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-iF: <br />The greatest capacity constraint and challenge to acceptable transportation operations will be the Coburg <br />Road/Beltline Highway interchange. ODOT is currently designing and preparing to construct a$6.47 <br />rnillion interchange minor modernization/safety enhancement project that will improve the safety and <br />operations of the junction; however, the project is not anticipated to increase the carrying capacity of the <br />compact diamond interchange. To satisfy Goal 12 (TPR) requirements, this location would likely require <br />additional improvements, which could include additional turning lanes, ramp metering or modifications <br />on the local approaches to the state highway: The costs ofmitigation-could range between $500,000 and <br />$5 million. <br />Chad Drive - Register-Guard pr_operty. This site with about 20 acres, 17-03-16-43, TL 100, currently <br />undeveloped but previously annexed, has a base zoning of I-1, Campus Industrial, which is also the Metro <br />Plan designation for the parcel. The planned buildout for this site is up to seven 2 and 3 story office <br />buildings that would generate about 3,285 daily trips, 465 during the AM and 455 during the PM peak <br />hourly periods on an average weekday. Similar sites of this type have been selling for $25-$35 per s.f. <br />The Transportation Impact Analysis (TIA) previously performed evaluated a 423,000 square foot <br />Hospital and 100,000 IVledical Office Building, which using the Kittelson equation for a co-located <br />Hospital and MOB projected about 11,000 daily trips with 780 during the AM and 855 during the PM <br />peak hours. The impacts of a potential increase of about 315 AM and 390 PM trips would need to be <br />evaluated against the capacity and operational aspects of roadways:adjacent to or downstream of the site, <br />with trips distributed across available routes. Using a distribution pattern similar to that evaluated for the <br />Delta Ridge site (zip code based), we could anticipate this site to be similar to Site l with 50% to 55% of <br />the tripa using Coburg Road north of Beltline (slightly lower due to ;the site being in close proximifyi to <br />the Chad extension), with 30-35% to and from Coburg Road to tfie south. There would also b`e~~d"emand to <br />and from the east that would be better served via North Game Farm Road and. Chad extension.once the <br />project is complete (later this year). A minor amount of demand could utilize North Game Farm:and <br />Coburg Road to and from the north and Crescent Avenue to and from the west via Shadow View.: <br />.. <br />::4 . <br />The greatest capacity constraint and challenge to acceptable transportation operations will be the' Coburg <br />Road/Beltline Highway interchange. ODOT is currently designing and preparing to construct a$6.47 <br />million interchange modernization project that will improve the safety and operations, of the junction; <br />however, the project is not anticipated to increase the carrying capacity of this compact diamond <br />interchange. To satisfy Goal 12 (TPR) requirements, this location would likely require additional <br />improvements (perhaps slightly less than the 4J site), which could include additiorial turning lanes, ramp <br />metering or modifications on the local approaches to the state highway. The costs of mitigation would <br />range between $500,000 and $5 million. <br />Downtown (Willamette to Olive). This flexible site (PDD staff to provide details on precise lots <br />available, total acreage, zoning and other parcel details) contains, improvements that currently: generate a <br />substantial volume of trips, including some medical office building type (which is a high volume <br />generator) trip ends and re-development of this area could result in a low increase. Capacity constraints <br />and challenges to acceptable transportation operations would also be less significant -for this site, which <br />would be well served by transit and other alternative modes of transportation. The one-way grid <br />including 11`t' and 13th Avenues would serve as primary ingress and egress for the site and could have the <br />broadest distribution pattern of the sites evaluated, with 30% to and from the, west, 30% to and from the <br />north, and 25% to and from the south and 20% to and from the east. Mitigation likely needed to make <br />this area operabl,e could include street and alley closure, some:additional turn lanes (dual turns at some <br />locations) and traffic signal modifications, which would be likely,$100,000 to $500,000. <br />Page 2 of 4 <br />