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Tigard Community Plan - 1971 1 I I I mod, TIGARD COMMUNITY PLAN ,..,, _ ,,,,,„..,,,„- „,-,,,,,„„,„„.. .,..„,,,,3,..„::__ ,,,„,.,,,,„„ , ..,_, I 3 4 # p I �� a II i i 1 �, I I I The preparation of this material was financed in part through an urban plann 5 grant from the Department of Housing and Urban Development under provisions of I Section 701 of the Housing Act of 1954, as amended. October 1971, Tigard, Oregon. I "� , � z h I I ' ',,,,f,', �fi r \�'' ,: n r y .; '4 IN I I I CITY COUNCIL CITY PLANNING COMMISSION Daniel L. Larsen, Mayor Allan Paterson, Chairman Floyd Bergmann Robert L. Fletcher Robert Moore Lewis H. Goslin Charles L. Norton George Lewis Carolyn Paisley Clarence Nicoli James A. Peterson Everett Severson Thomas 0. Whittaker Charles Woodard I CITY STAFF Stephen M. Telfer, City Administrator Raymond C. Rangila, Planning Director Emily Wied, Planning Director (until August 1970) Keith Thompson, Director of Public Works Faye Sundt, Planning Department Secretary I I CITIZENS' PLANNING ADVISORY COMMITTEE PLANNING CONSULTANTS Lloyd Carroll CH2M /HILL Fred Fields Dick Ivey, Project Planner John Forrest Roger Budke, Project Planner William F. Gilham P6009.0 Bob Gray Patricia Johnson Virginia L. Johnson STATUS OF TIGARD Bruce Morgan COMMUNITY PLAN Allan Paterson William Padgham (I) Adopted by the Don Rueppell Tigard City Council Hobart Vermilye July 26, 1971 Jack Young Resolution No. 71 -15 I Tigard Community Plan Tigard Citizens' Planning Advisory Committee Tigard Planning Commission Cornell, Howland, Hayes & Merryfield, Planning Consultants Comprehensive Plan October 1971 Tigard Planning Commission Tigard PllbEt Library Mad Oregon 97223 City of Tigard City Hall 12420 S.W. Main Street Tigard, Oregon 97223 For Reference: Tigard Public Library Tigard, Oregon Ore. P -154 T -1 57 The plan describes the intentions of Tigard's elected and appointed officials with respect to future development. It also indicates the plans and programs of other public agencies. The plan is comprised of seven main sections: planning area; assumptions; community ;? t goals; land use; traffic circulation; schools; and parks. v V The planning area section describes the physical '(J features and constraints that presently exist. The ' assumptions section describes the assertions made about the future as a basis for planning. The community goals section indicates the broad purposes of the comprehensive plan that will serve as basis for evaluating development proposals. The land use section describes objectives, policies, and standards for seven general categories of land use and for special uses ordinarily developed as planned units. The traffic circulation section classifies streets by purpose and indicates design standards. Policies and standards for mass transit, pedestrianways, and bikeways are also indicated. The schools section describes locational standards for schools, school expansion plans programmed for the immediate future, and long -range needs. The seventh section describes park plans with policies and standards stated for greenways, and for a system of neighborhood, community, and regional, parks. «h (S �i ` (L. C'1 k 6kk r ;; �.. C. I 1 I TABLE OF CONTENTS I PAGE INTRODUCTION 1 PLANNING AREA 5 1 Physical Setting 7 Historical Perspective 7 Existing Development Pattern 7 I Traffic Routes 9 Water Service 9 Sewerage Service 9 I ASSUMPTIONS 11 I Population 13 Residential Density 13 The Economy 13 I Identity 14 Basic Facilities and Services 14 I COMMUNITY GOALS 15 LAND USE 19 I Land Use Categories 21 Residential Land Use 21 I Suburban Low- Density Residential 22 Urban Low Density Residential 23 Urban Medium - Density Residential 24 I Residential - Commercial 25 General Commercial 26 Major Intersections 28 I Regional Shopping 29 Community Shopping 29 I Neighborhood Convenience Centers 30 Civic Center 31 Commercial - Industrial 32 I General Industrial 33 I I I I TABLE OF CONTENTS — Continued PAGE TRAFFIC CIRCULATION 35 Need 37 Freeways and Expressways 38 Arterial Streets 39 Collector Streets 40 Local Streets 42 Mass Transit 43 Pedestrianways 43 Bikeways 43 Bridle Paths 44 SCHOOLS 45 ' PARKS 49 Greenways 51 Neighborhood Parks 52 Community Parks 53 Regional Park 54 APPENDIX 55 1 Population Estimates 57 I LIST OF ILLUSTRATIONS I TITLE Planning Implementation Process 2 Location Map 6 Physical Features 8 Water and Sewerage 10 Land Use 20 Traffic Circulation 36 Schools and Parks 46 Greenway, Pedestrianway, and Bikeway Opportunities 50 Demographic Areas 56 I I Z O D 0 MN NMI On IN INN NM NM INS NM NW IN SI NO z i PLAN IMPLEMENTATION PROCESS 1 1 REVIEW AND MODIFICATION 4 , 1 • ZONING ORDINANCE 1 • SUBDIVISION ORDINANCE !!! • OTHER REGULATORY ORDINANCES • TIGARD TRIANGLE PLAN TIGARD • PARKS PROGRAM COMMUNITY • HOUSING ELEMENT • PLAN PLAN SUPPLEMENTS r , • CAPITAL BUDGET 1 ` .OTHER FINANCIAL PROGRAMS • • l i I 1 i 1 1 1 1 i I 1 2 INTRODUCTION The comprehensive plan describes the intentions of the Tigard City Council with respect to future development. The comprehensive plan indicates desirable patterns of land use and traffic circulation, and plans for the location and development of community facilities. The plan describes the objectives that have been set by local officials and the policies and standards that have been adopted to reach the objectives. The plan provides a framework for an ongoing program of detailed neighborhood plans and design studies, and will indicate priorities as they are agreed to with respect to the allocation of public resources for public improvements. Actions of local government officials influence the course of urban growth. Local officials have an obligation to set down in a comprehensive plan their intentions concerning future action that will guide the course of public and private development. Citizens and developers can look to .the comprehensive plan as a statement of intent by public agencies with respect to the development of streets and utilities, land use, and the provision of such public facilities as schools and