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Home My WebLink AboutResolution No. 25-40 CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 25-y0 A RESOLUTION ADOPTING A SAFE STREETS ACTION PLAN FOR THE CITY OF TIGARD TO CREATE A SAFE TRANSPORTATION SYSTEM FOR ALL, INCLUDING OUR MOST VULNERABLE USERS, WHERE TRAFFIC DEATHS AND SERIOUS INJURIES ARE ELIMINATED BY 2045 BECAUSE LOSS OF LIFE IS UNACCEPTABLE WHILE TRAVELING ON CITY STREETS. WHEREAS, 6 people died and 90 were seriously injured in Tigard between the years of 2018 and 2022; and WHEREAS,of the people who died,3 were pedestrians and 1 was a cyclist,67%of the total number of deaths respectively. Of the people who were seriously injured, 9 were pedestrians and 1 was a cyclist, 11%of the total number of injured persons respectively;and WHEREAS, socially vulnerable communities in Tigard are 80% more likely to have streets on the high-risk crash network;and WHEREAS, no one should die or be seriously injured while traveling on city streets;and WHEREAS,the city adopted a Complete Streets Policy in 2019 and a Transportation System Plan in 2022 to plan, design, build, and maintain safe transportation facilities that equitably serve all users, especially vulnerable users;and WHEREAS,the city made a commitment in 2023 to eliminate traffic deaths and serious injuries using a safe systems approach (Res. No.23-25);and WHEREAS, the city received a Safe Streets and Roads for All (SS4A) grant from the U.S. Department of Transportation to prepare a Safe Streets Action Plan in partnership with Metro using a safe systems approach;and WHEREAS, there has been a recent shift away from the traditional traffic safety approach to a safe systems approach that changes the focus from thinking about collision reduction to injury prevention; and WHEREAS, a safe systems approach recognizes that people make mistakes and are vulnerable to being injured when using transportation facilities;and WHEREAS,a safe systems approach is centered around designing a system for people, instead of asking people to adjust to an imperfect system;and RESOLUTION NO.25-Vo Page 1 WHEREAS, a safe systems approach prioritizes transportation safety, provides guidance on safety improvements and strategies, and, above all, reminds us to put people first when planning, designing, and building transportation facilities;and WHEREAS, the city desires to formalize its commitment to a safe systems approach by adopting a Safe Streets Action Plan;and WHEREAS, by adopting a Safe Streets Action Plan, the city will be eligible for future SS4A grants to make safety improvements. NOW,THEREFORE, BE IT RESOLVED by the Tigard City Council that: SECTION 1: The Tigard City Council adopts the Safe Streets Action Plan ("Plan") attached hereto as Exhibit A and made part of this Resolution. SECTION 2: This resolution is effective immediately upon passage. PASSED: This y�� day of ,4aleeder- 2025. v Y Mayor-City of Tiga ATTEST: 14eigt._ City Recorder-City of Tigard RESOLUTION NO.25-W/) Page 2 i • i *6. illeL i i . P EOrgv T I 0 • A PI ) )1 alk Tigard Contents Tigard's Path to Safe Streets 3 What Data and People Tell Us About Tigard's Streets 10 Actions and Investments to Achieve Safe Streets 26 Tigard's Path to Safe Streets What is the Safe Streets Action Plan? The Safe Streets Action Plan provides a blueprint for eliminating fatal and serious traffic crashes in the City of Tigard.It lays out an ambitious set of proven safety projects,policies,and actions that address Tigard's most common causes of traffic violence,based on community input and detailed crash analysis.To track progress,this plan has created an public online dashboard that can be used for annual reporting. Safe streets are essential to achieve our vision of Tigard as an equitable community that is walkable,healthy,and accessible for everyone.This plan calls for a lasting commitment—from all levels of City government;regional and state partners;and the people who live,work,and spend time here. FIGURE Plan timeline • PHASE 1 Let's make our streets safer! ENVISION What's your vision for a safer transportation SUMMER 2024 system in Tigard? PHASE 2 Here's what the safety data UNDERSTAND tells us. Does this reflect your FALL 2024—WINTER 2025 experience on Tigard streets? 1 PHASE 3 Here's how the City can advance RESOLVE safety investments, actions, and strategies. Do you support SPRING—SUMMER 2025 what we're proposing? 1 PHASE 4 Here's the plan!What actions COMMIT should the City and its FALL 2025 partners prioritize? • IMPLEMENTING THE PLAN Q TIGARD'S PATH TO SAFE STREETS Why Does Tigard Need WorkingTogether This Plan NOW.? 9 to Save Lives The City of Tigard created the Safe According to available data, six fatal crashes and Streets Action Plan(the Plan)thanks ninety serious injury crashes took place on streets to funding from the U.S.Department of Transportation's Safe Streets for All in Tigard from 2018 to 2022, the time period this (SS4A)Grant Program,which was cre- plan studied. ated by the 2021 Bipartisan Infrastructure Law.Metro led a regional effort to win Each of these crashes was a preventable tragedy that led to grieving families, funds for safety action planning and has medical needs,and lives forever changed.While other cities might consider provided crash data,analysis,technical assistance,and grant administration. these numbers enviably low,our community believes that any life lost or transformed in a crash is one too many. To learn more about traffic safety in our region and its communities,please visit: While anyone can be at risk when a crash occurs,local crash data shows that oregonmetro.gov/tools-partners/ the burden of an unsafe system falls most heavily on those who are most vul- guides-and-tools/safe-streets-all nerable.People who walk and bicycle in Tigard are over-represented in fatal and severe injury crashes,and Tigard's socially vulnerable neighborhoods are over-burdened with high crash and high risk streets.This plan seeks to save lives and prevent injuries for all street users,and we recognize that the greatest strides can be made by focusing on the safety of people walking, rolling,biking,and taking transit. Tigard is joining forces with our neighboring cities,counties,and regional governments to eliminate fatal and serious injury crashes once and for all in the Portland metro region.From 2014 to 2023,943 people were killed and 6,341 seriously injured in traffic crashes across our region within the metropolitan planning area.By working together to understand and address the causes of crashes,our region can make more powerful changes than any one community can achieve on its own. Recent years have seen regional,state,and federal governments focusing more funding on traffic safety.By preparing this plan now,the City of Tigard hopes to bring more public dollars home to save lives and prevent injuries. • n = . nimia • (, � ! 1'• WHY DOES TIGARD NEED THIS PLAN NOW? ■ 1 y; Our Vision The City of Tigard will have a transportation system where every journey is safe for all road users. There will be no deaths or serious injuries from traffic crashes within a generation. Because no loss of life is acceptable on our streets and roads, the City of Tigard commits to eliminating traffic deaths and serious injuries by 2045. . TIGARD'S PATH TO SAFE STREETS Our Commitment To Providing Safe Streets For All The Safety Action Plan defines how Tigard will create a safe,comfortable, and connected transportation system for all users.This plan and the recom- mendations focus first on improving safety outcomes for the most vulnerable users—people on foot and on bicycle—and for the communities who are most burdened and least served by the system that exists today.This approach ensures a system that is safe for everyone. Building On Tigard's Previous Work Safe streets are the key to Tigard's future.This Plan builds on work we have been doing to define a vision for our City.Over many years we've heard from families,friends,and neighbors about the kind of community you want Tigard to become.Our safety vision and goals draw on the values,priorities,and decisions you've helped us reach through recent efforts including: • Complete Streets Policy and Implementation Plan(2019):This work established a framework to ensure every street project considers and prioritizes safe,equitable,and convenient access for people of all ages and abilities across all travel modes,with clear guidelines for applying the policy and tracking progress through implementation. • Strategic Plan(2020):This plan set forth a vision of becoming"an equi- table community that is walkable,healthy,and accessible for everyone" and organized city efforts around three priorities—excellence in public service,a well-connected pedestrian network,and growth shaped to support that vision—guided by measurable objectives and actions. • Tigard on the Move Transportation System Plan(2022):This plan defined a long-range,multi-modal vision to guide investments and infrastructure so that all users—walkers,bikers,transit riders,and drivers —can move safely,equitably,and efficiently throughout the city over the next few decades. • City Council Resolution 23-25 committing to the Safe Systems Approach(2023):This resolution committed the City of Tigard to elimi- nate traffic deaths and serious injuries by using a safe systems approach. • Racial Equity Action Plan and Equity Commitment Declaration(2023): This plan outlined the city's pledge to advance equity and inclusion by addressing systemic barriers,embedding racial equity in policies and practices,and holding itself accountable through measurable actions and community partnership. • City Council Goals(2025-2026):Goals focused on housing,economic opportunities,creating a great place,and managing city facilities. OUR COMMITMENT TO PROVIDING SAFE STREETS FOR ALL Q Building on the strong foundation set by these plans,the City conducted an internal review to understand how City staff apply these plans,and what gaps and challenges remain.This plan,and the strategies in chapter 3,build upon interviews with 29 City and partner agency staff across five different department focus groups: • Budget and Finance • Planning and Development Review • Public Works • Enforcement and Emergency Response • Programs and Advocacy These staff interviews,as well as a review of existing plans and policies, revealed challenges in funding,information sharing between City and its partners,staff capacity,an outdated design manual,lack of process for reviewing crash reports and investigations,and safety messaging that hadn't been tailored to local needs and priorities. Y \\\l\\ 3 4"ti Mr LS �, , , l Q !Ad .,..""'Ti... . --::,, . ■ TIGARD'S PATH TO SAFE STREETS I THIS PAGE INTENTIONALLY LEFT BLANK. I OUR COMMITMENT TO PROVIDING SAFE STREETS FOR ALL Q f i, 1 WhatData and People. TellUs About TIgat '$ . Streets \ \ A .