of brick, pavers, or poured concrete min 7 ft north-south by 11 ft east-west. Align patio flush with door outer swing. Plant a small tree near the patio west side. CU5: Architectural Wall (AW) / Fences / Fencing: a. Exemption: Where chain-link fence with slats already exists along the north and west lot lines of Tax Lot 3500 (953 Oregon Way), the developer may exempt these two lines from AW if the homeowner in writing consents to exemption and the developer submits documentation by and as part of building permit application. b. Extent: Min height shall be along the: North and west lot lines of Tax Lot 3500 6 ft, 1.5 inches (if CMU, equal to 9 courses of blocks plus 1.5-inch smooth concrete cap). North and east lot lines of Tax Lot 90000 (950 Evergreen Road), 9 ft including a 1.5- inch smooth concrete cap between piers or pilasters. Where fencing may substitute per other conditions, for part above it shall be 6 ft, and for part above, 8 ft. 457 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 72 of 85 c. Height at AW ends: Min height shall drop where subject to stair-stepped height limits in yards abutting streets per WDO 2.06.02, within VCA or sight triangles per 3.03.06, and AW shall remain outside streetside PUEs. AW may cross an off-street PUE, if any exist, with written authorization by the Public Works Director, and the PW Director may instead direct that instead of a segment of wall that there be coated chain-link fencing with slats across an off-street PUE. For crossing of private easements, the developer similarly may instead fence. d. Gaps or rectangular openings: There shall be one along the east lot line of Tax Lot 90000, min 4 ft wide and 6 ft, 8 inches high above grade, and with the south end of the gap aligned with the Tax Lot 90000 north east-west drive aisle, south curb, north face. Exhibit CU5-1 Exhibit CU5-2 If AW exemption per part a. above is not applicable, then there may be a gap along the west lot line of Tax Lot 3500, aligned with where there exist west backyard chain-link gates, minimum width equal to the width of the gates. 458 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 73 of 85 e. Color: Masonry, whether dyed or painted, regarding WDO 3.06.06B.5 & 6 shall be a color or colors other than black, charcoal, or dark gray. For any other fence / fencing or free-standing wall, including gates if any, the coating and slats that WDO 2.06.02D requires and any wall shall be a color or colors other than black, charcoal, or dark gray. On free-standing walls with two or more colors, darker color shall be towards the bottom and lighter color towards the top. f. Material: Masonry; however, AW segments, other than those along the north and east lot lines of Tax Lot 90000 (950 Evergreen Road), may be partly made of opaque cedar wood fencing if the wall appears mostly masonry. Specifically, masonry must constitute the bottom extent of wall segment from grade up to min of 4 ft (for example, 6 CMU courses) above grade plus the height of a smooth concrete cap between the masonry and the wood, and there shall be piers, pillars, or pilasters per subsection “Pillars” below. Exhibit CU5-3 below illustrates a similar example (that does not exactly meet the condition) and serves as concrete masonry unit (CMU) model: Exhibit CU5-3 (DR 2017-08) g. Texture: WDO 3.06.06B.7 is interpreted such that the standard for scoring, texture, or pattern on minimum 80.0% of the wall surface is applicable only to the WDO Table 3.06D minimum height of 6 ft – 80.0% being 7.2 of 9 CMU courses – not the conditioned minimum height of 9 ft, which equals 13.5 courses. In this context, the scored, textured, or split-face CMU courses shall start at or just beneath grade, and there shall be minimum 3 courses of ground or smooth-face CMU composing an upper band of the wall and minimum 1 course of ground or smooth-face CMU at approximately elbow height of an average height person standing at grade. 459 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 74 of 85 h. Pillars: Whether the AW is solid masonry or incorporates wood fencing, each AW segment end shall have a pier, pillar, or pilaster min 16 inches wide relative to wall face and per WDO 3.06.06B.3 projecting min 3 inches each side of the wall. Number: Each segment shall have a min number of piers, pillars, or pilasters equal to a ratio of 1 per 40 ft of wall, and each segment end shall have a pier, pillar, or pilaster. Cap: Each pier or pilaster shall be capped with ornamental concrete in the form of any of a shallow-sloped pyramid or sphere or other finial atop such pyramid. i. This condition is due by the first building permit regardless of phase; that is, it is due regardless if Phase 2 is not developed at the same time as Phase 1. CU6. Architecture: a. Canopies / fixed awnings: General: Min height clearance 9 ft. Fuel pump canopy: Max ceiling height 16 ft to either ceiling or ceiling- mounted lighting fixtures, whichever is lower. Convenience store and NE commercial office: The store and NE commercial office main entrances shall each have a canopy, fixed awning, building recess, or roof projection that shelters from precipitation, the former 4 ft narrowest dimension and 48 sq ft min area and the latter 4 ft and 32 sq ft. Each side or rear single staff door on the rest of the store and NE commercial office shall have the same, except 3 ft narrowest dimension and 18 sq ft min area, and for a set of double staff doors, 30 sq ft min area. SW commercial office: Each north entrance shall have a fixed awning, canopy, building wall projection, or secondary roof that shelters from the weather, min area 48 sq ft, min depth 4 ft. A fixed awning or canopy may be smaller if combined with a building recess and together they meet the min area. The south patio door elsewhere conditioned shall have the same, except min area 66 sq ft, min depth 6 ft. b. Cladding/materials: Convenience store and attached NE commercial office area: Base cladding min height 2 ft of brick, ceramic tile resembling stone, concrete masonry unit (CMU) block finished to resemble cut stone, or adhered stone. Otherwise, the desired materials provision of WDO 3.07.06B.2b(2) shall be a standard for all building elevations. The prohibited materials provision of WDO 3.07.06B.2b(3) shall be a standard. The proposed east CMU mandoor screen wall or wing wall, if not precluded by streetside PUE, shall be max height 4 ft, 2 inches, have the bottom 2 courses be split face and the upper 4 courses ground face and be capped with smooth concrete. The NE corner angled wall shall have a window min area 15 sq ft, min 2.5 ft wide, and wholly within 8.5 ft of grade. 460 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 75 of 85 Subsection is void if the screen wall or wing wall would come to be in part or wholly within a streetside PUE because it would come closer to the building than the developer anticipates because of telescoping ROW width – see Conditions D1b & D2 – and if any of PW or ODOT directs and administers there not be a newly constructed free-standing wall within the Oregon Way streetside PUE, shortening or precluding the wall. Also, in this scenario, because PW has historically allowed chain-link fencing with streetside PUEs, the developer may in place of the intended wing wall install a chain-link fence that conforms with WDO 2.06.02D.1 & 2 and has slats of a color other than black, charcoal, or dark gray. c. Scuppers: Any building rainwater scuppers shall not to dump onto the pavement of a wide walkway. d. Setbacks: General: Site NE corner min setback shall equal streetside PUE. Convenience store / NE commercial office building: max 15 ft from highway ROW and max 20 ft from Oregon Way widened ROW (measured from straight line ROW, not the curved ROW near the intersection). SW commercial office: min 5 ft from Tax Lot 3700 east, south, and west lot lines. e. Windows: General: All windows shall be square, round, or vertically proportioned. Operable windows shall have insect screens. Min areas, which shall be transparent: Convenience store: 1. West façade 30.0%; north 30.0%; east 36 sq ft. For the angled, NE façade in particular, min 18 of the 36 sq ft. 2. NE commercial office: West and south façades 30.0%; east 132 sq ft. SW commercial office: North façade 30.0%; east 15.0%; south 20.0%; and west 20.0%. CU7. Lighting: Besides conformance with WDO 3.11, including 3.11.02C color temperature: a. Buffer: Parking area or other pole-mounted fixtures are prohibited between the north lot line of 953 Oregon Way (Tax Lot 3500) and the east-west drive aisle. b. Fuel pump canopy: 461 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 76 of 85 Max 14 ceiling fixtures. Any ceiling fixture shall be no closer to ceiling outer edge than 4 ft. Neon lighting, or a lighting technology that mimics the appearance of neon lighting, is prohibited on the fuel pump canopy and on the southernmost primary building on Tax Lot 3700. The developer shall make so either of the following: ceiling light fixtures shall not drop below the ceiling plane, or for ceiling-mounted fixtures, the canopy roof edge perimeter shall as a shield drop or extend down to the same plane as the underside of the lowest fixture. In either case, fixtures that drop or extend down from the ceiling shall each have opaque housing on all sides. Based on the hours in Ordinance No. 2338, Section 5A Light Trespass, fuel pump canopy lights shall be off during the same hours as when the fuel pumps are closed. c. Max: Convenience store: 1 wall fixture on the east rear and none on the north side. NE commercial office: 1 wall fixture each on the east and west and none on the south side. South commercial office: 1 wall fixture at the south rear and none at the east and west sides. CU8. Gas station operations: a. Noise: Gas station and convenience store: The gas station and convenience store shall be open to customer use no earlier and later than Monday through Saturday 6:00 a.m. to midnight and Sunday 6:00 a.m. to 11:00 p.m. Fuel pumps: Audible audiovisual advertising, if any, is prohibited from sounding from fuel pump electronic display speakers. Such advertising shall be limited to sight only. Tire/vacuum: Addition of any vehicle interior vacuum facility outdoors, tire pump facility outdoors, or other similar mechanical facility outdoors for gas station customers that makes noise shall be located min 100 ft north of the south lot line of Tax Lot 3700. Any vacuum shall be open to customer use no earlier and later than Monday through Saturday 7:00 a.m. to 9:00 p.m. and Sunday 9:00 a.m. to 6:00 p.m. b. Trash: There shall be at least one trash receptacle along each of the walkways, at min 0.5 ft from walkway edge or outside wide walkway minimum width (8 ft), to and from the highway and Oregon Way sidewalks, within 25 ft of ROW, for intended use by convenience store customers, and remaining privately maintained and serviced. c. Vehicular circulation: The Director may administratively establish locations, details, specifications, and revisions to administer this condition part during building permit review. Further site plan revisions necessary to conform, if any, shall be due by building permit issuance. Fuel pump queueing: 462 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 77 of 85 General: The developer shall stripe directional arrows and lines to direct motorists into fuel pump queues and distinguish the queues from driving routes around the fuel pump canopy. Stacking: Of six queues, min 3 shall each fit stacking of min one car west of the fuel pump island behind cars parked at the pumps. Queueing may be obtusely angled relative to the pump islands. Queuing shall not back up past face of curb in the highway right lane, and property management shall dispatch one or more employees to direct motorists as needed to prevent or correct such queuing. Pump directional signage: There shall be directional signage that accomplishes directing on-site motorists where and how to queue, including pumps that are self- service and those served by an attendant. I-5 directional signage: There shall be outside of ROW and streetside PUEs directional signage that accomplishes directing on-site motorists bound for I-5: o On Tax Lot 3700 (west lot), min 2 signs, each min area 18 by 24 inches, mounted min 2 ft and max 7 ft above grade, text min 6 inches high, and including the standard Interstate 5 logo. Detail drawings of these specifications are due by building permit application. o On Tax Lot 3600 (east lot), min 2 signs, the same dimensions and mounting as per part above. One sign shall indicate trucks to turn left only, and the other sign shall indicate that left is to I-5 by using a left arrow and the standard Interstate 5 logo. The two signs may be mounted together on the same support. Sign detail drawings – in color – are due by building permit application. d. Median: A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site; refer to Attachment 102A, Public Works comments, item 6. CU9. Signage: Electronic changing image: In addition to WDO 3.10.12, based on the hours in Ordinance No. 2338, Section 5A Light Trespass, any sign electronic changing image, if and where WDO 3.10 allows such, other than fuel price displays, shall be off during the same hours as when the convenience store is closed. 463 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 78 of 85 CU10. Modification: Because the WDO, including 5.03.01, does not specify how changes to an approved conditional use (CU) and related site improvements might trigger another CU or modification of a CU approval, for Director determination the following serve as criteria and – where noted – as factors: a. Significant expansion of the use(s), factors being an increase in any of: total GFA by 25.0% or more or by an absolute value of 1,000 sq ft or more, and, the number of buildings by 1 or more; b. Increase in off-street parking by 6 or more stalls, even if the existing supply were in excess of the minimum required ratio(s); c. Net increase in impervious surface totaling at least 1,000 sq ft; d. Adding the land uses of automotive maintenance and repair, whether or not including through service bay structures. e. Development as defined in WDO 1.02 within twenty (20) feet of a property boundary and not already conditioned through the subject approval; f. Any proposal necessitating a request for Adjustment to Street Right-of-Way and Improvement Requirements (“Street Adjustment”); g. Any proposal necessitating a request to vary from the WDO, that is, a variance; h. Any proposal necessitating a Type III or IV land use application type; i. City adoption of a unified development ordinance replacing the WDO were to have intervened; j. A request for major modification, as the Director determines, of the phasing plan; and k. Conversion of any NE or SW commercial office GFA to fast-food restaurant or limited- service eating place, for which WDO Table 3.05A row 11 has a minimum parking ratio higher than for general retail or food and drinking places. Exemptions from this condition are the creation of a food or drinking place that is a permitted use within the CG zoning district, max 400 sq ft GFA, and accessory to the primary use of commercial office, and fast-food restaurant or limited-service eating place that is a permitted use within the CG zoning district, has no drive-through, and is any of max 400 sq ft GFA within the NE commercial office and max 1,200 sq ft GFA within the SW commercial office building. Exemptions do not exempt permitted uses from some or all of the off-street parking minimum ratios per WDO Table 3.05A. l. Shared parking change: Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, the shared parking agreement, shall require review and authorization not only through any of, “a subsequent Design Review or Modification of Conditions” per WDO 3.05.05D.1, but also with the option of being through a Conditional Use (CU). Modification of a specific condition of approval remains pursuant to WDO 4.02.07. Were the City to have amended the WDO to establish modification provisions for conditional uses, the Director may decide that the provisions supersede this condition of approval. 464 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 79 of 85 CU11. Discontinuance/revocation: Because the WDO does not specify if and when a conditional use approval would expire were a use to cease, based on WDO 4.02.04B the approval shall expire if the WDO Table 2.03A, B.2 use of “gasoline station” ceases and 3 years pass without the use recommencing. This CU approval excludes the uses "automotive maintenance" and "repair services" from the group of uses as the WDO terms. Violation of one or more conditions of approval may serve as a basis for City revocation. 465 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 80 of 85 Conditional Use 24-02: Transportation T-A1: 1. OR 214 & Oregon Way: The developer shall pay a fee per Attachment 202 to fund a transportation study, specifically to investigate in coordination with ODOT corridor signal timing and coordination adjustments and improving safety by reducing vehicle turning or angle crashes. This is due by building permit issuance. [TSP R11 & revised TIA p. 14] 2. I-5 interchange with OR 214: To reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R8 & R9 & revised TIA p. 14] 3. OR 214 & Evergreen Rd: To mitigate effect on the intersection and reduce vehicle crashes, the developer shall pay a fee per Attachment 202. [TSP R10 & revised TIA p. 14] T-T. Bus transit: Bus stop improvements: To further TDM through bus transit, regarding the WTS Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation, the developer shall pay a fee in-lieu as well as a fee in lieu of a bus stop bicycle rack per Attachment 202. 466 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 81 of 85 Street Adjustment 24-01 SA1. Frontage/street improvements: Highway: No min surface improvements are required other than either elsewhere conditioned or necessary to conform to Public Works (PW) direction or comply with ODOT engineering guidance. The developer may let existing improvements lie, excepting conforming upgrade of the driveway apron as the WDO and other conditions require, but also shall pay fees in lieu of highway improvements per Attachment 202. SA2. Frontage/street improvements: Oregon Way: These shall be as follows: a. Parking: No on-street parallel parking lane 8-feet wide is required, this being an adjustment from what WDO Figure 3.01E would have required. The developer shall pay a fee in-lieu per Attachment 202. b. Landscape strip: Min width 6.5 ft wide inc. curb width and with min street trees per WDO 3.06.03A.1 (1:30), equaling 6 trees. For max 4 of the trees, the developer may pay a fee in-lieu per Attachment 202. Landscaping of area remaining after tree planting and irrigation shall be per the WDO 3.01.04B last paragraph. c. Sidewalk: Min width 8 ft. Overlap: Wider sidewalk shall not narrow the landscape strip. The extra width of planter strip and sidewalk shall either be within additional ROW that accommodates them, or overlap outside ROW into streetside PUE, the PUE or other recorded legal instrument granting public access to the overlap. If then the developer shall submit a draft of the legal instrument for Planning and PW review by either civil engineering plan (CEP) review application to PW or, if PW performs CEP review through building permit review, then by building permit application. Per WDO 2.01.05A, the developer shall submit copies of correctly recorded documents to the Planning Division. SA3. ROW & PUE: There is no street adjustment to narrow below the minimum requirements; instead, see Conditions D1 & D2. 467 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 82 of 85 Applicant Identity Applicant Ronald “Ron” James Ped, Ronald James Ped Architect, PC Applicant’s Representative n/a Landowner(s) Lal Din Sidhu (“Don” Sidhu), Woodburn Petroleum LLC Notes to the Applicant The following are not planning / land use / zoning conditions of approval, but are notes for the applicant to be aware of and follow: 1. Records: Staff recommends that the applicant retain a copy of the subject approval. 2. Fences, fencing, & free-standing walls: The approval excludes any fences, fencing, & free- standing walls, which are subject to WDO 2.06 and the permit process of 5.01.03. 3. Signage: The approval excludes any private signage, which is subject to WDO 3.10 and the permit process of 5.01.10. 4. PLA Time Limit: WDO 4.02.04B. specifies that, “A final decision on any application shall expire within three years of the date of the final decision unless: 1. a building permit to exercise the right granted by the decision has been issued; 2. the activity approved in the decision has commenced; or 3. a time extension, Section 4.02.05, has been approved. Because unrecorded re-plats lingering indefinitely have burdened staff, a condition sets sooner time limits for subsection 2. to begin and finish recordation. 5. Mylar signature: The Community Development Director is the authority that signs plat Mylars and not any of the mayor, City Administrator, Public Works Director, or City Engineer. Only one City signature title block is necessary. 6. PLA Plat Tracker: Marion County maintains a plat tracking tool at . Use it to check on the status of a recordation request to the County. City staff does not track County plat recordation. 7. Technical standards: a. Context: A reader shall not construe a land use condition of approval that reiterates a City technical standard, such as a PW standard, to exclude remaining standards or to assert that conditions of approval should have reiterated every standard the City has in order for those standards to be met. b. Utilities: A condition involving altered or additional sidewalk or other frontage/street improvement that would in the field result in displacement or relocation of any of utility 468 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 83 of 85 boxes, cabinets, vaults, or vault covers does not exempt the developer from having to move or pay to move any of these as directed by the City Engineer and with guidance from franchise utilities. 8. Other Agencies: The applicant, not the City, is responsible for obtaining permits from any county, state and/or federal agencies, which may require approval or permit, and must obtain all applicable City and County permits for work prior to the start of work and that the work meets the satisfaction of the permit-issuing jurisdiction. The Oregon Department of Transportation (ODOT) might require highway access, storm drainage, and other right-of-way (ROW) permits. All work within the public ROW or easements within City jurisdiction must conform to plans approved by the Public Works Department and must comply with a Public Works Right-of-Way permit issued by said department. Marion County plumbing permits must be issued for all waterline, sanitary sewer, and storm sewer work installed beyond the Public Right-of-Way, on private property. 9. Inspection: The applicant shall construct, install, or plant all improvements, including landscaping, prior to City staff verification. Contact Planning Division staff at least 3 City business days prior to a desired date of planning and zoning inspection of site improvements. This is required and separate from and in addition to the usual building code and fire and life safety inspections. Note that Planning staff are not primarily inspectors, do not have the nearly immediate availability of building inspectors, and are not bound by any building inspector’s schedule or general contractor convenience. 10. Stormwater management: The storm sewer system and any required on-site detention for the development must comply with the City Storm Water Management Plan, Public Works storm water practices and the Storm Drainage Master Plan. 11. Public Works Review: Regarding public infrastructure, consult the Public Works Department Engineering Division about when, where, and how to apply and implement Public Works construction specifications, Standard Drawings, Standard Details, and general conditions of a permit type issued by the Public Works Department. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 12. ROW: a. Dedication: The Public Works Department Engineering Division has document templates for ROW and easement dedications that applicants are to use. ROW – and public utility easement (PUE) – dedications are due prior to building permit issuance per Public Works policy. b. Work: All work within the public ROWs or easements within City jurisdiction must require plan approval and permit issuance from the Public Works Department. All public 469 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 84 of 85 improvements construction work must be performed in accordance with the plans stamped “approved” by the City, and comply with the City’s Standard Specifications and Standard drawings. Where the Oregon Dept. of Transportation (ODOT) has jurisdiction over a roadway, consult Public Works about role and process clarification. The Engineering Division can be reached at (503) 982-5240. 13. Franchises: The applicant provides for the installation of all franchised utilities in any required easements. 14. Water: All water mains and appurtenances must comply with Public Works, Building Division, and Woodburn Fire District requirements. Existing water services lines that are not going to be use with this new development must be abandoned at the main line. The City performs required abandonment of existing water facilities at the water main with payment by the property owner. All taps to existing water mains must be done by a “Hot Tap” method and by approved City of Woodburn Contractors. The applicant shall install the proper type of backflow preventer for all domestic, lawn irrigation and fire sprinkler services. The backflow devices and meters shall be located near the city water main within an easement, unless approved otherwise by Public Works. Contact Byron Brooks, City of Woodburn Water Superintendent, for proper type and installation requirements of the backflow device at (503) 982-5380. 15. Grease Interceptor/Trap: If applicable, a grease trap would need to be installed on the sanitary service, either as a central unit or in a communal kitchen/food preparation area. Contact Marion County Plumbing Department for permit and installation requirements, (503) 588-5147. 16. Fire: Fire protection requirements must comply with Woodburn Fire District standards and requirements, including how the District interprets and applies Oregon Fire Code (OFC). Place fire hydrants within the public ROW or public utility easement and construct them in accordance with Public Works Department requirements, specifications, standards, and permit requirements. Fire protection access, fire hydrant locations and fire protection issues must comply with current fire codes and Woodburn Fire District standards. See City of Woodburn Standard Detail No. 5070-2 Fire Vault. The fire vault must be placed within the public right-of-way or public utility easement. 470 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 85 of 85 17. Street address assignment: The CU 24-02 redevelopment necessitates changes to street address assignment. Assume and request the following with the request form: Lot Existing Address Requested Address Tax Lot 3600 2540 Newberg Hwy Convenience store: 2540 Newberg Hwy, Ste 1 NE attached commercial office area: 2540 Newberg Hwy, Ste 2 Tax Lot 3700 2600 Newberg Hwy SW commercial office building: 2600 Newberg Hwy, with one suite number per tenant space for all tenant spaces west to east, e.g. Stes 1, 2, 3, etc. 18. Planning Division fee schedule: Additional fees are or might become applicable per the schedule: o Page 2, row “Bond or performance guarantee release or status letter”, Applicable to such held by the Planning Division, not any by the Public Works Department Engineering Division. (This usually means bonding through the Planning Division is limited to street trees and/or on-site landscaping.) o Page 2, “Civil engineering plan(s) (CEP) review, Planning Division review of Public Works Department permit application materials”. Where CEP is done through building permit review instead of a separate process prior to building permit application, Planning Division assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. o Page 2, row “Exception to when all public improvements are due / delay or deferral of frontage/street improvements”, applicable if a developer obtains Public Works Department approval of exception (delay/deferral) through WDO 3.01.02E(1) & The fee serves as an exception disincentive. If Planning Division staff see no evidence of improvements under construction or constructed based on the building permit application materials, staff will assume deferral and assess the fee on the building permit, avoiding separate invoicing and allowing the applicant to pay the fee along with the other permit fees. 19. SDCs: The developer pays system development charges prior to building permit issuance. Engineering Division staff will determine the water, sewer, storm, traffic, and parks SDCs after the developer provides a complete Public Works Commercial/Industrial Development information sheet. The Engineering Division can be reached at (503) 982-5240. 471 ---PAGE BREAK--- Engineering & Project Delivery 190 Garfield Street ● Woodburn, Oregon 97071 Ph. 5030-982-5240 ● Fax [PHONE REDACTED] US MARKET/GAS STATION 2540 & 2600 Newberg Highway CU 24-02 Public Works Comments August 13, 2024 GENERAL NOTES: 1. The Applicant/owner, not the City, is responsible for obtaining permits from City, State, County and/or Federal agencies that may require such permit or approval. 2. Applicant to provide a storm drainage report prior to Civil Plans approval if applicable. The storm drainage report shall comply with the City of Woodburn storm master plan and ODOT’s approval for discharging the private storm system into ODOT’s system along Hwy 214 (Newberg Highway). 3. All City-maintained facilities located on private property shall require a minimum of 16-foot-wide utility easement conveyed to the City by the property owner. Provide and record the required right-of-way dedication, public utility easements, and waterline easements prior to building permit issuance if required. All water meters shall be within the right-of-way or public utility easements. 4. The Applicant shall obtain the required 1200C Erosion Control Permit from the Department of Environmental Quality prior to City issuance of permit(s), if applicable. 5. A final review of the Civil Plans will be done during the building permit application. Public infrastructure will be constructed in accordance with plans approved by public works, ODOT, and other agencies that may require the applicant to obtain permits. 6. A median barrier is required to be constructed at Oregon Way to mitigate against right turns by trucks exiting the site. The median barrier design and location will be part of the civil plans reviewed through the building permit application and construction of the median is due at the same time as Condition G4a (WDO 3.01.02E). 472 Attachment 102A ---PAGE BREAK--- Engineering & Project Delivery 190 Garfield Street ● Woodburn, Oregon 97071 Ph. 5030-982-5240 ● Fax [PHONE REDACTED] 7. All sanitary sewer laterals serving the proposed developments are private up to the main line. All existing sewer laterals shall be abandoned at the main if they are not going to be utilized. 8. Fire hydrant locations and fire protection requirements shall be as per the Woodburn Fire District and City of Woodburn requirements. 9. System Development Charges shall be paid prior to building permit issuance. 10. All work within ODOT’s jurisdiction shall comply with ODOT’s permits and requirements. 11. All onsite private storm systems and sewer lateral lines shall comply with Marion County plumbing permit and requirements. 12. Storm systems for both gasoline/petroleum products spill or parking areas are not allowed to connect/discharge into the public sanitary sewer system. The private storm system on the proposed pumps area shall comply with Federal, State, and City’s regulations for containment of spills and storm discharges. 473 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: A1.0 COVER PAGE A1.1 SITE PLAN A1.2 EXISTING SITE & DEMO PLAN A1.3 FIRE ACCESS PLAN C1.1 GRADING PLAN C1.2 UTILITY PLAN E1.1 LIGHTING PLAN L1.1 LANDSCAPE PLAN L1.2 IRRIGATION PLAN A3.1 BLDG ELEVATIONS & RENDERINGS 474 Attachment 103 Sheet 1 of 6 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: 475 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 476 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT LIGHTING SCHEDULE PRINTED: LAST SAVED: PRINTED BY: LOCATION: 477 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 478 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 479 Attachment 103 Sheet 6 of 6 ---PAGE BREAK--- 5 v ÍÎ 99E v ÍÎ 219 v ÍÎ 99E v ÍÎ 219 v ÍÎ 214 v ÍÎ 211 v ÍÎ 214 T R A C Y L N C A N B Y L P MILL ST RYE ST KOI LN VERA LN HI GH ST PLUM LN N 2ND ST STARK ST IDAHO DR BRYAN ST TU L IP AV HIGHWAY 99E HY OATS ST RAILROAD O R EGON L P JORY ST OGLE ST HAWLEY ST ELANA WY C A SCA D E DR S M ITH DR D E E R RU N CHA T EAU D R OXFORD S T JANS EN WY T U R NBERRY A V TU KWIL A DR R O Y AV NATIONAL WY AZTEC DR SANTIAM DR CAMAS ST WILLO W A V SALLAL RD W H ITNE Y LN H A ZELNU T D R STANFIELD R D JAM E S ST BLAINE ST EV E RGR E E N R D GEORGE ST MCNAUGHT RD KING WY TOMLIN AV W ORKMAN DR MCKINLEY ST KOENER R D G R EE N V I E W DR N 3RD ST LAUREL AV HO O PER ST LEARY RD EL M ST E C LACKAMAS C R MCLAUGHLIN D R N 1ST ST EAST LI NCOLN RD W CLACKAMA S CR E LLIOTT PRAIRIE RD COMMERCE WY SERRES LN S CASCADE D R EAST HARDCASTLE RD BOONES FERRY RD GESCHWILL LN S COLUMBIA DR 219 DIMMICK LN STAFNEY LN MOLALLA RD UNION SCHOOL RD FRONT ST ARNEY RD MEADOW DR CROSBY RD BUTTEVILLE RD INGALLS LN PARR RD JENSEN RD BELLE PASSI RD CARL RD WILCO HY ARBOR GROVE RD LE BRUN RD BROWN ST PARK AV H ARRISON ST ASTOR W Y W H A Y E S ST ORE G ON WY LINCOLN ST TUK W IL A DR N 5TH ST E CLEVELAND ST GA T CH S T H A Z E LN U T DR HARDCASTLE AV COOLEY RD STUBB RD WOODLAND AV STACY ALLISON WY PROGRESS WY S PACIFIC HY MT HOOD AV WILCO HY NE W B ER G HY N PACIFIC HY PARR R D N FRONT ST E BLAINE ST A ST HIGHWAY 99E HY FRONT ST JUDY ST RYE ST TIE R RA LYNN DR UMPQUA RD CARL RD EAGLE DR J A N SEN W Y STA R K ST TU L I P AV T E N OAKS LN MIL L E R FAR M RD ME R ID IAN DR BUTTEVILLE RD SMITH D R SALLAL RD WILL OW AV W LINCOLN ST VA N D ERBECK LN AL E X A NDR A A V JUNE WY BOONES FE R R Y RD ST PANA ST COUNT R Y CLUB RD K ING WY PRINC ETON RD MAYANNA D R IRO NWOOD T R LEARY RD H E RMA N SO N ST N 6TH ST MO LALLA RD A R NE Y L N N 1ST ST N 2ND ST R EED AV HI G H ST ST LOUI S RD CROSBY RD MOUNTAIN VIEW LN DIMMICK LN LINFIELD AV KOI LN UNION SCHOOL RD OGLE ST EAST LIN COLN RD OATS ST B L Y L P JORY ST ARBOR GROVE RD R O Y AV CAMAS ST WHITN EY LN GEORGE ST KOENER RD 219 RANDOLPH R D HO O P E R ST A L S EA L P ELM ST W CLACKAMAS CR ARNEY RD SERRES LN S CASCADE D R GESCHWILL LN S COLUMBIA DR STAFNEY LN INGALLS LN JENSEN RD BELLE PASSI RD LE BRUN RD W HAYES ST WOODLAND AV LINC OLN ST BR OW N ST GATCH S T PARR RD E CLEVELAND ST HARDCASTLE AV STACY ALLISON WY ARN E Y R D COOLEY RD ASTOR WY PROGRESS WY STUBB RD BOO NES FERRY RD Y O UNG ST N FRONT ST S SETTLEMIER AV S FRONT ST EV ERG R EE N R D N SE TTLEMIER AV MT HOOD AV N PACIFIC HY MOLALLA RD BUTTEVILLE RD S PACIFIC HY v ÍÎ 219 5 Woodburn TSP Update September 2019 ¯ Figure 2 Existing Roadway Freeway Major Arterial Minor Arterial Service Collector Access Street Future Roadway Future Major Arterial Future Minor Arterial Future Service Collector Future Access Street Future Local Industrial City Boundary Urban Growth Boundary H:\21\21071 - Woodburn TSP Update\gis\TSP\02 Functional Roadway Classification.mxd - mmccormick - 5:25 PM 9/16/2019 Coordinate System: NAD 1983 HARN StatePlane Oregon North FIPS 3601 Feet Intl Data Source: City of Woodburn, Oregon Department of Transportation Functional Roadway Classification Woodburn, Oregon 0 1,000 2,000 3,000 Feet Note: Future roadway alignments are approximate and subject to further refinement. Attachment 104 480 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 1 of 3 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Highway: Attachment 201: Dictionary & Glossary This document defines and explains abbreviations, acronyms, phrases, and words particularly in the context of conditions of approval. • “ADA” refers to the federal Americans with Disabilities Act of 1990. • “AW” refers to Architectural Wall. • “CAE” refers to cross access easement. • “CDD” refers to the Community Development Department. • “CEP” refers to civil engineering plan review, which is a review process independent of land use review led by the Community Development Department Planning Division and that is led by the Public Works Department Engineering Division through any application forms, fees, and review criteria as the Division might establish. A staff expectation is that CEP follows land use review and approval, that is, a final decision, and as PW decides either precedes either building permit application or issuance, or is the same as the building permit review process. • “County” refers to Marion County. • “C/V” refers to carpool/vanpool. • “Director” refers to the Community Development Director. • “EV” refers to electric vehicle. • “exc.” means excluding. • “FOC” refers to face of curb. • “GFA” refers to gross floor area. • “ft” refers to feet. • “highway” refers to Oregon Highway 214 / Newberg Highway. • “max” means maximum. • “min” means minimum. • “Modal share” means the percentage of travelers using a particular type of transportation or number of trips using a type, as examples walking, cycling, riding transit, and driving. • “Modal shift” means a change in modal share. • “MUTCD” refers to Manual on Uniform Traffic Control Devices of the U.S. Department of Transportation (U.S. DOT) Federal Highway Administration (FHWA). • “NE means northeast. • “NW” means northwest. • “OAR” refers to Oregon Administrative Rules. • refers to on-center spacing, such as of trees or shrubs. • “ODOT” refers to the Oregon Department of Transportation. 481 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 2 of 3 • “OR 211” refers to Oregon Highway 211, which is Molalla Road. • “OR 214” refers to Oregon Highway 214, which is Newberg Highway. • “OR 99E” refers to Oregon Highway 99E, which is Pacific Highway. • “ORS” refers to Oregon Revised Statutes. • “PU” refers to plant unit as WDO Table 3.06B describes. • “PUE” refers to public utility easement, whether along and abutting public ROW (“streetside” PUE as WDO 3.02.01B describes) or extending into or across the interior of private property (“off-street” PUE as WDO 3.02.01C describes). In the context of property line adjustment (including lot consolidation), partition, or subdivision, the developer records through or with the plat. Absent this context, recordation is separate from land use review pursuant to a document template or templates established by PW. PW is the project manager for receiving, reviewing, accepting, obtaining City Council approval for, and recording legal instrument materials that a developer submits; at the same time, the developer is responsible for such instruments conforming with the WDO and land use conditions of approval. • “PW” refers to Public Works (the department) or on rare occasion public works (civil infrastructure) depending on context. • “Root barrier” refers to that illustrated by PW SS&Ds, Drawing No. 1 “Street Tree Planting New Construction”. • “ROW” refers to right-of-way. • “RPZ” refers to root protection zone, which WDO 1.02 defines. • “SE” means southeast. • “SDA” refers to site development area, the entire territory that is the subject of the land use application package. • “Shared rear lane” refers to what resembles and functions like an alley, but isn’t public ROW. • “sq ft” refers to square feet. • “SS&Ds” refers to PW standard specifications and drawings. • “Street trees” refer to trees that conform to the WDO, including 3.06.03A and Tables 3.06B & C, and that have root barriers where applicable per PW Drawing No. 1 “Street Tree Planting New Construction”. • “Substantial construction” is what WDO 1.02 defines. • “SW” means southwest. • "Tax Lot 3400" means 052W12DB03400, which is 943 Oregon Way. • “Tax Lot 3600” means 052W12DB03600, which is 2600 Newberg Hwy. • “Tax Lot 3700” means 052W12DB03700, which is 2540 Newberg Hwy. • “Tax Lot 3700” means 052W12DB03700, which is 2540 Newberg Hwy. • “Tax Lot 3500” means 052W12DB03500, which is 953 Oregon Way. • “Tax Lot 90000” means 052W12DB90000, which is 950 Evergreen Rd. • “TCE” refers to temporary construction easement. 482 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 201 Page 3 of 3 • “TDM” refers to transportation demand management, which means according to the TSP 82), “a policy tool as well as a general term used to describe any action that removes single occupant vehicle trips from the roadway during peak travel demand periods”, and according to Wikipedia as of October 13, 2020, “the application of strategies and policies to reduce travel demand, or to redistribute this demand in space or in time.” • “TDP” means the Transit Development Plan dated June 2023 adopted by Resolution No. 2213 June 12, 2023. • “Tot.” means total. • “TPU” means the Transit Plan Update Approved Final Report dated November 8, 2010 and adopted by Resolution No. 1980. • “TSP” means the Woodburn Transportation System Plan (TSP). • “UGB” refers to the urban growth boundary. • “WDO” refers to the Woodburn Development Ordinance. • “WFD” refers to the independent Woodburn Fire District. • “WTS” refers to the Woodburn Transit Service or Woodburn Transit System. • “w/i” means within. • “w/o” means without. • “VCA” refers to vision clearance area as WDO 1.02 and 3.03.06 establish or as a specific condition establishes. 483 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 1 of 3 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Highway: Attachment 202: Conditioned Fees All of the following conditioned fees are due as applicable, whether or not mentioned directly by a condition of approval. Refer to Condition G3 for a dictionary/glossary, including acronyms and shorthand text. Part A. Fee Provisions 1. Any and all conditioned fees are in addition to, and not in place or as discounts of, any existing charge or fee however termed ordinarily assessed based on any existing ordinance, resolution, or administrative policy, inc. adopted fee schedules. If and when the City amends any ordinance, resolution, or administrative policy, inc. a fee schedule, to increase a charge or fee that is both the same kind of charge or fee that is conditioned, the amended charge or fee amount would exceed the amount conditioned, and the increase takes effect before the conditioned fee is due, then the developer shall pay the greater amount. 2. Payments of conditioned fees due outside the context of assessment and payment through building permit shall reference a final decision case file number and the condition of approval letter/number designation, be it in a check memo field or through a cover or transmittal letter. 3. For fees due by building permit issuance, a developer may request the Director to allocate payments the same as allowed for fees in-lieu by WDO 4.02.12A.2, specifically, to pay across issuance of two or more structural building permits for the subject development. For all administrative and logistical questions about payment of land use conditioned fees outside the context of assessment and payment through building permit, the developer is to contact the Administrative Assistant at (503) 982-5246 and refer to this attachment within the CU 24-01 US Market gas station 2115 Molalla Road final decision. For payment method citywide policy details, the developer is to contact the Finance Department at (503) 982-5222, option 1, for payment method policy details or view its webpage. 484 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 2 of 3 Part B. Fee Table Table 202. Conditioned Fees Condition Reference Fee Type Amount Context Timing Staff Tracking: T-A1 a. OR 214 & Country Club Rd / Oregon Way: Transportation signal timing and crash safety study fee in-lieu By year of assessment: 2024 or 2025: $18,376 2026: $19,495 2027 or later: $20,080 Fee in lieu of investigation in coordination with ODOT of corridor signal timing and coordination adjustments. (TSP R11 adjusted for inflation from Sept. 2019 to July 2024 as 2024 amount.) Building permit issuance b. I-5 interchange with OR 214: $1,709 To mitigate and to reduce vehicle crashes. (Related to TSP R8 & R9.) Building permit issuance c. OR 214 & Evergreen Rd: By year of assessment: 2024 or 2025: $16,755 2026: $17,775 2027 or later: $18,308 To reduce vehicle crashes. (Related to TSP R10.) Building permit issuance T-T Bus shelter fee in-lieu By year of assessment: 2024 or 2025: $15,464 2026: $16,406 2027 or later: $16,898 Oregon Way northbound stop (TDP Fig. 68 adjusted for inflation from June 2023 to July 2024 as 2024 amount.) Building permit issuance Bus stop bicycle parking fee in-lieu $617 EX1 & EX2 Street tree fee in-lieu For highway: $950 per tree. For EX1, assessed at minimum 9 trees. Street Adjustment SA 24-01 from standard frontage improvements, which includes existing curb-tight sidewalk. A fee in lieu of the 9 trees that WDO 3.06.03A would have Building permit issuance 485 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy etc. Staff Report / Final Decision Attachment 202 Page 3 of 3 Table 202. Conditioned Fees Condition Reference Fee Type Amount Context Timing Staff Tracking: required for 265 ft of frontage. For Oregon Way: $950 per tree assessed at max 4 trees. Applies to omitted street trees, or, ones missing from required number upon inspection Either building permit issuance or prior to passing final inspection / obtaining certificate of occupancy EX1 Fee in lieu of highway landscape strip $4,832 A fee for sidewalk that SA 24-01 adjusts from conformance/upgrade Building permit issuance Fee in lieu of upgrading highway sidewalk to conform $83,547 A fee for sidewalk that SA 24-01 adjusts from conformance/upgrade Building permit issuance EX2 Fee in lieu of upgrading street to have on-street parallel parking per Fig. 3.01E $14,713 A fee for on-street parking that SA 24-01 adjusts from conformance/upgrade Building permit issuance G6c through this Attachment 202 City tree fund $2,850 Existing City tree fund (for new trees in City ROWs and in parks and on other City properties) Building permit issuance G6c & D6 Fees in lieu per WDO 3.02.04B through WDO 4.02.12. Per Part A Fee Provisions above, City ordinance, resolution, or policy. * WDO 4.02.12 *If by the time necessary to assess in order to issue building permit, the City would have not yet established the fee in lieu of electric power line burial/ undergrounding, then the fee would default to $568 per lineal ft of line assessed at minimum 265 ft. Per WDO 4.02.12A: Building permit issuance Refer to Planning Division fee schedule for fees relating to civil engineering plan (CEP) review; inspections; bond / bonding / performance guarantee deferring street improvements beyond building permit issuance; and bond release letter. [General ledger (GL) account [PHONE REDACTED] “Developer Contributions”.] 486 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: A1.0 COVER PAGE A1.1 SITE PLAN A1.2 EXISTING SITE & DEMO PLAN A1.3 FIRE ACCESS PLAN C1.1 GRADING PLAN C1.2 UTILITY PLAN E1.1 LIGHTING PLAN L1.1 LANDSCAPE PLAN L1.2 IRRIGATION PLAN A3.1 BLDG ELEVATIONS & RENDERINGS 487 Attachment 103 Sheet 1 of 6 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: 488 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 489 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT LIGHTING SCHEDULE PRINTED: LAST SAVED: PRINTED BY: LOCATION: 490 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 491 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: 492 Attachment 103 Sheet 6 of 6 ---PAGE BREAK--- CU 24-02 2540 & 2600 Newberg Hwy US Market gas station: Testimony received August 23 – September 23, 2024 493 ---PAGE BREAK--- 494 ---PAGE BREAK--- 495 ---PAGE BREAK--- 496 ---PAGE BREAK--- 497 ---PAGE BREAK--- 498 ---PAGE BREAK--- 499 ---PAGE BREAK--- 500 ---PAGE BREAK--- 501 ---PAGE BREAK--- 502 ---PAGE BREAK--- 503 ---PAGE BREAK--- 504 ---PAGE BREAK--- 505 ---PAGE BREAK--- 506 ---PAGE BREAK--- 507 ---PAGE BREAK--- 508 ---PAGE BREAK--- 509 ---PAGE BREAK--- 510 ---PAGE BREAK--- 511 ---PAGE BREAK--- 512 ---PAGE BREAK--- 513 ---PAGE BREAK--- Park Place, Suite 200 250 Church Street SE Salem, Oregon 97301 Post Office Box 470 Salem, Oregon 97308 tel [PHONE REDACTED] fax [PHONE REDACTED] A Member of LEGUS, an International Network of Law Firms www.sglaw.com September 20, 2024 VIA ELECTRONIC MAIL: [EMAIL REDACTED] Planning Commission c/o Planning Division City of Woodburn 270 Montgomery St Woodburn, OR 97071-4730 RE: Open Record Request to Supplement CU24-02 Case Record with CU21-22 Case Materials (US Market Gas Station 2540 & 2600 Newberg Hwy) Our File No: 43690-00001 Dear Honorable Planning Commissioners: The Applicant, Ronald (“Ron”) James Ped, as President of Ronald James Ped Architect PC, an Oregon professional corporation, (the “Applicant”) and Woodburn Petroleum LLC, an Oregon limited liability company, the owner of the above referenced property (herein “Property Owner” and/or my “Client”) do hereby request that the City of Woodburn (the “City”) supplement the current CU24-02 case record with the City’s CU21-22 case record, as found on the City’s fileshare service page or.gov/dev-planning/project/conditional-use-cu-21-02-us-market-gas-station-2540-2600-newberg-hwy) which includes the following documents: 1. CU 21-02 City Council Final Decision - US Market Gas Station (Denial) Signed; 2. CU 21-02 US Market Gas Station Notice of Final Decision (August 15, 2022); 3. CU 21-02 Appeal AP 22-01 (June 21, 2022); 4. CU 21-02 Final decision (June 9, 2022); 5. CU 21-02 Traffic impact analysis (TIA); 6. CU 21-02 Traffic impact analysis (TIA) Revised May 26, 2022; 7. CU 21-02 Design Review site plans (Option 1; February 9, 2022); 8. CU 21-02 Design Review site plans (Option 2; April 26, 2022); and 9. CU 21-02 Civil Drawings (Option 1; February 9, 2022), (collectively, the “2021 Record Materials”). 514 ---PAGE BREAK--- September 20, 2024 Honorable Planning Commissioners Page 2 Please confirm this written request to supplement the CU24-02 record as expressly stated herein has sufficiently met the City’s record submission requirements for the above referenced case, and confirm that the 2021 Record Materials will be expressly made a part of the CU24-02 record. If our office needs to adhere to any other practices or procedures in order for the City to effectively incorporate the 2021 Record Materials into the CU24-02 local case record, please have City staff advise no later than 9am on Monday, September 23rd, 2024, on the additional steps/directions that our office must take to ensure the deliverables referenced above are entered into the CU24-02 record. If you have any further questions or concerns regarding this request, please do not hesitate to contact me. Sincerely, ALAN M. SOREM [EMAIL REDACTED] Voice Message #303 AMS:hst cc: Applicant Client Colin Cortes Chris Killmer 515 ---PAGE BREAK--- Park Place, Suite 200 250 Church Street SE Salem, Oregon 97301 Post Office Box 470 Salem, Oregon 97308 tel [PHONE REDACTED] fax [PHONE REDACTED] A Member of LEGUS, an International Network of Law Firms www.sglaw.com September 23, 2024 VIA ELECTRONIC MAIL: [EMAIL REDACTED] Planning Commission c/o Planning Division City of Woodburn 270 Montgomery St Woodburn, OR 97071-4730 RE: Open Record Response Submittal (CU24-02) US Market Gas Station 2540 & 2600 Newberg Hwy Our File No: 43690-00001 Dear Honorable Planning Commissioners: The Applicant, Ronald (“Ron”) James Ped, as President of Ronald James Ped Architect PC, an Oregon professional corporation, (the “Applicant”) and Woodburn Petroleum LLC, an Oregon limited liability company, the owner of the above referenced property (herein “Property Owner” and/or my “Client”) does hereby submit the following documents into the record for CU24-02 case: 1. The following exhibits from Ronald James Ped Architect PC: a. Sign Maneuvering Plan; b. Sensory Considerations; c. Site Sections- Noise Analysis; d. McMinnville Example; and 2. Memorandum by Joe Bessman, PE of Transight Consulting, LLC. 516 ---PAGE BREAK--- September 23, 2024 Honorable Planning Commissioners Page 2 Please confirm that the enclosed submittal items have been incorporated into the record prior to 5pm, on September 23, 2024. Sincerely, ALAN M. SOREM [EMAIL REDACTED] Voice Message #303 AMS:hst cc: Applicant Client Colin Cortes Chris Killmer Enclosures: Sign Maneuvering Plan Sensory Considerations Site Sections- Noise Analysis McMinnville Example Memorandum by Joe Bessman, PE of Transight Consulting, LLC 517 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: 518 ---PAGE BREAK--- PRINTED: PRINTED BY: 519 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: P:\1964 Woodburn C-Store 2600\SITE REDESIGN 4.8.22\A3.1 REDESIGN 4.25.22.dwg, Site Sections, 6/1/2022 11:54:44 AM, kevin, 1:1 520 ---PAGE BREAK--- McMinnville Example 521 ---PAGE BREAK--- T RANSIGH T co N s LI L Tl N G , LLC Transportation Engin eering and Planning Services Date: September 23, 2024 To: Colin Cortes, AICP City of Woodburn From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market / cf'. ~ 70661 PE • ~ ' ~ 1v.,111.-0zsl "'lt"?/i.o2" The purpose of this memorandum is to provide information into the record during the open record review period, and to address public comments received on the US Market proposal located at the OR 214/Oregon Way intersection in Woodburn, Oregon. Key findings and recommendations of this open record review include the following: • In response to public comments related to traffic on Oregon Way, the team is proposing to fund the construction of two speed humps on this street. It is recommended that this treatment be provided in lieu of the contemplated truck channelization as it would avoid potential residential driveway impacts, and could prevent right-turning movements for local residents. Addition of traffic calming also addresses concerns with sight lines on Oregon Court, cut-through travel, and residential compatibility. It is recommended that signage indicating no right-turns for trucks should be installed on the exit. • As part of the City's next scheduled periodic maintenance it is recommended that Oregon Way be restriped to replace the dashed-center line with double yellow markings, consistent with the City's standard Access Street section. • A preliminary access design has been provided in response to ODOT's conditional OR 214 access approval. Additional coordination on this design will occur with ODOT and the City to ensure that the right-in only movement restrictions from OR 214 can be enforced. • The proposed fuel center is a conditional use within the commercial zoning due to the presence of nearby residential uses. This report shows that more traffic-intense uses could be permitted outright within this property. • Additional information is presented on the Woodburn Street Adjustments. o For OR 214 this highlights that the side-by-side left-turn lanes between Oregon Way and Evergreen Avenue extend beyond the City's typical five-lane section and ROW, supporting the operational needs of the adjacent traffic signals. o Parking along the Oregon Way frontage adjacent to the traffic signal would not be recommended for safety and functionality reasons, and the ample on-site parking supply adequately mitigates this issue. • Additional clarifying information and revisions to truck turning templates, on-site loading accommodations, and internal circulation are also provided within this document. Overall, the information presented shows that the layout of the proposed US Market site not only addresses Woodburn Development Ordinance requirements, as agreed by all parties, but provides a safe and functional site layout that can support deliveries, employees, and site patrons. The layout of the site improves on the older design of surrounding fuel centers, with separate loading, fueling, and parking areas. 15840PENRECORD 522 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 2 PUBLIC COMMENTS Comment The Woodburn Planning Commission requested information on the scheduling of trucks for the fuel center and convenience market. Response: The developers of the US Market site own and operate several other locations within the northwest and have provided the typical vendor delivery information shown in Table 1. Vendor deliveries to US Market are scheduled to occur only during off peak late morning hours. Vendor scheduling allows the Applicant to both avoid conflicts with AM or PM peak trips and avoid simultaneous on-site deliveries with other food or drink vendors or fuel deliveries. Bulk fuel deliveries occur once every other day (unless sales dictate additional needs), with a maximum of one fuel delivery per day. Table 1. Summary of US Market Vendor Deliveries Time Mon Tues Wed Thurs Fri Sat Sun 6-7A 7-8A 8-9A Pepsi Western Bev 9-10A Maletis Coco Cola Coremark Columbia 10-11A Dairy Frito Lay Frito Lay 11-12P Southern Glaciers 12P-9P Comment Neighbors state that operating speeds on Oregon Way commonly exceed the posted speed of 25 miles per hour. Response: Oregon Way is classified as an Access Street (which is a functional classification designed and intended to accommodate greater traffic volumes than unclassified local street), serving as one of only three traffic signals onto OR 214 between the I-5 ramps and N Settlemier Avenue. The traffic signal forms the eastern border of the commercially-zoned lands surrounding the I-5 interchange and provides a through route to W Hayes Street. South of the site, the road provides a two-lane curbed section with a dashed yellow centerline throughout its length. This section does not include sidewalks. The 34-foot pavement width includes direct residential driveway access and prohibits through trucks. On-street parking is permitted but was not observed to be utilized by the adjacent residents. No traffic speed measurements were obtained south on Oregon Way through the residential area as part of the traffic study. However, as a connection between the highway and Hayes it is likely that the route is used as a cut-through. Such traffic is more likely to occur during periods of higher congestion along the parallel Evergreen Avenue route. As a potential mitigation measure to address increased speeds and traffic volumes using this route, installation of traffic calming measures could be effective. The posted speed of 25 miles per hour would be supportive of typical traffic calming features such as speed humps, which provide lower noise and a less obtrusive treatment than a conventional speed bump, with typical installations shown in Figures 1 and 2. 523 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 3 Figure 1. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. Figure 2. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. 524 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 4 In addition to speed humps, the current “skip striping” along Oregon Way could also be modified (see Figure to help transform the feel of this road away from a rural design that implies that passing is legal. Installation of a double yellow would be a more appropriate treatment and would also comply with the City’s typical section for this classification of facility. Figure 3. Existing skip striping along Oregon Way. Provision of traffic calming north of Oregon Court and south of the commercial site could be helpful in maintaining the posted travel speed, particularly given the other concerns noted related to sight lines, use of golf carts, and shared use of the street pavement by cyclists and pedestrians. If deemed appropriate by the City’s Public Works department the development is willing to construct this traffic calming mitigation as part of its initial infrastructure. See attached Traffic Calming Fact Sheet.. 525 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 5 Comment During the public meeting there were comments about vehicles racing and driving recklessly along OR 214, particularly during late-night off-peak hours. Response: As a State Highway the City and Applicant have limited options to address these types of issues outside of increased traffic enforcement and monitoring, particularly as the issues appear to occur outside of the typical operating hours of the US Market and occurs today without the development proposal. Expected contributing factors that are not related to the proposed development include: access- controlled section of OR 214, highway width, lack of traffic control signals east of Oregon Way, limited development on the south side of the highway, and proximity to I-5. Field observation noted that there is a concrete block sound wall along OR 214 east of Oregon Way to shield the adjacent residents, as well as street trees with overhanging canopies that help to narrow the perceived width and cobra-head luminaires for safety. The planned addition of vegetation and the building frontage near the highway will provide a different development pattern than the setback buildings that are present to the east that may help, but increased enforcement will be the most effective treatment of this pre-existing condition. Comment There are limited sight lines turning from Oregon Court onto Oregon Way, with visibility limited by the slight horizontal curvature toward the north. This condition is worsened by the elevated travel speeds. Response: See Comment If supported by the City’s Public Works department, the addition of traffic calming along Oregon Way could provide an effective means of managing the 25 mile per hour travel speed along this segment. One of the more critical locations for traffic calming would be north of the Oregon Court intersection. As shown in Figures 4 and 5, sight lines are somewhat limited from this connection by the horizontal curvature, and ensuring motorists comply with the posted speed through traffic calming would improve safety for vehicles turning from Oregon Court. 526 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 6 Figure 4. View from Oregon Court facing north. 527 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 7 Figure 5. View from Oregon Court facing south. Comment Opposition traffic consultant review comments filed from David Petersen dated August 20, 2024 listing Wayne Kittelson, PE as the engineer of record state “We found the analysis approach and findings to be reasonable and consistent with the applicable City policies and concur with the findings and recommendations of the study.” Response: Comments from the City, the City’s transportation reviewing consultant (DKS Associates, Inc.), ODOT, and the opposition engineer all agree that the analysis approach and findings are reasonable and appropriate. This comment indicates that all parties agree that the governing Woodburn Development Ordinance 3.04.05 are adequately satisfied. 528 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 8 In response to public comments and concerns raised within the public hearing, the following should be noted: • With the available trip credits from the demolished banks the project does not trigger a formal Transportation Impact Analysis (TIA) per the City’s adopted trip generation thresholds. However, the project was elevated to require a formal TIA both to address ODOT access requirements per Division 051 and in response to the safety issues present on the OR 214 corridor. • Due to the safety issues present along the corridor, the City has established a funding mechanism for both traffic signal timing improvements and safety improvements, as detailed within Attachment 202 of the staff report. These fees are imposed as site mitigation requirements and will provide additional studies to identify traffic signal timing and phasing strategies that can further benefit area safety. • The recommendations of the TIA were to restrict OR 214 access to right-in movements only in response to safety concerns. If outbound right-turns were permitted, motorists could weave across both through lanes to enter the left-turn bay within a short distance, then making a U-turn to return to I-5. The revised configuration requires that all outbound traffic utilize Oregon Way to access the traffic signal and make a left-turn to return to OR 214. This was recommended to improve safety on the highway, which was raised as a concern by the Woodburn City Council. • ODOT manages access to OR 214. The western parcel had been approved for right-in, right-out access onto the highway, but the eastern parcel was precluded from accessing the highway or any location other than along its southeastern boundary onto Oregon Way, where ODOT ended its access control. We requested modifications to these restrictions which have been conditionally approved by ODOT to allow both parcels to utilize the shared inbound-only access onto OR 214 and both parcels are allowed full turning movements onto Oregon Way. • Oregon Way is designated as a “No Truck” route. Per Oregon Revised Statute (ORS) 811.450, this means that through trucks are not permitted to use this route. Local deliveries without other viable access options are permitted to use Oregon Way, which does allow fuel and vendor delivery vehicles to exit onto Oregon Way and return northbound toward OR 214. In summary, the TIA addresses the applicable requirements within City Code, and the findings of the study were reviewed and agreed to by the City’s transportation consultant, ODOT, and the opposition traffic engineer. Comment 6: Opposition traffic consultant review comments further state “We also agree with the conclusion that the proposed fueling center, convenience market, and office will result in more vehicular trips on Oregon Way than was predicted in the previous 2022 application.” Response: The trip generation was modified within the revised application based on modifications to building sizes but the general rate and approach remains consistent with the prior materials and methodology that had also been reviewed and deemed appropriate by all review parties. For clarification, while the 2022 application had shown seven fewer net new weekday p.m. peak hour trips than the trip generation potential of the prior banks, the revised application now shows five additional weekday p.m. peak hour trips (12 more weekday p.m. peak hour trips than the prior application). The reason for this change related to modifications to the site plan: • 204 square-foot reduction in the convenience store size • No change in the number of fueling positions • 3,214 additional square-feet of office space 529 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 9 The additional office space was provided within this modified application to further buffer the residential uses from the fuel center, with office located on the southern portion of the convenience market and along the southern edge of the property adjacent to the convenience market. Again, due to safety reasons the revised layout includes elimination of the right-out onto OR 214, which requires all outbound trips (and westbound inbound trips) use Oregon Way. This configuration was provided in direct response to safety concerns with the right-in, right-out access to the highway. ODOT has conditionally approved this configuration. Comment 7: The opposition traffic consultant provides several “comments for consideration” related to internal circulation. Response: These comments provided by the opposition engineer do not respond to Woodburn Development Ordinance requirements; however, they were reviewed to identify whether there are modifications to the site layout that could provide improved site functionality. Our team considers public safety to be paramount, and we are open to suggestions that would further improve safety. In terms of experience, I have personally been involved with the design, review, and layout of numerous fuel centers throughout the northwest, ranging from the design of truck stops, big-box fuel centers, stand-alone fuel centers, and integrated convenience markets with fuel centers for more than twenty years. In addition to my experience with other similar fuel centers, the US Market team who assisted in developing this layout owns, operates, and manages other similar sites in the region. Accordingly, the layout of the site reflects provisions and accommodations for the types of vehicles and circulation that occurs in fuel centers, with the site designed in a manner that will make the site efficient to operate long- term. In fact, many of the comments from the opposition imply a need for site design elements absent from their own facilities. Comment 7a: The opposition traffic consultant states that “safety or operational issues will occur” I find that Mr. Kittelson’s statements are exaggerated and misleading. As detailed herein, there are numerous aspects of the proposed site that improve on the design of surrounding fuel centers, such as clear and separate walking routes, separation of fueling and loading areas, suitable on-site parking, and the improvements to the ingress/egress design. While the nearby Arco and Chevron sites omit even these basic design components, there is no record of any current or historical safety issues within either site. The enhancements made to the proposed US Market improves on the internal circulation of these sites and includes an access route that will better support safe and efficient access onto OR 214. Comment 7b. Design of the site access onto OR 214 does not prevent outbound right-turns. Response: Our team agrees with this comment based on the preliminary site plan, and we have been in discussion with Casey Knecht, PE, the ODOT Region 2 Access Management Engineer, to identify suitable designs for the right-turn only access to enforce the inbound-only movement restriction. The proposed driveway includes a concrete “dustpan” driveway apron to maintain priority for pedestrians along the OR 214 sidewalks, and ODOT does not have a standard drawing for this specific access configuration. An example treatment identified by ODOT was at the Rite-Aid pharmacy in McMinnville (address of 448 OR 99W). The project civil team has reviewed this design and incorporated similar channelization into the revised site plan. This design has also been reviewed to ensure that it is compatible with the turning radii of fuel trucks, as shown in the drawing. As ODOT manages the design of access onto OR 214 (and all work within the ODOT ROW) we will continue to coordinate with ODOT to ensure that the design appropriately 530 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 10 restricts turning movements and complies with ODOT’s permit requirements. In addition, signage and striping will be installed (as required by the City’s approval conditions) to alert motorists of the movement restrictions. The current layout is shown in Figure 6 and remains preliminary subject to City and ODOT design review and approval. Figure 6. Preliminary access drawing reflecting the right-in only channelization required by ODOT’s conditional approach permit. As a suitable design supporting the turning movement restrictions will be imposed through ODOT’s driveway permitting and approval process, no additional conditions of approval will be required by the City of Woodburn. The conditional grant of access requires that “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway [OR 214]. All other traffic movements shall be restricted.” However, to provide assurance to the City that these restrictions are imposed, a condition of approval could be added as follows: “The Design of the OR 214 access shall include appropriate signing, striping, and channelization to enforce the right-in only restrictions. As a permitted access onto a State facility the design will be subject to ODOT’s review and approval.” Comment 7c. The northernmost fueling positions result in limited on-site queue storage space. Response: The proposed fuel center layout provides 65 feet from the center of the northwesternmost fueling position to the back of sidewalk, or about 50 feet of queue storage space (room for two passenger vehicles) if a vehicle was situated within this fueling position. While not labeled, the diesel fuel pumps are located in the southernmost portion of the site so that longer vehicles (pick-up trucks, RVs, or passenger vehicles towing boats) will be provided additional queue storage space. This site does not cater to commercial truck fueling, and the fuel demands at US Market are not similar to those at a Costco or other high-demand locations. The site can readily accommodate 18 simultaneous fueling and queued vehicles. Comment 7d. The cross-access easement may affect off-site operations and safety. Response: A cross-access easement is situated along the western edge of the site as required by the City of Woodburn. The City has required that this connection omit any curbing. While accommodations for a future connection are provided as required, a connection is not proposed and will not occur with this development. Any future cross-access connection will be subject to further analysis and evaluation by the City (and ODOT) at the time of redevelopment of the eastern properties. This will include a formal site Jonk - ~tom 531 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 11 plan review that will allow public notice and comment. The City’s intent of requiring this cross-access easement is to limit circulation between adjacent uses from using the highway to travel between adjacent businesses. With OR 214 access limited to right-in access only, the location identified in the plans provides suitable spacing from OR 214 (there will be no outbound queues due to the movement restriction) and no modifications to the location of the easement are necessary. In discussions with the team, it was recommended that the cross-access easement not only be provided in the location shown in the plan, but the cross-access easement should extend along the entire western length of the property. As future redevelopment of the subject property or those adjacent occur in the future this will provide flexibility to locate inter-parcel circulation routes where they make the most functional sense. At this time, no connection to properties to the west is provided or supported by the conditionally approved ODOT permit. Comment 7e. Parking stalls directly adjacent to the fueling positions will interfere with internal circulation. Response: The layout of the fuel center provides a one-way circulation pattern that will avoid conflicts between the parking stalls adjacent to the convenience market and the fueling positions. The parking stalls along the western boundary will experience low utilization (serving more as overflow parking) as convenience market patrons tend to park within the closest stalls near the store entrance. Based on discussions with the owners/managers of the US Market these stalls could be designated for employees to provide more capacity within the closer stalls. No conflicts are anticipated with the design given the available queue storage and number of fueling dispensers provided. Comment 7f. Trucks making fuel and goods deliveries will cause safety and operational issues…fuel trucks are unable to enter without going beyond the curbline…similar results will occur with other truck-trailer combinations delivering goods to the store. Response: Per comment #7b, the design of the entrance has been modified from the original plan to restrict movements to inbound only access (as required by ODOT) and support delivery trucks from OR 214. In addition to bulk fuel deliveries, other types of vendor trucks will also visit the site. Most of these are smaller single-unit box trucks that typically travel between stores, but semi-trucks could occasionally also enter the site. Space is available within the northern edge of the site for smaller trucks to park and load (with loading typically occurs via hand truck), with secondary delivery space co-located with fuel deliveries to accommodate larger semi-trucks. Additional details, including turning movement diagrams, on service vehicle and fuel deliveries are included within the attachments. Overall, the maneuvers within a fuel center parking lot occur at low speeds, with drivers expecting to yield to fuel attendants, other patrons, and delivery vehicles. As previously provided, the scheduled vendor trips to the US Market have been developed to avoid multiple trucks loading simultaneously. These trips occur outside of peak hours in the late morning to reduce impact on nearby residential areas. The provision of two separate loading areas will also help to ensure that customers, office tenants, and employees are provided safe routes between parking areas, building entrances, fueling positions, and loading points. 532 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 12 Comment 7g. The opposition engineer overlaid assumed delivery routes on top of the conceptual queuing figure, indicating that delivery vehicles cannot enter the site if there are 24 vehicles fueling at once. Response: The submitted architectural queuing plan is an illustrative figure demonstrating that more than adequate queue storage space is available within this site. This figure was developed by placing vehicle icons onto the site plan, showing that numerous passenger vehicles can easily fit within the site’s queue storage area (which also included generous spacing between queued vehicles). This was not an engineering diagram and does not reflect actual vehicular positioning, nor is it intended to represent actual fuel center demands. A revised (and more representative) graphic is provided within Figure 7, showing storage space for 18 vehicles while maintaining a clear two-way aisle. This storage space will be suitable to meet peak demands, as well as to accommodate the occasional larger vehicle. Figure 7. Revised Queuing Plan (only one-way eastbound flow permitted). Source: Ronald James Ped Architect. A review was provided of the nearby Chevron and Arco fueling stations to further identify how the layout of the site improves on the circulation design of these older nearby sites. Chevron Field Review Field review was conducted at the nearby Chevron on September 12, 2024. This site is a 0.81-acre parcel, which is which is approximately 40% smaller than the US Market properties and provides only 16 parking stalls. Access to the site is provided from a single 40-foot width driveway onto Lawson Avenue; while the driveway permits full turning movements, Lawson Avenue is restricted to right-in, right-out movements - \ = - SP.4CE ~ ~ SU!ING UP lO 6 - - (j Ultl-lrl!rr Pl " - l - ACCE:SE _ OR!IVE LJiNE ~ - ' - I ' < $ ' - - I ~ , ~ _ _ , 533 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 13 at its connection to OR 214. With the wide driveway and circulation patterns many vehicles do not align perpendicular with the access prior to making turning movements (see Figure Pedestrian access from OR 214 occurs in the northeast corner near the Lawson Avenue crosswalks, but orients pedestrians into the fueling canopy without a designated route to the convenience market entrances. The southern pedestrian entrance from Lawson Avenue is more direct, but orients pedestrian behind the dumpsters. Figure 8. Chevron facility layout. Aerial Source: Marion County GIS. As part of the evening peak hour field review we observed a vendor semi-truck (WB-67) entering the Chevron site from the south (blocking the southbound Lawson Avenue travel lane to enter the site diagonally), circling around the entire perimeter past the front doors, and parking along the southern boundary (adjacent to the parking) to unload (see Figures 9 through 11). There did not appear to be a designated loading area within the Chevron site to prevent conflicts between this vehicle and customer parking, and with the single access point this type of maneuver will be necessary for any large truck. We also noted that the bulk fuel loading point is directly west of the pumps, and it was unclear how fuel drops occur while maintaining site operations (this condition was not observed). To address these design issues, within the proposed US Market site we have provided dedicated loading space, increased the on-site parking to prevent parking spillover (the proposed site includes about three times the parking supply of the Chevron), and provided a dedicated loading space for smaller single-unit delivery vehicles in an area separate from the fuel loading and situated closer to the building entrance. 534 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 14 The two points of access also support through truck maneuvers and prevent the need for internal U-turns or truck backing maneuvers, and provide access to the parking while deliveries occur. While motorists will still be required to yield to trucks maneuvering within the site, this design separation will reduce conflict points and blind spots for trucks. The layout of the US Market site also ensures that site circulation occurs within a low-speed environment with open and clear sight lines. Figure 9. Semi-truck entering the Arco at a shallow angle through the southbound Lawson Avenue travel lane to avoid driving over curbs ' , i . A McLane W KITCHEN 535 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 15 Figure 10. Motorist required to yield to inbound semi-truck at the nearby Chevron site. Figure 11. Truck maneuvering around the perimeter of the fuel islands, then past the convenience market entrance prior to parking along the southern boundary. 