parks. City and county officials will also look to the plan in administering all applicable ordinances, such as zoning and subdivision regulations. Tigard is part of the larger Portland metropolitan area and cannot be planned independently. Consideration has been given to the plans and programs of neighboring communities and to the general guidelines that are laid down from time to time by regional planning agencies in the metropolitan area. At the same time, there are many basic decisions that should be made by local citizens about how the Tigard area ought to grow. These include, for example, the intensity of land use in residential, commercial, and industrial areas, the amount and location of open space to be retained in the community, the location of schools and other public facilities, and standards for improvement of local streets. The completion and adoption of the Tigard Community Plan marks the first step in the planning process in the Tigard area. It provides a generalized land use pattern and much needed standards and policies to guide the community's rapid growth. Further detailed studies and area plans will be carried out as supplements to the adopted Community Plan. Highest priority items include: 1. Plan Supplements, which describe precisely how zoning districts will be delineated with respect to specific parcels of land and to the natural environment. 3 1 2. Zoning and subdivision ordinance revisions, which are necessary for plan implementation. Other detailed elements which will be carried out within the framework of the Community Planning process include: 1. Housing Element 2. Open Space — Park Program 3. Design Concept Plans It should be emphasized that the Tigard Community Plan is not static, but rather part of an ongoing process. To be effective, the planning process must be continuous and the Tigard Community Plan must be reviewed regularly. The plan will be completely reviewed every five years and revised to better reflect the community's changing needs and desires. In addition, the preparation of a county -wide comprehensive plan and metropolitan -wide comprehensive plan will require the immediate review of the Tigard Community Plan to assure the coordination of development in East - Washington County. I I I F I I I 4 Z Z Li.J Cr Z CL Ile 111111 OM IMO IIII ell I 1 1 1 1 I LOCATION MAP BEAVERTON I I O y2 1 I NORT .4 MILES i 5 I J ' : ;:; G`RDF=N NOME RP. I A..I 1 L., J r_ 1 i I ' I I I s L u � METZGER .....- / I 1 L r — 16 4 . , n , r - . ./.,,, /- -� r+ GP; €'moo. t`- - - -j 1_ - - , ■ --r 1 L o '� �� �. et- -� - -, TIGARP r - J 1 r I ipi Y ` r--, r _ -11--' r E5 L I 1 I `! J o- ` • KING _ J { y I 9F F OF •�• , El / . ' LAKE OSWEGO 1 _ , /__.,.,' rL 9 DU }+AM TUAL4Tl ; I _ N RV. 1 L - 1 ,J-7-'1":::':':'- i I 1 <_.....arr4 TUALATIN Li 1 ms FRaY i l .1 - - 1 r ..r 6 I I PLANNING AREA I The comprehensive plan for Tigard takes in the present city and closely - related areas. The "planning area" is bounded by Scholls Ferry Road and Garden Home Road on the north, the Tualatin River on the south, Interstate 5 on the east and I Beef Bend Road on the west. This is an area of 19.5 square miles. Present population is estimated at I approximately 23,500 persons. PHYSICAL SETTING Much of the area is gently rolling and hilly. Elevation varies from 110 feet along the Tualatin River at the southern edge of the planning area, to 710 feet at the I top of Bull Mountain. Many of the hilly areas provide excellent views of the Tualatin Basin, Chehalem and Tualatin Mountains, and the Cascade Range. I The planning area is drained by the Tualatin River and Fanno Creek and their tributary streams. These drainageways are lined with trees and provide a network of open spaces. I HISTORICAL PERSPECTIVE Tigard looking northwest from Hall Boulevard toward Highway 99 -W and beyond. I The Tigard area, named after 19th century settlers, was a farming area until the early 1950's. Even before incorporation in 1961, Tigard was developing as a sub- urban community with scattered low- density residential developments. More inten- sive land uses were limited to Highway 99 -W and, not surprisingly, concern for de- velopment standards and density controls was practically non - existent. I The absence of adequate planning, combined with sudden growth during the "" �` >� , " • sixties, left the community unprepared. Tigard began to exhibit the effects of ._��€�� inadequate planning — inefficient residential sprawl, unimaginative subdivision" �" I .., design, land use conflicts, strip commercial development, traffic congestion, sign �� �, -< -� �"� L clutter, and diminishing open space. � -- , �. r EXISTING DEVELOPMENT PATTERN 111 - * ` I The planning area encompasses the residential communities of Metzger, Durham, and King City and parts of Garden Home and Progress. All of these communities k '- " ~+,. ' are geographically and economically related to Tigard, but each maintains its own m --4, r I identity and uniqueness. , '` Approximately 21 percent of the planning area is presently developed for urban ' o . I uses. Roughly 1,800 acres have been developed for residential subdivisions at urban densities, 220 acres have been built up for business use and 130 acres are developed for industrial use. Public uses, mainly schools, account for 170 acres. :`` Most of the remaining area is either in farms or undeveloped. 1 1 c --) PHYSICAL FEATURES ! r ____ 1 C17 ELEVAT10N5 Aov 300 F EE `'D�� 1 B 1 goo ELEVATIONS ABOVE CO G FEET 3°° 300 1 O X 42 I � L � NORTH MILES 1 I � xoo f N. -414 i 200 J , "'.....; iv*._, / . 570 � � . noo 300 (-A d I ro 0 O I �D 200 0 1 r 1 �ro too J C- zoD �� 300 i �/ X100 � i 111 i qoo s 1 } �D 0 xoo 3 N 1 111 � rr,,� I OUI L ISO ; HI / q w flo xoo I , .