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City Council Packet - 04/09/2024
71 City of Tigard S Tigard Business Meeting —Agenda TIGARD TIGARD CITY COUNCIL&LOCAL CONTRACT REVIEW BOARD MEETING DATE AND APRIL 9,2024- 6:30 p.m.Business Meeting TIME: MEETING LOCATION: Hybrid-City of Tigard-Town Hall- 13125 SW Hall Blvd.,Tigard,OR 97223 -See PUBLIC NOTICE below PUBLIC NOTICE:In accordance with Oregon House Bill 2560,this will be a hybrid meeting where some Council, staff or public will participate in person and some will participate remotely. How to comment: •Written public comment may be submitted electronically at www.tigard-or.gov/Comments by noon the day before the meeting date. •If attending the meeting in person,please fill out the public comment sign-in sheet at the front of the room and come to the microphone when your name is called. •If you prefer to call in,please call 503-966-4101 when instructed to be placed in the queue.We ask that you plan on limiting your testimony to two minutes. •You may comment by video through the Teams app. Go to this link to learn how to participate by video: April 9,2024 Council Meeting (https://www.tigard-or.gov/Home/Components/Calendar/Event/5698/66). Upon request,the City will endeavor to arrange for the following services: • Qualified sign language interpreters for persons with speech or hearing impairments;and • Qualified bilingual interpreters. Since these services must be scheduled with outside service providers,it is important to allow as much lead time as possible. Please notify the City of your need by 5:00 p.m.on the Thursday preceding the meeting by calling: 503-718-2419 (voice) or 503-684-2772 (TDD-Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA VIEW LIVESTREAM ONLINE:https://www.tigard-or.gov/boxcast CABLE VIEWERS:The City Council meeting will be shown live on Channel 21 (1st Tuesdays) and Channel 28 (2nd& 4th Tuesdays) at 6:30 p.m.The meeting will be rebroadcast at the following times on Channel 28: Thursday 6:00 p.m. Friday 10:00 p.m. Saturday 7:30 p.m. Sunday 11:30 a.m. Monday 6:00 a.m. City of Tigard Tigard Business Meeting —Agenda TIGARD TIGARD CITY COUNCIL&LOCAL CONTRACT REVIEW BOARD MEETING DATE AND TIME: APRIL 9,2024- 6:30 p.m.Business Meeting MEETING LOCATION: Hybrid-City of Tigard-Town Hall- 13125 SW Hall Blvd.,Tigard,OR 97223 6:30 PM 1. BUSINESS MEETING A. Call to Order B. Roll Call C. Pledge of Allegiance D. Call to Council and Staff for Non-Agenda Items 2. PROCLAMATIONS AND RECOGNITION A. NATIONAL LIBRARY WEEK PROCLAMATION 6:35 p.m. estimated time 3. PUBLIC COMMENT 6:40 p.m. estimated time A. Follow-up to Previous Public Comment B. Tigard Area Chamber of Commerce C. Tigard High School Student Envoy D. Police Chief/Police Department Update E. Public Comment—Written F. Public Comment—In Person G. Public Comment—Phone-In H. Public Comment—Video 4. CITY MANAGER REPORT 6:55 p.m. estimated time 5. CONSENT AGENDA: (Local Contract Review Board) The Consent Agenda is used for routine items including approval of meeting minutes,contracts or intergovernmental agreements. Information on each item is available on the city's website in the packet for this meeting.These items may be enacted in one motion without separate discussion. Council members may request that an item be removed by motion for discussion and separate action.7:00 p.m. estimated time A. TYLER TECHNOLOGIES PUBLIC SECTION SOFTWARE SOLUTION • Consent Agenda-Items Removed for Separate Discussion:Any items requested to be removed from the Consent Agenda for separate discussion will be considered immediately after the Council has voted on those items which do not need discussion. 6. TIGARD HISTORICAL ASSOCIATION PRESENTATION ON CURTIS TIGARD'S BIRTHDAY 7:05 p.m.estimated time 7. LAUNCH POD BUSINESS ACCELERATOR UPDATE 7:15 p.m.estimated time 8. TIGARD YOUTH ADVISORY COUNCIL 2024 NATIONAL LEAGUE OF CITIES CONFERENCE REVIEW 7:35 p.m.estimated time 9. COMMUNITY SERVICE ORGANIZATION-JUST COMPASSION 7:50 p.m. estimated time 10. ANNUAL JOINT MEETING WITH THE LIBRARY BOARD 8:10 p.m. estimated time 11. HEAT PUMP ADOPTION PROGRAM WITH EARTH ADVANTAGE 8:30 p.m. estimated time 12. RED ROCK CREEK TRAIL PREFERRED ALIGNMENT 8:40 p.m. estimated time 13. NON-AGENDA ITEMS 14. EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive Session is called to order,the appropriate ORS citation will be announced identifying the applicable statute.All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions,as provided by ORS 192.660(4),but must not disclose any information discussed.No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 15. ADJOURNMENT 9:10 p.m. estimated time AIS-5484 2.A. Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 5 Minutes Agenda Title: National Library Week Proclamation Authored By: Halsted Bernard Presented By: Halsted Bernard,Director of Library Services Item Type: Proclamation Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Library teammates request National Library Week be proclaimed in Tigard. ACTION REQUESTED Mayor Lueb is being asked to proclaim April 7-13,2024 as National Library Week. BACKGROUND INFORMATION First sponsored in 1958,National Library Week is a national observance sponsored by the American Library Association(ALA) and libraries across the country each April.It is a time to celebrate the contributions of our nation's libraries and librarians and to promote library use and support. ALTERNATIVES&RECOMMENDATION Mayor Lueb could choose not to issue a proclamation for National Library Week.Library teammates recommend its issuance. ADDITIONAL RESOURCES N/A Attachments Proclamation r F t +i tit{ „Al' ."4,8P. : 5 ' ° () / 111IIbb// fakkoI i,(* City of Tigard Yhai(. NATIONAL LIBRARY WEEK 10.x,.i.z- APRIL 7-13, 2024 ' , . -"{: WHEREAS,libraries offer the opportunity for community members to connect with others, # learn new skills,and pursue their passions,no matter where they are on life's journey; x ;� I ? WHEREAS,libraries have long served as trusted institutions,striving to ensure equitable .,is access to information and services regardless of race,ethnicity,creed,ability,sexual It orientation,gender identity,or socio-economic status; • ; WHEREAS,libraries adapt to the ever-changing needs of their communities,developing and •• expanding collections,programs,and services that are as diverse as the populations they I ,.;\1:).-:-.,...: serve; N ,.r,. ..1, WHEREAS,libraries are accessible and inclusive places that promote a sense of local It -7_:',,P' connection,advancing understanding,civic engagement,and shared community goals; WHEREAS,libraries play a pivotal role in economic development by providing resources and 7k�x., 1 support for job seekers,entrepreneurs,and small businesses,thus contributing to local .., prosperity and growth; ;44WHEREAS,libraries make choices that are good for the environment and make sense economically,creating thriving communities for a better tomorrow; WHEREAS,libraries are treasured institutions that preserve our collective heritage and e ,... knowledge,safeguarding both physical and digital resources for present and future generations; WHEREAS,libraries are an essential public good and fundamental institutions in democratic '- * societies,workingto improve society,protect the right to education and literacy,and promote � ;�..:. P Y 9 F""-, the free exchange of information and ideas for all; t ' WHEREAS,libraries,librarians,and library workers are joining library supporters and I < .••;,r advocates across the nation to celebrate National Library Week; `Ty--• NOW,THEREFORE,be it resolved that I,Tigard Mayor Heidi Lueb,proclaim f ;._4_ NATIONAL LIBRARY WEEK N,.;:' April 7-13,2024 r y I, • tr During this week, I encourage all Tigard community members to visit Tigard Public Library I; I- 1»:,. - and celebrate the adventures and opportunities they unlock for us every day. 34 't'Si Dated this_ day of April 2024 ';-,q ...7 WITNESS WHEREOF,I have hereunto set my hand and caused the Seal of the City of `� *' i• ' Tigard to be affixed. = { :E f ,` _ Heidi Lueb,Mayor City of Tigard ' Attest: Carol A.Krager,City Recorder • Y.,.' q .i(.l tT.' ,, .��� J>L,'v i t 4"),,y;yeti int. f?,i f��' y� UUe-7 - —*' -,',,-,< 9E,,.4 .r'4. {..4,,f.-k''_ *,-,;',yr,w-'w .. .,4-3", -.r - SUPPLEMENTAL PACKET FOR r i / dam g. 1� (DATE OF MEETING) Tigard Chamber of Commerce City Council Update April 2024 Leadership Tigard We held Leadership Skills and Tools Day this month.The class heard from wonderful community leaders.Thank you Mayor Lueb for taking the time to speak with our class. Everyone left with something to work on or grow within themselves and many resources to help them in their continued leadership journey. Education,Advocacy, & Building a Strong Local Economy • Our Government Affairs& Public Policy Committee will be meeting April 18th and has moved to an online format to be more accessible to a wider range of businesses and non-profits. • The Tigard Chamber has endorsed the Tigard Public Safety Levy,TVF&R Levy,and Jason Snider for Washington County Commissioner. • We awarded 10 Scholarships to High School Seniors from Tigard and Tualatin High School. Watch our social media for announcements or join us at Shining Stars to celebrate with our community. • Our Tigard Small Business Sustainability Fund is open for applications. All the details and application can be found on our website. Please do be sure to turn in all supporting documentation in a timely manner for your application to be considered complete. We currently have 4 applications pending. Promoting Community Tickets are almost sold out for our 50th Anniversary Shining Stars which will be held May 10th 2024 at Embassy Suites in Tigard. Please purchase your tickets before April 19tH We announced Fit Alliance as our Business of the Year last week at their 5 year anniversary Ribbon Cutting. We are now accepting Silent Auction Donations from local businesses and community members.We are also looking for donations of wine for our wine pull at events. Please donate wine or experiences and items of over$20 or more to the Tigard Chamber office 9am—3pm Monday—Friday before April 19th Networking/Visibility(Check the Chamber Calendar for details) Good Morning Tigard(GMT),Thursday A.M. Networking 7:30 a.m.—Weekly Tigard Farmers Market Update The Tigard Farmers Market is gearing up for another amazing season. We have had a record number of vendors apply, sponsorships are still available,we are announcing our vendors and community partnerships on social media this month. Save the Dates Tigard Farmers Market opens May 5th—Chief Jamey McDonald will be ringing our opening bell. Shining Stars May 10th 2024 at Embassy Suites tickets are on sale now, register today to secure your spot. Please follow the Tigard Chamber on Linkedln, Instagram, and Facebook for the most up to date information on what is going on at the Chamber in real time and all our events! '-il n u 4 � O E"; Q W M v al. t:4o c 0 0 0 o a o 0 0 0 0 .. 0 0 0 0 0 .. 0 0 0 0 �! pill! . ` Cfj n ,rt .~-. O N N cC W L1 O O M O W r b[I V' V N��//�� ((T�� � ` V 4 M O 7 G1 co r 7 , M M .-. <1 O M C M X 4 7 V r V/ M"+ \' ) o N V' M e-� N .�- V' N N �'ni 06 M r M M N (V Uo N N E ct • • • • • • • • • • • • • • • • • • • • • • AW N 'D N G\ N n O O r et M 7 ,n G1 /1 � M H — .- M b .-+ N N en M N N 7 N .- 7 jr-yl O .--i CT r ,n N N N N N N — 7 N N N m NV' N M N rn N V' - M N Q V l gj 4..4 —A M .•. 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V P4 CI ^rZ w c47:14.)p U -� 1-1 o a.) z o bi) v' y, vi • cd Q O •G -4 O � o c V ,- a W Q bA 'CSE q Q cg3 = .g cg bA ct o E au V ¢, bA sir ° ° V cn a W c, C7 V -:=:.‘ ,C * c, - r N R-- N 6M w I . .a O ti N�� -;1J.I,L.I.NT* SUPPLEMENTAL PACKED' FORr1 l 9, 2 o,31-j. - ,,,,,(.„-i- -,--;,-,--, : r (DATE OF MEETING) ___� / Tigard PD Strategic Dashboard `. ,em .3,e �, 101✓ic,- , ,, ` For March 2024 HE i ; , fy. 2021 Population Estimate 55,854 (Adopted Budget FY 2023-24) Small numbers cause large percentage increases and decreases. Crime Snapshot Selected Group A Offenses Mar-23 Mar-24 %Chg 2023 YTD 2024 YTD %Chg Person Crime 40 47• 17.50% 119 148• 24.37% Assault 34 37• 8.82% 95 115• 21.05% Robbery 2 5• 150.00% 11 16• 45.45% Domestic Violence 11 9(_) -18.18% 45 31 0 -31.11% Property Crime 213 238• 11.74% 622 696• 11.90% Burglary-Residential 5 2 C -60.00% 17 7 0 -58.82% Burglary-Business 4 5• 25.00% 17 19• 11.76% Burglary-Other 9 6 C -33.33% 18 29• 61.11% Unauthorized Use of Motor Vehicle 15 8 Ci -46.67% 62 27(_ -56.45% Theft 111 126• 13.51% 308 380• 23.38% Organized Retail Theft 6 21 • 250.00% 13 80• 515.38% Vandalism 34 46• 35.29% 92 131 • 42.39% Graffiti 4 21 • 425.00% 11 57• 418.18% Societal Crimes And Calls 62 78• 25.81% 151 204• 35.10% DUII 7 17• 142.86% 25 43• 72.00% Drug Offense 1 1 • 0.00% 6 4( -33.33% Disorderly Conduct 9 5 C -44.44% 14 21 i 50.00% Police Officer Holds 6 9• 50.00% 13 15• 15.38% DHS Referrals 58 48'f: -17.24% 171 149 C, -12.87% Arrests ,test data 95 143• 50.53% 307 0 -100.00% Felony 1111,,5ectiot� dUc t" 17 -100.00% 54 -100.00% �,aAaV uc., is una lade is Misdemeanor ftNoaye UP' 1n the 17 -100.00% 72 ,f -100.00% Citation To Appear that the ,at�c uK�ny,. coc,_„u e� n/a n/a Warrants 1 44 C -100.00% -100.00% �, 118 �_ Calls for Service Mar-23 Mar-24 %Chg 2023 YTD 2024 YTD %Chg Dispatched Calls 1732 1755• 1.33% 5076 5201 • 2.46% Self Initiated Calls 1295 1418' 9.50% 3354 4114 0 22.66% Online Crime Reports 93 67;♦ -27.96% 229 193• -15.72% Response Time Mar-23 Mar-24 %Chg 2023 YTD 2024 YTD %Chg Priority 1 &2 6.00 6.57• 9.50% 5.92 6.40• 8.11% Priority 3 10.67 10.83• 1.50% 10.93 166.48• 1423.15% Priority 4+ 9.58 8.73 4 -8.87% 10.40 9.22(9 -11.35% *Person Crime-Assault(verbal harassment,menacing,simple and felony assault),Homicide,Robbery,Kidnap,Forcible/Non-Forcible Sex Offense *Property Crimes-Arson,Bribery,Res Burglary,Bus Burglary,Oth Burglary,Forgery,Vandalism,Embezzle,Fraud,Theft,UUMV,Bad Check *Societal Crimes-Drug Offense,Prostitution,Weapons,Curfew,DisCon,DUII,Family Offense,Liqour Laws,Peeping Tom,Trespass *The data is National Incident Based Reporting System(NIBRS)compliant and not Uniform Crime Report(UCR)compliant and cannot be compared to any report using that standard.For more info on NIBRS:https://www.fbi.gov/services/cjis/ucr/nibrs 1 N.•• `ll Tigard PD Strategic Dashboard r 4O1'ICF t'\ l�^ i For March 2024 (; j..) \*riKr TIGARD `tr 2021 Population Estimate 55,854 (Adopted I(Adopted Budget FY 202: r. Employee Snapshot Department Staffing Information Actual Budget %Budget Sworn 71.0 77.0 92% Non-Sworn 16.0 18.5 86% Total Number of Personnel 87.0 95.5 91% Patrol Staffing Authorized 43 I Days Swings Graves Overall Vo #of Shifts at or below Minimums 14 45% 19 61% 16 52% 53% #of Shifts conducted with 5 or more Days Swings Graves Overall% patrol officers 2 6% 12 39% 6 19% 22% Personnel Unavailable for Work Patrol All Other Overall #of Recruits in Pre-Academy 1 - 1 #of Recruits in Academy 2 - 2 #of Recruits in Recruit Training 2 - 2 # of Personnel on Extended Sick Leave/ FMLA - - - # of Personnel on Military Leave 1 - 1 # of Personnel on Modified Duty* 5 - 5 # of Personnel on Administrative Leave - - - Total Personnel Unavailable to Work during some Period during the Month 11 - 11 Total Officers Available to work PATROL some period during the Month 32 *Modified Duty=any modified work schedule to accommodate light duty,workers comp,or LWOP n/a Operational Effectiveness Snapshot - Budget Information is based on the best available data. FY 2022-23 Budget FY 2023-24 Budget **September actuals are incomplete due to software migration** Percent YTD Status Percent YTD Status Department Budget Actual Budgeted Actual Budgeted Administrative 72% 75% 0 -3% 75% 75% 0% Operations 69% 75% 0 -6% 67% 75% -8% Services 68% 75% 0 -7% 75% 75% 0% Total Department Budget 69% 75%r''', -6% 70% 75% " -5% Budget Information is based on the best available data. FY 2022-23 FY 2023-24 Budget Budget **September actuals are incomplete due to software migration** Percent YTD Percent YTD Status Status Department Overtime Actual Budgeted Actual Budgeted Administrative 30% 75% ` -45% 28% 75% f -47% Operations 46% 75% (_,'' -29% 83% 75% 8% Services 72% 75% ' -3% 84% 75% 9% Total Overtime 53% 75% fl -22% 82% 75% 7% 2 �' '`---:,,f Tigard PD Strategic Dashboard i. ,.,OI.icf 1 ?'' For March 2024 rf; \ SCS I!, ,`'J� u. �`J i 2021 Population Estimate 55,854 (Adopted Bu(Adopted Budget FY 2023-2 * rte Levy Status Update Levy Staffing Information-LEVY to date progress Actual Budget %Budget Sworn-Patrol 7.0 8.0 88% Sworn-SRO 1.0 1.0 100% Non-Sworn 1.0 2.0 50% Total Number of Personnel 9.0 11.0 82% Emergency Response Times - 5 Year Trend PRIORITY 1 & 2 CALLS Priority 1 calls = Imminent threat to life 6.57 / 6.18\ 5.87 5-85�I.I Priority 2 calls = Immediate threat to life,occuring now 2020 2021 2022 ..i. . ., Community Snapshot Community Outreach and Events Media Release Upcoming Events 3/3)What's On Your Ballot?@ Library Shooting Under Investigation (4/4)Good Morning Tigard (3/7) Good Morning Tigard Man Arrested in Knife Slashing Investigation (4/4)Community Academy continues (3/7) Community Academy begins Armed Robbery Investigation (4/13)Women's Self Defense Class @ TPD (3/10)Be That Girl self defense class Update:Armed Robbery Suspect Arrested (4/13)Scam Presentation @ Summerfield Estates (3/11) Chat with the Chief Results from Traffic Enforcement Now n/a (3/14)TTSD Community Resource Fair Available (4/20) Free Shred Day @ TPD (3/16)I Can Do This!Kids safety class Media Invited:Officer Gregston Returns After (4/20)Healthy Kids Day @ Universal Plaza (3/22)Scam Presentation @ Woodspring Traffic Crash (4/20) Scam Presentation @ Summerfield Clubhouse (3/27)Spring Break Day Camp w/Parks&Rec Man Arrested After Hitting 6 Cars (4/25)PD Tour for Tigard High (3/28)Presentation at the Noon Rotary Two People Killed in Traffic Crash (4/27)Rx Takeback Day @ TPD (3/30)Egg Hunt(City of Tigard) @ Cook Park Photo Enforcement Red Light- Began Issuing 03/11/20 1 Month of: March 2024 YTD 2023 2024 Yr to Yr Received Issued Rejected Issued Issued %Chg 99W/SW Hall Blvd 233 184 49 361 394 9% 99W/SW 72nd Ave 64 35 29 177 143 -19% 99W/SW Durham Rd 20 15 5 26 50 92% Intersection Speed - Began Issuing 7/14/20 Month of: March 2024 YTD 2023 2024 Yr to Yr Received Issued Rejected Issued Issued %Chg 99W/SW Hall Blvd 61 55 6 295 122 -59% 99W/SW 72nd Ave 254 218 36 1437 435 -70% 3 �\''" ° Tigard and PD Strategic Dashboard t voLict �I. For March 2024 ``i ,ic,rzn 2021 Population Estimate 55,854 (Adopted](Adopted Budget FY 202: IJ/r \ MARCH DISPATCHED CALLS MARCH SELF INITIATED CALLS 1432 1414 I'',1T6 / \ / _���1698 1732 1755 1559 i 1295 1795 1271 2020 2021 1, 7024 2020 2021 2021 2023 Total Dispatched Calls: 1755 Total Societal Calls: 1160 %of monthly workload 66% e,ROCKMAN ST ySW _ g �� 2she 056 .?11q` v SW WEIR RO 4 1 r u; 1 , 1 a 1 4t 2 1 ....7E 2 i7 `e• Beaver- ton/z4- 3 3 1 13 2 1 8 • 1 1 2 6 4 1ny 1 ' 2 1 •.4 3 ., 5 5 1 1 -- ST 8 2 12 2 1 1 S 1 , NO. 1 3 9 11 1 - t 1 Tigard 56 6 8 5 4 5 r 1 1 3 3 6 2 ca 3 2 �`I 1 • BALL p 1 ARO E Si 6`4 CL1ONALC 1 2 *N1tj°JUl 2 UJ 2 'N ARD 2 1 1 5 1 'O!V 1 IitD IN 1 1 1 2 gt_i_l____ 1 = L 1 / 2 1 5W 51 i 1 SW OUR' 5 D® 1 1 a 3 King 7 4 fr C City 1 1 c �t W i SW rUalAr D Lirham 1 AGENDA ITEM NO. 3.F - PUBLIC COMMENT DATE: April 9, 2024 (Limited to 2 minutes or less,please) This is a City of Tigard public meeting, subject to the State of Oregon's public meeting and records laws. All written and oral testimony becomes part of the public record.The names and cities of persons who attend or participate in City of Tigard public meetings will be included in the meeting minutes,which is a public record. Please review the"Tigard City Council Protocol for Public Comment." NAME &CITY YOU LIVE IN TOPIC I� Please Print Name P E A, N 1S tA4A, City J iy de411 Prey , G Please spell your name as it sounds if it will help the presiding officer pronounce: ,✓ t%(/7/ / ftz - Optional: If you want a response from staff,please leave your contact information:_D Phone or email (�C �-kJ, 0 R Z 1.-/� a 'Ac)° /v Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email AGENDA ITEM NO. 3.F - PUBLIC COMMENT DATE: April 9, 2024 (Limited to 2 minutes or less,please) This is a City of Tigard public meeting,subject to the State of Oregon's public meeting and records laws. All written and oral testimony becomes part of the public record.The names and cities of persons who attend or participate in City of Tigard public meetings will be included in the meeting minutes,which is a public record. Please review the"Tigard City Council Protocol for Public Comment." NAME & CITY YOU LIVE IN TOPIC Please Print Name , E�'�-f� tt,-to City r`-„A4� Please spell your name as it sounds if it will help the presiding officer pronounce: S J Optional: If you want a response from staff,please leave your contact information: Phone or email ikAIV‘tcroNisEvizirJ(ti+&tt.. Name v--- Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email Name City Please spell your name as it sounds if it will help the presiding officer pronounce: Optional: If you want a response from staff,please leave your contact information: Phone or email AIS-5481 5.A. Business Meeting Meeting Date: 04/09/2024 Length(in minutes): Consent Item Agenda Title: Tyler Technologies Public Section Software Solution Authored By: Rosie McGown Presented By: Project Director Maiya Delgoda Item Type: Motion Requested Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information EXPLANATION OF ISSUE The purpose of this action is to approve a contract amendment to Tyler Technologies for software implementation services and credit card processing fees. ACTION REQUESTED Staff recommends the Local Contract Review Board award a contract amendment for$4,046,000 to Tyler Technologies and to authorize the City Manager to take all steps to execute the contract. BACKGROUND INFORMATION The Tigard-Tyler(T2) ERP implementation project is a citywide initiative to support the council goal,modernize and improve city services. This initiative will replace the city's legacy systems,integrate departments such as Finance, Human Resource Management,Asset Management,Permitting and Licensing,and Municipal Courts into a unified platform to streamline operations,improve service delivery,and enhance decision-making capabilities. In FY 2021,the City of Tigard signed a 10-year contract with Tyler Technologies for software licenses and implementation services to support this significant digital transformation and the council goal,modernize and improve city services. The current technology systems supporting core business functions are fragmented and outdated,resulting in inefficient processes and siloed data. Implementing T2 will bring many benefits,including real-time data access,process automation,improved reporting capabilities,and enhanced inter-department collaboration. In FY 2021,the board authorized$6,400,000 to execute the Tyler Technologies contract,which included$4,800,000 for software licenses for 10-years and$1,600,000 for data conversion,implementation services,project management, and travel fees.The initial approval of the contract did not take into account credit card processing fees that would be transferred to Tyler Technologies from existing vendors when revenue modules are implemented. Total expenses,including software license and implementation services,are projected to be$2,780,000 through FY 2024. It is anticipated we will reach the current contract authority level of$6,400,000 in expenses at the end of FY 2027.The additional amount requested will provide funds to cover the software licenses fees and credit card fees in years 7 through 10 of the contract(FY 2028—FY 2030). During a Council update (4/6/2024),the status of the Tyler contract and amendments were presented. In this update,it was acknowledged that an increase in spending authority was necessary to cover the amendments and credit card processing fees. The contract amendment being requested covers the following: •$446,000 for implementing the new road map,including$230,000 contingency. •$3,600,000 for credit card processing fees,estimated at$600,000 per year from September 2024 through September 2030,the end of the 10-year contract term. With the implementation of Tyler Payments through Utility Billing and Tyler Cashiering,credit card processing fees will move from our existing credit card processor vendor to Tyler Technologies. ALTERNATIVES&RECOMMENDATION The Local Contract Review Board may choose not to amend this contract. ADDITIONAL RESOURCES Previous council consent for contract award AIS-4413 09/22/2020 Tigard-Tyler Presentation to Council 04/06/2024 Fiscal Impact Cost: 4,046,000 Budgeted(yes or no):Yes Where budgeted?: IT and UB FY25 requested budget Additional Fiscal Notes: Implementation expenses are included in the IT budget for FY25,central services fund;credit card fees are included in the department budget that incurs the fees and are budgeted annually based on anticipated volume. Utility Billing, central services fund,incurs most of the credit card processing fees for the City. Central services are funded through the internal cost allocation plan that charges departments proportionately for services. Like other multiple-year contracts,expenses will also need to be budgeted in all future fiscal years for the duration of the contract. Attachments Tigard-Tyler Presentation to Council • w'1 S Li, i ), • i. :1 . 1 p. d L- r no co Cr Fti 13 •ma M 1111 O mit O H • • Vf il N O ro sz rD N En rl ro W rZ3 0 Fo— N cl ro r O ro n ella 10 N �• V7 itR MIMI • 74 ID g o • UO N Q -o -, O O \ rIVI -0 millO rtH y N o- 3 0 c rn N rDN N 3 v i rD O rr • .1• p C C V CT rrt V O FD6) `J (1), Q R 0 m 11141 .--- 11111111111111111.11 V V V V V V 0 Z �D �o rD 0 _ 73 o X -(D 73rD FCDD (r) n m 3o cl (D n CD w p < CD r -3CD . -� uCI O X. al O = = = Oi� c7..? -' O �-r UCS 0 ) � CD 'V O Uct = CD r-r r--r c Q (10 CD r--r a %%1 �'`� �4R 01 T V rip Uo CL E. a 0 N w N , rD rD (1) •-•• a) —1 0 m CL r-r r-r O = CD F N OO �< = (D r-r I UQ o a n c -I a• Q a eL rn N l (TI C nNN 0) _ Wm � C -, < Norl Nrr cu N U4. Vf rD C O N -I 0 0 NPP < rD (-1 -v n' _N o r* o (1. rD to N OCD N n N rD CD (D O rD rr+ -< 3 a a r N a Ua N ...,. vi -5 rD C .D 0 c ' CD 0a- o m rD �' m' CI- rD = _< CV . 3 UQ u. I . 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Business Meeting Meeting Date: 04/09/2024 Length (in minutes): 10 Minutes Agenda Title: Tigard Historical Association Presentation on Curtis Tigard's Birthday Authored By: Carol Krager Presented By: Margaret Doherty Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Members of the Tigard Historical Association will give a short presentation about Curtis Tigard. ACTION REQUESTED No action requested. BACKGROUND INFORMATION Curtis Tigard was the grandson of Tigard's founder and died at the age of 109 in 2018. Mr. Tigard served on many boards,including the Tigard School District,Tigard Water District and the Chamber of Commerce. He enjoyed sharing the early history of Tigard,participating in Tigard Historical Association and city events. His birthdays were often public celebrations,with cake served at the library and the community invited to attend. 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Business Meeting Meeting Date: 04/09/2024 Length (in minutes): 20 Minutes Agenda Title: Launch Pod Business Accelerator Update Authored By: Lloyd Purdy Presented By: Lloyd Purdy Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Modeled after the City's Opportunity Cafe business incubator at the Tigard Public Library,Tigard's Launch Pod Business Accelerator is the city's second business incubator supporting minority entrepreneurs.The goal of this program is to remove barriers-to-entry for new entrepreneurs,provide a food amenity at Universal Plaza,and add to the diversity of food offerings in downtown Tigard. Initially,entrepreneurs renting one of two city-owned food carts pay reduced rent in exchange for use of the cart.Upon leasing the space,entrepreneurs have 18 to 24 months to perfect their business operation. Rent gradually increases over the course of the lease.As a requirement of their lease,entrepreneurs also benefit from ongoing business advising from a business coaching program.At the end of the lease,entrepreneurs graduate from the Launch Pod Then,new entrepreneurs are invited into the business incubator to begin the process anew. ACTION REQUESTED No Council action requested.This is an opportunity to meet the entrepreneurs in the Launch Pod business accelerator. Juliana Mosely,owner of Harvest Moon Experience,has launched from the green cart and is opening Harvest Moon Sangria Bar at 12553 Main Street in the building next to Fanno Creek.She expects to be open in March 2024. Brothers Joshua&Alfredo Carreon,owners of West Coast Torta,will continue operating out of the city-owned orange cart for the remainder of their lease,which will continue through summer 2024. In March 2024,two new entrepreneurs will start their business at the Launch Pod.Jay Kwon will open Wow Cow serving cheesesteak sandwiches with a Korean influence.Jay will furnish his own cart in the three-cart lineup.Mia Selders will open Nunny dam'Pheebs ice cream in the city-owned green cart.Her menu will include ice cream as well as sandwiches, coffee and teas. The addition of a third (privately owned) cart into the Launch Pod lineup will attract more visitors to the plaza and to the carts with a balanced mix of food offerings. BACKGROUND INFORMATION This initiative is one way Tigard's economic development programs advance the city's strategic vision"Tigard:An equitable community that is walkable,healthy and accessible for everyone."Relevant economic development objectives from the City's Strategic Vision include: •Ensure all businesses can easily connect to resources that help them grow and add value to the community. •Build a resilient local economy in which residents'health and the health of local businesses increase together. •Support a balanced,diverse mix of business sectors and employment opportunities.Advance equitable economic opportunity. This business incubator innovates by utilizing two city-owned food carts as low-cost startup locations for entrepreneurs at Universal Plaza in downtown Tigard.The carts were constructed for the City of Tigard by Portland-based Pacific Northwest Food Trucks and Trailers in 2022 to provide a versatile platform for a range of food-focused entrepreneurs. The two city-owned food carts are outfitted as Class IV commercial kitchens.The City of Tigard received$70,000 in funding from Washington County to support this new business assistance program.The city also received a$12,000 grant award from the AARP Community Challenge to support the Launch Pod's initial startup expense.The balance of funding(about$30,000) came from the City of Tigard's ARPA allocation. The entrepreneurs hosted at the Launch Pod were selected from an intensive interview process and clearly articulated their entrepreneurial spirit through the selection process,submitting the following: •Sample menu with products and pricing. •Business model summary. •Eighteen-month marketing plan with actions and expenses by week or month. •Eighteen-month financial forecast by month. •Startup cost analysis. Break-even analysis. The rigorous,but fundamental,business preparation requirements for these first-time entrepreneurs,and the continuing business coaching provided is one way this business incubator helps the participating entrepreneurs succeed in launching their business. ALTERNATIVES&RECOMMENDATION Welcome the new Launch Pod entrepreneurs to Tigard and encourage their growth as business owners. ADDITIONAL RESOURCES N/A Attachments Presentation Slide i U:14:2 ,, ^�o I. I 3211 E � C oA pl. v =mom - itc WI Ciliaj 41 \ -,-, ITI gcn 314 ° 33- rF T y ° c fp Q D VI XI rri :143 NM --,1 a CD -..M M 03 le v imit O H. S 447 • � rnO Z3 ttiN ea3 •X z AIS-5444 8. Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 15 Minutes Agenda Title: Tigard Youth Advisory Council 2024 National League of Cities Conference Review Authored By: Alexandra Richardson Presented By: Alex Richardson,Management Analyst;TYAC President Areana Mann,TYAC Vice President Shriya Myneni,and Youth Councilor Math Vogel Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE The purpose of this item is to debrief the Council on the experiences of the three Tigard Youth Advisory Council (TYAC)Delegates at the National League of Cities Congressional Cities Conference,March 10-13,2024 in Washington, D.C.Management Analyst Alex Richardson chaperoned Youth Councilor Mali Vogel,TYAC President Areana Mann, and TYAC Vice President Shriya Myneni on this trip. ACTION REQUESTED Informational only;no action requested. BACKGROUND INFORMATION Each youth delegate will highlight their most memorable experiences of the trip,what they learned,and how the conference sessions affected their view of government. Each year,the Washington,D.C. Congressional Cities Conference includes a Youth Delegation track with sessions for youth advisory council members.This portion of the conference allows youth council members to network with other youth delegates,observe how their councils work,and appreciate the benefits youth bring to city hall in their own towns.Youth sessions this year included such topics as city ordinances,park lands,and political polarization. Standout general conference speakers included President Biden,Transportation Secretary Pete Buttigieg,Senior Advisor and Assistant to the President Tom Perez,U.S. Representatives Don Bacon and Salud Carbajal,and Presidential Historian and Pulitzer Prize-winning Author Doris Kearns Goodwin. In addition to attending conference sessions,the three students visited the Smithsonian National Museum of American History,the Lincoln Memorial,and the U.S. Capitol. Dates of Previous and Potential Future Considerations None of the students attending this year attended in previous years.Tigard sent three students to the conference in 2023 and has sent students annually(missing a handful of conferences during the pandemic).Management Analyst Richardson reported on the 2023 TYAC NLC trip on April 25,2023. Public Involvement N/A Impacts (Community,Budget,Policies and Plans/Strategic Connection) A 2023-2024 budget request was approved to fund the attendance of TYAC members.In addition,Portland General Electric provided funding to support the attendance of youth delegates.This allows two TYAC members, the Youth City Councilor,and one Tigard teammate to go as a chaperone. ALTERNATIVES&RECOMMENDATION N/A ADDITIONAL RESOURCES N/A Attachments Presentation , A 0 LI Z . 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O Ill 41 Q0 (1) • Z .--t. • ril k n (1) (-9- Z n (9 • III 0 . ialt-444-40r; ... •?, C2. i. 7..,' 1 : 4 '. i tarl yVi ICCZ o ela VI z ulioolN,I tip CD 13 11 41 m , trill Z `G w • rn G N • X3 m o o , 0 • nn a m m r ! 1 n r n •• co le -w� INNIN■ tga r) Q . .. .- ) t'. m m t 1 O I . 1 O �(s O - G..- 1 -0 4141 • 11 z z• n 'l i! • rn a czt• k FET' O Ci0 EMI • tin n ^�o AIS-5485 9• Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 20 Minutes Agenda Title: Community Organization Update-Just Compassion Authored By: Kim Ezell Presented By: Strategic Initiatives Program Manager Ezell Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Each month the City of Tigard invites a community service organization to present at a City Council meeting and share information about their programs.Just Compassion is the organization presenting in April. ACTION REQUESTED This is an informational presentation.No action is requested. BACKGROUND INFORMATION Just Compassion of East Washington County is a registered 501(c)3 non-profit organization supporting those in our community experiencing houselessness. Since their inception in 2010,their mission has been to provide a community-centered response to address the needs of unhoused and marginalized individuals.Their objective is to understand issues by evaluating needs,actively listening to community voices,and turning those insights into action. ALTERNATIVES & RECOMMENDATION N/A ADDITIONAL RESOURCES N/A Attachments No file(s)attached. AIS-5448 10. Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 20 Minutes Agenda Title: Annual Joint Meeting with the Library Board Authored By: Halsted Bernard Presented By: Halsted Bernard,Director of Library Services;Members of the Tigard Public Library Board Item Type: Joint Meeting-Board or Other Juris. Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE The Tigard Public Library Board will meet with the Tigard City Council for their annual joint meeting.The Board will provide its annual report on library services and operations. Presenters include: Library Board Chair Kate Ristau Library Board Member Candice Coleman Library Board Member Jenny Stoffel Library Board Member Bart Hawkins ACTION REQUESTED This is an update.No action is requested. BACKGROUND INFORMATION Dates of Previous and Potential Future Considerations The Tigard Public Library Board last met with the Tigard City Council for a joint meeting on May 16,2023. Public Involvement Tigard Public Library Board members are members of the public who attend monthly meetings and receive reports on library services and operations. 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Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 10 Minutes Agenda Title: Heat Pump Adoption Program with Earth Advantage Authored By: Lloyd Purdy Presented By: Lloyd Purdy and Tina Escalera Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE The City of Tigard's economic development team is launching a new program to encourage homeowners in the city to install new energy efficient heat pumps. Funding for this program comes from Earth Advantage,with more than$1.5 million available to reimburse homeowners across the region.This program builds upon the economic development team's focus on economic mobility,workforce cultivation,and equitable economic development. Up to$11,000 in reimbursement for heat pump purchase and installation will be available to Tigard homeowners. ACTION REQUESTED No Council action needed. BACKGROUND INFORMATION This climate friendly energy efficiency program encourages homeowners in Tigard to install heat pumps by removing the cost barrier--with up to$11,000 in reimbursement. Tigard's heat pump adoption program originates from Oregon Department of Energy funding allocated to encourage investment in climate-friendly infrastructure. It pairs Tigard with Earth Advantage—a nonprofit with more than 20 years of experience in home-focused sustainability and energy efficiency programming. Earth Advantage,headquartered in Portland,serves a multi-state region with a focus on carbon reduction strategies for single-family and multi-family residential.More than 17,000+ people have participated in Earth Advantage's energy efficiency training,approximately 4,000 residential units certified each year by their green building team,more than 30,000 homes verified with a Home Energy Score through Earth Advantage,and over 2 million homes included in the nonprofit's Green Building Registry. Economic Mobility Helping residents build family wealth (often called intergenerational wealth) is a key component of local economic development. Intergenerational wealth uses a resident's most valuable asset-in most cases their home—to build wealth for future generations. This heat pump adoption program reduces home operating costs, saves energy,and adds a climate friendly asset to Tigard residences.This approach to economic mobility is especially powerful for low and moderate income homeowners who don't have the financial capacity to make a$11,000 investment in their home.This work is one way the economic development team can advance Tigard City Council's sustainability goal. Equitable Economic Development&Workforce Development Adding an energy efficient heat pump adoption incentive to the city's economic development program portfolio creates the opportunity to expand equitable workforce programs. Increased green infrastructure and investments,even at the residential scale,increases demand for people trained in the green trades. More green infrastructure and investment will require more skilled talent to meet this demand. Cultivating a local business sector of trades people and firms qualified to serve the expanding green economy aligns with the economic development team's strategy of equitable economic development and workforce development--especially when focusing on BIPOC and minority entrepreneurs interested in expanding into the green trades. This work is one way the economic development team can align and advance the city's equity goals. The economic development team's work on the Tigard heat pump adoption program includes working with training partners to help skill up local talent in the green trades,communicating this reimbursement for climate friendly investment to Tigard homeowners,reserving funds from Earth Advantage's$1.5 million pool of funding when a homeowner expresses interest in the program,confirming successful installation of a certified heat pump by a certified contractor,and reimbursing contractors for up to$11,000 in eligible expenses. ALTERNATIVES&RECOMMENDATION This heat pump adoption program advances the Tigard City Council's sustainability goals.No alternative policy action needed. ADDITIONAL RESOURCES N/A Fiscal Impact Fiscal Information: When a homeowner in the City of Tigard expresses interest in a heat pump installation rebate, funds will be reserved from Earth Advantages pool of$1.5M. After payment is made to the contractor upon successful installation,the City of Tigard will be reimbursed by Earth Advantage.There is no net loss to the City of Tigard to administer this program. The program will be launched and administered through Economic Development. Specialist Tina Escalara will promote this program during her visits with Tigard-based contractors in the green trades. Funding for this program will come from Economic Development,within their existing budget. This program works well as an economic development program in Community Development because of our focus on economic mobility for residents,the work we're trying to do to build a larger workforce and business sector focused on the green economy,and our experience with grant administration—especially the TIF grants. Attachments Presentation Slide 1ZJ Y. JJ I:. , rim ., • D can 71 D _ CL ( M I 1 Ill Z Co RE 4 � m D i• J D 0_ 0 � ? Cr0 A fzi.. 0 r4.-: Lri ni val m 0 1 Cv .,, y 0 M B (on o 0 S -I 2 _ CUCU� n Cli 5 Q < T 3 . ? Q} Ln L . D c,La r+ I a c CD k m ro a-, e, AIS-5437 12. Business Meeting Meeting Date: 04/09/2024 Length(in minutes): 30 Minutes Agenda Title: Red Rock Creek Trail Preferred Alignment Authored By: Gary Pagenstecher Presented By: Gary Pagenstecher Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE This Council briefing presents the results of the Red Rock Creek Trail (RRCT) Alignment Study establishing the preferred trail alignment.No action is required. The preferred alignment of the proposed two-mile RRCT begins at a connection with the Fanno Creek Trail (under construction in 2024) just east of the Tigard Public Library,provides grade-separated crossings at high-volume/high-risk locations at Portland&Western railroad and Highway 217,expands existing sidewalks in constrained areas,travels through natural spaces adjacent to the Red Rock Creek resource,and terminates at the intersection of Highway 99W at the SW 64th Ave crossing and Interstate 5 southbound on-ramp.The trail is planned to be accessible,hard-surfaced for its entirety,designed for a 12-ft width with shoulders,handrails,or fencing to clearly define the edge of the trail. ACTION REQUESTED No action requested. BACKGROUND INFORMATION The city applied for a Regional Flexible Funds Allocation (RFFA)grant in June 2019 to refine the alignment of the RRCT along its two-mile length,determine cross-sections,identify necessary easements,and develop an implementation plan.The grant was awarded by Metro Council in January 2020 and was delivered by ODOT on contract with OTAK between January 2023 and March 2024. The attached RRCT Alignment Study Report details the process,engagement,alternative analysis,and an implementation strategy for the preferred alignment. Dates of Previous and Potential Future Considerations On September 3,2019, staff presented the RRCT Conceptual Alignment to City Council after the RFFA grant had been awarded. Public Involvement The RRCT alignment study project included a robust engagement process to narrow and refine the alignment segments. The project team created a stakeholder working group (SWG) of 25 representatives from public agencies,private property owners,and local residents. Utilizing a series of meetings,online surveys,focus groups,individual interviews, and public workshops,the engagement process provided multiple opportunities to gather comments regarding the trail and scoring of the alignment segments. (See Section Four of the attached Report). In addition,city advisory bodies were briefed,including the Parks and Recreation Advisory Board,Tigard Transportation Advisory Committee,and the Town Center Advisory Commission.A final presentation of the study and preferred alignment will be given to the Metro Quarterly Trails Forum on April 10th. Impacts (Community,Budget,Policies and Plans/Strategic Connection) Community Tigard is working to become an inclusive community that is pedestrian-friendly,healthy,and accessible to all. Red Rock Creek Trail is crucial in establishing a well-connected,attractive,and easily accessible pedestrian network in the urbanizing heart of the city. Budget The Preferred Alignment recommended in the report is poised for implementation through prioritization of the discreet alignment segments.Ongoing staff support is necessary to fully implement the trail through grant awards, developer improvements and future capital projects.A number of funding opportunities identified in the report are available for trail design and construction projects,beginning this year. Budget implications will be developed as implementation projects arise. Policies,Plans, Strategic Connections The RRCT is consistent with and implements the Strategic Plan and Council Goals: Strategic Plan-An equitable community that is walkable,healthy,and accessible for everyone. •Strategic Priority Two-Create a well-connected,attractive,and accessible pedestrian network. •Objective 2.1 C Identify and pursue new funding sources to build the pedestrian network. •Objective 2.2B Design the trail system to serve both recreational and active transportation purposes. •Strategic Priority Three-Ensure development and growth support the vision. •Objective 3.1G Invest in public spaces that equitably serve the city's diverse residents,workers,and visitors. 