536 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 16 As shown in the photos, the ability for vendor trucks to circle around the parking lot and fuel pumps would not be possible at the nearby Chevron site if all the fueling positions were in use, let alone if there were queued vehicles at each fueling position. Of course, no conflicts were observed at the Chevron when the truck entered the site, as the evening commute period photos indicate, actual fuel center demands during this evening peak hour delivery were only six vehicles. We also noted that there were no observed markings indicating a single fueling direction at this site, but most vehicles directly entered the site from Lawson Avenue and faced toward the northwest. The exit from the fueling positions is where the Chevron fuel tanks are located, and while bulk fueling was not observed it appears that a fuel tanker would need to park at the fueling position exit aisle, blocking the circulation route of several of the fuel islands. Provisions within the proposed US Market site to address these observations: ✓ The proposed site includes directional markings to provide a “one-way” fueling circulation, reducing confusion, congestion, and backing maneuvers near the fueling positions. ✓ The access design requires that vehicles exit onto Oregon Way in a perpendicular manner, optimizing sight lines and preventing overlapping paths. ✓ The proposed US Market includes a separate truck loading area suitable for accommodating vendor and bulk fuel deliveries. This space is adequately designed for a semi-truck. ✓ A separate smaller vendor loading area is provided in the northern portion of the parking lot for single-unit vendor deliveries. ✓ With the proposed layout, access to the loading areas do not require that semi-trucks circulate adjacent to the fueling positions or building entrances. ✓ The proposed access design for the US Market will include a “dustpan” driveway apron similar to the Chevron access, highlighting pedestrian priority along the public OR 214 and Oregon Way sidewalks. The driveway will be narrowed to reduce the conflict area with pedestrians. ✓ The separation of the bulk fuel delivery area at the US Market site will better accommodate fuel deliveries while maintaining fueling, convenience market, and office operations. ✓ The proposed US Market site includes direct pedestrian connections from the adjacent sidewalks along OR 214 and Oregon Way that maintains separation from the fueling area. The sidewalk system connects to each building entrance, with a marked crossing of the single conflict point with the egress route. Arco Field Review Observed demands at the nearby Arco site showed that this site generated far less trips than the Chevron, likely because it is located farther from the I-5 corridor. The Arco is a 24-hour fuel center and includes a carwash, fueling positions, and convenience market within a 0.82-acre parcel (the subject properties are 1.42 acres for comparison). This fuel center contains space for fuel trucks adjacent to its single diesel dispenser along its western boundary, which would require closure of the diesel pump when any type of delivery truck is present. A separate stall is adjacent to the dumpsters that could support single-unit vendor trucks. This site appears to have space for about 16 fueling vehicles to simultaneously queue without blocking circulation (the proposed US Market could accommodate 18) and 15 parking stalls, and contains a one- way southbound queuing pattern facing toward the convenience market, similar to the layout of the proposed site but with a narrower separating drive aisle between the fuel exit and the convenience market parking (see Figure 12). 537 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 17 Figure 12. Arco facility layout. Aerial Source: Marion County GIS. The southern shared access serves the fuel patrons, carwash exit, and shared access from the parcel to the south. The short driveway throat depth results in varied vehicular positioning at the exit, and it would require larger vehicles headed back toward OR 214 to swing wide (into the southbound Lawson Avenue lanes) to make the U-turn. The layout of the site does not include any pedestrian connections; the sidewalks terminate along the shared drive to the north leaving pedestrians between the fueling islands and convenience store. 538 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 18 Provisions within the proposed US Market site to address Arco field observations: ✓ The US Market site provides expanded fuel queue storage space with a similar one-way circulation layout. ✓ On-site parking within the proposed US Market site is expanded to avoid spillover. ✓ The US Market layout allows motorists to access the provided diesel pumps while bulk fuel deliveries are received. The designated space for vendor trucks and semi-trucks will improve circulation and operations. ✓ The proposed site has been designed with a narrowed entry to the public streets, reducing the potential lineal conflict area along sidewalks in comparison to the Arco site. ✓ The proposed access onto Oregon Way includes an extended driveway throat depth that will allow trucks to appropriately position before entering the public right-of-way. ✓ There is a clear pedestrian route through the US Market site to building entrances, and the convenience market is located adjacent to sidewalks. ✓ The egress design of the US Market allows all exiting vehicles to appropriately position in a 90- degree angle to Oregon Way, optimizing sight lines at the driveway. The proposed US Market site has been designed to incorporate current “best practice,” and has been designed to meet the needs of the managing team based on their insights and experience with their other owner/operator fuel centers. The larger US Market site has accommodations for delivery vehicles (semi- trucks and single-unit trucks), separate pathways for pedestrians to the building entrances, and improved access points that will better support safe and efficient turning movements. Comment 7g. Fuel trucks must maintain a protective safety zone when delivering fuel, which could impact circulation. Response: The site layout includes a dedicated space for fuel trucks to park during bulk fuel deliveries. With the available circulation routes within the site, and the 36-foot spacing between fueling dispensers, there are multiple options for passenger cars to circulate around the fuel truck while this loading occurs. Commonly, at locations where fuel trucks create conflicts with the safe use of dispensers, these dispensers can be temporarily closed while the loading occurs (many fueling facilities require closure of specific dispensers for refilling the tanks, including the nearby fuel centers – the fuel point for the Chevron is located directly in front of the fueling positions, and the Arco requires closure of its only diesel pump). These types of temporary fueling position closures do not appear necessary with the layout of the US Market site given the separation of the space from the fueling positions. As shown in Figure 13, there is approximately 23-feet of spacing within the drive aisle between the fueling point and the nearest dispenser. However, if the fuel delivery technician found temporary closure of the nearby fueling positions necessary this could occur with no impact on site circulation given the redundant travel options (see Figure 14). The site could continue to operate acceptably with 10 of its 12 dispensers operational. 539 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 19 Figure 13. Layout of the site showing the location of a fuel truck within the designated delivery area. 5 • f I r Nl:W PAO ~ •'IRA- 6 f'l'DVIDI! ~Ti'!JCTUliE FOR ~ g ? ) la> j D CAm:>CL I V,Smll1 w ROCf TOPCNIT • 5CREEN UJALL, 5EE A3J SB9"06'52T 145.00 I I ~L/VANF'OOL 5kll'I AT EA SPACE PER UOO 3~4'31-1.3 S89"06'52"E 119.87 R1S M RETIREM:NT COM\t.NTY SING.E F AML Y RESIDENTIAL PE516N REVIEW COl'1"1ENT5 4Jl.24 - REVl51CN I DE516N REVIEW cct'MENTS e>J414 - REYl51CN 2 pes1<;t,1 REYrEUI cqHMENT5 6.1.24 - REVISICtl. 3 ~ < I-m < CJ z 0 CJ w a: 0 z a: m Q 0 0 3: 0 > z < < ll= 3: Wa a: oc~ ui ~ w IL ~W ~ z 008 ~ ~ DATE• DEC.\ 2020 DRAWN- AK / KDG JOBN0.•18M A1.4 DESIGN REVIEW SET 02.05.24 556 ---PAGE BREAK--- Traffic Calming Fact Sheets May 2018 Update Speed Hump Description: • Rounded (vertically along travel path) raised areas of pavement typically 12 to 14 feet in length • Often placed in a series (typically spaced 260 to 500 feet apart) • Sometimes called road humps or undulations Applications: • Appropriate for residential local streets and residential/neighborhood collectors • Not typically used on major roads, bus routes, or primary emergency response routes • Not appropriate for roads with 85th-percentile speeds of 45 mph or more • Appropriate for mid-block placement, not at intersections • Not recommended on grades greater than 8 percent • Work well in combination with curb extensions • Can be used on a one-lane one-way or two-lane two-way street (Source: City of Boulder, Colorado) (Source: PennDOT Local Technical Assistance Program) ITE/FHWA Traffic Calming EPrimer: Design/Installation Issues: • ITE recommended practice - “Guidelines for the Design and Application of Speed Humps” • Typically 12 to 14 feet in length; other (10, 22, and 30 feet) reported in practice in U.S. • Speed hump shapes include parabolic, circular, and sinusoidal • Typically spaced no more than 500 feet apart to achieve an 85th percentile speed between 25 and 35 mph • Hump heights range between 3 and 4 inches, with trend toward 3 - 3 ½ inches maximum • Often have associated signing (advance warning sign before first hump in series at each hump) • Typically have pavement markings (zigzag, shark's tooth, chevron, zebra) • Taper edge near curb to allow gap for drainage • Some have speed advisories • Need to design for drainage, without encouraging means for motorists to go around a hump Potential Impacts: • No impact on non-emergency access • Average speeds between humps reduced between 20 and 25 percent • Speeds typically increase approximately 0.5 to 1 mph midway between humps for each 100 feet Beyond the 200-foot approach and exit of consecutive humps • Traffic volumes diversion estimated around 20 percent; average crash rates reduced by 13 percent Emergency Response Issues: • Impacts to ease of emergency-vehicle throughput • Approximate delay between 3 and 5 seconds per hump for fire trucks and up to 10 seconds for ambulances with patients Typical Cost (2017 dollars): • Cost ranges between $2,000 and $4,000 He: A Community of Transportation Professionals 557 ---PAGE BREAK--- 1 Joe Bessman From: KNECHT Casey <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 3:26 PM To: Joe Bessman Subject: RE: Channelized Right-in Only I don’t know that I’ve seen a standard drawing for it. There is a pretty good example of a channelized right-in right-out with curb-tight sidewalk at the Rite Aid in McMinnville (streetview and aerial). Curbing has been the most effective for showing the channelization. Casey Knecht, P.E. Region Access Management Engineer ODOT Region 2 From: Joe Bessman <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 12:29 PM To: KNECHT Casey <[EMAIL REDACTED]> Subject: Channelized Right-in Only Good afternoon Casey, We have the hearing for the Woodburn fuel center on OR 214 tonight, I wanted to reach out and see if there’s a standard drawing (or even a good example) of a channelized right-in only private access that does not include a decel lane? I didn’t see one in the standard drawings – we can use the truck templates if needed to develop something that could provide the appropriate channelization, just was curious if you had anything specific in mind! Thanks, Joe Joe Bessman, PE (Licensed in OR, WA, ID) Principal, Owner Transight Consulting, LLC Bend, Oregon cell: (503) 997-4473 email: [EMAIL REDACTED] This message was sent from outside the organization. Treat attachments, links and requests with caution. Be conscious of the information you share if you respond. I 558 ---PAGE BREAK--- Department of Transportation Engineering & Technical Services 4040 Fairview Industrial Drive SE, MS1 Salem, Oregon, 97302-1142 Phone: (503) 986-3305 FILE CODE: 30-24 Ronald James Ped, Architect, PC 6850 Burnett Street SE Salem, Oregon 97317 on behalf of Lai Sidu Woodburn Petroleum, LLC 1038 Broadway St. NE Salem, Oregon 97301 Subject: Conditional Approval of Grant of Access Hillsboro-Silverton Highway No. 140 (OR-214), MP 37.09 R (Sta. 522+80) CHAMPS No. 093457 City of Woodburn Dear Mr. Ped, The Oregon Department of Transportation (ODOT) has reviewed your application for a Grant of Access at the subject location. Tax Lot 3600 currently does not have access to Hillsboro-Silverton Highway. A Grant of Access is required to allow Tax Lot 3600 to use the existing private approach at the subject location. ODOT reserves the right to grant access to a state highway for a private approach when all the conditions of Oregon Administrative Rule (OAR) [PHONE REDACTED](3) are met. A key condition is whether the Grant of Access will benefit the state highway system. ODOT has determined that the Grant of Access can benefit the state highway system if traffic movements for the private approach are restricted to only allow right turns off Hillsboro-Silverton Highway, prohibiting right turns onto the highway. Based on the above finding, a Grant of Access can be approved provided you agree to the following conditions: Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro- Silverton Highway. All other traffic movements shall be restricted. Traffic from Tax Lot 3700 shall be allowed to cross Tax Lot 3600 to access Oregon Way. Decisions regarding the character or type of traffic control devices to be used on the subject highway are subject to the delegated authorities of the State Traffic Engineer according to OAR [PHONE REDACTED]. When a Grant of Access is conditionally approved, it is necessary for the applicant to purchase the appraised value of the Grant of Access in accordance with OAR [PHONE REDACTED](12). To complete the process and move ahead with the Grant of Access, please contact Casey Knecht at [PHONE REDACTED] to confirm acceptance of the grant conditions. The ODOT region and/or district office will work with ODOT’s Property Management Unit to convey the Grant of Access. If you have any questions on the process, please contact Casey Knecht at [PHONE REDACTED]. Sincerely, Michael Kimlinger, P.E. Technical Services Manager/Chief Engineer cc: Casey Knecht, Interim Region 2 Access Management Engineer Cole Mullis, District 3 Manager Angela Kargel, Interim State Traffic-Roadway Engineer Georgine Gleason, State Right of Way Manager ESL/bj/kbj 1. 2. 3. -Oregon Tina Kotek, Governor 2024.01.23 Michael Kimlinger 15:37:47 -08'00' 559 ---PAGE BREAK--- Page 1 Date: August 13, 2021 To: Keith Blair, ODOT Dago Garcia, City of Woodburn From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market Transportation Impact Analysis This memorandum provides a formal Transportation Impact Analysis for the proposed fuel center and convenience market in Woodburn, Oregon, along with limited office space. The site is located along the Newberg Highway (OR 214) on the southwest quadrant of the Oregon Way intersection as shown in Figure 1. The proposed plan will demolish two drive-in banks (demolition had already occurred when the July site visit was conducted) and replace this with a 4,500 square-foot convenience market with 1,500 square- feet of attached office space, a 12-position fueling station, and a 5,000 square-foot office building. Figure 2 illustrates the existing site layout and Figure 3 shows the preliminary site layout with demolition of the banks. Figure 1. Site Vicinity Map. Source: Marion County Land Use Planning & Zoning GIS 560 ---PAGE BREAK--- Woodburn US Market Page 2 Figure 2. Existing site layout (banks shown have been demolished). 561 ---PAGE BREAK--- Woodburn US Market Page 3 Figure 3. Proposed Site Plan. 562 ---PAGE BREAK--- Woodburn US Market Page 4 WOODBURN INTERCHANGE AREA MANAGEMENT PLAN AND COORDINATION The location of the site is just beyond the Woodburn Interchange Area Management Plan Overlay area that was adopted in November 2005, as shown in Figure 4. This plan identified various improvements that would function acceptably through the year 2020 if surrounding development was limited to an allocated trip rate. This plan allocated 33 weekday p.m. peak hour trips per commercial acre, allowing parcels within the boundary to exceed this allocation in accordance with Section 2.116.06(B) and subjecting future site plan applications to joint City and ODOT review. Since this plan was premised on build-out of properties that were undeveloped at the time, the developed status of the site with the banks excluded it from further review, and the parcel was not located within the IAMP boundary. As such, the trip budget requirements do not apply to the subject application, but other provisions of the ordinance are applicable as the site is within the Interchange Management Area Overlay District (see Figure Figure 4. Woodburn Interchange Area Management Plan Overlay (shown as a Bold Black line). 563 ---PAGE BREAK--- Woodburn US Market Page 5 Figure 5. Interchange Management Area Overlay District. AREA CONTEXT The subject property is zoned for Commercial General (CG) uses, similar to other surrounding properties in the area that surround the interchange. The zoning transitions into Retirement Community Single Family Residential (R1S) immediately south, with Medium Density Residential (RM) farther south within the block. The proposed site is located along Oregon Way, with primary access shown along the southernmost portion of the parcel and along the lowest-classified adjacent street (“Access Street”) at an existing curb cut. Oregon Way contains a 25 mile per hour posted speed, and the location of the access maximizes the available spacing from the traffic signal. Access is also available onto the Newberg Highway at a right-in, 564 ---PAGE BREAK--- Woodburn US Market Page 6 right-out connection that is enforced with a raised concrete median. The existing right-in, right-out curb cut is located nearly midway between the Evergreen Road and Oregon Way intersection. Land uses immediately south of the project site transition into residential, with the Panor360 condominiums and single-family homes. A Dutch Bros. coffee shop and Dairy Queen drive-through fast- food restaurant are also located on the same block face. The City’s recently adopted Transportation System Plan identifies a planned project at the OR 214/Oregon Way intersection to improve the signal timing and coordination in collaboration with ODOT (TSP Project R11). The site also borders the Woodburn City Transit Loop, with a bus stop located along the Oregon Way frontage. EXISTING TRAFFIC CONDITIONS Existing Transportation Facilities The proposed redevelopment will retain the existing right-in/right-out access on the Newberg Highway and the full access on Oregon Way. Table 1 summarizes the existing area roadways included in this study and the pertinent characteristics and the major adjacent roadway facilities are described below. Table 1. Existing Transportation Facilities Roadway Jurisdiction Functional Classification Cross Section Speed Shoulder /Bicycle Lanes Sidewalk On- Street Parking I-5 Ramps ODOT Freeway Ramps 1-3 lanes 20-45 mph Paved shoulder No No Newberg Highway (OR 214) ODOT District Highway/ Major Arterial 4 lanes 30 mph Yes Yes No Evergreen Road City of Woodburn Minor Arterial 2-3 lanes 25 mph Partial Partial No Oregon Way City of Woodburn Access Street 2 lanes 25 mph No Partial Yes 565 ---PAGE BREAK--- Woodburn US Market Page 7 Interstate 5 connects the City of Woodburn south to Salem and north to Portland and the surrounding suburbs. It carries approximately 97,800 vehicles per day within the vicinity of the interchange. At the interchange with the Newberg Highway the ramps form a partial cloverleaf with both ramp terminals controlled by traffic signals. The ramps are a single lane in width that widen to three lanes on the off ramps to accommodate additional turn lanes. Advisory speeds range from 20 mph in the cloverleaf to 45 mph on the northbound off-ramp. The Newberg Highway (OR 214) provides a major east-west route through the City connecting I-5 and Highway 99E and is also identified as a Truck Route in the City’s Transportation System Plan. ODOT classifies the highway as a District Highway while the City’s TSP classifies it as a Major Arterial. Within the study area it is a four-lane divided highway. It widens to six lanes over I-5 to accommodate right-turn lanes for the on-ramps and narrows to a three-lane section east of the study area. Bicycle lanes and sidewalks are provided throughout with a posted speed of 30 miles per hour. Evergreen Road, a Minor Arterial, is oriented north-south and connects to multiple residential areas to the south providing a connection between these areas and the commercial aeras near the Newberg Highway. The City’s Transportation System Plan shows a future plan to extend Evergreen Road to the south to Parr Road, which will eventually connect to a future Major Arterial on the south side of the City. Evergreen Road generally has a three lane cross-section with a small segment of two- lane between Stacy Allison Way and W Hayes Street. Sidewalks are nearly complete on both sides of the road with the exception of the east side between Stacy Allison Way and W Hayes Street. Bicycle lanes are provided south of W Hayes Street. The posted speed is 25 miles per hour. Oregon Way is an approximately 1,400-foot long roadway connecting to the Newberg Highway to the north and W Hayes Street to the south. It is classified as an Access Street and has a posted speed of 25 miles per hour. Oregon Way has a two-lane cross-section with sidewalks for the first 275 feet from the Newberg Highway. The remaining length does not have any separate pedestrian or bicyclist facilities. On-street parking is permitted throughout most of Oregon Way with the exception of near the signalized intersection with the Newberg Highway. Transit Service The City of Woodburn no longer has fixed route transit but does offer an Express Loop that services the most frequented stops. The bus route starts at the Downtown Transit Center and heads clockwise through the City to Walmart, the Wo Memorial Transit Center, then east on the Newberg Highway to BiMart, then south on Highway 99E to circle back around to the Downtown Transit Center. At this point it changes Figure 6. Functional Classification Map. Black: Freeway. Red: Major Arterial. Orange: Minor Arterial. Green: Service Collector. Blue: Access Street. 566 ---PAGE BREAK--- Woodburn US Market Page 8 direction to a counterclockwise loop and heads back to Highway 99E, making a stop at the Goodwill and Safeway, and then heading west on the Newberg Highway to the Mid Valley Plaza, and then it circles to the Wo Memorial Transit Center, Walmart, and back down to the Downtown Transit Center. The closest stop to the site is located at the Wo Memorial Transit Center approximately 0.2 miles from the site. Hourly headways are provided from 9:00 a.m. to 6:00 p.m. on weekdays. Single rides cost $1.25 and all day passes cost $3.00. Dial-A-Ride is also an option for people with disabilities and the elderly within the City of Woodburn who are not able to use the fixed route bus. Figure 7 depicts the Express Loop route. Figure 7. Woodburn Transit System – Express Loop. STUDY INTERSECTIONS Study intersections within the analysis were identified based on discussions with ODOT and City staff. This coordination and review of the site impacts resulted in the inclusion of the following study intersections: • I-5 Southbound Ramps / Newberg Highway (OR 214) • I-5 Northbound Ramps / Newberg Highway (OR 214) • Evergreen Road / Newberg Highway (OR 214) • Right-In/Right-Out Access / Newberg Highway (OR 214) • Oregon Way / Newberg Highway (OR 214) • Oregon Way / Full Access 567 ---PAGE BREAK--- Woodburn US Market Page 9 TRAFFIC OPERATIONS The traffic operations analysis was prepared using 10 software and Highway Capacity Manual 6th Edition and 2000 operations methods. All traffic operations within this report reflect peak fifteen-minute conditions during the peak hour. The study intersections are under the jurisdiction of ODOT and the City of Woodburn. All of the study intersections along the Newberg Highway are under the jurisdiction of ODOT. Intersections under ODOT jurisdiction require compliance with the Oregon Highway Plan mobility targets based on Action 1F. Table 6 of the OHP summarizes the relevant ODOT mobility targets outside the Portland Metropolitan area; ODOT performance standards vary by location of the facility (urban vs. rural), State Functional Classification, and posted speed. Based on this table, intersections on the Newberg Highway have a target v/c ratio less than or equal to 0.95 in the City of Woodburn. Where there are interchange ramps, the maximum v/c ratio is 0.85. This can be increased to 0.90 in urban areas if it can be determined that 95th percentile queues would not extend onto the mainline and an adopted Interchange Area Management Plan is in place. The City of Woodburn requires that signalized intersections operate at a level of service or better. All intersections should operate with a v/c ratio of less than 1.00 regardless of the level of service. In addition, critical movements at unsignalized intersections should have a v/c ratio of less than 0.90 provided the queues can be accommodated. EXISTING TRAFFIC OPERATIONS The existing year 2021 traffic conditions reflect the current operations throughout the study area during the weekday a.m. and p.m. peak hour. This analysis is used to calibrate operational models to field conditions, and in conjunction with historical safety information, is intended to help understand and prioritize transportation system improvement needs. All of the study intersections were assessed during the weekday a.m. and p.m. peak periods which is when traffic volumes are highest on the arterial roadways. Traffic counts were collected on June 30th of 2019 during the weekday morning (7:00 – 9:00 a.m.) and evening (4:00 – 6:00 p.m.) peak periods. This time period reflects typical midweek commute period conditions during near-peak season conditions and the continued impact of COVID-19. Within the commute periods the weekday morning peak hour (the single hour with the highest total entering volume) was found to occur between 7:10 and 8:10 a.m. and the weekday p.m. peak hour was found to occur between 4:00 and 5:00 p.m. To account for seasonal variations at the study intersections on the Newberg Highway, ODOT’s Automatic Traffic Recorders at Station 03-011 (located on I-5, 1.38 miles south of Wilsonville-Hubbard Highway) and Station 24-001 (located on Highway 99E, 0.11 miles south of NE Belle Passi Road) were reviewed for the past five years. It showed that June traffic counts should be increase by 1% to reflect peak August conditions on I-5 and peak July conditions on Highway 99E. A seasonal adjustment of 1% was applied to all Newberg Highway study intersections. In addition, the data collected on I-5 between 2019 and 2021 was reviewed to identify the impact of COVID-19 on traffic patterns. The most recent published report, Observed Statewide Traffic Volume Patterns: Related to COVID-19 Monitoring dated July 9, 2021 reports the average weekday traffic volume on I-5 for the week of June 28th to July 4th to have increased 13% over 2020 volumes and is greater than 568 ---PAGE BREAK--- Woodburn US Market Page 10 2019 traffic volumes. Traffic volumes on I-5 do not appear to have been impacted by COVID-19 during the collection of traffic counts. Therefore, no adjustment was made to the traffic counts for COVID-19 impacts. The resulting turning movement counts from the weekday a.m. and p.m. peak hours are summarized and shown in Figure 8 and applied throughout all analysis scenarios. A summary of the existing conditions analysis is presented in Table 2. As shown in the table, all study intersections currently meet the applicable standards. Table 2. Summary of Existing Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 15.1 0.38 B 18.3 0.52 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 12.5 0.39 B 12.8 0.49 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 20.7 0.41 C 22.9 0.63 4: RIRO Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 A 7.6 0.31 A 9.6 0.45 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR SAFETY REVIEW The safety review included field review of the area, review of historical crash data, and field verification of intersection sight distance at the accesses to the Newberg Highway and Oregon Way. Historical Crash Records Crash records were obtained for all of Marion County from the ODOT crash database between January 2015 and December 2019, which reflects the most recent five-years of data available. Crashes required for reporting during this period include those involving any level of personal injury or property damage exceeding $1,500 before 2018 or $2,500 after 2018. Table 3 summarizes the number and severity of reported crashes at each of the study area intersections. The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles. ODOT also provides crash rates separated by control type and the number of approaches, which better distinguish between varying intersection forms and are provided for reference. 569 ---PAGE BREAK--- Woodburn US Market Page 11 Weekday AM Peak Hour Weekday PM Peak Hour Figure 8. 2021 Existing Traffic Volumes, Weekday AM and PM Peak Hour. 570 ---PAGE BREAK--- Woodburn US Market Page 12 Table 3. Intersection Crash Summary (January 2015 to December 2019) Intersection # of Crashes Severity Crash Rate per MEV ODOT 90th % Rate Fatal Injury Non-Injury 1: I-5 SB Ramps/ Newberg Hwy 48 0 35 13 0.93 3SG: 0.509 Urban 2: I-5 NB Ramps/ Newberg Hwy 48 0 27 21 0.90 3SG: 0.509 Urban 3: Evergreen Rd/ Newberg Hwy 67 0 39 28 1.36 4SG: 0.860 Urban 4: RIRO Access/ Newberg Hwy 1 0 0 1 0.05 Right-In/ Right-Out 5: Oregon Way/ Newberg Hwy 43 0 30 13 1.08 4SG: 0.860 Urban 6: Oregon Way/ Access 0 0 0 0 0.00 3ST: 0.293 Urban 3SG: Three-legged signalized, 4SG: Four-legged signalized, 3ST: Three-legged stop-controlled As shown in Table 3, all of the signalized intersections on the Newberg Highway within the study area experienced a crash rate greater than ODOT’s 90th percentile crash rates for similar intersections. Table 4 summarizes the types of collisions that occurred at the study intersections. Table 4. Reported Collision Types (January 2015 through December 2019) Intersection Turning/ Angle Rear-End Fixed Object Head-On Pedestrian Side- swipe Non- Collision Backing 1: I-5 SB Ramps/ Newberg Hwy 6 36 1 1 0 3 1 0 2: I-5 NB Ramps/ Newberg Hwy 26 17 4 0 0 0 0 1 3: Evergreen Rd/ Newberg Hwy 49 15 1 0 0 1 1 0 4: RIRO Access/ Newberg Hwy 0 1 0 0 0 0 0 0 5: Oregon Way/ Newberg Hwy 39 4 0 0 0 0 0 0 6: Oregon Way/ Access 0 0 0 0 0 0 0 0 I-5 Southbound Ramps / Newberg Highway The I-5 southbound ramps at the Newberg Highway have experienced 48 crashes over the five-year study period. This results in a crash rate greater than ODOT’s 90th percentile rate for similar, signalized intersections. The majority of the crashes were rear-end collisions that occurred consistently across each year with the exception of 2016. Most of these occurred on the southbound off-ramp. 571 ---PAGE BREAK--- Woodburn US Market Page 13 I-5 Northbound Ramps / Newberg Highway Forty-eight crashes were reported at the I-5 northbound ramp/Newberg Highway intersection. This resulted in a crash rate of 0.90 crashes per million entering vehicles, exceeding the state’s 90th percentile rate for similar intersections. This intersection experienced a mix of turning, rear-end, fixed object, and backing collisions with turning collisions being the predominant crash type. Evergreen Road / Newberg Highway Over the five-year review period 67 crashes were reported at this intersection resulting in a crash rate of 1.36. Of these crashes 42 were turning collisions with the predominant movements involved being the westbound left-turn and eastbound through movements with 25 crashes. Eight crashes involved the opposing eastbound left-turn and westbound through movements. Five turning crashes involved westbound through vehicles and vehicles in the eastbound left-turn lane making a U-turn maneuver. The eastbound and westbound left-turn movements at this traffic signal are controlled by protected- permissive phasing. U-turns are permitted in the eastbound and westbound direction for passenger vehicles. The cross-section of the Newberg Highway at this intersection is four lanes with a paved median, providing adequate space for U-turn maneuvers. The westbound left-turn volume during the weekday p.m. peak hour is nearly double that of the eastbound left-turn volume, which would help account for the higher number of crashes involving the westbound left-turn movement. However, it is not clear why the crashes involving the westbound left-turn are three times as high as the opposing movement. It is recommended that ODOT monitor this intersection for continued crash patterns. Oregon Way / Newberg Highway Forty-three crashes were reported at this intersection, which resulted in 30 injury crashes and 13 non- injury crashes. This resulted in a crash rate of 1.08, which is greater than ODOT’s 90th percentile crash rate. The majority of crashes, 34, were turning collisions. Seventeen of these crashes involved westbound left-turning vehicles and eastbound through while 13 involved eastbound left-turning vehicles and westbound through. The east and westbound left-turn movements are controlled by protected- permissive phasing. SPIS Sites The Safety Priority Index System (SPIS) is updated annually by ODOT and is a scoring method used to identify potential safety problems on state highways through a review of crash frequency, crash rate, and crash severity. The top 15% SPIS Groups list for year 2019 was reviewed for the Newberg Highway (OR 219 and OR 214). Table 5 summarizes the finding of the locations identified within the study area. As shown in the table, the site frontage and existing access are within the 95% SPIS segment. 572 ---PAGE BREAK--- Woodburn US Market Page 14 Table 5. 2019 ODOT SPIS Site in Study Area Highway Beginning Milepoint End Milepoint Segment SPIS Percent Newberg Highway/OR 219 140 Hillsboro-Silverton 36.69 36.82 West of I-5 SB ramp to west of I-5 NB ramp 90% Newberg Highway/OR 219 140 Hillsboro-Silverton 36.77 36.90 East of I-5 SB ramp to east of I-5 NB ramp 85% Newberg Highway/OR 214 140 Hillsboro-Silverton 36.95 37.12 Lawson Ave to east of Evergreen Rd 95% Newberg Highway/OR 214 140 Hillsboro-Silverton 37.04 37.23 East of Evergreen Rd to east of Oregon Way 95% Intersection Sight Distance Intersection sight distance was reviewed to ensure an adequate view of conflicting traffic is provided to drivers at the existing connection to the Newberg Highway and at the full access on Oregon Way. Standard engineering practice is to apply the minimum recommended sight distance criteria based on the standard reference A Policy on Geometric Design of Highways and Streets, 7th Edition published by the American Association of State Highway and Transportation Officials (AASHTO) in 2018 (commonly referred to as the Green Book). Intersection Sight Triangles For minor-street stop-control intersections, intersection sight triangles are based on guidance cited within Conditions B1 (left-turn from minor road) and B2 (right-turn from minor road) of the Green Book. All distances are measured from a vertex point located 14.5 feet from the major-road travel way along the center of the approaching travel lane, accounting for comfortable positioning distance from the travel way (6.5 feet) and the distance from the front of the vehicle to the driver eye (8.0 feet). The assumed eye height is 3.5 feet above the departing road for passenger vehicles. The object height is also 3.5 feet above the major road, providing enough space on the approaching vehicle to recognize it. There are no horizontal or vertical alignment concerns along this portion of the Newberg Highway or Oregon Way to impede or limit sight distance for the existing accesses. Figure 9 illustrates the recommended minimum dimensions for the existing right-in/right-out access on the Newberg Highway. Figure 10 illustrates the recommended minimum dimensions for the existing full access on Oregon Way. 573 ---PAGE BREAK--- Woodburn US Market Page 15 Figure 9. Recommended Intersection Sight Distance Measurements for Right-in/Right-out Access on Newberg Highway. Figure 10. Recommended Intersection Sight Distance Measurements for Oregon Way Access. The existing accesses were visited to ensure that no sight distance obstructions were present that would prevent these sight distances from being achieved. Figures 11 through 14 illustrate the available sight distance at the right-in/right-out and full access. These photos show that the area surrounding the site is flat with adequate sight distance available at both driveways. Vegetation along Oregon Way should be removed as already shown in the site plans. 574 ---PAGE BREAK--- Woodburn US Market Page 16 Figure 11. Newberg Highway right-in, right-out access facing east highlighting the straight and flat topography (to highlight potential pedestrian conflicts at the access). Figure 12. Newberg Highway right-in, right-out access facing west toward oncoming traffic. 575 ---PAGE BREAK--- Woodburn US Market Page 17 Figure 13. Oregon Way access facing south. Figure 14. Oregon Way access facing north toward the Newberg Highway. 576 ---PAGE BREAK--- Woodburn US Market Page 18 Analysis Periods It is anticipated that full build out will occur in year 2023. Therefore, all study intersections are analyzed for the future 2023 conditions. In addition, this report includes a 10-year planning horizon analysis. YEAR 2023 BACKGROUND TRAFFIC OPERATIONS Background traffic conditions identify conditions in the future year that the proposed development will be fully built-out but without the trips associated with the site. This scenario is presented to provide the basis for comparison to “with-site” conditions. This provides an understanding of area transportation needs that are attributable to the proposed development. These conditions consider the regional traffic growth and specific approved developments. Growth Forecasts ODOT forecasts future year volumes on their facilities throughout the state. This data is developed from the ODOT Transportation Volume Tables and travel demand models, where available. Based on the volumes 0.10 miles east and west of I-5 on the Newberg Highway, ODOT’s Future Volumes Table shows that traffic volumes on the highway are expected to grow on average 0.3- to 0.4-percent per year. This is based on a travel demand model for the City. Higher growth is expected on City streets. A review of the adopted Woodburn TSP shows existing 2017 and forecast 2040 traffic volumes at major intersections around the City. These volume forecasts are based on the information in the Woodburn travel demand model and anticipated land uses and planned transportation improvements in the area. A review of traffic forecasts at the Evergreen Road and Oregon Way intersections with the Newberg Highway show that traffic volumes are expected to grow an average of 1.7-percent per year on Evergreen Road and Oregon Way. Table 6. Forecast Growth (2017 to 2040) Location Year 2017 Base Two-Way Volume Weekday PM Peak Hour Year 2040 Future Two-Way Volume Weekday PM Peak Hour Annual Growth Evergreen Rd North of Newberg Hwy 245 244 -0.02% Evergreen Rd South of Newberg Hwy 895 1,435 2.6% Oregon Way Rd North of Newberg Hwy 360 499 1.7% Oregon Way Rd South of Newberg Hwy 94 148 2.5% Average 1.7% The year 2023 traffic forecasts were developed by applying a 0.4-percent annual growth rate to the Newberg Highway and 1.7-percent annual growth rate to Evergreen Road and Oregon Way, along with inclusion of approved development trips. 577 ---PAGE BREAK--- Woodburn US Market Page 19 Approved Development Trips Based on discussions with the City, multiple developments were identified for inclusion in the background volumes based on information from the City’s online current project list. These are summarized in Table 7 along with the estimated level of development assumed in the analysis. Table 7. Approved Development Trip Assumptions Development Size Trip Generation Estimated Level of Development Weekday AM Peak Hour Weekday PM Peak Hour 2021 2023 2033 Schultz Farm 154 units 114 152 0% 100% 100% Woodburn Urgent Care 4,000 sf 11 14 0% 100% 100% Allison Way Apartments 586 units 211 258 0% 30% 100% Smith Creek Development 808 units 543 712 0% 30% 100% The regional growth was applied to the existing traffic volumes and approved developments were added to forecast year 2023 “No-Build” conditions within the site vicinity. The resulting volumes are shown in Figure 15. The analysis results are summarized in Table 8. 578 ---PAGE BREAK--- Woodburn US Market Page 20 Weekday AM Peak Hour Weekday PM Peak Hour Figure 15. 2023 Background Traffic Volumes, Weekday AM and PM Peak Hour. 579 ---PAGE BREAK--- Woodburn US Market Page 21 Table 8. Summary of 2023 Background (No Build) Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 15.4 0.43 B 19.2 0.56 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 12.2 0.46 B 14.0 0.55 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 23.7 0.49 C 28.9 0.74 4: RIRO Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 A 8.0 0.33 B 10.9 0.48 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR As shown in Table 8, all study intersections currently meet standards during the weekday a.m. and p.m. peak hours. PROPOSED DEVELOPMENT PLAN The proposed site plan from Figure 3 shows that the project includes the construction of a fueling center and 4,500 square-foot convenience market with 1,500 square-foot of attached office space, and a separate 5,000 square-foot office building. The site will utilize the existing right-in/right-out access to the Newberg Highway and the existing access on the south edge of the site to Oregon Way. A connection is planned between this site and the Dairy Queen site to the west, which will provide an alternate route for the adjacent property. Sidewalks are already provided on the frontage of the site on the Newberg Highway and Oregon Way. Sidewalks and pedestrian crossings are planned adjacent to the new office building and convenience store, which will connect to the street sidewalks. TRIP GENERATION Trip generation estimates were prepared for the site based on the standard reference Trip Generation, 10th Edition, published by the Institute of Transportation Engineers. There are several types of fuel centers within this reference manual, but with the size of the convenience market and number of fueling positions the most applicable classification is ITE Land Use 960: Super Convenience Market/Gas Station, as defined below. ITE Land Use 960: Super Convenience Market/Gas Station – This land use includes gasoline/service stations with convenience markets where there is significant business related to the sale of convenience items and the fueling of motor vehicles. Some commonly sold convenience items include newspapers, freshly brewed coffee, daily-made donuts, bakery items, hot and cold beverages, breakfast items, dairy items, fresh fruits, soups, light meals, ready-to-go and freshly made sandwiches and wraps, and ready-to-go salads. Stores typically also had automated teller machines (ATMs) and public restrooms. The sites included in this land use category have the following two specific characteristics: • The gross floor area of the convenience market is at least 3,000 square-feet 580 ---PAGE BREAK--- Woodburn US Market Page 22 • The number of vehicle fueling positions is at least 10. The attached office portion of the building and separate 5,000 square-foot office building were classified using ITE’s Land Use 710: General Office Building. This land use is described as follows: A general office building houses multiple tenants; it is a location where affairs of businesses, commercial or industrial organizations, or professional persons or firms are conducted. An office building or buildings may contain a mixture of tenants including professional services, insurance companies, investment brokers, and tenant services, such as a bank or savings and loan institution, a restaurant, or cafeteria and service retail facilities. A general office building with a gross floor area of 5,000 square feet or less is classified as a small office building (Land Use 712). When the buildings are interrelated (defined by shared parking facilities or the ability to easily walk between buildings) or house one tenant, it is suggested that the total area or employment of all the buildings be used for calculating the trip generation. Since the convenience market with fuel center and office will be replacing two banks with drive-in windows the trips for these uses were estimated with ITE’s Land Use 912: Drive-in Bank, as defined below: A drive-in bank provides banking facilities for motorists who conduct financial transactions from their vehicles; many also serve patrons who walk into the building. The drive-in lanes may or may not provide automatic teller machines (ATMs). Table 9 summarizes the trip generation estimates for the existing and proposed site uses. Table 9. Trip Generation Estimates (ITE 10th Edition) Land Use ITE Code Metric Daily Trips Weekday AM Peak Hour Weekday PM Peak Hour Total In Out Total In Out Existing Uses Drive-in Bank 912 5,714 SF 572 54 31 23 117 59 58 Pass-by Trips -200 -16 -9 -7 -41 -21 -20 Proposed Uses General Office Building 710 6,500 SF 63 8 6 2 7 1 6 Super Convenience Market/Gas Station 960 4,500 SF 3,769 -2,337 374 187 187 312 156 156 Pass-by Trips -232 -116 -116 -193 -97 -96 Total Trips Total 3,832 382 193 189 319 157 162 Pass-by -2,337 -232 -116 -116 -193 -97 -96 Net New 1,495 150 77 73 126 60 66 As shown in Table 9, the proposed super convenience market with office and fueling positions generates more trips than the uses it replaces and will require a formal Transportation Impact Analysis. This - Transportation Impact Analysis will be required to assess ODOT intersections impacted by 50 or more weekday p.m. peak hour trips. Woodburn Development Ordinance 3.04.05 cites City criteria for transportation analyses, and cites projects generating more than 100 weekday p.m. peak hour trips will require a formal TIA. 581 ---PAGE BREAK--- Woodburn US Market Page 23 TRIP DISTRIBUTION AND ASSIGNMENT A convenience store with fueling positions is likely to have its traffic oriented toward major nearby travel corridors. With this type of use primary trips (home to business) are less common, particularly with this site near the City’s only interchange with I-5 and location along the OR 214 corridors. Figure 6 illustrates the functional classification of the surrounding streets as identified in the City’s Transportation System Plan, highlighting the primary travel routes in the site vicinity. With an Average Annual Daily Traffic flow of about 26,300 vehicles on OR 214 and 97,800 on I-5 south of the interchange these corridors will serve the majority of site trips and will be the primary routes for pass- by trips to the site. With the larger convenience store proposed, nearby residential areas will also access the site for essential goods. Figure 15 illustrates the trip distribution pattern for the site. Site-generated trips shown in Table 9 were assigned to the transportation network in accordance with the trip distribution pattern. This trip assignment is also provided in Figure 15 and shows the general impact area of the site accounting for the available trip credits from the prior banks1. This figure shows that the impact area of the convenience market and fuel station is limited to the area between the I-5 interchange and the Evergreen Avenue access, with trip impacts beyond this area limited. It is also noted that the median-restricted right-in, right-out access onto OR 214 will experience more than 50 weekday p.m. peak hour trips, triggering ODOT’s Change of Use criteria. YEAR 2023 TOTAL TRAFFIC CONDITIONS (BUILDOUT) The total traffic analysis identifies how the study area’s transportation system will operate with the inclusion of the proposed development. It includes the traffic volumes from the background and adds in the site-generated trips. The resulting traffic volumes are shown in Figure 16. Table 10 summarizes the resulting traffic operations. 1 The original traffic studies for the banks were not located, but trip rates for banks were significantly reduced within the newer versions of the ITE manual due to the proliferation of online banking. The vested trips from these older banks likely would have been filed using the older editions of the ITE Trip Generation manual that precede these banking trends. 582 ---PAGE BREAK--- Woodburn US Market Page 24 Table 10. Summary of Total Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 16.5 0.49 B 19.7 0.60 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 12.7 0.50 B 14.6 0.59 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 23.2 0.54 C 31.0 0.78 4: RIRO Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R B 12.0 0.07 B 14.0 0.03 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 B 15.4 0.42 B 16.5 0.54 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR A 9.9 0.17 B 10.3 0.14 BOLD: Performance standard not met As shown in Table 10, the study intersections are expected to continue to meet City and State standards with buildout in 2023. 583 ---PAGE BREAK--- Woodburn US Market Page 25 Weekday AM Peak Hour Weekday PM Peak Hour Figure 15. Estimated Trip Distribution and Net New Trip Assignment, Weekday AM and PM Peak Hour Note: Includes existing bank trip credits (net new and pass-by) as well as primary and pass-by trips. 584 ---PAGE BREAK--- Woodburn US Market Page 26 Weekday AM Peak Hour Weekday PM Peak Hour Figure 16. 2023 Total Traffic Volumes, Weekday AM and PM Peak Hour. 585 ---PAGE BREAK--- Woodburn US Market Page 27 2033 PLANNING ANALYSIS The year 2033 planning level analysis identifies how the study area’s transportation system will operate in the future both with and without the proposed development. It includes full buildout of the approved developments identified in Table 7 and the application of the annual growth rates (0.4-percent per year on the Newberg Highway and 1.7-percent per year on City streets). Figures 17 and 18 illustrate the forecast background and total traffic volumes in 2033 and Table 11 includes the resulting traffic conditions. Table 11. Summary of 2033 Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio Year 2033 Background Traffic Conditions 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 16.5 0.54 C 22.4 0.66 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 12.0 0.62 B 16.5 0.71 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 30.1 0.64 E 55.8 0.94 4: RIRO Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 A 9.0 0.36 B 12.8 0.53 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR Year 2033 Total Traffic Conditions 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 17.4 0.60 C 22.9 0.69 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 13.8 0.66 B 17.5 0.75 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 30.1 0.70 E 65.8 0.97 4: RIRO Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R B 12.4 0.07 B 14.8 0.03 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 B 17.9 0.46 C 23.1 0.59 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR B 10.0 0.18 B 10.6 0.15 BOLD: Performance standard not met 586 ---PAGE BREAK--- Woodburn US Market Page 28 Weekday AM Peak Hour Weekday PM Peak Hour Figure 17. 2033 Background Traffic Volumes, Weekday AM and PM Peak Hour. 587 ---PAGE BREAK--- Woodburn US Market Page 29 Weekday AM Peak Hour Weekday PM Peak Hour Figure 18. 2033 Total Traffic Volumes, Weekday AM and PM Peak Hour. 588 ---PAGE BREAK--- Woodburn US Market Page 30 As shown in Table 11, all study intersections are expected to meet City and State standards in 2033 with the exception of the Evergreen Road/Newberg Highway intersection. The Evergreen Road/Newberg Highway intersection is expected to be approaching capacity in 2033 during the weekday p.m. peak hour with or without the proposed development. Two significant residential developments were conservatively assumed to have been fully built out by 2033 that are expected to generate a considerable number of trips through this intersection. The Smith Creek Development, an approximately 145-acre residential development, is expected to add 728 weekday p.m. trips to this intersection at full buildout. Allison Way Apartments, an approximately 19-acre multifamily developments, is expected to add 216 weekday p.m. trips to this intersection at full buildout. Both developments add a significant number of trips to the northbound left-turn and eastbound right-turn movements. The Woodburn Transportation System Plan analyzed the Evergreen Road/Newberg Highway intersection in year 2040 and found that it would operate at a v/c ratio of 1.15 without any mitigation. The Future Systems Conditions memo within the Appendix states “As residential areas grow south of OR 214 and east of I-5, additional connections and alternative routing opportunities are likely going to be needed to help disperse this future demand from Evergreen Road while still connecting to the I- 5 corridor.” The TSP also includes signal projects at each of the study intersections, as shown in Figure 19. At Evergreen Road, Project R10 is a medium priority project to investigate and modify corridor signal timing for $15,000. Figure 19. Transportation System Plan Projects. 589 ---PAGE BREAK--- Woodburn US Market Page 31 FINDINGS AND RECOMMENDATIONS The Transportation Impact Analysis prepared for the proposed fuel center and convenience market provides the following findings: • The site is located outside of the Woodburn Interchange Area Management Plan boundary, but due to its proximity is still subject to agency review as the property appears to be located within the Interchange Management Area Overlay District. • The proposed 12-position fueling station, 4,500 square-foot convenience market with attached office space, and separate 5,000 square-foot office building are consistent with the Commercial General zoning. • Accounting for the recent demolition of the two on-site banks, the development is expected to generate 3,793 daily trips, of which 377 are expected during the weekday a.m. peak hour and 316 during the weekday p.m. peak hour. • The site will utilize the existing right-in/right-out access on the Newberg Highway, which will require a Change of Use with ODOT due to the increased vehicular use of this driveway. • The site will also use the existing full access on Oregon Way, which is located adjacent to the south property line. • All study intersections meet State and City standards with buildout in 2023 during the weekday a.m. and p.m. peak hours. • The Evergreen Road/Newberg Highway intersection will be approaching capacity in 2033 with or without the site during the weekday p.m. peak hour. The TSP did not identify any specific capacity improvements for this intersection, but identified the need to explore alternate routing options and signal timing strategies. Please let me know if you have any questions or comments on this Transportation impact Analysis at (503) 997-4473 or via email at [EMAIL REDACTED]. Attachments: • Traffic Count Worksheets • Crash Summary Sheets • Year 2021 Existing Conditions LOS Worksheets • Year 2023 No-Build Conditions LOS Worksheets • Year 2023 “With Project” Conditions LOS Worksheets • Year 2033 No-Build Conditions LOS Worksheets • Year 2033 “With Project” Conditions LOS Worksheets 590 ---PAGE BREAK--- OR 214 at Evergreen Rd Peak Hour Summary 04:25 PM to 05:25 PM In 96 Out 109 Out 1207 In 1032 In 560 Out 344 Bicycles Right Thru Left U-Turn 0 52 27 17 0 U-Turn Left Thru Right Bicycles 0 332 32 196 1 U-Turn 30 Left 62 Thru 809 Right 131 Bicycles 0 Bicycles 0 Right 14 Thru 793 Left 186 U-Turn 13 In 1006 Out 1035 Peds 3 Peds 0 Peds 0 Peds 1 Westbound OR 214 Heavy Vehicle 2.5% Heavy Vehicle 1.2% Evergreen Rd Northbound Eastbound OR 214 Heavy Vehicle 2.7% Southbound Evergreen Rd Heavy Vehicle 2.1% Data Provided by K-D-N.com [PHONE REDACTED] N/S street Evergreen Rd E/W street OR 214 City, State Woodburn OR Site Notes Location 45.150989 - -122.875784 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:25:00 PM Peak 15 Min Start 04:25:00 PM PHF (15-Min Int) 0.95 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 332 32 196 0 17 27 52 0 62 809 131 30 186 793 14 13 560 96 1032 1006 [PHONE REDACTED] 1035 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3 0 4 Percent Heavy Vehicles 2.1% 0.0% 0.0% 0.0% 0.0% 0.0% 3.8% 0.0% 0.0% 3.2% 1.5% 0.0% 0.0% 3.2% 0.0% 0.0% 1.3% 2.1% 2.7% 2.5% 0.6% 0.0% 2.8% 2.5% All Vehicle Volumes Northbound Southbound Eastbound Westbound Evergreen Rd Evergreen Rd OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 29 4 18 0 0 2 3 0 5 65 5 0 22 49 0 1 04:05:00 PM 39 3 20 0 2 3 6 0 7 78 7 4 10 60 0 2 04:10:00 PM 22 1 16 0 0 5 7 0 8 57 15 4 15 57 2 1 654 04:15:00 PM 27 1 15 0 1 4 5 0 4 36 12 3 7 57 0 0 623 04:20:00 PM 34 3 13 0 3 1 5 0 13 63 7 2 20 65 1 1 613 04:25:00 PM 34 2 19 0 2 1 9 0 8 73 10 4 16 61 0 0 642 04:30:00 PM 31 1 19 0 3 1 3 0 7 84 9 2 20 69 3 1 723 04:35:00 PM 24 0 13 0 4 1 5 0 9 65 9 4 11 70 1 2 710 04:40:00 PM 28 1 18 0 0 4 4 0 6 71 15 2 13 52 0 0 685 04:45:00 PM 32 3 15 0 0 2 2 0 5 45 12 1 15 57 1 1 623 04:50:00 PM 27 3 16 0 1 5 3 0 5 68 14 0 19 63 0 2 631 04:55:00 PM 25 2 12 0 0 1 4 0 5 68 7 2 19 71 3 4 640 2621 05:00:00 PM 35 5 20 0 1 4 4 0 4 61 10 4 13 69 1 0 680 2649 05:05:00 PM 23 5 13 0 2 1 5 0 2 58 7 4 11 90 2 0 677 2631 05:10:00 PM 27 1 18 0 0 5 2 0 4 65 11 1 18 67 1 1 675 2642 05:15:00 PM 20 2 15 0 2 1 10 0 2 67 12 4 14 59 1 1 654 2680 05:20:00 PM 26 7 18 0 2 1 1 0 5 84 15 2 17 65 1 1 676 2694 05:25:00 PM 31 5 10 0 0 2 4 0 4 78 12 3 17 66 0 1 688 2688 05:30:00 PM 24 1 9 0 3 2 6 0 6 59 6 5 8 63 2 0 672 2629 05:35:00 PM 20 3 20 0 2 2 3 0 6 68 8 1 11 58 1 2 632 2616 05:40:00 PM 31 1 10 0 4 3 9 0 6 55 5 4 16 44 3 0 590 2593 05:45:00 PM 23 2 10 0 2 2 1 0 6 61 7 1 9 55 0 1 576 2582 05:50:00 PM 22 0 11 0 2 1 1 0 7 69 12 5 10 57 2 1 571 2556 05:55:00 PM 36 0 17 0 3 3 2 0 7 80 23 1 12 42 2 0 608 2561 591 ---PAGE BREAK--- OR 214 at I-5 NB ramps Peak Hour Summary 04:00 PM to 05:00 PM In 0 Out 262 Out 1131 In 1075 In 655 Out 183 Bicycles Right Thru Left U-Turn 0 0 0 0 0 U-Turn Left Thru Right Bicycles 0 219 0 436 0 U-Turn 0 Left 0 Thru 892 Right 183 Bicycles 0 Bicycles 0 Right 262 Thru 912 Left 0 U-Turn 0 In 1174 Out 1328 Peds 0 Peds 0 Peds 2 Peds 0 Westbound OR 214 Heavy Vehicle 3.1% Heavy Vehicle 5.0% I-5 NB ramps Northbound Eastbound OR 214 Heavy Vehicle 2.1% Southbound I-5 NB ramps Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 NB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.87928 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:00:00 PM Peak 15 Min Start 04:05:00 PM PHF (15-Min Int) 0.94 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 219 0 436 0 0 0 0 0 0 892 183 0 0 912 262 0 655 0 1075 1174 [PHONE REDACTED] 1328 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 Percent Heavy Vehicles 4.6% 0.0% 5.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.3% 6.0% 0.0% 0.0% 2.4% 5.3% 0.0% 5.0% 0.0% 2.1% 3.1% 6.0% 5.3% 2.8% 2.6% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 NB ramps I-5 NB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 23 0 35 0 0 0 0 0 0 87 19 0 0 54 22 0 04:05:00 PM 21 0 33 0 0 0 0 0 0 84 21 0 0 95 18 0 04:10:00 PM 18 0 38 0 0 0 0 0 0 73 19 0 0 78 31 0 769 04:15:00 PM 8 0 48 0 0 0 0 0 0 73 19 0 0 72 21 0 770 04:20:00 PM 25 0 30 0 0 0 0 0 0 77 15 0 0 83 26 0 754 04:25:00 PM 15 0 36 0 0 0 0 0 0 66 13 0 0 63 20 0 710 04:30:00 PM 18 0 33 0 0 0 0 0 0 76 15 0 0 88 22 0 721 04:35:00 PM 15 0 26 0 0 0 0 0 0 63 15 0 0 77 14 0 675 04:40:00 PM 14 0 38 0 0 0 0 0 0 74 15 0 0 84 25 0 712 04:45:00 PM 22 0 35 0 0 0 0 0 0 64 12 0 0 67 17 0 677 04:50:00 PM 19 0 46 0 0 0 0 0 0 77 9 0 0 84 26 0 728 04:55:00 PM 21 0 38 0 0 0 0 0 0 78 11 0 0 67 20 0 713 2904 05:00:00 PM 20 0 39 0 0 0 0 0 0 61 15 0 0 64 21 0 716 2884 05:05:00 PM 16 0 28 0 0 0 0 0 0 70 8 0 0 81 21 0 679 2836 05:10:00 PM 22 0 21 0 0 0 0 0 0 78 12 0 0 73 20 0 670 2805 05:15:00 PM 13 0 27 0 0 0 0 0 0 88 14 0 0 84 16 0 692 2806 05:20:00 PM 22 0 22 0 0 0 0 0 0 65 13 0 0 87 22 0 699 2781 05:25:00 PM 13 0 36 0 0 0 0 0 0 69 18 0 0 80 20 0 709 2804 05:30:00 PM 18 0 45 0 0 0 0 0 0 75 15 0 0 64 15 0 699 2784 05:35:00 PM 26 0 31 0 0 0 0 0 0 64 11 0 0 90 23 0 713 2819 05:40:00 PM 15 0 25 0 0 0 0 0 0 66 10 0 0 79 14 0 686 2778 05:45:00 PM 11 0 29 0 0 0 0 0 0 71 15 0 0 58 22 0 660 2767 05:50:00 PM 11 0 34 0 0 0 0 0 0 74 7 0 0 48 15 0 604 2695 05:55:00 PM 13 0 36 0 0 0 0 0 0 60 10 0 0 58 22 0 594 2659 592 ---PAGE BREAK--- OR 214 at I-5 SB ramps Peak Hour Summary 04:00 PM to 05:00 PM In 668 Out 526 Out 872 In 1001 In 0 Out 335 Bicycles Right Thru Left U-Turn 0 271 0 397 0 U-Turn Left Thru Right Bicycles 0 0 0 0 0 U-Turn 0 Left 0 Thru 666 Right 335 Bicycles 1 Bicycles 0 Right 526 Thru 601 Left 0 U-Turn 1 In 1128 Out 1064 Peds 1 Peds 0 Peds 0 Peds 3 Westbound OR 214 Heavy Vehicle 2.9% Heavy Vehicle NaN I-5 SB ramps Northbound Eastbound OR 214 Heavy Vehicle 1.9% Southbound I-5 SB ramps Heavy Vehicle 2.5% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 SB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.882542 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:00:00 PM Peak 15 Min Start 04:00:00 PM PHF (15-Min Int) 0.92 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 0 0 0 0 397 0 271 0 0 666 335 0 0 601 526 1 0 668 1001 1128 335 [PHONE REDACTED] PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 3 1 0 4 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 2.5% 0.0% 2.6% 0.0% 0.0% 2.0% 1.8% 0.0% 0.0% 2.3% 3.6% 0.0% NaN 2.5% 1.9% 2.9% 1.8% 3.6% 2.4% 2.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 SB ramps I-5 SB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 0 0 0 0 41 0 30 0 0 67 26 0 0 50 39 1 04:05:00 PM 0 0 0 0 45 0 23 0 0 58 35 0 0 60 43 0 04:10:00 PM 0 0 0 0 30 0 21 0 0 58 29 0 0 43 59 0 758 04:15:00 PM 0 0 0 0 29 0 20 0 0 62 22 0 0 50 38 0 725 04:20:00 PM 0 0 0 0 30 0 22 0 0 52 28 0 0 58 32 0 683 04:25:00 PM 0 0 0 0 34 0 19 0 0 57 30 0 0 50 42 0 675 04:30:00 PM 0 0 0 0 25 0 23 0 0 54 34 0 0 44 51 0 685 04:35:00 PM 0 0 0 0 29 0 18 0 0 52 22 0 0 56 43 0 683 04:40:00 PM 0 0 0 0 37 0 19 0 0 44 31 0 0 56 48 0 686 04:45:00 PM 0 0 0 0 29 0 31 0 0 65 28 0 0 38 46 0 692 04:50:00 PM 0 0 0 0 29 0 20 0 0 51 22 0 0 52 43 0 689 04:55:00 PM 0 0 0 0 39 0 25 0 0 46 28 0 0 44 42 0 678 2797 05:00:00 PM 0 0 0 0 32 0 20 0 0 47 22 0 0 47 41 0 650 2752 05:05:00 PM 0 0 0 0 32 0 18 0 0 49 37 0 0 50 43 0 662 2717 05:10:00 PM 0 0 0 0 46 0 20 0 0 61 33 0 0 57 42 0 697 2736 05:15:00 PM 0 0 0 0 27 0 23 0 0 53 28 0 0 41 49 0 709 2736 05:20:00 PM 0 0 0 0 46 0 18 0 0 55 24 0 0 53 52 0 728 2762 05:25:00 PM 0 0 0 0 32 0 18 0 0 46 29 0 0 44 43 0 681 2742 05:30:00 PM 0 0 0 0 32 0 19 0 0 50 30 0 0 41 43 0 675 2726 05:35:00 PM 0 0 0 0 38 0 26 0 0 35 21 0 0 61 42 0 650 2729 05:40:00 PM 0 0 0 0 23 0 17 0 0 57 29 0 0 61 33 0 658 2714 05:45:00 PM 0 0 0 0 36 0 16 0 0 41 30 0 0 38 27 0 631 2665 05:50:00 PM 0 0 0 0 32 0 32 0 0 42 34 0 0 33 19 0 600 2640 05:55:00 PM 0 0 0 0 28 0 15 0 0 45 17 0 0 55 20 0 560 2596 593 ---PAGE BREAK--- OR 214 at Oregon Way Peak Hour Summary 04:10 PM to 05:10 PM In 140 Out 82 Out 982 In 1065 In 35 Out 125 Bicycles Right Thru Left U-Turn 0 79 17 44 0 U-Turn Left Thru Right Bicycles 0 15 12 8 0 U-Turn 16 Left 23 Thru 939 Right 87 Bicycles 1 Bicycles 0 Right 47 Thru 872 Left 21 U-Turn 0 In 940 Out 991 Peds 2 Peds 0 Peds 4 Peds 4 Westbound OR 214 Heavy Vehicle 2.1% Heavy Vehicle 0.0% Oregon Way Northbound Eastbound OR 214 Heavy Vehicle 3.4% Southbound Oregon Way Heavy Vehicle 0.7% Data Provided by K-D-N.com [PHONE REDACTED] N/S street Oregon Way E/W street OR 214 City, State Woodburn OR Site Notes Location 45.150928 - -122.873341 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:10:00 PM Peak 15 Min Start 04:10:00 PM PHF (15-Min Int) 0.96 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 15 12 8 0 44 17 79 0 23 939 87 16 21 872 47 0 35 140 1065 940 125 82 982 991 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 4 4 2 0 10 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.3% 0.0% 0.0% 3.7% 1.1% 0.0% 0.0% 2.3% 0.0% 0.0% 0.0% 0.7% 3.4% 2.1% 0.8% 0.0% 2.1% 3.5% All Vehicle Volumes Northbound Southbound Eastbound Westbound Oregon Way Oregon Way OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 2 0 2 0 4 1 7 0 2 70 7 0 0 60 5 0 04:05:00 PM 3 1 0 0 8 2 3 0 1 69 9 1 3 78 0 0 04:10:00 PM 1 1 0 0 2 4 7 0 1 99 4 1 4 71 6 0 539 04:15:00 PM 2 0 1 0 4 0 3 0 4 82 12 1 0 77 2 0 567 04:20:00 PM 1 1 0 0 3 1 7 0 2 81 4 1 1 71 5 0 567 04:25:00 PM 0 2 1 0 6 1 12 0 5 65 11 4 6 64 4 0 547 04:30:00 PM 3 0 0 0 2 1 4 0 0 69 11 0 0 76 2 0 527 04:35:00 PM 3 4 0 0 4 1 8 0 1 62 3 1 1 85 2 0 524 04:40:00 PM 1 0 0 0 3 1 9 0 3 92 5 3 3 70 3 0 536 04:45:00 PM 1 2 2 0 4 1 8 0 1 72 6 0 1 77 2 0 545 04:50:00 PM 0 0 1 0 4 2 6 0 1 89 3 1 1 79 6 0 563 04:55:00 PM 1 1 1 0 5 2 5 0 1 77 6 1 0 56 6 0 532 2154 05:00:00 PM 0 0 2 0 4 0 5 0 2 71 9 2 3 69 6 0 528 2167 05:05:00 PM 2 1 0 0 3 3 5 0 2 80 13 1 1 77 3 0 526 2180 05:10:00 PM 1 0 0 0 5 1 4 0 3 67 7 4 1 69 4 0 530 2145 05:15:00 PM 0 1 0 0 4 2 8 0 0 78 7 1 1 70 3 0 532 2132 05:20:00 PM 1 0 0 0 2 4 3 0 3 77 11 1 2 69 3 1 518 2131 05:25:00 PM 2 0 0 0 1 0 5 0 0 72 10 1 3 68 4 0 518 2116 05:30:00 PM 0 1 0 0 2 1 8 0 1 72 11 0 1 77 4 0 521 2126 05:35:00 PM 1 1 0 0 4 2 12 0 1 74 2 2 0 72 2 0 517 2124 05:40:00 PM 0 1 0 0 5 1 3 0 0 71 9 0 2 77 5 0 525 2105 05:45:00 PM 0 1 1 0 3 0 5 0 1 83 4 1 0 52 1 0 499 2080 05:50:00 PM 1 2 0 0 3 1 4 0 2 68 8 1 0 48 2 0 466 2027 05:55:00 PM 3 2 0 0 5 2 5 0 2 68 9 0 2 56 6 0 452 2025 594 ---PAGE BREAK--- OR 214 at Evergreen Rd Peak Hour Summary 07:10 AM to 08:10 AM In 52 Out 71 Out 925 In 690 In 406 Out 155 Bicycles Right Thru Left U-Turn 0 36 8 8 0 U-Turn Left Thru Right Bicycles 0 281 21 104 0 U-Turn 46 Left 42 Thru 545 Right 56 Bicycles 1 Bicycles 0 Right 8 Thru 561 Left 91 U-Turn 8 In 668 Out 665 Peds 0 Peds 1 Peds 1 Peds 0 Westbound OR 214 Heavy Vehicle 8.1% Heavy Vehicle 2.0% Evergreen Rd Northbound Eastbound OR 214 Heavy Vehicle 5.5% Southbound Evergreen Rd Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street Evergreen Rd E/W street OR 214 City, State Woodburn OR Site Notes Location 45.150989 - -122.875784 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:20:00 AM PHF (15-Min Int) 0.93 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 281 21 104 0 8 8 36 0 42 545 56 47 91 561 8 8 406 52 690 668 155 71 925 665 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 1 0 0 1 2 Percent Heavy Vehicles 2.5% 0.0% 1.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.4% 6.2% 3.6% 2.1% 2.2% 9.3% 0.0% 0.0% 2.0% 0.0% 5.5% 8.1% 2.6% 1.4% 6.5% 5.3% All Vehicle Volumes Northbound Southbound Eastbound Westbound Evergreen Rd Evergreen Rd OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 17 0 8 0 0 1 3 0 2 29 1 3 5 52 2 0 07:05:00 AM 24 2 9 0 0 0 0 0 3 39 1 5 6 38 1 0 07:10:00 AM 16 1 11 0 0 0 3 0 2 34 3 2 6 45 1 0 375 07:15:00 AM 27 1 7 0 1 0 3 0 2 39 6 5 2 44 0 0 389 07:20:00 AM 21 0 7 0 1 3 3 0 1 49 3 3 4 59 0 2 417 07:25:00 AM 29 2 8 0 0 0 1 0 3 49 6 7 8 53 2 0 461 07:30:00 AM 29 1 8 0 1 1 2 0 3 55 3 9 5 46 0 2 489 07:35:00 AM 24 1 7 0 1 0 2 0 4 44 3 1 6 58 0 1 485 07:40:00 AM 25 2 15 0 0 1 2 0 5 45 4 3 8 51 1 1 480 07:45:00 AM 24 2 11 0 0 0 1 0 4 55 13 2 13 41 0 0 481 07:50:00 AM 28 2 10 0 1 1 1 0 6 38 2 7 10 33 1 1 470 07:55:00 AM 24 0 7 0 1 1 3 0 5 38 7 3 5 37 2 0 440 1756 08:00:00 AM 17 4 8 0 1 1 8 0 3 47 2 2 10 47 0 0 424 1783 08:05:00 AM 17 5 5 0 1 0 7 0 4 52 4 3 14 47 1 1 444 1816 08:10:00 AM 16 0 6 0 1 0 9 0 2 36 6 4 5 37 1 0 434 1815 08:15:00 AM 13 0 6 0 4 2 2 0 5 42 3 1 5 37 0 1 405 1799 08:20:00 AM 21 2 9 0 1 0 2 0 7 40 5 0 10 53 0 0 394 1793 08:25:00 AM 15 1 11 0 1 1 2 0 3 28 5 4 10 33 2 0 387 1741 08:30:00 AM 19 0 4 0 2 3 5 0 4 51 4 2 6 44 0 1 411 1721 08:35:00 AM 19 2 7 0 2 0 2 0 4 44 2 1 10 28 0 1 383 1691 08:40:00 AM 22 1 3 1 1 1 2 0 3 40 2 5 4 41 1 1 395 1656 08:45:00 AM 14 1 13 0 2 1 3 0 5 32 3 2 7 35 2 1 371 1611 08:50:00 AM 15 1 10 0 0 2 3 0 2 45 4 4 8 44 1 0 388 1609 08:55:00 AM 13 0 8 0 1 1 2 0 6 43 7 2 12 31 1 0 387 1603 595 ---PAGE BREAK--- OR 214 at I-5 NB ramps Peak Hour Summary 07:10 AM to 08:10 AM In 0 Out 426 Out 627 In 544 In 553 Out 168 Bicycles Right Thru Left U-Turn 0 0 0 0 0 U-Turn Left Thru Right Bicycles 0 110 0 443 0 U-Turn 0 Left 0 Thru 376 Right 168 Bicycles 1 Bicycles 3 Right 426 Thru 517 Left 0 U-Turn 0 In 943 Out 819 Peds 0 Peds 0 Peds 1 Peds 0 Westbound OR 214 Heavy Vehicle 6.6% Heavy Vehicle 6.9% I-5 NB ramps Northbound Eastbound OR 214 Heavy Vehicle 7.2% Southbound I-5 NB ramps Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 NB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.87928 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:30:00 AM PHF (15-Min Int) 0.89 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 110 0 443 0 0 0 0 0 0 376 168 0 0 517 426 0 553 0 544 943 168 426 627 819 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0 0 4 1 0 0 0 1 Percent Heavy Vehicles 8.2% 0.0% 6.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 5.9% 10.1% 0.0% 0.0% 8.5% 4.2% 0.0% 6.9% 0.0% 7.2% 6.6% 10.1% 4.2% 8.5% 6.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 NB ramps I-5 NB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 3 0 31 0 0 0 0 0 0 32 5 0 0 36 31 0 07:05:00 AM 9 0 32 0 0 0 0 0 0 24 9 0 0 30 39 0 07:10:00 AM 6 0 26 0 0 0 0 0 0 36 15 0 0 28 51 0 443 07:15:00 AM 7 0 27 0 0 0 0 0 0 32 10 0 0 46 42 0 469 07:20:00 AM 9 0 31 0 0 0 0 0 0 23 6 0 0 36 43 0 474 07:25:00 AM 8 0 43 0 0 0 0 0 0 27 7 0 0 36 35 0 468 07:30:00 AM 9 0 35 0 0 0 0 0 0 21 17 0 0 55 35 0 476 07:35:00 AM 5 0 39 0 0 0 0 0 0 31 23 0 0 52 56 0 534 07:40:00 AM 11 0 45 0 0 0 0 0 0 34 27 0 0 42 37 0 574 07:45:00 AM 16 0 27 0 0 0 0 0 0 32 18 0 0 47 22 0 564 07:50:00 AM 15 0 55 0 0 0 0 0 0 42 9 0 0 37 23 0 539 07:55:00 AM 9 0 42 0 0 0 0 0 0 40 14 0 0 41 20 0 509 1994 08:00:00 AM 10 0 28 0 0 0 0 0 0 28 8 0 0 56 28 0 505 2014 08:05:00 AM 5 0 45 0 0 0 0 0 0 30 14 0 0 41 34 0 493 2040 08:10:00 AM 7 0 29 0 0 0 0 0 0 23 6 0 0 30 29 0 451 2002 08:15:00 AM 4 0 19 0 0 0 0 0 0 25 12 0 0 38 31 0 422 1967 08:20:00 AM 8 0 31 0 0 0 0 0 0 29 9 0 0 33 26 0 389 1955 08:25:00 AM 7 0 31 0 0 0 0 0 0 24 8 0 0 30 32 0 397 1931 08:30:00 AM 5 0 27 0 0 0 0 0 0 30 9 0 0 35 28 0 402 1893 08:35:00 AM 8 0 16 0 0 0 0 0 0 44 10 0 0 46 34 0 424 1845 08:40:00 AM 8 0 26 0 0 0 0 0 0 36 11 0 0 42 16 0 431 1788 08:45:00 AM 9 0 18 0 0 0 0 0 0 29 6 0 0 43 29 0 431 1760 08:50:00 AM 8 0 36 0 0 0 0 0 0 35 8 0 0 37 19 0 416 1722 08:55:00 AM 9 0 26 0 0 0 0 0 0 29 5 0 0 48 23 0 417 1696 596 ---PAGE BREAK--- OR 214 at I-5 SB ramps Peak Hour Summary 07:10 AM to 08:10 AM In 255 Out 328 Out 374 In 474 In 0 Out 136 Bicycles Right Thru Left U-Turn 0 79 0 176 0 U-Turn Left Thru Right Bicycles 0 0 0 0 0 U-Turn 0 Left 0 Thru 338 Right 136 Bicycles 2 Bicycles 3 Right 328 Thru 295 Left 0 U-Turn 0 In 623 Out 514 Peds 1 Peds 0 Peds 0 Peds 0 Westbound OR 214 Heavy Vehicle 8.1% Heavy Vehicle NaN I-5 SB ramps Northbound Eastbound OR 214 Heavy Vehicle 8.2% Southbound I-5 SB ramps Heavy Vehicle 8.6% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 SB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.882542 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:30:00 AM PHF (15-Min Int) 0.85 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 0 0 0 0 176 0 79 0 0 338 136 0 0 295 328 0 0 255 474 623 136 328 374 514 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 2 0 0 0 3 0 0 5 0 0 1 0 1 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 7.4% 0.0% 11.4% 0.0% 0.0% 7.1% 11.0% 0.0% 0.0% 3.7% 12.2% 0.0% NaN 8.6% 8.2% 8.2% 11.0% 12.2% 5.3% 7.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 SB ramps I-5 SB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 0 0 0 0 16 0 5 0 0 25 10 0 0 17 17 0 07:05:00 AM 0 0 0 0 12 0 11 0 0 25 7 0 0 17 29 0 07:10:00 AM 0 0 0 0 13 0 6 0 0 36 8 0 0 14 21 0 289 07:15:00 AM 0 0 0 0 18 0 4 0 0 24 12 0 0 25 26 0 308 07:20:00 AM 0 0 0 0 11 0 3 0 0 20 3 0 0 24 24 0 292 07:25:00 AM 0 0 0 0 18 0 9 0 0 17 10 0 0 25 24 0 297 07:30:00 AM 0 0 0 0 10 0 7 0 0 28 16 0 0 26 41 0 316 07:35:00 AM 0 0 0 0 10 0 13 0 0 42 17 0 0 18 31 0 362 07:40:00 AM 0 0 0 0 22 0 2 0 0 38 22 0 0 25 32 0 400 07:45:00 AM 0 0 0 0 12 0 7 0 0 23 5 0 0 41 24 0 384 07:50:00 AM 0 0 0 0 22 0 12 0 0 33 8 0 0 31 20 0 379 07:55:00 AM 0 0 0 0 14 0 7 0 0 25 8 0 0 24 20 0 336 1322 08:00:00 AM 0 0 0 0 14 0 3 0 0 25 14 0 0 28 34 0 342 1350 08:05:00 AM 0 0 0 0 12 0 6 0 0 27 13 0 0 14 31 0 319 1352 08:10:00 AM 0 0 0 0 10 0 9 0 0 22 4 0 0 16 22 0 304 1337 08:15:00 AM 0 0 0 0 16 0 10 0 0 19 5 0 0 15 27 0 278 1320 08:20:00 AM 0 0 0 0 18 0 5 0 0 23 9 0 0 27 15 0 272 1332 08:25:00 AM 0 0 0 0 13 0 15 0 0 26 16 0 0 19 16 0 294 1334 08:30:00 AM 0 0 0 0 17 0 6 0 0 25 6 0 0 20 27 0 303 1307 08:35:00 AM 0 0 0 0 29 0 8 0 0 27 7 0 0 22 26 0 325 1295 08:40:00 AM 0 0 0 0 18 0 13 0 0 24 11 0 0 25 23 0 334 1268 08:45:00 AM 0 0 0 0 9 0 10 0 0 29 9 0 0 30 18 0 338 1261 08:50:00 AM 0 0 0 0 16 0 10 0 0 26 12 0 0 29 16 0 328 1244 08:55:00 AM 0 0 0 0 14 0 10 0 0 20 3 0 0 27 31 0 319 1251 597 ---PAGE BREAK--- OR 214 at Oregon Way Peak Hour Summary 07:10 AM to 08:10 AM In 82 Out 36 Out 661 In 697 In 18 Out 50 Bicycles Right Thru Left U-Turn 0 57 7 18 0 U-Turn Left Thru Right Bicycles 0 5 7 6 1 U-Turn 7 Left 8 Thru 644 Right 38 Bicycles 0 Bicycles 0 Right 21 Thru 592 Left 5 U-Turn 0 In 618 Out 668 Peds 2 Peds 1 Peds 3 Peds 2 Westbound OR 214 Heavy Vehicle 7.6% Heavy Vehicle 0.0% Oregon Way Northbound Eastbound OR 214 Heavy Vehicle 6.5% Southbound Oregon Way Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street Oregon Way E/W street OR 214 City, State Woodburn OR Site Notes Location 45.150928 - -122.873341 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:35:00 AM PHF (15-Min Int) 0.92 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 5 7 6 0 18 7 57 0 8 644 38 7 5 592 21 0 18 82 697 618 50 36 661 668 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 2 2 1 8 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 7.0% 0.0% 0.0% 0.0% 7.9% 0.0% 0.0% 0.0% 0.0% 6.5% 7.6% 0.0% 0.0% 7.1% 6.7% All Vehicle Volumes Northbound Southbound Eastbound Westbound Oregon Way Oregon Way OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 0 0 0 0 0 1 5 0 1 47 2 0 0 39 1 0 07:05:00 AM 0 0 0 0 1 0 7 0 0 43 1 0 0 62 1 0 07:10:00 AM 1 0 1 0 1 0 3 0 1 46 0 0 0 52 2 0 318 07:15:00 AM 2 0 1 0 0 0 2 0 0 50 0 1 0 52 0 0 330 07:20:00 AM 0 0 2 0 0 0 4 0 1 47 2 1 0 49 0 0 321 07:25:00 AM 0 0 0 0 2 1 7 0 0 55 3 0 2 52 1 0 337 07:30:00 AM 0 0 0 0 2 0 6 0 0 38 4 2 0 55 2 0 338 07:35:00 AM 1 1 0 0 1 0 4 0 1 58 4 0 0 59 3 0 364 07:40:00 AM 0 1 1 0 2 2 7 0 1 57 4 0 0 49 2 0 367 07:45:00 AM 0 1 0 0 1 2 3 0 1 57 7 0 0 52 2 0 384 07:50:00 AM 1 3 0 0 3 0 2 0 0 75 1 0 0 43 3 0 383 07:55:00 AM 0 0 0 0 2 1 7 0 0 60 5 3 0 41 3 0 379 1401 08:00:00 AM 0 0 1 0 2 0 6 0 1 43 5 0 1 47 2 0 361 1413 08:05:00 AM 0 1 0 0 2 1 6 0 2 58 3 0 2 41 1 0 347 1415 08:10:00 AM 2 0 0 0 2 2 3 0 3 42 2 0 2 44 3 0 330 1413 08:15:00 AM 1 0 0 0 3 0 4 0 0 38 6 1 1 47 1 0 324 1407 08:20:00 AM 1 3 1 0 0 0 7 0 2 37 1 0 0 38 0 0 297 1391 08:25:00 AM 0 1 0 0 2 2 6 0 3 41 5 1 1 43 2 0 299 1375 08:30:00 AM 0 2 1 0 5 1 8 0 0 40 4 1 0 51 0 0 310 1379 08:35:00 AM 0 0 0 0 2 0 6 0 1 47 3 1 1 46 0 0 327 1354 08:40:00 AM 0 2 2 0 1 1 7 0 0 47 2 1 1 31 1 0 316 1324 08:45:00 AM 1 1 0 0 0 1 2 0 1 30 2 1 1 48 1 0 292 1287 08:50:00 AM 0 4 1 0 2 0 3 0 3 57 2 0 0 39 3 0 299 1270 08:55:00 AM 1 1 1 0 1 1 4 0 0 51 1 1 1 41 0 0 307 1252 598 ---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 04939 N N N N N N 12/23/2018 MARION 1 11 N Y RAIN FIX OBJ 01 NONE 0 120 16 STATE SU WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N WET FIX PRVTE N -S 000 120 00 Y 2P WOODBURN UA 271.60 WB EXTO I-5 SB C4 01 N DAY INJ CAR 01 DRVR INJC 28 M OTH-Y 081 025 16 N 45 8 53.4 -122 53 2.15 000100100S00 (06) N-RES 03022 N N N N N N 08/09/2019 MARION 1 11 N N CLR 01 NONE 0 07 STATE FR WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N DRY REAR PRVTE N -S 000 00 N 5P WOODBURN UA 271.64 WB EXTO I-5 SB C4 03 N DAY INJ CAR 01 DRVR NONE 26 F OR-Y 043,042 000 07 N 45 8 55.09 -122 53 .45 000100100S00 (06) OR>25 02 NONE 0 PRVTE N -S 000 00 CAR 01 DRVR NONE 19 M OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE N -S 000 00 CAR 02 PSNG INJB 19 M 000 000 00 03891 N N N N 08/08/2018 MARION 1 11 N N CLR 01 NONE 9 27 STATE WE WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY SS-O N/A N -S 000 00 N 9P WOODBURN UA 271.81 WB EXTO I-5 SB C4 05 N DLIT PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 2.23 -122 52 53.09 000100100S00 (06) UNK 02 NONE 9 N/A N -S 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 04298 Y N N N N N 11/12/2018 MARION 1 11 N N CLR 01 NONE 0 30,29 STATE MO WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY REAR PRVTE N -S 022 00 N 5P WOODBURN UA 271.83 WB EXTO I-5 SB C4 03 N DLIT INJ CAR 01 DRVR INJB 63 M OR-Y 050,042 022 30,29 N 45 9 3.07 -122 52 52.23 000100100S00 (06) OR<25 02 NONE 0 PRVTE N -S 000 00 CAR 01 DRVR NONE 25 M OR-Y 000 000 00 OR<25 03 NONE 0 PRVTE N -S 007 00 CAR 01 DRVR NONE 61 F OR-Y 045 022 00 OR>25 04312 N N N N 11/12/2018 MARION 1 11 N N UNK 01 NONE 9 13 NO RPT MO WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY SS-O N/A N -S 000 00 N 7P WOODBURN UA 271.83 WB EXTO I-5 SB C4 03 N DLIT PDO SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.07 -122 52 52.24 000100100S00 (06) 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 CONTINUOUS SYSTEM CRASH LISTING Highway 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 1 001: PACIFIC 1 - 4 of 31 Crash records shown. 599 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 2 001: PACIFIC 600 ---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 02 NONE 9 N/A N -S 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00656 N N N N 02/20/2019 MARION 1 11 N N RAIN S-1STOP 01 NONE 0 013 29 NONE WE WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N WET REAR PRVTE N -S 000 00 N 8P WOODBURN UA 271.84 WB EXTO I-5 SB C4 00 N DARK INJ CAR 01 DRVR NONE 20 M OTH-Y 026 000 29 N 45 9 3.49 -122 52 51.81 000100100S00 (06) N-RES 02 NONE 0 STOP PRVTE N -S 011 013 00 CAR 01 DRVR NONE 24 M OR-Y 000 022 00 OR<25 03 NONE 0 STOP PRVTE N -S 011 00 CAR 01 DRVR INJC 53 F OR-Y 000 000 00 OR<25 01662 N N N N N N 05/15/2018 MARION 1 11 N Y CLR FIX OBJ 01 NONE 9 119 25 STATE TU WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY FIX N/A N -S 000 00 Y 11A WOODBURN UA 271.84 WB EXTO I-5 SB C4 07 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.5 -122 52 51.83 000100100S00 (06) UNK 00584 Y N N N N N 02/15/2019 MARION 1 11 N N RAIN S-1STOP 01 NONE 0 013,043 30,29 STATE FR WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N WET REAR PRVTE N -S 000 013 00 N 3P WOODBURN UA 271.86 WB EXTO I-5 SB C4 03 N DAY INJ CAR 01 DRVR NONE 43 M OR-Y 050,026 000 30,29 N 45 9 4.33 -122 52 50.95 000100100S00 (06) OR>25 01 NONE 0 PRVTE N -S 000 013 00 CAR 02 PSNG INJB 07 M 000 000 00 01 NONE 0 PRVTE N -S 000 013 00 CAR 03 PSNG INJB 40 F 000 000 00 01 NONE 0 PRVTE N -S 000 013 00 CAR 04 PSNG INJB 11 M 000 000 00 02 NONE 0 STOP PRVTE N -S 011 013,043 00 CAR 01 DRVR INJB 36 F OR-Y 000 022 00 OR<25 02 NONE 0 STOP PRVTE N -S 011 013,043 00 CAR 02 PSNG INJB 07 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 CONTINUOUS SYSTEM CRASH LISTING Highway 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 3 001: PACIFIC 5 - 7 of 31 Crash records shown. 601 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 4 001: PACIFIC 602 ---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 02 NONE 0 STOP PRVTE N -S 011 013,043 00 CAR 03 PSNG INJB 02 F 000 000 00 02 NONE 0 STOP PRVTE N -S 011 013,043 00 CAR 04 PSNG INJB 05 M 000 000 00 03 NONE 0 STOP PRVTE N -S 011 00 CAR 01 DRVR INJB 47 M OTH-Y 000 000 00 N-RES 03 NONE 0 STOP PRVTE N -S 011 00 CAR 02 PSNG INJB 40 F 000 000 00 03 NONE 0 STOP PRVTE N -S 011 00 CAR 03 PSNG INJB 12 M 000 000 00 03 NONE 0 STOP PRVTE N -S 011 00 CAR 04 PSNG INJB 13 F 000 000 00 04 NONE 0 PRVTE N -S 000 00 CAR 01 DRVR INJC 44 F OR-Y 000 022 00 OR<25 05 NONE 0 STOP PRVTE N -S 011 00 CAR 01 DRVR INJC 43 F OTH-Y 000 000 00 N-RES 05 NONE 0 STOP PRVTE N -S 011 00 CAR 02 PSNG INJC 44 M 000 000 00 01823 N N N N 05/15/2019 MARION 1 11 N N CLD 01 NONE 9 13 NONE WE WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N WET SS-O N/A N -S 000 00 N 5P WOODBURN UA 271.87 WB EXTO I-5 SB C4 04 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 4.76 -122 52 50.51 000100100S00 (06) UNK 02 NONE 9 N/A N -S 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02165 N N N N N N 06/08/2019 MARION 1 11 N N CLR 01 NONE 0 092 26 STATE SA WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY SS-O PRVTE N -S 007 092 26 N 2P WOODBURN UA 271.88 WB EXTO I-5 SB C4 04 N DAY INJ CAR 01 DRVR NONE 46 M OTH-Y 045 000 092 26 N 45 9 5.18 -122 52 50.07 000100100S00 (06) N-RES 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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 5 001: PACIFIC 8 - 9 of 31 Crash records shown. 603 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 6 001: PACIFIC 604 ---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 01 NONE 0 PRVTE N -S 007 092 26 CAR 02 PSNG INJC 44 F 000 000 00 02 NONE 0 PRVTE N -S 000 00 CAR 01 DRVR NONE 51 M OR-Y 000 000 00 OR>25 04809 N N N N N N 12/02/2019 MARION 1 11 N N CLR 01 NONE 9 02 STATE MO WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY SS-O N/A N -S 051 00 N 4P WOODBURN UA 271.90 WB EXTO I-5 SB C4 05 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 6.02 -122 52 49.23 000100100S00 (06) UNK 02 NONE 9 N/A N -S 000 00 SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02124 Y N N N N N 06/05/2019 MARION 1 11 N N CLD 01 NONE 0 001 01,29 STATE WE WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY REAR PRVTE N -S 000 00 N 4P WOODBURN UA 271.91 WB EXTO I-5 SB C4 03 N DAY INJ 01 DRVR INJC 29 M OR-Y 047,042 000 001 01,29 N 45 9 6.44 -122 52 48.78 000100100S00 (06) OR<25 02 NONE 0 PRVTE N -S 006 00 CAR 01 DRVR NONE 39 F NONE 000 000 00 OR<25 04316 N N N N 11/11/2018 MARION 1 17 N N CLR S-1STOP 01 NONE 9 29 NONE SU WOODBURN FR 0 ARNEY RD E (NONE) L-GRN-SIG N DRY REAR N/A E -W 000 00 N 4P WOODBURN UA 271.78 ROBIN AVE 04 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 8.58 -122 53 1.33 0001QC100S00 (03) UNK 02 NONE 9 STOP N/A E -W 012 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01554 N N N N 05/07/2018 MARION 1 17 CURVE N Y CLR FIX OBJ 01 NONE 9 040,053 27 NO RPT MO WOODBURN FR 0 ARNEY RD E (NONE) UNKNOWN N DRY FIX N/A E -W 000 00 Y 12A WOODBURN UA 271.88 ROBIN AVE 06 N DLIT PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 8.67 -122 52 53.39 0001QC100S00 (02) UNK 04472 N N N N N N 11/09/2019 MARION 1 11 1 CURVE N Y CLR FIX OBJ 01 NONE 0 079,058 ,010 27 STATE SA WOODBURN CN 0 NB EX HILLS-SILV C1 NE (NONE) ONE-WAY N DRY FIX PRVTE SW-NE 000 079,058 ,010 00 Y 8P WOODBURN UA 271.74 PACIFIC HY I-5 05 N DARK INJ CAR 01 DRVR INJB 27 Unk OR-Y 016,079,081 038 27 N 45 8 57.52 -122 52 53.72 0001YM100S00 (02) N-RES 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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 7 001: PACIFIC 10 - 15 of 31 Crash records shown. 