Eagle Landing Traffic Impact Study

Transcription

1 Eagle Landing Traffic Impact Study March 27 Prepared by: David Evans and Associates, Inc. 2 SW River Parkway Portland, OR 972

2 Table of Contents. Introduction..... Study Area Analysis Parameters Performance Standards Synchro/SimTraffic Model Existing (26) Conditions Existing Roadway Facilities Transit Facilities Analysis Period SimTraffic Model Calibration Existing Traffic Conditions Safety Summary Future (22) Background Traffic Analysis Roadway Facilities Future (22) Background Traffic Conditions Site Development Concept Access Point Spacing Access Point Sight Distance Pedestrian and Bicycle Access and Circulation Location and Extent of OnSite Parking Future (22) Build Future (22) Build Site Trip Generation Future (22) Build Trip Distribution Future (22) Build Traffic Volumes Future (22) Build Traffic Operations Prior Zone Change Conditions of Approval Conclusions and Recommendations... 5 Eagle Landing Traffic Impact Analysis i

3 List of Tables Table. City, County and State Performance Standards... 4 Table 2. Existing Roadway Characteristics... 8 Table 3. Traffic Count Collection Dates (26)... 2 Table Existing Intersection Operations... 6 Table Existing 95 th Percentile Queue Lengths by Movement... 7 Table 6. Summary of Collision Types (January, 22 through December 3, 24)... 2 Table 7. Future (22) Background Intersection Operations Table 8. Future (22) Background 95 th Percentile Queue Lengths by Movement Table 9. AM & Midday/PM Peak Hour Additional Network Trips Generated by the Proposed Development Table. AM & Midday/PM Peak Hour Trip Distribution Table. Future (22) Build Intersection Operations Table 2. Future (22) Build 95 th Percentile Queue Lengths by Movement List of Figures Figure. Study Intersections and Governing Jurisdiction... 2 Figure 2. Existing (26) AM Peak Hour Turning Movement Volumes... 3 Figure 3. Existing (26) Midday Peak Hour Turning Movement Volumes... 4 Figure 4. Existing (26) PM Peak Hour Turning Movement Volumes... 5 Figure 5. Future (22) Background AM Peak Hour Turning Movement Volumes Figure 6. Future (22) Background Midday Peak Hour Turning Movement Volumes Figure 7. Future (22) Background PM Peak Hour Turning Movement Volumes Figure 8. Conceptual Site Plan Figure 9. Auto and Pedestrian Circulation Plan Figure. Circulation and Parking Access Figure. Eagle Landing MixedUse Community Land Use Figure 2. AM Site Trip Distribution Figure 3. Midday / PM Site Trip Distribution Figure 4. Future (22) Build AM Peak Hour Site Generated Trips... 4 Figure 5. Future (22) Build Midday Peak Hour Site Generated Trips... 4 Figure 6. Future (22) Build PM Peak Hour Site Generated Trips Figure 7. Future (22) Build AM Peak Hour Turning Movement Volumes Figure 8. Future (22) Build Midday Peak Hour Turning Movement Volumes Figure 9. Future (22) Build PM Peak Hour Turning Movement Volumes Eagle Landing Traffic Impact Analysis ii

4 List of Appendices A. Existing SimTraffic Performance Reports (For Calibration) B. Intersection Counts C. 26 Existing Conditions Synchro/SimTraffic Operational Output Reports D. Crash Reports E. Volume Development F. Future (22) Background Conditions Synchro/SimTraffic Operational Output Reports G. Future (22) Build Internal Capture Computations H. Future (22) Build Synchro/SimTraffic Operational Output Reports Eagle Landing Traffic Impact Analysis iii

5 . Introduction In 998, Clackamas County approved a comprehensive plan and zone change on approximately 6 acres that were then occupied by the Top O Scott Golf Course for a mixeduse development known as Eagle Landing. The Eagle Landing project included singlefamily residential, multifamily residential, office/commercial, and supportive retail uses. In addition, the project included significant improvement to and dedication of public facilities, including major roadways, trails, and open space amenities. The comprehensive plan and zone map amendments approved by the County in 998 included conditions of approval that affected project timing by requiring the completion of several new Clackamas Regional Center (CRC) area roads before the Eagle Landing development could take place. These public transportation projects included: I25 Frontage Road and nue Over crossing Completed Sunnybrook Road Extension Completed I25/Sunnyside Road Split Diamond Interchange Completed Sunnyside Road widening from I25 to 22 nd Avenue Completed In January 23, the applicant secured a modification to the conditions of approval because construction of the public roads was assured. The modification resulted in the property being rezoned, which removed obstacles to securing financing for onsite improvements. With those changes, the project moved forward with development of a master plan. David Evans and Associates, Inc. (DEA) conducted the Eagle Landing transportation analysis for the original 998 land use application and the 23 traffic analysis. These studies demonstrated that under expected buildout conditions, with all public and privately financed transportation improvements in place, traffic from the Eagle Landing mixeduse development would meet the County s adopted transportation level of service standards. Since then, the developers have acquired more land to the west of what is now considered Eagle Landing. The New Hope Church and a small onelevel apartment complex currently occupy this land. Given that there are proposed changes to the mix of use and addition of uses, the original traffic analysis conclusions no longer hold true. In 22, the entirety of the property was rezoned to allow for buildout of 2. million square feet of mixeduse development. Conditions of approval that identified transportation infrastructure improvements were imposed upon the project as part of the rezone process. Those infrastructure improvements have yet to be constructed. This Traffic Impact Study (TIS) is intended to study the currently proposed buildout scenario for the Eagle Landing area to the east of Stevens Road in the expected opening year of 22. While this analysis does not include the full 2. million square feet as envisioned in the zone change analysis, it also does not preclude the eventual construction of the ultimate buildout of the Eagle Landing mixeduse development. This TIS is seeking Master Planning approval for an aggregate of approximately 695, square feet of mixeduse development. The study area has been expanded from previous studies to include additional State and City of Happy Valley intersections and roadways. DEA will show that the existing roadway network can support the additional traffic generated by the development of 695, square feet of the Eagle Landing mixeduse project. The study area intersections are expected to meet the County, City of Happy Valley and State adopted transportation performance standards. Eagle Landing Traffic Impact Analysis

6 .. Study Area The Eagle Landing study area lies wholly in Clackamas County and partially in the City of Happy Valley in the southeast quadrant of the Portland Metropolitan Area (see Figure ). Johnson Creek Boulevard bounds the study area to the north, Sunnybrook Boulevard to the south, nue to the west, and Valley View Terrace to the east (roads are all SE prefix). Figure. Study Intersections and Governing Jurisdiction Eagle Landing Traffic Impact Analysis 2

7 2. Analysis Parameters 2.. Performance Standards ODOT, Clackamas County, and the City of Happy Valley all maintain separate performance standards that apply to the Eagle Landing Traffic Impact Study. Figure (Page 2) depicts the governing jurisdiction for each intersection within the Eagle Landing study area. Happy Valley According to Policy 5a of the Happy Valley Transportation System Plan (Adopted in September 24): All signalized intersections shall operate at level of service D and V/C ratio of.9 or better during the peak hours of analysis. Individual movements must meet level of service E and a V/C ratio of.. (Does not apply; no city intersections are signalized.) All roundabout intersections shall operate at level of service D or better during the peak hours of analysis. Each approach must meet level of service E and a V/C ratio of.85. All unsignalized twoway stop controlled intersections shall operate at level of service E or better (based on average approach delay) for all side street approaches during the peak hours of analysis. All unsignalized allway stop controlled intersections shall operate at level of service D or better based on average intersection delay during the peak hours of analysis. Clackamas County As peak hour traffic operations have neared and reached capacity at times along Sunnyside Road, Clackamas County staff has focused on evaluating volume to capacity ratios (V/C) as the performance standard. In addition to its typical operational standards, Clackamas County has separate operational standards specific to intersections within the CRC. The majority of the Eagle Landing study area falls within the CRC boundary except for the intersection of Sunnyside Road at Valley View Terrace and the intersections between the site and the Jackson School Interchange to the north. Within the CRC, Clackamas County follows the twohour V/C standard for regional centers outlined in chapter five of Clackamas County s Comprehensive Plan. The standard specifies that within the CRC, signalized and unsignalized traffic may operate with a maximum PM peak hour V/C ratio of., a maximum PM side hour (2 nd peak hour) and Midday peak hour V/C ratio of.99. Outside of the CRC, Clackamas County allows a maximum PM peak hour and side hour V/C ratio of.99, with a maximum Midday peak hour V/C ratio of.9. ODOT ODOT maintains jurisdiction over ramp terminals serving I25 as well as intersections along 82 nd Avenue. The 999 Oregon Highway Plan (OHP) states that ramp terminals must operate with a volumetocapacity (V/C) ratio at or below.85. At a V/C of.85, offramp queuing should also be short enough such that traffic leaving the freeway can safely stop before reaching any queued traffic. The OHP does allow V/C ratios to be above.9 when it can be shown through the analysis that the 95 th percentile queuing estimates do not extend back into the safe deceleration area from the mainline. Within the study area, 82 nd Avenue is within the CRC Regional Center boundary, as such, the OHP allows for a maximum V/C ratio of. during the peak hour and a maximum V/C ratio on.99 during the 2 nd Hour of the AM and PM peak periods. Eagle Landing Traffic Impact Analysis 3

8 Summary of Study Area Performance Standards The applicable performance standard by intersection and time period is summarized for each study area intersection in Table below. Table. City, County and State Performance Standards Intersection at Johnson Cr Blvd (Ramp Terminal) 2 at Johnson Cr Blvd (Ramp Terminal) 3 Johnson Cr Blvd at 4 /92 nd Ave at Otty Rd/Idleman Rd 5 at Idleman Rd Unsignalized (NB Stop) 6 at Hillcrest Rd Unsignalized (All Way Stop) 7 at Causey Ave 8 at Causey Ave Unsignalized (EB/WB Stop (26); All Way Stop (22)) 9 at William Otty Rd Roundabout Valley View Terr at William Otty Rd Unsignalized (All Way Stop) at 2 at 3 at Roundabout 4 at Apartment Driveway Unsignalized (EB Stop) Standard Jurisdiction,2,3 AM MD PM Study Area Intersections State 4 V/C <=.85 V/C <=.85 County V/C <=.99 State 4 V/C <=.85 V/C <=.85 County V/C <=.99 County V/C <=.9 V/C <=.99 County V/C <=.9 V/C <=.99 County V/C <=.9 V/C <=.99 County V/C <=.9 V/C <=.99 County V/C <=.99 City City Peak Hr: LOS E (for all side street approaches); LOS D Peak Hr: LOS D (overall), LOS E (each approach), V/C <=.85 st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 Peak Hr: LOS E (for all side street approaches); LOS D Peak Hr: LOS D (overall), LOS E (each approach), V/C <=.85 City Peak Hr: LOS D Peak Hr: LOS D State st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 County V/C <=.99 County V/C <=.99 City City Peak Hr: LOS D (overall), LOS E (each approach), V/C <=.85 Peak Hr: LOS E (for all side street approaches) st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 Peak Hr: LOS D (overall), LOS E (each approach), V/C <=.85 Peak Hr: LOS E (for all side street approaches) Eagle Landing Traffic Impact Analysis 4