„ I RE , ( 1 , . Ca I 8 1 I I I Industrial development follows the railroad tracks to the east of Fanno Creek, west of 1 -5, and south of Highway 217 — a natural corridor of reasonably flat I land with excellent access to major transportation networks. Most of the existing commercial development can be described as "strip I commercial" along Highway 99 W. This development pattern is characterized by traffic congestion, land use conflicts with adjoining residential development, and sign clutter. I Multi family residential development is generally located adjacent to major arterials such as Highway 99 W, Highway 217, Hall Boulevard, and Greenburg 1 Road. Due to unimaginative site planning and design, apartment developments often conflict with adjoining single-family dwellings. I Single-family residential development is dispersed throughout the plann area. Some areas contain unrelated subdivisions with a minimum of open space, while others contain homes on large lots. I TRAFFIC ROUTES Highway 99-w and State Route 217 I The planning area is served by several ma transportation routes that the area into sections. Highway 99 W serves local traffic and links coastal also divide and m . Portland destinations. Interstate 5 serves as a route both Portland and I population centers in the Willamette Valley. State area Highway to nd 217 uns , t which Highway. runs east -` and west, links Interstate 5 with the Beaverton a the Se *' , WATER SERVICE r _ ; , . � � Water service is provided by four separate water districts that encom ass about 60 . W : �" 1 percent of the planning area. Water for the Garden Home, Progress, and Metzger - ' = z _� . - ' water districts is supplied by the City of Portland. The Tigard Water District is � supplied primarily by wells. Durham contracts for water with the Lake Grove � - Water District. :' ' t !1 -*r P " 1 w Y w mfr ; ..,� A recent water study titled "Water Supply and Distribution Study for Tigard �� I W D and City of Tigard, Oregon," 1971, indicates several alternative � ° methods for meeting future water needs. The improved distribution system for 1 _ ° ; the Tigard Water District is being implemented. A decision regarding the future � �1 I source of water supply will need to be made before 1975. I SEWERAGE SERVICE t � The Unified Sewerage Agency of Washington County has responsibility for providing � I sanitary sewage service for the entire planning area. According to the present sched- ule, major trunk lines faci lities to serve t he planning area will be com pleted between 1974 and and 1985. treatment 9 I DE NNY RD i Q _V -- ' MULT 10 WATER & SEWERAGE — ° ° ::, \ / o WATER S � 1 a , CAKDEN HOME F'.D _ C A 8 J r EXISTI PROPOSED - '' -- WATER LINE -SIZE IN INCHES t ' � �� • ❑ RESERVOIR - 1 I 4 • WELL \/ r I � SEWER /I "''',. it J z EX ISTING PROI4�SED I " �<< a l' .. 1Z ■ SEWER LINE - SIZE IN INCHES A b @<� IAYLORS` FER r — — i ® Q SEWAGE TREATMENT PLANT ` / / ' � SOURCE: TUALATIN SAS I WATER 6C SEWER &E ".. \ „ $ m , MASTER PLAN — JANUARY IG�1 _ 0 I WATER SUPPLY & Dt9TRISL T1ON ` / / \ ye i Is t LOCUS S UDY— TISARD WATER D ISTRICT- ` ti JUNE, 1 2 I 9 71 ' 4 _ LS � ERRY �� 04K a SG HOL -i -_� r t ---1 T \ I _ I 'v 1,- // MILES ' � D N DAK A y, N RTH - \\ - - i 14 PFAFFLE `p Uu I ' � HAINE ) . 91/ I _ r N 2 y ! I ._ice I S /�/ m IN I � 2 ` ,�, _ / I L n N r bo� / /! �1 ))...K I 2i ' ` I , ` . I2 \ • I) ___ _./ I 1.1 LI ,' ..t' ....., .' / ''"■. \ 00 \ D ❑ I �� 1d I I / ),,,,, ti I D < , 11—_, _ _ O EAARDE Mc LA)N4LU `�' y o I /111 DO / / N 1 ...0,-117.4 RD 1 , 00 m HULL MTN RD ` 1\— - -� • /,/ 2 O B I _ r I I Oh D D �❑ z ���� I g I I �! OD I SATTL PO �2 1 I I gE�P = N " i } r � t PROPOSED TIALATN RIVER i ) TREATMENT PIANT / i- <f -z ter- N , I e � .—= -- _ tt DD � ` �. - -� N E R a — � �� — / ' 1 w n r O Ofl5 40 ♦F'� / LL / . �r 1 / �w " 0D n �E LSNER RD. • V ' - I I jj T 111 I * r 10 VJ Z 0 Q OM MN GNI ASSUMPTIONS 40,000 , I The following assumptions are made as a basis for planning. POPULATION 30,000 1. Because of its favorable location with respect to major highways and the availability of residential, commercial, and industrial land, Tigard will grow at a more rapid rate than the Portland metropolitan area as a whole. 1 20,000 The population of metropolitan Portland will increase from one million in 1970 to 1.45 million in 1990, according to projections by CRAG. This represents an annual growth rate of nearly 2 percent. Washington County has grown at an annual rate of 4.8 percent over the past 10,000 20 years and 5.5 percent over the past 10 years. Assuming the growth rate for the past 20 years continues, the population of Washington County will increase from 158,000 in 1970 to 400,000 in 1990. This estimate is considerably more than the most recent projection by CRAG of 261,000 by 1990. 0 1950 1960 1970 1980 The population of the Tigard area will increase from 23,000 in 1970 to POPULATION TREND TIGARD PLANNING AREA 74,000 in 1990. This represents an annual growth rate of 6 percent. Adherence to land use and development policies described in the plan will tend to retard this rapid growth rate. (Recent growth measurements indicate that growth in the Tigard area may exceed this estimate. For the past three years, Tigard's population, assessed value, and utility franchise revenues have all increased at least 25 percent over each previous year.) RESIDENTIAL DENSITY 2. The density of residential development will continue to increase. The popula- tion density is projected to increase from 10 to 13 persons per gross residential acre at ultimate development. Based on this increased density, the population of the Tigard area will approach 115,000 if the area becomes fully developed at the densities described in the plan. (See Appendix for an explanation of the population estimates.) THE ECONOMY 3. The metropolitan economy will become increasingly diversified as population growth provides a regional market for goods and services. The proportion of persons employed in the retail and service trades and other non- manufactur- ing jobs will continue to increase. I 1 13 IDENTITY 1 I 4. Regardless of future changes in the governmental organization of the metropolitan area, "Tigard" will retain its identity. BASIC FACILITIES AND SERVICES 5. The basic public utilities — sewers and water —that are necessa to supp ort continuing development in the Tigard area will be completed by 1990. The , metropolitan area will be served by a system of public mass transportation that will link Tigard with other employment centers. The basic freeway system serving the Tigard area will be completed before 1990. I I I •_• eOUNR, y 1 2 is � , . a 1 E r ° ... -''a � a ! i a te F + � , 8 -'..