605 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 8 001: PACIFIC 606 ---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 03895 Y Y N N N N 10/10/2018 MARION 1 11 1 CURVE N Y CLR FIX OBJ 01 NONE 0 079 33,01 STATE WE WOODBURN CN 0 NB EX HILLS-SILV C1 S (NONE) UNKNOWN N DRY FIX PRVTE S -N 000 079 00 Y 12A WOODBURN UA 271.84 HILLSBORO-SILV HY 06 N DLIT INJ CAR 01 DRVR INJB 22 M SUSP 051,047,081 000 33,01 N 45 8 59.65 -122 52 47.11 0001YM100S00 (02) OR>25 02603 N N N N N N 07/11/2019 MARION 1 11 1 Y N CLR 01 NONE 0 013 32,07 STATE TH WOODBURN CN 0 NB EX HILLS-SILV C1 SW (NONE) ONE-WAY N DRY REAR PRVTE SW-NE 000 00 N 4P WOODBURN UA 271.90 HILLSBORO-SILV HY 03 N DAY INJ CAR 01 DRVR INJB 19 F OR-Y 043,042 000 07 N 45 9 2.33 -122 52 45.38 0001YM100S00 (01) OR<25 01 NONE 0 PRVTE SW-NE 000 00 CAR 02 PSNG INJB 19 F 000 000 00 02 NONE 0 STOP PRVTE SW-NE 011 013 00 CAR 01 DRVR INJC 54 M OR-Y 052 022 32 OR<25 03 NONE 0 STOP PRVTE SW-NE 011 00 CAR 01 DRVR NONE 19 F OR-Y 045 000 00 OR<25 02626 N N N N 07/13/2019 MARION 1 11 1 Y N CLR S-1STOP 01 NONE 0 29 NONE SA WOODBURN CN 0 NB EX HILLS-SILV C1 SW (NONE) R-TURN PRO N DRY REAR PRVTE SW-NE 000 00 N 1P WOODBURN UA 271.91 HILLSBORO-SILV HY 03 N DAY INJ CAR 01 DRVR NONE 29 M OR-Y 026 000 29 N 45 9 2.87 -122 52 45.37 0001YM100S00 (02) OR>25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 01 DRVR NONE 20 M OR-Y 000 000 00 OR<25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 02 PSNG INJC 21 F 000 000 00 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 03 PSNG INJC 13 F 000 000 00 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 04 PSNG INJC 14 M 000 000 00 02120 N N N N 06/14/2018 MARION 1 11 1 INTER 3-LEG N N CLR S-OTHER 01 NONE 9 TURN-R 29 NONE TH WOODBURN CN 0 HILLSBORO-SILV HY S TRF SIGNAL N DRY TURN N/A S -E 000 00 N 5P WOODBURN UA 271.93 NB EX HILLS-SILV C1 06 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.79 -122 52 45.74 0001YM100S00 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 CONTINUOUS SYSTEM CRASH LISTING Highway 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 9 001: PACIFIC 16 - 18 of 31 Crash records shown. 607 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 10 001: PACIFIC 608 ---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 02 NONE 9 TURN-R N/A S -E 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02078 N N N N 06/03/2019 MARION 1 11 1 INTER CROSS N N CLR S-1STOP 01 NONE 0 29 NONE MO WOODBURN CN 0 HILLSBORO-SILV HY SW TRF SIGNAL N DRY REAR PRVTE SW-NE 000 00 N 2P WOODBURN UA 271.93 NB EX HILLS-SILV C1 06 0 N DAY INJ CAR 01 DRVR NONE 38 M OR-Y 026 000 29 N 45 9 3.79 -122 52 45.75 0001YM100S00 OR<25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 01 DRVR INJC 65 F OR-Y 000 000 00 OR<25 02627 N N N N 07/13/2019 MARION 1 11 1 INTER 3-LEG N N CLR S-1STOP 01 NONE 0 29 NONE SA WOODBURN CN 0 HILLSBORO-SILV HY SW TRF SIGNAL N DRY REAR PRVTE SW-NE 000 00 N 7P WOODBURN UA 271.93 NB EX HILLS-SILV C1 06 0 N DAY INJ CAR 01 DRVR NONE 24 M OR-Y 026 000 29 N 45 9 3.8 -122 52 45.73 0001YM100S00 OR>25 02 NONE 0 STOP PRVTE SW-NE 011 00 CAR 01 DRVR INJC 51 F OR-Y 000 000 00 OR<25 01021 Y N N N N N 03/21/2019 MARION 2 11 N N CLD 01 NONE 9 01 STATE TH WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY SS-O N/A S -N 000 00 N 4A WOODBURN UA 271.67 NB EX HILLS-SILV C1 03 N DARK PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 55.51 -122 52 58.07 000100200S00 (06) UNK 02 NONE 9 N/A S -N 000 00 SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 04296 N N N N 11/10/2018 MARION 2 11 N N CLR 01 NONE 9 29 NONE SA WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N UNK REAR N/A S -N 000 00 N 10A WOODBURN UA 271.68 NB EX HILLS-SILV C1 04 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 8 55.93 -122 52 57.64 000100200S00 (06) UNK 02 NONE 9 N/A S -N 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01734 N N N N N N 05/21/2018 MARION 2 11 N N CLR S-1STOP 01 NONE 0 013 07,27 STATE MO WOODBURN MN 0 PACIFIC HY I-5 N (DIVMD) UNKNOWN N DRY REAR PRVTE S -N 000 00 N 6P WOODBURN UA 271.70 NB EX HILLS-SILV C1 04 N DAY INJ CAR 01 DRVR INJA 38 M OR-Y 043,026,016 038 07,27 N 45 8 56.77 -122 52 56.8 000100200S00 (06) 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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 11 001: PACIFIC 19 - 23 of 31 Crash records shown. 609 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 12 001: PACIFIC 610 ---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 02 NONE 0 STOP PRVTE S -N 011 013 00 CAR 01 DRVR INJB 26 M OR-Y 000 022 00 OR>25 03 NONE 0 STOP PRVTE S -N 011 00 CAR 01 DRVR INJC 53 M OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE S -N 011 00 CAR 02 PSNG INJC 49 F 000 000 00 03 NONE 0 STOP PRVTE S -N 011 00 CAR 03 PSNG INJC 17 M 000 000 00 03106 N N N N N N 08/15/2019 MARION 2 11 N N CLR 01 NONE 0 093 27,29 STATE TH WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N DRY REAR PRVTE S -N 000 00 N 2A WOODBURN UA 271.82 EB EXTO I-5 NB C3 05 N DLIT INJ CAR 01 DRVR INJC 31 F OTH-Y 016,042 038 093 27,29 N 45 9 1.82 -122 52 51.81 000100200S00 (06) N-RES 02 NONE 0 PRVTE S -N 000 00 CAR 01 DRVR NONE 48 M OR-Y 000 000 00 OR>25 01137 N N N N N N 04/06/2018 MARION 2 11 N N RAIN 01 NONE 9 13 STATE FR WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N WET SS-O N/A S -N 000 00 N 5A WOODBURN UA 271.84 EB EXTO I-5 NB C3 04 N DAWN PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 2.68 -122 52 50.96 000100200S00 (06) UNK 02 NONE 9 N/A S -N 000 00 SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01261 N Y N N N N 04/06/2019 MARION 2 11 BRIDGE N Y RAIN FIX OBJ 01 NONE 9 119 16 CITY SA WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N WET FIX N/A S -N 000 00 Y 3A WOODBURN UA 271.87 EB EXTO I-5 NB C3 01 N DARK PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.93 -122 52 49.71 000100200S00 (06) UNK 03532 N N N N 07/29/2019 MARION 2 11 N N CLR S-1STOP 01 NONE 9 29 NONE MO WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N DRY REAR N/A S -N 000 00 N 7A WOODBURN UA 271.89 EB EXTO I-5 NB C3 00 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 4.76 -122 52 48.9 000100200S00 (06) UNK 02 NONE 9 N/A S -N 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 CONTINUOUS SYSTEM CRASH LISTING Highway 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 13 001: PACIFIC 24 - 28 of 31 Crash records shown. 611 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 14 001: PACIFIC 612 ---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 03749 N N N N 09/27/2019 MARION 2 11 N N FOG 01 NONE 0 29 NO RPT FR WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N DRY REAR PRVTE S -N 000 00 N 6A WOODBURN UA 271.89 EB EXTO I-5 NB C3 00 N DAWN INJ CAR 01 DRVR INJB 20 M OR-Y 042 000 29 N 45 9 4.77 -122 52 48.86 000100200S00 (06) OR<25 02 UNKN 0 UNKN S -N 000 00 UNKNOWN 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01058 N N N N N N 03/22/2019 MARION 2 11 N N RAIN S-1STOP 01 NONE 0 013 07,27 STATE FR WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N WET REAR PRVTE S -N 000 00 N 3P WOODBURN UA 271.89 EB EXTO I-5 NB C3 05 N DAY INJ CAR 01 DRVR NONE 20 M OR-Y 043,026,016 038 07,27 N 45 9 4.75 -122 52 48.88 000100200S00 (06) OR>25 02 NONE 0 STOP PRVTE S -N 011 013 00 CAR 01 DRVR NONE 22 M OR-Y 000 022 00 OR>25 03 NONE 0 STOP PRVTE S -N 011 013 00 CAR 01 DRVR INJC 19 M OR-Y 000 022 00 OR>25 04 NONE 0 STOP PRVTE S -N 011 00 CAR 01 DRVR NONE 20 M OR-Y 000 000 00 OR>25 05191 N N N N N N 12/23/2019 MARION 2 11 N N CLR 01 NONE 0 32,13 STATE MO WOODBURN MN 0 PACIFIC HY I-5 S (DIVMD) UNKNOWN N DRY SS-O PRVTE S -N 000 00 N 7P WOODBURN UA 271.90 EB EXTO I-5 NB C3 04 N DLIT INJ CAR 01 DRVR NONE 17 M OR-Y 052,045 000 32,13 N 45 9 5.2 -122 52 48.46 000100200S00 (06) OR>25 02 NONE 0 PRVTE S -N 000 00 CAR 01 DRVR INJC 51 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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 15 001: PACIFIC 29 - 31 of 31 Crash records shown. 613 ---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 001 ALL ROAD TYPES, MP 271.6 to 271.93 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 16 001: PACIFIC 614 ---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 01825 N N N N 05/27/2018 MARION 1 14 N N CLR S-1TURN 01 NONE 0 TURN-L 08 CITY SU WOODBURN MN 0 HILLSBORO-SILV HY W (NONE) UNKNOWN N DRY TURN PRVTE E -S 000 00 N 12P WOODBURN UA 36.81 EB EXTO I-5 NB C3 05 N DAY INJ CAR 01 DRVR NONE 37 M OTH-Y 008,006 000 08 N 45 9 3.81 -122 52 49.48 014000100S00 (04) N-RES 02 NONE 0 PRVTE E -W 000 00 CAR 01 DRVR INJC 24 M OR-Y 000 000 00 OR<25 02 NONE 0 PRVTE E -W 000 00 CAR 02 PSNG INJC 22 F 000 000 00 03252 N N N N N N 08/31/2018 MARION 1 14 BRIDGE N N CLD FIX OBJ 01 NONE 9 074 10 CITY FR WOODBURN MN 0 HILLSBORO-SILV HY E (NONE) UNKNOWN N DRY FIX N/A E -W 000 00 N 7A WOODBURN UA 36.84 EB EXTO I-5 NB C3 05 N DAY PDO SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.8 -122 52 47.24 014000100S00 (04) UNK 05220 Y N N N N N 12/25/2019 MARION 1 14 N N CLR S-1STOP 01 NONE 9 01,27,29 CITY WE WOODBURN MN 0 HILLSBORO-SILV HY W (NONE) UNKNOWN N DRY REAR N/A E -W 000 00 N 12P WOODBURN UA 36.85 NB EX HILLS-SILV C1 06 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.79 -122 52 46.5 014000100S00 (04) UNK 02 NONE 9 STOP N/A E -W 011 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03289 N N N N N N 09/03/2018 MARION 1 14 INTER 3-LEG N N CLR S-1STOP 01 NONE 0 093 07,27 CITY MO WOODBURN MN 0 HILLSBORO-SILV HY E TRF SIGNAL N DRY REAR PRVTE E -W 000 00 N 12P WOODBURN UA 36.86 NB EX HILLS-SILV C1 06 0 N DAY INJ CAR 01 DRVR NONE 16 F OR-Y 043,026,016 025 093 07,27 N 45 9 3.79 -122 52 45.74 014000100S00 OR<25 02 NONE 0 STOP PRVTE E -W 011 00 CAR 01 DRVR INJC 45 F OR-Y 000 000 00 OR<25 01389 N N N N 04/24/2018 MARION 1 11 INTER 3-LEG N N UNK ANGL-OTH 01 NONE 0 TURN-L 04 NO RPT TU WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N UNK TURN PRVTE S -W 000 00 N 4P WOODBURN UA 36.86 NB EX HILLS-SILV C1 00 1 N DAY INJ CAR 01 DRVR INJC 23 F OR-Y 097 000 00 N 45 9 3.8 -122 52 45.75 014000100S00 OR<25 02 NONE 0 PRVTE UN-UN 000 00 CAR 01 DRVR NONE 00 Unk UNK 097 000 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 CONTINUOUS SYSTEM CRASH LISTING Highway 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 1 140: HILLSBORO-SILVERTON 1 - 5 of 12 Crash records shown. 615 ---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 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 2 140: HILLSBORO-SILVERTON 616 ---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 01879 N N N N 05/30/2018 MARION 1 11 INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 TURN-L 04 NO RPT WE WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN PRVTE S -W 000 00 N 1P WOODBURN UA 36.86 NB EX HILLS-SILV C1 02 0 N DAY INJ CAR 01 DRVR INJC 53 F OR-Y 097 000 00 N 45 9 3.79 -122 52 45.74 014000100S00 OR<25 02 NONE 0 PRVTE E -W 000 00 CAR 01 DRVR NONE 61 M OR-Y 097 000 00 OR<25 01103 N N N N 03/27/2019 MARION 1 11 INTER 5-LEG N N CLR ANGL-OTH 01 NONE 9 04 NO RPT WE WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN N/A E -W 000 00 N 10A WOODBURN UA 36.86 NB EX HILLS-SILV C1 02 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.8 -122 52 45.77 014000100S00 UNK 02 NONE 9 TURN-L N/A SW-W 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02875 N N N N N N 08/04/2018 MARION 1 11 INTER 3-LEG N N CLR ANGL-OTH 01 NONE 0 04 CITY SA WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN PRVTE W -E 000 00 N 7A WOODBURN UA 36.86 NB EX HILLS-SILV C1 04 0 N DAY INJ CAR 01 DRVR INJC 79 F OR-Y 097 000 00 N 45 9 3.79 -122 52 45.74 014000100S00 OR<25 02 NONE 0 TURN-R PRVTE S -E 000 00 CAR 01 DRVR NONE 21 F OR-Y 097 000 00 OR<25 03676 N N N N N N 09/29/2018 MARION 1 11 INTER 3-LEG N N CLR ANGL-OTH 01 NONE 9 04 CITY SA WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN N/A W -E 000 00 N 7A WOODBURN UA 36.86 NB EX HILLS-SILV C1 04 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.83 -122 52 45.75 014000100S00 UNK 02 NONE 9 TURN-L N/A SW-W 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01168 N N N N N N 04/01/2019 MARION 1 11 INTER 3-LEG N N CLD ANGL-OTH 01 NONE 0 04 CITY MO WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN PRVTE W -E 000 00 N 4P WOODBURN UA 36.86 NB EX HILLS-SILV C1 04 0 N DAY INJ CAR 01 DRVR NONE 55 M OR-Y 020 000 04 N 45 9 3.79 -122 52 45.74 014000100S00 OR<25 02 NONE 0 TURN-L PRVTE SW-W 000 00 CAR 01 DRVR INJC 24 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 CONTINUOUS SYSTEM CRASH LISTING Highway 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 3 140: HILLSBORO-SILVERTON 6 - 10 of 12 Crash records shown. 617 ---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 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 4 140: HILLSBORO-SILVERTON 618 ---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 03673 Y N N N 09/22/2019 MARION 1 11 INTER 5-LEG N N RAIN ANGL-OTH 01 NONE 9 30,04,27 CITY SU WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N WET TURN N/A W -E 000 00 N 9A WOODBURN UA 36.86 NB EX HILLS-SILV C1 04 0 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.82 -122 52 45.75 014000100S00 UNK 02 NONE 9 TURN-L N/A S -W 000 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03000 Y N N N N N 08/08/2019 MARION 1 11 2 CURVE N Y CLD FIX OBJ 01 NONE 9 040,058 ,080 01 STATE TH WOODBURN CN 0 NB EF HILLS-SILV C2 NW (NONE) ONE-WAY N WET FIX N/A SE-NW 000 00 Y 7A WOODBURN UA 36.91 HILLSBORO-SILV HY 01 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 4.51 -122 52 44.7 0140AD100S00 (01) UNK 02 NONE 9 STOP N/A SW-NE 011 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 CONTINUOUS SYSTEM CRASH LISTING Highway 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 5 140: HILLSBORO-SILVERTON 11 - 12 of 12 Crash records shown. 619 ---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 140 ALL ROAD TYPES, MP 36.81 to 36.91 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 6 140: HILLSBORO-SILVERTON 620 ---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 02772 N N N N 07/23/2019 MARION 1 14 N N CLR S-1STOP 01 NONE 9 29 NONE TU WOODBURN MN 0 HILLSBORO-SILV HY W UNKNOWN N DRY REAR N/A E -W 000 00 N 4P WOODBURN UA 36.70 SB EX HILLS-SILV C2 06 N DAY PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.97 -122 52 57.76 014000100S00 (04) UNK 02 NONE 9 STOP N/A E -W 011 00 CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03002 N N N N N N 08/10/2018 MARION 1 14 INTER 3-LEG N N CLR S-1STOP 01 NONE 0 27,29 STATE FR WOODBURN MN 0 HILLSBORO-SILV HY E TRF SIGNAL N DRY REAR PRVTE E -W 000 00 N 5P WOODBURN UA 36.73 SB EX HILLS-SILV C2 06 0 N DAY INJ CAR 01 DRVR NONE 19 F OR-Y 016,026 038 27,29 N 45 9 3.96 -122 52 55.44 014000100S00 OR<25 02 NONE 0 STOP PRVTE E -W 011 00 CAR 01 DRVR INJC 22 M OR-Y 000 000 00 OR<25 02 NONE 0 STOP PRVTE E -W 011 00 CAR 02 PSNG INJC 30 F 000 000 00 01526 N N N N N N 04/25/2019 MARION 1 14 INTER CROSS N N CLR 01 NONE 0 13 CITY TH WOODBURN MN 0 HILLSBORO-SILV HY E TRF SIGNAL N DRY SS-O PRVTE E -W 000 00 N 7P WOODBURN UA 36.73 SB EX HILLS-SILV C2 06 0 N DUSK INJ CAR 01 DRVR INJC 36 F NONE 045 000 13 N 45 9 3.97 -122 52 55.42 014000100S00 OR<25 01 NONE 0 PRVTE E -W 000 00 CAR 02 PSNG INJC 06 F 000 000 00 01 NONE 0 PRVTE E -W 000 00 CAR 03 PSNG INJC 13 F 000 000 00 02 NONE 1 PRVTE E -W 000 00 CAR 01 DRVR NONE 49 M OR-Y 000 000 00 OR>25 00780 N N N N 03/01/2019 MARION 1 11 INTER 3-LEG N N CLR ANGL-OTH 01 NONE 9 TURN-L 04 CITY FR WOODBURN MN 0 HILLSBORO-SILV HY CN TRF SIGNAL N DRY TURN N/A N -E 000 00 N 8P WOODBURN UA 36.73 SB EX HILLS-SILV C2 01 0 N DUSK PDO CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 45 9 3.95 -122 52 55.43 014000100S00 UNK 02 NONE 9 N/A E -W 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 CONTINUOUS SYSTEM CRASH LISTING Highway 140 ALL ROAD TYPES, MP 36.67 to 36.78 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 1 140: HILLSBORO-SILVERTON 1 - 4 of 4 Crash records shown. 621 ---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 140 ALL ROAD TYPES, MP 36.67 to 36.78 01/01/2018 to 12/31/2019, Both Add and Non-Add mileage 08/12/2021 CDS380 Page: 2 140: HILLSBORO-SILVERTON 622 ---PAGE BREAK--- Queues Woodburn US Market 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 418 163 355 394 218 95 v/c Ratio 0.17 0.12 0.17 0.30 0.60 0.22 Control Delay 3.0 0.2 7.1 0.8 48.1 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.0 0.2 7.1 0.8 48.1 7.0 Queue Length 50th (ft) 26 0 33 0 69 0 Queue Length 95th (ft) 43 0 52 14 94 30 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2449 1312 2149 1300 1069 536 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.12 0.17 0.30 0.20 0.18 Intersection Summary 623 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 351 137 0 298 331 0 0 0 183 0 80 Future Volume (vph) 0 351 137 0 298 331 0 0 0 183 0 80 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 418 163 0 355 394 0 0 0 218 0 95 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 72 Lane Group Flow (vph) 0 418 163 0 355 394 0 0 0 218 0 23 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 78.8 100.0 66.3 100.0 12.2 24.7 Effective Green, g 78.8 100.0 66.3 100.0 12.2 24.7 Actuated g/C Ratio 0.79 1.00 0.66 1.00 0.12 0.25 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2448 1312 2119 1300 367 330 v/s Ratio Prot 0.13 0.11 c0.07 v/s Ratio Perm 0.12 c0.30 0.02 v/c Ratio 0.17 0.12 0.17 0.30 0.59 0.07 Uniform Delay, d1 2.6 0.0 6.4 0.0 41.6 28.9 Progression Factor 1.00 1.00 0.97 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.1 0.6 2.2 0.1 Delay 2.7 0.2 6.3 0.6 43.7 28.9 Level of Service A A A A D C Approach Delay 2.0 3.3 0.0 39.2 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 23.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 624 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary Woodburn US Market 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 351 137 0 298 331 0 0 0 183 0 80 Future Volume (veh/h) 0 351 137 0 298 331 0 0 0 183 0 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 418 0 0 355 0 218 0 95 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2554 0 2618 298 0 132 Arrive On Green 0.00 0.81 0.00 0.00 0.81 0.00 0.10 0.00 0.10 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 418 0 0 355 0 218 0 95 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 2.9 0.0 0.0 2.3 0.0 6.9 0.0 6.8 Cycle Q Clear(g_c), s 0.0 2.9 0.0 0.0 2.3 0.0 6.9 0.0 6.8 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2554 0 2618 298 0 132 V/C Ratio(X) 0.00 0.16 0.00 0.14 0.73 0.00 0.72 Avail Cap(c_a), veh/h 0 2554 0 2618 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.96 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 2.0 0.0 0.0 2.0 0.0 43.9 0.0 43.8 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.0 2.6 0.0 5.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.6 0.0 0.0 0.5 0.0 2.7 0.0 5.2 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 2.2 0.0 0.0 2.0 0.0 46.5 0.0 49.2 LOS A A A A D A D Approach Vol, veh/h 418 A 355 A 313 Approach Delay, s/veh 2.2 2.0 47.3 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 85.8 14.2 85.8 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 4.9 8.9 4.3 Green Ext Time s 8.0 0.8 3.6 Intersection Summary HCM 6th Ctrl Delay 15.1 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 625 ---PAGE BREAK--- Queues Woodburn US Market 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 416 185 582 479 112 259 256 v/c Ratio 0.17 0.14 0.25 0.34 0.58 0.68 0.65 Control Delay 2.4 0.2 4.5 0.8 51.7 15.5 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.4 0.2 4.5 0.8 51.7 15.5 12.8 Queue Length 50th (ft) 17 0 27 0 72 7 0 Queue Length 95th (ft) 33 0 118 0 118 84 68 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2412 1325 2345 1399 666 714 741 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.14 0.25 0.34 0.17 0.36 0.35 Intersection Summary 626 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 370 165 0 518 426 111 0 447 0 0 0 Future Volume (vph) 0 370 165 0 518 426 111 0 447 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1272 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1272 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 416 185 0 582 479 125 0 502 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 214 222 0 0 0 Lane Group Flow (vph) 0 416 185 0 582 479 112 45 34 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 76.9 100.0 76.9 100.0 13.2 13.2 13.2 Effective Green, g 76.9 100.0 76.9 100.0 13.2 13.2 13.2 Actuated g/C Ratio 0.77 1.00 0.77 1.00 0.13 0.13 0.13 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2412 1325 2345 1399 192 167 174 v/s Ratio Prot 0.13 0.19 v/s Ratio Perm 0.14 c0.34 c0.08 0.04 0.03 v/c Ratio 0.17 0.14 0.25 0.34 0.58 0.27 0.19 Uniform Delay, d1 3.1 0.0 3.3 0.0 40.8 39.1 38.7 Progression Factor 0.64 1.00 1.11 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.2 0.6 3.7 0.6 0.4 Delay 2.1 0.2 3.8 0.6 44.5 39.7 39.1 Level of Service A A A A D D D Approach Delay 1.5 2.4 40.3 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 12.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 39.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 627 ---PAGE BREAK--- Queues Woodburn US Market 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 97 591 61 108 626 167 166 113 9 48 v/c Ratio 0.20 0.33 0.07 0.21 0.35 0.69 0.67 0.35 0.07 0.32 Control Delay 8.1 14.7 2.6 8.1 13.6 53.7 52.8 9.6 44.0 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 14.7 2.6 8.1 13.6 53.7 52.8 9.6 44.0 23.8 Queue Length 50th (ft) 15 113 0 24 119 107 106 0 5 5 Queue Length 95th (ft) 57 225 11 47 205 168 167 44 21 40 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 496 1768 [PHONE REDACTED] 487 493 541 143 166 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.33 0.07 0.21 0.35 0.34 0.34 0.21 0.06 0.29 Intersection Summary 628 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 47 43 550 57 8 92 574 8 288 21 105 8 Future Volume (vph) 47 43 550 57 8 92 574 8 288 21 105 8 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1637 3137 1401 1630 3047 1548 1567 1473 1662 Flt Permitted 0.37 1.00 1.00 0.39 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 645 3137 1401 669 3047 1548 1567 1473 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 51 46 591 61 9 99 617 9 310 23 113 9 RTOR Reduction (vph) 0 0 0 28 0 0 1 0 0 0 95 0 Lane Group Flow (vph) 0 97 591 33 0 108 625 0 167 166 18 9 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 62.2 54.6 54.6 62.2 55.9 15.7 15.7 15.7 4.6 Effective Green, g 62.2 54.6 54.6 62.2 55.9 15.7 15.7 15.7 4.6 Actuated g/C Ratio 0.62 0.55 0.55 0.62 0.56 0.16 0.16 0.16 0.05 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 463 1712 [PHONE REDACTED] 243 246 231 76 v/s Ratio Prot 0.01 0.19 c0.02 c0.21 c0.11 0.11 0.01 v/s Ratio Perm 0.12 0.02 0.12 0.01 v/c Ratio 0.21 0.35 0.04 0.22 0.37 0.69 0.67 0.08 0.12 Uniform Delay, d1 7.8 12.7 10.6 7.8 12.2 39.8 39.7 36.0 45.8 Progression Factor 0.92 0.98 3.44 0.91 0.92 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.5 0.1 0.2 0.6 7.2 6.5 0.1 0.5 Delay 7.3 13.0 36.4 7.2 11.9 47.0 46.2 36.1 46.3 Level of Service A B D A B D D D D Approach Delay 14.2 11.2 43.9 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 20.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 629 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 8 36 Future Volume (vph) 8 36 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.88 Flt Protected 1.00 Satd. Flow (prot) 1514 Flt Permitted 1.00 Satd. Flow (perm) 1514 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 9 39 RTOR Reduction (vph) 37 0 Lane Group Flow (vph) 11 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 4.6 Effective Green, g 4.6 Actuated g/C Ratio 0.05 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 69 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.16 Uniform Delay, d1 45.8 Progression Factor 1.00 Incremental Delay, d2 0.8 Delay 46.6 Level of Service D Approach Delay 46.6 Approach LOS D Intersection Summary 630 ---PAGE BREAK--- Queues Woodburn US Market 5: Oregon Way & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 17 748 5 673 5 15 20 71 v/c Ratio 0.03 0.30 0.01 0.27 0.06 0.15 0.19 0.38 Control Delay 3.1 3.7 3.4 5.2 45.8 35.2 47.9 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.1 3.7 3.4 5.2 45.8 35.2 47.9 19.2 Queue Length 50th (ft) 1 27 0 25 3 5 12 5 Queue Length 95th (ft) m7 122 4 135 15 25 36 47 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 602 2527 572 2448 100 554 110 551 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.30 0.01 0.27 0.05 0.03 0.18 0.13 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 631 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 5: Oregon Way & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 7 8 650 38 5 598 21 5 7 6 18 7 Future Volume (vph) 7 8 650 38 5 598 21 5 7 6 18 7 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1646 3089 1662 3068 1662 1617 1662 1500 Flt Permitted 0.38 1.00 0.35 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 665 3089 618 3068 1662 1617 1662 1500 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 8 9 707 41 5 650 23 5 8 7 20 8 RTOR Reduction (vph) 0 0 2 0 0 1 0 0 7 0 0 58 Lane Group Flow (vph) 0 17 746 0 5 672 0 5 8 0 20 13 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 74.8 73.7 74.8 72.6 1.2 5.7 3.0 7.5 Effective Green, g 74.8 73.7 74.8 72.6 1.2 5.7 3.0 7.5 Actuated g/C Ratio 0.75 0.74 0.75 0.73 0.01 0.06 0.03 0.08 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 519 2276 473 2227 19 92 49 112 v/s Ratio Prot c0.00 c0.24 0.00 0.22 0.00 0.01 c0.01 c0.01 v/s Ratio Perm 0.02 0.01 v/c Ratio 0.03 0.33 0.01 0.30 0.26 0.09 0.41 0.11 Uniform Delay, d1 3.2 4.6 3.2 4.8 49.0 44.7 47.6 43.1 Progression Factor 0.92 0.84 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.0 0.3 5.3 0.3 4.0 0.3 Delay 3.0 4.2 3.2 5.2 54.3 45.0 51.6 43.5 Level of Service A A A A D D D D Approach Delay 4.2 5.1 47.3 45.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.31 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 36.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 632 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Woodburn US Market 5: Oregon Way & OR 214 Weekday AM Peak Hour 2021 Existing Traffic Conditions, Weekday AM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 58 Future Volume (vph) 58 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 63 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 633 ---PAGE BREAK--- Queues Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 736 367 661 577 438 298 v/c Ratio 0.31 0.26 0.35 0.40 0.74 0.52 Control Delay 5.9 0.4 14.0 1.0 45.7 16.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.9 0.4 14.0 1.0 45.7 16.4 Queue Length 50th (ft) 76 0 134 0 136 76 Queue Length 95th (ft) 124 0 148 13 178 144 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2347 1426 1875 1430 1048 599 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.31 0.26 0.35 0.40 0.42 0.50 Intersection Summary 634 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 677 338 0 608 531 0 0 0 403 0 274 Future Volume (vph) 0 677 338 0 608 531 0 0 0 403 0 274 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 736 367 0 661 577 0 0 0 438 0 298 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 93 Lane Group Flow (vph) 0 736 367 0 661 577 0 0 0 438 0 205 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 72.0 100.0 57.5 100.0 19.0 33.5 Effective Green, g 72.0 100.0 57.5 100.0 19.0 33.5 Actuated g/C Ratio 0.72 1.00 0.58 1.00 0.19 0.34 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2347 1426 1874 1430 594 483 v/s Ratio Prot 0.23 0.20 c0.14 v/s Ratio Perm 0.26 c0.40 0.14 v/c Ratio 0.31 0.26 0.35 0.40 0.74 0.42 Uniform Delay, d1 5.1 0.0 11.3 0.0 38.1 25.8 Progression Factor 1.00 1.00 1.13 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.4 0.1 0.8 4.5 0.4 Delay 5.4 0.4 12.9 0.8 42.6 26.2 Level of Service A A B A D C Approach Delay 3.8 7.3 0.0 36.0 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 12.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 44.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 635 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 677 338 0 608 531 0 0 0 403 0 274 Future Volume (veh/h) 0 677 338 0 608 531 0 0 0 403 0 274 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 736 0 0 661 0 438 0 298 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2208 0 2208 743 0 341 Arrive On Green 0.00 0.67 0.00 0.00 0.67 0.00 0.24 0.00 0.24 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 736 0 0 661 0 438 0 298 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 9.4 0.0 0.0 8.2 0.0 12.3 0.0 19.8 Cycle Q Clear(g_c), s 0.0 9.4 0.0 0.0 8.2 0.0 12.3 0.0 19.8 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2208 0 2208 743 0 341 V/C Ratio(X) 0.00 0.33 0.00 0.30 0.59 0.00 0.87 Avail Cap(c_a), veh/h 0 2208 0 2208 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.88 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 6.8 0.0 0.0 6.6 0.0 33.9 0.0 36.8 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.1 0.0 0.6 0.0 10.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.0 0.0 0.0 2.6 0.0 4.7 0.0 15.6 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 7.2 0.0 0.0 6.7 0.0 34.5 0.0 47.7 LOS A A A A C A D Approach Vol, veh/h 736 A 661 A 736 Approach Delay, s/veh 7.2 6.7 39.8 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 72.0 28.0 72.0 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 11.4 21.8 10.2 Green Ext Time s 15.6 1.7 7.2 Intersection Summary HCM 6th Ctrl Delay 18.3 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 636 ---PAGE BREAK--- Queues Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 952 197 977 281 211 249 243 v/c Ratio 0.41 0.14 0.43 0.20 0.70 0.74 0.70 Control Delay 6.7 0.2 5.6 0.3 49.0 34.6 31.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.7 0.2 5.6 0.3 49.0 34.6 31.9 Queue Length 50th (ft) 60 0 68 0 132 100 90 Queue Length 95th (ft) 215 0 188 0 191 176 161 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2308 1403 2286 1387 565 551 567 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.41 0.14 0.43 0.20 0.37 0.45 0.43 Intersection Summary 637 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 895 185 0 918 264 221 0 440 0 0 0 Future Volume (vph) 0 895 185 0 918 264 221 0 440 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1305 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1305 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 952 197 0 977 281 235 0 468 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 78 78 0 0 0 Lane Group Flow (vph) 0 952 197 0 977 281 211 171 165 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 70.1 100.0 70.1 100.0 20.0 20.0 20.0 Effective Green, g 70.1 100.0 70.1 100.0 20.0 20.0 20.0 Actuated g/C Ratio 0.70 1.00 0.70 1.00 0.20 0.20 0.20 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2307 1403 2285 1387 300 261 269 v/s Ratio Prot 0.29 c0.30 v/s Ratio Perm 0.14 0.20 c0.14 0.13 0.12 v/c Ratio 0.41 0.14 0.43 0.20 0.70 0.65 0.61 Uniform Delay, d1 6.3 0.0 6.4 0.0 37.2 36.8 36.5 Progression Factor 0.85 1.00 0.69 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 0.3 0.3 6.8 5.2 3.5 Delay 5.9 0.2 4.7 0.3 44.0 42.0 40.0 Level of Service A A A A D D D Approach Delay 4.9 3.7 41.9 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 12.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 638 ---PAGE BREAK--- Queues Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 121 913 135 224 825 208 210 215 18 96 v/c Ratio 0.33 0.62 0.18 0.59 0.50 0.72 0.72 0.48 0.16 0.58 Control Delay 8.6 20.9 2.3 23.2 14.6 52.0 51.7 8.2 47.1 34.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.6 20.9 2.3 23.2 14.6 52.0 51.7 8.2 47.1 34.0 Queue Length 50th (ft) 25 288 10 33 186 132 133 0 11 20 Queue Length 95th (ft) 41 291 13 126 229 196 198 56 34 #82 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 368 1473 [PHONE REDACTED] 444 450 573 116 165 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.62 0.18 0.58 0.50 0.47 0.47 0.38 0.16 0.58 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 639 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 28 83 831 123 15 189 740 11 357 24 196 16 Future Volume (vph) 28 83 831 123 15 189 740 11 357 24 196 16 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1654 3197 1458 1660 3192 1533 1552 1450 1662 Flt Permitted 0.27 1.00 1.00 0.21 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 461 3197 1458 359 3192 1533 1552 1450 1662 Peak-hour factor, PHF 0.92 0.91 0.91 0.91 0.92 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 30 91 913 135 16 208 813 12 392 26 215 18 RTOR Reduction (vph) 0 0 0 74 0 0 1 0 0 0 175 0 Lane Group Flow (vph) 0 121 913 61 0 224 824 0 208 210 40 18 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 58.2 45.2 45.2 58.2 50.5 18.7 18.7 18.7 5.6 Effective Green, g 58.2 45.2 45.2 58.2 50.5 18.7 18.7 18.7 5.6 Actuated g/C Ratio 0.58 0.45 0.45 0.58 0.50 0.19 0.19 0.19 0.06 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 360 1445 [PHONE REDACTED] 286 290 271 93 v/s Ratio Prot 0.03 c0.29 c0.08 0.26 c0.14 0.14 0.01 v/s Ratio Perm 0.17 0.04 0.27 0.03 v/c Ratio 0.34 0.63 0.09 0.59 0.51 0.73 0.72 0.15 0.19 Uniform Delay, d1 10.2 21.0 15.7 12.1 16.5 38.3 38.2 34.0 45.0 Progression Factor 0.67 0.82 0.64 1.63 0.74 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 2.0 0.3 2.0 1.1 8.4 8.1 0.2 0.7 Delay 7.2 19.1 10.4 21.8 13.3 46.6 46.4 34.2 45.8 Level of Service A B B C B D D C D Approach Delay 16.9 15.1 42.3 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 22.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 71.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 640 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 30 57 Future Volume (vph) 30 57 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1520 Flt Permitted 1.00 Satd. Flow (perm) 1520 Peak-hour factor, PHF 0.91 0.91 Adj. Flow (vph) 33 63 RTOR Reduction (vph) 59 0 Lane Group Flow (vph) 37 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 5.6 Effective Green, g 5.6 Actuated g/C Ratio 0.06 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 85 v/s Ratio Prot c0.02 v/s Ratio Perm v/c Ratio 0.43 Uniform Delay, d1 45.7 Progression Factor 1.00 Incremental Delay, d2 2.5 Delay 48.2 Level of Service D Approach Delay 47.8 Approach LOS D Intersection Summary 641 ---PAGE BREAK--- Queues Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 38 1071 21 964 19 21 52 102 v/c Ratio 0.09 0.43 0.05 0.39 0.21 0.17 0.50 0.52 Control Delay 4.4 5.6 3.7 7.0 50.7 34.3 62.0 23.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.4 5.6 3.7 7.0 50.7 34.3 62.0 23.2 Queue Length 50th (ft) 2 30 1 96 12 8 32 11 Queue Length 95th (ft) m13 174 10 220 36 30 #79 60 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 440 2486 404 2457 95 547 108 566 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.43 0.05 0.39 0.20 0.04 0.48 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 642 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 14 22 936 82 20 873 43 18 12 8 49 17 Future Volume (vph) 14 22 936 82 20 873 43 18 12 8 49 17 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.94 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1649 3159 1662 3206 1662 1641 1662 1521 Flt Permitted 0.27 1.00 0.24 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 465 3159 414 3206 1662 1641 1662 1521 Peak-hour factor, PHF 0.92 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 15 23 985 86 21 919 45 19 13 8 52 18 RTOR Reduction (vph) 0 0 3 0 0 2 0 0 8 0 0 78 Lane Group Flow (vph) 0 38 1068 0 21 962 0 19 13 0 52 24 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 74.4 72.1 74.4 70.9 2.2 3.8 5.3 6.9 Effective Green, g 74.4 72.1 74.4 70.9 2.2 3.8 5.3 6.9 Actuated g/C Ratio 0.74 0.72 0.74 0.71 0.02 0.04 0.05 0.07 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 387 2277 336 2273 36 62 88 104 v/s Ratio Prot c0.00 c0.34 0.00 0.30 0.01 0.01 c0.03 c0.02 v/s Ratio Perm 0.07 0.04 v/c Ratio 0.10 0.47 0.06 0.42 0.53 0.21 0.59 0.23 Uniform Delay, d1 3.6 5.9 3.7 6.0 48.4 46.7 46.3 44.0 Progression Factor 1.23 0.83 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.6 0.1 0.6 10.2 1.3 8.6 0.8 Delay 4.5 5.5 3.7 6.6 58.6 47.9 54.9 44.9 Level of Service A A A A E D D D Approach Delay 5.4 6.6 53.0 48.2 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 9.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 49.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 643 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour 2021 Existing Traffic Conditions, Weekday PM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 80 Future Volume (vph) 80 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.95 Adj. Flow (vph) 84 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 644 ---PAGE BREAK--- Queues Year 2023 Background Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 431 210 379 455 252 95 v/c Ratio 0.18 0.16 0.18 0.35 0.63 0.22 Control Delay 3.3 0.3 7.1 1.2 47.8 6.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.3 0.3 7.1 1.2 47.8 6.7 Queue Length 50th (ft) 30 0 40 0 79 0 Queue Length 95th (ft) 47 0 42 24 106 29 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2414 1312 2113 1300 1069 536 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.16 0.18 0.35 0.24 0.18 Intersection Summary 645 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 362 176 0 318 382 0 0 0 212 0 80 Future Volume (vph) 0 362 176 0 318 382 0 0 0 212 0 80 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 431 210 0 379 455 0 0 0 252 0 95 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 70 Lane Group Flow (vph) 0 431 210 0 379 455 0 0 0 252 0 25 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 77.7 100.0 65.2 100.0 13.3 25.8 Effective Green, g 77.7 100.0 65.2 100.0 13.3 25.8 Actuated g/C Ratio 0.78 1.00 0.65 1.00 0.13 0.26 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2414 1312 2084 1300 400 345 v/s Ratio Prot 0.14 0.12 c0.08 v/s Ratio Perm 0.16 c0.35 0.02 v/c Ratio 0.18 0.16 0.18 0.35 0.63 0.07 Uniform Delay, d1 2.9 0.0 6.9 0.0 41.0 28.0 Progression Factor 1.00 1.00 0.90 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.3 0.1 0.7 2.8 0.1 Delay 3.0 0.3 6.2 0.7 43.8 28.1 Level of Service A A A A D C Approach Delay 2.1 3.2 0.0 39.5 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 24.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 646 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary Year 2023 Background Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 362 176 0 318 382 0 0 0 212 0 80 Future Volume (veh/h) 0 362 176 0 318 382 0 0 0 212 0 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 431 0 0 379 0 252 0 95 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2518 0 2580 333 0 148 Arrive On Green 0.00 0.80 0.00 0.00 0.80 0.00 0.11 0.00 0.11 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 431 0 0 379 0 252 0 95 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 3.2 0.0 0.0 2.7 0.0 8.0 0.0 6.7 Cycle Q Clear(g_c), s 0.0 3.2 0.0 0.0 2.7 0.0 8.0 0.0 6.7 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2518 0 2580 333 0 148 V/C Ratio(X) 0.00 0.17 0.00 0.15 0.76 0.00 0.64 Avail Cap(c_a), veh/h 0 2518 0 2580 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.96 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 2.3 0.0 0.0 2.2 0.0 43.3 0.0 42.7 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.0 2.6 0.0 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.7 0.0 0.0 0.6 0.0 3.1 0.0 5.1 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 2.4 0.0 0.0 2.3 0.0 45.9 0.0 46.1 LOS A A A A D A D Approach Vol, veh/h 431 A 379 A 347 Approach Delay, s/veh 2.4 2.3 45.9 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 84.6 15.4 84.6 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 5.2 10.0 4.7 Green Ext Time s 8.3 0.9 3.9 Intersection Summary HCM 6th Ctrl Delay 15.4 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 647 ---PAGE BREAK--- Queues Year 2023 Background Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 454 187 661 574 113 272 269 v/c Ratio 0.19 0.14 0.28 0.41 0.57 0.69 0.65 Control Delay 2.7 0.2 5.5 1.1 50.7 15.3 12.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.7 0.2 5.5 1.1 50.7 15.3 12.7 Queue Length 50th (ft) 20 0 31 1 71 7 0 Queue Length 95th (ft) 40 0 146 0 120 85 70 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2402 1325 2335 1399 666 720 748 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.19 0.14 0.28 0.41 0.17 0.38 0.36 Intersection Summary 648 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 404 166 0 588 511 112 0 470 0 0 0 Future Volume (vph) 0 404 166 0 588 511 112 0 470 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1272 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1272 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 454 187 0 661 574 126 0 528 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 224 233 0 0 0 Lane Group Flow (vph) 0 454 187 0 661 574 113 48 36 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 76.6 100.0 76.6 100.0 13.5 13.5 13.5 Effective Green, g 76.6 100.0 76.6 100.0 13.5 13.5 13.5 Actuated g/C Ratio 0.77 1.00 0.77 1.00 0.14 0.14 0.14 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2402 1325 2336 1399 197 171 178 v/s Ratio Prot 0.14 0.22 v/s Ratio Perm 0.14 c0.41 0.08 0.04 0.03 v/c Ratio 0.19 0.14 0.28 0.41 0.57 0.28 0.20 Uniform Delay, d1 3.2 0.0 3.5 0.0 40.6 38.9 38.5 Progression Factor 0.66 1.00 1.28 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.2 0.8 3.3 0.7 0.4 Delay 2.3 0.2 4.6 0.8 43.8 39.5 38.9 Level of Service A A A A D D D Approach Delay 1.7 2.9 40.0 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 41.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 649 ---PAGE BREAK--- Queues Year 2023 Background Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 102 627 100 114 681 232 229 126 12 50 v/c Ratio 0.25 0.40 0.13 0.26 0.43 0.75 0.73 0.32 0.10 0.34 Control Delay 10.9 19.2 5.1 10.7 18.1 52.0 50.7 7.6 44.9 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 19.2 5.1 10.7 18.1 52.0 50.7 7.6 44.9 23.8 Queue Length 50th (ft) 17 138 3 29 146 148 145 0 7 6 Queue Length 95th (ft) 77 251 26 55 246 213 209 42 25 42 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 417 1553 [PHONE REDACTED] 487 492 550 141 166 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.40 0.13 0.26 0.43 0.48 0.47 0.23 0.09 0.30 Intersection Summary 650 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 47 47 583 93 8 98 616 18 406 22 117 11 Future Volume (vph) 47 47 583 93 8 98 616 18 406 22 117 11 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1638 3137 1401 1630 3043 1548 1563 1473 1662 Flt Permitted 0.33 1.00 1.00 0.35 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 570 3137 1401 607 3043 1548 1563 1473 1662 Peak-hour factor, PHF 0.92 0.93 0.93 0.93 0.92 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 51 51 627 100 9 105 662 19 437 24 126 12 RTOR Reduction (vph) 0 0 0 51 0 0 1 0 0 0 101 0 Lane Group Flow (vph) 0 102 627 49 0 114 680 0 232 229 25 12 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 56.6 48.6 48.6 56.6 50.1 20.0 20.0 20.0 5.9 Effective Green, g 56.6 48.6 48.6 56.6 50.1 20.0 20.0 20.0 5.9 Actuated g/C Ratio 0.57 0.49 0.49 0.57 0.50 0.20 0.20 0.20 0.06 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 392 1524 [PHONE REDACTED] 309 312 294 98 v/s Ratio Prot 0.02 0.20 c0.02 c0.22 c0.15 0.15 0.01 v/s Ratio Perm 0.13 0.03 0.13 0.02 v/c Ratio 0.26 0.41 0.07 0.27 0.45 0.75 0.73 0.09 0.12 Uniform Delay, d1 10.4 16.5 13.7 10.4 16.0 37.7 37.5 32.6 44.6 Progression Factor 0.92 0.99 1.29 0.89 0.94 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.8 0.2 0.2 0.9 9.4 8.2 0.1 0.4 Delay 9.8 17.1 17.8 9.6 16.0 47.0 45.7 32.6 45.0 Level of Service A B B A B D D C D Approach Delay 16.3 15.1 43.4 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 23.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 56.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 651 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 8 38 Future Volume (vph) 8 38 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.88 Flt Protected 1.00 Satd. Flow (prot) 1513 Flt Permitted 1.00 Satd. Flow (perm) 1513 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 9 41 RTOR Reduction (vph) 39 0 Lane Group Flow (vph) 11 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 5.9 Effective Green, g 5.9 Actuated g/C Ratio 0.06 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 89 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.13 Uniform Delay, d1 44.6 Progression Factor 1.00 Incremental Delay, d2 0.5 Delay 45.1 Level of Service D Approach Delay 45.1 Approach LOS D Intersection Summary 652 ---PAGE BREAK--- Queues Year 2023 Background Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 17 782 5 728 11 15 20 71 v/c Ratio 0.03 0.31 0.01 0.30 0.11 0.14 0.19 0.38 Control Delay 3.6 4.3 3.6 5.5 46.8 34.6 47.9 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.6 4.3 3.6 5.5 46.8 34.6 47.9 19.2 Queue Length 50th (ft) 1 28 0 27 7 5 12 5 Queue Length 95th (ft) m8 144 4 153 25 25 36 47 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 569 2522 552 2443 104 554 110 551 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.31 0.01 0.30 0.11 0.03 0.18 0.13 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 653 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 7 8 680 40 5 649 21 10 7 6 18 7 Future Volume (vph) 7 8 680 40 5 649 21 10 7 6 18 7 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.93 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1646 3089 1662 3069 1662 1617 1662 1500 Flt Permitted 0.36 1.00 0.34 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 623 3089 594 3069 1662 1617 1662 1500 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 8 9 739 43 5 705 23 11 8 7 20 8 RTOR Reduction (vph) 0 0 2 0 0 1 0 0 7 0 0 58 Lane Group Flow (vph) 0 17 780 0 5 727 0 11 8 0 20 13 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 74.6 73.5 74.6 72.4 1.4 5.9 3.0 7.5 Effective Green, g 74.6 73.5 74.6 72.4 1.4 5.9 3.0 7.5 Actuated g/C Ratio 0.75 0.74 0.75 0.72 0.01 0.06 0.03 0.08 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 487 2270 454 2221 23 95 49 112 v/s Ratio Prot c0.00 c0.25 0.00 0.24 0.01 0.01 c0.01 c0.01 v/s Ratio Perm 0.03 0.01 v/c Ratio 0.03 0.34 0.01 0.33 0.48 0.09 0.41 0.11 Uniform Delay, d1 3.3 4.7 3.3 5.0 48.9 44.5 47.6 43.1 Progression Factor 1.03 0.93 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.0 0.4 11.0 0.3 4.0 0.3 Delay 3.4 4.8 3.3 5.4 59.9 44.8 51.6 43.5 Level of Service A A A A E D D D Approach Delay 4.7 5.4 51.2 45.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 8.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.33 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 654 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis Year 2023 Background Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour 2023 Background Traffic Conditions, Weekday AM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 58 Future Volume (vph) 58 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 63 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 655 ---PAGE BREAK--- Queues 2023 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 764 396 685 617 538 300 v/c Ratio 0.34 0.28 0.39 0.43 0.78 0.49 Control Delay 7.3 0.5 16.3 1.1 44.4 15.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.3 0.5 16.3 1.1 44.4 15.5 Queue Length 50th (ft) 92 0 143 0 167 79 Queue Length 95th (ft) 147 0 160 14 209 142 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2243 1426 1771 1430 1048 623 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.34 0.28 0.39 0.43 0.51 0.48 Intersection Summary 656 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 703 364 0 630 568 0 0 0 495 0 276 Future Volume (vph) 0 703 364 0 630 568 0 0 0 495 0 276 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 764 396 0 685 617 0 0 0 538 0 300 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 82 Lane Group Flow (vph) 0 764 396 0 685 617 0 0 0 538 0 218 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 68.8 100.0 54.3 100.0 22.2 36.7 Effective Green, g 68.8 100.0 54.3 100.0 22.2 36.7 Actuated g/C Ratio 0.69 1.00 0.54 1.00 0.22 0.37 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2242 1426 1770 1430 695 529 v/s Ratio Prot 0.23 0.21 c0.17 v/s Ratio Perm 0.28 c0.43 0.15 v/c Ratio 0.34 0.28 0.39 0.43 0.77 0.41 Uniform Delay, d1 6.4 0.0 13.2 0.0 36.5 23.6 Progression Factor 1.00 1.00 1.12 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.5 0.2 0.9 5.2 0.4 Delay 6.8 0.5 15.0 0.9 41.7 24.0 Level of Service A A B A D C Approach Delay 4.6 8.3 0.0 35.4 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 13.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 45.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 657 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 703 364 0 630 568 0 0 0 495 0 276 Future Volume (veh/h) 0 703 364 0 630 568 0 0 0 495 0 276 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 764 0 0 685 0 538 0 300 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2197 0 2197 754 0 346 Arrive On Green 0.00 0.67 0.00 0.00 0.67 0.00 0.24 0.00 0.24 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 764 0 0 685 0 538 0 300 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 10.0 0.0 0.0 8.7 0.0 15.6 0.0 19.9 Cycle Q Clear(g_c), s 0.0 10.0 0.0 0.0 8.7 0.0 15.6 0.0 19.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2197 0 2197 754 0 346 V/C Ratio(X) 0.00 0.35 0.00 0.31 0.71 0.00 0.87 Avail Cap(c_a), veh/h 0 2197 0 2197 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.86 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 7.1 0.0 0.0 6.8 0.0 34.9 0.0 36.5 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.1 0.0 1.0 0.0 10.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.2 0.0 0.0 2.7 0.0 6.0 0.0 15.7 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 7.5 0.0 0.0 6.9 0.0 35.9 0.0 46.9 LOS A A A A D A D Approach Vol, veh/h 764 A 685 A 838 Approach Delay, s/veh 7.5 6.9 39.9 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 71.6 28.4 71.6 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 12.0 21.9 10.7 Green Ext Time s 16.3 2.0 7.5 Intersection Summary HCM 6th Ctrl Delay 19.2 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 658 ---PAGE BREAK--- Queues 2023 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1065 198 1037 340 213 280 278 v/c Ratio 0.48 0.14 0.47 0.25 0.62 0.79 0.77 Control Delay 10.3 0.2 6.4 0.3 41.1 41.6 39.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.3 0.2 6.4 0.3 41.1 41.6 39.0 Queue Length 50th (ft) 202 0 70 0 129 139 130 Queue Length 95th (ft) 374 0 185 0 177 210 197 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2214 1403 2192 1387 565 535 551 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.14 0.47 0.25 0.38 0.52 0.50 Intersection Summary 659 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1001 186 0 975 320 223 0 502 0 0 0 Future Volume (vph) 0 1001 186 0 975 320 223 0 502 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1303 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1303 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1065 198 0 1037 340 237 0 534 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 56 56 0 0 0 Lane Group Flow (vph) 0 1065 198 0 1037 340 213 224 222 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 67.3 100.0 67.3 100.0 22.8 22.8 22.8 Effective Green, g 67.3 100.0 67.3 100.0 22.8 22.8 22.8 Actuated g/C Ratio 0.67 1.00 0.67 1.00 0.23 0.23 0.23 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2215 1403 2193 1387 342 297 306 v/s Ratio Prot c0.32 0.32 v/s Ratio Perm 0.14 0.25 0.14 0.17 0.16 v/c Ratio 0.48 0.14 0.47 0.25 0.62 0.75 0.72 Uniform Delay, d1 7.9 0.0 7.8 0.0 34.7 36.0 35.7 Progression Factor 1.01 1.00 0.62 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.2 0.4 0.3 3.0 9.8 7.7 Delay 8.7 0.2 5.2 0.3 37.8 45.8 43.4 Level of Service A A A A D D D Approach Delay 7.4 4.0 42.7 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 60.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 660 ---PAGE BREAK--- Queues 2023 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 123 1011 267 245 865 252 250 225 22 109 v/c Ratio 0.39 0.80 0.36 0.73 0.58 0.77 0.76 0.46 0.19 0.62 Control Delay 12.8 31.5 5.3 37.6 17.7 51.9 50.7 7.2 48.0 34.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.8 31.5 5.3 37.6 17.7 51.9 50.7 7.2 48.0 34.0 Queue Length 50th (ft) 28 347 21 59 213 160 158 0 13 21 Queue Length 95th (ft) 65 #427 44 #240 243 230 227 54 38 #90 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 314 1256 [PHONE REDACTED] 444 449 580 116 175 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.80 0.36 0.73 0.58 0.57 0.56 0.39 0.19 0.62 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 661 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 28 85 920 243 15 208 771 16 432 25 205 20 Future Volume (vph) 28 85 920 243 15 208 771 16 432 25 205 20 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1654 3197 1458 1660 3190 1533 1550 1451 1662 Flt Permitted 0.23 1.00 1.00 0.13 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 405 3197 1458 231 3190 1533 1550 1451 1662 Peak-hour factor, PHF 0.92 0.91 0.91 0.91 0.92 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 30 93 1011 267 16 229 847 18 475 27 225 22 RTOR Reduction (vph) 0 0 0 162 0 0 1 0 0 0 177 0 Lane Group Flow (vph) 0 123 1011 105 0 245 864 0 252 250 48 22 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 54.1 39.3 39.3 54.1 46.7 21.4 21.4 21.4 7.0 Effective Green, g 54.1 39.3 39.3 54.1 46.7 21.4 21.4 21.4 7.0 Actuated g/C Ratio 0.54 0.39 0.39 0.54 0.47 0.21 0.21 0.21 0.07 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 311 1256 [PHONE REDACTED] 328 331 310 116 v/s Ratio Prot 0.03 c0.32 c0.11 0.27 c0.16 0.16 0.01 v/s Ratio Perm 0.18 0.07 0.29 0.03 v/c Ratio 0.40 0.80 0.18 0.73 0.58 0.77 0.76 0.16 0.19 Uniform Delay, d1 12.5 26.9 19.9 17.9 19.5 37.0 36.8 32.0 43.8 Progression Factor 0.85 0.92 1.34 1.36 0.77 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 4.9 0.6 6.9 1.6 9.9 9.0 0.2 0.6 Delay 11.2 29.8 27.3 31.2 16.6 46.9 45.8 32.1 44.4 Level of Service B C C C B D D C D Approach Delay 27.7 19.8 42.0 Approach LOS C B D Intersection Summary HCM 2000 Control Delay 28.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 76.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 662 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 31 68 Future Volume (vph) 31 68 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1510 Flt Permitted 1.00 Satd. Flow (perm) 1510 Peak-hour factor, PHF 0.91 0.91 Adj. Flow (vph) 34 75 RTOR Reduction (vph) 70 0 Lane Group Flow (vph) 39 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.0 Effective Green, g 7.0 Actuated g/C Ratio 0.07 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 105 v/s Ratio Prot c0.03 v/s Ratio Perm v/c Ratio 0.37 Uniform Delay, d1 44.4 Progression Factor 1.00 Incremental Delay, d2 1.6 Delay 46.0 Level of Service D Approach Delay 45.8 Approach LOS D Intersection Summary 663 ---PAGE BREAK--- Queues 2023 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 39 1137 21 1010 22 22 53 103 v/c Ratio 0.09 0.46 0.06 0.41 0.24 0.18 0.49 0.52 Control Delay 5.6 8.0 3.8 7.3 51.6 35.0 61.2 23.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 8.0 3.8 7.3 51.6 35.0 61.2 23.1 Queue Length 50th (ft) 8 171 2 106 14 9 33 12 Queue Length 95th (ft) m11 182 10 236 39 32 #82 61 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 418 2481 378 2451 95 548 112 567 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.46 0.06 0.41 0.23 0.04 0.47 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 664 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 14 23 992 88 20 916 44 21 13 8 50 18 Future Volume (vph) 14 23 992 88 20 916 44 21 13 8 50 18 Ideal Flow 1900 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.95 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1649 3158 1662 3207 1662 1646 1662 1523 Flt Permitted 0.25 1.00 0.22 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 438 3158 380 3207 1662 1646 1662 1523 Peak-hour factor, PHF 0.92 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 15 24 1044 93 21 964 46 22 14 8 53 19 RTOR Reduction (vph) 0 0 3 0 0 2 0 0 8 0 0 78 Lane Group Flow (vph) 0 39 1134 0 21 1008 0 22 14 0 53 25 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 74.2 71.9 74.2 70.6 2.2 3.8 5.5 7.1 Effective Green, g 74.2 71.9 74.2 70.6 2.2 3.8 5.5 7.1 Actuated g/C Ratio 0.74 0.72 0.74 0.71 0.02 0.04 0.06 0.07 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 368 2270 311 2264 36 62 91 108 v/s Ratio Prot c0.00 c0.36 0.00 0.31 0.01 0.01 c0.03 c0.02 v/s Ratio Perm 0.07 0.05 v/c Ratio 0.11 0.50 0.07 0.45 0.61 0.23 0.58 0.23 Uniform Delay, d1 3.7 6.2 3.8 6.3 48.5 46.7 46.1 43.9 Progression Factor 1.56 1.17 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.5 0.1 0.6 23.4 1.4 7.6 0.8 Delay 5.9 7.7 3.9 6.9 71.9 48.1 53.8 44.7 Level of Service A A A A E D D D Approach Delay 7.7 6.9 60.0 47.8 Approach LOS A A E D Intersection Summary HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 50.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 665 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 80 Future Volume (vph) 80 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.95 Adj. Flow (vph) 84 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 666 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 442 210 389 517 313 95 v/c Ratio 0.19 0.16 0.19 0.40 0.67 0.20 Control Delay 4.0 0.3 8.4 2.0 47.1 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 0.3 8.4 2.0 47.1 6.1 Queue Length 50th (ft) 34 0 77 2 98 0 Queue Length 95th (ft) 55 0 50 32 125 28 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2348 1312 2046 1300 1069 536 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.19 0.16 0.19 0.40 0.29 0.18 Intersection Summary 667 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 371 176 0 327 434 0 0 0 263 0 80 Future Volume (vph) 0 371 176 0 327 434 0 0 0 263 0 80 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 442 210 0 389 517 0 0 0 313 0 95 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 68 Lane Group Flow (vph) 0 442 210 0 389 517 0 0 0 313 0 27 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 75.6 100.0 63.1 100.0 15.4 27.9 Effective Green, g 75.6 100.0 63.1 100.0 15.4 27.9 Actuated g/C Ratio 0.76 1.00 0.63 1.00 0.15 0.28 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2348 1312 2017 1300 464 373 v/s Ratio Prot 0.14 0.12 c0.10 v/s Ratio Perm 0.16 c0.40 0.02 v/c Ratio 0.19 0.16 0.19 0.40 0.67 0.07 Uniform Delay, d1 3.5 0.0 7.8 0.0 39.9 26.5 Progression Factor 1.00 1.00 0.95 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.3 0.1 0.9 3.5 0.1 Delay 3.6 0.3 7.4 0.9 43.4 26.6 Level of Service A A A A D C Approach Delay 2.6 3.7 0.0 39.5 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 10.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 26.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 668 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 371 176 0 327 434 0 0 0 263 0 80 Future Volume (veh/h) 0 371 176 0 327 434 0 0 0 263 0 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 442 0 0 389 0 313 0 95 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2452 0 2513 397 0 176 Arrive On Green 0.00 0.78 0.00 0.00 0.78 0.00 0.13 0.00 0.13 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 442 0 0 389 0 313 0 95 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 3.6 0.0 0.0 3.0 0.0 9.9 0.0 6.6 Cycle Q Clear(g_c), s 0.0 3.6 0.0 0.0 3.0 0.0 9.9 0.0 6.6 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2452 0 2513 397 0 176 V/C Ratio(X) 0.00 0.18 0.00 0.15 0.79 0.00 0.54 Avail Cap(c_a), veh/h 0 2452 0 2513 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.95 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 2.8 0.0 0.0 2.8 0.0 42.2 0.0 40.7 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 0.0 2.6 0.0 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.9 0.0 0.0 0.7 0.0 3.9 0.0 5.0 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 3.0 0.0 0.0 2.8 0.0 44.8 0.0 42.6 LOS A A A A D A D Approach Vol, veh/h 442 A 389 A 408 Approach Delay, s/veh 3.0 2.8 44.3 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 82.5 17.5 82.5 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 5.6 11.9 5.0 Green Ext Time s 8.6 1.1 4.0 Intersection Summary HCM 6th Ctrl Delay 16.5 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 669 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 521 187 729 633 113 300 298 v/c Ratio 0.22 0.14 0.32 0.45 0.51 0.77 0.74 Control Delay 3.7 0.2 7.3 1.4 45.2 22.7 21.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.7 0.2 7.3 1.4 45.2 22.7 21.1 Queue Length 50th (ft) 21 0 61 1 71 41 37 Queue Length 95th (ft) 125 0 153 1 110 125 115 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2351 1325 2286 1399 666 707 730 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.14 0.32 0.45 0.17 0.42 0.41 Intersection Summary 670 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 464 166 0 649 563 112 0 521 0 0 0 Future Volume (vph) 0 464 166 0 649 563 112 0 521 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1271 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1271 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 521 187 0 729 633 126 0 585 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 200 200 0 0 0 Lane Group Flow (vph) 0 521 187 0 729 633 113 100 98 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 75.0 100.0 75.0 100.0 15.1 15.1 15.1 Effective Green, g 75.0 100.0 75.0 100.0 15.1 15.1 15.1 Actuated g/C Ratio 0.75 1.00 0.75 1.00 0.15 0.15 0.15 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2352 1325 2287 1399 220 191 199 v/s Ratio Prot 0.17 0.24 v/s Ratio Perm 0.14 c0.45 0.08 0.08 0.07 v/c Ratio 0.22 0.14 0.32 0.45 0.51 0.52 0.49 Uniform Delay, d1 3.7 0.0 4.1 0.0 39.1 39.1 38.9 Progression Factor 0.76 1.00 1.38 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.2 1.0 1.5 2.0 1.4 Delay 3.1 0.2 5.9 1.0 40.6 41.1 40.3 Level of Service A A A A D D D Approach Delay 2.3 3.6 40.7 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 12.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 671 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 102 746 100 116 803 232 229 129 12 50 v/c Ratio 0.28 0.48 0.13 0.30 0.51 0.75 0.73 0.32 0.10 0.34 Control Delay 11.4 21.3 5.4 10.7 16.5 52.0 50.7 7.6 44.9 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.4 21.3 5.4 10.7 16.5 52.0 50.7 7.6 44.9 23.8 Queue Length 50th (ft) 25 205 4 21 82 148 145 0 7 6 Queue Length 95th (ft) 53 306 41 45 314 213 209 43 25 42 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 366 1552 [PHONE REDACTED] 487 492 552 141 166 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.48 0.13 0.30 0.51 0.48 0.47 0.23 0.09 0.30 Intersection Summary 672 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 47 47 694 93 10 98 729 18 406 22 120 11 Future Volume (vph) 47 47 694 93 10 98 729 18 406 22 120 11 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1638 3137 1401 1630 3044 1548 1563 1473 1662 Flt Permitted 0.27 1.00 1.00 0.29 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 471 3137 1401 504 3044 1548 1563 1473 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 51 51 746 100 11 105 784 19 437 24 129 12 RTOR Reduction (vph) 0 0 0 51 0 0 1 0 0 0 103 0 Lane Group Flow (vph) 0 102 746 49 0 116 802 0 232 229 26 12 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 56.6 48.6 48.6 56.6 50.1 20.0 20.0 20.0 5.9 Effective Green, g 56.6 48.6 48.6 56.6 50.1 20.0 20.0 20.0 5.9 Actuated g/C Ratio 0.57 0.49 0.49 0.57 0.50 0.20 0.20 0.20 0.06 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 342 1524 [PHONE REDACTED] 309 312 294 98 v/s Ratio Prot 0.02 0.24 c0.02 c0.26 c0.15 0.15 0.01 v/s Ratio Perm 0.15 0.03 0.15 0.02 v/c Ratio 0.30 0.49 0.07 0.31 0.53 0.75 0.73 0.09 0.12 Uniform Delay, d1 10.7 17.3 13.7 10.7 16.9 37.7 37.5 32.6 44.6 Progression Factor 0.92 1.04 1.36 0.84 0.80 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 1.1 0.2 0.3 1.2 9.4 8.2 0.1 0.4 Delay 10.2 19.0 18.8 9.4 14.7 47.0 45.7 32.7 45.0 Level of Service B B B A B D D C D Approach Delay 18.1 14.0 43.4 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 23.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 58.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 673 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 8 38 Future Volume (vph) 8 38 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.88 Flt Protected 1.00 Satd. Flow (prot) 1513 Flt Permitted 1.00 Satd. Flow (perm) 1513 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 9 41 RTOR Reduction (vph) 39 0 Lane Group Flow (vph) 11 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 5.9 Effective Green, g 5.9 Actuated g/C Ratio 0.06 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 89 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.13 Uniform Delay, d1 44.6 Progression Factor 1.00 Incremental Delay, d2 0.5 Delay 45.1 Level of Service D Approach Delay 45.1 Approach LOS D Intersection Summary 674 ---PAGE BREAK--- HCM 6th TWSC 2023 Total Traffic Conditions, 4: Right-In/Right-out Access & OR 214 Weekday AM Peak Hour 10 Report Page 11 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 712 135 0 839 0 36 Future Vol, veh/h 712 135 0 839 0 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 774 147 0 912 0 39 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 461 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.9 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - - 0 - 0 553 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 553 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 12 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 553 - - - HCM Lane V/C Ratio 0.071 - - - HCM Control Delay 12 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.2 - - - 675 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 12 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 32 782 38 709 139 25 20 74 v/c Ratio 0.07 0.42 0.09 0.38 0.51 0.07 0.19 0.47 Control Delay 6.0 8.6 6.2 11.7 48.7 25.0 47.9 24.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 8.6 6.2 11.7 48.7 25.0 47.9 24.1 Queue Length 50th (ft) 4 56 8 127 82 6 12 7 Queue Length 95th (ft) m15 134 16 160 #209 32 36 49 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 436 1860 409 1849 272 553 110 554 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.42 0.09 0.38 0.51 0.05 0.18 0.13 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 676 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 13 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 22 7 687 32 35 631 21 128 11 12 18 10 Future Volume (vph) 22 7 687 32 35 631 21 128 11 12 18 10 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.92 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1637 3092 1662 3068 1662 1602 1662 1510 Flt Permitted 0.34 1.00 0.30 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 577 3092 528 3068 1662 1602 1662 1510 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 24 8 747 35 38 686 23 139 12 13 20 11 RTOR Reduction (vph) 0 0 2 0 0 2 0 0 10 0 0 58 Lane Group Flow (vph) 0 32 780 0 38 707 0 139 15 0 20 16 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 59.9 56.2 59.9 56.3 16.4 20.6 3.0 7.2 Effective Green, g 59.9 56.2 59.9 56.3 16.4 20.6 3.0 7.2 Actuated g/C Ratio 0.60 0.56 0.60 0.56 0.16 0.21 0.03 0.07 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 383 1737 358 1727 272 330 49 108 v/s Ratio Prot 0.00 c0.25 c0.00 0.23 c0.08 0.01 0.01 c0.01 v/s Ratio Perm 0.05 0.06 v/c Ratio 0.08 0.45 0.11 0.41 0.51 0.04 0.41 0.14 Uniform Delay, d1 8.5 12.8 8.6 12.4 38.1 31.8 47.6 43.5 Progression Factor 0.99 0.69 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.8 0.1 0.7 1.2 0.0 4.0 0.4 Delay 8.4 9.7 8.7 13.1 39.4 31.9 51.6 44.0 Level of Service A A A B D C D D Approach Delay 9.6 12.9 38.2 45.6 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 15.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 677 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 14 Movement SBR Lane Configurations Traffic Volume (vph) 58 Future Volume (vph) 58 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 63 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 678 ---PAGE BREAK--- HCM 6th TWSC 2023 Total Traffic Conditions, 6: Oregon Way & Access Weekday AM Peak Hour 10 Report Page 16 Intersection Int Delay, s/veh 5.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 128 2 2 23 53 25 Future Vol, veh/h 128 2 2 23 53 25 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 151 2 2 27 62 29 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 108 77 91 0 - 0 Stage 1 77 - - - - - Stage 2 31 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver [PHONE REDACTED] - - - Stage 1 951 - - - - - Stage 2 997 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver [PHONE REDACTED] - - - Mov Cap-2 Maneuver 893 - - - - - Stage 1 950 - - - - - Stage 2 997 - - - - - Approach EB NB SB HCM Control Delay, s 9.9 0.6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1517 - 894 - - HCM Lane V/C Ratio 0.002 - 0.171 - - HCM Control Delay 7.4 0 9.9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0.6 - - 679 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 768 396 690 660 578 300 v/c Ratio 0.35 0.28 0.40 0.46 0.79 0.48 Control Delay 7.9 0.5 17.0 1.3 43.9 15.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.9 0.5 17.0 1.3 43.9 15.0 Queue Length 50th (ft) 97 0 115 5 178 78 Queue Length 95th (ft) 155 0 167 18 222 139 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2202 1426 1729 1430 1048 636 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.35 0.28 0.40 0.46 0.55 0.47 Intersection Summary 680 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 707 364 0 635 607 0 0 0 532 0 276 Future Volume (vph) 0 707 364 0 635 607 0 0 0 532 0 276 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 768 396 0 690 660 0 0 0 578 0 300 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 79 Lane Group Flow (vph) 0 768 396 0 690 660 0 0 0 578 0 221 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 67.6 100.0 53.1 100.0 23.4 37.9 Effective Green, g 67.6 100.0 53.1 100.0 23.4 37.9 Actuated g/C Ratio 0.68 1.00 0.53 1.00 0.23 0.38 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2203 1426 1731 1430 732 547 v/s Ratio Prot 0.24 0.21 c0.18 v/s Ratio Perm 0.28 c0.46 0.15 v/c Ratio 0.35 0.28 0.40 0.46 0.79 0.40 Uniform Delay, d1 6.9 0.0 14.0 0.0 36.0 22.8 Progression Factor 1.00 1.00 1.10 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.5 0.2 1.0 5.5 0.4 Delay 7.3 0.5 15.6 1.0 41.5 23.1 Level of Service A A B A D C Approach Delay 5.0 8.4 0.0 35.2 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 14.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 681 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 707 364 0 635 607 0 0 0 532 0 276 Future Volume (veh/h) 0 707 364 0 635 607 0 0 0 532 0 276 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 768 0 0 690 0 578 0 300 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2194 0 2194 757 0 347 Arrive On Green 0.00 0.67 0.00 0.00 0.67 0.00 0.24 0.00 0.24 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 768 0 0 690 0 578 0 300 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 10.1 0.0 0.0 8.8 0.0 17.0 0.0 19.9 Cycle Q Clear(g_c), s 0.0 10.1 0.0 0.0 8.8 0.0 17.0 0.0 19.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2194 0 2194 757 0 347 V/C Ratio(X) 0.00 0.35 0.00 0.31 0.76 0.00 0.86 Avail Cap(c_a), veh/h 0 2194 0 2194 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.84 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 7.1 0.0 0.0 6.9 0.0 35.4 0.0 36.5 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.1 0.0 1.8 0.0 10.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.3 0.0 0.0 2.8 0.0 6.6 0.0 15.6 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 7.5 0.0 0.0 7.0 0.0 37.2 0.0 46.6 LOS A A A A D A D Approach Vol, veh/h 768 A 690 A 878 Approach Delay, s/veh 7.5 7.0 40.4 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 71.5 28.5 71.5 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 12.1 21.9 10.8 Green Ext Time s 16.4 2.1 7.6 Intersection Summary HCM 6th Ctrl Delay 19.7 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 682 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1109 198 1084 382 213 300 298 v/c Ratio 0.52 0.14 0.51 0.28 0.57 0.80 0.77 Control Delay 12.6 0.2 7.2 0.4 37.0 42.3 39.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.6 0.2 7.2 0.4 37.0 42.3 39.5 Queue Length 50th (ft) 218 0 62 0 125 157 147 Queue Length 95th (ft) 402 0 184 0 171 229 213 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2141 1403 2120 1387 565 530 546 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.14 0.51 0.28 0.38 0.57 0.55 Intersection Summary 683 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1042 186 0 1019 359 223 0 540 0 0 0 Future Volume (vph) 0 1042 186 0 1019 359 223 0 540 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1302 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1302 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1109 198 0 1084 382 237 0 574 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 49 49 0 0 0 Lane Group Flow (vph) 0 1109 198 0 1084 382 213 251 249 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 65.1 100.0 65.1 100.0 25.0 25.0 25.0 Effective Green, g 65.1 100.0 65.1 100.0 25.0 25.0 25.0 Actuated g/C Ratio 0.65 1.00 0.65 1.00 0.25 0.25 0.25 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2143 1403 2122 1387 376 325 336 v/s Ratio Prot c0.34 0.33 v/s Ratio Perm 0.14 0.28 0.14 0.19 0.19 v/c Ratio 0.52 0.14 0.51 0.28 0.57 0.77 0.74 Uniform Delay, d1 9.2 0.0 9.1 0.0 32.8 34.9 34.5 Progression Factor 1.08 1.00 0.60 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 0.2 0.4 0.4 1.6 10.5 8.1 Delay 10.8 0.2 5.9 0.4 34.4 45.3 42.6 Level of Service B A A A C D D Approach Delay 9.2 4.5 41.5 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 684 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 124 1098 267 237 956 252 250 226 22 109 v/c Ratio 0.44 0.87 0.36 0.78 0.65 0.76 0.75 0.46 0.18 0.60 Control Delay 15.0 35.3 6.0 46.7 20.4 51.0 49.7 7.1 46.7 31.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.0 35.3 6.0 46.7 20.4 51.0 49.7 7.1 46.7 31.8 Queue Length 50th (ft) 25 383 11 92 257 160 158 0 13 21 Queue Length 95th (ft) 81 #516 64 m#258 374 226 223 54 38 #77 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 284 1257 [PHONE REDACTED] 459 465 593 132 189 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.44 0.87 0.36 0.78 0.65 0.55 0.54 0.38 0.17 0.58 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 685 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 28 85 999 243 6 209 854 16 432 25 206 20 Future Volume (vph) 28 85 999 243 6 209 854 16 432 25 206 20 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1654 3197 1458 1662 3190 1533 1550 1451 1662 Flt Permitted 0.19 1.00 1.00 0.10 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 333 3197 1458 178 3190 1533 1550 1451 1662 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 31 93 1098 267 7 230 938 18 475 27 226 22 RTOR Reduction (vph) 0 0 0 162 0 0 1 0 0 0 177 0 Lane Group Flow (vph) 0 124 1098 105 0 237 955 0 252 250 49 22 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 53.4 39.3 39.3 53.4 45.8 21.6 21.6 21.6 7.5 Effective Green, g 53.4 39.3 39.3 53.4 45.8 21.6 21.6 21.6 7.5 Actuated g/C Ratio 0.53 0.39 0.39 0.53 0.46 0.22 0.22 0.22 0.08 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 278 1256 [PHONE REDACTED] 331 334 313 124 v/s Ratio Prot 0.03 c0.34 c0.11 0.30 c0.16 0.16 0.01 v/s Ratio Perm 0.20 0.07 0.31 0.03 v/c Ratio 0.45 0.87 0.18 0.78 0.65 0.76 0.75 0.16 0.18 Uniform Delay, d1 13.5 28.1 19.9 23.6 21.0 36.8 36.7 31.8 43.4 Progression Factor 0.92 0.90 1.50 1.35 0.80 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 7.5 0.6 10.5 2.1 9.5 8.4 0.2 0.5 Delay 13.1 32.7 30.3 42.3 18.8 46.3 45.1 32.0 43.9 Level of Service B C C D B D D C D Approach Delay 30.6 23.5 41.4 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 31.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 78.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 686 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 31 68 Future Volume (vph) 31 68 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1511 Flt Permitted 1.00 Satd. Flow (perm) 1511 Peak-hour factor, PHF 0.91 0.91 Adj. Flow (vph) 34 75 RTOR Reduction (vph) 69 0 Lane Group Flow (vph) 40 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.5 Effective Green, g 7.5 Actuated g/C Ratio 0.08 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 113 v/s Ratio Prot c0.03 v/s Ratio Perm v/c Ratio 0.35 Uniform Delay, d1 43.9 Progression Factor 1.00 Incremental Delay, d2 1.4 Delay 45.3 Level of Service D Approach Delay 45.1 Approach LOS D Intersection Summary 687 ---PAGE BREAK--- HCM 6th TWSC 2023 Total Traffic Conditions, 4: Right-In/Right-out Access & OR 214 Weekday PM Peak Hour 10 Report Page 11 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1093 94 0 1107 0 10 Future Vol, veh/h 1093 94 0 1107 0 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 1214 104 0 1230 0 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 659 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.9 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - - 0 - 0 411 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 411 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 14 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 411 - - - HCM Lane V/C Ratio 0.027 - - - HCM Control Delay 14 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.1 - - - 688 ---PAGE BREAK--- Queues 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 12 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 37 1126 42 994 119 23 53 104 v/c Ratio 0.11 0.55 0.14 0.48 0.78 0.12 0.29 0.55 Control Delay 5.7 9.9 5.0 10.2 80.7 33.0 47.0 25.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.7 9.9 5.0 10.2 80.7 33.0 47.0 25.0 Queue Length 50th (ft) 5 96 5 146 ~97 9 30 12 Queue Length 95th (ft) m9 m172 16 231 #210 33 #82 62 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 353 2057 310 2085 153 550 188 568 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.55 0.14 0.48 0.78 0.04 0.28 0.18 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 689 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 13 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 12 23 999 70 40 901 44 113 14 8 50 19 Future Volume (vph) 12 23 999 70 40 901 44 113 14 8 50 19 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.95 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1651 3166 1662 3206 1662 1651 1662 1526 Flt Permitted 0.23 1.00 0.19 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 407 3166 336 3206 1662 1651 1662 1526 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 13 24 1052 74 42 948 46 119 15 8 53 20 RTOR Reduction (vph) 0 0 3 0 0 2 0 0 7 0 0 76 Lane Group Flow (vph) 0 37 1123 0 42 992 0 119 16 0 53 28 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 64.6 60.9 64.6 61.0 9.2 8.8 10.1 9.7 Effective Green, g 64.6 60.9 64.6 61.0 9.2 8.8 10.1 9.7 Actuated g/C Ratio 0.65 0.61 0.65 0.61 0.09 0.09 0.10 0.10 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 307 1928 266 1955 152 145 167 148 v/s Ratio Prot 0.00 c0.35 c0.01 0.31 c0.07 0.01 0.03 c0.02 v/s Ratio Perm 0.07 0.10 v/c Ratio 0.12 0.58 0.16 0.51 0.78 0.11 0.32 0.19 Uniform Delay, d1 7.1 11.8 7.6 11.0 44.4 42.0 41.7 41.5 Progression Factor 1.34 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.8 0.2 0.9 21.9 0.2 0.8 0.5 Delay 9.6 11.6 7.8 12.0 66.3 42.2 42.5 42.0 Level of Service A B A B E D D D Approach Delay 11.6 11.8 62.4 42.2 Approach LOS B B E D Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 690 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 14 Movement SBR Lane Configurations Traffic Volume (vph) 80 Future Volume (vph) 80 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.95 Adj. Flow (vph) 84 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 691 ---PAGE BREAK--- HCM 6th TWSC 2023 Total Traffic Conditions, 6: Oregon Way & Access Weekday PM Peak Hour 10 Report Page 16 Intersection Int Delay, s/veh 3.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 93 1 1 42 126 3 Future Vol, veh/h 93 1 1 42 126 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 109 1 1 49 148 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 201 150 152 0 - 0 Stage 1 150 - - - - - Stage 2 51 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver [PHONE REDACTED] - - - Stage 1 883 - - - - - Stage 2 977 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver [PHONE REDACTED] - - - Mov Cap-2 Maneuver 791 - - - - - Stage 1 882 - - - - - Stage 2 977 - - - - - Approach EB NB SB HCM Control Delay, s 10.3 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1441 - 792 - - HCM Lane V/C Ratio 0.001 - 0.14 - - HCM Control Delay 7.5 0 10.3 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.5 - - 692 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 457 319 423 587 332 100 v/c Ratio 0.20 0.24 0.21 0.45 0.69 0.21 Control Delay 4.2 0.4 7.4 2.3 47.0 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.2 0.4 7.4 2.3 47.0 5.9 Queue Length 50th (ft) 37 0 44 34 104 0 Queue Length 95th (ft) 59 0 60 14 131 29 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2329 1312 2026 1300 1069 541 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.24 0.21 0.45 0.31 0.18 Intersection Summary 693 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 384 268 0 355 493 0 0 0 279 0 84 Future Volume (vph) 0 384 268 0 355 493 0 0 0 279 0 84 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 457 319 0 423 587 0 0 0 332 0 100 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 72 Lane Group Flow (vph) 0 457 319 0 423 587 0 0 0 332 0 29 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 75.0 100.0 62.5 100.0 16.0 28.5 Effective Green, g 75.0 100.0 62.5 100.0 16.0 28.5 Actuated g/C Ratio 0.75 1.00 0.62 1.00 0.16 0.28 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2330 1312 1998 1300 482 381 v/s Ratio Prot 0.15 0.13 c0.11 v/s Ratio Perm 0.24 c0.45 0.02 v/c Ratio 0.20 0.24 0.21 0.45 0.69 0.07 Uniform Delay, d1 3.7 0.0 8.1 0.0 39.6 26.1 Progression Factor 1.00 1.00 0.80 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.4 0.1 1.1 3.7 0.1 Delay 3.9 0.4 6.5 1.1 43.4 26.2 Level of Service A A A A D C Approach Delay 2.4 3.4 0.0 39.4 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 10.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 27.