\\ \ 04 ve.0.0 e.. 1 . WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS MCDONALD ST What Makes Streets Safe For Everyone The first step towards making Tigard's streets safe for everyone is to fully understand where,why,how,and to whom crashes are happening in the city today and the greatest risks for future serious crashes.Sometimes crashes happen because people make mis- takes or poor decisions;the key is to make sure the outcome is not deadly or life-threat- ening.We all have a part to play in making sure everyone can get home safely. What is a Safe System Approach? The Safe System Approach allows City staff to be proactive in making Tigard streets safer. This approach has several key principles: • Death and serious injuries are unacceptable.Our focus needs to be on preventing the worst crash outcomes first. • Humans make mistakes.We need to design and manage our streets to reduce the risk that a mistake leads to death or serious injury. • Humans are vulnerable.Because vehicles can generate speed and momentum that bodies cannot withstand,we need to focus on protecting vulnerable road users— people walking and bicycling—and managing vehicle speeds. • Responsibility is shared.We all have a role to play in preventing the worst crashes. • Safety is proactive.We can use data to fix the problems that raise the risk of crashes,without waiting for someone to lose their life or suffer a serious injury • Redundancy is crucial.When we reduce risks in multiple ways,one aspect of the transportation system can fail and other aspects will still protect people. Five elements are central to the Safe System approach: FIGURE 2 The Safe System Approach. • Safe speeds are core to a Safe System approach and are the first layer of protection. sexous uwmfsu People who are hit at slower speeds face less injury,whereas higher speeds are at� pikcso''Q9s • more deadly. °m o • Safe streets consider all people who use the streets and are designed to be forgiv- ingO�O II Road Safe of mistakes and human frailty. Safe users Vehicles • Safe people using the road are alert,unimpaired,and comply with road rules.They , / svns ME take steps to improve their safety and the safety of others. APPROACH NTh • Safe vehicles are designed and maintained to prevent crashes and protect all road Post•Crash Safe Care / • \ Speeds users—including those outside of the vehicles. • Post-crash response is about timely emergency response and quality treatment. Safe Roads Together these elements act as layers of redundancy to prevent crashes and ensure a Djisenrtviss safe transportation system. By following these principles and elements,the City and its partners can improve safety through multidisciplinary activities that cross many city departments. For more information on the Safe System Approach,visit:transportation.gov/ safe-system-approach. WHAT MAKES STREETS SAFE FOR EVERYONE m Understanding Why Crashes Happen In Tigard Understanding the crashes that are happening today is the first step in making Tigard's streets safe for everybody.There were nearly 3,000 reported crashes between 2018 and 2022.While many resulted in property damage and inconvenience,this plan focuses on those that killed or injured people. 2 924 90 51 31 6 4 7 number of crashes number of crashes number of crashes number of number of fatal number of where someone was where a person where a person fatal crashes crashes involving crashes reported seriously injured walking was bicycling was a person walking injured or killed injured or killed or bicycling FIGURE 3 Summary statistics of crashes in Tigard' Sometimes crashes happen because people make mistakes or poor deci- sions.These actions include failing to yield,driving recklessly,not obeying stop signs,and driving under the influence(or when tired or unwell).The conventional response to this information has been to focus traffic safety work on behavior change through education and enforcement.While these strategies are critical,the Safe System Approach prioritizes solutions and changes to the built environment that can also affect behavior. Serious injury and fatal crashes were most often linked to these behaviors: YlEiD 33% Fol. 14% ,,, 11 % ' 7% Not allowing Reckless Not obeying ok Driving while other street users driving stop signs or under the to go when it's traffic signals influence, their turn sleepy,or unwell FIGURE 4 Most common behaviors contributing to serious or fatal crashes in Tigard 1 Based on reported crash data available through the state. In Oregon, crashes are required to be reported if the damage to a motor vehicle is at least$2,500 or if there are injuries.The data is not available until 12-18 months after the end of the year reported.For example,2022 crash data was made available in spring of 2024. ® WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS Y • ,• - • /t , - .,t=a , 1: 41 , l f '.�. .-� } 1, - Speed Puts Us On The Fast Track To Crashes Research has proven that the faster a car is moving,the more likely a crash becomes,and the more serious the crash outcomes are likely to be.This is especially true for vulnerable road users like people walking and bicycling, who are not protected by a vehicle.If we want to prevent traffic deaths and serious injuries,we need to set speed limits and design roadways for safe, survivable speeds for all users. FIGURE 5 The Effects of Speed on Traffic Fatalities SPEED 30 MPH 40 MPH A A CONE OF VISION ! A eiiirmikA STOPPING Filowi 115 FT Fiei 200 FTi4406 305 FT DISTANCE O O 0 O O ..2... PEDESTRIAN 10% 40% 80% FATALITY RATE • • • • • • • • • • iii • • • • • • • • • • • • • • • • • SPEED PUTS US ON THE FAST TRACK TO CRASHES High Injury Network We have the power to design and manage our streets in ways that reduce the consequences of crashes when they occur.That work begins with iden- tifying the streets and intersections with the most frequent and most serious crashes.By studying the last five years of crash data(2018-2022),the City mapped a network of streets with a history of crashes,called a High Injury Network.These are the street segments where safety improvements can be made in reaction to past serious crashes.The High Injury Network shows where crashes have occurred,and where the City can be responsive. Not all streets within Tigard's boundaries are owned and managed by the City. The High Injury Network(Figure 6)is composed of both Tigard-owned streets (shown as red lines)and partner-owned streets(blue lines),shown in different colors on the map below.Other roadway owners are the Oregon Department of Transportation(ODOT)and Washington County.Identifying ownership helps the City improve safety on its own streets,while working with partners to design,fund,and construct safety projects on theirs. FIGURE 6 High Injury Network © Network Screening - All Modes Tigard-owned streets 4 SGHO��'�09=9'' a\l \N—ct. '`' streets caned �� l�� +• Deeper colors indicate locations I '91 I I '1 with more frequent /Ow \ ' \/ - and more severe ✓♦��. Q' crashes. .. .*\N; R— °� �'% GAARDE ST `I MCDONALD ST �� .I.-. ries BONITA RD _) I ill o v. ce .of 1:= gEEf B0 iEND RD - DURHAM,R0 0 I ce ui 0 1 2 mt I # I I I El WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS Each street may present different risks depending on how you travel.Figure 7 below compares the High Injury Network for people walking and bicycling(in orange)to the High Injury Network for people in vehicles(in blue).By studying where these network differ-and where they overlap-we can develop safety improvements for those most affected by crashes at a particular location. FIGURE 7 High Injury Network for people walking and bicycling as compared to people in vehicles r; z:' [] ' ".7Lr;O High Injury ...-4,,, i Network �; v • r People walking r ' L,r tj •�7.� and bicycling Li u -_...r rd� People in vehicles �i 0 fE�� f . �'" 1 ► I IQP N :44 eip.q •0 ,.-.R).-t,i14-7740,4" -- 1 r " u ' �, GAARDE ST . MCDONALD ST< ^ 4 1. / I - _ . _ t1 • `'. BON ITA'RDC r-� s LJf �'- - .L 1 ram, I �� b-t 'o '�r �4, FJl J m'f, '� I r G cLw0 BEEF BEND RD'' ,.t u-P;L DURHAMf1RD ,r (Till . . ..1 .,..._, iiiii.h . r-. 3 r_ir ' ' ,____..1 L.-,1 u . if+p r S _( __ ..J SPEED PUTS US ON THE FAST TRACK TO CRASHES High Injury Intersections All intersections are places where users'paths cross,which can lead to conflicts in space and time.Street designs often change at intersections to provide places for people to wait,turn,or cross the street,and traffic control devices like signals and stop signs indicate who has the right-of-way. Because intersections are the sites of complex interactions between people making trips,they benefit from additional analysis.While the High Injury Network studies crashes on any part of the street system,the High Injury Intersections focus on the locations where streets connect and where crashes have been frequent and severe.Figure 8 below shows intersections on Tigard-owned streets(in red),and intersections on partner-owned streets (in blue). FIGURE 8 High Injury Intersections © Network Screening - All Modes Tigard-owned F. intersections 0 .. _ 0 Partner-owned Sew:AA. Fp0. • A2 - intersections + - , + . . Tigard-owned High y� 1.14 � 111111.1111J ( Injury Network j i ' , �►� . Partner-owned High ;t► w Injury Network • - ".., - a top K ♦{ + Deeper colors indicate t d \ I locations with more IF ' + 4 n , ' .- frequent and more + a ;, severe crashes. GAARDE ST� MCDONALD S: +o t + 4 + Q-- BONITA RD ` 5 3 I" 17 4 4 p r I . s6EEf BEND RD + DURHAM RD a. OA+ `v r 4> o IX AO 0 1 2 ml I I I i I D WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS Predicting Where Crashes What is the Are More Likely difference between the High Injury and Evaluating the High Injury Networks and High Injury Intersections provide insight into where the crashes occurring between 2018 and 2022 were High Risk Networks? frequent and severe.They help us set priorities for reacting to past crashes, HIGH INJURY NETWORK but they don't paint a full picture of what may happen in the future.Crash History of crashes;reactive response locations can shift from year to year,influenced by chance,conditions,and HIGH RISK NETWORK individual behavior—none of which are fully predictable.In addition to the Potential for future crashes;proactive action High Injury Network,there are locations where crashes have not occurred that present safety risks.To save lives,we need to be able to find and address high-risk locations without waiting for a serious crash to happen first. High Risk Network Using crash data,we can determine what street and SPEED LIMIT environmental characteristics were present at loca- 25 tions where crashes killed or injured people.These factors can draw our attention to locations similar to Wider streets designed Posted speeds over 25 the places they have happened in the past. with more lanes of traffic miles per hour In Tigard,street factors that define the High Risk Network include more lanes of traffic,higher daily r traffic volumes,and posted speeds above 25 mph. These streets represent heavily traveled corridors Factors linked to crash frequency and where people must make quick decisions in severity in Tigard response to complex conditions and the behavior of other travelers—all factors that research shows can These common factors aren't necessarily causing crashes, increase crash risk. but they can help us predict where crashes may be more likely or more serious. An important environmental risk factor is whether a street segment passes through a neighborhood with higher proportions of socially vulnerable com- munity members and households without vehicles. These neighborhoods were identified using city, regional,state,and federal mapping tools,which analyze demographic factors linked to transportation • • • disadvantage,underinvestment,demand for active . . . • • . . . transportation,and reduced economic resources. These neighborhood demographics do not cause More cars per day using Neighborhoods where a greater crashes,but they may be linked to other factors-like the street percentage of people are socially higher rates of walking,bicycling,and taking transit, vulnerable or lack access to a or streets in need of safety upgrades.(For more personal vehicle exploration of this factor,see"Who's at risk when our FIGURE 9 Factors in Tigard's High Risk Network streets aren't safe?") PREDICTING WHERE CRASHES ARE MORE LIKELY In By identifying the factors that are correlated with crash frequency and severity, we can map locations where these factors are present in combinations linked with crash risks—whether or not a crash has happened there.This High Risk Network(Figure 10)enables us to prioritize these locations for proactive safety improvements,without waiting for serious crashes to happen.As with High Injury Network,Tigard's High Risk Network includes streets that the City owns (in red)as well as streets that partners own(in blue). FIGURE 10 High Risk Network u, .) 1 .4, 1, r,4_ L 1 1 J Q� 1 1 _ 1 rl I 1 , 1 7.1 1 1 , ., � 1 L1r' I647 LLI LI u f--.4t:2 SCHOL�SfeOL cr co 1. ItIN .. mi-40 ,-, 217) I•- �� _r-NUT sT' 4 � . --r-. y - LPL ` I 1 1 m W LA__/1- GAARDE ST QPL MCDONACD ST = _ N 1 9 c- ' i- ' . , ARD -i /11 )Ir Or I (1 .-- 1. - 5, a O1 BEEP BEND RD DURHAM RD :I Ir 1r40 a} r-1 - r I I10 IIV L O `J Jf✓ I,r J�1 �'- 1 , .