*`="i. FOR6ST jCORNELIUS " "' luSBO(dj "' , I 1 I F , "a.:5" r I : 2 a ?' Be vE , •: • u e I I a 6667°N W M • I f4J #k fi e t ri 1 ° ; TUA LA T 1N 9::9 SHEI2KWD t Unified Sewerage Agency of Washington County I 14 I V J Q O UM MI COMMUNITY GOALS The goals listed below indicate the broad purposes or objectives of the comprehensive plan and serve as a "check list" in evaluating specific development proposals. 1. The city intends to limit the ultimate population of the planning area. The comprehensive plan provides for a maximum population of around 115,000 people. There are four categories of residential density, ranging from a ' suburban density of 2 families per acre to a high in selected areas of up to 40 families per acre. This range of residential densities is intended to provide a variety of living environments that will accommodate the housing needs of ' different family size and income. The density of population influences the character of residential areas and determines the demand for public facilities and services in different parts of the city. The citizens of the community ' should know the density of development that is planned for different parts of the city as it affects their own neighborhoods. City officials need to know the demands for different public facilities and services in different parts of the city. 2. The comprehensive plan recognizes the established character of existing neighborhoods and seeks to preserve and enhance existing neighborhood values. Future development proposals should be sensitive to the concern of citizens for their own immediate environment as well as to the well being of the city as a whole. ' 3. The comprehensive plan takes advantage of the natural features that give Tigard a distinctive character and quality. These include topographic features such as Bull Mountain, Little Bull Mountain, and Fanno Creek. Fanno Creek ' and its tributary streams provide natural drainage ways and make possible a system of greenways connecting various parts of the city. The comprehensive plan recognizes the potential of greenways in enhancing the livability of the ' community. The implementation of a greenway system is a major element of the Tigard comprehensive plan. 4. Heavy traffic is noisy, smelly, and dangerous. It conflicts with residential values and with many of the other activities within the city. Therefore major traffic routes need to be designed and located in a manner that will minimize these inherent conflicts, at the same time allowing motorists to reach their destinations quickly and safely. The comprehensive plan provides for improvements in the traffic system, it designates streets and highways by category, and it sets standards for their design. The major street pattern indicated in the comprehensive plan will give notice as to how the city intends to route major traffic volumes in the future. 1 i 17 5. Convenience is a major objective in locating shopping facilities and other busi- 1 nesses. At the same time their location should not conflict with residential areas or create unnecessary traffic congestion. Tigard does not have a "central business district" in the sense that a very large proportion of its stores and other businesses are concentrated in one central location. The comprehen- sive plan seeks a distribution of neighborhood and community shopping cen- ters in locations that are easily accessible to the areas they serve. These shop- ping centers will be designed in a manner that will minimize land use and traf- fic conflicts. 6. There is still an abundance of vacant land in th.e Tigard area that has potential for industrial development, and the comprehensive plan is designed to encourage its use for this purpose. An objective of the plan is to create employment opportunities within the community for those persons who live there. The plan also recognizes the importance of a balanced tax base in supporting necessary community facilities and services. Regulations set for industrial development will insure high standards that are in the interest of industry and the city as a whole. 7. The location of schools and parks affects the livability of Tigard's residential neighborhoods. Youngsters in the elementary grades should be able to walk to school and should not have to cross busy streets. Where possible, parks and schools should be developed on adjacent sites, tied to the greenway system. While the patterns of existing development and the topography do not always permit an ideal arrangement of schools and parks, the comprehensive plan will assist the community to approach this objective. 1 18 t LU (1) 0 z J I t DENNY RD. Q _ ' UL GO 4 1 LAND USE a N Q° c7 AI COMMUNITY Q GARDEN HOME RD. SHOPPING i o /2 I ao. NORTH M I L.ES eoi." a COUR56 URBAN c LOW DENSITY RES ` TAYLORS FERRY I Ro k / I RESIDENTIAL OAK I S DERRY COMMERCIAL � O HOL ----/-j -. COMMUNITY.. T I N '44 RY SHOPPING -*`� . Ed10PPINfi \� AN I _.---- N. DAKOTA MEDIU URBM DENST' RESIDEpf1TAL� \ ' / URBAN �HAINE 04 / m ' COMMEI�NL ' t �t tl 6EN 1. ` lbl LOW DENSITY / < COM _ .« 9I. r -- ' 4 ' ) RESIDENTIAL ' _�'� "9 an s \ \ � / _ t . x / RESIDENTIAL WALNUT / COMMERCIAL til. COMMUNITY SHOPPING 2,...et,s, 44,,,,..,._„..,,,I, J GENERAL / a, �' - / CDMME / J N oOMMER IA \ IN• VAL + Q➢ URBW (J ,l'' ♦ Lew I �. III�� _ DEN t 00 URBAN � ' RESIDEN 1 ➢0 M x T1AL P(jy V PyAL 1 DENB IT' , �COMMF: 1Jt Wi41 RESIDE Q➢ p , / RESIDEN'R , - — / COMMERcuw . 