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 694 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 384 268 0 355 493 0 0 0 279 0 84 Future Volume (veh/h) 0 384 268 0 355 493 0 0 0 279 0 84 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 457 0 0 423 0 332 0 100 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2431 0 2492 417 0 185 Arrive On Green 0.00 0.77 0.00 0.00 0.77 0.00 0.14 0.00 0.14 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 457 0 0 423 0 332 0 100 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 3.9 0.0 0.0 3.4 0.0 10.5 0.0 6.9 Cycle Q Clear(g_c), s 0.0 3.9 0.0 0.0 3.4 0.0 10.5 0.0 6.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2431 0 2492 417 0 185 V/C Ratio(X) 0.00 0.19 0.00 0.17 0.80 0.00 0.54 Avail Cap(c_a), veh/h 0 2431 0 2492 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.93 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 3.0 0.0 0.0 3.0 0.0 41.8 0.0 40.2 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 0.0 2.6 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.0 0.0 0.0 0.8 0.0 4.1 0.0 5.3 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 3.2 0.0 0.0 3.0 0.0 44.4 0.0 42.1 LOS A A A A D A D Approach Vol, veh/h 457 A 423 A 432 Approach Delay, s/veh 3.2 3.0 43.9 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 81.8 18.2 81.8 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 5.9 12.5 5.4 Green Ext Time s 8.9 1.1 4.4 Intersection Summary HCM 6th Ctrl Delay 16.5 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 695 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 539 194 821 779 117 299 297 v/c Ratio 0.23 0.15 0.36 0.56 0.51 0.77 0.75 Control Delay 4.4 0.2 6.8 2.1 44.6 24.3 22.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.4 0.2 6.8 2.1 44.6 24.3 22.7 Queue Length 50th (ft) 22 0 122 12 74 48 45 Queue Length 95th (ft) 127 0 106 4 112 131 123 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2336 1325 2271 1399 666 701 724 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.15 0.36 0.56 0.18 0.43 0.41 Intersection Summary 696 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 480 173 0 731 693 116 0 519 0 0 0 Future Volume (vph) 0 480 173 0 731 693 116 0 519 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1271 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1271 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 539 194 0 821 779 130 0 583 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 189 189 0 0 0 Lane Group Flow (vph) 0 539 194 0 821 779 117 110 108 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 74.5 100.0 74.5 100.0 15.6 15.6 15.6 Effective Green, g 74.5 100.0 74.5 100.0 15.6 15.6 15.6 Actuated g/C Ratio 0.74 1.00 0.74 1.00 0.16 0.16 0.16 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2337 1325 2272 1399 228 198 206 v/s Ratio Prot 0.17 0.27 v/s Ratio Perm 0.15 c0.56 0.08 0.09 0.08 v/c Ratio 0.23 0.15 0.36 0.56 0.51 0.56 0.52 Uniform Delay, d1 3.9 0.0 4.4 0.0 38.7 39.0 38.8 Progression Factor 0.85 1.00 1.17 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.2 1.2 1.5 2.7 1.8 Delay 3.6 0.2 5.4 1.2 40.2 41.7 40.6 Level of Service A A A A D D D Approach Delay 2.7 3.4 41.0 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 12.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 45.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 697 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 105 702 190 133 749 383 382 159 12 53 v/c Ratio 0.34 0.54 0.27 0.41 0.56 0.87 0.86 0.30 0.10 0.35 Control Delay 16.3 26.3 6.4 14.6 21.7 54.0 52.8 5.7 44.8 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.3 26.3 6.4 14.6 21.7 54.0 52.8 5.7 44.8 24.8 Queue Length 50th (ft) 44 218 13 47 211 235 233 0 7 7 Queue Length 95th (ft) 57 289 41 36 281 #385 #382 45 25 44 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 309 1301 [PHONE REDACTED] 491 495 575 141 167 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 0.54 0.27 0.41 0.56 0.78 0.77 0.28 0.09 0.32 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 698 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 49 48 653 177 8 115 679 18 685 26 148 11 Future Volume (vph) 49 48 653 177 8 115 679 18 685 26 148 11 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1638 3137 1400 1630 3044 1548 1560 1473 1662 Flt Permitted 0.27 1.00 1.00 0.28 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 460 3137 1400 484 3044 1548 1560 1473 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 53 52 702 190 9 124 730 19 737 28 159 12 RTOR Reduction (vph) 0 0 0 113 0 0 2 0 0 0 114 0 Lane Group Flow (vph) 0 105 702 77 0 133 747 0 383 382 45 12 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 48.0 40.6 40.6 48.0 42.5 28.6 28.6 28.6 5.9 Effective Green, g 48.0 40.6 40.6 48.0 42.5 28.6 28.6 28.6 5.9 Actuated g/C Ratio 0.48 0.41 0.41 0.48 0.42 0.29 0.29 0.29 0.06 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 285 1273 [PHONE REDACTED] 442 446 421 98 v/s Ratio Prot 0.02 0.22 c0.03 c0.25 c0.25 0.24 0.01 v/s Ratio Perm 0.16 0.06 0.17 0.03 v/c Ratio 0.37 0.55 0.14 0.42 0.58 0.87 0.86 0.11 0.12 Uniform Delay, d1 15.3 22.7 18.7 15.5 21.9 33.9 33.8 26.3 44.6 Progression Factor 0.93 1.02 1.55 0.74 0.85 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 1.7 0.5 0.6 1.8 16.0 14.7 0.1 0.4 Delay 14.8 24.8 29.4 12.1 20.4 49.9 48.5 26.4 45.0 Level of Service B C C B C D D C D Approach Delay 24.6 19.2 45.3 Approach LOS C B D Intersection Summary HCM 2000 Control Delay 30.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 699 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 10 39 Future Volume (vph) 10 39 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.88 Flt Protected 1.00 Satd. Flow (prot) 1521 Flt Permitted 1.00 Satd. Flow (perm) 1521 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 11 42 RTOR Reduction (vph) 40 0 Lane Group Flow (vph) 13 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 5.9 Effective Green, g 5.9 Actuated g/C Ratio 0.06 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 89 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.15 Uniform Delay, d1 44.7 Progression Factor 1.00 Incremental Delay, d2 0.6 Delay 45.2 Level of Service D Approach Delay 45.2 Approach LOS D Intersection Summary 700 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 18 849 5 797 23 17 21 75 v/c Ratio 0.03 0.34 0.01 0.33 0.23 0.15 0.22 0.47 Control Delay 4.8 5.9 3.6 5.7 50.4 34.4 50.1 23.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 5.9 3.6 5.7 50.4 34.4 50.1 23.7 Queue Length 50th (ft) 4 123 0 31 14 6 13 6 Queue Length 95th (ft) m5 100 4 168 40 27 37 49 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 532 2515 519 2437 104 559 103 554 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.34 0.01 0.33 0.22 0.03 0.20 0.14 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 701 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 7 9 736 45 5 711 22 21 9 6 19 9 Future Volume (vph) 7 9 736 45 5 711 22 21 9 6 19 9 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.94 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1647 3088 1662 3069 1662 1633 1662 1505 Flt Permitted 0.33 1.00 0.31 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 576 3088 550 3069 1662 1633 1662 1505 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 8 10 800 49 5 773 24 23 10 7 21 10 RTOR Reduction (vph) 0 0 2 0 0 1 0 0 7 0 0 61 Lane Group Flow (vph) 0 18 847 0 5 796 0 23 10 0 21 14 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 75.2 74.1 75.2 72.9 2.6 5.7 2.6 5.7 Effective Green, g 75.2 74.1 75.2 72.9 2.6 5.7 2.6 5.7 Actuated g/C Ratio 0.75 0.74 0.75 0.73 0.03 0.06 0.03 0.06 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 457 2288 425 2237 43 93 43 85 v/s Ratio Prot c0.00 c0.27 0.00 0.26 c0.01 0.01 0.01 c0.01 v/s Ratio Perm 0.03 0.01 v/c Ratio 0.04 0.37 0.01 0.36 0.53 0.11 0.49 0.16 Uniform Delay, d1 3.2 4.6 3.2 5.0 48.1 44.7 48.0 44.9 Progression Factor 1.41 1.25 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.0 0.4 9.6 0.4 6.2 0.7 Delay 4.5 6.2 3.2 5.4 57.7 45.1 54.3 45.5 Level of Service A A A A E D D D Approach Delay 6.2 5.4 52.3 47.4 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 9.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 39.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 702 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 60 Future Volume (vph) 60 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 65 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 703 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 823 471 728 708 771 312 v/c Ratio 0.41 0.33 0.47 0.50 0.84 0.45 Control Delay 11.3 0.6 19.5 1.9 41.8 13.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.3 0.6 19.5 1.9 41.8 13.5 Queue Length 50th (ft) 131 0 130 21 236 82 Queue Length 95th (ft) 202 0 143 34 280 135 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2024 1426 1548 1430 1062 694 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.41 0.33 0.47 0.50 0.73 0.45 Intersection Summary 704 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 757 433 0 670 651 0 0 0 709 0 287 Future Volume (vph) 0 757 433 0 670 651 0 0 0 709 0 287 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 823 471 0 728 708 0 0 0 771 0 312 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 64 Lane Group Flow (vph) 0 823 471 0 728 708 0 0 0 771 0 248 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 61.7 100.0 47.2 100.0 29.3 43.8 Effective Green, g 61.7 100.0 47.2 100.0 29.3 43.8 Actuated g/C Ratio 0.62 1.00 0.47 1.00 0.29 0.44 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2011 1426 1538 1430 917 632 v/s Ratio Prot 0.25 0.22 c0.25 v/s Ratio Perm 0.33 c0.50 0.17 v/c Ratio 0.41 0.33 0.47 0.50 0.84 0.39 Uniform Delay, d1 9.8 0.0 17.9 0.0 33.2 19.1 Progression Factor 1.00 1.00 0.97 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.6 0.3 1.0 6.9 0.3 Delay 10.4 0.6 17.8 1.0 40.1 19.4 Level of Service B A B A D B Approach Delay 6.9 9.5 0.0 34.1 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 705 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2033 Background Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 757 433 0 670 651 0 0 0 709 0 287 Future Volume (veh/h) 0 757 433 0 670 651 0 0 0 709 0 287 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 823 0 0 728 0 771 0 312 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2073 0 2073 873 0 401 Arrive On Green 0.00 0.63 0.00 0.00 0.63 0.00 0.28 0.00 0.28 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 823 0 0 728 0 771 0 312 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 12.3 0.0 0.0 10.5 0.0 23.4 0.0 19.9 Cycle Q Clear(g_c), s 0.0 12.3 0.0 0.0 10.5 0.0 23.4 0.0 19.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2073 0 2073 873 0 401 V/C Ratio(X) 0.00 0.40 0.00 0.35 0.88 0.00 0.78 Avail Cap(c_a), veh/h 0 2073 0 2073 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.80 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 9.0 0.0 0.0 8.6 0.0 34.6 0.0 33.3 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.1 0.0 7.4 0.0 6.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 4.2 0.0 0.0 3.5 0.0 9.7 0.0 15.6 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 9.5 0.0 0.0 8.8 0.0 42.0 0.0 39.3 LOS A A A A D A D Approach Vol, veh/h 823 A 728 A 1083 Approach Delay, s/veh 9.5 8.8 41.2 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 67.8 32.2 67.8 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 14.3 25.4 12.5 Green Ext Time s 17.6 2.3 8.0 Intersection Summary HCM 6th Ctrl Delay 22.4 HCM 6th LOS C Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 706 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1315 206 1159 462 222 344 346 v/c Ratio 0.66 0.15 0.59 0.33 0.50 0.84 0.82 Control Delay 16.8 0.2 9.0 0.4 31.9 47.0 44.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.8 0.2 9.0 0.4 31.9 47.0 44.4 Queue Length 50th (ft) 402 0 220 0 120 198 189 Queue Length 95th (ft) 503 m0 231 m0 175 293 277 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 1996 1403 1976 1387 565 512 529 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.15 0.59 0.33 0.39 0.67 0.65 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 707 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1236 194 0 1089 434 232 0 625 0 0 0 Future Volume (vph) 0 1236 194 0 1089 434 232 0 625 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1301 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1301 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1315 206 0 1159 462 247 0 665 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 26 26 0 0 0 Lane Group Flow (vph) 0 1315 206 0 1159 462 222 318 320 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 60.6 100.0 60.6 100.0 29.5 29.5 29.5 Effective Green, g 60.6 100.0 60.6 100.0 29.5 29.5 29.5 Actuated g/C Ratio 0.61 1.00 0.61 1.00 0.29 0.29 0.29 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 1994 1403 1975 1387 443 383 397 v/s Ratio Prot c0.40 0.36 v/s Ratio Perm 0.15 0.33 0.15 0.24 0.24 v/c Ratio 0.66 0.15 0.59 0.33 0.50 0.83 0.81 Uniform Delay, d1 12.9 0.0 12.0 0.0 29.2 32.9 32.6 Progression Factor 1.05 1.00 0.60 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.2 0.6 0.4 0.7 13.9 11.0 Delay 15.0 0.2 7.8 0.4 29.8 46.8 43.6 Level of Service B A A A C D D Approach Delay 13.0 5.7 41.5 0.0 Approach LOS B A D A Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 73.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 708 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 129 1197 574 296 928 352 356 252 23 117 v/c Ratio 0.52 1.12 0.68 0.94 0.71 0.86 0.86 0.44 0.18 0.64 Control Delay 20.5 94.7 9.3 70.5 23.0 55.6 55.6 6.1 46.7 35.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.5 94.7 9.3 70.5 23.0 55.6 55.6 6.1 46.7 35.1 Queue Length 50th (ft) 30 ~454 25 ~153 274 216 220 0 14 26 Queue Length 95th (ft) m77 #592 146 #344 310 #355 #358 56 39 #95 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 249 1070 [PHONE REDACTED] 459 464 611 132 190 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 1.12 0.68 0.94 0.71 0.77 0.77 0.41 0.17 0.62 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 709 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 29 88 1089 522 16 253 827 17 615 29 229 21 Future Volume (vph) 29 88 1089 522 16 253 827 17 615 29 229 21 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1654 3197 1458 1660 3190 1533 1548 1451 1662 Flt Permitted 0.18 1.00 1.00 0.12 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 308 3197 1458 209 3190 1533 1548 1451 1662 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 32 97 1197 574 18 278 909 19 676 32 252 23 RTOR Reduction (vph) 0 0 0 361 0 0 1 0 0 0 185 0 Lane Group Flow (vph) 0 129 1197 213 0 296 927 0 352 356 67 23 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 48.2 33.5 33.5 48.2 41.0 26.7 26.7 26.7 7.6 Effective Green, g 48.2 33.5 33.5 48.2 41.0 26.7 26.7 26.7 7.6 Actuated g/C Ratio 0.48 0.34 0.34 0.48 0.41 0.27 0.27 0.27 0.08 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 245 1070 [PHONE REDACTED] 409 413 387 126 v/s Ratio Prot 0.04 c0.37 c0.14 0.29 0.23 c0.23 0.01 v/s Ratio Perm 0.22 0.15 0.32 0.05 v/c Ratio 0.53 1.12 0.44 0.94 0.71 0.86 0.86 0.17 0.18 Uniform Delay, d1 16.6 33.2 25.9 27.8 24.5 34.9 34.9 28.2 43.3 Progression Factor 1.05 0.95 1.82 1.35 0.77 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 63.4 2.1 34.0 3.0 16.5 16.5 0.2 0.5 Delay 18.5 95.0 49.3 71.4 22.0 51.4 51.4 28.3 43.8 Level of Service B F D E C D D C D Approach Delay 76.0 34.0 45.3 Approach LOS E C D Intersection Summary HCM 2000 Control Delay 55.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.94 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 86.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 710 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 36 70 Future Volume (vph) 36 70 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1521 Flt Permitted 1.00 Satd. Flow (perm) 1521 Peak-hour factor, PHF 0.91 0.91 Adj. Flow (vph) 40 77 RTOR Reduction (vph) 69 0 Lane Group Flow (vph) 48 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.6 Effective Green, g 7.6 Actuated g/C Ratio 0.08 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 115 v/s Ratio Prot c0.03 v/s Ratio Perm v/c Ratio 0.41 Uniform Delay, d1 44.1 Progression Factor 1.00 Incremental Delay, d2 1.8 Delay 45.8 Level of Service D Approach Delay 45.5 Approach LOS D Intersection Summary 711 ---PAGE BREAK--- Queues 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 40 1240 22 1091 31 24 55 110 v/c Ratio 0.11 0.53 0.07 0.47 0.34 0.19 0.41 0.55 Control Delay 5.6 10.8 4.2 8.8 55.8 35.3 54.0 24.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 10.8 4.2 8.8 55.8 35.3 54.0 24.5 Queue Length 50th (ft) 7 132 3 168 19 10 31 14 Queue Length 95th (ft) m8 m143 10 268 50 34 #85 64 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 366 2341 322 2309 93 551 136 571 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.11 0.53 0.07 0.47 0.33 0.04 0.40 0.19 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 712 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 15 23 1075 103 21 991 46 29 15 8 52 21 Future Volume (vph) 15 23 1075 103 21 991 46 29 15 8 52 21 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.95 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1649 3156 1662 3207 1662 1655 1662 1528 Flt Permitted 0.22 1.00 0.18 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 384 3156 321 3207 1662 1655 1662 1528 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 16 24 1132 108 22 1043 48 31 16 8 55 22 RTOR Reduction (vph) 0 0 4 0 0 2 0 0 8 0 0 81 Lane Group Flow (vph) 0 40 1236 0 22 1089 0 31 16 0 55 29 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 71.6 69.3 71.6 68.0 3.4 4.9 7.0 8.5 Effective Green, g 71.6 69.3 71.6 68.0 3.4 4.9 7.0 8.5 Actuated g/C Ratio 0.72 0.69 0.72 0.68 0.03 0.05 0.07 0.08 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 320 2187 260 2180 56 81 116 129 v/s Ratio Prot c0.00 c0.39 0.00 0.34 0.02 0.01 c0.03 c0.02 v/s Ratio Perm 0.08 0.06 v/c Ratio 0.12 0.57 0.08 0.50 0.55 0.20 0.47 0.23 Uniform Delay, d1 4.7 7.7 5.0 7.8 47.6 45.7 44.7 42.7 Progression Factor 1.44 1.37 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.1 0.8 9.1 0.9 2.2 0.7 Delay 6.8 10.9 5.1 8.6 56.7 46.6 46.9 43.4 Level of Service A B A A E D D D Approach Delay 10.8 8.5 52.3 44.5 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 12.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 52.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 713 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Background Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 84 Future Volume (vph) 84 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.95 Adj. Flow (vph) 88 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 714 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 468 319 433 649 393 100 v/c Ratio 0.21 0.24 0.22 0.50 0.72 0.20 Control Delay 5.0 0.4 7.7 3.4 46.1 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.0 0.4 7.7 3.4 46.1 5.4 Queue Length 50th (ft) 42 0 32 52 122 0 Queue Length 95th (ft) 67 0 72 82 150 28 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2265 1312 1960 1300 1069 547 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.24 0.22 0.50 0.37 0.18 Intersection Summary 715 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 393 268 0 364 545 0 0 0 330 0 84 Future Volume (vph) 0 393 268 0 364 545 0 0 0 330 0 84 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 468 319 0 433 649 0 0 0 393 0 100 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 69 Lane Group Flow (vph) 0 468 319 0 433 649 0 0 0 393 0 31 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 72.9 100.0 60.4 100.0 18.1 30.6 Effective Green, g 72.9 100.0 60.4 100.0 18.1 30.6 Actuated g/C Ratio 0.73 1.00 0.60 1.00 0.18 0.31 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2265 1312 1930 1300 545 410 v/s Ratio Prot 0.15 0.14 c0.13 v/s Ratio Perm 0.24 c0.50 0.02 v/c Ratio 0.21 0.24 0.22 0.50 0.72 0.07 Uniform Delay, d1 4.3 0.0 9.1 0.0 38.6 24.6 Progression Factor 1.00 1.00 0.74 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.4 0.1 1.3 4.4 0.1 Delay 4.5 0.4 6.8 1.3 43.0 24.7 Level of Service A A A A D C Approach Delay 2.9 3.5 0.0 39.3 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 10.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 29.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 716 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 393 268 0 364 545 0 0 0 330 0 84 Future Volume (veh/h) 0 393 268 0 364 545 0 0 0 330 0 84 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 468 0 0 433 0 393 0 100 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2366 0 2425 481 0 213 Arrive On Green 0.00 0.75 0.00 0.00 0.75 0.00 0.16 0.00 0.16 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 468 0 0 433 0 393 0 100 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 4.3 0.0 0.0 3.8 0.0 12.4 0.0 6.7 Cycle Q Clear(g_c), s 0.0 4.3 0.0 0.0 3.8 0.0 12.4 0.0 6.7 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2366 0 2425 481 0 213 V/C Ratio(X) 0.00 0.20 0.00 0.18 0.82 0.00 0.47 Avail Cap(c_a), veh/h 0 2366 0 2425 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.91 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 3.6 0.0 0.0 3.5 0.0 40.7 0.0 38.3 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 0.0 2.6 0.0 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.2 0.0 0.0 1.0 0.0 4.8 0.0 5.2 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 3.8 0.0 0.0 3.6 0.0 43.3 0.0 39.5 LOS A A A A D A D Approach Vol, veh/h 468 A 433 A 493 Approach Delay, s/veh 3.8 3.6 42.6 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 79.8 20.2 79.8 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 6.3 14.4 5.8 Green Ext Time s 9.1 1.3 4.5 Intersection Summary HCM 6th Ctrl Delay 17.4 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 717 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 607 194 890 837 117 327 326 v/c Ratio 0.28 0.15 0.42 0.60 0.40 0.82 0.80 Control Delay 8.5 0.2 9.9 2.4 35.9 32.0 29.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.5 0.2 9.9 2.4 35.9 32.0 29.7 Queue Length 50th (ft) 26 0 144 12 69 100 93 Queue Length 95th (ft) 211 0 230 0 101 175 164 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2201 1325 2140 1399 666 678 701 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.15 0.42 0.60 0.18 0.48 0.47 Intersection Summary 718 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 540 173 0 792 745 116 0 570 0 0 0 Future Volume (vph) 0 540 173 0 792 745 116 0 570 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1271 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1271 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 607 194 0 890 837 130 0 640 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 146 146 0 0 0 Lane Group Flow (vph) 0 607 194 0 890 837 117 181 180 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 70.2 100.0 70.2 100.0 19.9 19.9 19.9 Effective Green, g 70.2 100.0 70.2 100.0 19.9 19.9 19.9 Actuated g/C Ratio 0.70 1.00 0.70 1.00 0.20 0.20 0.20 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2202 1325 2141 1399 290 252 262 v/s Ratio Prot 0.19 0.29 v/s Ratio Perm 0.15 c0.60 0.08 0.14 0.14 v/c Ratio 0.28 0.15 0.42 0.60 0.40 0.72 0.69 Uniform Delay, d1 5.5 0.0 6.3 0.0 34.9 37.4 37.2 Progression Factor 1.15 1.00 1.18 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.2 0.3 1.4 0.7 8.8 6.7 Delay 6.6 0.2 7.6 1.4 35.6 46.3 43.9 Level of Service A A A A D D D Approach Delay 5.1 4.6 43.6 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 13.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 719 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 105 822 190 135 871 383 382 162 12 53 v/c Ratio 0.40 0.63 0.27 0.48 0.65 0.87 0.86 0.30 0.10 0.35 Control Delay 16.2 26.9 5.6 17.3 24.2 54.0 52.8 5.7 44.8 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.2 26.9 5.6 17.3 24.2 54.0 52.8 5.7 44.8 24.8 Queue Length 50th (ft) 46 271 21 24 268 235 233 0 7 7 Queue Length 95th (ft) 56 290 33 m54 346 #385 #382 45 25 44 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 266 1301 [PHONE REDACTED] 491 495 578 141 167 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.63 0.27 0.48 0.65 0.78 0.77 0.28 0.09 0.32 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 720 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 49 48 764 177 10 115 792 18 685 26 151 11 Future Volume (vph) 49 48 764 177 10 115 792 18 685 26 151 11 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1638 3137 1400 1630 3044 1548 1560 1473 1662 Flt Permitted 0.21 1.00 1.00 0.22 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 361 3137 1400 380 3044 1548 1560 1473 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 53 52 822 190 11 124 852 19 737 28 162 12 RTOR Reduction (vph) 0 0 0 113 0 0 1 0 0 0 116 0 Lane Group Flow (vph) 0 105 822 77 0 135 870 0 383 382 46 12 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 48.0 40.6 40.6 48.0 42.5 28.6 28.6 28.6 5.9 Effective Green, g 48.0 40.6 40.6 48.0 42.5 28.6 28.6 28.6 5.9 Actuated g/C Ratio 0.48 0.41 0.41 0.48 0.42 0.29 0.29 0.29 0.06 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 243 1273 [PHONE REDACTED] 442 446 421 98 v/s Ratio Prot 0.02 0.26 c0.04 c0.29 c0.25 0.24 0.01 v/s Ratio Perm 0.18 0.06 0.20 0.03 v/c Ratio 0.43 0.65 0.14 0.49 0.67 0.87 0.86 0.11 0.12 Uniform Delay, d1 15.9 23.9 18.7 16.1 23.2 33.9 33.8 26.3 44.6 Progression Factor 0.84 0.96 1.34 0.81 0.88 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 2.4 0.5 0.9 2.6 16.0 14.7 0.1 0.4 Delay 14.1 25.4 25.4 13.9 22.9 49.9 48.5 26.4 45.0 Level of Service B C C B C D D C D Approach Delay 24.4 21.7 45.2 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 30.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 69.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 721 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday AM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 10 39 Future Volume (vph) 10 39 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.88 Flt Protected 1.00 Satd. Flow (prot) 1521 Flt Permitted 1.00 Satd. Flow (perm) 1521 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 11 42 RTOR Reduction (vph) 40 0 Lane Group Flow (vph) 13 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 5.9 Effective Green, g 5.9 Actuated g/C Ratio 0.06 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 89 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.15 Uniform Delay, d1 44.7 Progression Factor 1.00 Incremental Delay, d2 0.6 Delay 45.2 Level of Service D Approach Delay 45.2 Approach LOS D Intersection Summary 722 ---PAGE BREAK--- HCM 6th TWSC 2033 Total Traffic Conditions, 4: Right-In/Right-out Access & OR 214 Weekday AM Peak Hour 10 Report Page 11 Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 774 135 0 915 0 36 Future Vol, veh/h 774 135 0 915 0 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 841 147 0 995 0 39 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 494 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.9 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - - 0 - 0 526 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 526 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 12.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 526 - - - HCM Lane V/C Ratio 0.074 - - - HCM Control Delay 12.4 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.2 - - - 723 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 12 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 33 848 38 777 151 27 21 78 v/c Ratio 0.08 0.45 0.10 0.41 0.61 0.08 0.21 0.48 Control Delay 8.5 13.0 5.7 11.2 54.6 26.0 49.9 24.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.5 13.0 5.7 11.2 54.6 26.0 49.9 24.6 Queue Length 50th (ft) 10 157 8 144 90 7 13 8 Queue Length 95th (ft) m11 133 15 166 #260 34 37 52 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 415 1900 390 1886 249 557 103 558 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.45 0.10 0.41 0.61 0.05 0.20 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 724 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 13 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 22 8 743 37 35 693 22 139 13 12 19 12 Future Volume (vph) 22 8 743 37 35 693 22 139 13 12 19 12 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.93 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1638 3092 1662 3069 1662 1613 1662 1515 Flt Permitted 0.31 1.00 0.28 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 530 3092 486 3069 1662 1613 1662 1515 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 24 9 808 40 38 753 24 151 14 13 21 13 RTOR Reduction (vph) 0 0 3 0 0 2 0 0 10 0 0 60 Lane Group Flow (vph) 0 33 845 0 38 775 0 151 17 0 21 18 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 61.1 57.4 61.1 57.5 15.0 19.8 2.6 7.4 Effective Green, g 61.1 57.4 61.1 57.5 15.0 19.8 2.6 7.4 Actuated g/C Ratio 0.61 0.57 0.61 0.58 0.15 0.20 0.03 0.07 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 363 1774 340 1764 249 319 43 112 v/s Ratio Prot 0.00 c0.27 c0.00 0.25 c0.09 0.01 0.01 c0.01 v/s Ratio Perm 0.05 0.06 v/c Ratio 0.09 0.48 0.11 0.44 0.61 0.05 0.49 0.16 Uniform Delay, d1 8.1 12.5 8.2 12.1 39.7 32.5 48.0 43.4 Progression Factor 1.59 1.13 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.8 0.1 0.8 3.5 0.0 6.2 0.5 Delay 12.9 14.9 8.3 12.9 43.2 32.5 54.3 43.9 Level of Service B B A B D C D D Approach Delay 14.9 12.7 41.6 46.1 Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 53.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 725 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday AM Peak Hour 10 Report Page 14 Movement SBR Lane Configurations Traffic Volume (vph) 60 Future Volume (vph) 60 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 65 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 726 ---PAGE BREAK--- HCM 6th TWSC 2033 Total Traffic Conditions, 6: Oregon Way & Access Weekday AM Peak Hour 10 Report Page 16 Intersection Int Delay, s/veh 5.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 128 2 2 36 59 25 Future Vol, veh/h 128 2 2 36 59 25 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 151 2 2 42 69 29 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 130 84 98 0 - 0 Stage 1 84 - - - - - Stage 2 46 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver [PHONE REDACTED] - - - Stage 1 944 - - - - - Stage 2 982 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver [PHONE REDACTED] - - - Mov Cap-2 Maneuver 868 - - - - - Stage 1 943 - - - - - Stage 2 982 - - - - - Approach EB NB SB HCM Control Delay, s 10 0.4 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1508 - 870 - - HCM Lane V/C Ratio 0.002 - 0.176 - - HCM Control Delay 7.4 0 10 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.6 - - 727 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 827 471 734 750 811 312 v/c Ratio 0.42 0.33 0.49 0.52 0.85 0.44 Control Delay 12.0 0.6 20.4 2.3 41.3 13.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.0 0.6 20.4 2.3 41.3 13.0 Queue Length 50th (ft) 136 0 137 25 248 81 Queue Length 95th (ft) 209 0 139 46 293 132 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 1991 1426 1514 1430 1070 714 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.42 0.33 0.48 0.52 0.76 0.44 Intersection Summary 728 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 761 433 0 675 690 0 0 0 746 0 287 Future Volume (vph) 0 761 433 0 675 690 0 0 0 746 0 287 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 827 471 0 734 750 0 0 0 811 0 312 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 61 Lane Group Flow (vph) 0 827 471 0 734 750 0 0 0 811 0 251 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 60.4 100.0 45.9 100.0 30.6 45.1 Effective Green, g 60.4 100.0 45.9 100.0 30.6 45.1 Actuated g/C Ratio 0.60 1.00 0.46 1.00 0.31 0.45 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 1969 1426 1496 1430 958 651 v/s Ratio Prot 0.25 0.23 c0.26 v/s Ratio Perm 0.33 c0.52 0.17 v/c Ratio 0.42 0.33 0.49 0.52 0.85 0.39 Uniform Delay, d1 10.5 0.0 18.9 0.0 32.5 18.2 Progression Factor 1.00 1.00 0.97 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.6 0.3 1.1 6.9 0.3 Delay 11.2 0.6 18.6 1.1 39.4 18.5 Level of Service B A B A D B Approach Delay 7.3 9.8 0.0 33.6 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 15.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 729 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2033 Total Traffic Conditions, 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 761 433 0 675 690 0 0 0 746 0 287 Future Volume (veh/h) 0 761 433 0 675 690 0 0 0 746 0 287 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 827 0 0 734 0 811 0 312 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2036 0 2036 909 0 417 Arrive On Green 0.00 0.62 0.00 0.00 0.62 0.00 0.29 0.00 0.29 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 827 0 0 734 0 811 0 312 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 12.8 0.0 0.0 10.9 0.0 24.6 0.0 19.6 Cycle Q Clear(g_c), s 0.0 12.8 0.0 0.0 10.9 0.0 24.6 0.0 19.6 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2036 0 2036 909 0 417 V/C Ratio(X) 0.00 0.41 0.00 0.36 0.89 0.00 0.75 Avail Cap(c_a), veh/h 0 2036 0 2036 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.77 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 9.6 0.0 0.0 9.2 0.0 34.1 0.0 32.3 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.1 0.0 8.5 0.0 4.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 4.4 0.0 0.0 3.6 0.0 10.3 0.0 15.4 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 10.2 0.0 0.0 9.3 0.0 42.6 0.0 37.2 LOS A B A A D A D Approach Vol, veh/h 827 A 734 A 1123 Approach Delay, s/veh 10.2 9.3 41.1 Approach LOS B A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 66.7 33.3 66.7 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 14.8 26.6 12.9 Green Ext Time s 17.6 2.2 8.0 Intersection Summary HCM 6th Ctrl Delay 22.9 HCM 6th LOS C Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 730 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1359 206 1205 503 222 363 367 v/c Ratio 0.70 0.15 0.62 0.36 0.48 0.86 0.84 Control Delay 19.0 0.2 9.9 0.5 30.3 48.2 45.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.0 0.2 9.9 0.5 30.3 48.2 45.7 Queue Length 50th (ft) 426 0 220 0 116 212 204 Queue Length 95th (ft) 524 m0 236 m0 175 319 304 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 1950 1403 1931 1387 565 509 526 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.70 0.15 0.62 0.36 0.39 0.71 0.70 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 731 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1277 194 0 1133 473 232 0 663 0 0 0 Future Volume (vph) 0 1277 194 0 1133 473 232 0 663 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1300 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1300 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1359 206 0 1205 503 247 0 705 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 23 23 0 0 0 Lane Group Flow (vph) 0 1359 206 0 1205 503 222 340 344 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 59.2 100.0 59.2 100.0 30.9 30.9 30.9 Effective Green, g 59.2 100.0 59.2 100.0 30.9 30.9 30.9 Actuated g/C Ratio 0.59 1.00 0.59 1.00 0.31 0.31 0.31 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 1948 1403 1929 1387 464 401 415 v/s Ratio Prot c0.41 0.37 v/s Ratio Perm 0.15 0.36 0.15 0.26 0.26 v/c Ratio 0.70 0.15 0.62 0.36 0.48 0.85 0.83 Uniform Delay, d1 14.2 0.0 13.2 0.0 28.0 32.4 32.1 Progression Factor 1.09 1.00 0.61 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.2 0.7 0.5 0.6 15.1 12.6 Delay 17.1 0.2 8.7 0.5 28.6 47.4 44.7 Level of Service B A A A C D D Approach Delay 14.9 6.3 42.0 0.0 Approach LOS B A D A Intersection Summary HCM 2000 Control Delay 17.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 732 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 129 1284 [PHONE REDACTED] 352 356 253 23 117 v/c Ratio 0.58 1.20 0.70 0.91 0.78 0.86 0.86 0.44 0.18 0.64 Control Delay 24.3 127.6 11.0 62.2 27.0 55.6 55.6 6.1 46.7 35.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.3 127.6 11.0 62.2 27.0 55.6 55.6 6.1 46.7 35.1 Queue Length 50th (ft) 35 ~517 28 ~142 319 216 220 0 14 26 Queue Length 95th (ft) m73 #657 169 m#310 m388 #355 #358 56 39 #95 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 223 1070 [PHONE REDACTED] 459 464 612 132 190 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 1.20 0.70 0.91 0.78 0.77 0.77 0.41 0.17 0.62 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 733 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 29 88 1168 522 7 254 910 17 615 29 230 21 Future Volume (vph) 29 88 1168 522 7 254 910 17 615 29 230 21 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1654 3197 1458 1662 3190 1533 1548 1451 1662 Flt Permitted 0.14 1.00 1.00 0.12 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 243 3197 1458 209 3190 1533 1548 1451 1662 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 32 97 1284 574 8 279 1000 19 676 32 253 23 RTOR Reduction (vph) 0 0 0 336 0 0 1 0 0 0 185 0 Lane Group Flow (vph) 0 129 1284 238 0 287 1018 0 352 356 68 23 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 6 6 2 2 2 8 Actuated Green, G 48.2 33.5 33.5 48.2 40.9 26.7 26.7 26.7 7.6 Effective Green, g 48.2 33.5 33.5 48.2 40.9 26.7 26.7 26.7 7.6 Actuated g/C Ratio 0.48 0.34 0.34 0.48 0.41 0.27 0.27 0.27 0.08 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 220 1070 [PHONE REDACTED] 409 413 387 126 v/s Ratio Prot 0.04 c0.40 c0.13 0.32 0.23 c0.23 0.01 v/s Ratio Perm 0.24 0.16 0.31 0.05 v/c Ratio 0.59 1.20 0.49 0.91 0.78 0.86 0.86 0.17 0.18 Uniform Delay, d1 17.4 33.2 26.4 27.1 25.7 34.9 34.9 28.2 43.3 Progression Factor 1.15 0.98 1.69 1.26 0.84 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 96.6 2.4 26.8 4.1 16.5 16.5 0.2 0.5 Delay 22.3 129.1 47.0 61.1 25.6 51.4 51.4 28.3 43.8 Level of Service C F D E C D D C D Approach Delay 98.4 33.4 45.3 Approach LOS F C D Intersection Summary HCM 2000 Control Delay 65.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.97 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 88.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 734 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 3: Evergreen Rd & OR 214 Weekday PM Peak Hour 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 36 70 Future Volume (vph) 36 70 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1521 Flt Permitted 1.00 Satd. Flow (perm) 1521 Peak-hour factor, PHF 0.91 0.91 Adj. Flow (vph) 40 77 RTOR Reduction (vph) 69 0 Lane Group Flow (vph) 48 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.6 Effective Green, g 7.6 Actuated g/C Ratio 0.08 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 115 v/s Ratio Prot c0.03 v/s Ratio Perm v/c Ratio 0.41 Uniform Delay, d1 44.1 Progression Factor 1.00 Incremental Delay, d2 1.8 Delay 45.8 Level of Service D Approach Delay 45.5 Approach LOS D Intersection Summary 735 ---PAGE BREAK--- HCM 6th TWSC 2033 Total Traffic Conditions, 4: Right-In/Right-out Access & OR 214 Weekday PM Peak Hour 10 Report Page 11 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1193 94 0 1193 0 10 Future Vol, veh/h 1193 94 0 1193 0 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 1326 104 0 1326 0 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 715 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.9 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - - 0 - 0 378 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 378 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 14.8 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 378 - - - HCM Lane V/C Ratio 0.029 - - - HCM Control Delay 14.8 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.1 - - - 736 ---PAGE BREAK--- Queues 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 12 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 38 1228 43 1075 127 25 55 111 v/c Ratio 0.11 0.57 0.15 0.50 1.20 0.15 0.34 0.57 Control Delay 5.7 12.5 5.0 9.8 194.6 34.0 49.7 25.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.7 12.5 5.0 9.8 194.6 34.0 49.7 25.4 Queue Length 50th (ft) 7 138 6 165 ~107 11 31 14 Queue Length 95th (ft) m8 m134 17 262 #223 35 #85 65 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 342 2140 294 2170 106 552 164 572 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.11 0.57 0.15 0.50 1.20 0.05 0.34 0.19 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 737 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 13 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 13 23 1082 85 41 976 46 121 16 8 52 22 Future Volume (vph) 13 23 1082 85 41 976 46 121 16 8 52 22 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.95 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1650 3163 1662 3207 1662 1659 1662 1530 Flt Permitted 0.22 1.00 0.17 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 374 3163 300 3207 1662 1659 1662 1530 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 14 24 1139 89 43 1027 48 127 17 8 55 23 RTOR Reduction (vph) 0 0 3 0 0 2 0 0 7 0 0 79 Lane Group Flow (vph) 0 38 1225 0 43 1073 0 127 18 0 55 32 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type D.P+P D.P+P NA D.P+P NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases 6 6 2 Actuated Green, G 67.3 63.6 67.3 63.7 6.4 7.6 8.6 9.8 Effective Green, g 67.3 63.6 67.3 63.7 6.4 7.6 8.6 9.8 Actuated g/C Ratio 0.67 0.64 0.67 0.64 0.06 0.08 0.09 0.10 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 297 2011 252 2042 106 126 142 149 v/s Ratio Prot 0.00 c0.39 c0.01 0.33 c0.08 0.01 0.03 c0.02 v/s Ratio Perm 0.08 0.11 v/c Ratio 0.13 0.61 0.17 0.53 1.20 0.14 0.39 0.21 Uniform Delay, d1 6.3 10.8 6.9 9.9 46.8 43.1 43.2 41.5 Progression Factor 1.44 1.27 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.1 0.2 1.0 150.1 0.4 1.3 0.5 Delay 9.1 13.8 7.1 10.9 196.9 43.5 44.5 42.1 Level of Service A B A B F D D D Approach Delay 13.7 10.7 171.7 42.9 Approach LOS B B F D Intersection Summary HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 58.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 738 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2033 Total Traffic Conditions, 5: Oregon Way & OR 214 Weekday PM Peak Hour 10 Report Page 14 Movement SBR Lane Configurations Traffic Volume (vph) 84 Future Volume (vph) 84 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.95 Adj. Flow (vph) 88 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 739 ---PAGE BREAK--- HCM 6th TWSC 2033 Total Traffic Conditions, 6: Oregon Way & Access Weekday PM Peak Hour 10 Report Page 16 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 93 1 1 52 145 3 Future Vol, veh/h 93 1 1 52 145 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 109 1 1 61 171 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 236 173 175 0 - 0 Stage 1 173 - - - - - Stage 2 63 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver [PHONE REDACTED] - - - Stage 1 862 - - - - - Stage 2 965 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver [PHONE REDACTED] - - - Mov Cap-2 Maneuver 756 - - - - - Stage 1 861 - - - - - Stage 2 965 - - - - - Approach EB NB SB HCM Control Delay, s 10.6 0.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1414 - 757 - - HCM Lane V/C Ratio 0.001 - 0.146 - - HCM Control Delay 7.5 0 10.6 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.5 - - 740 ---PAGE BREAK--- TIA REVIEW COMMENTS DATE: February 26, 2024 TO: Colin Cortes and Chris Kerr I City of Woodburn FROM: Jenna Bogert, PE I DKS Associates SUBJECT: US Market Gas Station (Newberg Hwy) TIA Review (CU 24-02) Project #24150-000 INTRODUCTION DKS Associates has conducted a review of the transportation impact analysis (TIA) for the US Market Gas Station.1 The proposed development is located at 2540 & 2600 Newberg Highway in Woodburn, Oregon, and consists of six vehicle fueling pumps (12 fueling positions, a convenience market with attached office space and another, separate office building on-site. The purpose of this TIA review is to determine whether the submitted TIA meets the requirements of Section 3.04.05 in the Woodburn Development Ordinance and to also provide comments related to the analysis methodology and assumptions, proposed mitigations, and any suggested revisions to the TIA. TIA COMMENTS 1. Traffic analyses typically use traffic counts that were collected within the last two years, but the traffic counts in this TIA were collected in 2019. It is recommended that new traffic counts be collected at the study intersections identified in the TIA and that all subsequent analysis be revised. Moreover, the lasting impacts of COVID-19 on daily commuter and travel patterns in Woodburn were not captured in the 2019 traffic counts and should be accounted for in the TIA using recently collected traffic counts or counts collected within the last two years. 2. Please update the safety review with the most recent five years of crash data available (2017 – 2021). 3. Please update the growth forecast with current ODOT Future Highway Volume Table data and use a growth rate of 0.5% per year on City streets per the Woodburn Development Ordinance Section 2.04.05.F.5. 4. Please re-analyze the future vehicle operating conditions based on the year of the proposed site’s expected completion/occupancy. An analysis for a 10-year horizon is not required. 1 Woodburn US Market Transportation Impact Analysis, Transight Consulting, August 13, 2021. 741 ---PAGE BREAK--- WOODBURN US MARKET GAS STATION (NEWBERG HIGHWAY) • TIA REVIEW • FEBRUARY 26, 2024 2 5. Please update the list of Approved/In-Process Developments to the following: o Project Basie o Allison Way Apartments o Woodland Crossing Apartments o Woodburn Senior Living Apartments o Smith Creek Development o Port of Willamette o Schultz Farm o Specht Industrial Development o Brighton Pointe Subdivision 6. Please update the proposed development’s trip generation based on rates from the most recent edition of the ITE Trip Generation Manual, which is the 11th Edition. Please also use the building square-footages consistent in the site plan submitted with the land use application. 7. Please include an evaluation of the access spacing for both site driveways (at OR 214 and at Oregon Way). Compare the site’s access spacing to the applicable City and ODOT standards. If the site accesses do not meet the City or ODOT standards, the TIA should contain recommended alterations to the site driveways or safety improvements that would satisfy or support a deviation from the standards. 742 ---PAGE BREAK--- TIA REVIEW COMMENTS DATE: July 19, 2024 TO: Colin Cortes and Chris Kerr I City of Woodburn FROM: Jenna Bogert, PE I DKS Associates SUBJECT: US Market Gas Station (Newberg Hwy) TIA Review (CU 24-02) Project #24150-000 INTRODUCTION In February 2024, the City of Woodburn provided the submitted transportation impact analysis (TIA)1 for the proposed US Market Gas Station development located at 2540 & 2600 Newberg Highway in Woodburn, Oregon to DKS Associates and requested a review of the analysis assumptions and findings. The traffic count data used the analysis was from 2019, making it nearly five years outdated and therefore, DKS requested that new traffic counts be collected and a new TIA be produced and included some recommended analysis assumptions growth rates, list of in-process developments). In July 2024, the City of Woodburn received a revised TIA2 (dated June 23, 2023) from the applicant, and asked DKS to conduct a review of the analysis and findings. This memorandum provides a list of comments and clarifications from DKS related to the analysis assumptions, proposed mitigations, and any suggested revisions to the TIA. TIA COMMENTS 1. It is unclear where the pass-by rates of 76% for weekday AM and 75% for weekday PM for the gas station with convenience store come from? The ITE Trip Generation Handbook (3rd Edition) reports an average pass-by reduction of 62% for the AM peak period and 56% for the PM peak period for Gas Station with Convenience Store (945). DKS requests that the traffic engineer provide justification for the higher pass-by rates. 2. All other analysis assumptions appear to be reasonable and consistent with the City’s code. 1 Woodburn US Market Transportation Impact Analysis, Transight Consulting, August 13, 2021. 2 Woodburn US Market Transportation Impact Analysis, Transight Consulting, June 23, 2023. 743 ---PAGE BREAK--- Page 1 Date: June 23, 2023 To: Casey Knecht, PE, ODOT Region 2 Dago Garcia, City of Woodburn From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market Transportation Impact Analysis This memorandum provides a formal Transportation Impact Analysis (TIA) for the proposed fuel center and convenience market in Woodburn, Oregon, along with limited office space. A TIA was previously prepared for this project on August 13, 2021. This updated report and analysis is based on a new site plan with modified access in response to the feedback during the project hearings process and subsequent discussions with ODOT staff related to safety concerns along the Newberg Highway. The site is located along the Newberg Highway (OR 214) on the southwest quadrant of the Oregon Way intersection as shown in Figure 1. The site of the proposed project previously had two drive-in banks. These were recently demolished, and will be replaced with a 4,110 square-foot convenience market with 1,863 square-feet of attached office space, a 12-position fueling station, and a 5,000 square-foot office building. Figure 2 illustrates the previous site layout with the banks that have since been demolished and Figure 3 shows the proposed site layout. Figure 1. Site Vicinity Map. Source: Marion County Land Use Planning & Zoning GIS 744 ---PAGE BREAK--- Woodburn US Market Page 2 Figure 2. Existing site layout (banks shown have been demolished). 745 ---PAGE BREAK--- Woodburn US Market Page 3 Figure 3. Proposed Site Plan. 746 ---PAGE BREAK--- Woodburn US Market Page 4 WOODBURN INTERCHANGE AREA MANAGEMENT PLAN AND COORDINATION The location of the site is just beyond the Woodburn Interchange Area Management Plan (IAMP) Overlay area that was adopted in November 2005, as shown in Figure 4. This plan identified various improvements that would function acceptably through the year 2020 if surrounding development was limited to an allocated trip rate. This plan allocated 33 weekday p.m. peak hour trips per commercial acre, allowing parcels within the boundary to exceed this allocation in accordance with Section 2.116.06(B) and subjecting future site plan applications to joint City and ODOT review. Since this plan was premised on build-out of properties that were undeveloped at the time, the developed status of the site with the banks excluded it from further review, and the parcel was not located within the IAMP boundary. As such, the trip budget requirements do not apply to the subject application, but other provisions of the ordinance are applicable as the site is within the Interchange Management Area Overlay District (see Figure Figure 4. Woodburn Interchange Area Management Plan Overlay (shown as a Bold Black line). 747 ---PAGE BREAK--- Woodburn US Market Page 5 Figure 5. Interchange Management Area Overlay District. AREA CONTEXT The subject property is zoned for Commercial General (CG) uses, similar to other surrounding properties in the area that surround the interchange. The zoning transitions into Retirement Community Single Family Residential (R1S) immediately south, with Medium Density Residential (RM) farther south within the block. The proposed site is located along a city street, Oregon Way, with primary access shown along the southernmost portion of the parcel and along the lowest-classified adjacent street (“Access Street”) at an existing curb cut. Oregon Way contains a 25 mile per hour posted speed, and the location of the access maximizes the available spacing from the traffic signal. Access is also currently available onto the Newberg Highway at a right-in, right-out connection that is enforced with a raised concrete median between the 748 ---PAGE BREAK--- Woodburn US Market Page 6 eastbound and westbound travel lanes. The existing right-in, right-out curb cut is located nearly midway between the Evergreen Road and Oregon Way intersection. Land uses immediately south of the project site transition into residential, with the “Panor 360 Condo” units and single-family homes. A Dutch Brothers coffee shop and Dairy Queen drive-through fast-food restaurant are located on the same block face to the west of the proposed project. The City’s recently adopted Transportation System Plan (TSP) identifies a planned project at the OR 214/Oregon Way intersection to improve the signal timing and coordination in collaboration with ODOT (TSP Project R11). As further discussed in this report, recent signal timing changes have been implemented in response to the crash rates. The site also borders the Woodburn City Transit Loop, with a bus stop located along the Oregon Way frontage. EXISTING TRAFFIC CONDITIONS Existing Transportation Facilities The proposed redevelopment will retain the full access on Oregon Way and modify the existing right-in, right-out access onto the Newberg Highway to a right-in only access. Table 1 summarizes the existing area roadways included in this study and the pertinent characteristics and the major adjacent roadway facilities are described below. Table 1. Existing Transportation Facilities Roadway Jurisdiction Functional Classification Cross Section Speed Shoulder /Bicycle Lanes Sidewalk On- Street Parking I-5 Ramps ODOT Freeway Ramps 1-3 lanes 20-45 mph Paved shoulder No No Newberg Highway (OR 214) ODOT District Highway/ Major Arterial 4 lanes 30 mph Yes Yes No Evergreen Road City of Woodburn Minor Arterial 2-3 lanes 25 mph Partial Partial No Oregon Way City of Woodburn Access Street 2 lanes 25 mph No Partial Yes 749 ---PAGE BREAK--- Woodburn US Market Page 7 Interstate 5 connects the City of Woodburn south to Salem and north to Portland and the surrounding suburbs. It carries approximately 97,800 vehicles per day within the vicinity of the interchange. At the interchange with the Newberg Highway the ramps form a partial cloverleaf with both ramp terminals controlled by traffic signals. The ramps are a single lane in width that widen to three lanes on the off ramps to accommodate additional turn lanes. Advisory speeds range from 20 mph in the cloverleaf to 45 mph on the northbound off-ramp. The Newberg Highway (OR 214) provides a major east-west route through the City connecting I-5 and Highway 99E and is also identified as a Truck Route in the City’s TSP. ODOT classifies the highway as a District Highway while the City’s TSP classifies it as a Major Arterial. Within the study area it is a four-lane divided highway. It widens to six lanes over I-5 to accommodate right-turn lanes for the on-ramps and narrows to a three-lane section east of the study area. Bicycle lanes and sidewalks are provided throughout with a posted speed of 30 miles per hour. Evergreen Road, a Minor Arterial, is oriented north-south and connects to multiple residential areas to the south providing a connection between these areas and the commercial areas near the Newberg Highway. The City’s TSP shows a future plan to extend Evergreen Road to the south to Parr Road, which will eventually connect to a future Major Arterial on the south side of the City. Evergreen Road generally has a three-lane cross-section with a small segment of two-lane between Stacy Allison Way and W Hayes Street. Sidewalks are nearly complete on both sides of the road with the exception of the east side between Stacy Allison Way and W Hayes Street. Bicycle lanes are provided south of W Hayes Street. The posted speed is 25 miles per hour. Oregon Way is an approximately 1,400-foot long roadway connecting to the Newberg Highway to the north and W Hayes Street to the south. It is classified as an Access Street and has a posted speed of 25 miles per hour. Oregon Way has a two-lane cross-section with sidewalks for the first 275 feet from the Newberg Highway. The remaining length does not have any separate pedestrian or bicyclist facilities. On-street parking is permitted throughout most of Oregon Way with the exception of near the signalized intersection with the Newberg Highway. Transit Service The City of Woodburn is in the process of developing their Transit Development Plan that was scheduled to be completed by the end of May 2023. They currently have both a fixed route bus and express loop services. Both services operate with hourly headways Monday through Friday from 8:00 a.m. to 6:00 p.m. Figure 6. Functional Classification Map. Black: Freeway. Red: Major Arterial. Orange: Minor Arterial. Green: Service Collector. Blue: Access Street. 750 ---PAGE BREAK--- Woodburn US Market Page 8 On Saturdays they operate from 9:00 a.m. to 5:00 p.m. and on Sundays they operate from 9:00 a.m. to 3:00 p.m. There is no fee to ride the buses. The express bus route starts at the Downtown Transit Center and heads clockwise through the City to Walmart, the Wo Memorial Transit Center, then east on the Newberg Highway to BiMart, then south on Highway 99E to circle back around to the Downtown Transit Center. At this point it changes direction to a counterclockwise loop and heads back to Highway 99E, making a stop at the Goodwill and Safeway, and then heading west on the Newberg Highway to the Mid Valley Plaza, and then it circles to the Wo Memorial Transit Center, Walmart, and back down to the Downtown Transit Center. The fixed route starts at the Downtown Transit Center and heads south to Settlemier Avenue and Parr Road. It has stops on Garfield Street and Settlemier Avenue at Lincoln Street before heading north to Country Club and Astor Way. It then circulates to the Wo Memorial Transit Center before heading over I- 5 to the Outlet Stores. After serving the residential area to the west of the outlets, the bus returns over I- 5 and stops at the Walmart, then continues on to Nueva Amanecer on the Newberg Highway and BiMart. It then returns to the Downtown Transit Center via Highway 99E and Lincoln Street. At this point the bus heads out on Young Street to Hwy 99E and goes north to serve the Goodwill and Mid Valley Plaza. It turns west on the Newberg Highway and continues to Meridian Drive and 5th Street, before turning south to serve the post office and return to the Downtown Transit Center. Dial-A-Ride is also an option for people with disabilities and the elderly within the City of Woodburn who are not able to use the fixed route bus. The closest stop to the site is served by the fixed bus route and is located on the east side of Oregon Way across from the site. At the stop there is a posted sign adjacent to the sidewalk and nearby street lighting. There are no extra amenities. Figure 7 depicts the Express Loop route. A map for the fixed bus route is not available online. 751 ---PAGE BREAK--- Woodburn US Market Page 9 Figure 7. Woodburn Transit System – Express Loop. STUDY INTERSECTIONS Study intersections within the analysis were identified based on discussions with ODOT and City staff. This coordination and review of the site impacts resulted in the inclusion of the following study intersections: • I-5 Southbound Ramps / Newberg Highway (OR 214) • I-5 Northbound Ramps / Newberg Highway (OR 214) • Evergreen Road / Newberg Highway (OR 214) • Right-In Only Access / Newberg Highway (OR 214) • Oregon Way / Newberg Highway (OR 214) • Oregon Way / Full Access 752 ---PAGE BREAK--- Woodburn US Market Page 10 TRAFFIC OPERATIONS The traffic operations analysis was prepared using 10 software and Highway Capacity Manual 6th Edition and 2000 operations methods. All traffic operations within this report reflect peak fifteen-minute conditions during the peak hour. The study intersections are under the jurisdiction of ODOT and the City of Woodburn. All of the study intersections along the Newberg Highway are under the jurisdiction of ODOT. Intersections under ODOT jurisdiction require compliance with the Oregon Highway Plan mobility targets based on Action 1F. Table 6 of the OHP summarizes the relevant ODOT mobility targets outside the Portland Metropolitan area; ODOT performance standards vary by location of the facility (urban vs. rural), State Functional Classification, and posted speed. Based on this table, intersections on the Newberg Highway have a target v/c ratio less than or equal to 0.95 in the City of Woodburn. Where there are interchange ramps, the maximum v/c ratio is 0.85. This can be increased to 0.90 in urban areas if it can be determined that 95th percentile queues would not extend onto the mainline and an adopted Interchange Area Management Plan is in place. The City of Woodburn has the following operational requirements: • For a signalized and all-way stop-control intersection, the minimum LOS shall be either or if pre-development already operating at lower LOS, then at no lower LOS. • For a signalized intersection, the minimum V/C ratio shall be either less than 1.00 regardless of LOS or if pre-development already operating at 1.00 or higher V/C, then at no higher V/C. • For an unsignalized intersection, the minimum V/C shall be 0.95 or lower for minimum the major movement through the intersection, or, if pre-development already operating at higher V/C, then at no higher V/C. EXISTING TRAFFIC OPERATIONS The existing year 2023 traffic conditions reflect the current operations throughout the study area during the weekday a.m. and p.m. peak hour. This analysis is used to calibrate operational models to field conditions, and in conjunction with historical safety information, is intended to help understand and prioritize transportation system improvement needs. All of the study intersections were assessed during the weekday a.m. and p.m. peak periods which is when traffic volumes are highest on the arterial roadways. Traffic counts were previously collected for this project on June 30th of 2021 during the weekday morning (7:00 – 9:00 a.m.) and evening (4:00 – 6:00 p.m.) peak periods. These time periods reflect typical midweek commute period conditions during near-peak season conditions. Within the commute periods the weekday morning peak hour (the single hour with the highest total entering volume) was found to occur between 7:10 and 8:10 a.m. and the weekday p.m. peak hour was found to occur between 4:00 and 5:00 p.m. More recent counts were collected on April 4, 2023 at the Evergreen Road/Newberg Highway and Oregon Way/Newberg Highway intersections during the weekday a.m. and p.m. peak periods. The weekday a.m. peak hour counts showed significant growth on the Newberg Highway of over 25-percent between the two-year period between 2021 and 2023. Conversely, the weekday p.m. counts showed minimal growth of 1- to 3-percent between 2021 and 2023. Based on review of the travel patterns and times it appears that this is primarily associated with the schools to the east (that were closed for the summer in the June 753 ---PAGE BREAK--- Woodburn US Market Page 11 2021 traffic counts) and construction of the Amazon facility to the west. School and construction impacts typically have a lesser impact during the evening commute period, as reflected within the counts. To account for seasonal variations at the study intersections on the Newberg Highway, ODOT’s Automatic Traffic Recorders at Station 03-011 (located on I-5, 1.38 miles south of Wilsonville-Hubbard Highway) and Station 24-001 (located on Highway 99E, 0.11 miles south of NE Belle Passi Road) were reviewed for the five-year period between 2015 and 2019 (data from 2020 and 2021 were not used due the impact of COVID-19). It showed that June traffic counts should be increased by 1% to reflect peak August conditions on I-5 and peak July conditions on Highway 99E. April traffic counts should be increased by 9% to reflect peak conditions. In addition, the data collected on I-5 between 2019 and 2021 was reviewed to identify the impact of COVID-19 on the 2021 traffic patterns. The published report, Observed Statewide Traffic Volume Patterns: Related to COVID-19 Monitoring dated July 9, 2021 reports the average weekday traffic volume on I-5 for the week of June 28th to July 4th to have increased 13% over 2020 volumes and is greater than 2019 traffic volumes. Traffic volumes on I-5 did not appear to have been impacted by COVID-19 during the collection of the 2021 traffic counts. Therefore, no adjustment was made to the traffic counts for COVID-19 impacts. The year 2021 traffic counts at the I-5 interchange ramps require a growth adjustment to reflect current year 2023 traffic volumes. As will be discussed under the Growth Forecasts section under Year 2025 Background Traffic Conditions, ODOT forecasts future year volumes on their facilities throughout the state. Based on a travel demand model for the City, ODOT’s Future Volumes Table shows that traffic volumes on Newberg Highway around I-5 are expected to grow on average 0.3- to 0.4-percent per year. For simplicity, a 1-percent growth adjustment was applied to the 2021 traffic counts to estimate 2023 volumes. This is consistent with the growth observed during the p.m. counts, but underestimates the growth during the a.m. period. The impact of this short-term growth is captured by increasing the volumes at the I-5 ramp intersections to balance with the higher counts at Evergreen Road and Oregon Way. Table 2 summarizes the adjustments applied to each traffic count. Once these adjustments were made, volumes were balanced at adjacent intersections as appropriate. Note that there are several private driveways along the corridor that are not included within the analysis. The resulting turning movement counts from the weekday a.m. and p.m. peak hours are summarized and shown in Figure 8 and applied throughout all analysis scenarios. Table 2. Intersection Turning Movement Count Adjustments Intersection Turning Movement Count Date Seasonal Adjustment Factor Growth Adjustment 1: I-5 SB Ramps/ Newberg Hwy 6/30/2021 1.01 1.01 2: I-5 NB Ramps/ Newberg Hwy 6/30/2021 1.01 1.01 3: Evergreen Rd/ Newberg Hwy 4/4/2023 1.09 1.00 4: RI Access/ Newberg Hwy 5: Oregon Way/ Newberg Hwy 4/4/2023 1.09 1.00 6: Oregon Way/ Access 754 ---PAGE BREAK--- Woodburn US Market Page 12 A summary of the existing conditions analysis is presented in Table 3. As shown in the table, all study intersections currently meet the applicable operational standards. Table 3. Summary of Existing Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 14.2 0.46 B 18.4 0.52 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 11.8 0.50 B 13.1 0.49 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 29.2 0.61 C 30.5 0.75 4: RI Access/ Newberg Hwy ODOT v/c ≤ 0.95 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 A 8.0 0.43 B 15.6 0.53 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.95 EB LR SAFETY REVIEW The safety review included field review of the area, review of historical crash data, and field verification of intersection sight distance at the accesses to the Newberg Highway and Oregon Way. Historical Crash Records As part of the 2021 TIA for this property, crash records were previously obtained for all of Marion County from the ODOT crash database between January 2015 and December 2019, which reflected the most recent five-years of data available. Crashes required for reporting during this period included those involving any level of personal injury or property damage exceeding $1,500 before 2018 or $2,500 after 2018. As ODOT comments requested the continued use of these years of data, Table 4 summarizes the number and severity of reported crashes at each of the study area intersections for this time period. The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles. ODOT also provides crash rates separated by control type and the number of approaches, which better distinguish between varying intersection forms and are provided for reference. 755 ---PAGE BREAK--- Woodburn US Market Page 13 Weekday AM Peak Hour Weekday PM Peak Hour Figure 8. 2023 Existing (Seasonally Adjusted) Traffic Volumes, Weekday AM and PM Peak Hour. 756 ---PAGE BREAK--- Woodburn US Market Page 14 Table 4. Intersection Crash Summary (January 2015 to December 2019) (Note that 2020 crash data is available but is impacted by COVID trends) Intersection # of Crashes Severity Crash Rate per MEV ODOT 90th % Rate Fatal Injury Non-Injury 1: I-5 SB Ramps/ Newberg Hwy 48 0 35 13 0.93 3SG: 0.509 Urban 2: I-5 NB Ramps/ Newberg Hwy 48 0 27 21 0.90 3SG: 0.509 Urban 3: Evergreen Rd/ Newberg Hwy 67 0 39 28 1.36 4SG: 0.860 Urban 4: RI Access/ Newberg Hwy 1 0 0 1 0.05 Right-In/ Right-Out 5: Oregon Way/ Newberg Hwy 43 0 30 13 1.08 4SG: 0.860 Urban 6: Oregon Way/ Access 0 0 0 0 0.00 3ST: 0.293 Urban 3SG: Three-legged signalized, 4SG: Four-legged signalized, 3ST: Three-legged stop-controlled As shown in Table 4, all of the signalized intersections on the Newberg Highway within the study area experienced a crash rate greater than ODOT’s 90th percentile crash rates for similar intersections. Table 5 summarizes the types of collisions that occurred at the study intersections during this time period. Table 5. Reported Collision Types (January 2015 through December 2019) Intersection Turning/ Angle Rear-End Fixed Object Head-On Pedestrian Side- swipe Non- Collision Backing 1: I-5 SB Ramps/ Newberg Hwy 6 36 1 1 0 3 1 0 2: I-5 NB Ramps/ Newberg Hwy 26 17 4 0 0 0 0 1 3: Evergreen Rd/ Newberg Hwy 49 15 1 0 0 1 1 0 4: RI Access/ Newberg Hwy 0 1 0 0 0 0 0 0 5: Oregon Way/ Newberg Hwy 39 4 0 0 0 0 0 0 6: Oregon Way/ Access 0 0 0 0 0 0 0 0 Although not requested by ODOT, additional review of the most recent five years of data available to include 2020 and 2021 was also conducted at the signalized intersections. Although years 2020 and 2021 were impacted by the effects of the COVID-19 pandemic and the resulting changes in traffic volumes, it still can provide useful information. Table 6 shows how the number of crashes for the five most recent years of data (2017 – 2021) compared to years 2015 to 2019. This more recent data shows that the crash trends have continued, and in some locations crashes have increased in frequency. 757 ---PAGE BREAK--- Woodburn US Market Page 15 Table 6. Intersection Crash Summary (January 2017 to December 2021) Intersection # of Crashes (2015 thru 2019) # of Crashes (2017 thru 2021) Severity Crash Rate per MEV ODOT 90th % Rate Fatal Injury Non- Injury I-5 SB Ramps/ OR 214 48 60 0 43 17 1.18 3SG: 0.509 Urban I-5 NB Ramps/ OR 214 48 43 0 20 23 0.81 3SG: 0.509 Urban Evergreen Rd/ OR 214 67 71 0 47 24 1.44 4SG: 0.860 Urban Oregon Way/ OR 214 43 55 0 37 18 1.38 4SG: 0.860 Urban 3SG: Three-legged signalized, 4SG: Four-legged signalized, 3ST: Three-legged stop-controlled Further discussion of each of the high crash intersections is included below. I-5 Southbound Ramps / Newberg Highway (OR 214) The I-5 southbound ramps at the Newberg Highway experienced 48 crashes between 2015 and 2019. This increased to 60 crashes over the most recent five-year study period. The number of crashes in both study periods result in a crash rate greater than ODOT’s 90th percentile rate for similar, signalized intersections. The majority of the crashes were rear-end collisions that occurred consistently across each year with the exception of 2016. Most of these occurred on the southbound off-ramp. I-5 Northbound Ramps / Newberg Highway (OR 214) Forty-eight crashes were reported at the I-5 northbound ramp/Newberg Highway intersection between 2015 and 2019. This number reduced to 43 crashes that were reported during the 2017 to 2021 timeframe. The total number of crashes from both time periods resulted in crash rates above ODOT’s 90th percentile rate for similar intersections. This intersection experienced a mix of turning, rear-end, fixed object, and backing collisions with turning collisions being the predominant crash type. Evergreen Road / Newberg Highway (OR 214) Between years 2015 and 2019, 67 crashes were reported at this intersection resulting in a crash rate of 1.36. Similarly, between the years 2017 and 2021, 71 crashes were recorded at this intersection resulting in a crash rate of 1.44. Both crash rates exceed ODOT’s 90th percentile crash rate. It should be noted that intersection control at the OR 214/Evergreen Avenue intersection was recently changed from protected and permissive signal phasing (flashing yellow arrow) in the east-west direction to protected left-turns only. This is a common mitigation for addressing high levels of turning crashes, particularly in congested areas where drivers may make overly aggressive maneuvers. The crash data presented in this report lags the current modification, and reflects conditions with the prior protected- permissive signal timing on the Newberg Highway (OR 214). U-turns are permitted in both the eastbound and westbound directions on the highway at this intersection. The cross-section of the Newberg Highway (OR 214) is four lanes with a paved median, providing adequate space for these maneuvers. The updated crash data (2017 to 2021) was initially reviewed to assess patterns within the overall crash characteristics. This crash review identified the following: 758 ---PAGE BREAK--- Woodburn US Market Page 16 • Turning movement crashes comprised the majority of the reported collisions at the intersection (41 of 71). Rear-end crashes, which are typically most common at signalized intersections were 17 of the 71 crashes, followed by angle collisions (6 of 71), sideswipe (5 of 71), and fixed-object (2 of 71). • The crash records show that the 71 crashes resulted in 3 serious injuries, 13 minor injuries, 78 possible injuries, and 92 additional persons with no reported injuries. • Review of weather conditions show that 69 of the crashes occurred in clear (48), rainy (11), or cloudy (10) conditions. Weather conditions in two collisions were not reported. Snow, ice, and fog was not a factor in any crashes. • Overall crashes have experienced a decreasing trend since peaking in 2018 and 2019. It is unclear if the reduction in 2020 and 2021 has been related to reduced motorists travel behavior due to COVID measures, but crashes during these years remained elevated. • No specific crash trends were identified based on month, day of week, or hourly data. • Drug and alcohol impairments were not cited within any of the reported crashes; several crashes report that no test was administered (15), others were self-reported and have no information (23). • Most involved drivers (85 of 101 reporting) lived within 25 miles of the intersection and presumably have some familiarity with the area. • The top crash cause was failure to yield Right of Way at the signalized intersection, with most of these collisions further reporting that the driver turned in front of an oncoming vehicle. Based on these crash characteristics, further review was conducted to identify whether specific turning movements or crash types were over-represented within the dataset. Crash diagrams were prepared for each of the collisions to assess the approaching directions and maneuvers of each involved vehicle. This review identified the following: • Nearly all the turning crashes occurred in the east-west directions, where permissive and protected (flashing yellow arrow) left-turn signal phasing was provided. • Crashes along the north-south approaches, which provide protected-only (green arrow) signal phasing, were much less common. Based on these trends, additional analysis was conducted of the turning movement crashes in isolation. This review showed that of the 41 reported crashes there were 3 crashes involving U-turns and 32 turning crashes involving east-west turning vehicles. About three-quarters of the turning collisions on the highway occurred with an eastbound left-turning motorist failing to yield to a westbound through motorist. These crashes were generally occurring in daylight hours and occurred in general proportion with the traffic volume profiles throughout the day. With the revised signal phasing to protected-only left-turns on the highway, the number of turning collisions is expected to be reduced. Oregon Way / Newberg Highway (OR 214) Forty-three crashes were reported at this intersection between the years of 2015 and 2019, which resulted in 30 injury crashes and 13 non-injury crashes. This resulted in a crash rate of 1.08, which is greater than ODOT’s 90th percentile crash rate. The majority of crashes, 34, were reported as turning collisions. Seventeen of these crashes involved westbound left-turning vehicles and eastbound through while 13 involved eastbound left-turning vehicles and westbound through. Similar to the OR 214/Evergreen Road intersection, the signal phasing at this intersection was recently changed from protected-permissive to protected only left-turn phasing on the highway. The crash data is 759 ---PAGE BREAK--- Woodburn US Market Page 17 reflective of the former protected-permissive left-turn phasing. North-south traffic has protected only (green arrow) signal phasing and U-turns are permitted on the highway. A review of the more recent crash reports shows that fifty-five crashes were reported at this intersection between the years of 2017 and 2021, which resulted in a crash rate of 1.38, also exceeding ODOT’s 90th percentile crash rate. Review of the overall intersection crash trends showed similar patterns with Evergreen Avenue; there were no specific trends based on day of week, or even hourly crash data. The predominant crash type was similarly turning collisions, and about 2/3 of the crashes resulted in some level of personal injury. Specific crash characteristics of the crashes occurring between 2017 and 2021 are outlined below: • The intersection experienced a decreasing crash trend in the past five years, peaking in 2018 (15 crashes) and declining in 2019 into the present (9 crashes in 2020 and 2021). It is unclear what impact reduced exposure due to reduced travel during COVID restrictions has had on these crash patterns. • Only three crashes were reported outside of 6:00 a.m. and 7:00 p.m. • Turning movement crashes comprise the majority of the reported collisions at the intersection (35 of 55). Rear-end crashes, which are typically most common at signalized intersections were 12 of the 55 crashes, followed by angle collisions (5 of 55), and sideswipe (3 of 55). • The crashes resulted in two serious injuries, 13 minor injuries, 41 possible injuries, and 71 uninjured persons. • Review of weather and road surface conditions did not identify any snow and ice-related collisions, with nearly all crashes occurring under clear/cloudy conditions (51 of 55) and three occurring during rain. • Alcohol use was cited as a contributing factor in two of the collisions. Drugs were not cited as a contributing factor, but tests were not administered in most collisions. • Drivers over the age of 65 years old were the highest population involved in the crashes and were also the highest percentage of drivers at fault in the collisions. • Only seven of the collisions were not investigated by the City or State police. Turning movement diagrams showed similar trends to the crashes at the Evergreen Avenue traffic signal, with most of the turning crashes occurring in the east-west direction along OR 214. The turning crashes at this intersection exhibited a more pronounced daytime trend, with these collisions occurring primarily around 11:00 a.m., and with 32 of the 35 turning crashes occurring between 9:00 a.m. and 7:00 p.m. Similar to the OR 214/Evergreen Avenue intersection, it is expected that there will be fewer turning crashes with the changes in the left-turn signal phasing. Continued monitoring is recommended. SPIS Sites The Safety Priority Index System (SPIS) is updated annually by ODOT and is a scoring method used to identify potential safety problems on state highways through a review of crash frequency, crash rate, and crash severity. The top 15% SPIS Groups list for years 2019, 2020, and 2021 were reviewed for the Newberg Highway (OR 219 and OR 214). The Newberg Highway at the I-5 northbound and southbound ramps was included on the 2019 SPIS list at 85-percent. The intersections of Evergreen Road and Oregon Way with the Newberg Highway were included on the 2019, 2020, and 2021 SPIS lists at 95-percent. The site frontage and existing access on the highway are within the 95% SPIS segment. 760 ---PAGE BREAK--- Woodburn US Market Page 18 Intersection Sight Distance Intersection sight distance was reviewed to ensure an adequate view of conflicting traffic is provided to drivers at the full access on Oregon Way. As the access to Newberg Highway will be a right-in only driveway with no outbound maneuvers, a typical stop-controlled sight distance review is not required at this location. Vehicles along OR 214 have a clear and unobstructed view of turning motorists along this straight and flat roadway segment, easily exceeding Stopping Sight Distance requirements. For the Oregon Way access, standard engineering practice is to apply the minimum recommended sight distance criteria based on the standard reference A Policy on Geometric Design of Highways and Streets, 7th Edition published by the American Association of State Highway and Transportation Officials (AASHTO) in 2018 (commonly referred to as the Green Book). Intersection Sight Triangles For minor-street stop-control intersections, intersection sight triangles are based on guidance cited within Conditions B1 (left-turn from minor road) and B2 (right-turn from minor road) of the Green Book. All distances are measured from a vertex point located 14.5 feet from the major-road travel way along the center of the approaching travel lane, accounting for comfortable positioning distance from the travel way (6.5 feet) and the distance from the front of the vehicle to the driver eye (8.0 feet). The assumed eye height is 3.5 feet above the departing road for passenger vehicles. The object height is also 3.5 feet above the major road, providing enough space on the approaching vehicle to recognize it. Figure 9 illustrates the recommended minimum dimensions for the existing full access on Oregon Way. 761 ---PAGE BREAK--- Woodburn US Market Page 19 Figure 9. Recommended Intersection Sight Distance Measurements for Oregon Way Access. The existing Oregon Way access was visited to ensure that no sight distance obstructions were present that would prevent these sight distances from being achieved. Figures 10 and 11 illustrate the available sight distance at the full access. These photos show that the area surrounding the site is flat with adequate available sight distance. Vegetation along Oregon Way should be removed as already shown in the site plans. 762 ---PAGE BREAK--- Woodburn US Market Page 20 Figure 10. Oregon Way access facing south. Figure 11. Oregon Way access facing north toward the Newberg Highway. 