Ordinance No. 16-12 CITY OF TIGARD, OREGON
TIGARD CITY COUNCIL
ORDINANCE NO. 16- 1
AN AUTHORIZATION ORDINANCE TO ALLOW SUPPORT FOR SITING OF A NEW
HIGH-CAPACITY TRANSIT CORRIDOR FOR LIGHT RAIL TRANSIT SERVICE WHICH
INCLUDES DOWNTOWN TIGARD,RELATED AMENDMENTS TO THE
COMPREHENSIVE PLAN AND LAND USE REGULATIONS, PROVIDING REQUIRED
INFORMATION AND OTHER ACTIONS.
WHEREAS,the City of Tigard City Charter,Section 53A. includes a policy that requires the City to
oppose the construction of a new high-capacity transit corridor within the City boundary unless
voter approval is first obtained; and
WHEREAS,an extension of light rail transit service to and within the City of Tigard is being
considered and such light rail extension constitutes a new high-capacity transit corridor under
Section 53A. of the Tigard City Charter;and
WHEREAS,voter approval of an authorization ordinance (under City of Tigard Charter Section 53)
allowing the City to support the proposed light rail extension will substantially facilitate the
development and construction of the light rail extension; and
WHEREAS,the City of Tigard City Charter Section 53C. provides that the City may not amend its
comprehensive plan or land use regulations to accommodate a new high-capacity transit corridor
project unless the project has first received voter approval of an authorization ordinance; and
WHEREAS, changes to City of Tigard land use regulations are required to accommodate the
proposed light rail extension to the City of Tigard, including downtown Tigard;and
WHEREAS,the Tigard City Council desires to refer the authorization ordinance required under
Charter Section 53C. to the voters of the City of Tigard for voter approval on November 8, 2016.
NOW, 'THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS:
SECTION 1: A City of Tigard ordinance is hereby created as provided as follows:
NEW HIGH-CAPACITY TRANSIT CORRIDOR AUTHORIZATION ORDINANCE
SECTION A. City of Tigard support for a new high-capacity transit corridor in the City of
Tigard boundary, including downtown Tigard, is allowed. The City shall
send letters notifying the public officials listed in City Charter Section 53D.
of this support.
Page 1 - Ordinance No. 16- _a. I114-;rJhf'inul Anrivi7A (hrtow.t
c gn,_da it.-fK/I/22/2r,M
A
SECTION B. The City of Tigard is authorized to make changes to the comprehensive plan
and land use regulations to allow: (I) light rail to cross wetlands with proper
mitigation protecting natural areas, habitat, and water quality; and (II) a light
rail maintenance facility to be sited in specified industrial zones.
SECTION C. The following describes aspects of the new high-capacity transit corridor
project, which would extend light rail service to the City of Tigard, including
downtown Tigard ("Project") as required by City of 'Tigard City Charter,
Section 53C.:
1. Road Capacity:The total change in road capacity as a result of the new
high-capacity transit corridor is described in the attached Appendix A
and incorporated herein by reference.
2. Housing Density: Increases in housing density are not required to site or
otherwise accommodate a new high-capacity transit corridor.
3. Land Use Regulations and Comprehensive Plan: Changes anticipated to
be proposed to land use regulations or the comprehensive plan to
accommodate light rail are limited to: (I) allowing light rail to cross
wetlands with proper mitigation protecting natural areas, habitat, and
water quality; and (II) allowing a light rail maintenance facility to be sited
in specified industrial zones.
4. Projected Public Cost: the current projected public cost of the entire
Project is $2.4-2.8 billion. No new or increase in City of Tigard fees or
taxes is proposed for the light rail project under Tigard City Charter
Section 52.
SECTION D. The information in this Authorization Ordinance is based on (I) information
and data available at the time the Authorization Ordinance is referred to the
voters by the City of Tigard Council and (II) the light rail corridor project
options sanctioned by the Southwest Corridor Steering Committee at the
time the Authorization Ordinance is referred to the voters by the City of
Tigard Council.
SECTION 2: The City Council of the City of Tigard finds that this Authorization
Ordinance satisfies the requirements of Tigard City Charter Section 53 and
Ordinance 16 -f 1
SECTION 3: The sections, subsections, paragraphs and clauses of this ordinance are
severable. The invalidity of one section, subsection, paragraph or clause shall
Page 2 - Ordinance No. 16- cool4.74.51N Pima elxll,,,gfAdixact-
not affect the validity of the remaining sections, subsections, paragraphs and
clauses.
SECTION 4: This ordinance shall be effective upon certification by the County Elections
official that it has received voter approval at an election conducted on
November 8, 2016.
PASSED: By a nanvo a of all Council members present after being read by number
and tide only, this ?2 44.- day olitm 2016.
'" a
Carol A. Kragcr, City Rccori cr
APPROVED: By Tigard City Council this .2$'"'`day of ilfhe.,2016.
