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T ...- - ...-,. . . , -� � �� _., .. � .MF��2 'y . . _.. .. , �'�. i� �y p1� � Si ,�'. .�� ,��,i. , q`�l� � •��T�.r � ��Yii6�'�"F^t,."'/�S .. .t_.l� _ ��-�'? �` .:�y-y. ��. ... �i:f.aMs v.� .-� - ,� ��5�..�e�..�i.�.r: +�i'r'.I�:.� .� _ . .. e ". . / ��, '�_y.S^�VL, x . 3"i"r �`*.' �p,.. �g'�{btl..�� ^ . �eS_ » 's..._. � . : ,..�.t_ . , �� I ' ' � � ' , , Chapter i � Introduction......................................................................................................i 1.1. Evolution from the Previously Adopted TSP............................................................................2 1.2. Plan Background & Regulatory Context...................................................................................3 13. Organization of the 2040 TSP....................................................................................................7 Chapter 2 � Public Involvement Summary.......................................................................8 2.1. Outreach Activities........................................................................................................................9 2.2. Messaging and Advertising........................................................................................................10 2.3. Activity Summaries.......................................................................................................................11 2.4. Overarching Outreach (Phases 1-3)........................................................................................14 Chapter 3 � TSP Development...........................................................................................i6 3.1. Vision and Goals...........................................................................................................................16 3.2. Policy Framework.........................................................................................................................17 3.3. Evaluation Framework................................................................................................................20 3.4. Technical Analysis.........................................................................................................................21 Chapter4 � Modal Plans...................................................................................................23 4.1. Plan Area.......................................................................................................................................24 4.2. Land Use.......................................................................................................................................26 4.3. Demographics..............................................................................................................................27 4.4. Pedestrian Plan............................................................................................................................28 4.5. Bicycle Plan...................................................................................................................................38 4.6. Transit Plan...................................................................................................................................48 4.7. Motor Vehicle Plan......................................................................................................................60 4.8. TDM and TSMO Plan..................................................................................................................72 4.9. Rail, Water, Air, and Pipeline Plan............................................................................................75 Chapter 5 � Transportation Funding..............................................................................�8 5.1. Estimated Transportation Resources.......................................................................................78 5.2. Revenue sources for which City has direct control over......................................................81 5.3. Non-City revenue sources.........................................................................................................82 5.4. Other Potential Revenue Sources............................................................................................82 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN Chapter 6 � Recommended Investments.........................................................................84 6.1. Project List.....................................................................................................................................84 6.2. Citywide Programs.....................................................................................................................107 Chapter � � Special Planning Areas.................................................................................lil 7.1. Land Use Planning......................................................................................................................111 7.2. Parking Management.................................................................................................................111 7.3. Tigard Triangle.............................................................................................................................111 7.4. Washington Square Regional Center.....................................................................................114 7.5. Downtown Tigard.......................................................................................................................117 7.6. River Terrace...............................................................................................................................119 Chapter 8 � Implementation Pla.....................................................................................i2i 8.1. Programmatic and Code Changes.........................................................................................121 8.2. Greenhouse Gas Reduction Measures..................................................................................122 8.3. Emerging Technologies...........................................................................................................124 8.4. Transportation Planning Toolbox &Tracking Our Progress Over Time.........................127 8.5. Systemwide Performance Measures.....................................................................................129 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN � � � the City of Tigard's 2040 Transportation System Plan (2040 TSP) charts a roadmap for providing equitable mobility in our community over the next 20 years. The development of �ason Snider, Mayor this plan was guided by City of Tigard staff, a Technical Heidi Lueb, Council President Advisory Committee (TAC), Community Advisory Committee (CAC), as well as the Planning Commission John Goodhouse, Councilor and City Council. Additionally, this plan was informed Liz Newton, Councilor by broad-based input gathered over multiple phases of community engagement to better understand the Jeanette Shaw, Councilor Tigard community's priorities and concerns, as they Aishiki Nag, Youth City Councilor relate to transportation and mobility. The TAC provided guidance on technical aspects of the 2040 TSP and consisted of representatives from local and regional agencies. The CAC was comprised of Tigard residents to ensure that community perspectives Yi-Kang Hu, President were considered in the crafting of the 2040 TSP. Nathan Jackson, Vice President Members from each of these groups are shown below. Melanie Brook Darlene Dick Ahsha Miranda Dave Roth, Senior Transportation Planner Alexandria Quinones Susan Shanks, Senior Planner John Roberts Gary Pagenstecher, Project Planner Craig Schuck Lauren Scott, Community Engagement Coordinator Keshavan Tiruvallur Schuyler Warren, Senior Planner Jamie Watson Joe Wisniewski, City Engineer Cole Whitehurst Carla Staedter, Engineering Project Manager Tom McGuire, Assistant Community Development Director JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN � � � Steve Kelley, Senior Transportation Planner, Kendra Breiland, Fehr & Peers Washington County Briana Calhoun, Fehr & Peers Jean Senechal Biggs, Transportation Planner Manager, Beaverton Cadell Chand, Fehr & Peers Glen Bolan, Principal Planner, ODOT Derek Abe, Alta Planning + Design John Russell, Traffic Analysis Engineer, ODOT Philip Longenecker, Alta Planning + Design Avi Tayar, Development Review Team Leader, ODOT Allison Brown, JLA Brenda Martin, Service Planner, TriMet Brandy Steffen, JLA Mike McCarthy, Principal Transportation Engineer, Matt Hastie, Angelo Planning Group Tualatin Keith Liden, Planner, King City Jeannine Rustad, Planning Manager, Tualatin Hills Parks and Recreation John Wolff, City Liaison, Tualatin Valley Fire & Rescue Ben Gooley, Committee Member, TTAC George Brandt, Committee Member, TTAC Ruth Harshfield, Chair, TTAC Alexandria Quinones, Committee Member, Planning Commission Jamie Watson, Committee Member, Planning Commission John Goodhouse, City Council, Tigard Basil Christopher, Former Tigard P/B Committee Mario Rosales Cortes, TTSD Geoff Smoke, TTSD Transportation Manager, TTSD JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN / � � � / � � � , � Cha ter 1 Introduction p . .. . . . . . .. ,. � . . ... . . � . .. . � . . . ... . . . .. . . : .: . . . . . � . . . The 2040 TSP was initiated in 2020 and responds to a new strategic vision for Tigard's future, which � • "• • ' •• ' • emphasizes developing a multi-modal transportation system that is walkable, healthy, � •• • • • •• "' • ' sustainable, and accessible for everyone. This TSP •" ' • • • serves as an important long-range planning tool � •• ' • •• " • • '" for Tigard to ensure its transportation system can • • � � • • • � ' ' meet community needs, realize the City's strategic � • ' ' • • ' • ' ' vision, and conform to state and regional policies. •• • ��• � ' -' • •-.- • This document meets the state requirements for a , . .. - - . , . - - . . TSP and acts as a resource for staff, decision . .. - makers and the public. It identifies the preferred multi-modal transportation system, consisting of a network of facilities adequate to serve local, and policies were identified at an early stage of the regional, and state transportation needs. It is the TSP update and are adopted as the Goal 12: principal document used for identifying the Transportation element of the Comprehensive Plan. function, capacity, and location of future facilities, These goals and policies will help to guide future directing resources to transportation projects, and decisions. providing the community with the level of investment that will be needed to support anticipated growth and development over the next 20 years. The TSP also serves as the transportation element, and as a supporting document, of the Tigard Comprehensive Plan as required by state law. Goals JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 1 . � � � � � 1.1. Evolution from the ' Expansion of the City's trail network, including Fanno Creek Trail segments and Previously Adopted TSP Tigard Street Heritage Trail, as well as planning for the Red Rock Creek Trail in the The last TSP was adopted in 2010 and featured a Tigard Triangle. bold project list of capital projects with a combined capital value exceeding $600 million. While the list Additionally, since 2010, the City has undertaken included multimodal facilities like sidewalks and several substantial planning efforts that clarify a trails, the most capital-intensive projects on the TSP new strategic direction for Tigard. These include: project list were roadway widening projects, ■ Adoption of a strategic vision in 2014, which Highway 217 crossings, and intersection projects was updated in 2020. This refreshed vision along Pacific Highway (OR99W). Over the past 11 for the community emphasizes equity, years, many of the projects identified in the last TSP accessibility, and walkability. have been advanced, either in construction or ■ Annexation of River Terrace in 2014. design. Examples include: ■ Adoption of a complete streets policy in ■ Pacific Highway upgrades, including added 2019, which prioritizes the movement of turn lanes and signal modifications at the people in the planning, design, operations, intersections with SW 72nd Avenue, SW Hall and maintenance of transportation facilities Boulevard, McDonald-Gaarde, and Walnut and improvements to create streets that Street; addition of a southbound auxiliary work for people of all ages and abilities lane between 72nd Avenue through the OR- regardless of how they get around. 217 interchange, and a raised landscaped ' Land use and connectivity planning in the median along the Tigard Triangle. City's designated centers, including ■ Walnut Street improvements (116t"Avenue Washington Square Regional Center,the to Tiedeman Avenue); Roy Rogers Road Triangle, and Downtown. (Scholls Ferry Road to Bull Mountain Road); ' Completion of a Transportation Safety and Bull Mountain Road at Roshak Road Action Plan in 2019, which established an were completed in partnership with evidentiary basis for prioritizing investments Washington County. that would address collisions involving ■ Main Street Green Street improvements in people walking, bicycling, and driving as Downtown have been partially completed well as fatal crashes. (southern halfl, which provide both a sense Building on this momentum, the focus of the 2040 of arrival and advance environmental/ TSP has shifted to creating safe and comfortable safety objectives. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 2 . � � � � � connections for active transportation, especially administrative rule known as the Transportation those walking and bicycling. This focus has been Planning Rule (TPR, OAR 660-012). carried throughout the planning process and shaped the final list of projects and programs that The TPR requires that alternative travel modes be the City will focus on over the 20 year planning given consideration along with the automobile, and horizon. that reasonable effort be applied to the development and enhancement of the alternative 1.2. Plan Background & modes in providing the future transportation system. In addition, the TPR requires that local Regulatory Context jurisdictions adopt land use and subdivision ordinance amendments to protect transportation There are numerous state, regional, and city plans facilities and to provide walking and bicycling that influenced the development of the 2040 TSP. facilities between residential, commercial, and State and regional plans provided a regulatory employment/institutional areas. It is further framework for the analysis and elements required that local communities coordinate their incorporated into the TSP, while the City's plans respective plans with the applicable county, provided more local context. This work is intended regional and state transportation plans. to be consistent with and complementary to the work that has already been done in Tigard, while The Metro Council adopted the Climate Smart responding to changing conditions. Strategy in December 2014 to respond to a state mandate to reduce per capita greenhouse gas 1.2.1. emissions from cars and small trucks by 2035. The strategy affirms and reflects the region's shared COritP commitment to provide more transportation choices, keep air clean, build healthy and equitable The Oregon Revised Statutes require that the TSP communities and grow the economy, while at the be based on the current Comprehensive Plan land same time reducing greenhouse gas emissions. In uses and that it provides for a transportation March 2020 the Governor issued Executive Order system that accommodates the expected growth in 20-04 directing state agencies to take actions to population and employment that will result from reduce and regulate greenhouse gas emissions and implementation of the land use plan. Development establishing new emissions reduction goals for of this TSP was guided by Oregon Revised Statute Oregon. This commitment to reducing (ORS) 197.712 and the Department of Land transportation-related greenhouse gases was Conservation and Development (DLCD) integrated in concept in the development of the TSP. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 3 . � � � � � The TSP was also prepared consistent with the TPR and other regulatory requirements is provided Portland Metro 2018 Regional Transportation Plan in the (RTP). The RTP provides a regional framework for transportation planning and investment, including � Share Tar�ets implementation of Metro's 2040 Growth Concept. The update of the Tigard TSP has been developed As part of the 2018 RTP and the 2040 Growth in close coordination with the 2018 RTP update Concept, Metro identified maximum mode share process to ensure consistency at the state and targets for Single Occupancy Vehicle (SOV) travel regional levels. for designated Centers' as shown in The Metro RTP also has a goal for the region to triple Metro's Regional Mobility Policy includes the walking, bicycling, and transit mode shares by mobility targets for facilities designated on the 2035, compared to 2015. Regional Motor Vehicle Network and state-owned facilities in the UGB in Tigard as shown in Table 1. Metro RTP Mode Share Targets For evaluating the performance of these roadways, . • Tigard uses the Deficiency Thresholds identified in • the Interim Regional Mobility Policy of the RTP until ' � ' such time that a new Regional Mobility Policy is adopted. Portland Central City 60-70% Regional Centers Led by ODOT and Metro, the policy is in the Town Centers process of being updated in 2019-2021. While the Main Streets 45-55% recommendations from this update are still under Station Communities development and thus cannot be incorporated into Corridors this TSP, the City coordinated extensively with Passenger intermodal facilities ODOT in the development of this TSP and will Industrial Areas continue to do so for subsequent planning efforts Freight intermodal facilities 40-45% in the City. Employment Areas Neighborhoods A memo summarizing how the TSP and implementing ordinances are compliant with the ' The Metro 2040 Growth Concept(2018) identified ten urban design components as focal points for growth in the region.The definitions for each design type and maps for the Metro region can be found at: https://www.o rego n m etro.gov/2040-g rowth-co n ce pt. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 4 Table 2. Interim regional mobility policy Deficiency thresholds for peak hour operating conditions expressed as volume to capacity ratio targets as adopted in the RTP and Oregon Highway Plan. Mid-day PM � ' � One-Hour Two-Hour Peak A�B Peak A�B 15Y hour 2"d hour Central City .99 1.1 .99 Regional Centers Town Centers Main Streets Station Communities Corridors .90 .99 .99 Industrial Areas Intermodal Facilities Employment Areas Neighborhoods I-84 (from I-5 to I-205) .99 1.1 .99 I-5 North (from Marquam Bridge to Interstate Bridge) .99 1.1 .99 OR 99E (from Lincoln Street to OR 224 interchange) .99 1.1 .99 US 26 (from I-405 to Sylvan interchange) .99 1.1 .99 I-405� (from I-5 South to I-S North) .99 1.1 .99 Other state-owned routes° .90 .99 .99 I-205� I-84(east of I-205) I-5 (Marquam Bridge to Wilsonville)� OR 217 US 26(west of Sylvan) US 30 OR 8(Murray Boulevard to Brookwood Avenue) c,o 0R 47 OR 99W OR 212 E OR 224 OR 213 F Table Notes: A. Unless the Oregon Transportation Commission has adopted an alternative mobility target for the impacted state-owned facility within the urban growth boundary,the mobility targets in this table(and Table 7 of the Oregon Highway Plan)are considered standards for state-owned facilities for purposes of determining compliance with OAR 660-012-0060. B. The volume-to-capacity ratios in this table(and Table 7 of the Oregon Highway Plan)are for the highest two consecutive hours of weekday traffic volumes.The 2"d hour is defined as the single 60-minute period,either before or after the peak 60-minute period,whichever is highest.See Oregon Highway Plan Action 1.F.1 for additional technical details for state-owned facilities.The mid-day peak hour is the highest 60-minute period between the hours of 9 a.m.and 3 p.m. C. A corridor refinement plan,which will likely include a tailored mobility policy, is required by the Regional Transportation Plan for this corridor. Note:This is table 3.6 in the 2018 Regional Transportation Plan. . � � � � � Metro's travel demand model estimates base year With this TSP's emphasis on supporting non-auto (2015) and forecast (2040) mode shares as a modes and with our coordinated land use function of several factors, including street planning, Tigard is striving to better these connectivity, transit availability and parking pricing. projections. Chapter 8 includes additional measures shows the mode shares estimated in the City will implement to further reduce SOV Metro's 2015 and 2040 travel demand model for travel. the City of Tigard. Table 3. Estimated Daily Mode Split in The development of the TSP began with a review � � • of the local plans and policies that guide land use � , � � , and transportation planning in Tigard. In addition to the previously adopted TSP (2010), the 2040 TSP Automobile 92.0% 873% -4.7% incorporates the following other transportation Single Occupancy planning efforts: Vehide 52.6% 48.9% -3.7% ■ Tigard Strategic Plan (2020) Shared Ride 39.3% 38.3% -1.0% • 72nd Avenue Corridor Study (2020) ■ Tigard Complete Streets Policy and Transit 1.7% 4.6% +2.9% Implementation Plan (2019) Bike 4.4% 5.9% +1.5% • Tigard Transportation Safety Action Plan (2019) Walk 1.9% 2.2% +0.4% ■ Tigard Triangle Strategic Plan (2015) Source:Washington County Travel Demand Model ■ River Terrace Community Plan (2014) • Tigard Washington Square Regional Center The Metro model indicates that Tigard's base year Plan and Update (1999; In Progress) and forecast 2040 SOV mode shares are within the ■ Tigard Capital Improvement Plan (CIP) RTP's target range for a regional center. However, the model shows only slight improvements over the These previous planning efforts informed the 25-year planning period. This reflects a forecast understanding of existing and future conditions, condition that assumes generally consistent shaped the vision, goals, and policies, and were the conditions related to transit, parking pricing, and starting point for the 2040 TSP project list. A connectivity. The City will fall short of its climate complete list of the plans and policies reviewed as mitigation and greenhouse gas reduction goals part of the project is included in the ..u, without a significant reduction in auto mode share. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 6 . � � � � � 1.3. Organization of the systems management and operations (TSMO). 204o TSP • provides the funding element of the TSP. The 2040 TSP is organized into the following • outlines the recommended chapters: project list. ■ describes Tigard's Special ■ summarizes the public Planning Areas, including land use planning involvement activities and stakeholder input and parking management considerations, received throughout the development of for the Tigard Triangle, Washington Square the TSP. Regional Center, Downtown Tigard, and ■ includes the goals and policies River Terrace. that were developed to guide the city's . outlines key revisions in the long-range vision of transportation system Tigard codes and policies that will be needs. It also documents the process that required to implement the 2040 TSP, as well was undertaken to develop the 2040 TSP, key considerations for continuing to improve including the screening and evaluation of Tigard's mobility beyond 2040. transportation strategies and projects. ■ breaks out the TSP findings and The includes technical recommendations into modal plans. It also memoranda that were prepared in the summarizes the existing conditions and development of the 2040 TSP. future needs for pedestrians, bicycles, transit, autos, transportation demand management (TDM) and transportation JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 7 � � / � / � � � , � Cha ter 2 Public p Involvement Summa rY Between January 2020 and August 2021, the City of helped to spread the word in safe ways. It should Tigard connected with community be noted that some community groups were residents, businesses, and visitors to help shape the affected more by the COVID-19 outbreaks and future of transportation in the City through a variety of outreach activities. These opportunities, as well as highlights from the feedback received, Numbers are summarized below. Public involvement for the development and review of the 2040 TSP was achieved in several ways: � � advisory committees - � meetings ■ Involvement by the community on the Community Advisory Committee (CAC) � S virtual events • Assistance and review by agency representatives on a Technical Advisory � 3 digital 5urveys Committee (TAC) • Virtual events and online surveys � • Targeted digital and printed �� S yard signs advertisements; and ■ Public hearings as part ofthe adoption � 3Z�+ comments process. In March 2020 Oregon entered mandatory COVID- � 7�700♦ website visitors 19 lockdown that restricted the gathering of people to reduce the spread of the virus. Outreach activities that were previously planned for face-to- � ��i��+ pQstcards mailed face engagement were shifted to virtual/digital engagement. Advertising through social media, printed newspapers, postcards, and yard signs JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 8 . � � � � � � � . faced greater barriers to digital engagement, which • (digital resulted in reduced participation levels.z outreach) - 250 people visited, 150 comments collected 2.1. Outreach Activities • Community and Technical Advisory Committee meetings Below is a summary of the outreach activities • Tigard Transportation Advisory Committee grouped by the three project phases. The public (TTAC) briefing had the opportunity to reach out to City staff to ask • Tigard Planning Commission - TSP update questions and share their thoughts on the project. briefing The includes all public ■ Tigard City Council - TSP update briefing comments and information collected throughout the TSP process. .1.2. Y111Se 2: 2.1.1. Ynase i: TSP Initiation l�ecommendations Development (January - December Zo2o) (January -June Zo2,� ■ (virtual event) - � 20 people attended "Smart Cities... Resistance is Futile (Transportation &Technology)"; � "Reimagining Suburbia: What's Next? (digital outreach) - 204 people participated (Transportation and Urban Form)"; "Tigard � Transportation System Plan (TrendLab)"— °The Path to Mobility Equity- A Panel Discussion" (virtual speaker series) - 20 60 people (virtual speaker series) people attended • (digital outreach) - 206 people visited, 88 � contributed (TTAC) monthly briefings throughout the process. • -TSP update briefing � Bacl<ground demographic data is induded in the project's Public Involvement Plan. Demographic questions were asked during each survey; however, there were not enough responses to know who participated in the outreach activities. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 9 . � � � � � � � . • Two Community and Technical Advisory 2,.2. Messaging and Committee meetings Advertising Z.i.3. rhase 3: Y1an Ketineme�� and Adoption (July Zo2i Janu� Due to the COVID-19 pandemic, all project outreach was conducted online. To ensure that 2�'"'"'� community members knew about the project and would participate, the City used the following ■ Community and Technical Advisory techniques to alert people to the project generally: Committee meetings ■ Tigard Planning Commission - Public • 25 yard signs strategically placed Hearing on December 6, 2021 throughout the city on major roads, ■ Tigard City Council - TSP update briefing on neighborhoods, parks, and trails January 11, 2022 • Paid advertisements in Tigard Life ■ Council briefing on Oct 26, 2021 • Cityscape weekly newsletter ■ Council Public Hearing on Jan 11, 2022 • Email blasts • Posts on social channels including During all outreach phases, these goals guided the Instagram, Nextdoor, Facebook, and Twitter outreach activities and messaging: Additionally, there were targeted outreach • the public on the transportation messages at key points to collect community system plan update. feedback, using the methods above as well as a ■ on transportation postcard that was mailed to all homes and issues, goals, network plans, projects, and businesses in Tigard before the final survey programs from key stakeholders and the (May 2021). public. ■ indude members of the public that are already engaged in City transportation issues, and community '-�- - ��. members from historically � I:aaRou�� _ underrepresented groups who have an ��, �� .�.R.M ��- - interest in transportation. ..�� . .� .. �'' Y� . y � � _ , through :�,x. � � �,� �. education and outreach, policy discussions " ` �� and a collaborative design process. onE�of the 25 yard s�gns pfaced around the city. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 10 I GA RD ON THE �gard's Transportation System Plan (TSP)is a roadmap for T future investments that support our community's shared transportation system;one that serves all road users including pedestrians, bicyclists,transit users,drivers, and freight. The TSP update has been guided by community input. Below is a summary of community feedback gathered between 2020-2021. � � � This input will help shape the future of transportation and support � Q /� �� _�� equitable access for people of all ages and abilites. �� ... Ve�4Ay,��t � �- / • • • • � � • • / • � Transportation Goals. Improve quality of life for all, �;' particularly historically marginalized Create livable neighborhoods that �� and underserved communities, by �� are designed to improve multimodal providing access to jobs, schools, _ �+°' connections while discouraging and essential services with unsafe interactions, such as cut- convenient and affordable through traffic and speeding. travel options. � 83��o a10°io �� io � 76°�o a16°ro �� g�io Make the most of transportation Provide a safe, comfortable, and � resources by leveraging funding � connected transportation system $ ; for all users, especially pedestrians opportunities, not overbuilding our I 1 system, and making investments and other vulnerable. that reduce ongoing system maintenance and preservation costs. , ��% ��1��p �� p � I , 82��o c�16°�0 �� 2��0 � Support environmental and community health by reducing our carbon footprint, minimizing Support economic vibrancy by impacts to natural resources, and accommodating the movement of addressing unequal health impacts people and goods and creating of our transportation system on equitable opportunities for economic low-income communities and development throughout Tigard. communities of color. � 78°% a17°% �� 6�% � 67°% a16°% �Q17°% �GARD ON THE Community members mapped existing needs around Tigard,and within their neighborhoods. Most comments involved walking and biking challenges. — J The community then prioritized locations of new sidewalks, bike network, and transit system ► n '�� _,,� improvements for future funding. �►��LL` �`��>�=�� Transportation Needs and Infrastructure Improvements : • • • � � Other Bike/Walk Needs Auto/Freight Needs Transit Needs � Needs New Sidewalk Prioritization Bike Network Improvements 1. Near Schools 1. Places with identified TOp safety issues 2. High Priority Safety Locations 2. Safe Crossings 3. Pedestrian Corridors and Near Transit & Trail Connec��^n� 3. Local circulation • especially around � r�P schools and neighborhoods * � � �� - � � TransitSystem Improvements [inorderofimportance) 1. Speed and Reliability on Key Corridors 2. Amenities at key transit shops (lighting, benches, shelter, etc.) 3. On-demand transit stops for those who can't use a fixed system �GARD ON THE The community was asked to weigh-in on twenty"Big Move" projects that were either brand new,or modifications of existing proposed projects.The projects below were the top projects, as chosen by the community, although most proposed projects were considered "moderately to _ � extremely important". ��• , a In order of community importance # Fanno CreekTrail #/� SW Hall Blvd 1 (Section:Bonita to Cook Park Gap Closure) �F and SW McDonald St This project would complete the Improve traffic operations at the intersection of Hall Boulevard missing segment of the Fanno ,�,� �. and McDonald Street by implementing strategies such as traffic Creek Trail between Bonita Road ��s .�z-��- signal retiming,coordination with adjacent signals,and/or .��r�•� and Cook Park. Providing a new ��4�'� �� ; added turn lanes. ��"��{� � off-street pedestrian and bicycle ,_� �� , , .� ��4�:�,� ,�J � � ,;`�"'� �� , � connection with improved access f . ,� .� . _ �•:� + ' � �'r �� --,�. to Tigard's natural areas, parks, -- � � " —'�` �. �, ',-`� ;,�,-.:� ". � �'; �'t— ... � »� �i - i � a� ��;L - and schools. �.� �.� '� - - �e,r��_ - , � � _ ~ _ n a r �t"�:�.. �"2�.n ` ._��. , I. � I ..�. 4 .,�J{�, :.- ' s�'.. , _i._.I - �, . '. ' ' � . � "' i Fanno Creek Trail Upgrade Ti �� _ � � �L� '� ' �`"�� s�� .� a��aut� � .��e�s I� il� �ii;.:�,�uu��ro� � _ � �� s+r ��=�'— j-= :`�_ '`� .��-- _ This would be a package of = °� � � �� r� � j�"� �:� �� u '�� - � �� . , ,� ;;�-� � projects to make upgrades � �;� � ��` � _ ,-� � � ��t"�� along the Fanno Creek Trail to � �� ••� � �'�''� j � � address surface deterioration, � w --�`` _� flooding issues,and to bring SW Greenburg Rd/SW North � � � � it up to regional width and � � � Dakota St SW Tiedeman Ali nment Stud _ _ _ . crossing standards to support / g y `° ` This project is an alignment/circulation study to address multi-modal use. operational issues at the three intersections of SW Greenburg Road, SW North Dakota Street,and SW Tiedeman Avenue. #'� SW Hall Blvd It will also address active transportation connectivity to and [Section:Locust to Durham Rd) from the Fanno Creek Trail and Tigard Heritage Trail. Update current planned cross section to maintain its 2-3 lane �. � �..��, .� i �f6r- ,,.��,- ,. cross-section, add operational improvements to key areas and �``�'� � `� ��'� �`� ��. �''��- ^ n �, add complete street improvements. �:��..�° � �` � ; .' s�y?r�"� . -� �,�°'H . 3� � � •;�`��, '`1 - _ — ,� ''P.._� .,.+�':,�°`'-=�`" '? � �� "i�� 4 �.�_ ��;,..x`� r 'r' i��;'�� ,�.�f'yi�=13��'�' .�'��a� �jy�, �r . iiE�� , .�� r��. ��f�� i� ■■ � f:• � ,� '�+w,�'� �!� p+� � - .. ., m � �� .;�� .. .. �„ �`.� � : _ .�11� � * � �. � d � _ �� ,4 � � , r �� I 1 - , :� ��+�� "� _ Mil Learn more at www.engage.tigard-or.gov/TSP � � � • • 1� 1 .. . . ' • � • . � � � � � � � . 2.4. Overarching Outreach Recreation District, and TriMet. Meeting topics included: (Phases i-3) 1. Introduction to the project, including draft vision and goals, schedule, and public engagement plan, as well as defining the TAC roles and responsibilities. (November To guide City of Tigard staff and the technical 2020) project team in the development of the TSP, two 2, Overview of existing and future conditions; advisory committees were formed. The Community as well as introduction to a layered Advisory Committee (CAC) initially consisted of 10 network approach (pedestrian, bicycle, members. Meeting topics included: transit, auto/freight). (February 2021) 1. Introduction to the project, including draft 3. Project update including review of goals vision and goals, schedule, and public and evaluation criteria; engagement engagement plan, as well as defining the update; project themes; and a funding CAC roles and responsibilities. (November update. (June 2021) 2020) 4. Proposed pedestrian and bicycle networks; 2. Overview of existing and future conditions; discussion of key projects and as well as introduction to a layered opportunities for regional partnerships network approach (pedestrian, bicycle, (September 2021) transit, auto/freight). (February 2021) 3. Project update including review of goals gard Transportation and evaluation criteria; engagement �visorv Committee (TTAC) update; project themes; and a funding update. (June 2021) Two members of the Tigard Transportation 4. Proposed pedestrian and bicycle networks; Advisory Committee (TTAC) served on the project's discussion of key projects and ways to Community Advisory Committee. Additionally, City engage the community moving forward staff provided monthly project updates at TTAC (September 2021) meetings starting in November 2020. TTAC meetings are open to the public and opportunities The Technical Advisory Committee (TAC) initially to comment are provided. consisted of 12 members including partner agencies, including ODOT, Washington County, TTAC has supported the "Tigard on the Move" Tualatin, Beaverton, King City, Metro, Tualatin Events since their inception by assisting with Valley Fire & Rescue, Tualatin Hills Parks & planning and hosting the events during its scheduled monthly meeting time. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 14 . � � � � � � � . 2.4.3. Tigard Planning C'nplp�iccinp The Planning Commission was kept updated on the project progress through inclusion of two Tigard Planning Commission members serving on the Community Advisory Committee. City staff provided three TSP Update briefings to the Planning Commission on December 2, 2019, December 7, 2020,and April 19, 2021. At the time of publishing this document, the project team was planning to hold a Planning Commission briefing and public hearing on recommended adoption of the draft TSP on December 6, 2021. City Council was kept updated on the project progress through inclusion of one Tigard City Councilmember serving on the Community Advisory Committee. City staff provided two TSP Update briefings to Tigard City Council on September 15, 2020 and October 26, 2021. The City Council public hearing on TSP adoption is set for January 11, 2022. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 15 � � � . � 1 . 1 ' � . Cha ter TSP Develo ment p 3 p Development of the 2040 TSP had two main function have been coordinated with Tigard's components: creation of the goals and policies that Vision Statement to ensure consistency. would guide the process, and technical analysis that provided insight into the current and future conditions so that projects and programs could be developed to meet Tigard's needs over the next 20 years. 3.i. Vision and Goals The 2040 TSP vision and goals were developed at the outset of the planning process to establish the City's long range vision for providing equitable mobility and to guide the overall development of the TSP. The TSP vision and goals reflect the guidance received from City staff, the CAC, TAC, and the Planning Commission, as well as community feedback. The transportation goals and policies identifij the intent of the city to accomplish certain results. They relate to one another and are obligations the City wishes to assume. They incorporate and build upon existing transportation goals and policies and prior plans adopted by the City, and integrate regional and statewide planning rules and policy, including the requirement for a multi-modal, balanced approach to transportation policy. The transportation goals and policies provide the necessary link to the transportation element of the Tigard Comprehensive Plan and their purpose and JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 16 City of Tigard . : �; �/ISI OI'1 � �� ,.. . . . . . . - . . - . - . . . . - - . . . - . - . - . - . - . - - . - - . . . Providing a safe, comfortable, and Creating livable neighborhoods that � connected transportation system II °�'' are designed to improve multimodal for all users, especially pedestrians � - � connections while discouraging and other vulnerable users. unsafe interactions, such as speeding. Supporting environmental and Supporting economic vibrancy by I� community health by reducing our I�F accommodating the movement carbon footprint, minimizing impacts of people and goods and to natural resources, and addressing creating equitable opportunities unequal health impacts of our for economic development transportation system on low-income throughout Tigard. communities and communities of color. Improving quality of life for all, Making the most of transportation particularly historically I � resources by leveraging funding marginalized and underserved opportunities, not overbuilding our communities, by providing access system, and making investments that to jobs, schools, and essential reduce ongoing system maintenance services with convenient and and preservation costs. affordable travel options. ; � a;• i;'� � �� . � ,x. � �� ' �,�� } a. --- �� 7�w'� i� �� . 4 i K � -_'__ .. "._'_ __'_ � �w '.4! n. 1.�� : �� . �.� � � , �, �� ,, ,� �, � t }� 3 . "` {� yr� � aF �t��"r� y.�'S � . 3 .. �.. �.� "'+'+--.._,�,- �•� , aTt�'-r�.�'. �.�J�7l� ''� (I t_ '��:Y �� MEr� ,;t�.�o. -� ��t ''�' i � � �. . t�, : �,.�..{ � 5 E��. � f .. ? = ��a3y^`�-a_-�"" U� ,�rf��d'�� , �� `' - -0� �P4'f'�,�, "y�"_� r� _ - �� R'd �'��t � �`'� ��. } a: � �t "' � _ � „'�r ✓i'r ' � r u �� z:, . ,r -,r �� 3-' � . a t� : �` ,e �� f - �■ � - ��: - `�.>.- µ7 .-2'�v''- �C � � �_��. rS $j-, "�. �y ��,�'�r.L,It` , .,p �. '�.�. �-• s. � �,:`'�„� }�. Ii�Y�' ` ' ��•' i ^�.. ' L� d r' } �.� ,v� . .. .... , ��„ �.:� ` ,R 5.41 �:.a'._ G: " � b;r} �',�''� �.�� ' ~� �r�_+y �� r� �- � � � � �� '.' " '�'-� ,� f x * , _ _ � `� h ��;. 1 'i'{. a��l y �� y �1 _�� ' . . k.•� �'` '� � 'R� r� ~ L:�� .'�FAA�' 7 _ � �z�-. � , �.` . ��,� �� .�� =''� �, � � . . • �� .. . � . � . . � � � , • � 3.2. Policy Framework 1.4. The City shall coordinate with private and public developers and with agency The policies provide a framework of actions and partners—including Metro, TriMet, ODOT, Washington County and direction that clearly define the ways the City neighboring cities—to develop should make decisions and prioritize when building transportation projects which benefit the and improving the transportation network. While City of Tigard and the region as a whole many of these policies have been in place since the by enhancing mobility, safety, and 2010 TSP, others reflect updated priorities. connectivity. TSP Vision: Tigard's transportation system advances 1.5. The City shall design streets to encourage our Strategic Vision to be an equitable community a reduction in trip length by improving that is accessible, walkable, and healthy for connections for all modes. 1.6. The City shall strive to provide mobility and everyone. To do this we: accessibility for all roadway users through � a balanced transportation network that is comprised of different roadway functional especially pedestrians and other vulnerable classes. users. 1.7. The City shall use strategies for access 1.1. The City shall prioritize transportation management to enhance safety and projects according to community benefit, mobility. including (but not limited to) safety, 1.8. The City shall design the transportation performance, and accessibility, as well as system, including investments in transit, to the associated costs and impacts. provide connectivity between Metro 1.2. The City shall design, maintain, enhance, designated centers, corridors, and invest in a transportation system that employment, and industrial areas. emphasizes multi-modal travel options for 1.9. The City shall require new development to all types of land uses. provide safe access for all modes to and 1.3. The City shall consider the multiple from a publicly dedicated street. intended uses of a street and public rights 1.10.The City shall use the deficiency thresholds of way during the design phase to identified in Table 2, the Interim Regional promote safety, efficiency, and multi- Mobility Policy of the RTP, as the modal needs. performance standards for Tigard roads JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 17 . � � � , • � until such time that a new Regional 2.7. The City shall support emerging Mobility Policy is adopted. technologies to reduce climate impacts 2. from transportation, including micro- by reducing our carbon footprint, mobility, mobility as a service, and vehicle minimizing impacts to natural resources, and electrification. addressing unequal health impacts/outcomes 3. particularly of our transportation system on low-income historically marginalized and underserved communities and communities of color. communities, by providing access tojobs, 2.1. The City shall support land use patterns schools, and essential services with convenient that reduce vehicle miles traveled (VMT) and affordable travel options. and greenhouse gas emissions and 3.1. The City shall continue to work with TriMet preserve the function of the and other regional partners to support transportation system, including land use existing and planned future commuter planning to reduce per capita vehicle rail, high capacity and other transit service miles traveled. to, from, through and within Tigard and 2.2. The City shall strive to protect the natural will seek opportunities for increased environment from impacts derived from service frequency and passenger transportation facilities. convenience and comfort. 2.3. The City shall support TriMet and other 3.2. The City shall develop a park and ride transit providers in enhancing transit policy in collaboration with TriMet as it services and amenities, especially along relates to potential future light rail. Park congested corridors and in low income and Ride should be a temporary communities or communities of color. condition that would transition to transit 2.4. The City shall mitigate impacts to the oriented development (TOD) over time. natural environment associated with 3.3. The City shall design and construct proposed transportation construction or transportation facilities to meet the reconstruction projects. requirements of the Americans with 2.5. The City shall strive to reduce Disabilities Act. transportation-related impacts on low- 3.4. The City shall require development income communities and communities of adjacent to transit routes to provide direct color in the design, location, and funding pedestrian accessibility. of transportation improvements. 3.5. The City shall include an equity lens when 2.6. The City shall support a transition toward considering transportation investments, greater adoption of electric vehicles and emphasizing projects and programs that electric vehide infrastructure. serve environmentaljustice communities and connect underserved areas. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 18 . � � � , • � 3.6. The City shall work to address and 5. by enhance the safety and transportation accommodating the movement of people and needs of vulnerable users. goods and creating equitable opportunities for 4. that are economic development throughout Tigard. designed to improve multimodal connections 5.1. The City shall manage the transportation while discouraging unsafe interactions. system to support desired economic 4.1. The City shall develop and maintain development activities. neighborhood and local connections to 5.2. The City shall design major transportation provide efficient circulation in and out of corridors, arterial routes, highway access, the neighborhoods. and adjacent land uses in ways that 4.2. The City shall design all projects on Tigard facilitate the efficient movement of city streets to encourage pedestrian and people, goods, and services. bicycle travel. 5.3. The City shall cooperate with the railroads 4.3. The City shall require sidewalks to be in facilitating and preserving rail freight constructed in conjunction with private service to existing and future businesses development and consistent with adopted that depend on railroad service. plans. 6. 4.4. The City shall require and/or facilitate the by leveraging funding opportunities, not construction of off-street trails to develop overbuilding our system, and making pedestrian and bicycle connections that investments that reduce ongoing system cannot be provided by a street. maintenance and preservation costs. 4.5. The City shall provide bicycle and 6.1. The City shall prioritize investments in pedestrian routes to schools and other maintenance of the entire transportation destinations by requiring appropriate system, including both roadway and non- bicycle and pedestrian facilities such as motorized facilities. sidewalks, trails, and on-street bicycle 6.2. The City shall seek to invest in capital routes to schools, parks, public facilities, projects that leverage other infrastructure and commercial areas. investments. 4.6. The City shall enhance and maintain a 6.3. The City shall strive to increase non-single neighborhood traffic management occupant vehicle mode shares as well as program to address issues of excessive reduce VMT through strategies, such as speeding on local residential streets. those outlined in the Regional 4.7. The City shall require safe routing of Transportation Plan. hazardous materials consistent with 6.4. The City shall seek opportunities for federal and state guidelines. transportation investments that support transportation goals of safety, mobility, JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 19 . � � � , • � access, and efficiency for all roadway in the deaths of over 100 people, the state's worst users through the operation and natural disaster on record. Climate scientists maintenance of intelligent transportation suggest these heat events will become increasingly systems, including coordination of traffic common in the Pacific Northwest due to signals. anthropogenic climate change brought about by 6.5. The City shall use parking and curb the burning of fossil fuels. management strategies that make the most of public transportation assets to According to Oregon's Department of support desired land use and community Environmental Quality, the transportation sector activities. has, on average, accounted for nearly 40 percent 6.6. The City shall look for opportunities to of Oregon's GHG emissions over the past thirty reduce parking requirements to support years. A significant portion of transportation sector affordable housing objectives and TOD. GHG emissions can be attributed to cars and light trucks used for everyday travel. 3•3• Evaluation Framework Locally, most trips (roughly 53% according to the The TSP Goals were used to develop a framework Regional Travel Model) made by Tigard community for evaluating potential transportation projects. members occur in single-occupancy vehicles; the Working with staff, a set of evaluation criteria were majority of which are powered by internal developed to measure the effectiveness of projects combustion engines (ICE). Largely a function of the in supporting each goal. Two or three criteria were built environment and historical patterns of established for each goal with a total of 17 transportation and land use development, an ICE evaluation criteria identified, which collectively dominated transportation system totaled to a maximum of 72 points that a project disproportionately impacts marginalized could receive. Discrete project ideas on the TSP populations. project list were then evaluated using the criteria Historically marginalized communities are subject that can be found in the This to an overwhelmingly greater share of negative effort helped to prioritize projects and show whether a project supports the goals established outcomes from transportation and land use for this TSP. decisions. These populations suffer a legacy of community fragmentation, greater air and water Of high priority were projects that would potentially pollution, and significant economic burden. reduce greenhouse gas (GHG) emissions and help Marginalized populations will also be impacted the the City reach its goal to be carbon neutral by most by climatic changes brought about by GHG 2035. At the writing of this TSP, Oregon had just emissions. experienced an unprecedented heat wave resulting JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 20 . � � � , • � This TSP prioritizes projects that will address and Chapter 4, with more detail included in the mitigate for climate change and for past inequities in transportation investments in the Tigard community. 3•4• Technical Analysis The horizon year of this plan is 2040, which is consistent with the Metro Regional Transportation The technical analysis performed for the 2040 TSP Plan (RTP) that was completed in 2018. The future was built on work completed for other planning year forecasts were developed using the efforts as well as an updated analysis of existing Washington County Travel Demand Model, which conditions, forecast needs, and a multi-step assumes Metro's forecast of regional land use evaluation of improvement options. growth through 2040, as well as Metro's list of financially constrained transportation projects. The section is organized as follows: Outputs from this model were used to understand growth patterns throughout the City and traffic ■ 2020 Baseline Conditions Analysis growth for the operations analysis. ■ 2040 Forecast Analysis • Identification of Needs Future transportation conditions were evaluated • Draft and Final Project List Creation based on the forecast land use and planned improvements. These findings are briefly summarized in the Modal Plans in Chapter 4, with more detail included in the An inventory of the existing transportation system was developed. This inventory documented �f Needs transportation-related facilities and services within the Tigard Urban Planning Area, as well as other Future multimodal transportation needs in Tigard important planning considerations, including the were identified based on an assessment of existing location of natural resources and areas where conditions, planned transportation investments, sociodemographic groups with higher and anticipated growth in population and transportation needs reside. employment, both within Tigard and throughout the region. The identification of key issues was The data and analysis included the roadway informed by input from City of Tigard staff, public network, traffic conditions, safety performance, comment, and issues raised in other plans and bicycle and pedestrian facilities, and transit service, studies. among other topics. The findings of the technical analysis are summarized in the Modal Plans in JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 21 . � � � , • � Many of the roadway policies and projects from the ■ The 72nd Avenue Corridor study (2019) 2010 TSP have been carried into this TSP with ■ The Regional Transportation Plan financially updates, such as adjustments to classifications or constrained project list (2018) travel speeds. A major focus of this TSP is providing more robust facilities for active modes (like walking New projects were added as identified in the future and bicycling) and connections to transit in order to needs assessment, which addressed capacity provide a more complete transportation network constraints at key intersections, the need for more in Tigard. robust transit service and amenities, and a stronger emphasis on closing bicycle and pedestrian To identifij needs for this TSP, the gaps in the system gaps. current system were identified for each mode, along with potential strategies to complete the This initial, unconstrainted list was then narrowed to system. In addition to individual project needs remove duplicate projects from multiple plans, identified, there are several larger transportation projects that had been completed, and those that issues that will require additional focused study and are no longer deemed feasible. Project descriptions would likely involve multiple agencies and/or and costs were updated as needed to reflect the regional investment. These future studies are most recent estimates. presented in the Special Study Areas table in Chapter 6. After creation of the draft project list, discrete project ideas on the TSP project list were then To draft the initial, unconstrained project list for evaluated using the evaluation framework Tigard, the projects from numerous planning described above. Input from the TAC, CAC, city efforts were compiled. These projects came from: staff, as well as the community also influenced which projects were included on the final project • Tigard's Capital Improvement Program list. The final package of projects was balanced (2022-2027) across modes, costs, and geography to give the • Tigard's 2010 TSP constrained and City a range of project options that could be built unconstrained project lists as funding becomes available. ■ The River Terrace amendment to the TSP (2014) A summary of this process is included in the • Tigard's Transportation Safety Action Plan (2019) JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 22 � � � . � 1 . 1 ' � . Cha ter Modal Plans p 4 Transportation planning in Tigard is shaped by Tigard Triangle. Adequate vehicle both opportunities and constraints. Projected connections into the Triangle should also be growth over the next 20 years, both in Tigard and considered. throughout the region, will increase travel demand ■ and associated congestion, but increasing roadway Moving forward with key projects like the capacity is unlikely to solve these problems. Fanno Creek gap closure; construction of Tigard's Strategic Vision emphasizes developing a the Red Rock Creek Trail and Heritage Trail multimodal transportation system that is accessible, crossing at Tigard Street; and walkable, and healthy for everyone. To achieve this modernization/upgrades to existing trails. vision, the focus has shifted to strengthening ■ connections, access, and opportunities for all residents with a strong emphasis on equity, safety, Thinking systemically about improving and multimodal accommodation, particularly for circulation at locations such as the N Dakota walking and bicycling modes. This shift guided the Street/Tiedeman Avenue/Greenburg Road identification of priorities, projects, and programs area and the Scoffins Street/Hunziker Street for implementing this TSP over the next 20 years. alignment at Hall Boulevard. These are challenging locations that will require Key elements of this TSP include: additional study to identify a right-sized � solution; however this TSP recognizes that Recognizing that our streets play the time is now to begin crafting solutions. host to more than just cars. We can do this � by reviewing speed limits; completing the Many of the most important system for walking and bicycling; and improvements aren't fully within Tigard's making the most of 2-3 lane cross sections jurisdiction, such as the Upper Boones where planned five-lane sections would Ferry/72nd Avenue/Durham Road drastically increase costs while negatively impacting neighborhoods and conditions for active transportation. ■ This TSP prioritizes two new active transportation crossings of OR-217, one at SW 95th Avenue and another in the vicinity of the JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 23 . � � � � 1 � � � • Circulation Study; 99W Regional Investment Strategy; Bull Mountain Corridor upgrades; partnering to improve transit access and As shown in below, Tigard is generally speed & reliability. These projects will bounded by Scholls Ferry Road to the northwest, I- require regional coordination, but Tigard 5 to the east, and the Tualatin River to the south. can be a leader in making carrying these Highway 217 crosses the north end of the city and efforts forward. Pacific Highway (OR99W) bisects Tigard, connecting travelers to Portland in the north and The following sections describe the planning Tualatin, Sherwood, and Yamhill County in the environment in Tigard, including the land use that south. There are numerous roads in Tigard under helps to shape the transportation system and the ODOT or Washington Countyjurisdiction, making demographics of the people who live and work in interagency coordination an important part of Tigard. Each transportation mode is then described transportation planning in Tigard. with a summary of existing and future conditions, as well as the City's proposal modal network, which The plan area includes both the City of Tigard guided the development of projects and programs, boundary and sections of unincorporated which are identified in in Chapter 6. Washington County within Tigard's Urban Service Area. The Urban Service Area is within the City's 4.1. Plan Area planning area but does not include transportation planning. The City of Tigard is located in Washington County, about 10 miles southwest of Downtown Portland. It is a part of the Metro region, located adjacent to the cities of Beaverton, Portland, King City, Durham, Tualatin, and Lake Oswego. With a population of about 53,000 people, Tigard has seen steady population andjob growth in the last decade. New development, including River Terrace on the west side of the city and expansion of the City's boundaries have increased the housing opportunities and density in Tigard since the last TSP update. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 24 \ � Taylors Ferry Rd � _ �� ^ --� �� 1 � I � 1 I r � I I /� ` L � I I i I o �� ---� � �I-- � ��'� II � I __ --� f� OakSt � �'� �� I i� � I � 1 r�I / 1 � I / ��__ � 217 Q � � � r � �� Q � Gree Pfaffle St � � � � mQ' hb4rg Rp � I �� I � �a '� o / � a�mouth St I /l � I ¢ I ��il Q e4^� ti��2.k � � S�holls Fer_ry Ra---Barrows_Rd.�'�'� � Walnut St N �d� e��a I I I—`—`'�r�--� _I � S�, I � � �_ � " I � i � � �/�'�1_1 � a I I � � r1 m � I � � \�l �---� � �� ,___�_t J_I Gaarde St Mcdonald St � � ��_ �J � 99W I I � � � I � � l�' � a v Bull Mountain Rd Bonita Rd _ a � � I l� � cv I �---------- �„��—I � ^ �' I I � i Q � � Ir i i��i� a I I `i � �J� � j 0 ` I � f `, /I / � � �——— 1 _'� / ci� / � I � 1 ��/ / ` ��-----� .. l � Be d � Durham Rd � nd R �° B eef � 1 � ----� a � � s ii/ � �� l! / i �m �i' � � I , --- �� l � � ��\ � � O \ � `--- � Miles � � N 0 '/z 1 2 ; �� I — --� — ODOT Roadways Figure 1 Tigard Urban Planning Area j _� Tigard City Boundary Tigard Planning Area . � � � � 1 � � � 4.2. Land Use Tigard is planning for significant growth over the next few decades, both in households and The types and intensities of land uses are significant employment. This growth includes development of factors influencing travel demand and mode new businesses, increased density in the Tigard choice. Low-density development tends to Triangle and Downtown Tigard, and the correlate with higher rates of driving, whereas accompanying increase in travel by all modes. Land dense, mixed-use developments have been found use patterns in the City of Tigard and surrounding to result in shorter trips and more walking, areas are suburban in character, with residential bicycling, and transit use. areas separated from commercial areas and a relatively low density of development overall. Based The majority of Tigard is zoned for residential uses on current zoning and growth projections, forecast and single-family neighborhoods comprise much of household growth in Tigard is highest in the River the City's land area. Commercial uses flank most of Terrace area where approximately 2500 new the City's frontage of Pacific Highway, which serves households are expected by 2040. Significant as a major regional arterial, and many of the residential growth is also anticipated around the interchanges to Highway 217, which is grade- WSRC, in the Tigard Triangle, and in Downtown separated through Tigard. Tigard's industrial district Tigard. Most of Tigard's employment growth over is located in the southwest quadrant of the City, the next few decades will occur near Highway 217 running west of I-5 and Highway 217, centered within the Tigard Triangle, neighborhoods around around the Portland and Western Railroad (PNWR) Washington Square, and in Downtown Tigard. rail line, which serves both freight and passenger rail. The city has adopted plans to significantly increase density in Downtown Tigard and the Tigard There are three mixed-use districts in the City, Triangle. These planned changes in downtown, which have been a special emphasis of planning in along with the strategies identified below, could recent years: Downtown Tigard, Tigard Triangle, move more houses close to jobs, increase mixed and Washington Square Regional Center (WSRC). use development, and help mitigate the strain on These districts, in addition to River Terrace, provide the east-west roadways by shortening home-to- the opportunity to better connect residential uses work trips, supporting transit service, and making with commercial and employment destinations, walk/bike trips more viable for work, shopping, and which will create a more efficient transportation other activities. system where short trips can made by walking or bicycling, reducing reliance on driving. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 26 . � � � � 1 � � � 4•3• Demographics potential negative impacts of new facilities. Findings include: An evaluation of current socioeconomic conditions . The percentage of non-white residents is was conducted as part of the environmental justice high near Scholls Ferry Road and 135th analysis for transportation needs. Census data3 Avenue, between Greenburg Road and were used to evaluate census blocks within the Highway 217, and south of Upper Boones planning area based on percentages of the Ferry Road with the highest concentration population comprised of one or more of the to the east of Pacific Highway between following populations: McDonald Street and Main Street. ■ Minority groups: people who did not self- ' The same Census block group with the identify as white non-Hispanic highest percentage of non-white residents • Low-income residents: people who earned also has the highest percentage of low- between 0-1.99 times the federal poverty income residents. level • Low-income residents are also ■ Seniors: people 65 years of age or older concentrated to the east of Pacific Highway • Children: people under the age of 18 and along Highway 217. These tend to be ■ Limited English-speaking individuals: people areas with higher industrial and commercial who self-identifij as speaking limited English land uses located along major ■ People with disabilities: people five years or transportation corridors, which are often older with any type of disability: sensory, less desirable housing options for more physical, mental, self-care, go-outside-the- affluent residents. home or employment • The percentage of youth under age 18 is • Residents that do not own a vehicle fairly evenly distributed across the City, but the senior population is heavily Examining the location and distribution of these concentrated in the southeast populations in the City offers a way of identifijing neighborhoods between Pacific Highway areas that may have a higher need for and Hall Boulevard. transportation services and projects as well as the • The population with a disability is distributed near Pacific Highway and up to the Tigard Triangle. The type of disabilities 'American Community Survey 5 year estimates, 2014- 2018 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 27 . � � � � 1 � � � surveyed in the Census include a wide � �-;4-; range of both physical and mental k ,� ` � „�.` � ,, � ��-��,�• - " disabilities for all age groups, which may ;,� �. � explain the high percentage of residents � �� ' � � � �� ' �.�� :,�� ° ��' �r � �`� �,�� :,.� reporting a disability. �� „� �.�� t .. �: roti � '_ �� i ._ �..._ ,� Supporting maps and details from this analysis are ��" ' � �` ��"R�� , provided in the ,�,�"� . _ � � �'� M _ -��: "� ` ' 4•4• Pedestrian Plan �� ° r�� e# ; � � � � E �-�� _,�� ..�rs�...� � .. �,� . ....: ... ...�.� . ,.�.., �� Pedestrian facilities are the elements of the network As illustrated in the existing Pedestrian Network that enable people to walk safely and efficiently on Map, ( ), the quality of the pedestrian the transportation system. The pedestrian network network in Tigard varies significantly across the City. includes both on- and off-street walkways While some areas of Tigard such as Downtown (sidewalks, mixed-use trails) as well as safe Tigard, the Summerlake Park neighborhood, and crossings. Each plays a role in developing a River Terrace have robust sidewalk coverage, comprehensive pedestrian network which can coverage in other areas is more sporadic, including promote both walking trips and multi-modal trips 83 miles of public streets that are missing sidewalks such as using a combination of walking and transit on one or both sides of the street. The majority of to complete a trip. Tigard's sidewalks are found on residential streets (73% of residential streets have a sidewalk on at �,.�.� least one side). Even when sidewalks are present �p��r � along an arterial, very little buffering between pedestrians and vehicles tends to exist, making for All roadways in Tigard, other than access- an unpleasant walking experience along these controlled freeways, are intended to accommodate busier, higher speed roadways. walking. Completing a connected city-wide network People with mobility issues or disabilities face for people walking allows the community to get special challenges in areas with gaps in the around comfortably and conveniently using a pedestrian facilities. The quality of the existing combination of on-street facilities and sidewalks, crossings, and trails can affect those with off-street paths. mobility issues even where there are complete facilities. All new pedestrian facilities are built to meet current ADA requirements and the City has a JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 28 . � � � � 1 � � � program to address needs identified in the City's 2019 ADA Transition Plan (discussed in more detail in Chapter 6). �mand Analvsis There are approximately 25 miles of trails in Tigard. To better understand the role of the Tigard's active These off-street path and trail facilities offer not transportation network in connecting people to only physical distance from traffic, but also a more destinations, an active transportation demand comfortable, scenic, and attractive environment for analysis was performed by overlaying the locations people walking and bicycling. In some cases, these where people live, work, play, shop, learn, and paths provide a more direct connection between access public transit into a composite sketch of user origins and destinations. In other cases, they offer demand (see ). The results of this analysis less direct, albeit more scenic and/or recreational, were used to inform development of the City's bike route alternatives to the sidewalk network. Trails are and pedestrian networks and associated typically considered "all ages and abilities"facilities improvement projects by highlighting areas where because they are separate from traffic and there is likely to be higher demand for facilities that comfortable to most users. Special attention is enable active transportation. More details about needed where these pathways cross major the active transportation demand analysis roadways, however, to avoid barriers in the walking methodology can be found in the network. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 29 � � � ` �v ?�� , � � Zl� \\� Taylors Ferry Rd __ _ \��\ (�'� /^ i � J ( ) I L r I I � � � r� v � � � � � � � �/.�\�� - � L �_I I f � i�i � � "I � I y � LocustSt,� __ � � � � \ , _I � ' . ( 1 � � -� Rd�� T�� i � Scholls.Ferr,y_ ' �I, OakSt � ..� � ��' _� � /� ' �I � ! ,.(r r � _> � L m` _t-- � l /� r � � � = 1 Q � � I II L � ��// a �--- �.�� I _ �e `GrPPnb �� Pfaffle�Si � ` � lE�l,�C�,y�Q' � r / .�. 1 I �c \ 4r�Rd 1 3 / I / 6`±�\ r � _��_ �a a i L��T�' A �C�C /� 1 �ae `�_ � / � - y ✓ � ��p � J / �� artmouth St I — � 5 � / � ` i�`�\ � � I �-, I � ' I d / � a � o ti4 � i � � v � — ----.Barrows.R ��/ �— WaInuFSt ' 1 4�\ hZ��Pr I— —`�° _� � d-- � � ,J � , � y" d�, Ra i � `��Jlr�-� _� ^ � � ~ ) � � ��- _ I I h � � � �~(�-1 �( - � �m ' I 1 � � ` I -rl � r1 � / J�� /� � � � — ` � � I � � I �---I � � R�Sha�R' �I�-=�--J- Gaarde5t � � / McdonaldSt -. ' - I 1 I � �a r � . -�T T ' \ I � I ��+�,�� - 99 � L � � F \ I I � l+��, l i ~ _� �Bonita Rd a� � �� Bull Mountain Rd � � �— --o. I ._I -, __� - ^ Y I � � � �--------- �� I� I--I � a I � � � (�>il 4 r�� ^ ��— 1 � I � � o f j�'� -� l � I 7 - v I � o � i I ?. � �7 �, I � � � � ` � � � � � � �--- � �� - a I I 1�� 1� etc�e' I ��-----� Be� d ( �� -�r �DurhamRd o�es� I dR . Beef ° I . - > �� 1 __ ¢ JQQ�. . I `I, N /' ' l �_--' °° i•- l I-_ I / � � � ! � i`_� ---�� l � � � r i � --�-J ( � f� � MI�eS r /1 � � N O '/� � � �' � _ i-- j - Sidewalk — Trail Figure 2 One Side �_� Tigard City Boundary — Both Sides Existing Pedestrian Network None r � � � / � Taylors Ferry Rd � � —— I ��\ I��`/^ 1 1 I % `� I I � � I I �f,� � a' _I I /�� I �r� a�� ---��Locustst �I--I J I I '///�� --' /� �0 i _ �� OakSt i �� v � f J � � ! 11___J__' ~I I � � � � � � > / � ��W�- 217 r I �� L �� ,e Greenb Pfaffle St � � T I > / .. � P Ur�, 3 � // � �� a��ac Rd � s I � �� I � � S'` �d a�tmouth St I � �a° I �S�a � — � Q I ct° i�/I � ' > e H L I �� Walnut5t a � �� `�Zik�,r � I --L�-.------� �' � � '` � d� Ra I �—'� r—�__✓`r-'"� _I ,-'", � `rt I I � � �— I � � � � � L(—� (-1 .t � . � a I i � J �� ' ."r x' � � �� _ � I I � �\ ' � r �� _ I I 1 ` Jl � � � I �---I � �� ,___� ,J_I � r GaardeSt ' McdonaldSt r I � � (�, � I �� 99 � I I � �� v I I I J ��--� - > Bull Mountain Rd �� Bonita Rd ¢ � I I - ~ - � � I I � I �—� � � ^ 3 � I �----------� �„��— �`- � � �� ' a � I Q � � � �r I ��" �' - � ° I � � � ` � I �..� / — ' � I �___ � I � I � I �i� �I / i � � I �--- � J� � � 1 � I � 1 1�i / r i� I � �,-�-----� dRd (/ � - � Durham Rd � geef gen � � 1 �° / v � > / Q � � `__�._.\I L //� ' r �� l °J ��/ � � s-_�—` / �� \ � / \ `—_—� i OMiles � �� —� N 0 '/z 1 2 �� I Composite Demand Highway Figure 3 Lower Score — Trail �_ I Tigard City Boundary Active Transportation Higher Score Existing Land Use Demand Analysis . � � � � 1 � � � improvements are needed across Highway 217 and its ramps. Fi�ti�rP NPerl� • Sidewalk gaps along most of Washington Square Road and lack of crossings along By identifying the network gaps and the areas of SW Greenburg Road make it difficult for Tigard with the highest demand for walking and people to access the retail and employment bicycling, future needs were identified. These needs opportunities at the Washington Square fall into a few categories: Mall by foot. ■ There are opportunities to improve ■ Sidewalk and crossing gaps pedestrian connections in areas with high • Topographical and freeway barriers transit ridership. These include connections • Pedestrian accommodations in key mixed- to the Tigard Downtown Transit Center, use centers along Pacific Highway, and along Hall Boulevard. ^_�,3,i. c;��- lk Crossinf Most of Tigard lacks a traditional connected street In comparing the places where active grid, meaning that even small gaps in the transportation demand is highest and where streets pedestrian network on major through streets like lack sidewalk infrastructure, there are a few Pacific Highway and Hall Boulevard are impactful to locations that stand out: pedestrian connectivity and can lead to significant out of direction travel for people walking. Filling ■ Significant sections of Pacific Highway lack these gaps can have an inordinate benefit on the sidewalk infrastructure in places where there pedestrian network. is high demand for it, particularly in the southern portion of the City. Additionally, ° f �= �' � , _ �-- multiple roadways that connect to Pacific �� `3 _�� , "� � • r..�:� �: .�.,, r @, ��'��,�i Highway lack complete sidewalks. �"__ �—" _ _ .,,�, ■ There are gaps in the sidewalk network on - ' - - Hall Boulevard and the streets connecting -=�- to it. � • 72nd Avenue is currently a high-stress environment for people walking and bicycling due to the lack of comfortable sidewalks, crossings, and substandard or missing striped bike lane. In particular, JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 32 . � � � � 1 � � � 4•4•3•2• Topogra � � � — Triangle. The needs identified in these centers Barrier� include: Tigard is bounded by major arterials to the north and west, I-5 to the east, and the Tualatin River and ■ Improving pedestrian and bicycle crossing mountainous terrain to the south. These major opportunities at the intersection of streets and topographical elements can be barriers Commercial Street and Hall Boulevard. to regional connections for all modes but especially • There are barriers to an at-grade crossing those walking and bicycling. of the railroad tracks at Ash Avenue. ■ Explore opportunities and benefits of a I-5 is Tigard's eastern boundary, and there are connection from the Fanno Creek Trail to limited crossing opportunities for people walking the new Universal Plaza in Downtown and bicycling. It is a significant barrier between Tigard. Tigard and the Portland Community College Re-align Fanno crossing at Main Street to campusjust east of the freeway, as well as between ■ create a more direct crossing, along with Tigard and the cities of Portland and Lake Oswego. removing, replacing, and/or upgrading the Highway 217 is a physical barrier that limits existing wooden bridge south of Main connectivity, especially for people walking and Street. riding bikes. The 2010 TSP identified projects crossing Highway 217 in the Washington Square Regional Center (WSRC) and also connecting from • Enhancement of 68th Avenue/Parkway as a SW Hunziker Street to SW Beveland Street in the key north-south spine through provision of Tigard Triangle. sidewalks and buffered/protected bikeway between Atlanta Street to Pacific Highway. • Improvements to the 72nd Avenue Corridor, another critical north-south spine, Some of the areas of the City with the highest to add sidewalks and protected bikeways as demand for active transportation are the mixed use identified in the 72nd Avenue Studys. centers in Downtown Tigard and the Tigard • Multimodal improvements on SW Dartmouth Street to facilitate east-west travel through the district. `'See the City Center Urban Renewal Plan for more 5 This study has not yet been adopted into the Tigard details on future needs and projects. TSP. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 33 . � � � � 1 � � � • Development of the Red Rock Creek with and either 68th Parkway or 69th Avenue connections across the significant Hwy 217 would allow for safer, more comfortable and railroad barriers to the Fanno Creek pedestrian and bike crossings at these Regional Trail, public library, and downtown existing major signalized intersections. for people of all ages and abilities. ■ Hall Boulevard will be a key north-south Development will be throughout the Tigard route between neighborhoods within Triangle and across the rail line that creates Tigard, providing a critical function for a barrier to the Public Library and Hall accessing Downtown, the Tigard Transit Boulevard. The City has identified potential Center, the Tigard Triangle, numerous civic opportunities to connect this trail to uses, including the library. With a potential Downtown via the planned Highway 217 forjurisdictional transfer of this road, the overcrossing, a much safer east-west route city has an interest in enhancing this than the current options that rely heavily on corridor with improved sidewalks and Pacific Highway. bikeways between SW Omara Street and Pacific Highway. 4•4•3•4• Southwest Corridor and Transit Oriented Development 4•4•4• Planned Pedestrian Connections Network While funding for the Southwest Corridor is Tigard aspires to provide a robust pedestrian uncertain, ensuring that Tigard's active system of connected sidewalks, crossings, trails, and transportation network aligns with this planned pedestrian-only paths. Achieving this goal will major regional investment is a priority. The Tigard require investment spread over many years, even Triangle is a planned major regional investment to beyond the planning horizon of this TSP. accommodate transit and increased density, so Pedestrian improvements should be prioritized these ideas may still be relevant regardless of the based on their ability to complete connections exact timing and alignment of the Southwest between places that generate and attract Corridor: pedestrian trips such as schools and housing; ■ Pacific Highway is a significant barrier for housing and transit stops; and employment and cross travel, and historic crash records show transit stops. that pedestrians and bicycles are especially shows Tigard's Planned Pedestrian vulnerable in this area. Providing enhanced Network, which includes the following core crossings of Pacific Highway at 64th Avenue elements: JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 34 . � � � � 1 � � � �� 1. - Streets intended to support higher pedestrian activity, with high ' quality sidewalks, buffers/landscaping, �, T� �r�.° lighting, and pedestrian amenities. Pedestrian �; �, . ,� : .,. 9 �� ,� ��, � �� Corridors are often on busier, higher order � � - �r�� r=� �� ;:;, streets with commercial/retail destinations, y ��, " r d I I f � � � transit stops, an higher eve s o activity. �� ., �_ ' „� ` 1. v ��'�,' �)� � 1�•,y� �=• � � � �,�� r' _ _ ' - ��,� - 2. - low-speed, ��,u�� a� y��" low-volume, low-stress corridors that are �� designed to be more comfortable, welcoming, _.,_, ,. � .r � s r ��, and attractive to people walking and bicycling, __ ____ _ _ primarily on local streets to connect to ��—^� neighborhood destinations such as parks, > ,� = � � schools, transit, and other community �� .� - 1 �° � ; � destinations. Improvements include traffic � � .. , � _ Y . �� ;�� . �=�, ; �,��3� �� x; `� � " calming, vehicle speed and volume reduction, � � � ' "� ;�.�� and enhanced crossings of major roadways. � �� y,..� � r;: s; .� � ��-e �,'�.,� _�. �'1�� _� . �' 3. - Paved, off-street shared use paths, � ' �,� � �� `�I ,,,�� - - i� - "`�� u. � that can be utilized by people walking, � ,�„�,. � �� ,�� bicycling, and other non-motorized modes to � � � �� '`��; connect to neighborhood and regional :.. � `." . .�,.�. destinations. Trails connect seamlessly to �- �� .: � ��- �y, � � n , � �� .w,� �.�� pedestrian and bike facilities on the local �•- *�� . ,� ,�.'�-��' " � �" ` ��',° � -. street network with enhanced at-grade �� ; • "`�` �� '�� s '`` - crossing improvements, overcrossings, and/or �' `#�'�` r ,�wy��;��+��' ` undercrossings. ..�4 � . `a"A— J'�Kd.ri�+. "S.�'. ..e� ^� 4-�. �� `, .r;�, � � ��`'�� f,� - � �..:t �`` �" _ " �¢ ' �"� �. � are new grade-separated crossings and/or ;i",. ++�� r. j � �� . - ' �� ; F :, ,� �� , pedestrian facilities on new roadways that are not � �� ,�,�,,;:°` � �� '� ��r,t 1 ��'�' part of the current street network. The three �. ��, . � sy '��`� �,,+. , shown on Figure 4 are ar -��k,�.,„� '�� ` "'� ��`�: areas of high pedestrian activity in Tigard's Regional �� z ._ JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 35 . � � � � 1 � � � and Town Centers that should be the focus of area- network in the City. This does not dictate design wide planning and priority. elements that would contradict the City's roadway functional class or design standards, but instead This network is intended to identify locations for guides investments and project development. future improvements and the ideal pedestrian JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 36 � U �� _ ` � - � �� r � � Taylors Ferry Rd � , � l O a 1 �' � ` � °' ` � a f -� y � a �� 1 - �� o�Usc st `° �s - 'a - - � - � , �. o J � � g�holls.Ferry.Rd d� ' _ Oak St � o o � -/' � 7 -- �i� �� 'K� � > rn North Dakota St d� Q °l° �j 1 � lf.�...- _ �3 a �� Zl� Pfaffle St� - n � r�, � �P . - I� � m � ��a � O �,��a i ` - p �anmouth St — � � � � 1 � � d � Q � � � -- ti - � r o Q =, � Barrows Rd Walnut St O� 4rijh 4n2 � � Y N '�Fonner St � d,�sf r�U,�� _� - a I� � N r � � � L � o :�� a ��°, � ' , � � 1 � P ' r � � P�r r '\ Gaarde St � � � � Mcdonald St L, • � � _ > � Bull Mountain Rd � _ Bonita Rd Q � Murdock S� � 1 N � \- 7 r � r O T v -O _ � � m Q' � 1 Sattler St � � � L � � O �I ' "'� ��.� � I - m � N � �� 99 Summerfield Dr = � I �— �� Durham Rd geef ge�d Rd ` > � O ¢ ` Cook Park L IGreenbelt � f_ � � Mile� � Q ��z � 2 � r � / Ki-A-Kuts Bicycle � �� ' � � _. � &Pedestrian.Bridge � Planned Pedestrian Network Existing Features Figure 4 Pedestrian Corridor Pedestrian Focus Area O Transit Center Railroad Planned - Neighborhood Greenway Highway 217 Crossing(location TBD) Water � City of Tigard Trail o s�hoo� Existing Trail Pedestrian Network Proposed Active Transportation Connection Park . � � � � 1 � � � 4•5• Bicycle Plan 4•5•2. Bicycle Level of ,3ffic Stress Bicycle facilities are the elements of the network that enable cyclists to travel safely and efficiently. For bicycling to be a viable option for most Tigard These facilities include public infrastructure (bicycle residents, bike facilities must be comfortable for lanes, mixed-use trails, signage, and striping) as most people, meaning they are on streets with low well as off-road facilities (secure parking, changing traffic volumes or offer physical separation between rooms and showers at worksites). Each plays a role the bikeway and a vehicle travel lane. 'The Four in developing a comprehensive bicycle network. Types of Riders' classification developed by the City of Portland describes how different segments of the population require lower stress facilities to feel comfortable bicycling. The number shown in As shown in below, existing bicycle parentheses is the approximate percentage of facilities in Tigard are fairly evenly distributed across people in each category, based on national survey the City and come in four types: data. • Multi-use paths or trails (25 miles) 1. People willing to ■ Buffered Bike Lanes (5 miles) bicycle with limited or no bicycle-specific ■ Bike Lanes (21 miles) infrastructure • Shared Lane (Low, Moderate, or High 2 People willing Traffic: 67 miles) to bicycle if some bicycle-specific infrastructure However, it is important to note that major is in place roadway facilities like Pacific Highway, I-5, and 3. People Highway 217 present significant obstacles to willing to bicycle if high-quality bicycle infrastructure is in place bicycling across the City. Creating routes that allow 4. People unwilling to people riding bikes to cross these major arterials bicycle even if high-quality bicycle and freeways safely and comfortably is critical to infrastructure is in place developing a bikeable city. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 38 . � � � � 1 � � � THE FOUR TYPES OF CYCLISTS � - % �°� • � , i. � i � � , i i � � � . Strong and Fearless cyclists Enthused and Confident Interested but Concerned NoWayNoHowindividualswill will ride regardless of cyclistsarecomfortableriding cyclists enjoy riding and not ride a bicycle, regardless roadway conditions, with on most types of streets, but would like to ride more, but of the circumstances. limited or no bicycle-specific prefer having designated are afraid to do so without infrastructure. bicycle infrastructure and physical bicycle infrastructure may be uncom`ortable in imp�ovements some situations To better understand the accessibility of Tigard's Figure 5. Four Types of Cyclists bike network to all riders, a Bicycle Level of Traffic Source:Fehr&Peers,202�. Stress (LTS) analysis was performed to quantify perceived safety (stress) associated with roadways in Tigard for those traveling by bicycle (see High comfort and low-stress facilities are vital to ). LTS 1 represents low stress roadways that are developing a fully functioning network that suitable for most bicycle riders, including children accommodates people of all ages and abilities. As and those in the 'Interested but Concerned' class of shown in the mileage statistics above, over half of riders. Locations with LTS 1 are typically low-speed Tigard's bikeway system is provided by shared-use residential streets or bike facilities that are physically lanes, typically on moderate to high volume streets, separated from motor vehicle traffic (i.e. multi-use which are generally only accessible to the "strong paths or protected bike lanes). LTS 4 represents the and fearless" rider. The remainder of Tigard's highest level of stress and will only be suitable for existing system is roughly split between multi-use 'Strong and Fearless' riders. LTS 4 facilities are the paths and bike lanes, which are more accessible to types of facilities found on many of Tigard's arterial a broader range of riders. streets, which tend of have high speeds and two or more travel lanes in each direction. Details of the JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 39 . � � � � 1 � � � LTS methodology and analysis can be found in the Over two-thirds of streets in Tigard received an LTS score of 1. These LTS 1 facilities are primarily local streets and multi-use trails. Despite the high number of LTS 1 facilities, most of the facilities that provide connections in between neighborhoods or access to destinations are high-stress facilities. Most arterials and collectors received an LTS score of 3, indicating most people will not feel comfortable bicycling on them. The following streets received an LTS score of 4, indicating that all but a few riders would feel uncomfortable using them: • Bull Mountain Road ■ Pacific Highway south of Gaarde Street/ McDonald Street ■ Hall Boulevard north of Highway 217 Overall, there are many low-stress bike facilities within Tigard, but they are not connected and do not form a low-stress network that provides access to key destinations or allow travel between most neighborhoods. The main barriers between the low-stress bike facilities are crossings of the higher- stress arterial and collector streets with bike lanes. These include Pacific Highway, Bull Mountain Road, Gaarde Street/McDonald Street, Durham Road, Scholls Ferry Road, Bonita Road, and portions of Hall Boulevard. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 40 \� / Taylors FI rry Rd 217 �� --- � � � ( � } I ( �� 1 I v I I � � � � a' _I I � l � r I � I � I � � I � i LocustSt,� __ _ �1 r� '� I ! I S�holls Ferr,y Rd�� _ � � Oak St � �� ' � �� I � > / m�--- i--� I .l " / = Q I / y I /�� a aP,� Greeh64rgR Pfaffl� 3 i / r,.� � \ a / a� Y I � J �� I / S'` � artmouth St I �ac I � I � i a' i /� > B4 h'4 L v � � � Wdlnui$Y « ''� �Z��Pr `�° ---- --.Barcows.Rd_ �� ✓ � �d,� Rd �— r--�,._✓�r-'"� I � �` � `rt I � _I I I � � j L(—�(_1 �r a� I I I J r� ' � � i �� I � � \ I � n,oS 1 }` –� � a � l � GaardeSt 1---� I �,pa ;----�—�J—I � �� McdonaldSt I � � � � � t r� � � 1 99 ` \ � � � �� Bonita Rd a � Bull Mountain Rd � � I � I � � � 3 I � �--------- �� j 7 a I � I m � � � 4 � rt'' i� - o I w a � l � � � � 6 � � o � � I � / � — � I / I � I � --� '^ � � � /i / �--- � � ✓� `� I I � I � � etc�1� �'-�-----� dRd �/ DurhamRd ce5� I geei 6en 6°� / m �t e 1 ----� r ?Q' � � � �� / / i � __ � / y_�— —�� l / � I / L � — —J O� Miles � I il -- / N 0 '/z 1 2 �_�� / � — Multi-use path — Shared Lane on High traffic through street �_� Tigard City Boundary Figure 6 � Buffered Bike Lane Shared Lane on Moderate traffic through street Bike Lane Shared Laneon Lowtrafficthrough street Existing Bike Network — Difficult Connection � , � Taylors Ferry Rd 217 � ——— �� /^ � 1 � � I I � ' � I I �� •�� a' _I I i�/ I o I I i Locustst,� �' � I i � J � �----� � S�holls Ferr,y Rd—'� � I Oak St � �� ° �� /�// � ��I m�_-- i-- I � i v / = Q � / a� r � �� a ,e Greenb Pfaffle St �^ � � /� � � _ c drgR � a I � a / �' a�`� Y I / �.