9 Table. City, County and State Performance Standards Intersection 5 at 6 at Shopping Center 7 at Sunnyside Rd 8 93rd Ave at Sunnyside Rd 9 at Sunnyside Rd (Ramp Terminal) 2 at Sunnyside Rd (Ramp Terminal) 2 22 Valley View Terr at Sunnyside Rd 23 at Sunnybrook Blvd 24 at Sunnybrook Blvd (Ramp Terminal) 25 at Sunnybrook Blvd (Ramp Terminal) Jurisdiction Standard,2,3 AM MD PM st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: st Peak Hr: State V/C <=. V/C <=. 2 nd Peak Hr: 2 nd Peak Hr: V/C <=.99 V/C <=.99 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 State 4 V/C <=.85 V/C <=.85 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 State 4 V/C <=.85 V/C <=.85 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 County V/C <=.9 V/C <=.99 State County st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 st Peak Hr: V/C <=. 2 nd Peak Hr: V/C <=.99 State 4 V/C <=.85 V/C <=.85 County st Peak Hr: V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 State 4 V/C <=.85 V/C <=.85 st Peak Hr: County V/C <=.99 V/C <=. 2 nd Peak Hr: V/C <=.99 Eagle Landing Traffic Impact Analysis 5

10 Table. City, County and State Performance Standards A B C D E Intersection at Access A Unsignalized, NB stop controlled at Access B Unsignalized, NB stop controlled at Access C Unsignalized, NB stop controlled at Access D Unsignalized NB stop controlled at Access E Unsignalized, WB stop controlled Jurisdiction Study Area Access Points City City City City City Standard,2,3 AM MD PM Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) Peak Hr: LOS E (for all side street approaches) NOTES:. State standards obtained from the 999 Oregon Highway Plan Action F. and Table County standards obtained from the Clackamas County Comprehensive Plan Table 52a (chapter 5). 3. City standards obtained from Chapter of the Happy Valley Transportation System Plan, pg.. 4. ODOT Ramp terminals may reference a.9 v/c or below if queuing is shown to not affect the safe deceleration area Synchro/SimTraffic Model The Synchro software is based upon procedures outlined in the 2 and 2 Highway Capacity Manuals (HCM) for intersections and arterials and explicitly evaluates traffic operations under a coordinated system of signalized intersections. It also calculates traffic arrival types, calculates rightturnonred capacity, and determines average and maximum expected queue lengths. SimTraffic animates corridor traffic conditions where traffic may spill over from one intersection to another. The Synchro/SimTraffic analysis software was selected to perform the intersection analysis as it can provide the V/C ratio and LOS output of an HCM analysis and consider the systematic interaction of the intersections with regard to queuing and delays. For signalized intersections, operations will be reported using HCM 2 methodology as HCM 2 does not report an overall intersection V/C ratio. HCM 2 will be used for unsignalized intersections as the metrics for the unsignalized operations are reported in the HCM 2 reports. For the SimTraffic analysis, seven runs of the model were completed. ODOT standard is to average together at least five random acceptably working (no system gridlock) runs. To allow for blown runs, the most and least congested of the seven runs were thrown out and the remaining five were averaged. SimTraffic was used to determine 95 th percentile queue lengths. Eagle Landing Traffic Impact Analysis 6

11 3. Existing (26) Conditions 3.. Existing Roadway Facilities For this study, DEA focused its analysis on roadways that would directly serve the currently proposed Eagle Landing development as well as secondary roadways that could potentially be impacted. The study area intersections were selected with input from City and County staff. Table 2 summarizes the transportation facilities within the study area and their characteristics. The relevant arterial roadways within the study area are Johnson Creek Boulevard, Sunnyside Road, Sunnybrook Boulevard, Stevens Road, Bob Schumacher Road, nue, 92 nd Avenue, and 82 nd Avenue. All the study area arterials are important corridors for access to/from the Greater Clackamas Regional Center/Industrial Area. The study intersections are along arterial as well as collector roadways. The applicable collector routes within the study area are Causey Road, William Otty Road, Valley View Terrace, and sections of Stevens Road. These collector routes are important for moving traffic from local streets to arterial roads. Bob Schumacher Road/Stevens Road serves as a route between the Clackamas Town Center and Sunnyside Road, as well as serving the adjacent commercial land uses. The study area intersections also include streets that are part of the local network. The short section of nue (east of Stevens Road) is a neighborhood roadway. This local road is expected to provide direct access to the proposed Eagle Landing development. Eagle Landing Traffic Impact Analysis 7

12 Table 2. Existing Roadway Characteristics Street Classification Lanes Posted Speed (MPH) Bicycle Lanes Sidewalks Johnson Cr Blvd: Ramps to 92 nd Ave Major/Minor Arterial 5 35 Partial Partial Otty Rd: I25 Overpass to 92 nd Ave Collector 3 35 Yes Yes Idleman Rd: 92 nd Ave to 94 th Ave Collector 3 35 Yes Yes Hillcrest Rd: 92 nd Ct to th Ave Local 2 25 No Partial Causey Ave: to Collector 3 3 Yes Partial William Otty Rd: to Valley View Terr Collector 2 25 Yes Yes 82 nd Ave to I25 Overpass 3 to William Otty Rd Sunnyside Rd 82 nd Ave to I25 Overpass I25 Overpass Ramps to Stevens to 6th East of 6 th Ave Sunnybrook Blvd 82 nd Ave to 93 rd Ave 93 rd Ave to 97 th Ave (I25 Overpass) 97 th Ave to Sunnyside Rd 82 nd Ave to McBride St Minor Arterial Collector Major Arterial Major Arterial Major Arterial Major Arterial Major Arterial Major Arterial Major Arterial Major Arterial McBride St to Sunnybrook Blvd Principal Arterial 5 45 Yes Yes 93 rd Ave: South of Sunnyside Rd Collector 3 25 No Yes I25 Ramps at Johnson Cr Blvd Interstate 45 No No I25 Ramps at Sunnyside Rd I25 Ramps at Sunnybrook Blvd Otty Rd/Idleman Rd to Causey Ave Causey Ave to to 92 nd Ave Johnson Cr Blvd to Otty Rd/Idleman Rd to Idleman Rd to Stevens Wy 92 nd Ave to Causey Ave Causey Ave to Principal Arterial Interstate Interstate Interstate Interstate Interstate Minor Arterial Minor Arterial Minor Arterial Collector Collector Collector Collector Yes Yes No No Yes Yes Yes Yes Yes Yes Yes No No No No No Yes Yes Yes Yes Partial Yes Yes Yes Yes Yes Yes Yes Yes Yes Partial Yes No No No No No Partial Partial Yes Yes Partial to Sunnyside Rd Minor Arterial 5 35 Yes Yes Valley View Terr: William Otty Rd to Sunnyside Rd Collector 2 25 No Partial Yes Yes No Partial Eagle Landing Traffic Impact Analysis 8

13 3.2. Transit Facilities Currently the TriMet MAX Green Line and ten TriMet bus routes serve the study area; all are wheelchairaccessible. The existing transit routes/service levels within the study area are summarized below, followed by the eight other TriMet bus routes servicing the Clackamas Town Center (CTC). Route 56. Bus route 56 provides access between CTC Transit Center and the Mark O. Hatfield Transit Plaza (47 th & Sunnyside Road). Of the study area roadways, it travels on nue, Bob Schumacher Road, Sunnyside Road and Sunnybrook Boulevard. Route 56 only offers service on weekdays and operates on 8minute headways. Route 29. Bus route 29 provides access between Milwaukie Transit Center and CTC Transit Center and travels on 82 nd Avenue and nue within the study area. Route 29 only offers service on weekdays. It operates on 62minute headways during the morning and 8minute headways. Route 55. Bus route 55 provides access between CTC Transit Center and 57 th & Sunnyside Road via Sunnyside Road. Route 55 operates on 3minute headways on weekdays and 45minute headways on weekends. Route 3. Bus route 3 provides access between the CTC and Estacada. Through the study area, it travels on 82 nd Avenue and nue. On weekdays in the AM and PM peak period, the route is extended from The Clackamas Town Center and makes an additional final/original stop, respectively, in Downtown Portland. Route 3 offers service on weekdays and Saturdays. It operates on headways ranging between 25 and 6minute headways on weekdays and 6minute headways on Saturdays. Route 33. Route 33 provides service between the CTC and Clackamas Community College via Downtown Milwaukie, and along 82 nd Avenue and nue in the study area. The route runs all week, is a designated frequent service route, with 5minute headways for most of the day. Route 34. Route 34 runs from CTC Transit Center and Oregon City Transit center and travels briefly on 82 nd Avenue and nue within the study area. Service is only available during weekdays, with headways every 335 minutes between 6: am and 6: pm. Route 7. Bus route 7 provides access between CTC Transit Center and Lents and travels briefly on 82 nd Avenue and nue within the study area. Route 7 is a regional bus route offering service on both weekdays and weekends. It operates on headways between 5 and 3minute headways. Route 72. Bus route 72 provides access between Swan Island and the CTC Transit Center and travels briefly on 82 nd Avenue and nue within the study area. Route 72 is a frequent service bus and runs on seven to 3minute headways every day of the week. Route 79. Bus route 79 provides access between CTC Transit Center and the Oregon City Transit Center. Route 79 is a regional bus route offering service on both weekdays and weekends. It operates on 3 to 35minute headways, entering the study area via 82 nd Avenue and nue. Eagle Landing Traffic Impact Analysis 9