2023-2025 City Council Goals •Address Climate Change: •Strategy 2.1 Prioritize carbon responsibility in the City of Tigard operations,projects,and policies. •Enhance Community Safety and Accessibility: •Strategy 4.3 Increase funding to expand connectivity and support an active,healthy,accessible community. ALTERNATIVES&RECOMMENDATION Staff Recommendation This briefing is to update City Council on the developing status of a major active transportation facility serving the Metro-designated Tigard Town Center,comprised of two of the city's urbanizing districts -Downtown Tigard and the Tigard Triangle.No action is required. The preferred alternative trail alignment refines the conceptual trail alignment already identified in the Tigard Triangle Transportation Network Map and in the Tigard 2040 TSP (outside the Triangle in the Hunziker Core area).A revised Network Map codifying the preferred alignment is included in the MADE omnibus code amendment package scheduled soon for Council review and adoption.TSP 2040 Updates may come later this year or next. Future trail segment projects will provide final design services and more fully detailed amenities,such as plaza spaces, benches,trail lighting,and wayfinding signage.Alignments that were not selected as preferred will remain as candidates for future recreation loops. ADDITIONAL RESOURCES Attachments RRCT Alignment Study PowerPoint RRCT Trail Report with Appendix 1 1 A ;Ci ' i rol) > m a. ____,, .1 o - • c 0rl 70 n O crqn D °J O Qr) 3 N n IQ 0 0 N C D CO D rol)n CLI mums rim ammo • m . rE) v) rc) fi) 43 fD - • G. D O. --ii n" fC fC Di S' - • a. re ffQ 0- 5' crq A 0 C).-- D G X N 0 0 A fD v) • • • EIJ • •• rD / n 0.) 7) <•3 rt0 3 #=. c, 70 .c -0 � n 0.) r* — � . 4 vl (1 M 0 (/) (-1- = SCD-- ,;7 / -.1 rD * 3 ), , / - 3 . —cl rD cm- ci.) 0 (1) rp V-2 (1) 70 cu . _1 rD 0 . 3 < r= 0 LA .`:� n _K v) _ 0 .- a _.(i) 0- 3 .-,?.. * = 1:2rn c-Ott% m _ op, v, _is0) = . rD r'F' e-1- 'p CLU Teo ` 1)o 0) 0 D r el c eh 0 0) rrl •b-I- LV Q) .-. CD , 3frbx • ci) 5W • ¢ 7 ( -.. . 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Q Otak Memorandum To: Stakeholder Working Group From: RRCT Design Team Copies: Gary Pagenstecher, Judi Martin, Katie Gillespie Date: March 4, 2024 Subject: Alignment Alternatives Comment Summary Project No.: 20291 Below is a summary of the comments the design team has received to date on the Red Rock Creek Trail Alignment Alternatives.The comments are broken down into responses received from the online survey. We have also summarized the comments that were received at the Thursday, May 18 open house that was held at the Tigard Public Library and the feedback we received from the Stakeholder Working Group (SWG). Online Survey Results When thinking about how the trail will be used,what is the most important to you? Options Total Votes Users'safety 13 Enjoyment of Outdoors 10 Preservation of Ecosystem 8 Protection of Private Property 2 Accessibility to all 7 Ongoing Maintenance 8 Some other ideas for how the trail will be used: Based on the online survey conducted among the public, several additional ideas were suggested for how the trail could be utilized effectively: 1. Establishing a central pedestrian greenway that incorporates smaller loop segments within the Tigard Triangle, providing a versatile and interconnected trail system. 2. Ensuring convenient access to adjacent parts of the city and mass transit, enabling seamless connectivity for trail users, and enhancing overall transportation options. 3. Facilitating organized walks and runs,with accessibility from Potso Dog Park, creating a recreational hub for fitness enthusiasts and promoting a healthy, active lifestyle. 4. Implementing a minimalist approach to signage and landscape design along the trail, preserving its natural beauty while maintaining functionality and navigability. 5. Promoting easy and accessible pathways for individuals experiencing homelessness to navigate the area,fostering inclusivity, and providing necessary mobility support. 6. Addressing the need for a pedestrian bridge over the 217 freeway, which is currently the only metro-area freeway lacking such infrastructure. Constructing a bridge would enhance safety and connectivity, allowing pedestrians to traverse the area efficiently and securely. 7. To get to Walmart and Costco without a car safely. 8. Safe alternative bike/ped connection between neighborhoods across hwy 217 9. Access to Triangle shopping from Hall/Hunziker intersection 10. Organized walks/runs, accessible from Potso Dog Park 808 SW Third Avenue, Suite 800 I Portland, OR 97204 I Phone 503.287.6825 I otak.com k:Iproject120200120291105 documentslreports102public involvementlrrct swgpublic_commentsummary_memo_20230731.docx Page 2 of 15 Alignment Alternatives Comment Summary March 4, 2024 11. Minimal signage and minimal designed landscaping 12. Please build a bridge over the 217 freeway. 217 is the only metro-area freeway without a pedestrian bridge or tunnel. 13. Access to adjoining parts of the city and mass transit. 14. Easy access for the homeless to get around the area. 15. A central pedestrian greenway that also provides segments for smaller loops with the Tigard Triangle. By incorporating these suggestions,the trail can become a multi-purpose space that caters to various community needs, encourages active lifestyles, fosters inclusivity, and enhances overall accessibility and connectivity. In what ways could you see yourself to those close to you using a nearby trail? Options Total Votes Bike/Scooter Path 10 Running/Walking Route 14 Connection to Other Transportation (e.g. bus, rail) 9 Nature walk 12 Family Outings 6 According to people who took the online survey some other ways the trail might be used: The online survey revealed several additional ways in which the trial could be utilized: 1. Alternative Transportation: o Using the trail for rollerblading and as an alternative to driving for localized trips. o Relieving congestion on Pacific Hwy by providing an alternative route. 2. Recreation and Nature: o Engaging in personal nature photography along the trail. o Enjoying bird watching and finding stress relief in the tranquil environment. o Accessing nearby grocery stores and local fun activities. 3. Educational and Community Activities: o Organizing school group visits for educational purposes. o Extending dog exercise opportunities from Potso Dog Park to the trail. o Facilitating learning groups from libraries focused on birding, plants, and more. 4. Conservation and Wildlife: o Encouraging nesting birds and supporting their habitat along the trail. 5. Connectivity: o Providing a safe route for commuting between Beaverton and Lake Oswego. What features of a trail would help you to feel the most welcome and safe? 1. Accessibility: o The trail should be usable for someone with a walker. o There is a concern about the trail being usable for bicycles and whether it is desired. 2. Location: o The preference is to have the trail on the side opposite of the apartment building at Red Rock Creek Commons. o Concerns about people having access behind where you live. o I recommend that the trail should be restricted to the sidewalks in the Triangle.This is because what is left of the natural areas in the Triangle is composed of primarily mitigation sites and/or small natural areas that should not be disturbed at all. 3. Trail Hours and Encampments: o Is the trail planned to be open at all hours? o There are already a couple of encampments in the area and concerns about whether the trail would encourage more. 4. Maintenance: k:Iproject120200120291105 documentslreports102public involvementlrrct swg public commentsummary_memo_20230731.docx Page 3 of 15 Alignment Alternatives Comment Summary March 4, 2024 o Regular and consistent maintenance is essential. 5. Safety and Accommodation: o There should be restrictions on bicycles/scooters or a wide enough trail to accommodate both walkers and those using apparatus safely. o Concerns about the safety of walkers due to motorized vehicles on the trail. 6. Amenities: o Lighting along the trail is important. o The trail should have amenity furnishings and be well-maintained. o Fencing should be in place. o There should be a clear line of sight, with no overgrown vegetation. o Multiple access points to main roads and neighborhoods are desired. o Flashing light pedestrian crossings should be installed. o Separate lanes for walkers/wheelchairs/runners and bikes/strollers/skateboarders. o Limited interaction with vehicles is preferred. o Benches should be installed for seating. 7. Security: o A large, cleared area surrounding the trail is desired to prevent hiding in the brush and improve safety. o Lighting should be provided along the trail to enhance security. 8. General Comments: o Prioritized crossings of Hunziker and Dartmouth o maintained clean, no camping. o Definitely adequate width to allow peds and bikes to share the path safely.A path at least 14ft wide would allow enough room for a variety of different multi-modal users. o Usable for someone with a walker. Do we want it usable for bicycles? I live at Red Rock Creek Commons and I'm not excited about people having access behind where I live. I would prefer the trail be on the side opposite of the apartment building. Would it be open at all hours? FYI There are a couple of encampments in this area already. Would this encourage more? o Clear lines of sight(not overgrown) Multiple access to main roads/neighborhoods. o Trail Lighting, Flashing Light Pedestrian Crossings, Separate Walker/Wheelchair/Runner lanes from Bikes/Strollers/Skateboarders lanes o Regular/consistent maintenance. Restriction on bicycles/scooters or a wide enough trail that it is able to safely accommodate both walkers and those using apparatus. I don't want to get mowed over by anything motorized on the trail. o planting Oregon White Oak trees and Pacific Madrone trees. Put in benches for seating. o Large cleared area surrounding the trail (so no one can hide in the brush and jump out) and lighting. o Fencing and lighting. o Limited vehicle interaction. o Lighting, amenity furnishings, well maintained. o Wide enough for patrol cars to traverse the section on a regular basis. o No electric scooters or bikes. They are silent and dangerous. When you think about a trail along Red Rock Creek, do any concerns come to mind? A summary of the concerns expressed by individuals regarding the trail along Red Rock Creek 1. Homeless population: Some respondents are concerned about the presence of the homeless population in the area, particularly due to potential safety issues. 2. Off-trail traffic and privacy: People residing in Red Rock Creek Commons are worried about increased foot traffic near their homes and a potential intrusion of privacy. 3. Impact to the creek: The respondents emphasize ensuring that the trail's development benefits both people and the natural environment, specifically addressing concerns about potential adverse effects on the creek. 4. Wildlife protection and pedestrian access: Balancing the protection of wildlife with providing pedestrian access through a greenway system is a crucial consideration for trail development. k:Iproject120200120291105 documentslreports102public involvementlrrct swgpublic commentsummary_memo_20230731.docx Page 4 of 15 Alignment Alternatives Comment Summary March 4, 2024 5. Litter, damage, and drug use: Concerns are raised about littering and damage to the natural area, along with camping by transients and drug use, including the disposal of needles. 6. Trail flooding and unauthorized camping: Flooding of the trail and unauthorized camping are mentioned as potential issues that need to be addressed. 7. Land acquisition and safety: Questions are raised about how the land for the trail is being acquired, as well as ensuring safety for trail users and managing interactions with local business traffic. 8. Opposition to big box stores: Some individuals express their opposition to the construction of big box stores in the area, although it is not directly related to the trail concerns. 9. Clearing of the homeless population and police patrol: One respondent specifically suggests clearing the area of the homeless population and increasing police patrols for the safety of trail users, particularly families. 10. Much of Red Rock Creek has been put in a pipe or what is remaining is a small natural area with little habitat for wildlife. 11. Accessibility to businesses along 99W 12. Same concerns with the rest of the Fanno creek trail system which is camping and drug use. City of Tigard has done a good job to keep this from happening on existing trails and I assume it will be the same here. 13. Maintenance is key. making sure the path asphalt remains smooth is necessary to ensure safety of users. Uneven paths with potholes narrow the useable area of the path and increase conflict between users. 14. Off trail traffic. Privacy for residents of Red Rock Creek Commons. In general, I like trails. 15. Trail flooding and unauthorized camping. 16. Impact to the creek.The trail should benefit both people and nature. 17. Please stop allowing construction of big box stores. 18. The current houseless population that resides there is a major concern for me. I have come in contact with a few individuals and while they have been nice,they have had weapons openly displayed in their possession, which is an unsettling situation for a family bike ride. I would like the area to be cleared of the current houseless population, and patrolled by Tigard police. 19. Litter and damage to natural area, along with camping from transients. Needles from drug use. 20. How is this land being acquired? Safety for trail users and interactions with local business traffic. 21. Homeless population 22. balancing wildlife protection with pedestrian access with a greenway system. 23. Making it a priority to keep houseless people and drug users/criminals from taking over the space as they have other areas nearby. 24. It is a good idea. I did not know such a creek existed. Do you have any other thoughts to share regarding the trail? When asked, "Do you have any other thoughts to share regarding the trail?"we received a range of insightful feedback from individuals who participated in the online survey. Here are some key themes that emerged: 1. Preserving Nature and Cleanliness: Many respondents expressed a desire to ensure that the trail area remains "natural"and clean.They emphasized the importance of maintaining the ecological integrity of the surroundings and preserving the pristine beauty of the area. 2. Prioritizing Construction for Tigard Triangle Residents: Several participants suggested prioritizing the construction of the trail to serve the new residents of Tigard Triangle primarily. This would provide them with convenient access to nature and outdoor spaces. 3. Enhancing Opportunities for Children: Respondents recognized the potential of the trail to create recreational areas for children who may not have other opportunities to experience nature. They highlighted the significance of establishing connections to areas of the city that are currently disconnected due to roads and freeways. 4. Addressing Walkability and Mass Transit: Many individuals expressed the need for improved walkability and mass transit options within the city.They emphasized that the trail could contribute to making the city more pedestrian-friendly and accessible, especially for those without personal vehicles.Access to food was also noted as a potential challenge for non-drivers. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public commentsummary_memo_20230731.docx Page 5 of 15 Alignment Alternatives Comment Summary March 4, 2024 5. Positive Reception and Existing Trail Connection: The overall sentiment towards the trail proposal was highly positive. Respondents highlighted the popularity and success of the existing Fanno Creek Trail and expressed confidence that the new trail would be equally well-utilized. They considered it a fantastic addition to the current trail network. 6. Management and Maintenance: Some individuals raised questions about the management of the trail once it is constructed.They inquired about who would be responsible for overseeing its use, preventing misuse, and ensuring proper clean-up to maintain its integrity. 7. Native Planting: Numerous participants advocated for the use of native plants along the trail. They recognized the ecological benefits, and the positive impact native plant species can have on local biodiversity. 8. Need for More Green and Outdoor Spaces: Finally, many respondents enthusiastically supported the idea of the trail, emphasizing the need for more green and outdoor spaces within the Tigard Triangle.They saw it as an opportunity to enhance the quality of life in the area. 9. We don't see any demand for this trail.Why is it being proposed? • Many years ago, when the city of Tigard was planning for this area, that would have been the time to set aside land for a trail in the area. Now,what we see is a creek that's been put in pipes in the Triangle or is still above ground with very little habitat that lends itself for a wide enough buffer for a trail. • What is left of the open space, natural areas along the creek, should be protected for wildlife. For example, a study that was released this winter shows that many of our native birds have declined in population by 50% or more. This is an alarming trend, and we all need to do everything to protect our birds. Having trails in nesting habitat can cause nesting birds to abandon a new altogether. This we want to avoid at all costs. 10. Commuting, grocery shopping, access to businesses adjacent to 99W, connection to Lake Oswego. 11. good connection to shopping. 12. Connection that allows peds and bikes to avoid 99W while still allowing access to destinations along the corridor. 13. Personal nature photography. 14. School group education; an extension of dog exercise from Potso Dog Park; library learning groups (birding, plants, etc). 15. Encourage nesting birds. 16. getting safely from Beaverton to Lake Oswego. 17. Bird watching, stress relief, access to grocery shopping and local fun. 18. Rollerblading. 19. Alternative to driving for localized trips, relieving congestion on Pacific Hwy. 20. This will be the ONLY pedestrian crossing of 217 in the Tigard area. It could be a major asset to our transportation system. Please consider how it can connect to the businesses, including ways to the food cart pod near the UHaul and Fred Meyers. 21. I Live in this area and am excited for a connection to the rest of the Fanno Creek trails. Currently the route for us to get to the Fanno Creek trails has us on busy streets with our kids which is dangerous and limits our usage. Excited for this section of trail to be built! 22. Please try to build in connections to various businesses and ensure that bikes and peds don't need to take unnecessary detours.As someone who bikes to Costco and Winco in this area, it is already hard enough to cycle in this area 23. Dartmouth crossing: 1. Dartmouth is a busy street- need more than grade level crossing. Possible pedestrian overpass. 2. Elevate Dartmouth to alleviate high water-possible pedestrian underpass. 3. Realign (straighten) Dartmouth to ease L turn lane into Costco. 24. How does the area remain "natural"and clean? 25. This looks amazing!The Fanno Creek trail is so well used, I'm sure this will be as well! 26. It sounds like a great addition to the existing trails, especially Fanno Creek Trail. 27. Please plant native plants. 28. Would provide areas for children that may otherwise not have a place to experience nature. Could bring a connection to areas of city that are disconnected by roads and freeways.This City, in areas, are not walkable or mass transit friendly.Access to food, if not driving, can be limited. 29. Love the idea. The triangle needs more green/outdoor spaces. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public_commentsummary_memo_20230731.docx Page 6 of 15 Alignment Alternatives Comment Summary March 4, 2024 30. Once this trail gets constructed, who manages the use/misuse of the trail and clean-up? 31. Let's prioritize construction to serve new Tigard Triangle residents. SWG and Open House Feedback Segment A SWG Segment Comments • Al: Near CWS sanitary sewer and within NSES project boundary polygon. • Al: No alternative but this seems like a logical alignment to connect across the tracks.Assume this would be elevated?Or could it be at grade with crossing bells etc.? • A2: No sensitive area or Vegetated Corridor • A3: No sensitive area or Vegetated Corridor • A3: Does this route ped/bikes through extra topography compared to other alts? Nice that it brings the trail closer and to the heart of these residential developments. • A4: Why is this elevated/raised? • A4: No sensitive area or Vegetated Corridor Open House Comments • A3: Has been Promised for years and would be an incentive for dog owners and trail-walkers. • The ramp for A4 is a great idea for the location where A3 begins. In addition to the ramp A3 would be preferred. Segment B SWG Segment Comments • Bl: Trail on street. No sensitive area or Vegetated Corridor encroachment. • Bl: Any reason with the eastern side of Wall Street isn't studied for this segment length? Could feel a little closer to nature/higher quality development as opposed to being right up against industrial uses. • B2: Likely to be most encroachment to sensitive area and Vegetated Corridor- Not preferred route. • B2: B2 and B3 seem very comparable. B2 not having bridge could be a good cost saving- but is also an opportunity to interact with nature. • B3: Within Vegetated Corridor and potential encroachments to stream, though further than B2 route. Vegetated Corridor already appear minimized due to existing development. • B3:Able to Walk by creek. May be easier to have easement next to river from current property. • B4: Trail on street. Continuation of B1 segment on northwest on SW Hunziker St- no alternative. Open House Comments ▪ B1: Too many Vehicles at employee parking area. • Bl: I agree with this, it is the worst of the options.A signal or something would be required. Segment C SWG Segment Comments • Cl: Along already very narrowed Red Rock Creek and Vegetated Corridor due to existing development - Not preferred. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public_commentsummary_memo_20230731.docx Page 7 of 15 Alignment Alternatives Comment Summary March 4, 2024 • Cl: Cl and C2 comparable. I'd want to know more about the existing uses of these spaces by the prop owners-big trucks, loading, volume of parking lot activity etc. • Cl: This parallels the creek and driving area of large trucks from Knez buildings. Should be kept at top of slope in case of flooding, but this may put path alongside trucks. • Cl: C1 thru C2B-Safety concerns? Sensitive wetlands?Wildlife habitat. Homeless encampments in the wetlands? • C1A: This route is very close to (or perhaps over)a creek. This could negatively impact function/wildlife of wetland by being too close to dams which need to be managed by beavers. • C1A: Trail within outer edges of LWI wetland or just outside? • C1A:Trimet has proposed a crossing over OR217 for their'planned' light rail (Southwest Corridor) project in the general vicinity. The proposed light rail project was still in the NEPA(one's recollection). The project may have been on hold or on a pause or'canceled'. No known status or schedule of either project cancellation or resume date). There should be some type of coordination between the proposed trail location and the'then-proposed' light rail alignment.Also, the trail structure column locations should be placed where it would not preclude the flexibility of improvements to OR217 in the future. Contact ODOT Preliminary Design when the trail concept(column location) moves further beyond the idea at this general location. • Cl B: Trail crosses into LWI wetland but then connects to C3 outside of potential sensitive area. • C1 B: Less environmental concerns-still provides connection through wetland. • C2: Likely no sensitive area or Vegetated Corridor; Preferred route to Cl • C2: Because of connection to Cl or CIA, this may less desirable or cause issues with wetland protection/mitigation • C2: Cl and C2 comparable. I'd want to know more about the existing uses of these spaces by the prop owners-big trucks, loading,volume of parking lot activity etc. • C2A:Trail crosses into LWI wetland, to then connect to outer wetland with C1A- Preferred route. • C2B: Trimet has proposed a crossing over OR217 for their'planned' light rail (Southwest Corridor) project in the general vicinity. The proposed light rail project was still in the NEPA(one's recollection) . The project may have been on hold or on a pause or'canceled'. No known status or schedule of either project cancellation or resume date). There should be some type of coordination between the proposed trail location and the'then-proposed' light rail alignment. Also, the trail structure column locations should be placed where it would not preclude the flexibility of improvements to OR217 in the future. Contact ODOT Preliminary Design when the trail concept(column location) moves further beyond the idea at this general location. • C2B: Trail within LWI wetland and close to Red Rock Creek. Continues to be within sensitive area within entire segment- Not preferred. • C2B: Possibly smallest impact of paths over wetland, along with C2. Still provides good viewing opportunities with much less disruption of wildlife. • C3: Crosses 217 and remains on the outer edge of LWI wetland and/or Vegetated Corridor. • C3: Trimet has proposed a crossing over OR217 for their'planned' light rail (Southwest Corridor) project in the general vicinity. The proposed light rail project was still in the NEPA(one's recollection) . The project may have been on hold or on a pause or'canceled'. No known status or schedule of either project cancellation or resume date). There should be some type of coordination between the proposed trail location and the'then-proposed' light rail alignment. Also, the trail structure column locations should be placed where it would not preclude the flexibility of improvements to OR217 in the future. Contact ODOT Preliminary Design when the trail concept(column location) moves further beyond the idea at this general location. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public commentsummary_memo_20230731.docx Page 8of15 Alignment Alternatives Comment Summary March 4, 2024 • C5: Proposed entirely within LWI wetland except for small portion just before SW Dartmouth St- Not preferred. • C5: This one seems like the most natural experience? • C5: Looks like trail could be outside of floodplain/wetland. Also, near Title 13 Wildlife Area • C5: Not feasible, trail towards Costco would need to go uphill which makes it not wheelchair accessible. No existing trail to use, very high cost to build new trail through designated wetland. • C5: ODOT has plan(s)to make more improvements to OR217 including the interchange in the future. Any proposed trail alignment should be outside of the improvement'envelope'.Also, any portion of the trail is proposed inside the ODOT ROW it should be designated as 'transportation' system, not a 'recreational'trail. It has to do with the implication in a NEPA process in future projects. • C6: If connected to C9 at Walmart exit to Dartmouth (by Verizon store), users have minimal exposure on Dartmouth St. Pedestrian crossing needs to be established at entry/exit which should be feasible. Existing trail can be utilized. • C6:Along the western development boundary of Walmart. Likely within some outer Vegetated Corridor and upland and some wetland and stream- Preferred to C5 • C7:Along the eastern development boundary of Walmart. Likely no sensitive area or Vegetated Corridor encroachment- Preferred to C5&C6. • C7: C7/C8/C9 seem like they all add an unnecessary crossing of ped/bike circulation with the Walmart Auto traffic.Would probably avoid pulling the segments this far to the east and reduce those circulation paths crossing as much as possible. I'd worry C7 would conflict with a future Light Rail corridor and need to be rebuilt/realigned at some point.And would perhaps be out of commission during construction. • C7: Not feasible because of access to MHF project in C8. • C8: Not feasible because of access to MHF project. • C8: May be proposed within CWS WQP easement. • C8: C7/C8/C9 seem like they all add an unnecessary crossing of ped/bike circulation with the Walmart Auto traffic. Would probably avoid pulling the segments this far to the east and reduce those circulation paths crossing as much as possible. I'd worry C7 would conflict with a future Light Rail corridor and need to be rebuilt/realigned at some point.And would perhaps be out of commission during construction. • C9:Along tributary with potentially already significantly reduced Vegetated Corridor • C9: Our proposal is to connect C9 to D1 at Walmart I Dartmouth Intersection, pedestrian crossing is needed at existing intersection. Connect D1 to C9 not using pedestrian sidewalk at Dartmouth Street but going towards WhichWich Sandwich place at 7500 SW Dartmouth St and use trail behind that building. Then connect C9 to C6. Existing trails behind 7500 and 7700 SW Dartmouth St can be utilized which minimizes cost. • C9: C7/C8/C9 seem like they all add an unnecessary crossing of ped/bike circulation with the Walmart Auto traffic.Would probably avoid pulling the segments this far to the east and reduce those circulation paths crossing as much as possible. I'd worry C7 would conflict with a future Light Rail corridor and need to be rebuilt/realigned at some point.And would perhaps be out of commission during construction. • C9 and 010: I don't love 010 and C9—there are a lot of turning movements in and out of Costco and Walmart. But if that is needed to make a direct connection I understand. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public_commentsummary_memo_20230731.docx Page 9 of 15 Alignment Alternatives Comment Summary March 4, 2024 • 010: Crosses wetland pond and Red Rock Creek. Looks like maybe built within existing road prism so no additional encroachments. Open House Comments • CIA: Connection to pre-existing bridge cuts cost and makes for less construction surrounding the section of roads. • C6:Already existing and the connection to CIA feels natural. Segment D SWG Segment Comments • DI: This should connect to C9 at Dartmouth/Walmart Intersection, pedestrian crossing needed at existing intersection. Connection to C9 should go along Walmart entry/exit on West side then turn West behind the WhichWich Sandwich Store. • D1:Trail likely on outer edges of potential sensitive area,Vegetated Corridor, and upland —Preferred • Dl: Seems to take folks out of direction. I worry a crossing at Dartmouth in this location would be tough-so close to intersection. • D2: Trail closer to sensitive area. • D2: D2 through F5 unknown area to me • D2: Would want to make sure there is safe ped crossing here as this could be a bit of a blind curve on Dartmouth. • D3:Already in place. Just needs improvements. • D3: I like D3 and D2 since they would be more direct than DI. • D3:Trail within existing street. Least impactful for sensitive area and Vegetated Corridor. • D4: Connector trail. No alternatives. Encroaches into sensitive area and Vegetated Corridor. • D4: Only route option Open House Comments • Dl: Safe as a bike alternative painted bike lanes on Dartmouth. DI has better access. • D1 is less impact, Dartmouth curves is a very fast area for motor vehicles. • Could there be a crossing between D1 and D3 near WINCO? • D1 connection to D4/ D3 would be very convenient for WINCO crossings as opposed to crossing around. Segment E • El:this potential the best part of red rock restoration -the hidden gem of Tigard is this specific area (or E2)-to drivers its just a wooded area. As a trail - it will be embraced. • El: Potential wetland encroachments. • El: I like El better than E2 simply because it would connect better to D4. • El:Generally, more direct and eliminates the eastern and western out of direction travel. • E2: Don't really like that this adds some out of direction travel. • E2: Not likely to propose encroachments to sensitive areas, and likely to minimize encroachments to Vegetated Corridors- Preferred alignment. E2: to drivers its just a wooded area. As a trail- it will be embraced. k:Iproject120200120291105 documentslreports102_public involvementlrrct swgjublic commentsummary—memo_20230731.docx Page 10 of 15 Alignment Alternatives Comment Summary March 4, 2024 Segment F SWG Segment Comments • Fl: Second part of red rock restoration for success-the other part of the hidden gem in Tigard! • Fl: Looks within existing CWS WQP easement and likely outer Vegetated Corridor • F2: Looks likely to reduces encroachment to Vegetated Corridor- Preferred alignment. • F2: Fl and F2 seem very comparable. • F3: quite a bit of out of direction travel length.Adjacency to 217 and on ramp provides a lesser quality of the trail environment. • F3: Steep slopes mapped and likely significant sensitive area and Vegetated Corridor potential encroachments. • F3: ODOT has a planned roadway'envelope' along 1-5 for future improvements, which is beyond the current pavement and slope. Any proposed trail alignment should be considered outside the planned footprint.Also, any portion of the trail is proposed inside the ODOT ROW it should be designated as 'transportation' system, not a 'recreational'trail. It has to do with the implication in a NEPA process in future projects around OR99W or interchange. • F3:would be the better ped experience. However, I'd defer to others from ODOT that are aware of future projects. My question would relate to certainty. Or is the work reasonably likely to occur, or are we thinking—'just in case'we need the land someday. I believe the city limits is right around the f5 alignment. Not sure if that makes a difference though. • F4: Likely to limit sensitive area and Vegetated Corridor encroachments. Looks to stay near the natural resource for user experience. • F4: Nice and direct. Could be some good cost savings including this in a street profile and already existing ROW. I don't recall, but I believe this is an unimproved road. This is east of Tigard in City of Portland jurisdiction, correct? • F4: Trimet has proposed a portion of OR99W in the vicinity of the (I-5/0R99W) interchange for their 'planned' light rail (Southwest Corridor) project. The proposed light rail project was still in the NEPA (one's recollection). The Trimet project may have been on hold or on a pause or'canceled'. No known status or schedule of either project cancellation or resume date). A portion of this proposed trail would be in the Trimet proposed footprint. Also, any portion of the trail is proposed inside the ODOT ROW it should be designated as 'transportation'system, not a 'recreational'trail. It has to do with the implication in a NEPA process in future projects. • F5: Furthest from potential sensitive area and Vegetated Corridor. • F5: how does the substation access work? • F5: Trimet has proposed a portion of OR99W in the vicinity of the (1-5/0R99W) interchange for their 'planned' light rail (Southwest Corridor) project. The proposed light rail project was still in the NEPA (one's recollection). The Trimet project may have been on hold or on a pause or'canceled'. No known status or schedule of either project cancellation or resume date). A portion of this proposed trail would be in the Trimet proposed footprint. Also, any portion of the trail is proposed inside the ODOT ROW it should be designated as'transportation'system, not a 'recreational'trail. It has to do with the implication in a NEPA process in future projects. Open House Comments • F2: Big Rigs using engine breaks are very loud. (1-5 SB)Too loud, would raise stress levels. General Comments/Questions: • How much of Tigard will be preserved? k:Iproject120200120291105 documentslreports102public involvementlrrct swg public_commentsummary_memo_20230731.docx Page 11 of 15 Alignment Alternatives Comment Summary March 4, 2024 • What is the trail width are we mixing modes? Bikers + people walking? • I want to be above the water so I can see the Beavers! • Protect all wildlife habitat. • A lot of homeless people live on 72nd. They should be left alone + not cleared out to build a trail. • Leave 72nd homeless people alone unless you plan on giving them all homes, they can afford. • I tend to prefer the trail locations that are outside of the roadway(i.e. not just a sidewalk).The times I might prefer a sidewalk is where it's wide and part of an urban design strategy to enliven an area. Follow-Up Questionnaire Results: After participating the in meeting or reviewing the PowerPoint that was emailed prior to the meeting, is there anything that changed for you since SWG No. 1? • Yes, see the logic of D2 clearly. • I am still worried about the unwanted traffic that this will bring to and around our building and the safety of some of the routes, but the overall plan is growing on me. • Nothing substantial What are your preferred alignment segments? SEGMENT A Segment A Preferred Comment Al I A2 IIII Good to meet ADA grades and creates a fine neighborhood loop. Seems like more direct route to dog park, shorter Al ramp. Easy and most budget friendly! A3 11 • Al+A2+A3 = These all look good to us. SEGMENT B Segment B Preferred Comment Bl+B4 1111 On-street doesn't impact resource area, B3 would be second choice Easy and most budget friendly but can an option be the old train line between the buildings north of B4 which would put it in direct alignment with B1? B2 II Keeps the trail off of sidewalk and lines the trail up well with C2. Provides views of the creek. k:Iproject120200120291105 documentslreports102_public involvementlrrct swg public_commentsummary__memo_20230731.docx xoop uO£ZOZ owaiu Gewwnsjuaunuo�oygnd—BMs aoaalauewenionu!oi/gnc—Z01spodaals;uewnoop 9011.6E0E1000OZNaalord\:4 17a tam Mann saw `lien 6ui;slxI Ea a_n;eu y}Inn a6e6ua o}A}lun}_oddo ay}sana!goe}ey}a}no_;seq ay;mill slool siyl ;uewesea pampas 1pea_le ue sasn pue wa}sAs Mala° ay;;o esdwil6 e sepinoad •s){leMepis jo go Ilea;ay;sdaa}{ 'y}now}aea;e;y6!I su6i1b' 11111 Ea+Za La 4uewwo3 panajeid a;uew6as a 1N3INO3S seam ani}Isuas 6ulpione allgM ewe le_n;eu;o nnaln . I 060 II 60 III 90 •LI,Z_MAO epe_6 eq;}law o; pe4enala s! a;no_ley;;o gonw asneoaq}oedw! eJIIpIIM aa_6ep ay}sey}I )1uly;;,uop I .a}noJ uoi}ejodsue_l }oa_ip a_ow a se/_8s 1! se go 6ui;euiwga y}Inn aa_6esip I II ga .sseoo_d siy} ul panlonul eq o}spaau peal}ey;;o_MUM°ay1 Za 6uole sesseulsnq Ile_o;suoi;e_edo sseuisnq s}oa}}a Ala_anes pue ABM sw_eq LI! eldoed &uew 004 s}nd Za N{uiy}I IIII ED III EEO II ZO }uawu6ile a pa__a;a_d o;s}oauuoo 060 `6ul}slxe sl go awl; ul ueddeq II!M }oafo_d}awi_l Alamun `puel;ann o;anp pa__a;a_d}ou VLa III VI-a ;uewwoa paJaa;aJd 3;uew6as 3 1N3WJ3S 'AIgep_o};e pue Ala;es;sixa o}}Inoi}}ip a_ow eq Illnn;I e)1!I swags E8 E8 fZOZ `17 yoae4J luewwns;uawwoQ sanl;ewelIV;uewu lIV 96 Jo Zb e5ed Page 13 of 15 Alignment Alternatives Comment Summary March 4, 2024 SEGMENT F Segment D Preferred Comment Fl Ill Good link to CPAH. Easier to line up with lower segment keeping trail off of sidewalk. Seems like this is the most logical route. F2 II Ease of permitting, less encroachment in sensitive areas, more direct routes, poor user experience along F3 due to highway F3 Il F3 the only option that can meet ADA grade requirements. Good trail experience through woods. F4 F5 Were there questions you wanted to ask the design team? • I strongly believe the C5 route combined with a neighborhood loop link included in our upcoming Trails Master Plan update would better serve the area. A straight off sidewalk transportation link with easy access the adjacent commercial routes would lower the conflicts with rec users and commuters. • Can the Hunziker route be moved to the old train line which would put the alignment straight in the B1 route to the dog park. What information or materials would help you understand a segment further? • Nothing but the D2 drawing was extremely helpful. • What is the timeline for actual construction and budget? • For elevated and new-build pathways, elevation, width, material, etc.would be helpful to know to consider impacts. Do you have any particular comments? • Good work so far....would really like us to focus on a continuous transportation-oriented route off of sidewalks and busy roadways.Want to make sure we can meet curves with radius under 75 feet except up in the "F" routes where that will be impossible to do and make ADA grades. • Can we please reach out to the owners of the 8005 facilities so we can understand the impact to their business and the traffic issues they feel this route will have?Also, the Hunziker Road is private property so I think it is extremely important to get them onboard sooner than later. Follow-Up One on Ones: Key Takeaways ODOT: Glen Bolen, Canh Lam, Scott Turnoy, Katie Gillespie • Conversation began with a focus on Segment C and specifically some concerns with C5.The widening of Hwy 217 is on the RTP (non-funded at this time). • When designing an overcrossing of Hwy 217 try to have a single span structure or if you do need bridge pier you will need to consider the taper on either side for about a mile in each direction. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public_commentsummary_memo_20230731.docx Page 14 of 15 Alignment Alternatives Comment Summary March 4, 2024 • With the future widening of Hwy 217 there may need to be some redesign considerations if C5 moves forward. This widening onto 99W will include an auxiliary lane and reconfiguration of the off ramp. • ODOT requested a formal write up of preferred alignment segments planned for the RRCT that impact ODOT property. • It was directed to the team to ensure this is a transportation system vs. recreational trail designation. This could allow for greater opportunities for funding and this would avoid any 4f/6f resources. • It was expressed that if C5 were to move forward it could be very complicated to construct the bridge in this area. • ODOT recalls a property owner within C5 who has requested no development within this area. • It was confirmed that the vertical clearance for Hwy 217 is 17'6". • Segment F is hard to comment on for segments F3, F4, F5 as they are not sure what SW Corridor will look like. • ODOT voiced a concern with Segment F3 as it is within a future staging area for the SW Corridor and/or a future paving project of 1-5. ▪ ODOT stated they would look into providing boundary lines. • It was noted that on the non-funded RTP it does have the widening of 1-5 southbound. • If F3 were to advance there is a chance that the trail will be impacted. • F3 will require a safety enhancement like a jersey barrier along 1-5 on ramp. • ODOT will be installing variable speed signs over 1-5 possibly within this area. Jilian Saurage Felton and Rachel Duke, CPAH • Voiced concerns in regard to segment Fl in relation to the CPAH building. They have ground floor tenants and are worried about their privacy with the trail being so close They requested that the design team provide examples of where a trail is close to residential. • There is also concern with possible trail lighting and being too bright for these ground floor residences. • They shared that this facility is federally funded and there are agreements within the environmental documents that need to be considered/researched moving forward (NEPA, NOAA, USACE, HUD). • They also noted the agreement with CWS and their requirements within this contract. This agreement is held with the LLC owner, Boston Financial).This owner is only invested for another 15 years. Nik Engel and Shila Kim • Surprised with C5 being the preferred option. Concerned with the costs to construct, proximity to Hwy 217, and seems slightly isolated which would open up greater opportunities for homeless camps. • Voiced preference towards C6. Building out an existing trail, connectivity to goods and services, feels like a safer route. • Possibly consider a hybrid of C5 and C6. Use the existing C6 alignment and then construct a trail crossing through the natural environment to connect with the Dartmouth crossing and the D2 trail segment. • Trail amenities are very important throughout the entire trail, not specific to segment C. Would like to see adequate lighting to help address the security aspect of trail safety. David Underwood (PGE) • Seeking an easement to the city along the south side of substation for trail along with partial use of their access road. k:Iproject120200120291105 documentslreports102public involvementlrrct swg public commentsummary_memo_20230731.docx Page 15 of 15 Alignment Alternatives Comment Summary March 4, 2024 • There could be a need for a barrier or additional separation (landscaping,fence, etc.)along the substation fencing. • Waiting to hear back if the substation has any intentions on expansion. • When designing the structure at Al, need to keep in mind the clearance needs from the wires. SWG #3 In addition to six members of the project team, ten participants attended the third Stakeholder Working Group meeting either virtually or in person at the City of Tigard.The project team opened the meeting by reminding participants of community agreements and reviewing the Fist-to-Five process—a consensus- based voting approach that allows for a range of agreement.Then, in preparation for the voting, the team presented on the preferred alignment segments with criteria review. Participants voted on seven alignment alternatives with six segments confirmed. Segment C6 drew concerns so the design team met with members who had expressed concerns after the meeting ended. Drawing on this feedback, they reworked the proposal to achieve consensus.Throughout the process, one member of the design team took transparent notes so that everyone's voice could be heard and documented. SWG #4 The final Stakeholder Working Group meeting was held virtually. Five members of the project team joined nine participants to review the preferred alignment segments.The project team then explained what the implementation timeline would look like and the costs of each segment. One important component of the presentation included highlighting the segments that changed because of SWG feedback(e.g.A2, C2, C6, F2).After the presentation, the team opened the floor to hear from participants about the working group experience. Participants mentioned the responsiveness of the project team and City staff to concerns, especially about user safety. They appreciated hearing responses to their questions in real time and being able to discuss the trade-offs of certain options. One agency planner noted how the process had increased his understanding of what the public really wants.The meeting ended by inviting the members to join the final public workshop and thanking them for their valuable contributions to shaping the Red Rock Creek Trail. Public Workshop No. 2 The final public meeting celebrated the many voices that contributed to establishing preferred trail alignments.The fifty attendees could see how the trail might look in their neighborhoods and near their businesses. Maps, visualizations, and renderings of each final alignment section was displayed on easels. The project team even staked out a 12-foot wide trail section adjacent to the restaurant, giving attendees a sense of what the actual trail would look like. One business owner observed that while he was initially hesitant about the trail project he felt like his voice was heard throughout the process, resulting in a trail alignment that made sense for the area and that he personally would use. k:Iproject120200120291105 documentslreports102public involvementlrrct swgpublic_commentsummary_memo_20230731.docx 4-' 0 a a) a IJIC .p0 c 0 v cn c .- 4-, VI .X W Ed x "0 C a) a a Q Otak ..ii► 7. ., rb � : 1 y ` ' '.� y4 "4 r h '"eEi w i� 4. . fj 44,..A-$!.714)*ey. ..... 1 • a4 r (6. xt***pi,- - g, •• r • x, {. t s ^fC h d - ��.{ A,,r r.,¢14'1•- r/.-(7" '... 1, k�L'--`'� _ , i. 1'9 iil.J. .rYf'•:��" • ,, 4.-:"'"i.- ..s3v. ._ :.:"i -mr:iSC !'