4 �� �R DO SUBURBAN ErWRDE h I.t NPl Nth, U Z LOW DENSITY / f \ I ➢ Q m RRESIDENTIAL / 411. \\. GE.NE:PA- / _� ���� b""T1+I- 0➢ W / / ` 60NITA RC / ' x iN D4 ➢➢ m / ALTERNATE MTN. RD. } ALTERNATE CIVIC CENTERr i / ! f fi Q➢ \` COMMUNITY SIOFFING 8 I I 8 p t h DO SA TLER 1 1) UJW URBAN DEN SIN COMMUNITY S ' II ® f 6ENERAI. U DU RD M ME(riLA1 } 000.1 air, / CO 4. Iif i ,� �— L1QN BEEP '35''''' r g al UREAN ➢ ➢% MEDIUM e IY URBAN j DENSITY / {Q, [101 7 LOW DENSITY RESIPEF7TN1. . _ f - - . ` ,7 1 , RESIDENTIAL 01 i FISCHER RD. . ` Oil OMMUNIT . .. P WN "� 1 / / � � // Y . C + / / SHOP PING ' / / / / / /// , 4 f " ' SUBURBAN Z LpW m fi / / I OFTISIT' j //� _^. �. - 1 , -- RES IDFNTNLW i a g II 20 I LAND USE This section describes the land use plan. The pattern of land use is shown in the map on the opposite page. LAND USE CATEGORIES The map indicates seven different general categories of land use, arranged on the basis of existing land use patterns, the physical characteristics of the land, compatibility of different land uses, and such objectives as accessibility, view, convenience, appearance, and "livability." The general categories of land use on the map are listed below. 1. Suburban Low - density Residential 2. Urban Low - density Residential 3. Urban Medium - density Residential 4. Residential - Commercial 5. General Commercial ' 6. Commercial - Industrial 7. General Industrial In addition, land uses ordinarily developed as a unit are shown with special designations. The map shows various locations for "community shopping" and "regional shopping" and a location for a "civic center." Each of the land use categories are described separately below. ' Under the heading Objectives is a list of goals that describe the unique purposes for each land use category. ' Under the heading Policies and Standards is an explanation of the course of action and the standards the city intends to adopt in order to meet the objectives of the particular category. ' The Objectives and Policies and Standards will be reflected in the city zoning and subdivision regulations. ' RESIDENTIAL LAND USE The map shows three residential categories distinguished by density. These densities are described in terms of dwelling units per "gross residential acre." For ' planning purposes it is assumed that 30 percent of each gross residential acre will be developed with streets, schools, parks, and other public uses and that 70 percent will be developed with homes. 1 21 I 1 A The three residential categories are intended to accommodate different types of • i r :_ .-- ; 7, <; ... .:•_.!_.,:-.-47 ; ., residential development, affording families a choice of living accommodations. fl 0 rd • • : -�. \ • Selected areas may be developed as a "planned unit," with cluster housing or • , ` - �• • te a `• 4 tom �• , • _ � "townhouse" units and compensating open space. The location and design of a • • • `, � ' '�: J4 "planned unit development" will be subject to the approval of the planning • yis commission. SUBURBAN LOW DENSITY RESIDENTIAL — — �_ v ._ , U I — {–� _ 6* I ` iirt I L if c , - 3 The Bull Mountain area and the Durham area are designated for low- density I Q 0 r , residential use. These are locations intended to have a permanently suburban • • �_ 0 character, with an average density of two dwelling units per gross acre. Residents Standard subdivision 2 dwelling units per gross acre. may keep animals subject to standards in the zoning ordinance. Generally, streets may be improved to a lower standard and the right -of -way not developed with sidewalks. I Objectives .., •• ••,, 1. To provide areas having a permanently suburban character for those families I %.• , ;.• _ ••+• ., •, who desire a single - family home on a larger lot and who are willing to o • • , �� - / •s support the comparatively higher costs of public services associated with 1 �� \0 CO" • r • 004• - = � • low density urban development. ` ) . 4 4 , 0 0®° \° . r,.. ism �• 3D .• �b - . o> : o �•' 2. To retain in portions of Tigard the suburban quality that has characterized I • ���'' to 6,b " ' the Tigard area in the past and that has made Tigard an attractive place to ,' ' • O 0b0• , • • live for families seeking an alternative to higher density urban living. 0, 000 • /gyp • 1= ~--Nl i I * I �/ — -•" r\ i Policies and Standards • • . 1 : � ; ' 1. Protect areas which presently have a suburban, or large-lot, development I i C:2 . } . Ai ' pattern from encroachment by higher- density subdivisions. The maximum •, •p r • t. overall density of development will be two dwelling units or six persons per I Planned unit development 2 dwelling units per gross gross acre. Actual density can be expected to remain lower as individual acre. owners retain or acquire larger lots for such uses as gardens, orchards, or pasture. i 2. When larger tracts of land are in single ownership or control, they may be developed as a "planned unit," permitting a degree of flexibility in design I that will enable a higher quality of development in accordance with zoning standards. 3. Permit the keeping of horses and other compatible large animals in 1 accordance with standards established by city and county zoning regulations. 1 22 I I I 4. Permit the design and construction of residential streets in "suburban — - -,.�, low- density" areas to standards that reflect a suburban character, such as the � "'"` o ~ � —t.� I use of rolled curbs or thickened edged pavements, and the deletion of ----_ _ •O 010,6 ��.,, sidewalks and street lights. \ --,___ { .'��' n _, I URBAN LOW- DENSITY RESIDENTIAL : fts —7- �?'`� i� i Mfg '! � # _ � ' There are four large areas designated for urban low- density housing — northwest t -- ': I and southeast of Highway 99 -W, south of Bull Mountain along the Tualatin River, Q ,~ - � - -� - - (� • and in the Metzger area. The predominant use in these areas will be single - family • . n a Q Q ,'p Q I.' I ho . - I-- � --� Objectives I I I Q �� 1 1. To provide areas of the city having a predominately single - family residential Standard subdivision - 4 dwelling units per gross acre. character. 1 2. To permit densities that will economically support the cost of necessary public services and facilities, such as paved streets, pedestrian ways, and I utilities. • 0*or 3. To permit a variety of housing types `�� " 1, �.