--Ti1 r i �J r J ` J ~i I-k-311_ br � l u r p 1 0 k, �, l-`I High Risk Network-All Modes Tigard-owned streets Partner-owned streets - Critical Critical - High High Medium Medium El WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS As with the High Injury Network,different conditions present different risks for people walking and bicycling than for people traveling by vehicle. Focusing on the factors present where people walking and bicycling were killed or injured in traffic crashes can help us identify which streets present risks for vulnerable road users.Figure 11 below represents the High Risk Network for people walking and bicycling(in orange)and for people driving (in blue). FIGURE 11 High Risk Network for people walking and bicycling as compared to people in vehicles / lik...., 1\t, ' . —,, fEapV P° 0 SCROLLS'' Y 0. _ _ _ 4k1 IISiRP v.ALNUT.ST 444 A'�CNULST .I )r'"V. 1.1/4 .'" -."':..fm • 4~ a CP r L (4..\ -tr- GAARDEMT MCDO ALD.ST ( of � ;ONfTA,RD --- Cg i 11 -- g QY,.-1 7-- -�DURHAM,RD r stet BEND RD ' ? . I G 11 i j`Tigaid TOOLE O ; ; High Risk Network People Walking and Bicycling People in Vehicles PREDICTING WHERE CRASHES ARE MORE LIKELY El Speeding Concern Corridors Comparing posted speed limits and recorded travel speeds allows us to find the streets where drivers are most likely to drive too fast.As discussed earlier, increased speed is linked to increased crash risk;these risks intensify when drivers go too fast on roads not designed to accommodate those speeds. Speeding Concern Corridors are city-owned streets where people are driving well over the posted speed limit and where observed speeds are higher than desired,regardless of the posted speed limit.The map of Speeding Concern Corridors(Figure 12)shows the locations where drivers commonly reach speeds of 35-40+mph while exceeding the speed limit by 6 miles an hour or more. This data-driven speed analysis was based on speed studies for city streets (not streets owned by the County or State),and was grounded in commu- nity feedback. FIGURE 12 Speeding Concern Corridors r .Q / 1' ♦ Lie aa�'�° 0 SCHO�C'FE di.......f !2�J > J m 44 \ exJ L� 00 ST D V4pEFJ,•Y•13.6.,,' ...ss< i I N I 1 r . GAARDE ST ........... MCDONALD ST Z C rc BONITA RO• ' . W tA I , , 1 14 �—._ BEEF Z ypCo BEEF BEND RD �,, m : p a. e Tiga,d Too,.,, 0, ; Speeding Concern Corridors(Tigard-owned) 20 WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS Who's Most At Risk When Focusing on disparities Our Streets Aren't Safe? in access to safe streets: Because different streets have different safety issues,exposure to traffic • crashes depends on where someone lives,works,studies,and plays.Like Citywide,l3%of streets are on the High Injury Network and 23%are on the High many communities,Tigard has found that not everyone has equal access to Risk Network. safe streets. • In socially vulnerable neighborhoods,19%of streets are on the High Injury Network and Some of the highest crash and highest risk streets are located in neighbor- 34%are on the High Risk Network. hoods where more residents are socially vulnerable and where people are less likely to have affordable transportation choices.These socially vulnera- ble neighborhoods include: • Tigard Triangle • Greenburg/North Tigard • Downtown • Southview • Durham Residents of these neighborhoods are at greater risk of future exposure to frequent and serious crashes.To give everyone the same opportunity to get home safely,it's important to focus on the places where people are being unfairly burdened by traffic safety problems today. FIGURE 13 Socially vulnerable communities and high risk streets' Right now, people traveling in these neighborhoods are more likely to be exposed Streets in the Greenburg/North �J ° Tigard,Downtown,and Tigard to crashes and safety risks. Triangle neighborhoods are 5G„p.�SFE"a Street safety matters to everyone,and we 90%more likely to be on the ` should focus first on making our streets high crash network Greenburg Rd/ safe for people who aren't traveling in the North Ti Ivied ,I protection of a vehicle. .0,T ST wP` gar Triangle Five of Tigard's neighborhoods have R Downtown a greater share of socially vulnerable 4 residents than the rest of the City.These °&PROF ST ■M� °ST 5 1 include people who are more likely to BONITA RO need to walk,bike,and take transit to autw meet their daily needs. � Dum Streets in all five of these Road neighborhoods are more than OURNAM RO - 80%more likely to be on the "Area boundaries are based on census block high risk network groups,and are not the same as the tax increment financing(TIF)districts for both 3 of Tigard's 10 speeding City Center(Downtown)and Tigard Triangle. concern corridors are in the Tigard Triangle WHO'S MOST AT RISK WHEN OUR STREETS AREN'T SAFE? Ei Learning from the People of Tigard Data provides an important foundation for this plan,but no database captures everything that Tigard's people know.Development of the plan included extensive outreach to the community to gather people's perspec- tives on safety,based on their day-to-day experiences getting around the city. Community members participated in a variety of ways: • Talking to project team members during community events like: - August 2024:Farmers Market • December 2024:Holiday Tree Lighting Festival • July 2025:Community Preparedness Fair • September 2025:Family Fun Day • Participating in online surveys and interactive maps in Sept 2024,Feb& March 2025,and Aug 2025 • Joining the Safe Streets Task Force,which combined local residents,city staff,government partners,and community organizations.This group met four times over the course of the planning process to review project work, ask questions,and provide recommendations • Attending the City Council or the Tigard Transportation Advisory Committee,each of which received three briefings and gave feedback to the project team • Leaving a comment on the project website • Sharing safety concerns and suggestions with city staff in other ways while the project was in process. FIGURE 14 Summary of Project Engagement 4 3 Task Force City Council 4 Tigard Transportation Advisory Meetings Briefings Public Events Committee Meetings 300-E 65+ comments from public events community members 300+ engaged In-person 1 200+ ' Survey responses project webpage visits (online and in-person) ® WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS PHASE 1 Farmers Market(August 2024) ENVISIONPeople expressed enthusiasm about the project,identified locations where they had safety concerns,shared their understanding of the What's your vision for a safer safety problem or solution needed in those places,and asked about transportation system in Tigard? other City projects addressing street safety.They had few comments on Safety Work Presented to the Public the draft vision and goals,expressing that they made sense. •Plan vision and goals •City's High Injury Network PHASE 2 Holiday Tree Lighting Festival (December 2024) UNDERSTANDPeople generally felt that the safety analysis findings reflected what they experienced when making trips in Tigard.They pointed out safety Here's what the data tells us.Does this concern locations near their homes and typical travel routes. reflect your experiences on Tigard streets? Safety Work Presented to the Public Online Interactive Map and Survey(February— March •City's High Risk Network 2025) •Speeding concern corridors •Potential safety priority locations People provided over 300 survey responses to which of the 24 corri- dors they'd prioritize for improvements.People also provided input on the presence and gaps in walking and bicycling facilities,and where people drive too fast. PHASE 3 Community Preparedness Fair(July 2025) RESOLVEPeople were excited to see that analysis of the safety priority corridors matched their experiences.They generally felt the recommended safety Here's how the City can advance safety countermeasures aligned with the improvements they wanted to see. investments,actions,and strategies.Do you support what we're proposing? Many commented on challenging crossing locations and the lack of safety on corridors with speeding concerns. Safety Work Presented to the Public •Safety pnority locations&engineering countermeasures Draft Project List and Comment Opportunity (August 2025) People gave feedback on the project corridors,especially SW Bull Mountain Rd,SW Gaarde St,SW Durham Rd,SW Walnut,and others. Feedback ranged from the amount of traffic on these corridors,visibility concerns,lack of bike lanes or sidewalks,and lack of crossings. PHASE 4 Family Fun Day(Sept 2025) COMMITPeople viewed information on 15 safety priority corridors and signed a safety pledge to receive a sticker or a car magnet. Here's the plan!What actions should the City and its partners prioritize? Safety Work Presented to the Public •15 Safety Priority Corridors •Additional corridors with safety concerns that are funded or have design or planning work WHO'S MOST AT RISK WHEN OUR STREETS AREN'T SAFE? n .: gat Mr_., 4, _ - _ ��-' r �- '• *W.- ' � • ‘ rqt ' ,L= -J + . „ !i • `t, . , „d140 Every residence in Tigard 'mP-- ir --.Aar414,,e— ' - should be able to walk • or ride a bike, safely to 4 • and from work, grocery, parks and public transit.All streets that emphasize "alternative if transportation" should have traffic calming • '� T features as well. ,_ may# FIGURE 15 Tabling at the Farmers Market,August 2024 p - - - What's t - Safe Streets Action Plan? ------ what has been non tunnel!on 7�(ds&4A: eawl..i,..vo.s bp dr. these<a.Won+PoNusm.T na. „pM onU mapo,whofdownon SarelYPriWdY v.w.+we.ro,..t.,..... .cyu:etvozr',NA the tun Onto .Corridors Ilms vetNtmmn.w tl �. Every stop sign you Et;e , get to, drivers just ,- - 4 ;i.' ' ENVISION .�t.�.tr�.t+. _ � �� ! don't stop. People ��' UNDERSTAND ��"�'�� .' ,-. �'' speed all the time. `^�'� ` _ l �_ sop ¢ .. mil real r + - fa 'TNf PLAN lMPLEA TX TING ...1 . . . _ FIGURE 16 Public comments from Community Preparedness Fair,July 2025. all WHAT DATA AND PEOPLE TELL US ABOUT TIGARD'S STREETS t1r r: . • „4- \. =, ; : : .. . ice, 1 ` „'i ' . , .., / Ni .,.,,,. .,,.,, „ . ,„ J 'MN 'iii \\ e- iiiiii r ,Aiir te----,; tt ,1\t .1-, -, .. . .., ,_. f.4 4 N -•,1 'ati, # , 1 .\ \. i' ;. till o f i is ''�0 r;,.., r yr V1.71.e' !. ., �-7 ti.� - .• -sue..._` ,. II _, "^ , ''`'' FIGURE 17 Holiday Tree Lighting Festival:with transportation trivia and giveaways,December 2024. Most individuals that cannot drive [on 72nd Ave] have to walk in mud or directly next to motor vehicles to grab groceries or get to nearby bus stops. It would overall improve conditions for non drivers or disabled individuals if there were sidewalks. WHO'S MOST AT RISK WHEN OUR STREETS AREN'T SAFE? and Actions Investments tq ., Achieve ae Streets . ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS TIEDEMAN AVE Setting Goals N Eliminating traffic deaths and serious injuries starts with clear and focused goals 2 that are backed up by data and community voices.The Plan's goals support the D vision of a future without traffic deaths and serious injuries.They will help guide cn the City and its partners to prioritize efforts and coordinate resources. Goal 1 Culture of Safety Creating a lasting culture of traffic safety requires collab- Place safety at the center of our work as a city oration and shared responsibility.All city departments and encourage our partners to do the same. and agencies will need to collaborate to plan,fund,build, operate,and maintain a safe transportation system.As lb part of this work,we will build safety partnerships with other government agencies,community-based organiza- PARTNERSHIP COORDINATION FUNDING AND tions,businesses,and developers. RESOURCES Goal 2 Equity People of color,immigrant communities,and low-income Prioritize safety investments for socially communities are overburdened by traffic crashes and U, vulnerable communities. least likely to have affordable,convenient,and safe _1 transportation options.Prioritizing safety investments z 2 nin these communities will begin to reverse the health, D safety,and economic disparities caused by decades of 0' EQUITABLE COMMUNITY AFFORDABLE land use and transportation decisions. HEALTH TRANSPORTATION COSTS Goal 3 Vulnerable Road Users Everyone benefits when streets are safe for their most Improve safety for the most vulnerable road users vulnerable users:people on foot and bike,children, in Tigard. people with disabilities,older adults,and people who are not able or choose not to drive.Prioritizing the safety • • ��Ss� of people above convenience for motor vehicles will �;V 5000 save lives. WALKABLE AND ACCESSIBLE ALL AGES AND BIKEABLE ABILITIES Goal 4 Livable Communities For quality of life,economic vitality,and environmental Provide safe multimodal connections to foster and community health,we need to make it safe and livable,healthy,and carbon responsible convenient to walk,bicycle,and take transit.By choosing neighborhoods. actions and investments that make it possible to meet daily needs without driving,we will improve safety for �� 0-Pl. everyone and advance broader community goals. v) TRANSPORTATION SAFE ROAD HEALTHY D CHOICES DESIGNS, ENVIRONMENT HEALTHY PEOPLE SETTING GOALS 113 Which Streets Should We Focusing g on Fix First? Tigard-Owned Streets While As part of the Tigard Safe Streets Action Plan,the City identified locations where near-to-midterm safety improvements can have the biggest impacts in Strengthening preventing deaths and serious injuries in traffic crashes. With limited funding Partnerships and resources available prioritization is essential to strategically focus efforts. This Plan focuses on streets owned by \ the City of Tigard.However,improving STEP 11 ) STEP 2 ) ) STEP 3 ) STEP 4 , street safety requires close collabora- tion with partner agencies such as the Corridor Eligibility City&Safe Streets Public and City Partner Oregon Department of Transportation and Ranking Task Force Input Council Input Coordination (ODOT)and Washington County since streets owned by these partners run through Tigard.Both ODOT and Washington County are developing STEP 1 CORRIDOR ELIGIBILITY AND RANKING Transportation Safety Action Plans. See Taking Everyday Actions To Improve Safety for specific actions To find locations where the City has the power to move projects forward, related to partnerships efforts with the Plan focuses on streets owned by the City of Tigard or in the process ODOT and Washington County. of coming into City ownership.While streets owned by partners like ODOT and Washington County will also benefit from safety improvements,those projects move forward in other ways. Within the city-owned street network,the City is focusing on streets and intersections with documented safety problems:Tigard's High Injury Network, High Risk Network,and Speeding Concern Corridors.See Figure 18. The project team ranked these locations based on how well they serve the Plan's Equity,Vulnerable Road Users,and Livable Community goals.(The "Culture of Safety"goal will be advanced through other city actions described later in this chapter.)The scores for these locations is represented in Figure 19. The project team scored these locations based on how well they align with our Safe Streets Action Plan Goals: • �� •II 70 h rrr At EQUITY VULNERABLE LIVABLE ROAD USERS COMMUNITIES Locations where a greater High crash and high risk streets Locations where making it percentage of residents are for people walking and bicycling, safe and comfortable to socially vulnerable or less and locations where a greater walk,bike,and take transit likely to have transportation percentage of households do not will help us meet Tigard's options they can afford. have vehicles. climate goals. Ea ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS FIGURE 18 Tigard's HIN,HRN,and Speeding Concern Corridors. I High Injury Network d_ (HIN)-All modes . y{0T5t *\ & 4. I Concern Corridors , l (Tigard-owned) ,NALNUT,sr• iNUTsT I 4. 1 of, i1 a� o z 'may 'A""�--In GAARDEisT MCDO,ALD,sr _L gums .4 W ' _ . 90NITAIRD I. 199. o♦. v II eE C° ♦ QfDURHAMIRD OEEp BEND RD ;f' z ..�` 'N.�� / II t e Tigard TOOLE S FIGURE 19 Safety priority ranking of eligible streets and intersections. 0 Very Low Low Medium Low Medium High "SFEaaa P° `j! High sCHO ,afl - - e ? Very High 4 F Saki \ A ; r 11 e T Sr r y r_r. 4 • e.„ ,,i. ,:, 1, , t` GSA.ARDE ST y MEDONALD ST All BONITA RD p as Aa a t ,} d ,,, , I 1 or 0 - BEEF BEND RD + DURHAM RD ra ? 0 0 1 2mi I I I I I WHICH STREETS SHOULD WE FIX FIRST? D STEP 2 CITY AND TASK FORCE INPUT ON PROJECT READINESS The project team proposed a set of high scoring streets as safety priority corridors.All corridors included one or more critical intersections,which were city-owned intersections determined to be complex,high-risk,or high-crash. City staff and Task Force members reviewed these locations and suggested adjustments to their boundaries(Figure 20).They identified several locations where safety projects were already programmed(in the planning or design phase)or seeking funding. STEP 3 PUBLIC AND CITY COUNCIL INPUT The project team sought public and elected leadership feedback,focusing on safety priority corridors without identified projects.The City Council offered guidance about how best to present these locations to the public, which helped to shape the online survey that followed.The survey collected community input on which were their highest priority locations,as well as inviting comments on other locations or safety concerns. STEP 4 PARTNER COORDINATION After incorporating feedback from City Council and members of the public,the City confirmed these safety priority locations—15 new projects and 9 already underway(Figure 20;Table 1).The project team met with partner agencies to review safety analysis,discuss city and partner-owned locations with safety concerns,and coordinate future project development and funding efforts. Included in this list are SW Greenburg Rd and SW Hall Blvd.While these roads are technically owned by Washington County and the Oregon Department of Transportation(respectively),the City is in the process of taking ownership of them through jurisdictional transfer. 30 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS FIGURE 20 Safety priority corridors © ID Corridor Name New Projects TAYLORS FERgYRO 1 SW 68th/69th Ave 2 SW Bonita Rd U17 3 SW Cascade Ave m 4 SW Dartmouth St sCHD«s't PD Ncb a Locrsr sr m 5 SW Durham Rd s - 18OAK ST ;11 •+ 6 SW Hunziker Rd 4 ' 1 7 SW Main St �, 23 1 0 PFAFFLE 8 SW Royalty Pkwy \ Y fit,' " 1116 Tt i , SW 72nd Ave aD m °� 19� 9 (South) ayo�S �N\31 sT 12 11 r, 7 '6 10 SW Greenburg ,� ^^� w� 14 ,.,, Rd(South) F. b•/grRD 11 SW Walnut St(East) L �21 ar 12 SW Walnut St(West) RO , 13 m/ 9 13 SW Gaarde St �•�� R0 BULL M GAARDE ST MCDONALD ST_22 i OUNTAIN RD 14 SW Burnham St ih,15 BONITA RD 2 15 SW Bull Mountain Rd 8 20 3 Funded Projects or o 24 Projects with Design/ g" Planning Work o k 16 SW 72nd Ave(North) BEEF BEND RD DURHAM RD 5 17 SW Greenberg Rd (North) 18 SW Hall Blvd(North) g % SW Hall Blvd 19 (Central A Segment) 20 SW Hall Blvd (Central B Segment) 0 1 2 mi 21 SW Hall Blvd(South) I I I I I 22 SW McDonald St 23 SW Tiedeman Ave Project Status 24 SW 79th Ave - New Project ID numbers are not a - Programmed/Seeking Funding ranked order. 7. _ : City Limit Park 8..---+ 6 ~s ' 1 ,i `it `t`. i is iororigeljeere, vit)V." 1 !Lk \ , \. - t 1 ,- \ ,.. .,, ; , . ,,-------- I 1 ir 10,1 I III 6.a -.z,t,0,,.....* Ili , , 0 it ... '4'10;4 -ii,.. __.----;________------<:::—.$ — At \0� i' *'\ r i i• ,...r v WIN. et j' I $ A i \ V % ' N • HICH 'Et HGULD WE FIX FIRST? 1111 TABLE 1 Safety Project List Corridor Corridor Name Start End Number Safety Priority Corridors-New Projects 1 SW 68th/69th Avenue SW Pine St 1-5 2 SW Bonita Road SW Fanno Creek Drive SW Sequoia Pkwy 3 SW Cascade Avenue SW Scholls Ferry Rd SW Greenburg Rd 4 SW Dartmouth Street SW Pfaffle St SW 68th Ave 5 SW Durham Road SW Hall Blvd SW Upper Boones Ferry Rd 6 SW Hunziker Road SW Hall Blvd SW 72nd Ave 7 SW Main Street 99W 99W 8 SW Royalty Parkway/SW 109th Avenue/SW Canterbury Lane 99W 199W 9 SW 72nd Avenue(South Segment) SW Bonita Rd 1217 Ramp 10 SW Greenburg Road(South Segment) 217 Ramps 99W 11 SW Walnut Street(East Segment) 99W SW Tiedeman Ave 12 SW Walnut Street(West Segment) SW Tiedeman Ave SW 135th Ave 13 SW Gaarde Street 99W SW Walnut St 14 SW Burnham Street SW Main St SW Hall Blvd 15 SW Bull Mountain Road SW Benchview Terrace 99W Existing Projects 16 SW 72nd Avenue(North Segment) 99W 217 Ramp 17 SW Greenburg Road(North Segment) SW Hall Blvd 217 Ramp 18 SW Hall Boulevard(North Segment) SW Locust St 99W 19 SW Hall Boulevard(Central A Segment) 99W SW Commercial St 20 SW Hall Boulevard(Central B Segment) SW Commercial St SW Omara St 21 SW Hall Boulevard(South Segment) SW Omara St SW Durham Rd 22 SW McDonald Street 99W SW Hall Blvd 23 SW Tiedeman Avenue SW Greenburg Rd SW Walnut St 24 SW 79th Avenue SW Bonita Rd I SW Durham Rd How Can We Improve our Safety Priority Corridors? The project team evaluated the 24 safety priority locations to analyze past crashes and identify existing conditions(Appendix A).The 15 new project locations received additional analysis to develop: • Crash diagrams at key intersections • Evaluation and mapping of safety issues,with proven safety countermeasures ® ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS Taking Everyday Actions Strategy Symbol Key Anticipated Anticipated Anticipated Safety Impact Level of Effort Time Frame To Improve Safety O Everyone has a role to play to keep our streets safe,including many City depart- High Now:within High High 1-2 years of ments.To do this work,several departments have a set of action strategies and plan adoption have critical street safety roles.For each strategy,the Plan has identified: O • The lead department within the city Next:within Medium Medium 3-5 years of • The champion within that department that will lead the strategy plan adoption • Anticipated impact on safety(high,medium,or low) _. • Anticipated level of effort(high,medium,or low) Mid-term: within 5-10 • Anticipated time frame: Low Low years o plan • Now:within 1-2 years of plan adoption adoption • Next:within 3-5 years of plan adoption • Mid-term:within 5-10 years of plan adoption This plan focuses on strategies the City can take within the near future.As these strategies include monitoring progress,we anticipate the City will revisit and update this plan within the next 10 years. The safe streets strategies,or actions that the City will take,are grouped below by primary responsible City department. ,• i�a •.,* . 1 'y ,1y1C,, �y .. ..64, ,"'. �F' i' S. , •�R / ff• n y 1 , ,: • v5 •.I it4,. ' ,• t /t i '.` Ir ' , - 'ter_ IIY� j..( °Y'i� ,,eAz' � '� 'y' i �►r:; .t' •' e ; +i'i\. At ri. •. '.; .;... 'L: . A—;-i`•` lei 4/ ..,N" fig �,f "k. t!. �'7' . t t ..4%. 1 i *•: : 5. C.•; T ,'• w . V •i y 1 t i +4'i: • •,,ems, ,/ i. :k,• k: 4,, �, .y ti • wig a ' :`�1wf, :, • '... F•• ^• .% •V1 V / 1 ~ "• i t�•lq• '' a j • '�►yC• W"' "'4',,; '"a. ti s/��6 .F `- .t;; i ' . +t'••, ,j `+�y1 `c.•^ .. • .. [• f I` •='yf•'., ,, ` �i-• . t Yj .r .P4p� IIPP`�� . 1'tiI tl` h'••' -rift f - ti ^ 4 i. fY ,,7t'=y,` . ` 1„ •:4 "v ,1• •r.- n •� rs v. A . _ �_..•.► z. `�`=--_- ,' J ii., -.: i 1 }Il-4, F•;--►44, .I'.Y�" / T 1 Cu I- " c----fri--_• lift I1� ,. f ig.1 .4.._J ,,• -.A_ /_ . . jle . J { t. ) - '4' V7 .,c ' ‘ ' �',.•: t ,g ••]_ t• ice,. I �� _ • • '' �' doh d G ! 1 �. li S'Alk, le) ' i f' i---..k61 ..0.- ,.. • .. :e k\. 