14 Route 52. Bus route 52 provides access between CTC Transit Center and the CTC. Route 52 only offers service on weekdays and accesses the study area via 82 nd Avenue and nue. It operates on 3minute headways during the AM and PM peak periods and 75minute headways during the rest of the day. MAX Green Line. The light rail green line provides access between the CTC Transit Center and Portland State University in Downtown Portland via the route identified in the map below. The Green Line operates on to 3minute headways daily Analysis Period According to turning movement counts collected in 26, the critical traffic period in 26 was the evening PM peak period. The analysis assumes that the PM peak hour will be the period from 4:35:3 PM. The morning peak hour of 7:58:5 AM and the Midday peak hour of 2:: PM were also analyzed. As stated in section above, Clackamas County operational standards for the PM peak govern a twohour peak period. An analysis of the turning movement counts collected in 26 identify the side hour (defined as 3 minutes on each side of the peak hour) as having 95% of the volume of the peak hour in the PM. This implies that as long as the peak hour V/C ratio is less than.4, the side hour V/C ratio will be under the.99 standard for the side hour SimTraffic Model Calibration Before the analysis could begin, the Synchro and SimTraffic models were calibrated for local conditions. For the calibration, traffic volumes, lane configurations, lane utilization and signal timing were input into the Synchro and SimTraffic models. The SimTraffic model was then run for the PM peak hour. The hourlong simulation was conducted with a Peak Hour Factor (PHF) to replicate the peaking traffic patterns within the peak hour. Turning speeds and headway factors in the SimTraffic model were adjusted and the PM peak hour was resimulated and, once again, compared to the field observations. This process was repeated until the model was visually comparable to the actual field observations. Once this visual level of calibration was gained, volume throughputs were summarized from the SimTraffic simulations and compared to actual count data. Additionally, to further calibrate the model to observed field conditions, the following location specific calibration measures were used: At the intersection of 82 nd Avenue and Sunnyside Road (#7) in the PM peak hour models: o The northbound and southbound leftturn pockets were extended to replicate the twowayleftturnlane that is present on 82 nd Ave, to match observations in the field. o The westbound leftturn speed was increased to 2 MPH to replicate queue lengths observed in the field. o The westbound leftturn headway was reduced from. to.75 to replicate queue lengths observed in the field. o All other movement headways were reduced from. to.9 to replicate queue lengths observed in the field. At the intersection of Sunnybrook Boulevard and the Northbound I25 Ramp Terminal (#25): o The northbound rightturn speed was increased to 2 MPH to replicate field observations. Eagle Landing Traffic Impact Analysis

15 At the intersection of Sunnyside Road and Stevens Road (#2) in the midday and PM peak hours: o The southbound leftturn speed was increased to 2 mph to replicate field observations. o The southbound leftturn and through saturation flow rates were increased to 2, vehicles per hour to replicate queue lengths observed in the field. o The eastbound leftturn saturation flow rate was increased to 2 vehicles per hour to replicate queue lengths observed in the field. At the intersection of Stevens Road and the Shopping Center Entrance (#6): o The southbound through movement saturation flow rate was increased to 2, vehicles per hour to replicate queue lengths observed in the field. Given the limited field data used for this (and most) traffic analysis, the manufacturers of SimTraffic consider calibration to within 2% of actual counts a realistic goal. A % calibration is considered excellent but generally requires more detailed field data such as acceleration rates, reaction times, headways, and free flow speeds. ODOT s Transportation Planning and Analysis Unit (TPAU) has collected field data and suggested edits to some of these default simulation parameters. The suggested TPAU edits have been included in this analysis. Finally, seven SimTraffic simulation seeds were run and the highest and lowest total delay seeds were omitted. The remaining five runs were averaged to obtain an average model run. With respect to volume served, if a movement demand was less than 5 vehicles it was assumed to be calibrated if the served volume was within five vehicles of the actual count. If a movement demand was over 5 vehicles, the or 2% goal was calculated. In the AM peak hour, 99% of the movements present were within the % goal and % of the movements were within the 2% goal. In the Midday peak hour, 96% of the movements present were within the % goal and % of the movements were within the 2% goal. In the PM peak hour, 99% of the movements present were within the % goal and % of the movements were within the 2% goal. The input demands and volume served are reported in Appendix A Existing Traffic Conditions This section summarizes the traffic conditions within the study area for the year of Traffic Volumes New intersection turning movement counts were collected for 25 study area intersections in May and June 26. To meet the applicable City, County, and State standards, counts were conducted during the AM, midday, and PM peak hours. Table 3 summarizes the dates of the data collection for each count period. Eagle Landing Traffic Impact Analysis

16 Table 3. Traffic Count Collection Dates (26) Count Period Intersection AM Midday PM. Johnson Cr Blvd at 5/4/26 5/4/26 2. Johnson Cr Blvd at 5/4/26 5/4/26 3. Johnson Cr Blvd at 5/4/26 5/4/26 4. Otty Rd/Idleman Rd at /92 nd Ave 5/4/26 5/4/26 5. Idleman Rd at 92 nd Ave 5/4/26 5/4/26 6. Hillcrest Rd at 5/4/26 5/4/26 7. at Causey 6/5/26 6/6/26 8. Causey Ave at 6/5/26 6/6/26 9. William Otty Rd at 6/6/26 6/6/26. William Otty Rd at Valley View Terr 6/6/26 6/6/26. at 6/4/26 6/4/26 6/4/26 2. at 6/5/26 6/5/26 3. at 6/5/26 6/5/26 4. Apartment Driveway at 6/5/26 6/5/26 5. at 6/4/26 6/4/26 6. Shopping Center at 6/4/26 6/4/ nd Ave 6/4/26 6/4/26 6/4/ rd Ave 6/5/26 6/5/ /4/26 6/4/26 6/4/ /4/26 6/4/26 6/4/ /4/26 6/4/ Valley View Terr 6/4/26 6/4/ Sunnybrook Blvd at 82 nd Ave 6/5/26 6/5/ Sunnybrook Blvd at 6/5/26 6/5/26 6/5/ Sunnybrook Blvd at 6/5/26 6/5/26 6/5/26 Note: Cells shaded in grey indicate traffic counts were not needed for this time period Figure 2 depicts the 26 existing AM turning movement volumes, Figure 3 depicts the 26 existing Midday turning movement volumes and Figure 4 depicts the 26 existing PM turning movement volumes. The raw intersection counts are found in Appendix B. Eagle Landing Traffic Impact Analysis 2

17 Johnson Cr Blvd at Johnson Cr Blvd at Causey Ave at WB 2 WB 8 W 53 9 W WB79 WB426 W 89 W 6 SBS BL WB63 SBSBBL WB63 SBSBL W 5 SBSBL W BL NB NBTNBR 64BT 296BT 25BT 64BT 338BR 456BR 8BR 7BR 527 TEV = 2752 TEV = 233 TEV = 56 TEV = 26 William Otty Rd at at at Apt Driveway at Valley View Terr 3 4 # W # W 94 # W # W W 37 W 79 W 3 W SBSBL W 36 SBSBL W 6 SBSBL W 32 SBSBL W ## BL NB BL NB 3 NBTNBR NBTNBR 2BT 68BT BT BT 44BR 42BR 3BR 5BR TEV = 222 TEV = 92 TEV = 33 TEV = 3 Sunnybrook Blvd at # W 84 # W # W 53 # W 2 W 439 W 657 W 84 W SBSBL W 95 SBSBL W 259 SBSBL W SBSBL W BL NBTNBR BT 429BT 27BT BT 224BR 36BR BR BR TEV = 2879 TEV = 272 TEV = 366 TEV = 227 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 33 W 63 W 947 SBSBL W 473 SBSBL W BT 43BT 65BR BR TEV = 86 TEV = Figure 2 William Otty Rd at Existing (26) Johnson Creek Blvd 2 Otty Rd Sunnybrook Blvd Idleman Rd Hillcrest Rd Causey Ave 9 Sunnyside Rd 22 AM Peak Hour Turning Movement Volumes Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number Intersection not analyzed during this time period Eagle Landing Mixeduse Development

18 Johnson Cr Blvd at Idleman Rd at Idleman Rd at Hillcrest Rd at Causey Ave at 3 W 7 4 W 76 5 W 6 W 7 7 W 39 W 95 W 98 W 6 W W SBSBL W 24 SBSBL W 35 SBSBL W 6 SBSBL W 8 SBSBL W BL NB BL NB 42 BL NB NBTNBR NBTNBR NBTNBR 88BT 99BT 77BT BT BT 26BR 9BR 52BR 9BR BR TEV = 332 TEV = 224 TEV = 455 TEV = 2 TEV = 93 at at Shopping Center at at # W 75 # W # W 33 # W 86 # W 7 W W W W W SBSBL W 2 SBSBL W SBSBL W SBSBL W ## BL NB BL NB 78 BL NB 8 NBTNBR NBTNBR 56 NBTNBR 5BT 5BT 479BT 9BT 33BT 49BR 255BR 29BR 48BR 25BR TEV = 2799 TEV = 278 TEV = 223 TEV = 523 TEV = rd Ave Valley View Terr # W # W # W 592 # W 87 # W 55 W 25 W 997 W 32 W 9 W 66 SBSBL W 245 SBSBL W 36 SBSBL W SBSBL W 48 SBSBL W 5 BL NBTNBR BT 6BT 29BT 777BT 533BT 33BR 37BR BR 87BR 25BR TEV = 356 TEV = 395 TEV = 3863 TEV = 352 TEV = 3458 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 297 W 74 W 864 SBSBL W 396 SBSBL W Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Figure 3 Existing (26) Midday Peak Hour Turning Movement Volumes Intersection Number Johnson Creek Blvd Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside Rd 22 Intersection not analyzed during this time period BT 597BT 26BR BR Sunnybrook Blvd = = TEV 2497 TEV 2953 Eagle Landing Mixeduse Development