�„ p y g ypes to meet the needs of different family : '�, ,• `� , I size and family income. •' � 11. � 1 1 ,,, ezz Policies and Standards •� �� t 1 er.; / I 1. The maximum overall density of development will be four dwelling units or • 0 �— ' ' •! b ., " ; 12 persons per gross acre. This amounts to a standard of 7500 square feet of b ► � \ � 0 ■ , ; 1 ij I land per dwelling unit allowing for streets and other open space. Some areas '�` '� a �' , will have a lower density owing to topography, existing development .'. V �4 I patterns, or the desire of individuals to own a larger lot. :� u 1 i.! 0 IP/IT=2 a , • + • : ► l: 2. Residential subdivisions will be developed with paved streets, curbs and I gutters, street lights, and walkways, according to city or county standards. Planned unit development 4 dwelling units per gross acre. All utilities will be placed underground. I 3. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving all intervening properties as well as the proposed development, and (b) I designed to meet city or county standards. 4. Planned unit development will be encouraged on tracts large enough to I accommodate ten or more dwellings. Planned unit development will permit a degree of flexibility in design that will enable a higher quality of development in accordance with zoning standards. I I 23 I I *to 0 • ° Qo URBAN MEDIUM - DENSITY RESIDENTIAL 0 503 , \ -- _ =+ \��po The map shows smaller areas designated for "urban medium-density residential" '� + development. These are generally in built -up areas which already contain I I , T . `_ apartments. I I � '- City of and the public have shown concern over the number of "barracks" AI fj these structures often leaves little or no apartments that have been put up in parts of the city. The design and siting of i •:: space areas after the p ace for planting g or play y IN a • necessary paved parking space has been provided. The city intends to reduce the IN `:: density somewhat over past standards and to establish a review procedure with I , M1111 ! num ) respect to site plans for apartment developments. Objectives I Standard apartment development - 12 dwelling units per gross acre. 1. To accommodate the demand for multi - family dwellings. To provide for apartments in locations which are convenient and pleasant I 2. p and which are served by adequate utilities, street capacity, and usable open ••.`._..•.. � space. I •ti.• }• co 3. To assure a high degree of livabi i ty for those persons and families who ::� Off. (�0� s.. `�� . 4 -� _ :,;�� • © p , •,, • ' -- t LIO---'1111•14-. llitt ` 14 • `\ choose to live in apartments or other comparatively high density housing. . • �.,. • : Policies and Standards • . • 04 t 4i a ,: � e rr_ • ' . I ,, �� ,� �; , 1. The maximum overall density of development will be 12 dwelling units or • o : :,/ +•�, 29 persons per gross acre. This amounts to a standard of 2500 square feet of •� „ " o • Oli ' --:+ land per dwelling unit allowing for streets and other open space. Some areas I .� ` �••' % �-+ •l • :/, •' will have a lower density owing to topography or existing development i4I 1 j s,, ,4 �. r % 1 , patterns. I g 1 '• e q I C555 2. Site plans will provide for adequate open space to (a) protect adjacent Planned unit development - 12 dwelling units per properties, and (b) provide ample yard space for residents and play space for I gross acre. youngsters. 3. Zoning standards will provide enough off - street parking space to accommodate the total demand for parking generated by the apartment. Covered parking and landscaping are encouraged in order to minimize the negative visual aspects of large parking lots in residential areas. I 4. Urban medium- density residential areas will be developed with paved streets, curbs and gutters, and walkways, according to city or county standards. All I utilities will be placed underground. 1 24 1 I 5. Development will coincide with the provision of public streets, water and I sewerage facilities. These facilities shall be (a) capable of adequately serving all intervening properties as well as the proposed development, and (b) designed to meet city or county standards. I 6. Planned unit development will be encouraged on tracts large enough to accommodate ten or more dwellings. Planned unit development will permit a I degree of flexibility in design that will enable a higher quality of development in accordance with zoning standards. I 7. Establish high design standards for signing and appearance, including the landscaping of setback areas and the designation of access points. I RESIDENTIAL - COMMERCIAL Three areas are designated "residential- commercial." This category is intended to I accommodate higher- density dwelling structures, including high -rise apartments, combined with a range of compatible office and business uses. An agreeable arrangement of "mixed land use" in these areas can best be achieved if large I tracts are developed as "planned units." Proposed new office development in Tigard "Triangle" The "Triangle" bounded by the Interstate 5, State Highway 217, and Highway Irl 1 ' ' I 99-W is planned as a "residential-commercial" area, as well as a large section i`'r\ ._._._ i . ___-- :r�,_._. >. _:• _,; -:, bordering on Highway 99 -W between Walnut and Beef Bend Road. An area \q; 1' a _ '' : .�► te adjacent to the planned regional shopping center is also in this category. These ® 1�� .;,� J► r. 49,.t?... ,P' I areas are intended to have an "urban" quality not unlike the redeveloped sections �, \� `�, of downtown Portland. High -rise and low -rise apartments and office buildings, 14 � „_ -,_ 1;./ ; � ` together with related shops, restaurants, and service establishments, will combine � . \�; � a * a ` \ 4 + `, I Ir • I to create an urban environment characterized by diversity, activity, and amenity. ' N s, `` p,� * ' ( `' , , ) ; . i I Objectives � */ ' � % ( � ® \. t•` , 1. To accommodate a compatible mixture of high -rise apartments, garden \ t �` '� * �e , ;� I apartments, retail shops, and offices. \ ' '* •t6 * I 1 d , i ce. 2. To permit in selected parts of the Tigard area a pattern of development that \ �' %e * '� ”, I is characterized by higher intensity uses normally associated with a