. 4 Red Rock Creek Trail Alignment Study Existing Conditions Report Submitted to: Prepared by: ODOT Otak, Inc. Katie Gillespie Amanda Owings 123 NW Flanders Street 808 SW Third Avenue, Suite 800 Portland, OR 97209 Portland, OR 97204 March 24, 2023 Project No. K22136/20291 TABLE OF CONTENTS Page Introduction 1 Project Background 1 Project History 1 Public and Private Land Use 3 Physical Topography 5 Transportation Facilities 5 Roads 5 Bicycle and Pedestrian Facilities 8 Transit Facilities 8 Railroad Ownership& Operations 11 Utilities 11 Public Utilities 11 Franchise Utilities 11 Hazardous Materials 12 Historic& Cultural Resources 12 Historic Resource Review 12 Archaeological Review 12 Recommendations 14 Wetlands and Sensitive Lands 16 Hydrology& Floodplains 18 Stormwater Drainage 18 TABLES Table 1. Roadway Characteristics 5 Table 2. Historic Resources In or Adjacent to the Study Area 15 FIGURES Figure 1. Project Overview 2 Figure 2. Existing Zoning 4 Figure 3. Road Classification Map 7 Figure 4. Existing Bike and Pedestrian Facilities 9 Figure 5.Transit Routes 10 Figure 6. Historical Resource Study Area 13 Figure 7.Wetlands and Sensitive Lands 17 Figure 8. Hydrology and Drainage 19 Red Rock Creek Trail Alignment Study Existing Conditions Report-DRAFT Otak Introduction Project Background Red Rock Creek in east Tigard, flows west from I-5/Hwy 99W toward SW Hunziker Street, draining to Fanno Creek and the Tualatin River watershed. Currently degraded due to decades of development impact, Red Rock Creek is undergoing streambank enhancement and daylighting parts of the stream to improve ecological function within the area known as the Tigard Triangle District(Tigard Triangle). Recognizing the significant potential of Red Rock Creek, the City of Tigard intends to establish a regional- style trail centered around the established greenway that will provide a much-needed transportation option, a safe place to walk and bike, and allow residents to experience nature.The proposed two-mile long Red Rock Creek Trail (RRCT)will provide active transportation options in the urbanizing Metro- designated Town Center area of Tigard and overcome significant barriers to connectivity within the area. Project History The RRCT project has emerged as a community priority and is identified in numerous studies and plan documents. In 2014, the City of Tigard Strategic Plan first identified the RRCT project as a"new active transportation spine"safely linking the Tigard Triangle, Downtown, adjacent neighborhoods, and transportation networks. The RRCT project was also noted as a key project in the Tigard Triangle Urban Renewal vision and a critical component of an equitable and accessible urban neighborhood. In 2019, the City of Tigard applied for Regional Flexible Funds through Metro to prepare an alignment study to develop a preliminary design and identify easement and capital funding requirement to construct the RRCT project. The completed RRCT alignment study project will create the framework for funding and final design for an important active transportation facility in this rapidly developing urban district. Jurisdictional Boundaries The study area is bounded by 1-5 on the east, Pacific Highway 99W on the north, and Fanno Creek on the south. Highway 217 traverses the southwestern portion of the study area, see Figure 1. Fully within City of Tigard limits, the study area contexts includes the City of Portland Southwest Urban Trail network to the north and east, the Tigard-Lake Oswego Trail to the southeast, and the Fanno Creek Trail to the southwest. Red Rock Creek is fully within Washington County; however, the northeast portion of the study area at the intersection of Highway 99W and 1-5 is considered within Multnomah County.The future Southwest Corridor Light Rail project will provide a high-capacity transit link between the Tigard Triangle and Portland and Tualatin.The project area includes the Tigard Triangle Urban Renewal and the Hunziker Core special districts. Red Rock Creek Trail Alignment Study 1 Existing Conditions Report-DRAFT Otak Figure 1. Project Overview ;j: 7 �'- • :r , A. t---3 . , ,..; ,,__ ,,, , ,,,,,,,,N . , -01 , ,,,,,, , 7..47 Jr..( I ...X. ./ tr 99W ^jet- ,i o WTtp.PonIF ; • i „n/. r � '. ` BTM.: . pq ' `2» z ¢i O U' r. (7 H 1 Q T 1 1, rt. .. �;- 'I i1 \,,,..tir...1 • 1 ‘I / o ILn\S*\ -:'c' a 5 o o dr LEGEND CITY LIMITS 1 ..�� CITY CFNTFR URBAN RFNFWAI DISTRICT ` HUNZIKER CORE amminaim TIGARD TRIANGLE URBAN RENEWAL DISTRICT 10 1{ PROPOSED RED ROCK CREEK TRAIL CORRIDOR u PROJECT LIMITS scA.= IT,T Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY %/, PROJECT OVERVIEW FIGURE Red Rock Creek Trail Alignment Study 2 Existing Conditions Report-DRAFT Otak Public and Private Land Use The Tigard Triangle area underwent a master planning process in 2015, resulting in zone changes, economic development plan, and a series of public improvements identified in the various infrastructure plans within the Comprehensive Plan. (Figure 2) Within the Tigard Triangle, the existing development pattern consists of primarily suburban land uses including large commercial retail buildings, office buildings, multi-family residential, and some remaining single-family units. The west side is zoned General Commercial; the east side is zoned Triangle Mixed Use(TMU). TMU is implemented through the City's "lean code"targeted at facilitating development and providing pedestrian-friendly areas. South of Highway 217, the properties along SW Hunziker Street are developed with large warehouse and manufacturing facilities, approximately 5-6-acre parcels zoned as light industrial and industrial park. Red Rock Creek flows through culverts and constrained topography between buildings in this area. Immediately adjacent and east of SW Wall Street, the land uses are identified as mixed-use employment and residential.Within this segment is the 2.5 acre Potso Dog Park, maintained by City of Tigard parks and recreation. Within the study area boundaries, the following zoning definitions apply: • Tigard Mixed Use (TMU): Intended to be an active, urban, multimodal, and mixed-use district that accommodates a variety of housing options and uses, promotes pedestrian-oriented development, and limits new auto-oriented development. • General Commercial: Designed to accommodate a full range of retail, office, and civic uses with a citywide and even regional trade area with limited residential use. • Light Industrial: The I-L zone provides appropriate locations for general industrial uses including, but not limited to industrial services, manufacturing and production, research and development, warehousing and freight movement, and wholesale sales activities with few, if any, nuisance characteristics such as noise, glare, odor, or vibration. • Industrial Park:The I-P zone provides appropriate locations for combining light manufacturing, office, and small-scale commercial uses, such as restaurants, personal services, and fitness centers, in a campus-like setting with no nuisance characteristics such as noise, glare, odor, or vibration. • Mixed use Employment: Designed to apply to areas where employment uses such as office, research and development, and light manufacturing are concentrated. Commercial and retail support uses are allowed but are limited, and residential uses are allowed that are compatible with the employment character of the area. • Parks and Recreation:This zone applies to City-owned parks, open space, and recreational facilities. Red Rock Creek Trail Alignment Study 3 Existing Conditions Report-DRAFT Otak Figure 2. Existing Zoning `L► ...jili — _ r -1-11-1 O. -I-1-4*-4 i NX 0° 1 I I I V 10. I I 4IP 0•0 I \ . 4 ,, \ , -IN , , . , , _., _,. ,Nem , 1 � r ____, 1 1--\\ 9 OW —Ile—. r `- I-----■ LEGEND C-G GENERAL COMMERCIAL I— I MUR-2 MIXED USE RESIDENTIAL 2 ` C-P PROFESSIONAL COMMERCIAL I-1PRPARKS AND RECREATION If'1 I-L LIGHT INDUSTRIAL I I RES-B RESIDENTIAL B I-P INDUSTRIAL PARK I I RES-C RESIDENTIAL C MU-CBD MIXED USE CENTRAL BUSINESS DISTRICT (-i RES-D RESIDENTIAL D I MUE MIXED USE EMPLOYMENT I I RES-E RESIDENTIAL E 7-1 MUE-1 MIXED USE EMPLOYMENT 1 — TMU TRIANGLE MIXED USE I MUR-1 MIXED USE RESIDENTIAL 1 mom im PROJECT STUDY AREAHca T Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY �„ ZONING FIGURE Red Rock Creek Trail Alignment Study 4 Existing Conditions Report-DRAFT Otak Physical Topography This area of Tigard is gently sloping west/southwest from 1-5 to Fanno Creek. The RRCT route will parallel the creek centerline for the majority of the alignment with the exception of roadway crossings.The trail drops a total 225 feet from its highest point near Hwy 99W/1-5 to its low point near Fanno Creek. Significant changes in elevation occur at the Highway 217 crossing and where the trail crosses the railroad tracks adjacent to SW Wall Street. Transportation Facilities The City has developed the Tigard Triangle Urban Renewal Plan (URP)and in that plan outlined a goal for transportation, which states, "Provide a safe and effective multimodal transportation network that provides access to,from, and within the Area and supports mixed-use and pedestrian-oriented development." Currently the Tigard Triangle has limited options regarding connectivity for cars, pedestrians, and bikes.The URP has identified future projects to increase access and connectivity to and from the Tigard Triangle. Such projects include but are not limited to: New Hwy 217 Overpass which will extend Beveland Street, extend 74th Ave south from Highway 99W to Hermoso Way or Beveland Street, and to extend Atlanta Street from 69th Street to Dartmouth Street. These projects will meet the City's goal for creating connectivity within the Tigard Triangle. Roads The roadways within this area are primarily City of Tigard right-of-way; highways and the interstate are under Oregon Department of Transportation (ODOT)jurisdiction.The Tigard Triangle's existing roadway infrastructure consists of one main arterial road (72nd Avenue)with collector roads bringing traffic from the local neighborhoods, businesses, and the surrounding highways and interstate, see figure 3. Below is a summary table of the classified roads in the study area. Table 1. Roadway Characteristics ROADWAY CHARACTERISTICS 2019 Annual Posted On-Street Road Functional Classification Average Daily Speed(mph) Turn Lanes Travel lanes Bike Lanes Parking Sidewalks Traffic(ADT) Pacific Highway(OR 99W) Principal Arterial 50,000 35 1 4 1(WB) No Partial both sides 72nd Avenue Arterial 4,000 to 14,000 30 0-1 2 Partial No Partial both sides Bonita Road Arterial 17,500 35 0-1 2 2 Intermittment No Partial both sides Hall Boulevard Arterial 13,400 35 0-1 2 2 Intermittment No Partial both sides 68th Parkway Collector 4,000 to 12,500 35 1 2 2 No Partial both sides 68th Avenue Collector 4,000 to 12,500 30 1 2 2 No Partial both sides Atlanta Street Collector 13,000 25 0 4 No No Both Sides Dartmouth Street Collector 4,000 to 13,000 35 0-2 4 2 No Partial both sides Hunziker Road Collector 4,00 to 12,500 35 0-1 2 2 Intermittment No Partial both sides Wall Street Collector <4,000 25 1 2 2 No Both Sides Beveland Street Neighborhood 4,000 to 12,500 25 0-1 2 No Partial Partial both sides The Red Rock Creek Trail will encounter a number of road crossings. The roads of highest significance are: 64th Avenue, 68th Parkway, 72nd Avenue, Dartmouth Street, Hunziker Street, and Wall Street. These are the main roads the trail will be crossing.A description of each significant roadway are: ■ 64th Avenue is a neighborhood road running generally north-south with an east-west portion at its southern-most point. 64th Avenue has portions of asphalt pavement and gravel surfacing.This road leads to a power substation which will be a major constraint due to steepness and unimproved conditions.The topography in this area, including sharp changes in grade along the roadway,will make complying with the Americans with Disabilities Act's(ADA)accessibility requirements challenging. Red Rock Creek Trail Alignment Study 5 Existing Conditions Report-DRAFT Otak • 68th Parkway is a collector road running generally north-south that is paved with asphalt. This road has numerous horizontal curves which could cause safety concerns with site distance and trail users crossing the road. • 72nd Avenue is an arterial road running generally north-south that is paved with asphalt. This is the busiest road in the Tigard Triangle and has partial sidewalks and bike lanes throughout the length of road, but neither exist where the trail is planned to cross. The city is planning improvements along 72' Avenue and those improvements will have to be taken into consideration for the trail design. Grade could be an issue in this area, which will require creative solutions to maintain ADA conforming design. • Dartmouth Street is a collector road running generally east-west that is paved with asphalt. Dartmouth Street provides access to the large commercial business in the Tigard Triangle.Autozone and Costco are the two businesses closest to where the trail is planned to cross. This is currently a signalized intersection, user safety from vehicular traffic will be a main concern on this portion of the trail. • Hunziker Road is a collector road running generally east-west paved with asphalt just southwest of the Tigard Triangle. Dartmouth Road provides access between Hall Blvd and 72nd Avenue which are both arterial roads. Hunziker Road runs through mainly commercial industrial areas and has a high volume of heavy truck traffic. • Wall Street is a collector running generally north-south that is paved with asphalt.Wall Street is a road providing local access to housing, parks, and office buildings.The biggest concern in this area will be how to provide access to the proposed bridge crossing over the existing train tracks. The city has developed "Streetscape Design Plan: Tigard Triangle Strategic Plan Implementation" published December of 2016. The three main principles this plan outlines for its urban design framework is to provide safe and effective multimodal transportation access to and from the Tigard Triangle, integrate land use and transportation planning to ensure a vibrant town center, and build upon unique characteristics that currently exist in the Tigard Triangle. Red Rock Creek Trail Alignment Study 6 Existing Conditions Report-DRAFT Otak Figure 3. Road Classification Map f T« ., ,,,t "t•• X 7'1. .1 4t "NN.\\\s„, ( 9W):;,:'''''.A ,i' r •' y,.;to d '')1„.,,co4 �. . vt' _ .. r ... ; , ._.. ,,,. ir 8til;r• t 14.....,,,,,,.....,,_ - ,,ik , ,, __ ...:, ...._ ,P ' 'z�7)• : 4111 tv 1 ,,�„ ' o-+, �; I va 5 . :, "-.ply i L , , -,, , , , ,, ,, .„ , , • ,, , , i , \ ii -.00 J.: ... LEGEND .nomme FREEWAY j •rowe• r ■m PRINCIPAL ARTERIAL /(! isommiummini ARTERIAL mminmermirimmor COLLECTOR NEIGHBORHOOD PROJECT LIMITS �—� SCruE A FEET Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY %„ ROADWAY CLASSIFICATIONS FIGURE Red Rock Creek Trail Alignment Study 7 Existing Conditions Report-DRAFT Otak Bicycle and Pedestrian Facilities Sidewalks Throughout the Tigard Triangle, streets range from no sidewalk, one side of sidewalk, and both sides having sidewalks. The mixture is evenly split as confirmed by Figure 3-18 from Tigard's Transportation Systems Plan. Notably, 72nd Avenue does not have sidewalks at the initial trail crossing location and 68th Parkway and Dartmouth Street have sidewalks on both sides at the initial trail crossing locations. Refer to Figure 4 for more details, including existing trail facilities. Bike Network The bike network throughout the Tigard Triangle varies from dedicated bike lanes to a shared lane on a high traffic through street. Dartmouth Street leading into 68th Avenue has dedicated bike lanes and appear to be the easiest and safest way to access the Tigard Triangle traveling in an east-west direction. Apart from a small section in the middle of 72nd Avenue with bike lanes,the majority of the road is a shared lane on a high traffic road.While this route is the most direct way to travel north-south inside of the Tigard Triangle, it does not appear to be the safest. 68th Parkway/68th Avenue is a safer alternative to 72nd Avenue in terms of volume of traffic, but it only has bike lanes for about half its length. Refer to Figure 4 for more details. Transit Facilities Western Express Service(WES) Commuter line The WES line is a commuter rail line serving Beaverton, Tigard, Tualatin, and Wilsonville. Through the area of study, the WES line runs Northwest-Southeast, parallel with Hwy 217. In Tigard the WES station is located downtown on Commercial Street,just a half block south of Main Street. Bus routes There is limited bus service within the Tigard Triangle. TriMet's 96 bus route runs north-south along 68th Avenue then uses Beveland Street and Hampton Street as turnaround, providing access to the 78 and 38 bus routes at the intersection of 72nd Avenue and Hwy 217. The 12, 64, and 94 routes run along Hwy 99W. Light Rail There is not currently light rail servicing the Tigard Triangle.The Southwest Corridor Plan was developed in 2018 to deliver a light rail corridor to Tigard and points south. Two stops are planned within the study area: • 68th Avenue Station • Hall Boulevard Station A third station, the Elmhurst Station, is located east of 72nd Avenue in the Tigard Triangle. Refer to Figure 5 for transit routes. Red Rock Creek Trail Alignment Study 8 Existing Conditions Report-DRAFT Otak Figure 4. Existing Bike and Pedestrian Facilities --- 77 T 1 i I ) / 1.--1.._____ ,,, i b� 4 Yt i ',Ft ) \, ' i de\i, p LEGEND SIDEWALKS-ONE SIDE - SIDFWAI KS-BOTH SIDES TRAILS PROJECT LIMITS 4 SCALE iN FEET RED ROCK CREEK TRAIL ALIGNMENT STUDY Otak BIKE & PEDESTRIAN NETWORK FIGURE '11. Red Rock Creek Trail Alignment Study 9 Existing Conditions Report-DRAFT Otak Figure 5. Transit Routes 0„:, �;�• `i'- ...�'j_�•I Ari 961 V. - 4. ';t'_ ;/ . 4' ry,t' ,` .mss :V1 ":,-T., 1 1 ' di:r C.78,) 1 us ill ' , \ . 7` r ; •N \ L /1 I X I • 4 LEGEND PEAK HOUR FREQUENT REGULAR YAMHILL COUNTY TRANSIT TRIMET WES COMMUTER RAIL FUTURE SW CORRIDOR MAX LINE �— . — PROJECT LIMITS SCALE,ti rerl Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY �„ TRANSIT FIGURE Red Rock Creek Trail Alignment Study 10 Existing Conditions Report-DRAFT Otak Railroad Ownership & Operations The rail right-of-way through the rail yard is owned by the Portland and Western Railroad, a subsidiary of the Genesee and Wyoming Railroad (GWRR).TriMet operates the Westside Express Service (WES) corridor on the tracks on the west side of the rail yard where they have a series of tracks for sorting, storing, or loading and unloading rail vehicles.TriMet is currently in the preliminary design phases of the Southwest Corridor light rail extension, which positions the light rail along the east side of this railroad right-of-way, and it is anticipated that the TriMet will want to purchase a segment to support this alignment. Currently, the nearest crossings of the railroad in this area are at-grade crossings at Hall Boulevard to the west and Bonita Road to the east.The underlying railroad is a typical switchyard configuration with multiple tracks. The proposed trail crossing would encompass an overhead bridge crossing spanning across the rail right- of-way. The design will meet the latest edition of the GWRR Public Project Manual. Coordination with rail providers and ODOT Rail will require an ODOT Rail Order Application with exhibits showing the bridge structure with clearances, dimensions, and locations. The ODOT Rail process from start to finish typically takes 6-12 months. Utilities Public Utilities Water Tigard residents and businesses are served either by The City of Tigard or Tualatin Valley Water District (TVWD), both of which provide water from the Clackamas River. The Tigard Triangle falls into the TVWD's Service area.There is a TVWD water main that runs from water storage towers near the intersection of 67th Avenue and Baylor Street. This main runs west on Baylor Street, south on 68th Avenue, then east on Beveland Street until it crosses Hwy 217. Sanitary Sewer The sanitary sewer system is owned and operated by the City of Tigard. There is a sanitary sewer main that runs along Red Rock Creek and appears to service a large portion of the Tigard Triangle. While this sanitary main should not be anticipated to conflict with the trail construction, it is something to consider, especially in places where large cuts in grade could take place. Storm Sewer The stormwater sewer system is owned and operated by the City of Tigard,which partners with Clean Water Services (CWS)for stormwater permitting. There are stormwater mains running along all streets that cross Red Rock Creek. With Red Rock Creek being the main outfall for most of the Tigard Triangle, the trail will cross multiple storm sewer outfalls that will need to be accommodated in the design. Franchise Utilities Based on making phone calls with utility providers and requesting information through the Oregon Utility Notification Center, we have identified the following utility providers within the study area: • Portland General Electric (PGE): owns parcels of land within the study area. • NW Natural Gas • Tualatin Valley Water District • MCI • Comcast Cable • Ziply Fiber • Washington County LUT • Verizon Red Rock Creek Trail Alignment Study 11 Existing Conditions Report-DRAFT Otak Hazardous Materials Based on the review of environmental and historical records and previous investigations seven environmental conditions were identified, involving a former foundry business, transformer site, lumber distribution and manufacturing facilities, building material facility, railroad, and a construction/sheet metal facility. Sites of concern are located adjacent to the project corridor at the SW Hunziker crossing, the railroad crossing, and the PGE Substation located at the end of SW 64th Avenue. Contaminants of concern include petroleum hydrocarbons, polyaromatic hydrocarbons, metals, polychlorinated biphenyls (PCBs), and volatile organic compounds (VOCs). Recommendations for the project corridor include a Phase II Environmental Site Assessment, performed at the foots of the pedestrian bridges, and a surface soil sampling event, performed along the trail segments to determine disposal and excavation and provide for construction worker safety. Historic & Cultural Resources Historic Resource Review There are 35 potential historic resources (buildings, structures, objects, and sites at least 45 years of age, i.e., constructed before 1978)on parcels overlapped by or adjacent to the study area (Table 2 and Figure 6). Fourteen of these (HR-1 through HR-14) have been previously inventoried and evaluated for other projects. The remaining 21 resources (HR-15 through HR-35)were identified by reviewing construction dates available in Washington County's Intermap Geographic Information System (GIS) and the City of Portland's Portland Maps GIS. These 21 resources have not been inspected in the field, and their National Register of Historic Places (NRHP)eligibility will need to be evaluated if the project will overlap or abut those parcels. Modern construction (buildings, structures, objects, and sites built less than 45 years ago, i.e., 1978 or later) is unmarked Figure 6. No further work is required for modern construction. Archaeological Review Records were reviewed to determine whether cultural resource surveys have been previously conducted and if previously recorded archaeological resources were present in or near the study area. The team reviewed records utilizing the Oregon Archaeological Records Remote Access system maintained by State Historic Preservation Office (SHPO), materials in the AINW library, and other historic maps and documents.Twenty-three cultural resource studies have been conducted on lands overlapping or adjacent to the study area. Not all of these previous studies conducted a full archaeological survey, including shovel testing,within the study area. No archaeological resources have been previously recorded within the study area. Small archaeological resources have been previously recorded near the study area and suggest that there is a moderate probability of encountering an archaeological resource along the proposed trail alignments. Previously surveyed areas that did not encounter archaeological resources are considered low risk with respect to the proposed RRCT project's likelihood of encountering archaeological resources.These areas are indicated in green in Figure 6.Additionally, paved or filled areas within the study area are considered low risk for encountering archaeological resources if the proposed trail will not impact native soil, and these are shown in green with black hatching in Figure 6. Unpaved and unfilled areas that have not been previously surveyed for archaeological resources, or where previous studies have recommended shovel testing, are indicated in yellow in Figure 6.These areas have moderate risk of having an archaeological resource. Moderate-risk areas are adjacent to the creek northeast and southwest of SW 68th Parkway, in the wetlands northeast and southwest of the Beaverton-Tigard Highway (OR-217), between SW Hunziker Road and Potso Dog Park, and south of the Portland and Western Railway. Red Rock Creek Trail Alignment Study 12 Existing Conditions Report-DRAFT Otak Figure 6. Historical Resource Study Area i .C.'''44 ' *- -‘11'..:,0:17, j f ., 41% ~..',J. , ....., i —1fr j j XS 41001/0' i+' l a L99W�. c ma ■.IIQ ti r 1016 all1117 ' 1. C 3 . .'.4 •. 00.E % 0217 ` T . ... ; 0r 4.7.'..IV'. V'1 -b i 5 • 4 tom ` . - .- -;‘ • , ,,t: -, 1 n ,, ,,. „- • • et 10 lik I 1 C10O • I I 1 q • O 1 2 1 a �U"14 Ge‘ 1 IS t %%4 • , 10 10 ;L'- 10 I I.• III ::\' 11 Y ±w� t r 1V 15 1 1 ILL I11. 1 I r'. ha j sip ` ti. r•F" tr a I v'Y1, lil 1 so LEGEND CITY LIMITS ARCHAEOLOGICAL RISK STUDY AREA /n1 ' HISTORIC RESOURCES LOW RISK'ALREADY SURVEYED — NRHP ELIGIBILITY gar LOW RISK;FILLED AREA • ELIGIBLE MODERATE RISK,SURVEY NEEDED A NOT ELIGIBLE NEEDS INVENTORY Nom MIMI OMR PROJFCT I IMITS SCAT_iN FE:T Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY ��b HISTORICAL RESOURCE STUDY AREA Red Rock Creek Trail Alignment Study 13 Existing Conditions Report-DRAFT Otak Recommendations Historic resources that are overlapped by or adjacent to the project's Area of Potential Effects (APE) would be inventoried as part of a historic baseline study to meet ODOT review, which would include recommendations of eligibility for listing in the NRHP. For resources that ODOT concurs are not eligible for listing in the NRHP, no further cultural resources work would be needed. For historic resources that are likely to meet the minimum requirements to be eligible for listing in the NRHP, ODOT would require a Determination of Eligibility. If the project cannot avoid eligible resources, ODOT will require a Finding of Effect. The project alignment appears to cross the parcels of NRHP- eligible historic resources, but it is possible that there will be no adverse effect on those resources. Adverse effects would require mitigation. For eligible resources, the project would need to consider potential use under Section 4(f).The NRHP-eligible railroad is likely exempt from consideration as a Section 4(f) resource. Portions of the study area have low risk for archaeological resources because they were previously surveyed and found no resources, or because the proposed trail will not impact native soil. These areas will need baseline-level study within the APE to meet ODOT review but Phase I subsurface archaeological survey is not recommended. For unpaved and unfilled areas that have not been previously surveyed for archaeological resources, an archaeological survey with shovel testing (a Phase I study) is recommended within the APE. Identified archaeological resources would be recorded with SHPO. Before Phase I survey can be conducted on publicly owned land, the cultural resource consultant will need to obtain a SHPO permit. If archaeological resources are identified their eligibility for listing in the NRHP will need to be evaluated, which may require a Phase II study. It is possible that the project will have no effect or no adverse effect on eligible archaeological resources.Adverse effects would require mitigation. Red Rock Creek Trail Alignment Study 14 Existing Conditions Report-DRAFT Otak Table 2. Historic Resources In or Adjacent to the Study Area 1 Southern Pacific Railroad,Tigard Branch 1910 Eligible 2 Oregon Education Association Circa 1968 Eligible 3 11530 SW 72nd Ave Circa 1920 Eligible 4 11552 SW Pacific Hwy Circa 1958 Not Eligible 5 12265 SW 72nd Ave Circa 1959 Not Eligible 6 7475 SW Hermoso Way Circa 1965 Not Eligible 7 7435 SW Hermoso Way Circa 1965 Not Eligible 8 7615 SW Beveland Rd Circa 1960 Not Eligible 9 8185 SW Hunziker Rd Circa 1973 Not Eligible 10 8195 SW Hunziker Rd Circa 1973 Not Eligible 11 7940 SW Hunziker Rd Circa 1963 Not Eligible 12 7920 SW Hunziker Rd Circa 1972 Not Eligible 13 8200 SW Hunziker Rd Circa 1958 Not Eligible 14 Red Rock Creek Circa 1945 Not Eligible 15 11605 SW 64th Ave 1939 Needs Inventory 16 1151 SW 64th Ave 1955 Needs Inventory 17 11543 SW 64th Ave 1955 Needs Inventory 18 11547 SW 64th Ave 1955 Needs Inventory 19 11615 SW 64th Ave 1944 Needs Inventory 20 11625 SW 64th Ave 1944 Needs Inventory 21 11635 SW 64th Ave 1944 Needs Inventory 22 11645 SW 64th Ave 1939 Needs Inventory 23 11705 SW 64th Ave 1949 Needs Inventory 24 West Portland Substation Circa 1960 Needs Inventory 25 11460 SW Pacific Hwy 1976 Needs Inventory 26 11564 SW Pacific Hwy 1952 Needs Inventory 27 11240 SW 72nd Ave 1930 Needs Inventory 28 11632 SW Pacific Hwy 1974 Needs Inventory 29 11654 SW Pacific Hwy 1955 Needs Inventory 30 11654 SW Pacific Hwy 1977 Needs Inventory 31 11515 SW 70th Ave 1930 Needs Inventory 32 7895 SW Hunziker Rd 1978 Needs Inventory 33 8015 SW Hunziker Rd 1972 Needs Inventory 34 8005 or 8009 SW Hunziker Rd 1966 Needs Inventory 35 8100 SW Hunziker Rd 1978 Needs Inventory Red Rock Creek Trail Alignment Study 15 Existing Conditions Report-DRAFT Otak Wetlands and Sensitive Lands The undeveloped lands along the RRCT study area are to a large extent constrained by wetlands and waterways.These resources pose varied challenges to not only path placement from a logistical standpoint, but also require the balancing of public benefits from increased pedestrian and bicycle connectivity with those of wetland protection, water quality, and wildlife habitat. Though the upper and lower segments of the proposed trail will likely avoid wetland or vegetated corridor impacts, the alignment segments from the railroad tracks at Wall Street north to the row of properties along 64th Avenue will need to be carefully planned and constructed in order to minimize impacts to wetlands, Red Rock Creek, and their regulated vegetated corridors (VC)(See Figure 7). Red Rock Creek is the primary stream system within the project area. Numerous adjacent wetlands are also present along the stream system. The wetland locations are based on topographic changes and changes from observed hydric soils and hydrology to soils where no hydric indicators or hydrology were observed. Dominant plant species within the wetlands and along the creek include Oregon ash (Fraxinus latifolia, FACW), red alder(Alnus rubra, FAC), black cottonwood (Populus balsamifera, FAC), Western red cedar(Thuja plicata, FAC), Sitka willow(Salix sitchensis, FACW), Pacific willow(Salix lasiandra, FACW), red osier dogwood (Cornus alba, FACW), English hawthorn (Crataegus monogyna, FAC), Douglas hawthorn (Crataegus douglasii, FAC), Douglas spirea (Spirea douglasii, FACW), snowberry (Symphoricarpos albus, FACU), Himalayan blackberry(Rubus armeniacus, FAC),field meadow foxtail (Alopecurus pratensis, FAC), fringed willowherb (Epilobium ciliatum, FACW), Canada thistle (Cirsium arvense, FAC), creeping buttercup(Ranunculus repens, FAC), little western bittercress (Cardamine oligosperma, FAC), garden bird's-foot-trefoil (Lotus corniculatus, FAC), lamp rush (Juncus effusus, FACW), reed canarygrass(Phalaris arundinacea, FACW), and slough sedge (Carex obnupta, OBL). To simplify environmental permitting, avoidance of the natural resources in the project corridor would be ideal but as noted above, would also be difficult given existing conditions within the areas available for trail development. Identified resources include the main stem of Red Rock Creek,which enters the project area west of 64th Avenue. Lands adjoining Red Rock Creek and extending outward from the channel itself often include wetlands. Both the creek and wetlands are protected by VC regulated by both Clean Water Services (CWS)and the City of Tigard.Additionally, wetlands in the project corridor that are identified on the Local Wetland Inventory are all Locally Significant at the City level and as a result are protected to a higher degree than unmapped wetlands. As the avoidance of natural resources along the project corridor is not possible unless the full path alignment were to be proposed along and within the footprint of existing developed areas, minimization of impacts will need to be the project focus. Minimization will also not only result in a decrease in direct or indirect impacts to the resources themselves, but minimization of impacts will also provide a framework for project applications to the various public agencies that will be required to review, and issue permits and approvals for the future trail. Permits for any impacts to wetlands or waterways will be required from both the Oregon Department of State Lands (DSL)and US Army Corps of Engineers (Corps). Permits for any impacts to VC will be required from both CWS and the City. From the regulatory perspective, avoidance of resource impacts is preferable to impact,with minimization of impacts to be shown where avoidance is not possible.As such, alignment options that utilize existing sidewalks or other developed lands will always be the simplest option to justify.As complete avoidance of the natural resource areas may not always be possible, or even desirable, minimization of impacts will need to be considered. This will include the analysis of path alignments,trail type (at-grade vs boardwalks vs bridge), and trail width, as well as the placement or need for amenities such as overlooks or path lighting. Red Rock Creek Trail Alignment Study 16 Existing Conditions Report-DRAFT Otak Figure 7.Wetlands and Sensitive Lands sworn gm/ I i o Nr I ♦ a I I z wirt, • of LEGEND Aim TITLE 13 WILDIFE AREA TITLE 3 LAND umnimmil IMPACT AREA WETLAND 1111111.11111.... WATERBODY 1 VEGETATED CORRIDOR �.. PROJLCI LIMITS scat w FEET Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY EXISTING ENVIRONMENTAL CONDITIONS Red Rock Creek Trail Alignment Study 17 Existing Conditions Report-DRAFT Otak Hydrology & Floodplains Red Rock Creek's headwaters fall within the City of Portland, and it flows from the flanks of Mt. Sylvania southwest into Fanno Creek, which is a tributary to the Tualatin River. The majority of the 1,042-acre drainage basin is within the City of Tigard, see Figure 8. There are no named tributaries flowing into Red Rock Creek and its flow inputs are comprised almost entirely of stormwater discharge. Because the watershed is highly developed and impervious, the stream is flashy and erosive. In the upper reaches, the creek flows through steep terrain, often in ravines that are deeply incised. Once the creek reaches the wetland and beaver ponds located just upstream of SW Dartmouth Street the stream's longitudinal slope flattens. Eroded soils from the steep reaches are deposited in the flat reaches,where they block culverts and fill wetlands. The mapped FEMA 100-year floodplain extends from Fanno Creek up to SW Dartmouth Street, encompassing the flatter portions of Red Rock Creek. There is a floodway along Fanno Creek, but no floodway on Red Rock Creek.Trail construction within the 100-year floodplain will require balanced cut and fill to ensure there is no rise in the 100-year flood elevation. If the project does increase the 100-year flood elevation, a Letter of Map Revision (LOMR)will be required. Stormwater Drainage The City of Tigard adopted a Red Rock Creek Regional Stormwater Strategy(RRCRSS)that has been approved by CWS. The RRCRSS enables development and redevelopment that occurs within the Tigard Triangle to develop and manage a funding mechanism for enhancing the Red Rock Creek stream corridor instead of providing onsite detention to meet CWS hydromodification requirements, see Figure 8. On-site water quality treatment is required for any new or replaced impervious area(including the trail if its surface is impervious). In locations where the trail is in or adjacent to the VC, CWS allows use of the vegetated corridor as a filter strip for water quality treatment. The City of Tigard is currently designing the first phase of the stream enhancement project, which runs from Crystal Lake upstream to SW 72nd Avenue.The stream enhancement design will be coordinated with the trail design, including replacement and enhancement of all stormwater outfalls and piping a major outfall from Highway 99W that reaches the creek at the end of SW Atlanta Street, In the reach between SW Atlanta Street and SW 72nd Avenue the stream enhancement design will include grading in the base for the trail. There are a few existing water quality ponds and swales located adjacent to the creek that will need to be protected in the trail design. The creek flows beneath road crossings through culverts of unknown condition; however no culverts are anticipated to be replaced as a result of the future trail project. Red Rock Creek Trail Alignment Study 18 Existing Conditions Report-DRAFT Otak Figure 8. Hydrology and Drainage _— .-f .. ........ 111.- 1 i R--- - 'T` / ,C;;' 'U,, f: �. , \ ,„ _ --- : „..? 1 t `�• i I .. ,1 ,,St. t'- I r`< `. 41. r r- ►- V moi` •"^ `� -.4 , __ , .. 4 - ,- . 1 , l � atf ,,f J, n i `P41 z j a7. A� r . <}° jir it j - y Jt •� • t act . �' s. -_s r'_ ` , ,,,,,,., .., , F '' i.......,.... ......, ... N.-\cii „...r. ril----\ -- Aim ammo 11.1\ LEGEND - -- RED ROCK CREEK -- DRAINAGE FLOW FFMA 100 YEAR Fl OODPI AIN OVFRI AND Fl OW FLOODWAY --»-»- S1ORM PIPL iiIIIIMBe STORM FACILITY STORM DITCH •• • • « • STORM OUTFALL mmo mom Imo PROJECT I IMITS SCAT .k IT-1 Otak RED ROCK CREEK TRAIL ALIGNMENT STUDY �,1 EXISTING HYDROLOGY AND DRAINAGE Red Rock Creek Trail Alignment Study 19 Existing Conditions Report-DRAFT Otak 1 i O a a) a .in > ca C Q U, a) > .47, ca C a) +-a Q U X 115C a) a a 4 Otak iii► Memorandum To: Gary Pagenstecher, City of Tigard From: Amanda Owings, PE, Otak Inc. Copies: Stakeholder Working Group Date: December 11, 2023 Subject: RRCT:Alternatives Analysis Memorandum Project No.: 20291 An early task in the Red Rock Creek Trail (RRCT)Alignment Study was to provide reasonable alignments, achieving a continuous trail starting from the south at the Fanno Creek Trail near Tigard Library and ending in the north where Hwy 99W and 1-5 intersect. Each alignment alternative was evaluated using the following evaluation criteria that was drafted and agreed upon by the City of Tigard, ODOT, and the consultant team and supported by the Stakeholder Working Group (SWG). Using the criteria as well as local knowledge of the study area,the RRCT Alignment Study actively involved key stakeholders,Tigard Triangle residents, and underrepresented populations. It provided many opportunities for the community to engage with the trail siting through a public workshop, a web-based survey, two listening sessions, and a consensus-based stakeholder working group..This memorandum describes the evaluation criteria,the six segments and alignment alternatives within each, and the evaluation process. The engagement strategy embedded equity engagement in every stage and intentionally built on past efforts within the Tigard Triangle and across the region by Metro, especially the 2021 Metro Walking- Biking Trails Engagement project with Black, Indigenous, and people of color. Historically underrepresented groups were involved early in the process so that their insights shaped the survey questions,workshop format, and stakeholder agendas.The Tigard Triangle target population included residents receiving housing assistance, Spanish-speaking residents, and seniors.We concentrated our efforts on engaging with these priority populations early and consistently partnering early on with Unite Oregon and Community Partners in Housing.The two listening sessions at the Fields and Red Rock Commons apartments in February provided valuable insight into the hopes and concerns of local residents about the trail.These notes formed the basis for the survey questions and agenda topics for the first SWG meeting. Initial Trail Alignment Alternatives The study area was divided into six segments to better organize and evaluate these areas at an appropriate design scale. Thinking ahead toward construction, segments were assembled to begin and end at an established access point(roadway or trail).This way, segments could be constructed individually as opportunities arose and trail users would never encounter a dead-end, see Figure 1. Red Rock Creek Trail Page 1 of 34 Alternatives Analysis Memorandum December 11, 2023 • Segment A: Fanno Creek Trail to Potso Dog Park • Segment B: Potso Dog Park to SW Hunziker Rd • Segment C: SW Hunziker Rd to SW Dartmouth St • Segment D: SW Dartmouth St to SW 72nd Ave • Segment E: SW 72nd Ave to SW 68th Parkway • Segment F: SW 68th Parkway to Hwy 99W The design team drafted a series of trail alignment alternatives based on local knowledge of the study area,field observations, technical analysis, and feedback from city staff. The alignment alternatives looked at sensible on-street and off-street options,with safety as a priority at roadway crossings. Existing recreation trails were considered for use as the trail alignment or proximity for connections.Where possible, the design team drafted alignments that approached or crossed Red Rock Creek to allow trail users to interact with nature. In all cases, alignments avoided buildings or large property acquisitions. This effort produced 32 alignment alternatives. Once alignment alternatives were drawn and a description written to highlight the intended location and termini, the design team presented the 32 alignments to the public at the first workshop and the SWG meeting#1 (Figure 1 and Table 1). Red Rock Creek Trail Page 2 of 34 Alternatives Analysis Memorandum December 11, 2023 Figure 1.Alignment Alternatives Diagram-All Segments .,•,,„-,•-_.• ,...,._., -.Jui -1 i'l•:,,,I.,....,,,,, J _'..77::i 4.!L-PLI,- Iqr-, q::' A''--,:;.:-' '' ! Ti=0 L., .-1-1.,,I:Cls ucy, <-1:13,--,'.11,11.-;11 1,,lou 2,-y),_111 77- -,',....., r'l L'2, 1, '=I-.1- '.,,t', ,'Pa - --, _ .." 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'I s.._,4_2 ,._.,_:: , I- r----', I IlZjrnit!I-ILI--. „ : -i, I !'I'•'I''L`;\,'‘,/`'i,/&,i'''t'-'...IS-'',V ,s,;,, s,•',',.-.-...1.,,4,r•I„,I_ -__iII,f_I 1 ,-;_---b--1,.10-_TU_IE_-,---__--]'Ir___:I•,-=-:-it1 ...i_-__-li,I r,I-7. y,Ir-_L_7--T--7 p11i!1 111 ° " i_ - a,.! H- ',, ;\>' __ 1 -- 'IL, 'k. it P? u • , , -, lo - ,9 --,-,--',. -, ', -.. ----, ',' i: 1 • . •• "7--- .----7'- F - i i-', frj--' 1•=--1'! •41-1• ' ''' -'' -,7 , -' ' •41._ :.1j i' • 12.# /ti) '---- --'---.- - - • I- ' . 'I-- ''' '' I LEGEND ...,,.: • ric,R,.,7,, '., ,.. . , N.!' C31.7 I I,.' 1 ®PEDESTRIAN BRIDGE . . ., , 1- F '• 'O-,-1<-, -- ' ..--..=,-TRAIL ON-STREET „ , .. ...-.71 I ,..›.,, ' ., (NI —, , ',..., TRAIL OFF-STREET - , \ .'. ' 'I., -, r; -L-71 1 `.\) ---RED ROCK CREEK (.;.. =IL_ 4.---, --1 • RESTORATION'MAL SEGNENT '•e' el t, 0! 7 D -'17 i -, 7ilrcl'o, , -, TRAIL CROSSING /13 ,J. - , _] ,,,-1,,,, , -RAISED TRAIL //' t-. i) L'I- ,7,,, latl dr-1 Lrfi 'I -I": 1 '_,..JI- •]'\?<>, 417 ' "• . ., , ;;:,,'' .L7 T'ITV''17; '11 TRAIL SEGMENT \' .:','• ' Tigard Lake 0graIt/ ' -.''\'' ' * ,•, , O ;•_. ,, . 1,;,1- r-,•'• SWWatH : r 1 I1Source.CO of Dont OTAN ' . • t )VERALL TRAIL ALIGNMENT Otak e[2. --mINOKS. T OCAS() ED ROCK TRAIL ALIGNMENT STUDY:FANNO CREEK TRAIL CONNECTION to I-5199W .....