19 Johnson Cr Blvd at Johnson Cr Blvd at Johnson Cr Blvd at Idleman Rd at Idleman Rd at WB 2 WB 3 W 4 4 W 7 5 W WB758 WB376 W 78 W 8 W 93 SBS BL WB34 SBSBBL WB9 SBSBL W 22 SBSBL W 59 SBSBL W BL NB BL NB 59 NBTNBR NBTNBR 96BT 63BT 92BT 22BT 38BT 452BR 555BR 363BR 47BR 74BR TEV = 3287 TEV = 2455 TEV = 26 TEV = 827 TEV = 732 Hillcrest Rd at Causey Ave at Causey Ave at William Otty Rd at William Otty Rd at Valley View Terr W 7 W 55 8 W 23 9 W # W W W W 7 W 74 W 53 SBSBL W 5 SBSBL W 43 SBSBL W 8 SBSBL W 2 SBSBL W 2 ## BL NB BL NB BL NB NBTNBR 24 NBTNBR 9 NBTNBR BT BT 4BT 46BT 8BT BR BR 46BR 7BR 74BR TEV = 263 TEV = 36 TEV = 532 TEV = 293 TEV = 369 at at at Apt Driveway at at # W 7 # W 7 # W 5 # W # W 77 W 69 W 5 W W W 458 SBSBL W 45 SBSBL W 8 SBSBL W 3 SBSBL W SBSBL W BT 9BT 2BT BT 567BT 29BR 276BR 7BR BR 42BR TEV = 37 TEV = 644 TEV = 38 TEV = 325 TEV = 46 Shopping Center at 93rd Ave # W 7 # W 67 # W # W # W 473 W W 468 W 2 W 895 W 92 SBSBL W 97 SBSBL W 277 SBSBL W 22 SBSBL W 339 SBSBL W Johnson Creek Monterey Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside 22 Figure 4 Existing (26) PM Peak Hour Turning Movement Volumes Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number 9 3 BL NBTNBR 396BL 7BT 493BT 23BT 74BT 33BT 49BR 288BR 35BR 248BR BR NB NBTNBR Sunnybrook Blvd TEV = 65 TEV = 4382 TEV = 325 TEV = 3964 TEV = 378 Sunnybrook Blvd at Sunnybrook Blvd at Sunnybrook Blvd at Valley View Terr # W 249 # W 56 # W 353 # W # W 337 W 2 W 372 W W 65 W 993 SBSBL W 25 SBSBL W 23 SBSBL W 453 SBSBL W 527 SBSBL W BT 27BT BT 963BT 9BT 87BR 38BR BR 262BR BR TEV = 42 TEV = 3767 TEV = 429 TEV = 2776 TEV = Eagle Landing Mixeduse Development

20 26 Intersection Operations Table 4 depicts the intersection operational results for the year 26. The full Synchro/SimTraffic outputs are contained in Appendix C. Under existing conditions, all of the study area intersections meet the applicable operational performance standards during the AM, Midday or PM peak hour. The operational standards are summarized in Section 2..4 (Summary of Study Area Performance Standards) and listed in Table (page 4). Table Existing Intersection Operations Intersection Operations AM MD PM Johnson Cr Blvd at V/C LOS C C 2 Johnson Cr Blvd at V/C.5.54 LOS B B 3 Johnson Cr Blvd at V/C LOS C C 4 Otty Rd/Idleman Rd at / V/C.5.62 LOS C C 5 Idleman Rd at V/C.9.5 Unsignalized (NB stop controlled) LOS B B 6 Hillcrest Rd at V/C..8 Unsignalized (allway stop controlled) LOS A A 7 Causey Ave at V/C.33.5 LOS A A 8 Causey Ave at V/C.4/.45.28/.4 Unsignalized (EB/WB stop controlled) LOS C/C B/B 9 William Otty Rd at V/C.5.7 Roundabout (NB/EB/WB) LOS overall: A, each approach: A/A/A overall: A, each approach: A/A/A William Otty Rd at Valley View Terr V/C.9.25 Unsignalized (allway stop controlled) LOS A A at V/C LOS B C C 2 at V/C LOS C B 3 at V/C.23.9 Roundabout (NB/SB/EB/WB) LOS overall: A, each approach: A/A/A/A overall: A, each approach: A/A/A/A 4 Apt Driveway at V/C.. Unsignalized EB stop controlled LOS A A 5 at V/C LOS B A 6 Shopping Center at V/C.44.4 LOS B B 7 V/C LOS C D D 8 93rd Ave V/C LOS B B 9 V/C LOS C C C 2 V/C (metered onramp) LOS C B C 2 V/C Eagle Landing Traffic Impact Analysis 6

21 Table Existing Intersection Operations Intersection Operations AM MD PM LOS C D 22 Valley View Terr V/C LOS A B 23 Sunnybrook Blvd at V/C LOS B C 24 Sunnybrook Blvd at V/C (metered onramp) LOS C B C 25 Sunnybrook Blvd at V/C LOS B B C Notes: SHAD!!E Cells shaded in grey indicate traffic analysis was not required for this time period. ODOT Ramp terminals may reference a.9 v/c or below if queuing is shown to not affect the safe deceleration area. 26 Intersection Queuing This section describes the presence and extent of queuing within the study area. When a movement at an intersection is operating near or above capacity, a queue starts to form. Depending on intersection operations, these queues can grow long enough to spill out from turn lanes and begin to affect through lanes. If an entire approach is over capacity, the resulting queuing can affect the entire roadway segment. Table C in Appendix C summarizes queue lengths within the study area and the available queuing storage for supplemental turn lanes. These queue lengths are summarized to give a reference point from which to compare future queue lengths. The turn movements observed exceeding their available storage are shown in Table 5 below. For the most part, excessive queuing is isolated and queues do not effect adjacent intersections. The exception is along Sunnyside Road. It is for this reason that Clackamas County is working on deploying adaptive signal timing along the Sunnyside corridor between 93 rd Avenue and Sunnybrook Boulevard. Table Existing 95 th Percentile Queue Lengths by Movement Intersection Johnson Cr Blvd at (Ramp Terminal) 2 Johnson Cr Blvd at (Ramp Terminal) 3 Johnson Cr Blvd at at 2 Bob Schumacher & 6 Shopping Center at Movement Queue Length (ft) AM Midday PM Available Storage (ft) WBL WBL EBL NBL NBL NBR SBTR 5 5 SBL 2 2 Eagle Landing Traffic Impact Analysis 7

22 Table Existing 95 th Percentile Queue Lengths by Movement Intersection rd Ave & Sunnyside Rd 9 2 (metered onramp) 2 22 Valley View Terr 23 Sunnybrook Blvd at 24 Sunnybrook Blvd at (metered onramp) 25 Sunnybrook Blvd at Movement EBL EBR WBL NBL NBR SBL SBR Queue Length (ft) AM Midday PM Available Storage (ft) WBL 2 2 WBL EBL EBL EBL WBL WBTR SBL NBL WBL SBL EBT WBL EBL NBR Safety Summary A safety analysis was conducted to determine if there are any significant documented safety issues or trends at the study intersections. The safety analysis included a review of crash history obtained from ODOT s online GIS database, which displays crash records from ODOT s Crash Analysis and Reporting Unit in a mapping platform. The data summarized in this analysis is for the three most recent full years of crash data available at the time of the analysis (January, 22 through December 3, 24). Data from 25 is still preliminary and was not considered for this analysis (as of 3/8/27). Crash information through ODOT is collected from police reports (local/county/state), and required crash reports from drivers who have been in accidents. These reports are compiled by ODOT staff into a computer database by day/month/calendar year and by location. It should also be noted that this analysis only accounts for those crashes that were reported. In Oregon, legally reportable crashes are those involving death, bodily injury or damage to any one person's property in excess of $,5. The detailed crash reports can be found in Appendix D. Calculation of Crash Rates The crash rates were calculated from ODOTprovided crash data. For a crash to be considered associated with an intersection, it must occur within.5 miles (265 feet) of the intersection. Beyond this distance, crash data would be placed in the segment category. However, no study area roadways are longer than mile without an intersection; therefore, there are no segments to analyze. Eagle Landing Traffic Impact Analysis 8

23 Intersection crash rates were calculated using the following equations: Crashes,, rateint 365 Years ADT, where Rate int = Crash rate per Million Entering Vehicles (MEV) Crashes = Number of crashes during the time segment Years = Number of years being studied ADT = Average Daily Traffic volume entering the intersection The number of crashes was determined from ODOT crash data. The sum of the total PM peak hour entering volumes, from each leg, was multiplied by ten in order to estimate an intersection ADT. Crash rates were then calculated for the entire threeyear study period. Intersection Crash Rates The crash analysis included a review of crash history data supplied by the ODOT Crash Analysis and Reporting Unit for the period between January, 22, and December 3, 24, which were the three most recent full years for which crash data were available and complete at the time of the analysis. At the time this report was written, the 25 data was preliminary and subject to change; fatal and injury rates will be skewed until the data is finalized. Crash history within the project area was screened to identify crashes at or near the 25 study intersections based on location (within 265 ft of the intersection). The crash history summarized by intersection is shown in Table 6. Each location has a breakdown of collision type and severity. Between 22 and 24, there were 493 crashes in the study area. Five of these crashes resulted in serious injuries and 264 resulted in minor injury. The rest resulted in property damage only. No fatalities were recorded at intersections during the analysis period. Of the reported crashes, over half (54 percent) were rearend collisions, 23 percent were turning movement, and percent were angle collisions. These collisions types are typical for highvolume intersections such as those included in the study area. Intersection crash rates were calculated for each location, which represent the number of crashes at an intersection per million entering vehicles (MEV). The crash rates were compared to the published statewide 9 th percentile intersection crash rates. Ten intersections exceeded the statewide 9 th percentile rate. In general, these intersections experience a high volume of daily traffic and a large number of rearend, turning movement, and angle collisions, which are the most common types of collisions observed in the study area. At Johnson Creek Boulevard and the Southbound I25 Ramp Terminal, nearly 4 percent of crashes occurred on the southbound ramp from I25, with the rest involving vehicles traveling eastwest on Johnson Creek Boulevard. The build alternative proposes to fix some of the geometric issues related to the channelized southbound rightturns, which may affect the frequency of rearend collisions in this direction. At the intersection of nue and nue, the majority of collisions reported occurred in the northsouth direction. Construction of the west leg of this intersection was recently completed and may have influenced recent crash history at this location. The crash rate at Sunnyside Road and the Southbound I25 Ramp Terminal was calculated without the volume of southbound rightturns to the CTC. The volume of this movement, if included, would likely reduce the crash rate at this location, especially considering over 6 percent of crashes at this intersection occurred between vehicles on the southbound ramp from I25. Lastly, the intersection of Sunnybrook Boulevard and the Northbound I25 Ramp Terminal experiences a relatively large number of angle crashes (23). Many of the crashes at this intersection involved vehicles in the eastwest direction, some of which were attributed to drivers entering the intersection after the traffic signal turned red. Eagle Landing Traffic Impact Analysis 9