central city. N \ / I Policies and Standards \ E fi : `� c, 1. Residential - commercial development shall have direct access to the major \ °' : -.. / / I street system, the availability of adequate public utilities, and will be ' ' situated in locations that are suitable for high- intensity uses. N I I 25 I I C ' .aa ' ',. x.s , M ._ ,'' . ' 2. High -rise apartments are encouraged in these areas as well as compatible 3 office uses — firm headquarters, insurance, finance, and professional - I ;t,. recreational uses — hotels, motels, restaurants, and theaters — and ‘ commercial and service uses that relate to higher- density residential ,: -, -. development. The overall density of residential development will be 13 „x le dwelling units per gross acre. Based on detailed design studies, densities between 30 and 40 dwelling units will be permitted in suitable areas. Until • . .' " �� _ these design studies are completed, each residential development will be I • �� limited to the average density of 13 dwelling units per gross acre. • .�= ' ",. 3. Zoning regulations in these areas will assure a compatible transition with u0 � ti A ' e adjacent land uses. Each development will accommodate its own parking � demand. I 4. Use of "planned unit development" techniques is encouraged in order to Plaza Southwest - Oregon Education Association better relate residential and commercial uses and to permit flexibility in design to enable a higher quality of development. Adjacent property owners I will be encouraged to cooperate in the assembly of land for development as a "planned unit." I 5. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving I all intervening properties as well as the proposed development, and (b) designed to meet city of county standards. 6. Establish high design standards for signing and appearance, including the I landscaping or setback areas and the designation of access points. GENERAL COMMERCIAL I A "general commercial" land use category is indicated along parts of Highway I 99 -W and at interchange locations along Interstate 5. These areas accommodate a range of retail and service commercial uses that benefit from a highway- oriented location. The development of individual properties in these areas should take into I account the traffic - safety and visual problems associated with "strip commercial development." The present pattern of development along Highway 99 -W is not desirable. It is dangerous, inefficient, confusing, and unsightly. I The plan indicates definite limits to the present strip pattern in order to minimize the impact of existing conditions. Future development along Highway 99 -W will I be carefully reviewed in accordance with standards in the plan and in applicable zoning regulations. Deeper setbacks to afford space for landscaping, limits on the I size and number of signs and on their location, and strict regulation of the number and location of vehicle access points can help to minimize the problem. I 26 I I I The land use map shows the development of new access streets to serve business I ' w � „�� � ' uses along Highway 99 -W. The community will be better served if orientation of ,. i �� ' � ; r t hese businesses is away from the highway, while their location still affords them •^ t,-,,,..,,,,,A.„, � a degree of highway visibility. % . � M uc h of the disorganized appearance of the present development can be improved � , + ., "� by massed plantings of evergreens in selected locations along the right of way and vI; ray; j ro erties. The repetition of the same kind of lantin groups along � s = 1 p p p p 9 g p 9 � . �,� ,� � � � - on ad the entire stretch of Highway 99-W through the Tigard area, together with .� ' ' : IT S At? ; +' ti y pct.,, iii M _e r '. measures to place utility lines underground and to improve the appearance of . n y x s n ,•, M - •; I a k l Yd ....A4 signs and buildings, can eventually create a more pleasing highway environment. � 1 a i � i ;� Zoning regulations will limit the range of allowed uses in the "general � i commercial" areas designated at freeway interchanges to t ; hose uses which are �:. ' � ' �' " �. dependent on these locations and that provide a convenience to motorists.° �, ' k � I Businesses that do not meet these criteria are expected to locate in ��� "residential - commercial" or "commercial - industrial' areas.l.� �ti, ; 41-.. Objectives �� ..; g �.� 1 1. To provide accessible locations, visible from major streets, for uses that �ti ., i , depend on highway traffic. 0 - 2. To minimize the inherent conflict between the safe, rapid movement of through traffic and shopper traffic on major streets. Strip commercial - Highway 99 -W and Walnut Street I Policies and Standards I 1. Along Highway 99 -W limit further "strip commercial development" as presently characterized by a disorganized pattern of unrelated business uses. I 2. Permit additional business uses that seek highway locations to develop sites oriented to adjacent access streets. I 3. Establish high design standards for signing and appearance including the landscaping of setback areas and the designation of access points. I 4. Encourage uniformity in the landscape treatment of land bordering the highway, with particular attention to the scale (mass) of plantings in order establish a sense of continuity along the roadside. I to 5. Developmen will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving I all intervening properties as well as the proposed development, and (b) designed to meet city or county standards. I I 27 1 v • 1 ■ " MAJOR INTERSECTIONS The intersections of major streets and highways are prime locations for - g` high- intensity types of land use, due to the visibility and accessibility of these locations. The activity generated by these uses often complicates the traffic r vo pattern at these locations. Many of the major intersections in the Tigard area are ~ alrea built up with commercial uses that create traffic congestion and accident � .