Joh rj,.. Cook, Mayor
Approv d as to form: vi
City ttorney
Date
Page 3 - Ordinance No. 16- 1. ;r,Ylr1.74(.4. lrr.f rinllan; rLnrrr.r
1.rl?j.41.n lL IKIGI2212,16
APPENDIX A
Roadway Capacity Reduction Analysis
June 20, 2016
Appendix A s11014.74f.I1I 1 it-I t,;;R r,,di#a.,.
0 ' • D KS
- 720 SW Washington St
MEMORANDUM *� �_■ ;,li *� sr,irrsoa
‘01/.. • * Portland. 97205
p� ��� 503 243 3500
DATE: June 20,2016 •1 men.dlisassocsatrs tom
Ta: City of Tigard
XPIRES:
FROM Peter L.Coffey, PE
SUBJECT; Impacts on Road Capacity of Southwest Corridor tight Rail Transit Project Options
The City of Tigard Charter requires the City to oppose any high-capacity transit project,such as the
proposed options to extend light rail service to Tigard,unless the voters first approve an authorization
ordinance supporting the project.The Charter also creates requirements for what must be included in
the authorization ordinance.One requirement is that the ordinance must describe the total amount of
road capacity or potential future road capacity that may be reduced by the project options.
TheCharter requirement does not call for a comprehensive analysis of the impacts and benefits of the
light rail options on the road network,it solely focuses on the reduction in road or potential road
capacity within the five mile radius around the City of Tigard boundary.A reduction in public right-of-
way that is not currently used for a roadway but that could potentially be available for new road or
highway lanes in the future must be addressed,whether or not there is any plan for the additional road
or highway lanes.
Thus the Charter requires road capacity to be measured on a spatial(or area)basis and to consider the
capacity of unused rights-of-way on which no roadways are currently planned. To address the unique
requirements of the Charter,the City enacted an ordinance that established the"Methodology to
Estimate the Total Amount of Road Capacity Reduced by a Mew High-Capacity Transit Corridor,'which
sets in the city's laws a definitive and transparent approach to addressing the Charter requirement
regarding road capacity.
This report is prepared in accordance with city's required methodology,and uses the terms defined
therein. The analysis is based on alignment options, information,and data available at the time the
authorisation ordinance is referred to the voters by the City Council The analysis and findings of this
analysis do not supplant the need for future traffic analysis that will be done for the Environmental
Impact Statement.
The report finds that while causing a slight loss of road capacity along the overall transportation corridor
between Tigard and Portland,the proposed light rail options cause substantial increase in the person-
trip capacity of the overall transportation corridor between Tigard and Portland.No loss of existing road
capacity occurs in Tigard,although light rail options use some unused right-of-way, primarily alongside
Appendix A SA'.1J.rawxFund, a.7.NgOidomon,Capi.eL, n 22/207
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20, 2016
Page 2
of Interstate S that potentially could be available for added lanes should additional lanes be planned in
the future.None of the light rail options impact Pacific Highway in Tigard.
Background Traffic Analysis of Barbur Boulevard Corridor
This analysis of the capacity impacts of the Southwest Corridor light rail options on existing roadways
focuses an Barbur Boulevard because it is the existing roadway(as opposed to possible future roadways,
which are addressed separately later m this report)affected by the proposed light rail options between
Tigard and Portland. No lanes on Interstate 5 nor on Pacific Highway in Tigard are impacted by the
proposed light rail options,except to the extent that the light rail options may attract more riders and
thereby reduce auto traffic on these facilities_'
There have been several recent traffic analyses of the Southwest Corridor and Barbur Boulevard in
connection with the proposed options to extend light rail to Tigard that evaluated the corridor from
downtown Portland to Tigard and Tualatin_a These previous traffic analyses concluded that key
signalized intersections in the year 2035 will either continue to operate within mobility targets r or will
not significantly worsen from 2035 No-build conditions with the addition of light rail along Barbur
Boulevard.
The City of Portland recently adopted the Barbur Concept Plan for the six-mile Barbur Boulevard
corridor from Portland's Central City to the Tigard city limit. Key provisions of this plan are to`establish
safe and comfortable conditions for octive transportation" in the corridor, `Complete pedestrian and
bicycle connections and access to transit throughout the corridor," and `prioritize active transportation
improvements on Barbur.` To make Barbur Boulevard more pedestrian-and bicycle-friendly,the traffic
signals on Barbur Boulevard will need to devote more`green time'for cross-streets to make it easier for
pedestrians and bicyclists to cross Barbur Boulevard.Conse0uently there will be less`green time"for
the north-south motor vehicle traffic on mainline Barbur Boulevard-This change in signal timing along
Barbur Boulevard results in decreases in Motor Vehicle Capacity,and is anticipated whether or not light
rail is extended to Tigard.
'Along Interstate 5,all existing lanes remain in each direction and along Barbur Boulevard.south of the Naito
Pa rkway confluence,two through lanes remain in each direction,
5WCorndorSuppllemenralRefinement TraffiicImpact AnarysisExecutive Summary Trak Report,ElKS Associates,
March 16,2016 and Final SW Corridor Traffic Analysis and Operations Mernoramium,DK5 Associates,July 24,2014.
i Mobility targets measured through a volume to capacity ratio Ivlc ratio).
a Barbur Concept Man,Crty of Portland,April 2013(page 481,Resolution No.37014,adopted by City Council April
24,2013.