----,%/16, E Red Rock Creek Trail Page 3 of 34 Alternatives Analysis Memorandum December 11, 2023 Table 1.Alignment Alternative Descriptions Segment Segment Description Number Segment A: Fanno Creek to north side of Potso Dog Park Al Trail connection to Fanno Creek Trail. Ramp up to structure crossing the railroad and connection on Fields property.Trail on-street(driveway)to connect at SW Wall St. A2 From Fields property driveway,continues on-street/sidewalk along the north and east side of Wall St toward Potso Dog Park,mid-block crossing of SW Wall St. A3 Trail on-street through parking lot of Fields Apartment property,down a new stairway;trail at-grade through"Wall St Central"property toward Potso Dog Park,mid-block crossing of SW Wall St. A4 Long ramp structure down to grade within the"Wall St South"property;trail at-grade through"Wall St Central"property toward Potso Dog Park, mid-block crossing of SW Wall St. Segment B: Potso Dog Park to SW Hunziker Rd B1 Trail on-street along west side of SW Wall St to SW Hunziker Rd.Cross to north side of SW Hunziker Rd. Trail on-street west to creek crossing. B2 Trail is along north side of Potso Dog Park,then turns north along east side of creek to SW Hunziker Rd. B3 Trail is along north side of Potso Dog Park,cross the creek on structure,then turns north along west side of creek to SW Hunziker Rd. 84 Trail is on-street along north side of SW Hunziker Rd between SW Wall St and commercial driveway north of creek. Segment C: Crossing Highway 217 Cl Trail is adjacent to existing private drive(or possibly boardwalk)along west side of creek. Creek is within a narrow piece of right-of-way between commercial buildings. C1a From Cl,trail uses elevated structure,ramps up to connect with proposed SW Corridor(SWC)bridge to cross Hwy 217. Ramp down to connect at-grade at SW corner of Walmart property. Clb From Cl,crosses the creek easterly,connects to C3 crossing. C2 Trail is adjacent to existing private drive between existing commercial buildings. C2a From C2,crosses creek westerly,connects and continues on C1a crossing. C2b From C2,trail crosses creek easterly. Cross Hwy 217 on new alignment, north of SWC bridge. C3 Cross 217 south and below SWC bridge(new,separated south crossing). Connects at-grade to SW corner of Walmart property. C5 Trail is along north side of Hwy 217. Trail travels east along base of Costco property embankment. Short connection to Costco/Dartmouth intersection. C6 Starting at SW corner of Walmart property,utilize existing trail along the west side of building, north of west accessory building to Walmart/Dartmouth-west intersection. Red Rock Creek Trail Page 4 of 34 Alternatives Analysis Memorandum December 11, 2023 Segment Segment Description Number C7 Starting at SW corner of Walmart property,utilize existing Walmart trail on south side of building. New trail along eastern perimeter of parking lot to Walmart-east driveway. C8 Trail is along Walmart driveway,utilizes Walmart/Dartmouth-east intersection to cross to north side. C9 Trail utilizes existing trail behind accessory buildings in the Walmart parking area.On-street trail along south side of SW Dartmouth St between Walmart/Dartmouth-west intersection and Walmart/Dartmouth-east intersection,crossing to north side. C10 Trail is on-street along south side of SW Dartmouth St between Walmart/Dartmouth-west intersection and Costco/Dartmouth intersection. Segment D: Costco Driveway to SW 72nd Avenue D1 Trail utilizes Winco parking lot to travel north.Crosses retaining wall barrier near existing theater site,connects to trail construction at SW 74th Ave(part of the streambank enhancement project). D2 Provides an in-line connection through sensitive lands. D3 Existing trail along AutoZone property parking area. D4 Trail alignment complete. Trail to be graded by streambank enhancement project,SW 74th/Atlanta St to SW 72nd Ave. Paving to occur with future project. Segment E: SW 72nd Avenue to SW 68th Parkway El Mid-clock crossing at SW 72nd Ave. Enter wooded area following north side of creek toward SW 686 Parkway. Mid-block crossing at SW 68th Parkway just south of Extra Space Storage driveway. E2 Trail is on-street along west side of SW 72nd Ave; cross at proposed intersection of SW 72nd/SW Atlanta St. Enter wooded area along south side of creek toward SW 68th Parkway. Trail is on-street on west side of SW 68th Parkway. Mid-block crossing at SW 68th Parkway just south of Extra Space Storage driveway. Segment F: SW 68th Parkway to I-5/Barbur Boulevard Intersection Fl Trail is on-street with short connection at SW 68th Parkway. Enter wooded area north side of creek,behind CPAH's Red Rock Creek Commons apartment building. Switchback N/NE to travel along south side of PGE substation property. Cross creek to the east with structure. F2 Enter wooded area south side of creek. Follow contour east along Tigard Business Center/Comcast property. F3 Switchback trail toward ODOT/I-5 property. Travel along 1-5 right-of-way north toward Barbur/SW 64th Ave/I-5 signalized intersection. F4 Interim use of SW 64th Ave ROW to connect to Hwy 99W/Barbur(currently,gravel;not ADA accessible). F5 Interim use of SW 65th Ave ROW to connect to Hwy 99W/Barbur(currently unimproved; not ADA accessible). Red Rock Creek Trail Page 5 of 34 Alternatives Analysis Memorandum December 11, 2023 Response to the Engagement Process The design team met with the SWG to discuss what are the kinds of things that should affect the trail location and to identify the key values the preferred trail alignment needs to encompass. Through small group discussions, key values emerged.As residents had also ranked values in the community web- based survey, listening sessions, and public workshop, the design team gained broad insight into public thought. Throughout the SWG discussions, the values most often expressed were safety, user experience, accessibility to all, and property protection. Public comments had some overlap with what was shared by the SWG.The top three key values were users' safety, enjoyment of the outdoors, and preservation of the ecosystem.The design team took all of these into consideration when choosing the preferred alignment. When it came to choosing the trail location within each segment, members stated that the trail location and design should focus on: • design features that allow for safe use of multi-modal activity • access to nature • restricting access to homeless people came up as a way to keep the trail available to other trail users • preservation of the ecosystem and of private property • providing connections currently missing between businesses, destinations, housing, and other trails • utilize existing trails/sidewalk when possible Trail Alignments Evaluation Criteria The following set design criteria were developed to provide a base of expectations and guidelines to follow when assessing the alignment alternatives. The design criteria for the trail alignment study are listed below. USER EXPERIENCE Ensure all users are comfortable,feel secure, are provided equal access, and have the opportunity to engage with nature while using the trail. ENVIRONMENTAL IMPACTS Protect natural areas by minimizing impacts to floodplains, wetlands, Tigard Significant Wetlands, and vegetated corridors. CONNECTIVITY/CONTINUITY The alignment is designed in a route that connects users to key destinations. The route is not circuitous or causes out-of-direction travel but has a smooth, intuitive route. PERMITTING The design is likely to pass the permitting process. COST, CONSTRUCTABILITY& FUNDING Project cost is feasible and not prohibitive of progress; project is likely to receive funding and financial support. PROPERTY OWNERSHIP Minimally impact adjacent properties and minimize need of property purchase and/or easements. SAFETY&SECURITY Provide a safe and welcoming trail experience for all users designed with clear sightlines, emergency access, and minimal hiding places. Red Rock Creek Trail Page 6 of 34 Alternatives Analysis Memorandum December 11, 2023 COMMUNITY SUPPORT Alignment is supported by the public, community, and adjacent businesses. Using the criteria, a decision matrix with further developed descriptions and scoring was used to evaluate each alternative by both the SWG and public at the first public meeting. Scores for the criteria were defined as: ■ -1 —when it impacts the criteria negatively ■ 0—either meets nor impacts criteria ■ 1 —meets criteria Table 2 shows the results of the matrix that was completed by the SWG and members of design team experts. Red Rock Creek Trail Page 7 of 34 Alternatives Analysis Memorandum December 11, 2023 R N r- W---- .e..a. , TQ.E.O. W.T. W9r ., V.PW 7!. . . .7..,.., ,,- 0) - c o 0 «-.....n o M A N .----- 'ate y..e 4a 7 'r M o�. a E 0 o m N 0 3---- -m V9ilit..M0 w,_. e-•-R-.. -..-' . - «rva ee 2 r-- a w n.r« . x- -a-^. m-- e .... rg . w- - .-4-2,-I2 2-hT-s-r ___ x--- .--.--. .-.7 7--- - -. ,0,40., 10— 'rc--- Msr.- 2 a C e W «« . .a«n«n Y, Z ...- a ........n o „I W __ N Kf°I^ 'T- <T.tr `SIT ry.,o _ ,r.:.,, -;• .-ori+ . .—t .— _-_ - . C O F r 1 a r s r= z; E b c E€ e tt -* EIIFY I ' II a� t 3.. /E E" E 122 a li 1 77`m !!! i ii,. n Eii 3 �33`�d E off; � II!!! a s n. 3 F. ..a g w< .I1 , R N O O` a tlIH3it D N91534 n E rts H Alternative Analysis Refinement Based on the initial scoring,the alignments were further refined in SWG meeting#2 and represented in Figure 2.They were evaluated by technical consultants to assess the feasibility of each potential segment.Alignments that were obviously not feasible were omitted; others were retained to study in further detail. Figure 2.Alignment Alternatives Diagram—Refined h t9 tj N ,� m chi , D A-.a ID r* „ v .1(P . rtt 11 1 L U Ii ( ersr Cn r n� ® LEGEND at - �O) PEDESTRIAN BRIDGE � TRAIL ON-STREET y� TRAIL OFF-STREET „R,/ .•cwt+.RED ROCK CREEK RESTORATION TRALL.SEGMENT TRAIL CROSSING n RAISED TRAIL , STUDY AREA ^�•NON PREFERRED TRAIL SEGMENT Q TRAIL SEGMENT /Tigard-Lake Oswego Trait i �,,:f© .—SW Walt St t ° • PROPOSED FMINOCREEITRAIL - OVERALL TRAIL ALIGNMENT Otak ;r ; WORKS s RED ROCK TRAIL ALIGNMENT STUDY EANNO CREEK TRAIL CONNECTION to 1-5199W .....14116. Red Rock Creek Trail Page 9 of 34 Alternatives Analysis Memorandum December 11, 2023 With this information the design team reviewed the remaining options and developed the following pros and cons for the segments that still had more than one option remaining. Segments A and E did not require further evaluation as the SWG reached early consensus on these alignment alternatives. Segment B B1+B4 Criterion Pros Cons Low user experience being along roadway User Experience Does not connect with nature Connectivity/Continuity Existing,visible route Does not impact wetlands,vegetated Environmental Impacts corridors Two 90-degree turns slowing continuous Permitting No additional permits needed flow Cost Very low cost(short term) Very low impact to property owners(short Widening sidewalk to 12-ft impacts Property Impact term) redevelopment of property(long term) Opportunity to enhance crosswalk on SW Hunziker Rd Safety&Security Accessible by emergency services Driveway conflicts Community Support SWG Support B2 Criterion Pros Cons More interesting user experience,quiet surroundings Connects with nature,close to the creek User Experience centerline Two 90-degree turns slowing continuous Connectivity/Continuity Connects to Potso Dog Park flow Impacts to vegetated corridor Environmental Impacts Impacts to wetland Permitting Complex permitting situation Elevated structure or alternative Cost mitigation Impacts private property,reducing parking lot Property Impact May impact future development area Safety&Security Community Support No conflicts with vehicles Less accessible by emergency services Red Rock Creek Trail Page 10 of 34 Alternatives Analysis Memorandum December 11, 2023 Segment C C2B+C1 A Criterion Pros Cons C1A:adjacent to light rail Comfortable,separated from vehicles Steep elevation change to reach SWC User Experience Connects with nature structure Connectivity/Continuity Soft curves,continuous route Impacts vegetated corridor Environmental Impacts Impacts floodplains,wetlands Permitting Complex permitting situation C1A: Elevated structure down to Walmart trail system C2B: Elevated structure across Red Rock Creek C1A:Potential shared cost with SW C2B: Elevated structure up to reach SWC Cost Corridor structure C1A:2 properties Property Impact C2B:2 properties Safety&Security Less accessible by emergency services Community Support Community member Support SWC not yet supported by voters C2B+C3 Criterion Pros Cons Less elevation change to reach structures User Experience Connects with nature Soft curves,continuous route Connectivity/Continuity Easy connection to Walmart trails Less impact to vegetated corridor Impacts vegetated corridor Environmental Impacts Minimized impact to floodplains,wetlands Impacts floodplains,wetlands Permitting Complex permitting situation C2B: Elevated structure to reach C3 Cost C3: Elevated structure to cross Hwy 217 Property Impact 5 properties Safety&Security Community Support SWG Support Red Rock Creek Trail Page 11 of 34 Alternatives Analysis Memorandum December 11, 2023 Segment D D1 Criterion Pros Cons User Experience Adjacent to existing parking lot Connectivity/Continuity Creates slightly out of direction travel Environmental Impacts Slight impact due to creek crossing Low amount of permitting for stream Permitting crossing and impacting vegetated corridor Small structure crossing Red Rock Creek New trail along existing Winco parking Cost area 2 properties Property Impact Removes existing parking area Sight lines obscured from one end to the Safety&Security other Community member support for access to Community Support shopping D2+D3 Criterion Pros Cons User Experience Immediately adjacent to creek, nature Adjacent to existing parking lot Multiple connection points Connectivity/Continuity Shorter connection to Walmart trails Environmental Impacts None. Existing trail D2:Slight impact due to creek crossing D2: Low amount of permitting for stream Permitting None. Existing trail crossing and impacting vegetated corridor • Cost None. Existing trail Property Impact 1 property Users feel secure with multiple exit points Safety&Security Accessible by emergency services Community Support SWG support Red Rock Creek Trail Page 12 of 34 Alternatives Analysis Memorandum December 11, 2023 Segment F F4 Criterion Pros Cons Low user experience being along roadway Noise from I-S Steep grade,challenge to meet ADA User Experience accessibility Challenging connection from SW 64th Ave to signal at Hwy 99W Route not as intuitive Connectivity/Continuity Slight out of direction travel Environmental Impacts None Permitting None Moderate cost to install landing spaces or Cost switchbacks • 2-4 properties Impacts to SWC alignment along Property Impact Primarily within public right-of-way Coronado St. • Accessible by emergency services Safety&Security Sight lines clear Low-volume roadway crossing Community Support SWG support F5 Criterion Pros Cons Comfortable,separated from vehicles Steep grade,challenge to meet ADA User Experience Connects with nature accessibility Connects with nature Proximity to future transit station Connectivity/Continuity Less out-of-direction travel to Hwy 99 Slight out of direction travel Environmental Impacts Least impact to sensitive areas Permitting None Install landing spaces or switchbacks, Cost retaining walls 2 properties Property Impact Primarily within public right-of-way Impacts to SWC alignment Not accessible by emergency services Safety&Security Sight lines clear from one end to the other. Low-volume roadway crossing Community Support Red Rock Creek Trail Page 13 of 34 Alternatives Analysis Memorandum December 11, 2023 Additional Refinement As the design team met with the technical disciplines and stakeholders, Segment C6 was further defined and a new alignment alternative was developed and presented to the City. One key concern was the bifurcation of the natural area as shown in Figure 3. The city staff held an internal meeting prior to presenting to the SWG to review the alignment alternatives and to ensure that they met the goals of the City and its community.Through the refinement process and direction from the city,the design team modified alignment C6 to utilize more of the Walmart property perimeter trail and traverse the outer edge of the Crystal Lake wetland area along the southwest edge of SW Dartmouth St. as shown in Figure 4. Figure 3: C6.Crossing the Natural Area Figure 4: C6. Using Perimeter of Natural Area , , r , til �� of'— m I 5= Costco �t, = aw.:, L4` '- 1 % Il it s © , F c- ei .4144r, 1 vr ` pit• h u • ED i m L Walmart ,-1 .� +� � wtx,rn c rJ-1 r �/' fiic . / a. G t ,d= ,,ice.:—-— 7 i t .� , J i i ".--L' n".6-:,- The refined alignment alternatives were presented at SWG meeting#3, hosted at City Hall for in-person participation.The SWG engaged in a large group discussion to evaluate the remaining alignment alternatives and what might be needed from the design team to help reach consensus.The group concluded that additional visualizations and consideration for the natural environment would be needed. In addition to the Stakeholder Working Group Meetings, the design team held 30-minute one-on-ones with key stakeholders and members of the community that helped refine the alignments to meet the needs of the community and the future trail users. From the one-on-ones, the following are key takeaways that influenced the alignments: ■ ODOT noted two future projects that could impact C5 and F5 segments. ODOT plans to widen Hwy 217 in the near future which would push C5 further into the adjacent wetland and natural area. In addition,the off-ramp at exit 6 will be widened which could impact the trail once constructed. In regard to segment F3,there is the potential to use the on ramp to 1-5 area as a staging area for a future paving project, but this is not scheduled within the foreseeable future. In both scenarios, if the trail is constructed first,these ODOT projects could impact the trail and possibly create the need to relocate and rebuild. o Based on this conversation and evaluating these segments,the design team concluded that segment C6 would be the better long-term solution. Moving forward with C6 significantly reduces impacts to the natural environment and wildlife, uses an existing trail, generates lower construction costs, and provides a more direct route to commerce and services. o Based on how far in the future the paving project is for ODOT, the design team has chosen to continue to advance segment F3 with some adjustments.The topography in this area is extremely steep and, out of the three alignment options, F3 lends itself to the most viable option for most trail users. Red Rock Creek Trail Page 14 of 34 Alternatives Analysis Memorandum December 11, 2023 • Community Partners for Affordable Housing (CPAH)met with design team to discuss their concerns with the trail coming so close their'Red Rock Creek Commons' building. The tenants on the ground floor worry about privacy and the possibility of the trail lighting being invasive. CPAH also shared apprehension with this alignment alternative due to this being a federally-funded facility and the current agreements within the environmental documents (NEPA, NOAA, USACE, HUD, CWS); CPAH and their partners underwent a complex application and permitting process when they constructed this facility due to the fact there were mitigation efforts recorded for impacts to the vegetated corridor. Modifications to the current agreements could significantly impact the project cost and schedule due to additional environmental permitting. o Based on this conversation the design team was able to shift the alignment to the south side of Red Rock Creek to provide some distance from the Red Rock Creek Commons building and avoid tenant disturbance and additional permitting, see Figure 5. Figure 5.Segment Fl Refinement \--' \?- _._. f 0_, 1--- PAH I Pat bubatatlon �j lyartmenl Nro erh ,t. Stirag- ' .,••:',,,,2© R \ ■ Portland General Electric(PGE)stated its general support for the project, specifically in reference to Segment Fl but noted the importance of trail amenities within this section, specifically trail lighting and the need for a barrier between the trail and the PGE fence. With all of this information in hand, the design team was able to rate the remaining alignment alternatives, provide reasons for omission and advancement based on the technical team's analysis, and develop the following graphics to help represent visualizations of the proposed trail. The following tables and typical sections were shared with SWG at meeting#3 and finalized after incorporating their final comments. Figure 6 illustrates the overall refined alignment. 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U V7 a) ?� ,C to o a O if. • r O (6 U U U L a LU O N ca . 0 a- a)as u) an ca a .o a _�. e y 44 = U) N N .c to n v v m ID O LL, :. = N -a -o ca a) a) a) , Q yr < N N N - co _ O E Q • Ca •NEr z yt.r_ >° N Figure 6.Alignment Alternatives—Additional Refinement ,L !u n4a L._. c L r r,- 1 , o i , q y .._ 11 11 I1 0 �� >, 1-i., u i_t< 1 n c i.,l t a. a J �~ r -,'�� t, 'L ,_,P o C7 h, [Jr)1, l TF? 1 L 'fl4 _ D ,i ,,, r ',I c.,-,2.- L.- r L, E 1 d 1gB _ 'i I t ' : J m T r 1i D fL / a' ''" .✓ .s7 • 1 9 , �� 1 l r L 7 �, 1 L ,' .,.' � ` _ ., o , �` , 4 l o� �I in, d sC i LI /,..-J flG tern = u r 1� _ 11 1 .,o. Y p — 5 _ - J L 1�6 " • G)— 11 p —,r-I I ' I 1_ a: - =� °_i A,, !d:o uth St+ r—T 1 L'-. -)7'- � r C1 I I7Tr'- I �� ,, l �J �1 1 �,[_ 4 ....,„11,,' I- _ _ yl Li pg , ,',,,r;,_,, - / L-Do"1=I r" ,1 _ ,� j 1 h. ''•; t U h n 1.v _ 11 olY-,- 1^n� `1� as T i 5.41;,0ni/ r/ i 3� L r r - _ 1 1L LEGEND ' { _-_' J E� c ` """"' PEDESTRIAN BRIDGE/ � + G7. BOARDWALK - `� �- I 1'� , TRAIL ON-STREET <,% Yom\ I ,-I TRAIL OFF-STREET ` -r� , . -• RED ROCK CREEK TRAIL 4fr ,, r t r', _ I RESTORATION SEGMENT r1 11 4 . ,, TRAIL CROSSING 1 ".; �C" , SOUTHWEST CORRIDOR N' �3 •r\` BRIDGE \> 'O < r, -5, \, _ !OTHER TRAILS /;� II �'-i . STUDY AREA s',' • ' = ©/ r - ? I - QQ NON-PREFERRED �< 0�❑ L� TRAIL SEGMENT m: J,,:^,it L o J` �,n�C1 �, 0 PREFERRED ‹s t�,,, !` 1 r,-_. �. �, - TRAIL SEGMENT J •' �, .•. -I • INTERIM "y n r_ - L 1 '�� L, 14- C-• TRAIL SEGMENT Z _ I rI L. ;4 a•PROPOSEDFANNOCREEKTIAIL - ` -.__- L 11 l.. 1P OVERALL TRAIL ALIGNMENT Otak .�yVpRKSe ,O,,, ,r, RED ROCK TRAIL ALIGNMENT STUDY.FANNO CREEK TRAIL CONNECTION to 1-5199W ./i4I Preferred Alignment To reach consensus on the preferred alignment the design team used the"Fist to Five"voting process. Fist to Five introduces the element of the quality of the"yes."A fist is a "no"and any number of fingers is a "yes,"with an indication of how good a"yes" it is. This moves a group away from quantity voting to quality voting,which is considerably more informative. This is accomplished by raising hands as in voting,with the number of fingers raised that indicates level of agreement. Red Rock Creek Trail Page 29 of 34 Alternatives Analysis Memorandum December 11, 2023 At the end of SWG meeting#3, the committee was able to meet consensus on all alignments with the exception of Segment C6.This alignment alternative required additional modifications to meet property owner concerns regarding safety and maintenance along this segment of trail. Figure 7 represents the Preferred Alignment;the design team is following up with the property owners to ensure this portion of the trail received the same analysis and design treatment as alternatives in other constrained areas. Figure 7. Preferred Alignment r I t + i L{. Lit E i ,. 1, 1 I :i I n - 11 - , I , I - - uG•., ^a'' ! v I,' 1. p � d �� �1 Ir, - Q I r 7 , , LJ L � � �� ...© _ l � cti. g SVVDartOo� — ��� th St r i..- i - 1, I snnx/er tl C , I I 1 ii' I) I V 1 11 1_11_Sh yUnbk I. �� ± I � LEGEND e t sz -1 vr' i. = , _ ....-.0.- ,,, PEDESTRIAN BRIDGE I + + JL.1 _L BOARDWALK - - I TRAIL ON-STREET .. 1TRAIL OFF-STREET 1, L` 1 L ' , 1 RED ROCK CREEK TRAIL ( RESTORATION SEGMENT c _ TRAIL CROSSING 4... -- SOUTHWEST CORRIDOR 1. I ka. rte`` I BRIDGE i:, „x,„ _ L - ; , �_-_ OTHER TRAILS STUDY AREA S+ Q NON PREFERRED TRAIL SEGMENT �o.�, 0 PREFERRED S,. • I TRAIL SEGMENT „ Di INTERIM „4r*. _ l ?r TRAIL SEGMENT '�:",`,..„..< -LAKROS- t D1 AIL - 1 1 •:��� •'I PROPOSED FANNO CREEKTRAIL I. _- __-_._.----_-- OVERALLTRAILALIGNMENT Otak emENvvoRKs. RED ROCK TRAIL ALIGNMENT STUDY FANNO CREEK TRAIL CONNECTION m 1-5/99W /J/6. Red Rock Creek Trail Page 30 of 34 Alternatives Analysis Memorandum December 11, 2023 Further Considerations Recreation Loops Throughout the alignment alternative selection process, the design team learned that many alignments have value to stakeholders. Their location and connectivity make these remaining alignments eligible to serve as a trail for recreation purposes. Often, residents or employees desire facilities in a series of loops to be used for personal fitness, socializing, or pet exercise. While they are not selected for the preferred alignment for transportation purposes, these remaining alignments should be further studied for recreation loops and identified in the update to Tigard's Trails Master Plan or Parks and Recreation Master Plan. Trail Connections Within Segment C3,the preferred alignment will interact with two unique active transportation items that must be well-coordinated throughout final design.As preferred alignment C3 meets grade on the east side of Hwy 217,the trail will must maintain a connection to the remaining Walmart property perimeter trail that continues south and east of the building.This intersection of two trails may require realignment and reconstruction of a portion of the Walmart perimeter trail. Early communications between Tigard and TriMet have established understanding for an active transportation facility to connect the Hall St and Elmhurst stations, such as including a sidewalk along the length of the elevated guideway of the track.A connection from the Walmart perimeter trail to the elevated guideway trail has been studied conceptually to meet ADA guidelines.While the preferred alignment for Red Rock Creek Trail will be grade-separated at the intersection,future design will include of signage and will manage the confluence of the three trail systems. See Figure 8 and 9 (designed by MIG). Figure 8. Elevated Multi-Use Path to Red Rock Creek Trail—Plan View 0 Waj, 'o MUP to Continue with Elevated Rail E/W Waynert " Btritan9 Ramp Touch Down at Trail 4115+00(Elev 175) Ramp Off MUP 4,3%Slope(-3501 Begin Ramp 4118+00(Elev.140) - M I G Septe rot;e:'10 C' Red Rock Creek Trail Page 31 of 34 Alternatives Analysis Memorandum December 11, 2023 Figure 9. Elevated Multi-Use Path to Red Rock Creek Trail—Alternate View L4--"ljtIs`.1 11-41141 Tivard T•iang!c EqultaLle U"bar,.Renewal © D Septerr Ler 2020 Next Steps The design team is scheduled to present the preferred alignment to the SWG and conduct a public workshop to share with the community. In these meetings the design team will review the Draft Trail Study Report,final recommendation, high level cost estimate, and implementation strategy. Red Rock Creek Trail Page 32 of 34 Alternatives Analysis Memorandum December 11, 2023 U) a) 0 f0 Co a 4) I 0 0 f0 a X C a) a a Q S t: S1 ' i''- d 'd f: 1" NE ` -lk S! a3f1'49,1 9 '44.-". Fti i - _v , II, , '',.'1,',:. r 4':A.a C..N,-'4,,,, T-• ..r �oi -'..:',1',1.-4 �r' 1 ?r ��7,"'".-*V..4-441,.. .`144,1'...'''4. � a4Y $ "� 4LMEU, e ,A4K - vv ua- & S " L,y' {° TeJS �A �.1..--,11-; —' — •-• • -,---.1.-..,.,_ sII ,..-4,-,..-4,--,z,__-_.,-,_-4:6,—r-___, e ,<Y.. ; _ ... • ' I - it] 1 I •• a„:. T1 ' ' . j- • • �B -=—, a — ti. ». COSTCO ‘62115411 'ter. =�' - a` THwf711.1116 ST CORRID11111111111 ► - ; f WALMART +..„..... T RRC TRAIL — "Iiik, • B�S�HESSpp 'r r r Red Rock Creek Trail Alignment Study Grade Separation Bridges: OR217 and Portland and Western Railroad Feasibility Report Submitted to: Prepared By: ODOT Region 1 Attn Katie Gillespie Otak, Inc. 123 NW Flanders St 805 Broadway Street, Suite 130 Portland, OR 97209 Vancouver, WA 98660 Project No. 20291 July 27, 2023 Otak TABLE OF CONTENTS Page Executive Summary 1 Introduction and Background 2 Design Criteria and Project Constraints 3 Alternatives 3 Cost Estimates 6 Cover Page Visualization Sources: • Red Rock Creek Trail Bridge over railroad, Otak, Inc., 2019 • Red Rock Creek Trail Bridge over Highway 217, GreenWorks, 2023 Red Rock Creek Trail Grade Separation Bridges Otak Prepared by Scott Nettleton P.E. Reviewed by Amanda Owings, P.E. Red Rock Creek Trail Grade Separation Bridges ii Ota k Executive Summary The Red Rock Creek Trail grade separation structures are two major bridge crossings required to safely provide uninterrupted pedestrian access along the proposed Red Rock Creek Trail alignment. Two crossings are identified in proposed study as alignments CIA and C3; to cross over Oregon Highway 217, the crossings are required to span the highway without interim support in the highway median. A lengthy ramp structure approach will be required at the south approach. The north approach also will require ramping to the main grade separation but to a lesser extent. Complicating this selection is the standing agreement between City of Tigard and TriMet to incorporate this pedestrian crossing into the planned Southwest Corridor(SWC)expansion of MAX light rail in the Portland metropolitan area, identified as alignment CIA.Alignment C3 is identified as a separate structure from the SWC structure. The Portland and Western railroad crossing on proposed alignment Al has been previously studied and the Type, Size, and Location report for that structure is available under separate cover. That structure remains unchanged, its location confirmed by further analysis within this report. Information concerning the anticipated TriMet MAX vertical clearance at this structure has been investigated and added to the proposed structure elevation and confirms that the proposed grade separation will provide vertical clearance for the MAX line without need to modify the structure grade. ---� srae(Trawl antograp clearance) � T:k rau I - I PC ,,E0.uvula ro.mlwuru w«v: -- h Ex `K. wE0. II I Qj I n1ulE ry NEI x.•icc. I riIM 10�') i�+ Ilr 12:Y 12,54 13.0• Planned Tnmet SWC location(per Trlmet preliminary alignment plans) Alignment A3 Portland and Western Separation with TriMet MAX line illustrated Red Rock Creek Trail Grade Separation Bridges 1 Otak Introduction and Background The Red Rock Creek Trail is a proposed two-mile multi-use regional trail located in the City of Tigard. The trail is designed to provide pedestrian and bicycle access in a single alignment through public right-of-way and public easements. Red Rock Creek Trail will be used to connect northern Tigard at Highway 99W/I-5 to a connection at its southerly terminus with the Fanno Creek Trail. This connection will be located between the end of SW Milton Court and the landing near the Tigard Public Library. This project is planned to eventually connect to the Tigard-Lake Oswego regional trail. Once completed this regional trail is expected to attract a high concentration of pedestrian traffic through the creation of a more complete, safe and grade separated, pedestrian traffic network. The Red Rock Creek Trail features two grade-separated crossings. One at the southern terminus crossing above the Portland and Western railroad tracks between the Hunziker Industrial Area and the parklands east of Fanno Creek and the other above Highway 217 southeast of the Highway 99 interchange. fe- iiie.. � `mss , 5,h, p„ __ , , ,,Iik„ ,,, 'r l `�-� ___ ,' . ___,..,_ 4 _.. ,.,.„,., . . m , 41.1 _ , _, __, _ Li J'-o' rn '86, (.27 Vrk 7 n,d A 0W.gal,/11f L'J ' riu[�p (7' VIA r '?O 1 myth 1 1 ” t(,7 1 ")) Tigard-Lal«OsW'egr3}Trait r. 060 SW Watt St -we FANNO CREEK1t?AIL ' For the railroad crossing, the nearest existing crossings are at-grade crossings located at Hall Boulevard to the west and Bonita Road to the east. This proposed grade-separated crossing would provide safe and consistent accessibility to pedestrians and bicyclists looking to cross these railroad tracks. Safety and accessibility are anticipated to increase the attractiveness and livability of the area leading to increased property values and associated commerce. The Hwy 217 crossing similarly has established grade separations with sidewalk facilities at the Hwy 99 bridge to the north and west and the SW 72nd Ave crossing to the south and east. The planned TriMet MAX expansion identified as the SWC currently shows a grade separation coincident with Red Rock Creek Trail alignment CIA. An agreement to pursue shared pedestrian access to this crossing between TriMet and the City of Tigard has been reached. However, the SWC project has been placed on indefinite Red Rock Creek Trail Grade Separation Bridges 2 Otak hold and currently has no planned date to continue toward final design or construction. An alternative alignment, C3, is proposed in a nearby location aligned at a 90 degree orientation to Hwy 217 resulting in shorter spans, leading to some cost savings should this structure be pursued independent of the SWC crossing. The following alternative analysis will observe topographic surveys, consider generic bridge superstructure and likely subsurface foundation construction costs to establish a preliminary estimate of project bridge costs to be applied to the overall trail alignment study. Design Criteria and Project Constraints The main design parameters for the grade-separated crossings are: • Width of Trail: 12 feet plus a two-foot shoulder on each side • Width of Bridge: 12 feet minimum inside of railings, 16 feet preferred (assumed for estimation in this report) • Minimum vertical clearance over Hwy 217: 19.5-feet above paved surfacing • Minimum vertical clearance over railroad: 23.5-feet from top of rail • Vertical Clearance over future MAX: Wire height under overpass—14 ft min (TriMet Design Criteria) • Minimum vertical clearance over Wall Street: 16-feet from roadway finish grade • Maximum continuous slope of trail for ADA compliance: 5%, or up to 8.33%with landings at 200-foot intervals • Assumed structure thickness at mid-span over Hwy 217: 5-feet(trail surface to bottom of structure) Figure 1: Typical Bridge Section (maximum federal standards shown) PROTECTIVE SCREEN OVER 16'BETWEEN RAILS PREFERRED /// RAILROAD 12'BETWEEN RAILS.MINIMUM 9'-7"MIN 0 PROTECTIVE { oft SCREEN HEIGHT Pri} 1 3'-6"MIN. RAIL HEIGHT Alternatives The Portland and Western Railroad crossing has been studied in-depth and a Type, Size, and Location report is available under separate cover. The conclusions of that report remain generally valid for the current trail alignment study and no further analysis has been attempted in this report. Alignment CIA is expected to be applied to the SWC grade separation structure and structure types and configurations appropriate for light rail transit would be selected for that alignment. This report does not attempt to re-create work performed in the preliminary study of the SWC alignment. Red Rock Creek Trail Grade Separation Bridges 3 Otak A stand-alone structure along alignment C3 would require a main span over the highway of approximately 250 feet in length to avoid any column support at the OR217 median. This can be achieved using a number of structure types, some structure types that have been successfully installed at this length include: • Steel Truss • Suspension • Arch • Stress Ribbon Examples of each of these types that have been constructed with similar spans include: 41- (I Oil .1 „' ; i 'i 9 i/ i J- , V. "t� 1 __ _ KISS[M MEE rnnlc I s .- MI IJi.4d 1 .— .i ..'T .--, ...... ...Jill , 1 :, -_ , -- - „. ,. .. , ....,....:., ..,4 _ .,....„ 4.. . • 4t..• ____ ...• ...„ _ t%A'..:44...r . '`;.. ..",,,'... ,65.4,r_.-t..4._ - Kissimee Trail Truss Bridge Steel truss(approx.225 ft main span) ''..' ' l''',b' - ''F'Ikthi; ‘04.4iii. ".11. ^...,,t-eisez. 74r,-; _".. c-- , .,;.. .„.,,- :. ;4 _ 4)11v 'tI w . / -�tt 3 " .•06.'''''''+ Holbein Bridge(hybrid suspension bridge, approx. 400 ft main span) Red Rock Creek Trail Grade Separation Bridges 4 Otak 7 / ••''),4"-, - - _ French Prairie Bridge (tied arch, approx. 300 ft main span) • • • .4 4. 4 e: ZA,46 1r4 • < r' • Stress ribbon bridge, approx. span 300 ft For simplicity the north and south approaches are anticipated to be cast-in-place concrete slab viaduct- style structures comprised of numerous 30 to 40 foot spans as required to elevate the trail above the roadway and return to grade. Elevators are not included in this estimate due to the high cost of maintenance and concerns for user safety. Red Rock Creek Trail Grade Separation Bridges 5 Otak Cost Estimates Square foot estimate of the bridge structure over the Portland and Western Railroad has been previously estimated at$2,085,000 for the bridge structure with total cost to construct of$6,900,000. On a per square foot basis this equates to$425 per square foot of walking surface area. Applying this cost to the main span of the Hwy 217 crossing that span can be anticipated to be 250ft x 16ft x$425/SF = $1,700,000. The approach structures are estimated at$300 per square foot of trail area. Total anticipated length of approach to both ends of the structure is estimated to be 850 feet of viaduct structure. The cost for approaches to the C3 alignment bridge is estimated to be$4,080,000. Table 1: Preliminary Project Costs, Hwy 217 Grade Separation Main Span Construction Cost $1,700,000 Connecting viaduct Cost $4,080,000 Contingecy(40%) $3,264,000 Engineering Services(20%) $1,803,800 Construction mangement(15%) $1,356,600 Total Structure Cost $12,209,400 Total costs for both grade separation structure, irrespective and independent of a TriMet SWC structure, is estimated to be$19,200,000 to complete both major structures. Red Rock Creek Trail Grade Separation Bridges 6 Otak A a) a O i a U) 73 Tu i- 0 a a) a c 0 03 o 0 —J c co a) N 7) a) a W X c a) a a Q F - - .. ` - _ - ,ro __a_' _ w i .-mss y ,t/[,, 4 ...1 . lb. .- - -r _ 410' ..4-4 J.' 404- -J� � _ 411001: 4411".' . . . a` t` 1 i�� ^` 1 . .o' fir Fields Property - Red Rock Creek Trail Bridge Type, Size, and Location Report Final Submitted to: Prepared By: Skip Grodahl Otak, Inc. DBG Properties, LLC 700 Washington Street, Suite 300 2164 SW Park P1 Vancouver, WA 98660 Portland, OR 97205 Project No. 17052.005 January 8, 2021 Otak ii► TABLE OF CONTENTS Page Executive Summary 1 Introduction and Background 3 Design Criteria and Project Constraints 5 Alternatives Studied 8 Bridge Options 9 Renewable Energy Installation Addition 14 Trail Options 14 Cost Estimates 21 Evaluation for Selected Preferred Alternate 21 Conclusion and Next Steps 22 Appendices Appendix A—Preferred Alternate Drawings and Cost Estimate Appendix B—Examined Alternates Drawings Appendix C—Examined Alternates Cost Estimates Appendix D—Handrail Protective Fencing Exhibit Appendix E—Renewable Energy and Resiliency Study Appendix F—Drainage Memo Appendix G—Rail Crossing Order Draft Appendix H—Preliminary Foundation Report Figures Figure 1: Red Rock Creek Trail 4 Figure 2: Typical Bridge Section (maximum federal standards shown) 5 Figure 3: Typical Trail Section 5 Figure 4: Typical Bridge Profile 6 Figure 5: Site Constraints West of Railroad 7 Figure 6: Reserve Street Pedestrian Bridge, Missoula MT 9 Figure 7: Bowstring Truss Bridge 9 Figure 8: Woodburn Interchange Lighting, Woodburn, OR 10 Figure 9: Spring Creek Bridge, Winthrop WA 11 Figure 10: Cable Stay Bridge 11 Figure 11: Up Lighting at Tillicum Crossing Bridge, Portland, OR 12 Figure 12: Cantilevered Arch Truss Bridge 13 Figure 13: Examples of Black Painted and Weathering Steel 13 Figure 14: Examples of Oregon Green Color 13 Figure 15: Trail Connection Option 1 16 Figure 16: Trail Connection Option 2 17 Figure 17: Trail Connection Option 3 18 Figure 18: Trail Connection Option 3, Mirrored Alignment 19 Figure 19: Elevator Connection Option 20 Fields Property-Red Rock Creek Trail Bridge i Alternatives Analysis Otak Tables Table 1—Cost Comparison of Bridge Options 21 Table 2—Cost Comparison of Trail Options 21 Table 3--Preliminary Recommended Design Project Costs 22 Fields Property—Red Rock Creek Trail Bridge ii Alternatives Analysis Otak .\<csa PROI J �NGINEF4) 3_ 17,26 PE r,,N 6 0. G• 0` Off.., r 19, N� <,(, M NE-�'C 01-21-2021 RENEWS: 12-31-2022 Prepared by Elizabeth Gregg Reviewed by Scott Nettleton, P.E. Fields Property-Red Rock Creek Trail Bridge iii Alternatives Analysis Otak Executive Summary The Red Rock Creek Trail is a proposed 2-mile multi-use regional trail located in the City of Tigard. When complete, the trail will connect northern Tigard with the currently under design Fanno Creek Trail connection between the end of SW Milton Court and the landing near the Tigard Public Library. The Red Rock Creek trail could also provide pedestrian and bicycle access to recreation fields which may be constructed in the undeveloped area between this new segment of the Fanno Creek Trail and the adjacent railroad. When complete, this section of the Red Rock Creek Trail will provide grade separation above the Railroad for connection to the eventual build-out of the Tigard-Lake Oswego regional trail. The regional trail will establish a network of connectivity and a specific concentration for pedestrian traffic to the site to avoid an at-grade crossing with the inherent dangers of crossing the railroad and an expectation of attractive and high usage volumes. Completing this connection, the trail alignment crosses the existing railroad tracks between the Hunziker Industrial Area, currently being developed, and the park setting east of Fanno Creek. The rail alignment is owned in part by Portland and Western Railroad, a subsidiary of Genesee and Wyoming railroad. Trimet is currently in the preliminary design phases of Southwest Corridor light rail extension, which positions the light rail along the on the east side of this railroad right-of-way and it is anticipated that the Agency will purchase a segment to support this alignment. Currently,the nearest crossings of the railroad in this area are at-grade crossings at Hall Boulevard to the west and Bonita Road to the east. The purpose of this alternatives analysis is to examine structure types, gather relevant information through engineering investigations with topographic survey, subsurface foundations exploration, search of public records and contact with directly affected parties to define potential outcomes leading to a preliminary recommended design that defines the budgetary requirements to achieve project completion. Initial brainstorming considered all structure types and configurations. The given need to span above the railroad and given clearance needed favored structure types with the superstructure above the deck level to minimize the bridge landing elevation, and hence the path length to grade in the park. This eliminated deck girder type structures, such as a typical prestressed concrete girder bridge from further consideration. This initial brainstorming identified six structure types to be pursued, ranging from conventional truss to long span cable supported structures.All six alternates featured steel superstructures to minimize the superstructure depth,thereby reducing the approach height, length to grade, and slopes for ADA compliance. Steel structures also respect a major City of Tigard area employer, Fought and Co.; Fought participated in type selection meetings. The initial set of structures were reduced to 3 viable alternatives through discussion with the interested parties. These are, in order of anticipated cost:A two-span bowstring truss; a cable stayed, single tower structure; and a unique cantilever truss configured with the truss above a suspended deck surface below. In addition to the structure types, approach alignments and grades at either end have been considered with understanding that Americans with Disabilities Act compliance for both the bridge and the approaches is required. To the east the bridgehead connection has been developed and coordinated, to date, with the planned site development of the Fields Property, and to the west the design standard for the Fanno Creek trail has been emulated. Several alignments and access options, including consideration of a public elevator, have been developed, the costliest being those that rely on high walls to avoid ROW impact to the adjacent railroad property. Approaches that incorporate an elevator were eventually rejected due to long term maintenance concerns despite being price competitive. Fields Property-Red Rock Creek Trail Bridge 1 Alternatives Analysis Otak The preferred alternative is a bowstring truss bridge with an anticipated budget to completion, not considering future inflation, of$6,685,000 including completion of engineering design and construction activities. FIELDS PROP-RTV ,A,,,,,, E--- - Mi -r_ GRADEAPPROFIX SN ttEnaAr i i AMOUR rewlronn CLEARANCE EXIsnwG POWER 1 ',_ ki LINE TO BE ,\ I —APPROXIMATE � RELOCATED I -___--------/----- '' ' EXISTING GRADE I '.-----T 1 , Fields Property-Red Rock Creek Trail Bridge 2 Alternatives Analysis Otak Introduction and Background The Red Rock Creek Trail is a proposed 2-mile multi-use regional trail located in the City of Tigard. When complete, the trail will connect northern Tigard with the currently under design Fanno Creek Trail connection between the end of SW Milton Court and the landing near the Tigard Public Library.The Red Rock Creek trail could also provide pedestrian and bicycle access to recreation fields which may be constructed in the undeveloped area between this new segment of the Fanno Creek Trail and the adjacent railroad. When complete, this section of the Red Rock Creek Trail will provide grade separation above the Railroad for connection to the eventual build-out of the Tigard-Lake Oswego regional trail. The regional trail will establish a network of connectivity and a specific concentration for pedestrian traffic to the site to avoid an at-grade crossing with the inherent dangers of crossing the railroad and an expectation of attractive and high usage volumes. Completing this connection, the trail alignment crosses the existing railroad tracks between the Hunziker Industrial Area, currently being developed, and the park setting east of Fanno Creek. The rail alignment is owned in part by Portland and Western Railroad, a subsidiary of Genesee and Wyoming railroad. Trimet is currently in the preliminary design phases of Southwest Corridor light rail extension, which positions the light rail along the on the east side of this railroad right-of-way and it is anticipated that the Agency will purchase a segment to support this alignment. Currently, the nearest crossings of the railroad in this area are at-grade crossings at Hall Boulevard to the west and Bonita Road to the east. The purpose of this alternatives analysis is to examine structure types, gather relevant information through engineering investigations with topographic survey, subsurface foundations exploration, search of public records and contact with directly affected parties to define potential outcomes leading to a preliminary recommended design that defines the budgetary requirements to achieve project completion. DBG Properties, LLC and City of Tigard have reached an agreement to study the feasibility of a grade separated crossing originating on the Field's Property development owned by DBG. This crossing would provide a more direct link to the Fanno Creek Trail and library, while also providing value to the Field's Property development. Otak, Inc.was retained by DBG to perform an alternatives analysis for the proposed crossing. The park property to the west is under joint ownership by the City of Tigard and Metro. The east bridgehead is on the DBG property and spans Wall Street/Tech Center drive currently being constructed parallel to the railroad alignment. Trimet and Genessee and Wyoming Railroad are affected landowners but are not party to this study. Fields Property—Red Rock Creek Trail Bridge 3 Alternatives Analysis Otak Figure 1: Red Rock Creek Trail l•• City of Tigard ±;:rr».e„.'-• td'4• sw.TiailsP'X;f, 4t - II■ " Red Rock Creek Trail11$ - • b• -•• • � - • IiiIlt;ARD Regional Context ;'•i;41.......P.11 -••••• ,�4 err 4.1" . ' . ~ ;.- „;•, „� v • i • , a� �a • t�IM w �� Proposed Red Rock CreekTrailAlignment Study •- �'i,` rt 1R 11 11, K: V Existing Red Rock Creek Trail I; . 'M7,. 4, BLVU .. ^ '' 'tet` i. BAftgrJ� , ii \/ Existing Regional Trails �. ..• ' ..4r' . �”, j ' "n,^. Streams Pit, �yr..00 t` : • • ' i_?.: .,1,,,, '''—liarit,ji: sai-4,.f•ljtr..11,4ti ). vs:.„•,t, '- .1.: • '/..* • /- • l .t ' {.., 0 h SPG., / (1 �: -s� .' Y a „yo- ,1• 34 1- =: T 4 �,,,C,7b.• •t/� c�' ! ' '0_7; . r !{ `f• ' , r. _}��/ YC,• •{l i' • SCJ, ,, I • • may 3 40 PPS ,r'0. � ,l ? ,� •it -'"1 - } d 'til - _--.. OU7 •- 1I•I • .b ' i• If lam•' t.,.• - ,, -r f M Downtown - ' ;. -. ''r .I. • 'J. . . ' if , '. i .V. Tigard rf q�• . -•r : a t ..Ri Existing RR `=i- 1 Tigard . e:_ ' S •f .. L. if Crossing •'1 Triangle ,• 10 1 ..` f , ',\ '• • A Y 'Y.®Ge• - 7"c- eek " 4w �t \. • '�S1• ", r; 1, ��%`-' M is ♦ ....-N.:!' f "s r S¢ '• '••'t -.. m.1' • ;J K ` , '` 'Fields Propertyl ± . 'At' •-i; '.';' ' ' development ,i•`' A. Y ,. ,r Proposed RR w\ <�,,4, 3•, H }-.. ,z '�' Crossing '' .• :: Tigard fibra /a '4114/1 r ' fs''' ter � 6' ' FI,• to-r : • sv P . --... - ral • rl Image Courtesy of City of Tigard Fields Property-Red Rock Creek Trail Bridge 4 Alternatives Analysis Otak Design Criteria and Project Constraints The main design parameters for the crossing are: • Width of Trail: 12 feet plus a two-foot shoulder on each side • Width of Bridge: 12 feet minimum inside of railings, 16 feet preferred • Minimum vertical clearance over Railroad: 23.5 feet from top of rail • Minimum vertical clearance over Wall Street: 16 feet from roadway finish grade • Horizontal clearance along Railroad: 25 feet from centerline of track • Maximum continuous slope of trail for ADA compliance: 5%, or up to 8.33%with landings at regular intervals • Seismic Design: 1,000-year Life Safety This crossing poses several safety concerns for users of the Red Rock Creek Trail.The current crossing is an at-grade crossing of the railroad, and Hall Boulevard currently only has sidewalks on the far side of the street, requiring additional work along Hall or an at-grade crossing of a busy street. With the planned location of the Red Rock Creek Trail, connecting to this crossing also requires around three-quarters of a mile of out of direction travel. Typical bridge and trail sections and a typical bridge profile are shown in Figures 2 to 4. Figure 2:Typical Bridge Section (maximum federal standards shown) ,— PROTECTIVE / SCREEN OVER 16'BETWEEN RAILS.PREFERRED / RAILROAD 12'BETWEEN RAILS,MINIMUM 9'-7"MIN. PROTECTIVE0141 SCREEN HEIGHT , f 3'-6"MIN. RAIL HEIGHT f di Figure 3: Typical Trail Section 2'Shoulder 12'Shared-use Path 2'Shoulder ~- 4:1 Max. ax. f— 4:1 t'43"' "! L— �I...,<-7,:'-' r � '_-‘ X) - , ✓�v r� .4�� .Max ACP Wearing Course \\\ Level 2,i"Nom.Thickness 3" Aggregate base Nom.Thickness 6" Fields Property-Red Rock Creek Trail Bridge 5 Alternatives Analysis Otak 16'Shared use Path 1 r 0 O ? : Handrail(typ.) \ \Reinforced Concrete Deck Precast Prestressed Concrete Slab(Typ.) Figure 4: Typical Bridge Profile _....mmosiv,...02- . 