763 ---PAGE BREAK--- Woodburn US Market Page 21 Analysis Periods It is anticipated that full build out will occur by 2025. Therefore, all study intersections are analyzed for the future 2025 conditions. YEAR 2025 BACKGROUND TRAFFIC OPERATIONS Background traffic conditions identify conditions in the future year that the proposed development will be fully built-out but without the trips associated with the site. This scenario is presented to provide the basis for comparison to “with-site” conditions. This provides an understanding of area transportation needs that are attributable to the proposed development. These conditions consider the regional traffic growth and specific approved developments. Growth Forecasts ODOT forecasts future year volumes on their facilities throughout the state. This data is developed from the ODOT Transportation Volume Tables and travel demand models, where available. Based on the volumes 0.10 miles east and west of I-5 on the Newberg Highway, ODOT’s Future Volumes Table shows that traffic volumes on the highway are expected to grow on average 0.3- to 0.4-percent per year. This is based on a travel demand model for the City. Higher growth is expected on City streets. A review of the adopted Woodburn TSP shows existing 2017 and forecast 2040 traffic volumes at major intersections around the City. These volume forecasts are based on the information in the Woodburn travel demand model and anticipated land uses and planned transportation improvements in the area. A review of traffic forecasts at the Evergreen Road and Oregon Way intersections with the Newberg Highway show that traffic volumes are expected to grow an average of 1.7-percent per year on Evergreen Road and Oregon Way. Table 7. Forecast Growth (2017 to 2040) Location Year 2017 Base Two-Way Volume Weekday PM Peak Hour Year 2040 Future Two-Way Volume Weekday PM Peak Hour Annual Growth Evergreen Rd North of Newberg Hwy 245 244 -0.02% Evergreen Rd South of Newberg Hwy 895 1,435 2.6% Oregon Way Rd North of Newberg Hwy 360 499 1.7% Oregon Way Rd South of Newberg Hwy 94 148 2.5% Average 1.7% The year 2025 traffic forecasts were developed by applying a 0.4-percent annual growth rate to the Newberg Highway and 1.7-percent annual growth rate to Evergreen Road and Oregon Way, along with inclusion of approved development trips. 764 ---PAGE BREAK--- Woodburn US Market Page 22 Approved Development Trips Based on discussions with the City, multiple developments were identified for inclusion in the background volumes based on information from the City’s online current project list. These are summarized in Table 7 along with the estimated level of development assumed in the analysis. Table 7. Approved Development Trip Assumptions Development Size Trip Generation Estimated Level of Development Weekday AM Peak Hour Weekday PM Peak Hour 2023 2025 Project Basie (Amazon)* 3,849,000 sf 457 176 0% 100% Specht Industrial Development 513,193 sf 235 222 0% 100% Woodland Crossing Apartments & RV Storage 300 apt units 127 storage units 154 186 0% 100% Schultz Farm 154 units 114 152 0% 100% Allison Way Apartments 586 units 211 258 0% 30% Smith Creek Development 808 units 543 712 10% 40% *Trip generation rates for Project Basie reflects peak hour of the system rather than peak hour of the generator as assessed within the approved TIA; the trip generation methodology used was based on projected employee shifts rather than ITE trip rates. The regional growth was applied to the existing traffic volumes and approved developments were added to forecast year 2025 “No-Build” conditions within the site vicinity. The resulting volumes are shown in Figure 15. The analysis results are summarized in Table 8. 765 ---PAGE BREAK--- Woodburn US Market Page 23 Weekday AM Peak Hour Weekday PM Peak Hour Figure 12. 2025 Background Traffic Volumes, Weekday AM and PM Peak Hour. Note: Minor volume imbalance within interchange reflects discrepancies within approved development applications (primarily the Smith application). 766 ---PAGE BREAK--- Woodburn US Market Page 24 Table 8. Summary of 2025 Background (No Build) Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 15.4 0.50 C 21.3 0.58 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 13.0 0.62 B 14.7 0.61 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 31.6 0.74 D 46.7 0.87 4: RI Access/ Newberg Hwy ODOT v/c ≤ 0.95 NB R 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 A 9.2 0.47 B 16.5 0.55 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR As shown in Table 8, all study intersections are expected to meet standards in 2025 without the site during the weekday a.m. and p.m. peak hours. PROPOSED DEVELOPMENT PLAN The proposed site plan from Figure 3 shows that the project includes the construction of a fueling center and 4,110 square-foot convenience market with 1,863 square-foot of attached office space, and a separate 5,000 square-foot office building. The site will modify the existing access on the Newberg Highway to a right-in only access and will utilize the existing access on the south edge of the site to Oregon Way. Sidewalks are already provided on the frontage of the site on the Newberg Highway and Oregon Way. Sidewalks and pedestrian crossings are planned adjacent to the new office building and convenience store, which will connect to the public sidewalks along the adjacent rights of way. TRIP GENERATION Trip generation estimates were prepared for the site based on the standard reference Trip Generation, 11th Edition, published by the Institute of Transportation Engineers. The previous TIA utilized the 10th Edition, as that was the most updated version of the Trip Generation Manual in August of 2021. There are a couple of types of fuel centers within this updated reference manual, but with the size of the convenience market the most applicable classification is ITE Land Use 945: Convenience Store/Gas Station. Within this new version of the manual users are encouraged to review trip generation estimates based on both the number of vehicle fueling positions and the gross square-footage of the convenience center. The Land Use Description and Land Use Subcategory information is presented below for context. Land Use Description A convenience store/gas station is a facility with a co-located convenience store and gas station. The convenience store sells grocery and other everyday items that a person may need or want as a matter of convenience. The gas station sells automotive fuels such as gasoline and diesel. 767 ---PAGE BREAK--- Woodburn US Market Page 25 A convenience store/gas station is typically located along a major thoroughfare to optimize motorist convenience. Extended hours of operation (with many open 24 hours, 7 days a week) are common at these facilities. The convenience store product mix typically includes pre-packaged grocery items, beverages, dairy products, snack foods, confectionary, tobacco products, over-the-counter drugs, and toiletries. A convenience store may sell alcohol, often limited to beer and wine. Coffee and premade sandwiches are also commonly sold at a convenience store. Made-to-order food orders are sometimes offered. Some stores offer limited seating. The sites in this land use include both self-pump and attendant-pumped fueling positions and both pre-pay and post-pay operations. Land Use Subcategory Multiple subcategories were added to this land use to allow for multi-variable evaluation of sites with single-variable data plots. All study sites are assigned to one of three subcategories, based on the number of vehicle fueling positions (VFP) at the site: between 2 and 8 VFP, between 9 and 15 VFP, and between 16 and 24 VFP. For each VFP range subcategory, data plots are presented with GFA as the independent variable for all time periods and trip types for which data are available. The use of both GFA and VFP (as the independent variable and land use subcategory, respectively) provides a significant improvement in the reliability of a trip generation estimate when compared to the single-variable data plots in prior editions of Trip Generation Manual. Further, the study sites were also assigned to one of three other subcategories, based on the gross floor area (GFA) of the convenience store at the site: between 2,000 and 4,000 square feet, between 4,000 and 5,500 square feet, and between 5,500 and 10,000 square feet. For each GFA subcategory range, data plots are presented with VFP as the independent variable for all time periods and trip types for which data are available. The use of both VFP and GFA (as the independent variable and land use subcategory, respectively) provides a significant improvement in the reliability of a trip generation estimate when compared to the single-variable data plots in prior editions of Trip Generation Manual. When analyzing the convenience store/gas station land use with each combination of GFA and VFP values as described above, the two sets of data plots will produce two estimates of site generated trips. Both values can be considered when determining a site trip generation estimate. Data plots are also provided for three additional independent variables: AM peak hour traffic on adjacent street, PM peak hour traffic on adjacent street, and employees. These independent variables are intended to be analyzed as single independent variables and do not have subcategories associated with them. Within the data plots and within the ITETripGen web app, these plots are found under the land use subcategory “none.” In addition to the consolidation of land use types and the dual-trip generation estimate for these sites, within the 11th Edition of the ITE Trip Generation Manual a pass-by rate of 76% is provided for the weekday a.m. peak hour and 75% for the weekday p.m. peak hour. The attached office portion of the building and separate 5,000 square-foot office building were classified using ITE’s Land Use 712: Small Office Building, which is a new classification within the 11th Edition of the Trip Generation manual. This land use is described as follows: 768 ---PAGE BREAK--- Woodburn US Market Page 26 A small office building is the same as a general office building (Land Use 710) but with less than or equal to 10,000 square feet of gross floor area. The building typically houses a single tenant. It is a location where affairs of a business, commercial or industrial organization, or professional person or firm are conducted. Since the convenience market with fuel center and office will be replacing two banks with drive-in windows the trips for these uses were estimated with ITE’s Land Use 912: Drive-in Bank, as defined below: A bank is a financial institution that can offer a wide variety of financial services. A drive-in bank provides banking services for a motorist through a teller station. A drive-in bank may also serve patrons who walk into the building. The drive-in lanes may or may not provide an automatic teller machine (ATM). Table 9 summarizes the trip generation estimates for the existing and proposed site uses. Table 9. Trip Generation Estimates (ITE 11th Edition) Land Use ITE Code Metric Daily Trips Weekday AM Peak Hour Weekday PM Peak Hour Total In Out Total In Out Existing Uses Drive-in Bank 912 5,714 SF 573 57 33 24 120 60 60 Pass-by Trips -201 -17 -10 -7 -42 -21 -21 Net New Trips 372 40 23 17 78 39 39 Proposed Uses Small Office Building 712 6,863 SF 99 11 9 2 15 5 10 Convenience Store/ Gas Station 945 4,110 SF 12 pos. 3,086 -2,315 324 162 162 273 137 136 Pass-by Trips -246 -123 -123 -205 -103 -102 Total Proposed Uses Total Pass-by Trips Net New Trips 3,185 -2,315 870 335 -246 89 171 -123 48 164 -123 41 288 -205 83 142 -103 39 146 -102 44 Total New Trips (Proposed Trips – Approved Bank Trips) Total Trip Difference +2,612 +278 +138 +140 +168 +82 +86 Pass-by Trip Difference -2,114 -229 -113 -116 -163 -82 -81 Net New Trip Difference +498 +49 +25 +24 +5 +0 +5 As shown in Table 9, the proposed convenience market with office and fueling positions is expected to generate more trips than the previous drive-in bank uses, with very limited new trips on the system during the critical weekday p.m. peak period for these convenience-oriented uses. The Woodburn Development Ordinance 3.04.05 cites City criteria for transportation analyses, and cites projects generating more than 50 weekday peak hour trips or 500 average daily trips will require a formal TIA. The proposed development narrowly remains below these thresholds with the net new trips. However, if the development “would raise the volume-to-capacity (V/C) ratio of an intersection to 0.96 or more during the PM peak hour,” has “operational or safety concerns documented by the City or an agency with jurisdiction, such as ODOT,” or has potential impact to “intersections documented by ODOT as having a high crash rate” a transportation impact analysis is required. Given the location of the study intersections within the SPIS sites and operation and safety concerns previously documented at the study intersections, a transportation impact analysis is provided for this development. 769 ---PAGE BREAK--- Woodburn US Market Page 27 ODOT’s Development Review Guidelines contain suggested future year analysis timelines in Section 3.3.4, Table 3.3 based on the daily trip generation of a proposed development. Based on the projected difference in net new trips between the proposed development and previous bank uses of less than 500 daily trips, the guidelines suggest that the only analysis required is the year of opening. Therefore, this Transportation Impact Analysis studies year 2025, the anticipated year of full site buildout. TRIP DISTRIBUTION AND ASSIGNMENT The convenience store and fuel center comprise the majority of the site-generated trips. A convenience store with fueling positions is likely to have its traffic oriented toward major nearby travel corridors. With this type of use primary trips (home to business) are less common, particularly with this site near the City’s only interchange with I-5 and its location along the Newberg Highway corridor. Figure 6 illustrates the functional classification of the surrounding streets as identified in the City’s Transportation System Plan, highlighting the primary travel routes in the site vicinity. With an Average Annual Daily Traffic flow of about 25,700 vehicles on the Newberg Highway and 93,500 daily vehicles on I-5 south of the interchange these corridors will serve the majority of site trips and will be the primary routes for pass-by trips to the site. With the convenience store included, surrounding residential areas will also access the site for essential goods. Figure 15 illustrates the trip distribution pattern for the site. Site-generated trips shown in Table 9 were assigned to the transportation network in accordance with the trip distribution pattern. This trip assignment is provided in Figures 14 and 15; these figures show the general impact area of the site without the trip credits from the prior bank uses. For comparison purposes, a trip assignment is shown in Figure 16 accounting for the available trip credits from the prior banks1. As the access onto OR 214 is modified, this comparative assessment shows fewer outbound right-turns using the OR 214 access, and reduced U-turns at the Oregon Way and Evergreen Avenue traffic signals. These same trip reductions are not carried into the operational assessment, as the banks had already been closed at the time the traffic counts were collected. The trip assignment figures show that the impact area of the site occurs within the area between the I-5 interchange and the Oregon Way access, with trip impacts beyond this area limited. It is also noted that the right-in only driveway from the Newberg Highway will experience more than 50 weekday p.m. peak hour trips, triggering ODOT’s Change of Use criteria. 1 The original traffic studies for the banks were not located, but trip rates for banks were significantly reduced within the newer versions of the ITE manual due to the proliferation of online banking. The vested trips from these older banks likely would have been filed using the older editions of the ITE Trip Generation manual that precede these banking trends, providing a more substantial trip reduction. 770 ---PAGE BREAK--- Woodburn US Market Page 28 Figure 13. Estimated Trip Distribution pattern. 771 ---PAGE BREAK--- Woodburn US Market Page 29 Weekday AM Peak Hour Site-Generated Trips Net New Trips Pass-by Trips Total Trips (Net New + Pass-by Trips) Figure 14. Site-Generated Trip Assignment, Weekday AM Peak Hour (Prior bank trip credits are not shown or included within the operations analysis). 772 ---PAGE BREAK--- Woodburn US Market Page 30 Weekday PM Peak Hour Site-Generated Trips Net New Trips Pass-by Trips Total Trips (Net New + Pass-by) Figure 15. Site-Generated Trip Assignment, Weekday PM Peak Hour (Prior bank trip credits are not shown or included within the operations analysis). 773 ---PAGE BREAK--- Woodburn US Market Page 31 Weekday AM Peak Hour Weekday PM Peak Hour Figure 16. Trip Difference (Includes prior bank trip credit). 774 ---PAGE BREAK--- Woodburn US Market Page 32 YEAR 2025 TOTAL TRAFFIC CONDITIONS (BUILDOUT) The total traffic analysis identifies how the study area’s transportation system will operate with the inclusion of the proposed development. It includes the traffic volumes from the background and adds in the site-generated trips without any account of the available credits from the previously approved and vested trips from the now-demolished banks. The original analysis for the Woodburn US Market showed acceptable traffic operations throughout the study area (which extended from the I-5 ramps east to Oregon Way) with various access configurations. The proposed US Market development does not generate additional weekday p.m. peak hour trips compared to the prior banks, but will modify turning movements surrounding the access points, particularly with the proposed access from the Newberg Highway as a right-in only driveway. The resulting traffic volumes are shown in Figure 16. Table 10 summarizes the resulting traffic operations. Table 10. Summary of Total Traffic Conditions Intersection Jurisdiction Performance Standard Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS Delay (sec) v/c Ratio LOS Delay (sec) v/c Ratio 1: I-5 SB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 15.5 0.51 C 22.0 0.59 2: I-5 NB Ramps/ Newberg Hwy ODOT v/c ≤ 0.85 B 13.2 0.63 B 14.9 0.62 3: Evergreen Rd/ Newberg Hwy ODOT v/c ≤ 0.95 C 31.2 0.75 D 47.8 0.88 4: RI Access/ Newberg Hwy ODOT v/c ≤ 0.95 5: Oregon Way/ Newberg Hwy ODOT v/c ≤ 0.95 B 18.7 0.56 C 22.5 0.58 6: Oregon Way/ Access City of Woodburn v/c ≤ 0.90 EB LR B 10.1 0.22 B 10.3 0.20 BOLD: Performance standard not met As shown in Table 10, the study intersections are expected to continue to meet City and State standards with buildout in 2025. 775 ---PAGE BREAK--- Woodburn US Market Page 33 Weekday AM Peak Hour Weekday PM Peak Hour Figure 17. 2025 Total Traffic Volumes, Weekday AM and PM Peak Hour. 776 ---PAGE BREAK--- Woodburn US Market Page 34 INTERSECTION QUEUING The 95th percentile queues were reviewed with respect to the site and the proposed right in only access on the Newberg Highway to identify whether any conflicts would occur with modifications to trip routing. Table 11 summarizes the 95th percentile queues for each study intersection for the 2025 total traffic conditions during the weekday a.m. and p.m. peak hours and Figure 18 illustrates the 95th percentile queue at the traffic signals nearest the site. Table 11. Year 2025 Intersection Queue Summary Intersection 2025 Total Traffic Conditions 95th Percentile Queues Weekday AM Peak Hour Weekday PM Peak Hour 1: I-5 SB Ramps/ Newberg Hwy EB T: 80 ft EB R: 0 ft WB T: 140 ft WB R: 0 ft SB L: 110 ft SB R: 135 ft EB T: 205 ft EB R: 0 ft WB T: 165 ft WB R: 5 ft SB L: 205 ft SB R: 220 ft 2: I-5 NB Ramps/ Newberg Hwy EB T: 120 ft EB R: 0 ft WB T: 235 ft WB R: 15 ft NB L: 225 ft NB LTR: 140 ft NB R: 125 ft EB T: 335 ft EB R: 0 ft WB T: 195 ft WB R: 0 ft NB L: 215 ft NB LTR: 245 ft NB R: 225 ft 3: Evergreen Rd/ Newberg Hwy EB L: 155 ft EB T: 400 ft EB R: 25 ft WB L: 200 ft WB TR: 435 ft NB L: 290 ft NB LT: 285 ft NB R: 50 ft SB L: 20 ft SB TR: 45 ft EB L: 185 ft EB T: 550 ft EB R: 85 ft WB L: 375 ft WB TR: 140 ft NB L: 240 ft NB LT: 240 ft NB R: 55 ft SB L: 55 ft SB TR: 130 ft 4: RI Access/ Newberg Hwy 5: Oregon Way/ Newberg Hwy EB L: 30 ft EB TR: 205 ft WB L: 95 ft WB TR: 275 ft NB L: 180 ft NB TR: 55 ft SB L: 20 ft SB TR: 50 ft EB L: 80 ft EB TR: 190 ft WB L: 90 ft WB TR: 345 ft NB L: 160 ft NB TR: 60 ft SB L: 100 ft SB TR: 65 ft 6: Oregon Way/ Access NB LT: 0 ft EB LR: 25 ft NB LT: 0 ft EB LR: 25 ft The queuing analysis shows that there are locations on this highway corridor that experience queue blockage at the end of the red signal cycle, as illustrated in Figure 18. As the intersections are operating below capacity these queues clear during the green cycle. 777 ---PAGE BREAK--- Woodburn US Market Page 35 Figure 18. Year 2025 95th Percentile Queues with Right-In Only access from the Newberg Highway. 778 ---PAGE BREAK--- Woodburn US Market Page 36 The proposed development will include a right-in only access from the Newberg Highway. The queuing analysis shows that this driveway will not be blocked by the 95th percentile queues during the peak fifteen minutes of the peak summer design hour in 2025 even with build-out of planned/approved projects. At the end of the red cycle the queue on Oregon Way may extend to the driveway location, and motorists entering the queue during this peak period at the end of the red signal cycle could have to wait for the green signal indication to clear the queue. These movements operate with low delay, and the queue is primarily a function of the longer green time allocated to east-west travel along the highway. No changes to signal timing are recommended. FINDINGS AND RECOMMENDATIONS The Transportation Impact Analysis prepared for the proposed fuel center and convenience market provides the following findings: • The site is located outside of the Woodburn Interchange Area Management Plan boundary, but due to its proximity is still subject to agency review as the property appears to be located within the Interchange Management Area Overlay District. • The proposed 12-position fueling station, 4,110 square-foot convenience market with attached office space, and separate 5,000 square-foot office building are consistent with the Commercial General zoning. • The safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214. • The Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT SPIS lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended. • Accounting for the demolition of the two on-site banks, the development is expected to generate 2,612 total daily trips, of which 278 are expected during the weekday a.m. peak hour and 168 during the weekday p.m. peak hour. Most of these new trips are pass-by trips that are already on the system, resulting in +49 new trips during the morning peak hour and +5 trips during the evening commute period. • The site will modify the existing right-in/right-out access on the Newberg Highway to a right-in only access, which will require a Change of Use with ODOT due to the increased vehicular use of this driveway. Preliminary discussions with ODOT staff have indicated support for this configuration as it removes the potential weaving issues associated with left-turns and U-turns between the access and Oregon Way. • The site will also use the existing full access on Oregon Way, which is located adjacent to the south property line. • All study intersections meet State and City standards with buildout in 2025 during the weekday a.m. and p.m. peak hours. Please let me know if you have any questions or comments on this Transportation impact Analysis at (503) 997-4473 or via email at [EMAIL REDACTED]. Attachments: • Traffic Count Worksheets 779 ---PAGE BREAK--- Woodburn US Market Page 37 • Crash Summary Sheets • Year 2023 Existing Conditions LOS Worksheets • Year 2025 No-Build Conditions LOS Worksheets • Year 2025 “With Project” Conditions LOS Worksheets 780 ---PAGE BREAK--- OR 214 at I-5 NB ramps Peak Hour Summary 07:10 AM to 08:10 AM In 0 Out 426 Out 627 In 544 In 553 Out 168 Bicycles Right Thru Left U-Turn 0 0 0 0 0 U-Turn Left Thru Right Bicycles 0 110 0 443 0 U-Turn 0 Left 0 Thru 376 Right 168 Bicycles 1 Bicycles 3 Right 426 Thru 517 Left 0 U-Turn 0 In 943 Out 819 Peds 0 Peds 0 Peds 1 Peds 0 Westbound OR 214 Heavy Vehicle 6.6% Heavy Vehicle 6.9% I-5 NB ramps Northbound Eastbound OR 214 Heavy Vehicle 7.2% Southbound I-5 NB ramps Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 NB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.87928 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:30:00 AM PHF (15-Min Int) 0.89 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 110 0 443 0 0 0 0 0 0 376 168 0 0 517 426 0 553 0 544 943 168 426 627 819 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0 0 4 1 0 0 0 1 Percent Heavy Vehicles 8.2% 0.0% 6.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 5.9% 10.1% 0.0% 0.0% 8.5% 4.2% 0.0% 6.9% 0.0% 7.2% 6.6% 10.1% 4.2% 8.5% 6.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 NB ramps I-5 NB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 3 0 31 0 0 0 0 0 0 32 5 0 0 36 31 0 07:05:00 AM 9 0 32 0 0 0 0 0 0 24 9 0 0 30 39 0 07:10:00 AM 6 0 26 0 0 0 0 0 0 36 15 0 0 28 51 0 443 07:15:00 AM 7 0 27 0 0 0 0 0 0 32 10 0 0 46 42 0 469 07:20:00 AM 9 0 31 0 0 0 0 0 0 23 6 0 0 36 43 0 474 07:25:00 AM 8 0 43 0 0 0 0 0 0 27 7 0 0 36 35 0 468 07:30:00 AM 9 0 35 0 0 0 0 0 0 21 17 0 0 55 35 0 476 07:35:00 AM 5 0 39 0 0 0 0 0 0 31 23 0 0 52 56 0 534 07:40:00 AM 11 0 45 0 0 0 0 0 0 34 27 0 0 42 37 0 574 07:45:00 AM 16 0 27 0 0 0 0 0 0 32 18 0 0 47 22 0 564 07:50:00 AM 15 0 55 0 0 0 0 0 0 42 9 0 0 37 23 0 539 07:55:00 AM 9 0 42 0 0 0 0 0 0 40 14 0 0 41 20 0 509 1994 08:00:00 AM 10 0 28 0 0 0 0 0 0 28 8 0 0 56 28 0 505 2014 08:05:00 AM 5 0 45 0 0 0 0 0 0 30 14 0 0 41 34 0 493 2040 08:10:00 AM 7 0 29 0 0 0 0 0 0 23 6 0 0 30 29 0 451 2002 08:15:00 AM 4 0 19 0 0 0 0 0 0 25 12 0 0 38 31 0 422 1967 08:20:00 AM 8 0 31 0 0 0 0 0 0 29 9 0 0 33 26 0 389 1955 08:25:00 AM 7 0 31 0 0 0 0 0 0 24 8 0 0 30 32 0 397 1931 08:30:00 AM 5 0 27 0 0 0 0 0 0 30 9 0 0 35 28 0 402 1893 08:35:00 AM 8 0 16 0 0 0 0 0 0 44 10 0 0 46 34 0 424 1845 08:40:00 AM 8 0 26 0 0 0 0 0 0 36 11 0 0 42 16 0 431 1788 08:45:00 AM 9 0 18 0 0 0 0 0 0 29 6 0 0 43 29 0 431 1760 08:50:00 AM 8 0 36 0 0 0 0 0 0 35 8 0 0 37 19 0 416 1722 08:55:00 AM 9 0 26 0 0 0 0 0 0 29 5 0 0 48 23 0 417 1696 781 ---PAGE BREAK--- OR 214 at I-5 SB ramps Peak Hour Summary 07:10 AM to 08:10 AM In 255 Out 328 Out 374 In 474 In 0 Out 136 Bicycles Right Thru Left U-Turn 0 79 0 176 0 U-Turn Left Thru Right Bicycles 0 0 0 0 0 U-Turn 0 Left 0 Thru 338 Right 136 Bicycles 2 Bicycles 3 Right 328 Thru 295 Left 0 U-Turn 0 In 623 Out 514 Peds 1 Peds 0 Peds 0 Peds 0 Westbound OR 214 Heavy Vehicle 8.1% Heavy Vehicle NaN I-5 SB ramps Northbound Eastbound OR 214 Heavy Vehicle 8.2% Southbound I-5 SB ramps Heavy Vehicle 8.6% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 SB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.882542 Start Date Wednesday, June 30, 2021 Start Time 07:00:00 AM Weather Study ID # Peak Hour Start 07:10:00 AM Peak 15 Min Start 07:30:00 AM PHF (15-Min Int) 0.85 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 0 0 0 0 176 0 79 0 0 338 136 0 0 295 328 0 0 255 474 623 136 328 374 514 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 2 0 0 0 3 0 0 5 0 0 1 0 1 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 7.4% 0.0% 11.4% 0.0% 0.0% 7.1% 11.0% 0.0% 0.0% 3.7% 12.2% 0.0% NaN 8.6% 8.2% 8.2% 11.0% 12.2% 5.3% 7.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 SB ramps I-5 SB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 07:00:00 AM 0 0 0 0 16 0 5 0 0 25 10 0 0 17 17 0 07:05:00 AM 0 0 0 0 12 0 11 0 0 25 7 0 0 17 29 0 07:10:00 AM 0 0 0 0 13 0 6 0 0 36 8 0 0 14 21 0 289 07:15:00 AM 0 0 0 0 18 0 4 0 0 24 12 0 0 25 26 0 308 07:20:00 AM 0 0 0 0 11 0 3 0 0 20 3 0 0 24 24 0 292 07:25:00 AM 0 0 0 0 18 0 9 0 0 17 10 0 0 25 24 0 297 07:30:00 AM 0 0 0 0 10 0 7 0 0 28 16 0 0 26 41 0 316 07:35:00 AM 0 0 0 0 10 0 13 0 0 42 17 0 0 18 31 0 362 07:40:00 AM 0 0 0 0 22 0 2 0 0 38 22 0 0 25 32 0 400 07:45:00 AM 0 0 0 0 12 0 7 0 0 23 5 0 0 41 24 0 384 07:50:00 AM 0 0 0 0 22 0 12 0 0 33 8 0 0 31 20 0 379 07:55:00 AM 0 0 0 0 14 0 7 0 0 25 8 0 0 24 20 0 336 1322 08:00:00 AM 0 0 0 0 14 0 3 0 0 25 14 0 0 28 34 0 342 1350 08:05:00 AM 0 0 0 0 12 0 6 0 0 27 13 0 0 14 31 0 319 1352 08:10:00 AM 0 0 0 0 10 0 9 0 0 22 4 0 0 16 22 0 304 1337 08:15:00 AM 0 0 0 0 16 0 10 0 0 19 5 0 0 15 27 0 278 1320 08:20:00 AM 0 0 0 0 18 0 5 0 0 23 9 0 0 27 15 0 272 1332 08:25:00 AM 0 0 0 0 13 0 15 0 0 26 16 0 0 19 16 0 294 1334 08:30:00 AM 0 0 0 0 17 0 6 0 0 25 6 0 0 20 27 0 303 1307 08:35:00 AM 0 0 0 0 29 0 8 0 0 27 7 0 0 22 26 0 325 1295 08:40:00 AM 0 0 0 0 18 0 13 0 0 24 11 0 0 25 23 0 334 1268 08:45:00 AM 0 0 0 0 9 0 10 0 0 29 9 0 0 30 18 0 338 1261 08:50:00 AM 0 0 0 0 16 0 10 0 0 26 12 0 0 29 16 0 328 1244 08:55:00 AM 0 0 0 0 14 0 10 0 0 20 3 0 0 27 31 0 319 1251 782 ---PAGE BREAK--- (303) 216-2439 www.alltrafficdata.net Location: 1 EVERGREEN RD & HWY 214 AM Tuesday, April 4, 2023 Date: EVERGREEN RD EVERGREEN RD HWY 214 HWY 214 Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Motorized Vehicles Pedestrians Heavy Vehicles Peak Hour Peak Hour: 07:05 AM - 08:05 AM Peak 15-Minutes: 07:40 AM - 07:55 AM 44 85 855 878 581 193 880 1,204 0.94 N S E W 0.61 0.98 0.90 0.85 (150) (104) (1,533) (1,482) (2,077) (1,480) (959) (367) 25 0 6 10 713 116 64 710 55 16 51 13 415 20 146 0 HWY 214 HWY 214 EVERGREEN RD EVERGREEN RD 1 2 1 3 N S E W 1 1 0 1 0 1 1 2 3 0 0 0 41 2 6 47 2 5 2 43 55 29 10 55 65 N S E W 0 0 2 21 0 8 0 Interval Start Time Right Left Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling Hour Right Left Thru U-Turn Right Left Thru U-Turn Right Left Thru U-Turn 7:00 AM 2,340 4 0 53 0 4 53 0 30 0 0 1 1 157 3 0 6 2 7:05 AM 2,360 9 6 51 2 7 57 0 36 1 0 0 1 191 2 0 17 2 7:10 AM 2,339 6 4 60 4 8 69 0 26 1 0 0 1 195 7 1 8 0 7:15 AM 2,296 4 2 65 0 8 61 0 31 1 0 2 1 202 3 0 20 4 7:20 AM 2,256 3 2 67 0 7 60 0 42 2 0 0 2 202 6 0 9 2 7:25 AM 2,228 5 2 56 0 7 73 0 29 1 0 0 0 195 5 0 12 5 7:30 AM 2,187 4 4 51 1 8 55 0 31 1 0 0 1 172 5 0 9 2 7:35 AM 2,160 7 1 58 1 10 61 0 40 0 0 0 3 203 7 3 10 2 7:40 AM 2,096 3 5 75 0 11 61 0 27 1 0 1 1 198 0 1 11 1 7:45 AM 2,078 2 9 55 4 15 50 0 45 1 0 0 0 207 12 0 12 2 7:50 AM 2,014 3 6 82 1 12 54 0 37 2 0 3 1 220 7 2 10 0 7:55 AM 1,934 2 10 46 2 13 61 0 35 4 0 0 0 198 6 2 15 2 8:00 AM 3 4 44 1 10 51 0 36 5 0 0 2 177 4 1 13 3 8:05 AM 2 2 40 2 9 50 0 25 1 0 0 1 170 7 0 24 7 8:10 AM 3 1 45 1 13 50 0 17 3 0 1 0 152 2 0 11 5 8:15 AM 3 2 52 2 6 47 0 26 1 0 0 0 162 4 2 15 2 8:20 AM 4 4 40 2 17 54 0 32 0 0 1 0 174 4 2 11 3 8:25 AM 4 5 36 0 7 56 0 32 2 0 0 0 154 4 3 4 1 8:30 AM 1 3 41 0 14 45 0 16 0 0 0 0 145 7 2 12 4 8:35 AM 1 4 31 1 12 38 0 26 2 0 1 2 139 6 2 8 5 8:40 AM 1 4 60 1 14 58 1 24 0 0 0 2 180 4 1 4 6 8:45 AM 5 3 48 0 4 44 0 15 3 0 1 2 143 5 1 5 7 8:50 AM 2 8 40 1 16 41 0 19 1 0 1 1 140 2 3 2 3 Count Total 81 91 1,196 26 232 1,249 1 677 33 0 12 22 4,076 112 26 248 70 Peak Hour 51 55 710 16 116 713 0 415 20 0 6 13 2,360 64 10 146 25 HV% PHF 0.85 0.98 0.90 0.61 6.3% 5.0% 5.0% 11.4% 5.6% 0.94 EB WB NB SB All 783 ---PAGE BREAK--- Traffic Counts - Heavy Vehicles, Bicycles on Road, and Pedestrians/Bicycles on Crosswalk Heavy Vehicles Interval Start Time EB NB Total WB SB 7:00 AM 6 3 2 0 11 7:05 AM 3 4 5 0 12 7:10 AM 8 1 2 1 12 7:15 AM 1 4 4 0 9 7:20 AM 1 1 5 2 9 7:25 AM 4 3 0 0 7 7:30 AM 2 1 6 0 9 7:35 AM 3 2 3 1 9 7:40 AM 8 2 5 0 15 7:45 AM 7 5 3 1 16 7:50 AM 4 2 4 0 10 7:55 AM 9 3 3 0 15 8:00 AM 5 1 3 0 9 8:05 AM 5 1 4 0 10 8:10 AM 6 2 6 1 15 8:15 AM 6 1 4 2 13 8:20 AM 3 0 5 0 8 8:25 AM 4 0 1 0 5 8:30 AM 8 0 3 0 11 8:35 AM 5 0 3 0 8 8:40 AM 6 1 8 0 15 8:45 AM 10 0 8 1 19 8:50 AM 1 2 5 0 8 Count Total 115 39 92 9 255 Peak Hour 55 29 43 5 132 Bicycles on Roadway Interval Start Time EB NB Total WB SB 7:00 AM 0 0 0 0 0 7:05 AM 0 0 0 0 0 7:10 AM 0 0 0 0 0 7:15 AM 0 0 0 0 0 7:20 AM 0 0 0 0 0 7:25 AM 0 0 0 0 0 7:30 AM 0 0 0 0 0 7:35 AM 0 0 0 0 0 7:40 AM 0 0 0 0 0 7:45 AM 0 0 0 0 0 7:50 AM 0 0 0 0 0 7:55 AM 0 0 0 0 0 8:00 AM 0 0 0 0 0 8:05 AM 0 0 0 0 0 8:10 AM 0 0 0 0 0 8:15 AM 0 0 0 0 0 8:20 AM 0 0 0 0 0 8:25 AM 0 0 0 0 0 8:30 AM 0 0 0 0 0 8:35 AM 0 0 0 0 0 8:40 AM 0 0 0 0 0 8:45 AM 0 0 0 0 0 8:50 AM 0 0 0 0 0 Count Total 0 0 0 0 0 Peak Hour 0 0 0 0 0 Pedestrians/Bicycles on Crosswalk Interval Start Time EB NB Total WB SB 7:00 AM 0 0 0 0 0 7:05 AM 0 1 0 0 1 7:10 AM 0 0 0 0 0 7:15 AM 0 0 0 0 0 7:20 AM 0 0 0 0 0 7:25 AM 0 0 0 0 0 7:30 AM 1 0 0 0 1 7:35 AM 0 0 1 0 1 7:40 AM 0 0 0 0 0 7:45 AM 0 0 1 1 2 7:50 AM 0 0 0 0 0 7:55 AM 2 1 0 0 3 8:00 AM 0 0 0 0 0 8:05 AM 0 0 0 0 0 8:10 AM 1 1 0 0 2 8:15 AM 0 0 0 0 0 8:20 AM 0 1 0 0 1 8:25 AM 0 0 0 0 0 8:30 AM 0 0 1 0 1 8:35 AM 0 0 0 0 0 8:40 AM 0 0 0 0 0 8:45 AM 0 0 0 0 0 8:50 AM 0 0 0 0 0 Count Total 4 4 3 1 12 Peak Hour 3 2 2 1 8 784 ---PAGE BREAK--- (303) 216-2439 www.alltrafficdata.net Location: 2 OREGON WAY & HWY 214 AM Tuesday, April 4, 2023 Date: OREGON WAY OREGON WAY HWY 214 HWY 214 Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Motorized Vehicles Pedestrians Heavy Vehicles Peak Hour Peak Hour: 07:10 AM - 08:10 AM Peak 15-Minutes: 07:45 AM - 08:00 AM 76 36 797 886 25 14 893 855 0.85 N S E W 0.61 0.83 0.16 0.88 (98) (149) (1,436) (1,453) (1,540) (1,489) (53) (36) 62 0 7 18 774 2 5 866 12 3 10 7 9 6 10 0 HWY 214 HWY 214 OREGON WAY OREGON WAY 2 3 3 0 N S E W 3 0 3 0 2 0 0 0 0 0 0 1 38 0 0 61 3 0 4 39 61 0 0 64 38 N S E W 0 0 0 0 0 0 0 Interval Start Time Right Left Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling Hour Right Left Thru U-Turn Right Left Thru U-Turn Right Left Thru U-Turn 7:00 AM 1,768 0 0 59 0 0 60 0 0 0 0 0 0 121 0 0 0 2 7:05 AM 1,782 0 1 65 0 0 61 0 2 1 0 1 2 136 0 0 0 3 7:10 AM 1,791 1 0 80 0 0 73 0 1 0 0 0 0 160 0 2 0 3 7:15 AM 1,755 1 2 68 0 0 62 0 1 0 0 0 1 142 1 1 1 4 7:20 AM 1,739 1 0 83 0 0 67 0 2 1 0 1 0 162 1 1 1 4 7:25 AM 1,711 2 0 69 1 0 65 0 1 1 0 0 0 146 0 0 1 6 7:30 AM 1,691 0 0 63 0 0 60 0 1 2 0 2 0 135 0 1 1 5 7:35 AM 1,665 2 0 70 0 0 73 0 1 1 0 0 0 154 1 1 1 4 7:40 AM 1,656 0 1 68 0 0 48 0 0 0 0 2 0 128 0 1 2 6 7:45 AM 1,651 0 1 82 0 0 79 0 2 0 0 2 2 176 0 2 1 5 7:50 AM 1,611 1 2 85 0 0 62 0 0 0 0 0 1 158 1 2 0 4 7:55 AM 1,593 1 0 66 0 0 73 0 0 1 0 0 0 150 0 4 0 5 8:00 AM 0 2 64 0 1 54 0 0 0 0 0 2 134 0 2 0 9 8:05 AM 1 3 68 0 0 58 0 0 0 0 0 1 142 1 1 2 7 8:10 AM 1 4 50 0 0 45 0 0 2 0 2 0 118 3 3 1 7 8:15 AM 0 4 44 0 0 62 0 0 1 0 0 2 121 2 0 0 6 8:20 AM 1 3 53 0 1 70 0 1 0 0 0 0 137 1 2 2 3 8:25 AM 0 3 48 0 1 51 0 2 3 0 2 2 120 1 1 0 6 8:30 AM 0 2 29 0 0 56 0 1 1 0 3 0 102 1 4 1 4 8:35 AM 1 2 52 0 1 70 0 0 3 0 2 0 136 1 3 0 1 8:40 AM 0 5 50 0 0 46 0 1 0 0 1 1 113 0 1 0 8 8:45 AM 0 3 55 0 0 46 0 3 0 0 1 1 117 1 0 0 7 8:50 AM 0 5 47 0 1 53 0 1 2 0 1 1 119 0 4 0 4 Count Total 13 43 1,418 1 5 1,394 0 20 19 0 20 16 3,127 15 36 14 113 Peak Hour 10 12 866 3 2 774 0 9 6 0 7 7 1,791 5 18 10 62 HV% PHF 0.88 0.83 0.16 0.61 7.2% 4.9% 0.0% 0.0% 5.8% 0.85 EB WB NB SB All 785 ---PAGE BREAK--- Traffic Counts - Heavy Vehicles, Bicycles on Road, and Pedestrians/Bicycles on Crosswalk Heavy Vehicles Interval Start Time EB NB Total WB SB 7:00 AM 5 0 3 0 8 7:05 AM 5 0 5 0 10 7:10 AM 8 0 3 0 11 7:15 AM 4 0 5 0 9 7:20 AM 2 0 3 0 5 7:25 AM 4 0 1 0 5 7:30 AM 1 0 5 0 6 7:35 AM 3 0 2 0 5 7:40 AM 8 0 3 0 11 7:45 AM 7 0 5 0 12 7:50 AM 9 0 2 0 11 7:55 AM 3 0 3 0 6 8:00 AM 8 0 4 0 12 8:05 AM 6 0 3 0 9 8:10 AM 7 0 6 0 13 8:15 AM 6 0 3 0 9 8:20 AM 4 1 3 0 8 8:25 AM 3 0 3 1 7 8:30 AM 5 1 1 1 8 8:35 AM 7 0 4 0 11 8:40 AM 6 0 7 0 13 8:45 AM 9 0 6 0 15 8:50 AM 4 0 7 0 11 Count Total 124 2 87 2 215 Peak Hour 64 0 39 0 103 Bicycles on Roadway Interval Start Time EB NB Total WB SB 7:00 AM 0 0 0 0 0 7:05 AM 0 0 0 0 0 7:10 AM 0 0 0 0 0 7:15 AM 0 0 0 0 0 7:20 AM 0 0 0 0 0 7:25 AM 0 0 0 0 0 7:30 AM 0 0 0 0 0 7:35 AM 0 0 0 0 0 7:40 AM 0 0 0 0 0 7:45 AM 0 0 0 0 0 7:50 AM 0 0 0 0 0 7:55 AM 0 0 0 0 0 8:00 AM 0 0 0 0 0 8:05 AM 0 0 0 0 0 8:10 AM 0 0 1 0 1 8:15 AM 0 0 0 0 0 8:20 AM 0 0 0 0 0 8:25 AM 0 0 0 0 0 8:30 AM 0 0 0 0 0 8:35 AM 0 0 0 0 0 8:40 AM 0 0 0 0 0 8:45 AM 0 0 0 0 0 8:50 AM 0 0 0 0 0 Count Total 0 0 1 0 1 Peak Hour 0 0 0 0 0 Pedestrians/Bicycles on Crosswalk Interval Start Time EB NB Total WB SB 7:00 AM 0 0 0 0 0 7:05 AM 0 0 0 0 0 7:10 AM 0 0 0 0 0 7:15 AM 0 0 0 0 0 7:20 AM 0 0 1 1 2 7:25 AM 0 0 0 0 0 7:30 AM 0 0 1 1 2 7:35 AM 0 0 0 0 0 7:40 AM 0 0 0 0 0 7:45 AM 0 0 0 0 0 7:50 AM 0 1 0 0 1 7:55 AM 0 0 0 0 0 8:00 AM 0 0 1 0 1 8:05 AM 0 0 0 0 0 8:10 AM 0 0 1 0 1 8:15 AM 0 1 0 0 1 8:20 AM 0 1 0 0 1 8:25 AM 0 0 0 0 0 8:30 AM 0 0 0 0 0 8:35 AM 0 0 0 0 0 8:40 AM 0 0 0 0 0 8:45 AM 0 1 0 0 1 8:50 AM 0 0 0 0 0 Count Total 0 4 4 2 10 Peak Hour 0 3 3 2 8 786 ---PAGE BREAK--- OR 214 at I-5 NB ramps Peak Hour Summary 04:00 PM to 05:00 PM In 0 Out 262 Out 1131 In 1075 In 655 Out 183 Bicycles Right Thru Left U-Turn 0 0 0 0 0 U-Turn Left Thru Right Bicycles 0 219 0 436 0 U-Turn 0 Left 0 Thru 892 Right 183 Bicycles 0 Bicycles 0 Right 262 Thru 912 Left 0 U-Turn 0 In 1174 Out 1328 Peds 0 Peds 0 Peds 2 Peds 0 Westbound OR 214 Heavy Vehicle 3.1% Heavy Vehicle 5.0% I-5 NB ramps Northbound Eastbound OR 214 Heavy Vehicle 2.1% Southbound I-5 NB ramps Heavy Vehicle 0.0% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 NB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.87928 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:00:00 PM Peak 15 Min Start 04:05:00 PM PHF (15-Min Int) 0.94 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 219 0 436 0 0 0 0 0 0 892 183 0 0 912 262 0 655 0 1075 1174 [PHONE REDACTED] 1328 PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 Percent Heavy Vehicles 4.6% 0.0% 5.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.3% 6.0% 0.0% 0.0% 2.4% 5.3% 0.0% 5.0% 0.0% 2.1% 3.1% 6.0% 5.3% 2.8% 2.6% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 NB ramps I-5 NB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 23 0 35 0 0 0 0 0 0 87 19 0 0 54 22 0 04:05:00 PM 21 0 33 0 0 0 0 0 0 84 21 0 0 95 18 0 04:10:00 PM 18 0 38 0 0 0 0 0 0 73 19 0 0 78 31 0 769 04:15:00 PM 8 0 48 0 0 0 0 0 0 73 19 0 0 72 21 0 770 04:20:00 PM 25 0 30 0 0 0 0 0 0 77 15 0 0 83 26 0 754 04:25:00 PM 15 0 36 0 0 0 0 0 0 66 13 0 0 63 20 0 710 04:30:00 PM 18 0 33 0 0 0 0 0 0 76 15 0 0 88 22 0 721 04:35:00 PM 15 0 26 0 0 0 0 0 0 63 15 0 0 77 14 0 675 04:40:00 PM 14 0 38 0 0 0 0 0 0 74 15 0 0 84 25 0 712 04:45:00 PM 22 0 35 0 0 0 0 0 0 64 12 0 0 67 17 0 677 04:50:00 PM 19 0 46 0 0 0 0 0 0 77 9 0 0 84 26 0 728 04:55:00 PM 21 0 38 0 0 0 0 0 0 78 11 0 0 67 20 0 713 2904 05:00:00 PM 20 0 39 0 0 0 0 0 0 61 15 0 0 64 21 0 716 2884 05:05:00 PM 16 0 28 0 0 0 0 0 0 70 8 0 0 81 21 0 679 2836 05:10:00 PM 22 0 21 0 0 0 0 0 0 78 12 0 0 73 20 0 670 2805 05:15:00 PM 13 0 27 0 0 0 0 0 0 88 14 0 0 84 16 0 692 2806 05:20:00 PM 22 0 22 0 0 0 0 0 0 65 13 0 0 87 22 0 699 2781 05:25:00 PM 13 0 36 0 0 0 0 0 0 69 18 0 0 80 20 0 709 2804 05:30:00 PM 18 0 45 0 0 0 0 0 0 75 15 0 0 64 15 0 699 2784 05:35:00 PM 26 0 31 0 0 0 0 0 0 64 11 0 0 90 23 0 713 2819 05:40:00 PM 15 0 25 0 0 0 0 0 0 66 10 0 0 79 14 0 686 2778 05:45:00 PM 11 0 29 0 0 0 0 0 0 71 15 0 0 58 22 0 660 2767 05:50:00 PM 11 0 34 0 0 0 0 0 0 74 7 0 0 48 15 0 604 2695 05:55:00 PM 13 0 36 0 0 0 0 0 0 60 10 0 0 58 22 0 594 2659 787 ---PAGE BREAK--- OR 214 at I-5 SB ramps Peak Hour Summary 04:00 PM to 05:00 PM In 668 Out 526 Out 872 In 1001 In 0 Out 335 Bicycles Right Thru Left U-Turn 0 271 0 397 0 U-Turn Left Thru Right Bicycles 0 0 0 0 0 U-Turn 0 Left 0 Thru 666 Right 335 Bicycles 1 Bicycles 0 Right 526 Thru 601 Left 0 U-Turn 1 In 1128 Out 1064 Peds 1 Peds 0 Peds 0 Peds 3 Westbound OR 214 Heavy Vehicle 2.9% Heavy Vehicle NaN I-5 SB ramps Northbound Eastbound OR 214 Heavy Vehicle 1.9% Southbound I-5 SB ramps Heavy Vehicle 2.5% Data Provided by K-D-N.com [PHONE REDACTED] N/S street I-5 SB ramps E/W street OR 214 City, State Woodburn OR Site Notes Location 45.151084 - -122.882542 Start Date Wednesday, June 30, 2021 Start Time 04:00:00 PM Weather Study ID # Peak Hour Start 04:00:00 PM Peak 15 Min Start 04:00:00 PM PHF (15-Min Int) 0.92 Peak-Hour Volumes (PHV) Northbound Southbound Eastbound Westbound Entering Leaving Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn NB SB EB WB NB SB EB WB 0 0 0 0 397 0 271 0 0 666 335 0 0 601 526 1 0 668 1001 1128 335 [PHONE REDACTED] PHV- Bicycles PHV - Pedestrians Northbound Southbound Eastbound Westbound in Crosswalk Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum NB SB EB WB Sum 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 3 1 0 4 Percent Heavy Vehicles 0.0% 0.0% 0.0% 0.0% 2.5% 0.0% 2.6% 0.0% 0.0% 2.0% 1.8% 0.0% 0.0% 2.3% 3.6% 0.0% NaN 2.5% 1.9% 2.9% 1.8% 3.6% 2.4% 2.2% All Vehicle Volumes Northbound Southbound Eastbound Westbound I-5 SB ramps I-5 SB ramps OR 214 OR 214 15 Min 1 HR Time Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Left Thru Right Uturn Sum Sum 04:00:00 PM 0 0 0 0 41 0 30 0 0 67 26 0 0 50 39 1 04:05:00 PM 0 0 0 0 45 0 23 0 0 58 35 0 0 60 43 0 04:10:00 PM 0 0 0 0 30 0 21 0 0 58 29 0 0 43 59 0 758 04:15:00 PM 0 0 0 0 29 0 20 0 0 62 22 0 0 50 38 0 725 04:20:00 PM 0 0 0 0 30 0 22 0 0 52 28 0 0 58 32 0 683 04:25:00 PM 0 0 0 0 34 0 19 0 0 57 30 0 0 50 42 0 675 04:30:00 PM 0 0 0 0 25 0 23 0 0 54 34 0 0 44 51 0 685 04:35:00 PM 0 0 0 0 29 0 18 0 0 52 22 0 0 56 43 0 683 04:40:00 PM 0 0 0 0 37 0 19 0 0 44 31 0 0 56 48 0 686 04:45:00 PM 0 0 0 0 29 0 31 0 0 65 28 0 0 38 46 0 692 04:50:00 PM 0 0 0 0 29 0 20 0 0 51 22 0 0 52 43 0 689 04:55:00 PM 0 0 0 0 39 0 25 0 0 46 28 0 0 44 42 0 678 2797 05:00:00 PM 0 0 0 0 32 0 20 0 0 47 22 0 0 47 41 0 650 2752 05:05:00 PM 0 0 0 0 32 0 18 0 0 49 37 0 0 50 43 0 662 2717 05:10:00 PM 0 0 0 0 46 0 20 0 0 61 33 0 0 57 42 0 697 2736 05:15:00 PM 0 0 0 0 27 0 23 0 0 53 28 0 0 41 49 0 709 2736 05:20:00 PM 0 0 0 0 46 0 18 0 0 55 24 0 0 53 52 0 728 2762 05:25:00 PM 0 0 0 0 32 0 18 0 0 46 29 0 0 44 43 0 681 2742 05:30:00 PM 0 0 0 0 32 0 19 0 0 50 30 0 0 41 43 0 675 2726 05:35:00 PM 0 0 0 0 38 0 26 0 0 35 21 0 0 61 42 0 650 2729 05:40:00 PM 0 0 0 0 23 0 17 0 0 57 29 0 0 61 33 0 658 2714 05:45:00 PM 0 0 0 0 36 0 16 0 0 41 30 0 0 38 27 0 631 2665 05:50:00 PM 0 0 0 0 32 0 32 0 0 42 34 0 0 33 19 0 600 2640 05:55:00 PM 0 0 0 0 28 0 15 0 0 45 17 0 0 55 20 0 560 2596 788 ---PAGE BREAK--- (303) 216-2439 www.alltrafficdata.net Location: 1 EVERGREEN RD & HWY 214 PM Tuesday, April 4, 2023 Date: EVERGREEN RD EVERGREEN RD HWY 214 HWY 214 Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Motorized Vehicles Pedestrians Heavy Vehicles Peak Hour Peak Hour: 04:25 PM - 05:25 PM Peak 15-Minutes: 04:30 PM - 04:45 PM 149 149 918 1,047 563 374 1,083 1,143 0.94 N S E W 0.86 0.88 0.83 0.90 (244) (272) (1,775) (2,052) (2,129) (2,124) (1,008) (754) 75 0 32 20 692 199 133 839 79 7 32 42 344 50 169 0 HWY 214 HWY 214 EVERGREEN RD EVERGREEN RD 5 5 4 1 N S E W 4 1 1 3 5 0 1 0 4 0 2 1 20 1 3 22 1 7 4 22 27 14 5 26 33 N S E W 0 0 1 9 2 3 0 Interval Start Time Right Left Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling Hour Right Left Thru U-Turn Right Left Thru U-Turn Right Left Thru U-Turn 4:00 PM 2,704 2 4 68 0 17 65 0 19 3 0 2 3 222 12 0 22 5 4:05 PM 2,683 2 10 68 1 18 61 0 24 1 0 0 4 224 12 1 16 6 4:10 PM 2,671 2 3 63 1 11 63 0 26 5 0 6 5 215 11 3 11 5 4:15 PM 2,672 3 8 67 0 20 60 0 25 1 0 5 5 221 10 1 13 3 4:20 PM 2,702 3 3 74 0 25 47 0 20 2 0 2 0 213 16 4 10 7 4:25 PM 2,713 0 5 79 1 18 51 0 28 5 0 3 4 234 17 0 15 8 4:30 PM 2,657 2 8 85 0 12 67 0 21 6 0 2 2 239 13 2 15 4 4:35 PM 2,603 1 12 59 1 28 63 0 30 1 0 2 3 233 11 3 11 8 4:40 PM 2,583 2 9 75 0 20 65 0 36 5 0 6 3 253 7 4 12 9 4:45 PM 2,509 5 4 76 0 18 52 0 30 5 0 3 4 227 7 1 19 3 4:50 PM 2,470 1 5 68 0 14 54 0 29 6 0 2 5 224 15 2 18 5 4:55 PM 2,456 1 4 57 1 11 46 0 42 3 0 0 4 199 9 1 17 3 5:00 PM 2,475 2 5 68 2 18 55 0 19 4 0 2 3 201 7 1 9 6 5:05 PM 5 5 65 0 16 65 0 25 2 0 4 2 212 5 2 11 5 5:10 PM 4 6 65 0 18 54 0 30 2 0 3 3 216 11 2 12 6 5:15 PM 7 8 78 2 10 56 0 28 8 0 1 5 251 20 1 17 10 5:20 PM 2 8 64 0 16 64 0 26 3 0 4 4 224 11 1 13 8 5:25 PM 1 4 59 1 18 42 0 14 1 0 3 2 178 14 1 14 4 5:30 PM 3 7 65 1 9 38 0 21 0 0 3 7 185 10 1 14 6 5:35 PM 2 2 79 1 14 61 0 21 0 0 1 2 213 11 1 13 5 5:40 PM 5 0 61 2 15 46 0 22 4 0 0 4 179 4 3 10 3 5:45 PM 2 5 64 0 13 53 0 23 3 0 0 3 188 14 0 6 2 5:50 PM 5 4 73 0 14 52 0 20 3 0 3 4 210 14 0 17 1 5:55 PM 1 3 75 0 21 51 0 28 3 0 1 5 218 13 1 10 6 Count Total 63 132 1,655 14 394 1,331 0 607 76 0 58 86 5,179 274 36 325 128 Peak Hour 32 79 839 7 199 692 0 344 50 0 32 42 2,713 133 20 169 75 HV% PHF 0.90 0.88 0.83 0.86 2.4% 2.4% 2.5% 4.7% 2.5% 0.94 EB WB NB SB All 789 ---PAGE BREAK--- Traffic Counts - Heavy Vehicles, Bicycles on Road, and Pedestrians/Bicycles on Crosswalk Heavy Vehicles Interval Start Time EB NB Total WB SB 4:00 PM 0 1 2 0 3 4:05 PM 2 0 1 1 4 4:10 PM 2 2 1 2 7 4:15 PM 1 1 1 0 3 4:20 PM 5 1 2 0 8 4:25 PM 2 2 1 1 6 4:30 PM 4 1 7 0 12 4:35 PM 4 2 0 0 6 4:40 PM 2 0 2 1 5 4:45 PM 1 1 2 0 4 4:50 PM 3 1 1 0 5 4:55 PM 2 3 1 0 6 5:00 PM 2 0 2 0 4 5:05 PM 0 1 0 1 2 5:10 PM 2 1 1 1 5 5:15 PM 2 1 3 1 7 5:20 PM 2 1 2 2 7 5:25 PM 0 0 1 0 1 5:30 PM 2 4 0 0 6 5:35 PM 1 1 2 0 4 5:40 PM 0 1 3 1 5 5:45 PM 1 0 1 0 2 5:50 PM 4 1 0 0 5 5:55 PM 0 1 2 0 3 Count Total 44 27 38 11 120 Peak Hour 26 14 22 7 69 Bicycles on Roadway Interval Start Time EB NB Total WB SB 4:00 PM 0 0 0 0 0 4:05 PM 0 0 0 0 0 4:10 PM 0 0 0 0 0 4:15 PM 0 0 0 0 0 4:20 PM 0 0 0 0 0 4:25 PM 0 0 0 0 0 4:30 PM 0 0 0 0 0 4:35 PM 0 0 0 0 0 4:40 PM 0 0 0 0 0 4:45 PM 0 0 0 0 0 4:50 PM 0 0 0 0 0 4:55 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:05 PM 0 0 0 0 0 5:10 PM 0 0 0 0 0 5:15 PM 0 0 0 0 0 5:20 PM 0 0 0 0 0 5:25 PM 0 0 0 0 0 5:30 PM 0 0 0 0 0 5:35 PM 0 0 0 0 0 5:40 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:50 PM 0 0 0 0 0 5:55 PM 0 0 0 0 0 Count Total 0 0 0 0 0 Peak Hour 0 0 0 0 0 Pedestrians/Bicycles on Crosswalk Interval Start Time EB NB Total WB SB 4:00 PM 0 0 0 0 0 4:05 PM 0 0 1 0 1 4:10 PM 0 0 0 0 0 4:15 PM 0 0 0 0 0 4:20 PM 0 0 0 1 1 4:25 PM 0 0 1 0 1 4:30 PM 0 0 0 0 0 4:35 PM 0 0 0 1 1 4:40 PM 0 0 2 0 2 4:45 PM 1 1 1 2 5 4:50 PM 0 0 0 0 0 4:55 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:05 PM 0 3 0 0 3 5:10 PM 0 0 1 0 1 5:15 PM 0 0 0 0 0 5:20 PM 0 0 0 2 2 5:25 PM 0 0 0 0 0 5:30 PM 0 0 0 0 0 5:35 PM 0 1 1 0 2 5:40 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:50 PM 0 0 0 0 0 5:55 PM 0 0 0 0 0 Count Total 1 5 7 6 19 Peak Hour 1 4 5 5 15 790 ---PAGE BREAK--- (303) 216-2439 www.alltrafficdata.net Location: 2 OREGON WAY & HWY 214 PM Tuesday, April 4, 2023 Date: OREGON WAY OREGON WAY HWY 214 HWY 214 Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Motorized Vehicles Pedestrians Heavy Vehicles Peak Hour Peak Hour: 04:00 PM - 05:00 PM Peak 15-Minutes: 04:20 PM - 04:35 PM 156 158 934 1,046 43 44 1,074 959 0.89 N S E W 0.72 0.86 0.34 0.94 (266) (266) (1,764) (1,978) (1,820) (2,061) (64) (91) 67 0 70 51 864 11 14 956 89 8 15 19 13 18 12 0 HWY 214 HWY 214 OREGON WAY OREGON WAY 13 1 3 0 N S E W 1 0 1 2 12 1 0 0 1 0 12 7 23 0 0 33 1 13 8 30 52 7 0 34 24 N S E W 0 0 0 0 0 7 0 Interval Start Time Right Left Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling Hour Right Left Thru U-Turn Right Left Thru U-Turn Right Left Thru U-Turn 4:00 PM 2,207 2 10 94 0 1 62 0 1 2 0 4 1 189 1 3 2 6 4:05 PM 2,169 2 9 80 0 3 75 0 3 3 0 3 4 190 1 3 0 4 4:10 PM 2,164 0 6 74 0 3 67 0 1 0 0 3 1 165 0 0 1 9 4:15 PM 2,196 1 4 62 0 0 88 0 1 0 0 4 2 171 1 5 0 3 4:20 PM 2,199 2 11 88 0 1 76 0 0 1 0 7 1 200 2 5 1 5 4:25 PM 2,153 1 4 84 1 1 59 0 1 2 0 2 1 177 3 8 1 9 4:30 PM 2,138 1 8 81 0 0 76 0 2 2 0 5 1 184 1 2 1 4 4:35 PM 2,107 2 6 72 0 0 84 0 2 2 0 5 4 189 1 4 0 7 4:40 PM 2,051 0 6 78 0 1 87 0 0 3 0 6 0 194 1 7 0 5 4:45 PM 2,038 2 5 81 0 1 63 0 0 3 0 9 1 173 1 2 0 5 4:50 PM 2,022 1 7 85 0 0 68 0 1 0 0 8 2 180 1 5 0 2 4:55 PM 2,017 1 12 77 0 0 59 0 1 0 0 5 1 166 1 2 0 7 5:00 PM 2,021 0 6 68 0 0 56 0 1 1 0 5 0 144 1 3 0 3 5:05 PM 1 3 69 0 1 87 0 0 0 0 7 3 178 1 3 0 3 5:10 PM 0 12 82 0 0 81 0 0 1 0 2 2 188 0 4 0 4 5:15 PM 1 5 76 0 0 60 0 1 3 0 5 0 164 5 1 1 6 5:20 PM 1 4 81 0 0 74 0 2 2 0 3 2 185 1 5 1 9 5:25 PM 1 5 78 0 0 66 0 0 1 0 3 2 167 1 2 1 7 5:30 PM 2 3 76 0 1 48 0 0 1 0 5 3 145 1 4 1 0 5:35 PM 1 3 69 0 0 61 0 0 3 0 1 3 149 1 3 0 4 5:40 PM 2 7 82 0 1 71 0 0 2 0 5 2 176 1 1 0 2 5:45 PM 0 2 68 0 2 66 0 0 1 0 6 2 152 2 1 0 2 5:50 PM 1 10 73 0 3 65 0 1 1 0 4 0 167 3 3 0 3 5:55 PM 0 3 75 0 1 65 0 0 2 0 7 1 162 1 3 0 4 Count Total 25 151 1,853 1 20 1,664 0 18 36 0 114 39 4,155 32 79 10 113 Peak Hour 15 89 956 8 11 864 0 13 18 0 70 19 2,207 14 51 12 67 HV% PHF 0.94 0.86 0.34 0.72 3.2% 3.2% 16.3% 8.3% 3.8% 0.89 EB WB NB SB All 791 ---PAGE BREAK--- Traffic Counts - Heavy Vehicles, Bicycles on Road, and Pedestrians/Bicycles on Crosswalk Heavy Vehicles Interval Start Time EB NB Total WB SB 4:00 PM 5 0 1 0 6 4:05 PM 0 0 2 0 2 4:10 PM 2 0 1 0 3 4:15 PM 3 0 2 0 5 4:20 PM 3 0 1 0 4 4:25 PM 1 0 2 1 4 4:30 PM 2 1 7 0 10 4:35 PM 5 0 1 0 6 4:40 PM 4 0 3 0 7 4:45 PM 1 0 1 0 2 4:50 PM 1 0 2 2 5 4:55 PM 6 0 2 0 8 5:00 PM 2 0 1 0 3 5:05 PM 1 0 1 0 2 5:10 PM 2 0 1 0 3 5:15 PM 0 1 2 0 3 5:20 PM 2 0 2 0 4 5:25 PM 3 0 2 0 5 5:30 PM 1 1 0 0 2 5:35 PM 2 0 2 0 4 5:40 PM 2 0 3 0 5 5:45 PM 0 0 1 0 1 5:50 PM 2 0 1 0 3 5:55 PM 1 0 1 0 2 Count Total 51 3 42 3 99 Peak Hour 34 7 30 13 84 Bicycles on Roadway Interval Start Time EB NB Total WB SB 4:00 PM 0 0 0 0 0 4:05 PM 0 0 0 0 0 4:10 PM 0 0 0 0 0 4:15 PM 0 0 0 0 0 4:20 PM 0 0 0 0 0 4:25 PM 0 0 0 0 0 4:30 PM 0 0 0 0 0 4:35 PM 0 0 0 0 0 4:40 PM 0 0 0 0 0 4:45 PM 0 0 0 0 0 4:50 PM 0 0 0 0 0 4:55 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:05 PM 0 0 0 0 0 5:10 PM 0 0 0 0 0 5:15 PM 0 0 0 0 0 5:20 PM 0 0 0 0 0 5:25 PM 0 0 0 0 0 5:30 PM 0 0 0 0 0 5:35 PM 0 0 0 0 0 5:40 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:50 PM 0 0 0 0 0 5:55 PM 0 0 0 0 0 Count Total 0 0 0 0 0 Peak Hour 0 0 1 0 1 Pedestrians/Bicycles on Crosswalk Interval Start Time EB NB Total WB SB 4:00 PM 0 0 0 0 0 4:05 PM 0 0 0 0 0 4:10 PM 0 0 0 0 0 4:15 PM 0 0 0 0 0 4:20 PM 0 0 0 0 0 4:25 PM 0 0 0 0 0 4:30 PM 0 0 0 0 0 4:35 PM 0 1 0 0 1 4:40 PM 0 0 0 0 0 4:45 PM 0 0 0 3 3 4:50 PM 0 0 0 1 1 4:55 PM 1 0 0 1 2 5:00 PM 0 0 0 0 0 5:05 PM 0 3 0 0 3 5:10 PM 0 0 0 0 0 5:15 PM 0 0 0 0 0 5:20 PM 0 0 0 2 2 5:25 PM 0 0 0 0 0 5:30 PM 0 0 0 0 0 5:35 PM 0 1 0 0 1 5:40 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:50 PM 0 0 0 0 0 5:55 PM 0 0 0 0 0 Count Total 1 5 0 7 13 Peak Hour 1 3 1 13 18 792 ---PAGE BREAK--- Project Name: Project Number Query Information: OR214_Evergreen Date Queried: Data Provider: ODOT Crash Analysis Reporting Unit Analyst: Summary Date: 1/11/2023 Text File Name: Filters Applied: : : County: Marion Other Crash Characteristics OR 214/ Evergreen Avenue (January 2017 through December 2021) Crash Summary by Date and Time Crash Summary by Type Crash Severity Crash Environment Characteristics Crash Area Characteristics Driving Impairments Vehicles and Occupants Involved Driver Characteristics At-Fault Driver Characteristics 15 16 16 13 11 0 2 4 6 8 10 12 14 16 18 2017 2018 2019 2020 2021 Number of Crashes Year Crashes By Year 8 7 4 3 12 4 5 4 8 3 3 10 0 2 4 6 8 10 12 14 January February March April May June July August September October November December Number of Crashes Crashes by Month 12 16 12 7 6 7 11 0 2 4 6 8 10 12 14 16 18 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Number of Crashes Crashes by Day 0 1 2 3 4 5 6 7 8 9 12:00 AM 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM Number of Crashes Crashes by Hour 41 17 6 5 2 0 5 10 15 20 25 30 35 40 45 Turning Movement Rear-End Angle Sideswipe-overtaking Fixed-Object or Other-Object Number of Crashes Collision Type 0 47 24 0 5 10 15 20 25 30 35 40 45 50 Fatal crash Non-fatal injury crash Property damage only crash (PDO) Number of Crashes Crash Severity 48 11 10 2 0 0 0 0 0 0 0 10 20 30 40 50 60 Number of Crashes Weather Conditions 52 17 2 0 10 20 30 40 50 60 Dry Wet Unknown Number of Crashes Road Surface Conditions 46 18 3 2 1 1 0 5 10 15 20 25 30 35 40 45 50 Daylight Darkness – with street lights Dusk (Twilight) Dawn (Twilight) Unknown Darkness – no street lights Number of Crashes Light Conditions 40 10 3 2 1 1 0 5 10 15 20 25 30 35 40 45 Traffic signals Flashing beacon – Amber (caution) Stop sign Left turn green arrow, lane markings or signal Yield sign Right turn green arrow, lane markings or signal Number of Crashes Traffic Control Device 15 51 5 0 10 20 30 40 50 60 Not Investigated City Police On Scene Number of Crashes Investigating Agency No 100% School Zone No 100% Work Zone No 100% Alcohol Use No 100% Drug Use 2 63 4 1 1 0 10 20 30 40 50 60 70 1 2 3 4 5 Number of Crashes Number of Vehicles Per Crash Number of Vehicles Involved 2 27 19 7 10 1 1 1 2 1 0 5 10 15 20 25 30 1 2 3 4 5 6 7 8 9 10 Number of Crashes Number of Persons Per Crash Number of Participants Involved 61 10 0 0 0 0 0 0 0 0 0 0 0 10 20 30 40 50 60 70 Urban Principal Arterial – Other Urban Collector Rural Principal Arterial – Interstate Rural Principal Arterial – Other Rural Minor Arterial Rural Major Collector Rural Minor Collector Rural Local Street or Road Urban Principal Arterial – Interstate Urban Principal Arterial Urban Minor Arterial Urban Local Street or Road Number of Crashes Crashes By Facility Type 33 12 7 5 3 2 1 1 1 1 0 5 10 15 20 25 30 35 Did not yield right- of-way Disregarded traffic signal Followed too closely Improper change of traffic lanes Inattention Made improper turn Speed too fast for conditions (not exceeding limit) Improper overtaking Phantom / non- contact vehicle Driving in excess of posted speed Number of Crashes Top Crash Causes 34 16 11 5 2 2 1 0 5 10 15 20 25 30 35 40 From opposite direction – one left turn, one straight From same direction – one stopped Entering at angle – all others From same direction – both going straight From same direction – one turn, one straight Fixed object Entering at angle – one vehicle stopped Number of Crashes Crash Type 57 44 0 10 20 30 40 50 60 Male Female Unknown Number of Crashes Involved Driver Gender 25 22 0 5 10 15 20 25 30 Male Female Unknown Number of Crashes At-Fault Driver Gender 48 1 8 15 6 21 18 15 4 13 0 10 20 30 40 50 60 Number of Crashes Involved Driver Age 2 5 10 3 10 8 4 1 6 0 2 4 6 8 10 12 Number of Crashes At-Fault Driver Age 5 83 11 2 48 0 10 20 30 40 50 60 70 80 90 Number of Crashes Involved Driver License Status 85 8 8 0 10 20 30 40 50 60 70 80 90 OR Res. <25 mi of home OR Res. >25 mi of home OR Res. Unknown Distance Non-resident Unknown Number of Crashes Involved Driver Residence 124 7 1 58 0 20 40 60 80 100 120 140 Not applicable pedestrian) No safety equipment used Seat belt or harness used improperly Seat belt or harness, fastened Child restraint used properly Child restraint used improperly Helmet used improperly Helmet used properly Equipment used, type unknown Unknown Number of Crashes Safety Equipment Use 146 1 1 0 20 40 60 80 100 120 140 160 Passenger Car/Truck Truck w/Trailer dirt bike Number of Crashes Involved Vehicle Type 3 13 78 92 0 10 20 30 40 50 60 70 80 90 100 Fatal Serious Injury Minor Injury Possible Injury Died Prior to Crash No Injury Number of Persons Total Occupant Injuries 793 ---PAGE BREAK--- Project Name: Project Number Query Information: OR214_I5_Northbound Date Queried: Data Provider: ODOT Crash Analysis Reporting Unit Analyst: Summary Date: 1/11/2023 Text File Name: Filters Applied: : : County: Marion Other Crash Characteristics I-5 Northbound Ramps/ Newberg Highway Crash Summary by Date and Time Crash Summary by Type Crash Severity Crash Environment Characteristics (January 2017 through December 2021) Crash Area Characteristics Driving Impairments Vehicles and Occupants Involved Driver Characteristics At-Fault Driver Characteristics 10 8 10 11 4 0 2 4 6 8 10 12 2017 2018 2019 2020 2021 Number of Crashes Year Crashes By Year 4 1 3 3 2 4 3 5 7 3 2 6 0 1 2 3 4 5 6 7 8 January February March April May June July August September October November December Number of Crashes Crashes by Month 6 13 1 5 7 5 6 0 2 4 6 8 10 12 14 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Number of Crashes Crashes by Day 0 1 2 3 4 5 6 7 8 9 12:00 AM 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM Number of Crashes Crashes by Hour 20 16 6 1 0 5 10 15 20 25 Turning Movement Rear-End Fixed-Object or Other-Object Sideswipe-overtaking Number of Crashes Collision Type 0 20 23 0 5 10 15 20 25 Fatal crash Non-fatal injury crash Property damage only crash (PDO) Number of Crashes Crash Severity 30 5 5 1 1 1 0 0 0 0 0 5 10 15 20 25 30 35 Number of Crashes Weather Conditions 34 7 1 1 0 5 10 15 20 25 30 35 40 Dry Wet Unknown Snow Number of Crashes Road Surface Conditions 36 5 1 1 0 5 10 15 20 25 30 35 40 Daylight Darkness – with street lights Darkness – no street lights Dusk (Twilight) Number of Crashes Light Conditions 33 5 1 0 5 10 15 20 25 30 35 Traffic signals One way street Left turn green arrow, lane markings or signal Number of Crashes Traffic Control Device 15 4 20 4 0 5 10 15 20 25 Not Investigated State Police City Police On Scene Number of Crashes Investigating Agency No 100% School Zone No 100% Work Zone No 100% Alcohol Use No 98% Yes 2% Drug Use 5 37 1 0 5 10 15 20 25 30 35 40 1 2 3 Number of Crashes Number of Vehicles Per Crash Number of Vehicles Involved 3 23 10 6 0 0 1 0 5 10 15 20 25 1 2 3 4 5 6 7 Number of Crashes Number of Persons Per Crash Number of Participants Involved 33 10 0 0 0 0 0 0 0 0 0 0 0 5 10 15 20 25 30 35 Urban Principal Arterial – Interstate Urban Principal Arterial – Other Rural Principal Arterial – Interstate Rural Principal Arterial – Other Rural Minor Arterial Rural Major Collector Rural Minor Collector Rural Local Street or Road Urban Principal Arterial Urban Minor Arterial Urban Collector Urban Local Street or Road Number of Crashes Crashes By Facility Type 17 8 6 4 3 1 1 1 1 1 0 2 4 6 8 10 12 14 16 18 Disregarded traffic signal Inattention Speed too fast for conditions (not exceeding limit) Made improper turn Followed too closely Did not yield right- of-way Other improper driving Improper change of traffic lanes Driving in excess of posted speed Careless Driving Number of Crashes Top Crash Causes 16 14 6 3 3 1 0 2 4 6 8 10 12 14 16 18 Entering at angle – all others From same direction – one stopped Fixed object From same direction – both going straight From same direction – all others From opposite direction – one left turn, one straight Number of Crashes Crash Type 17 21 0 5 10 15 20 25 Male Female Unknown Number of Crashes Involved Driver Gender 12 12 0 2 4 6 8 10 12 14 Male Female Unknown Number of Crashes At-Fault Driver Gender 44 1 2 8 4 5 7 5 1 4 0 5 10 15 20 25 30 35 40 45 50 Number of Crashes Involved Driver Age 1 1 2 4 2 3 4 4 1 3 0 1 2 3 4 5 Number of Crashes At-Fault Driver Age 37 1 44 0 5 10 15 20 25 30 35 40 45 50 Number of Crashes Involved Driver License Status 33 5 0 5 10 15 20 25 30 35 OR Res. <25 mi of home OR Res. >25 mi of home OR Res. Unknown Distance Non-resident Unknown Number of Crashes Involved Driver Residence 38 1 50 0 10 20 30 40 50 60 Not applicable pedestrian) No safety equipment used Seat belt or harness used improperly Seat belt or harness, fastened Child restraint used properly Child restraint used improperly Helmet used improperly Helmet used properly Equipment used, type unknown Unknown Number of Crashes Safety Equipment Use 79 2 1 0 10 20 30 40 50 60 70 80 90 Passenger Car/Truck Truck w/Trailer dirt bike Number of Crashes Involved Vehicle Type 2 27 60 0 10 20 30 40 50 60 70 Fatal Serious Injury Minor Injury Possible Injury Died Prior to Crash No Injury Number of Persons Total Occupant Injuries 794 ---PAGE BREAK--- Project Name: Project Number Query Information: OR214_I5_Southbound Date Queried: Data Provider: ODOT Crash Analysis Reporting Unit Analyst: Summary Date: 1/11/2023 Text File Name: Filters Applied: : : County: Marion Other Crash Characteristics I-5 Southbound Ramps/ Newberg Highway (January 2017 through December 2021) Crash Summary by Date and Time Crash Summary by Type Crash Severity Crash Environment Characteristics Crash Area Characteristics Driving Impairments Vehicles and Occupants Involved Driver Characteristics At-Fault Driver Characteristics 14 12 13 9 12 0 2 4 6 8 10 12 14 16 2017 2018 2019 2020 2021 Number of Crashes Year Crashes By Year 1 9 3 4 4 4 8 7 5 4 7 4 0 1 2 3 4 5 6 7 8 9 10 January February March April May June July August September October November December Number of Crashes Crashes by Month 9 4 11 8 7 8 13 0 2 4 6 8 10 12 14 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Number of Crashes Crashes by Day 0 1 2 3 4 5 6 7 8 9 12:00 AM 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM Number of Crashes Crashes by Hour 44 9 4 3 0 5 10 15 20 25 30 35 40 45 50 Rear-End Sideswipe-overtaking Fixed-Object or Other-Object Turning Movement Number of Crashes Collision Type 0 43 17 0 5 10 15 20 25 30 35 40 45 50 Fatal crash Non-fatal injury crash Property damage only crash (PDO) Number of Crashes Crash Severity 44 7 5 3 1 0 0 0 0 0 0 5 10 15 20 25 30 35 40 45 50 Number of Crashes Weather Conditions 49 9 1 1 0 10 20 30 40 50 60 Dry Wet Unknown Snow Number of Crashes Road Surface Conditions 48 6 4 1 1 0 10 20 30 40 50 60 Daylight Darkness – with street lights Dusk (Twilight) Unknown Darkness – no street lights Number of Crashes Light Conditions 25 11 8 0 5 10 15 20 25 30 Traffic signals Right turn green arrow, lane markings or signal One way street Number of Crashes Traffic Control Device 25 13 15 7 0 5 10 15 20 25 30 Not Investigated State Police City Police On Scene Number of Crashes Investigating Agency No 100% School Zone No 100% Work Zone No 100% Alcohol Use No 100% Drug Use 4 49 5 2 0 10 20 30 40 50 60 1 2 3 4 Number of Crashes Number of Vehicles Per Crash Number of Vehicles Involved 3 21 16 7 5 7 0 0 0 0 0 1 0 5 10 15 20 25 1 2 3 4 5 6 7 8 9 10 11 12 Number of Crashes Number of Persons Per Crash Number of Participants Involved 51 9 0 0 0 0 0 0 0 0 0 0 0 10 20 30 40 50 60 Urban Principal Arterial – Interstate Urban Principal Arterial – Other Rural Principal Arterial – Interstate Rural Principal Arterial – Other Rural Minor Arterial Rural Major Collector Rural Minor Collector Rural Local Street or Road Urban Principal Arterial Urban Minor Arterial Urban Collector Urban Local Street or Road Number of Crashes Crashes By Facility Type 13 8 5 3 2 2 2 2 1 1 0 2 4 6 8 10 12 14 Inattention Followed too closely Improper change of traffic lanes Disregarded traffic signal Speed too fast for conditions (not exceeding limit) Tire failure Driving in excess of posted speed Careless Driving Physical illness Phantom / non- contact vehicle Number of Crashes Top Crash Causes 36 15 4 3 1 1 0 5 10 15 20 25 30 35 40 From same direction – one stopped From same direction – both going straight Fixed object Entering at angle – all others From same direction – all others Parked motor vehicle Number of Crashes Crash Type 51 40 0 10 20 30 40 50 60 Male Female Unknown Number of Crashes Involved Driver Gender 25 19 0 5 10 15 20 25 30 Male Female Unknown Number of Crashes At-Fault Driver Gender 36 1 3 15 9 16 18 15 6 4 0 5 10 15 20 25 30 35 40 Number of Crashes Involved Driver Age 4 1 2 7 4 6 7 6 5 2 0 1 2 3 4 5 6 7 8 Number of Crashes At-Fault Driver Age 1 75 11 1 36 0 10 20 30 40 50 60 70 80 Number of Crashes Involved Driver License Status 51 26 11 0 10 20 30 40 50 60 OR Res. <25 mi of home OR Res. >25 mi of home OR Res. Unknown Distance Non-resident Unknown Number of Crashes Involved Driver Residence 105 3 61 0 20 40 60 80 100 120 Not applicable pedestrian) No safety equipment used Seat belt or harness used improperly Seat belt or harness, fastened Child restraint used properly Child restraint used improperly Helmet used improperly Helmet used properly Equipment used, type unknown Unknown Number of Crashes Safety Equipment Use 123 1 0 20 40 60 80 100 120 140 Passenger Car/Truck Truck w/Trailer Number of Crashes Involved Vehicle Type 12 76 80 0 10 20 30 40 50 60 70 80 90 Fatal Serious Injury Minor Injury Possible Injury Died Prior to Crash No Injury Number of Persons Total Occupant Injuries 795 ---PAGE BREAK--- Project Name: Project Number Query Information: OR214_Lawson Date Queried: Data Provider: ODOT Crash Analysis Reporting Unit Analyst: Summary Date: 1/11/2023 Text File Name: Filters Applied: : : County: Marion Other Crash Characteristics OR 214/ Lawson Avenue Crash Summary by Date and Time Crash Summary by Type Crash Severity Crash Environment Characteristics (January 2017 through December 2021) Crash Area Characteristics Driving Impairments Vehicles and Occupants Involved Driver Characteristics At-Fault Driver Characteristics 4 1 3 2 1 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 2017 2018 2019 2020 2021 Number of Crashes Year Crashes By Year 1 1 2 1 0 0 1 1 0 1 1 2 0 1 2 3 January February March April May June July August September October November December Number of Crashes Crashes by Month 1 1 2 1 0 4 2 0 1 2 3 4 5 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Number of Crashes Crashes by Day 0 1 2 3 4 5 12:00 AM 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM Number of Crashes Crashes by Hour 10 1 0 2 4 6 8 10 12 Rear-End Turning Movement Number of Crashes Collision Type 0 8 3 0 1 2 3 4 5 6 7 8 9 Fatal crash Non-fatal injury crash Property damage only crash (PDO) Number of Crashes Crash Severity 5 3 3 0 0 0 0 0 0 0 0 1 2 3 4 5 6 Number of Crashes Weather Conditions 6 5 0 1 2 3 4 5 6 7 Dry Wet Number of Crashes Road Surface Conditions 7 3 1 0 1 2 3 4 5 6 7 8 Daylight Darkness – with street lights Dusk (Twilight) Number of Crashes Light Conditions 2 1 0 1 2 3 Stop sign No control (as stated on Police Report) Number of Crashes Traffic Control Device 4 6 1 0 1 2 3 4 5 6 7 Not Investigated City Police On Scene Number of Crashes Investigating Agency No 100% School Zone No 100% Work Zone No 91% Yes 9% Alcohol Use No 100% Drug Use 0 9 2 0 2 4 6 8 10 1 2 3 Number of Crashes Number of Vehicles Per Crash Number of Vehicles Involved 0 6 3 0 0 0 2 0 1 2 3 4 5 6 7 1 2 3 4 5 6 7 Number of Crashes Number of Persons Per Crash Number of Participants Involved 9 2 0 0 0 0 0 0 0 0 0 0 0 1234 5678 9 10 Urban Principal Arterial – Other Urban Local Street or Road Rural Principal Arterial – Interstate Rural Principal Arterial – Other Rural Minor Arterial Rural Major Collector Rural Minor Collector Rural Local Street or Road Urban Principal Arterial – Interstate Urban Principal Arterial Urban Minor Arterial Urban Collector Number of Crashes Crashes By Facility Type 2 1 1 1 1 0 1 2 3 Followed too closely Did not yield right- of-way Driver drowsy / fatigued / sleepy Physical illness Inattention Number of Crashes Top Crash Causes 8 2 1 0 1 2 3 4 5 6 7 8 9 From same direction – one stopped From same direction – both going straight Entering at angle – all others Number of Crashes Crash Type 9 8 0 1 2 3 4 5 6 7 8 9 10 Male Female Unknown Number of Crashes Involved Driver Gender 5 3 0 1 2 3 4 5 6 Male Female Unknown Number of Crashes At-Fault Driver Gender 7 2 3 2 3 3 3 1 0 1 2 3 4 5 6 7 8 Number of Crashes Involved Driver Age 1 2 1 1 1 2 1 0 1 2 3 Number of Crashes At-Fault Driver Age 15 1 1 7 0 2 4 6 8 10 12 14 16 Number of Crashes Involved Driver License Status 13 3 1 0 2 4 6 8 10 12 14 OR Res. <25 mi of home OR Res. >25 mi of home OR Res. Unknown Distance Non-resident Unknown Number of Crashes Involved Driver Residence 18 16 0 2 4 6 8 10 12 14 16 18 20 Not applicable pedestrian) No safety equipment used Seat belt or harness used improperly Seat belt or harness, fastened Child restraint used properly Child restraint used improperly Helmet used improperly Helmet used properly Equipment used, type unknown Unknown Number of Crashes Safety Equipment Use 24 0 5 10 15 20 25 30 1 Number of Crashes Involved Vehicle Type 1 18 15 0 2 4 6 8 10 12 14 16 18 20 Fatal Serious Injury Minor Injury Possible Injury Died Prior to Crash No Injury Number of Persons Total Occupant Injuries 796 ---PAGE BREAK--- Project Name: Project Number Query Information: OR214_OregonWay Date Queried: Data Provider: ODOT Crash Analysis Reporting Unit Analyst: Summary Date: 1/11/2023 Text File Name: Filters Applied: : : County: Marion Other Crash Characteristics OR 214/ Oregon Way (January 2017 through December 2021) Crash Summary by Date and Time Crash Summary by Type Crash Severity Crash Environment Characteristics Crash Area Characteristics Driving Impairments Vehicles and Occupants Involved Driver Characteristics At-Fault Driver Characteristics 9 15 13 9 9 0 2 4 6 8 10 12 14 16 2017 2018 2019 2020 2021 Number of Crashes Year Crashes By Year 7 6 5 5 4 7 4 6 3 2 1 5 0 1 2 3 4 5 6 7 8 January February March April May June July August September October November December Number of Crashes Crashes by Month 7 10 7 10 8 9 4 0 2 4 6 8 10 12 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Number of Crashes Crashes by Day 0 1 2 3 4 5 6 7 8 12:00 AM 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM Number of Crashes Crashes by Hour 35 12 5 3 0 5 10 15 20 25 30 35 40 Turning Movement Rear-End Angle Sideswipe-overtaking Number of Crashes Collision Type 0 37 18 0 5 10 15 20 25 30 35 40 Fatal crash Non-fatal injury crash Property damage only crash (PDO) Number of Crashes Crash Severity 35 16 3 1 0 0 0 0 0 0 0 5 10 15 20 25 30 35 40 Number of Crashes Weather Conditions 42 11 2 0 5 10 15 20 25 30 35 40 45 Dry Wet Unknown Number of Crashes Road Surface Conditions 43 9 2 1 0 5 10 15 20 25 30 35 40 45 50 Daylight Darkness – with street lights Dusk (Twilight) Darkness – no street lights Number of Crashes Light Conditions 37 5 2 1 0 5 10 15 20 25 30 35 40 Traffic signals Flashing beacon – Amber (caution) Flashing beacon – Red (stop) Stop sign Number of Crashes Traffic Control Device 7 1 40 7 0 5 10 15 20 25 30 35 40 45 Not Investigated State Police City Police On Scene Number of Crashes Investigating Agency No 100% School Zone No 100% Work Zone No 96% Yes 4% Alcohol Use No 100% Drug Use 0 52 3 0 10 20 30 40 50 60 1 2 3 Number of Crashes Number of Vehicles Per Crash Number of Vehicles Involved 0 27 17 7 2 1 0 1 0 5 10 15 20 25 30 1 2 3 4 5 6 7 8 Number of Crashes Number of Persons Per Crash Number of Participants Involved 54 1 0 0 0 0 0 0 0 0 0 0 0 10 20 30 40 50 60 Urban Principal Arterial – Other Urban Collector Rural Principal Arterial – Interstate Rural Principal Arterial – Other Rural Minor Arterial Rural Major Collector Rural Minor Collector Rural Local Street or Road Urban Principal Arterial – Interstate Urban Principal Arterial Urban Minor Arterial Urban Local Street or Road Number of Crashes Crashes By Facility Type 32 6 6 3 2 1 1 1 1 0 5 10 15 20 25 30 35 Did not yield right- of-way Disregarded traffic signal Inattention Improper change of traffic lanes Followed too closely Speed too fast for conditions (not exceeding limit) Passed stop sign or red flasher Made improper turn Reckless Driving Number of Crashes Top Crash Causes 33 11 6 4 1 0 5 10 15 20 25 30 35 From opposite direction – one left turn, one straight From same direction – one stopped Entering at angle – all others From same direction – both going straight From same direction – one turn, one straight Number of Crashes Crash Type 31 46 0 5 10 15 20 25 30 35 40 45 50 Male Female Unknown Number of Crashes Involved Driver Gender 14 25 0 5 10 15 20 25 30 Male Female Unknown Number of Crashes At-Fault Driver Gender 36 2 1 8 2 16 12 10 5 19 0 5 10 15 20 25 30 35 40 Number of Crashes Involved Driver Age 2 1 1 1 6 7 3 3 14 0 2 4 6 8 10 12 14 16 Number of Crashes At-Fault Driver Age 3 67 6 1 36 0 10 20 30 40 50 60 70 80 Number of Crashes Involved Driver License Status 65 11 1 0 10 20 30 40 50 60 70 OR Res. <25 mi of home OR Res. >25 mi of home OR Res. Unknown Distance Non-resident Unknown Number of Crashes Involved Driver Residence 1 82 2 43 0 10 20 30 40 50 60 70 80 90 Not applicable pedestrian) No safety equipment used Seat belt or harness used improperly Seat belt or harness, fastened Child restraint used properly Child restraint used improperly Helmet used improperly Helmet used properly Equipment used, type unknown Unknown Number of Crashes Safety Equipment Use 113 0 20 40 60 80 100 120 1 Number of Crashes Involved Vehicle Type 2 13 41 71 0 10 20 30 40 50 60 70 80 Fatal Serious Injury Minor Injury Possible Injury Died Prior to Crash No Injury Number of Persons Total Occupant Injuries 797 ---PAGE BREAK--- 798 ---PAGE BREAK--- 799 ---PAGE BREAK--- 800 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 435 165 450 499 227 96 v/c Ratio 0.18 0.13 0.21 0.38 0.60 0.22 Control Delay 3.1 0.2 7.2 1.6 48.0 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.1 0.2 7.2 1.6 48.0 6.9 Queue Length 50th (ft) 28 0 78 11 71 0 Queue Length 95th (ft) 46 0 58 25 97 30 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2439 1312 2139 1300 1069 537 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.13 0.21 0.38 0.21 0.18 Intersection Summary 801 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 365 139 0 378 419 0 0 0 191 0 81 Future Volume (vph) 0 365 139 0 378 419 0 0 0 191 0 81 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 435 165 0 450 499 0 0 0 227 0 96 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 72 Lane Group Flow (vph) 0 435 165 0 450 499 0 0 0 227 0 24 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 78.5 100.0 66.0 100.0 12.5 25.0 Effective Green, g 78.5 100.0 66.0 100.0 12.5 25.0 Actuated g/C Ratio 0.78 1.00 0.66 1.00 0.12 0.25 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2438 1312 2110 1300 376 335 v/s Ratio Prot 0.14 0.14 c0.08 v/s Ratio Perm 0.13 c0.38 0.02 v/c Ratio 0.18 0.13 0.21 0.38 0.60 0.07 Uniform Delay, d1 2.7 0.0 6.7 0.0 41.4 28.6 Progression Factor 1.00 1.00 0.94 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.1 0.8 2.3 0.1 Delay 2.8 0.2 6.4 0.8 43.7 28.7 Level of Service A A A A D C Approach Delay 2.1 3.5 0.0 39.3 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 9.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 24.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 802 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 365 139 0 378 419 0 0 0 191 0 81 Future Volume (veh/h) 0 365 139 0 378 419 0 0 0 191 0 81 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 435 0 0 450 0 227 0 96 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2545 0 2608 307 0 136 Arrive On Green 0.00 0.81 0.00 0.00 0.81 0.00 0.10 0.00 0.10 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 435 0 0 450 0 227 0 96 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 3.1 0.0 0.0 3.1 0.0 7.2 0.0 6.9 Cycle Q Clear(g_c), s 0.0 3.1 0.0 0.0 3.1 0.0 7.2 0.0 6.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2545 0 2608 307 0 136 V/C Ratio(X) 0.00 0.17 0.00 0.17 0.74 0.00 0.70 Avail Cap(c_a), veh/h 0 2545 0 2608 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.94 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 2.1 0.0 0.0 2.1 0.0 43.7 0.0 43.5 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.0 2.6 0.0 4.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.7 0.0 0.0 0.6 0.0 2.8 0.0 5.2 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 2.3 0.0 0.0 2.2 0.0 46.3 0.0 48.4 LOS A A A A D A D Approach Vol, veh/h 435 A 450 A 323 Approach Delay, s/veh 2.3 2.2 46.9 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 85.5 14.5 85.5 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 5.1 9.2 5.1 Green Ext Time s 8.4 0.8 4.7 Intersection Summary HCM 6th Ctrl Delay 14.2 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 803 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 431 192 769 634 113 262 259 v/c Ratio 0.18 0.14 0.33 0.45 0.59 0.68 0.65 Control Delay 2.8 0.2 6.9 1.3 51.7 15.5 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.8 0.2 6.9 1.3 51.7 15.5 12.8 Queue Length 50th (ft) 18 0 91 5 72 7 0 Queue Length 95th (ft) 56 0 156 4 120 84 68 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2410 1325 2343 1399 666 715 743 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.14 0.33 0.45 0.17 0.37 0.35 Intersection Summary 804 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 384 171 0 684 564 112 0 452 0 0 0 Future Volume (vph) 0 384 171 0 684 564 112 0 452 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1272 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1272 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 431 192 0 769 634 126 0 508 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 216 225 0 0 0 Lane Group Flow (vph) 0 431 192 0 769 634 113 46 34 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 76.8 100.0 76.8 100.0 13.3 13.3 13.3 Effective Green, g 76.8 100.0 76.8 100.0 13.3 13.3 13.3 Actuated g/C Ratio 0.77 1.00 0.77 1.00 0.13 0.13 0.13 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2409 1325 2342 1399 194 169 175 v/s Ratio Prot 0.14 0.25 v/s Ratio Perm 0.14 c0.45 0.08 0.04 0.03 v/c Ratio 0.18 0.14 0.33 0.45 0.58 0.27 0.20 Uniform Delay, d1 3.1 0.0 3.6 0.0 40.7 39.0 38.6 Progression Factor 0.71 1.00 1.57 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.2 0.9 3.7 0.6 0.4 Delay 2.4 0.2 5.9 0.9 44.4 39.6 39.0 Level of Service A A A A D D D Approach Delay 1.7 3.6 40.2 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 11.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 40.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 805 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 806 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 101 811 73 143 830 224 227 163 6 46 v/c Ratio 0.60 0.55 0.11 0.68 0.51 0.75 0.75 0.40 0.05 0.37 Control Delay 56.3 23.7 3.8 59.8 19.9 52.7 52.6 7.9 44.5 30.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.3 23.7 3.8 59.8 19.9 52.7 52.6 7.9 44.5 30.0 Queue Length 50th (ft) 57 227 1 87 204 143 145 0 4 9 Queue Length 95th (ft) 108 335 11 #156 315 208 210 48 17 45 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 188 1472 [PHONE REDACTED] 436 441 517 116 125 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.55 0.11 0.63 0.51 0.51 0.51 0.32 0.05 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 807 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 44 51 762 69 16 118 770 10 404 20 153 6 Future Volume (vph) 44 51 762 69 16 118 770 10 404 20 153 6 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1613 3107 1335 1630 3132 1504 1521 1384 1662 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1613 3107 1335 1630 3132 1504 1521 1384 1662 Peak-hour factor, PHF 0.93 0.94 0.94 0.94 0.93 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 47 54 811 73 17 126 819 11 430 21 163 6 RTOR Reduction (vph) 0 0 0 40 0 0 1 0 0 0 131 0 Lane Group Flow (vph) 0 101 811 33 0 143 829 0 224 227 32 6 Confl. Peds. 1 1 1 1 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 4% 7% 9% 2% 2% 6% 0% 5% 0% 6% 0% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 9.1 45.6 45.6 12.8 49.3 19.9 19.9 19.9 4.2 Effective Green, g 9.1 45.6 45.6 12.8 49.3 19.9 19.9 19.9 4.2 Actuated g/C Ratio 0.09 0.46 0.46 0.13 0.49 0.20 0.20 0.20 0.04 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 146 1416 [PHONE REDACTED] 299 302 275 69 v/s Ratio Prot 0.06 c0.26 c0.09 c0.26 0.15 c0.15 0.00 v/s Ratio Perm 0.02 0.02 v/c Ratio 0.69 0.57 0.05 0.69 0.54 0.75 0.75 0.12 0.09 Uniform Delay, d1 44.1 20.0 15.2 41.7 17.5 37.7 37.7 32.9 46.1 Progression Factor 0.97 1.00 1.87 1.04 0.94 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.0 1.7 0.2 8.3 1.3 9.4 9.6 0.1 0.4 Delay 54.8 21.7 28.5 51.5 17.8 47.1 47.4 33.0 46.5 Level of Service D C C D B D D C D Approach Delay 25.6 22.8 43.4 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 29.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 808 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 13 30 Future Volume (vph) 13 30 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.98 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1356 Flt Permitted 1.00 Satd. Flow (perm) 1356 Peak-hour factor, PHF 0.94 0.94 Adj. Flow (vph) 14 32 RTOR Reduction (vph) 31 0 Lane Group Flow (vph) 15 0 Confl. Peds. 3 Confl. Bikes Heavy Vehicles 15% 12% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 4.2 Effective Green, g 4.2 Actuated g/C Ratio 0.04 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 56 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.27 Uniform Delay, d1 46.4 Progression Factor 1.00 Incremental Delay, d2 1.9 Delay 48.4 Level of Service D Approach Delay 48.1 Approach LOS D Intersection Summary 809 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 810 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 23 1031 2 937 10 18 8 75 v/c Ratio 0.23 0.40 0.02 0.37 0.11 0.16 0.09 0.46 Control Delay 47.5 4.2 45.5 5.5 47.6 30.0 47.0 22.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.5 4.2 45.5 5.5 47.6 30.0 47.0 22.8 Queue Length 50th (ft) 14 43 1 38 6 4 5 5 Queue Length 95th (ft) m37 202 9 220 23 26 20 47 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 105 2600 93 2551 95 536 94 553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.40 0.02 0.37 0.11 0.03 0.09 0.14 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 811 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 10 11 944 5 2 844 18 9 6 10 7 7 Future Volume (vph) 10 11 944 5 2 844 18 9 6 10 7 7 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1536 3106 1662 3154 1662 1575 1662 1516 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1536 3106 1662 3154 1662 1575 1662 1516 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 11 12 1026 5 2 917 20 10 7 11 8 8 RTOR Reduction (vph) 0 0 0 0 0 1 0 0 10 0 0 63 Lane Group Flow (vph) 0 23 1031 0 2 936 0 10 8 0 8 12 Confl. Peds. 2 3 3 2 3 3 Heavy Vehicles 2% 14% 7% 0% 0% 5% 6% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 3.2 75.7 1.1 73.6 1.1 5.6 1.1 5.6 Effective Green, g 3.2 75.7 1.1 73.6 1.1 5.6 1.1 5.6 Actuated g/C Ratio 0.03 0.76 0.01 0.74 0.01 0.06 0.01 0.06 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 49 2351 18 2321 18 88 18 84 v/s Ratio Prot c0.01 c0.33 0.00 0.30 c0.01 0.00 0.00 c0.01 v/s Ratio Perm v/c Ratio 0.47 0.44 0.11 0.40 0.56 0.09 0.44 0.14 Uniform Delay, d1 47.6 4.4 49.0 5.0 49.2 44.8 49.1 44.9 Progression Factor 0.97 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.1 0.6 2.0 0.5 26.5 0.3 12.2 0.6 Delay 51.1 4.7 51.0 5.5 75.7 45.1 61.4 45.5 Level of Service D A D A E D E D Approach Delay 5.8 5.6 56.0 47.0 Approach LOS A A E D Intersection Summary HCM 2000 Control Delay 8.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 44.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 812 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 62 Future Volume (vph) 62 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 67 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 813 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 814 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 747 372 666 584 445 300 v/c Ratio 0.32 0.26 0.36 0.41 0.74 0.52 Control Delay 6.0 0.4 14.3 1.0 45.5 16.