24 Table 6. Summary of Collision Types (January, 22 through December 3, 24) Study Intersection Angle Backing Bike/Pedestrian Fixed Object Collision Type RearEnd Sideswipe Meeting Sideswipe Overtaking Turning Movement Total Crashes by Location Severity Johnson Cr Blvd at SB I25 Ramps Johnson Cr Blvd at NB I25 Ramps Johnson Cr Blvd at Otty Rd at Idleman Rd at Hillcrest Rd at Causey Ave at Causey Ave at Causey Ave at William Otty Rd at Valley View Terrace..48 at at at Apartment Driveway at at Shopping Center at Harmony/ rd Ave SB I25 Ramps **.86 2 NB I25 Ramps Valley View Terrace Sunnybrook Blvd at Sunnybrook Blvd at SB I25 Ramps Sunnybrook Blvd at NB I25 Ramps Totals % Crashes by Type % % % 3% 54%.5% 7% 23%.5% % 54% 45% Source: ODOT GIS Crash Data, Crash Analysis and Reporting Unit, January, 22 through December 3, 24. *No fatalities reported during the analysis period **Southbound rightturn volume into the Clackamas Town Center was not considered in this calculation, which may affect the crash rate at this location. Other Serious Injury* Crashes Injury Crashes Property Damage Only Crashes Crash Rate Statewide 9 th Percentile Rate Eagle Landing Traffic Impact Analysis 2

25 4. Future (22) Background Traffic Analysis Roadway Facilities Within the study area, only one intersection improvement was assumed under the Future (22) Background Traffic Analysis: Sunnyside Road at Stevens Road intersection capacity improvement. This improvement is a standalone Clackamas County urban renewal project and is assumed for all year 22 scenarios. This improvement would convert the existing westbound shared through/rightturn lane to an exclusive rightturn lane. It would also convert one of the two southbound exiting lanes (from the intersection to the Kaiser hospital) into a northbound leftturn lane. This improvement, along with signal timing modifications, is expected to increase the overall capacity of the intersection. For all roadway characteristics please refer back to Table 2 (Page 8). This analysis will be referred to as the 22 Background condition Future (22) Background Traffic Conditions This section depicts the traffic conditions within the study area for year 22 if the currently proposed Eagle Landing development was not built. Future (22) Background Traffic Volumes Traffic volumes in recent years have increased significantly because of the rebound from the economic downturn. Because of this, historical growth trends from the previous 5 years are not thought to accurately reflect future growth trends. To calculate the 22 Background volumes, a growth rate of 2% per year was applied to the existing (26) AM, midday and PM traffic volumes. Figure 5, Figure 6 and Figure 7 depict the 22 Background AM, Midday and PM turning movement volumes, respectively. Further details summarizing the development of the 22 Background traffic volumes are found in Appendix E. Eagle Landing Traffic Impact Analysis 2

26 Johnson Cr Blvd at Johnson Cr Blvd at Causey Ave at WB 2 WB 8 W 59 9 W WB873 WB47 W 98 W 7 SBS BL WB8 SBSBBL WB8 SBSBL W 7 SBSBL W BL NB NBTNBR 78BT 327BT 28BT 7BT 374BR 54BR 2BR 8BR 582 TEV = 34 TEV = 2357 TEV = 69 TEV = 239 William Otty Rd at at at Apt Driveway at Valley View Terr 3 4 # W # W 4 # W # W W 4 W 87 W 3 W SBSBL W 4 SBSBL W 28 SBSBL W 35 SBSBL W ## BL NB BL NB 4 NBTNBR NBTNBR 22BT 75BT BT BT 49BR 46BR 3BR 6BR TEV = 245 TEV = 223 TEV = 346 TEV = 332 Sunnybrook Blvd at # W 93 # W # W 587 # W 34 W 485 W 727 W 9 W SBSBL W 5 SBSBL W 286 SBSBL W SBSBL W BL NBTNBR 3 325BT 474BT 35BT BT 248BR 4BR BR BR TEV = 382 TEV = 38 TEV = 3388 TEV = 235 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 346 W 667 W 47 SBSBL W 523 SBSBL W BT 445BT 72BR BR TEV = 997 TEV = Figure 5 William Otty Rd at Future (22) Johnson Creek Blvd 2 Otty Rd Sunnybrook Blvd Idleman Rd Hillcrest Rd Causey Ave 9 Sunnyside Rd 22 Background AM Peak Hour Turning Movement Volumes Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number Intersection not analyzed during this time period Eagle Landing Mixeduse Development

27 Johnson Cr Blvd at Idleman Rd at Idleman Rd at Hillcrest Rd at 3 W 9 4 W 84 5 W 6 W 8 7 W 43 W 5 W 8 W 78 W W SBSBL W 27 SBSBL W 39 SBSBL W 7 SBSBL W 2 SBSBL W BL NB BL NB 46 BL NB NBTNBR NBTNBR NBTNBR 97BT 9BT 96BT BT BT 239BR 99BR 57BR BR BR TEV = 472 TEV = 353 TEV = 53 TEV = 232 TEV = 998 at at Shopping Center at at # W 93 # W # W 47 # W 95 # W 89 W W W W W 6 4 SBSBL W 2 3 SBSBL W SBSBL W SBSBL W ## BL NB BL NB 97 BL NB 9 NBTNBR NBTNBR 72 NBTNBR 56BT 6BT 529BT 2BT 335BT 54BR 282BR 32BR 53BR 238BR TEV = 393 TEV = 42 TEV = 352 TEV = 683 TEV = rd Ave Valley View Terr # W # W # W 654 # W 27 # W 6 W 243 W 2 W 25 W 5 W 786 SBSBL W 27 SBSBL W 398 SBSBL W SBSBL W 53 SBSBL W 7 BL NBTNBR BT 73BT 337BT 859BT 694BT 47BR 35BR BR 27BR 28BR TEV = 3377 TEV = 4367 TEV = 427 TEV = 387 TEV = 3822 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 328 W 778 W 955 SBSBL W 438 SBSBL W Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Figure 6 Causey Ave at Future (22) Johnson Creek Blvd Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside Rd 22 Background Midday Peak Hour Turning Movement Volumes Intersection Number Intersection not analyzed during this time period BT 66BT 287BR BR Sunnybrook Blvd TEV = 276 TEV = 3264 Eagle Landing Mixeduse Development

28 Johnson Cr Blvd at Johnson Cr Blvd at Johnson Cr Blvd at Idleman Rd at WB 2 WB 3 W 5 4 W 78 5 W WB838 WB46 W 86 W 9 W 23 SBS BL WB48 SBSBBL WB32 SBSBL W 24 SBSBL W 65 SBSBL W BL NB BL NB 65 NBTNBR NBTNBR 6BT 697BT 22BT 223BT 42BT 5BR 63BR 4BR 62BR 82BR TEV = 3633 TEV = 274 TEV = 227 TEV = 29 TEV = 89 Hillcrest Rd at Causey Ave at Causey Ave at William Otty Rd at William Otty Rd at Valley View Terr W 7 W 6 8 W 25 9 W # W W W W W W 7 SBSBL W 48 SBSBL W 78 2 SBSBL W SBSBL W ## BL NB BL NB BL NB NBTNBR 27 NBTNBR NBTNBR BT BT 56BT 6BT 88BT BR BR 5BR 9BR 82BR TEV = 29 TEV = 53 TEV = 588 TEV = 324 TEV = 48 at at at Apt Driveway at at # W 89 # W 8 # W 6 # W # W 96 W 76 W 6 W W W 56 SBSBL W 6 SBSBL W 9 SBSBL W 4 SBSBL W SBSBL W BT BT 2BT BT 627BT 32BR 35BR 8BR BR 46BR TEV = 3394 TEV = 87 TEV = 35 TEV = 359 TEV = 65 Shopping Center at 93rd Ave # W 8 # W 85 # W # W # W 523 W 2 W 57 W 229 W 989 W 27 SBSBL W 7 SBSBL W 36 SBSBL W 234 SBSBL W 375 SBSBL W Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Figure 7 Idleman Rd at Future (22) Johnson Creek Monterey Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside 22 Background PM Peak Hour Turning Movement Volumes Intersection Number 45 BL NBTNBR 438BL 8BT 545BT 36BT 298BT 45BT 54BR 38BR 49BR 274BR BR NB NBTNBR Sunnybrook Blvd TEV = 825 TEV = 4843 TEV = 3344 TEV = 438 TEV = 478 Sunnybrook Blvd at Sunnybrook Blvd at Sunnybrook Blvd at Valley View Terr # W 275 # W 62 # W 39 # W # W 372 W 7 W 56 W W 669 W 97 SBSBL W 28 SBSBL W 25 SBSBL W 5 SBSBL W 582 SBSBL W BT 228BT BT 64BT 996BT 96BR 42BR BR 29BR BR TEV = 4423 TEV = 463 TEV = 4453 = = TEV 368 TEV 3844 Eagle Landing Mixeduse Development

29 Future (22) Background Traffic Operations Table 7 depicts the intersection operational results for the year 22 if the currently proposed Eagle Landing development was not built. The full Synchro/SimTraffic outputs are contained in Appendix F. Under 22 Background conditions, all of the study area intersections meet the applicable operational performance standards during the AM, midday or PM peak hour, with the exception of Johnson Creek Boulevard at the I25 southbound ramp terminal. This intersection operates at a V/C of.94, which exceeds the performance standard of.9. It should be noted that normally the standard is a V/C of.85; however,.9 is acceptable if queuing is not expected to create safety concerns. It is understood that the City of Happy Valley intends to convert the intersection of Stevens Road at Causey Avenue to an allway stop controlled intersection. As such, all of the future (22) analyses in this TIS assume that the intersection of Stevens Road at Causey Avenue will operate as an allway stop controlled intersection. Under all scenarios, there are no approaches that exceed LOS C. As the City standard is an overall LOS of D or better, it is expected that this intersection would operate within City standards as an allway stop controlled intersection. Table 7. Future (22) Background Intersection Operations Intersection Johnson Cr Blvd at 2 Johnson Cr Blvd at 3 Johnson Cr Blvd at 4 Otty Rd/Idleman Rd at / 5 Idleman Rd at Unsignalized (NB stop controlled) 6 Hillcrest Rd at Unsignalized (allway stop controlled) 7 Causey Ave at 8 Causey Ave at Unsignalized (allway stop controlled) 9 William Otty Rd at Roundabout (NB/EB/WB) William Otty Rd at Valley View Terr Unsignalized (allway stop controlled) at 2 at 3 at Roundabout (NB/SB/EB/WB) 4 Apt Driveway at Unsignalized EB stop controlled 5 at Operations AM MD PM V/C LOS C C V/C LOS B B V/C LOS C C V/C LOS C C V/C..8 LOS B B V/C.3.2 LOS A A V/C LOS A A V/C LOS B A V/C.6.8 LOS overall: A, each overall: A, each approach: A/A/A approach: A/A/A V/C..28 LOS A A V/C LOS B C C V/C LOS C C V/C.26.2 LOS overall: A, each overall: A, each approach: A/A/A/A approach: A/A/A/A V/C.. LOS A A V/C LOS B B Eagle Landing Traffic Impact Analysis 25