01 V '.: __ . - 1 , ♦ . ' TAKING EVERYDAY ACT10IS TO IMPR VE S ETY Ft TABLE 2 Strategy Quick Reference Table Code Strategy Anticipated I Anticipated Safety Impact Level of Effort Now:within 1-2 years of plan adoption CD-01 Coordinate with safety partners 0 CM-01 Champions develop strategies 0 le CM-02 Quarterly review of strategies 0 Oa CM-03 Maintain and update data dashboard 0 PW-01 Design manual updates 0 00 PW-02 Develop and integrate safety checklist 0 PW-03 Formalize a Safe Streets Task Force 0 PW-04 Safety improvements from new development 0 CO PW-05 Crash review team 0 PW-07 20 is Plenty 0 ° PW-09 Multi-agency annual workshop 0 CO PW-10 Spatial review for safety needs 0 Next:within 3-5 years of plan adoption CD-02 Transportation System Plan safety policies 0 430) CD-03 Safety rubric for Capital Improvement Plan 0 > CD-04 Local match set-aside process 0 CD-05 TSP policies change engineering practices 0 *0 CD-06 Coordinate with Washington County neighbors 0 * CD-07 Safe routes to high schools 0 > CD-08 Travel options programming partnerships 0 CO PD-01 Target high-risk behaviors in street user education 0 CO PW-08 Manage speeds on arterials and collectors 0 PW-06 Review bicycle/pedestrian crashes annually 0 PW-11 5-year update to High Injury and High Risk Networks 0 PW-12 Crosswalk guidelines 0 0° PW-13 Bike facility guidelines 0 PW-14 Before/after safety evaluation 0 PW-15 Safety campaign&safety treatments 0 PW-16 Maintenance of safety treatments 0 # Mid-term:within 5-10 years of plan adoption CD-09 Partner to fix state and county streets 0 FD-01 Revenue sources for safety improvements 0 PD-02 Photo enforcement 0 ® ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS City Management Community Development City Management includes the City Manager's Office. Community Development helps guide how Tigard grows The City Manager works with the City Council to carry and helps shape where people live,work,and travel. out Tigard's goals,manage the budget,and help city The department supports safe transportation,land departments work together.This department also sup- use,building,and economic development that make ports the City's major public events.It ensures coordina- Tigard safer and more walkable,healthy,equitable,and tion across departments to improve street safety. accessible for everyone.It develops and implements the City's visions,goals,and plans to create safer streets. CM-01 Champions develop op strategies CD-01 Coordinate with safety CHAMPION:DEPUTY CITY MANAGER 00 partners Develop actions,performance measures,and - CHAMPION:PRINCIPAL TRANSPORTATION PLANNER target dates for each strategy.Champions of each Continue to coordinate and hold semi-annual strategy in the"Now:1-2 years"time frame will meetings with partner jurisdictions to jointly apply submit these to the Deputy City Manager within for grants that bundle projects for systemic appli- six months of plan adoption. cation across the greater area.Leverage existing coordinating structures such as the Washington o CM-02 Quarterly review of County Coordinating Committee-Transportation 4:0) strategies Advisory Committee,the Metro Transportation Policy Alternatives Committee,or ODOT Region 1 : CHAMPION:DEPUTY CITY MANAGER Area Commission on Transportation. Deputy City Manager to meet quarterly with cham- pions of all active strategies to review progress, overcome obstacles,and define next steps. CD-02 Transportation System Plan 00 safety policies CM-03 Maintain and update data CHAMPION:PRINCIPAL TRANSPORTATION PLANNER • �' dashboard -- Adopt policies and transportation networks that will achieve a Safe System as part of the upcom- CHAMPION:GIS PROGRAM MANAGER ing Transportation System Plan(TSP)update. Maintain the Safe Streets Data Dashboard and These should include: update crash data annually.Include recent • Establishing a policy and scoping for a program crash trends and ensure the dashboard remains for new streetlights accessible to the public. • Discontinuing the use of Right Turn on Red and permissive left turns What is a transportation • Establishing a policy for slip lane retrofits system plan? • Policies and/or programs that increase access to micromobility(bike-sharing, A transportation system plan(TSP)is a long-range e-scooter-sharing) strategy that outlines policies,projects,and investments • Advancing implementation of Tigard's Complete to guide the safe,efficient,and sustainable movement of people and goods within a community or region. Streets Policy • Establishing local emergency route planning with partners including Tualatin Valley Fire& Rescue and other Emergency Medical Services TAKING EVERYDAY ACTIONS TO IMPROVE SAFETY 0 CD-03 Safety rubric for Capital PIDS? TIA? ,o Improvement Plan The Public Improvement Design Standards(PIDS) CHAMPION:PRINCIPAL TRANSPORTATION PLANNER provide a uniform set of standards and procedures to :: Create a criteria for which facility improvements assist the City and developers in coordinating,processing in the Capital Improvement Program take priority. and constructing public improvement projects. Weigh improvements to safety for multiple modes A Traffic Impact Analysis(TIA)evaluates the impact more highly. a new development will have on a public roadway and proposes countermeasures if needed. O CD-04 Local match set-aside process 43,0 CHAMPION:PRINCIPAL TRANSPORTATION PLANNER 0 CD-08 Travel options programming Establish and formalize a process to set aside e partnerships =" local match for grant applications,including a CHAMPION:PRINCIPAL TRANSPORTATION PLANNER mechanism for identifying and tracking in-kind •_•_ Partner with agencies such as WTA,Metro,TriMet, sources.This process will include the Investment Ride Connection,AARP and senior centers on and Infrastructure(MI)strategy team. travel options programming and travel training for older adults to increase the confidence and ability o CD-05 TSP policies change to use mobility options such as transit,walking, 00 engineering practices bicycling,or ride services. CHAMPION:PRINCIPAL TRANSPORTATION PLANNER Create a clear process to carry forward ideas from v CD-09 Partner to fix state and the Transportation System Plan(TSP)into project ao county streets design standards,such as the Public Improvement --- CHAMPION:PRINCIPAL TRANSPORTATION PLANNER Design Standards(PIDS),to ensure that long-term et% _-_ Develop a process to coordinate with agencies TSP goals are reflected in day-to-day engineering to make major safety retrofits on state and county and construction decisions following plan adop- arterials by communicating throughout planning tion or update. and project development,to share upcoming needs and come to consensus on goals,priorities, O CD-06 Coordinate with Washington and responsibilities. County neighbors Finance CHAMPION:PRINCIPAL TRANSPORTATION PLANNER Coordinate with the Washington County tY The Finance Department manages the City's money. Coordinating Committee(WCCC)to request that This includes creating the annual budget,tracking Transportation Development Tax(TDT)fund can spending,collecting fees,and making purchases.This be used to prioritize improvements for systemic department is critical for ensuring funding is allocated for safety and safety for vulnerable users. street safety projects and programs. o CD-07 Safe routes to high schools jai CHAMPION:SRTS COORDINATOR -- Expand Safe Routes to School(SRTS)at high schools to include youth engagement during project development of street safety improvements to/from and near schools.Incorporate safer street user and driver education tailored for high school students that promotes walking,bicycling,and taking transit. 0 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS 0 FD-01 Revenue sources for safety The Role Traffic Cameras 00 improvements Play In Street Safety CHAMPION:FINANCE DIRECTOR Traffic cameras,also called photo enforcement,use cameras ___ Evaluate whether current revenue sources could and other sensors to capture evidence of red light running and be used for safety improvements.The evaluation speeding.This evidence is then used to send tickets to people. would include identifying new revenue streams if needed,and establishing a methodology to Traffic cameras are effective in slowing down speeds and can relieve police officers from trying to be everywhere at once. ensure safety investments are sustainably funded. However,it takes a significant amount of staff resources Funds should support immediate or short-term because every citation must be reviewed and signed by safety improvements in response to fatal or a trained and authorized Police Department employee serious injury crashes,as well as longer-term and processed through the municipal court.To make this systemic safety needs. program effective,financial support from the City is needed to fund the program. Police Department However,equity is an important consideration.Implementing The Tigard Police Department works to keep the an income-based traffic fine system would help ensure community safe for everyone who lives,works,and visits that citations do not disproportionately burden low-income community members.This approach would allow the court to the City.Officers respond to emergencies and patrol enforce speed limits and red-light violations effectively,while streets and neighborhoods to ensure people are using focusing on changing behavior rather than creating long-term streets safely. financial hardship. o PD-01 Target high-risk behaviors in 00 street user education Public Works CHAMPION:COMMUNITY ENGAGEMENT Public Works builds and maintains the City's streets, COORDINATOR-POLICE parks,pipes,and other essential services.When you Expand street user safety education and cam- drive,drink tap water,or visit a park,you're using some- paigns by requesting updates to U-Turn 180 thing Public Works helps take care of.The department classes to focus on local behavioral factors that manages infrastructure and programs that support daily contribute to crashes.Include education on safe life in Tigard and ensures the safe design and operations road behaviors,and safe vehicle and technology of streets. usage.Partner with neighboring jurisdictions, TriMet,Tigard-Tualatin School District,and ODOT to leverage the Oregon Safe Driver Program and PW 01 Design manual updates courts'diversion programs. 00 CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION Review and update Public Improvement Design PD-02 Photo enforcement _ Standards every five years for alignment with Safe System Approach best practices. Develop CHAMPION:POLICE CHIEF a living copy of the PIDS for notes between "" Ensure sustainable funding and staff to expand updates,adding items such as additional safety photo enforcement to priority locations.Explore a ... countermeasures,traffic calming and pedestrian deployment approach that does not dispropor- crossing standards. tionately impact any specific community. TAKING EVERYDAY ACTIONS TO IMPROVE SAFETY Eri PW-02 Develop and integrate safety 0 PW-05 Crash review team #o checklist #c, CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION Establish a robust multi-disciplinary crash review : Develop a safety checklist and supporting guid- team that meets quarterly to investigate all ance to identify and address safety issues early in fatal crashes.The team will review and provide project development,including developer-led proj- recommendations on operational and infrastruc- ects.Use the checklist to revise projects that could ture countermeasures and strategies,address make conditions less safe(e.g.the lack of marked site-specific improvements,and track systemic crossings at bus stop,wide driveways,etc.).Add factors for long-term solutions. the checklist to the Project Management Manual, and include a contingency in Capital Improvement Q PW-06 Review bicycle/pedestrian Program(CIP)project budgets to cover safety 00 crashes annually needs identified during planning or design. CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION Expand the multi-disciplinary crash investigation 0 PW-03 Formalize a Safe Streets team to conduct an annual review of all serious 00 Task Force injury or bicyclists/pedestrians-involved crashes CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION when updated crash data becomes available.The Formalize the Safety Action Plan steering group review should include an evaluation of involved into a standing Safe Streets Task Force that meets road users'demographics. annually to track progress of the Safety Action Plan.The Task Force should include external 0 PW-07 20 is Plenty partners and community members. vto CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION -- Continue to support the established"20 is Plenty" 0 PW-04 Safety improvements from campaign to reinforce neighborhood slow zones new development limiting speeds to 20 mph,particularly in areas ceowith high pedestrian or bicycling activity or in CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION 2.; high crash areas.Establish an annual budget for Update the Public Improvement Design Standards traffic calming and quick build activities to pair (PIDS)and Traffic Impact Analysis(TIA)processes these zones with traffic calming measures that to include methods for calculating how new devel- help keep drivers at safe speeds by design(e.g., opments impact street safety,and requiring fees or speed humps,curb extensions,narrow lanes,and improvements that match the scale of that impact. median islands).' 