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 0.4 14.3 1.0 45.5 16.6 Queue Length 50th (ft) 78 0 135 0 138 78 Queue Length 95th (ft) 127 0 147 12 180 147 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2340 1426 1867 1430 1048 600 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.32 0.26 0.36 0.41 0.42 0.50 Intersection Summary 815 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 687 342 0 613 537 0 0 0 409 0 276 Future Volume (vph) 0 687 342 0 613 537 0 0 0 409 0 276 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 747 372 0 666 584 0 0 0 445 0 300 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 91 Lane Group Flow (vph) 0 747 372 0 666 584 0 0 0 445 0 209 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 71.8 100.0 57.3 100.0 19.2 33.7 Effective Green, g 71.8 100.0 57.3 100.0 19.2 33.7 Actuated g/C Ratio 0.72 1.00 0.57 1.00 0.19 0.34 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2340 1426 1867 1430 601 486 v/s Ratio Prot 0.23 0.20 c0.14 v/s Ratio Perm 0.26 c0.41 0.14 v/c Ratio 0.32 0.26 0.36 0.41 0.74 0.43 Uniform Delay, d1 5.2 0.0 11.5 0.0 38.1 25.7 Progression Factor 1.00 1.00 1.13 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.4 0.1 0.8 4.6 0.4 Delay 5.5 0.4 13.1 0.8 42.7 26.1 Level of Service A A B A D C Approach Delay 3.8 7.4 0.0 36.0 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 44.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 816 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 687 342 0 613 537 0 0 0 409 0 276 Future Volume (veh/h) 0 687 342 0 613 537 0 0 0 409 0 276 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 747 0 0 666 0 445 0 300 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2204 0 2204 748 0 343 Arrive On Green 0.00 0.67 0.00 0.00 0.67 0.00 0.24 0.00 0.24 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 747 0 0 666 0 445 0 300 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 9.7 0.0 0.0 8.3 0.0 12.5 0.0 19.9 Cycle Q Clear(g_c), s 0.0 9.7 0.0 0.0 8.3 0.0 12.5 0.0 19.9 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2204 0 2204 748 0 343 V/C Ratio(X) 0.00 0.34 0.00 0.30 0.60 0.00 0.87 Avail Cap(c_a), veh/h 0 2204 0 2204 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.87 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 6.9 0.0 0.0 6.7 0.0 33.9 0.0 36.7 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.1 0.0 0.6 0.0 11.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.1 0.0 0.0 2.6 0.0 4.8 0.0 15.7 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 7.3 0.0 0.0 6.8 0.0 34.5 0.0 47.7 LOS A A A A C A D Approach Vol, veh/h 747 A 666 A 745 Approach Delay, s/veh 7.3 6.8 39.8 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 71.8 28.2 71.8 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 11.7 21.9 10.3 Green Ext Time s 15.9 1.7 7.3 Intersection Summary HCM 6th Ctrl Delay 18.4 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 817 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 968 199 986 284 213 251 246 v/c Ratio 0.42 0.14 0.43 0.20 0.70 0.74 0.71 Control Delay 7.0 0.2 6.2 0.3 48.7 35.8 33.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 0.2 6.2 0.3 48.7 35.8 33.2 Queue Length 50th (ft) 74 0 58 0 133 104 95 Queue Length 95th (ft) 271 0 192 m0 191 179 165 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2302 1403 2280 1387 565 548 564 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.42 0.14 0.43 0.20 0.38 0.46 0.44 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 818 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 910 187 0 927 267 223 0 445 0 0 0 Future Volume (vph) 0 910 187 0 927 267 223 0 445 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1305 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1305 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 968 199 0 986 284 237 0 473 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 75 75 0 0 0 Lane Group Flow (vph) 0 968 199 0 986 284 213 176 171 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 69.9 100.0 69.9 100.0 20.2 20.2 20.2 Effective Green, g 69.9 100.0 69.9 100.0 20.2 20.2 20.2 Actuated g/C Ratio 0.70 1.00 0.70 1.00 0.20 0.20 0.20 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2301 1403 2278 1387 303 263 271 v/s Ratio Prot 0.29 c0.30 v/s Ratio Perm 0.14 0.20 c0.14 0.13 0.13 v/c Ratio 0.42 0.14 0.43 0.20 0.70 0.67 0.63 Uniform Delay, d1 6.4 0.0 6.5 0.0 37.1 36.8 36.5 Progression Factor 0.87 1.00 0.76 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 0.3 0.3 6.7 5.7 4.1 Delay 6.1 0.2 5.2 0.3 43.8 42.5 40.6 Level of Service A A A A D D D Approach Delay 5.1 4.1 42.3 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 13.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 55.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 819 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 820 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 107 984 151 233 856 199 202 192 35 116 v/c Ratio 0.59 0.81 0.24 0.72 0.57 0.72 0.72 0.46 0.32 0.72 Control Delay 60.9 31.8 3.6 61.7 14.1 52.7 52.8 8.5 52.5 48.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.9 31.8 3.6 61.7 14.1 52.7 52.8 8.5 52.5 48.5 Queue Length 50th (ft) 68 332 16 118 212 127 129 0 22 35 Queue Length 95th (ft) 118 #447 16 #269 102 189 192 53 54 #120 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 187 1221 [PHONE REDACTED] 444 448 551 109 162 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.57 0.81 0.24 0.72 0.57 0.45 0.45 0.35 0.32 0.72 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 821 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 24 75 915 140 5 212 774 22 330 43 179 33 Future Volume (vph) 24 75 915 140 5 212 774 22 330 43 179 33 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1642 3228 1422 1646 3210 1533 1547 1432 1568 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1642 3228 1422 1646 3210 1533 1547 1432 1568 Peak-hour factor, PHF 0.92 0.93 0.93 0.93 0.92 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 26 81 984 151 5 228 832 24 355 46 192 35 RTOR Reduction (vph) 0 0 0 94 0 0 2 0 0 0 157 0 Lane Group Flow (vph) 0 107 984 57 0 233 854 0 199 202 35 35 Confl. Peds. 5 4 4 5 1 5 5 Confl. Bikes 1 Heavy Vehicles 2% 1% 3% 2% 2% 1% 3% 5% 3% 5% 2% 6% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 11.1 37.9 37.9 19.6 46.4 18.0 18.0 18.0 7.0 Effective Green, g 11.1 37.9 37.9 19.6 46.4 18.0 18.0 18.0 7.0 Actuated g/C Ratio 0.11 0.38 0.38 0.20 0.46 0.18 0.18 0.18 0.07 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 182 1223 [PHONE REDACTED] 275 278 257 109 v/s Ratio Prot 0.07 c0.30 c0.14 0.27 0.13 c0.13 0.02 v/s Ratio Perm 0.04 0.02 v/c Ratio 0.59 0.80 0.11 0.72 0.57 0.72 0.73 0.13 0.32 Uniform Delay, d1 42.3 27.7 20.1 37.7 19.6 38.7 38.7 34.5 44.2 Progression Factor 1.16 0.86 0.65 1.31 0.59 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.7 5.3 0.4 6.8 1.5 8.5 8.6 0.2 1.2 Delay 52.5 29.2 13.5 56.1 13.0 47.2 47.2 34.6 45.5 Level of Service D C B E B D D C D Approach Delay 29.3 22.2 43.1 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 30.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 822 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 42 66 Future Volume (vph) 42 66 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.91 Flt Protected 1.00 Satd. Flow (prot) 1507 Flt Permitted 1.00 Satd. Flow (perm) 1507 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 45 71 RTOR Reduction (vph) 57 0 Lane Group Flow (vph) 59 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 2% 6% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.0 Effective Green, g 7.0 Actuated g/C Ratio 0.07 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 105 v/s Ratio Prot c0.04 v/s Ratio Perm v/c Ratio 0.56 Uniform Delay, d1 45.0 Progression Factor 1.00 Incremental Delay, d2 5.5 Delay 50.6 Level of Service D Approach Delay 49.4 Approach LOS D Intersection Summary 823 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 824 ---PAGE BREAK--- Queues 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 108 1100 13 1029 14 25 64 89 v/c Ratio 0.55 0.43 0.13 0.49 0.16 0.24 0.62 0.41 Control Delay 43.0 7.5 47.0 12.2 49.4 41.5 71.0 20.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.0 7.5 47.0 12.2 49.4 41.5 71.0 20.2 Queue Length 50th (ft) 72 65 8 145 9 12 40 12 Queue Length 95th (ft) m98 203 27 307 29 38 #99 58 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 200 2574 101 2082 91 481 110 564 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.43 0.13 0.49 0.15 0.05 0.58 0.16 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 825 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 15 88 1042 14 12 942 46 13 18 6 61 19 Future Volume (vph) 15 88 1042 14 12 942 46 13 18 6 61 19 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.96 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1644 3222 1662 3183 1662 1511 1421 1535 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1644 3222 1662 3183 1662 1511 1421 1535 Peak-hour factor, PHF 0.92 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 16 92 1085 15 12 981 48 14 19 6 64 20 RTOR Reduction (vph) 0 0 1 0 0 2 0 0 6 0 0 63 Lane Group Flow (vph) 0 108 1099 0 13 1027 0 14 19 0 64 26 Confl. Peds. 13 3 3 13 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 3% 0% 0% 3% 14% 0% 0% 47% 17% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 11.9 71.8 1.5 61.4 1.1 4.0 6.2 9.1 Effective Green, g 11.9 71.8 1.5 61.4 1.1 4.0 6.2 9.1 Actuated g/C Ratio 0.12 0.72 0.02 0.61 0.01 0.04 0.06 0.09 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 195 2313 24 1954 18 60 88 139 v/s Ratio Prot c0.07 0.34 0.01 c0.32 0.01 c0.01 c0.05 0.02 v/s Ratio Perm v/c Ratio 0.55 0.48 0.54 0.53 0.78 0.32 0.73 0.19 Uniform Delay, d1 41.5 6.0 48.9 11.0 49.3 46.7 46.1 42.0 Progression Factor 0.86 1.28 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.5 18.2 1.0 104.7 2.2 24.2 0.5 Delay 37.6 8.2 67.1 12.0 154.0 48.9 70.3 42.5 Level of Service D A E B F D E D Approach Delay 10.9 12.7 86.6 54.1 Approach LOS B B F D Intersection Summary HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 56.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 826 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 66 Future Volume (vph) 66 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.96 Adj. Flow (vph) 69 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 827 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2023 Existing Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 828 ---PAGE BREAK--- Queues No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 557 302 773 560 268 250 v/c Ratio 0.24 0.23 0.40 0.43 0.58 0.54 Control Delay 4.4 0.4 10.2 1.1 43.6 22.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.4 0.4 10.2 1.1 43.6 22.6 Queue Length 50th (ft) 43 0 107 2 83 86 Queue Length 95th (ft) 78 0 137 0 105 131 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2349 1312 1953 1300 1069 536 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.23 0.40 0.43 0.25 0.47 Intersection Summary 829 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 468 254 0 649 470 0 0 0 225 0 210 Future Volume (vph) 0 468 254 0 649 470 0 0 0 225 0 210 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 557 302 0 773 560 0 0 0 268 0 250 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 60 Lane Group Flow (vph) 0 557 302 0 773 560 0 0 0 268 0 190 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 75.6 100.0 61.1 100.0 15.4 29.9 Effective Green, g 75.6 100.0 61.1 100.0 15.4 29.9 Actuated g/C Ratio 0.76 1.00 0.61 1.00 0.15 0.30 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2348 1312 1953 1300 464 400 v/s Ratio Prot 0.18 0.24 c0.09 v/s Ratio Perm 0.23 c0.43 0.14 v/c Ratio 0.24 0.23 0.40 0.43 0.58 0.47 Uniform Delay, d1 3.6 0.0 10.0 0.0 39.3 28.6 Progression Factor 1.00 1.00 0.89 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.4 0.2 1.0 1.4 0.6 Delay 3.9 0.4 9.1 1.0 40.7 29.3 Level of Service A A A A D C Approach Delay 2.7 5.7 0.0 35.2 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 10.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 41.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 830 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 468 254 0 649 470 0 0 0 225 0 210 Future Volume (veh/h) 0 468 254 0 649 470 0 0 0 225 0 210 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 557 0 0 773 0 268 0 250 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2197 0 2251 645 0 286 Arrive On Green 0.00 0.70 0.00 0.00 0.70 0.00 0.21 0.00 0.21 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 557 0 0 773 0 268 0 250 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 6.5 0.0 0.0 9.5 0.0 7.6 0.0 17.8 Cycle Q Clear(g_c), s 0.0 6.5 0.0 0.0 9.5 0.0 7.6 0.0 17.8 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2197 0 2251 645 0 286 V/C Ratio(X) 0.00 0.25 0.00 0.34 0.42 0.00 0.87 Avail Cap(c_a), veh/h 0 2197 0 2251 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.83 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 5.5 0.0 0.0 6.0 0.0 34.1 0.0 38.2 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.1 0.0 0.3 0.0 7.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.9 0.0 0.0 2.8 0.0 2.8 0.0 13.0 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 5.8 0.0 0.0 6.1 0.0 34.4 0.0 45.6 LOS A A A A C A D Approach Vol, veh/h 557 A 773 A 518 Approach Delay, s/veh 5.8 6.1 39.8 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 74.4 25.6 74.4 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 8.5 19.8 11.5 Green Ext Time s 11.2 1.3 8.5 Intersection Summary HCM 6th Ctrl Delay 15.4 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 831 ---PAGE BREAK--- Queues No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 538 236 962 757 266 306 300 v/c Ratio 0.26 0.18 0.48 0.54 0.73 0.63 0.60 Control Delay 8.0 0.3 10.5 1.4 45.8 14.6 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.0 0.3 10.5 1.4 45.8 14.6 13.4 Queue Length 50th (ft) 91 0 133 0 165 46 40 Queue Length 95th (ft) 110 0 226 5 222 120 108 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2047 1325 1990 1399 666 706 724 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.18 0.48 0.54 0.40 0.43 0.41 Intersection Summary 832 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 479 210 0 856 674 263 0 513 0 0 0 Future Volume (vph) 0 479 210 0 856 674 263 0 513 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1280 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1280 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 538 236 0 962 757 296 0 576 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 169 169 0 0 0 Lane Group Flow (vph) 0 538 236 0 962 757 266 137 131 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 65.3 100.0 65.3 100.0 24.8 24.8 24.8 Effective Green, g 65.3 100.0 65.3 100.0 24.8 24.8 24.8 Actuated g/C Ratio 0.65 1.00 0.65 1.00 0.25 0.25 0.25 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2048 1325 1991 1399 362 317 327 v/s Ratio Prot 0.17 0.32 v/s Ratio Perm 0.18 c0.54 c0.18 0.11 0.10 v/c Ratio 0.26 0.18 0.48 0.54 0.73 0.43 0.40 Uniform Delay, d1 7.3 0.0 8.8 0.0 34.6 31.7 31.4 Progression Factor 0.91 1.00 0.97 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.3 0.4 1.1 7.1 0.7 0.6 Delay 6.9 0.3 8.9 1.1 41.7 32.4 32.0 Level of Service A A A A D C C Approach Delay 4.9 5.5 35.1 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 47.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 833 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 834 ---PAGE BREAK--- Queues No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 106 884 165 155 973 310 308 181 6 46 v/c Ratio 0.69 0.65 0.24 0.76 0.69 0.83 0.82 0.37 0.05 0.33 Control Delay 71.0 24.0 3.0 68.7 25.4 54.4 53.0 6.4 44.5 28.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.0 24.0 3.0 68.7 25.4 54.4 53.0 6.4 44.5 28.2 Queue Length 50th (ft) 57 285 8 94 291 193 192 0 4 9 Queue Length 95th (ft) #156 #346 21 #193 #390 288 284 50 17 44 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 160 1361 [PHONE REDACTED] 448 452 555 116 138 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.65 0.24 0.71 0.69 0.69 0.68 0.33 0.05 0.33 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 835 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 44 55 831 155 16 130 904 10 560 21 170 6 Future Volume (vph) 44 55 831 155 16 130 904 10 560 21 170 6 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1639 3137 1400 1630 3047 1548 1560 1473 1662 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1639 3137 1400 1630 3047 1548 1560 1473 1662 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 47 59 884 165 17 138 962 11 596 22 181 6 RTOR Reduction (vph) 0 0 0 96 0 0 1 0 0 0 137 0 Lane Group Flow (vph) 0 106 884 69 0 155 972 0 310 308 44 6 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 9.4 41.6 41.6 12.5 44.7 24.2 24.2 24.2 4.2 Effective Green, g 9.4 41.6 41.6 12.5 44.7 24.2 24.2 24.2 4.2 Actuated g/C Ratio 0.09 0.42 0.42 0.12 0.45 0.24 0.24 0.24 0.04 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 154 1304 [PHONE REDACTED] 374 377 356 69 v/s Ratio Prot 0.06 0.28 c0.10 c0.32 c0.20 0.20 0.00 v/s Ratio Perm 0.05 0.03 v/c Ratio 0.69 0.68 0.12 0.76 0.71 0.83 0.82 0.12 0.09 Uniform Delay, d1 43.9 23.8 17.9 42.3 22.5 35.9 35.8 29.6 46.1 Progression Factor 1.10 0.84 0.55 1.06 0.93 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.7 2.7 0.4 14.9 3.2 13.8 12.5 0.1 0.4 Delay 59.1 22.7 10.3 59.8 24.2 49.7 48.3 29.7 46.5 Level of Service E C B E C D D C D Approach Delay 24.3 29.1 44.7 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 31.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 836 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 13 30 Future Volume (vph) 13 30 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1547 Flt Permitted 1.00 Satd. Flow (perm) 1547 Peak-hour factor, PHF 0.94 0.94 Adj. Flow (vph) 14 32 RTOR Reduction (vph) 31 0 Lane Group Flow (vph) 15 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 4.2 Effective Green, g 4.2 Actuated g/C Ratio 0.04 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 64 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.24 Uniform Delay, d1 46.4 Progression Factor 1.00 Incremental Delay, d2 1.4 Delay 47.8 Level of Service D Approach Delay 47.6 Approach LOS D Intersection Summary 837 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 838 ---PAGE BREAK--- Queues No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 24 1106 2 1081 22 18 8 76 v/c Ratio 0.22 0.44 0.02 0.45 0.24 0.12 0.09 0.47 Control Delay 46.7 5.2 45.5 7.2 51.6 27.2 47.1 22.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.7 5.2 45.5 7.2 51.6 27.2 47.1 22.9 Queue Length 50th (ft) 15 56 1 48 14 4 5 5 Queue Length 95th (ft) m37 221 9 273 39 26 20 48 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 110 2540 93 2426 95 536 93 548 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.44 0.02 0.45 0.23 0.03 0.09 0.14 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 839 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 10 12 1009 8 2 976 18 20 6 10 7 7 Future Volume (vph) 10 12 1009 8 2 976 18 20 6 10 7 7 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1647 3105 1662 3073 1662 1576 1662 1498 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1647 3105 1662 3073 1662 1576 1662 1498 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 11 13 1097 9 2 1061 20 22 7 11 8 8 RTOR Reduction (vph) 0 0 0 0 0 1 0 0 10 0 0 64 Lane Group Flow (vph) 0 24 1106 0 2 1080 0 22 8 0 8 12 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 3.2 73.8 1.1 71.7 2.2 7.5 1.1 6.4 Effective Green, g 3.2 73.8 1.1 71.7 2.2 7.5 1.1 6.4 Actuated g/C Ratio 0.03 0.74 0.01 0.72 0.02 0.08 0.01 0.06 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 52 2291 18 2203 36 118 18 95 v/s Ratio Prot c0.01 c0.36 0.00 0.35 c0.01 0.00 0.00 c0.01 v/s Ratio Perm v/c Ratio 0.46 0.48 0.11 0.49 0.61 0.07 0.44 0.13 Uniform Delay, d1 47.6 5.3 49.0 6.2 48.5 43.0 49.1 44.2 Progression Factor 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 0.7 2.0 0.8 23.4 0.2 12.2 0.5 Delay 50.2 5.9 51.0 7.0 71.9 43.2 61.4 44.6 Level of Service D A D A E D E D Approach Delay 6.8 7.0 59.0 46.2 Approach LOS A A E D Intersection Summary HCM 2000 Control Delay 9.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 46.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 840 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 63 Future Volume (vph) 63 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 68 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 841 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 842 ---PAGE BREAK--- Queues 2025 No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 852 483 822 621 551 397 v/c Ratio 0.39 0.34 0.48 0.43 0.73 0.66 Control Delay 8.9 0.6 17.0 0.9 40.6 24.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.9 0.6 17.0 0.9 40.6 24.4 Queue Length 50th (ft) 107 0 164 0 171 167 Queue Length 95th (ft) 201 0 171 2 196 223 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2187 1426 1713 1430 1050 617 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.34 0.48 0.43 0.52 0.64 Intersection Summary 843 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 784 444 0 756 571 0 0 0 507 0 365 Future Volume (vph) 0 784 444 0 756 571 0 0 0 507 0 365 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 852 483 0 822 621 0 0 0 551 0 397 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 51 Lane Group Flow (vph) 0 852 483 0 822 621 0 0 0 551 0 346 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 67.0 100.0 52.5 100.0 24.0 38.5 Effective Green, g 67.0 100.0 52.5 100.0 24.0 38.5 Actuated g/C Ratio 0.67 1.00 0.52 1.00 0.24 0.38 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2184 1426 1711 1430 751 555 v/s Ratio Prot 0.26 c0.25 c0.18 v/s Ratio Perm 0.34 0.43 c0.24 v/c Ratio 0.39 0.34 0.48 0.43 0.73 0.62 Uniform Delay, d1 7.4 0.0 15.1 0.0 35.1 24.9 Progression Factor 1.00 1.00 0.98 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.6 0.3 0.8 3.5 1.9 Delay 7.9 0.6 15.1 0.8 38.6 26.8 Level of Service A A B A D C Approach Delay 5.3 9.0 0.0 33.6 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 13.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 844 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 No Build Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 784 444 0 756 571 0 0 0 507 0 365 Future Volume (veh/h) 0 784 444 0 756 571 0 0 0 507 0 365 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 852 0 0 822 0 551 0 397 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 1999 0 1999 945 0 434 Arrive On Green 0.00 0.61 0.00 0.00 0.61 0.00 0.30 0.00 0.30 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 852 0 0 822 0 551 0 397 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 13.7 0.0 0.0 13.1 0.0 14.8 0.0 26.5 Cycle Q Clear(g_c), s 0.0 13.7 0.0 0.0 13.1 0.0 14.8 0.0 26.5 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1999 0 1999 945 0 434 V/C Ratio(X) 0.00 0.43 0.00 0.41 0.58 0.00 0.92 Avail Cap(c_a), veh/h 0 1999 0 1999 1058 0 485 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.80 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 10.2 0.0 0.0 10.1 0.0 29.7 0.0 33.8 Incr Delay (d2), s/veh 0.0 0.7 0.0 0.0 0.2 0.0 0.5 0.0 20.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 4.8 0.0 0.0 4.4 0.0 5.6 0.0 21.2 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 10.9 0.0 0.0 10.3 0.0 30.3 0.0 54.2 LOS A B A B C A D Approach Vol, veh/h 852 A 822 A 948 Approach Delay, s/veh 10.9 10.3 40.3 Approach LOS B B D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 65.6 34.4 65.6 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 33.5 42.5 Max Q Clear Time (g_c+I1), s 15.7 28.5 15.1 Green Ext Time s 18.1 1.5 8.9 Intersection Summary HCM 6th Ctrl Delay 21.3 HCM 6th LOS C Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 845 ---PAGE BREAK--- Queues 2025 No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1132 231 1114 368 269 308 302 v/c Ratio 0.54 0.16 0.53 0.27 0.69 0.80 0.77 Control Delay 10.9 0.2 8.2 0.4 41.5 42.4 39.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 0.2 8.2 0.4 41.5 42.4 39.0 Queue Length 50th (ft) 216 0 92 0 163 164 151 Queue Length 95th (ft) 306 0 186 0 217 237 218 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2111 1403 2090 1387 565 528 544 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.16 0.53 0.27 0.48 0.58 0.56 Intersection Summary 846 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1064 217 0 1047 346 281 0 545 0 0 0 Future Volume (vph) 0 1064 217 0 1047 346 281 0 545 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1305 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1305 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1132 231 0 1114 368 299 0 580 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 45 45 0 0 0 Lane Group Flow (vph) 0 1132 231 0 1114 368 269 263 257 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 64.1 100.0 64.1 100.0 26.0 26.0 26.0 Effective Green, g 64.1 100.0 64.1 100.0 26.0 26.0 26.0 Actuated g/C Ratio 0.64 1.00 0.64 1.00 0.26 0.26 0.26 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2110 1403 2089 1387 391 339 349 v/s Ratio Prot c0.34 0.34 v/s Ratio Perm 0.16 0.27 0.18 0.20 0.19 v/c Ratio 0.54 0.16 0.53 0.27 0.69 0.78 0.74 Uniform Delay, d1 9.8 0.0 9.8 0.0 33.3 34.3 33.9 Progression Factor 0.87 1.00 0.65 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.2 0.5 0.4 4.6 10.2 7.4 Delay 9.4 0.2 6.8 0.4 37.9 44.5 41.3 Level of Service A A A A D D D Approach Delay 7.9 5.2 41.4 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 847 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 No Build Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 848 ---PAGE BREAK--- Queues 2025 No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 111 1109 335 260 950 260 260 206 35 123 v/c Ratio 0.65 1.05 0.48 0.75 0.69 0.78 0.77 0.43 0.30 0.74 Control Delay 61.8 72.6 7.1 64.8 17.9 52.4 51.1 7.0 51.4 49.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.8 72.6 7.1 64.8 17.9 52.4 51.1 7.0 51.4 49.5 Queue Length 50th (ft) 71 ~424 14 165 85 165 165 0 22 36 Queue Length 95th (ft) m#148 #536 83 #363 174 237 236 52 53 #126 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 182 1053 [PHONE REDACTED] 444 452 567 116 167 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.61 1.05 0.48 0.75 0.69 0.59 0.58 0.36 0.30 0.74 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 849 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 24 79 1031 312 5 237 861 22 440 44 192 33 Future Volume (vph) 24 79 1031 312 5 237 861 22 440 44 192 33 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1655 3197 1458 1662 3188 1533 1559 1451 1662 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1655 3197 1458 1662 3188 1533 1559 1451 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 26 85 1109 335 5 255 926 24 473 47 206 35 RTOR Reduction (vph) 0 0 0 225 0 0 2 0 0 0 161 0 Lane Group Flow (vph) 0 111 1109 110 0 260 948 0 260 260 45 35 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 10.4 32.9 32.9 20.8 43.3 21.8 21.8 21.8 7.0 Effective Green, g 10.4 32.9 32.9 20.8 43.3 21.8 21.8 21.8 7.0 Actuated g/C Ratio 0.10 0.33 0.33 0.21 0.43 0.22 0.22 0.22 0.07 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 172 1051 [PHONE REDACTED] 334 339 316 116 v/s Ratio Prot 0.07 c0.35 c0.16 0.30 c0.17 0.17 0.02 v/s Ratio Perm 0.08 0.03 v/c Ratio 0.65 1.06 0.23 0.75 0.69 0.78 0.77 0.14 0.30 Uniform Delay, d1 43.0 33.5 24.4 37.2 22.9 36.8 36.7 31.6 44.2 Progression Factor 1.08 0.93 1.72 1.36 0.62 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.1 41.4 0.9 7.6 2.5 10.5 9.5 0.2 1.1 Delay 52.8 72.6 42.8 58.2 16.6 47.3 46.3 31.7 45.2 Level of Service D E D E B D D C D Approach Delay 64.8 25.5 42.5 Approach LOS E C D Intersection Summary HCM 2000 Control Delay 46.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 850 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 43 72 Future Volume (vph) 43 72 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.91 Flt Protected 1.00 Satd. Flow (prot) 1531 Flt Permitted 1.00 Satd. Flow (perm) 1531 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 46 77 RTOR Reduction (vph) 60 0 Lane Group Flow (vph) 63 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.0 Effective Green, g 7.0 Actuated g/C Ratio 0.07 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 107 v/s Ratio Prot c0.04 v/s Ratio Perm v/c Ratio 0.58 Uniform Delay, d1 45.1 Progression Factor 1.00 Incremental Delay, d2 6.6 Delay 51.7 Level of Service D Approach Delay 50.3 Approach LOS D Intersection Summary 851 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 No Build Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 852 ---PAGE BREAK--- Queues 2025 No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 111 1188 13 1129 17 26 64 95 v/c Ratio 0.54 0.48 0.13 0.56 0.19 0.22 0.58 0.44 Control Delay 38.2 10.5 47.0 14.2 50.4 40.2 66.6 21.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.2 10.5 47.0 14.2 50.4 40.2 66.6 21.1 Queue Length 50th (ft) 75 148 8 231 11 12 40 11 Queue Length 95th (ft) m81 m167 27 354 33 38 #95 60 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 206 2496 101 2031 91 544 116 564 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.48 0.13 0.56 0.19 0.05 0.55 0.17 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 853 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 15 91 1121 19 12 1038 46 16 19 6 61 20 Future Volume (vph) 15 91 1121 19 12 1038 46 16 19 6 61 20 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.97 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1658 3189 1662 3208 1662 1684 1662 1534 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1658 3189 1662 3208 1662 1684 1662 1534 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 16 95 1168 20 12 1081 48 17 20 6 64 21 RTOR Reduction (vph) 0 0 1 0 0 2 0 0 6 0 0 67 Lane Group Flow (vph) 0 111 1187 0 13 1127 0 17 20 0 64 28 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 12.4 71.0 1.5 60.1 2.2 5.4 5.6 8.8 Effective Green, g 12.4 71.0 1.5 60.1 2.2 5.4 5.6 8.8 Actuated g/C Ratio 0.12 0.71 0.02 0.60 0.02 0.05 0.06 0.09 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 205 2264 24 1928 36 90 93 134 v/s Ratio Prot c0.07 0.37 0.01 c0.35 0.01 0.01 c0.04 c0.02 v/s Ratio Perm v/c Ratio 0.54 0.52 0.54 0.58 0.47 0.23 0.69 0.21 Uniform Delay, d1 41.1 6.7 48.9 12.3 48.3 45.3 46.3 42.4 Progression Factor 0.85 1.59 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.3 18.2 1.3 7.0 0.9 17.6 0.6 Delay 35.8 11.0 67.1 13.6 55.3 46.2 64.0 42.9 Level of Service D B E B E D E D Approach Delay 13.1 14.2 49.8 51.4 Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 59.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 854 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 71 Future Volume (vph) 71 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.96 Adj. Flow (vph) 74 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 855 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 No Build Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 856 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 565 302 780 571 282 250 v/c Ratio 0.24 0.23 0.40 0.44 0.60 0.54 Control Delay 4.5 0.4 10.6 1.2 44.0 22.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.5 0.4 10.6 1.2 44.0 22.7 Queue Length 50th (ft) 44 0 112 2 88 87 Queue Length 95th (ft) 80 0 138 0 110 132 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2342 1312 1947 1300 1069 534 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.23 0.40 0.44 0.26 0.47 Intersection Summary 857 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 475 254 0 655 480 0 0 0 237 0 210 Future Volume (vph) 0 475 254 0 655 480 0 0 0 237 0 210 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3107 1312 3197 1300 3014 1340 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3107 1312 3197 1300 3014 1340 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 565 302 0 780 571 0 0 0 282 0 250 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 59 Lane Group Flow (vph) 0 565 302 0 780 571 0 0 0 282 0 191 Confl. Peds. 1 1 Confl. Bikes 2 3 Heavy Vehicles 0% 7% 11% 0% 4% 12% 0% 0% 0% 7% 0% 11% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 75.4 100.0 60.9 100.0 15.6 30.1 Effective Green, g 75.4 100.0 60.9 100.0 15.6 30.1 Actuated g/C Ratio 0.75 1.00 0.61 1.00 0.16 0.30 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2342 1312 1946 1300 470 403 v/s Ratio Prot 0.18 0.24 c0.09 v/s Ratio Perm 0.23 c0.44 0.14 v/c Ratio 0.24 0.23 0.40 0.44 0.60 0.47 Uniform Delay, d1 3.7 0.0 10.1 0.0 39.3 28.5 Progression Factor 1.00 1.00 0.91 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.4 0.2 1.0 1.7 0.6 Delay 3.9 0.4 9.4 1.0 41.0 29.1 Level of Service A A A A D C Approach Delay 2.7 5.8 0.0 35.4 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 10.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 858 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 475 254 0 655 480 0 0 0 237 0 210 Future Volume (veh/h) 0 475 254 0 655 480 0 0 0 237 0 210 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1654 1600 0 1695 1586 1654 0 1600 Adj Flow Rate, veh/h 0 565 0 0 780 0 282 0 250 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 0 7 11 0 4 12 7 0 11 Cap, veh/h 0 2196 0 2250 646 0 287 Arrive On Green 0.00 0.70 0.00 0.00 0.70 0.00 0.21 0.00 0.21 Sat Flow, veh/h 0 3226 1356 0 3306 1344 3057 0 1356 Grp Volume(v), veh/h 0 565 0 0 780 0 282 0 250 Grp Sat Flow(s),veh/h/ln 0 1572 1356 0 1611 1344 1528 0 1356 Q Serve(g_s), s 0.0 6.6 0.0 0.0 9.6 0.0 8.0 0.0 17.8 Cycle Q Clear(g_c), s 0.0 6.6 0.0 0.0 9.6 0.0 8.0 0.0 17.8 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2196 0 2250 646 0 287 V/C Ratio(X) 0.00 0.26 0.00 0.35 0.44 0.00 0.87 Avail Cap(c_a), veh/h 0 2196 0 2250 1085 0 481 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.82 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 5.5 0.0 0.0 6.0 0.0 34.3 0.0 38.1 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.1 0.0 0.3 0.0 7.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.0 0.0 0.0 2.9 0.0 3.0 0.0 13.0 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 5.8 0.0 0.0 6.1 0.0 34.6 0.0 45.5 LOS A A A A C A D Approach Vol, veh/h 565 A 780 A 532 Approach Delay, s/veh 5.8 6.1 39.7 Approach LOS A A D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 74.4 25.6 74.4 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 35.5 40.5 Max Q Clear Time (g_c+I1), s 8.6 19.8 11.6 Green Ext Time s 11.3 1.3 8.6 Intersection Summary HCM 6th Ctrl Delay 15.5 HCM 6th LOS B Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 859 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 560 236 980 769 266 313 307 v/c Ratio 0.27 0.18 0.49 0.55 0.73 0.66 0.63 Control Delay 8.2 0.3 10.7 1.5 45.8 17.3 15.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.2 0.3 10.7 1.5 45.8 17.3 15.9 Queue Length 50th (ft) 95 0 137 0 165 59 53 Queue Length 95th (ft) 116 0 234 13 222 138 125 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2047 1325 1990 1399 666 697 716 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.27 0.18 0.49 0.55 0.40 0.45 0.43 Intersection Summary 860 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 498 210 0 872 684 263 0 525 0 0 0 Future Volume (vph) 0 498 210 0 872 684 263 0 525 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3137 1325 3050 1399 1462 1279 1321 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3137 1325 3050 1399 1462 1279 1321 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 0 560 236 0 980 769 296 0 590 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 158 158 0 0 0 Lane Group Flow (vph) 0 560 236 0 980 769 266 155 149 0 0 0 Confl. Peds. 1 1 Confl. Bikes 1 3 Heavy Vehicles 0% 6% 10% 0% 9% 4% 8% 0% 7% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 65.3 100.0 65.3 100.0 24.8 24.8 24.8 Effective Green, g 65.3 100.0 65.3 100.0 24.8 24.8 24.8 Actuated g/C Ratio 0.65 1.00 0.65 1.00 0.25 0.25 0.25 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2048 1325 1991 1399 362 317 327 v/s Ratio Prot 0.18 0.32 v/s Ratio Perm 0.18 c0.55 c0.18 0.12 0.11 v/c Ratio 0.27 0.18 0.49 0.55 0.73 0.49 0.46 Uniform Delay, d1 7.3 0.0 8.9 0.0 34.6 32.2 31.9 Progression Factor 0.92 1.00 0.98 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.3 0.4 1.2 7.1 0.9 0.7 Delay 7.1 0.3 9.1 1.2 41.7 33.0 32.6 Level of Service A A A A D C C Approach Delay 5.1 5.6 35.5 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 13.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 861 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 862 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 106 917 [PHONE REDACTED] 310 308 183 6 46 v/c Ratio 0.69 0.67 0.24 0.77 0.71 0.83 0.82 0.37 0.05 0.33 Control Delay 70.9 24.8 3.2 73.9 22.4 54.4 53.0 6.5 44.5 28.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.9 24.8 3.2 73.9 22.4 54.4 53.0 6.5 44.5 28.2 Queue Length 50th (ft) 58 303 8 80 312 193 192 0 4 9 Queue Length 95th (ft) #155 #396 24 m#197 #431 288 284 50 17 44 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 160 1361 [PHONE REDACTED] 448 452 557 116 138 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.67 0.24 0.74 0.71 0.69 0.68 0.33 0.05 0.33 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 863 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 44 55 862 155 16 132 930 10 560 21 172 6 Future Volume (vph) 44 55 862 155 16 132 930 10 560 21 172 6 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1639 3137 1400 1630 3047 1548 1560 1473 1662 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1639 3137 1400 1630 3047 1548 1560 1473 1662 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 47 59 917 165 17 140 989 11 596 22 183 6 RTOR Reduction (vph) 0 0 0 96 0 0 1 0 0 0 139 0 Lane Group Flow (vph) 0 106 917 69 0 157 999 0 310 308 44 6 Confl. Peds. 1 1 1 Confl. Bikes 1 Heavy Vehicles 2% 1% 6% 4% 2% 2% 9% 0% 2% 0% 1% 0% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 9.4 41.6 41.6 12.5 44.7 24.2 24.2 24.2 4.2 Effective Green, g 9.4 41.6 41.6 12.5 44.7 24.2 24.2 24.2 4.2 Actuated g/C Ratio 0.09 0.42 0.42 0.12 0.45 0.24 0.24 0.24 0.04 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 154 1304 [PHONE REDACTED] 374 377 356 69 v/s Ratio Prot 0.06 0.29 c0.10 c0.33 c0.20 0.20 0.00 v/s Ratio Perm 0.05 0.03 v/c Ratio 0.69 0.70 0.12 0.77 0.73 0.83 0.82 0.12 0.09 Uniform Delay, d1 43.9 24.1 17.9 42.4 22.8 35.9 35.8 29.6 46.1 Progression Factor 1.10 0.86 0.64 1.22 0.80 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.6 3.1 0.4 14.4 3.1 13.8 12.5 0.1 0.4 Delay 59.0 23.7 11.8 66.1 21.3 49.7 48.3 29.7 46.5 Level of Service E C B E C D D C D Approach Delay 25.2 27.4 44.6 Approach LOS C C D Intersection Summary HCM 2000 Control Delay 31.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 69.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 864 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 13 30 Future Volume (vph) 13 30 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.90 Flt Protected 1.00 Satd. Flow (prot) 1547 Flt Permitted 1.00 Satd. Flow (perm) 1547 Peak-hour factor, PHF 0.94 0.94 Adj. Flow (vph) 14 32 RTOR Reduction (vph) 31 0 Lane Group Flow (vph) 15 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 4.2 Effective Green, g 4.2 Actuated g/C Ratio 0.04 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 64 v/s Ratio Prot c0.01 v/s Ratio Perm v/c Ratio 0.24 Uniform Delay, d1 46.4 Progression Factor 1.00 Incremental Delay, d2 1.4 Delay 47.8 Level of Service D Approach Delay 47.6 Approach LOS D Intersection Summary 865 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 866 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 24 1038 80 1015 118 97 8 78 v/c Ratio 0.22 0.56 0.46 0.48 0.84 0.32 0.09 0.48 Control Delay 41.7 12.8 50.2 9.8 88.1 13.0 47.3 23.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.7 12.8 50.2 9.8 88.1 13.0 47.3 23.6 Queue Length 50th (ft) 17 118 49 114 75 5 5 6 Queue Length 95th (ft) m27 201 93 271 #176 52 20 50 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 110 1851 173 2128 142 602 91 549 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.56 0.46 0.48 0.83 0.16 0.09 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 867 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 10 12 947 8 74 915 18 109 8 81 7 9 Future Volume (vph) 10 12 947 8 74 915 18 109 8 81 7 9 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.86 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1647 3105 1662 3073 1662 1493 1662 1504 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1647 3105 1662 3073 1662 1493 1662 1504 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 11 13 1029 9 80 995 20 118 9 88 8 10 RTOR Reduction (vph) 0 0 0 0 0 1 0 0 74 0 0 62 Lane Group Flow (vph) 0 24 1038 0 80 1014 0 118 23 0 8 16 Confl. Peds. 3 2 2 3 1 2 2 Heavy Vehicles 2% 0% 7% 0% 0% 8% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 3.2 56.4 10.4 63.6 8.6 15.6 1.1 8.1 Effective Green, g 3.2 56.4 10.4 63.6 8.6 15.6 1.1 8.1 Actuated g/C Ratio 0.03 0.56 0.10 0.64 0.09 0.16 0.01 0.08 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 52 1751 172 1954 142 232 18 121 v/s Ratio Prot 0.01 c0.33 c0.05 0.33 c0.07 c0.02 0.00 0.01 v/s Ratio Perm v/c Ratio 0.46 0.59 0.47 0.52 0.83 0.10 0.44 0.13 Uniform Delay, d1 47.6 14.3 42.2 9.9 45.0 36.2 49.1 42.7 Progression Factor 0.86 0.85 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.8 1.2 1.4 1.0 31.5 0.1 12.2 0.3 Delay 44.8 13.4 43.6 10.9 76.5 36.3 61.4 43.0 Level of Service D B D B E D E D Approach Delay 14.1 13.3 58.3 44.7 Approach LOS B B E D Intersection Summary HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 57.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 868 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 63 Future Volume (vph) 63 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 68 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. 1 Heavy Vehicles 0% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 869 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday AM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 870 ---PAGE BREAK--- HCM 6th TWSC 2025 With Site Traffic Conditions 6: Oregon Way & Access Weekday AM Peak Hour Woodburn US Market 10 Report Page 15 Intersection Int Delay, s/veh 5.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 162 2 2 36 17 74 Future Vol, veh/h 162 2 2 36 17 74 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 191 2 2 42 20 87 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 110 64 107 0 - 0 Stage 1 64 - - - - - Stage 2 46 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 892 1006 1497 - - - Stage 1 964 - - - - - Stage 2 982 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 891 1006 1497 - - - Mov Cap-2 Maneuver 891 - - - - - Stage 1 963 - - - - - Stage 2 982 - - - - - Approach EB NB SB HCM Control Delay, s 10.1 0.4 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1497 - 892 - - HCM Lane V/C Ratio 0.002 - 0.216 - - HCM Control Delay 7.4 0 10.1 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.8 - - 871 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 1 Lane Group EBT EBR WBT WBR SBL SBR Lane Group Flow (vph) 859 483 828 630 562 397 v/c Ratio 0.39 0.34 0.48 0.44 0.75 0.65 Control Delay 8.8 0.6 17.1 0.9 41.4 23.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.8 0.6 17.1 0.9 41.4 23.6 Queue Length 50th (ft) 110 0 160 0 174 160 Queue Length 95th (ft) 201 0 161 3 201 219 Internal Link Dist (ft) 562 680 Turn Bay Length (ft) 270 550 650 430 Base Capacity (vph) 2200 1426 1723 1430 998 617 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.34 0.48 0.44 0.56 0.64 Intersection Summary 872 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 790 444 0 762 580 0 0 0 517 0 365 Future Volume (vph) 0 790 444 0 762 580 0 0 0 517 0 365 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 4.5 4.5 Lane Util. Factor 0.95 1.00 0.95 1.00 0.97 1.00 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3260 1426 3260 1430 3131 1444 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3260 1426 3260 1430 3131 1444 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 859 483 0 828 630 0 0 0 562 0 397 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 57 Lane Group Flow (vph) 0 859 483 0 828 630 0 0 0 562 0 340 Confl. Peds. 3 3 1 1 Confl. Bikes 1 Heavy Vehicles 0% 2% 2% 0% 2% 4% 0% 0% 0% 3% 0% 3% Turn Type NA Free NA Free Prot Perm Protected Phases 2 6 4 Permitted Phases Free Free 4 5 Actuated Green, G 67.1 100.0 52.6 100.0 23.9 38.4 Effective Green, g 67.1 100.0 52.6 100.0 23.9 38.4 Actuated g/C Ratio 0.67 1.00 0.53 1.00 0.24 0.38 Clearance Time 4.5 4.5 4.5 Vehicle Extension 6.0 4.0 2.5 Lane Grp Cap (vph) 2187 1426 1714 1430 748 554 v/s Ratio Prot 0.26 c0.25 c0.18 v/s Ratio Perm 0.34 0.44 c0.24 v/c Ratio 0.39 0.34 0.48 0.44 0.75 0.61 Uniform Delay, d1 7.3 0.0 15.1 0.0 35.3 24.8 Progression Factor 1.00 1.00 0.99 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.6 0.3 0.9 4.1 1.7 Delay 7.9 0.6 15.2 0.9 39.4 26.6 Level of Service A A B A D C Approach Delay 5.3 9.0 0.0 34.1 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length 100.0 Sum of lost time 13.5 Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 873 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 1: I-5 SB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 790 444 0 762 580 0 0 0 517 0 365 Future Volume (veh/h) 0 790 444 0 762 580 0 0 0 517 0 365 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1723 1723 0 1723 1695 1709 0 1709 Adj Flow Rate, veh/h 0 859 0 0 828 0 562 0 397 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 0 2 4 3 0 3 Cap, veh/h 0 2010 0 2010 934 0 429 Arrive On Green 0.00 0.61 0.00 0.00 0.61 0.00 0.30 0.00 0.30 Sat Flow, veh/h 0 3359 1460 0 3359 1437 3158 0 1448 Grp Volume(v), veh/h 0 859 0 0 828 0 562 0 397 Grp Sat Flow(s),veh/h/ln 0 1637 1460 0 1637 1437 1579 0 1448 Q Serve(g_s), s 0.0 13.7 0.0 0.0 13.1 0.0 15.2 0.0 26.6 Cycle Q Clear(g_c), s 0.0 13.7 0.0 0.0 13.1 0.0 15.2 0.0 26.6 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 2010 0 2010 934 0 429 V/C Ratio(X) 0.00 0.43 0.00 0.41 0.60 0.00 0.93 Avail Cap(c_a), veh/h 0 2010 0 2010 995 0 456 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 0.80 0.00 1.00 0.00 1.00 Uniform Delay s/veh 0.0 10.1 0.0 0.0 10.0 0.0 30.2 0.0 34.1 Incr Delay (d2), s/veh 0.0 0.7 0.0 0.0 0.2 0.0 0.8 0.0 24.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 4.7 0.0 0.0 4.4 0.0 5.8 0.0 21.6 Unsig. Movement Delay, s/veh Delay(d),s/veh 0.0 10.8 0.0 0.0 10.1 0.0 30.9 0.0 58.1 LOS A B A B C A E Approach Vol, veh/h 859 A 828 A 959 Approach Delay, s/veh 10.8 10.1 42.2 Approach LOS B B D Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 65.9 34.1 65.9 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 59.5 31.5 44.5 Max Q Clear Time (g_c+I1), s 15.7 28.6 15.1 Green Ext Time s 18.6 1.0 9.3 Intersection Summary HCM 6th Ctrl Delay 22.0 HCM 6th LOS C Notes Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay. 874 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 4 Lane Group EBT EBR WBT WBR NBL NBT NBR Lane Group Flow (vph) 1149 231 1130 380 269 313 307 v/c Ratio 0.55 0.16 0.54 0.27 0.68 0.81 0.77 Control Delay 11.4 0.2 8.5 0.4 40.4 43.0 39.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.4 0.2 8.5 0.4 40.4 43.0 39.4 Queue Length 50th (ft) 221 0 165 0 162 169 155 Queue Length 95th (ft) 333 0 191 0 215 242 223 Internal Link Dist (ft) 680 865 472 Turn Bay Length (ft) Base Capacity (vph) 2095 1403 2075 1387 565 526 542 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.55 0.16 0.54 0.27 0.48 0.60 0.57 Intersection Summary 875 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1080 217 0 1062 357 281 0 555 0 0 0 Future Volume (vph) 0 1080 217 0 1062 357 281 0 555 0 0 0 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.5 4.0 4.5 4.0 5.4 5.4 5.4 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85 Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3292 1403 3260 1387 1504 1305 1346 Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3292 1403 3260 1387 1504 1305 1346 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 1149 231 0 1130 380 299 0 590 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 43 43 0 0 0 Lane Group Flow (vph) 0 1149 231 0 1130 380 269 270 264 0 0 0 Confl. Peds. 2 2 Heavy Vehicles 0% 1% 6% 0% 2% 5% 5% 0% 5% 0% 0% 0% Turn Type NA Free NA Free Perm NA Perm Protected Phases 2 6 8 Permitted Phases Free Free 8 8 Actuated Green, G 63.7 100.0 63.7 100.0 26.4 26.4 26.4 Effective Green, g 63.7 100.0 63.7 100.0 26.4 26.4 26.4 Actuated g/C Ratio 0.64 1.00 0.64 1.00 0.26 0.26 0.26 Clearance Time 4.5 4.5 5.4 5.4 5.4 Vehicle Extension 4.0 6.0 2.5 2.5 2.5 Lane Grp Cap (vph) 2097 1403 2076 1387 397 344 355 v/s Ratio Prot c0.35 0.35 v/s Ratio Perm 0.16 0.27 0.18 0.21 0.20 v/c Ratio 0.55 0.16 0.54 0.27 0.68 0.79 0.74 Uniform Delay, d1 10.1 0.0 10.1 0.0 33.0 34.2 33.7 Progression Factor 0.88 1.00 0.66 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.2 0.5 0.4 4.1 10.8 7.8 Delay 9.8 0.2 7.1 0.4 37.1 45.0 41.5 Level of Service A A A A D D D Approach Delay 8.2 5.4 41.4 0.0 Approach LOS A A D A Intersection Summary HCM 2000 Control Delay 14.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length 100.0 Sum of lost time 9.9 Intersection Capacity Utilization 65.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 876 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 2: I-5 NB ramps & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 6 HCM 6th Edition methodology does not support turning movements with shared & exclusive lanes. 877 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 7 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 111 1137 335 263 978 260 260 210 35 123 v/c Ratio 0.62 1.06 0.47 0.78 0.71 0.78 0.77 0.44 0.30 0.74 Control Delay 61.4 75.3 7.0 67.6 18.6 52.4 51.1 7.1 51.4 49.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.4 75.3 7.0 67.6 18.6 52.4 51.1 7.1 51.4 49.5 Queue Length 50th (ft) 70 ~432 14 164 246 165 165 0 22 36 Queue Length 95th (ft) m#181 #546 83 m#374 140 237 236 53 53 #126 Internal Link Dist (ft) 865 282 429 498 Turn Bay Length (ft) 175 250 375 325 290 70 Base Capacity (vph) 178 1070 [PHONE REDACTED] 444 452 569 116 167 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.62 1.06 0.47 0.78 0.71 0.59 0.58 0.37 0.30 0.74 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 878 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 8 Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 24 79 1057 312 5 240 887 22 440 44 195 33 Future Volume (vph) 24 79 1057 312 5 240 887 22 440 44 195 33 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (prot) 1655 3197 1458 1662 3188 1533 1559 1451 1662 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 0.96 1.00 0.95 Satd. Flow (perm) 1655 3197 1458 1662 3188 1533 1559 1451 1662 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 26 85 1137 335 5 258 954 24 473 47 210 35 RTOR Reduction (vph) 0 0 0 222 0 0 2 0 0 0 164 0 Lane Group Flow (vph) 0 111 1137 113 0 263 976 0 260 260 46 35 Confl. Peds. 1 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 2% 2% 0% 4% 0% 3% 0% 1% 0% Turn Type Prot Prot NA Perm Prot Prot NA Split NA Perm Split Protected Phases 5 5 2 1 1 6 8 8 4 Permitted Phases 2 8 Actuated Green, G 10.8 33.5 33.5 20.2 42.9 21.8 21.8 21.8 7.0 Effective Green, g 10.8 33.5 33.5 20.2 42.9 21.8 21.8 21.8 7.0 Actuated g/C Ratio 0.11 0.34 0.34 0.20 0.43 0.22 0.22 0.22 0.07 Clearance Time 4.0 4.5 4.5 4.0 4.5 4.5 4.5 4.5 4.5 Vehicle Extension 2.5 6.2 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 178 1070 [PHONE REDACTED] 334 339 316 116 v/s Ratio Prot 0.07 c0.36 c0.16 0.31 c0.17 0.17 0.02 v/s Ratio Perm 0.08 0.03 v/c Ratio 0.62 1.06 0.23 0.79 0.71 0.78 0.77 0.14 0.30 Uniform Delay, d1 42.7 33.2 24.0 37.8 23.5 36.8 36.7 31.6 44.2 Progression Factor 1.09 0.94 1.72 1.37 0.64 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.9 43.6 0.9 9.4 2.7 10.5 9.5 0.2 1.1 Delay 51.2 74.9 42.1 61.5 17.8 47.3 46.3 31.7 45.2 Level of Service D E D E B D D C D Approach Delay 66.3 27.1 42.5 Approach LOS E C D Intersection Summary HCM 2000 Control Delay 47.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length 100.0 Sum of lost time 17.5 Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 879 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 9 Movement SBT SBR Lane Configurations Traffic Volume (vph) 43 72 Future Volume (vph) 43 72 Ideal Flow 1750 1750 Total Lost time 4.5 Lane Util. Factor 1.00 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.91 Flt Protected 1.00 Satd. Flow (prot) 1531 Flt Permitted 1.00 Satd. Flow (perm) 1531 Peak-hour factor, PHF 0.93 0.93 Adj. Flow (vph) 46 77 RTOR Reduction (vph) 60 0 Lane Group Flow (vph) 63 0 Confl. Peds. 1 Confl. Bikes Heavy Vehicles 0% 4% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G 7.0 Effective Green, g 7.0 Actuated g/C Ratio 0.07 Clearance Time 4.5 Vehicle Extension 2.5 Lane Grp Cap (vph) 107 v/s Ratio Prot c0.04 v/s Ratio Perm v/c Ratio 0.58 Uniform Delay, d1 45.1 Progression Factor 1.00 Incremental Delay, d2 6.6 Delay 51.7 Level of Service D Approach Delay 50.3 Approach LOS D Intersection Summary 880 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 3: Evergreen Rd & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 10 HCM 6th Edition cannot analyze u-turn movements. 881 ---PAGE BREAK--- Queues 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 11 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 111 1134 74 1076 100 92 64 97 v/c Ratio 0.54 0.57 0.45 0.58 0.82 0.48 0.59 0.54 Control Delay 38.9 17.0 50.5 16.3 91.0 24.4 68.0 26.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.9 17.0 50.5 16.3 91.0 24.4 68.0 26.3 Queue Length 50th (ft) 76 175 45 219 64 14 40 14 Queue Length 95th (ft) m80 m186 88 344 #158 60 #97 62 Internal Link Dist (ft) 190 686 135 364 Turn Bay Length (ft) 305 155 150 50 Base Capacity (vph) 207 1999 164 1862 122 567 113 564 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.57 0.45 0.58 0.82 0.16 0.57 0.17 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 882 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 12 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 15 91 1069 19 71 987 46 96 22 66 61 22 Future Volume (vph) 15 91 1069 19 71 987 46 96 22 66 61 22 Ideal Flow 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Total Lost time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.89 1.00 0.89 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1658 3189 1662 3207 1662 1537 1662 1538 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1658 3189 1662 3207 1662 1537 1662 1538 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 16 95 1114 20 74 1028 48 100 23 69 64 23 RTOR Reduction (vph) 0 0 1 0 0 2 0 0 63 0 0 69 Lane Group Flow (vph) 0 111 1133 0 74 1074 0 100 29 0 64 28 Confl. Peds. 3 3 3 3 2 2 Confl. Bikes 1 Heavy Vehicles 2% 0% 4% 1% 0% 3% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot NA Prot NA Prot NA Protected Phases 5 5 2 1 6 3 8 7 4 Permitted Phases Actuated Green, G 12.5 61.0 8.7 57.2 7.4 8.4 5.4 6.4 Effective Green, g 12.5 61.0 8.7 57.2 7.4 8.4 5.4 6.4 Actuated g/C Ratio 0.12 0.61 0.09 0.57 0.07 0.08 0.05 0.06 Clearance Time 4.0 4.5 4.0 4.5 4.0 4.0 4.0 4.0 Vehicle Extension 2.5 6.2 2.5 6.2 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 207 1945 144 1834 122 129 89 98 v/s Ratio Prot c0.07 c0.36 0.04 0.33 c0.06 c0.02 0.04 0.02 v/s Ratio Perm v/c Ratio 0.54 0.58 0.51 0.59 0.82 0.22 0.72 0.28 Uniform Delay, d1 41.0 11.8 43.6 13.8 45.6 42.8 46.6 44.6 Progression Factor 0.87 1.26 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.5 2.3 1.4 32.5 0.6 22.7 1.2 Delay 36.6 15.3 45.9 15.1 78.1 43.4 69.2 45.8 Level of Service D B D B E D E D Approach Delay 17.2 17.1 61.5 55.1 Approach LOS B B E E Intersection Summary HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length 100.0 Sum of lost time 16.5 Intersection Capacity Utilization 61.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 883 ---PAGE BREAK--- HCM Signalized Intersection Capacity Analysis 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 13 Movement SBR Lane Configurations Traffic Volume (vph) 71 Future Volume (vph) 71 Ideal Flow 1750 Total Lost time Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.96 Adj. Flow (vph) 74 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. Confl. Bikes Heavy Vehicles 1% Turn Type Protected Phases Permitted Phases Actuated Green, G Effective Green, g Actuated g/C Ratio Clearance Time Vehicle Extension Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay Level of Service Approach Delay Approach LOS Intersection Summary 884 ---PAGE BREAK--- HCM 6th Signalized Intersection Summary 2025 With Site Traffic Conditions 5: Oregon Way & OR 214 Weekday PM Peak Hour Woodburn US Market 10 Report Page 14 HCM 6th Edition cannot analyze u-turn movements. 885 ---PAGE BREAK--- HCM 6th TWSC 2025 With Site Traffic Conditions 6: Oregon Way & Access Weekday PM Peak Hour Woodburn US Market 10 Report Page 15 Intersection Int Delay, s/veh 5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 143 3 1 41 52 60 Future Vol, veh/h 143 3 1 41 52 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 168 4 1 48 61 71 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 147 97 132 0 - 0 Stage 1 97 - - - - - Stage 2 50 - - - - - Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver [PHONE REDACTED] - - - Stage 1 932 - - - - - Stage 2 978 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver [PHONE REDACTED] - - - Mov Cap-2 Maneuver 849 - - - - - Stage 1 931 - - - - - Stage 2 978 - - - - - Approach EB NB SB HCM Control Delay, s 10.3 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1466 - 851 - - HCM Lane V/C Ratio 0.001 - 0.202 - - HCM Control Delay 7.5 0 10.3 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.8 - - 886 ---PAGE BREAK--- Page 1 Date: July 23, 2024 To: Colin Cortes, AICP, City of Woodburn Jenna Bogert, PE, DKS Associates From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market The purpose of this memorandum is to provide a formal response to review comments received from the City of Woodburn (through their on-call review consultant) dated July 19, 2024, which identify Jenna Bogert as the engineer of record. Comment Traffic Counts Dates. The City’s consultant transportation reviewers commented that traffic counts in the original study were from 2019, and that in February 2024 the reviewer requested that a new study be provided, which was provided to DKS in July 2024 (report is dated April 4, 2023). Response: None of the traffic counts within the current or prior application were from 2019. To ensure that the consultant reviewer has access to the correct files and that those files are included in the record the relevant materials are provided below for the US Market application: • June 23, 2023 Transportation Impact Analysis. This report was provided to the City directly, but it is my understanding that without a complete land use application the report was not uploaded to the file. Key revisions within this report include modification of the OR 214 access to right-in only (removing the right-turn out), as well as minor modifications to the site plan. This report was prepared using morning and evening traffic counts that were collected on April 4, 2023. • August 13, 2021 Transportation Impact Analysis. This report was part of the prior submittal that was not approved by the City of Woodburn due to concerns with compatibility, along with other expressed reservations related to traffic safety (specifically due to the right-turn out onto OR 214 and potential weaving). This report utilized traffic counts that were collected on June 30, 2021. The revised 2023 report includes a comparison to these counts. • The TIA for “Project Basie” (Amazon) included traffic counts from May 25, 2021. These were also reviewed to ensure that the traffic patterns within the revised TIA were consistent with these historical traffic counts. There are no traffic counts collected in 2019 within the subject report (or the prior application). References to 2019 on page 11 of the TIA refer to the preparation of seasonal adjustment factors from ODOT’s lagging publication of data, noting the impacts that COVID had on nearby Automated Traffic Recorder Stations. In comparison of the 2021 and 2023 counts (see Page 10 of the June TIA) we note that the weekday evening peak hour volumes changed very little within this two-year period. Accordingly, traffic counts and data within this study are based on 2023 data and validated with the historical counts from 2021. 887 ---PAGE BREAK--- Woodburn US Market Page 2 Comment Pass-by Rates. It was questioned where the 76% and 75% pass-by rates cited in the June 2023 TIA were derived from, as data within ITE’s Trip Generation Handbook, 3rd Edition cites lower pass- by trip rates. Response: The ITE Trip Generation Handbook, 3rd Edition (which was a companion manual to ITE’s Trip Generation, 10th Edition) is obsolete. This manual was updated with more current pass-by data specific to convenience markets with fuel centers as part of the posted February 6, 2018 errata. This supplement states that the pass-by rates within the Trip Generation Handbook should be removed and replaced with this updated information (see Figure Figure 1. ITE Posting on the removal and replacement of pass-by trip rates related to fuel centers. Source: Trip Generation Handbook Errata 2-6-18. Following this publication, the release of ITE’s Trip Generation Manual, 11th Edition provided a new dataset of pass-by information within its Appendices that includes and further revises the supplemental information released in Errata 2-6-18. The release of the Trip Generation Manual, 11th Edition (the current Trip Generation manual) combined many of the separate fuel center and convenience store land use classifications (ITE 853: Convenience Market with Gasoline Pumps, ITE 945: Gasoline/Service Station with Convenience Market, and ITE 960: Super Convenience Market/Gas Station) into a single land use category with subcategories. The revised pass-by data was prepared to correlate to this new combined classification (ITE 945: Convenience Store/Gas Station), aggregating data from the prior subcategories, while maintaining a distinction between sites based on the general number of Vehicle Fueling Positions (VFPs), which are defined below: 888 ---PAGE BREAK--- Woodburn US Market Page 3 Vehicle Fueling Position—is defined by the number of vehicles that can be fueled simultaneously at a service station. For example, if a service station has two fuel dispensing pumps with hoses on each side of each pump, where only one vehicle can be fueled at a time on each side, the number of vehicle fueling positions is four. (Source: ITE Trip Generation Manual 11th Edition, Chapter 4: Definition of Terms) This manual cites the following pass-by rates for ITE 945: Convenience Store/Gas Station): • Sites with 2 to 8 vehicle fueling positions: 60% AM, 56% PM • Sites with 9 to 20 vehicle fueling positions: 76% AM, 75% PM As the proposed fuel center contains 12 vehicle fueling positions, the cited rates applied within the traffic study match those in the current edition of the ITE Trip Generation Manual. The specific pass-by rate tables from the appendices are included as an attachment. NEXT STEPS Thank you for the opportunity to provide this clarifying information in response to comments received on this application. If you have any additional questions or need additional information to complete this review I can be reached at (503) 997-4473 or via email at [EMAIL REDACTED]. Attachments: • ITE 11th Edition Pass-by Tables, ITE 945: Convenience Store/Gas Station 889 ---PAGE BREAK--- Land Use Code Land Use Setting Time Period # Data Sites Average Pass-By Rate GFA (000) Primary Diverted Total Source 2 8 Maryland 1992 46 87 13 0 13 2235 25 2.1 6 Maryland 1992 26 58 23 19 42 2080 25 2.1 6 Maryland 1992 26 58 23 19 42 2080 25 2.2 8 Maryland 1992 31 47 34 19 53 1785 25 2.2 < 8 Indiana 1993 79 56 6 38 44 635 2 2.2 8 Maryland 1992 35 78 9 13 22 7080 25 2.3 6 Maryland 1992 37 32 41 27 68 2080 25 2.3 < 8 Kentucky 1993 58 64 5 31 36 1255 2 2.3 6 Maryland 1992 37 32 41 27 68 2080 25 2.4 < 8 Kentucky 1993 — 48 17 35 52 1210 2 2.6 < 8 Kentucky 1993 — 72 15 13 28 940 2 2.8 < 8 Kentucky 1993 — 54 11 35 46 1240 2 3 < 8 Indiana 1993 62 74 10 16 26 790 2 3.6 < 8 Kentucky 1993 49 67 4 29 33 1985 2 3.7 < 8 Kentucky 1993 49 66 16 18 34 990 2 4.694 12 Maryland 2000 — 72 — — 28 2440 30 4.694 12 Maryland 2000 — 78 — — 22 1561 30 4.694 12 Maryland 2000 — 79 — — 21 2764 30 4.848 12 Virginia 2000 — 55 — — 45 1398 30 5.06 12 2000 — 84 — — 16 3219 30 5.242 12 Virginia 2000 — 74 — — 26 1160 30 5.242 12 Virginia 2000 — 71 — — 29 548 30 5.488 12 Delaware 2000 — 80 — — 20 — 30 5.5 12 2000 — 85 — — 15 2975 30 4.2 < 8 Kentucky 1993 47 62 19 19 38 1705 2 4.694 16 Maryland 2000 — 90 — — 10 2278 30 4.694 16 Delaware 2000 — 74 — — 26 2185 30 4.694 16 Delaware 2000 — 58 — — 42 962 30 4.694 16 Delaware 2000 — 84 — — 16 2956 30 4.694 16 New Jersey 2000 — 79 — — 21 1859 30 4.694 20 Delaware 2000 — 84 — — 16 3864 30 4.848 16 Virginia 2000 — 68 — — 32 2106 30 4.848 16 Virginia 2000 — 85 — — 15 2676 30 4.848 16 Virginia 2000 — 75 — — 25 3244 30 4.848 16 Virginia 2000 — 71 — — 29 1663 30 4.993 16 2000 — 75 — — 25 1991 30 5.094 16 New Jersey 2000 — 86 — — 14 1260 30 5.5 16 2000 — 82 — — 18 1570 30 5.543 16 2000 — 84 — — 16 1933 30 5.565 16 2000 — 77 — — 23 2262 30 5.565 16 2000 — 68 — — 32 2854 30 5.565 16 New Jersey 2000 — 58 — — 42 1253 30 5.565 16 New Jersey 2000 — 79 — — 21 1928 30 5.565 16 New Jersey 2000 84 16 1953 30 Adj Street Peak Hour Volume VFP State or Province Survey Year # Interviews Pass-By Trip Non-Pass-By Trips Pass-By Characteristics for Individual Sites Vehicle Pass-By Rates by Land Use Source: ITE Trip Generation Manual , 11th Edition 945 Convenience Store/Gas Station General Urban/Suburban Weekday AM Peak Period 16 Sites with between 2 and 8 VFP 28 Sites with between 9 and 20 VFP 60% for Sites with between 2 and 8 VFP 76% for Sites with between 9 and 20 VFP 890 ---PAGE BREAK--- Land Use Code Land Use Setting Time Period # Data Sites Average Pass-By Rate GFA (000) Primary Diverted Total Source 2.1 8 Maryland 1992 31 52 13 35 48 1785 25 2.1 6 Maryland 1992 30 53 20 27 47 1060 25 2.2 < 8 Indiana 1993 115 48 16 36 52 820 2 2.3 < 8 Kentucky 1993 67 57 16 27 43 1954 2 2.3 6 Maryland 1992 55 40 11 49 60 2760 25 2.4 < 8 Kentucky 1993 — 58 13 29 42 2655 2 2.6 < 8 Kentucky 1993 68 67 15 18 33 950 2 2.8 < 8 Kentucky 1993 — 62 11 27 38 2875 2 3 < 8 Indiana 1993 80 65 15 20 35 1165 2 3.6 < 8 Kentucky 1993 60 56 17 27 44 2505 2 3.7 < 8 Kentucky 1993 70 61 16 23 39 2175 2 4.2 < 8 Kentucky 1993 61 58 26 16 42 2300 2 4.694 12 Maryland 2000 — 78 — — 22 3549 30 4.694 12 Maryland 2000 — 67 — — 33 2272 30 4.694 12 Maryland 2000 — 66 — — 34 3514 30 4.848 12 Virginia 2000 — 71 — — 29 2350 30 5.06 12 2000 — 91 — — 9 4181 30 5.242 12 Virginia 2000 — 70 — — 30 2445 30 5.242 12 Virginia 2000 — 56 — — 44 950 30 5.488 12 Delaware 2000 — 73 — — 27 — 30 5.5 12 2000 — 84 — — 16 4025 30 4.694 16 Maryland 2000 — 89 — — 11 2755 30 4.694 16 Delaware 2000 — 73 — — 27 1858 30 4.694 16 Delaware 2000 — 59 — — 41 1344 30 4.694 16 Delaware 2000 — 72 — — 28 3434 30 4.694 16 New Jersey 2000 — 81 — — 19 1734 30 4.694 20 Delaware 2000 — 76 — — 24 1616 30 4.848 16 Virginia 2000 — 67 — — 33 2.954 30 4.848 16 Virginia 2000 — 78 — — 22 3086 30 4.848 16 Virginia 2000 — 83 — — 17 4143 30 4.848 16 Virginia 2000 — 73 — — 27 2534 30 4.993 16 2000 — 72 — — 28 2917 30 5.094 16 New Jersey 2000 — 86 — — 14 1730 30 5.5 16 2000 — 90 — — 10 2616 30 5.543 16 2000 — 87 — — 13 2363 30 5.565 16 2000 — 81 — — 19 2770 30 5.565 16 2000 — 76 — — 24 3362 30 5.565 16 New Jersey 2000 — 61 — — 39 1713 30 5.565 16 New Jersey 2000 — 86 — — 14 1721 30 5.565 16 New Jersey 2000 81 19 2227 30 28 Sites with between 9 and 20 VFP 56% for Sites with between 2 and 8 VFP 75% for Sites with between 9 and 20 VFP Vehicle Pass-By Rates by Land Use Source: ITE Trip Generation Manual , 11th Edition State or Province Survey Year # Interviews Pass-By Trip Non-Pass-By Trips Adj Street Peak Hour Volume VFP 945 Convenience Store/Gas Station General Urban/Suburban Weekday PM Peak Period Pass-By Characteristics for Individual Sites 12 Sites with between 2 and 8 VFP 891 ---PAGE BREAK--- Park Place, Suite 200 250 Church Street SE Salem, Oregon 97301 Post Office Box 470 Salem, Oregon 97308 tel [PHONE REDACTED] fax [PHONE REDACTED] A Member of LEGUS, an International Network of Law Firms www.sglaw.com September 23, 2024 VIA ELECTRONIC MAIL: [EMAIL REDACTED] Planning Commission c/o Planning Division City of Woodburn 270 Montgomery St Woodburn, OR 97071-4730 RE: Open Record Response Submittal (CU24-02) US Market Gas Station 2540 & 2600 Newberg Hwy Our File No: 43690-00001 Dear Honorable Planning Commissioners: The Applicant, Ronald (“Ron”) James Ped, as President of Ronald James Ped Architect PC, an Oregon professional corporation, (the “Applicant”) and Woodburn Petroleum LLC, an Oregon limited liability company, the owner of the above referenced property (herein “Property Owner” and/or my “Client”) does hereby submit the following documents into the record for CU24-02 case: 1. The following exhibits from Ronald James Ped Architect PC: a. Sign Maneuvering Plan; b. Sensory Considerations; c. Site Sections- Noise Analysis; d. McMinnville Example; and 2. Memorandum by Joe Bessman, PE of Transight Consulting, LLC. 892 ---PAGE BREAK--- September 23, 2024 Honorable Planning Commissioners Page 2 Please confirm that the enclosed submittal items have been incorporated into the record prior to 5pm, on September 23, 2024. Sincerely, ALAN M. SOREM [EMAIL REDACTED] Voice Message #303 AMS:hst cc: Applicant Client Colin Cortes Chris Killmer Enclosures: Sign Maneuvering Plan Sensory Considerations Site Sections- Noise Analysis McMinnville Example Memorandum by Joe Bessman, PE of Transight Consulting, LLC 893 ---PAGE BREAK--- DO NOT ENTER ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY ONE WAY EXIT EXIT EXIT EXIT EXIT EXIT PRINTED: PRINTED BY: 894 ---PAGE BREAK--- PRINTED: PRINTED BY: 895 ---PAGE BREAK--- PRINTED: LAST SAVED: PRINTED BY: LOCATION: P:\1964 Woodburn C-Store 2600\SITE REDESIGN 4.8.22\A3.1 REDESIGN 4.25.22.dwg, Site Sections, 6/1/2022 11:54:44 AM, kevin, 1:1 896 ---PAGE BREAK--- McMinnville Example 897 ---PAGE BREAK--- T RANSIGH T co N s LI L Tl N G , LLC Transportation Engin eering and Planning Services Date: September 23, 2024 To: Colin Cortes, AICP City of Woodburn From: Joe Bessman, PE Project Reference No.: 1584 Project Name: Woodburn US Market / cf'. ~ 70661 PE • ~ ' ~ 1v.,111.-0zsl "'lt"?/i.o2" The purpose of this memorandum is to provide information into the record during the open record review period, and to address public comments received on the US Market proposal located at the OR 214/Oregon Way intersection in Woodburn, Oregon. Key findings and recommendations of this open record review include the following: • In response to public comments related to traffic on Oregon Way, the team is proposing to fund the construction of two speed humps on this street. It is recommended that this treatment be provided in lieu of the contemplated truck channelization as it would avoid potential residential driveway impacts, and could prevent right-turning movements for local residents. Addition of traffic calming also addresses concerns with sight lines on Oregon Court, cut-through travel, and residential compatibility. It is recommended that signage indicating no right-turns for trucks should be installed on the exit. • As part of the City's next scheduled periodic maintenance it is recommended that Oregon Way be restriped to replace the dashed-center line with double yellow markings, consistent with the City's standard Access Street section. • A preliminary access design has been provided in response to ODOT's conditional OR 214 access approval. Additional coordination on this design will occur with ODOT and the City to ensure that the right-in only movement restrictions from OR 214 can be enforced. • The proposed fuel center is a conditional use within the commercial zoning due to the presence of nearby residential uses. This report shows that more traffic-intense uses could be permitted outright within this property. • Additional information is presented on the Woodburn Street Adjustments. o For OR 214 this highlights that the side-by-side left-turn lanes between Oregon Way and Evergreen Avenue extend beyond the City's typical five-lane section and ROW, supporting the operational needs of the adjacent traffic signals. o Parking along the Oregon Way frontage adjacent to the traffic signal would not be recommended for safety and functionality reasons, and the ample on-site parking supply adequately mitigates this issue. • Additional clarifying information and revisions to truck turning templates, on-site loading accommodations, and internal circulation are also provided within this document. Overall, the information presented shows that the layout of the proposed US Market site not only addresses Woodburn Development Ordinance requirements, as agreed by all parties, but provides a safe and functional site layout that can support deliveries, employees, and site patrons. The layout of the site improves on the older design of surrounding fuel centers, with separate loading, fueling, and parking areas. 15840PENRECORD 898 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 2 PUBLIC COMMENTS Comment The Woodburn Planning Commission requested information on the scheduling of trucks for the fuel center and convenience market. Response: The developers of the US Market site own and operate several other locations within the northwest and have provided the typical vendor delivery information shown in Table 1. Vendor deliveries to US Market are scheduled to occur only during off peak late morning hours. Vendor scheduling allows the Applicant to both avoid conflicts with AM or PM peak trips and avoid simultaneous on-site deliveries with other food or drink vendors or fuel deliveries. Bulk fuel deliveries occur once every other day (unless sales dictate additional needs), with a maximum of one fuel delivery per day. Table 1. Summary of US Market Vendor Deliveries Time Mon Tues Wed Thurs Fri Sat Sun 6-7A 7-8A 8-9A Pepsi Western Bev 9-10A Maletis Coco Cola Coremark Columbia 10-11A Dairy Frito Lay Frito Lay 11-12P Southern Glaciers 12P-9P Comment Neighbors state that operating speeds on Oregon Way commonly exceed the posted speed of 25 miles per hour. Response: Oregon Way is classified as an Access Street (which is a functional classification designed and intended to accommodate greater traffic volumes than unclassified local street), serving as one of only three traffic signals onto OR 214 between the I-5 ramps and N Settlemier Avenue. The traffic signal forms the eastern border of the commercially-zoned lands surrounding the I-5 interchange and provides a through route to W Hayes Street. South of the site, the road provides a two-lane curbed section with a dashed yellow centerline throughout its length. This section does not include sidewalks. The 34-foot pavement width includes direct residential driveway access and prohibits through trucks. On-street parking is permitted but was not observed to be utilized by the adjacent residents. No traffic speed measurements were obtained south on Oregon Way through the residential area as part of the traffic study. However, as a connection between the highway and Hayes it is likely that the route is used as a cut-through. Such traffic is more likely to occur during periods of higher congestion along the parallel Evergreen Avenue route. As a potential mitigation measure to address increased speeds and traffic volumes using this route, installation of traffic calming measures could be effective. The posted speed of 25 miles per hour would be supportive of typical traffic calming features such as speed humps, which provide lower noise and a less obtrusive treatment than a conventional speed bump, with typical installations shown in Figures 1 and 2. 899 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 3 Figure 1. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. Figure 2. Example of a Speed Hump. Source: ITE Traffic Calming Fact Sheets. 900 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 4 In addition to speed humps, the current “skip striping” along Oregon Way could also be modified (see Figure to help transform the feel of this road away from a rural design that implies that passing is legal. Installation of a double yellow would be a more appropriate treatment and would also comply with the City’s typical section for this classification of facility. Figure 3. Existing skip striping along Oregon Way. Provision of traffic calming north of Oregon Court and south of the commercial site could be helpful in maintaining the posted travel speed, particularly given the other concerns noted related to sight lines, use of golf carts, and shared use of the street pavement by cyclists and pedestrians. If deemed appropriate by the City’s Public Works department the development is willing to construct this traffic calming mitigation as part of its initial infrastructure. See attached Traffic Calming Fact Sheet.. 901 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 5 Comment During the public meeting there were comments about vehicles racing and driving recklessly along OR 214, particularly during late-night off-peak hours. Response: As a State Highway the City and Applicant have limited options to address these types of issues outside of increased traffic enforcement and monitoring, particularly as the issues appear to occur outside of the typical operating hours of the US Market and occurs today without the development proposal. Expected contributing factors that are not related to the proposed development include: access- controlled section of OR 214, highway width, lack of traffic control signals east of Oregon Way, limited development on the south side of the highway, and proximity to I-5. Field observation noted that there is a concrete block sound wall along OR 214 east of Oregon Way to shield the adjacent residents, as well as street trees with overhanging canopies that help to narrow the perceived width and cobra-head luminaires for safety. The planned addition of vegetation and the building frontage near the highway will provide a different development pattern than the setback buildings that are present to the east that may help, but increased enforcement will be the most effective treatment of this pre-existing condition. Comment There are limited sight lines turning from Oregon Court onto Oregon Way, with visibility limited by the slight horizontal curvature toward the north. This condition is worsened by the elevated travel speeds. Response: See Comment If supported by the City’s Public Works department, the addition of traffic calming along Oregon Way could provide an effective means of managing the 25 mile per hour travel speed along this segment. One of the more critical locations for traffic calming would be north of the Oregon Court intersection. As shown in Figures 4 and 5, sight lines are somewhat limited from this connection by the horizontal curvature, and ensuring motorists comply with the posted speed through traffic calming would improve safety for vehicles turning from Oregon Court. 902 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 6 Figure 4. View from Oregon Court facing north. 903 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 7 Figure 5. View from Oregon Court facing south. Comment Opposition traffic consultant review comments filed from David Petersen dated August 20, 2024 listing Wayne Kittelson, PE as the engineer of record state “We found the analysis approach and findings to be reasonable and consistent with the applicable City policies and concur with the findings and recommendations of the study.” Response: Comments from the City, the City’s transportation reviewing consultant (DKS Associates, Inc.), ODOT, and the opposition engineer all agree that the analysis approach and findings are reasonable and appropriate. This comment indicates that all parties agree that the governing Woodburn Development Ordinance 3.04.05 are adequately satisfied. 