30 Table 7. Future (22) Background Intersection Operations Intersection Operations AM MD PM 6 Shopping Center at V/C LOS B B 7 V/C LOS C D D 8 93rd Ave V/C LOS B B 9 V/C LOS C D C 2 V/C (metered onramp) LOS B D D 2 V/C.8.87 LOS C D 22 Valley View Terr V/C.6.63 LOS A B 23 Sunnybrook Blvd at V/C.5.8 LOS B C 24 Sunnybrook Blvd at V/C (metered onramp) LOS C B C 25 Sunnybrook Blvd at V/C LOS B C D Notes: SHAD!!E Cells shaded in grey indicate traffic analysis was not required for this time period _TEXT_ Cells shaded in black with bold white text indicate intersection exceeds operational standard Future (22) Background Traffic Queuing The queuing results for the 22 Background condition is intended to be a reference point for assessing the impacts of the trips generated by the proposed Eagle Landing development. Table F in Appendix F summarizes queue lengths within the study area and the available queuing storage for supplemental turn lanes. The queuing results indicate that the study area intersections are expected to be relatively congestion free with the exception of the 82 nd Avenue corridor. The supplemental turn lanes that are expected to exceed their available storage are shown in Table 8 below: Table 8. Future (22) Background 95 th Percentile Queue Lengths by Movement Queue Length (ft) Available Intersection Movement AM Midday PM Storage (ft) Johnson Cr Blvd at WBL Johnson Cr Blvd at WBL Johnson Cr Blvd at 4 Otty Rd/Idleman Rd at Bob Schumacher Rd/ at EBL NBL SBL SBR SBL WBL NBL NBR SBL Eagle Landing Traffic Impact Analysis 26

31 Table 8. Future (22) Background 95 th Percentile Queue Lengths by Movement Intersection 2 at rd Ave & Sunnyside Rd 9 2 (metered onramp) 2 22 Valley View Terr 23 Sunnybrook Blvd at 24 Sunnybrook Blvd at (metered onramp) 25 Sunnybrook Blvd at Movement NBL SBTR EBL EBR WBL NBL NBR SBL SBR Queue Length (ft) AM Midday PM Available Storage (ft) WBL WBL EBL EBR WBL WBTR SBL NBL WBL NBR SBL EBT WBL EBL NBR Eagle Landing Traffic Impact Analysis 27

32 5. Site Development Concept The conceptual site plan, shown in Figure 8, depicts the most current concept of what the Eagle Landing development will look like once built. This TIS only analyzes the traffic impacts of the proposed 695, square feet of development on the east side of Stevens Road and is in alignment with the Master Plan application. Where the conceptual site plan might vary from standards, every attempt will be made through the later design review process to meet the applicable standards. Where this might not be feasible, requests for variances will be submitted. The Monterey connection between Stevens Road and Bob Schumacher Road is not assumed to be in place for this analysis. Both the New Hope Church and the Steven s Orchards Apartments are assumed to remain in place and their associated trips are accounted for in the existing traffic counts. 5.. Access Point Spacing The City of Happy Valley identifies access spacing standards in Table 4 of the City s TSP, and Clackamas County identifies these standards in section 22.4 of the County Roadway Standards. Where the proposed access points fail to meet the applicable standards, it is anticipated that a variance will be applied for through the design review process. nue is designated by both Clackamas County and Happy Valley as a Collector. Table 4 of the City s TSP states that access spacing for full access should be a minimum of 4 feet, while the minimum drops to 2 feet for limited access intersections. Access spacing standards are referenced to the closest adjacent intersection or access point. Access A: This stop controlled limited access (rightin/rightout) driveway is approximately 3 feet east of the Stevens Road at nue roundabout. (A design variance would not be required) Access B: This stop controlled full access intersection is approximately 24 feet east of Access A. (A design variance would be required) Access C: This stop controlled full access intersection is approximately 375 feet east of Access B. (A design variance would be required) Access D: This stop controlled limited access (rightin/rightout) driveway is approximately 73 feet east of Access C. (A design variance would not be required) As Stevens Road is designated by both Clackamas County and Happy Valley as a Collector, the minimum spacing of limited access intersections is defined as 2 feet. Access E: This northbound limited access intersection (rightin/rightout only) is located approximately 36 feet south of the roundabout intersection of Stevens Road at nue and 44 feet north of the signalized intersection of Bob Schumacher Road at Stevens Road. This spacing meets the City s 2foot requirement, it was intentionally offset due to the difference in anticipated queuing requirements between the roundabout (to the north) and the signal (to the south). (A design variance would not be required) Eagle Landing Traffic Impact Analysis 28

33

34 5.2. Access Point Sight Distance A sight distance analysis was completed for each of the proposed driveway locations and is discussed below. The access points will be designed to meet all applicable City of Happy Valley and Clackamas County sight distance requirements. AASHTO methodology was used to determine minimum sight distance requirements for driveway access points. Topographic survey data as well as scaled site plan designs were used to confirm that the access points meet the sight distance requirements based on the design speed of the given roadway. Access point sight distance should be reanalyzed and confirmed during the design review process as minimal detail is currently available to verify sight lines. Table 3 of the current version of the AASHTO A Policy on Geometric Design of Highways and Streets states that the stopping sight distance for roadways with design speeds of: 25 mph is 55 feet, 3 mph is 2 feet, 35 mph is 25 feet, and 4 mph is 35 feet. Accesses A through D will be on the existing stretch of nue east of Stevens Road, while Access E will be on Stevens Road just north of Bob Schumacher Road. These stretches of roadway have design speeds of 35 mph and a corresponding stopping sight distance requirement of 25 feet. Access A: Due to the close proximity to the roundabout at the intersection of Stevens and Monterey, this access point is assumed to be rightin/rightout only. A stopped driver looking left for approaching vehicles would have an unimpeded sight distance of approximately 26 feet (exceeding the minimum requirement of 25 feet). Access B: This access point is assumed full access with a stopped northbound approach. A stopped driver looking left or right would have an unimpeded sight distance of more than 35 feet (exceeding the minimum requirement of 25 feet). Access C: This access point is assumed full access with a stopped northbound approach. A stopped driver looking left or right would have an unimpeded sight distance of more than 35 feet (exceeding the minimum requirement of 25 feet). Access D: Due to the proximity to the reversing curves to the west and east on Monterey, this access point is assumed to be rightin/rightout only. A stopped driver looking left for approaching vehicles would have an unimpeded sight distance of approximately 265 feet (exceeding the minimum requirement of 25 feet). Access E: Due to the close proximity to the intersections of Bob Schumacher Road at Stevens Road to the south, and Stevens Road at nue to the north, this access point has been developed as a northbound RIRO only. No leftturn movements will be allowed at this intersection. Drivers stopped on the east leg of the intersection will have at least 43 feet of unimpeded sight distance (exceeding the minimum requirement of 25 feet) Pedestrian and Bicycle Access and Circulation The Eagle Landing development has been designed with the utmost attention paid to creating the most livable, workable, playable multiuse development around. As such, all internal roadways are planned to have dedicated bicycle lanes and oversized pedestrian walkways. Most pedestrian areas are being designed to be at least ten feet wide, but in many cases 4 feet or more. Eagle Landing Traffic Impact Analysis 3

35 The City TSP identifies connectivity maximum requirements of 33 feet for bicycle and pedestrian connections. The site plan has been developed to provide for access to roadways adjacent to the site at approximately 2 to 25 foot intervals. The only area of the site where this high level of connectivity is not provided is along the southern edge of the property east of Stevens Road. In this area, the development will be built up to the edge of an existing natural area and adjacent to existing developments. As we cannot guarantee that adjacent property owners will grant access to this development, we have not shown access as being provided. However, our intent is to contact adjacent property owners to seek mutually beneficial bicycle and pedestrian access points between the Eagle Landing development and areas to the south. An additional site plan showing the location of pedestrian circulation routes is shown in Figure Location and Extent of OnSite Parking Per the City Code, the Eagle Landing development will require,493 parking stalls. A conceptual layout showing the location and size of four parking lots/garages is shown in Figure. At this stage, the garages have not been fully laid out. It is expected that as tenants are identified for the various uses throughout the site, the layout of each individual garage will be developed and can then be reviewed and refined through the design review process. Eagle Landing Traffic Impact Analysis 3

36 LEGEND EAGLE LANDING MIXED USE DEVELOPMENT HAPPY VALLEY, OREGON EAGLE LANDING MUD 49 PEDESTRIAN PATHWAY RIGHT IN / OUT ACCESS FULL SITE ACCESS RIGHT IN / OUT ACCESS FULL SITE ACCESS AUTO AND PEDESTRIAN CIRCULATION PLAN RIGHT IN / OUT ACCESS C B EMERGENCY FIRE ACCESS RIGHT IN / OUT ACCESS A 2' WIDE FIRE ACCESS ROAD CITY OF HAPPY VALLEY, OREGON 5 3

37

38 6. Future (22) Build This section describes the traffic conditions within the study area if the 695, s.f. Eagle Landing development were to be built. This development is not expected to require any off site transportation infrastructure improvements. The potential design plan can be seen in Figure. 6.. Future (22) Build Site Trip Generation Trip generation for the Proposed Eagle Landing site involves multiple influencing factors. The proposed site plan encompasses the approved Eagle Landing site east of Stevens Road and south of Monterey Avenue in the currently vacant and unimproved lot. The Build traffic conditions reflect the background trips in addition to the trips that would be generated on the site with the buildout of the 695, s.f. Eagle Landing MixedUse Development. The Institute of Transportation Engineers (ITE) report, Trip Generation, 9th Edition, was used to calculate the AM, midday, and PM peak hour trips. At the direction of Clackamas County staff, midday trip generation rates are based on the PM peak hour trip rates (as midday rates are not available from the ITE report). After the initial trip generation was estimated, trip reductions were applied to reflect passby trips to the site along with internal trips that are assumed to be made without the use of a car and remain entirely within the site. Trip Reductions The total trip generation estimate was reduced for both passby trips and internal trip capture. The mixeduse nature of the Eagle Landing development results in a reasonably high internal capture rate. The methodology outlined in the National Cooperative Highway Research Program (NCHRP) 684 was used to arrive at internal trip reduction percentages by land use. ITE defines internal trip reduction as: a percentage reduction that can be applied to the trip generation estimates for individual land uses to account for trips internal to the site. The methodology in the ITE Trip Generation Handbook, 3 rd Edition, was used to calculate passby trip volumes. The only use proposed for the Eagle Landing development that ITE provides a passby reduction for is the Shopping Center use. The other uses have a negligible (if any) percent of passby trips. The ITE Trip Generation Handbook discusses passby trips as: made as intermediate stops on the way from an origin to a primary trip destination without a route diversion. Passby trips are attracted from traffic passing the site on an adjacent street or roadway that offers direct access to the generator. Passby trips are not diverted from another roadway. The following is an important note taken from the Trip Generation, 3 rd Edition, Handbook: It is important to note that these [passby trip] reductions are applied externally to the site (i.e., at entrances, at adjacent intersections, and on adjacent roadways). The trip reduction for internally captured trips is separate from the reduction for passby trips. These are two distinct phenomena, and both could be applicable for a proposed development. The internal trips, if present, should be subtracted out before passby trip reductions are applied Eagle Landing Traffic Impact Analysis 34