6-fings ..„.....1,20...,ciwoumtid_t_i_t.„ rte. It �, �a.r....4 - L� wr+* ' I. EIELos PRG=E o-,rnu.i r--Vis---- J MPRO%.FIN'.SH �� / i GRADE ROADWAY , I MWiNuIA RAILROAD CLEARANCE-' II CLEARANOE r 1 BIM,POWER---..,L-_�� -AWRO%I4ATERELOCATED- It '� II l'. ,,..„..... ..___.„__ J In addition to these design criteria, there are other constraints on the project. These constraints include environmental impacts, the possibility of recreation fields being constructed on the west side of the railroad, extended ADA access to the crossing, impacts to the Field's Property development and use, and geotechnical design and analysis considerations. The proposed crossing will have environmental impacts on the undeveloped area near the Fanno Creek Trail. Trail alignments through this area should consider impacts to wetlands and known turtle habitat near Fanno Creek, impacts to oak savanna and other forested areas in the vicinity, and impacts to animal movements through the open fields area. Currently, plans do not call for lighting on the trail on the west side of the bridge. The design team has considered the potential for the completed trail to become a significant commuter route for bicyclists and pedestrians, but a more thorough analysis of usage would be needed to determine if installing lighting on the trail is a worthwhile investment, this analysis has not been performed here. It would be reasonable to assume that night use, given the contact between tis development and the Tigard downtown core area, may be a desirable attribute, and consideration for installation of infrastructure of electrical conduit and identified light pole locations as part of a future enhancement project is recommended. No costs for such installations have been included in the estimates with this report. The proposed crossing would also need to consider the possibility of recreation fields being constructed in the undeveloped area near Fanno Creek. Currently, Otak understands that this is not the preferred location for the recreation fields. However, as this site has not been ruled out, at least one trail alignment alternate should accommodate future recreation fields. Fields Property—Red Rock Creek Trail Bridge 6 Alternatives Analysis Otak Figure 5:Site Constraints West of Railroad 1 Fields Property Development 0 I Proposed Bridge Alternate Bridge Alignment Alignment :-7-:[,_"L.:"- ;;, :l ;_.. "'::••.... T,,..-" may - a3 _.-r----.-...t- 1_-_-- .i • -Railroad ROW •\ ! Bridge landing, Alternate Bridge \ Trail Connection Start landing Existing Woodland Boundary Potential Recreatn - Fields Area As\ Proposed Oak \ Savanna / '\ Proposed Fenno r Approximate Wetlands \ Creek Trail j l Boundary \� -� • ' ! - i J' FEMA 100 Year Floodplain ', Library Trallhead / Extended ADA access to the bridge should be provided on both ends in addition to ADA compliance on the bridge itself. On the west side of the railroad, access should be provided from the Fanno Creek Trail (also ADA compliant)to the bridge via a trail constructed on either earth berms, structure, or both. On the east side of the railroad, accessible routes should provide a connection from the Red Rock Creek Trail on Wall Street to the bridge. Accessible routes should also be located within the Fields Property to connect the greater development with the bridge on the south end. Though not an established hard constraint for the project, consideration should be given to maintaining a minimum trail radius on the west side access path in accordance with AASHTO recommendations for curve radius on a shared-use path. The minimum radius of 75 feet is based on an assumed bicycle design speed of 20 mph for shared-use paths in urban areas.At the time of this report the minimum radius requirement is understood to be a controlling constraint in order to capture state and federal funding for the project. Regardless, given the site constraints established at this time the west side approach design considers alternatives that do not meet this requirement in order to address environmental, land use and and aesthetic concerns. As bridge and trail options are being considered independently in this analysis,the final trail alignment will need to be adjusted to match with the final location of the west bridge landing. The proposed east side bridge landing is located on the south end of the Fields Property immediately adjacent to proposed office buildings. Currently,the site plan for the office buildings is still in development, but the bridge design should consider the effect of the bridge landing on the office buildings and continued coordination is required to ensure that the bridge landings and office buildings are located in the optimal positions. In particular the alignment of trail access to the east bridgehead will fluctuate as the site design continues to be developed and that access is currently considered to be a part of that development. It is understood that an ADA accessible path from Wall Street to the property buildings is a desirable feature of the site development and will be included with that final site plan. An estimate of the costs for the east bridge head is included in the cost estimates in this report. Fields Property-Red Rock Creek Trail Bridge 7 Alternatives Analysis Otak Geotechnical investigations on the northeast side of the railroad near the Fields Property Development indicates soft soils and deep bedrock elevations.A preliminary foundation report detailing the investigations is attached in Appendix H. Based on the geotechnical findings, bridge foundations and foundations for bridge approach structures would be driven piles or drilled shafts. Borings also revealed the presence of liquefiable soils in the area. In an earthquake event, these soils could settle by up to 5 inches. Approach embankments, retaining walls, and any other structure not on deep foundations would be designed for potential settlements. Alternatives Studied Based on the above design constraints along with environmental and geotechnical considerations, various trail and bridge options were developed. Of the many bridge types and configurations considered, three options where selected for further study based on aesthetics, site configuration, and cost. The overall aesthetic of the bridge design was chosen to harmonize between the railroad crossing, the developed property and the natural park settings of the site. Generally, the railroad aesthetic incorporates use of truss or lattice elements and "rusted"steel emulated with weathering steel where possible, or painted steel in a brown or black coloring, again to emulate the industrial style of the surroundings. In addition to the railroad aesthetic, the bridge would also need to mesh with the look of the Field's Property development on one end and the natural field and forested areas on the other. To accomplish this, preference was given to bridges utilizing a modern structure type, enhancing the development, muted colors reflecting the natural park environment and looking to incorporating industrial elements that would reflect the historic use at the site where appropriate. The configuration of the bridge and trail considers several factors. First the bridge landing on the Fields Property development has some impact on the layout of the office buildings planned in this location. Because of this,two bridge alignments were considered. The first alignment is perpendicular to the railroad. This reduces the overall length of the bridge and therefore the overall costs but requires the office buildings to be shifted southeast or reduced in size. The second alignment is angled to the railroad, which helps the bridge to connect more easily to the planned access route from the Field's Property and increases the available room for the office buildings; however, it also lengthens the bridge by approximately 20 feet with the associated increase the bridge costs for all options. Based on geotechnical investigations, all bridge options will be founded on deep foundations. Driven piles are the preferred foundation type as they are generally less costly, however, at the center support for two span options founding on a drilled shaft may be more economical given there is limited space available to locate between the constructed Wall Street and the railroad right-of-way line.This limiting space would affect the number of driven piles that can be used for that foundation. In order to achieve the required foundation strength, a drilled shaft would likely be required given these restrictions. It is recommended that final design, however, consider a number of factors. These include the imminent change in ownership. This location is currently being considered for purchase by Trimet for a light rail corridor. While Heavy Rail has restrictive requirements for placing foundations within their property, which would be costly to accommodate, light rail is considerably more flexible and if at the time of final design, the purchase has progressed coordination with Trimet may allow for a driven pile foundation at this location. Additionally,while Wall street is recently constructed, it may prove economical to deconstruct and re-build a portion of the shoulder of this roadway, again to accommodate the wider pile supported foundation. Should either of these scenarios prove too restrictive to the construction there will be some increase in mobilization costs to use both drilled shafts and driven piles, but these costs will likely be offset by the difference in price between driven piles and drilled shafts. This has been assumed and captured in the estimates prepared for this report. Fields Property-Red Rock Creek Trail Bridge 8 Alternatives Analysis Otak Bridge Options Option 1—Bowstring Truss The first option studied was a two-span bowstring truss bridge.This bridge was chosen for its widespread availability and relatively low cost.The bowstring truss style is chosen over the more typical rectangular truss type for its more graceful aesthetic. Figure 6: Reserve Street Pedestrian Bridge, Missoula MT LI/ i• s -e•-r '•..-[. j2 a` _ d R • - .i a:, -- �,a, - - __.- _ r ¢ L at i ! r 2. ., fir,' ► . sl + �'- III1 _ - -1' — This underscores the aesthetic emphasis for the location. The underlying railroad is a typical switch yard configuration with multiple tracks and remains a difficult aesthetic challenge for the immediate vicinity. The Fields Property is the first property to develop along this yard area for purposes other than an industrial development. The transition from the developed site into the more natural park setting to the west also demands a softer structure that deemphasizes the linearity and hard edges of the railroad. Figure 7: Bowstring Truss Bridge - -- �n�i�.► a.:.:.41.16f. VF:\/ 1v L i ...Z... a1! Mil al■1Aiilm�ir!r,Aii� /awls y- -nJ4GaAW r,,aur- r--_ ---- w�rca WA r.�.�o.,er o / =' ".�� r`"G" aaaw+ 1 1 I uwn.w wuwkcatrwu�e I ex sn-rar�x -L ------ / eusnc«.oe JIII Fields Property-Red Rock Creek Trail Bridge 9 Alternatives Analysis Otak The bowstring truss bridge features two spans; span 1 is 118 feet long, and span 2 is 190 feet long. Because of the difference in length, the truss spans maintain the aspect ratio of height to length which provides a graceful appearance in profile. This is even more significant in a foreshortened view, which will be the primary angle that the structure will be observed. The structure appropriately reacts to its site with the clear asymmetry in the overall bridge arrangement. The trusses would be fabricated with weathering steel out of respect to the railroad aesthetic. Bridge rails could be either conventional metal railings or decorative mesh panels set into the truss openings. Conventional metal railings would provide a more open feel but would require a separate section over the railroad for fall protection. Decorative panels would feel more enclosed but would provide better continuity across the bridge as the same panels can be used across the whole bridge. Lighting, if any, remains an issue of discussion. Aesthetic lighting could be applied to this structure with great effect similar to that applied nearby on the Woodburn Interchange crossing above Interstate 5. Figure 8: Woodburn Interchange Lighting, Woodburn, OR .4° r: 717 r :: i• popli 11 11 111 - ,,pi, --r- 1• + s` 1 • I Ili- The bowstring truss bridge would be fabricated in a shop and shipped to the site in pieces. The pieces would be assembled in a staging area near the bridge site and then lifted into place with cranes. This minimizes impacts on the railroad, thereby minimizing project costs. However, the placement of the bridge would still require a temporary closure of the railroad and Wall Street lasting several hours.As this project is still in the preliminary phases, no coordination with the railroad regarding closure times or duration has been performed. Fields Property-Red Rock Creek Trail Bridge 10 Alternatives Analysis Otak Option 2—Cable Stay Figure 9:Spring Creek Bridge, Winthrop WA r. ` p ,4 r cl ., . - I f•\4 1 tpik / +` % c=, i .„N,+ # - , It. The second option studied was a single tower cable stay bridge. This bridge was chosen to provide a "signature" look with minimal impacts to the railroad. This structure type is particularly attractive as it can be erected in a section by section manner with limited impact to rail operations throughout construction. Figure 10: Cable Stay Bridge ____ -y 4� - STT 1 I I I 1.1-ix 41413- 1t< s .w Fields Property—Red Rock Creek Trail Bridge 11 Alternatives Analysis Otak The central support was designed to match the railroad aesthetic by mimicking the look of a truss portal frame, similar to the photograph of the Spring Creek structure. To further the aesthetic, the central tower would be fabricated with weathering steel. The placement of the central support is confined by Wall Street and the railroad right-of-way;this causes the central support to not be in the center of the bridge span. The bridge deck would be made of light, thin elements to further emphasize the central support, and provide a lighter, less busy look overall. Similar to the bowstring truss option bridge rails could be either conventional metal railings or decorative mesh panels. Conventional metal railings would provide a more open feel but would require a separate section over the railroad for fall protection. Decorative panels would feel more enclosed but would provide better continuity across the bridge as the same panels can be used across the whole bridge. Lighting, if any, remains an issue of discussion. Up lighting of structures of this type for aesthetic effect is a proven methodology to enhance the dramatic lines of the structure. Figure 11: Up Lighting at Tillicum Crossing Bridge, Portland, OR ii 41, fs IVO fit \\ • euit 'UM IMO • ''rr I �$ t; ; I ,;ii i I '.► ' +4111 R ' I ' The central support for the cable stayed bridge would be fabricated in a shop, then shipped to the site and erected. Deck sections would then be placed from the central support outward over Wall Street and the railroad. The deck sections are smaller and lighter that full sized truss spans and can be placed with smaller equipment, thereby reducing construction cost. This method minimizes impact to the railroad but would probably still require temporary closures of the railroad and Wall Street during the deck placement. Option 3—Cantilevered Arch Truss The third option studied was a three-dimensional truss structure with cantilevered trussed ends.This bridge was chosen to provide a unique, signature bridge structure while eliminating a central pier and causing minimal impacts to the railroad during construction. The cantilevered ends of this bridge would be constructed first. While the ends are being constructed,the center truss span would be assembled nearby. The center span would then be lifted and set into place and secured to the cantilevered ends. After the structure is in place, deck sections would then be suspended from the center span in a section by section manner. The deck sections are smaller and lighter than the center truss span and can be placed with smaller equipment,thereby reducing construction cost.This option has minimal impacts to the railroad and only requires one railroad closure as the center span is placed. Fields Property-Red Rock Creek Trail Bridge 12 Alternatives Analysis Otak This would be a unique bridge type and configuration without a known equivalent, bringing that notoriety to the bridge and to the City of Tigard. Figure 12: Cantilevered Arch Truss Bridge lc-4, 1 1It1 A,\ .1 \ . '` -- 4114111, _ .„_ i , ,'I.OW. rti . -./1 1 \,,..7..7' i-I 1 The aesthetic of this option differs significantly from the other two options. The profile of the bridge is asymmetrical, as the north east cantilever end is almost entirely buried while the south west end is entirely exposed. The center truss span serves as the focal point of the bridge with a light, thin deck suspended below it. The bridge could be made with weathering steel or painted black for a more historical look or could be painted in other colors for a more modern feel. For a different historical feel, the bridge could even be painted the same green color(Oregon green)as bridges like the St. Johns Bridge or the Coos Bay Bridge. Figure 13: Examples of Black Painted and Weathering Steel ,,' st .\----- , ; ....,,i; , ', „ :: ,.,,:.'.::\\I, _ _ . ...., , -...„ __ -a 1, 1 111151111111111011. Figure 14: Examples of Oregon Green Color lk $ LI .' !. J "'"'"' , ii I.ti, , ,4II .1 Idli1 IiI ,, - c- ' ''''. _ '",,,Pitii.„ f! rf .. V.° - ' •I I 'i. \-‘--,----.---':;.'?iir— - --#:;47---, II- f y .r, • "'y � �Ii f y 1r t 1. r'" .'' ...r,,, ,'I':'T I < yyy • _.- ...7 l O Ifa Top k 200S Fields Property-Red Rock Creek Trail Bridge 13 Alternatives Analysis Otak This bridge also has much more substantial foundations than the other options. Both compression and tension supports will be required to anchor the cantilevered ends.The compression supports will be founded on driven piles,while the tension supports will likely be micropiles. The increased size of the foundations will reduce some of the usable space for the office building development on the east side and the potential ball fields on the west side. Renewable Energy Installation Addition The Red Rock Creek Bridge has been identified as an important location for the City of Tigard's renewable energy and resiliency initiatives. The team has examined the feasibility of including renewable energy generation in the construction of the Red Rock Creek Bridge. The team performed a study of two options for Photovoltaic(PV)solar panel arrays located on the bowstring truss bridge option. PAE's conclusions and figures are included in Appendix E.The study concluded that PV panels placed on top of the bridge would produce enough electricity to offset the electricity used by bridge lighting, while excess production could be used to support renewable energy and resiliency goals within the City of Tigard. The first option places panels in a sawtooth pattern to achieve optimum angles for generation. This option creates visual interest for the bridge structure while providing the most efficient output for the individual solar panels. However, self-shading limits the size of the panels that can be used, reducing the overall output of the system to 30,000 Kilowatt-hours (kWh)of energy production annually. The second option places panels in-line with the top of the bridge. This provides some shading from sun and rain to the bridge deck.While the production of each panel is reduced due to sub-optimal placement angles, the overall output of the system is increased to 55,000 kWh due to the larger number of panels. In order to meet resiliency goals, access to power produced by the solar array would be available off-grid. In addition, a small battery array can be installed to provide onsite storage and allow power from the array to be used at night. Trail Options Several trail options for the connection to the Fanno Creek Trail were developed to a concept level. Three trail options and an elevator option were selected to be advanced for final consideration based on aesthetics, cost, environmental compatibility, drainage and public usage concerns. Due to the relatively narrow space between the proposed west side bridge landing and the Fanno Creek trail (approximately 140 feet at the narrowest)and the alignment length needed to make an ADA compliant trail, only Trail Option 3 meets the understood 75-foot minimum radius recommendation for horizontal alignment which is understood to be a requirement to access federal funding for this construction. All options use a 5% maximum grade ADA path from their respective connection points with the Fanno Creek trail up to the west side bridge landing, a vertical change of approximately 25 feet. Stairways, either concrete or steel, are also included as optional more direct routes up to the bridge landing. These would include bike troughs allowing for ascent.As the stairway routes are optional and not part of the ADA routes their placement in the drawings is preliminary and no associated cost difference between placement or material type is considered in the estimates. For the connection from the Fields Property, ADA accessible routes were examined connecting across the property development to provide access from Wall Street, Crestview Street, and Hunziker Street. The costs for this connection are based on the most recent site plan for the Fields Property Development, are included the estimates for bridge completion presented herein. Fields Property-Red Rock Creek Trail Bridge 14 Alternatives Analysis Otak It is important to note that although funding issues may arise if a horizontal trail alignment not meeting a federal standard is chosen, the smaller radii shown do not inherently make the trail unsafe, but rather would require more control and care for bicycle speeds. With sound engineering design a smaller radius trail at this location could still be made safe and usable for all trail users and travel modes. Aesthetics The west approach to the structure is contained within a natural park setting. Currently the area is an open field with grasses and some very low shrubs bordered by oak savanna typical to the low valley areas of western Oregon. Concepts concentrate on gradual slopes that would mimic natural hillocks ascending and providing area for the savanna to expand and climb up to the trail level. This is desirable as this is perceived as the ultimate development of plantings in the area and the desire is emphasize the transition from built structure of the bridge to grass covered surroundings into the tall oaks of the savanna. Costs The options considered are balanced between those with extensive structural work to avoid impacting the ground level and those relying on earth grading to provide the trail support. In general, earth grading is less costly than using structure. The use of a large retaining wall to avoid impacting the railroad property is ultimately the most costly approach Environmental Compatibility The locale is an extension of the lengthy natural area that is the Fanno Creek corridor. This corridor provides the limited pathway through the otherwise developed west side for animals to coexist with the human population. A primary goal of the Fanno Creek development is to preserve the area and promote this environment. Options examined consider the free movement of animals that inhabit the corridor with options to avoid the trail and human interaction without being forced into the developed railroad property. Another consideration for the elevator option in particular is the impact of routing electrical power to this area. Power to the elevator would likely be routed across the bridge from the Fields Property to avoid impacting the natural area in the Fanno Creek Corridor. Drainage Trail construction increases the impervious surface in the area. This increase always has the effect of concentrating flow, washing potential contaminants from the paved surfacing and decreasing natural infiltration detention. If not considered carefully, fill placed could impact wetland areas and change drainage patterns on site. In this case the wetland boundaries have been identified and options have been configured to avoid any impact. Final design will need to formally delineate wetlands and confirm this no impact status. The nearby Fanno Creek has been judged to be far enough form the site to ensure that no overland flow form the trail will be concentrated discharge. All flow will sufficiently infiltrate before reaching the creek or its tributaries. The extents of construction are above the identified flood plain and there is no identified danger of any floodplain rise with the additional fills presented. Further analysis of the drainage issues at the site can be found in Appendix F. Fields Property—Red Rock Creek Trail Bridge 15 Alternatives Analysis Otak Public Usage Discussion has centered on the transition of this project. Moving from built environment, over industrial development of the railroad and then immediately into the natural area. This development will draw a number of different users. Bicycle commuters, recreational users such as joggers, hikers and walkers, school groups examining the savanna, potential sports spectators and even a certain number of through travelers. Trail Option 1 Trail Option 1 is a sinusoidal path placed entirely on embankment that makes two sweeping curves (41- foot radii)down to the Fanno Creek trail with an optional concrete stairway leading down the embankment from the bridge landing, crossing the ADA path at approximately mid-length, and meeting the path again at existing grade. The embankment has a maximum 4:1 slope allowing for both maintenance and planting adjacent to the trail and would require a retaining wall adjacent to the railroad right-of-way full height (approximately 25 feet) up to the bridge landing and gradually lowering in height along each side following the slope of the embankment. The transition from the bridge to the trail connection is an immediate 90° turn at the bridge landing, which would require significant advance signing and warning (rumble strips in the deck surfacing)for bicycle users to significantly slow or stop at this location. In addition, the 41-foot radii curves do not meet the 75-foot minimum radius to capture state or federal funding and would require a reduced bicycle speed limit with the appropriate signing. This option would not allow for the construction of any recreational fields due to the large surface area required by the embankment and could present an obstacle to east-west wildlife movement through the area. The connection would however be completely outside of floodplain, environmental areas, and proposed oak savanna restoration areas. Aesthetically, this option would likely provide a natural appearance to trail users moving up from the Fanno Creek trail towards the Field Property, but the large retaining walls adjacent to the railroad could interfere with the view from the Fields Property itself. It would be recommended that the wall be situated to accept vine cover to soften the large concrete surface. Figure 15: Trail Connection Option 1 t . sin I um__... .:,. Railroad ROW - . Retaining wall ,n, — _ _ SZ7-Lm RetaMlug Wall • - '�. :11 Proposed Trail Connection c :: r.= iiiiiiiiiiiiiii IF,,,„iiiiii,iiimillo iti._,„„„r 7,.....,, ,.i t 2,z:0, Nil re,.0.,„,„,,...1..,hi it i.I i•a I..... Concrete Rao Y -~r Em6a ' McmeM Proposed taro Crick Trail - / (*sting Woodland Boundary i r Fields Property-Red Rock Creek Trail Bridge 16 Alternatives Analysis Otak Trail Option 2 Trail Option 2 is a combination of short bridge spans (approximately 40 feet) running parallel to the railroad and connecting to a curved section (30-50 foot radii)on embankment, with an optional steel stairway at the bridge landing. The embankment has a maximum 4:1 slope allowing for both maintenance and planting adjacent to the trail and would require a retaining wall adjacent to the railroad right-of-way with a maximum height of approximately 12 feet. The transition from the bridge to the trail connection is an immediate 90° turn at the bridge landing, which would require significant advance signing and warning (rumble strips in the deck surfacing)for bicycle users to significantly slow or stop at this location. In addition, the curves do not meet the 75-foot minimum radius to capture state or federal funding and would require a reduced bicycle speed limit with the appropriate signing. Figure 16: Trail Connection Option 2 Railroad ROWI txRmtlt�rtcwHft ,rrrtrrtrtilirrtnrtt-r-nv tit,, trfir,rrL Reialnn;Wall A ___ AIL=M4N 0 BMW?WO; 1a''• t { Q, // Sine`Sian'" / n! Prupoaad Trail Connairtnn --_ (43 Ct ri _ Embankment 11116'16... .1141 .4011 , Pronoun'Fauna Croak Trail / / /, e Ealstine Woodland boundary - f ., - '/ - cQ G o ;- / 1. 0 0 ° �:J _— Propasad wk Savanna/Woodla°d ---—— r— -�- The short bridge spans are precast prestressed concrete slab girders with a structural concrete deck on top. Foundations would be driven piles similar to those used on the main structure. This option would allow for the construction of a single recreation field by shifting the trail alignment as far to one side of the area as possible. The trail connection would extend into planned oak savanna areas but would be outside floodplain and environmental areas and would present the smallest obstacle to wildlife crossing through the area. Option 2 would also present the smallest visual impact to the area both from the Fanno Creek trail and the Fields Property. The highest portion of the trail would be bridge spans that would be open underneath,with a small compact embankment section to one side of the property. Trail Option 3 Trail Option 3 is a combination of short bridge spans (approximately 40 feet) and embankment section that accommodates a 75-foot minimum trail radius, with an optional concrete stairway running down embankment and connecting the Fanno Creek trail separately from the ADA path. The embankment has a maximum 4:1 slope allowing for both maintenance and planting adjacent to the trail and would require a retaining wall adjacent to the railroad right-of-way with a maximum height of approximately 5 feet. The transition from the bridge to the trail connection is a curve running tangent to the bridge alignment. Fields Property—Red Rock Creek Trail Bridge 17 Alternatives Analysis Otak Figure 17: Trail Connection Option 3 Railroad ROW Bridge spans Retaining Wal- .-*•.,-.- e' r,.—.-- - OM f _'.` ) Bridge Spans aarart*si �;.=!. a , if ���,r�r , 114. 1 J ����� ,„'____"-- 114. f Embankment -� j'�{�, rt 1 - leo.rte � ,18): r 0\ 1,7 5! _-- 4 , r Propositi Tran Connection -- �=-f` _1�" (Min,75 h.RidW) riC � [onaate Blair // s // " Existing Woodiand Boundary "-'r Proposed Fanno Creek!rad \, / Q© 0 / The short bridge spans shown are precast prestressed concrete slab girders with a structural concrete deck on top or simply cast-in-place concrete. Both span options are similar in price and cause little difference in the overall approach cost. Foundations would be driven piles similar to those used on the main structure. This structure provides topographic interest to the site for more adventurous users and provides animal passage in the east-west direction. This option would allow for the construction of a single recreation field by shifting the trail alignment as far to one side of the area as possible. The trail connection would extend into planned oak savanna areas outside floodplain and environmental areas. Care would have to be taken to avoid draining stormwater onto the railroad right-of-way, either through grading of the site or through a diversion system running under the embankment. The large embankment could present a visual impact to the area from both the Fanno Creek trail and the Fields Property. The drainage and visual impact could be partially or total mitigated by mirroring the alignment of the trail. This mirrored alignment would be out of view of the office buildings, and more area would be available between the embankment and the railroad to divert stormwater. The mirrored alignment would also connect to the Fanno Creek Trail closer to the library and would have the same construction cost as the original alignment. However, mirroring the trail alignment would not allow for the construction of recreation fields. Fields Property-Red Rock Creek Trail Bridge 18 Alternatives Analysis Otak Figure 18: Trail Connection Option 3, Mirrored Alignment Railroad ROW 'I um Now •m - Bridge spans l yr �� I AN:1$°I1S°14 11=I r4r( '.:*4\4 4 4 6...........,.:•ig41%..\10,.. %' B+rdge Spans :„, FmbanklneM \.:0,........ --...0":„..3. ...7".•••••••••► Concrete Stair __---—�- Propowd Trait Connection �.---" (Mn.K ft.Radius) `Propoeed lamp Creek Trail / basting Woodland Boundary \,„ 14. . Elevator Option Several configurations for a public elevator and trail were considered. All options featured an elevator and stairs connecting the bridge landing to an at-grade plaza. A trail connects the plaza to the Fanno Creek Trail. A preferred elevator option was selected for comparison to the trail alignments. Drawings of all considered elevator options are included in Appendix B. The recommended preferred elevator option is shown in Figure 19 below. This option features a glass and steel elevator tower and curved stairs connecting to a plaza area at ground level. Bridge and stair landings act as viewpoints for the surrounding oak savanna restoration area. The plaza features seating areas for small gatherings and is slightly elevated above the surrounding plains to separate the plaza area from the natural areas and provide amphitheater type seating on the north side. This slightly reduces the vertical distance to the bridge landing and provides drainage away from the plaza. The plaza is connected to the Fanno Creek Trail by a short trail section with ADA compliant grades of 5% or less. The trail is surfaced with asphalt while the plaza, stairs treads and landings, and bridge landing have assumed concrete surfacing. Fields Property—Red Rock Creek Trail Bridge 19 Alternatives Analysis Otak Figure 19: Elevator Connection Option 1 1 t1--4-1-14-l-1-1-?4till ! Railroad ROW , 11 1 1,------- -i+i-tier.iii --m- -. ..,0- --as-- . -mo1-=,..._. u'• ... .a - High Overlook � \ Elevator at on North/SouthAxls g \1((�j __ -Elevator Door Concrete Amphitheater Stairs a' concrete Plaza --- -- P ,, �`'� vpi°i Specimen Tree' Concrete Bench,Typ.-- `t;� 14101 - -c` RIV" {,fir%A '� Stair Overlooksiltr , el t , \lib. ADA Trail. au►� j Proposed Trail Connection --- /" //''/ Existing Woodland Boundary-,s, - - Proposed Fanno Creek Trail -, i.-j ' —( / l / Fields Property-Red Rock Creek Trail Bridge 20 Alternatives Analysis Otak Cost Estimates A comparison of costs for the bridge and trail alternatives are shown in Table 1 and 2. These tables show the project cost of the bridge and trail options including a 30% construction contingency, City of Tigard project administration costs (20% of construction and design costs), and costs for engineering and construction services (12% each). Engineering costs also cover costs for permitting and design costs associated with project funding from federal grants. Table 1: Cost Comparison for Bridge Options Bridge Option Project Cost Bowstring Truss $3,678,292.80 Cable Stay $4,283,433.00 Cantilever Arch Truss $6,729,660.00 Table 2: Cost Comparison for Trail Options Trail Option Project Cost Option 1 $3,180,580.20 Option 2 $2,343,915.00 Option 3 $2,574,813.78 Elevator Option $2,160,486.00 As shown in Table 1, bridge options increase in price as the bridges become more complex, with the basic bowstring truss option being the least costly and the unique cantilever arch truss being the most costly.The cost of the cable stay bridge is approximately 120%that of the bowstring truss, while the cost of the cantilevered arch truss is 180%. The costs of the trail options are shown in Table 2. Trail options 2 and 3 have roughly the same cost, while option 1 is more expensive due to the extensive, tall retaining walls along the railroad. The cost for the elevator option includes an amount for present value of maintenance and operation costs for the elevator, which are expected to be much higher than maintenance costs for the graded trail options. The estimated cost for maintenance of the elevator is approximately$6,000 per year for annual and preventative maintenance with a major service costing $30,000 occurring every 10 years. Operating costs for the elevator are estimated at$6,500 per year. The cost of 50 years of elevator operation as a present value lump sum have been added to the final cost to completion. The cost of a renewable energy installation is added to the cost for the bowstring truss bridge option. If an in-line solar panel array and battery array are installed (most costly option)the cost of this addition is estimated at an additional$615,693 raising the expense for completion for the bowstring truss bridge to $4,295,693. Evaluation for Selected Preferred Alternate The preferred alternate for this crossing was chosen after discussion with involved parties including City of Tigard, DBG Properties, and the Fields Parcel 2 Design team. Based on this discussion, the preferred alternate for this crossing is a bowstring truss bridge paired with trail option 3.These alternates were chosen based on several criteria. The most important criteria for selection were cost, aesthetics, and site configuration. Other criteria for selection included potential environmental impacts, railroad impacts, long- Fields Property-Red Rock Creek Trail Bridge 21 Alternatives Analysis Otak term maintenance, and construction schedule. Renewable energy installation would be an additional cost that may be considered further by City of Tigard, depending on the availability and type of funding used for this project. Of the three bridge options, the bowstring truss is the least costly. It also has aesthetic advantages: it works well with the railroad and industrial aesthetic of the site while also being less obtrusive than other options when viewed from the office buildings. It has minimal impacts to the railroad, since it can be placed during a single railroad closure. If there are no unforeseen delays, construction can likely be accomplished in a single season. During the selection process, a concrete bridge alternate to the bowstring truss was considered. The concrete alternate produced a savings in direct bridge cost but required a much higher profile grade that resulted in unacceptable impacts on the approaches and even greater approach cost impacts than the savings in bridge cost. Therefore, the concrete alternate was eliminated, and the bowstring truss was chosen as the preferred alternate. Trail option 3 is the preferred approach alternate, and the mirrored trail 3 alignment is preferred if no recreation fields are to be located at the site. Trail option 3 is one of the least costly trail options and the configuration of Trail option 3 is also beneficial for attracting state or federal funding, as it is the only trail option that features the recommended 75-foot-radius curves.Trail option 3 has minimal environmental impacts, and the gentle slopes of the embankments can be used as an extension of the oak savanna restoration area. If the alignment in mirrored, no walls will be required along the railroad and drainage toward the railroad can be diverted more easily. A mirrored alignment has the additional advantage of placing trail users closer to the library and is out of view of the office buildings. Conclusion and Next Steps The purpose of this alternatives analysis was to examine structure types, gather relevant information through engineering investigations with topographic survey, subsurface foundations exploration, search of public records and contact with directly affected parties to define potential outcomes leading to a preliminary recommended design that defines the budgetary requirements to achieve project completion. Within the scope of this report, the preliminary recommended design is a two-span bowstring truss bridge paired with trail option 3. The total project cost is $6,685,000.A breakdown of costs is included in Table 3. Table 3: Preliminary Recommended Design Project Costs Bowstring Truss Construction Cost $ 2,085,015.45 Trail Option 3 Construction Cost $ 1,459,851.86 Fields Property Bridgehead Construction Cost $ 244,762.68 Contingency(30%) $ 1,136,889.00 Engineering Services(12%) $ 454,755.60 City of Tigard Project Administration (20%) $ 848,877.12 Construction Services(12%) $ 454,755.60 Total Project Cost $ 6,684,907.32 Funding for this project is expected to be sourced primarily from state and federal grants, with further contributions from local interested parties. This report is intended to inform interested parties of the associated costs of the project and aid in grant applications by providing preliminary design information. Identification of specific funding sources is not within the scope of this report. Fields Property-Red Rock Creek Trail Bridge 22 Alternatives Analysis Otak Appendix A Preferred Alternate Drawings and Cost Estimate Otak iii► Y; mil SSflaL ONIH±SMO8- 31VN2i311V 3Jalb8 I of O\ 0 1 NO O'aaV I1 do IUDp j > 3901218 N33213 M30210321 a g I ' a P. F 1 A1213dO21d 50131d = . a ili R 3 , x ia : I , I I I •r.-I.18 Tit11 �I , I 1 1111111111111111111111111111 U-�J1. I IIII 1111111111111111111IIIIII ,N 01 () 111111111111111111 11111111 1141. 1111111111111111111111111111111 i1 '1 11111111111111111111I�I111111Il�1111111111111111111111111111111111 ail —1- 1111111111111111111 11 11111 IT1 Illllllllllllllllllllllllllllltip:9 .- 7g illiil1111ii11iiiil iiiillii im, 111liililliii1111liiili111111ll Al1 III111111111111H X11111 IIII i1 IIIIIIIIIIIIIIIIIIl1111111111111i11 ' F, ` �SI 18 grill ,)ij � e. -1 ''"of a: 9e- ►ice:. 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LLJI '.. -- - A \ % \ '',.•-• ---.. 4?%7?) UJ / `% L' P140' ; , •Ir 8 / ,. fir: W o ` l �� i , LLI a y y�- ' o w j/' w t Y �. p Z o V w ..„,..„., . , 0,, .7-,.:. t„,, , , , , _ ,. F . , . _._ . ,, .,_ 1 i .;.-1°,.. �'1 '7 ry ii .x..1 ,_: .., rti ,ti 03 1 6 . ,. . . , ,,, , ,_\\I ..„,. lililii, i, . l'Plit • 40 1 I• o - W z ,. , 0 q ; ; • w •,,,, �,` m z `kr m z El i co z Q .J t. ,t i . 11 .� u_3 .iiiki'l i . _ CD r . 1 CI im • • � y If ''' CO • ', ....� moo. i Ce? .rl�'... ' 11' . 1 • ill „1 LLJ ) � r J Cc- , p N • a ° r• o z ! t1I : w 0 m �/ w RED ROCK CREEK TRAIL BRIDGE PROJECT - 30% COST ESTIMATE Prepared by Otak, Inc. Date: 12-09-2020 BOWSTRING TRUSS BRIDGE QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 345,000.00 $ 345,000.00 1 LS PROJECT TEMPORARY TRAFFIC CONTROL $ 10,000.00 $ 10,000.00 500 HR RAILROAD FLAGGING $ 75.00 $ 37,500.00 1 LS 310 FT 2-SPAN STEEL TRUSS $ 1,000,000.00 $ 1,000,000.00 65 CY CONC. CL.4000(FOR DECK) $ 1,500.00 $ 97,500.00 620 LF BRIDGE RAIL $ 275.00 $ 170,500.00 380 LF PROTECTIVE SCREEN $ 200.00 $ 76,000.00 160 CY CONC. CL.4000(FOR FOUND.) $ 1,500.00 $ 240,000.00 48 CY DRILLED SHAFT CONCRETE $ 500.00 $ 24,000.00 9600 LB DRILLED SHAFT REINFORCEMENT $ 1.50 $ 14,400.00 65 LF DRILLED SHAFT EXCAVATION, 60 IN $ 500.00 $ 32,500.00 720 LF FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 46,800.00 12 EACH DRIVE STEEL PILES $ 2,000.00 $ 24,000.00 600 SF RET.WALL, MODULAR GRAVITY $ 50.00 $ 30,000.00 1 LS UTILITY RELOCATION $ 50,000.00 $ 50,000.00 1 LS EROSION/WATER POLLUTION CONTROL $ 2,000.00 $ 2,000.00 1 LS LANDSCAPING $ 40,000.00 $ 40,000.00 TRAIL OPTION 3 (CONNECTION TO FANNO CREEK TRAIL) 12600 CY EMBANKMENT IN PLACE $ 30.00 $ 378,000.00 970 TON LEVEL 1,1/2 INCH ACP $ 125.00 $ 121,250.00 1300 TON AGGREGATE BASE $ 35.00 $ 45,500.00 650 SF CONCRETE STAIR $ 100.00 $ 65,000.00 220 SF RET.WALL, MODULAR GRAVITY $ 150.00 $ 33,000.00 865 FT HANDRAIL $ 100.00 $ 86,500.00 7000 SQFT CAST-IN-PLACE SLAB BRIDGE $ 45.00 $ 315,000.00 45 CY CONC. CL.4000(FOR FOUND.) $ 1,500.00 $ 67,500.00 1680 FT FURNISH 16" DIA. STEEL PIPE PILES $ 65.00 $ 109,200.00 28 EA DRIVE STEEL PIPE PILES $ 2,000.00 $ 56,000.00 1 LS LANDSCAPING $ 50,000.00 $ 50,000.00 FIELDS PROPERTY BRIDGEHEAD(CONNECTION TO FIELDS PROPERTY DEVELOPMENT) 2070 SF CONCRETE RAMP $ 18.00 $ 37,260.00 150 SF CONCRETE STAIRS $ 100.00 $ 15,000.00 740 LF PEDESTRIAN HANDRAIL $ 70.00 $ 51,800.00 2028 SF CONCRETE TRAIL $ 15.00 $ 30,420.00 1760 SF RETAINING WALL $ 50.00 $ 88,000.00 Subtotal $ 3,789,630.00 Contingency(30%) $ 1,136,889.00 Engineering Services(12%) $ 454,755.60 City of Tigard Project Administration (20%) $ 848,877.12 Construction Services (12%) $ 454,755.60 Construction Total $ 4,926,519.00 Project Total $ 6,684,907.32 Appendix B Examined Alternates Drawings Otak oMI w SSflbl ONI aLSMO8- 4 31VNe131Td 3JaI e I L Ip 45 p�ffi 1 NO93210'021V`JIl JOI.1IO i y bjS # 3Oa1218)133213 MOON 0311 a K A.L213dO2Id Sa131d - g a J P 3 _ a . , . g _IT____„_,„„ „ ,. ®'I 1 IIIIIIIIIIIIIIIIIIIIIII IIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIIII ,■;I Ili r' � E - 111111111111111111 11111111 1111111111111111111111111111111 '11_ 111111111111111111111 X111111 11111111111111111111111111111111 1,N IIIIIIIIIIIIIIIIIII II IIIA IIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 11 .� A $ 1111111111111111111 IIIIIIII I111111111111II1II1111I11111111 4!I 11111111111111111 iIIIII III' 111111111111111111I11IIIIIIIIIII 9 Ed d 3 E l 1 ,113 it k."1 \ 1 • rA s +1 LL 0 J. 1s Tim \ W W a:. _fir_ _ a ,► \ a a /%' \ a ISI � � ..I 11 \ • 8 L, 1 il / \ \\ II al / ' \ / \`: UIIIO Wo Z 1 -V A Clef AVIS 3-18V0-Z 31VN1218 2131-1V 390 € 4 I- �` 07V N003210'aNVOLLdOALIOdI 0 g 39thas>3M°N3021 4321 1s 11 I 1 A.L213dO2Id Sa131d ? . 1S i e i 8 S T a 1, II 4 14, II 111,11 .g Q n . xx. _ x w x s x e. _____II I_� 1: 11 IIIIIIIIIIIIIIIIIIIIIII WI IIIifIl11111111111111111111111 ill I ; SW r, IIIIIIIIIIIIIIIIII 111111TH 11111 1111111111111111111111111 111111111111IIIIIIIII IIlIII I I111111111111111111IIIIII 11 1 III1111111111111111 1/111111 rul_I 1111111111111111111111111 1��.. .. 1111111111111111111 IIIIIIIII 11,11 IIIIIIIIIIIIIIIIIIIIIIIII IIIIIIIIIIIIIIIIII III, IIIIIv. 111111111111111111111111 Al, e e sZ ::1 • A <' 1 I LL I � \ , 0. y 1S; T4I y\ re L . 