904 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 8 In response to public comments and concerns raised within the public hearing, the following should be noted: • With the available trip credits from the demolished banks the project does not trigger a formal Transportation Impact Analysis (TIA) per the City’s adopted trip generation thresholds. However, the project was elevated to require a formal TIA both to address ODOT access requirements per Division 051 and in response to the safety issues present on the OR 214 corridor. • Due to the safety issues present along the corridor, the City has established a funding mechanism for both traffic signal timing improvements and safety improvements, as detailed within Attachment 202 of the staff report. These fees are imposed as site mitigation requirements and will provide additional studies to identify traffic signal timing and phasing strategies that can further benefit area safety. • The recommendations of the TIA were to restrict OR 214 access to right-in movements only in response to safety concerns. If outbound right-turns were permitted, motorists could weave across both through lanes to enter the left-turn bay within a short distance, then making a U-turn to return to I-5. The revised configuration requires that all outbound traffic utilize Oregon Way to access the traffic signal and make a left-turn to return to OR 214. This was recommended to improve safety on the highway, which was raised as a concern by the Woodburn City Council. • ODOT manages access to OR 214. The western parcel had been approved for right-in, right-out access onto the highway, but the eastern parcel was precluded from accessing the highway or any location other than along its southeastern boundary onto Oregon Way, where ODOT ended its access control. We requested modifications to these restrictions which have been conditionally approved by ODOT to allow both parcels to utilize the shared inbound-only access onto OR 214 and both parcels are allowed full turning movements onto Oregon Way. • Oregon Way is designated as a “No Truck” route. Per Oregon Revised Statute (ORS) 811.450, this means that through trucks are not permitted to use this route. Local deliveries without other viable access options are permitted to use Oregon Way, which does allow fuel and vendor delivery vehicles to exit onto Oregon Way and return northbound toward OR 214. In summary, the TIA addresses the applicable requirements within City Code, and the findings of the study were reviewed and agreed to by the City’s transportation consultant, ODOT, and the opposition traffic engineer. Comment 6: Opposition traffic consultant review comments further state “We also agree with the conclusion that the proposed fueling center, convenience market, and office will result in more vehicular trips on Oregon Way than was predicted in the previous 2022 application.” Response: The trip generation was modified within the revised application based on modifications to building sizes but the general rate and approach remains consistent with the prior materials and methodology that had also been reviewed and deemed appropriate by all review parties. For clarification, while the 2022 application had shown seven fewer net new weekday p.m. peak hour trips than the trip generation potential of the prior banks, the revised application now shows five additional weekday p.m. peak hour trips (12 more weekday p.m. peak hour trips than the prior application). The reason for this change related to modifications to the site plan: • 204 square-foot reduction in the convenience store size • No change in the number of fueling positions • 3,214 additional square-feet of office space 905 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 9 The additional office space was provided within this modified application to further buffer the residential uses from the fuel center, with office located on the southern portion of the convenience market and along the southern edge of the property adjacent to the convenience market. Again, due to safety reasons the revised layout includes elimination of the right-out onto OR 214, which requires all outbound trips (and westbound inbound trips) use Oregon Way. This configuration was provided in direct response to safety concerns with the right-in, right-out access to the highway. ODOT has conditionally approved this configuration. Comment 7: The opposition traffic consultant provides several “comments for consideration” related to internal circulation. Response: These comments provided by the opposition engineer do not respond to Woodburn Development Ordinance requirements; however, they were reviewed to identify whether there are modifications to the site layout that could provide improved site functionality. Our team considers public safety to be paramount, and we are open to suggestions that would further improve safety. In terms of experience, I have personally been involved with the design, review, and layout of numerous fuel centers throughout the northwest, ranging from the design of truck stops, big-box fuel centers, stand-alone fuel centers, and integrated convenience markets with fuel centers for more than twenty years. In addition to my experience with other similar fuel centers, the US Market team who assisted in developing this layout owns, operates, and manages other similar sites in the region. Accordingly, the layout of the site reflects provisions and accommodations for the types of vehicles and circulation that occurs in fuel centers, with the site designed in a manner that will make the site efficient to operate long- term. In fact, many of the comments from the opposition imply a need for site design elements absent from their own facilities. Comment 7a: The opposition traffic consultant states that “safety or operational issues will occur” I find that Mr. Kittelson’s statements are exaggerated and misleading. As detailed herein, there are numerous aspects of the proposed site that improve on the design of surrounding fuel centers, such as clear and separate walking routes, separation of fueling and loading areas, suitable on-site parking, and the improvements to the ingress/egress design. While the nearby Arco and Chevron sites omit even these basic design components, there is no record of any current or historical safety issues within either site. The enhancements made to the proposed US Market improves on the internal circulation of these sites and includes an access route that will better support safe and efficient access onto OR 214. Comment 7b. Design of the site access onto OR 214 does not prevent outbound right-turns. Response: Our team agrees with this comment based on the preliminary site plan, and we have been in discussion with Casey Knecht, PE, the ODOT Region 2 Access Management Engineer, to identify suitable designs for the right-turn only access to enforce the inbound-only movement restriction. The proposed driveway includes a concrete “dustpan” driveway apron to maintain priority for pedestrians along the OR 214 sidewalks, and ODOT does not have a standard drawing for this specific access configuration. An example treatment identified by ODOT was at the Rite-Aid pharmacy in McMinnville (address of 448 OR 99W). The project civil team has reviewed this design and incorporated similar channelization into the revised site plan. This design has also been reviewed to ensure that it is compatible with the turning radii of fuel trucks, as shown in the drawing. As ODOT manages the design of access onto OR 214 (and all work within the ODOT ROW) we will continue to coordinate with ODOT to ensure that the design appropriately 906 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 10 restricts turning movements and complies with ODOT’s permit requirements. In addition, signage and striping will be installed (as required by the City’s approval conditions) to alert motorists of the movement restrictions. The current layout is shown in Figure 6 and remains preliminary subject to City and ODOT design review and approval. Figure 6. Preliminary access drawing reflecting the right-in only channelization required by ODOT’s conditional approach permit. As a suitable design supporting the turning movement restrictions will be imposed through ODOT’s driveway permitting and approval process, no additional conditions of approval will be required by the City of Woodburn. The conditional grant of access requires that “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway [OR 214]. All other traffic movements shall be restricted.” However, to provide assurance to the City that these restrictions are imposed, a condition of approval could be added as follows: “The Design of the OR 214 access shall include appropriate signing, striping, and channelization to enforce the right-in only restrictions. As a permitted access onto a State facility the design will be subject to ODOT’s review and approval.” Comment 7c. The northernmost fueling positions result in limited on-site queue storage space. Response: The proposed fuel center layout provides 65 feet from the center of the northwesternmost fueling position to the back of sidewalk, or about 50 feet of queue storage space (room for two passenger vehicles) if a vehicle was situated within this fueling position. While not labeled, the diesel fuel pumps are located in the southernmost portion of the site so that longer vehicles (pick-up trucks, RVs, or passenger vehicles towing boats) will be provided additional queue storage space. This site does not cater to commercial truck fueling, and the fuel demands at US Market are not similar to those at a Costco or other high-demand locations. The site can readily accommodate 18 simultaneous fueling and queued vehicles. Comment 7d. The cross-access easement may affect off-site operations and safety. Response: A cross-access easement is situated along the western edge of the site as required by the City of Woodburn. The City has required that this connection omit any curbing. While accommodations for a future connection are provided as required, a connection is not proposed and will not occur with this development. Any future cross-access connection will be subject to further analysis and evaluation by the City (and ODOT) at the time of redevelopment of the eastern properties. This will include a formal site Jonk - ~tom 907 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 11 plan review that will allow public notice and comment. The City’s intent of requiring this cross-access easement is to limit circulation between adjacent uses from using the highway to travel between adjacent businesses. With OR 214 access limited to right-in access only, the location identified in the plans provides suitable spacing from OR 214 (there will be no outbound queues due to the movement restriction) and no modifications to the location of the easement are necessary. In discussions with the team, it was recommended that the cross-access easement not only be provided in the location shown in the plan, but the cross-access easement should extend along the entire western length of the property. As future redevelopment of the subject property or those adjacent occur in the future this will provide flexibility to locate inter-parcel circulation routes where they make the most functional sense. At this time, no connection to properties to the west is provided or supported by the conditionally approved ODOT permit. Comment 7e. Parking stalls directly adjacent to the fueling positions will interfere with internal circulation. Response: The layout of the fuel center provides a one-way circulation pattern that will avoid conflicts between the parking stalls adjacent to the convenience market and the fueling positions. The parking stalls along the western boundary will experience low utilization (serving more as overflow parking) as convenience market patrons tend to park within the closest stalls near the store entrance. Based on discussions with the owners/managers of the US Market these stalls could be designated for employees to provide more capacity within the closer stalls. No conflicts are anticipated with the design given the available queue storage and number of fueling dispensers provided. Comment 7f. Trucks making fuel and goods deliveries will cause safety and operational issues…fuel trucks are unable to enter without going beyond the curbline…similar results will occur with other truck-trailer combinations delivering goods to the store. Response: Per comment #7b, the design of the entrance has been modified from the original plan to restrict movements to inbound only access (as required by ODOT) and support delivery trucks from OR 214. In addition to bulk fuel deliveries, other types of vendor trucks will also visit the site. Most of these are smaller single-unit box trucks that typically travel between stores, but semi-trucks could occasionally also enter the site. Space is available within the northern edge of the site for smaller trucks to park and load (with loading typically occurs via hand truck), with secondary delivery space co-located with fuel deliveries to accommodate larger semi-trucks. Additional details, including turning movement diagrams, on service vehicle and fuel deliveries are included within the attachments. Overall, the maneuvers within a fuel center parking lot occur at low speeds, with drivers expecting to yield to fuel attendants, other patrons, and delivery vehicles. As previously provided, the scheduled vendor trips to the US Market have been developed to avoid multiple trucks loading simultaneously. These trips occur outside of peak hours in the late morning to reduce impact on nearby residential areas. The provision of two separate loading areas will also help to ensure that customers, office tenants, and employees are provided safe routes between parking areas, building entrances, fueling positions, and loading points. 908 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 12 Comment 7g. The opposition engineer overlaid assumed delivery routes on top of the conceptual queuing figure, indicating that delivery vehicles cannot enter the site if there are 24 vehicles fueling at once. Response: The submitted architectural queuing plan is an illustrative figure demonstrating that more than adequate queue storage space is available within this site. This figure was developed by placing vehicle icons onto the site plan, showing that numerous passenger vehicles can easily fit within the site’s queue storage area (which also included generous spacing between queued vehicles). This was not an engineering diagram and does not reflect actual vehicular positioning, nor is it intended to represent actual fuel center demands. A revised (and more representative) graphic is provided within Figure 7, showing storage space for 18 vehicles while maintaining a clear two-way aisle. This storage space will be suitable to meet peak demands, as well as to accommodate the occasional larger vehicle. Figure 7. Revised Queuing Plan (only one-way eastbound flow permitted). Source: Ronald James Ped Architect. A review was provided of the nearby Chevron and Arco fueling stations to further identify how the layout of the site improves on the circulation design of these older nearby sites. Chevron Field Review Field review was conducted at the nearby Chevron on September 12, 2024. This site is a 0.81-acre parcel, which is which is approximately 40% smaller than the US Market properties and provides only 16 parking stalls. Access to the site is provided from a single 40-foot width driveway onto Lawson Avenue; while the driveway permits full turning movements, Lawson Avenue is restricted to right-in, right-out movements - \ = - SP.4CE ~ ~ SU!ING UP lO 6 - - (j Ultl-lrl!rr Pl " - l - ACCE:SE _ OR!IVE LJiNE ~ - ' - I ' < $ ' - - I ~ , ~ _ _ , 909 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 13 at its connection to OR 214. With the wide driveway and circulation patterns many vehicles do not align perpendicular with the access prior to making turning movements (see Figure Pedestrian access from OR 214 occurs in the northeast corner near the Lawson Avenue crosswalks, but orients pedestrians into the fueling canopy without a designated route to the convenience market entrances. The southern pedestrian entrance from Lawson Avenue is more direct, but orients pedestrian behind the dumpsters. Figure 8. Chevron facility layout. Aerial Source: Marion County GIS. As part of the evening peak hour field review we observed a vendor semi-truck (WB-67) entering the Chevron site from the south (blocking the southbound Lawson Avenue travel lane to enter the site diagonally), circling around the entire perimeter past the front doors, and parking along the southern boundary (adjacent to the parking) to unload (see Figures 9 through 11). There did not appear to be a designated loading area within the Chevron site to prevent conflicts between this vehicle and customer parking, and with the single access point this type of maneuver will be necessary for any large truck. We also noted that the bulk fuel loading point is directly west of the pumps, and it was unclear how fuel drops occur while maintaining site operations (this condition was not observed). To address these design issues, within the proposed US Market site we have provided dedicated loading space, increased the on-site parking to prevent parking spillover (the proposed site includes about three times the parking supply of the Chevron), and provided a dedicated loading space for smaller single-unit delivery vehicles in an area separate from the fuel loading and situated closer to the building entrance. 910 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 14 The two points of access also support through truck maneuvers and prevent the need for internal U-turns or truck backing maneuvers, and provide access to the parking while deliveries occur. While motorists will still be required to yield to trucks maneuvering within the site, this design separation will reduce conflict points and blind spots for trucks. The layout of the US Market site also ensures that site circulation occurs within a low-speed environment with open and clear sight lines. Figure 9. Semi-truck entering the Arco at a shallow angle through the southbound Lawson Avenue travel lane to avoid driving over curbs ' , i . A McLane W KITCHEN 911 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 15 Figure 10. Motorist required to yield to inbound semi-truck at the nearby Chevron site. Figure 11. Truck maneuvering around the perimeter of the fuel islands, then past the convenience market entrance prior to parking along the southern boundary. 912 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 16 As shown in the photos, the ability for vendor trucks to circle around the parking lot and fuel pumps would not be possible at the nearby Chevron site if all the fueling positions were in use, let alone if there were queued vehicles at each fueling position. Of course, no conflicts were observed at the Chevron when the truck entered the site, as the evening commute period photos indicate, actual fuel center demands during this evening peak hour delivery were only six vehicles. We also noted that there were no observed markings indicating a single fueling direction at this site, but most vehicles directly entered the site from Lawson Avenue and faced toward the northwest. The exit from the fueling positions is where the Chevron fuel tanks are located, and while bulk fueling was not observed it appears that a fuel tanker would need to park at the fueling position exit aisle, blocking the circulation route of several of the fuel islands. Provisions within the proposed US Market site to address these observations: ✓ The proposed site includes directional markings to provide a “one-way” fueling circulation, reducing confusion, congestion, and backing maneuvers near the fueling positions. ✓ The access design requires that vehicles exit onto Oregon Way in a perpendicular manner, optimizing sight lines and preventing overlapping paths. ✓ The proposed US Market includes a separate truck loading area suitable for accommodating vendor and bulk fuel deliveries. This space is adequately designed for a semi-truck. ✓ A separate smaller vendor loading area is provided in the northern portion of the parking lot for single-unit vendor deliveries. ✓ With the proposed layout, access to the loading areas do not require that semi-trucks circulate adjacent to the fueling positions or building entrances. ✓ The proposed access design for the US Market will include a “dustpan” driveway apron similar to the Chevron access, highlighting pedestrian priority along the public OR 214 and Oregon Way sidewalks. The driveway will be narrowed to reduce the conflict area with pedestrians. ✓ The separation of the bulk fuel delivery area at the US Market site will better accommodate fuel deliveries while maintaining fueling, convenience market, and office operations. ✓ The proposed US Market site includes direct pedestrian connections from the adjacent sidewalks along OR 214 and Oregon Way that maintains separation from the fueling area. The sidewalk system connects to each building entrance, with a marked crossing of the single conflict point with the egress route. Arco Field Review Observed demands at the nearby Arco site showed that this site generated far less trips than the Chevron, likely because it is located farther from the I-5 corridor. The Arco is a 24-hour fuel center and includes a carwash, fueling positions, and convenience market within a 0.82-acre parcel (the subject properties are 1.42 acres for comparison). This fuel center contains space for fuel trucks adjacent to its single diesel dispenser along its western boundary, which would require closure of the diesel pump when any type of delivery truck is present. A separate stall is adjacent to the dumpsters that could support single-unit vendor trucks. This site appears to have space for about 16 fueling vehicles to simultaneously queue without blocking circulation (the proposed US Market could accommodate 18) and 15 parking stalls, and contains a one- way southbound queuing pattern facing toward the convenience market, similar to the layout of the proposed site but with a narrower separating drive aisle between the fuel exit and the convenience market parking (see Figure 12). 913 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 17 Figure 12. Arco facility layout. Aerial Source: Marion County GIS. The southern shared access serves the fuel patrons, carwash exit, and shared access from the parcel to the south. The short driveway throat depth results in varied vehicular positioning at the exit, and it would require larger vehicles headed back toward OR 214 to swing wide (into the southbound Lawson Avenue lanes) to make the U-turn. The layout of the site does not include any pedestrian connections; the sidewalks terminate along the shared drive to the north leaving pedestrians between the fueling islands and convenience store. 914 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 18 Provisions within the proposed US Market site to address Arco field observations: ✓ The US Market site provides expanded fuel queue storage space with a similar one-way circulation layout. ✓ On-site parking within the proposed US Market site is expanded to avoid spillover. ✓ The US Market layout allows motorists to access the provided diesel pumps while bulk fuel deliveries are received. The designated space for vendor trucks and semi-trucks will improve circulation and operations. ✓ The proposed site has been designed with a narrowed entry to the public streets, reducing the potential lineal conflict area along sidewalks in comparison to the Arco site. ✓ The proposed access onto Oregon Way includes an extended driveway throat depth that will allow trucks to appropriately position before entering the public right-of-way. ✓ There is a clear pedestrian route through the US Market site to building entrances, and the convenience market is located adjacent to sidewalks. ✓ The egress design of the US Market allows all exiting vehicles to appropriately position in a 90- degree angle to Oregon Way, optimizing sight lines at the driveway. The proposed US Market site has been designed to incorporate current “best practice,” and has been designed to meet the needs of the managing team based on their insights and experience with their other owner/operator fuel centers. The larger US Market site has accommodations for delivery vehicles (semi- trucks and single-unit trucks), separate pathways for pedestrians to the building entrances, and improved access points that will better support safe and efficient turning movements. Comment 7g. Fuel trucks must maintain a protective safety zone when delivering fuel, which could impact circulation. Response: The site layout includes a dedicated space for fuel trucks to park during bulk fuel deliveries. With the available circulation routes within the site, and the 36-foot spacing between fueling dispensers, there are multiple options for passenger cars to circulate around the fuel truck while this loading occurs. Commonly, at locations where fuel trucks create conflicts with the safe use of dispensers, these dispensers can be temporarily closed while the loading occurs (many fueling facilities require closure of specific dispensers for refilling the tanks, including the nearby fuel centers – the fuel point for the Chevron is located directly in front of the fueling positions, and the Arco requires closure of its only diesel pump). These types of temporary fueling position closures do not appear necessary with the layout of the US Market site given the separation of the space from the fueling positions. As shown in Figure 13, there is approximately 23-feet of spacing within the drive aisle between the fueling point and the nearest dispenser. However, if the fuel delivery technician found temporary closure of the nearby fueling positions necessary this could occur with no impact on site circulation given the redundant travel options (see Figure 14). The site could continue to operate acceptably with 10 of its 12 dispensers operational. 915 ---PAGE BREAK--- Woodburn US Market – Open Record Responses Page 19 Figure 13. Layout of the site showing the location of a fuel truck within the designated delivery area. 5 • f I r Nl:W PAO ~ •'IRA- 6 f'l'DVIDI! ~Ti'!JCTUliE FOR ~ g ? ) la> j D CAm:>CL I V,Smll1 w ROCf TOPCNIT • 5CREEN UJALL, 5EE A3J SB9"06'52T 145.00 I I ~L/VANF'OOL 5kll'I AT EA SPACE PER UOO 3~4'31-1.3 S89"06'52"E 119.87 R1S M RETIREM:NT COM\t.NTY SING.E F AML Y RESIDENTIAL PE516N REVIEW COl'1"1ENT5 4Jl.24 - REVl51CN I DE516N REVIEW cct'MENTS e>J414 - REYl51CN 2 pes1<;t,1 REYrEUI cqHMENT5 6.1.24 - REVISICtl. 3 ~ < I-m < CJ z 0 CJ w a: 0 z a: m Q 0 0 3: 0 > z < < ll= 3: Wa a: oc~ ui ~ w IL ~W ~ z 008 ~ ~ DATE• DEC.\ 2020 DRAWN- AK / KDG JOBN0.•18M A1.4 DESIGN REVIEW SET 02.05.24 932 ---PAGE BREAK--- Traffic Calming Fact Sheets May 2018 Update Speed Hump Description: • Rounded (vertically along travel path) raised areas of pavement typically 12 to 14 feet in length • Often placed in a series (typically spaced 260 to 500 feet apart) • Sometimes called road humps or undulations Applications: • Appropriate for residential local streets and residential/neighborhood collectors • Not typically used on major roads, bus routes, or primary emergency response routes • Not appropriate for roads with 85th-percentile speeds of 45 mph or more • Appropriate for mid-block placement, not at intersections • Not recommended on grades greater than 8 percent • Work well in combination with curb extensions • Can be used on a one-lane one-way or two-lane two-way street (Source: City of Boulder, Colorado) (Source: PennDOT Local Technical Assistance Program) ITE/FHWA Traffic Calming EPrimer: Design/Installation Issues: • ITE recommended practice - “Guidelines for the Design and Application of Speed Humps” • Typically 12 to 14 feet in length; other (10, 22, and 30 feet) reported in practice in U.S. • Speed hump shapes include parabolic, circular, and sinusoidal • Typically spaced no more than 500 feet apart to achieve an 85th percentile speed between 25 and 35 mph • Hump heights range between 3 and 4 inches, with trend toward 3 - 3 ½ inches maximum • Often have associated signing (advance warning sign before first hump in series at each hump) • Typically have pavement markings (zigzag, shark's tooth, chevron, zebra) • Taper edge near curb to allow gap for drainage • Some have speed advisories • Need to design for drainage, without encouraging means for motorists to go around a hump Potential Impacts: • No impact on non-emergency access • Average speeds between humps reduced between 20 and 25 percent • Speeds typically increase approximately 0.5 to 1 mph midway between humps for each 100 feet Beyond the 200-foot approach and exit of consecutive humps • Traffic volumes diversion estimated around 20 percent; average crash rates reduced by 13 percent Emergency Response Issues: • Impacts to ease of emergency-vehicle throughput • Approximate delay between 3 and 5 seconds per hump for fire trucks and up to 10 seconds for ambulances with patients Typical Cost (2017 dollars): • Cost ranges between $2,000 and $4,000 He: A Community of Transportation Professionals 933 ---PAGE BREAK--- 1 Joe Bessman From: KNECHT Casey <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 3:26 PM To: Joe Bessman Subject: RE: Channelized Right-in Only I don’t know that I’ve seen a standard drawing for it. There is a pretty good example of a channelized right-in right-out with curb-tight sidewalk at the Rite Aid in McMinnville (streetview and aerial). Curbing has been the most effective for showing the channelization. Casey Knecht, P.E. Region Access Management Engineer ODOT Region 2 From: Joe Bessman <[EMAIL REDACTED]> Sent: Thursday, August 22, 2024 12:29 PM To: KNECHT Casey <[EMAIL REDACTED]> Subject: Channelized Right-in Only Good afternoon Casey, We have the hearing for the Woodburn fuel center on OR 214 tonight, I wanted to reach out and see if there’s a standard drawing (or even a good example) of a channelized right-in only private access that does not include a decel lane? I didn’t see one in the standard drawings – we can use the truck templates if needed to develop something that could provide the appropriate channelization, just was curious if you had anything specific in mind! Thanks, Joe Joe Bessman, PE (Licensed in OR, WA, ID) Principal, Owner Transight Consulting, LLC Bend, Oregon cell: (503) 997-4473 email: [EMAIL REDACTED] This message was sent from outside the organization. Treat attachments, links and requests with caution. Be conscious of the information you share if you respond. I 934 ---PAGE BREAK--- Department of Transportation Engineering & Technical Services 4040 Fairview Industrial Drive SE, MS1 Salem, Oregon, 97302-1142 Phone: (503) 986-3305 FILE CODE: 30-24 Ronald James Ped, Architect, PC 6850 Burnett Street SE Salem, Oregon 97317 on behalf of Lai Sidu Woodburn Petroleum, LLC 1038 Broadway St. NE Salem, Oregon 97301 Subject: Conditional Approval of Grant of Access Hillsboro-Silverton Highway No. 140 (OR-214), MP 37.09 R (Sta. 522+80) CHAMPS No. 093457 City of Woodburn Dear Mr. Ped, The Oregon Department of Transportation (ODOT) has reviewed your application for a Grant of Access at the subject location. Tax Lot 3600 currently does not have access to Hillsboro-Silverton Highway. A Grant of Access is required to allow Tax Lot 3600 to use the existing private approach at the subject location. ODOT reserves the right to grant access to a state highway for a private approach when all the conditions of Oregon Administrative Rule (OAR) [PHONE REDACTED](3) are met. A key condition is whether the Grant of Access will benefit the state highway system. ODOT has determined that the Grant of Access can benefit the state highway system if traffic movements for the private approach are restricted to only allow right turns off Hillsboro-Silverton Highway, prohibiting right turns onto the highway. Based on the above finding, a Grant of Access can be approved provided you agree to the following conditions: Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro- Silverton Highway. All other traffic movements shall be restricted. Traffic from Tax Lot 3700 shall be allowed to cross Tax Lot 3600 to access Oregon Way. Decisions regarding the character or type of traffic control devices to be used on the subject highway are subject to the delegated authorities of the State Traffic Engineer according to OAR [PHONE REDACTED]. When a Grant of Access is conditionally approved, it is necessary for the applicant to purchase the appraised value of the Grant of Access in accordance with OAR [PHONE REDACTED](12). To complete the process and move ahead with the Grant of Access, please contact Casey Knecht at [PHONE REDACTED] to confirm acceptance of the grant conditions. The ODOT region and/or district office will work with ODOT’s Property Management Unit to convey the Grant of Access. If you have any questions on the process, please contact Casey Knecht at [PHONE REDACTED]. Sincerely, Michael Kimlinger, P.E. Technical Services Manager/Chief Engineer cc: Casey Knecht, Interim Region 2 Access Management Engineer Cole Mullis, District 3 Manager Angela Kargel, Interim State Traffic-Roadway Engineer Georgine Gleason, State Right of Way Manager ESL/bj/kbj 1. 2. 3. -Oregon Tina Kotek, Governor 2024.01.23 Michael Kimlinger 15:37:47 -08'00' 935 ---PAGE BREAK--- 936 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 2 In the 2022 Decision, the City Council found that the proposed project did not meet WDO 5.03.01.B.3 because it was incompatible with surrounding properties in several ways. Specifically, the Council found: [U]nsafe traffic patterns and increased daily trips to and from the site would cause additional road safety hazards and an unreasonable level of congestion to the adjacent neighborhood of single and multi-family dwellings that primarily house senior citizens. Additionally, the adverse noise, odors, illumination, air quality, and aesthetic impacts from adding a third gas station within a two block area would negatively affect the quality of the living environment of the residential properties in the vicinity of the site.3 The City Council also found: With regards to vehicle traffic on Oregon Way, that street is a local street that provides a connection from OR 214 to the residential neighborhood of Woodburn Estates, [which is] a 55+ senior community with residents that have homes along Oregon Way, both adjacent to and across from the proposed site. Residents testified to regularly using Oregon Way (which does not have sidewalks) for walking and traveling by golf cart to and from their club house for recreational activities. … Unlike the two nearby gas stations located closer to Interstate-5, within the city's interchange management area, this site would be bounded by properties that are used solely for residential purposes. The secondary access to the site would be along a local residentially-classified street. Additionally, current single family homes that are located directly across from the site, separated only by Oregon Way, would have little buffer from an intensive gas station and commercial use For these reasons, the location of this site for the proposed gas station use is unsuitable.4 Regarding the proposed 9-foot buffer wall, the City Council in 2022 found that it would "help mitigate some noise and site issues, [but] it would still not alleviate every concern related to typical convenience store and gas station operations."5 Overall, the Council found that "[d]ue to the negative impacts that the proposed use would 3 2022 Decision, p. 5. 4 2022 Decision, pp. 10-11. 5 2022 Decision, p. 10. 937 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 3 have on the quality of the living environment, it is clear that the proposed gas station is unsuitable."6 With findings like these, one would expect the applicant in its second bite at the apple to redesign the project in an attempt to address these issues. But the applicant has done no such thing. While the staff report claims on page 4 that "[s]taff and the developer have worked to produce a good site development," we fail to see any results of that work. Instead, the applicant has just re-proposed the same project all over again with no effort to address the Council's concerns. Furthermore, the one thing that has changed (vehicle circulation through the site) will only make the incompatibility with surrounding properties worse, since under the current proposal all of the traffic through the site will necessarily have to leave the property via the exit onto Oregon Way, directly next to and across from residential properties.7 Most of these vehicles will be making a left-hand turn onto Oregon Way (a local, residential street) in anticipation of turning left again onto Hwy. 214 to go back to I-5, and that turn may often be blocked by the northbound cars queueing at the intersection (see Kittelson letter, Figs. 1 and Thus, the one change that the applicant does propose will exacerbate rather than mitigate impacts by sending even more traffic onto Oregon Way to the detriment of nearby residential areas. Because the project will have all of the same impacts that the City Council found unacceptable in 2022, plus worse traffic impacts on Oregon Way, it does not satisfy WDO 5.03.01.B.3 and should be denied. 2. The proposed site plan cannot reasonably accommodate the traffic that the project will generate, and the traffic flow restrictions are unlikely to be enforced. The applicant's site circulation proposal suffers from several flaws. First, the proposed 20-foot wide driveway on Hwy. 214 is inadequate to accommodate a smooth right hand turn for larger trucks entering the site. Fuel and other delivery trucks, which will visit the site several times per day, will have to first swing left into traffic before turning back right to make the turn into the site (see Kittelson letter, Figs. 1 and And, if there is any significant queueing of fuel customers on the site, trucks will either be blocked from entry or will block traffic on Hwy. 214 while waiting for the queued vehicles to clear. Both of these situations create hazards for eastbound traffic on Hwy. 214. 6 2022 Decision, p. 12. 7 As discussed further below, this also potentially includes traffic that originates on the Dairy Queen/Dutch Bros. site to the west of the project site, given the condition of approval requiring cross access between that property and the applicant's property. 938 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 4 Second, the applicant proposes to limit use of the driveway on Hwy. 214 only to right turns into the site; outbound traffic back on to Hwy. 214 will be prohibited. The applicant proposes a few signs and some striping to notify drivers of this restriction, but otherwise provides no information on how this restriction will be enforced. Practically speaking, without physical barriers or strict enforcement by on-site personnel, the ban on right turns out of the driveway onto Hwy. 214 will regularly be violated, leading to the same dangerous conditions at the 214/Oregon Way intersection that were part of the basis for the City Council's denial of this project in 2022. On the other hand, if the mandatory one-way travel through the site to Oregon Way is respected, this creates additional site circulation problems. Any cars entering from Oregon Way will need to turn right in front of the pump island exits to access the convenience store or drive west across the designated fuel delivery zone (which will regularly be blocked with a delivery truck) and try to enter the queues on the west side of the pump islands. If there are any cars in the queue at all, this will be very difficult. Imagine a local Woodburn resident who has entered the site from Oregon Way trying to get into the gas queue under these conditions, particularly if the gas fill is on the passenger side:8 8 This is the applicant's own queueing plan – see February 5, 2024 Design Review Set, Sheet A.1.1. Note that this many cars would fit on the site only if they were all under 15 feet long a Toyota Prius). Any trucks, trailers, RVs or larger cars in the queue would result in room for less vehicles. 939 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 5 Meanwhile, vehicles exiting the pump islands will need to maneuver through on-site traffic to the exit onto Oregon Way. As discussed above, almost all traffic exiting the site onto Oregon Way will be trying to turn left, creating significant conflicts with both southbound and northbound traffic on Oregon Way. Third, proposed condition D4(b) through requires the applicant to grant a cross- access easement to the neighboring Dairy Queen/Dutch Bros. property to the west. The staff report does not explain why this condition is imposed, or what approval criterion the condition is supposedly helping the applicant to meet. Nonetheless, if vehicle traffic from Dairy Queen/Dutch Bros. is allowed onto this site, it will combine with the one-way traffic through the site from Hwy. 214 and the cars that enter from Oregon Way to create one massive traffic outflow at the driveway onto Oregon Way. This is more traffic on Oregon Way than was evaluated for the 2022 proposal, and will make conflicts with through traffic, pedestrians and residential properties on Oregon Way worse. Given that the City Council already has found that the traffic on Oregon Way from the 2022 proposal was incompatible with the neighborhood, then surely the greater traffic from this proposal must also be incompatible. To address the impacts at Oregon Way, the only condition of approval proposed by staff is condition CU8(d) requiring a median on Oregon Way to prevent right turns by trucks from the site. However, no median is shown on the site plan and it is unclear how one can install a median that affects only trucks and not cars and does not interfere with through southbound traffic on Oregon Way.9 There is no evidence in the record that this condition will meaningfully mitigate traffic impacts. Fourth, the site plan has numerous other deficiencies, as follows: • Cars parked along the west side of the site will be unable to back out when there are any cars in the pump queue (see diagram above). • Cars parked on TL 3600 south of the office building also will have a difficult time backing out given the heavy two-way traffic on the drive aisle leading to Oregon Way. • The site plan and the queueing diagram fail to account for any cars larger than a Prius. The site plan does not designate the diesel pumps, which will attract larger vehicles and vehicles with trailers that will create longer queues more quickly. And there are no designated parking spaces for larger vehicles such as trucks or RVs. Given that this gas station is intended to attract 9 And if the median blocks all southbound turns out of the site onto Oregon Way, that means 100% of the vehicles and trucks visiting the site can only leave the site by a northbound left turn onto Oregon Way, creating significant conflicts with through traffic in both directions. 940 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 6 customers from I-5, it should expect a large portion of its clientele to be driving larger vehicles. • The site plan makes no accommodation for non-fuel delivery trucks. These trucks can be up to 52 feet long and arrive multiple times per day. If a fuel delivery truck is on site at the same time then the designated loading zone over the fuel tanks will not be available, and there are no other parking spaces on site that could accommodate those trucks. • Fuel delivery trucks, which can be up to 85 feet, will have no access to the fuel tanks if there are any cars in the queue. Deliveries can take 45-60 minutes and occur more than once per day, making the already challenging circulation around the site (particularly for cars entering from Oregon Way) even more difficult. Even if it is able to reach the tanks, a fuel truck is going to have to position itself and its safety cones in such a manner as to block any east-west traffic south of the pump islands. (See Kittelson letter, Figs. 3, 4 and • Lighting of a gas station and convenience store is very different from the lighting for the banks that used to be on this property. Lights will be on (and noise will be generated) seven days per week, early in the morning and late at night, all to the detriment of neighboring residences. The site plan is not well thought out and is a victim of the applicant's desire to crowd too much development onto this challenging site. The right-turn-in-only restriction at the Hwy. 214 is set up to fail, absent better enforcement mechanisms that neither staff nor the applicant have proposed. And even if vehicles respect this restriction, the site has other design deficiencies that will lead to hazards on Hwy. 214, problems with circulation through the site, and exacerbated traffic problems on Oregon Way. 3. The staff report proposes legally inadequate findings that improperly defer determinations of compliance and fail to explain how compliance is feasible with the imposition of conditions. Attachment 102 to the staff report sets forth staff's proposed findings of compliance with the applicable approval criteria. When relying on a condition of approval to ensure compliance with a criterion, findings must find that compliance with the criterion is feasible, which means that "substantial evidence supports findings that solutions to certain problems … are possible, likely and reasonably certain to succeed." Meyer v. City of Portland, 67 Or App 274 fn. 5 (1984), rev den 297 Or 82 (1984). Findings must be written "to establish the factual and legal basis for the particular conclusions drawn." Thormalen v. City of Ashland, 20 Or LUBA 218, 229 (1990). Once those findings are made, conditions may then be imposed to evaluate the details of how to achieve compliance and to select the precise solution. Meyer at 274. 941 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 7 In Attachment 102, staff on several instances makes conclusory findings without the required analysis, or in some cases makes no finding at all. For example, in response to WDO 3.05.02.J regarding on site directional markings, staff makes no finding that the criterion is or can be met. Instead staff defers, finding that "[b]ecause of the room for interpretation, and that the applicant will later refine the site plan, it is during building permit review that administratively establishing details, specifications, and revisions to administer the WDO section would be timely and fruitful."10 And in other cases, staff finds that a criterion is not met but provides no analysis whatsoever that it is feasible to meet the criterion, instead just stating that a condition will be imposed to insure compliance. Findings that either defer a determination of compliance or provide no analysis as to how they can feasibly be satisfied with a condition are inadequate to support approval of a land use application. Moreover, staff has conceded in the findings that the applicant will later need to revise the site plan (see above and fn. 10). This is also fatal to the application. It is not some later site plan that is under review but rather the site plan that the applicant has proposed. Staff's findings essentially concede that the site plan before the Planning Commission now is inadequate to meet all the approval criteria and must be revised later. The application must therefore be denied for failure to propose an approvable project. The staff report is also deficient in its findings of conformance with applicable Comprehensive Plan policies because it lacks any analysis of the relevant policies or citation to any facts in evidence as to how those policies are met. Instead, staff merely lists the policies that it thinks are applicable and states that conditions are imposed "in support of" those policies, but then none of the conditions cross-reference any of the policies so there is no way to cross-check to see if appropriate conditions have in fact been recommended. Any analysis of how the proposal meets or does not meet those policies, or of the facts that support imposition of conditions to meet those policies, is completely absent and therefore meaningful review by the public or the Commission is impossible. 4. Several proposed conditions improperly defer compliance determinations to a non-public forum. Staff also improperly employs conditions of approval that defer the determination of compliance to administrative staff. For example, see condition D4(h) which purports 10 Staff Report, Attachment 102, p. 17 (emphasis added). See also the findings at p. 19 (parking space and drive aisle dimensions), p. 21 (bicycle parking) and p. 22 (EV charging stations), where in each case staff similarly defers any determination of compliance to the building permit stage, in each case conceding again that the applicant will eventually revise the site plan. 942 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 8 to give the Director administrative authority to make unspecified changes to the project if needed to address an ODOT objection in the future. Similarly, condition D5(b) states that "[t]o conform to WDO 3.05.02J, during building permit review the Director may administratively establish details, specifications, and revisions to administer the WDO section." This gives the Commission and the public absolutely no insight into how unspecified "details, specifications and revisions" might possibly insure that WDO 3.05.02J is met. The Director's obligation is not even mandatory, as they only "may" establish standards. Conditions of approval that shift discretionary decisions to administrative personnel expressly violate the requirements of Meyer and also the WDO. See WDO 4.01.06.A, which states that "[a]ll conditions of approval shall be clear and objective or if the condition requires discretion shall provide for a subsequent opportunity for a public hearing," and WDO 4.02.07 which requires that any request to subsequently modify a condition of approval must be considered pursuant to the procedures and standards that applied to the original application notice and a public hearing). This process cannot be superseded by conditions of approval giving the Director plenary authority to revise the project without public input. 5. The burden of proof has not been met for the requested street adjustments. WDO 5.02.04.A states that street adjustment reviews "provide discretionary flexibility for unusual situations … they do not serve to except or exempt from or lessen or lower minimum standards for ROW improvements."11 But an exemption from minimum standards is plainly what the applicant seeks. In the February 8, 2024 narrative for its street adjustment application, the applicant notes that the street frontages do not meet current WDO requirements and argues: We question the need to reconstruct fairly new improvements that are more than functional for the site improvements and surrounding area, and the same basic effect of street landscaping will be accomplished by installation of the landscaping areas proposed in the site plan. The applicant then explains that compliance with the WDO street frontage requirements would increase development costs by about "$50,000 or more." Nothing in the applicant's analysis identifies an "unusual situation" requiring "discretionary 11 WDO 5.02.04.A lists certain exceptions to this policy, none of which apply here. 943 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 9 flexibility." The applicant simply wants an exemption to save money.12 This is not the purpose of street adjustments and the request should be denied. Furthermore, even if the applicant's request somehow meets the overall purpose of a street adjustment, it does not show compliance with the applicable approval criteria. WDO 5.02.04.C requires a weighing and balancing of eight criteria. The first criterion requires quantification of the expected use of street improvements by persons visiting the project site. The applicant makes no effort to quantify this, and instead strangely argues that compliance with the regular street standard would require narrowing of Hwy. 214 by 6 feet, a contention staff debunks in the staff report (see p. 48). In response to the second and fourth criteria requiring quantification of the improvements needed to serve the site, the applicant merely restates its cost savings argument, which staff also debunks. In response to the third criterion requiring quantification of the impact of the project on street improvements, the applicant's response is nonsensical, claiming that the project will not impact street improvements if left as they are but will have an increased impact if the improvements are brought up to code. This is non-sensical; the project will generate the same number of pedestrians, bicyclists and vehicles regardless of the condition of adjoining street frontages. Despite the obvious shortcomings of the applicant's analysis, staff goes to great to try to save the applicant. In response to the first through fourth criteria, staff creates a new argument on the applicant's behalf (staff report, p. 49). This argument is no more persuasive, however, since in essence staff argues that because the frontages are currently so uninviting, almost nobody uses them, and since almost nobody uses them, there is no reason to upgrade them. By this logic, a street full of potholes should never be fixed because the potholes keep traffic away. The applicant fails to address the fifth through eighth criteria at all. The applicant has the burden of proof to show that all criteria are met, a burden the applicant clearly has not carried by ignoring half of the criteria. Nonetheless, starting on page 52 staff analyzes the fifth through eighth criteria that the applicant ignored, and expressly finds that: • the fifth criterion precludes what the applicant wants to do, but for some reason staff still supports approval of the adjustment; 12 See also staff report, p. 52: "The developer's chief justification for the [street adjustment request] … was convenience, saving money, and be of no profit to the gas station or commercial office enterprises [sic]." 944 ---PAGE BREAK--- City of Woodburn Planning Commission August 21, 2024 Page 10 • the sixth criterion is met solely because the applicant did not affirmatively assert that it was not met, which is both illogical and inconsistent with the applicant's burden of proof; • the seventh criterion is inapplicable; and • the eighth criterion can be met by imposing fees-in-lieu. Lastly, staff notes on page 52 that "the Public Works Department is content with the [existing] frontages along the corridor" and has made a "de facto policy decision" to leave ODOT frontages alone, which is interesting but also irrelevant since it is the City Council and not the Public Works Department that establishes the City's policy for frontage requirements. The effort of both the applicant and staff to justify the requested street adjustments is ludicrously inadequate. The applicant took on only half the criteria and relied on expressly prohibited arguments mainly focused on saving money. Staff then tried to save the applicant with unpersuasive and illogical arguments, and in doing so ignored its own express conclusion that at least one criterion is not met. The requested street adjustments must be denied. Thank you for your consideration of these comments. Please enter this letter into the record of this matter. Best regards, David J. Petersen DJP/rkb Enclosure cc (via e-mail): Robert J. Barman Garry L. LaPoint Jason LaPoint Wayne K. Kittelson Julia Kuhn Mick Harris 042947\00002\17469245v1 945 ---PAGE BREAK--- Kittelson & Associates, Inc. August 20, 2024 Project 27861.0 David Petersen Tonkon Torp LLP 888 SW Fifth Avenue, Suite 1600 Portland, OR 97204-2030 RE: Woodburn Conditional Use Application CU 24-02, DR 24-02, PP 24-01 & SA 24-01 “US Market gas station” Dear David, At the request of Woodburn Fast Serv Inc. and LB Group, LLC, we have reviewed the Transportation Impact Analysis (TIA) submitted in support of City Case File No. CU 24-02, DR 24-02, PP 24-01, and SA 24-01 “US Market gas station” and dated June 23, 2023. We found the analysis approach and findings to be reasonable and consistent with the applicable City policies and concur with the findings and recommendations of the study. We also agree with the conclusion that the proposed fueling center, convenience market and office will result in more vehicular trips on Oregon Way than was predicted in the previous 2022 application. Additionally, we offer the following comments for your consideration with respect to the proposed site access design, site layout, and internal circulation: 1) The design of the site access drive on OR 214 will not prevent right-turn-out movements. Notwithstanding proposed signs and pavement markings to the contrary, drivers may use the proposed right-in only driveway on OR 214 to also egress the site and turn right onto OR 214. Based on the trip distribution included in the TIA, many of these drivers will want to make a U-turn at the OR 214/Oregon Way intersection to return to the freeway or other destinations to the west. This would result in a weaving maneuver on OR 214 that is made even more difficult under peak hour conditions by the long eastbound through and left-turning queues predicted in Figure 18 on page 35 of the TIA. The weaving maneuvers associated with the right-out movement were discussed in detail as part of the 2022 City Council hearing and also form the basis of ODOT’s 2024 requirement to restrict access at this location to right-in movements only. 2) The northern-most fueling positions result in limited on-site queue storage space. The northern-most fueling positions are located in close proximity to OR 214 and as such one could reasonably expect that queued vehicles waiting to fuel will occasionally block inbound traffic at the right-in driveway. Such blockages will be problematic with respect to both the operating and safety characteristics of OR 214. The application states that staff will be available on-site to manage such situations when they occur, but it is important to note that these blockages will occur at random times and there will be very little time to resolve them before they begin to adversely affect traffic on OR 214. Therefore, any staff-managed approach to mitigating this issue should demonstrate that such staff are available and do not have other responsibilities that might interfere with a prompt response. 3) The location of the cross-easement may affect off-site operations and safety. The cross-easement provided to the property to the west is situated in close proximity to the right-in driveway on OR 214. When this easement is used by the adjacent property for ingress purposes, the increased vehicular demand at this location to serve both sites may impede inbound vehicles at the site driveway. Easy and efficient movements into and out of the cross-easement driveway could also be impeded by the northern-most fueling positions. 4) Parking stalls directly in front of and behind fueling positions will interfere with internal circulation. The parking maneuvers that must be made for parking stalls located directly in front of and also directly behind the fueling positions could cause interactions with the arrival, departure, and queuing movements of gas station customers. 851 SW 6th Avenue, Suite 600 Portland, OR 97204 P [PHONE REDACTED] 946 ---PAGE BREAK--- Project 27861.0 Woodburn Conditional Use Application CU 24-02, DR 24-02, PP 24-01 & SA 24-01 “US Market gas station” Kittelson & Associates, Inc Page: 2 of 5 5) Trucks making fuel and goods deliveries will cause safety and operational issues when entering and exiting the site. Figure 1 shows the swept path of a typical fuel truck approaching the site from the west on OR 214 as and then entering the site from the right lane. It is clear from this figure that the fuel truck is unable to enter without going beyond the curbline. A similar result will occur whenever other truck-trailer combinations deliver goods to the convenience store, which typically happens periodically throughout the day. Any vehicle queue that might be present at one or more of the fuel pumps during this time can also block the truck’s pathway. Figure 1. Swept path of truck entering the site from the near lane on OR 214. Figure 1 also illustrates the swept path of a fuel truck exiting the site onto Oregon Way before returning to the west on OR 214. The 95th percentile queue reported in the application’s traffic study are also shown on Oregon Way so that the truck’s swept path can be superimposed. It is clear from this Figure that the truck’s exiting maneuver will be blocked or impeded until these queues dissipate. Figure 2 illustrates how an arriving fuel truck and any other truck trailer combination of similar design would need to position itself to fit within the site’s access drive. These trucks would need to be positioned to the left of the left-most through lane on OR 214. Such positioning creates the potential for interactions with other eastbound through vehicles. Once again, any vehicle queue that might be present at one or more of the fuel pumps during this time will still block the truck’s entering pathway. 947 ---PAGE BREAK--- Project 27861.0 Woodburn Conditional Use Application CU 24-02, DR 24-02, PP 24-01 & SA 24-01 “US Market gas station” Kittelson & Associates, Inc Page: 3 of 5 Figure 2. Truck positioning on OR 214 necessitated by the site driveway. Figure 3 provides scaled perspective of both a fuel truck and a delivery truck superimposed onto the applicant’s queueing plan. The blue and red blocks are scaled representations of the footprint of delivery and fuel vehicles, respectively. The yellow block is a scaled representation of the protective safety zone that is always established around fuel trucks while the off-loading process is underway; examples of this are shown in Figures 4 and 5. The fuel delivery process typically takes 45 minutes to an hour to complete, and so the net result can be long-durations when truck movements are blocked by customers or vice versa. 948 ---PAGE BREAK--- Project 27861.0 Woodburn Conditional Use Application CU 24-02, DR 24-02, PP 24-01 & SA 24-01 “US Market gas station” Kittelson & Associates, Inc Page: 4 of 5 Figure 3. Truck footprints superimposed on application’s Queuing Plan 949 ---PAGE BREAK--- Project 27861.0 Woodburn Conditional Use Application CU 24-02, DR 24-02, PP 24-01 & SA 24-01 “US Market gas station” Kittelson & Associates, Inc Page: 5 of 5 Figure 4. Typical fuel truck offloading process. Figure 5. Safety perimeter established around a fuel truck during the offloading process. We hope these comments are useful, and please let me know if you have any additional questions. Sincerely, Wayne Kittelson Senior Principal Engineer 950 ---PAGE BREAK--- Attachment 102 CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 1 of 85 CU 24-02: Analyses & Findings This attachment to the staff report analyzes the application materials and finds through statements how the application materials relate to and meet applicable provisions such as criteria, requirements, and standards. They confirm that a given standard is met or if not met, they call attention to it, suggest a remedy, and have a corresponding recommended condition of approval. Symbols aid locating and understanding categories of findings: Symbol Category Indication Requirement (or guideline) met No action needed Requirement (or guideline) not met Correction needed Requirement (or guideline) not applicable No action needed • Requirement (or guideline) met, but might become unmet because of condition applied to meet separate and related requirement that is not met • Plan sheets and/or narrative inconsistent • Other special circumstance benefitting from attention Revision needed for clear and consistent records Deviation: Planned Unit Development, Zoning Adjustment, and/or Variance Request to modify, adjust, or vary from a requirement Section references are to the Woodburn Development Ordinance (WDO). Table of Contents Project Name & Case File Numbers 2 Location 2 Land Use & Zoning 2 Statutory Dates 3 Design Review Provisions 4 Conditional Use Provisions 25 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions 45 Phasing Plan Provisions 55 Remaining Provisions 59 183 951 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 2 of 85 Recommendation 60 Applicant Identity 82 Notes to the Applicant 82 Project Name & Case File Numbers The applicant submitted the project name US Market. The land use application master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. The subject property is composed of two lots, and the developer of the proposed strip commercial development proposes no Property Line Adjustment (PLA) or lot consolidation. The gas station development is: 1. On Tax Lot 3600 (east, corner lot), a convenience store of 4,110 square feet (sq ft), 6 pump islands with 12 pumps, a commercial office tenant space of 1,863 sq ft attached to the south side of the convenience store, and; 2. On Tax Lot 3700 (west, interior lot), as Phase 2 a southwest commercial office building of 5,000 sq ft. Location Address(es) 2540 & 2600 Newberg Hwy (SW corner of Oregon Hwy 214 / Newberg Hwy & Oregon Way) Tax Lot(s) 052W12DB03700 (primary) & 3600; respectively 0.95 & 0.47 acres, totaling 1.42 acres Nearest intersection Oregon Hwy 214 / Newberg Hwy & Oregon Way Land Use & Zoning Comprehensive Plan Land Use Designation Commercial Zoning District Commercial General (CG) Overlay District(s) none Existing Use(s) None following demolition of two vacant bank buildings no later than 2022 184 952 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 3 of 85 For context, the comprehensive plan land use map designations and zoning are illustrated below with excerpts from the City geographic information system (GIS) and the zoning is tabulated further below: Comprehensive Plan land use map excerpt Zoning map excerpt Cardinal Direction Adjacent Zoning North Across OR Hwy 214: Commercial General (CG) East Across Oregon Way: Retirement Community Single Family Residential (R1S) South East to west: R1S (943 & 953 Oregon Way; houses) and CG (950 Evergreen Rd; Panor 360 condominiums) West CG (950 Evergreen Rd; Panor 360 condominiums; and 2620 Newberg Hwy; Dairy Queen) Statutory Dates Application Completeness July 3, 2024 120-Day Final Decision Deadline October 31, 2024 per Oregon Revised Statutes (ORS) 227.178. (The nearest and prior regularly scheduled City Council date would be October 28, 2024. 185 953 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 4 of 85 Design Review Provisions DR Provisions Volume 1 Organization and Structure 1.04 Nonconforming Uses and Development The developer already obtained demolition permits from the Building Division, and the site is cleared. Because the proposal is full redevelopment, nonconformance of private, on-site improvements is not an applicable concept and the development will conform to the WDO and conditions of approval. Regarding nonconforming public street improvements, staff further addresses this nonconformance under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. Not applicable. Volume 2 Land Use Zoning and Specified Use Standards 2.03 Commercial Zones 2.05 Overlay Districts 2.06 Accessory Structures 2.07 Special Uses 2.08 Specific Conditional Uses Uses Allowed in Commercial Zones Table 2.03A Use Zone Accessory Uses Conditional Uses (CU) Permitted Uses Special Permitted Uses Specific Conditional Uses (SCU) CG B Commercial Retail and Services 2 Automotive maintenance and gasoline stations, including repair services CU3 6 Business services P 16 Office and office services and supplies P 19 Printing, publishing, copying, bonding, finance, insurance, medical, data processing, social assistance, legal services, management, and corporate offices P 20 Professional services P 3. Allowed outright if not within 200 feet of residentially zoned properties 186 954 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 5 of 85 A proposed use is a gasoline station, hereafter referred to as gas station. Because it is within 200 ft of residentially zoned property – 943 & 953 Oregon Way to the southeast that is zoned R1S, for the subject property the use and its convenience store remain a conditional use. Commercial office is a permitted use. Commercial General (CG) - Site Development Standards Table 2.03C Lot Area, Minimum (square feet) No minimum Lot Width, Minimum (feet) No minimum Lot Depth, Minimum (feet) No minimum Street Frontage, Minimum (feet) No minimum Front Setback and Setback Abutting a Street, Minimum (feet) 5 1 Side or Rear Setback, Minimum (feet) Abutting RS, R1S, or RM zone 10 4 Abutting CO, CG, DDC, NNC, P/SP, IP, SWIR, or IL zone 0 or 5 4, 5 Setback to a Private Access Easement, Minimum (feet) 1 Lot Coverage, Maximum Not specified 2 Building Height, Maximum (feet) Primary or accessory structure Outside Gateway subarea 70 Western Gateway subarea 50 Eastern Gateway subarea 40 Features not used for habitation 100 1. Measured from the Street Widening Setback (Section 3.03.02), if any 2. Lot coverage is limited by setbacks, off-street parking, and landscaping requirements. 3. Only allowed in the Gateway Overlay District 4. A house of worship shall be set back at least 20 feet from a property line abutting a residential zone or use. 5. A building may be constructed at the property line, or shall be set back at least five feet. The site plans and elevations show that the proposed development conforms with the basic development standards that Table 2.03C contains. 187 955 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 6 of 85 2.05 Overlay Districts 2.05.02 Interchange Management Area Overlay District Figure 2.05B – Interchange Management Area Boundary and Subareas (with subject property at NE marked in green) For those aware of the Interchange Management Area Overlay District (IMA), the above WDO figure marked to show the subject property confirms that the property lies just outside the IMA, that is, the property is not in the IMA. (Also, none of the other overlay districts are applicable.) Not applicable. 2.06 Accessory Structures 2.06.02 Fences and Walls Regarding the “Architectural Wall” as a buffer or screen wall per 3.06.05 to the standards of 3.06.06 and any fence or fencing the developer would build and install, a condition or conditions of approval would secure conformance, as well as a fence permit application type per 5.01.03 “Fence and Free Standing Wall”. 188 956 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 7 of 85 In order to secure conformance to 2.06.02, staff applies a condition or conditions. 2.06.03 Structures Within the proposal, which is phased development, neither phase includes accessory structures such as sheds, making this WDO section not applicable; however, even if the fuel pump canopy were considered an accessory structure instead of a primary one, it remains proposed more than 5 ft away from a property line. (Other WDO sections address the proposed trash enclosure.) Not applicable. 2.07 Special Uses 2.07.08 Facilities During Construction This is not directly relevant to land use review. Contractor behavior is to conform during construction. No condition of approval is necessary to reiterate the requirement. Not applicable. 2.08 Specific Conditional Uses None relate to a gas station. Not applicable. Volume 3 Development Guideline and Standards 3.01 Streets Regarding public street improvements, staff further addresses this under the Adjustment to Street Improvement Requirements ("Street Adjustment") section of this document. SA: Staff further addresses public street improvements further under the Street Adjustment Provisions section (under criterion 3, factor 3.02 Utilities and Easements 3.02.01 Public Utility Easements A. The Director shall require dedication of specific easements for the construction and maintenance of municipal water, sewerage and storm drainage facilities located on private property. 189 957 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 8 of 85 B. Streetside: A streetside public utility easement (PUE) shall be dedicated along each lot line abutting a public street at minimum width 5 feet. Partial exemption for townhouse corner lot: Where such lot is 18 to less than 20 feet wide, along the longer frontage, streetside PUE minimum width shall be 3 feet; or, where the lot is narrower than 18 feet, the longer side frontage is exempt from streetside PUE. C. Off-street: The presumptive minimum width of an off-street PUE shall be 16 feet, and the Public Works Director in writing may establish a different width as a standard. E. As a condition of approval for development, including property line adjustments, partitions, subdivisions, design reviews, Planned Unit Developments (PUDs), Street Adjustments, Zoning Adjustments, or Variances, the Director may require dedication of additional public easements, including off-street public utility easements and other easement types such as those that grant access termed any of bicycle/pedestrian access, cross access, ingress/egress, public access, or shared access, as well as those that identify, memorialize, and reserve future street corridors in place of ROW dedication. F. Streetside PUE maximum width: 1. Purpose: To prevent developers and franchise utilities from proposing wider than minimum streetside PUEs along tracts or small lots after land use final decision; to prevent particularly for a tract or lot abutting both a street and an alley; to encourage developers to communicate with franchise utilities and define streetside PUE widths during land use review and hew to what is defined; to avoid overly constraining yards, and to avoid such PUEs precluding front roofed patios, porches, or stoops. 2. Standards: Exempting any lot or tract subject to Figure 3.01B “Major Arterial”, the following standards are applicable to a lot or tract with: a. No alley or shared rear lane: 8 feet streetside. b. Alley or shared rear lane: Either 8 feet streetside and 5 feet along alley or shared rear lane, or, 5 feet streetside and 8 feet along alley or shared rear lane. Nothing in this section precludes a streetside PUE from variable width where necessary such as to expand around public fire hydrants. Regarding A, the Public Works Department handles this through its own conditions and processes. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). Regarding B, because the site plan calls out a streetside PUE along Oregon Way but does not indicate its width, staff applies a condition or conditions. The highway is subject to a superseding standard requiring a 10-ft wide easement: Figure 3.01B “Major Arterial”, and the site plan calls out a streetside PUE and indicates a 10-foot width. Regarding C, the Public Works Department implements this through its own permit processes, standards, and specifications, and Planning Division also staff apply a condition or conditions for WDO conformance and to deal with existing context of public utilities. Additionally, one of the two frontages is a state highway, which involves ODOT standards and permitting processes. 190 958 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 9 of 85 In order to secure conformance with Figure 3.01B and 3.02.01B & F.2, staff applies a condition or conditions. 3.02.02 Creeks and Watercourse Maintenance Easements There are no creeks or watercourses. Not applicable. 3.02.03 Street Lighting The Public Works Department handles this through its own permit processes, standards, and specifications. Additionally, one of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). In order to secure conformance to 3.02.03, the Public Works Department might apply public works standards and specifications. 3.02.04 Underground Utilities B. Street: All permanent utility service within ROW resulting from development shall be underground, except where overhead high-voltage (35,000 volts or more) electric facilities exist as the electric utility documents and the developer submits such documentation. 1. Developments along Boundary Streets shall remove existing electric power poles and lines and bury or underground lines where the following apply: a. A frontage with electric power poles and lines is or totals minimum 250 feet; and b. Burial or undergrounding would either decrease or not increase the number of electric power poles. The developer shall submit documentation from the electric utility. Where the above are not applicable, a developer shall pay a fee in-lieu, excepting residential development that has 4 or fewer dwellings and involves no land division. 2. Fees in-lieu: Per Section 4.02.12. Because the application materials fail to show that the development would conform along the highway where electric power poles and overhead electric power lines existing, staff applies a condition or conditions. (Absent direction by the applicant otherwise, staff will proceed as if the developer intends to conform by paying the fee in-lieu and will assess it through the building permit.) In order to secure conformance to 3.02.04, staff applies a condition or conditions. 191 959 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 10 of 85 3.03 Setbacks and Open Space 3.03.02 Special Setbacks This is a street widening setback. Because the development proposes and/or is conditioned to conform regarding ROW widths, the Special Setback is not applicable. Not applicable. 3.03.03 Projections into the Setback Abutting a Street 3.03.04 Projections into the Side Setback 3.03.05 Projections into the Rear Setback Because the development is strip commercial with conventional setbacks that meet or exceed zoning minimums, there are no projections. Were that to change later, the developer would still have to demonstrate conformance and the development conform. Not applicable. 3.03.06 Vision Clearance Area The application materials indicate that the applicant is aware of and intending to conform regarding driveways and the building closest to the site NE corner, which is the SW corner of the highway and Oregon Way, because the NE building (the convenience store and attached NE commercial office) is notched at the NE to keep out of the vision clearance area (VCA) or sight triangle. The building isn’t near any driveway. (Were a site plan to fall out of conformance upon building permit application, staff would prompt the developer to correct during permit reviews.) The requirement is met. 3.04.01 Applicability and Permit A. Street Access Every lot shall have: 1. Direct access to an abutting public street, or 2. Access to a public street by means of a public access easement and private maintenance agreement to the satisfaction of the Director, revocable only with the concurrence of the Director, and that is recorded. The easement shall contain text that pursuant to Woodburn Development Ordinance (WDO) 3.04.03B.3, the public shared access (ingress and egress) right of this easement is revocable only with the written concurrence of the Community Development Director. 192 960 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 11 of 85 This standard plus the highway being a state highway affects access management. A main reason the developer proposes the highway driveway as one-way inbound is because of an Oregon Department of Transportation (ODOT) “Conditional Approval of Grant of Access”, file code 30-24 and "CHAMPS" No. 093457 dated January 23, 2024, of which the applicant submitted a copy to the City among the February 8, 2024 application materials. It states, “Traffic movements for the private approach at the subject location shall only allow right turns off Hillsboro-Silverton Highway.” In any case, there would be full physical access to and from the highway via the Oregon Way driveway and Oregon Way itself, which intersects the highway to the north of that driveway; however, because the subject property is two lots that the applicant proposes neither to adjust nor consolidate, and motorists would have to cross Tax Lot 3600 (2540 Newberg Hwy) to get from the fuel pump canopy on Tax Lot 3700 (2600 Newberg Hwy) onto Oregon Way as a means to get to the highway, the developer needs to grant what is termed any of cross access, ingress/egress, or shared access across the two lots revocable only with the written concurrence of the Community Development Director in order to conform with 3.04.01A.2. In order to secure conformance with 3.04.01A.2, staff applies a cross access condition to the two lots composing the subject property. 3.04.02 Drive-Throughs The strip commercial development includes none. Not applicable. 3.04.03 Driveway Guidelines and Standards … B. Number of Driveways 3. For nonresidential uses, the number of driveways should be minimized based on overall site design, including consideration of: a. The function classification of abutting streets; b. The on-site access pattern, including parking and circulation, joint access, turnarounds and building orientation; c. The access needs of the use in terms of volume, intensity and duration characteristics of trip generation. 5. For all development and uses, the number of driveways shall be further limited through access management per subsections C & D below. C. Joint Access 1. Lots that access a Major Arterial, Minor Arterial, Service Collector, or Access Street should be accessed via a shared driveway or instead to an alley or shared rear lane. 193 961 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 12 of 85 2. A partition, subdivision, or PUD should be configured so that lots abutting a Major Arterial, Minor Arterial, Service Collector, or Access Street have access to a local street, alley, or shared rear lane. Access to lots with multiple street frontages should be from the street with the lowest functional class. 3. Every joint driveway or access between separate lots shall be per the same means as in Section 3.04.01A.2. 4. Standards: … One of the two frontages is a state highway, which involves the standards and permitting processes of the Oregon Department of Transportation (ODOT). The developer wants to narrow the highway driveway from 30 to 20 ft, which involves ODOT permitting and standards. That width is within WDO maximum for a one-way driveway (per Table 3.04A). The Oregon Way driveway width is 24 ft. Section 3.04.03 encourages and in part requires joint or shared driveways, and because of the analysis and findings for 3.04.01A related to street access, cross access causes the Oregon Way driveway to be required as a joint or shared one. Through the conditional use process staff applies conditions limiting driveway widths for both frontages. In order to secure conformance to conditional use criteria, staff applies a condition or conditions. D. Access management: 2. Commercial: Any development within a commercial zoning district that Section 2.03A lists shall grant shared access to adjacent lots and tracts partly or wholly within any of the same districts. An alley or shared rear lane may substitute for meeting this standard if the alley provides equivalent public access. Zoning Adjustment is permissible. 194 962 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 13 of 85 Access Requirements Table 3.04A Commercial or Industrial Use Paved Width of Driveway (feet) 3, 4, 7, 8 1-way 10 minimum 20 maximum 2-way Commercial/Mixed-Use: 20 minimum 24 maximum* *(Add 12 ft maximum if a turn pocket is added) Industrial: 22 minimum 36 maximum* *(Add 8’ if a turn pocket is added) Throat Length (feet) 5 Major Arterial, Minor Arterial, Service Collector Commercial: 36 minimum; Industrial: 50 minimum Access or Local Street 18 minimum 195 963 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 14 of 85 Access Requirements Table 3.04A 1. The separation should be maximized. 2. Driveways on abutting lots need not be separated from each other, and may be combined into a single shared driveway. 3. Driveways over 40 feet long and serving one dwelling unit may have a paved surface minimum 8 feet wide. 4. Notwithstanding the widths listed in this table, the minimum clearance around a fire hydrant shall be provided (See Figure 3.04D). 5. Throat length is measured from the closest off-street parking or loading space to the right- of-way. A throat applies only at entrances (See Figure 3.05B). 6. Maximum of 4 individual lots can be served from single shared driveway (See Figure 3.04A) except where and as Section 3.04.03D.3 “Flag Lots” supersedes. 7. It is permissible that the Oregon Fire Code (OFC) as administered by the independent Woodburn Fire District may cause driveway widths to exceed minimums and maximums. It is a developer’s responsibility to comply with the OFC. 8. Width measurement excludes throat side curbing, if any. 9. Refer to OFC Appendix D, Figure D103.1. The site plan shows proposed driveways that conform. The requirement is met. 3.04.05 Transportation Impact Analysis B. A transportation study known as a transportation impact analysis (TIA) is required for any of the following: 1. Comprehensive Plan Map Change or Zone Change or rezoning that is quasi-judicial, excepting upon annexation designation of zoning consistent with the Comprehensive Plan. 2. A development would increase vehicle trip generation by 50 peak hour trips or more or 500 average daily trips (ADT) or more. 3. A development would raise the volume-to-capacity (V/C) ratio of an intersection to 0.96 or more during the PM peak hour. 196 964 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 15 of 85 4. Operational or safety concerns documented by the City or an agency with jurisdiction, such as ODOT or the County, and submitted no earlier than a pre-application conference and no later than as written testimony entered into the record before the City makes a land use decision. 