Appendix AsIXU74(,-iNmr.a"„u"tsnnL"xmrr.gni.d 6/22/20/
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20, 2016
Page 3
Motor Vehicle Capacity Impacts on Existing Roadways
The Vehicle Lane Impact Mop, provided as Figure 1,shows the general location of vehicular lanes on
Existing Roadways that will be displaced or that will be added for general public traffic by an Alignment
Option.As shown,while there are no impacts along Interstate 5 or on Pacific Highway in Tigard,some
use of existing lanes occur in locations along Barbur Boulevard in Portland. However,the changes in the
configuration of lanes on Barbur Boulevard may not directly translate into a material change in the
Motor Vehicle Capacity of Barbur Boulevard,as the operations of the intersections along Barbur
Boulevard must also be taken into consideration.
The design of intersections(including traffic signals)along arterial roadways and interchanges along
freeway segments(where weaving and merging conditions exist)are major considerations in
determining the Motor Vehicle Capacity of these facilities. Intersections and interchanges are typically
the controlling bottlenecks of traffic flow and the ability of a roadway system to efficiently carry traffic is
generally diminished in these areas. The main consequence of a bottleneck is an immediate reduction in
capacity of the roadway. for arterial roadways such as Barbur Boulevard,the controlling bottlenecks are
signalized intersections,and the most congested of these intersections are referred to as Critical
Intersections
Net Motor Vehicle Capacity Reduction on Existing Roadways
Using the recent traffic analyses for the SW Corridor, the Barbur Boulevard corridor was assessed to
identify Critical Intersections associated with the proposed Alignment Options.Since Interstate 5,Pacific
Highway in Tigard,and other corridor routes are not impacted by any Alignment Option,there was no
need to assess Critical Intersections on those facilities.
Intersections on Barbur Boulevard were identified as Critical intersections if the overall intersection
Valuing to Capacity Ratio)VJC Ratio)forecasted for the year 2035 was greater than 0.90.The following
intersections met this criterion_
• Barbur Boulevard and 60'r Avenue RAM peak)
• Barbur Boulevard and Capitol Highway (AM and PM peak)
• Barbur Boulevard and 24e Avenue/1-5 SB Off-Ramp(AM peak)
SW Corridor Supplemental Refinement Traffic Impact Analysis Executive Summary Traffic Report,DKS Associates,
March 16,2016 and final SW Congo, Traffic Analysts and Operations Memorandum,DK5 Associates,July29,2014'
The 4"Avonue/Caruthers Street'Broadway intersection in downtown Portland is controlled by downstream
congestion at the 6'Avenue'Broadway intersection,the on-ramp to 1.405 and other downstream congestion
locations.The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway
system in this area of closely spaced traffic signals.The downstream constraint{6"/Broadway)is not changed by
this project.Therefore,the 4`"Avenue'Caruthers Street/Broadway intersection was not considered a Critical
Intersection for this analysis.
Appendix A. 50014.7Maa rimd Axiewkiss n,h,ta.T(.4)_da1IC'AK76i'22i'2+)rr,
_
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Appendix A fr.w4..7_064A)..„.,..1,,,....-........4 11:,.,....• f ery.ifaCACILK/142V 20/6
Impacts on Road Capacity of the Southwest Corridor light Rail Transit Project Options
lune 20,2016
Page 5
• Barbur Boulevard and 19`"Avenue/Capitol Hill Road(AM and PM peak)
• Barbur Boulevard and Terwilliger Boulevard IAM and PM peak)
• Barbur Boulevard and Hamilton Street(AM peak)
• 4"Avenue and Caruthers Street/Broadway(AM peak)s
Motor Vehicle Capacity and Volume to Capacity(V/C)Ratios for each of the Critical intersections were
estimated,using the practices described in the Highway Capacity Manual,'for the 2035 No-Build
(without an Alignment Option)and the 2035 system with Alignment Options(with light rail transit).
During the AM Peak-Hour(future year conditions)traffic volumes are very directional on Barbur
Boulevard with northbound volumes approximately two-to-four times greater than southbound traffic
volumes and VA'Ratios for the northbound through movements are also significantly higher than for
the southbound movements(see Table 1A and Table 161.Therefore,Motor Vehicle Capacity reductions
for the AM Peak Hour were evaluated in the northbound(critical)direction. During the PM peak hour
(future year conditions)traffic volumes were relatively balanced in both directions and therefore Motor
Vehicle Capacity reductions were evaluated in both directions on Barbur Boulevard.
Tables 1A and 1B show the estimated reduction in the Motor Vehicle Capacity of each Critical
intersection along Barbur Boulevard caused by the Alignment Options. Reduced Motor Vehicle Capacity
is calculated as the difference of the Motor Vehicle Capacity of the Critical intersection without the
Alignment Option minus the Morar Vehicle Capacity of the Critical Intersection with the Alignment
Option.To illustrate the range of potential impacts of the Alignment Options. Table IA shows results for
the Alignment Option having the greatest impact on Motor Vehicle Capacity on Barbur Boulevard and
Table 1B shows results for the Alignment Option with the least impact.