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Appendix C Examined Alternates Cost Estimates Otak iii► BOWSTRING TRUSS QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 190,000.00 $ 190,000.00 1 LS PROJECT TEMPORARY TRAFFIC CONTROL $ 10,000.00 $ 10,000.00 500 HR RAILROAD FLAGGING $ 75.00 $ 37,500.00 1 LS 310 FT 2-SPAN STEEL TRUSS $ 1,000,000.00 $ 1,000,000.00 65 CY CONC.CL.4000(FOR DECK) $ 1,500.00 $ 97,500.00 620 LF BRIDGE RAIL $ 275.00 $ 170,500.00 380 LF PROTECTIVE SCREEN $ 200.00 $ 76,000.00 160 CY CONC.CL.4000(FOR FOUND.) $ 1,500.00 $ 240,000.00 48 CY DRILLED SHAFT CONCRETE $ 500.00 $ 24,000.00 9600 LB DRILLED SHAFT REINFORCEMENT $ 1.50 $ 14,400.00 65 LF DRILLED SHAFT EXCAVATION,60 IN $ 500.00 $ 32,500.00 720 LF FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 46,800.00 12 EACH DRIVE STEEL PILES $ 2,000.00 $ 24,000.00 600 SF RET.WALL, MODULAR GRAVITY $ 50.00 $ 30,000.00 1 LS UTILITY RELOCATION $ 50,000.00 $ 50,000.00 1 LS EROSION/WATER POLLUTION CONTROL $ 2,000.00 $ 2,000.00 1 LS LANDSCAPING $ 40,000.00 $ 40,000.00 Subtotal $ 2,085,200.00 Contingency(30%) $ 625,560.00 Engineering Services(12%) $ 250,224.00 City of Tigard Project Administration(20%) $ 467,084.80 Construction Services(12%) $ 250,224.00 Construction Total $ 2,710,760.00 Project Total $ 3,678,292.80 BOWSTRING TRUSS WITH IN-LINE SOLAR ARRAY OPTION QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 190,000.00 $ 190,000.00 1 LS PROJECT TEMPORARY TRAFFIC CONTROL $ 10,000.00 $ 10,000.00 500 HR RAILROAD FLAGGING $ 75.00 $ 37,500.00 1 LS 310 FT 2-SPAN STEEL TRUSS $ 1,000,000.00 $ 1,000,000.00 65 CY CONC. CL.4000(FOR DECK) $ 1,500.00 $ 97,500.00 620 LF BRIDGE RAIL $ 275.00 $ 170,500.00 380 LF PROTECTIVE SCREEN $ 200.00 $ 76,000.00 160 CY CONC. CL.4000(FOR FOUND.) $ 1,500.00 $ 240,000.00 48 CY DRILLED SHAFT CONCRETE $ 500.00 $ 24,000.00 9600 LB DRILLED SHAFT REINFORCEMENT $ 1.50 $ 14,400.00 65 LF DRILLED SHAFT EXCAVATION,60 IN $ 500.00 $ 32,500.00 720 LF FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 46,800.00 12 EACH DRIVE STEEL PILES $ 2,000.00 $ 24,000.00 600 SF RET.WALL, MODULAR GRAVITY $ 50.00 $ 30,000.00 1 LS UTILITY RELOCATION $ 50,000.00 $ 50,000.00 1 LS EROSION/WATER POLLUTION CONTROL $ 2,000.00 $ 2,000.00 1 LS LANDSCAPING $ 40,000.00 $ 40,000.00 1 LS IN-LINE SOLAR ARRAY $ 200,000.00 $ 200,000.00 1 LS BATTERY ARRAY $ 150,000.00 $ 150,000.00 Subtotal $ 2,435,200.00 Contingency(30%) $ 730,560.00 Engineering Services(12%) $ 292,224.00 City of Tigard Project Administration (20%) $ 545,484.80 Construction Services(12%) $ 292,224.00 Construction Total $ 3,165,760.00 Project Total $ 4,295,692.80 CABLE STAY QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 221,000.00 $ 221,000.00 1 LS PROJECT TEMPORARY TRAFFIC CONTROL $ 10,000.00 $ 10,000.00 500 HR RAILROAD FLAGGING $ 75.00 $ 37,500.00 1 LS 305 FT 2-SPAN CABLE STAY $ 1,250,000.00 $ 1,250,000.00 147 CY CONC.CL.4000(FOR DECK) $ 1,500.00 $ 220,500.00 610 LF BRIDGE RAIL $ 275.00 $ 167,750.00 380 LF PROTECTIVE SCREEN $ 200.00 $ 76,000.00 125 CY CONC.CL.4000(FOR FOUND.) $ 1,500.00 $ 187,500.00 44 CY DRILLED SHAFT CONCRETE $ 500.00 $ 22,000.00 8800 LB DRILLED SHAFT REINFORCEMENT $ 1.50 $ 13,200.00 60 LF DRILLED SHAFT EXCAVATION,60 IN $ 500.00 $ 30,000.00 720 LF FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 46,800.00 12 EACH DRIVE STEEL PIPE PILES $ 2,000.00 $ 24,000.00 600 SF RET.WALL, MODULAR GRAVITY $ 50.00 $ 30,000.00 1 LS UTILITY RELOCATION $ 50,000.00 $ 50,000.00 1 LS EROSION/WATER POLLUTION CONTROL $ 2,000.00 $ 2,000.00 1 LS LANDSCAPING $ 40,000.00 $ 40,000.00 Subtotal $ 2,428,250.00 Contingency(30%) $ 728,475.00 Engineering Services(12%) $ 291,390.00 City of Tigard Project Administration(20%) $ 543,928.00 Construction Services(12%) $ 291,390.00 Construction Total $ 3,156,725.00 Project Total $ 4,283,433.00 CANTILEVER ARCH TRUSS QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 347,000.00 $ 347,000.00 1 LS PROJECT TEMPORARY TRAFFIC CONTROL $ 10,000.00 $ 10,000.00 500 HR RAILROAD FLAGGING $ 75.00 $ 37,500.00 1 LS 395 FT SINGLE SPAN CANTILEVER ARCH TRUSS $ 1,800,000.00 $ 1,800,000.00 122 CY CONC.CL.4000(FOR DECK) $ 1,500.00 $ 183,000.00 792 LF BRIDGE RAIL $ 275.00 $ 217,800.00 380 LF PROTECTIVE SCREEN $ 200.00 $ 76,000.00 491 CY CONC.CL.4000(FOR FOUND.) $ 1,500.00 $ 736,500.00 1280 LF FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 83,200.00 16 EACH DRIVE STEEL PIPE PILES $ 2,000.00 $ 32,000.00 40 EACH MICROPILES $ 5,000.00 $ 200,000.00 1 LS UTILITY RELOCATION $ 50,000.00 $ 50,000.00 1 LS EROSION/WATER POLLUTION CONTROL $ 2,000.00 $ 2,000.00 1 LS LANDSCAPING $ 40,000.00 $ 40,000.00 Subtotal $ 3,815,000.00 Contingency(30%) $ 1,144,500.00 Engineering Services(12%) $ 457,800.00 City of Tigard Project Administration(20%) $ 854,560.00 Construction Services(12%) $ 457,800.00 Construction Total $ 4,959,500.00 Project Total $ 6,729,660.00 TRAIL OPTION 1 QUANTITY UNIT ITEM UNIT PRICE TOTAL 20150 CY EMBANKMENT IN PLACE $ 30.00 $ 604,500.00 2200 TON LEVEL 1,1/2 INCH ACP $ 100.00 $ 220,000.00 2960 TON AGGREGATE BASE $ 30.00 $ 88,800.00 850 SF CONCRETE STAIR $ 100.00 $ 85,000.00 4865 SF RET.WALL, MODULAR GRAVITY $ 150.00 $ 729,750.00 250 FT HANDRAIL $ 100.00 $ 25,000.00 1 LS LANDSCAPING $ 50,000.00 $ 50,000.00 Subtotal $ 1,803,050.00 Contingency(30%) $ 540,915.00 Engineering Services(12%) $ 216,366.00 City of Tigard Project Administration(20%) $ 403,883.20 Construction Services(12%) $ 216,366.00 Construction Total $ 2,343,965.00 Project Total $ 3,180,580.20 TRAIL OPTION 2 QUANTITY UNIT ITEM UNIT PRICE TOTAL 5000 CY EMBANKMENT IN PLACE $ 30.00 $ 150,000.00 1050 TON LEVEL 1,1/2 INCH ACP $ 125.00 $ 131,250.00 1420 TON AGGREGATE BASE $ 35.00 $ 49,700.00 1200 SF STEEL STAIR $ 100.00 $ 120,000.00 700 SF RET.WALL,MODULAR GRAVITY $ 150.00 $ 105,000.00 710 FT HANDRAIL $ 100.00 $ 71,000.00 560 FT PRECAST PRESTRESSED SLABS $ 500.00 $ 280,000.00 60 CY CONC.CL.4000(FOR FOUND.) $ 1,500.00 $ 90,000.00 1920 FT FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 124,800.00 32 EA DRIVE STEEL PIPE PILES $ 2,000.00 $ 64,000.00 62 CY CONC.CL.4000(FOR DECK) $ 1,500.00 $ 93,000.00 1 LS LANDSCAPING $ 50,000.00 $ 50,000.00 Subtotal $ 1,328,750,00 Contingency(30%) $ 398,625.00 Engineering Services(12%) $ 159,450.00 City of Tigard Project Administration(20%) $ 297,640.00 Construction Services(12%) $ 159,450.00 Construction Total $ 1,727,375.00 Project Total $ 2,343,915.00 TRAIL OPTION 3 QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 132,695.00 $ 132,695.00 12600 CY EMBANKMENT IN PLACE $ 30.00 $ 378,000.00 970 TON LEVEL 1,1/2 INCH ACP $ 125.00 $ 121,250.00 1300 TON AGGREGATE BASE $ 35.00 $ 45,500.00 650 SF CONCRETE STAIR $ 100.00 $ 65,000.00 220 SF RET.WALL, MODULAR GRAVITY $ 150.00 $ 33,000.00 865 FT HANDRAIL $ 100.00 $ 86,500.00 7000 SOFT CAST-IN-PLACE SLAB BRIDGE $ 45.00 $ 315,000.00 45 CY CONC.CL.4000(FOR FOUND.) $ 1,500.00 $ 67,500.00 1680 FT FURNISH 16" DIA.STEEL PIPE PILES $ 65.00 $ 109,200.00 28 EA DRIVE STEEL PIPE PILES $ 2,000.00 $ 56,000.00 1 LS LANDSCAPING $ 50,000.00 $ 50,000.00 Subtotal $ 1,459,645.00 Contingency(30%) $ 437,893.50 Engineering Services(12%) $ 175,157.40 City of Tigard Project Administration(20%) $ 326,960.48 Construction Services(12%) $ 175,157.40 Construction Total $ 1,897,538.50 Project Total $ 2,574,813.78 ELEVATOR OPTION QUANTITY UNIT ITEM UNIT PRICE TOTAL 1 LS MOBILIZATION $ 99,000.00 $ 99,000.00 1 LS ELEVATOR CAB, MECH. EQUIPMENT $ 450,000.00 $ 450,000.00 1 LS ELEVATOR TOWER $ 238,000.00 $ 238,000.00 1 LS ELEVATOR MECH. ROOM $ 75,000.00 $ 75,000.00 740 SF STEEL STAIR $ 100.00 $ 74,000.00 230 FT HANDRAIL $ 100.00 $ 23,000.00 33 CY CONC. CL.4000(FOR BRIDGE LANDING) $ 1,500.00 $ 49,500.00 80 TON LEVEL 1,1/2 INCH ACP $ 125.00 $ 10,000.00 92 TON AGGREGATE BASE $ 30.00 $ 2,760.00 525 CY EMBANKMENT IN PLACE $ 30.00 $ 15,750.00 1 LS LANDSCAPING $ 50,000.00 $ 50,000.00 Subtotal $ 1,087,010.00 Contingency(30%) $ 326,103.00 Engineering Services(12%) $ 130,441.20 City of Tigard Project Administration (20%) $ 243,490.24 Construction Services(12%) $ 130,441.20 Elevator O&M $ 243,000.00 Construction Total $ 1,413,113.00 Project Total $ 2,160,485.64 1. Mech. Room assumed 12ft x 12ft w/10 ft ceiling 2. Landscaping assumes seeding to match existing conditions.Oak Savanna restoration by others 3. Present value of 50 years of elevator operation and maintenance.Assumes full replacement in 50 years at an assumed 3%discount rate. FIELDS PROPERTY BRIDGEHEAD (CONNECTION TO FIELDS PROPERTY DEVELOPMENT) QUANTITY UNIT ITEM UNIT COST TOTAL 1 LS MOBILIZATION $ 23,000.00 $ 23,000.00 2070 SF CONCRETE RAMP $ 18.00 $ 37,260.00 150 SF CONCRETE STAIRS $ 100.00 $ 15,000.00 740 LF PEDESTRIAN HANDRAIL $ 70.00 $ 51,800.00 2028 SF CONCRETE TRAIL $ 15.00 $ 30,420.00 1760 SF RETAINING WALL $ 50.00 $ 88,000.00 Subtotal $ 245,480.00 Contingency(30%) $ 73,644.00 Engineering Services (12%) $ 29,457.60 City of Tigard Project Administration (20%) $ 54,987.52 Construction Services(12%) $ 29,457.60 Construction Total $ 319,124.00 Project Total $ 433,026.72 Appendix D Handrail Protective Fencing Exhibit Otak ism•. s, _ *� ..M, -w.d ! _ yam_ . . - -------- -----• _,_- amp i l_sa. =( ilii- �'¢—� o-.a� �, -j lila_,,,astaiiimie Custom hand railing to bicycle height, Bend Whitewater park pedestrian Bridge Bend, Oregon •s-- --—=_'�=�==o $aYlAtti-, • § Ate__ =!cam l=.o�O=__:=...... =......... ......... 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" -r''" 1 -':4''''" "'Ss'\:..\\:\,, \\l".:7#74.,,,,,1"1"''' '\'',.P,i•4*. 1..- iiii, :4.1..4140i lit _ ., , r • i a. . • \ ,.. . . • , uri. ..1,3 1 '. .• ' .. __- i, - # . , Truss design element with simple railing, Wildwood Trail Bridge, Portland, Oregon .4 . a • — - . ••• X , . . i t I t • -... , - _ 4i ,N - 0 ----- .._.. .._ „44441r6c... . . - - ....-1.---- .... ..- ---- - +,. ( Z. Appendix E Renewable Energy and Resiliency Study By PAE Engineers, dated October 23, 2020 Otak w W 0 Q o CL ', • .-Fal• .J 01001 �s ,.. W a 1- Cf.) w w x U ^/ Y Lf 1Y o ¢o O �� 5.,�1� C re W cc • CO M1/ '' �' �•. - �'fix.. F y .4104 r o Ai L' 4' � N a 4 U C-O C N N 3.N• O L 0.) 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OU F N o 2 Q IS U //� Q +co+ 'L Q'0 E U U Q m E lJ ,01 CU j ▪ CV �.J Q N T a1 �i N N E a N (:1 Eo � ° o Qa v'fir/ N O 4- .N C v> - K p rn u) L1. I- Q 0 < o)+L+ E a N d z ,•)1'6 , v cu d a cry a Appendix F Drainage Issues Memo dated October 28, 2019, by Otak, Inc. Otak iii► ., yAlliir' _. . . ..: ..- _-__1-1-.. ,...,-,.:4.a e, ,i; -.•'' ', , 4. ' 11' S44%. . iiikit , 31 1, , la? 44. i' .wi. • '..,A . ...II t 16 NI '. a }. �, te' ';# . ,t4 . _.. . k i,i • S .. �i '' 4�t # `t „ p�[y. r- t - a1 . 4;•.' � ...om . . „ ilk )3 ,, ,1,r .11,41494:1. 1140 ak, i +, Red Rock Trail Bridge Drainage issues Submitted to: Prepared By: Skip Grodahl Otak, Inc. DGB Properties, LIC 808 SW Third Av. Suite 300 2164 SW Park PL Portland, OR 97204 Portland, OR 97205 Project No. 17052.005 October 28, 2019 Otak Purpose and Need The purpose of this memo is to examine potential drainage issues associated with the construction of a grade separated pedestrian crossing above Wall Street and the parallel railroad grade to connect the Rock Creek Trail to the Fanno Creek Trail. The east bridgehead landing within the private Fields Property development and the west bridge approach being constructed within the parklands jointly owned by City of Tigard and METRO. Downtown . Tlyarti ,` < # : I,- • ' • Existing RR ; ''} Tigard r r .#40 Crossing 1 'I !` . Triangle _ - 217 `'�_(- .. 5 rAS .4 , of Y a•i'''`+'i �/ Yr�,•.�•, L;.. F l', w —... .,„,,.0 ip • + ' '5,,� �, ,,ra •r r - ;` , 'etas Property e \rg •1r a •eelo•ment it-A4 ., - si, .. Proposed RR _-. .+� .. -•-�1�, ': Crossing ,.. yr Ti • gard Library :. i0 aO'. '. _ . - ' _ , } '.0.0, � FIGURE 1. GRADE CROSSING LOCATION This project phase is a feasibility study to establish appropriate funding estimates of costs. Stormwater drainage form the project development is a concern given the proximity of Fanno Creek, and current clean water act treatment guidelines. Concentrated runoff caused by the final installation will require some level of treatment and potentially detention to comply with current rules. Additionally, impacts to the floodplain or floodway would require mitigation. These items are assessed here qualitatively in order to identify potential pitfalls that could lead to substantial project costs. Existing Conditions The east bridgehead lands in the planned Fields property development. A mixed use low/middle income residential and office development currently in design and permitting with the City. Development to date has included the improvement of SW Wall Street including extension parallel to the railroad right-of-way with planned extension further to the south to eventually connection with SW Tech Center Drive. Drainage issues at this bridgehead are well above the floodplain and bridge drainage will be directed toward the storm water system developed with this work. A large detention/treatment swale is being Utak ii► constructed under the west end of the bridge which will provide adequate capture of impervious surface runoff from the structure and no further investigation will be required. The location of the west bridge head is between Fanno Creek and the Railroad right-of-way. The floodplain in the area preventing development of this area leading to the current grass field and oak forest combination common in western Oregon. The goal, as established by the City of Tigard and METRO is to support this environment as natural space. The low grass area has been identified in the current Tigard parks development plan as potential space available for installation of sports fields.At the time of this report there is no specific funding dedicated to that development and alternative locations for similar facilities are being reviewed and considered. This area is currently natural ground surfaces and the introduction of hard surfacing from the bridge and pathway have the potential to concentrate stormflows. Both floodplain and wetlands have been identified within the area. These areas are some distance from the bridgehead and alignments of approaching trail will be restrained to the upland areas avoiding any fill in either the wetlands or the floodplain. ,.. / 0 5 __ '4.67 �, �� ' Proposed Tail Connection Alignments, , r S Fields final configuration to be determined 21 J <%l Planned Fenno Creek Trail 1� 0 Proposed Bridge Crossing Alignments,1 ,4 FLOODPLAIN 4 rL s /yr ,r'' / UPLAND AREA' / S i d AsS.COOO /h'�� a % F`ooOQLptN �ODOP�piN i I • / /4/1"/"./ \ - /' / T • FIGURE 2. WETLANDS AND FLOODPLAIN Permitting Concerns Without fill in the floodplain there will be no requirement to permit construction for FEMA compliance. Avoidance of fill in wetlands or the buffer zone will avoid any need for US Army Corp of Engineers and Otak moi► Oregon Division of State Lands removal/fill permitting. The only remaining concerns being to meet Clean Water Services (CWS) requirements for water quantity control, hydromodification, and water quality treatment. It is unlikely that CWS will require the project to provide onsite stormwater detention nor a hydromodification assessment and associated hydromodification mitigation approach for downstream impacts. The relatively small project size and location within an undeveloped vegetated upland area limit the risk of impacts to Fanno Creek. If this assumption is incorrect, available stormwater management options include constructing the path with porous pavement or providing additional treatment on the Fields Property to offset managed runoff from the trail. Pedestrian paths like this are generally considered to be nonpollution generating and it is unlikely CWS will require water quality treatment. Further,the treatment capacity of the adjacent vegetation is recognized in the stormwater requirements. The two applicable stormwater management approaches are landscape filter strips and vegetated corridor as a filter strip(see table 4-3 of the CWS Design and Construction Standards). Thus dispersion of stormwater into the adjacent vegetation will likely be adequate. The impervious surfacing of the trail will require that the project address the concern. In this case the distance from the sensitive water body and the planned trail alignments can be assumed to provide adequate water treatment in the process of overland flow prior to entering wetlands. No facility is required. Similarly, no identifiable change in detention will occur and hence the overland flow can be expected to be adequate. Based on our review of the project and CWS requirements,we believe dispersing runoff from the new path into the adjacent vegetation will be an approvable approach for managing stormwater runoff from this project. However, the project has not yet been discussed with CWS and our approach is subject to revision based on their feedback. Localized Trail Drainage The final concern is collection of storm water from the bridge itself and discharge locations. The bridge is a grade separation above the railroad. To avoid any concentration of flow the bridge should developed without curbing a minimal side sloping of 1%and all stormwater that falls on the structure will naturally drain over the side, preserving the current drainage pattern in the area. Similarly, along the approaching pathway from the west the path will be constructed flush to the surround grade and avoid any concentrated flow requiring no particular construction to accommodate. During construction typical erosion control measures will be required along the length of the pathway to avoid soils form escaping the site. This can be accomplished with a series of best management practices including straw wattles, matting, silt fencing and seeding. The relatively flat area in the west approach makes these installations relatively uncomplicated. Conclusion The siting of this pathway is such that all current and planned installations can be anticipated to be adequate to accept the stormwater runoff patterns. While the pathway does introduce some measure of impervious surfacing the runoff has ample area to dissipate and infiltrate similar to existing conditions prior to reaching any known water body or wetland. Otak The drainage patterns from the structure will also result in very limited alteration to existing surroundings, largely spanning surfaces that are already impervious, or to be so developed and as such no special measures are identified at this time to address site drainage. As noted above typical best management practices for erosion control during construction, to comply with the requirement of a 1220 CA permit, will be needed. Otak ii► Appendix G Rail Crossing Order Draft Otak ii► Genesee & Wyoming Railroad Services, Inc. Real Estate Department, 13901 Sutton Park Dr., S, Suite 160, Jacksonville, FL 32224 APPLICATION FOR ROADWAY ON RAILROAD PROPERTY OR RAILROAD CROSSING Incomplete or Inaccurate Information will delay application request Section 1 -Applicant Data Complete Name of Applicant to appear on Legal Document: City of Tigard Public Works, Oregon Applicant Mailing Address: 8777 SW Burnham St Tigard, Oregon 97223 Applicant Overnight Address: Same Applicant Billing Address: Same Applicant FEIN or Applicant Social Security Contact Name& Telephone Number: Email Address: Emergency Contact(in case of Emergency derailment or fallen/wire pole etc.): Telephone Applicant: Corporation C Partnership ❑ Sole Proprietor ❑ Individual X❑ Municipality ❑ Developer ❑ Other* State of *If other please explain: Incorporation or Partnership: Contact during Application Process: Name: Contact Telephone Email Address: Rev 04/23/2018 Page 1 of 5 Section 2 - Location Data Estimated Start Date if new Railroad Name: Portland and Western Railroad (PNWR) crossing June, 2021 Nearest City: Tigard County: Washington State: Oregon If Crossing Nearest Railroad Mile Post(Required): 33 Feet from Railroad Milepost 500 - 525 OSE W Latitude/Longitude (Required in Digital Format) 45.422433/-122.760080 (ex 12.3456789/-64.101112): Quarter, Section,Township& Range: S1 T2S R1 W Railroad Subdivision Oregon Electric Line US DOT/AAR Crossing Number (Required): (Required): Section 3 - Facility Type ® Crossing ❑ Crossing&Roadway ❑ Parallel Roadway Facility Type: New Crossing ❑ Existing Crossing ❑ Relocate ❑ New Roadway ❑ Existing Roadway ❑ Other Use of Facility ElIndividual Access ❑ Farm Access ❑ Commercial Access ElConstruction Access ® Public Use ❑ Other ❑ Pedestrian Underpass ® Pedestrian Overpass ❑ Residential Development ❑ Commercial Development If use of existing crossing/roadway please provide agreement number: If other or revision to existing facility Please explain (Required): Is Crossing/Road to be Permanent ©Permanent If temporary, estimated time needed: or Temporary? Temporary Number of trips over: Number of Property Owners Crossing/Roadway will serve: Crossing/Roadway Per Day Section 4 - Crossing Specifications Angle Crossing will Cross Tracks: 90 degrees Width of Crossing on Railroad Right- 16 feet (90 degrees preferred) of-Way: Length of Crossing on Railroad Right-of-Way 172 feet Material to be used: Steel/Concrete Rev 04/23/2018 Page 2 of 5 Section 5 - Roadway Specifications Width of Roadway on Railroad Right- Length of Roadway on Railroad Right- of-Way: N/A of-Way: N/A Distance from Center of Parallel N/A Roadway to Nearest Track: Material to be used: N/A Section 6 - Purpose of Crossing/Roadway General Purpose of Crossing/Roadway: Pedestrian crossing grade separation on public multi-use trail If the land accessed by crossing/roadway will be subdivided, please explain in detail: N/A Will crossing/roadway be utilized by single or multiple Public Pedestrian Use parties? Please explain in detail: Existing Agreement Does applicant have another ❑ Yes ® No crossing in vicinity? If so, where: If Applicant holds any Existing Agreements List Agreement Numbers and attach copies of each existing Agreement: No existing agreements as applicable to this crossing IMPORTANT! Prior to application submittal, it is recommended that any questions concerning this application should be submitted to the Real Estate Department of Genesee &Wyoming Railroad Services, Inc. All questions or requests for information submitted by email receive a rapid response. Other requests can be made by phone (904) 900-6286, or email donna.killingsworth@gwrr.com. Questions can be answered and additional contact information obtained by visiting the website at www.gwrr.com. Plans for proposed installation of a new crossing shall be submitted to and approved by the Railroad on behalf of itself, its subsidiaries and affiliates and designated engineer before work can begin!! Material and installation are to be in strict accordance with Railway engineering specifications. Materials and installations are to be in strict accordance with specifications of National Electrical Safety Code, AREMA, current edition, and requirements of the Railroad. If Application is Approved: 1.Applicant agrees to sign the Railroads standard Crossing or Roadway Agreement,which will provide that the applicant will perform all grading of approach roads and install culvers and gates to meet Railroad engineering standards. Rev 04/23/2018 Page 3 of 5 2. To reimburse railroad for any cost incurred by Railroad incident to the installation, maintenance and/or supervision necessitated by the installation,altering pole line if required and removing the crossing or roadway and gates if the crossing is temporary or if the Agreement is later cancelled. 3.To furnish liability insurance as required by Railroad in which applicant will assume all liability for accidents or injuries that arise as a result of this application. 4.Applicant will be responsible for keeping gates closed, rail flange ways free of obstruction and vegetation,cut in all four quadrants. Application will attach a location sketch showing pertinent details and a North arrow. Upon application approval,applicant agrees to reimburse Railroad for any cost incurred by Railroad incident to the installation, maintenance and/or supervision necessitated by the installation. Applicant further agrees to assume all liability for accidents or injuries that arise as a result of this installation. Insurance Requirements: This section must be completed in full, signed and dated prior to submittal to the Real Estate Department for processing, Incomplete or Inaccurate Information will delay application request and may incur additional fees. Unsigned applications will be returned to the applicant for signature. Date: Signature: Phone Number: Printed Name: Fax Number: Title: Contact Email Address: Please make check payable to the Railroad in question. W-9 information available upon request. Mail the application for proposed project, in duplicate along with the applicable non-refundable fee(s) in U.S. Funds (Canadian Applicants please pay in Canadian Funds plus HST) to: Genesee &Wyoming Railroad Services, Inc. Real Estate Department 13901 Sutton Park Dr., S., Suite 160 Jacksonville, FL 32224 Rev 04/23/2018 Page 4 of 5 In order for the application to be complete ALL required details pertinent to the proposed installation must be completed in full and submitted along with the following non-refundable fees: #of Copies Amount Due Description — 2 $1,000 Completed Road Crossing Application and processing fee. Engineer review fee, plans/drawings, no larger than 11 x 17. Larger 2 $1,750 drawings may incur additional engineering fees. Public Crossing engineering ($9,000) 2 $1.750 Completed Contractor's Access/Occupancy Application and Fee. $4,500 Standard Application processing takes approximately 6-8 weeks. "Expedited processing"is available and will reduce the processing time to between 1-2 weeks at an additional cost of$2,500(U.S.)plans must meet engineering specifications. Incomplete application and plans not meeting engineering specifications will cause a delay in the processing of expedited applications. Current utility specifications and checklist can be found in the application packet. ***Canadian Applicants please pay in Canadian Funds plus HST*** Entering or working on the railroad right of way or any other railroad property without the permission of the railroad is trespassing and illegal. Violators risk the possibility of serious, even fatal injury and will be prosecuted. Rev 04/23/2018 Page 5 of 5 STATUS 7 7oregan RAILROAD-HIGHWAY PUBLIC CROSSING ® Draft Trans port tion SAFETY APPLICATION Transportation [I Final* *Includes signature INSTRUCTIONS If you need assistance in completing this form,please call the Rail and Public Transit Division in Salem at(503) 986-4321. Check one of the following items. Complete Section 1, plus the section listed for that item. Only sections for checked items will appear on the following pages. ❑ 1. Closure of an existing railroad-highway public at-grade crossing. ORS 824.206 ❑ 2. Alteration or relocation of an existing public highway at an existing railroad-highway at-grade crossing. ORS 824.206 ❑ 3. Alteration or relocation of existing railroad track(s)at an existing public highway at-grade crossing. ORS 824.206 ❑ 4. Alteration of an existing separated railroad-highway public crossing. ORS 824.210 ❑ 5. Alteration of an existing railroad-highway public at-grade crossing by adding warning devices, including installation of automatic signals at a crossing. ORS 824.206 ❑ 6. Construction of a new public highway/pathway across an existing railroad track at grade. (Includes converting a private crossing to a public crossing.)ORS 824.204 ❑ 7. Construction of a new railroad track or tracks across an existing public highway at grade. ORS 824.204 ® 8. Construction of a new public highway above or below the grade of an existing railroad track. (Includes converting a private crossing to a public crossing.)ORS 824.210 ❑ 9. Construction of a new railroad track or tracks above or below the grade of an existing public highway. ORS 824.210 Definitions: • "Agency" means any state board, commission, department, or division thereof, or officer authorized by law to make rules or to issue orders, except those in the legislative and judicial branches. • "APPLICANT" means a Public Authority in Interest or Railroad entitled under ORS 824.204, ORS 824.206 and ORS 824.210 to file an application for a crossing Order, seeking authority to construct, relocate, alter or close a railroad highway crossing. An APPLICANT is a PARTY. • "Draft application": A completed, but unsigned, application for a crossing Order submitted by an Applicant seeking advance review of the application by"staff." • "Highway" includes all roads, streets, alleys, avenues, boulevards, parkways and other places in this state actually open and in use, or to be opened and used for travel by the public. [ORS 824.200 (2)] • "Party" means: a. Any person or agency entitled as a right to a hearing before the agency. b. Any person or agency named by the agency to be a party; or c. Any person petitioning to participate before the agency as a party or in a limited party status whom the agency determines either has an interest in the outcome of the agency's proceeding or represents a public interest in such result. • "Person," except as provided in ORS 823.037, means any individual, partnership, corporation, association, governmental subdivision or public or private organization of any character other than an agency. • "Protective device" means a sign, signal, gate or other device to warn or protect the public, installed at or in advance of a railroad-highway crossing [ORS 824.200 (5)]. • "Public authority in interest", except in proceedings under ORS 824.236, means the state, county, municipal or other governmental body with jurisdiction over the highway crossing the railroad track. In proceedings under ORS 824.236, "public authority in interest" means the county, municipal or other governmental body that has primary zoning authority over the lands served by the crossing. [ORS 824.200 (6)]. • "Railroad" is defined in ORS 824.020, and includes logging and other private railroads. • "Railroad Company" is defined in ORS 824.200 (8). • "Staff' means any employee of the Department of Transportation's Rail and Public Transit Division. • "Interested agency/person" is an individual, agency, or organization that is copied on docket information but does not have party status. 735-9202(7/2019) Page 1 of 3 DOCKET NO. ¶Igon RAILROAD-HIGHWAY PUBLIC CROSSING Department of Transportation SAFETY APPLICATION ODOT CROSSING NO. Rail and Public Transit Division US DOT NO. 555 13th St.NE,Ste.3 Salem,OR 97301 SECTION 1: APPLICATION INFORMATION This section must be filled out completely by applicant. 1.1 Applicant contact information APPLICANT NAME PHONE City of Tigard, Oregon 503 718-2591 ADDRESS FAX 8777 SW Bumham St. CITY STATE ZIP E-MAIL Tigard OR 97223 CONTACT PERSON PHONE 1.2 Construction contract status ❑ This project is to be constructed under a contract let by ODOT Highway Division. 1.3 Crossing information This information can be found at http://gisintra.odot.state.or.us/TransGlS/ STREET OR HIGHWAY NAME RAILROAD NAME Red Rock Creek Trail Portland and Western CITY NAME OF TRACK Tigard, Oregon Oregon Electric COUNTY RAILROAD MILEPOST Washington 33 ROAD AUTHORITY PHONE Tigard Public Works 503 718-2591 1.4 Railroad and public authority information List contact information for the railroad and road authority directly affected by the project. (See definitions of"party,""public authority,""railroad"and "interested agency/person.")Note:Pursuant to ORS Chapter 824, only a railroad or a public authority may file an application seeking authority to construct, relocate, alter, or close a railroad-highway crossing. To add another public authority, interested agency, or interested agency/person, click the"Add Another"button. Railroad NAME CONTACT PERSON NAME TITLE Portland and Western Chad Mullarkey Real Estate ADDRESS E-MAIL 1200 Howard Drive chad.mullarkey@gwrr.com CITY STATE ZIP PHONE Albany OR 97321 904 900-6257 Public Authority NAME CONTACT PERSON NAME TITLE ADDRESS E-MAIL 8777 SW Burnham St CITY STATE ZIP PHONE Tigard OR 97223 1.5 Describe or attach the scope of the proposed project in detail: Construct a new pedestrian separated grade crossing bridge above the Portland and Western Railway approximately 525 feet north of Oregon Electric Line mile point 33. 1.6 Provide plans, profiles,and cross-section drawings of the proposed construction. Engineered plans must be signed and sealed by a professional engineer(P.E.). Number of plans attached 735-9202(7/2019) Page 2 of 3 1.7 Will a separated crossing be constructed? ❑x Yes ❑ No 1.8 Is there an alternate access route to the area to be served by the crossing? ❑ Yes ❑x No 1.9 What is the purpose and need for the project? Connection of the planned Red Rock Creek trail to connect to the logical southern terminus with the Fanno Creek trail 1.10 Upon completion of the project, will it be possible to close any existing grade crossings in the area?❑ Yes ❑X No EXPLAIN All other crossings are roadway/highway oriented,the new crossing will not provide vehicular crossing If yes, check Question 1 on Page 1 and complete Section 4. SECTION 3: SEPARATED CROSSINGS 3.1 At the crossing,will the highway be above or below the railroad tracks? ❑x Above❑ Below If the highway is to be below the railroad, describe the protection for vehicles at the bridge abutments: DESCRIBE Pedestrian bridge above the tracks 3.2 The structure will be constructed by• ❑ Railroad ❑x Public Authority in Interest The cost of construction will be borne by: NAME %OF COST 1 City of Tigard 2 Metro 3 Private development(DGB Properties) Include detailed drawings indicating division of responsibility and describe here(Note: Drawing should include vertical and horizontal clearances.): 3.3 Maintenance of separated crossing PORTION OF IMPROVEMENTS MAINTENANCE WILL BE PERFORMED BY MAINTENANCE WILL BE PAID BY Substructure City of Tigard City of Tigard Superstructure City of Tigard City of Tigard At highway appurtences City of Tigard City of Tigard Railroad tracks, railroad drainage, all railroad facilities Genesee and Wyoming Genesee and Wyoming Damage to structure caused by motor vehicle traffic on highway City of Tigard City of Tigard 3.4 Temporary impairment Describe temporary impairment(if any)of the railroad's standard clearances during construction (attach detailed drawing): DESCRIBE Conceptually temporary impairment will only occur as the structure is erected, plans allow for quick erection requiring minimal rail closure time(less than 4 hours), after erection no clearance impacts are anticipated 3.5 Temporary public crossing at grade If a temporary public crossing at grade is necessary during construction, complete Section 2 and include plan, profile, and cross- section drawings. RAILROAD MILEPOST The temporary grade crossing will be located at which railroad milepost? N/A BEGINNING DATE ENDING DATE The temporary grade crossing will be in place on what dates? N/A N/A Print Form Save Submit by Email 735-9202(7/2019) Railroad-Highway Public Crossing Safety Application Page 3 of 3 Appendix H Preliminary Geotechnical Engineering Report by Shannon & Wilson, Inc. October 2019 Otak .iii► SUBMITTED TO: Otak 808 SW Third Ave., Suite 300 Portland, OR 97204 BY: Shannon & Wilson, Inc. 3990 Collins Way, Suite 100 Lake Oswego, OR 97035 (503) 210-4750 www.shannonwilson.com PRELIMINARY GEOTECHNICAL ENGINEERING REPORT Red Rock Creek Pedestrian Bridge Alternatives Study TIGARD, OREGON November 2019 =III i\/\1I LSON Shannon &Wilson No: 103274 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report PAGE INTENTIONALLY LEFT BLANK FOR DOUBLE-SIDED PRINTING 103274 November 2019 '1, Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Submitted To: Otak 808 SW Third Ave.,Suite 300 Portland,OR 97204 Attn: Scott Nettleton Subject: PRELIMINARY GEOTECHNICAL ENGINEERING REPORT, RED ROCK CREEK PEDESTRIAN BRIDGE ALTERNATIVES STUDY, TIGARD, OREGON Shannon & Wilson prepared this report and participated in this project as a subconsultant to Otak. Our scope of services was specified in the Professional Services Agreement with Otak dated July 9, 2019. This report presents the results of our explorations and geotechnical engineering evaluations to support the preliminary design phase of the project. We appreciate the opportunity to be of service to you on this project. If you have questions concerning this report, or we may he of further service, please contact us. Sincerely, SHANNON & WILSON, INC. PRope. •tOk I h I E. 86021PE , OREG 14 . 12 EXPIRES: /3 6/30/P-oslo James Walters,PE Risheng ark) Piao,PE, GE Senior Engineer Vice President I Geotechnical Engineer NMV:REB:JJW:/srs 103274 November 2019 =01 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 1 Introduction 1 2 Project Understanding 1 2.1 Site Description 1 2.2 Project Description 2 2.3 Scope of Services 3 3 Review of Existing Data 3 4 Geology and Seismic Setting 3 4.1 Regional Geology 3 4.2 Local Geology 5 4.3 Seismic Setting 5 5 Exploration Program 6 5.1 Field Explorations 6 5.2 Laboratory Testing 6 N 6 Summary of Subsurface Conditions 7 Z 6.1 Geotechnical Soil Units 7 W �— 6.1.1 Fill 7 0 6.1.2 Soft Fill 8 U 6.1.3 Alluvium 8 6.1.4 Missoula Flood Deposits-Fine-Grained Facies 8 6.1.5 Upper Hillsboro Formation 8 6.1.6 Hillsboro Formation 8 6.1.7 Lower Hillsboro Formation 8 6.2 Groundwater 9 7 Seismic Hazard analysis 9 7.1 Seismic Parameters 9 7.1.1 Site Classification 9 7.1.2 "Life Safety" Criteria Response Spectrum 10 7.2 Seismic Hazards Evaluation 11 7.2.1 Liquefaction 11 7.2.2 Liquefaction-Induced Settlement 11 103274 November 2019 EMI SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 7.2.3 Slope Instability 11 8 Preliminary Bridge Foundation Design Recommendations 12 8.1 General 12 8.2 Northeast Abutment Global Stability 12 8.3 Preliminary Southwest Abutment Design Recommendations 14 8.4 Preliminary Driven Pile Design Recommendations 15 8.4.1 General 15 8.4.2 Driven Pile Axial Resistance 15 8.4.3 Driven Pile Downdrag Loads 16 8.4.4 Driven Pile Lateral Resistance 16 8.4.5 Preliminary Southwest Abutment Assumptions 17 8.5 Preliminary Drilled Shaft Design Recommendations 17 8.5.1 Drilled Shaft Axial Resistance 17 8.5.2 Drilled Shaft Downdrag Loads 18 8.5.3 Drilled Shaft Lateral Resistance 18 W 9 Geotechnical Explorations for Final Design 18 ~ 10 Limitations 19 11 References 20 Exhibits Exhibit 2-1:Project Site Development 2 Exhibit 7-1: Recommended"Life Safety" Response Spectrum 10 Exhibit 8-1: Fill Placed Behind Soldier Pile Wall 13 on June 1,2019 in the vicinity of proposed NE bridge abutment(RhinoOne,2019) 13 Exhibit 8-2: Northeast Abutment Global Stability Soil Parameters 14 Exhibit 8-3: Preliminary Southwest Abutment Global Stability Soil Parameters 15 Tables Table 1: LPILE Geotechnical Input Parameters 103274 November 2019 iii E:111 SHANNON>9WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Figures Figure 1: Vicinity Map Figure 2: Plan of Explorations and Interpretive Subsurface Profile Figure 3: Liquefaction Analysis Results—B-1 Figure 4: Liquefaction Analysis Results—B-2 Figure 5: Estimated Axial Resistance—NE Bent 16-Inch Diameter Driven Piles Figure 6: Estimated Axial Resistance—NE Bent 24-Inch Diameter Driven Piles Figure 7: Estimated Axial Resistance—SW Bent 16-Inch Diameter Driven Piles Figure 8: Estimated Axial Resistance—SW Bent 24-Inch Diameter Driven Piles Figure 9: Estimated Axial Resistance—NE Bent 3-Foot Diameter Drilled Shaft Figure 10: Estimated Axial Resistance—Mid Bent 5-Foot Diameter Drilled Shaft Appendices Appendix A: Existing Information Appendix B: Field Explorations Appendix C: Laboratory Testing N Important Information I- Z W I- Z 0 U 103274 November 2019 iv =III SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report AASHTO American Association of State Highway and Transportation Officials ASTM ASTM International bgs below ground surface bpf blows per foot CAPWAP Case Pile Wave Analysis Program CRBG Columbia River Basalt Group CSZ Cascadia Subduction Zone CSZE Cascadia Subduction Zone Earthquake FHWA Federal Highway Administration fps feet per second g acceleration due to Earth's gravity GDM Geotechnical Design Manual LRFD Load and Resistance Factor Design MFD Missoula Flood Deposits—Fine-Grained Facies MSE Mechanically Stabilized Earth ODOT Oregon Department of Transportation OSSC Oregon Standard Specifications for Construction U) PDA Pile Driving Analyzer MPGA Peak Ground Acceleration Z SPT Standard Penetration Test CeUSGS United States Geological Survey U Q 103274 November 2019 v =111 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 1 INTRODUCTION Shannon&Wilson,Inc. (Shannon&Wilson)has prepared this geotechnical report in accordance with our scope of services for the Otak project Red Rock Creek Pedestrian Bridge Alternatives(project number 17052.005)for DBG Properties.This report includes the results of our evaluations to support design of the pedestrian bridge.Our evaluations are preliminary and not for construction. Evaluations were performed in accordance with the following design guidelines: City of Tigard Engineering Design and Development Standards Oregon Department of Transportation(ODOT)Bridge Design Manual(BDM)-May 2017(ODOT, 2017a); ODOT Geotechnical Design Manual (GDM)-June 2018 (ODOT,2018a); Federal Highway Administration(FHWA)-HRT-06-032-Seismic Retrofitting Manual for Highway Structures:Part 1 -Bridges-January 2006 (FHWA,2006); American Association of State Highway and Transportation Officials(AASHTO)Guide Specifications for Load and Resistance Factor Design(LRFD) Seismic Bridge Design- Second Edition with 2012,2014,and 2015 Interim Revisions,2011 (AASHTO,2011);and AASHTO LRFD Bridge Design Specifications-Eighth Edition, September 2017 (AASHTO,2017). The recommendations in this report are based on the subsurface investigation work conducted for this project and information provided by Otak and Ken Leahy Construction on relevant existing structures. 2 PROJECT UNDERSTANDING 2.1 Site Description The project site is located in southeast Tigard in a previously undeveloped area separated from the greater Tigard area by the Portland&Western Railroad,which runs approximately northwest to southeast. The area to the northeast of the railroad previously sloped up to the northeast toward a neighborhood at the top of the hill. Currently,this area is an active construction site and has seen extensive modification to the terrain,including the construction of a soldier pile retaining wall and the placement of up to 30 feet of engineered fill to level the site. In addition,Wall Street is being extended parallel to the railroad. The construction is in various stages of completion. At the time of drilling,the base aggregate 103274 November 2019 1 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report for Wall Street had been placed at an elevation of approximately 162 feet. The engineered fill behind the retaining wall had been placed to an elevation of approximately 186 feet. Exhibit 2-1 displays the project site. The area to the southwest of the railroad is a flat, open field. Aerial imagery suggests the field is maintained periodically by a tractor or mower. The field is bordered by trees, and Fanno Creek runs along the west side of the trees approximately 100 to 200 feet from the field. \N. ' s-' \ • -, '' -... 4' .... \\ • \\ \\ -, . \ - ': yr. rc • • �. \ y .. \ . \\:4kek, 4(',,, , , ,4, `VS V4; • t ' A t.y , ,. , Nk -ii\A',47"1,0' .• ,N . ., ....,„ ,N_ ;,..i,e,,-i, . ,, li .• ,),,,„..,...ty...7,4,.„...4,443.:,,,),\ .,.., s ., • irl..-,twr.,,,,,,.,,,,,,,...-,k , ,,,,,,,,,,4-" ... ,#),.:. .. , Exhibit 2-1: Project Site Development. Left image(July 2018),and right image(May 2019),were retrieved from Google Earth. 2.2 Project Description The City of Tigard and DBG Properties are examining the feasibility of pedestrian bridge structures to cross the extension of Wall Street, the Portland&Western Railroad, and the planned TriMet light rail extension. The purpose of this bridge is to connect the Fields Property(currently under development)with the proposed Red Rock Creek trail system and the regional trail system on the southwest side of the railroad. The bridge will accommodate pedestrians, runners,bicyclists, and other non-motorized trail users (excluding equestrian use). We understand seismic design of the pedestrian bridge will be performed in accordance with the 2018 Oregon Department of Transportation(ODOT) Bridge Design Manual(BDM). However, since this bridge will not accommodate vehicular traffic,we understand it will not be designed for the "Operational" criteria. 103274 November 2019 2 x111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report The project is currently in the preliminary design phase to determine the feasibility of the project and to investigate structure options. The information and designs developed in this phase will be used for permitting and communications with local officials and other interested parties. 2.3 Scope of Services Shannon&Wilson's services for the project consisted of the following tasks: Perform a surface reconnaissance of the site; Explore subsurface conditions near the northeast abutment and Center Pier with two geotechnical borings; G Conduct laboratory testing on selected soil samples to characterize soils and develop soil properties for evaluation; Evaluate geologic and seismic hazards;and Conduct preliminary engineering analyses including ground settlement,global stability for static and seismic cases, and foundation capacities. 3 REVIEW OF EXISTING DATA Preliminary subsurface information was provided by the City of Tigard (the City) for the Fields Property development. This information consisted of a geotechnical report by RhinoOne Geotechnical, dated May 22,2018. The report contains exploration logs, laboratory testing, and geotechnical engineering recommendations for the property. Selected information was used to confirm our subsurface characterizations and assumptions. Select pages from the RhinoOne report are included in Appendix A. In addition,the calculation package and construction activity reports for the newly- constructed soldier pile retaining wall was provided to improve our understanding on the new site conditions from the construction of the wall. The calculation package and construction activity reports that are relevant to this project are also included in Appendix A. 4 GEOLOGY AND SEISMIC SETTING 4.1 Regional Geology The project area lies within the Tualatin Basin, an approximately 35-mile-long by 20-mile- wide northwest-trending, gently sloping synclinal valley(Madin, 1990). The Tualatin Basin 103274 November 2019 3 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report is one of several localized sub-basins within the Willamette Lowland,a broader regional geologic depression(Gannett and Caldwell, 1998). The basins are structural depressions, created by complex folding and faulting of the basement rocks (Schlicker and Deacon, 1967). The basement, or floor,of the basins is made up of lava flows collectively referred to as the Columbia River Basalt Group (CRBG),which flowed into the area in the middle Miocene epoch,between about 17 and 6 million years ago. Over the span of geologic time, sedimentary deposits consisting of clay, silt, sand, and gravel eroded from the surrounding uplands and settled into the basins that formed on the CRBG surface. In the Tualatin Basin, these sediments have historically been referred to by several names, including Troutdale Formation(Schlicker and Deacon, 1967),Sandy River Mudstone equivalent(Madin, 1990), and Hillsboro Formation(Wilson, 1998). The basin-fill sediments are thickest near the center of the basin and thin toward the margins. In the project area,lavas from the Boring Volcanic Field underlie the Hillsboro Formation in some areas. The Boring Volcanic Field extends from the western Cascade Range into the southern portion of the Portland Basin and consist of multiple shield type volcanos that erupted between 3.0 and 0.5 million years ago. These relatively small volcanos erupted mostly basalt type lavas in the Tualatin Basin while sediments of the upper portion of the Hillsboro Formation were being deposited(Evarts and others,2009). During the late stages of the last great ice age,between about 18,000 and 15,000 years ago,a lobe of the continental ice sheet repeatedly blocked and dammed the Clark Fork River in western Montana,which then formed an immense glacial lake called Lake Missoula. The lake grew until its depth was sufficient to buoyantly lift and rupture the ice dam, which allowed the entire massive lake to empty catastrophically. Once the lake had emptied,the ice sheet again gradually dammed the Clark Fork Valley and the lake refilled,leading to 40 or more repetitive outburst floods at intervals of decades(Allen and others,2009). During each short-lived episode,floodwaters washed across the Idaho panhandle,through the eastern Washington scablands,and through the Columbia River Gorge. When the floodwater emerged from the western end of the gorge,it spread out over the Portland and Tualatin Basins and up the Willamette Valley as far south as Junction City, depositing a tremendous load of sediment(O'Conner and others,2001). The catastrophic floods deposited extensive gravel bars across east Portland and up to 50 feet of micaceous clay to fine sandy silt in the Tualatin Basin. In mapping by O'Connor and others (2001), these sediments are referred to as Fine-Grained Missoula Flood Deposits. During and after the Missoula Floods, rivers, streams, and wind have moved and deposited surficial sediment throughout the Tualatin Basin. In more recent times,humans have changed the landscape, grading cuts and fills for development. 