1 For a map of eligible"20 is Plenty"streets,see tioard.maps.arcgis.com/apps/instanUbasic/index. html?appid=84e3918e6f1948a5b5bbdc2a58734149 13 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS PW-08 Manage speeds on arterials . PW 12 Crosswalk guidelines 00 and collectors 00 CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION Establish crosswalk guidelines for streets that Apply the Tigard Speed Management Toolkit to balance safety and accessibility,including:requir- address speeding on arterial and collector roads, ing crosswalks at frequent intervals on arterial especially corridors with crash histories or docu- and collector roads;ensuring pedestrian crossing mented speeding issues.Apply context-appropri- distances are not too long;using signals or refuge ate tools to create safer speeds. islands on wide and fast streets.Involve disability, mobility,and advocacy specialists in developing 0crosswalk guidelines,and align the guidelines PW-09Mutti-agency annual with state Climate Friendly and Equitable 00 workshop Communities Rulemaking and Metro's Regional CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION Transportation Functional Plan.Incorporate new Establish a multi-agency annual workshop to crosswalk guidelines into the Public Improvement coordinate on upcoming work plans and opportu- Design Standards(PIDS). nities for safety improvements,such as pedestrian crossings.Invite agencies including TriMet,ODOT, 0 PW-13 Bike facility guidelines Rail,and Ride Connection. CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION 0 — Establish bicycle facility guidelines that follow PW 10 Spatial review for safety needs _ national best practices,including AASHTO and"all #O CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION ages and abilities"principles.Guidelines should Establish a standardized GIS process to identify separate people biking from drivers on arterials site-specific safety needs within project areas and other busy roads using designs like protected where they intersect with the High Injury Network bike lanes and protected intersections.Ensure (HIN)or High-Risk Network(HRN),to systemati- facilities are safe and accessible for people with cally flag and leverage opportunities for targeted disabilities and account for higher-speed devices safety improvements. like e-bikes and electric scooters.Incorporate new bicycle facility guidelines into the Public PW-11 5-year update to High Injury Improvement Design Standards(PIDS). 00 and High Risk Networks CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION PW 14 Before/after safety :: Update the Plan in the next five to ten years. #o evaluation Include analyses to update the High-Injury and CHAMPION:PRINCIPAL ENGINEER-TRANSPORTATION High-Risk networks,and assessment of the City's Establish an annual budget to fund before/after progress toward the 2045 safety goals.Evaluate evaluations of safety projects.Include before/after whether current strategies are effective or need evaluations in project scopes. adjustment.Include funds for conducting the updates in City Budget. TAKING EVERYDAY ACTIONS TO IMPROVE SAFETY D 0 PW-15 Safety campaign &safety cio treatments CHAMPION:COMMUNITY ENGAGEMENT i COORDINATOR-PUBLIC WORKS Develop locally tailored safety campaign materials that share the safety benefits of street safety treat- ments(e.g.,road diets,bikeways,roundabouts etc.)using videos and other educational materials. Tie these messages with the installation of new street projects. 0 PW 16 Maintenance of safety 00 treatments CHAMPION:STREETS SUPERVISOR :: Update maintenance policy to include policies/ processes for maintenance of facilities like bike lanes,crosswalk enhancements,and other safety treatments.Seek opportunities for potential partnerships for shared equipment,materials,and storage for safety treatments such as quick-build projects,variable message boards,etc. 40 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS Tools To Manage Speeds Safer Speeds is a fundamental element of the Safe System Approach and will play a key role in achieving the City's vision of zero traffic deaths and serious injuries.The correlation between vehicle speeds and injury outcomes has been well documented in traffic safety literature.Lower speeds reduce both the likelihood of a crash occurring and the severity of outcomes when one does happen. Achieving Safer Speeds will require changes to design,policy,enforcement, and culture.As a part of the Plan,the project team created a toolbox of speed management strategies that address all of these elements.See Appendix B. What's in this toolkit: • How speed is defined • Laws in Oregon • Methods for determining target(desired)speed and requesting speed limit changes • Factors to consider when selecting speed management strategies • Contexts in which different strategies should be used • Encouraging a culture of safety Engineering Strategies Enforcement Strategies Education Strategies Horizontal Deflection' Vertical Deflection` Visual Chicane Pavement Texture Chokers Increased Enforcement Public Awareness Curb Extension Raised Crosswalk or Lane Striping Portable Speed Trailer Campaigns Diverters Intersection Pavement Markings Radar Speed Data Intersection Speed Hump Signage Collection Realignment Speed Cushion Speed Feedback Signs Red Light Camera/ Median Speeding Enforcement Street Trees Camera Narrow Lanes Terminated Vistas Parking On-Street Roundabouts or Mini-Roundabouts Traffic Circle •Deflection refers to changes in the road geometry that influence driver behavior and awareness. to choker is a type of traffic calming treatment designed to reduce vehicle speeds and improve safety for pedestrians by narrowing the width of the travel lane. *A terminated vista is a visual and geometric design treatment used to influence driver behavior and improve the character and safety of a street.By intentionally adding a prominent feature(such as a traffic circle or landscaped area)instead of allowing a long, uninterrupted,straight view down the corridor,it gives drivers cues to slow down and to pay attention on the road. TAKING EVERYDAY ACTIONS TO IMPROVE SAFETY m Bringing In New Funding For Safety Over the last 20 years,communities across the U.S.have demanded that federal,state,and regional governments work together to eliminate crashes that kill and seriously injure people.In response,different levels of government have reshaped and created funding programs to focus on safety.While future funding is always uncertain,this plan prepares Tigard to compete effectively for public grants.The City will update and use planning-level costs and benefit-cost analy- ses completed as part of this plan to target funding and grant opportunities. FIGURE 21 Potential Funding Opportunities for Safety Projects Program Administrated Funding Primary Typical Eligible Example Project Typical Award Application By Source Purpose Applicants Types Amount Cycle Safety action Safe Streets and Eliminate roadway Cities,counties, plans,demon- Annual Roads for All USDOT Federal fatalities&serious MPOs,tribal stration projects, $200K-$25M through (SS4A) injuries governments infrastructure 2026 projects Better Utilizing Roadway&transit 1 Investments Fund regionally States,local/ safety upgrades, to Leverage USDOT Federal significant tribal govern- active transpor- $1M-$25M+ Annual transportation ments,transit Development tation,freight (BUILD) projects agencies improvements i I Sidewalks, Active Provide safe and States,cities, bikeways,and Transportation Annual(last connected active counties, trails particularly Infrastructure USDOT Federal transportation MPOs,tribal connecting to $200K-$13M release In Investment facilities governments destinations or 2024) Program(ATIIP) transit All Roads Reduce fatal& Systemic and Federal Cities,counties, hotspot safety Every 3 Transportation ODOT serious crashes on $100K-$1M+ Safety(ARTS) HSIP all public roads ODOT regions infrastructure years projects Oregon Build safe,con- Local govern- Multiuse paths, Community ODOT State+ nected multiuse menu,tribes, separated bike/ $5oK-$4M Annual Paths(OCP) Federal paths nonprofits ped routes, planning studies Improve safety for School Sidewalks, Safe Routes to ODOT State+ students walking districts,local crossings,bike $50K-$2M Annual School(SRTS) Federal and biking to governments facilities,education school programs States/local/ Distracted/ Transportation State+ Support/improve tribal agencies, impaired driving, Safety Office ODOT Federal Oregon transpor- nonprofits, bike/ped safety, $5K-$500K Annual (TSO)Grants (NHTSA) tation safety school districts, EMS/traffic law enforcement records,SRTS non-infrastructure Award competitive grants to projects Cities,counties, Planning studies, Innovative that support histor- MPOs,tribal mobility services, ically underserved governments, transit stop Mobility ODOT Federal communities' transit agencies, improvements, $5oK-$2o0K Annual Program access to public school districts, education,special and active businesses events transportation. E9 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS Program Administrated Funding Primary I Typical Eligible Example Project Typical Award Application By Source Purpose I Applicants Types Amount Cycle Behavioral Reduce crashes State/local DUI!campaigns, Safety Grants ODOT TSD Federal through agencies, pedestrian/bike $5K-$500K Annual (NHTSA-Funded) (NHTSA) education/ nonprofits safety education, enforcement motorcycle safety Transportation Integrate land use TSP updates, and Growth State+ &transportation Local corridor safety Management ODOT+DLCD Federal Planning for governments studies,bike/ped $75K-$250K Annual (TGM) safe,multimodal plans systems Washington Improves County countywide Capital projects, Local+ transportation corridor safety Major Streets Washington Washington Multi-year Transportation County State+ system for peds/ County studies,match $8M-$33M cycle Improvement Federal bikes,drivers, funds for large Program(MSTIP) transit passengers, grants and freight Invest in side- walks,trails and Metro Regional roadways to Portland Sidewalks,trails, Flexible Funding improve equity, Metro regional roadway improve- Multi-year Allocation Metro(Portland) Federal safety,climate communities/ menu,transit $300K-$5M cycle (RFFA) outcomes and jurisdictions improvements congestion in communities Funds and sup- Government Trail system ports transportation signage,trailhead agencies, demand manage- amenities, colleges,uni- ment strategies to and other light Regional Travel versities,public Multi-year Options Metro(Portland) Federal increase the use school districts, infrastructure, Up to$1.2M cycle of travel options, K-12 schools, education and reduce pollution, outreach program- nonprofitand improve ming including Safe mobility. organizations Routes to School '`� K ` Ai rill- I • 7 f, Ira, I ., $ ' , • _ 4. f • , 1 -.$ - 7.0. c ., -44--.114------c". ---- ---a4 c. .4p - - , -4f.t '1 ..) .-1 t.. ' : )\S' i \ *) . ‘)11. % 1 i Nip \ ei'; . k.i ti, .. ,7...:7 ... 1 1 _ . . 10 P' ' k e ' . if ipt,,' . . - . - ` • t i �'♦ r • i , 110 -, dll ' ', .. $ , fifit .1)''' - \\ -' ' p , It- . !\ St :. BRINGING IN NEW FUNDING FOR SAFETY . r s 7�.l"x W }'‘e i §".