The Motor Vehicle Capacity impacts of Alignment Options on the Critical Intersections are used to
determine the overall Motor Vehicle Capacity impact on the Barbur Boulevard corridor.Alignment
Options impart the overall Motor Vehicle Capacity of a roadway in two distinct ways (i)changes in the
physical configuration and traffic signaii2ation of Critical Intersections,as described above,and(ii)
changes in the volume of on-street buses on Barbur Boulevard.With the introduction of light rail,some
buses currently operating on Barbur Boulevard are no longer required because they are replaced by light
rail vehicles operating on a dedicated right-of-way.This m ekes additional Motor Vehicle Capacity
The 46'Avenue.'Caruthers Street Broadway intersection in downtown Portland is controlled by downstream
congestion at the 6''Avenue/Broadway intersection,the on-ramp to 1.405 and other downstream congestion
locations.The reconfiguration of this intersection does not impact the Morar Vehicle Capnciry of the roadway
system in this area of closely spaced traffic signals.The downstream constraint l6"1Broadwayl is not changed by
this prolan-Therefore,the 41'Avenue/Caruthers StreetiBroadway intersection was riot considered a Critical
lnrersection for this analysis.
2000 Highway Capacity Manual.Transportation Research Board,Special Report 204,2000,Chapter 16,
Washington DC,2000.
Appendix A girl 14"ld fere:.i,11gnL,a[intouer-(,sl i,duff L(>iKIQ22126,16
Tabte lA-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barhur Boulevard)
(Alignment Option with Greatest impact on Motor Vehicle Capacity
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Appendix A 50024.746m r a o!,Iu a',o,;n g[l,dw,.roan-[ap1:dox1CAx/r122/20Ihi
Table 19-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard)
(Alignment Option with Least Import on Motor Vehicle Capacity)
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Appendix A +9i14 74648 r•ixal anion gtOniourer (.+ypr.d tC-4K1r./22/x116
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 8
available on Barbur Boulevard for auto and truck traffic. The composite effect of these impacts is
referred to in this analysis as the Net Motor Vehicle Capacity Reduction
In Calculating the Net Motor Vehicle Capocify Reduction caused by an Alignment Option,the reduction in
the overall corridor capacity of Barbur Boulevard is estimated as the highest Reduced Motor Vehicle
Capacity among all of the evaluated Critical intersections for the Alignment Option. The capacity made
available to truck and auto traffic by reducing the volume of on-street buses is estimated by multiplying
the reduction in the forecasted 2035 Peak Hour,Peak direction on-street bus volume caused by the
Alignment Option by the bus-auto capacity equivalence factor 11 bus uses capacity of 2 autos]. These
factors yield the following estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard in year
2035.
- Northbound PM Peak Hour 170 vehicles per hour'
- Southbound PM Peak Hour:160 vehicles per hour'
- Northbound AM Peak Hour: 100 vehicles per hour"to 190 vehicles per hour"
As mentioned earlier,the Alignment Options do not impact motor vehicle capacity on Interstate 5 or
Pacific Highway in Tigard.
Percentage Reduction In Total Radial Corridor Motor Vehicle Capacity
The estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard can best be understood in the
context of the overall transportation corridor serving travel between Tigard and Portland While there
are many routes that may be used to travel between Tigard and Portland,this analysis uses the three
major routes included in Metro's Mobility Corridor 1124'as the overall Portland Central City to
Tigard/Tualatin motor vehicle corridor.As shown in figure 2,Metro's Mobility Corridor 112 includes:
• interstate 5(shown in blue in Figure 2)
• SW Barbur Boulevard(99W),then along Pacific Highway and 72"Avenue(shown in red in
Figure 2)
• SW Macadam Avenue/OR 43/A Avenue/Boones Ferry Road(shown in yellow in Figure 2)
Using the Metro Transportation Model and more detailed estimates for some segments of Barbur
Boulevard,the aggregate Motor Vehicle Capacity far each of four segments of each of the three routes
•170 vehicles per hour for both the most and least impactful Alignment Options.
'160 vehicles per hour is rounded up from 156 or 159 vehicles per hour,and is the same for the Alignment
Options with the least and greatest impact on Motor Vehicle Capacity.
'r•100 vehicles per hour for the Alignment Option with the least impact on Motor Vehicle Capacity.
190 vehicles per hour is rounded up from 1 86 vehicles per hour for the Alignment Option with the greatest
impact on Motor Vehicles Capacity.