103274 November 2019 4 c111 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 4.2 Local Geology According to geologic mapping by Gannett and Caldwell (1998), the surface geology at the project site consists of Alluvium and Missoula Flood Deposits. Man-made Fill deposits are present due to the recent construction from the development project north of Wall Street and the construction of Wall Street itself. 4.3 Seismic Setting Earthquakes in the Pacific Northwest occur largely as a result of the collision between the Juan de Fuca plate and the North American plate. These two tectonic plates meet along a mega thrust fault called the Cascadia Subduction Zone (CSZ). The CSZ runs approximately parallel to the coastline from northern California to southern British Columbia. The compressional forces that exist between these two colliding plates cause the denser oceanic plate to descend, or subduct,beneath the continental plate at a rate of about 1.5 inches per year. This process leads to volcanism as well as contortion and faulting of both crustal plates throughout much of the western regions of southern British Columbia,Washington, Oregon, and northern California. Stress built up between the colliding plates is periodically relieved through great earthquakes at the plate interface (Goldfinger and others, 2012). Within our present understanding of the regional tectonic framework and historical seismicity, three broad earthquake(seismogenic)sources have been identified. These three types of earthquakes and their maximum plausible magnitudes are as follows: Subduction Zone Interface Earthquakes originate along the CSZ,which is located 25 miles beneath the coastline. Paleoseismic evidence and historic tsunami studies indicate that the most recent subduction zone thrust fault event occurred in the year 1700,probably ruptured the full length of the CSZ, and may have reached magnitude 9. Deep-Focus,Intraplate Earthquakes originate from within the subducting Juan de Fuca oceanic plate as a result of the downward bending and contortion of the plate in the CSZ. These earthquakes typically occur at a depth of 28 to 38 miles. Such events could be as large as magnitude 7.5. Examples of this type of earthquake include the 1949 magnitude 7.1 Olympia earthquake,the 1965 magnitude 6.5 earthquake between Tacoma and Seattle, and the 2001 magnitude 6.8 Nisqually earthquake. The highest rates of CSZ intraslab activity are beneath the Puget Sound area,with much lower rates observed beneath western Oregon. Shallow-Focus Crustal Earthquakes are typically located within the upper 12 miles of the continental crust. The relative plate movements along the CSZ cause not only east-west compressive strain,but dextral shear, clockwise rotation, and north-south compression of the leading edge of the North American Plate (Wells and others, 1998), which is the cause of much of the shallow crustal seismicity of engineering significance in the region. The largest known crustal earthquake in the Pacific Northwest is the 1872 103274 November 2019 5 .=1H SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report North Cascades earthquake with an estimated magnitude of about 7. Other examples include the 1993 magnitude 5.6 Scotts Mill earthquake and 1993 magnitude 6 Klamath Falls earthquake. Shallow crustal faults and folds throughout Oregon and Washington have been located and characterized by the United States Geological Survey(USGS). Mapped fault locations and detailed descriptions can be found in the USGS Quaternary Fault and Fold Database (USGS, 2017). The database defines four categories of faults,Classes A through D,based on evidence of tectonic movement known or presumed to be associated with large earthquakes during Quaternary time (less than 1.8 million years ago). For Classes A and B,there is geologic evidence that demonstrates the existence of Quaternary deformation. However, for Class B faults,evidence of Quaternary faulting or slip is more equivocal or may not extend deep enough to be a source of significant earthquakes. According to the USGS Fault and Fold database, the nearest mapped fault is the northwest- trending Canby-Molalla Fault. The fault trace of the Canby-Molalla Fault is shown by USGS to be located near the Lower Boones Ferry interchange. However,the probability of the fault trace being in this location is considered"good" only at a map scale of 1:100,000. The distance between the site and the actual fault location cannot be precisely established based on existing data, and therefore we assumed it to be less than 0.5 mile. 5 EXPLORATION PROGRAM 5.1 Field Explorations The field exploration program consisted of two borings, designated B-1 and B-2. The borings were drilled on August 14 and 15,2019. Boring B-1 was drilled to a depth of 51.5 feet and boring B-2 was drilled to a depth of 116.5 feet. Drilling was performed using a truck-mounted CME 850 drill rig operated by Holt Services,Inc. of Vancouver,Washington. Boring locations are shown on the Site and Exploration Plan,Figure 2. Details of the exploration program,including descriptions of the techniques used to advance and sample the borings,logs of the materials encountered, and backfill details are presented in Appendix B, Field Explorations. 5.2 Laboratory Testing The samples we obtained during our field explorations were transported to our laboratory for further examination. We then selected samples for a suite of laboratory tests. The soil testing program included moisture content tests, Atterberg Limits tests, and particle-size analyses. All laboratory testing was performed by Shannon&Wilson in accordance with 103274 November 2019 6 =111 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report applicable ASTM International(ASTM) standards. The results of the laboratory tests and brief descriptions of the test procedures are presented in Appendix C,Laboratory Test Results. 6 SUMMARY OF SUBSURFACE CONDITIONS 6.1 Geotechnical Soil Units Shannon&Wilson grouped the materials encountered in our field explorations into five geotechnical units, as described below. This interpretation of the subsurface conditions is based on the explorations and regional geologic information from published sources. The geotechnical units are as follows: Fill:Primarily Silty Clay with some sand and trace gravel (CL) in B-1 and sandy Silty Clay(CL)with trace gravel in B-2; • Soft Fill: Sandy Silt(ML) encountered in B-1; Alluvium: Clayey silt with some sand and gravel (MH); Missoula Flood Deposits-Fine-Grained Facies:Primarily Silt with varying amounts of sand(ML)as well as Silty Sand(SM); Upper Hillsboro Formation:Silty Clay(CL)in B-1 and Silty Clay with some sand(CL) in B-2 Hillsboro Formation: Clay (CH)with varying amounts of sand;and Lower Hillsboro Formation:Silty Clay with some sand(CL) in B-2. These geotechnical units were grouped based on their engineering properties, geologic origins, and distribution in the subsurface. Contacts between the units may be more gradational than shown on the boring logs in Appendix B. SPT N values presented on the logs and discussed below are in blows per foot(bpf) as counted in the field. No corrections have been applied. The following sections describe the geotechnical unit characteristics in greater detail,based on the drilling explorations. 6.1 .1 Fill Fill was encountered in both borings from the surface to a depth of 23 feet in B-1 and 4.5 feet in B-2. B-1 was drilled through the engineered fill embankment behind the newly constructed solider pile wall,which accounts for the large difference in fill thickness between the two borings. The Fill consisted of Silty Clay with some sand and trace gravel (CL)in B-1 and sandy Silty Clay(CL) with trace gravel in B-2. SPT N-Values in the unit ranged from 11 to 44 blows per foot(bpf). 103274 November 2019 7 =III SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 6.1 .2 Soft Fill Soft Fill was encountered in B-1 at approximately 23 feet below the ground surface (bgs). The Soft Fill consists of moist to wet,nonplastic Sandy Silt(ML).The SPT N-Value was 3. The natural moisture content of the sample was 34 percent. A sieve analysis of the sample indicated a fines contents of 66 percent by dry weight. 6.1 .3 Alluvium Alluvium was encountered in B-2 from 4.5 feet to 7 feet bgs. The Alluvium consisted of Clayey Silt with some sand and gravel (MH). One SPT in the unit resulted in an N-Value of 8 bpf. The natural moisture content of one specimen was 30 percent. 6.1 .4 Missoula Flood Deposits - Fine-Grained Facies Missoula Flood Deposits-Fine-Grained Fades(MFD)were encountered in B-1 below the Lower Fill from 29 to 33 feet bgs, and in B-2 below the Alluvium from 7 to 19 feet bgs. MFD observed in the borings consisted primarily of Silt with varying amounts of sand (ML) as well as Silty Sand (SM). SPT N-Values in the MFD ranged from 3 to 17 bpf. Natural moisture contents of tested specimens ranged from 31 to 34 percent. Sieve analyses indicated fines contents that ranged from 47 to 95 percent by dry weight. 6.1 .5 Upper Hillsboro Formation The Upper Hillsboro Formation was observed in B-1 from 33 to 37 feet bgs and in B-2 from 19 to 25 feet bgs.The Upper Hillsboro Formation observed in the borings consisted of Silty Clay(CL) to Silty Clay with some sand (CL). SPT N-Values ranged from 9 to 24 bpf. Natural moisture content of one specimen tested was 32.4 percent. 6.1 .6 Hillsboro Formation The Hillsboro Formation was observed in B-1 from 37 to 51.5 feet and in B-2 from 25 feet to 90 feet. Boring B-1 was terminated in the unit. Hillsboro Formation soils consisted of primarily Clay(CH)with varying amounts of sand. SPT N-Values in the unit ranged from 8 to 31 bpf. Natural moisture contents of tested specimens ranged from 26 to 51 percent. An Atterberg limits test indicated a plasticity index of 17 percent. 6.1 .7 Lower Hillsboro Formation The Lower Hillsboro Formation was observed in boring B-2 from 90 to 116.5 feet bgs. The Lower Hillsboro Formation consisted of Silty Clay with some sand(CL). SPT N-Values in the unit ranged from 16 to 35 bpf. 103274 November 2019 8 =111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 6.2 Groundwater The geotechnical borings performed for this study were drilled using mud rotary techniques that make it difficult to discern the depth to groundwater,because of the use of drilling fluids in the boreholes. Groundwater levels were estimated during drilling(where possible) based on sample wetness, changes in soil density, and drilling action. Based on existing information and the moisture content of samples,we estimate groundwater ranges from elevation 160 feet underneath Wall Street to elevation 170 feet north of Wall Street. Groundwater levels across the project alignment should be expected to vary seasonally and with changes in topography and precipitation. Zones of perched water are likely to be encountered above fine-grained layers. Locally, groundwater highs typically occur in the late fall to spring and groundwater lows typically occur in the late summer and early fall. 7 SEISMIC HAZARD ANALYSIS We understand seismic design of the pedestrian bridge span will be performed in accordance with the 2018 Oregon Department of Transportation(ODOT)Bridge Design Manual(BDM). 7.1 Seismic Parameters The 2018 ODOT BDM requires that all bridges be designed for 1,000-year return period ground motions under"Life Safety" criteria. Under this level of shaking,the bridge and approach structures,bridge foundation, and approach fills must be able to withstand the forces and displacements without collapse of any portion of the structure. In addition to the 1,000-year "Life Safety" criteria,ODOT requires that all bridges be designed to remain"Operational" after a full rupture Cascadia Subduction Zone Earthquake (CSZE). Under this level of shaking,the bridge and approach fills are designed to remain in service shortly after the event to provide access for emergency vehicles. However,since this bridge will not accommodate vehicular traffic,we understand it will not be designed for the "Operational" criteria. 7.1 .1 Site Classification The Seismic Site Class for the "Life Safety" seismic design criteria was developed based upon the recommended procedure,using SPT N-values from our explorations,in the 2018 ODOT GDM. 103274 November 2019 9 =111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Our evaluation,based on the subsurface conditions described in Section 6,indicates that the site is classified as Class D. Site Class D corresponds to stiff soil with an average shear wave velocity between 600 and 1,200 feet per second (fps), or an average SPT blow count between 15 and 50 bpf in the upper 100 feet of soil. 7.1 .2 "Life Safety" Criteria Response Spectrum The response spectrum for the "Life Safety" criteria were derived using the ODOT Bridge Section's Excel application,ODOT_ARS.v.2014.16,which uses the three-point curve method with data from the 2014 USGS probabilistic seismic hazard maps for the 1,000-year return period. This Excel application is available through ODOT's web portal(ODOT,2017). The period and spectral acceleration for the"Life Safety" criteria for Site Class D are presented in Exhibit 7-1: Exhibit 7-1: Recommended"Life Safety" Response Spectrum for Site Class D Period,T(sec) Sa(g) 0 0.357 0.12 0.779 0.2 0.779 0.6 0.779 0.8 0.586 1.0 0.469 1.2 0.391 1.4 0.335 1.6 0.293 1.8 0.260 2.0 0.234 2.2 0.213 2.4 0.195 2.6 0.180 2.8 0.167 3.0 0.156 3.2 0.147 3.4 0.138 3.6 0.130 3.8 0.123 4.0 0.117 NOTES: Sa=Spectral Acceleration,g=gravity acceleration 103274 November 2019 10 =111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 7.2 Seismic Hazards Evaluation Seismic hazards considered in the evaluation include ground shaking,liquefaction and associated effects (e.g.,flow failure,lateral spreading, and settlement), slope instability,fault rupture,tsunami,and seiche. The primary seismic hazards at the site are ground shaking,liquefaction,and slope instability. In our opinion, the potential for fault rupture is low, given the distance between the site and the nearest potentially active fault. Seismically induced tsunami and seiche are also non-hazards at the site. 7.2.1 Liquefaction Liquefaction is defined as a decrease of the shearing resistance of a cohesionless soil due to the buildup of excess pore pressures that can result from strong ground shaking. During liquefaction,the soil experiences a temporary transformation into a viscous fluid, which can result in significant variable ground settlement and slope deformations, see Section 6.2.2. Saturated sands and silts characterized as loose and cohesionless are typically susceptible to liquefaction. To evaluate liquefaction potential,SPT N-values from the borings were used and corrected in accordance with the simplified procedures described by Youd(2001). These results were checked with the procedures from Boulanger&Idriss(2014) and Cetin and others (2004). The analysis indicated that the Sandy Silt Fill and MFD would likely experience liquefaction in a design earthquake M 9.0 with a PGA of 0.35g. Figures 3 and 4 show the results of our evaluations. 7.2.2 Liquefaction-Induced Settlement As noted above, one of the potential consequences of liquefaction is significant ground settlement. The potential liquefaction-induced settlement at the site was evaluated using the Tokimatsu and Seed method (1987) and the Ishihara and Yoshimine (1992)method. The estimated liquefaction-induced settlement ranges between 1 to 5 inches. 7.2.3 Slope Instability Earthquakes produce seismic forces that add additional loads to slopes,which can result in slope instability. We evaluated the northeast abutment for static, seismic, and post-seismic conditions. Please refer to Section 8.2, Northeast Abutment Global Stability, for a discussion and results of our analyses. 103274 November 2019 11 SW SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 8 PRELIMINARY BRIDGE FOUNDATION DESIGN RECOMMENDATIONS 8.1 General Preliminary design recommendations are based on conceptual information provided by Otak, our field explorations, and our review of the available existing information. If foundation types or configurations change after this report has been submitted,Shannon& Wilson should be contacted to provide updated recommendations. 8.2 Northeast Abutment Global Stability We evaluated the global stability of the proposed northeast abutment and recently constructed solider pile wall for the static, seismic(pseudo-static), and post-seismic (liquefied soil) conditions based on the ODOT GDM and the AASHTO LRFD Bridge Design Manual. Generalized subsurface conditions and soil parameters were determined from the provided existing information,results of field explorations, and laboratory testing. Horizontal seismic loading coefficients were taken as half the peak ground acceleration for the seismic loading condition. A residual soil strength for the liquefied MFD and Fill based on Olson and Stark(2003) and modeled using an internal friction angle of 22 and 7 degrees, respectively. Lateral resistance from the solider pile wall was incorporated into the global stability model as a point load located at one third of the retained soil height and was taken as the active earth pressure used in design of the wall. The Fields Property developer,Ken Leahy Construction, provided the calculation package submitted by Pacific Foundation and included in Appendix A, Existing Information. Based upon page 29 of the calculation,titled "Pond 9.5 ft Wall-Seismic Cantilevered Piles",the wall segment below the bridge abutment was designed for a horizontal force of 31284 pounds per pile and a pile spacing of 8 feet. By dividing the horizontal design force by the pile spacing,we calculated a minimum wall resistance of 3000 pounds per linear foot. Initial evaluation of the abutment and soldier pile wall showed a factor of safety of less than 1.1 for both the seismic and post-seismic cases. These low factors of safety were the result of assuming the soft liquefiable fill material encountered in Boring B-1 extends from the abutment to the wall face. To better define geometry and strength properties of the backfill materials in this area, the design team requested documentation of the fill placement. Exhibit 8-1 shows placement of boulders directly behind the wall. After incorporating the boulders in the stability model, the factors of safety for both the seismic and post-seismic cases increased above the minimum required factor of safety of 1.1. 103274 November 2019 12 =111 SHANNON EIWILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report _. ,Fly '''--- '.15' . ' j j! i , . __ _„„,,,,, .,.. ,....„,. .,.. , __ .._ _ ,..... --tf.._ t + ue l+ legiliPi _�+iii".. ,s f ' % N. y �' a .P.': ^ y 4. �..� ,.� . ' t ;' J. i Exhibit 8-1: Fill Placed Behind Soldier Pile Wallon June 1,2019 in the vicinity of proposed NE bridge abutment(RhinoOne,2019). The stability analysis was performed using the Morgenstern-Price method with the aid of the computer program SLOPE/VV(GEO-SLOPE International,Ltd.). Slope stability analyses results are presented on Figure 2 and the assumed material properties are summarized in Exhibit 8-2. The analyses indicate the calculated factors of safety for static slope stability are greater than the ODOT-required minimum factor of safety of 1.5 (resistance factor of 0.65). The seismic(pseudo-static) and post-seismic stability factor of safety exceed the ODOT-required minimum factor of safety of 1.1 (resistance factor of 0.9). . 103274 November 2019 1? =11P SHANNON 6WILSO1Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Exhibit 8-2: Northeast Abutment Global Stability Soil Parameters Unit Weight Cohesion Friction Angle Material Name (pcf) (psf) (deg.) Engineered Fill 120 50 34 Missoula Flood Deposits 110 50 32 Missoula Flood Deposits(post-seismic) 110 -- 22 Soft Fill 105 -- 28 Boulders 130 -- 38 Soft Fill(liquefied) 105 -- 7 Upper Hillsboro Formation 110 50 28 NOTES: pcf=pounds per cubic foot;psf=pounds per square foot;deg.=degrees 8.3 Preliminary Southwest Abutment Design Recommendations We understand an approximately 25-foot-tall embankment will convey pedestrians from the existing grade south of the railroad tracks to the southwest abutment. Due to the close proximity of the abutment to the railroad right of way, a wall will be required to connect the bridge to the adjacent embankment. It should be noted that no subsurface explorations have been performed at the southwest abutment at the time of this report and, therefore,our analysis and recommendations are subject to change. We considered three wall and bridge abutment foundation combinations,including (1) a stem wall supported on drilled shafts; (2) an end pier with a short jump span to a mechanically stabilized earth (MSE)wall;and(3)an MSE wall with integrated pile foundations. Based on our understanding of the subsurface conditions and site constraints, we recommend option 3, an MSE wall with integrated pile foundations. This option would allow for settlement to occur prior to installation of the bridge foundation,eliminating static drowndrag loads. Block-outs, or sleeves,would be installed in the MSE wall at the locations of the planned pile foundations. If this option is selected,crane access should be considered for installing the pile foundations after the embankment is constructed. Global stability of the embankment and wall was performed using the assumed subsurface profile shown in Figure 2 and the general methods described in Section 8.2. Slope stability analyses results are presented on Figure 2 and the assumed material properties are summarized in Exhibit 8-3. The analyses indicate that the calculated factors of safety for static slope stability are greater than the ODOT-required minimum factor of safety of 1.5 (resistance factor of 0.65). The seismic(pseudo-static) and post-seismic stability factor of safety exceed the ODOT-required minimum factor of safety of 1.1 (resistance factor of 0.9). 103274 November 2019 14 =111 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Exhibit 8-3: Preliminary Southwest Abutment Global Stability Soil Parameters Unit Weight Cohesion Friction Angle Material Name (pcf) (psf) (deg.) Engineered Fill 120 50 34 Missoula Flood Deposits 110 50 28 Missoula Flood Deposits(post-seismic) 110 -- 22 Upper Hillsboro Formation 110 50 28 Alluvium 105 -- 26 Alluvium(post-seismic) 105 -- 22 MSE Wall Fill(reinforced) 130 1,000 38 NOTES: pcf=pounds per cubic foot;psf=pounds per square foot;deg.=degrees It should be noted that large volumes of over-excavation may be required in the assumed alluvium deposits if organic material is encountered. Also, these deep over excavations may encounter the groundwater table,therefore,we recommend installing a vibrating wire piezometer with data logger at the southwest abutment to monitor ground water levels prior to construction. 8.4 Preliminary Driven Pile Design Recommendations 8.4.1 General The following sections provide our recommendations for axial and lateral resistance of driven steel pipe piles at the northeast abutment and southwest abutments. Based on observed subsurface conditions and estimated preliminary loads,we evaluated 16-inch-and 24-inch-diameter steel pipe piles with 0.5-inch wall thickness. Boring B-1 was used to evaluate the pile axial compressive resistances for piles at the northeast abutment. Soil properties from boring B-2 and existing information were used to evaluate the pile axial compressive resistances for the southwest abutment. Further explorations are needed to confirm our assumptions for the southwest abutment. 8.4.2 Driven Pile Axial Resistance We recommend that the steel pipe piles conform to the requirements of ASTM A252 Grade 3 specification for steel piles. Mill certification should be provided by the supplier. We expect that the compressive resistance of the driven pile will consist mostly of skin friction. We recommend the piles be driven closed-ended to create full displacement and increase pile driving resistance. All portions of pile design and construction should meet the requirements of Oregon Standard Specification for Construction(OSSC, 2018), Section 00520, and project special provisions. 103274 November 2019 15 X111 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report The estimated nominal pile compressive resistances for the recommended pile sections for 16-inch and 24-inch diameter pipe piles are presented on the Estimated Axial Pile Resistance charts, Figures 5 through 8. Where wave equation analysis methods are used for pile compressive resistance estimates, we recommend that a resistance factor of 0.50 be applied to the nominal compressive resistance to evaluate the strength limit state capacity of the piles. If Pile Driving Analyzer (PDA)Testing and Case Pile Wave Analysis Program(CAPWAP)will be performed for this project, a resistance factor of 0.65 may be used. The estimated settlement is less than 1 inch at the maximum loads applied to the pile under the strength limit state loading;therefore, the nominal resistance may be considered the nominal service limit state resistance, as well. We recommend a resistance factor of 1.0 be applied to the nominal resistance for the service limit state and extreme event limit state evaluations. We did not consider any resistance from the soils above the bottom of pile cap. The estimated axial resistance assumes the piles are spaced at least 6 pile diameters apart, measured center-to-center. Based on this assumption,the pile group effects are not considered. If, during final design,the pile spacing is reduced,the appropriate pile efficiency factor must be established and applied, as recommended by the AASHTO LRFD. The pile geotechnical resistances under strength and extreme limit state should not be greater than the pile structural resistance. The structural engineer should evaluate the pile structural resistance in accordance with Section 6.0 of the AASHTO LRFD Bridge Design Specifications (2017). 8.4.3 Driven Pile Downdrag Loads Based upon post-liquefaction settlement analysis,the driven piles at the northeast abutment will experience seismic downdrag loads. We estimate the post-seismic downdrag force will be 10 kips per pile for both the 16-and 24-inch diameter pipe piles. A load factor of 1.0 is recommended to be applied to this post-seismic downdrag force. 8.4.4 Driven Pile Lateral Resistance The pile foundations will be subjected to lateral loads resulting from live loads,wind and earthquake loading. We understand that the laterally loaded pile analyses will be performed with the aid of the LPILE computer program developed by Ensoft,Inc. Geotechnical input parameters for the LPILE computer program for each abutment are provided in Table 1. Groundwater is assumed to be at 14 feet bgs for the northeast abutment and 5 feet bgs for the southwest abutment. 103274 November 2019 16 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report The estimated lateral resistance parameters presented in Table 1 are recommended for driven piles with center-to-center spacing greater than five pile diameters(5D) and in a single row. Based on this assumption,the pile group effects are not considered. If pile spacing is less than 5D or multiple rows of piles are required,the appropriate P-Multiplier must be established and applied, as recommended by the AASHTO LRFD. 8.4.5 Preliminary Southwest Abutment Assumptions We understand that a Mechanically Stabilized Earth(MSE)Wall and sloping embankment is the current concept to address the elevation difference between the bridge deck and ground surface at the southwest abutment. To allow for the use of driven piles without considering the effects of settlement-induced downdrag from the MSE wall,we assume the wall will be constructed first with sleeves so piles can be installed through the fill after settlement has occurred. Our analysis also assumes approximately 5 feet of overexcavtion for the base of the MSE wall. If this concept changes, our analyses will need to be updated. We will assess settlement and bearing resistance of the southwest abutment MSE wall during the final design phase. 8.5 Preliminary Drilled Shaft Design Recommendations Drilled shafts have been proposed for the center bent due to the site restrictions between Wall Street and the railroad right-of-way. Our analysis included developing drilled shaft axial resistance recommendations, lateral resistance parameters for input into LPILE, and downdrag loads for 5-foot-diameter drilled shafts. 8.5.1 Drilled Shaft Axial Resistance We performed axial resistance evaluation in general accordance with AASHTO LRFD Bridge Design Specifications (2017),Section 10.8. We evaluated axial resistance for strength and extreme event limit states. The analyses were based on the subsurface conditions encountered in the project borings and our experience with similar soils and design conditions. We estimated unit side and tip resistance values based on the average SPT values (N-values)within each unit,laboratory tests, and our experience. Our axial resistance analyses results are presented on Figures 9 and 10. These results are presented as plots of nominal and factored axial resistance versus depth for strength and extreme event limit states. Recommended resistance factors for each limit state are provided in the notes section of each figure. 103274 November 2019 17 1 ? \,,sli , r,-_ F1 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 8.5.2 Drilled Shaft Downdrag Loads Based on our seismic hazard evaluation,drilled shafts at the center pier extend through potentially liquefiable soils that may settle following ground shaking and induce downdrag loads on the piles. We developed Life Safety level estimates of downdrag loads using the settlement estimates from the reduced unit side resistances from the axial pile resistance analyses. As per AASHTO, a load factor of 1.0 is applied for seismic design.The post- seismic downdrag force at the NE Bent 3-foot diameter drilled shaft is estimated to be 40 kips.The post-seismic downdrag force at the Mid Bent 5-foot diameter drilled shaft is estimated to be 60 kips. 8.5.3 Drilled Shaft Lateral Resistance The proposed drilled shaft foundations will be subjected to lateral loads resulting from live loads,wind,and earthquake loading. We understand that the laterally loaded drilled shaft analyses will be performed with the aid of the LPILE computer program. Geotechnical input parameters for LPILE are provided in Table 1. Groundwater is assumed to be 14 feet bgs at the NE bent location and 5 feet bgs at the Mid bent location. The estimated lateral resistance parameters presented in Table 1 are recommended for drilled shafts with center-to-center spacing greater than five shaft diameters (5D) and in a single row. Based on this assumption,the shaft group effects are not considered. If the shaft spacing is less than 5D,or multiple rows of shafts are required, the appropriate P- Multiplier must be established and applied,as recommended by the AASHTO LRFD Bridge Design Specifications, Section 10.7.2.4. 9 GEOTECHNICAL EXPLORATIONS FOR FINAL DESIGN The geologic interpretation shown near the southwest abutment on Figure 2 is for preliminary design only. Explorations are necessary at the southwest abutment and along the proposed embankment and retaining walls adjacent to the southwest abutment to evaluate the subsurface conditions in this area. These explorations should consist of one deep boring,up to 75 feet deep;four shallower borings,30 feet deep, spaced along the embankment; and a series of CPTs, one at each boring, and at a spacing of 300 feet along the embankment. 103274 November 2019 18 CII!SHANNON faWILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 10 LIMITATIONS The analyses, conclusions, and recommendations contained in this report are based on site conditions as they presently exist, and further assume that the explorations are representative of the subsurface conditions throughout the site;that is, the subsurface conditions everywhere are not significantly different from those disclosed by the explorations. Within the limitations of scope,schedule, and budget, the analyses, conclusions, and recommendations presented in this report were prepared in accordance with generally accepted professional geotechnical engineering principles and practice in this area at the time this report was prepared. We make no other warranty,either express or implied. This report was prepared for the exclusive use of the City of Tigard,DBG Properties, and their project team in the preliminary design of the proposed Red Rock Creek Pedestrian Project and should not be relied upon for final design or construction. Additional explorations are required to develop final design recommendations for this project. The scope of our present services did not include environmental assessments or evaluations regarding the presence or absence of wetlands, or hazardous or toxic substances in the soil, surface water, groundwater,or air,on or below or around this site, or for the evaluation or disposal of contaminated soils or groundwater should any be encountered. Please read the Important Information Section at the back of this report to reduce your project risks. 103274 November 2019 19 SW SHANNON bWILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report 11 REFERENCES Allen,J.E.,Burns,M., and Burns,S.,2009, Cataclysms on the Columbia:The Great Missoula Floods (2nd ed.):Portland,Oregon,Ooligan Press,204 p. American Association of State Highway and Transportation Officials (AASHTO), 2017, AASHTO LRFD Bridge Design Specifications: Customary U.S.Units, (8th ed): Washington,D.C.,AASHTO, 2 v. American Association of State Highway and Transportation Officials,2011, AASHTO guide specifications for LRFD seismic bridge design(2nd ed.):Washington,D. C., American Association of State Highway and Transportation Officials, 1 v. Boulanger,R. W. and Idriss, Izzat M., 2014, CPT and SPT based liquefaction triggering procedures:Univesity of California at Davis, Center for Geotechnical Modeling, report no.UCD/CGM-14/01, 134 p. Cetin,K.O.;Seed,R.B.;Der Kiureghian,Armen;and others,2004, Standard penetration test-based probabilistic and deterministic assessment of seismic soil liquefaction potential:Journal of Geotechnical and Geoenvironmental Engineering,v. 130,no. 12,p. 1314-1340. City of Tigard Engineering Department, 1998,Public Improvement Design Standards dated July 1998:Tigard,Oregon. available:https://www.tigard- or.gov/engineering/Public_Improvement_Design_Standards.pdf Evarts,R. C., Conrey,R.M., Fleck,R.J.,Hagstrum,J. T., 2009, The Boring Volcanic Field of the Portland-Vancouver area, Oregon and Washington:Tectonically anomalous forearc volcanism in an urban setting: The Geological Society of America, Field Guide 15,p.258-370. Federal Highway Administration (FHWA),2006,Seismic Retrofitting Manual for Highway Structures: Part 1 —Bridges: Federal Highway Administration, Publication No. FHWA-HRT-06-032,January. Gannett,G.W., Caldwell,R.R, 1998; Geologic Framework of the Willamette Lowland Aquifer System, Oregon and Washington, Professional Paper 1424-A. Goldfinger, C., Nelson,C.H., Morey,A.,Johnson,J.E., Gutierrez-Pastor,J., Eriksson,A.T., Karabanov, E., Patton,J.,Gracia, E., Enkin, R., Dallimore, A., Dunhill, G., and Vallier,T.,2012,Turbidite Event History:Methods and Implications for Holocene Paleoseismicity of the Cascadia Subduction Zone: USGS Professional Paper 1661- F, 184 p, 64 Figures. 103274 November 2019 20 =111 SHANNON EIWII SON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Ishihara,Kenji and Yoshimine,Mitsutoshi, 1992, Evaluation of settlements in sand deposits following liquefaction during earthquakes:Soils and Foundations,v.32,no. 1,p. 173-188. Madin, I.P., 1990, Earthquake-Hazard Geology Maps of the Portland Metropolitan Area, Oregon: Oregon Department of Geology and Mineral Industries Open-File Report 0-90-2, scale 1:24,000,21 p. O'Connor,J.E., Sarna-Wojcicki,A., Wozniak,K.C., Polette, D.J., and Fleck,R.J., 2001, Origin, Extent, and Thickness of Quaternary Geologic Units in the Willamette Valley, Oregon:U.S. Geological Survey Professional Paper 1620. Oregon Department of Transportation(ODOT), 2019,Bridge Design and Drafting Manual 2004 (rev.October 2016): Salem,Oregon.,3 v., available: http://www.oregon.gov/ODOT/HWYBRIDGE/Pages/standards_manuals.aspx. Oregon Department of Transportation(ODOT),2018a,Geotechnical Design Manual dated March 2018: Salem,Oregon.available: https://www.oregon.gov/ODOT/GeoEnvironmental/Pages/Geotech-Manual.aspx. Oregon Department of Transportation,2018b, Standard specifications for construction: Salem, Oregon,available: http://www.oregon.gov/ODOTBusiness/Documents/2018_STANDARD_SPECIFIC ATIONS.pdf. Oregon Department of Transportation(ODOT), 2017a,ODOT Design Response Spectrum Program ODOT_ARS.v.2014.16.xlsx:ODOT website https://www.oregon.gov/ODOT/HWY/BRIDGE/Pages/seismic.aspx, accessed 5/9/2017 10:41 AM. Oregon Structural Specialty Code,2018 Schlicker,H.G. and Deacon, R.J., 1967,Engineering Geology of the Tualatin Valley region, Oregon: Oregon Department of Geology and Mineral Industries Bulletin B-60, 103 p., 5 app.,45 figs.,5 tables,4 pls., scale 1:48,000. Tokimatsu,Kohji and Seed,H.B., 1987, Evaluation of settlements in sands due to earthquake shaking:Journal of Geotechnical Engineering,v. 113,no.8,p. 861-878. United States Geological Survey,2017,Quaternary fault and fold database of the United States: U.S.Geological Survey website, http://earthquake.usgs.gov/hazards/qfaults/map/#qfaults Wells, R.E.,Weaver,C.S., and Blakeley,R.J., 1998,Fore-arc migration in Cascadia and its neotectonic significance: Geology, v.26,p.759-762. 103274 November 2019 21 =111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Wilson,D. C., 1998,Post-middle Miocene geologic evolution of the Tualatin Basin, Oregon: Oregon Geology,v.60,no.5,p. 99-115 Youd, T. L.;Idriss, I. M.;Andrus, R.D.;and others, 2001, Liquefaction resistance of soils: summary report from the 1996 NCEER and 1998 NCEER/NSF workshops on evaluation of liquefaction resistance of soils:Journal of Geotechnical and Geoenvironmental Engineering,v. 127,no. 10,p. 817-833. 103274 November 2019 22 „,, Washington n r,--5 \ I L°,Ir ham ( I_ ,- Site Location �] r ,i i El,rieaWr, j ) f! _ r,-L__, J ,— ?Idaho Metzger g _ •,, �� 4-,__k-'---f-----1 r i ,J SW Mafre ki,1 St ti I 1 sW Pc mot 1 ,1 f' I L, /`1 L_1 1 j crest( Siff'Pine 5; 5 �,,.'• 1 1 SW Sptu e Ge 94T', j ) SW C,'an:tuao St —{— — — i— 7SW',lacuna SI California I Nevada ��� SA'Vesta St 3�ps .. `'Gu fb,t(ad' `f Sanwa „ u' HelllliMr Commun� k!ourl Syive &t Ci 'Coo* 4r.' A. ' �� T Sy k,te.ts� 1'hama= t?,, t 1 I. ��; v•• t0., Woodard Pa,tk ' R FO*Mel 'v's,/ Widetl Q a Bay St r. 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E Nd a w = „ m _ o E I ii z = o r Z m, m O MO SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Appendix A Existing Information CONTENTS RhinoOne Geotechnical Report for Fields Property RhinoOne Construction Observation Report for July 1,2019 ■ Pacific Foundation Calculation Package for Solider Pile Retaining Wall 0 F- 0 U- C7 v) X w a X_ a w 0- CL 103274 November 2019 A-1 RhinoOne the GEOTECHNICAL Geotechnical Investigation Report Fields Apartments SW Hunziker Street and SW Wall Street Tigard, Oregon Select Pages Only (full report available upon request) Prepared for: DBG Properties LLC Attn: Ms. Melora Banker 2164 SW Park Place Portland, Oregon 97205 May 22, 2018 Project No. DBG-2016-003 RhinoOne Geotechnical 14610 NE 77th Avenue#126 I Vancouver,WA 98662 I phone 360.258.1738 \ 7,, ___ ____ cal c op U F- N � �\\' \- w w ...lei 11.,._. li )'---------:-..„ --i ,.,...' 0. ,... cc CO J '''''''.1.:;,,„_... . 1 si4, ¢G 7 - / .� �� Uuninuinuinn ti�ik �, — -- uuiuiuuiiii[inimli i y \ 03 tiov-ok N rm-) ,mil!#:.-..? z u.iiiiii, \ ,%, , *. ' ;‘,„.,..„.,. 1 1 d 3 El Lk' 2 0 \ -\\ .9 -, ‘, ',' , 11, 11 ii. d Z S. VA, . i t Z It \ \ 1 3 I 11 ILI F- r' s ~ \,:,4% , - -. I— uj• \ ig. _ ,I I aces u, � - •4 _ ... LP \.1 I r 1� Jo ~ Cl) % , t qmJ � W w , at4,06.0 LU r2 N ARAI 3 . w 0 uuj A RIz \ L^s : u. ._ „ a _ rhe 1 . a u ii Jiirii to I W W Q M a ,,t �� ..F f - ::: O 0/0 Z O I�1 _ _,7_, o u• .i c on 1 ., /,Tm QsCII J -- I �•,KC CI Q\ .%4h . W C C� J�1 ` , r z p= /--` W d a '7 2 U oa*4V' H N m U- NION J XLI • °m inC RhunoOneFields Apartments f�' SW Hunziker Street and SW Wall Street GEOTECHNICAL Tigard,Oregon Boring Number: Project:Fields Apartments Driller:Dan J Fischer Excavating,Inc. Project Number:DBG-2016-003 Date:November 17,2016 B-7 Drilling Method:Solid-Stem Auger Elevation:Approximately 187 feet AMSL Diameter:4.25-inch auger Water Level:9.5 feet Logged by:Christina H Z En Z H o L cn a) a3 J o g m m �, 2.'. o Materials Description Remarks E ,E.' c CD 3 a`) a n .4) CO CO Ce Ce m a. m 3 7,5 0 0 2 0 Brown,fine sandy SILT;moist(6-inch Root Zone) ML Very stiff,brown,SILT with some fine sand;damp to — moist,low to medium plasticity 1 \ 66 5-8-8 16 18.2 5 Becomes medium stiff,fine sandy SILT 2 44 2-2-3 5 _ 25.8 a Becomes stiff IF 3 78 3-3-8 11 252 10 Becomes medium stiff 4 62 3-3-4 7 _ 31.0 6 th m 0 15 Becomes brown with grey mottling s 5 \ 62 2-3-4 7 _ 29.8 t _ 6 a: - ri 20 ' � CL-ML Soft,blue-grey,clayey SILT with some fine sand;moist, 6 \ 50 2-2-2 4 % medium plasticity 34.4 I 1 J/ 25 CL Stiff,blue grey,CLAY;moist,medium plasticity 7 100 3-4-6 10 / 32.6 LL=40.3% PL=22.8% PI=17.5% I 30 Becomes very stiff 8 \ 100 3-6-12 18 26.1 • A Page 5 RhinoOneFields Apartments 4+'r SW Hunziker Street and SW Wall Street GEOTECHNICAL Tigard,Oregon Boring Number: Project:Fields Apartments Driller:Dan J Fischer Excavating,Inc. Project Number:DBG-2016-003 Date:November 17,2016 B-7 Drilling Method:Solid-Stem Auger Elevation:Approximately 187 feet AMSL Diameter:4.25-inch auger Water Level:9.5 feet Logged by:Christina H Z in a m N o E- Materials Description P2 Remarks d to N n n o 3 cc ' w Cl) Cl) :33cc m0. m 55 Cl) C7 2 35 ML Stiff,brown,fine sandy SILT;damp,medium plasticity 9 , 78 3-5-5 10 38.5 40 :..:'sM Loose to medium dense,brown,silty fine to coarse 10 62 3-5-5 10 – SAND;moist 36.5 Boring terminated at 41.5(feet BGS):boring backfilled with bentonite chips and capped with native soil T - 45— Q W 50— a 3 - 55— Q c 60— h U - 65— Page 6 RhinoOneFields Apartments 1;' SW Hunziker Street and SW Wall Street GEOTECHNICAL Tigard,Oregon Boring Number: Project:Fields Apartments Driller:Dan J Fischer Excavating,Inc. Project Number:DBG-2016-003 Date:May 4,2018 B-9 Drilling Method:Solid-Stem Auger Elevation:Approximately 183 feet AMSL Diameter:3-inch auger Water Level:15 feet Logged by:Peter H z > e = ) Z e e o 0 m °� d d d r S ° Materials Description 3 Remarks 8 0. > 3 n 3 w w a in rig, �p co cc c3 g cc m a m 5- U M ziPL Brown,fine sandy SILT;moist(5-inch Root Zone) 8-inch monument Medium stiff,brown,SILT with some fine sand and clay; constructed moist,low to medium plasticity 1 \ 100 3-3-4 7 25.0 5 — 2 100 3-3-4 7 Becomes SILT with some sand,low to no plasticity 29.1 a a Becomes fine sandy SILT with thin lenses of silt 17 3 100 2-3-4 7 28.4 I' — m 10— 4 \ 100 2-3-3 6 32.0 i th m - s 15 Becomes stiff and wet s 5 \ 100 3-5-6 11 34.0 I N Vibrating Wire ii T. — Piezometer(SN 20 45072)with CL-ML Stiff,blue-grey,clayey SILT with trace sand;damp to automatic 6 100 2-5-6 11 moist,medium plasticity 32.9 datalogger attached ML Very stiff,blue-grey,fine sandy SILT;moist installed at 18.5 feet y BGS I 25— Becomes grey-brown,SILT with some fine sand,low g 7 \ 100 7-9-10 19 — plasticity 36.0 — Boring terminated at 26.5(feet BGS):boring backfilled — with bentonite chips a N 30 Page 8 RhinoOne *iv GEOTECHNICAL OBSERVATION AND TESTING REPORT Page 1 of 2;Attachments 1 Project Name: Project Number: Date/Day of Week: Fields Apartments DBG-2016-003 TO03 07/01/19, Monday Location: Permit Number: Weather/Temperature: SW Hunziker Street/SW Wall Street Sunny, 65-70F Services Provided: Hours Present: Field Staff: Subgrade Observation/footing preparations 9:15am-11:15am Luke Hughes Documents Reviewed by Staff: Prior Field Report ®Yes ❑ No Construction Document Review ®Yes E No Report Date:06/28/2019 Report By: LH Construction Document Dated:06/26/2018 COS Project Briefing ®Yes ❑ No Geotechnical Report Review ®Yes ❑ No Briefing By:Chuck Leahy(Ken Leahy Construction) Geotechnical Report Dated:05/22/2018 Visit Requested By(Name and Company): Site Contact(Name and Company): Mike Ober(Ken Leahy Construction) Rob Fitzgerald (Ken Leahy Construction) Observed Contractor(Name and Company): Contractor's Equipment Observed in Use: Ken Leahy Construction/Pacific Foundation Scrappers,815 Compactor, Bull dozer etc.,Vibratory Hammer Did you observe everything you expected to? ®Yes ❑ No-If no,who did you inform?When?What was missing? Did you observe anything unexpected? ❑Yes-If yes,who did you inform?When?What was it? ® No Jobsite Observations: Indicate Activities You Did and Did Not Observe, Rhino Equipment Used, Material Used I arrived on site at approximately 9:15 am and met with Rob Fitzgerald of Ken Leahy Construction and Jeremy White of time Frame Inc.The contractor was taking the soils and spreading the soils around to dry them in preparation for future engineered fill construction and from the prior storm from last week.The contractor was also placing boulders behind the retaining wall in the area where the future wall street will be(shown in picture 1)The foundation contractor was preparing footings and said they were going to start excavating later in the day, I'll report on that tomorrow,although the weather was supposed to take another drastic turn for the worst,including rain and thunder storms around 3:00pm. t 4111 lk s.. . # _- •u.l ti w "am,, r,�r ". ^-."' Art ' ti w Kt . ...1- - t^'.. "" ~ - :.'7,2,'12*, .: 7 *r .� Rye I i'', RhinoOne Geotechnical I 4610 NE 77th Avenue,Suite 126 I Vancouver,WA 98662 I phone 360.258.1738 RhinoOne DBG-2017-003 T003 Field Apt 20190701 ri!-CifE ,IIP CA}- Page 2 of 2 Figure 1:View of SW Wall Street retainin• wall c a Y, .1- •— r f 17 a, ' v av ' .3f t3 YF, + ' - ieterio r; .- + », 5 Rik. :it y,. s ', a ,+' - 4414114-4` ' ' ... .4 It ,, ..., ., ,.