39 Figure Eagle Landing MixedUse Community Land Use A Access Name Rightin/Rightout Access Full Movement Access A B C D Assumptions for New Development: 5, s.f. Office 7, s.f. Retail 25 unit Hotel 5 Condominiums E Eagle Landing Mixeduse Development

40 Future (22) Build Peak Period Trip Generation Table 9 depicts the total additional AM and Midday/PM peak hour network trips associated with the proposed Eagle Landing development (totaling 695, square feet) after the internal and passby trips were removed. Appendix G contains worksheets for the internal capture computations for the AM and Midday/PM peak hours. Table 9. AM & Midday/PM Peak Hour Additional Network Trips Generated by the Proposed Development AM Peak Hour Midday/PM Peak Hour Land Use ITE Code Area Total In Out Total In Out Residential Condominium/ Townhouse 23 5 Units Internal Trips () Additional Network Trips Hotel (Hotel) Internal Trips () Rooms Additional Network Trips General Office (Office) , Internal Trips () S.F. Additional Network Trips Shopping Center (Retail) Internal Trips () 7, PassBy Trips (2) S.F. N/A N/A N/A Additional Network Trips Trips Generated Internal Trips () PassBy Trips (2) N/A N/A N/A Total Additional Network Trips Notes: () Internal trips were calculated using the methodology used in NCHRP 684 (2) Passby trip were calculated with the methodology in the ITE Trip Generation Handbook, 3rd Edition. The associated passby percentage was calculated as 34%. Source: ITE Trip Generation Manual, 9 th Edition 6.2. Future (22) Build Trip Distribution Trip distribution for the AM, Midday and PM peak periods is described below. Peak Period Trip Distribution The trip distribution assumed for this study was derived from a Metro Regional Travel Demand Model that was created for the Sunrise Corridor EIS. A select zone analysis was completed and then manual adjustments were made for known differences in congestion between existing conditions (26) and the conditions present in the 235 model. While the Sunrise Corridor EIS model is not the most current version of Metro s model, the zonal distribution patterns have not changed significantly. The detailed trip distribution percentages are shown in Table. Figure 2 and Figure 3 graphically depict an aggregation of the detailed trip distribution shown in Table. The total trips added to the network during the AM, Midday and PM peak hours under Build conditions are depicted for the study area intersections and accesses in Figure 4 through Figure 6. Keep in mind that not all of the accesses were analyzed for every time period. Eagle Landing Traffic Impact Analysis 36

41 Table. AM & Midday/PM Peak Hour Trip Distribution AM Peak Hour Midday/PM Peak Hour Residential Commercial Residential Commercial Direction In Out In Out In Out In Out East on Hillcrest Rd via % % % % % % % % East on Idleman Rd via % % % % % % 2% 2% West on Otty Rd via 4% 4% % % 4% 3% 2% 2% East on Johnson Cr Blvd via % % % % % % % % North on 92 nd Ave via 2% % % % 2% % 2% 2% North on I25 via 6% 5% % % 5% 4% 2% 3% West on Johnson Cr Blvd via % % % % % % % % East on Idleman Rd via % % % % % % % % West on Otty Rd via 7% 6% 2% 3% 7% 5% 4% 2% East on Johnson Cr Blvd via % % % % % % % % North on 92 nd Ave via 3% 2% % % 4% 2% % % North on I25 at Johnson Cr Blvd via 9% 8% 2% 3% 9% 7% 2% 2% West on Johnson Cr Blvd via 2% 2% % % 2% 2% 4% % North on 82 nd Ave via % 5% % 5% % % % % West on past 82 nd Ave 5% 4% % % 8% 8% 2% 2% South on via % 4% % % % % % % South on 93 rd Ave via Sunnyside Rd 5% 4% 2% 3% % 6% % 2% Clackamas Town Center via Sunnyside Rd 2% 9% 5% 8% % 2% 9% 5% West on Sunnyside Rd % % 7% 9% % % 4% 4% South on I25 via Sunnyside Rd % 5% 5% 5% 7% 3% 9% 6% South on 82 nd Ave via Sunnybrook Blvd % % % 5% 5% % 6% 3% East on Sunnybrook Blvd % % 2% % 3% % 2% % North on I25 via Sunnyside Rd 6% % 2% 5% % % 6% % Hospital 5% 5% 2% 8% 5% 5% 6% 8% Graymor Shopping Center % 3% % % 5% 4% % % East on Sunnyside Rd 4% 6% 36% 2% 7% % 25% 33% East on William Otty Rd 5% 2% % % 4% 4% % % 6.3. Future (22) Build Traffic Volumes The 22 Build volumes were calculated by combining the trips generated by the proposed Eagle Landing development to the 22 background traffic volumes. Figure 7 through Figure 9 depict the 22 Build AM, Midday and PM turning movement volumes at the study area intersections and access points. Further details summarizing the development of the 22 Build traffic volumes are found in Appendix E. Eagle Landing Traffic Impact Analysis 37

42 3%% 3%% 3% 3% 3% 5%% %% Figure 2 AM Peak Hour Trip Distribution %% %4% %2% 2%% 2%% Legend %% Trip Distribution Percentages Residential Commercial %% %% %% 5% 5%% 4%% 2%% 5%% From Town Center = 2% 5% To Town Center = 9% 8% %9% %7% From Promenade = 5% 2% To Promenada = 4% 3% %2% 4%5% %% % 5% %% Eagle Landing Mixeduse Development

43 3%2% 3%5% 22% 24% 3% 6%3% %% Figure 3 Midday / PM Peak Hour Trip Distribution %% 8%4% %6% %2% %2% Legend %% Trip Distribution Percentages Residential Commercial %% %% %% %% 4%% 8%2% 4%% 8%2% From Town Center = % 9% To Town Center = 2% 5% %4% %4% From Promenade = % % To Promenada = 6% 2% 3%2% %3% 5%6% 3% 7%9% %% Eagle Landing Mixeduse Development

44 Johnson Cr Blvd at Johnson Cr Blvd at Causey Ave at William Otty Rd at WB 2 WB 8 W 9 W WB2 W W SBS BL WB SBSBBL WB27 SBSBL W SBSBL W 5 6 BL NB NBTNBR 4BT 9BT BT BT BR BR 2BR BR TEV = 2 TEV = 48 TEV = 3 TEV = 9 William Otty Rd at at at Apt Driveway at Valley View Terr 3 4 # W # W 3 # W 42 # W W 5 W 8 W W SBSBL W SBSBL W 8 SBSBL W 32 SBSBL W BL NB BL NB BL NB BL NB Otty Rd Idleman Rd NBTNBR NBTNBR NBTNBR NBTNBR 4 5 TEV: 4BT 5BT BT BT BR BR BR BR TEV = 9 TEV = 52 TEV = 274 TEV = 37 Sunnybrook Blvd at # W # W # W 5 # W W 3 W 32 W 67 W SBSBL W SBSBL W 36 SBSBL W SBSBL W 2 BL NBTNBR 9BT 3BT 48BT BT BR BR BR BR TEV = TEV = 5 TEV = 63 TEV = 3 Sunnybrook Blvd at Sunnybrook Blvd at Access A at Site generated # W # W 2 W W trips for the # W SBSBL W SBSBL W W 73 SBSBL W 2 7 proposed accesses to the development. BT BT BR BR Pictured in 3BT inset. 42BR TEV = 3 TEV = 43 TEV = Access B at Access C at Access D at Access E at # W # W # W # W 5 W 55 W 4 W 5 W SBSBL W 4 SBSBL W SBSBL W SBSBL W Johnson Creek Blvd 2 Sunnybrook Blvd E A B C Hillcrest Rd Causey Ave 9 Sunnyside Rd D 22 Legend Turning Movement ## Peak Hour Volume Total Entering Volume STOP Control Intersection Roundabout Figure 4 Future (22) AM Peak Hour Site Generated Trips Intersection Number Intersection not analyzed during this time period Rightin/Rightout Access Full Movement Access Proposed Development Site 3BT BT 2BT BT 2BR 9BR 9BR BR 8 55 TEV = 28 TEV = 9 TEV = 9 TEV = Eagle Landing Mixeduse Development

45 Johnson Cr Blvd at Idleman Rd at Idleman Rd at Hillcrest Rd at Causey Ave at 3 W 4 W 6 5 W 6 W 7 W 28 W W W W W SBSBL W SBSBL W SBSBL W 4 SBSBL W SBSBL W Figure 5 Future (22) Build Midday Peak Hour Site Generated Trips BL NB BL NB BL NB NBTNBR NBTNBR NBTNBR BT 9BT BT BT BT 36BR 4BR 26BR BR BR TEV = 82 TEV = 26 TEV = 63 TEV = 63 TEV = 73 at at Shopping Center at at # W # W # W 79 # W 7 # W W 3 W W W W 8 SBSBL W SBSBL W SBSBL W SBSBL W SBSBL W ## 5 BL NB BL NB BL NB 29 NBTNBR NBTNBR NBTNBR 4BT BT BT BT 6BT BR 3BR BR BR BR 2 TEV = 26 TEV = 4 TEV = 455 TEV = 44 TEV = 4 93rd Ave Valley View Terr # W # W # W 33 # W 44 # W W 32 W 42 W 96 W W 44 SBSBL W SBSBL W 54 SBSBL W SBSBL W SBSBL W BL NBTNBR 3 33BT 33BT 58BT BT 8BT BR BR BR BR BR TEV = 75 TEV = 54 TEV = 24 TEV = 43 TEV = 25 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 7 W W SBSBL W SBSBL W Johnson Creek Blvd Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside Rd 22 Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number Intersection not analyzed during this time period 5 5BT BT BR BR Sunnybrook Blvd TEV = 2 TEV = 55 Eagle Landing Mixeduse Development