"http:llwww.oregonmetro.govimobility-corridors-atlas
A 1'Pr'1idi. .� s"l'4?x.�xl r.,.. r.,rti ri„.,,,nr.[:g0:dr.n.ViiKl61?21au6
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Appendix A =...i14.74612F44,4 ANAH1411g Mit TIM r(-RAP.*Ian VAK/G/22/2,*.r6
Table 2 - Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity
Mono-Vehicle r verity(rear Hour)'
North Segment: �d-gra" Tigard sit: swth Segment
Metro's Me+6Nty Corridor 9t Portend Crc.uwd■• OR21?Anne
TonedIller ('uwc ds 01.21/Anne briddepoVt
Red Roxic Barrio bird•Po-die Noy ]Ina 113Cle 1.KO' 900 900
Nue AWI+ rntorrstat.5 COM 4,300 GAM 7,200
sellar Race• Mirada-MCIR 43-A Avenue-9oorrt Ier•y 1.7110 700 1.400 1.4i(I
teed none'Corridor Mostar Vehicle Capacity CHO &791 mos 9.500
Tont Radial Net Motor Net Total Paoli Puc tele tlWuction
[Melaka Mato %%hide Capacity Corridor Moto 1„1a1.1 Ridtwnlddr
Vehicle Capacity` RsdYctbnt Vehicle Capacity Mater Vahlde Capacity
All(nr,unt Option with Greatest IFrsp.ac:on Reolw'ie.(If etIC0 1.414 2 2%
Alignment Gotior with Low knoece on Mom Vehicle (' Mice 176 EA)0 2.0tt
Mote 1:Wen roue*Caw ler based en Maori's lranMa'Coao,OWN.rete rel In Wenn or hall I OVrts Colne asn Irywee it WIC
Metro his depnsd a wain d Ma*lity CCerld01theqpihrrei.snegrerm7n 40ririoalltescarridartodatl Tor the MOW
and let the Portland Central City to TipantruaiMln condor Wender Corridor 21 three°atoll,'routes(Incltdrrq Nebo
note 2:
9aalerardli have been oonsldered part d the WAN/4 Ceerldce.The trine fours are shown es Figure 2 and Wee el the
above Tab1r
Mote 1 Capacity bawd w M wa,Capolhy Manor evey9g3 Or COMIC.IynUMi niers ons
To0el Radial Corday Motet VOW*Capacity kr thi banana henna the moot into rapidly Thr Wow hlghllgfil.d tell
Notr 4:than the Iooest segment capacity and hence the Total Radar U)17 031 Moto YN+kse Capacaty which Is 1.600 vehicles per
Nage S:bow-
the Mote Voted*Capacity Reduction vaion obtaned horn 1 ate,1A Harlem*Net Motor Vehlde Capacity Iyductn'
w
whirl and Tabic 1•Newt'Net Motor Vehicle Capacity noluctore
Po
Now Vence ut AMperrd Optbn
nate 1:Not Tata Redac Corr lido dMotor Vehicle Capacity Is the Tata Radler Owrulor Mata Vehicle Capedty alms the Met Moms
Vehicle Caaedty Reductkrn
Append x A 500,4-7.,448 FvaxlAnrlwip:exeloginum[ori-Jam [ 1A1O221xi1h
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 11
comprising Metro Mobility Corridor N2 was estimated (see Table 2).The aggregate Motor Vehicle
Capacity of each segment was estimated by summing the Motor Vehicle Capacity of the three routes in
each segment(see Table 2).The controlling Total Radial Corridor Motor Vehicle Capacity is estimated as
the capacity of the segment with the lowest aggregate Motor Vehicle Capacity,which in this case is the
Tigard Segment between Crossroads(Capitol Highway)and OR 217 with an aggregate Motor Vehicle
Capacity of 8,600 vehicles per hour per direction.
The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity is the Net Motor Vehicle
Capacity Reduction of art Abgnment Option(from Table IA and Table 1B)divided by the Total Radial
Corridor Motor Vehicle Capacity(8,600 vehicles per hour).To estimate the range Net Motor Vehicle
Capacity Reduction of the Alignment Options,the largest value from Table 1A(190 vehicles per hour-
rounded)and the largest value from Table 1B(170 vehicles per hour)were used.
As shown in Table 2,the combination of the changes in traffic signalization(which are planned with our
without light rail)and the lane displacements and additional changes in traffic signalization caused by
the Alignment Options reduce the motor vehicle capacity on the main facilities serving Tigard-Portland
traffic by about a two percent(2%)(the high and low estimates round to about same percent).
Percentage Reduction in Tigard Subarea Motor Vehicle Capacity
Section 53 of the City of Tigard Charter focuses on an area that extends five miles from the boundary of
the City of Tigard. To consider Motor Vehicle Capacity impacts in this context, a Tigard Subarea was
created as an area with a boundary that is five miles in all directions from the boundary of the City of
Tigard.
While the capacity of each(non-local)roadway link in the Tigard Subarea is available from the Metro
Transportation Model,a methodology is required to determine the composite capacity within the Tigard
Subarea. The Total Tigard Subarea Vehicle Capacity was estimated as the aggregate sum of the
weighted capacity of each link coded in the Metro Transportation Model within the subarea.The weight
for a link was calculated as the length of the link. The length and bi-directional capacity of each link was
derived from the Metro Transportation Model.The length-weighted capacity of the Tigard Subarea was
calculated for the No Build scenario(without any Alignment Option)and a scenario with an Alignment
Option and the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity was estimated as the
percentage difference in these scenarios.