+4' Figure 2:View of soils being spread I departed the site at approximately 11:15 and will be back Monday of July 2st 2019. Jobsite Discussions: Indicate With Whom and What Was Discussed None What in particular should be observed,checked,or tested during the next visit? Date of Next Visit:07/02/2019 Footing areas and soil processing for fill construction. Notice:Our firm's professionals are represented on site solely to observe operations of the contractor identified,to form opinions about the adequacy of those operations and to report those opinions to our client.The presence and activities of our field representatives do not relieve any contractor from its obligation to meet contractual requirements.No one except our client may rely on our finding and opinions.The contractor retains sole responsibility for site safety and the methods,operations and sequences of construction. This report presents opinions formed as a result of our observation of activities relating to geotechnical engineering.We rely on the contractor to comply with the plans and specifications throughout the duration of the project irrespective of the presence of our representative.Our work does not include supervision or direction of the contractor,the contractor's employee's or agents.Our firm is not responsible for site safety. ® This preliminary report is provided solely as evidence that field ® A reviewed report is an instrument of professional service. observation was performed.Observations and/or conclusions Any conclusions drawn from this report should be discussed and/or recommendations conveyed in the final report may vary with and evaluated by the professional involved. from and shall take precedence over those indicated in this report. . 1, fr(gop. / .. By: Review: r" Luke Hughes Rajiv Ali RhinoOne Geotechnical 14610 NE 77th Avenue,Suite 126 I Vancouver,WA 98662 I phone 360.258.1738 241: 11 w NVld CNIGV 10 11V13A0 1 N o@i@lI ( x o ffi Ms ' �}d\`n8 2-,11:: _ ."E h TM3N3�J c ill d w F. } NO03110"OkIVOil AO A110 a__. ... r s i F' '�''�li a 4. 11 p d L I- - ' T e I i -- g i S1N3W121VdV Sal31d .¢ s1 t1 hs a U t ; i c.v C ,...) ,./.‘ 4, 0 . . \\,,,_.„. ,,,,.....„ __,__ _\ ,„ . ,\,,,„.., „.......„..,____,__,, ,E . . ,\,.,,,....,._ .... _.......,........, ,,,.,.. \ ,,,,„... ....„,„,,,,,,,,,,,,,,. _ .\\,,, ,s,_,,_ ....„... ,, _ _ , _ \,,,,,...., ,...,,,,..,,, _,_ __\ oL ‘,_ . , __,.._._"�, .. ,,,.:_ €8 4./4:7.. ,.......... ._,-_,,\\ 4 ,_ �' 1 I s M I ,,,\. 40„..-,,,,---_,,,,,,-„,i ,,1„, , + , \. Cts: s '-`---.:‘11\11".'"%.-.4.4, ` s " �1 AI�,11 i�`4 *�0 �'� ' i 11, �+ 11 I o , p,\`4 r4'f" ;7- -:4.,184,;1-‘' ,I, — X11.1 p 0,t Vgkk k .„',: ..\ ,',ill ll l'i S4 I\ g '' \‘, \\,,,,, ‘Iiii \ .."0111 0', : ....1 f I i ).'—.) C \ \‘‘', All': \.' Iiiril‘ r' II', li: ;) 1 + 1 \ liliti.,' ',TA, , �I ''1 11' II— A. lig I, t, : I+ I�, it lig g � , �sZt_.�p��,I :N 1, ..- I 1 I + IIC:14 #*t;I;Erbr E g 2 y 5 'I,l`r% ', jam, '] ;Igei 1 Z�Ag /^\ I ,.i, I r ,_,,- '%% I.'', 'mil I,\i i 11 X E c e. IV1 v, pi +\ `\ e I I ,r,y, ii. I ' ffi x t. , , $ i' "'rte ,.I+0" i (`1 L. 1 ' 'I C._ — g. �� ( I 1 W i, i;,.' ' a fiI 'ri • (. M4- � .' L � � , ,i, 1A4I 54„,1(41 0.8e + �� I� ' fLk1 1 �' b —v VSi � ! Vi 7 � !P V \ ' f,ilv ,ilt_,,z,1:1;, .." A.- � �. J` � f' .47'''i t �I;i'' Rigg ; �.I , 1_1' 'yl *ligI/, /^—' ��,1 /�, ', \ JA L .: '' !wro •' li LSAtioi i„. 1 11 f*. �� - 4- t. /.a 4r.11,11 luwe.rw,WtiaRKlapf•�uaWo,q�a-uK'114aru'. ACIFIC' STRUCTURAL SOLUTIONS 17 August 2018 Project# 18181 FIELDS APARTMENTS SITE WALLS SOLDIER PILE WALL CALCULATIONS Select Pages Only (full cal package available upon request) .1cUCTU# i0 PROfits ��c GIN€F Lt. gc �` X56aç3L ORE 0 O4 r/L 2.2916(1 -1N/C A.`N I RE S; 6 30,21:00 1 TRUCTURAL soLUTIoNs 1400 COLUMBIA ST. PH: 360.200.6608 VANCOUVER, WA 98660 EX: 360.200.6611 CO c < o .F00 O N 0-I O co N 00 I 6W Pi Ip 111 . 1111 . 11 : i -fir, e' I ori irRi 00 00 ate, ,`" X i1L_ _ 1yam74 - mainTamtmum44444 lvi n n i X OO >QJ a) O LL 9 > �nv.TsiiiT$ii w - h 5 '� m' ' ar co +, ,� W i_n—ir C C (0 Cl. a f®, �, 1 0.2 CU 0_ a,. 1 " CU co LL v) vl Y CD +-+ O in a) a) f0 f0 C18 .V u- 0 O N 4, `- 4- 4- 4- 4- 4- 4- 6. 6- o_ n 'n n 'CL a n a a a a a a -2 ,t ,t Ye 1 O 1,-i O N t(1 o' 0 0 rY 00 N VD l0 01 N to 0l t0 u1 a-i m lO a) f a),LID i LO NI 00 NI M t0 00 N tD m v N O O m 4 4 N a--I N 01 M co ul a-I m a ca o_ co ,_ o.. co CO is O CU 0)-a -a •F',1 a D v E c c C u_ LL = LL " N CO2 ij p 7 a, a, OLD w 0 w H w 3 3 v i a) -X- a) -X- a) _ 0 0 0 >_ o° on o 0 0 > o 0 tiTiCI = > > 0_ m a E E o o ° m N •5 E -0 Z a, N '� V/ vi co 0 0 0_ a, v o +� o o_ w ° E 0 a Q v o +� + +' v o0) LLI0 iT F L 0_ t 0_ 0_ _ co O O a, a, N N 0_ O +, N dJ l?O m > N 1-+ +J of +., O C ++ U.G O N 0 > H o v ca co u t' Ca Y 2 O v a, a, co `� In Q co v a Q > > Q Q a 4.- 0- a a, E aa) •iii -a a, 0_ L N a, v a, v E o f cn L N a > N v +, u u 0 c E 0 O a°oi UQ ra L a c a Q N_ E E co --- E Jal +a'+ '++ 4J N E ��., W W L v u co w : ' "a a, to Ir R co Q -Q v L o E +� F a, - LU g a, m '^ o rn a Cr) a a SW SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Appendix B Field Explorations CONTENTS B.1 General B-1 B.2 Mud Rotary Drilling B-1 B.3 Sampling B-1 B.3.1 Disturbed Sampling B-1 B.3.2 Undisturbed Sampling B-2 Cl) Z B.4 Borehole Abandonment B-2 0 B.5 Material Descriptions B-2 B.6 Boring Logs B-3 0 —J CL Figures W Figure B1:Log of Boring B-1 0 Figure B2:Log of Boring B-2 W U- 03 X a W a 0- Q 103274 November 2019 an SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report B.1 GENERAL Drilling explorations for the Red Rock Creek Pedestrian Bridge Alternative Study included advancing two geotechnical borings to explore subsurface conditions at selected locations along the proposed bridge alignment. Completed boring locations were surveyed by the Fields Property developer, Ken Leahy Construction.Borehole locations are shown on Figure 2: Site Plan and Preliminary Geologic Interpretation. This appendix describes the techniques used to advance and sample the borings and presents logs of the materials encountered during drilling. Exhibit B-1: Summary of Geotechnical Borehole Information V) Borehole No. Total Depth(feet) Drill Rig Hammer Efficiency(%) B-1 51.5 CME 850 Track Rig 87 ~ #522 OB-2 116.5 CME 850 Track Rig 87 J #522 0 X IwCI B.2 MUD ROTARY DRILLING J L1J The geotechnical borings included in Figures B1 and B2 were drilled on August 15 and 16, 2019 by Holt Services, Inc. of Vancouver,Washington. The borings were advanced using open-hole, mud rotary drilling techniques. A geologist was present during the explorations X to locate the borings, observe the drilling, collect soil samples, and log the materials CIencountered. Exhibit B-1 (above) summarizes borehole details for drilling explorations. W d Q B.3 SAMPLING B.3.1 Disturbed Sampling Disturbed samples were collected in the borings, typically at 2.5-foot intervals to 15 feet and 5-foot intervals thereafter using a standard 2-inch-outside-diameter(O.D.)split spoon sampler in conjunction with Standard Penetration Testing standards. In a Standard Penetration Test(SPT),ASTM D1586, the sampler is driven 18 inches into the soil using a 140-pound hammer dropped 30 inches. The number of blows required to drive the sampler the last 12 inches is defined as the standard penetration resistance,or N-value. The SPT N- value provides a measure of in situ relative density of cohesionless soils(silt, sand, and gravel), and the consistency of cohesive soils(silt and clay). All disturbed samples were 1032/4 November 2019 B1 =111 SHANNON bWILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report visually identified and described in the field,sealed in a labeled plastic jar to retain moisture, and returned to our laboratory for additional examination and testing. SPT N-values can be significantly affected by several factors,including the efficiency of the hammer used. The hammer efficiencies of the hammers used are summarized in Exhibit B-1 (above).Automatic hammers generally have higher energy transfer efficiencies than cathead driven hammers. For reference, cathead hammers are typically assumed to have an average energy efficiency of 60 percent. All N-values presented in this report are in blows per foot, as counted in the field. No corrections of any kind have been applied. An SPT was considered to have met refusal where more than 50 blows were required to drive the sampler 6 inches. If refusal was encountered in the first 6-inch interval(for example,50 for 1.5"), the count is reported as 50/1st 1.5". If refusal was encountered in the second 6-inch interval(for example,48, 50 for 1.5"), the count is reported as 50/1.5". If O refusal was encountered in the last 6-inch interval (for example, 39,48, 50 for 1.5"), the count is reported as 98/7.5". Sample recovery is identified as a percentage of material retained for pa[ the length the sampler was driven. 0 CL B.3.2 Undisturbed Sampling X W Undisturbed samples were collected in 3-inch-O.D. thin-wall Shelby tubes,which were 0 hydraulically pushed into the undisturbed soil at the bottoms of boreholes. The soils W exposed at the ends of the tubes were examined and described in the field. After examination,the ends of the tubes were sealed to preserve the natural moisture of the m samples. The sealed tubes were stored in the upright position, and care was taken to avoid X shock and vibration during their transport and storage in our laboratory. W CL B.4 BOREHOLE ABANDONMENT CL All boreholes were backfilled with bentonite cement grout or bentonite chips in accordance with Oregon Water Resource Department regulations. B.5 MATERIAL DESCRIPTIONS In the field, soil samples were described and identified visually in accordance with the ODOT Soil and Rock Classification Manual(1987). The ASTM International(ASTM)D2488 Visual-Manual method was also used as a guide in determining the key diagnostic properties of soils. Consistency, color,relative moisture, degree of plasticity,peculiar odors, and other distinguishing characteristics of the samples were noted. Once returned to our laboratory, the samples were re-examined,various standard laboratory tests were 103274 November 2019 B2 SHANNON 6WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report conducted, and the field descriptions and identifications were modified where necessary. Please refer to the ODOT Soil and Rock Classification Manual(1987)for definitions of descriptive terminology used in the Drill Logs. B.6 BORING LOGS Summary logs of the borings are presented in Figures B1 and B2. Soil descriptions and interfaces on the logs are interpretive, and actual changes may be gradual. The left-hand portion of the drill logs gives individual sample intervals, percent recovery, Standard Penetration Test data, and natural moisture content measurements. Material descriptions and geotechnical unit designations are shown in the center of the drill log, and the right- hand portion provides a graphic log, miscellaneous comments, and a graphic depicting hole backfill details. Laboratory testing notes are included in the remarks column of the boring logs. H OC O J 0 X W CI —J W LL CCI X Z LL 0- CL 103274 November 2019 B-3 SHANNON &WILSON, INC. Geotechnical and Environmental Consultants DRILL LOG Figure B1 OREGON DEPARTMENT OF TRANSPORTATION Page 1 of 2 Hole No. B-01 Project Red Rock Creek Pedestrian Bridge Purpose Pedestrian Bridge E.A.No. N/A Highway N/A County Washington Key No. N/A Hole Location Northing: -648,375 Easting: -7,622,921 Start Card No. N/A Equipment CME 850 Track Rig#522 Driller Holt Services,Inc. Bridge No. N/A Project Geologist Nathan M.Villeneuve,RG Recorder Christine M.Maher Ground Elev. -187 ft. Start Date August 16,2019 End Date August 16,2019 Total Depth 51.50 ft Tube Height N/A Test Type Rock Abbreviations Typical Drilling Abbreviations "A"-Auger Core "GP"-GeoProbe" Discontinuity Shape Surface Roughness Drilling Methods Drilling Remarks "7{"-Auger J-Joint Pt-Planar P-Polished WL-Wire Line LW-Lost Water "C"-Core,Barrel Type F-Fault C-Curved SI-Slickensided HS-Hollow Stem Auger WR-Water Return 'N'-Standard Penetration B-Bedding U-Undulating Sm-Smooth DF-Drill Fluid WC-Water Color "U"-Undisturbed Sample Fo-Foliation St-Stepped R-Rough SA-Solid Auger DP-Down Pressure CA-Casing Advancer DR-Drill Rate "T"-Test Pit S-Shear Ir-Irregular VR-Very Rough HA-Hand Auger DA-Drill Action Soil Rock Material Description Unit Description SOIL:Soil Name,USCS,Color,Plasticity, c q a Moisture,Consistency/Relative Density, o z o Texture,Cementation,Structure,Origin. o a y a Me ROCK Rock Name,Color,Weathering,Hardness, ti A F s7 bD N c a Discontinuity Spacing,Joint Filling, in c o ,a. W a2 .>', h eL 2 g Core Recovery,Formation Name. •0. C -o y ,2 A A E~ o. al C4 AO az C7 A x 3A m4 o 0.00-18.00 Boring advanced using Silty CLAY with some j mud rotary drilling • sand and trace techniques(5-inch dia. , , Ni 67 6-9-10 N-1 (2.50-4.00)Silty CLAY with some sand and trace gravel;CL;Brown; % hole) . • gravel;CL;Brown;Low to medium plasticity;Moist;Very Low to medium stiff;Fine,angular gravel;Fine sand;Micaceous;(Fill) plasticity;Moist;Stiff 5 to very stiff;Fine, • • N2 67 8-4-7 N-2 (5.00-6.50)Silty CLAY with some sand and trace angular gravel;Fine • • gravel;CL;Brown;Medium plasticity;Moist;Stiff;Fine, sand;Micaceous; angular gravel;Fine sand;Micaceous;(Fill) (Fill) N3 67 6-8-13 N-3 (7.50-9.00)Silty CLAY with some sand and trace • • gravel;CL;Brown;Low to medium plasticity;Moist;Very stiff;Fine,angular gravel;Fine sand;Micaceous;(Fill) • • 10 • • N4 67 7-12-14 N-4 (10.00-11.50)Silty CLAY with some sand and trace gravel;CL;Brown;Low to medium plasticity;Moist;Very stiff;Fine,angular gravel;Fine sand;Micaceous;(Fill) • • • N5 73 11-13-14 N-5 (12.50-14.00)Silty CLAY with some sand and trace • gravel;CL;Brown;Low to medium plasticity;Moist;Stiff; • • o, Fine,angular gravel;Fine sand;Micaceous;(Fill) , , F--- 15 m N6 80 4-7-9 N-6 (15.00-16.50)Silty CLAY with some sand and trace • • I-- gravel;CL;Brown;Low to medium plasticity;Moist;Stiff; • • 0 Fine,angular gravel;Fine sand;Micaceous;(Fill) co e) 18.00-29.00 ✓, , F Sandy SILT;ML; 1:*;---% ,�- 20Brown;Nonplastic;aN7 73 7-7-6 20 N-7 (20.00-21.50)Sandy SILT;ML;Brown;Nonplastic; Moist to wet;Very •m Moist;Medium dense;Fine sand;Micaceous;(Lower Fill) loose to medium • ,HI dense;Fine sand; dr o Micaceous;(Lower Fill) • • (0 • e 4M- 25 N8 100 0-1-2 34 N-8 (25.00-26.50)Sandy SILT;ML;Brown;Nonplastic; N8:66.3%fines o Wet;Very loose;Fine sand;Micaceous;(Lower Fill) • • w • • wwCC U1 0 U-1 (28.00-30.00)No recovery • •--.. ly 29.00-33.00 .---:. • • o- 30 Sandy SILT;ML; •; Atterber Limits N9: N9 100 3-8-9 31 N-9 (30.00-31.50)Sandy SILT;ML;Brown;Nonplastic; g o Moist to wet;Medium Dense;Fine sand;Micaceous; Brown;Nonplastic; ::.—: Nonplastic • O (Missoula Flood Deposits-Fine) Moist to wet;Very loose to medium ::.�•. • • Fc o dense;Fine sand; i .- Micaceous; j • 0 7; 35 (Missoula Flood % • • REV 3 Figure 61 Project Name Red Rock Creek Pedestrian Bridge Hole No. B-01 Page 2 of 2 Soil Rock Material Description Unit Description SOIL:Soil Name,USCS,Color,Plasticity, o A Moisture,Consistency/Relative Density, o Z i' o Texture,Cementation,Structure,Origin. c ^„ i Z. ca. 0) o A ROCK Rock Name,Color,Weathering,Hardness, - �� u J F o a a Discontinuity Spacing,Joint Filling, ;. e o E a 8 ?'H h g' ', Core Recovery,Formation Name. -o3 P g m a H a Qa QC az Q gx ._'.3 w4 35 N10 100 1-4-5 N-10 (35.00-36.50)Silty CLAY;CL;Gray;Low to (Deposits-Fine) 17 medium plasticity;Moist;Stiff;Micaceous;(Hillsboro 33.00-38.00 Formation) Silty CLAY;CL;Gray; • ' Medium plasticity; U2 100 U-2 (38.00-40.00)CLAY;CH;Gray;High plasticity; Moist;Very stiff; • • Moist;Stiff;Micaceous;(Hillsboro Formation) Micaceous; (Hillsboro Formation) ' ' - 40 N11 100 5-7-9 26 N-11 (40.00-41.50)CLAY;CH;Gray;High plasticity; 38.00-43.00 ' ' Moist;Stiff;Micaceous;(Hillsboro Formation) CLAY;CH;Gray;High / • • plasticity;Moist; / • • Stiff;Micaceous; (Hillsboro Formation) / 43.00-51.50 ' ' - 45 CLAY with some • • N12A 100 6-8-14 N-12A (45.0045.33)CLAY with some sand;CH;Gray; sand;CH;Brown; • • N12B High plasticity;Moist;Very stiff;Fine to medium sand; High plasticity;(Hillsboro Formation) N-12B (45.33-46.50)Sandy CLAY;CH;Brown;High Moist;Very stiff;Fine plasticity;Moist;Very stiff;Fine to medium sand; to medium sand; • • Micaceous;Slight iron oxidation staining;(Hillsboro Micaceous;Trace to • • Formation) heavy iron oxidation • •• 50 staining;lnterbeds of / ; ' N13A 100 6-7-14 N-13A(50.00-50.60)CLAY with some sand;CH;Brown Sandy CLAY(CH) �y N13B with orange mottling;High plasticity;Moist;Very stiff;Fine with heavy iron •- to medium sand;Micaceous;Heavy iron oxidation ;idation stainin staining;(Hillsboro Formation) ox9 N-13B (50.60-51.50)CLAY;CH;Light brown;High (Hillsboro Formation) plasticity;Moist;Very stiff;Micaceous;(Hillsboro 51.50 Formation) End of hole. - 55 - - 60 - - 65 - m r- 7-7. m 1- O C9 g- 70 - 3 I z a I-I 0 8- 75 - v ,- C•1 M O LII w w- 80 - m cc 0 LL t7 0 -J J J- 85 - iY 0 0 O 0 88 REV 3 SHANNON &WILSON, INC. Geotechnical and Environmental Consultants DRILL LOG Figure B2 OREGON DEPARTMENT OF TRANSPORTATION Page 1 of 3 Hole No. B-02 Project Red Rock Creek Pedestrian Bridge Purpose Pedestrian Bridge E.A.No. N/A Highway N/A County Washington Key No. N/A Hole Location Northing: -648,333 Easting: -7,622,816 Start Card No. N/A Equipment CME 850 Track Rig#522 Driller Holt Services,Inc. Bridge No. N/A Project Geologist Nathan M.Villeneuve,RG Recorder Christine M.Maher Ground Elev. -162 ft. Start Date August 15,2019 End Date August 15,2019 Total Depth 116.50 ft Tube Height N/A Test Type Rock Abbreviations Typical Drilling Abbreviations "A"-Auger Core "OP"-GeoProbe° Discontinuity Shape Surface Roughness Drilling Methods Drilling Remarks "X"-Auger 3-Joint P1-Planar P-Polished WI-Wire Line LW-Lost Water "C"-Core,Barrel Type F-Fault C-Curved SI-Slickensided HS-Hollow Stem Auger WR-Water Return 'N"-Standard Penetration B-Bedding U-Undulating Sin-Smooth DF-Drill Fluid WC-Water Color SA-Solid Auger DP-Down Pressure "U"-Undisturbed Sample Fo-Foliation St-Stepped R-Rough CA-Casing Advancer DR-Drill Rate "T"-Test Pit S-Shear Ir-Irregular VR-Very Rough HA-Hand Auger DA-Drill Action Soil Rock Material Description Unit Description 3 SOIL:Soil Name,USCS,Color,Plasticity, o p IL' Moisture,Consistency/Relative Density, o Z l' o Texture,Cementation,Structure,Origin. so Y c • c e ROCK: Rock Name,Color,Weathering,Hardness, '2 d . ,� , a 4:° 0 QO c o Discontinuity Spacing,Joint Filling, c o ,..s4 w �n 15 .Z'' - v Core Recovery,Formation Name. 0 .0 u S. m A D I- 0. Cax ii AO a.Z 0 Ai:4 3A w4 o 0.00-4.50 Boring advanced using 7 - Sandy silty CLAY mud rotary drilling/ with trace gravel;CL; techniques(5-inch dia. , , N1 67 21-34-10 N-1 (2.50-4.00)Sandy silty CLAY with trace gravel;CL; Brown fines and gray hole) . . Brown fines and gray sand;Low to medium plasticity; sand;Low to medium / . . Moist;Hard;Fine,angular gravel;Fine to coarse sand; plasticity;Moist; Some concrete pieces,wood debris;(Fill) Hard;Fine,angular ' ' 5 N2 67 2-3-5 30 N-2 (5.00-6.50)Clayey SILT with some sand and gravel; gravel;Fine to . . MH;Brown with dark brown mottling;Low to medium coarse sand;Some , •, plasticity;Moist;Medium stiff;Fine,rounded gravel;Fine concrete pieces, sand;Micaceous;(Alluvium) . . ood debris;(Fill) N3 67 3-2-2 32 N-3 (7.50-9.00)Silty SAND with trace gravel;SM;Brown; N3:47.1%fines , , Nonplastic fines;Wet;Loose;Fine,subangular to 4.50-7.00 r:; rounded gravel;Fine sand;Micaceous;(Missoula Flood Clayey SILT with . . Deposits-Fine) some sand and '` , , 10 U1 100 U-1 (10.00-12.00)Sandy SILT;ML;Brown to gray; gravel;MH;Brown Nonplastic to low plasticity;Moist to wet;Very Loose; with dark brown ''.. 0 Fine to medium sand;Micaceous;trace iron oxidation +:;::• . . staining;(Missoula Flood Deposits-Fine) mottling;Low to N4A 100 1-1-2 32 N-4A(12.00-12.50)Sandy SILT;ML;Brown to gray; -medium plasticity; - . . N4B Nonplastic to low plasticity;Moist to wet;Very Loose; Moist;Medium stiff; , , Fine to medium sand;Micaceous;trace iron oxidation Fine,rounded gravel; a, staining;(Missoula Flood Deposits-Fine) e e N-4B (12.50-13.50)SILT with trace sand;ML;Gray; Fine sand m- 15 N5 100 4-4-7 34 Nonplastic to low plasticity fines;Moist to wet;Very Micaceous; N5:94.9%fines ' ' i- Loose;Fine sand;Micaceous;(Missoula Rood Deposits- 1(Alluvium) . . Fine) CD 7.00-12.50 , , m N-5 (15.00-16.50)SILT with trace sand;ML;Dark gray; Silty SAND with trace aJ Nonplastic to low plasticity fines;Moist to wet;Medium ty , , dense;Fine sand;Micaceous;(Missoula Flood Deposits- gravel to Sandy SILT; co= Fine) _SM to ML;Brown; ' ' 1- Nonplastic fines; . . -Z 20 N6 100 7-12-12 32 N-6 (20.00-21.50)Silty CLAY with some sand;CL;Dark Wet;Loose;Fine, Atterberg Limits N6: , . 2 gray;Medium plasticity;Moist;Very stiff;Fine to medium subangular to LL=41.7,PL=24.4, rl sand;Micaceous;(Hillsboro Formation) rounded gravel;Fine PI=17.3 ' ' osand;Micaceous; (Missoula Flood . . 07 Deposits-Fine) , , N12.50 25 12.50-19.00 o t N7A 100 9-11-20 36 N-7A(25.00-25.25)CLAY with trace sand;CH;Dark SILT withrace sand; N7B gray;High plasticity;Moist;Hard;Fine to medium sand; ML;Gray;Nonplastic ' ' Li Micaceous;(Hillsboro Formation) to low plasticity Li N-7B (25.25-26.50)SILT with some sand;ML;Brown; 5 Low plasticity;Moist;Hard;Fine sand;Micaceous;Iron fines;Moist to Wet; e , ce oxidation staining;(Hillsboro Formation) Very Loose to Medium Dense;Fine ' ' ix sand;Micaceous; ' . u 30 N8 100 3-5-6 42 N-8 (30.00-31.50)CLAY;CH;Dark gray;High plasticity; (Missoula Flood cn Moist;Stift Micaceous;(Hillsboro Formation) peposits-Fine) , , 0 19.00-23.00 Silty CLAY with some E sand;CL;Dark gray; a o Medium plasticity;35 Moist;Very stiff;Fine REV 3 Figure B2 Project Name Red Rock Creek Pedestrian Bridge Hole No. B-02 Page 2 of 3 Soil Rock Material Description Unit Description SOIL:Soil Name,USCS,Color,Plasticity, O d A A Moisture,Consistency/Relative Density, c Z o t' o Texture,Cementation,Structure,Origin. o '. a p4 c a Q ROCK Rock Name,Color,Weathering,Hardness, o �� a F a c V K d a;? Discontinuity Spacing,Joint Filling, = c o „ C. w a tt w ?'o, o w Core Recovery,Formation Name. ti A I~ a Mc4 MO n...Z e5 A grx 3A F 35 N9 100 2-3-5 N-9 (35.00-36.50)CLAY;CH;Dark gray;High plasticity; to medium sand; Moist;Stiff;Micaceous;(Hillsboro Formation) Micaceous; (Hillsboro Formation) • • 23.00-43.00 ♦ ♦ CLAY;CH; Dark , , gray;High plasticity; Moist;Stiff; ' ' 40 N10 100 3-5-5 N-10 (40.0041.50)CLAY;CH;Dark gray;High plasticity; Micaceous; • • Moist;Stiff;Micaceous;(Hillsboro Formation) (Hillsboro Formation) / / / / 43.00-80.00 CLAY;CH; Dark • • 45 gray;High plasticity; • • N11 100 4-9-9 N-11 (45.00-46.50)CLAY;CH;Dark gray,High plasticity; Moist;Very Stiff; , , Moist;Stiff;Micaceous;(Hillsboro Formation) Micaceous; (Hillsboro Formation) - 50 N12 100 5-9-9 N-12 (50.00-51.50)CLAY;CH;Dark gray;High plasticity; "♦ Moist;Stiff;Micaceous;(Hillsboro Formation) , , 55 N13 100 9-10-13 36 N-13 (55.00-56.50)CLAY;CH;Dark gray;High plasticity; . Moist;Stiff;Micaceous;(Hillsboro Formation) ♦ / 60 N14 100 6-10-14 N- (60.0CLAY;sbo o o gray;High plasticity; Moist;Stiff;Micaceous;(Hillsboro Formation) • • / ♦ • 65 N15 100 8-13-15 N-15 (65.00-66.50)CLAY;CH;Dark gray;High plasticity; / / Moist;Stiff;Micaceous;(Hillsboro Formation) / rn St ♦ / o / / m • 70 N16 100 5-6-13 N-16 (70.00-71.50)CLAY;CH;Dark gray;High plasticity; , , Moist;Stiff;Micaceous;(Hillsboro Formation) _ / / I- I / ♦ o 0- 75 N17 100 5-10-8 N-17 (75.00-76.50)CLAY;CH;Dark gray;High plasticity; ' ' a Moist;Stiff;Micaceous;(Hillsboro Formation) / • 40- / O 0 0 W / / / w- 80 cc 80.00-716.50 % Silty CLAY with some , • re sand;CL;Green gray 2 to gray;Low to ' ' medium plasticity; ' ' o Dry to moist;Very ♦ / stiff;Fine sand; , , ik 85 N18 100 13-16-19 51 N-18 (85.00-86.50)Silty CLAY with some sand;CL;Dark Micaceous; O gray to green gray;Medium plasticity;Dry to moist;Very (Hillsboro Formation) y p stiff;Fine sand;Micaceous;(Hillsboro Formation) j 088 / REV 3 Figure B2 Project Name Red Rock Creek Pedestrian Bridge Hole No. B-02 Page 3 of 3 Soil Rock Material Description Unit Description SOIL:Soil Name,USCS,Color,Plasticity, o Q Moisture,Consistency/Relative Density, c z $ �' Texture,Cementation,Structure,Origin. eo ^„ 0 o enn an c C O ROCK Rock Name,Color,Weathering,Hardness, �� Y F G 'd H o a Discontinuity Spacing,Joint Filling, 8 o m £ '4 y c4 .8 E Core Recovery,Formation Name. A u cy 6 ATs H a Acd Ao az c7 A �a 3A co,-9 88 • • • • 95 N19 100 7-7-13 N-19 (95.00-96.50)Silty CLAY with some sand;CL;Gray • to green gray;Low to medium plasticity;Dry to moist; Very stiff;Fine sand;Micaceous;(Hillsboro Formation) • • • • • • - 100 - • • • • ir • • - 105- • • • • • • • • • • 110 • • • • • • • • • • - 115 N20 100 5-6-10 N-20 (115.00-116.50)Silty CLAY with some sand;CL; �y Gray;Low to medium plasticity;Dry to moist;Very stiff; • / Fine sand;Micaceous;(Hillsboro Formation) 116.50 End of hole. - 120- r- 0 0 co 3 inin Z-125- rI 0 0 0 0 M-130- o_ wcc ccw w N 0-135 - 0 0 0 O 0 140 REV 3 Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Appendix C Laboratory Test Results CONTENTS C.1 General C-1 C.2 Soil Testing C-1 C.2.1 Moisture(Natural Water) Content C-1 C.2.2 Atterberg Limits C-1 JC.2.3 Particle-Size Analyses C-2 u.l Figures ce I— Figure Cl: Atterberg Limits Results C/) LFigure C2: Grain Size Distribution I— >- 0 I— Ce 0 CCI a —J U X 0 Z W 0 CL Q 103274 November 2019 =111 SHANNON bWILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report C. 1 GENERAL The soil samples obtained during the field explorations were described and identified in the field in accordance with the ODOT Soil and Rock Classification Manual(1987). The samples were then reviewed in the laboratory. Physical characteristics of the samples were noted, and field descriptions and identifications were modified as necessary. During the course of the examination,representative samples were selected for further testing. We refined our descriptions and identifications based on the results of the laboratory tests,in accordance with the ODOT Soil and Rock Classification Manual (1987). V) The soil testing program included moisture content analyses,Atterberg limits determinations,and particle-size analyses. All testing was performed by Shannon& Wilson, Inc. in accordance with applicable ASTM International standards. General W descriptions of the tests are summarized in the following paragraphs. II-- V) LLI C.2 SOIL TESTING OC.2.1 Moisture (Natural Water) Content Q Natural moisture content analyses were performed in accordance with ASTM D2216 on selected soil samples. The natural moisture content is a measure of the amount of moisture min the soil at the time the explorations are performed and is defined as the ratio of water weight to dry soil weight,expressed as a percentage. The results of the moisture content analyses are presented on the Logs of Borings in Appendix B. 0 C.2.2 Atterberg Limits iii Atterberg limits were determined on selected samples in accordance with ASTM D4318. CL This analysis yields index parameters of the soil that are useful in soil identification, as well CL as in a number of analyses,including liquefaction analysis. An Atterberg limits test determines a soil's liquid limit(LL) and plastic limit(PL). These are the maximum and minimum moisture contents at which the soil exhibits plastic behavior. A soil's plasticity index (PI)can be determined by subtracting PL from LL. The LL,PL, and PI of tested samples are presented on Figure Cl,Atterberg Limits Results. The results are also shown on the Logs of Borings in Appendix B. For the purposes of soil description, Shannon& Wilson uses the term nonplastic to refer to soils with a PI less than 4,low plasticity for soils with a PI range of 4 to 10,medium plasticity for soils with a PI range of 10 to 20,high plasticity for soils with a PI greater than 20. 103274 November 2019 Cl Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report C.2.3 Particle-Size Analyses Particle-size analyses were conducted on selected samples to determine their grain-size distributions. Grain size distributions were determined in accordance with ASTM D6913, D1140, as applicable. For all samples, a wet sieve analysis was performed to determine the percentage (by weight) of each sample passing the No.200 (0.075 mm) sieve. For select samples, the material retained on the No.200 sieve was shaken through a series of sieves to determine the distribution of the plus No. 200 fraction(ASTM D6913). For some samples, only the percentage of the sample passing the No.200 (0.075mm) sieve was determined (ASTM D1140). Results of all particle-size analyses are presented on Figure C2,Grain Size Distribution. The percentage of each sample passing the No. 200 sieve is also shown on the Logs of Borings in Appendix B. J LU OC IH N W IH OC 0 I- Q ce 0 —J U X 0 W a d 103274 November 2019 C-2 ATT MAIN 103274.GPJ SHAN WIL.GDT 9/5/19 r 0 c •v °' J o V C L_--h, C o 'n N -o W O oV 3 V O 'p fl-(A COC/ N O d CICDC N O N 3r-.o O^ m 0 y m a `0% –°,';'--9 r-0 Lr) c W LL L- cca IX N m o O� C)- ° o�m C c Y d fa 7 "Q O R Cn C (0.- o,. A D7 Cl) w 2co.E m 8-0Q d o xd�-i2 a -0 d �� m m mY m E`o a�?.��:� d p Z E cao 3 0 m c o• O — c0O (a -ap O� U. Cl- Y P J Z 2)— c Z E.a. N d w N.T..N N N Z V a a�i� N a'0� c n Dai 0-a:(as ja N o1 (' 0_ � 0-<E o_o2-o 92 m 2� n c �2) U IX Jg amo < t-c0 OEHomy dEaZ-�= Y CO rn a 3 O Rio)Q (a 3i.�. co a.. CC Ce o O mo w` 73 N Zq .13 -2 z 0 O coi'D' co o w . Zo Z d M M 3 oI 0 a 2. n. m 0 z I Ca do Z N 0 m J, d N - Z t 0 r I 0 0 0 J -J H J diL 0 J J H 0 L 0 o v J 2 0 M J 0 00 ce J o:, ato V E _._ 0 0 0. J o� M N 0 o • Q0z Ow z PP wJ Or N . 7 M O Or Q Q Z Z CO In - N O O (%)Id-X3ONI lIIOI1SV1d m B FIG. Cl GSA MAIN 103274.GPJ SHAN WIL.GDT 9/5/19 NOTES: 1)Sieve analyses were performed in general accordance with ASTM D6913,sieve with hydrometer analyses r- were performed in general accordance with ASTM D422,and amount finer than#200 sieve analyses were M N performed in general accordance with ASTM D1140 unless otherwise noted in the report. a Z o V 2)Group Name and Group Symbol are in accordance with ASTM D2488 and are refined in accordance with a ASTM D2487 where appropriate laboratory tests are performed. co• H' 2 m m LL PERCENT COARSER BY WEIGHTo� H a C C CO C N 0 r oC rn o 0_ O N o C)`n 1.00' 1.00' Y o Q Z rn w Z" - - v N 0- zoo zoo' U ~ U) O) J o Z $° Co • E00 £00' � ACV w` Zc • E.9 00' - 400' } p_' .a 0 0 O Z g of • 900' 900' a. O =o ce :f 800' 800' 0 co u W z J I— w 1.0 1.0' (7) )- LL Zc C #) owCl.V P�• Z - Z D Tw =' I 30' 30' z U A M A Co' Co' —— c 40' - 40w ,c, N- V z= co v co LL 90' 90' 0 00Z_ 4- • 8 ' . - 80' aQi . _ - 1. w 0 Qo Q 001. - , - K(.9 O U) z < - - Z' LL cn W v 09 W D - - E. 2 = J Z) 04-. - 4' _ cc - - o LU • - - 9' Z cn zOZ_ - 8. N o y - 1. w a Z 2 0 I C - wC7 0_, 2 01. - Z — =O C O fn £ �Z J 0 - 4 Z• 7_ - • 4/1. - 9 W> - - W _ £ w N 8/E_ z - OL LL w Z/1. x _ U 9/9- Z Z 9/E_ - OZ — Q K z 1. z - _ oc w w N O Z/1.l _ - 09 a 0_o C Z 0 0 O W 20nw - - 09 O £_ — w 08 N - N 9- 001. I--• O ,n O J C 4- N M 0 - - 003 0 31. 0 a a o o N 0 o 0 0 0 003 o O az OJ za . m Lo 1H013M AE 213Nld 1N302t3d oa Z Z Z cow 0 0 0 M m m • B 1 FIG. C2 EMI SHANNON 6Wf SON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report Important Information About Your Geotechnical Engineering Report 0 c 0 U- I- I- 0 0 103274 November 2019 I1-i =111 SHANNON$WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report CONSULTING SERVICES ARE PERFORMED FOR SPECIFIC PURPOSES AND FOR SPECIFIC CLIENTS. Consultants prepare reports to meet the specific needs of specific individuals. A report prepared for a civil engineer may not be adequate for a construction contractor or even another civil engineer. Unless indicated otherwise,your consultant prepared your report expressly for you and expressly for the purposes you indicated. No one other than you should apply this report for its intended purpose without first conferring with the consultant. No party should apply this report for any purpose other than that originally contemplated without first conferring with the consultant. THE CONSULTANT'S REPORT IS BASED ON PROJECT-SPECIFIC FACTORS. A geotechnical/environmental report is based on a subsurface exploration plan designed to consider a unique set of project-specific factors. Depending on the project,these may include the general nature of the structure and property involved;its size and configuration;its historical use and practice;the location of the structure on the site and its orientation;other improvements such as access roads,parking lots,and underground utilities;and the additional risk created by scope-of-service limitations imposed by the client. To help avoid costly problems,ask the consultant 0 to evaluate how any factors that change subsequent to the date of the report may affect the IOW=, recommendations. Unless your consultant indicates otherwise,your report should not be used (1)when the nature of the proposed project is changed(for example,if an office building will be erected instead of a parking garage,or if a refrigerated warehouse will be built instead of an Ounrefrigerated one,or chemicals are discovered on or near the site);(2)when the size,elevation,or U– configuration of the proposed project is altered;(3)when the location or orientation of the proposed project is modified;(4)when there is a change of ownership;or(5)for application to an adjacent site. F— Consultants cannot accept responsibility for problems that may occur if they are not consulted after factors that were considered in the development of the report have changed. ce SUBSURFACE CONDITIONS CAN CHANGE. CL Subsurface conditions may be affected as a result of natural processes or human activity. Because a geotechnical/environmental report is based on conditions that existed at the time of subsurface exploration,construction decisions should not be based on a report whose adequacy may have been affected by time. Ask the consultant to advise if additional tests are desirable before construction starts;for example,groundwater conditions commonly vary seasonally. Construction operations at or adjacent to the site and natural events such as floods,earthquakes,or groundwater fluctuations may also affect subsurface conditions and,thus,the continuing adequacy of a geotechnical/environmental report. The consultant should be kept apprised of any such events and should be consulted to determine if additional tests are necessary. 103274 November 2019 II 1 =111 SHANNON&WILSON Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report MOST RECOMMENDATIONS ARE PROFESSIONAL JUDGMENTS. Site exploration and testing identifies actual surface and subsurface conditions only at those points where samples are taken. The data were extrapolated by your consultant,who then applied judgment to render an opinion about overall subsurface conditions. The actual interface between materials may be far more gradual or abrupt than your report indicates. Actual conditions in areas not sampled may differ from those predicted in your report. While nothing can be done to prevent such situations,you and your consultant can work together to help reduce their impacts. Retaining your consultant to observe subsurface construction operations can be particularly beneficial in this respect. A REPORT'S CONCLUSIONS ARE PRELIMINARY. The conclusions contained in your consultant's report are preliminary,because they must be based on the assumption that conditions revealed through selective exploratory sampling are indicative of actual conditions throughout a site. Actual subsurface conditions can be discerned only during earthwork;therefore,you should retain your consultant to observe actual conditions and to provide conclusions. Only the consultant who prepared the report is fully familiar with the background information needed to determine whether or not the report's recommendations based on those 0 conclusions are valid and whether or not the contractor is abiding by applicable recommendations. The consultant who developed your report cannot assume responsibility or liability for the adequacy of the report's recommendations if another party is retained to observe construction. 0 THE CONSULTANT'S REPORT IS SUBJECT TO MISINTERPRETATION. LL Costly problems can occur when other design professionals develop their plans based on Zmisinterpretation of a geotechnical/environmental report. To help avoid these problems,the H consultant should be retained to work with other project design professionals to explain relevant geotechnical,geological,hydrogeological,and environmental findings,and to review the adequacy of their plans and specifications relative to these issues. a BORING LOGS AND/OR MONITORING WELL DATA SHOULD NOT BE SEPARATED FROM THE REPORT. Final boring logs developed by the consultant are based upon interpretation of field logs(assembled by site personnel),field test results,and laboratory and/or office evaluation of field samples and data. Only final boring logs and data are customarily included in geotechnical/environmental reports. These final logs should not,under any circumstances,be redrawn for inclusion in architectural or other design drawings,because drafters may commit errors or omissions in the transfer process. To reduce the likelihood of boring log or monitoring well misinterpretation,contractors should be given ready access to the complete geotechnical engineering/environmental report prepared or authorized for their use. If access is provided only to the report prepared for you,you should advise contractors of the report's limitations,assuming that a contractor was not one of the specific persons for whom the report was prepared,and that developing construction cost estimates was not one of the specific purposes for which it was prepared. While a contractor may gain important knowledge from a report prepared for another party,the contractor should discuss the report with your consultant and perform the additional or alternative work believed necessary to obtain the data specifically appropriate for construction cost estimating purposes. Some clients hold the mistaken impression that simply disclaiming responsibility for the accuracy of subsurface information always 103274 November 2019 11-2 =111 SHANNON F\P!!s qnN Red Rock Creek Pedestrian Bridge Alternatives Study Preliminary Geotechnical Engineering Report insulates them from attendant liability. Providing the best available information to contractors helps prevent costly construction problems and the adversarial attitudes that aggravate them to a disproportionate scale. READ RESPONSIBILITY CLAUSES CLOSELY. Because geotechnical/environmental engineering is based extensively on judgment and opinion,it is far less exact than other design disciplines. This situation has resulted in wholly unwarranted claims being lodged against consultants. To help prevent this problem,consultants have developed a number of clauses for use in their contracts,reports,and other documents. These responsibility clauses are not exculpatory clauses designed to transfer the consultant's liabilities to other parties; rather,they are definitive clauses that identify where the consultant's responsibilities begin and end. Their use helps all parties involved recognize their individual responsibilities and take appropriate action. Some of these definitive clauses are likely to appear in your report,and you are encouraged to read them closely. Your consultant will be pleased to give full and frank answers to your questions. The preceding paragraphs are based on information provided by the ASFE/Association of Engineering Firms Practicing in the Geosciences,Silver Spring,Maryland 0 I ce 0 LL z H IH 0 CL 103274 November 2019 11-3 in a) 4- 0 CZ c raU) c roE c 0) .7) a) 0 U . as E a) U 0 CC x c a) a a 4 '1 1 ia�P51p(C«t W i #fag ,�� oosnnsNvsw"0v Mseoe q E S g C e 'Ir,.° dt r o W� s 1I ! ZV ld 1N3WO S 1 94 r c2' - >i33HO>i0021 Cal 1SS :OPLL I+w45 tZ WI £ .. 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Z a 0 0 0 C U w > Z U z 0u < ,,,,, ,,., „7 -65 u` o H 0 s l7 O ~ g z 50 (7 K � 1- N m 0 00 u- v, 1n v1 ¢ D z Z z a Z E v, F d 0 w N DI Z Z Q z m '"-=-"' w z z 9 O o 0 N a O z v �' o a a ozs z z c 0 0 m O Z 0 6 ' a 0 0 D a Z z G Q c. z F ,.?., 2 `4 ,, ,.., )- 2 3 Z V U O. o -5 a v~, N fy Q O CO o7$ > 00 z a w LL 0 w ' 'n s ' > z - 2 LL w ¢ z Z w Q z OJ z Z F 0 a _ on Y K LML w N z Lu > a▪ ¢ D -, m u u N a z 1- . w z ZoZZ < a z v - .6-,., Q o m Z w m H z d 0 `l a 0 O "a' w w V 0 F- ¢ 0 u o o ¢ o w Ow K N 0 S N w a z 0 a H w H O w 0 Oaa' 1-,..',1 < 00 U 0 Z 0 , u l- cc w o r- r O a m z m m z a F- m u m > _1 0 0 u u z Z W o O 0 2 c, z w w a W K O VI W H N m v V, w N m O, 2 H N .m-I .moi H N 22 :2 oN N N N N N N N N N H C a) E a) 0) 10 a) 0 C U Q 4-+ 0 a a z 4- 0 V2 a) 4-, 4-, a) J X C I:) a a Q al ► / March 4,2024 Gary Pagenstecher,City of Tigard 13125 SW Hall Blvd. Tigard, OR 97223 Re: Red Rock Creek Trail Preferred Alignment Acknowledgement Dear Gary Pagenstecher: On behalf of TriMet,we are offering support to the City of Tigard's Red Rock Creek Trail Project and appreciate the efforts that have gone towards the selection of the Preferred Alignment. TriMet supports the City's strategic vision of an accessible and desirable pedestrian network and its expansion along the Red Rock Creek greenway through the Tigard Triangle to the Fanno Creek Regional Trail's connection by the Tigard Public Library.The City is planning a multi-use path that will provide a much-needed active transportation corridor for a safe place to walk and bike and allow residents to experience nature.The proposed two-mile-long Red Rock Creek Trail (RRCT)will provide an off-street active transportation alternative in Tigard's rapidly urbanizing Metro-designated Town Center area and overcome significant highway and railroad barriers to connectivity. TriMet provides bus, light rail and commuter rail service in the Portland,Oregon, region.TriMet's mission is to connect people with valued mobility options that are safe,convenient, reliable,accessible,and welcoming for all. The RRCT will further complement both existing and planned transit by providing a safe,active transportation connection for transit riders.As a member of the Stakeholder Working Group during the Alignment Study in 2024, TriMet participated in several meetings,field visits, public events and one-on-one interviews.We contributed to the consensus building and feel our input helped shape the preferred alignment location.Additionally,TriMet acknowledges that changes will be made as the trail advances through final design,and that continued coordination regarding existing and future transit investments will be needed in order to maximize connections between the RRCT and transit. We look forward to partnering on implementation of the Red Rock Creek Trail,as it enhances active transportation options while contributing to the preservation and enhancement of the natural environment in Tigard. Sincerely, ♦ ' ' 4 Fiona Lyon TriMet,Transit-Oriented Development Design Manager Tri-County Metropolitan Transportation District of Oregon One Main Place,101 SW Main St.,Suite 700,Portland,OR 97204—503.238.RIDE(7433)—TTY 503.962.5811—trimet.org hliPT H E Wetlands CONSER VANCY February 22, 2024 Megan Garvey The Wetland Conservancy 2540 NE Martin Luther King Jr. Blvd. Portland, OR 97212 Re: Red Rock Creek Trail Preferred Alignment Acknowledgement Dear Gary Pagenstecher: On behalf of The Wetland Conservancy, we are offering support to the City of Tigard's Red Rock Creek Trail Project and appreciate the efforts that have gone towards the selection of the Preferred Alignment. The Wetland Conservancy supports the City's strategic vision of an accessible and desirable pedestrian network and its expansion along the Red Rock Creek greenway through the Tigard Triangle to the Fanno Creek Regional Trail's connection by the Tigard Public Library. The City is developing a multi-use path that will provide a much-needed active transportation corridor for a safe place to walk and bike and allow residents to experience nature. The proposed two-mile-long Red Rock Creek Trail(RRCT) will provide an off-street active transportation alternative in Tigard's rapidly urbanizing Metro- designated Town Center area and overcome significant highway and railroad barriers to connectivity for people. The Wetland Conservancy conserves and manages wetlands which are incredibly important ecosystems that provide a wide range of ecological, economic, and social benefits. The Wetland Conservancy's mission is to ensure protection of these vital habitats for the health and well-being of both wildlife and humans. There are wetlands within the Red Rock Creek basin that are owned and managed by The Wetland Conservancy. As a member of the Stakeholder Working Group during the Red Rock Creek Trail Alignment Study in 2024, The Wetland Conservancy participated in several meetings, public events and one-on-one interviews. We provided data regarding our stewardship area and the recommendations should the construction of RRCT impact areas under The Wetland Conservancy management. We contributed to the consensus building and feel our input shaped the preferred alignment location. Additionally, The Wetland Conservancy acknowledges that changes may be made as the trail advances through final design, and mitigation opportunities will evolve. We hope to be included in changes that may affect our sensitive wetlands as this process continues. We look forward to partnering on implementation of the Red Rock Creek Trail, as it provides active transportation options while potentially contributing to the preservation and enhancement of the natural environment in Tigard. Sincerely, Megan Garvey, Stewardship Director The Wetlands Conservancy The Wetlands Conservancy PO Box 83539 Portland,OR 97283 wetlandsconservancy.org Because life requires clean water CPA COMMUNITY PARTNERS P.O. Box 23206*Tigard, OR 97281-3206 *cpahoreqon.orq FOR AFFORDABLE HOUSING Tel: 503.293.4038* Fax: 503.293.4039*TTYNCO: 800.735.2900 February 26, 2024 Gary Pagenstecher City of Tigard, Community Development Re: Red Rock Creek Trail Preferred Alignment Acknowledgement Dear Gary Pagenstecher: On behalf of Community Partners for Affordable Housing (CPAH), we are offering support to the City of Tigard's Red Rock Creek Trail Project and appreciate the efforts that have gone towards the selection of the Preferred Alignment. CPAH supports the City's strategic vision of an accessible and desirable pedestrian network and its expansion along the Red Rock Creek greenway through the Tigard Triangle to the Fanno Creek Regional Trail's connection by the Tigard Public Library. The City is developing a multi-use path that will provide a much-needed active transportation corridor for a safe place to walk and bike and allow residents to experience nature. The proposed two-mile-long Red Rock Creek Trail (RRCT) will provide an off-street active transportation alternative in Tigard's rapidly urbanizing Metro-designated Town Center area and overcome significant highway and railroad barriers to connectivity. CPAH is dedicated to addressing the shortage of affordable housing options for low- to moderate-income individuals and families. As a member of the Stakeholder Working Group during the Alignment Study in 2024, CPAH participated in several meetings, public events and one-on-one interviews. We contributed to the consensus building and feel our input shaped the preferred alignment location. Additionally, CPAH acknowledges that this multi-use path will enhance the quality of life for the residents who reside at Red Rock Creek Commons and will foster a sense of community and belonging. We look forward to partnering on implementation of the Red Rock Creek Trail, as it provides active transportation options while contributing to the preservation and enhancement of the natural environment in Tigard. Sincerely, 1l / (\L /1( Rachael Duke Executive Director