( e :r, { 'a Y,4 i 6:10,i . ii;'', i .; * Tracking Our Progress Together We can only make progress towards our goal of zero traffic fatalities and serious injuries if we know what the data tells us.To make sure we're on track to reach zero traffic fatalities and serious injuries within a generation, the City has developed a Safe Streets Data Dashboard.The dashboard is a publicly available online tool for community members to view trends in fatal and serious injury crashes over time.This dashboard covers the entire city, including the safety priority projects,so we can see changes over time.This dynamic dashboard includes information such as: 8 Crashes by severity and year Crashes by walking, bicycling, or driving • Crashes by location Ha"' Crashes by street ownership Crashes by contributing factor This open,data-driven approach promotes transparency and accountability as it creates a way to track whether Tigard is moving closer to its long-term safety goal.By regularly reviewing data,the City and community members can identify where crashes are still happening and what factors contribute to them.The City and community members can monitor progress,evaluate results,and ensure resources are directed where they will have the greatest impact on eliminating fatal and serious injuries. bp.srn,km.PlanMVO* Fatal Crashes Serious Injury Crashes A!r 20 95 $ s 1/.39%of all crashes 82.6 i%of all crashes PSI N • • Crashes that involved a ...._.—..-...• . _. NM Person Biking w--�• { 6 5.2% of all crashes ��•._� 41 Data in the dashboard is the most recent available.Figures will differ from the crash numbers in this plan because the safety analysis was done using an older dataset. 0 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS How You Can Be A Part Of This Work Everyone has a role to play to make Tigard's streets safe,including you. Speak Up About Safety Concerns! To notify the City of a non-life threatening traffic safety concern,visit this link: Tigard Service Request I City of Tigard Get Involved in Related Projects The City of Tigard will continue to make streets better for everyone.Please get involved in these upcoming projects and help advance our safety work: Transportation Projects&Programs I City of Tigard Follow Our Safety Work As It Progresses Our safety work doesn't stop here.Sign up for the City's e-news- letter,Cityscape,by clicking here:tigard-or.gov/explore-tigard/ pod casts-newsletters-and-more You can view our Safe Streets Data Dashboard at:tigard-or. qov/your-qovernment/departments/community-development/ tra nsportation-safe-streets-for-tigard/safe-streets-action-plan For additional information,visit the City's Safe Streets Action Plan webpage: Safe Streets Action Plan I City of Tigard. Participate in Government Interested in participating more?Join the Tigard Transportation Advisory Committee.The TTAC acts as an advisory body to the Council and staff.They provide a venue for community involvement opportunities in transportation matters and increase community awareness of transportation issues that Stitt affect the City of Tigard.Learn more here:tiqard-ocgov/your-government/ �)" boards-committees (1041 �TIGARD Take the Safety Pledge � ��SAFE* Be part of Tigard's goal to eliminate traffic deaths and injuries on STREETS our streets.Take the pledge!Visit the City's Safe Streets Action Plan ,� website to learn more:Safe Streets Pledge I City of Tigard. � /1 ACTIONItr;iMI Do your part in making Safe Streets a reality.Take the pledge today d, PLANk and commit to traveling safely at all times. �� / 4), w�� HOW YOU CAN BE A PART OF THIS WORK m Safe Streets Pledge I pledge to myself, my loved ones, and my community to do my part to keep Tigard's streets safe for everyone. We all share the road, whether we drive, bike or walk. Let's look out for one another and be the best versions of ourselves on the road. Share the responsibility. Be safe. Driving Biking Walking • I will obey all traffic laws. • I will wear a helmet. • I will cross at legal crossings. • I will slow down and obey • I will use lights at night. • I will stay alert. speed limits. • I will ride with traffic. • I will use caution crossing the street. • I will stay alert. • I will stay alert and keep at least • I will remember that I may not be • I will put my phone down. one hand on the handlebars. visible to drivers at night. • I will stop at stop signs and red • I will avoid using two earbuds while • I will obey traffic laws. lights. biking. • I will use extra care when turning. • I will bike sober. • I will maintain a safe distance between my car and the one in front of me. • I will watch for people walking, biking,scooting and rolling. • I will yield to pedestrians at crosswalks and intersections. • I will drive sober and never get behind the wheel after consuming alcohol or drugs. • I will remember that people walking and bicycling may not be visible in the dark. I pledge to do my part to keep Tigard's streets safe for everyone: 111 ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS Acknowledgments Thank you to the U.S. Department of Transportation for providing grant funding and to Metro for their partnership in administering the grant. City of Tigard City Council • Gabe Velasquez,Town Center Advisory Commission • Yi-Kang Hu,Mayor Committee Member • Maureen Wolf,Council Pres'dent • Jarvis Gomes,Operations Administrator,Tigard- Tualatin School District • Faraz Ghoddusi,Councilor • Lake McTighe,Principal Planner,Metro • Heather Robbins,Councilor • Nick Fortey,Oregon Division,Safety,Operations,and • Jake Schlack,Councilor ITS Engineer,Federal Highway Administration • Jeanette Shaw,Councilor • Dyami Valentine,Principal Planner,Washington • Asher Hellhake,Youth Councilor County Land Use and Transportation City Staff • Ken Rencher,Senior Planner,Washington County Land Use and Transportation • Courtney Furman,Principal Engineer—Transportation • Kathleen Johnson,Senior Program Coordinator, • Tiffany Gehrke,Principal Transportation Planner Washington County Public Health • Jillian Pfeifer,Project Manager • Glen Bolen, Principal Planner,ODOT Region 1 • Joe Wisniewski,City Engineer • Fiona Lyon,Design Manager,TriMet • Adam Jensen,Streets Supervisor • Steve Forster,Chief/Fire Marshal,Tualatin Valley Fire • Jessica Love,Community Engagement Coordinator & Rescue • Emily Tritsch,Deputy City Manager • Gregory Weisgerber,Assistant Fire Marshal,Tualatin • Cameron Odam,Police Lieutenant Valley Fire&Rescue Safe Streets Task Force • Stacey Triplett,Associate State Director,AARP • Lindsay Huber,Deputy Director,Street Trust • Cameron Odam,Police Lieutenant,City of Tigard, • Joe Kurmaskie,Executive Director,WashCo Bikes • Jeanette Shaw,City Councilor • Jeff Pazdalski, Executive Director,Westside • Jane Honeyman,TTAC Committee Member Transportation Alliance • James Schiffer,TTAC Committee Member • Julie Wright, Rehabilitation Specialist,Oregon Commission for the Blind HOW YOU CAN BE A PART OF THIS WORK Tigard Transportation Advisory Partner Agencies Committee (TTAC) • Metro • Michael Hendrickson(Chair) • FHWA • David Fischer(Co-Chair) • Kerry Campbell Toole Design • Alan Eckert • Talia Jacobson • Jerry Hahn • Anish Tailor • Barrett Johnson • Kerry Aszklar,AICP • Derek Lawson • Omar Peters,AICP,RSP1 • Shawne Martinez • Sam Person • Jim Schiffer • Teresa Chang,RSP1 • Mick Stevens • Vaidehi Shah • Laura Crawford • Kyle McGowan,AICP, RSP1 • Jane Honeyman • Adrian Witte,PE • Richard Keast • Andy Clarke • Sarah Bentley • Angie Byrne DKS • Lacy Brown,PhD,PE,RSP2 • Anders Hart,RSP1 • Ben Wallach,PE, PTOE,RSP1 • Jenna Bogert,PE • Ryan Peterson . ACTIONS AND INVESTMENTS TO ACHIEVE SAFE STREETS • 0 • • 1tu ■ Tigard State Archives Division 200-General City Retention Schedule Appendix Safety Project Summary Sheets Project Summary Sheets Each of the 24 projects has been captured in a summary sheet,which include the additional information described above for the 15 new projects.Project summary sheets can be viewed on Tigard's Safe Streets Action Plan website (tigard-or.gov/your-qovernment/departments/community-development/ tra nsportation-safe-streets-for-tigard/safe-streets-action-plan). Page 1 of each summary sheet p SW 68th/69th Avenue includes: FROM PINS ST TO FS • Road speed,functional class, : and length `Y �� , 1 . :' : . kii • Crash characteristics �IE :.r..: II Ir•° s • An overview map �: , • Locations of socially vulnerable �a ;. „ : . _� �'•e communities ° %, • � . L ' - SPEED LIMIT TOP CRASH TYPES TOP CRASH BEHAVIORS CRASH � SEVERITY 25-30mph 45% �� 31% 0 FUNCTIONAL CLASS _ TURNING MOVEMENT FAILURE TO YIELD FATAL INJURY Collector x 31 „, 24% I RI SID LENGTH(MILES) REAR GU l DISREGARD TRAFFIC CONTROL INIURF 1.4 — 5 TOP CRASH COMEDIC/TING FACTORS CRASH LOCATIONS Y61MOR 1111. N. m el � flf 1.051.8.f OU/ OCV 0 INTERSECTION NIPRLOCE IM,uF• ALCOHOL. SPlEw DRUG. 86% 14% 17 INVOLVED INVOLVED INVOLVED NO INJURY © APPENDIX Page 2 includes: El SW 68th/69th Avenue • The High Injury Network n°..,I t.,°1, • The High Risk Network(Systemic - — 7 ,. Safety Network) ti • Crashes by mode and environ- �, , to mental factors ® _ • The presence of walking and °� . �' TT e �4.— N,W C.+ bicycling facilities . . 28 Ok:,, 17% ,.., MOW ,uuvxm 0% Page 3 includes crash diagrams at El SW 68th/69th Avenue key intersections and locations. "°•""""°" • Note,crash diagrams are not `"" provided for corridors that •,. % ¢ :"- already have planned or pro- six.sosi_ grammed projects. '..... 4"' l SOT.. 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".....• -....--41,11.11.11111,17? 2 (11) Z ONO 0 ir ! 3 z W I _ OA18 11VH • W J 0 W J Z W V Q a� > � W H C J h Cli O O V G = e ME 02 ‘ m Ott = o U sO r W �� 0 O at Q � = m O a m W N a' 0 tin W V Ei Appendix Eli Speed Management Toolkit The Tigard Speed Management Strategy Selection Guide provides a broad range of safety strategies including engineering,encouragement,enforce- ment,and education that can be implemented on arterial and collector road- ways(not neighborhood streets)to reduce vehicle speeds.This document provides a background on the importance of safe speeds,the best practices for selecting the appropriate strategies,and a list of other efforts that can be implemented to encourage a culture of safe driving in Tigard. The strategies presented in this document should be considered for imple- mentation at the high-priority locations identified in the Tigard Transportation Safety Action Plan(TSAP)in order to address or prevent fatal and serious injury crashes related to speeding. Background The Importance of Safe Speeds Safer Speeds is a fundamental element of the Safe System Approach and will play a key role in achieving the City's vision of zero traffic deaths and serious injuries.The correlation between vehicle speeds and injury outcomes has been well documented in traffic safety literature.Lower speeds reduce both the likelihood of a crash occurring and the severity of outcomes when one does happen. Achieving Safer Speeds will require changes to design,policy,enforcement,and culture,all of which are included in the toolbox of speed management strategies. Definitions Throughout this document,multiple types of"speed"are frequently used,but each have a unique definition.For reference,below is a list of those terms and their definitions that are used in this document. Posted Speed:The speed displayed on a regulatory sign,indicating the maximum lawful speed for that particular location. Design Speed:The speed used to determine the geometric design of the roadway,which influences the posted and operating speeds. For existing roadways where the design speed is unknown,the posted speed is often used as a proxy for design speed. Operating Speed:The speed at which a driver operates a typical vehicle,or a speed at which the overall traffic operates during free flow conditions. Target Speed:The highest operating speed at which vehicles should ideally operate on a roadway in a specific road context. © SPEED MANAGEMENT TOOLKIT Road Context:The designation of a roadway based on the existing land use types,building density,set back of buildings,and volume and types of users 00 of the roadway. Speed-Related Laws in Oregon Basic Rule (ORS 811.100) Oregon uses a"basic speed rule,"which states that drivers must operate their vehicles at a speed that is reasonable and prudent under the existing conditions.This applies regardless of the posted speed limit. Statutory Speed Limits (ORS 811.105&ORS 811.111) Oregon has default speed limits that apply when no other limits are posted. These speeds are also evidence of a