As shown in Table 3,the Alignment Options are estimated to decrease the length-weighted Motor
Vehicle Capacity of the Tigard Subarea by about 0.03 percent(9/104°`of 1%).This value will be similar
for any of the Alignment Options.
Appendix A SrMJ14.7.:6.•i 03,11Ahfr,c.,o2. 4141,17 Cert kntV11►:14/:2129IC.
Impacts on Road Capacity Of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 12
Table 3 - Percentage Reduction in Tigard Subarea Motor Vehicle Capacity
Toros Tigard Subarea Percentage Reduction in Tigard
{Length-Weighted}Capacity Subarea Motor Vehicle Capacity
No Alignment Option (No Build) 1,600,864 Not Applicable
Alignment Option 1,600,399 0.03%
Mote 1:The Toro,Tigard Subarea Capacity is calculated by using the length and bi-directional capacity of
each link coded in the Metro Transportation Model located within five miles of the City of Tigard.The
Total Tigard Subarea Capacity is calculated as the aggregate sum of the weighted capacity of each link
within the subarea,where the weight for a link is calculated as the length of the link.
Person Trip Capacity Impacts
The Motor Vehicle Capacity measures evaluated above describe only part of the overall transportation
capacity impact of the proposed light rail options to Tigard and Tualatin. While Motor Vehicle Capacity is
slightly impacted in limited locations on Barbur Boulevard,these impacts are mitigated by the added
Person Trip Capacity from introducing light rail into the corridor. The impacts on travel (whether by
motor vehicle or transit)can be measured as Person Trip Capacity,which estimates the maximum
number of persons that can pass through a Critical intersection in the Critical Direction in motor vehicles
or on transit.
The Person Trip Capacity of the Radial Corridor was determined for Alignment Options with the greatest
impact on Motor Vehicle Capacity and the least impact on Motor Vehicle Capacity.as well as for a
scenario without an Alignment Option{No-Build}.Table 4 shows the steps utilized to determine the
Percentage Increase in Person Trip Capacity.The Increased Person Trip Capacity on transit resulting from
the introduction of the light rait options was determined by multiplying the estimated maximum number
of light rail trains that can be operated In the PeoA Hour by the person capacity of a light rail train,and
then subtracting the person capacity of the on-street buses that were removed from Barbur Boulevard
due to light rail.The Person Trip Capacity in motor vehicles was estimated by multiplying the Net Total
Radial Corridor Motor Vehicle Capacity from Table 2 by an assumed vehicle occupancy rate of 1.4.The
increased Person Trip Capacity of the Radial Corridor is the sum in the Radial Corridor of the increased
person trip capacity on transit and the decreased person trip capacity in motor vehicles.
The Percentage increase in Person Trip Capacity is estimated to be 36 to 37 percent for all Alignment
Options(the high and low estimate round to about the same percentage).Thus,while the introduction
of light rail reduces the Motor Vehicle Capacity of the Radio!Corridor by about 2%,it increases the
Person Trip Capacity of the Radial Corridor by about 36 to 37 percent.
Appendix A f .,:.h„1y,,,,.: r,Ar.z.r:AK r6,22I24,M
Table 4-Person Trip Capacity Impacts
w»Il rl P C. l..l np,r.�.elamid=
Tr„r.le Pee am d
"' a.o.lr n rrinol
I d dell Penal C4pe.Tq T+awn.Arun reside C TIElly 01r+031 Tow C+P+cf
Trum'TramPei P.1LW%6011 [yupptyp.e 131./.4.•alI...i ofr efrim Pe.Lour Out to
£4arrwerl O4p.1S MAN'. Tra4f11 Tran. 1:10r deemed Per Nprr Par.ue' 41.3110 Per Pour Capering hared'
Aei.rleert Deleon ode Wean!Impact
r Urdu Weide Cower). M !K 5.179 U 16 6t! 1.4010
f4161eme41 Osla.with Terra road u-
717 786 5.170 J1 7i 677 1.641
rotor Mode Capacity
New.iry Cap.oer N4r.ca ler Iagn3.03.1 OMa..4
P4-,sun Tr. 3M1filliela n Perlin
Net rate 644.4. CCp.c.y of trip Copec.y■l Peinent.ao 4+0"0/41
Corridor Moa A4eu4rd iirrheet Wiwi Carmen A2pmment Crewe M Peon Trip
VOW*[guru!' (*shimmy Ras 1 Per lex" Per#o.4' U62deya
No w�r++..rel(p.mr:No 0.4M1 1 600 1 4 17,440 pfy
alpnwet Wen.ih 6144114 tr.pos
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1401,I mow' - .ad.ard114rmtes pee ilkuirIt w.d.eaenr res.4io n 241041 tell[rem per her per ir.t■e0 fa dee t ppl.vn
140117 kilo, n..•.:•.olio•[e•._-irn.nodaee 726wrote 1M.e•eaW 114nr1.e1
Nett 1 The I. - - - r - iYN 414.44 eerneuerd 0i nen-uplcty 11.4.6 112 bused pr her ped dY.l4ion
dole* AUur..ec 1:..3 L:.:w^._.•:x 40.0-101,441446p213rl4 IlMalns and 414,4441
■x a n4 in Treed Pinar Trip CopidI,Per now Dos tans.Capiute Triode slue*TraMR P...Caprrrtp Per Hoer looms Posen CapscillT deiectlnn
Nolo 1.