5. A development involves or affects streets and intersections documented by ODOT as having a high crash rate, having a high injury rate of persons walking or cycling, having any cyclist and pedestrian deaths, or that partly or wholly pass through school zones that ODOT recognizes. 6. Where ODOT has jurisdiction and ORS or OAR, including OAR 734-051, compels the agency to require. The applicant submitted a revised traffic impact analysis (TIA) dated June 23, 2023 on May 1, 2024 as well as a supplement dated and submitted July 23, 2024. Page 36, “Findings and Recommendations” proposed no mitigation measures. Staff addresses the TIA further under the Conditional Use Provisions section of this document. 3.04.03E. Interconnected Parking Facilities. 1. All uses on a lot shall have common or interconnected off-street parking and circulation facilities. 2. Similar or compatible uses on abutting lots shall have interconnected access and parking facilities. Because the proposal is a single, integrated site development for several primary uses – a gas station, composed of the fuel pump canopy and convenience store – plus NE attached commercial office and a (Phase 2) SW commercial office building, it would be like a commercial strip mall. The site plan shows continuous drive aisles and obvious shared parking across the two lots composing the subject property. The requirement is met. 3.04.04 Improvement Standards The site plans illustrate pavement that conforms. The requirement is met. 197 965 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 16 of 85 3.05 Off-Street Parking and Loading 3.05.02 General Provisions Because the application materials fail to show that the development would conform fully to the requirements, staff applies a condition or conditions. In order to secure conformance with the above subsections of 3.05.02, staff applies a condition or conditions. E. Setback 1. In commercial and industrial zones, the parking, loading, and circulation areas shall be set back from a street a minimum of five feet. 2. Parking, loading, and circulation areas shall be set back from a property line a minimum of five feet, excepting any of interior lot lines of lots in a development that have the same owner or that have outbuildings as part of a complex of buildings sited amid parking, such as in an office or industrial park or strip mall, a shared access and use agreement between or among landowners per Section 3.04, and shared access in the specific context of residential development of other than multiple-family dwellings. Subsection 2(a) is applicable and, because of conditioning for other WDO sections related to cross access and shared parking, 2(b) will be applicable. The requirement is met. J. All uses required to provide 20 or more off-street parking spaces shall have directional markings or signs to control vehicle movement. The phrase, “directional markings or signs to control vehicle movement” leaves room for interpretation about what kinds of markings or signs, number, size, placements, and symbols and text. A gas station involves a lot of queuing and conflicts among vehicles moving across the site. The site plan shows some detail, but in staff opinion not enough to direct gas station motorists to pump queues and distinguish queuing areas from drive aisles. Also, because of how access management would work, motorists returning to I-5 would exit to Oregon Way to turn left/north to then turn left/west at OR 214. 198 966 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 17 of 85 With ODOT highway access management as describe earlier above for 3.04.01A, Planning Division staff intends that markings and signage direct motorists seeking I-5 to go to Oregon Way. Because of the room for interpretation, and that the applicant will later refine the site plan, it is during building permit review that administratively establishing details, specifications, and revisions to administer the WDO section would be timely and fruitful. 3.05.03 Off-Street Parking 3.05.03 Off-Street Parking A. Number of Required Off-Street Parking Spaces 1. Off-street vehicle parking spaces shall be provided in amounts not less than those set forth in this Section (Table 3.05A). 2. Off-street vehicle parking spaces shall not exceed two times the amount required in this Section (Table 3.05A). … C. A maximum of 20 percent of the required vehicle parking spaces may be satisfied by compact vehicle parking spaces. D. Off-street vehicle parking spaces and drive aisles shall not be smaller than specified in this Section (Table 3.05C). F. Garages … 2. For multi-family dwellings, one-half of the parking spaces required by this Section (Table 3.05A) shall be in a garage or garages, whether conventional or tandem, or, in a carport or carports. Table 3.05A Off-Street Parking Ratio Standards Table 3.05A Use 1 Parking Ratio - spaces per activity unit or square feet of gross floor area COMMERCIAL / PUBLIC 6. Motor vehicle service 1/ 200 retail area + 3/ service bay + 1/ pump island 12. Offices (such as professional, scientific and technical services, finance and insurance, real estate, administrative and support services, social assistance, and public administration – but not including ambulatory health services) 1/ 350 square feet 1. The Director may authorize parking for any use not specifically listed in this table. The applicant shall submit an analysis that identifies the parking needs, and a description of how the proposed use is similar to other uses permitted in the zone. The Director may require additional information, as needed, to document the parking needs of the proposed use. 199 967 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 18 of 85 Minimum required off-street parking is: Land use Ratio Square Footage Spaces Gas station 1 per 200 sq ft of retail area (4 per 1,000) + 1 per island 4,110 20.6 Commercial office 1 per 350 sq ft (2.86 per 1,000) 1,863 (NE) 5.3 5,000 (SW) 14.3 All sitewide 40.2 → 40 Even without counting any space under the fuel pump canopy, the site plan proposes 50 spaces sitewide, exceeding the minimum requirement sitewide, but not so much it would exceed the maximum parking or parking cap per 3.05.03A.2 above. (Staff concurs with the applicant assumption that that the pump island” parking minimum has no practical effect on minimum parking, the area under any gas station fuel pump canopy being its own minimum parking.) There are 12 compact parking spaces. Because there are 10 excess parking spaces, a fraction of the compact parking could be considered part of minimum parking. Of 40, 20% is 8 compact spaces, and with 10 extra spaces sitewide, the site plan minimum parking of 40 can be interpreted to meet the compact parking maximum of 8. However, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. This raises the issue of shared parking, which staff addresses further below under 3.05.05. The requirement is met. Table 3.05.05 Parking Space and Drive Aisle Dimensions The site plan appears to conform. The applicant opted for standard size stalls to be 19 ft long, 1 ft longer than the minimum length of 18 ft. 200 968 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 19 of 85 Carpool/Vanpool Parking Table 3.05C Development or Use Description Stall Minimum Number or Percent 1. Non-residential development within commercial zoning districts Zero to 19 total minimum required off- street parking spaces n/a 20 to 33 total 1 stall 34 to 65 total 2 stalls 1. Standard applies even if the site is not zoned P/SP. 2. See Section 3.05.03H for carpool/vanpool (C/V) development standards. The site plan shows the minimum 2 C/V spaces at the east central front corner of the SW office building, as indicated by “CARPOOL”. Because there is no additional information about specifications such as for signage and striping per 3.05.03H, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with Table 3.05.03H, staff applies a condition or conditions. 3.05.05 Shared Parking … D. Shared parking may be allowed if the following standards are met: 1. Future changes of use, such as expansion of a building or establishment of hours of operation which conflict with, or affect, a shared parking agreement, shall require review and authorization of a subsequent Design Review or Modification of Conditions. 2. Legal documentation, to the satisfaction of the Director, shall be submitted verifying shared parking between the separate developments. Shared parking agreements may include provisions covering maintenance, liability, hours of use, and cross-access easements. 3. The approved legal documentation shall be recorded by the applicant at the Marion County Recorder’s Office and a copy of the recorded document shall be submitted to the Director, prior to issuance of a building or other land use permit. The subject property is two lots that the applicant proposes neither to adjust nor consolidate, with Tax Lot 3600 (2540 Newberg Hwy) having the convenience store and attached NE commercial office area and Tax Lot 3700 (2600 Newberg Hwy) having the fuel pump canopy and SW office building. 201 969 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 20 of 85 As mentioned earlier above regarding minimum parking, while Tax Lot 3700 (2600 Newberg Hwy) would meet minimum parking for the fuel pumps and exceed that for the SW commercial office building, Tax Lot 3600 (2540 Newberg Hwy) would have 19 or 20 spaces, short of the minimum 26 parking stalls for the convenience store and attached NE commercial office space. For these reasons, shared parking is de facto proposed and a shared parking agreement becomes required. The application materials lack a draft shared parking agreement. Staff applies a condition to secure conformance during building permit review. In order to secure conformance with 3.05.05D, staff applies a condition or conditions. Off-Street Bicycle Parking Table 3.05D Development or Use Description Stall Minimum Number, Percent, or Ratio 2. Non-residential development within commercial zoning districts Whichever of the two rates is greater: 2 stalls or 15% of total minimum required parking spaces, whichever is greater; or 2 stalls or equal to 0.6/ 1,000 square feet GFA, whichever is greater. 3. The Director may authorize off-street bicycle parking for any use that the Development or Use column does not clearly include. 4. See Section 3.05.06 for bicycle parking development standards. Minimum bicycle parking is whichever of the two rates is greater: 2 stalls or 15% of 25 parking spaces, whichever is greater; or 2 stalls or equal to 0.6 x (4,394/1,000) square feet GFA of the convenience store, whichever is greater. This is the same as: 2 stalls or (40 x 0.15) → 6 stalls, whichever is greater; or 2 stalls or equal to (0.6 x 6.863) = 4.1 stalls whichever is greater. 202 970 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 21 of 85 So, rate is applicable, and of that, the second rate is applicable, yielding the minimum required bicycle parking of 6 stalls. The site plan shows 4 at the convenience store and 2 at the SW commercial office building. Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. For reasons why, see farther below under the Conditional Use Provisions section (Table CU-3, row CU2, third column). The Table 3.05C minimum ratio is met, and conceptually the bicycle parking could conform with 3.05.06. Because there is no additional information about specifications, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.06, staff applies a condition or conditions. Electric Vehicle Parking Table 3.05E Development or Use Description Stall Minimum Number or Percent 2. Non-residential development within commercial zoning districts Zero to 19 total minimum required spaces n/a 20 to 39 total 2 stalls 40 or more total 2 stalls or whichever is greater 2. The Director may authorize EV parking for any use that the Development or Use column does not clearly include. 3. See Section 3.05.03I below for EV development standards. 4. Administrative note: As of January 2022, electrical permitting remains through the County instead of the City by agreement between the City and County. The site plan shows the minimum 2 EV spaces at the site northwest front of the SW commercial office building symbolized with “EV SPACE”, meeting Table 3.05E. (Regarding, “2 stalls or whichever is greater”, 5% of 40 minimum parking spaces equals 203 971 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 22 of 85 Because there is no additional information about specifications such as for charging level, signage, and striping per 3.05.03I, staff applies a condition to secure clarification and conformance during building permit review. Because the applicant will later refine the site plan, it is during building permit review that determining full conformance with the WDO specifications would be timely and fruitful. In order to secure conformance with 3.05.03I, staff applies a condition or conditions. 3.05.04 Off-Street Loading & Unloading The proposal conforms. The requirement is met. 3.06 Landscaping 3.06.03 Landscaping Standards A. Street Trees Staff addresses this further under both the Conditional Use Provisions and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions sections of this document. CU & SA: Staff further addresses street trees further under both the Conditional Use Provisions section (under criterion 3, factor b) and the Adjustment to Street Right of Way and Improvement Requirements (“Street Adjustment”) Provisions section. 3.06.05 Screening A. Screening between zones and uses shall comply with Table 3.06D. The row “Property being Developed – must provide screening if no comparable screening exists on abutting protected property” and “CG or MUV zone” that intersects with the columns “Adjacent properties – zone or use that receives the benefit of screening” and both “RS, R1S, or RSN zone” and “Multiple-family dwelling” necessitates an “Architectural Wall” (AW) along the lot lines abutting the lots with the two houses at 943 & 953 Oregon Way and the Panor 360 condominiums at 950 Evergreen Road. In order to secure conformance with Table 3.06D, staff applies a condition or conditions. 204 972 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 23 of 85 B. All parking areas, except those for single-family and duplex dwellings, abutting a street shall provide a 42-inch vertical visual screen from the abutting street grade. Acceptable design techniques to provide the screening include plant materials, berms, architectural walls, and depressed grade for the parking area. All screening shall comply with the clear vision standards of this ordinance (Section 3.03.06). Because the landscape plan symbolizes some shrubbery or hedges that don’t quite fully line parking and vehicular circulation areas so as to screen them, staff applies a condition or conditions. In order to secure conformance with the screening requirement, staff applies a condition or conditions. 3.06.06 Architectural Walls Because the application materials fail to show that the development would conform to the requirement, staff applies a condition or conditions. In order to secure conformance with AW standards, staff applies a condition or conditions. 3.06.07 Significant Tree Preservation & Removal See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis. Through conditional use process, staff applies a fee to mitigate the loss of Significant Trees and to increase the City tree fund. For the explanation why, see the paragraph farther below under the Conditional Use Provisions section (under criterion 3, factor c5). In order to secure Significant Tree removal mitigation, staff applies a condition or conditions. 3.07 Architectural Design 3.07.06 Standards for Non-Residential Structures in Residential, Commercial and Public/Semi Public Zones Per 3.07.01A, the architectural provisions are standards for land use review Type I and guidelines for higher types. The application types composing the consolidated package result in Type III. 205 973 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 24 of 85 The site plans and building elevations show largely what the guidelines describe; however, without conditions applied through the conditional use process, guidelines would remain just that – optional for the developer and subject to “value engineering”. In order to secure adequate architecture in the context of strip commercial development, staff applies a condition or conditions. 3.08 Partitions and Subdivisions None proposed. Not applicable. 3.10 Signs Land use application types generally are not the means for the City to review or approve signage. Signage, including wall and monument signs, remain subject to review and approval through a Type I sign permit through 5.01.10 “Sign Permit”. Not applicable. 3.11 Lighting The site plans through Sheet E1.1 “Lighting Plan” appears to conform with 3.11.02. Regarding color temperature / hue in particular per 3.11.02C, the application materials submitted May 1, 2024 included cut or spec sheets indicating that parking area pole lights would be the model of 4,000° Kelvin color temperature, a conforming value. However, the color temperature is not specified for either the wall-mounted fixture model or the fuel pump canopy celling light fixture model nor, it is necessary to specify model purchase and installation of the 4,000° K and not the 5,000° K models. This may be through marked cut or spec sheets, plan sheet revisions, or both. Staff conditions accordingly. In order to secure conformance with 3.11.02C & F, staff applies a condition or conditions. 206 974 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 25 of 85 Conditional Use Provisions CU Provisions 5.03.01 Conditional Use A. Purpose: A conditional use is an activity which is permitted in a zone but which, because of some characteristics, is not entirely compatible with other uses allowed in the zone, and cannot be permitted outright. A public hearing is held by the Planning Commission and conditions may be imposed to offset impacts and make the use as compatible as practical with surrounding uses. Conditions can also be imposed to make the use conform to the requirements of this Ordinance and with other applicable criteria and standards. Conditions that decrease the minimum standards of a development standard require variance approval. B. Criteria: 1. The proposed use shall be permitted as a conditional use within the zoning district. 2. The proposed use shall comply with the development standards of the zoning district. 3. The proposed use shall be compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use; b. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use; c. The impact of the proposed use on the quality of the living environment: 1) Noise; 2) Illumination; 3) Hours of operation; 4) Air quality; 5) Aesthetics; and 6) Vehicular traffic. d. The conformance of the proposed use with applicable Comprehensive Plan policies; and e. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity. Scope of review The applicant duly consolidated the development applications per WDO 4.01.07 – master/parent case file number is Conditional Use CU 24-02, and the children/corollary case file numbers are Design Review 24-02, Phasing Plan PP 24-01, & Adjustment to Street Improvement Requirements ("Street Adjustment") SA 24-01. Under consolidated review, City policy is not to segment development review into discrete parts in a manner that could preclude comprehensive review of the entire development and “its cumulative impacts” (4.01.07). The proposed development includes a mix of uses, with the gas station being a conditional use 207 975 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 26 of 85 pursuant to the WDO and the convenience store being a permitted use. However, the mixed uses on the property are arguably tied together under a singular business model, each reliant on the other components and benefitting from their assembled presence on a singular site. It is reasonable to assume that individuals using the fueling islands will also the convenience store, whether for paying for fuel, purchasing food and beverages, using the restroom, etc. The City is not required to identify a subarea of the property as the “gas station site” and consider impacts framed by a smaller area. The uses have a grouped impact that generally cannot be separated. In particular and as evident from the transportation impact analysis (TIA), the site development traffic effects result from the whole and all of the site uses. For that reason, it is reasonable for the City in evaluating the effects of the proposed gas station, convenience store, and office areas, to also assume and condition the reasonable convenience store impacts along with the other uses. Also, the City reviewed and considered the effects of the mixed uses on the development site on the surrounding properties to the full extent of the property lines as part of its evaluation. Criteria and factors Looking at each criterion and factor: 1 “ The proposed use shall be permitted as a conditional use within the zoning district.” The use of gas station is permitted as a conditional use as examined under the Design Review Provisions section of this document. The criterion is met. 2 “The proposed use shall comply with the development standards of the zoning district.” It complies with some but not others as examined under other sections in this document, particularly the Design Review Provisions section. In order to secure full compliance, staff applies a condition or conditions. 3 “The proposed use shall be compatible with the surrounding properties. Recommended conditions of approval make the proposed conditional use compatible with the surrounding properties. Relevant factors to be considered in determining whether the proposed use is compatible include: a. The suitability of the size, shape, location and topography of the site for the proposed use;” 208 976 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 27 of 85 The site is composed of two lots totaling 1.42 acres, zoned Commercial General (CG), L- shaped, located at a street corner, and flat. Nothing about these are compelling factors against a gas station. The capacity of public water, sewerage, drainage, street and pedestrian facilities serving the proposed use;” Regarding the capacity of public water, sewerage, and drainage facilities, the Public Works Department Engineering Division handles this through its own conditions and processes. Public Works comments (Attachment 102A, August 13, 2024) identify no objections to development. The proposed use for any given facility is either sufficient or will be after the developer upgrades per the Public Works Department Engineering Division, except where and as Oregon Dept. of Transportation (ODOT) is applicable. Typically, ODOT accommodates developers drawing and constructing street improvements to City standards even along Oregon Highways 99E, 211, 214, & 219. Regarding street and pedestrian facilities, the Planning Division is taking the lead. The developer applied for an Adjustment to Street Improvement Requirements ("Street Adjustment"), SA 24-01, for both the highway and Oregon Way. Both frontages are nonconforming relative to Figures 3.01B “Major Arterial” and 3.01E “Access Street”. They lack both landscape strips with street trees per 3.06.03A and sidewalk that is not curb-tight. Development requires ROW dedication per 3.01.01A & Fig. 3.01B and street improvements per WDO 3.01.01B & D, 3.01.02A & E, 3.01.03A & C.1, Fig. 3.01A, 3.01.04B, and Fig. 3.01B. Allowing the existing context to remain with strip commercial development would make the walking and cycling environment along highly-trafficked streets (for those cyclists who feel and are safer riding on sidewalk) no less hostile. Additionally, an SA is a discretionary application type. Second, staff applies conditions that secure improvements though less than WDO standards, and that are reasonably proportional to the development. For reasons why, see Table CU-3 below, row CU4, third column. The impact of the proposed use on the quality of the` living environment: 1) Noise;” See Table CU-3, row CU8, third column below. Illumination;” See Table CU-3, row CU7, third column below. Hours of operation;” See Table CU-3, row CU8, third column below. 209 977 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 28 of 85 Air quality;” Staff addresses climate change simply to say, it’s a gas station with all the greenhouse gas and volatile organic compound (VOC) emissions that it would enable. Putting aside climate change, what else is “air quality?” A gas station comes with fumes, particularly easy to get a whiff of near the pumps. However, once a gas station is in place, a city government can do little to change that fact. If this factor is important to someone, the question would be a simple yes or no to a gas station. Otherwise regarding air quality, staff applies conditions for additional trees in the east and north yards and a wider sidewalk along Oregon Way as a public bicycle pedestrian path, serving as transportation demand management (TDM) by inducing adjacent and nearby residents to drive less often, especially to and from the proposed development and nearby destinations in the commercial area around the intersections of the highway with Country Club Road and Evergreen Roads and with Lawson Avenue, and with fewer driving trips comes better air quality. Also, regarding on-site trees, see factor 5) below. 5) Aesthetics; and Staff interprets this to include: a. The look and feel of street frontage for passers-by walking, cycling, and driving; b. The look and feel of yard landscaping along streets for passers-by walking, cycling, and driving as well as on-site employees and customers; c. Urban design: how close buildings are to sidewalk, how many and how large are windows, are their entrances visible from sidewalk and whether the public can see main entrances to buildings from sidewalk, and whether placements of entrances orient to those who walk or cycle no worse than to those who drive and park; d. How safely and comfortably pedestrians and cyclist can access and circulation among on-site buildings through walkways and visibly distinct crossings of drive aisles, including decorative pavement that would connect the Oregon Way sidewalk with the NE commercial office area main entrance; e. Having enough on-site trash receptacles near sidewalk to lessen the likelihood of litter of yards along streets and street frontage by convenience store customers on foot; f. Avoiding excessive exterior lighting; g. Having adequate architecture in the context of strip commercial development; h. Having the Architectural Wall look adequate; i. Getting highway electric power poles and overhead electric power lines buried or fees in-lieu paid to fund such elsewhere in town; j. Having a few evergreen trees among newly planted trees; and k. Increase street trees and on-site trees in yards along streets, and provide for fee in-lieu to fund tree plantings elsewhere in town; 210 978 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 29 of 85 l. Administering Street Adjustment SA 24-01 to have the developer improve Oregon Way to be the best of the two frontages for pedestrians and cyclists to give the City some public benefit for leaving the highway frontage as is or largely as is; and m. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store. Significant Tree removal: Also, regarding on-site trees, for a condition and Attachment 203 (fee table) regarding contribution to the City tree fund, having a fee is based on conditional use compatibility with surrounding properties (criterion 3) and impact of the proposed use on the quality of the living environment (factor 3c) including air quality and aesthetics (factors 3c4 & 3c5). The reason is that a demolition contractor, while demolishing the two vacant banks, removed from the subject property at least two but likely three Significant Trees (as 1.02 defines) in May 2021 without City authorization, particularly a Significant Tree Removal Permit per 5.01.11. Staff had seen and photographed on-site trees during at least two site visits, one each on November 9, 2018 and April 26, 2019. The removal prompted neighbor complaints to the City Council at the May 24, 2021 meeting, and there was code enforcement. The Council on August 9, 2021 adopted Ordinance No. 2592 “establishing an enhanced penalty” for violations of WDO tree preservation and removal provisions. Through conditional use process, staff applies a fee to mitigate the loss and to increase the City tree fund. Staff applies conditions towards these objectives. 6) Vehicular traffic. The proposal is strip commercial development of a gas station with convenience store and two commercial office spaces, one at the northeast attached to the south side of the convenience store, and at the southwest an office building. The applicant recycled the traffic impact analysis (TIA) dated August 13, 2021 from CU 21-02 as a CU 24-02 submittal February 8, 2024. The applicant revised the TIA June 23, 2023 and submitted it May 1, 2024. The applicant submitted a five-page supplement dated and submitted July 23, 2024 clarifying how the applicant’s consultant applied the Institute of Transportation Engineers (ITE) Trip General Manual rates of vehicle trips that would pass by the site, i.e., “pass-by” trip rates. Staff had the transportation consultant to the City review the revised TIA and draft a memo (February 26, 2024). TIA page 36, “Findings and Recommendations” proposed no mitigation measures. 211 979 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 30 of 85 Page 14 of the revised TIA identifies high vehicle turning and angle crash rate at most intersections in Table 4, reproduced below, and p. 12 of the revised TIA references crash history. The crash history states: “The table also provides a crash rate per million entering vehicles, which is often used to assess whether a geometric or traffic control deficiency is present when the crash rate is greater than 1.0 per million entering vehicles.” From p. 14 From p. 26 212 980 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 31 of 85 Modeling predicts that the proposed development would generate net 870 daily vehicle trips, more than the two banks, now demolished, did – a net 498 more per revised TIA Table 9 on p. 26, of which AM peak trips are total 89 or net 49 and PM peak trips are total 83 or net 5. This would include greater numbers of left turns (from Oregon Way), suggesting that crash risk remains or rises. The p. 36, “Findings and Recommendations” section, third bullet, acknowledges, “The safety analysis identified high crash rates at the I-5 ramp intersections, Evergreen Road, and Oregon Way on OR 214.” The fourth bullet states: “The Evergreen Road/OR 214 and Oregon Way/OR 214 intersections were included on the ODOT SPIS[*] lists in 2019, 2020, and 2021 at a 95th percentile. The signal phasing was recently changed at these signals from protected-permissive to protected only left-turn phasing, which is not reflected in the crash data. As most crashes at these intersections were turning collisions on the highway, this is expected to reduce the number of crashes reported at these intersections and further monitoring is recommended.” *Safety Priority Index System. However, it’s not known if crash risks are actually lower, and with Table 4 indicating that this intersection of those studied has the highest crash rate and that the intersection of the highway and Country Club Road / Oregon Way has the second highest, staff finds the revised TIA unconvincing about crash safety and errs on the side of caution. Country Club Road / Oregon Way For this second-highest crash rate intersection, staff applies Condition T-A1 as a mitigation measure to fund the Transportation System Plan (TSP) Project R11, a signal timing study from TSP p. 32, and to supplement with addition funding both to examine improving safety and to account for inflation after the City Council adopted the TSP in September 2019, using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator to adjust $15,000 from then to July 2024, the latest month the calculator made available as of August 14, 2024. Staff applies Condition T-A1a. I-5 Interchange The City conditioned the approval of the DR 21-07 Amazon warehouse, formerly known as “Project Basie”, at 450 Butteville Road through Condition 10 to provide a proportionate share contribution of $10,000 towards TSP Projects R8 & R9, signal/intersection studies estimated at $15,000 each and totaling $30,000, to address the elevated crash rate along the highway at the I-5 northbound on and off-ramps, the third-highest crash rate per TIA Table 4 above. 213 981 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 32 of 85 Page 22, Table 7 of the revised TIA lists developments including Amazon and cites its trip generation as 457 trips during the AM Peak hours and 176 during the PM peak hour; however the DR 21-7 revised TIA dated July 6, 2021 totals 599 AM peak hour trips per p. 33 Fig. 13 and 224 PM peak hour trips per p. 35 Fig. 14. The subject CU 24-02 US Market as examined earlier above would generate 89 AM peak trips compared with 83 PM peak hour trips. Both Amazon and the gas station have higher trips during the AM peak than the PM one. The gas station 89 trips equals 14.9% of the 599 of Amazon. Because of Amazon having given $10,000, 14.9% of that would be $1,490 towards the total remaining $20,000 needed for the estimated total cost of $30,000 of both TSP Projects R8 & R9. Staff adjusts from September 2021, the date of the DR 21-07 Planning Commission staff report, to July 2024, the latest month the aforementioned calculator made available, and this yields $1,709 rounded. Staff applies Condition T-A1b. Evergreen Road The City for DR 2019-05 Allison Way Apartments at 398 Stacy Allison Way through Condition T-A3 required a proportionate share contribution of $15,000 toward a signal/intersection study related to TSP Project R10 to alleviate the crash condition for the 67 additional PM peak hour trips added to the intersection. (The Public Works Department has not reported that there has been study. For the gas station first attempt, CU 21-02, the dollar amount of this share would have been $15,000.) CU 24-02 US Market would add 61 trips to that intersection, almost that of the apartments, and as Table 4 above shows, the intersection has a high crash rate. The proportionate share calculation is 61 gas station trips compared to 67 apartment trips, 61 / 67 = 91.0%, which when applied to $15,000 yields $13,657. Because the base amount dates from May 2020, the date of the DR 2019-05 Planning Commission staff report, staff adjusts the $13,657 for inflation to be in July 2024 dollars, the latest month the aforementioned calculator made available. This yields $16,755 rounded. Staff applies Condition T-A1c. Bus transit To further transportation demand management (TDM) through bus transit, regarding the Woodburn Transportation System (WTS) Oregon Way northbound stop that is adjacent to 966 & 980 Oregon Way, where because ROW and streetside PUE are too narrow relative to the street to accommodate installation staff applies a condition for fees in lieu of a bus shelter and bus stop bicycle parking. The cost is based on the City Transit Development Plan (TDP; Resolution No. 2213 on June 12, 2023). (The TDP follows the Transit Plan Update, also known as the Transit Update Plan, adopted via Resolution No. 1980 on November 8, 2010.) TDP Fig. 68 from p. 94, footnote 6, estimated $15,000 for a bus stop improved with a shelter. 214 982 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 33 of 85 Staff adjusts from June 2023 to July 2024, the latest month the aforementioned calculator made available. Staff had determined the cost of bus stop bicycle parking was $510.20 through ANX 2019-01 Woodburn Eastside Apartments (known Woodburn Place Apartments), and staff adjusts from October 2020 to July 2024. Staff applies Condition T-T. The conformance of the proposed use with applicable Comprehensive Plan policies; and” Staff applies conditions in support of Comprehensive Plan Policies: Policy Page Policy & Analysis Residential Land Development and Housing: D-1.9 15 “Industrial and commercial uses that locate adjacent to a residential area should buffer their use by screening, design, and sufficient setback that their location will not adversely affect the residential area.” The site is abouts two houses in Woodburn Senior Estates to the southeast and a three-story condominium building, Panor 360, to the southwest. East across Oregon Way are three more houses in the Estates. Conditions address the policy and thereby address CU criterion 3, factor d. The conditions also address factors among c1)-5) & e, the ones addressing: • Front yard landscaping that has more trees and shrubs • Architectural Wall (AW) along the southeast and southwest property lines abutting the properties with the two houses and the condominium building • Lights on number and placements of exterior light fixtures • Gas station operations – including regarding noise; hours of operation of the convenience store and vacuums; trash; and fuel pump vehicle queuing • Lighting regarding electronic changing imagery within front yard signage. Commercial Land Development and Employment: F-1.2 24 “Lands for high traffic generating uses (shopping centers, malls, restaurants, etc.) should be located on well improved arterials. The uses should provide the necessary traffic control devices needed to ameliorate their impact on the arterial streets.” 215 983 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 34 of 85 Policy Page Policy & Analysis A gas station is a high traffic generating use, and its proposed site is at the corner of a state highway and a street, the developer being conditioned to upgrade the street frontage. A T transportation condition secures transportation mitigation fees as examined under CU factor 6) about vehicular traffic and as different means of meeting the intent of the Comprehensive Plan policy than changing the traffic signal at the highway intersection with Oregon Way. F-1.3 24 “Strip zoning should be discouraged as a most unproductive form of commercial land development. Strip zoning is characterized by the use of small parcels of less than one acre, with lot depths of less than 150 feet and parcels containing multiple driveway access points. Whenever possible, the City should encourage or require commercial developments which are designed to allow pedestrians to shop without relying on the private automobile to go from shop to shop. Therefore, acreage site lots should be encouraged to develop "mall type" developments that allow a one stop and shop opportunity. Commercial developments or commercial development patterns that require the use of the private automobile shall be discouraged.” The two lots total 1.42 acres with highway and Oregon Way frontages of 265 and 178 ft respectively. Conditions implement access management to not increase the number of driveways within the development and across successive developments along the major thoroughfares that are the spines of the CG zoning district. Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. F-1.4 24 “Architectural design of commercial areas should be attractive with a spacious feeling and enough landscaping to reduce the visual impact of large expanses of asphalt parking areas. Nodal and mixed use village commercial areas should be neighborhood and pedestrian oriented, with parking to the rear or side of commercial buildings, and with pedestrian connections to neighboring residential areas.” 216 984 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 35 of 85 Policy Page Policy & Analysis Conditions make a dent in large expanses of asphalt parking areas through more trees in yards along streets and hedge or shrubbery screening parking areas from streets. Conditions require minimum window area on street-facing walls for attractiveness, and wide walkways connecting sidewalks with all building main entrances on the site. An objective is to make a gas station development less ugly than it might otherwise be. F-1.6 25 “Commercial office and other low traffic generating commercial retail uses can be located on collectors or in close proximity to residential areas if care in architecture and site planning is exercised. The City should ensure by proper regulations that any commercial uses located close to residential areas have the proper architectural and landscaping buffer zones.” The WDO and conditions secure care in architecture and site planning for the commercial development close to residential area to the southeast and southwest through a combination of wall, slatted fencing, vegetation, and height limits on light poles and wall-mounted lights. Transportation: H-1.1 33 “Develop an expanded intracity bus transit system that provides added service and route coverage to improve the mobility and accessibility of the transportation disadvantaged and to attract traditional auto users to use the system.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. Conditions also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. 217 985 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 36 of 85 Policy Page Policy & Analysis H-1.3 34 “Develop a low stress network of bicycle lanes and routes that link major activity centers such as residential neighborhoods, schools, parks, commercial areas and employment centers. Identify off- street facilities in City greenway and park areas. Ensure all new or improved collector and arterial streets are constructed with bicycle lanes.” Conditions induce cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-1.4 34 “Develop a comprehensive network of sidewalks and off-street pathways. Identify key connections to improve pedestrian mobility within neighborhoods and link residential areas to schools, parks, places of employment and commercial areas. Ensure all new collector and arterial streets are constructed with sidewalks.” Conditions induce walking and cycling by requiring rain canopies at building entrances, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The wide sidewalk is minimum 8 ft, enough to serve as a bicycle/pedestrian path (or “multi-use path”) for most cyclists who feel safer riding outside a roadway when possible. H-2.3 34 “Encourage multi-model transportation options, including park- and-ride facilities, carpooling, and use of transit services.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. 218 986 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 37 of 85 Policy Page Policy & Analysis They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-2.5 34 “Provide inter-parcel circulation through crossover easements, frontage or backage roads, or shared parking lots where feasible.” DR conditions secure access management based on WDO 3.04.03 and Table 3.04A. H-3.1 35 “Continue coordination with ODOT to improve safety on state facilities within the City and citywide access management strategies.” CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-3.2 35 “Implement strategies to address pedestrian and bicycle safety issues, specifically for travel to and from local schools, commercial areas, and major activity centers.” Conditions induce walking and cycling by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. H-4.1 35 “Evaluate the feasibility of various funding mechanisms, including new and innovative sources.” 219 987 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 38 of 85 Policy Page Policy & Analysis CU transportation conditions secure transportation mitigation fees relating to study of highway signal timing and intersection crash reduction. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. H-5.1 35 “Implement, where appropriate, a range of potential Transportation Demand Management (TDM) strategies that can be used to improve the efficiency of the transportation system by shifting single-occupant vehicle trips to other models [sic] and reducing automobile reliance at times of peak traffic volumes.” Conditions induce walking and cycling, which could make a dent in some vehicular traffic at least for the convenience store and commercial office area, by requiring rain canopies at building entrances, minimum window area on street-facing walls, bicycle parking and some covering/sheltering of it, wide walkways connecting sidewalks with all building main entrances on the site, trees in yards along streets, and landscape strip with street trees and wide sidewalk along Oregon Way, the less trafficked and noisy street and the one closest to and serving the nearest houses. The easier walking and cycling are, the more likely they become the means of “last mile” travel for those who ride the bus. They also secure fees in lieu of a bus shelter and bus stop bicycle parking relating to the Oregon Way northbound stop. The development site NE corner is approximately 1,000 ft walking distance southeast from the Woodburn Memorial Transit Center / Woodburn Park and Ride at 2900 Tom Tennant Drive. Natural … Resources: J-1.1 40 Outside of designated floodplains and riparian corridors, developers should be required to leave standing trees in developments where feasible.” See the Conditional Use Provisions section under criterion 3, factor c5) “aesthetics”, for analysis relating to Significant Tree removal mitigation. A condition secures contribution to the City tree fund. Energy Conservation: M-1.2 49 “The City shall increase its commitment to energy conservation, including alternative energy vehicles, increased recycling, and reduction in out-of-direction travel. … 220 988 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 39 of 85 Policy Page Policy & Analysis CU conditions induce walking and cycling by requiring a wide landscape strip and wide sidewalk and trees in the yards abutting the highway and the street. A wider, shadier sidewalk along Oregon Way induces more walking and cycling trips and by reducing vehicle trips lowers risk of collisions. Conditions limit number of exterior light fixtures. The suitability of proposed conditions of approval to ensure compatibility of the proposed use with other uses in the vicinity.” The City Engineer through Attachment 102A did not identify any deficiencies of or threats to public infrastructure in regards to factor b. of the third CU criterion – subsection B.3b – and the proposal sketches street improvements, construction level details to be determined in conformance with the conditions of approval and in concert with the Oregon Dept. of Transportation (ODOT). Staff applies conditions regarding chiefly a few main topics to ensure compatibility of the development: a. WDO conformance; b. Mitigation of the unpleasant aspects of neighboring and patronizing a gas station and convenience store, through CU conditions; c. Traffic mitigation through a transportation condition – a condition; and d. Aesthetics as examined above for 3c5), both on-site and through Street Adjustment SA 24-01 regarding Oregon Way frontage, especially landscape strip and sidewalk. Table CU-3 CU Condition CU Criteria/Factors Reasons CU1 3c, 3c5), 3e • To have the Oregon Way front yard, the yard closest to nearby houses, look more attractive from the street. • To delineate the route from Oregon Way to the northeast commercial office main entrance. • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers. 221 989 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 40 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons CU2 3b, 3c, 3c4), 3c6) • Because the SW commercial office building of 5,000 sq ft per the site plan and elevations would have as many as 4-5 tenant spaces, staff believes more than 2 are necessary at that building and by conditional use requires a sitewide minimum of 8 with minimum 4 of these being at the SW office commercial building. • One stall per tenant space seems more reasonable • If bicycle parking is adequate, tenants and customers are more likely to make use of it, contributing to traffic reduction and better air quality. CU3 3c, 3c5) • To ensure that landscape areas are just that and mostly green, not mostly bark dust. • To reduce the urban heat island effect. • To screen at-grade electrical transformers and other equipment. • To provide for variety of trees, specifically to have a few evergreens that can grow large for habitat and for visual wayfinding. CU4 3a, 3c, 3c5), 3e • The proposal is whole redevelopment of a demolished site. • There is room within the proposed site plan to omit the northernmost parking space for deeper highway front yard landscaping. • Regarding the highway frontage, invite the Oregon Dept. of Transportation (ODOT) and the City Public Works Dept. Engineering Division, one or both of which would have de facto jurisdiction over the streetside public utility easement (PUE) of 10-foot width per WDO Fig. 3.01B “Major Arterial”, to agree to the planting of trees within the streetside PUE, allowing the applicant to keep the depth of proposed south site perimeter landscaping as is. • Have trees in the Oregon Way front yard complementing the street trees, making the frontage more pedestrian-friendly. 222 990 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 41 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To have the northeast commercial office area south side lawn feel more park-like for tenants and customers by providing along the lawn a tiny plaza in which a bench that is both proposed and required bench can be sited. • To provide ample, paved, and covered outdoor common area for the southwest commercial office building tenants in the rear south yard large enough to fit a table and chairs away from door swing. CU5 3c, 3c5) • To establish clear standards for the required Architectural Wall (AW). • To require that the AW be 9 ft, the maximum height per WDO 2.06.02 and what the Planning Commission ordered for CU 21-02, to provide a better buffer/screen from Panor 360, the three- story condominium building at 950 Evergreen Road. • Staff allows a portion of an AW to consist of cedar wood to allow the developer to shave some construction cost. This is in keeping with precedent established for the AW at 1750 Park Avenue and recently the Commission approval of CU 24-01 for the US Market gas station at 2115 Molalla Road. The use of cedar wood is not precluded by WDO 3.06.06B. • An AW is practical and makes the development compatible with the adjacent two houses and the Panor 360 condominium building, thereby meeting a part of the CU purpose statement in 5.03.01A. CU6 3c, 3c5) • To prevent “value engineering” or similar: the developer omitting improvements that neither the WDO requires nor are conditioned, but the City expected per the land use review site plan, including minimum percentage % window areas on building elevations and a single small window in the angled northeast elevation of the convenience store, as well as some masonry cladding at the base along much of the front and the sides of the convenience store, and sheltering from the elements at building main entrance and employee side doors. 223 991 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 42 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • To require some WDO 3.07.06B architectural provisions that are “should’s” for Type III land use reviews into “shall’s”. • Regarding the fuel pump canopy, acknowledging that federal highway clearances range from 14-16 feet, with the lower end more common along state highways, a canopy with 16 ft of clearance is practical and safe even for box trucks and recreation vehicles (RVs). CU7 3a, 3c, 3c2), 3c5), 3e • Same as the WDO 3.11.01A purpose statement. • At gas stations generally, fuel pumps come with fixed canopies with high ceilings and many ceiling lights, sometimes with neon-like exterior trim. • The development would be next to two houses and a three-story condominium building. • Whatever one’s feelings and perceptions of safety from crime, gas stations and convenience store fronts are lit. Lighting by itself doesn’t prevent assault or theft. • To avoid lighting annoyances to neighbors as well as to passers-by on the sidewalks. CU8 3c, 3c1), 3c5), 3e • To preclude audible advertising from pump speakers – in other words, those loud obnoxious video ads that play while refueling at some gas stations – reaching apartment patios and balconies and through windows. • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life. • To allow reasonable hours for use of vacuums and reasonable placement of tire pumps and vacuums away from residences. No particular Planning Division permit is required for such equipment, so a condition of approval is the only regulatory way to address their noise outside of the Ordinance No. 2312 (April 8, 2002). (Staff goes easy on any tire pump that might appear because motorists expect a gas station any time of day or night to have a pump available and working when their car tires suddenly need air.) 224 992 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 43 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • Because convenience stores can at times, especially at night, attract customers or would-be customers who are homeless, as well as wayward juveniles, and because the noise associated with interacting with such persons can reasonably be expected to cause nuisance to residential neighbors, it is reasonable to require closure of the convenience store for much of the night for hours similar to that of other convenience stores not open 24/7, for example, the US Market at 1030 Broadway NE, Salem, OR and the recently approved CU 24-01 US Market at 2115 Molalla Road conditioned with the same hours as CU 24-02, it being surrounded by residential development. The Woodburn gas stations that have stores open 24/, though clustered at the west side of town at I-5, are surrounded by commercial properties. The proposed convenience store might not have been open 24/7 anyway. • Limiting the convenience store hours is especially justified because the development would abut two houses and a three-story condominium building. • For customers of the convenience store not getting gas, especially those coming and going on foot or by bicycle, to provide a trash can to lessen temptation to litter at or in the right-of-way. • Regarding the part of a condition about vehicle queuing, to provide for orderly arrival of vehicles at the pump and to provide for organized queuing when needed to lessen motorist frustration and honking. • The conditioned hours of operation, trash receptacle, and prohibitions of audible audio visual advertising and electronic changing imagery other than fuel prices within signage are practical and make the development compatible with the adjacent residences, thereby meeting a part of the CU purpose statement in 5.03.01A. CU9 3c, 3c2), 3c5), 3e • To prevent obnoxious intrusion of advertising, especially sudden and loud – into every aspect and moment of life, including at the gas pumps. 225 993 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 44 of 85 Table CU-3 CU Condition CU Criteria/Factors Reasons • The presence of front yard permanent signage that is permissible per WDO 3.10 that would brand the gas station and have fuel prices is enough to catch the attention of would-be customers, and electronic changing imagery within the sign face that is on 24/7 is unnecessary to identify the development or attract customers. • Electronic changing image advertising is of no need during convenience store closure. • Regarding lighting, the same as the WDO 3.11.01A purpose statement and the same intent as Ordinance No. 2338 (June 9, 2003), Sect. 5A (as amended by Ordinance No. 2522 September 22, 2014). • An unnecessary distraction to highway and Oregon Way motorists is precluded, particularly helpful during the evening and at night. In order to secure the development meeting criteria 2 & 3, staff conditions. 226 994 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 45 of 85 Adjustment to Street Improvement Requirements ("Street Adjustment") Provisions SA Provisions 5.02.04 Adjustment to Street Improvement Requirements (“Street Adjustment”) A. Purpose: The purpose of a Type II Street Adjustment is to allow deviation from the street standards required by Section 3.01 for the functional classification of streets identified in the Woodburn Transportation System Plan. The Street Adjustment review process provides a mechanism by which the regulations in the WDO may be adjusted if the proposed development continues to meet the intended purposes of Section 3.01. Street Adjustment reviews provide discretionary flexibility for unusual situations. They also allow for alternative ways to meet the purposes of Section 3.01. They do not serve to except or exempt from or to lessen or lower minimum standards for ROW improvements, with exceptions of subsections B & H. A Street Adjustment is for providing customized public improvements that substitutes for what standards require, while a Variance is for excepting or exempting from, lessening, or lowering standards, with exceptions of subsections B & H. A Street Adjustment for a development reviewed as a Type I or II application shall be considered as a Type II application, while development reviewed as a Type III application shall be considered a Type III application. B. Applicability: Per the Purpose subsection above about improvements, and regarding ROW Street Adjustment may be used to narrow minimum width. Regarding alleys or off-street bicycle/pedestrian corridor or facility standards, see instead Zoning Adjustment. C. Criteria: 1. The estimated extent, on a quantitative basis, to which the rights-of-way and improvements will be used by persons served by the building or development, and whether the use is for safety or convenience; 2. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to meet the estimated extent of use by persons served by the building or development; 3. The estimated impact, on a quantitative basis, of the building or development on the public infrastructure system of which the rights-of-way and improvements will be a part; 4. The estimated level, on a quantitative basis, of rights-of-way and improvements needed to mitigate the estimated impact on the public infrastructure system. 5. The application is not based primarily on convenience for a developer or reducing civil engineering or public improvements construction costs to a developer. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 227 995 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 46 of 85 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such. D. Minimum Standards: To ensure a safe and functional street with capacity to meet current demands and to ensure safety for vehicles, bicyclists and pedestrians, as well as other forms of non-vehicular traffic, the minimum standards for rights-of-way and improvements for Boundary and Connecting Streets per Sections 3.01.03C & D continue to apply. Exempting from or lessening or lowering those standards shall require a Variance. Deviation from applicable public works construction code specifications would be separate from the WDO through process that the Public Works Department might establish. E. Factors: Street Adjustment applications, where and if approved, shall have conditions that customize improvements and secure accommodations for persons walking and cycling, not only driving, that meet the purposes of Section 3.01. The City may through approval with conditions require wider additional ROW dedication along the part or the whole of an extent of the subject frontage to accommodate either adjusted improvements or improvements that vary from standards. F. Bicycle/pedestrian facility: If and where a Street Adjustment application requests to substitute or omit one or more required bicycle facilities, such as bicycle lanes, and the City approves the application, then the following should apply: For each substitute or omitted facility, the developer would construct a minimum width 8 feet bicycle/pedestrian facility on the same side of street centerline as the substituted or omitted facility. The City may condition wider. G. Landscape strip: If and where a Street Adjustment application requests to adjust one or more required landscape strips from between curb and sidewalk, and the City approves the application, then the list below should apply. This subsection is not applicable to bridge / culvert crossing. 1. Sidewalk: Construction of sidewalk minimum width 8 feet on the same side of street centerline as the adjusted landscape strip. The City may condition wider. 2. Planting corridor: For each landscape strip that is relocated, delineation and establishment of a street tree planting corridor along the back of sidewalk in such a way as to allow newly planted trees to not conflict with any required streetside PUE to the extent that the Public Works Department Engineering Division in writing defines what constitutes a conflict. To give enough room for root growth, the corridor minimum width would be either 6 feet where along open yard or 7 ft where it would be flush with a building foundation. This would include installation of root barriers between the trees and street centerline to public works construction code specification. 3. ROW: Where necessary to meet the above standards, dedication of additional ROW even if the additional is more than the minimum additional dedication that Section 3.01 requires. 4. Planting in ROW required: Street trees would not be planted in the yard outside ROW. H. If the applicable Boundary Street minimums are the lesser minimums for residential development of 4 or fewer dwellings and where no land division is applicable, as Section 3.01.03C.2 allows, then allowed adjustment is: … I. Plan review: An applicant shall submit among other administratively required application materials scaled drawings, including plan and cross section views, of proposed street improvement widths, extents, and details as well as existing conditions and proposed development site plans that include 228 996 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 47 of 85 property and easement lines and physical features some distance beyond the boundaries of the subject property for fuller context. What would have been the standard cross sections are below: Figure 3.01A – Internal, Boundary, and Connecting Streets Figure 3.01B – Major Arterial (Oregon Hwy 214 / Newberg Hwy) 229 997 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 48 of 85 Figure 3.01E – Access Street (Oregon Way) The application materials include a Street Adjustment narrative (“Exception to Street Right of Way Narrative”) dated February 5, 2024 and submitted February 8, 2024. Regarding criterion 1, the applicant’s narrative 2) states: “The existing frontages on Hwy 214 and Oregon Way meet the WDO standards with the exception of the landscape strip and sidewalk being reversed. On Hwy 214 conforming strictly to the WDO standards would actually narrow the road by 6’ to add a landscape strip adjacent to the roadway, see A1.1. Changing this would not affect ‘the extent to which the right of way and improvements will be used by persons served by the building or development.’” Though staff disagrees about the narrowing – of course a developer would dedicate right-of- way to fit in a landscape strip and sidewalk, not remove the right travel lane – staff otherwise concurs about no effect on the extent to which the right of way and improvements will be used by persons served by the development in the sense that there are at present and will remain the same number of vehicular lanes along both frontages, highway bicycle lane, and sidewalks. The proposed land uses of gas station and convenience store are for convenience and not safety. 230 998 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 49 of 85 Paragraph 1 Relative to Figure 3.01B, highway non-conformance is limited to lack of planter strip and street trees. Conventional traffic engineering does not address effects of development on walking and cycling as it does for vehicular trips, there is no widely recognized norm for how to address such, and the WDO provides no guidance on the topic. Second, the north frontage context is strip commercial along a heavily trafficked state highway, the kind of dangerous and noisy environment that repels pedestrian and cyclists. Those who do walk and cycle are likely those who are living nearby, the homeless, those without access to car, and those few who wish to brave existing conditions. The presence of a sidewalk is sufficient for sheer practicality for those who wish to walk along a highway or cycle outside of the bicycle lane because they don’t feel safe in a highway bicycle lane. In this context, the number of pedestrians and off-street cyclists is moot. Pedestrians and cautious cyclists can and do use the wide sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the same wide sidewalk. Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. Paragraph 2 Relative to Figure 3.01E, Oregon Way non-conformance is limited to lack of parking lane, planter strip, and street trees. Staff applies conditions that excepts only the parking lane but also requires fee in lieu of such parking. Additionally, the conditions require wider planter strip and wider sidewalk exceeding the minimums of Figure 3.01E. Like conventional development and zoning codes, the WDO requires off-street parking for almost all developments, including the subject development, so the absence of on-street parking is not of concern from this perspective. Second, pedestrians and cautious cyclists can and do use the narrow curb-tight sidewalk today, and the pedestrians and cautious cyclists the development might attract would use the new wider sidewalk. A wide sidewalk encourages walking and cycling, particularly for cyclists afraid to ride on-street. Third, Figure 3.01E does not account for the presence of a left turn lane at intersections, and such exists because of ODOT, and given that ODOT and the Public Works Department assume its continued existence, Public Works assumes that the developer would adapt required Oregon Way half-street improvements to fit along the turn lane, and that ODOT typically asks that there be no on-street parking within a certain distance of state highway intersections, usually 50 ft, it is reasonable in this case to allow for fee in lieu of what little on-street parking a civil engineer could fit. Staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, the criterion 1 is met. 231 999 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 50 of 85 Regarding criterion 2, the applicant’s narrative 2) states: “As stated above there is no change to the extent of use from existing conditions to WDO standards, thus no improvements are needed to meet the estimated use, beyond those shown on the submitted plans. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 2 is met. Regarding criterion 3, the applicant’s narrative 3) states: “The extent to which the building or development will impact the public infrastructure would be unaffected by maintaining the existing conditions vs an increased impact the change to strict conformance to the WDO requirements would create.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 3 is met. 232 1000 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 51 of 85 Regarding criterion 4, the applicant’s narrative 3) states: “Changing to conform strictly to the WDO requirements, rather than letting the existing conditions that meet the intent of the code remain, is what would create an impact on the public infrastructure system that is unnecessary. According to our engineer of record; I would estimate that the quantitative impact to remove and replaced existing infrastructure to the current standard would be on the order of $150/lf over the approximately 425 feet of frontage is around $65,000 not including engineering, permitting and survey work which may add another $25,000 when dealing with ODOT. The addition of a parking lane on Oregon Way would require ROW dedication, additional paving, adjustment of utilities, etc... to potentially gain 1 or 2 parking spaces since we have a driveway on the south end and you can’t park too close to the intersection. The additional cost for that might be $50,000 or more. The changes needed to meet the requirements of WDO would cost approximately $140,000 and would create a discontinuity to the frontage along the affected areas. Furthermore the existing conditions provide both a sidewalk and landscape strip in of a size required by the code if not in the exact locations intended.” Staff has no interest in the developer’s estimated civil engineering improvements cost, and cost concern goes against criterion 5. Here, the same as criterion 1 analysis “Paragraph 1” and “Paragraph Staff conditions fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and staff conditions fee in lieu of Oregon Way on-street parking. With conditioning, criterion 4 is met. The applicant’s narrative fails to cite and address the remaining criteria, criteria 5-8: The application is not. 6. The application is not based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages. 7. Narrowing of ROW minimum width, if proposed, is not to a degree more than necessary to meet other criteria. In no case shall ROW total fewer than 35 feet, whether or not the total is allocated across centerline or to its side, except that this base requirement would not apply if subsection H below applies. 8. A Street Adjustment would provide a customized cross section alternative to the standard or standards and that meets the relevant purposes of Section 3.01, or the City reasonably can condition approval to achieve such.” 233 1001 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 52 of 85 Regarding criterion 5, the developer’s comments cited earlier above clearly show intent to base the SA application based primarily on convenience for the developer or reducing civil engineering or public improvements construction costs to the developer. The criterion precludes this. Regarding criterion 6, at least the developer did not assert that the application is based primarily on the existence of adjacent or nearby nonconforming Boundary Street frontages, which allows staff to find the criterion met. Criterion 7 is not applicable because the developer did not propose to narrow any required right-of-way (ROW) dedication. Criterion 8 is met with conditioning of fees in lieu of highway street trees per WDO 3.06.03A, the landscape strip landscaping that 3.01.04B would have required, and new sidewalk along a landscape strip, and conditioning of fee in lieu of Oregon Way on-street parking. About Street Adjustments in general, Planning staff adds that the Public Works Department is content with frontages along the corridor, and defers to ODOT for developments where ODOT has jurisdiction. By 2015, ODOT improved the I-5 interchange and as part of that project widened OR 214 east of the interchange to a little east of Oregon Way. As expected, the agency constructed to its own economized standards, which resulted in curb-tight sidewalk, though wide at about 8 ft, no street trees, and no burial of the south side overhead electric power lines. Also, until late 2017 and early 2018, staff approved any Street Exception (as the application type was then termed) that a developer requested, and Planning staff experience in these years was that the Public Works Department prefers curb-tight sidewalk and existing conditions anyway generally beyond curbs as long as there were minimum improvements to driving area between curbs and subsurface/underground potable water, sanitary sewer, and stormwater utilities. In more recent years, Planning staff took the lead in at least imposing conditions on Street Exception and Street Adjustment approvals to get a degree of improvements and/or fees in-lieu. Regarding the highway, Planning staff years ago recognized the de facto policy decision by other departments to leave the ODOT-improved segment as is and not have individual redevelopments upgrade their frontages to have landscape strips, new sidewalk that conforms, and buried power lines redevelopment by redevelopment. The developer’s chief justification for the SA, which for CU 21-02 originally (that which the City Council denied in 2022) had proposed no upgrades of nonconforming street frontages, was convenience, saving money, and be of no profit to the gas station or commercial office enterprises. For any development, if and where the City grants Street Adjustments, it implicitly assumes the taxpayer cost of upgrading frontages itself through capital improvement projects. This guided Planning staff applying the SA criteria and conditioning. 234 1002 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 53 of 85 Through both conditional use and Street Adjustment, Planning staff applies conditions that grant SA approval for both frontages, but also to give the City some public benefit for leaving the highway as is or mostly as is and for Oregon way not having required on-street parking; require the developer to make the Oregon Way frontage the best for pedestrians through wide landscape strip with street trees, wide sidewalk, and setting maximums for Oregon Way driveway width; and securing fees in-lieu. Fees in-Lieu For Condition SA1 and Attachment 202 (fee table) regarding fee in lieu of upgrading highway sidewalk to conform with Fig. 3.01B, staff derived as follows: • Poured concrete at $33.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $35.03; • Sidewalk 6 ft wide per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as sidewalk extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($35.03 x 6 x 265) x 1.5 = $83,547. Regarding fee in lieu of highway landscape strip to conform with Fig. 3.01B and 3.01.04B, staff derived as follows: • Grass at $2.21 per sq ft; • Landscape strip 5.5 ft wide, excluding curb width, per Fig. 3.01B; • Frontage width of 265 ft per Tax Map 052W12DB as landscape strip extent; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($2.21 x 5.5 x 265) x 1.5 = $4,832. 235 1003 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 54 of 85 For Condition SA2 and Attachment 202 (fee table) regarding fee in lieu of Oregon Way on-street parallel parking, staff derived as follows: • Asphalt at $15.00 per sq ft adjusted for inflation using the U.S. Bureau of Labor Consumer Price Index (CPI) Inflation Calculator from June 2022 (CU 21-02) to July 2024, the latest month the calculator made available as of August 14, 2024, which equals $15.92; • Parking stall dimensions of 8 ft wide by 22 ft long; • 3.5 parking stalls after taking the distance from in line with the south property line at Oregon Way north to the stop bar at the intersection with the highway (172 ft), then subtracting 50 ft (minimum parking distance from intersection), 30 ft (driveway and its curb flares), and 16 ft (two 8-ft long transition areas of curb at each end of parking aisle) resulting in (172 - [50+30+16]) / 22 = 3.5; and • 150% of the subtotal to account for construction public labor instead of private labor, based on the percentage in WDO 4.02.08 as a means of implementing WDO 4.02.12A “Fees in-Lieu”. This calculates as ($15.92 x [8 x 22] x 3.5) x 1.5 = $14,713. Through Condition G6c and Attachment 202 (fee table) regarding fee in lieu of electric powerline burial/undergrounding to conform with WDO 3.02.04B and 4.02.12A, because as of August 14, 2024 the City has not yet adopted a fees in-lieu schedule, staff establishes a default fee the would be applicable if by the time necessary to assess the fee in order to issue building permit, the City would have not yet established this among other fees in lieu. The default fee is based on a Pacific Gas and Electric Company, a subsidiary of PG&E Corp., estimate that in general burial costs $3 million per mile (PG&E “Currents” newsletter, article “Facts About Undergrounding Electric Lines”, October 31, 2017 This equates to $3,000,000 / 5,280 ft = $568.18 rounded to $568 per foot. In order to secure the development meeting the conditional use criteria and justify Street Adjustment, staff applies conditions. 236 1004 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 55 of 85 Phasing Plan Provisions 5.03.05 Phasing Plan for a Subdivision, PUD, Manufactured Dwelling Park or any other Land Use Permit A. Purpose: The purpose of a Type III Phasing Permit is to allow phased construction of development while meeting the standards of this ordinance (Sections 2 and while providing fully functional phases that develop in compliance with the tentative approval for the development. B. Criteria: The proposed phasing of development shall: 1. Ensure that individual phases will be properly coordinated with each other and can be designed to meet City development standards; and 2. Ensure that the phases do not unreasonably impede future development of adjacent undeveloped properties; 3. Ensure that access, circulation, and public utilities are sized for future development of the remainder of the site and adjacent undeveloped sites. The applicant’s phasing plan narrative dated February 2, 2024 and submitted February 8, 2024 parrots the criteria with answers almost identical to the criteria text. From the site plans, specifically Sheet A1.1a “Phasing Plan” dated February 5, 2024 and submitted February 8, 2024, staff was able to determine what the proposed phasing is: the southwest commercial office building and its immediate vicinity including north front parking constitute Phase 2. The plan notes, “The remainder of the project is considered Phase 1 including architectural screen wall”, which staff makes sure is the case through a PP condition. 237 1005 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 56 of 85 Phasing plan excerpt from Sheet A1.1a dated February 5, 2024 and submitted February 8, 2024 238 1006 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 57 of 85 The phasing plan sheet makes apparent that the Phase 1 gas station – fuel pump canopy, convenience store, and northeast commercial office area – can be constructed and meet the criteria on its own. Staff applies PP conditions and CU modification one in case Phase 2 were to lag in construction, never manifest, or become the subject of a developer’s request to construct something or wholly different. These ensure criteria are met. Also, as is routine for its land use review of developments, the Public Works Department through Attachment 102A has the usual kind of infrastructure text for the development in question and that is premised on the department approach to de facto approve any development, in turn premised on the idea that during its own department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, it will coordinate with ODOT to apply specific agency and City public works requirements and have the developer make so whatever is necessary to get ODOT and Public Works Department approvals that both respect conditions of approval that the Department sees as led and administered by the Planning Division while also meeting public works requirements for public infrastructure both on-site and in ROW and public utility easements (PUEs), the “public utilities” that criterion B.3 mentions. Essentially, the Public Works Department indicates that criterion B.3 is met or can be met through Attachment 102A and its later department processes and reviews following the land use review stage, such as for civil engineering plan (CEP) plan review and right-of-way (ROW) permits, so Planning Division staff defer and concur. Lastly, City staff act on the premise that while a local government can and should deny an application that is inconsistent with applicable land use regulations, it can and should avoid denial if staff can impose reasonable conditions of approval. For virtually every land use review, staff can impose reasonable conditions of approval to avoid denial, and the review of the subject development is such a case. The legislature gives implicit support for the concept in at least two statutes. The statutes are not applicable as regulations but are relevant regarding legislative intent. ORS 197.522 “Local government to approve subdivision, partition or construction; conditions” is about partition, subdivision, and needed housing, none of which are relevant to the subject development; however, its subsection states, “A local government shall deny an application that is inconsistent with the comprehensive plan and applicable land use regulations and that cannot be made consistent through amendments to the application or the imposition of reasonable conditions of approval.” The second, OS 227.185 “Transmission tower; location; conditions” – no transmission tower being relevant to the subject development – states, “The governing body of a city or its designee may allow the establishment of a transmission tower over 200 feet in height in any zone subject to reasonable conditions imposed by the governing body or its designee”. These statutes indicate that the legislature expects local governments to apply land use conditions of approval in preference to denying. Also, neither statute defines the term 239 1007 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 58 of 85 “reasonable”, and the term is elastic. Staff drafted the conditions to be reasonable and based on the characteristics of the subject development. Staff emphasizes that besides the Phasing Plan, the master or parent application type is Conditional Use, a term that says it all about the premise of conditioning. Criterion B.3 is met. 240 1008 ---PAGE BREAK--- CU 24-02 US Market Gas Station 2540 & 2600 Newberg Hwy Staff Report Attachment 102 Page 59 of 85 Remaining Provisions These are applicable provisions not already addressed in the application type provisions sections above. 4.01.07 Consolidated Applications An applicant may request, in writing, to consolidate applications needed for a single development project. Under a consolidated review, all applications shall be processed following the procedures applicable for the highest type decision requested. It is the express policy of the City that development review not be segmented into discrete parts in a manner that precludes a comprehensive review of the entire development and its cumulative impacts. The proposal is consolidated. In conclusion to the above analyses and findings, staff would recommend that the Planning Commission consider the staff report and its attachments and approve the consolidated applications package with conditions. 241 1009