� � I // � r� c� �arimouth St I � �a I � I i Q ,> e H� t I i /� Q 4��d �Z�kerR �� v ' � � Walnut5t N ` � � -- — —.Barrows.Rd_� �%' � X d — i ._ �`r�_�� —I � �/ . �'sr� I I � �_ � � � � � � L(—�(_1 \ �a I � I � r� � ' ' I l � I I � � �---� � R�'`h�Rl ��___�_,J_ GaardeSt McdonaldSt J � I� � � a � I I I � �J � 99 I i � l�--i ; � "'�� Bull Mountain Rd Bonita Rd a � � � � Y I I I �— � �----------� ��,��_I j a � � @ � a � ` � Ir �..� `///, " I � o � � � o --� � � :� �i / I , � �--- � ✓� � / d � � � � ��./ / �,�e' I `��-----J BeefBe�dRd y �/ DurhamRd oo�eSFet � 6 � e ----� � ¢ JQ� � � ��— / � � � � � / �_�--'—�� /� Il � / � : `_� _J � Miles � � � � O I il --� - � N 0 '/z 1 2 �_�� / Level of Traffic Stress �_� Tigard City Boundary Figure 7 1 — 2 Bicycle Level of Traffic Stress 3 — 4 Along Bike Routes . � � � � 1 � � � along Pacific Highway are high stress and likely only comfortable for'Strong and Need� Fearless' riders. ■ The existing trail network paired with By identifying the network gaps, streets that are planned improvements, has the potential to high-stress environments for bicycling, and the provide a higher degree of bicycle areas of Tigard with the highest demand for connectivity that should be leveraged and walking and bicycling, future needs were identified. enhanced to further Tigard's identity as a These needs fall into a few categories: great place to bike. • Citywide bike routes and crossing gaps • There are very few multi-use paths or • Topographical and freeway barriers separated facilities north of Highway 217. ■ Bicycle accommodations in key mixed Additionally, the high concentration of use centers service roads that lack accommodations for • Emerging and shared technologies bikes in the commercial areas means that bike facilities or sidewalks are scarce. 4•5•3•1. Citywide Bike R�•�tP� a•,�l ■ Hunziker Road and North Dakota Street are �.r„��;r j G�_ key east-west connections that could serve to connect major demand centers. In comparing the places where active • SW 69th Avenue is an important transportation demand is highest and where the north/south connection between bike network lacks dedicated or exclusive facilities, neighborhoods and the future station. The several locations stand out: City could enhance this connection through implementing a Neighborhood Greenway ■ SW Greenburg Road is unique in that it is or other dedicated bikeway treatment on one of the few north-south connections SW 69th Avenue connecting to Pine Street that links multiple high demand areas and and Oak Street. crosses Highway 217. However, the ■ Transit ridership in Tigard is highest around dedicated or exclusive bicycle facilities on the Tigard WES Station, along Pacific this road are intermittent. Highway, and along Hall Boulevard. • There is poor connectivity for bicycling Lowering the stress of bike facilities around along Pacific Highway, and at major these locations provides an opportunity to crossings of Pacific Highway at SW 64th increase multimodal trips. Avenue, SW 65th Avenue, SW 68th Parkway, and SW 69th Avenue. Facilities JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 43 . � � � � 1 � � � 4•5•3•2• Topographical and Fieeway Downtown Tigard to connect „�____:� neighborhoods to the north to the future Southwest Corridor Hall Boulevard Station. Connectivity in Tigard is challenged by the location • Provide bicycle facilities on Commercial of both I-5 and Highway 217 as major barriers to Street to improve connections between the people walking and bicycling. future Hall Boulevard Station and Downtown Tigard/Tigard Town Center. This Some potential strategies to improve bike would include improving pedestrian and connectivity include: bicycle crossing opportunities at the Improving the active transportation intersection of Commercial Street and Hall � Boulevard. connection on the Atlanta Street/Haines Street overcrossing of I-5, including potential addition of buffered bike lanes. ■ Reassessing the planned Highway 217 • Enhancement of 68th Avenue/Parkway as a crossings to increase connections across the key north-south spine through provision of freeway. sidewalks and buffered/protected bikeway ■ Completing the bike lanes and sidewalks on between Atlanta Street to Pacific Highway. Pacific Highway to make this important ' Improvements to the 72nd Avenue roadway a safer option for active Corridor, another critical north-south spine, transportation; strategies should include to add sidewalks and protected bikeways as filling gaps and enhancing facilities where identified in the 72nd Avenue Study. there is sufficient right of way. 4•5•3•4• Emerging and Shared 4•5•3•3• T'p""'�"'ed Us '��`�rs Technologies Some of the areas of the City with the highest Bikesharing companies provide a network of demand for active transportation are the mixed use bicycles for rent. The bikes are either placed at centers in Downtown Tigard and the Tigard centralized docks throughout a service area or are Triangle. The bicycle needs identified in these dockless and can be left at any location within a centers include: service area. These services can have conventional bicycles, electric bicycles, and/or adaptive bicycles for people who cannot use a traditional bicycle. • Leverage Scoffins Street to provide an Similarly, electric scooter share is also available in enhanced bikeway connection through some markets, including in Portland where a JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 44 . � � � � 1 � � � number of competing companies provide dockless scooters for rent. While these services are not currently available in Tigard, the City should work Many different bicycle facility types are needed to toward implementing shared mobility solutions, create a complete bicycle network that connects particularly with new electric micro-mobility options people to their destinations and allows cyclists to that can help achieve TSP goals. feel safe riding. shows the proposed -- bicycle network, including the following categories: �'=`�� 1. - On-street bikeways `�� along key transportation corridors. Major Street �'��g'��'`y �' �� Bikeways typically coincide with bigger, busier �!� 7� 'i ��' �f��"'� � . �� streets with higher traffic speeds and volumes with , '�`�'' { { � I � �� f -�b:.��I .- I }'::. �� a� ' ��''` commercial/retail destinations, transit stops, and �.� �-�`-_ _ � �, -,,,,�� higher levels of activity. Buffered bike lanes and �"` - �: "!r protected bike lanes which provide dedicated bike �:� _ facilities with physical separation are common �� - -___ �, facility types in this improvement category. �� , „� �:s - ''; ��V`�� low-speed, low- , �1�� .��j �"�� ; � ,,�,� volume, low-stress corridors that are designed to � � k �� , � c� a #;. �,. � �;�;� be more comfortable, welcoming, and attractive to , � � ' r; people walking and biking, primarily on local streets �f � � _' .•; � ', ' } : - —�----,-----.,.�,,3 � � to connect to neighborhood destinations such as .. ::� _ � ._. ' �'�,� parks, schools, transit, and other community destinations. Improvements include traffic calming, vehicle speed and volume reduction, and enhanced ;;r�::: crossings of major roadways. f�� j�,,; ;. � � - Paved, off-street shared use paths, that �� `;-:� ��j a ''��. ' � ' 4 can be utilized by people walking, biking, and other � � : ��'r� _ � non-motorized modes to connect to neighborhood , � � ' , -"LL and regional destinations. Trails connect seamlessly � �k,,��` " to pedestrian and bike facilities on the local street , . -,._� network with enhanced at-grade crossing JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 45 . � � � � 1 � � � improvements, overcrossings, and/or undercrossings. Both pedestrian and bicycle improvements have Neighborhood Greenways and Trails categories in common, by virtue of the types of improvements these facilities would involve, e.g., traffic calming, low-stress crossings of major roadways, etc. This network is intended to identify locations for future improvements and the ideal bicycle network in the City. This does not dictate design elements that would contradict the City's roadway functional class or design standards, but instead guides investments and project development. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 46 � �v , 1 � ^� I Taylors F�rry Rd � \ � 1 O a � � � � � � \ �' ¢ � y � r �c° o �G � � Locust St � � m� (� s. � � T • O � � gcholls.Ferry_F?d d7� _ Oak St 0 o �° � � 7d� O �� -- � y� � North Dakota St d� 217 Q � � � ` a �� Pfaffle St� � � t ',,,R� Q. � �'6�c m rFa° O f � � \ — � O � I.��a \ O \ anmouth St � � � � � Q' d ^ � � -- y - � Q G�. °� � Barrows Rd Walnut St O �h 4�2ike CD a N �Fonner St � d,�s rRd O � - � N r Y � C � � r � � O J� � I o �� ¢ �,c �a 3 � J � � � r �-- r Y P5 � u � � / � '\ Gaarde St � Mcdonald St � _r � � �J~ Bonita Rd Q � Bull Mountain Rd � -o Murdock St � N � n � � O T v -O Y � Q' � Sattler St � � � L � O O � • I � �7 � � � � � ��'�.� Summerfield Dr °� � �� 99 — _ Durham Rd geef ge�d Rd � � a� � > � � � � Cook Park � Greenbelt � `r � � � Mile� � � ��z � 2 � r / Ki-A-Kuts Bicycle O _ ,/ &Pedestrian.Bridge 11 � � � . Planned Bike Network Existing Features Figure 8 Major Street Bikeway Highway 217�rossing(location TBD) O Transit Center Railroad - NeighborhoodGreenway Water � CityofTigard Planned Bike Network Trail Q School Existing Trail Proposed Active Transportation Connection Park . � � � � 1 � � � 4.6. Transit Plan Transit service is an important part of a balanced The public transit system in Tigard consists of transportation system, providing an alternative to mainly fixed route buses, along with commuter rail private automobile travel for distances too far to and paratransit services. As shown in walk or bike. TriMet is the primary transit service transit service is currently concentrated in the north provider in the City of Tigard, although the City is section of the City and along Pacific Highway, with also served by Yamhill County Transit. The City's two Transit Centers and two Park and Rides lots partnership with TriMet is essential to developing a within the City's boundary. The southeastern and more comprehensive transit system. Tigard can southwestern sections of Tigard lack transit service, also play a direct role in improving transit service especially through the single-family residential by providing facilities that support transit use, such neighborhoods. The locations with the highest as transit stop amenities, transit supportive roadway boardings and alightings occur at the Transit treatment such as queue jumps and dedicated Centers, including the highest instances of transit-only lanes, and strong pedestrian paratransit boardings. connections. Additionally, the City may choose to seek alternative services to provide local and on- t•� 1.1. Trn��sit Center� demand micro transit options for Tigard residents. There are two transit centers in Tigard —the Tigard Supporting an environment in which transit is a Transit Center and the Washington Square Transit preferred travel option for the Tigard community Center. The Tigard TC also doubles as a Park & requires more than direct investments in transit Ride location and is served by seven bus lines and service. Land use, connectivity, and streetscape the Westside Express Service (WES) Commuter Rail, features have a major influence on the along with the Yamhill County Transit routes effectiveness of transit service and will help the 44/44x connecting to McMinnville. The transit Tigard community get more out of its available center has 103 park and ride spaces and secure transit investments. For this reason, potential local bike parking. The Washington Square TC is located strategies to improve transit service include on the north side of the Washington Square Mall. planning for land uses that are transit supportive, in Six TriMet routes stop at the transit center. These addition to providing appropriate facilities and transit hubs are locations for transfers between connections to transit. different buses and create connections for travelers accessing other cities in the region. This also supports the high number of workers that live in Tigard but work outside of Tigard, and those trying JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 48 . � � � � 1 � � � to access the commercial and retail services in Downtown Tigard and Washington Square Mall. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 49 ��\ --- • � Taylors Ferry Rd � I � �� `� 1 I � 1 I � � a� I I I , j \1 � L I I I I o � � 76 �—Locust,st � �--- � Rd.�'� � I � / ��ho��s Fer.ry_. Il Oak St � �'� �� I ^ �'� � �L� I / � �/ m�---�--- /� �/ / t6 > �rn I � North Dakota St �� = L 3 I �� Q ��' Gree Pfaffle St ^ � � / � Tigard St a� n44�9/� Q 5z � ' / M �cc cY /� I // ��a 12 j � �a�mouth St I � I i � i � � Q I ,-------Bamows_Rd.—� / �/� WalnutSt a 0� yUh2j�er c°'o v � � R �—' i—`_`��r�—�� _� � a I I � � �("�!-1 �� I � � I r� � I I � � Ros\�1 I �---� � hd(�a �,___�_�J_I GaardeSt McdonaldSt � I I � �—�J � 9W 76 I � I � I � � l�-' i Q' I Bull Mountain Rd • Bonita Rd � I � I � '_I J ^ � � �---------- �._,�I I �' I I o Q I �� r � i �� `° � I � o o�--� � � `, /� � � � �-- 1 �I / � I I � 1 \�� r�-----� Rd Durham Rd � Beef Be�d / 76 � / � �----� a � � r �ii l `n �_ � co �i` l / � � --- /� � � �— �� \ � � / � / — �� O Miles � J — � --�r I �� I N 0 '/2 1 2 � �� _ � TriMet Transit — Yamhill County Transit Q Park-and-Ride Figure 9 — Peak Hour — TriMet WES Commuter Rail Q WES Station Frequent � r—� Existing Transit O Transit Center �__� Tigard City Boundary Regular . � � � � 1 � � � � �� 4,F,_i_�, T,TF'T'Paratrancit �-�.-��-___ � ; ��h�_ Along with its fixed bus and light rail routes, TriMet ��j- �' . offers LIFT paratransit service to eligible riders - �— '` � " ` '� �� -. . within their service district. These are shared rides <: - ,.:, , � -r `' � ; - �,�� ,��;��_� in smaller vehicles that take riders directly from �" . "` their pickup location to their drop off location, - -- � though there may be stops in between to pick up -_ - ' or drop off other riders. LIFT service is available - .-�-�"'`'�--�� throughout Tigard. It runs during the same hours and days as TriMet bus service and must be 4.�.i.2. Park & Ride scheduled in advance. Riders must show that they qualify for LIFT service due to a medical need, and Along with the transit centers there are two Park & LIFT ridership is about one percent of the annual Ride lots in Tigard for TriMet patrons. The Christ boarding rides. the King Lutheran Church Park & Ride, located near the intersection of Pacific Highway and SW Bull 4.G.i.4. Ri Mountain Road, has 30 parking spaces and is available Monday through Friday serving TriMet Ride Connection is a private non-profit routes 93 and 94. The Tigard Park & Ride is located organization that helps to provide trips to seniors, near Pacific Highway and SW 74t" Avenue. It has low income individuals, and individuals with 220 parking spaces, bike racks, and serves routes disabilities. They provide free demand responsive 12, 64, and 94. transportation that serves residents throughout the region, and they rely on volunteers and While not within the Tigard Planning Area, there partnerships with community organizations to are two Park& Ride locations on the edge of the provide these rides. In 2019, over 30 percent of City boundary that likely serve Tigard residents. The rides were for medical reasons, 19 percent were for Progress Park & Ride lot is located in Beaverton at support services, and 18 percent were to access the intersection of Scholls Ferry Road and Highway groceries or food services. Ride Connection also 217, and the Tualatin Park & Ride lot is located operates four first-last mile shuttles in Washington where SW 72nd Avenue intersects with Bridgeport County, and provides travel training services to Road. over 300 individuals per year. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 51 . � � � � 1 � � � �.6.� � Tra„�;t QL��1��f�P,��e �o Tran si� Fixed route transit can be evaluated by its quality of service. Three measures were used to evaluate All Resi�lents - 49°/0 transit service in Tigard: Service Frequency—how often the bus Non-White - 46°/0 � Kesidents arrives at each stop ■ Service Span -the hours of operation for a ��'��ar - 4$°/0 route Residents ■ Service Coverage -the area within walking F2esidents in distance of transit service Pr_�verty The two frequent routes that serve Tigard, 12 and 76, have the highest service frequency and span. Others, such as routes 78 and 93, have high service �.�. llall�ll 1vc�vw�n � u�ur'e span but lower frequency. Overall, the transit ' service coverage area reaches 49 percent of Tigard's total population and 87 percent ofjobs. While the City of Tigard does not operate the fixed route transit system and thus cannot directly Transportation disadvantaged populations in control the fixed route bus and rail operations, the Tigard include minorities, low-income residents, City has the ability to support transit service on its and seniors. The transit service area reaches 46 streets and advocate for community transit needs percent of the City's non-white population, 46 with TriMet. Additionally, the City may choose to percent of seniors, and 61 percent of those living in seek additional services, such as Ride Connection, poverty. While this is fairly similar to the percentage to provide local and on-demand micro transit of the total population served by transit in Tigard, it options for Tigard residents. Ride Connection still means that there are many residents without currently operates four first-last mile shuttles in convenient access to bus service. Without access to Washington County and a similar service model the bus system, this population is thus more could be explored for Tigard. dependent on cars to reach jobs and services, which is either a financial burden or makes access infeasible for youth, seniors, or those with disabilities. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 52 . � � � � 1 � � � 4.6.2.1. Transit Access an�1 F these indude Greenburg Road approaching the ��__�_a�__��_�__� Washington Square Regional Center and Pacific Highway north of Downtown Tigard, connecting to Tigard is served by regular, peak hour, and Portland. frequent bus service as well as commuter rail. However, only half of Tigard residents live within �-�1,�._.� �� __. .�r�_�� walking distance of a bus stop, and this percentage There are large areas of Tigard that are not served declines for non-white and senior residents. by TriMet fixed route service. These tend to be Pacific Highways and the north and east sides of lower density residential neighborhoods where new the city are the most well served by transit. Several fixed route service is not likely to meet TriMet's of the City's major corridors (Roy Rogers Road, thresholds for new service. TriMet's Southwest Barrows Road, Walnut Street, Gaarde Street, Bull Service Enhancement Plan (SWSEP) noted the Mountain Road, and Durham Road) lack transit potential for using pass-through federal funding to service altogether. The lack of transit service can support more local service such as Ride Connection make key destinations such as River Terrace, to fill these gaps. In addition to federal funding, Progress Ridge shopping center, Cook Park, and Oregon House Bill 2017 established new funding Tigard High School inaccessible to those without for public transportation. The Statewide regular access to a car. Transportation Improvement Fund (STIF) is administered by ODOT and may provide additional 4.G.�.�. ...,..b�.��.�..�...�,«�� .,.. ��«.., resources to augment existing transit service. Delay The corridors with the highest transit ridership are among the most congested roadways. While The City of Tigard has the opportunity to support roadway congestion is an issue for all modes, the transit service on its streets and advocate for increased travel time for transit riders can pose a community transit needs with TriMet. Additionally, barrier to attracting new riders. In some cases, the City may choose to seek additional services, operational improvements can be made to reduce such as Ride Connection, to provide demand transit delay, such as traffic signals with queue responsive or on-demand micro-transit services for bypass functions, or dedicated acceleration lanes Tigard residents. for buses to reenter the general travel lanes. Improvements to transit can be categorized as: TriMet has developed analysis showing levels of congestion on current transit routes. In Tigard, JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 53 . � � � � 1 � � � ■ Increasing the frequency or the coverage of circulator shuttles that pick up and drop off at key existing service, destinations could fill the gap in transit service. ■ Improving the reliability of service, Tigard can partner with agencies such as Ride ■ Maximizing rider comfort while waiting at a Connection (currently operating in Tigard and the transit stop, Metro region)to offer expanded on-demand • Increasing access to transit stops and transit or microtransit services for seniors and first/last mile considerations, and people with disabilities in areas that are not ■ Implementing land use strategies to support currently served by TriMet. There may also be Transit-Oriented Development (TOD) opportunities to pilot new and expanded alternative transit services for the general The network strategies described below discuss population. how Tigard can either directly or indirectly improve and enhance transit in the City. .b.3.2. Transit Bottleneck Improvements -T. .J.�. �«.«..« ��rPrl RrnitP cPr Congestion and delay on the roadways affect not only people traveling in personal vehicles but Tigard can work with TriMet to identify areas that transit vehicles and their passengers. Tigard owns may benefit from new or improved fixed route and maintains many of the roadways in the City service. In 2018, the Portland Bureau of and can make improvements such as transit signal Transportation, in coordination with TriMet, priority, bus queue jumps, or bus-only lanes to published the Enhanced Transit Corridors (ETC) decrease those bottlenecks. For ODOT or county- Plan, which looks to improve transit capacity, owned roadways such as Pacific Highway or Scholls reliability, and travel time on key routes through Ferry Road, Tigard can partner with these agencies capital and operational treatments of moderate to promote congestion relief projects on transit cost. Tigard could build on the work in the ETC routes. Projects that decrease delay and help to plan to identify transit corridors in Tigard to receive relieve congestion on key transit corridors make priority for capital improvements. transit a more reliable and feasible travel option for residents. Tigard plans to work with TriMet to identify bottleneck locations affecting major transit Some areas of Tigard may not have the density routes in the City and identify projects to improve needed to support a fixed route bus service. In transit reliability and travel time. these areas alternative transit services such as on- demand service organized through an app or small JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 54 . � � � � 1 � � � 4.6.3.3. Tra.nsit Ameir Often these access improvements are focused on the areas directly around transit stops to provide Many of the transit stops in the City could benefit safe and comfortable connections destinations. from new or improved amenities such as benches, These first/last mile connection improvements shelters, and lighting. Improving these amenities remove barriers that could prevent travelers from can increase rider comfort while waiting for the taking transit. bus, potentially increasing ridership. Updating amenities is also an opportunity for Tigard to 4.6 Tia»Sit Oiientecl Developn��* partner with TriMet, as transit stops tend to be located in the City's right-of-way. Transit Oriented Development (TOD) is a set of land use strategies to support transit use and access, especially around major stations or transit centers. These strategies support planning and design decisions by TriMet, private development, and the City that will allow TOD to thrive around ` stations and enable the city to achieve its land use TR� vision. Some example TOD strategies include �E1 encouraging more dense retail and residential � 4 +: development around a transit station, smaller block � ` sizes, provisions for affordable housing, and �, n'' _ building infrastructure to encourage non-auto j�� ';� travel modes. Tigard already has a TOD Project '� Charter with TriMet to describe efforts they will take � \ to facilitate TOD around light rail stations in Tigard ti�t�"��=� consistent with the City's strategic vision. 'i ,,^'`� I. shows the transit network for the 2040 4•�•3•4• Access to Transit�nd First/L1st TSP. Key elements of this network include: Mile Connections • These are routes or TOD areas that Increasing access to transit involves building out will accommodate high frequency transit, the bicycle and pedestrian networks, including including both bus and rail. sidewalks, bike facilities, and crossings, to provide � complete and safe infrastructure for all residents, These are streets where the City would like regardless of age or ability, to get to transit stops. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 55 . � � � � 1 � � � to see TriMet provide continuous transit service (whether or not they do today). ■ These are areas of the City that do not have the land use to support traditional fixed route service, but where provision of on-demand services such as neighborhood shuttles would help community needs, particularly those with fewer mobility options. Strategies for Tigard to improve service, reliability, amenities, and access for each of these components of the transit network are summarized in _ JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 56 . � � � � 1 � � � Table 4. Transit Network • • • • • • � • � • Tier 1: Frequent Transit Routes and TOD Priority Areas ■ Speed and reliability treatments, such as Support frequent and Strive for average travel speed transit signal priority and queuejumps reliable service. along key transit routes. ' Advocate for increased service/reduced headways ■ City investments in comfort/amenities at Strive to maximize rider major stops; e.g., lighting; seating; comfort. Stop amenities. comfortable shelters; real time transit information • Sidewalks/trails connecting to stops • Enhanced street crossings Strive to maximize rider Number of people that can access ■ Bike parking access. stops on a low stress network. • Curb space management considerations • Prioritize TOD over park and ride Tier 2:Areas Where Regular Transit Service is Desired Support continuous Strive for continuous service, based � on hours/day and days/week; Advocate for continuous service service. minimum headways ■ City investments in comfort/amenities at Strive to maximize rider major stops; e.g., lighting; seating; comfort. Stop amenities. comfortable shelters JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 57 . � � � � 1 � � � • � � • � • • Strive to maximize rider Number of people that can access • Sidewalks/trails connecting to stops. access. stops on a low stress network. ' Enhanced street crossings. Tier 3: On-Demand Service Needs ■ Advocate for on-demand service that meets community needs. Support on-demand Percent of priority populations with • Support on-demand service that is service. access to on-demand or fixed- equitable (well publicized, accessible to route service. people of all ages/all abilities) • Partner to support affordable service. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 58 ��\ -- � Taylors Ferry Rd O I • �\\ I�\`�� 1 I � 1 I � . � I I '�� I Q' _I I � � r I � o � 76 --�� --- �� I _ --��/' fl OakSt � �� '/ /�/' � I � 1 r�I / �---1--� � / 217 Q � � � r � �� Q � Greenb Pfaffle St � � � � � mQ' 4rg Ra O 5z I � / � � I / ��a� �2 i / � �a�mouth St I � I �SRd �l � � �' I at�� /� Q y��2 L I �� I _ e'�� Walnut St v � ___�� N I_�� -- r—`_ —�' � e�Ra co � ��J._ _� � I � �_ � � � I � � � �/'�!_1 � a I I � � r1 m � I � I � J 2 � � i �� ---� � �� ,___�_t J_I Gaarde St Mcdonald St � � � � �� J � 99W �s � � � _J I � I a� I � � l�-'—� O ¢' I Bull Mountain Rd Bonita Rd � I � I � �`� J ^ a I I �---------- ��,��— � � � � � � r�' ��i- o I I r � �� j I�� --- � � � I �� I I i � -o �-- 1 "� ♦ I � I � 1 �� -----� d v I nd R Durham Rd ` � Beef Be � 76 � �. Q' I � ----� � � � r �ii �� _ � � I --- � �/� � � ",� �� i� l I � / I / O \ / �_- J � Miles � � O N 0 '/z 1 2 ; �� I _ _ � Planned Transit Network Existing Elements Figure 10 Frequent Transit Route On Demand Service Need O Transit Center • RegularTransit Route TOD PriorityArea Planned Transit Network O Park-and-Ride Southwest Corridor � TriMet WES Commuter Rail . � � � � 1 � � � Motor Vehicle Plan to internal circulation. Tigard has multiple access 4�7� points to I-5 and Highway 217, which connect to The street network serves as the backbone of the rest of the region. The functional classes in Tigard's multi-modal transportation system. These Tigard are shown in and facilities must accommodate many travel modes identifies the roadways that currently have 4-5 within their rights of way, with users' experience lanes and locations where there is planned also shaped by the surrounding land use. Overall, widening. the roadway network is intended to be multimodal, Title 18 of Tigard's Municipal Code (Development serving auto, freight, and transit needs, as well as Code), developed by the City Engineering people walking and riding bicycles. Department, identifies the design standards for roadway cross-section elements based on the `t.�11. 1 street functional dass. These standards are rT�+�•��--' currently under revision and being updated. Streets in Tigard are owned and maintained by I-5, Highway 217, Pacific Highway, and Scholls Ferry ODOT, Washington County, and the City. They are Road are designated by the Federal Highway designed to fit the purpose that they serve, Administration (FHWA) as part of the National generally ranging from longer distance mobility to Highway System (NHS). The federal government neighborhood circulation to direct access. Their defines the NHS as roads important to the nation's characteristics, including functional class, speed, economy, defense, and mobility6 and thus number of lanes, and intersection treatments, emphasizes the importance of maintaining vehicle should match the intended use of the facility. mobility. I-5, Highway 217, and Pacific Highway are also lifeline' routes and future planning for these 4.