46 Johnson Cr Blvd at Johnson Cr Blvd at Johnson Cr Blvd at Idleman Rd at Idleman Rd at WB 2 WB 3 W 4 W 6 5 W WB3 WB3 W W W SBS BL WB SBSBBL WB2 SBSBL W SBSBL W SBSBL W Johnson Creek Blvd 2 3 E A B C D Figure 6 Future (22) Build PM Peak Hour Site Generated Trips BL NB BL NB NBTNBR NBTNBR BT 36BT BT 9BT BT BR BR 36BR 4BR 26BR Otty Rd 4 Idleman Rd 5 TEV = 39 TEV = 59 TEV = 82 TEV = 26 TEV = 63 Hillcrest Rd at Causey Ave at Causey Ave at William Otty Rd at William Otty Rd at Valley View Terr 6 W 7 W 28 8 W 9 W # W W W W W W 7 SBSBL W SBSBL W SBSBL W SBSBL W 7 SBSBL W 6 Hillcrest Rd ## BL NB BL NB BL NB NBTNBR NBTNBR NBTNBR BT BT BT BT 6BT BR BR 3BR BR BR 33 TEV = 63 TEV = 73 TEV = 23 TEV = 3 TEV = 3 at at at Apt Driveway at at # W # W # W 24 # W # W 79 W 3 W W W W SBSBL W SBSBL W SBSBL W 25 SBSBL W SBSBL W BT BT BT BT BT BR 3BR BR BR BR 2 TEV = 26 TEV = 4 TEV = 42 TEV = 454 TEV = Shopping Center at 93rd Ave Access A at Access B at # W 7 # W # W # W # W 33 W W W W W Site generated # W # W SBSBL W SBSBL W SBSBL W SBSBL W 54 SBSBL W trips for the W 23 W 95 SBSBL W SBSBL W proposed 4 BL NBTNBR BL NB NBTNBR accesses to the BT 6BT 33BT 33BT 58BT development. BL BR BR BR BR BR 83BT 65BT Pictured in inset. 69BR 2BR NB NBTNBR TEV = 44 TEV = 4 TEV = 75 TEV = 54 TEV = 24 TEV = 385 TEV = 32 Sunnybrook Blvd at Sunnybrook Blvd at Sunnybrook Blvd at Valley View Terr Access C at Access D at Access E at # W 44 # W # W # W # W 7 W W 44 W W W # W # W # W 8 SBSBL W SBSBL W SBSBL W 6 SBSBL W SBSBL W W 4 W 7 W SBSBL W 3 SBSBL W SBSBL W BT 8BT BT 5BT BT BR BR BR BR BR 8BT 5BT BT 47BR 4BR BR TEV = 43 TEV = 25 TEV = 2 = = TEV = 68 TEV = 27 TEV = Sunnybrook Blvd 95 Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number TEV 2 TEV 55 Eagle Landing Mixeduse Development Stevens Causey Ave Sunnyside Rd Rightin/Rightout Access Full Movement Access Proposed Development Site

47 Johnson Cr Blvd at Johnson Cr Blvd at Causey Ave at William Otty Rd at WB 2 WB 8 W 59 9 W WB875 WB473 W 98 W 7 SBS BL WB8 SBSBBL WB27 SBSBL W 7 SBSBL W BL NB NBTNBR 72BT 346BT 28BT 7BT 374BR 54BR 4BR 8BR TEV = 363 TEV = 246 TEV = 722 TEV = 248 William Otty Rd at at at Apt Driveway at Valley View Terr 3 4 # W # W 35 # W 53 # W W 46 W 95 W 4 W SBSBL W 4 SBSBL W 36 SBSBL W 68 SBSBL W BL NB BL NB BL NB BL NB Otty Rd Idleman Rd 2 NBTNBR 4 NBTNBR NBTNBR NBTNBR 4 5 TEV: 26BT 8BT BT BT 49BR 46BR 3BR 6BR TEV = 255 TEV = 275 TEV = 62 TEV = 649 Sunnybrook Blvd at # W 93 # W # W 59 # W 34 W 488 W 758 W 967 W SBSBL W 5 SBSBL W 322 SBSBL W SBSBL W BL NBTNBR 3 333BT 55BT 83BT BT 248BR 4BR BR BR TEV = 393 TEV = 322 TEV = 355 TEV = 2353 Sunnybrook Blvd at Sunnybrook Blvd at Access A at # W # W 348 Build trips for W 667 W 47 # W SBSBL W SBSBL W the proposed 523 W 225 SBSBL W Access B at Access C at Access D at Access E at # W # W # W # W 5 W 5 W 54 W 55 W SBSBL W 4 SBSBL W SBSBL W SBSBL W accesses to the development. 82 3BT 446BT Pictured in 72BR BR inset. 53BT 42BR TEV = 999 TEV = 37 TEV = Johnson Creek Blvd 2 Sunnybrook Blvd E A B C Hillcrest Rd Causey Ave 9 Sunnyside Rd D 22 Figure 7 Future (22) Build AM Peak Hour Turning Movement Volumes Legend Turning Movement ## Peak Hour Volume Total Entering Volume STOP Control Intersection Roundabout Intersection Number Intersection not analyzed during this time period Rightin/Rightout Access Full Movement Access Proposed Development Site 53BT 34BT 25BT BT 2BR 9BR 9BR BR 8 55 TEV = 28 TEV = 64 TEV = 9 = TEV 695 Eagle Landing Mixeduse Development

48 Johnson Cr Blvd at Idleman Rd at Idleman Rd at Hillcrest Rd at Causey Ave at 3 W 9 4 W 5 W 6 W 8 7 W 7 W 5 W 2 W 78 W W SBSBL W 27 SBSBL W 39 SBSBL W SBSBL W 2 SBSBL W BL NB BL NB 46 BL NB NBTNBR NBTNBR NBTNBR 97BT 9BT 96BT BT BT 274BR 4BR 83BR BR BR TEV = 554 TEV = 479 TEV = 566 TEV = 295 TEV = 7 at at Shopping Center at at # W 93 # W # W 326 # W 2 # W 89 W W W W W 73 4 SBSBL W 2 3 SBSBL W SBSBL W SBSBL W ## BL NB BL NB 97 BL NB 37 NBTNBR NBTNBR 72 NBTNBR 7BT 6BT 529BT 2BT 34BT 54BR 295BR 32BR 53BR 238BR TEV = 32 TEV = 452 TEV = 86 TEV = 297 TEV = rd Ave Valley View Terr # W # W # W 687 # W 25 # W 6 W 275 W 44 W 347 W 5 W 83 SBSBL W 28 SBSBL W 452 SBSBL W SBSBL W 53 SBSBL W 7 BL NBTNBR BT 26BT 395BT 859BT 775BT 47BR 35BR BR 27BR 28BR TEV = 3452 TEV = 452 TEV = 45 TEV = 4273 TEV = 3946 Sunnybrook Blvd at Sunnybrook Blvd at # W # W 335 W 778 W 955 SBSBL W 438 SBSBL W Johnson Creek Blvd Otty Rd Idleman Rd Stevens 3 Hillcrest Rd Causey Ave 6 9 Sunnyside Rd 22 Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Figure 8 Future (22) Build Midday Peak Hour Turning Movement Volumes Intersection Number Intersection not analyzed during this time period BT 66BT 287BR BR Sunnybrook Blvd TEV = 2782 TEV = 338 Eagle Landing Mixeduse Development

49 Johnson Cr Blvd at Johnson Cr Blvd at Johnson Cr Blvd at Idleman Rd at Idleman Rd at WB 2 WB 3 W 5 4 W 94 5 W WB84 WB49 W 86 W 3 W 24 SBS BL WB48 SBSBBL WB52 SBSBL W 24 SBSBL W 66 SBSBL W BL NB BL NB 65 NBTNBR NBTNBR 72BT 732BT 22BT 232BT 42BT 5BR 63BR 437BR 77BR 8BR TEV = 3672 TEV = 2772 TEV = 2299 TEV = 245 TEV = 872 Hillcrest Rd at Causey Ave at Causey Ave at William Otty Rd at William Otty Rd at Valley View Terr 6 W 7 W 88 8 W 25 9 W # W W W W 78 W 82 W 65 SBSBL W 7 SBSBL W 48 SBSBL W 2 SBSBL W 3 SBSBL W 22 6 Hillcrest Rd ## BL NB BL NB BL NB NBTNBR 27 NBTNBR NBTNBR BT BT 56BT 6BT 95BT BR BR 8BR 9BR 82BR TEV = 354 TEV = 576 TEV = 7 TEV = 337 TEV = 42 at at at Apt Driveway at at # W 89 # W 7 # W 3 # W # W 375 W 89 W 5 W W W 56 SBSBL W 6 SBSBL W 9 SBSBL W 29 SBSBL W SBSBL W BT BT 2BT BT 627BT 32BR 38BR 8BR BR 46BR TEV = 342 TEV = 857 TEV = 77 TEV = 84 TEV = Shopping Center at 93rd Ave Access A at Access B at # W 25 # W 85 # W # W # W 555 W 2 W 526 W 26 W 3 W 33 Build trips for the # W # W SBSBL W 7 SBSBL W 36 SBSBL W 245 SBSBL W 429 SBSBL W W 249 W 5 SBSBL W SBSBL W proposed accesses to the 45 BL NBTNBR 438BL NB NBTNBR BT BT BT BT BT development BR 38BR 49BR 274BR BR Pictured in inset. 32BT 4BT 69BR 2BR TEV = 2239 TEV = 4857 TEV = 349 TEV = 4536 TEV = 449 TEV = 454 TEV = 388 Sunnybrook Blvd at Sunnybrook Blvd at Sunnybrook Blvd at Valley View Terr Access C at Access D at Access E at # W 39 # W 62 # W 39 # W # W 379 W 7 W 56 W W 669 W 97 # W # W # W 8 SBSBL W 28 SBSBL W 25 SBSBL W 57 SBSBL W 582 SBSBL W W 24 W 27 W SBSBL W 3 SBSBL W SBSBL W Sunnybrook Blvd Johnson Creek Blvd 2 3 Otty Rd Idleman Rd E 7 8 Stevens A B C Causey Ave Sunnyside Rd D 22 Figure 9 Future (22) Build PM Peak Hour Turning Movement Volumes Legend Turning Movement Peak Hour Volume TEV: Total Entering Volume STOP Control Intersection Roundabout Intersection Number Rightin/Rightout Access Full Movement Access Proposed Development Site BT 2298BT BT 8BT 996BT 96BR 42BR BR 29BR BR 67BT 53BT BT 47BR 4BR BR TEV = 4826 TEV = 4288 TEV = 4474 TEV = 39 TEV = 3899 TEV = 236 TEV = 96 TEV = Eagle Landing Mixeduse Development