[Mort.■ani Pei Moms
Nose i 444 Table 7 144.'10e Taut Aad*Corr*da haft.need.Caputt•for dN%r..4 4YeV.ure Cloben.
Nae 7_A1.mow Put Nor wile oankpargy rale kr 1314 corridor 1 3-4 penin pr whets 144,4c4 b wastrel.611 14.Moo T4enpmuaae Medal.
»a■a knee
11140 D,4,404/of Ranki[w4.414F Pee.Mae 440m Net 14141 Nadal Carka Motor V4r1*Cepeci4 Ness 341414.14 Ye101 044444"47 tar p1.4
inuring.In Anon 1414£1çIl04 44441041 Mete Nip.Capaoto keel.
en(naf.4 Anon Try C4Plal of n Alement dp6Mn eel he eabrated a t4.miner*dl*yrrrec.of Yue Pomo Trip Capaut4 of Yr 4.014..01!Candor.Ni.
Nose 9.neeionr4M ^mews4..e Penoo i
.p C+PPdhal4the A4dW[ala meltool the R6prr.r,<pp!*o..
Non 10 fl..Pr1406 In Oman 1114CamCamaye1 all 41441.441444444•0161 kiefook..rreur.d a p44a4Ay4,caludeler11r1 f4.Our*Kneeled Pr roe
Twp C1p.c*y 41 The Menem Op.o.4&1d.d*[1I Ike Person Top Copley.41h4Condo.wlhw Yue A1grn■rlt Option
i\ppend ix A Si01114-7464.qri...Aot.ity*od,wr.r-ccr4.d Ic:rlkl4/22/2041,
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 14
Reduced Motor Vehicle Capacity of Unused Public ROW
Section 53 of the City of Tigard Charter includes a requirement to describe the reduction in road
capacity caused by the displacement(by the light rail options)of"public rights-of-way thor could
otherwise provide additional road capacity or a future date."These are not lanes or roads that currently
exist and,in the affected parts of the Southwest Corridor,there are not any planned lanes or roads to
serve as a basis for estimating such impacts.
As a practical matter,there are many constraints to adding Motor Vehicle Capacity to either Interstate 5
or Barbur Boulevard. The most significant constraint may be a lack of right-of-way in the necessary
(bottleneck)locations.Adding a travel lane along Interstate 5 will require widening the roadway for an
additional travel lane or lanes and widening the shoulders on both sides of the roadway to bring them
up to ODOT/US DOT standards. It also likely requires reconstruction of all interchanges,reconstruction
of many bridges and overpasses which connect surface streets over 1-5,substantial new walls and most
likely an adjustment to the roadway alignment to straighten out sortie of the curved sections to provide
adequate sight distance meeting current standards. In addition to the reconstruction challenges,this will
require ODOT to obtain additional right-of-way that they da not currently own_ Along Barbur Boulevard,
expanding capacity from today's conditions requires not only additional travel lanes at bottleneck
locations,but the addition of standard-width sidewalks,bicycle facilities,ADA treatments,water quality
facilities,and other improvements to bring the roadway up to applicable Standards.
Reduced Motor Vehick Capacity of Unused Public ROW
To address this Charter requirement,the Reduced Motor Vehicle Capacity of the Unused Public ROW
was estimated for the Alignment Options with the greatest and least impact on Unused Public ROW that
"could otherwise provide additional motor vehicle capacity at a future dote." This does not include all
public right-of-way in the corridor currently not being used for a transportation facility (Unused Public
ROW).as much of the Unused Public ROW is too small to accommodate a new lane or road andfor is
located where a new lane or road cannot efficiently function.The Reduced Motor Vehicle Capacity of the
Unused Public ROW only considers Unused Public ROW that "could otherwise provide additional motor
vehicle capacity at a future date,"which is referred to as Useful Unused Public ROW in this analysis_
For each applicable Alignment Option,Useful Unused Public ROW was identified as follows
• The roadway design standards or criteria (including cross-section specifications) applicable to
expanding the number of lanes on the roadway was identified;cross-sections include the width
of all bicycle facilities, sidewalks,shoulders, medians, or other features needed to comply with
the design standard or criteria.
■ Based on the cross-section required to comply with applicable design standards or criteria,the
width (i_e,, distance from the centerline of the roadway) of Unused Public ROW needed to
added one or more lanes was determined.