violation of the"basic speed rule". • 15 mph in alleys or narrow residential roadways • 20 mph in school zones and business districts • 25 mph in residential areas and public parks • 65 mph on interstate highways and for specific motor vehicles along select sections of interstate highways co • 70 mph for passenger vehicles on select sections of interstate highways • 55 mph on all other highways 0 C Speed Limit Setting in Oregon (ORS 810.180) Speed limits that differ from the statutory speed limit of a roadway are known as designated speed limits.ORS 810.180 gives ODOT primary authority to designate speed limits on all public roadways when different than the statu- tory speed.In order to post a designated speed limit,ODOT must complete an engineering investigation and obtain approval from the state traffic road- way engineer.Engineers base their investigation on national standards,in addition to requirements called out in Oregon law.The investigation includes a full review of roadway characteristics,and include consideration for: • Context to the roadway,as • Traffic volumes defined in OARs • Roadway alignment,width • Federal functional classification and surface • Crash history • Motor vehicle speeds. • Roadside culture and density In 2021,House Bill 3055 amended ORS 810.180,adding a new subsection that allows ODOT the ability to delegate its authority of speed limit setting to any incorporated city or the counties of Multnomah,Marion,and Clackamas upon their request.'This request can be made for specific roadways or for all co C) 1 ORS 810.180(5)(g) p C z 0 BACKGROUND Ei low volume or unpaved roads under the jurisdiction of the requesting agency. Additionally,a city may establish by ordinance a designated speed for a highway under the jurisdiction of the city that is five miles per hour lower than the statutory speed if the highway is located in a residence district and is not an arterial highway without state approval.2 Automated Speed Enforcement in Oregon (ORS 810.434 and ORS 810.437) Automated speed enforcement is legal in Oregon,but its use is limited and subject to strict regulations. Allowed Locations: • School zones • Work zones • Streets within cities Regulations: • Only cities with populations over 50,000 may operate fixed photo radar systems • Photo radar vans may be used more widely with restrictions • Signs must notify drivers that photo radar is in use • Violations are treated like parking tickets(civil infractions) Determining Target Speed Limits Until recently,posted speed limits were generally set based on the 85th percentile speed or the prevailing speed,as a result of the 1964 publication of Solomon's Curve.This methodology,however,was one-dimensional and did not consider non-motorized vehicles,roadway characteristics,or crash history. More recently,speed limit setting tools like the USLIMITS2 and NCHRP Report 966 worksheet have been developed to consider the context of the roadway and take into account road classification,vehicle volumes, cross section elements,crash history,and pedestrian/bicycle facilities and level of activity.While these tools are becoming more accepted across the United States to identify the appropriate speed limits for roadways,the speed limit setting policy in Oregon is still heavily based on 85'h percentile speeds. 2 ORS 810.180(10) 13 SPEED MANAGEMENT TOOLKIT The City of Tigard should consider developing a process for determining the appropriate speed limits on city roadways using tools,such as USLIMITS2 or NCHRP Report 966,and depending on the results,apply for formal speed limit changes. The flow chart below shows the recommended process for formally changing the posted speed limit on a city roadway.The first step is to conduct a speed study to identify the desired target speed.From there,an evaluation of the current operating speed is the next step. If the current operating speed is higher than the target speed,speed management strategies should be explored instead of speed limit changes. FIGURE 1 Speed Management Process Flow Chart Conduct speed study to iden- tify Target Speed.Speed study should consider road context, crash history,volumes,etc. Evaluate current Operating > Speed. Is it higher than the Target Speed? YES NO Select Speed Pursue formal Management ODOT speed zone Strategy(ies) change request. _ Implement Speed Evaluate before&after Management Strategy data to measure speed strategy effectiveness, if applicable. DETERMINING TARGET SPEED LIMITS ig Speed Management Strategies Selecting and Implementing Strategies The following toolbox and matrix contains a list of strategies that can be implemented on City collectors and arterials to effectively reduce operating speeds.The strategies have varying documented measures of effectiveness but,when applied in the appropriate way,have generally been proven to reduce operating speeds by 5 mph to 10 mph and/or may reduce crashes by up to 30%.Strategies should be selected based on the street classification, current operating speed,and target speed.Some strategies are appropriate for arterials but not for collectors based on the road context and users.When selecting strategies,consider the following: • Road context and street classification • Community vision • Access management • Gap between the current operating speed and the target speed • Accommodating transit buses,fire trucks,school buses,and snow plows • Designated emergency services routes • Cost to implement • Right-of-way and private property impacts In cases where there is a large differential between the target speed of a roadway and the operating speed,the use of incremental speed reductions is recommended in the interim.If the City is seeking a 15 mph reduction of a posted speed,a full reconstruction of the roadway or road diet is likely necessary to achieve the roadway geometry needed to impose a lower operating speed.However,in the interim,strategies from the toolbox can be implemented to incrementally reduce speeds by 5 mph. When implementing a speed management strategy,it is important to collect before and after data(number/type of crashes,operating speeds,etc.)to measure the effectiveness of an implemented strategy.Typically,before- and-after studies evaluating crash reduction should consider three years of data before and after installation.Evaluations of speed reduction can be completed with as little as a few days of speed data in the before and after periods. For speed studies,it is important that the"after"data be collected at least six months after the treatment is implemented to avoid capturing the "novelty effect"where drivers temporarily adjust their behavior but return to previous habits once they are accustomed to the changes. 13 SPEED MANAGEMENT TOOLKIT Strategies Toolbox Below is a toolbox of speed management strategies,organized by category: Engineering,Enforcement,and Education.A combination of strategies from the different categories can be more effective than a strategy from a single category since multiple objectives of the Safe System Approach are being addressed(e.g.,safer roads,safer people,and safer speeds). TABLE 1 Speed Management Strategies by type Engineering Strategies Enforcement Strategies , Education Strategies Horizontal Deflection* Vertical Deflection* Visual Chicane Pavement Texture Chokert Increased Enforcement Public Awareness Curb Extension Raised Crosswalk or Lane Striping Portable Speed Trailer Campaigns Diverters Intersection Pavement Markings Radar Speed Data Intersection Speed Hump Signage Collection Realignment Speed Cushion Speed Feedback Signs Red Light Camera/ Median Speeding Enforcement Street Trees Camera Narrow Lanes Terminated Vista$ Parking On-Street Roundabouts or Mini-Roundabouts Traffic Circle 'Deflection refers to changes in the road geometry that influence driver behavior and awareness. t A choker is a type of traffic calming treatment designed to reduce vehicle speeds and improve safety for pedestrians by narrowing the width of the travel lane. t A terminated vista is a visual and geometric design treatment used to influence driver behavior and improve the character and safety of a street.By intentionally adding a prominent feature(such as a traffic circle or landscaped area)instead of allowing a long, uninterrupted,straight view down the corridor,it gives drivers cues to slow down and to pay attention on the road. A table showing a detailed description of each strategy,its documented measure of effectiveness,which road type(collector or arterial)it can be implemented,and other considerations are provided in detail on page 11. SPEED MANAGEMENT STRATEGIES Q Speed Reduction Matrix The matrix below provides a list of all of the strategies that can be imple- mented to achieve a specific reduction in operating speed on arterials and collectors(e.g.,What strategies can be considered to reduce the operating speed on a collector with a current operating speed of 45 mph and a target operating speed of 40 mph?).The matrix is limited to strategies with proven effectiveness in national research and best practices. Strategies are generally presented in order of speed reduction potential, from left to right,with horizontal and vertical deflection treatments providing greater speed reduction than enforcement and education strategies.Speed management strategies should be implemented in phases to achieve a speed reduction of more than 5 mph.For example,if the City has an Arterial where the operating speed is currently 40 mph,but the target speed is 30 mph,curb extensions may be installed along the corridor to attempt to bring the operating speed down to the target speed of 30 mph. If the operating speed is only reduced to 35 mph,then pavement texture and speed feed- back signs could be implemented to further reduce operating speeds. 0 SPEED MANAGEMENT TOOLKIT SESIMENRE16 SeISAIONEREIS WEINEININEVE6 e;smA papaws]. x x x x x x x x a6eu6ls x x x x x x x x vs N su6ls 4pegpaaj pads x x x x x x x x saeJj;aeJ;s x x x x x x x x a s6upliew;uawaned x x x x x x x x z W 6110!J4S auel x x x x x x x x siallo40 x x x x 1Vf1SIA-ONId33NI9N3 uolysn0 paads x dwn8 paads x - Ill uolpasIa;ulplleMssoJO pasteddi x eJn;xal;uawaned x x x x x x x x 1t13I1213A-9N12133N19N3 a13J10 alum x x x (lu!IN Jo)s;nogepunoa x x x x x x x x 0 ;aaJ4s-u0 6uplWed x x x I - 3 sauel MOJJeN x x x x O. a, uelpapi x x x x x x x x o s;uawu6lleab uolpasJa;ul x x a sJa2Jan!Q X x x x e uolsua;x3 gJn0 x x x x x x x x a. aue3140 x x x a, 41. 1111NOZI210H-9N12133NI9N3 x paads Pawl a M M N v rig M N � s d paads 6upeiad0 a v M M a a M M x O. n uol;e361sse10;aaJ;s siopa11oD s1eiia;Jd Encouraging a Culture of Safety Below is a list of additional efforts that can be implemented to create a culture of safe driving and encourage safer speeds.These suggestions are supplemental to the speed management strategies that are primarily dis- cussed in this document and are not directly tied to the reduction of vehicle speeds,but may assist in creating a safer environment citywide. • Video,radio,print and online advertising,featuring local business and community leaders or local statistics such as,"91%of Tigard adults wear a seatbelt every time they ride in a car.How about you?" • Using city fleet vehicles to advertise safety messages • Limiting speeds on city fleet vehicles • Presentations and booklets for workplaces to establish safe driving policies • Collaboration with high school youth councils to teach and encourage safe driving behaviors • Engagement cards to help adults start a discussion with someone about safe driving behaviors • City webpage containing dedicated safe driving content/education materials 10 SPEED MANAGEMENT TOOLKIT 3 .N INEY El 0 a 0 a) c - v, Va) c V o c N O 'Cr) >` E rn 7v C 2, o Zs Y m E 2 _ 4 ea c c o o a) 3 ar rn a m a) V ° .A ro y o oy > m aCi a c `° mE w � accoy � m C c o ` 3 oU UOi -o N C °, fhL 7 vi OCfa p N 7 N N V n LL c > c° aL cU E c aQ 0 '` E p> C m n 0 ? :N v a W o f0 — 0rn om m a) ° uE > 5 3ma= v 0 o nc co ;° D CC V y 3 ar J L m a) E o y N c w ° 3 E v m t a m e m >` aL EL y a C U L ^ n c j ' N C H y C Ql p c° J E Y >>,, m w m . 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