�.i.i. Functional class routes will be consistent with the Oregon Resiliency Plan. The street network in Tigard is a mix of arterials that accommodate higher volumes and speeds to SW Hall Boulevard, currently under state promote regional mobility and local roads oriented jurisdiction, is under consideration for a jurisdictional transfer to the City of Tigard. This ,,.�r..,.i�.,,.,,.,,.��......s.,..y„�,N,..,,,,,,,y,,iational_highway_system/ 'Seismic Lifeline Routes are roadways and bridges that play a critical role in emergency response and evacuation in the event of a seismic event. https://www.oregon.gov/ODOT/Planning/Documents/Seismic-Lifelines-Evaluation- Vulnerability-Synthese-Identification.pdf JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 60 . � � � � 1 � � � transfer would enable the City to establish its own area outweighs the considerations of highway vision for SW Hall Boulevard, induding its functional mobility, and there is a focus on planning this classification designation, design standards, and section of the state highway to accommodate non- performance expectations. At the same time, this auto modes and local circulation. transfer would require the City to take over responsibility for maintenance and the associated Downtown Tigard has special street designations expenses. Hall Boulevard from Scholls Ferry Road and a plan to build out the street grid to increase to SW Hemlock Street is currently designated by connectivity. A map of these designations can be ODOT as a Special Transportation Area, meaning found in the that the need for appropriate local access in this JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 61 . � � � � 1 � � � Table 5. Classifications of Roadway • � � � � � • • • • • Freeway� Freeways primarily serve long distance I-5 � travel between cities and carry high �, "" volumes. They provide only limited OR 217 „�� .;: "'°"`" ;z.� � .� � access via grade separation and ' +.� � �,�`� _�, ,� � I access ramps. �� a .., �; '` g,. Principal Principal arterials tend to carry the OR 99W � '� � Arterial� highest volumes of any roadway type ..,,1° � - , . �� ;3' ,'. below freeway routes. They can � ,� -� I'� � potentially serve regional through- �' trips and connect the region. Mobility - � � _ is a priority on principal arterials and + access control is important. Arterial Arterials are designed for higher Hall ;;,� volumes, but tend not to be major Boulevard �` � °' regional travel ways. Minor arterial " ' � - streets provide inter-neighborhood Durham �� _.as;� .��,�� connections. Road � - - � / Collectors Collectors distribute trips between 135th ��< �� ;� :� local streets and arterials and serve as Avenue �,;� h ��. transition roadways to or from �� v ...�`� commercial and residential areas. Locust Collectors have lower volumes than Street �� '��— arterials, and must balance experience � ....: .. for all modes. ;�' �' ' �� JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 62 . � � � � 1 � � � • � � � � � • • • � � Neighborhood Neighborhood streets serve a similar North � �.� Streets purpose to Collectors, however they Dakota ,�, ,�: � .�. are distinguished by having lower Street ,� �.,, '"'��;' � traffic volumes and more connecting `��` �� ;~r � Sattler �� driveways. Neighborhood streets offer ��_..:— more access at lower speed and with Street fewer travel lanes. Local Streets Local streets are the lowest functional SW ggtn ��,, ;��; classification, providing circulation and Avenue �..� � �{� � access within residential ..a.. �� ,,�,y ,� - I neighborhoods. They provide access ,.;� � "� � , to homes and properties, and serve a -_ slower-moving mix of modes. � 'Freeway and Principal Arterial are both ODOT classifications. Photo Credit:Google Maps,2021 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 63 21� � • � Taylors Ferry Rd � jC��--� 1 I � � I I � I I // �` L � I I i I o �� —Locust,St � �I-- �� Rd.�'�/ � I � /�Ferry_. f Oak St � �'� I � �� > I �� m.---�--, � / '0 >� o� I � North Dakota St = L 3 �� Q P��" Green Pfaffle St � � // � Tigard St �mc 44r9/�p �' � � I i "' a� - � �� o � � a�mouth St I / - J �� ..r,i � � I � - - � /'//�/� Q� i �4r` � � /�,4n2 ,L I �--- 1,—Barrows_Rd.ry%�� WalnutSt N ` ;•�h�` �ke��a �� v �—� i—`,`��r�"�� —I c.i ♦��S'� � I I � �_ I • ` a �1 � I � � � �f'�1_1 � � � � - - - � i � � r1 I � � I J j -.:. .� R \�1 �---� � �Sh�a �,___�_t J_I Gaarde St Mcdonald St I � � � l��r� � 99W � � �� 1�" _, a� I � � l�' I _ a' I Bull Mountain Rd Bonita Rd � � I � � � �� N I -o �---------- � � -� � `� a � .. I I � � � �' I l r' i� p I ♦ � �' �Y � � � � � I�I / / � o I ��,�� I o I� `� I �� / � �-- � ti ✓� i� / � I � 1 � ��-----� Bend Rd � � Durham Rd Beef� / / � �----� Q I L i�� _ / I --- � �/� � � "�� i� l / � / I � / �-- O Miles � J ——� N 0 '/z 1 2 ; �� I � � Roadway Classification Planned Connections � _� Tigard City Boundary Figure 11 — Freeway Collector - - Local PrincipalArterial Neighborhood - - Collector Tigard Functional Classifications — Arterial � Special Transportation Area Neighborhood 21� Taylors Ferry Rd __ �� /^ 1 1 � I � � I I �� i � I I ' _I I � L � I �,� I � I � � �—Locust,St �--- I J I I g�holls Fer(y Rd. �� f Oak St � �' I / � � � I />> � � °°�---�--� I � � � I � North Dakota St � = a / y 3 I �� Q �.��' Green Pfaffle St � � I / L Tigard St mc 44rg R 5z I / � �� a �� a � i � � o � a�mouth S�� I J � I / � � I �'�i � e4 ti�,, i Q v — --Barrows_Rd.�%�� WalnutSt N '�h� 2��e� � �—� i—�_��r�"� _� � d�S�/' �a i � � I I �'� � I I � � ��'� !_1 �a 1 I I � � r1 i � J I �——— � R�Sh�� ___�_ _ Gaarde St Mcdonald St � � � (Qa � �� I I � l r� � 99W � � � �" I a� I I� � �J^ I _� _ � a I Bull Mountain Rd Bonita�d r. .� �-a,�� , I N �� __________ � �I I I ^ d � �� I � T'� �� /1 'p � m� Q I �� i i J� � � � � �� L I � (� � O� � � � �1 �� --- S ✓� � � �I � � � � 1�/ / �� -----� d � �� •� I Durham Rd r � 1 BeefBendR / ��.•� • � � �, ��' �• I �----� Q •• ! I L i�� _ / � I --- � �/� � � �� / y�/ �\� � I / � I �----J O Miles � J ——� N 0 '/z 1 2 ; �� I � Existing 4+ Lane Roads Figure 12 Principal Arterial �� Planned Widenings to 4-5 Lanes � � Tigard City Boundary I__1 Arterial ��■ Planned Widenings to 6-7 Lanes Planned Roadway Widenings Collector . � � � � 1 � � � 4.�.i.3. Traffic Operations 4.�.i.z. Access Management The evaluation of existing traffic conditions focused The Oregon Transportation Planning Rule (TPR) on daily volumes along key corridors in Tigard, defines "Access Management" as "...measures along with 30t" highest hour operations at 30 regulating access to streets, roads and highways intersections in the City. Outside of I-5 and from public roads and private driveways." A Highway 217, Pacific Highway and Scholls Ferry requirement of the TPR is that new connections to Road carry the highest volumes in Tigard. Most of both arterials and state highways must follow the City's other high volume streets are designated designated access management categories. as arterials, indicating that they are built to Typically, existing accesses can remain as long as accommodate the traffic volumes they carry. There the land use does not change. are exceptions, however: Dartmouth Street is a In general, access management standards require collector that carries 13,000 ADT and Sattler Street more spacing for higher capacity roadways. and SW 98t" Avenue are local streets that carry However, the specific spacing value may vary by high enough volumes to be considered for an jurisdiction and agency. The City of Tigard's access upgrade in their functional classification. spacing standards are found in Chapter 18.920.030 Of the 30 intersections studied, ten study of the Tigard Development Code. Washington intersections have an LOS E or F, indicating high County has access standards which are established amounts of delay. These are spread across the City, in the Washington County Community with several on SW Tiedeman Avenue, Main Street, Development Code, in Section 501-8.5(A). Projects and 72"d Avenue. Seven intersections exceed a v/c being considered on County facilities such as ratio of 0.99: Scholls Ferry Road will need to refer to these standards. • SW Greenburg Road & SW Tiedeman Avenue The Oregon Highway Plan (OHP) includes access ■ SW 121st Avenue & SW North Dakota Street management spacing standards for ODOT SW Tiedeman Avenue & SW North Dakota highways. Hall Boulevard and Pacific Highway are ■ Street under ODOT management and must follow OHP SW Tiedeman Avenue & SW Tigard Street standards. • SW Walnut Street & SW Gaarde Street ■ SW Hall Boulevard &SW McDonald Street • SW Durham Road & SW Hall Boulevard JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 66 . � � � � 1 � � � 4.�.1.4. Freight serving areas within and outside of Tigard making efficient truck movement and the delivery of raw Freight movement is essential to bring goods to materials, goods, services, and finished products residents and to move products throughout the possible. Freight routes are designated to identifij region. Tigard, Washington County, and ODOT all where improvements may be needed for the safe designate freight routes, as shown in and efficient movement of trucks and to minimize This system provides connections with truck routes negative impacts on local streets. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 67 �� 21� �� Taylors Ferry Rd __ �� /^ 1 �� 1 � I � � 1 I � � � I I /� ` L � I I i � I o �i� �—Locust,St � �I-- �� Rd.�� I � I S�holls Ferry_- � f Oak St � t'� �� l I � �' ' �° I �� > ;� I � � m�---�-- / `0 ' � I � North Dakota St = L 3 �� Q �.��' Greenb Pfaffle St � � // � Tigard St �mc 4r9/�Q, � I / � �a� I � � � � � a�mouth St I � � I /l � � I Q / � e4 /y n � v �-------Barrows_Rd.�� /� WalnutSt N ^�� 2�ke� co'o �—� i—`,��r�"� _� � d�t$�/' �a � . � � I g � I j j �/�'�1_1 �a I I � � r1 i I J I . I �--- � R�Sh�� (___� Gaarde St Mcdonald St ' I I I ��pa � -��-� I � � l� r� � 99W � I a� I � � ��-'-i Q' I Bull Mountain Rd Bonita Rd � I I � I �- � ^ � � �----------� �v�I_I � � I I o Q j �� r � � 1�/� - m I � __ o � � � �-�� / ° I �° � `�' � �� '� / � I �__ y "� ♦ �i / - � I � 1 � � ��-----� BeefBendRd ( DurhamRd � 1 � � I ----� ¢ �,. I I L i�� l �— � �m ��' � � � , --- �� l / �� I / � I �———_� O Miles � J ——� N 0 '/z 1 2 ; �� I � — Truck Route Figure 13 Railroad j _i Tigard City Boundary Tigard Designated Freight Routes . � � � � 1 � � � 4, - " Compared to the State of Oregon and ODOT Region 1 averages, collisions at intersections and collisions In evaluating the performance of Tigard's street network, involving pedestrians or bicyclists are overrepresented in it is important to consider this performance from a safety Tigard as shown in In contrast, collisions perspective. The collision data and analysis discussed attributed to roadway departure or speeding are here is derived from Tigard's 2019 Transportation Safety underrepresented. This is likely due to the more urban Action Plan (TSAP). The TSAP used data from ODOT, nature of Tigard's streets compared to roadways Metro, TriMet, and the City of Tigard collected between statewide or even across ODOT Region 1. 2013 and 2017. The analysis does not include collisions on freeway mainline segments and ramp segments. Table 6. Fatal and Injury Collisions by Attribute � . • � • � � � • � � • � � • � � � � • � � � • � Roadway Departure 22% 54% 37% Intersection 54% 34% 45% Speeding 11% 27°/a 21% Alcohol and/or Other Drug Use 20% 22% 21% Motorcycle 12% 15% 14% Pedestrian 25% 10% 14% Bicyclist 15% 4% 6% Source:Tigard TSAP 2019 Over half of collisions (and 60% of fatal and severe injury between 2013 and 2017, with no substantial temporal collisions) in Tigard occurred at intersections with at least trend discernable. one arterial or principal arterial roadway. The collision analysis identified 20 priority intersections, based on collision occurrence. Of these 20 priority intersections, 12 are located on Pacific Highway, and four are on Scholls Ferry Road. Overall, collision rates have remained stable JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 69 . � � � � 1 � � � � � � F„t��rA l�/Tntnr Vnhi�-lA �T� 2010 TSP, and included on the TSP project list. The future traffic analysis can be reviewed in more detail in the Key challenges on Tigard's roadway system were identified through the existing and future conditions analyses: operational constraints, inconsistencies 4•i reet ��;fic�fi�ns between streets' classification and function, areas where Several streets in Tigard that carry consistently higher connectivity is lacking, and how to address parking in the volumes than their functional classification would suggest Tigard Triangle. (see ). The City should consider appropriate ; i� i,ati classifications for these roadways, induding potential adjustments to design and operating characteristics. By 2040, it is expected that 18 of the 30 study The TSP reclassifies some of the roadways whose intersections will have LOS E or F operations during the function has changed since the last TSP. These include 30t" highest hour volume and 17 intersections will exceed 85t" Avenue south of Durham Road, 92nd Avenue, and a v/c ratio of 0.99, indicating high amounts of delay. 90th Avenue. These intersections were evaluated for potential mitigations, including projects that were identified in the Table 7. Streets Carry Higher Volumes than Functional Classification Guidance • • � � � � � • � � � : • • • • � • • � � � ' 1 . 11 � � • SW North Dakota Street (121st Avenue to • SW Dartmouth Street Tiedeman Avenue) • SW 68th Avenue SW Tigard Street (Tiedeman Avenue to Main ■ SW Hunziker Street ■ Street) • SW Tiedeman Avenue SW Beveland Street (72nd Avenue to 68th • SW 121st Avenue ■ Avenue) ■ SW Main Street SW 69th Avenue ■ SW Bull Mountain Road ■ SW Sattler Street (98th Avenue to Hall • SW Sequoia Parkway (south of SW Bonita ■ Boulevard) Road) • SW 98th Avenue (Durham Road to Sattler ■ SW Durham Road (south of Upper Boones Avenue) Ferry) JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 70 . � � � � 1 � � � 4.�.2.3. Speed Limit Considerations Posted speed limits are not based solely on the functional class, but consider operational factors such as Nine street sections in Tigard were identified that have roadway width, surface, lanes, shoulders, signals, posted speed limits that may be inconsistent with their intersections, roadside development, parking, accidents functional classification ( ). This TSP also identifies and 85th percentile speed. Further, changes in posted the intention to reduce posted speeds to no higher than speed limits require ODOT approval so this TSP identifies 35 mph on City-owned facilities, and a citywide these roadways to inform future deliberations, expansion of 20 mph speed zones on all local and high- coordination with the County, and potential requests to priority neighborhood streets. ODOT for approval of speed reductions. Table 8. Streets for Consideration of Speed Limit Change � • � • • � � • • � � � . � Bull Mountain Roadz All sections within City limits Collector 40 35 66t" Avenue Hampton Street to end Local 45 20 Sattler Street 94th Avenue to Hall Boulevard Neighborhood 35 20 Tigard Street Main Street to Twin Park Place Neighborhood 35 20 Pfaffle Street Pacific Highway to 78th Avenue Local 35 20 Hampton Street 68th Avenue to 66th Avenue Local 35 20 Commercial Street Main Street to Hall Boulevard Local 30 20 SW 135t"Avenue Scholls Ferry Rd to Walnut St Collector 40 35 Hall Boulevard3 Pfaffle Street to northern City Arterial 40 35 limits 1 This is a planning level assessment only and would need to be further explored through a speed study and discussion with ODOT. 2 Some sections of Bull Mountain Road are owned by Washington County 3 Currently owned by ODOT, under consideration forjurisdictional transfer to the City of Tigard JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 71 . � � � � 1 � � � Outside of speed limit reductions, the City can also Transportation Demand Management (TDM) and manage speeds on local roads through establishment of Transportation Systems Management and Operations a neighborhood traffic calming program. This program (TSMO) are two strategies to enhance the existing (discussed further in Chapter 6) would identify locations transportation system without major capital expansion. where traffic calming is needed and the appropriate TDM is focused on reducing vehicle demand while solutions to slow traffic speeds. TSMO is focused on making the current system more efficient. 4.,.2.4 {reigl� t.ZS.l. 1 r�iIIS�UrI"dL1UI1 LeIIIdIIU Freight and commerce are essential to the economic vibrancy of Tigard. While critical to the City's success, freight traffic in and through Tigard can present challenges to the City's transportation system. Conflicts TDM programs aim to reduce the use of single- between freight and other modes (walking, bicycling, occupancy vehicles and promote active modes of transit, and personal vehicles) along Tigard's most transportation. Many TDM programs are employer- heavily travelled freight corridors pose safety and based and can consist of incentives such as free transit efficiency concerns. Non-freight specific transportation passes, infrastructure such as secure bicycle parking, projects should be aware of freight system needs and employee education programs on transportation implement solutions that accommodate choices, or site changes such as reduced parking. The freight movement. Westside Transportation Alliance is a Transportation Management Association in Washington County that The current freight network classifications generally works with both employers and local governments to reflect the needs for access to commercial and industrial encourage behavior change for commute trips and areas, as well as major transportation connections. Minor provide transportation options. updates are recommended that are consistent with this purpose, and that would bring Tigard's classification into The TPR requiresjurisdictions to take steps to reduce consistency with Washington County: a freight single-occupancy vehicle use. TDM measures can help to designation on SW Roy Rogers Road and on SW 72nd accomplish these goals. Metro recently completed a Avenue south of Highway 217. TDM Inventory8 that assessed the needs and opportunities for TDM programs throughout the 4.g. TDM and TSMO Plan Metro region. 8 Metro.TDM Inventory Needs and Opportunities Assessment.August 2019. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 72 . � � � � 1 � � � ^ R �.i. TDM Strate¢ies incident management teams. While Tigard does not have a City-specific TSMO document, Metro is currently TDM measures include any method intended to shift updating their Regional TSMO Plan. The Metro 2021 travel demand from single occupant vehicles to non- TSMO Plan has six goals: Free from Harm, Regional auto modes or carpooling, or travel at less congested Collaboration, Eliminate Disparities, Reliable Travel times of the day. Some common examples of TDM Choices, Connected Travel Choices, and Prepare for strategies include programs such as carpool matching Change. It identifies regional actions and performance assistance or flexible work shifts; parking management measures to track the operational improvements over strategies; direct financial incentives such as transit time. subsidies; or facility or service improvements, such as bicycle lockers or increased bus service. O TSMO is... Some of the most effective TDM strategies are best � �� implemented by employers and are aimed at x � encouraging non-SOV commuting. Strategies include � A holfstic rystems approach A broad set of strategles Innovative,cosLeffective preferential carpool parking, subsidized transit passes, �°'°"°"� and flexible work schedules. Telework, which only a small �TSMOisnot... share of workers had access to before the COVID-19 pandemic, is becoming a more viable part- or full-time �,..� working situation. Many employers are rethinking their Large and costly policies around work from home, and if there is greater canstructlonproJects adoption post-pandemic it could reduce peak hour commute trips. Cities and other public agencies can play Figure from the 2021 TSMO Strategy a critical role in support of TDM through provision of facilities and services, as well as development policies 4•g•2.1. TSMO Solutions that encourage TDM. TSMO refers to a wide range of strategies that improve the operations of an existing roadway system to make it - - - more efficient without roadway widening. TSMO Mana�-PmPnt anrl QnPratiqr measures are focused on improving transportation "supply"through enhancing efficiency, typically with TSMO is a coordinated set of ineasures to both maintain technologies to improve traffic operations. Several TSMO and improve the operations of existing facilities. Some strategies are identified for application in Tigard in TSMO strategies include access management, traffic existing plans, including Metro's 2010 TSMO Plan. Some signal coordination, real-time traveler information, and JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 73 . � � � � 1 � � � of the key strategies identified for consideration in Tigard reduce vehicle emissions and have a high impact on are summarized below. improving travel time reliability. 4.8.z.�. Signal — � iing/Optimization Of the 95 signals in the City of Tigard, 25 are owned by Tigard but maintained by Washington County; the rest Signal retiming and optimization refers to updating are owned by either Washington County or ODOT. timing plans to better match prevailing traffic conditions These agencies would take the lead in signal upgrades and coordinating signals. Timing optimization can be and implementing advanced signal systems. Any applied to existing systems or may include upgrading strategies that may be implemented would require signal technology, including signal communication coordination among the City of Tigard and the infrastructure or signal controllers or cabinets. Signal jurisdictions that own and operate the signals. retiming can reduce travel times and be especially beneficial to improving travel time reliability. Signal There are six key coordinated systems within the City. retiming could also be implemented to improve or These are: facilitate pedestrian movements through intersections by • Pacific Highway throughout the City; increasing minimum green times to accommodate 72nd Avenue between Highway 217 southbound pedestrian crossing movements during each cycle in ■ ramps and Hampton Street; high pedestrian or desired pedestrian traffic areas, Scholls Ferry Road throughout the City; eliminating the need to push pedestrian crossing � ■ Durham Road; buttons. Bicycle movements could be facilitated by Greenburg Road between Highway 217 installing bicycle detection along major bicycle routes. ■ southbound ramps and Locust Street; and, Signal upgrades often come at a higher cost and usually Upper Boones Ferry Road between Sequoia require further coordination betweenjurisdictions. ■ Parkway and Durham Road. Coordinated signal systems enhance the capacity of an Advanced signal systems incorporate various strategies existing system through improvements in operations, in signal operations to improve the efficiency of a rather than widening. transportation network. Strategies may include 2.4 � Inf '=ion coordinated signal operations acrossjurisdictions as well as centralized control of traffic signals. Advanced signal Traveler information consists of collecting and systems can reduce delay, travel time, and the number disseminating real-time transportation system of stops for vehicles, while potentially increasing average information to the traveling public. This includes vehicle speed. In addition, these systems may help information on traffic and road conditions, transit arrival and scheduling, general public transportation and JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 74 . � � � � 1 � � � parking information, interruptions due to roadway incidents, roadway maintenance and construction, and weather conditions. Traveler information is collected A Portland and Western Railroad (PNWR) line passes from transit vehicles, roadway sensors, traffic cameras, through Tigard, parallel to Highway 217. Along this line vehicle probes and, devices such as cell phones or operates the WES Commuter Rail, which is owned by laptops. Data from these sources are sent to a central system and subsequently disseminated to the public so TriMet and operated by PNWR, and has a stop at the that drivers can track conditions specific to their route Tigard Transit Center. and can provide historical and real-time traffic conditions At-grade railroad crossings are a potential conflict point for travelers. between trains and vehicles, bicycles, or pedestrians. When roadway travelers are supplied with information They can be a safety concern and can cause delays and on their trips, they may be able to avoid heavy operational concerns when traffic must stop for train congestion by altering a travel path, delaying the start of traffic. There are nine at-grade railroad crossings in a trip, or changing which mode they choose to use. This Tigard: can reduce overall delay and fuel emissions. Transit • SW Scholls Ferry Road south of SW Cascade information systems enhance passenger convenience and may increase the attractiveness of transit to the Avenue public by encouraging travelers to consider transit as • SW North Dakota Street west of SW Tiedeman Avenue opposed to driving alone. Traveler information projects can be prioritized over increasing capacity on roadway, ' SW Tiedeman Avenue south of SW North Dakota often with high project visibility among the public. Street ■ SW Main Street west of SW Commercial Street Rail, Water, 1�1Y'� and ' SW Hall Boulevard south of SW Commercial 4'9' street Pipeline Plan ' SW Bonita Road west of SW 72nd Avenue ■ SW 72nd Avenue north of SW Kable Lane There are a number of other transportation modes that ' SW Upper Boones Ferry Road west of SW are present in and around Tigard. The City has rail lines Sequoia Parkway and pipelines that pass through it, access to waterways ' SW Durham Road north of Upper Boones Ferry such as the Tualatin River, and an airport within driving Road distance. There are no Amtrak passenger terminals within the city limits. The nearest passenger terminal is Union Station in Portland. Union Station is approximately 12 miles north of Tigard via Pacific Highway and I-5. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 75 . � � � � 1 � � � ■ Plans for the Red Rock Creek Trail include a pedestrian railroad overcrossing near Wall Street. 4.g.i.i. Rail Network Future Needs ■ Extension of the Tigard Street Heritage Trail include a railroad undercrossing for pedestrians In several locations, the existing rail lines are barriers for and bicydes west of Pacific Highway, connecting existing access, project design, and new connections. Grant Avenue with 95th Avenue. Some related issues have been identified by existing plans or project design issues. Typically, rail lines have limited crossings and even these few crossings are blocked, at times, by trains. Key identified rail needs There are no commercial airports located within the city include: limits. The nearest airport with commercial services is the The North Dakota Street/Tiedeman Portland International Airport (PDX) in Portland. PDX is ■ Avenue/Greenburg Road intersection area approximately 22 miles northeast of Tigard via l-5 and includes two closely spaced rail crossings of the I-84. roadways. A circulation study is included on the The Hillsboro Airport, which is approximately 20 miles TSP project list to evaluate the operations in this northwest of Tigard via Highway 217 and Highway 26, area, including the railroad crossings. provides corporate and charter flight services, as well as ■ The Upper Boones Ferry Road/Durham Road repair and refueling facilities. PDX and the Hillsboro intersection is frequently congested and forecast Airport are the first and second busiest airports (by 2040 demand will exceed its capacity. The rail aircraft operations) in Oregon, respectively. line crosses Durham Road approximately 350 feet west of Upper Boones Ferry Road. Widening the Within city limits, the Lincoln Tower Heliport, located at road at an existing rail crossing is not generally the top of the Lincoln Center building near Highway 217 advised. As such, the proximity to the rail line, and Greenburg Road, allows landing and take-offs of coupled with the need to provide safe access to helicopters between 8 A.M. and 6 P.M., and is only adjacent commercial property, is a challenging accessible by tenants of the Lincoln Center. Additionally, factor in developing alternatives. A circulation the privately-owned Meyer Riverside Airpark off Beef study is included on the TSP project list that Bend Road contains two turf runways. would include analysis of the railroad crossings. Ash Avenue would benefit from a connection There are no identified air needs or projects within • across the railroad tracks from Burnham to Tigard. Commercial Street to increase connectivity in Downtown Tigard. A grade-separated crossing at this location is included on the TSP project list. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 76 . � � � � 1 � � � The Tualatin River, a tributary of the Willamette river, runs along approximately 1.5 miles of Tigard's southern city limits. While the Tualatin River does not support transportation, the waterway is used for recreational purposes. The only public boat launch within city limits launches into the Tualatin River, and is located at Cook Park. The City has purchased property on the west side of Roy Rogers Road for the planned Lasich City park that also has water rights access to be developed in the future, including a planned boat launch. There are no identified water access needs or projects within Tigard. A 17-mile pipeline that carries hazardous liquids (non- volatile) between Northwest Portland and North Wilsonville runs through the northwest corner of Tigard between SW Barrows Road and SW Bull Mountain Road. The pipeline is operated by SFPP, LP (a Kinder Morgan affiliate). Gas pipelines operated by Northwest Natural Gas Company also run along the north border of Tigard along Scholls Ferry Road. There are no identified pipeline needs or projects within Tigard. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 77 � � � . � � . � ' � . Cha ter p 5 Trans ortation Fundin p g Tigard on the Move, the 2040 TSP, includes projects that County. The 2018 RTP revenue forecast reflects the 25 will be entirely under thejurisdiction of the City of years from 2016 to 2040, with relevant adjustments.9 Tigard, as well as projects that would be implemented in partnership with state, county, and other local agencies. This forecast of long-term funding capacity has been By extension, transportation capital improvements are developed to inform the planning of future investments. typically funded through a combination of state, city, Inclusion of funding here does not constitute an county, and private funds. This Chapter documents obligation or approved budget. Rather, it reflects the Tigard's projected transportation revenues and resources best available information and coordination with county over the life of this plan. and regional planning as of the publishing of this TSP. This funding analysis informs the size of the summarizes the total anticipated revenue and recommended TSP project list in concert with review and resources for transportation during the 19-year planning input from City staff,the Technical Advisory Committee, period. As Table 9 shows, total capacity for Community Advisory Committee (CAC), as well as transportation projects is expected to bejust under $285 project list feedback solicited from the broader million during the life of the TSP, or $15 million annually. community. This estimate includes improvements made by developers (such as frontage improvements or off-site 5.1. Estimated Transportation mitigation), which are established at the time of development permitting. While these development- Resources provided improvements contribute significantly to Tigard's overall transportation system, they cannot be Tigard's transportation revenues were calculated based counted as "revenue" received by the City. primarily on the methods and assumptions used for the 2018 RTP financial forecast, as provided by Washington 9 The RTP forecast is expressed in 2016 dollars;annual revenues were adjusted to reflect 2021 dollars.A 1.10 factor was used to make this adjustment, based on the Consumer Price Index from the Bureau of Labor Statistics.The annual revenue stream was adjusted to reflect the 19-year period from 2022 to 2040, inclusive. Minor adjustments were made based on input from City staff, such as the use of City fuel taxes and inclusion of new Urban Renewal funds. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 78 . � � � . � � � � � 1 Table 9. Transportation Revenue/Resources Forecast (2022-2040) . � . . � . : Average Annual $14,954,700 $4,263,200 $19,217,900 Total for the Planning Horizon (19 years) $284,139,300 $81,000,800 $365,140,100 The sources of transportation revenue/resources are detailed in which shows annual average contributions for capital and O&M of city-owned transportation facilities. The table distinguishes between revenues sources that are directed by the City of Tigard (for which the City has the most control over expenditures) and non-City sources (for which the City has less discretion in how revenues are spent). The revenue/resource categories in Table 9 are described in the following section. This is followed by a list of other potential revenue sources. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 79 . � � � . � � � � � 1 Table 10. Average Annual Transportation Revenue/Resource � � � • � � � � , � City Fuel Tax $715,000 - Street Maintenance Fee - $287,100 *Citywide Transportation System Development Charge (TSDC) $4,017,500 - *River Terrace TSDC $699,300 - Transportation Development Tax $3,205,300 - State highway fund $330,000 $2,970,000 County fuel tax $22,000 $198,000 Vehicle registration fee $89,800 $808,100 Ride Hailing Service License Fees $60,000 - • � � ' � � Major Streets Transportation Improvement Program $3,648,700 - *HB2017 $1,618,600 - Federal and State $608,500 - • � • � • � � • * New since the 2010 TSP JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 80 . � � � . � � � � � 1 5.2. Revenue sources for which SDCs are contributions paid by developers to City has direct control over accommodate increased capacity needs associated with their projects. SDC revenues are limited to capital —this tax has long been an projects that add multimodal capacity to the system. The important source of transportation funding. Under city citywide and River Terrace SDCs are a major contributor code (Municipal code 3.65.270) the purpose of the gas to capital investment. As was noted earlier, these tax is "to raise revenues necessary for the construction, contributions may be credited to developers who reconstruction, improvement, repair, maintenance, construct capital projects in conjunction with operation and use of the public street system in the city." development and therefore would not take the form of When adopted, the revenue was prioritized to fund revenue to the city. improvements at the Greenburg Road/Highway 99/Main Street intersection. With that project now completed, —this is a revenues are programmed in the CIP and ultimately voter-approved countywide tax on development that approved by City Council in the City's budget. functions as a system development charge. Similar to the Tigard TSDC estimates, this TDT estimate represents —this fee is assessed as a revenue received as well as frontage improvements and transportation utility fee and is used for street credits for off-site improvements. maintenance (not capital) only. —cities and counties each receive part of the 30-cents-per-gallon gas tax, large truck weight-mile fees and vehicle registration � � � ' � � fees collected by the state. Washington County also has � �, � � � � � _ � �_ , an added one-cent-per-gallon gas tax. These funds are � , � _ � � � � ,� , distributed to local agencies byformula and used to � � _ . �. � . cover the cost of maintaining existing roads. � � � �� —Washington County has ' � �� ' � imposed a charge on vehicle registrations. This revenue is " � � � � distributed to local agencies by formula. This revenue is ' � � � � � �' � � primarily used for operations and maintenance but some � � �� ' � � � funding and activities may result in capital improvements • • •- - . . ' . . • as well. •. . ••• -. ... • • . • •.• . • .• • - • • • • • JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 81 . � � � . � � � � � 1 - � �� ,- � - - 5•4• Other Potential Revenue Tigard recently entered an agreement with the City of SOUY'CeS Portland for administration of licensing and fees for ride hailing service, such as Lyft and Uber. Under Tigard municipal code (5.24.030(B)), a transportation network In addition to the revenue sources identified above, there company (TNC) "must pay the City a 50Q fee per trip are several other sources that will likely contribute to originating within the City of Tigard." Revenue generated future planning and development of Tigard's by fees shall be restricted to City service areas impacted transportation system. by the operation of TNCs or involved in the regulation and administration of TNC policy. An Urban Renewal District (URD) is an area that is 5•3• Non-City revenue sources designated by a community to assist in economic development for revitalization. Funding for the revitalization is provided by urban renewal taxes, which this program is funded through a county are generated by the increase in total assessed values in property tax, approved by ballot initiative, dedicated the district from the time it was first established. Tigard toward transportation capital investments. has established urban renewal districts in the Downtown - in 2017 the state legislature Tigard and the Tigard Triangle. allocated additional revenue to transportation to be The was adopted in distributed to each community. These numbers were 2006 with a 20-year duration and a maximum established as a biannual distribution and are reported as indebtedness of$22 million. In May 2021, Tigard voters such. It was determined that this revenue source would approved an extension to Fiscal year 2034/35 and generally be applied toward capital improvements. increased the maximum indebtedness tojust under $43 million. The City receives other revenues for transportation from federal and state The was sources beyond those listed above. In general, these approved by voters in 2017. This URD has a maximum funds are directed towards specific projects or programs. indebtedness of$188 million and will endure through 2052/53. Both urban renewal plans will support investments in infrastructure, including transportation. The project list in the TSP Update is being coordinated with the projects identified in both URDs. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 82 . � � � . � � � � � 1 �.4.2. State and Federal Grants Tigard, like most cities, frequently seeks grants for transportation planning, design, and construction. These could include ODOT grants under the Bicycle-Pedestrian Program or State Transportation Improvement Program (STIP); or federal funds through the Regional Flexible Fund Allocation (RFFA) program, administered by Metro. The RFFA funding program also includes smaller targeted grants, such as the Regional Travel Options or Greenway Trails programs. Tigard has had considerable success with these programs in the past, including segments of the Fanno Creek Trail and phase 1 of the Main Street Green Street project. In this coming year, RFFA planning grants will pay for planning work for the Red Rock Creek Trail. Recently Tigard obtained approximately $1 million in a Safe Routes to School (SRTS) infrastructure grant for sidewalks on Locust Street as well as a Community Development Block Grant (CDBG) for sidewalk infill on Commercial, SW 95tn and Frewing. In addition, the City received a recent Transportation and Growth Management (TGM) award for $100,000 to support development of an Electric Vehicle Strategy for the city. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 83 � � � . � � . 1 ' � . Chapter 6 � Recommended Investments The previous chapters describe the City's vision for alignments. The identified projects include site- accommodating travel for everyone in Tigard, a specific low-cost improvements, such as bicycle multimodal framework for planning facilities, and lanes and pedestrian crossing improvements, as the level of capital project funding that Tigard well as larger scale projects (e.g., interchange anticipates over the life of this TSP. This chapter improvements or freeway overcrossings) needed to describes the TSP's prioritized project list, which if address issues on state or county roadways. These built, would provide a safer and more connected larger projects will require a leadership role by multimodal system that can be afforded within the state, county and/or regional partners, but would City's anticipated financial resources over the next be supported by the City. 20 years. Improvement projects are grouped into six 6.1. Project List categories: • Stronger Streets Network: Roadway Approximately 80 projects were identified to capacity and intersection enhancements to address existing and future transportation needs improve the function of the City's arterial and deficiencies. The on the following system. page describes the TSP project list, in terms of • Urban Upgrades &Active Transportation: projects by type, location, and cost breakdown. Complete street improvements and These projects were evaluated at a planning level standalone infrastructure to improve and serve as direction for further planning of comfort and safety for people walking and transportation investments. While some of these biking. improvements are warranted under existing ' Connectivity: New street connections to conditions, in other cases projects are identified to reduce out-of-direction travel. address the transportation needs to accommodate ' Transit: Transit supportive infrastructure, forecast growth. In some cases, the planning-level including features that support transit assessment has identified a specific proposed oriented development and speed and treatment; however, a more detailed analysis will be reliability. required to identify any environmental, ' TSMO: Transportation systems topographic, right-of-way, or other construction management and operations, such as signal constraints and to identify specific treatments and enhancements and upgrades to improve the efficiency of the transportation system. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 84 • • • • ' • I 1 ■ Special Study Areas: Areas where the City These projects are illustrated in through should perform more focused planning to through provide a description of identifij optimal improvements. the projects including the estimated costs. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 85 '"" " ��'� Constrained Project List by Mode � � � �o� �� Project Type Project Cost Estimate Number of Projects Stronger Streets Network—� $96,976,000 � Urban Upgrades & Active—� $166,442,000 � Transportation Connectivity $30,100,000 � TSMO $4,510,000 ' Transit $7,370,000 ' Special Study Area $7,440,000 , • � : : � � � : � Project �ist by Cost . . . , . High Medium Medium Cost Low Cost Cost High Cost (1 M-5M) (<1 M) (>10M) (5M-10M) � � . • • �� .. . . � . � . r�\ � � \ Taylors Ferry Rd � 5-12 217 —— � O \� � �'� }`\`/^ I � \ f I � O 5-16 ` � 5 16 I 1 0 -�I � �\� �Slp a _I I \ � I �� OS-14 � i OS-ls� r I I �' � � � I QS-15 I� �� OS-13 i--�� Locustst �--- r-J I � q � � � Rd,—' " I � S�ho��S.F.er,r.y. OS-11 � Oal<St � t� O r �� 1 Zl� QS-13 �—�ocust st—.-` , � 5-$ � r.`I -2� a 1 �� Q ---v--- �i � �/ 5-1 L � � OS-11 m IOakSt �/ Q' O �� Gree b PfaffleSt �^ � � — I � � c � ur�,R 5-220 Y I = r� / � a��a d -26 Y Q 5-2 O$ ``�� // �� C � I � I 1 v � Walnut5t �^ Q' I ��/I A 5-250 L � � i � OS-32 4�� y��Z;�P � I Ba rrows Rd_�� °' —0----' � � Q a� N r/�Q, � � �� 5-31 i—`�_Ilr-'"� _� `rt � � I � �, � 'i \ � � � L�—�`l_1 �a I I � _� r, I i i �� JI I i i Ros l i �---I i ha�Ra �,___�_,J_I GaardeSt Mcdonald5t � Q 5-24 I � l—_,rJ � i � l�--� v � ' i Bonita Rd ¢ . Bull Mountain Rd -o � v I � I r— I I —I � m ^ � � �---------- .. I I — a � � 1 — ,� m a I {l �r I � \�/ 6 I � I ��/ v I >--� � i L, /� N � � �--- � �� d � I I 1 1\/ ett,��' I ��-----� d DurhamRd 5-7 e5� I geef Bend R $-23 Q oo� � � � � �� Q e 1 ---�� r �JQ � w (— / 99 l� ---- //~ l / � i� � / / f / � / �----� O Miles � --� I �� I N Q ��2 � 2 ��// � � Stronger Streets Projects Figure 14 0 � Refer to TSP projects list for project descnptions.Project colors are assigned � � to help demarcate project extents and are for illustrative purposes only St ro n g e r St reets P ro j ects �_j Tigard City Boundary • • • • ' • I 1 Table 10. 2040 TSP Stronger Streets Projects . . � • • • � � � • • • � S-1 121st Ave/North 121st Ave & North Dakota Add a traffic signal. $630,000- Dakota St St $910,000 S-2 65th Ave/Haines St 65th Ave & Haines St Add signal and northbound right turn lane on 65th Ave at Haines St to $1,350,000- maintain or improve mobility, queuing, and safety for TPR compliance. $1,950,000 S-3 72nd Ave upgrade Dartmouth St to Widen to 4/5 lanes with one travel lane each direction, one center turn $8,640,000- to urban standards Beveland St lane, and on street flex parking on both sides of street. Includes sidewalk $12,480,000 and cycle track. S-4 Red Rock Creek to One travel lane each direction, one center turn lane, on street parking on $9,090,000- Dartmouth St both sides of street. Includes sidewalk and cycle track. $13,130,000 S-5 Gonzaga St to Beveland Two travel lanes in each direction, one center turn lane, on-street parking $2,430,000- St on the east side of street. Includes sidewalk and cycle track. $3,510,000 S-6 Highway 217 to Gonzaga Two travel lanes in each direction, one center turn lane, no on-street $2,430,000- St parking. Includes sidewalk and cycle track. $3,510,000 S-7 Durham Rd & SW Durham Rd &79th Ave Add a westbound right-turn lane. $670,500- 79th Ave $968,500 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 88 • • • • ' • I 1 . . � . . � . , . . • • � S-8 Greenburg Rd Greenburg Rd &Cascade Make operational improvements to reduce the intersection v/c ratio. $670,500- Ave $968,500 S-9 Highway 217 to Install separated bike lanes and sidewalks per the Greenburg Rd plan in the $1,350,000- Washington Square Rd Washington Square Regional Center update. Seekjurisdictional transfer of $1,950,000 (N) roadway segment from Washington County, coordinated with proposed improvements. 5-10 Washington Square Rd Narrow roadway to three lanes with turn lanes, separated bike lanes and $900,000- (N) to Hall Blvd sidewalks per the Greenburg Rd plan in the Washington Square Regional $1,300,000 Center update. Seekjurisdictional transfer of roadway segment from Washington County, coordinated with proposed improvements. 5-11 Greenburg Rd & Add a right-turn lane from Greenburg to SB Highway 217. $1,350,000- Highway 217 $1,950,000 5-12 Greenburg Rd & Oleson Intersection Improvements. $1,350,000- Rd & Hall Blvd $1,950,000 5-13 Greenburg Rd & Locust Reconfigure to a standard 4 way intersection with crosswalks on all four $1,350,000- St legs per the Greenburg Rd plan in the Washington Square Regional Center $1,950,000 update. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 89 • • • • ' • 1 1 . . � . . � . , . . • • � 5-14 Greenburg Rd & Add a high visibility pedestrian crossing across Greenburg Rd per the $450,000- Washington Square Rd Greenburg Rd plan in the Washington Square Regional Center update. $650,000 (N) 5-15 Greenburg Rd & Lehman Add a high visibility pedestrian crossing across Greenburg Rd per the $450,000- St Greenburg Road plan in the Washington Square Regional Center update. $650,000 5-16 Greenburg Rd & Summit Add a high visibility pedestrian crossing across Greenburg Rd per the $450,000- Dr Greenburg Road plan in the Washington Square Regional Center update. $650,000 5-17 Hall Blvd upgrade to Oleson Rd to Pacific Upgrade to urban standards, including widen to 2/3 lanes; building $4,680,000- urban standards and Highway (OR99W) sidewalks and bike lanes; safety improvements; and high visibility $6,760,000 jurisdictional transfer pedestrian crossings at Metzger Park and the future Steve Street Park. 5-18 from ODOT (SW Pacific Highway (OR99W) Upgrade to urban standards with sidewalks and bike facilities depending $1,800,000- Locust to SW to Fanno Creek on corridor lan. Durham Rd) p $2,600,000 5-19 coordinated with Fanno Creek to Upgrade to urban standards with sidewalks and bike facilities depending $450,000- roadway McDonald St on corridor plan. $650,000 5-20 improvements McDonald St to Bonita U rade to urban standards with sidewalks and bike facilities de endin pg p g $1,350,000- Rd on corridor plan. $1,950,000 5-21 Bonita Rd to Durham Rd Upgrade to urban standards with sidewalks and bike facilities depending $450,000- on corridor plan. $650,000 5-22 Hall Blvd & Pfaffle St New traffic signal with appropriate illumination, crosswalks, and $1,170,000- lengthening and separation of the turn lanes on Pfaffle St. $1,690,000 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 90 • • • • ' • 1 1 . . � . . � . , . . • • � 5-23 Hall Blvd & Durham Rd Add a second southbound left-turn lane at the intersection of Hall Blvd/ $630,000- Durham Rd. $910,000 5-24 Hall Blvd & McDonald St Add a southbound right-turn lane from Hall Blvd to McDonald St and a $1,800,000- second northbound left-turn lane. This would require a second receiving $2,600,000 lane on McDonald St. 5-25 Hall Blvd & Hunziker St/ Realign offset intersection to cross intersection to alleviate congestion and $6,750,000- Scoffins St intersection safety issues. $9,750,000 5-26 Pacific Highway Pacific Highway (OR99W) Intersection improvements for active transportation, induding bicyde lanes $8,010,000- (OR99W) & Dartmouth St and improved pedestrian facilities. $11,570,000 Improvements 5-27 Pacific Highway (OR99W) Intersection improvements to maintain or improve mobility and safety for $900,000- & I-5 Southbound Ramp TPR compliance, such as the removal of the northbound left turn $1,300,000 lane/signal at 64th Ave. 5-28 King James PI to 68th Improve bicycle and pedestrian crossings of streets intersecting Pacific $9,310,000- Pkwy Highway (OR99W) between SW King James PI and SW 68th Pkwy, $13,450,000 including the intersection of 64th Ave. Crossing treatments may include, but are not limited to: sidewalk infill, marked crosswalks, Rapid Flashing Beacons (RRFB), High-intensity activated crosswalk beacons (HAWK), curb extensions, lighting improvements, signal changes, lane width reduction, and/or intersection reconstruction. 5-29 Entire (in city) Fill in gaps in bike lanes along Pacific Highway (OR99W) and upgrade to $900,000- buffered or separated facilities where warranted. Enhance bicycle crossings $1,300,000 of major intersections. Assumes no roadway widening. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 91 • • • • ' • I 1 . . � . . � . , . . • • � 5-30 Entire (in city) Complete gaps in sidewalk along the entire length of Pacific Highway $6,580,000- (OR99W) within Tigard city limits. $9,510,000 5-31 Scholls Ferry Rd/ Scholls Ferry Rd & River Install a traffic signal with bicycle and pedestrian treatments. This location is $1,170,000- River Terrace Blvd Terrace Blvd a critical River Terrace Trail crossing. $1,690,000 5-32 Walnut St & SW Walnut St &Gaarde St Add a second northbound left lane. $670,000- Gaarde St $970,000 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 92 Ta lors Ferr Rd � � � � Q J L 4 C O .C� � W °'4 ` � Locust St 7 � o r C;, S�bo1ls.Ferry_R �� Oak St �� . �� 217 > � North Dakota St ��11� r � a � � �� Pfaffle St � � � � � �'aP � Y � � ` v�c � a � ��a � � � > � Q a�tmouth St � � �/� � � � 4 � rryhd7j ��I �/4 � 'L"' Walnut St ' �2i/� �, c°Do a Barrows Rd Fonner St i � erR •-• � �, � / a ` Y � +�. r � e� r(� � o � � ¢ cJ �v � v, P�e � - c Q � � P5r ; � � � � � � Gaarde St Mcdonald St � , �� Bull Mountain Rd _ � Bonita R �` _- Jj Murdock St . � � �r- �� •� �° � °� a v � Q' Sattler St � 3 � N t 3 d � � \�� O c6 � / 07 . O o �� Summerfield Dr � � �� 99 = . � II Durham Rd geef Bend Rd a� .i / Q �� Cook Park -� Greenbelt � Miles O �z N � � 1 2 Ki-A-Kuts Bicycle &Pedestrian Bridge Projects = Project C-2 (location TBD) O School Railroad Figure 15 C Refer to TSP projects list for projed . c descrrpt�ons.Pro�ecr�oiorsareass�9ned Water Park Q CityofTigard Active Transportation 0 to help demarcate projed extents and °ref°r°'ustr°t;�epurp°SeS°n'y and Connectivity Projects • • • • ' • I 1 Table 11. 2040 TSP Urban Upgrades &Active Transportation Projects . . � . . � , , . . • . . AT-1 121st Ave Upgrade to Tippit PI to Whistler Build complete street with bicycle and pedestrian facilities. $4,050,000- urban standards Lp (N) $5,850,000 AT-2 Walnut St to Gaarde Upgrade to urban standards with sidewalks and bicycle lanes. $2,160,000- St $3,120,000 AT-3 North Dakota St to Upgrade to urban standards with sidewalks and bicycle lanes. $1,728,000- Walnut St $2,496,000 AT-4 68th Ave Bikeway 66th Ave to Oak St Install protected bike lanes (buffered bike lanes and flexible delineator $90,000-$130,000 posts) with no roadway widening on SW 68th Ave, SW 68th Pkwy, and SW 69th Ave between SW 66th Ave and SW Oak St. AT-5 79th Ave Bonita Rd to Durham Fill sidewalk gaps and facilitate bicycling along 79th Ave so pedestrians will $2,610,000- Rd no longer be forced to share the roadway in the vehicle travel lane. $3,770,000 AT-6 80th Ave Taylor's Ferry Rd to Install bike lanes and construct sidewalks on both sides of the street from $1,800,000- Oak St Taylor's Ferry Rd to Oak St. $2,600,000 AT-7 Ash Ave Trail Walnut PI east of Create a new active transportation connection from Walnut PI east of $6,750,000- connection Pacific Highway Pacific Highway (OR99W) to Ash Ave, connecting to the Fanno Creek Trail. $9,750,000 (OR99W) to Ash Ave JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 94 • • • • ' • I 1 . . � . . � . , . . • • � AT-8 Ash Ave/100th St Scoffins St to Improve SW Ash Ave between SW Scoffins St and SW McDonald St, and $5,670,000- Greenway McDonald St; SW 100th Ave between SW McDonald St and SW Murdock St to $8,190,000 McDonald St to Neighborhood Greenway standards. This includes, but is not limited to, Murdock St sidewalk infill, shared lane markings, speed humps, stop sign reconfiguration, curb extensions, and crossing improvements. At minimum, this project will include a Rectangular Rapid Flashing Beacon (RRFB) and marked crossing at both the intersections of SW Scoffins St and SW McDonald St, a railroad crossing, shared lane markings, and speed humps. AT-9 Ash Creek Trail Fanno Creek Trail to Determine the alignment for a shared-use path from the Fanno Creek Trail $135,000- Alignment Study 95th Ave & Shady Ln to the Highway 217 Crossing at 95th Ave (see project C-1) following the $195,000 alignment of Ash Creek. Coordinate this study with the Greenburg/Tiedeman/N Dakota intersection study (Study-4), which includes a rail-crossing. AT-10 Bonita Rd 72nd Avenue to I-5 Construct a traffic signal and add a bike lane along Bonita Rd from 72nd $630,000- improvements Ave to I-5 Bridge. $910,000 AT-11 Bonita Rd &72nd Ave Add a second northbound left lane from 72nd Ave to Bonita Rd. $670,000- $970,000 AT-12 Bull Mountain Rd Benchview Ter to Upgrade Bull Mountain Rd from Benchview Ter (Tigard City Limits) to $18,000,000- Upgrade to Urban Pacific Highway Pacific Highway (OR99W) to urban standards, including completing gaps $26,000,000 Standards (OR99W) in sidewalks and bike lanes. Add a crossing to connect Alberta Rider Elementary School to Elizabeth Price Park. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 95 • • • • ' • 1 1 . . � . . � . , . . • • � AT-13 Roy Rogers Rd to Infill approximately 7,000 ft of sidewalk gaps on SW Bull Mountain Rd Coordinate with Pacific Highway between Pacific Highway (OR99W) and SW Roy Rogers Rd. Sidewalks will Washington (OR99W) be at least 6ft wide and include curb and gutter. This project will also install County a marked crosswalk, a Rectangular Rapid Flashing Beacon (RRFB), and median at the intersection of SW Peachtree Dr. Also install protected bike lanes with no roadway widening on SW Bull Mountain Rd between Pacific Highway (OR99W) and SW Roy Rogers Rd. The section of Bull Mountain Rd between Benchview Ter and Darwin Ave is in Washington County and would require coordination with the County to complete this project along the full extents. AT-14 Dartmouth St 72nd Ave to 68th Ave Widen to 4 lanes plus turn lanes, bike facilities, and sidewalks between $4,050,000- widening 72nd Ave and I-5 (68th Ave)to maintain or improve mobility, queuing, and $5,850,000 safety for TPRS compliance, such as the addition of a second westbound through lane and dedicated westbound turn lane at 68th Ave. Also consider options for on-street parking. AT-15 Fanno Creek Trail Entire Improve the Fanno Creek Trail system at various locations with upgraded $7,050,000- facilities at the following locations: SW Hall Blvd (High-intensity activated $10,190,000 crosswalk beacons or HAWK), SW Scholls Ferry Rd (signal), Woodward Park to SW Grant Ave (trail extension), SW Main St to SW Hall Blvd (trail extension), Tigard Public Library to SW Bonita Rd (trail extension), SW 85th Ave to Tualatin River (trail extension). This project also includes trail repair and would bring the existing segments of the trail up to standard for width. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 96 • • • • ' • I 1 . . � . . � . , . . • • � AT-16 Fonner St/115th Walnut St to Bull Improve SW Fonner St, SW 115th Ave, and SW 114th Ave to Neighborhood $2,520,000- Ave/114th Ave Mountain Rd Greenway standards between SW Walnut St and SW Bull Mountain Rd. $3,640,000 Greenway This includes, but is not limited to, sidewalk infill, shared lane markings (2 per block), speed humps (2 per block), stop sign reconfiguration, curb extensions, and crossing improvements. At minimum, this project will include a Rectangular Rapid Flashing Beacon (RRFB) and marked crossing at the intersection of SW Gaarde St, shared lane markings, and speed humps. AT-17 Gaarde St bikeway Pacific Highway Restripe the roadway with buffered bike lanes (no roadway widening $160,000- (OR99W) to Walnut St included) on SW Gaarde St between Pacific Highway (OR99W) and SW $230,000 Walnut St. AT-18 Greenburg Rd, Greenburg Rd, Following the completion of a circulation study (Study-4), construct the $14,670,000- Tiedeman Ave, and Tiedeman Ave and identified projects to improve circulation and bring the roadways up to $21,190,000 North Dakota St North Dakota St urban standards with complete bicycle and pedestrian facilities. Complete Streets AT-19 Locust St Greenburg Rd and A new crosswalk with a rapid rate flashing beacon will be constructed $1,500,000- Hall Blvd across SW Locust St to SW Lincoln St. A new sidewalk and upgraded bike $2,160,000 lane will be constructed from SW 92nd Ave to Hall Blvd on the north side of Locust St. AT-20 Main St Green Street Railroad tracks to Provide two travel lanes, turn lanes where necessary, on-street parking, $3,690,000- Retrofit (Phase 2) Pacific Highway good sidewalks, and lots of pedestrian-friendly amenities on Main St from $5,330,000 (OR99W) the railroad tracks north to Pacific Highway (OR99W). JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 97 • • • • ' • I 1 . . � . . � . , . . • • � AT-21 McDonald St Hall Blvd to Pacific Widen roadway to a 3-lane complete street (with sidewalks, buffered bike $19,800,000- Highway (OR99W) lanes, and center turn lanes where appropriate) and crossing $28,600,000 enhancements at some locations. AT-22 Murdock St. 103rd Ave to James Construct sidewalks and minor roadway widening where required along $2,190,000- Improvements Templeton one side of the street from 103rd Ave to James Templeton Elementary. $3,160,000 Elementary This project will also construct a new storm drainage system. AT-23 North Dakota St Entire Replace bridge, with bike lanes and sidewalks. $4,950,000- (Fanno Creek) Bridge $7,150,000 Replacement AT-24 Oak St Improvements Greenburg Rd to Hall A new 12' wide multi-use trail on the south side of the road from $1,530,000- Blvd Greenburg Rd to Hall Blvd. $2,210,000 AT-25 Red Rock Creek NA New trail paralleling Red Rock Creek in the Tigard Triangle. Alignment and $4,050,000- Greenway Trail design details subject to Red Rock Creek Trail Alignment Study to be $5,850,000 completed in 2022. Trail will connect to Fanno Creek Trail near the Tigard Public Library via a new rail overcrossing (see project C-4) and a crossing of Highway 217 (see project C-2) AT-26 Roy Rogers Rd Bull Mountain Rd to Complete roadway improvements to a five lane county arterial from Bull $8,640,000- Beef Bend Rd Mountain Road to Beef Bend Road. Improvements between Scholls Ferry $12,480,000 Road and the Urban Growth Boundary are currently under construction in conjunction with the Willamette Water Supply PLM 5.1 project. AT-27 Taylor's Ferry Rd Washington Dr to Complete gaps in sidewalk and add bike lanes on both sides of the street $5,970,000- 62nd Ave from Washington Dr to 62nd Ave. $8,620,000 JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 98 • • • • ' • I 1 . . � . . � . , . . • • � AT-28 Tiedeman Ave Railroad Tracks to Build a sidewalk, bike lane and associated stormwater infrastructure. $810,000- upgrade to urban Greenburg Rd $1,170,000 standard AT-29 Tigard St (Fanno Entire Replace bridge, with bike lanes and sidewalk. $4,680,000- Creek) Bridge $6,760,000 Replacement AT-30 Tigard St Heritage Main St to rail path Conduct a feasibility study to extend the Heritage trail south from its $135,000- Trail southern current end point on Main St through the TriMet Park and Ride to connect $195,000 extension with the existing rail path. This would include an improved crossing of Main St adjacent to the rail line. AT-31 Walnut St Upgrade to Tiedeman Ave to Infill sidewalk gaps on SW Walnut St between Tiedeman Avenue and SW $7,520,000- urban standards 135th Ave 135th Ave. Sidewalks will be at least 6ft wide and include curb and gutter. $10,860,000 Also install protected bike lanes with no roadway widening on SW Walnut St between Tiedeman Ave to 135th Ave. AT-32 Watkins Ave Walnut St to Pacific Infill sidewalk gaps on SW Watkins Ave between SW Walnut St and Pacific $3,060,000- Pedestrian Corridor Highway (OR99W) Highway (OR99W). Sidewalks will be at least 6ft wide and include curb and $4,420,000 gutter. This project shares partial extents with a planned Neighborhood Greenway on SW Watkins Ave between SW Park St and SW Fairhaven St. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 99 • • • • ' • I 1 Table 12. 2040 TSP Connectivity Projects . . � . . • � � �• � � • � � C-1 Highway 217 95th Ave & Shady Ln on A new active transportation crossing of Highway 217 from 95th Ave/Shady $8,100,000- Crossing at 95th the south side to 95th Ln on the south side to 95th Ave on the north side of Highway 217. This $11,700,000 Ave on the north side of bike and pedestrian overcrossing would provide a direct connection Highway 217 between the Washington Square Regional Center and Metzger area to Downtown Tigard,the Fanno Creek Trail system, and the rest of the City south of Highway 217. C-2 Highway 217 Tigard Triangle to Construct a new Highway 217 overcrossing for active transportation users $8,100,000- Pedestrian/Bicyde Downtown Tigard region, connecting the Tigard Triangle with Downtown Tigard. This project may $11,700,000 Overcrossing TBD be coordinated with the Southwest Corridor Light Rail and the Red Rock Creek Trail planning efforts. The exact alignment of the overcrossing is to be determined. C-3 Ped/Bike Rail Commercial St to Tigard This project would build a railroad undercrossing for pedestrians and $3,620,000- Undercrossing at St bicycles west of Pacific Highway (OR99W), connecting Grant Ave with 95th $5,230,000 95th Ave Ave. C-4 Red Rock Creek Wall Street to Fanno As part of the Red Rock Creek Greenway Trail (project AT-25), build a rail $6,000,000 Trail rail Creek Trail near Tigard overcrossing to connect to the Fanno Creek Trail near the Tigard Library. overcrossing Library Alignment and design details subject to Red Rock Creek Trail Alignment Study to be completed in 2022. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 100 Or�\ ------v---`-v----� Zl� \� Ta lors Ferr Rd __ �� /^ 1 � � ¢ ` I � s I � � I �� Study-6 " � �' I . � . , i� '""'•'•'.Locust St '' r J Rd��' � S�holls Ferry. Oak St t� �' I �� . � •. .-•' . � '�-----=----- - � ,,_.., >" :' �� v ��Study-4; s � � Q Pfaffle St � %� '� ;I / � �e�" G� Y I � P � acP P�b4 � �I �� ap�� rS' � �'a � ; I / � � �a'rmouth St ; I � ; I / "�Study-5 TSMO-1 and T-1 �� /I > y ` > �� -------.Barrows_Rd_�� Walnut5t a � 4h2jkP� s �I �—�� r—`,_��r� �/ _I ti S�D�1 Ra � �I I � �_ � �; �"•Study-2 ;I I � � L�—�"'(_� -� �a �� I � � r� m ." ;� I J = ;I I = I � \�1 � I � R�Sha�R �I__—�—,J— Gaarde St Mcdonald St ' I � �a � I ,,I � � �`L�J i I � v I i � l�--i a l Bonita Rd Bull Mountain Rd -o � v I � I r— 1 �---------- � � I , ^ �a � 1 ,. I I � � v � { r'' ^�� o � > I I o t `� I I a � � I � � �� o I o � L� ,I �� L__— � �� 1�/ �j ��-----� v DurhamRd � �,� geef Bend Rd I v I a' � ----�� r �i:; 1 99 � -——- � ��.- <<�'Study-7;' � � � ' .' � i � � i 1� � -----� O Miles � --� I �� I N Q ��2 � 2 ��// � � Transit and TSMO Projects : Study Area Projects ' Figure 16 Referto TSPprojects list forprojed �_� Tigard City Boundary descriptions.Projed colors are assigned — t°"e'pdemar�atepr°�e�teXtentsand Transit TSMO and Study Area Projects are for illustrative purposes only. I I • • • • ' • I 1 Table 13. 2040 TSP Transit Transportation Projects . . � . . � � � • � � � � � T-1 Tigard Connector NA Provide local connector (shuttle) service serving Tigard Triangle to Downtown Tigard, $990,000- Service in the Tigard and/or the Washington Square Mall and potential residential areas. $1,430,000 Triangle T-2 Transit supportive Entire (in city) Support existing high frequency bus service on the Pacific Highway (OR99W) corridor $540,000- treatments on Pacific by providing benches, shelters, and real-time information at bus stops. $780,000 Highway (OR99W) T-3 Transit supportive Entire (in city) Support existing high frequency bus service on the Pacific Highway (OR99W) corridor $4,500,000- treatments on Pacific by implementing transit treatments such as bus queue bypass lanes and transit signal $6,500,000 Highway (OR99W) priority at key intersections. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 102 • • • • ' • I 1 Table 14. 2040 TSP TSMO Projects . . � . . • � � • � � � • � TSMO-1 Tigard Triangle NA Upgrade signals throughout the Tigard Triangle with adaptive signal coordination $2,700,000- Adaptive Signals technology. $3,900,000 TSMO-2 Upper Boones Ferry Upper Boones Improve arterial corridor operations by expanding traveler information and $990,000- Rd / Durham Rd Ferry Rd & upgrading traffic signal equipment and timings. Install upgraded traffic signal $1,430,000 Adaptive Signal Durham Rd controllers, establish communications to the central traffic signal system, provide Coordination arterial detection (including bicycle detection where appropriate) and routinely update signal timings. Provide real-time and forecasted traveler information on arterial roadways including current roadway conditions, congestion information, travel times, incident information, construction work zones, current weather conditions and other events that may affect traffic conditions. Upgrade and/or add traffic signage. Also includes ongoing maintenance and parts replacement. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 103 • • • • ' • I 1 Table 7 5. 2040 TSP Special Study Area Projects . . � . . • � � • � � � � � Study-1 Ash Ave Railroad Burnham St to Conduct a feasibility study to extend Ash Ave across the railroad tracks in a grade- $225,000- Crossing Commercial St separated bicycle and pedestrian crossing from Burnham to Commercial St. $325,000 Study-2 72nd Ave/Highway 217 72nd Ave & Conduct a feasibility study and identify a preferred concept for the Highway 217 $450,000- Interchange Highway 217 interchange at 72nd Ave. As a part of this study, review recommended projects from $650,000 Improvements Interchange the Tigard Triangle to assess the need for additional lanes to maintain or improve mobility, queuing, and safety for TPR compliance, such as the addition of a second northbound right turn lane. Key to this project is improving connectivity between the Triangle and downtown Tigard through a redesign of the interchange and assessment of multimodal connectivity opportunities. This study would identify the type, size, and location for ways to improve north/south connectivity into the Tigard Triangle for roadway users. The preferred concept should include pedestrian and bicycle facilities consistent with the City's design standards. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 104 • • • • ' • I 1 . . , . . . , . . . • � . Study-3 99W Study Entire Highway 99W plays an essential role in our regional and state transportation systems. $4,500,000- This corridor links the cities of Tigard, Tualatin, and Sherwood and connects the $6,500,000 Portland Metro area to the greater Willamette Valley. It serves a concentration of communities of color, limited English proficiency speakers, and lower income communities. Highway 99W runs through the center of cities along the corridor, separating residential areas from commercial areas, making it difficult for pedestrians to cross the highway. The envisioned corridor will provide opportunities for lower- wage earners to access a range of employment throughout the region. The Highway 99W Corridor Study will: - Develop a unified vision for the corridor through extensive public and stakeholder outreach - Assemble a list of the needs, opportunities and constraints - Conduct market analyses and identify potential investment strategies for road, transit and land use improvements - Determine how 99W and the surrounding local transportation networks should be improved and managed to balance local, regional and long-distance travel needs - Identify transportation infrastructure projects, service enhancements and potential funding sources - Develop a strategy for economic resilience, adaptation and growth - Identify potential land use and transportation system plan changes to build equitable multimodal, transit-supportive communities along the corridor JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 105 • • • • ' • I 1 . . , . . . , . . . • � . Study-4 Greenburg Rd, Greenburg Rd, Conduct a circulation study to evaluate the proposed projects around the $225,000- Tiedeman Ave and Tiedeman Ave, intersections of Greenburg Rd, Tiedeman Ave and North Dakota St. The study would $325,000 North Dakota St and North identify a preferred concept plan to improve circulation and bring the roadways up Circulation Study Dakota St to urban standards with complete bicycle and pedestrian facilities. This study would also identify an alignment for the Ash Creek Trail connecting from Fanno Creek Trail at North Dakota St to the new Highway 217 overcrossing at 95th Avenue. Study-5 Main St Signals Study Entire Complete a feasibility study and operational analysis for potential traffic signals as $225,000- Main St/Tigard St and Main St/Commercial St. Signals would need to be coordinated $325,000 with the adjacent railroad crossing. Study-6 Metzger NA Conduct a circulation study to reassess street classifications, cross sections, and $225,000- Neighborhood connectivity to better distribute traffic in the Metzger Neighborhood. $325,000 Circulation and Add Lincoln street description. Connectivity Study Study-7 Upper Boones Ferry Upper Boones Conduct a circulation study to evaluate the proposed projects around the $450,000- Rd, 72nd Ave, Durham Ferry Rd, 72nd intersections of Upper Boones Ferry Rd, 72nd Ave, and Durham Rd as well as the I-5 $650,000 Rd Circulation Study Ave, Durham Rd interchange on Carmen Drive. The study would identifij a preferred concept plan to improve circulation and bring the roadways up to urban standards with complete bicycle and pedestrian facilities. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 106 • • • • ' • 1 1 barriers to public facilities. This program focuses on 6.2. Citywide Programs needs in the right-of-way including curb ramps and pedestrian crossing push buttons. Projects are prioritized While a major focus of the TSP is on future based on criteria in the City's 2019 ADA Transition Plan transportation capital projects, ongoing maintenance and may be coordinated with the annual Pavement and other citywide programs are vital to the upkeep and Management Program. improvement of Tigard's transportation system to best serve residents, businesses, and visitors. Key citywide programs that are critical to ensuring safe and equitable ,� rn�ram_ mobility are described below. Funded by the Street Maintenance Fee, this annual program provides for the preservation or replacement of C�nnecti�ns Pr��ra' the road through overlays, crack sealing, or slurry sealing. The program also upgrades some curb ramps The Pedestrian and Cyclist Connections Program is an when they are impacted by overlay projects. A key annual program on the City's Capital Improvement element of this program is implementing low-cost Program. It focused on filling in missing sidewalks, bike striping improvements to fille bikeway gaps. The lanes, pathways, crosswalk treatments, and minor program rehabilitates or performs preventative intersection modifications. The city will be increasing the maintenance on about 15 miles of streets each year to CIP program budget to address needs in the TSP. The extend the usable service life of the pavement. projects covered under this program typically cost less than $50,000 and may be located throughout the City. ..�.�. 11lLllll. .�.�... 111L11JIJV1�u«�.. 1 Funds from this program can also be used to cover ��,�},,,,,, ��;�,,, n,��;,,,*,,,,,�,,,,.,,, nrncsram matching funds for eligible grant projects benefitting pedestrians and cyclists. The Pedestrian and Bicycle The City has a large amount of deferred signal Networks identified in this TSP provide guidance as to maintenance at the traffic signals it owns and operates. where investments under this program would provide This annual program provides funding to replace signal the most value. equipment that is outdated, poorly operating, or near failure. Work includes items like signal head upgrades, - - - controller cabinets and appurtenances, and functionality n,-+ �nr�n1 v;.,-1�+ „�' `nT-.�, nr„�r-„- upgrades such as new controllers and detection for vehicles, cyclists, and pedestrians. This annual program implements projects from the City's ADA Transition Plan to provide equal access and remove JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 107 • • • • ' • 1 1 6.2.5. Fiber Comm»n��a*�F charging, and increased desire for curbspace activation, via parklets and streeteries. These emerging uses are TT_i.__ _�_- T_'_ -_"_ increasingly competing for limited curb space with traditional uses like transit access and parking. To A fully connected and functioning fiber network allows effectively manage this limited resource, the City should the City to have a connected traffic signal system to develop a curbside management program that optimize traffic flow and efficiency. In addition, it allows inventories the City's curbspace resources to maximize for remote access to signal systems, which improves mobility, safety, and access for the wide variety of curb response times to community concerns and signal issues. demands. The City has an agreement in place to develop This program adds conduit and/or fiber as an parking management strategies in the Tigard Triangle. In opportunity response to other planned projects to help addition to the Triangle parking management plan, the build out the City's signal fiber network. City plans to establish a fully resourced citywide parking and curbside management program to identifij other t�.2.1�. Jc1Ie KOUIeS IO JCriO� locations for parking solutions, as well as broad-based parking policies related to parking supply and curb management. The City should consider creating a new program to implement smaller scale infrastructure improvements as part of their Safe Routes to School Program. There are a number of larger capital projects on the project list that The range of travel options available to people is provide improved access to the City's schools, but this expanding rapidly, especially as it relates to program would capture smaller spot improvements. It micromobility devices such as electric bikes and scooters. could also be used to cover matching funds for eligible Many communities throughout the world have seen the grant projects benefitting SRTS. introduction of bikeshare and scootershare programs, which make fleet devices available via an app. These 6.2.']. Citywide Cur� "new modes" offer a green and convenient alternative to driving and are aligned with the policy objectives of this Mana�ement Pro�r� TSP. While Tigard does not currently have a bikeshare or Cities everywhere are seeing an uptick in demand for scootershare program, this is likely to change in the near future. As such, the City should develop programs and curb space with growth in online shopping and policies to facilitate introduction of these new travel associated freight deliveries, curbside pickups and drop- modes, including provision of necessary infrastructure offs, ridehailing through transportation network and regulations to ensure that fleet operations fit companies like Uber and Lyft, storage for micromobility seamlessly within the City's overall transportation system. fleet devices like bikes and scooters, electric vehicle JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 108 • • • • ' • 1 1 6.2.9. TY'ancit Tnfractri�rtiirP F', -� �� TPh;�1P F1Pr-trifi�-atinn T r,-.,�-r.,,� The City was just awarded TGM grant funding to develop an Electric Mobility Strategy. A new EV program would While Tigard does not directly control transit service, the fund needed future investments to support the transition City can support improved transit infrastructure in the to electric vehicles. Examples include charging public right-of-way. A transit infrastructure program infrastructure and programmatic elements such as would provide funds for upgrades to bus stop amenities potential pilot programs. such as benches, lighting, and bicycle parking. This program would also cover intersection upgrades such as transit signal priority, bus queuejumps, and improved " bus pull outs as an opportunity response to other �''�ana�-pYnent planned projects. These could be used in conjunction with TriMet funds to improve stops and signals Neighborhood Traffic Management (NTM) is a term that throughout the City. has been used to describe traffic control devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of traffic. NTM is descriptively called traffic calming due to its ability to Some areas of Tigard may not have the density needed improve neighborhood livability. Tigard has done to support a fixed route bus service. In these areas, extensive work in the way of testing and implementing alternative transit services such as on-demand service NTM measures such as speed humps, chokers, organized through an app or small circulator shuttles pavement texturing, circles, chicanes, and other that pick up and drop off at key destinations could fill the elements. The following are examples of neighborhood gap in transit service. Tigard should partner with traffic management strategies that have been applied in agencies to provide services like Ride Connection Tigard: (currently operating in Tigard and the Metro region) to offer expanded on-demand transit or microtransit ' speed wagon (reader board that displays vehicle services for seniors and people with disabilities in areas speeds) that are not currently served by TriMet. There may also ' speed humps be opportunities to pilot new and expanded alternative ' traffic circles transit services for the general population. • medians • landscaping and street trees • chokers (narrow roadways in short sections) ■ narrow streets ■ closing streets • photo radar JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 109 • • • • ' • 1 1 • on-street parking ■ selective enforcement ■ neighborhood watch • curb extensions Typically, NTM receives a favorable reception by residents adjacent to streets where vehicles travel at speeds above 30 mph. This program would implement traffic management strategies throughout the City. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 110 � � � . � 1 . 1 ' � . Cha ter p 7 S ecial Plannin Areas p g This chapter identifies four special planning areas within emphasis and investment is directed toward the city: Tigard Triangle, Washington Square Regional accommodating trips made by walking, bicycling, and Center, Downtown Tigard, and River Terrace. These transit, the amount of parking provided and how it is areas offer growth opportunities, but also face significant managed should be modified to support the priority transportation challenges. This chapter describes each purposes of each area. area, including a summary of current transportation challenges, followed by strategies for infrastructure '�.3, Tigard Triangle investments. The Tigard Triangle Strategic Plan, completed in 2015, '�.1. Land Use Planning created a blueprint for a pedestrian-oriented, mixed-use district built around the Triangle's distinguishing natural Each of these areas is designated for significant housing features with the vision that, ultimately, the Triangle and employment growth. Development of commercial evolves into an active, multimodal district connected to and residential uses in close proximity to each other the City and the region that attracts new residents and promotes walking trips for commute trips and non- businesses. To implement this vision, specific provisions commute travel. These opportunities can be captured by for land uses and design standards—including building incorporating densities, mixed-uses, design standards heights and massing, public and pedestrian spaces, and other land use strategies in the overall planning multimodal amenities, as well as circulation and parking efforts for the areas. requirements–are included in the Plan to guide development. In 2016, the Tigard Triangle Urban '].2. Parking Management Renewal Plan was created which identifies specific goals and urban renewal projects within the Triangle Parking management will be a critical component of creating travel options to and from each area. Adequate The Tigard Triangle is bordered by Pacific Highway, I-5, parking is essential to economic vitality; at the same time and Highway 217. Although these are three major too much parking can degrade the pedestrian regional roadways, these roadways function as barriers environment and unnecessarily increase impervious to access the Triangle. Access to and from the Tigard surface. A review of parking requirements and parking Triangle area is a critical issue to the success of the area. management measures is warranted in conjunction with The majority of employees and customers traveling to land use planning for these areas. In particular, as more the area on city streets access the Tigard Triangle area JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 111 . � � � � � . � � � off of Pacific Highway. There is considerable congestion shows the existing and planned transportation on Pacific Highway in the vicinity of the Tigard Triangle facilities in the Tigard Triangle that improve access to, and this congestion is forecast to worsen with regional from, and within the area. New streets, trails, and paths growth. are designed to complete the original street grid pattern and provide additional circulation options for all modes A second issue with the Triangle relates to non-auto of travel. A new bridge across Highway 217 is intended mobility/circulation to, from, and within the area. The to overcome the barrier created by the Highway to Triangle area as a whole is generally sloping downward create a better connection with Downtown Tigard. The from Pacific Highway and I-5 to Highway 217. The 72nd Avenue corridor study determined segment- topography makes walking and bicycling difficult. These specific cross sections that address the competing conditions are exacerbated by incomplete bicycle and multimodal transportation needs along this corridor. pedestrian systems within the Triangle and a lack of non- Another key project in the Triangle is the Red Rock Creek motorized connections across the major roadways that Trail, a planned off-street facility running parallel to border the Triangle. Pacific Highway and connecting across Highway 217 to At the broadest level, options for improving access to Downtown Tigard. These projects are described in more and within the Tigard Triangle fall into the following detail in Chapter 6. categories: • Provide additional intersection and roadway capacity improvements to the boundary streets. • Increase internal connectivity as development occurs to support a pedestrian-oriented development pattern. Maximize existing infrastructure investments by focusing on parking management and travel demand management programs. • Build upon high capacity transit planning and transit oriented development to increase density and encourage non-auto trip making. • Provide a more integrated system of transportation options for pedestrians, cyclists, and transit users. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 112 i � IJ 1 � PALATINE ST CAPITOL HWY \ —� �—'�� S-27 5-29 inov�N `� /------, W L ---� SPRI,CEST /�� I Q CORONADO ST I / _ �q� ` THORN ST I F � m VACUNAST � � STEVE ST � T-2 � ' �O � �y�� I �� I P� canie S-30 g_q i � m aFaFF�e sr � sZ I S-29 � � ` S-ZF) �'' _ _ _ _ _ _ � I PALLAVCT � Nq� � ' S-2 HAINES ST �yf G 5-28� ATWV�AST � p ��eG 99 �— — — env�oR sr � �� "ryssr 'QG, ` � �kn,�, kFRR PICbyY �nm 'QO c S-3 � l� �FSSF es ` ' — — — I po � � RRp � I mZ � � AT 4 � N�P � ` �RrMo�r M 1 � � �, sP�Nosn � � Sr -1 T-� �I � �A� � s m � • I v _\�' °°T � � I � R'�Ms �, \\ J BAYPOII�RD/7 �P tiS Q � E RST ST I ¢ _ � _ � � � � ST i�� 217 � � � I � HERMOSOWqYs 5 I f � � HUNZIKFR ' I � �� Rp C 2 � � qa w BEVEIANpRD I � y � BLP yGN i I SW�HwWDCR W Q Y �y9� z�eRR � ' � � ° ai o w s�G ^ i � i � � ��5 � S-6 HAMPTONST � `� a `4$ 9'LiS�, � � � � ••�� n�a�ancr€eccr �� `9�.sicEaz �Rvi: � J � '' I PAMELA ST S��R�KDR �y � e�4� / $tUd�%-Z � ' — — — • — — — � � a�nsSrLT � � � � me�Rosesr MELROSE ST i� � � y4�' y,� vaRNs sr �� s ` `� I ��c�i � � T � � � G�£�� FlR I HWTW N �" � � �' g I �'� wFs A c� � � \�� I\ � '�Eca�T �SnrycS m OMARAST I � �� O � � �_ REGINA W � � Gi I A �.�ilACr �at� 4: � I\ s PP� Q� � � F�� MIIeS �ECHCEMERDR I P N 0 0.25 �, 0.5 \� I �`� MCDONALD•S�T k� U GP Roadway Classification Planned Connections Project Type Figure 17 — Freeway Collector - - Local � Active Transportation � Transit or TSMO � Tigard Triangle Principal Arterial Neighborhood - - Collector �-� — Arterial � Special Transportation Area O Stronger Streets � Connectivity �__I Tigard City Boundary Neighborhood Tigard Triangle . � � � � � . � � � '].4. Washington Square intersections and roadways within the WSRC do not create a very desirable environment for pedestrians to Regional Center travel within the WSRC. Similarly, the absence of bicycle lanes on Greenburg Road, and around the Highway 217 The WSRC is the only designated Regional Center in the ramp terminals on Scholls Ferry Road, compromise City of Tigard. It is primarily designated for mixed-use cycling access to the WSRC. development and is an area of the City with significant forecastjob growth. Some ofthe highestjob growth in The WSRC is an important regional center in Tigard and the WSRC is on the west side of Highway 217 and along Washington County. Multi-modal access and Hall Boulevard east of Greenburg Road. A plan for the accommodation of growth continue to be priorities. area, being updated in 2021, indudes priority projects Options for improving access to the WSRC area fall into aimed at connecting the Washington Square Mall with the following categories: the land uses on the west side of Highway 217 and east . Provide better facilities for alternative modes, to the Metzger Neighborhood. especially pedestrians and bicycles. The WSRC is crisscrossed by Highway 217, Scholls Ferry • Improve internal circulation within the Mall site. Road and Greenburg Road and partially bounded by • Provide intersection and roadway capacity Hall Boulevard and Fanno Creek. Travel in and out of the enhancements to improve traffic operations at area is primarily funneled through the Highway the boundary streets. 217/Scholls Ferry Road and Highway 217/Greenburg shows the planned improvement projects Road interchanges and the Scholls Ferry Road/Hall serving the WSRC vicinity. The 1999 WSRC Plan Boulevard intersection. All of these facilities are under proposed two bridges and roadways to connect the thejurisdiction of either ODOT or Washington County WSRC across Highway 217 to reduce the magnitude of and currently experience significant peak hour this barrier: the northern crossing extended from congestion and queuing. Washington Square Mall Road across Highway 217 The WSRC has a transit center at Washington Square connecting to Cascade Avenue;the southern crossing connecting it to the Beaverton, Sunset, Tigard, and Lake conceptually extending Locust Street across Highway 217 Oswego, as well as the City of Tualatin and downtown to Nimbus Avenue. The current plan update reviewed Portland. It also has a WES commuter rail station located the potential Highway 217 crossings in conjunction with on the west side of Highway 217 near Hall Boulevard. the development of the TSP and consolidated these Although all of the major facilities in the WSRC have crossings into a single nonmotorized crossing at 95tn sidewalks (with the exception of segments of Greenburg Avenue east of Greenburg Road. Road), the size, traffic volumes and design of all of the JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 114 � � � � � � � � � � Other infrastructure improvements planned within the WSRC include pedestrian improvements throughout the WSRC, bicycle lanes on Greenburg Road, street connectivity enhancements on Lincoln Street, and intersection enhancements on Greenburg Road and Hall Boulevard. Specific project considerations can be found in the TSP project list. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 115 � � �N� W�AST � � z REID CT � I � \\ � o I�/J \� ��Q ..........................�........."""""".i � \� F.