Appendix A. 1_��srxi,.f s x,t�ri� mc. ..,ycJrrsi��zzfxir�
Impacts on Road Capacity of the Southwest Corridor tight Rail Transit Project Options
June 20,2016
Page 15
a Useful Unused Public ROW was identrfied as the area of Unused Public ROW displaced by an
Alignment Option li where.
The width of the Unused Public ROW is sufficient to accommodate one or more
additional lanes in compliance with applicable design standards and criteria,and
If the roadway to be expanded rs a freeway or throughway (i.e., 1-5),the location of the
Unused Public ROW either (I)extends along the roadway for a distance of at least one-
half of one mile or(II)addresses a System bottleneck, or
If the roadway to be expanded is an arterial (i.e., Barbur Boulevard), the location of the
Unused Public ROW addresses a system bottleneck.
The location of Useful Unused Public ROW and Unused Public ROW impacted by the Alignment Options
was identified, based on the criteria described above figure 3 shows the Unused Public ROW for the
highest impact scenario while Figure 4 shows the Unused Public ROW for the lowest impact scenario.
Table 5 shows the Reduced Motor Vehicle Capacity of Unused Public ROW, which is measured by the
area(in acres)of Useful Unused Public ROW displaced by the Alignment Option.
Table 5 - Reduced Motor Vehicle Capacity of Unused Public ROW (Measured in
Acres)
Low High 3
Unused Public ROW underlying Alignment Option' 28-3 33-9
Reduced Motor Vehicle Capacity of Unused Public ROW due to
Alignment Option ° 1.3 5.4
Unused Public ROW Impacted by Alignment Option that does not
27.0 28.9
Reduce the Potential Future Motor Vehicle Capacity of the ROW
Note 1 Unused Public Right-of-Way(ROW)is right-of-way underlying an Alignment Option that is
currently in public ownership and is not improved for general public use as a transportation facility.Useful
Unused Public ROW is Unused Public ROW potentially available for future Motor Vehicle Capacity.
Note 2 Law estimates are for Alignment Options that have the least impact on Useful Unused Public
ROW(Alignment Options Nos.lAb/2Ba,2Ca,3Ca v2,48g/4Cef4Bh,48h/5Ah/SBh)
Note 3 High estimates are for Alignment Options that have the greatest impact on Useful Unused Public
ROW(Alignment Options Nos.lAf/2Ba,2Cf/2Ce,3Cb,4Bgj4AJ 5Ad/5Ah/5Bh)
This analysis only identified Useful Unused Public ROW that would be used by an Alignment Option;it did not
Qstimatg the total amount of Useful'Unusid Public ROW in the Radial Corridor or the Tigard Subarea.
Appendix A •..•. -.• L diA, AKlc72?1241r
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 16
Note 4 The amount of Unused Public ROW that is impacted by an Alignment Option,whether or not the
amount of potential future Motor Vehicle Capacity on such ROW is impacted.
Note 5 Reduced Motor Yew:,Capacity of Unused Public ROW estimates the amount that potential
future road capacity is reduced,measured in acre,by constructing an Alignment Option on Unused Public
ROW.
Thus,the Alignment Options are estimated to displace 1.3-5.0 acres of public ROW could potentially
provide additional motor vehicle capacity at a future date. Keep in mind that this estimate does not
consider ail of the practical limitations of providing additional lanes.
Appendix A srA'rT 1.71- i•ixdf riniI,utoR fhiir iiv-(gra, ti'\C-iKf1,117I W,,
SW Corridor � �
Unused Public ROW
Highest Impact 1 -South Portland -
Scenario 1A) ...n '1
1Oh
t �; r
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4-Desteteem 9 •$ ,.....Y.,-
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^ r.-....,. - II ,i.. .r1re1
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iet-
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r SNI • .� i:; - - ../
'r36-.r '
e. 'tiF 7.z
1 '`,•' : Highest Impact to Unused Useful ROW
01., } - Irwhde3 4,t.dla:Imola&202Ce.1C15,afgIt4 isscussm
raw..
.� 4 I Ha rrp.N on fd..e.�M. n1e�w wweM rpelry.Al.w.
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R
, S9SBA. .duurd Mold WWII Lawny d Unwed P. n ROW)
y )tore:PAroYt ROM.Mesar(ROM)r+iriYweu www an MM.*
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Lr M r.rwrwrn r.1wa w.yc.a Pool SANS mold to
I
by ens a4 wne of 7.e Ne.nlied 14ne.ler•• pMyrnYwW
�/ . .l aped... Dm+.ween*Wan Peet FN wwpM rdrr.tanY
— l , ra•9rb..•Hess an.1600540N masse, Ne'and pe.wr.learn...
...0-i.. Figure 3 � MI6-OS-15." MI6MI6-OS-15.,
Appendix A 5.r!-746187rar1Aa pgarirme'a-{;1yty,dal'IC.AK/612212076
SW Corridor - F„
Unused Public ROW �';
Lowest Impact 1-South Portland t 'j:
Scenario i,A•
, 'AD' I
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. ,. •t:• ,..r i
, IF, rY.I -w '7. k,-
''. ' ‘.,, If
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