�'�• ��• i \ O�' •if: CV-WSELN � LOCP � � � � ` \� 1� � � ��\\ 3' \ I \�� \ �i n�� BWMRD S-�Z��,, �� _' � — o �� I o � I o a �Esrsr f�' / J S-10 � �, c�� / m `� = o I� � � N� �op � a S-16 '� 3 w '�i � ��' > nnnui cr a ;�' �� 1rl III -_ s ��SW � ��I ;V "�<< Study-6 � V ��Q-° �x� S-14 �`� @(V ' o EUMnocAsT _—�I� ea�aRa �� r /�� S-15 �E inNN sT S� qsria� � o� �� -'�SG� y� g s-s '� s-�� Ir / CORAL ST �i / �Y� � f` i� f� 1��=_________ LANDAUST � � S-13 ---- - �,�_-, ��_-_- �,_�� -�_- . � � � � � . � � � '].rj. Downtown Tigard Although Pacific Highway and Hall Boulevard have sidewalks and bicycle lanes (with the exception of a few The City of Tigard is committed to creating a downtown gaps in the sidewalk system on Hall Boulevard), the lack that is active, has a compact urban form and provides of local and collector street connectivity and existing multi-modal access and circulation. Public investments roadway geometry within the Downtown Tigard area do and planning activities for downtown are intended to not create a very desirable environment for pedestrians provide a catalyst for economic development. Significant and bicyclists to travel within the downtown. growth in Downtown Tigard is planned for both At the broadest level, options for improving access to employment and housing uses. the downtown area fall into the following categories: Downtown Tigard is primarily located south of Pacific Improve local and collector roadway Highway between Hall Boulevard and Fanno Creek but • connectivity to and within Downtown Tigard. also extends north of the Pacific Highway near . Provide better facilities for alternative modes Greenburg Road and Hall Boulevard. Pacific Highway (transit, bicycles, pedestrians, etc.). and Hall Boulevard are the primary access routes to the . Enhance intersection capacity on Pacific downtown area. Pacific Highway currently experiences Highway to increase the ability to cross and significant peak hour congestion and queuing which also access Pacific Highway from Walnut Street, impacts travel on Hall Boulevard. The Pacific Highway Greenburg Road and Hall Boulevard. viaduct over the railroad tracks creates a grade separation between Pacific Highway and Main Street and To address these issues, the City prepared a City Center limits both access and visibility to Downtown Tigard from Urban Renewal Plan (updated 2021) which identified a the highway. more complete system of streets and pathways to improve multi-modal access to, from and within the Downtown Tigard has a transit center which connects Downtown Mixed Use Central Business District. riders to the Beaverton Transit Center, Sherwood, Lake Connectivity and circulation improvements, including Oswego, Tualatin, and downtown Portland. The Tigard new road and pathway connections within and adjacent Transit Center is also served by WES Commuter Rail. The to the downtown area were identified and can be seen in existing transit service available to Downtown Tigard, These improvements are intended to foster combined with future plans to provide high capacity creation of smaller block sizes, efficient routes into and transit from Portland to Tualatin with stops in central within downtown, and new streets to accommodate and Tigard, position Downtown to have transit service that encourage downtown development as well as to solve can support increased employment and residential some existing connectivity issues, such as access across growth in the area despite existing congestion along railroad tracks. Pacific Highway. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 117 C J-L25 / Q' � g � mc , -c a�� c �� ° � re + �� ' ��b ` m 4�9 O �'a ` S-28 \ �9drqsf S-29 v S-30 _ °J - •< \ i�� T-2 .•..��' AT-20 � � / ( �• ;' i i �._\ . �.' i � � / i � �J ��,,, �x,, sc� � '��; .• � �' � °�� I I T-3 � � ,,, ,,, ` '� Ss� , ,� ,.• '�, .". ; 217 � � � •• I , ' ' ` AT-15 i ' Study-5 � � � i �,•' �. �� . ,• � � � ♦ � ,�.•'� �:� �� ` S-25 C 2 � • ,.'� ' �' AT-30 .'• ,•' � �. �� ♦ a�� a/ '..• '�, i �`9ti° y4�2i/re ��fsf : �` �Ra � �4 AT-8 � �` P�e �hd �� . Psr � � � S� i i �� i � i � i , / � i � � i � AT 7 � ` �. � � � � � � ♦ i �� - - - - - - - w � � �a � Miles -- -- �� N 0 0.125 0.25 � �. Roadway Classification Planned Connections Project Type Figure 19 — Freeway Collector - - Local �# Active Transportation �# Transit or TSMO � Tigard Downtown Principal Arterial Neighborhood - - Collector �–� — Arterial O Stronger Streets �__I Tigard City Boundary Neighborhood Tigard Downtown . � � � � � . � � � '].6. River Terrace located midway between Bull Mountain Road and Beef Bend Road. River Terrace is a 500-acre greenfield development on New roadways within River Terrace are expected to meet the western edge of the City. Annexation was completed urban standards for walking and bicycling infrastructure. in 2013 and the community plan for River Terrace 1.0 was However, no transit connections are planned for the adopted in 2015 with significant development following development, which limits the ability of residents to soon afterwards. The community plan includes new travel outside the area by non-auto modes. streets, the River Terrace Trail, and local community parks. This plan covered the first phase of development Options for improving access to the River Terrace area at River Terrace. Concept planning for the second phase fall into the following categories: of River Terrace is currently underway. • Provide complete facilities for alternative modes, The first phase of River Terrace is generally bounded by especially pedestrians and bicycles. Scholls Ferry Road to the north, a point halfway between • Build a street grid that promotes internal Bull Mountain Road and Beef Bend Road to the south, circulation within the River Terrace site. Roshak Road/150th Avenue to the east, and Roy Rogers • Provide intersection and roadway capacity Road to the west. New development along Roy Rogers improvements to improve traffic operations at Road spurred expansion of the roadway and the the boundary streets. addition of new sidewalks and bike lanes. To the east and west of Roy Rogers Road will be a connected shows the plan area and new connections network of streets and shared-use paths providing on- Within the development. While some of these have since and off-street connections to schools, parks, housing, been completed, such as sections of River Terrace and shopping. Primary street connections to Roy Rogers Boulevard, the streets and intersection improvements Road for those driving in the River Terrace area will be not yet completed are included in the TSP project list via Lorenzo Lane, Bull Mountain Road, and a new street described in Chapter 6. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 119 �� I � �� ___gcholls-Ferry-Rd - ----- �� I � -__ S_3� �---garrows'Rd---�� ' � / r � � �� I `--� --- �—/ I I m � �--.�f \_/ I � a� � i--� � � � � — � F I �---� J\ � I I / I � � I I � / '�\' �--- � � I I � �� I � � I I � � L � I ■ � � i---� ► � I � � a l I � � � I a \� � � � � � I ' '►.��_� • - - � `-, I .� � � � � I � � I �� -------- I 'Qosh � l� j I a l � �------- � � �,Qa> � - ----1`_�--� � � � � I � � �_ � � I I � � �� I I � �A-13 � I I Bull Mountain Rd � A-12 � � I I I � I � �`_/ I � I � I � I � I � I � . ------- � ----------- --------� ♦ A-26 � I s I � � I � � � I I� � Q I i:o ' � . �♦ r I � �� ► � I lo � � I � I ------i I I � I i� I -------- 1 I � I � I � I Miles �_�---�--------------� � 0 0.25 0.5 gee{gend Rd � Roadway Classification Planned Connections Project Type Figure 20 — Freeway Collector - - Local � Active Transportation � River Terrace Principal Arterial Neighborhood - - Collector � — Arterial Neighborhood # Stronger Streets j _I Tigard City Boundary River Terrace � � � . � 1 . 1 ' � . Cha ter 8 p Im lementation Plan p g.l. Programmatic and Code ' Update characterization of Hall Boulevard to reflect the jurisdictional transfer. Changes The TSP establishes a vision for the City to work towards, with the most visible goal posts being the modal plans Roadway design standards dictate how new and TSP project list. However, reaching these goal posts transportation facilities need to be built. This includes the will require modifications to the City's Development roadway cross-section elements, such as lane width and Code, Engineering Standards, Transportation System inclusion of sidewalks, as well as provision of on-street Development Charge Program; and other key policies. parking, and streetscape elements. These can be found The following summarizes the recommended in the City of Tigard's Public Improvement Design programmatic and code changes as part of the TSP Standards, which are currently under revision, and the update, but more details on these recommendations are City's Development Code. Both the state and Metro have provided in the in the form of a number of guidance documents when updating the memoranda. cross-sections, including the ODOT Highway Design Manual, ODOT Blueprint for Design, Metro Designing Livable Streets, Oregon Bicycle and Pedestrian Plan (OBPP) and Regional Active Transportation Plan (ATP). Title 18 is the Development Code for the City of Tigard. Subsection 910 provides guidance for the improvement To reflect the policy direction of this TSP, updated of streets and will require updates to align with this standards should reflect more comprehensive bicycle direction provided in this TSP. Specific changes include: and pedestrian facilities;traffic calming features, and curb zone features that respond to more robust use of ■ Replace all TSP references to Tigard on the the curb for freight deliveries, drop off/pick up, storage Move, 2040 TSP. of micromobility fleet devices like electric-bikes and ■ Update guidance for street cross-sections, scooters, electric vehicle charging, and curb space including recommendations for lane widths and activation, such as streeteries and parklets. inclusion of parking and bicycle facilities in text, tables, and figures to align with the Metro also provides roadway design guidance in its 2018 recommendations and policy direction of this RTP. This guidance applies to roadways that fall under TSP. Metro's Regional Motor Vehicle Network. Within Tigard this includes several roadways: Highway 217 and I-5 are JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 121 � � � : � � • � � identified as throughways, Pacific Highway is identified as • Establishment of fully resourced citywide parking a major arterial, and several other roadways are and curbside management program identified as minor arterials. The City should continue to ■ Establishment of fully resourced neighborhood coordinate with regional entities to ensure that design traffic calming program guidance for these regionally significant facilities • Designating certain areas of Tigard as Multi- continues to support the policy goals of this TSP. Modal Mixed Use Areas (MMAs). This concept allows the City to exercise more flexibility in balancing the mobility needs of cars with non- auto modes. This designation has been As Tigard grows, SDCs will continue to be an important discussed for powntown, but may be appropriate source of funding for capital projects. As part of this TSP, for other areas such as WSRC and the Triangle. the City is evaluating its current SDC program to ensure it aligns with the goals of the TSP and the City's Strategic g,2. Greenhouse Gas Reduction Plan. Key updates to the SDC program include the list of projects it funds to align with the 2040 TSP project list Measures and ensuring the program's structure supports strategic goals like housing affordability and encouraging travel According to the Oregon Global Warming Commission�o by walking, bicycling, and transit modes. almost 36 percent of Oregon's total GHG emissions derive from transportation. Transportation emissions can be reduced by improving the emissions profile of the Beyond projects, the TSP recommends several other vehicle fleet, such as switching to more electric vehicles, policy shifts that will need to be adopted as part of or by reducing vehicle miles traveled (VMT) and Tigard's Comprehensive Plan. These include: encouraging mode shifts from single-occupancy vehicles to shared (e.g., transit) or active modes of transportation ■ Citywide expansion of 20 mph speed zones on all (e.g., bicycle). This shift to more active transportation local class and high-priority neighborhood class modes aligns with the City's updated strategic vision to streets be an equitable community that is accessible, walkable, ■ Updates to speed limits on streets listed in and healthy for everyone. Implementing policies and Chapter 4 of this TSP programs to reduce GHG emissions will support the ■ Updates to functional classification of streets City's goal to be carbon neutral by 2035. It also creates a listed in Chapter 4 of this TSP healthier community and reduces the burden that 10 Oregon Global Warming Commission 2020 Biennial Report. https://www.keeporegoncool.org/reports/ JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 122 � � � : � � • � � pollution and climate change, driven by GHG emissions, currently require new development to offer commuter often have on BIPOC and low income communities. benefits, though the City has an internal commuter benefits program for its employees. The Oregon There are a number of transportation measures that Department of Environmental Quality mandates that Tigard could implement to further its GHG reduction employers with more than 100 employees provide goals. These measures are pulled from the Handbook for commute options to encourage employees to reduce Anafyzing Greenhouse Gas Emission Reductions, auto trips to the work site. Regionally, the Westside Assessing Climate Vulnerabilities, and Advancing Health Transportation Alliance is the only Transportation and Equity", which is discussed in more detail in the Management Association in Washington County, and a 2017 Travel Options Assessment identified that expanded ■ Implement Commute Trip Reduction Program travel options programs are needed. (Voluntary) There is an opportunity for the City to review its ■ Implement Commute Trip Reduction Program development code and determine if it should require or (Mandatory Implementation and Monitoring) encourage Trip Reduction Programs in new employment ■ Implement Commute Trip Reduction Marketing locations that do not qualifij under the DEQ mandate or ■ Provide Ridesharing Program in housing developments. ■ Implement Subsidized or Discounted Transit Program Provision of Electric Vehicle Charging Infrastructure ■ Provide Employer-Sponsored Vanpool could be accomplished either through the City siting ■ Price Workplace Parking these in public locations, or by requiring or encouraging ■ Provide Community-Based Travel Planning private development to incorporate EV charging on their • Implement Employee Parking Cash-Out sites. The City has installed two chargers—one at the ■ Provide Electric Vehicle Charging Infrastructure Tigard Public Library and one at City Hall— but could • Implement Market Price Public Parking (On- greatly expand these efforts. On-site chargers have an Street) estimated 11.9% mitigation of GHG emissions and while EVs are currently more expensive than conventional There are ten measures related to Commute Trip vehicles it is expected that this will not be the case in the Reduction (CTR) programs, including implementation of future. The City's upcoming EV Strategy Plan will explore voluntary (up to 4% GHG reduction) or mandatory (up to this particular mitigation in more detail. 26% GHG reduction) CTR programs. Tigard does not " August 2021 Public Review Draft. https://www.airquality.org/ClimateChange/Documents/Ha ndbook%20Public%20Draft_2021-Aug.pdf JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 123 � � � : � � • � � Implementing Market Price Public Parking could be g.3. Emerging Technologies incorporated into the City's parking management program for specific areas of the City. This measure can Currently, there are several emerging transportation have a GHG emission reduction of up to 30 percent and technologies and trends that the City must plan for can incentivize the use of alternative transportation during the 20-year TSP planning period: modes, especially when used in areas with a walkable street grid, high density residential uses, and robust ■ Micromobility services (including their impact on transit options. Areas such as Downtown Tigard and the first-mile, last-mile trips) Tigard Triangle may be good candidates for parking ■ Electrification pricing, especially as the trail system continues to be built ■ Shared Mobility (e.g., car share programs) and out, density increases, and high capacity transit is Ride Hailing planned. • Autonomous Vehicles (AV) and Connected Vehicles (CV) ■ Mobility as a Service (MaaS) • Big Data (public-private partnerships, deep There are five measures for GHG reductions that are not learning and artificial intelligence systems to directly related to transportation but that could be predict traffic patterns, congestion, and roadway accomplished in conjunction with planned transportation safety) projects: • Shifts in parking need and behavior ■ Require Higher Efficacy Public Street and Area While it is not yet necessary to identify exactly how the Lighting City will address each emerging transportation • Replace Incandescent Traffic Lights with LED technology, it is prudent to identify emerging issues, Traffic Lights discuss the reasonably expected impacts on Tigard's ■ Design Water-Efficient Landscapes transportation system, and identify the various options ■ Create New Vegetated Open Space for incorporating them to obtain the most benefit for the • Expand Urban Tree Planting community. In some cases, the future technologies can As a transportation project is developed, the associated drastically benefit localjurisdictions, but in other cases, future technologies and trends can have negative landscaping and lighting can be planned to further the City's GHG reduction goals. impacts on communities. This section briefly discusses micromobility, electrification, shared mobility, and the long term forecast for AV and CV technology. This is due to the imminent nature of these technologies arriving in Tigard JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 124 � � � : � � • � � and the fact that they could have the biggest impact on stations on their property. These strategies and others Tigard's transportation system and thus warrant deeper will be explored in the Electric Mobility Strategy. discussion and planning. Tigard can explore ways to encourage new mobility services in the City, but also put policies in place early to manage them as these users are added to City streets. A host of new mobility options have entered the transportation scene since the last TSP. These include on-demand and/or shared vehicles that can help to fill mobility gaps for Tigard residents. Transportation Shared bicycle and scooter programs reduce the need to Network Companies (TNC's), also known as ride hailing own and maintain a personal bicycle, provide flexible companies, are on-demand vehicles reserved through a options for residents and visitors to travel, and help smartphone app that provide door-to-door connect riders to transit. These programs are already in transportation. Car sharing is a system of on-demand car place in Portland, run by private companies, and at this rentals where the vehicles are located throughout the time all active programs use electric bicycles and service area and individuals can rent them through the scooters. The City should work toward implementing computer or an app for a few hours up to a few days. shared micro-mobility solutions such as electric scooters TNC companies already operate in Tigard, but at this and electric bike share within the City, especially in time there are no car sharing companies operating in the denser areas that can support these programs such as City. Downtown and the Tigard Triangle. Putting electric vehicle charging infrastructure in place to support these These services reduce the transportation barriers for services can be done in conjunction with plans for individuals that don't own a vehicle, make it easier for electric vehicle infrastructure. households to choose not to own a vehicle, and provide flexibility and access to a variety of travel modes. As discussed in Chapter 5, Tigard recently entered an agreement with the City of Portland for administration of Personal electric vehicles have been available to the licensing and fees for ride hailing services operating in public for some time, and while conversion from the City, which will provide a new source of revenue for traditional to electric vehicles may not reduce SOV trips, City projects. it can have positive environmental impacts that further the City's goals. While the City cannot control electric .�• 1�u��ll��=��a� v c��..�;� �� vehicle ownership, it can encourage the use of electric � �- -- -- - -�_ , ��_,_� _, _ _ �,-.�� vehicles with the installation of more charging stations and encouraging new development to install charging The Tigard TSP outlines the path for investments in Tigard's transportation system through 2040, but the JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 125 � � � : � � • � � commitment to improving the system does not end while ensuring that the community benefits from the there. AV and CV technology is still being tested, and technology. there are a wide range of predictions for when it will be mainstream but planning for it extends beyond the 20- Tigard should consider undertaking some or all of the year TSP horizon. following steps in the near- and mid-term to prepare for the arrival of new transportation options: AV and CV technology can transform how cities manage, operate, and invest in their streets. Given the ' Begin community and stakeholder engagement revolutionary potential of AVs and CVs, the City of early to allow time for everyone to understand Tigard should do its best to prepare for the future arrival What the impacts will be from these technologies of this technology on city streets. and the tools available to cities for addressing them. AVs and CVs could result in significant changes in travel. ■ Track and monitor federal and state Specific AV and CV impacts on the City of Tigard may developments and lobby and advocate for include: Tigard's interests. • Plan infrastructure needs and build data and ■ Reduced potential for collisions computing capacity. • Traffic flow benefits Work with Metro to accommodate the data, • Increased access and travel options ■ communication, and computing needs of ■ Increase in VMT vehicles in the future. ■ Reduced parking demand Consider expanding the existing fiber optic • Increased curb activity (i.e., pick-ups/drop offs) • network in priority areas to replace existing ■ Potential for redevelopment in commercial areas copper wire based networks. of the City due to reduced parking demand Develop an inventory of AV-ready assets, asset ■ Increase in neighborhood cut-through trips ■ gaps, and future upgrades that may be • Decreased transit ridership necessary. • Consider land use impacts and whether new g•3•5• How the City of Tigard Lar� technologies will put pressure on the suburban Prepare for Emer�in� Technolo� character of Tigard, given that some will allow people to live further fromjob centers. Outlining a pathway to address new transportation • Plan for impacts to transit. AVs and CVs are technologies will prevent a reactionary approach and expected to make it easier to travel by car, which reduce the risk of being caught "flat-footed"when the will potentially reduce transit ridership, while technology reaches Tigard. Such a proactive approach shared micro-mobility could be sited to connect will ensure that the City can minimize negative impacts more people to transit. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 126 � � � : � � • � � Regardless of the methods taken to prepare for the arrival of new technology, any level of preparedness will greatly serve the Tigard community. 8.4. Transportation Planning Toolbox & Tracking Our Progress Over Time As the City anticipates growth over the next 20 years, it must find solutions to manage the impacts on the transportation system. Increases in roadway capacity through widening existing roads or constructing new roads are often prohibitively expensive in terms of construction costs, right of way acquisition and impacts to adjacent properties. While expansion of roadway capacity is a component of the 2040 TSP, a greater emphasis is placed on measures to manage the existing roadway system and to increase the convenience and viability of active transportation modes. A range of alternative solutions to traditional roadway widening projects were considered during the development of the 2040 TSP. They include solutions to enhance the quality and availability of pedestrian, bicycle, and transit systems to shift travel demand toward a more balanced system. Also included are measures to improve the traffic operations on the existing system. JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 127 Transportation Plannin� Toolbox �* Land Use Patterns: Developing for Efficient Preparing for the Future Transportation Although internal combustion energy(ICE) The types, intensities and locations of different land uses are powered motor vehicles represent the primary major determinants of travel patterns. Land use patterns in the mode of travel in Tigard today, significant City of Tigard and surrounding areas are suburban in character, change is projected within the 2040 TSP with residential areas separated from commercial areas and a horizon.To meet Tigard's ambitious land use relatively low density of development overall.This development plans and support a transition to a more pattern results in travel demand that is highly directional climate-friendly transportation system, according to typical weekday peak periods.Tigard has adopted significant increases plans for a more compact urban form in several areas including in walking, bicycling,and transit mode shares Downtown,the Tigard Triangle, and the Washington Square are essential.Similarly,Tigard's transportation Regional Center(WSRC).The 2040 TSP supports such land use investments must support the transition to strategies to mitigate the strain on the roadways by shortening electric-powered mobility solutions.This will be home-to-work trips, supporting transit service,and making accomplished through building and maintaining walk/bike trips more viable for work,shopping and other effective infrastructure for active modes. activities. 1 1 County and Regional Partnerships — Transit Investments: Public Transit Connections Facilitating partnerships with other regional agencies provides opportunities forjoint funding, also many roadways/facilities Tigard has an opportunity to gain federal,state crossjurisdictional boundaries so a continuous,well connected and regional investments for significant transit system relies on cooperation. Examples of this are Pacific improvements.While the Southwest Corridor Light Rail Highway(OR 99W)which is an ODOT facility that crosses Line has been stalled,the City can still plan the system numerous cities;the planned Upper Boones Ferry Road/Durham to ensure that future land development,transit access Road/72nd Avenue circulation study;and ongoing development and local circulation will support transit investments. in River Terrace. Additionally,the rise of flexible transit options such as ' first/last mile connector shuttles, circulator shuttles, and � on-demand transit provide opportunities to expand transit access outside of fixed route service. � ` Connectivity and Circulation: Local � Mobility _ Connectivit in Ti ard is severel challen ed b `, - ' / , Y 9 Y 9 Y \ Highway 217, I-5, and the railroad as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are exacerbated by a built \ � � ` environment that precludes efficient connections ` ` _ through the prevalent use of cul-de-sacs and other dead-end streets.One of the priorities of the 2040 TSP is to identify and preserve potential opportunities for future connectivity improvements in order to protect and maximize the function of the existing transportation network. � ' � • • 1� 1 •• . • ' � � � � � � : � � • � � g.5. Systemwide Performance translates into progress on TSP goals. The TSP is a living plan and the measures are used as checkpoints to Measures understand where progress is occurring and not occurring, so that redirection can occur, if necessary. Systemwide performance measures are used to understand how progress on projects and policies Table 16. Potential Systemwide Performance Measures • � , � � • . � � . Miles of pedestrian and bicycle facilities constructed Prn••�-��nn � ^afa ^--�fnrtahla , especially each year pedestrians and other vulnerable users. Downward trend in serious/fatality collisions and those that involve a pedestrian or cyclist. Percent of streets that meet Complete Streets criteria b Implementation of greenhouse gas reduction strategies v reducing our carbon footprint, minimizing impacts to Downward trend in VMT per capita natural resources, and addressing unequal health impacts of our transportation system on low-income communities and communities of color. particularly historically Percent of population with access to: marginalized and underserved communities, by providing ' Comfortable walkways and bikeways access tojobs, schools, and essential services with • Local and regional transit convenient and affordable travel options. Percent of community within a 10-minute walk of a developed park Percent of residents living within walking distance of essential services that are designed to Reduction in speeding complaints improve multimodal connections while discouraging Annual implementation of citywide traffic calming unsafe interactions, such as speeding. program JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 129 � � � : � � • � � Table 16. Potential Systemwide Performance Measures • � • • . . � . . by accommodating the Percent of Tigard neighborhoods that are "20-minute" movement of people and goods and creating equitable neighborhoods opportunities for economic development throughout Tigard. b Number of projects funded by SDCs Y leveraging funding opportunities, not overbuilding our Amount of grant funding received system, and making investments that reduce ongoing Percent of roadways that meet maintenance service system maintenance and preservation costs. standards JANUARY 2022 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 130