� hazards. These areas must be improved. At undeveloped locations, opportunities 1 exist to prevent these problems as development occurs. Objectives 1. To cluster high- intensity uses at intersection locations in order to minimize , strip development. State route 217 and Greenburg Road 2. To minimize the traffic congestion often associated with high- intensity uses at major intersections. , 3. To achieve a combination of higher- intensity land uses at major intersection locations that will generate peak traffic movements at different times during 1 the day. Policies and Standards ' 1. Retail commercial development at the intersection of an arterial street with an expressway or another arterial will be limited to one quadrant. Where more than one quadrant is already developed with commercial uses, commercial development on the remaining undeveloped quadrants will be discouraged. The types of uses that will be encouraged on adjacent corners include medical clinics, other professional offices, churches, fraternal lodges, community facilities, apartments, and other nonretail uses. 1 2. Development of corner sites at major intersections will be encouraged as "planned units." Planned unit development will permit the flexibility in site design that is needed to achieve the objectives described for these locations. 3. Access points will be as far as possible from the intersection. A standard of 200 feet is desirable. 4. Establish high design standards for signing and appearance, including the landscaping of setback areas and the designation of access points. 28 1 REGIONAL SHOPPING The map shows a single large "regional shopping center" at Progress. This center is already well into the planning stage. With commercial establishments ranging ' from major department stores to specialty shops, this proposed facility is expected to satisfy the demand for this type of major center in the foreseeable future. No additional comparable facility is planned in the Tigard area. Objectives ' 1. To provide the community and the surrounding region with a facility enabling comparative shopping for a complete range of consumer goods and services. ' Policies and Standards 1. Regional shopping centers will be permitted only as "planned unit developments." They will have direct access to the major street system, the availability of adequate public utilities, and will be situated in locations that are suitable for high intensity uses. ' 2. Zoning regulations in these areas will assure a compatible transition with adjacent land uses. Each development will accommodate its own parking demand. 3. Establish high design standards for signing and appearance, including the landscaping of setback areas and the designation of access points. ' 4. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving ' all intervening properties as well as the proposed development, and (b) designed to meet city or county standards. COMMUNITY SHOPPING The map shows a scattered or decentralized pattern of "community shopping centers." This pattern reflects existing development and also the need for a distribution of shopping locations based on considerations of access and convenience. ' Objectives 1. To concentrate shopping facilities that provide a limited range of "comparison" shopping goods (such as clothes, appliances, and furniture) and a broad range of "convenience goods and services" (such as groceries, drugs, ' 29 hardware, shoe repair, and dry cleaning) in easily accessible locations. The primary tenant of a community shopping center is a supermarket or variety store. The Tigard Plaza, Fred Meyer Shopping Center, and King City Shopping Center are examples of this type of facility. , Policies and Standards 1. Community shopping centers will be permitted only as "planned unit developments." All commercial uses will be concentrated in a single development. The planning commission will review the site plan of each proposed development to evaluate the compatibility of vehicular and pedestrian access, signs and lighting, building placement and designs, and landscaping with adjoining uses, both existing and proposed. 2. New community shopping centers will be located at 1 to 2 -mile intervals, 1, in order to establish a reasonable primary trade area for each center, while placing them in convenient locations for residents. 3. Sites will be .situated along arterial streets in order to handle the traffic generated and to provide the visibility and accessibility required for successful operation. 4. A standard of 8 acres is a desirable site size for a "community shopping center." 5. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving all intervening properties as well as the proposed development, and (b) designed to meet city or county standards. 6. Establish high design standards for signing and appearance, including the landscaping of setback areas and the designation of access points. NEIGHBORHOOD CONVENIENCE CENTERS The plan provides for small shopping centers that will provide a limited range of goods and services to residential areas. Typical establishments might include a small food market or delicatessen, a barber shop, a beauty salon, and a self- service laundry. Potential locations for these centers are not shown on the plan map since the planning commission intends to consider each proposal on its individual merits. I 30 1 1 Objectives 1. To establish small, limited commercial centers in proximity to residential areas that will serve the immediate shopping needs of neighborhood residents. ' 2. To encourage pedestrial shopping and minimize vehicular traffic to community shopping centers. 3. To protect adjoining lower- intensity uses from the adverse affects of noise, bright signs, vehicular traffic, and visual blight that are often associated with commercial development. Policies and Standards ' 1. Neighborhood convenience centers will be permitted only as "planned unit developments. " All commercial uses will be concentrated in a single development. The planning commission will review the site plan of each proposed development to evaluate the compatibility of vehicular and pedestrian access, signs and lighting; building placement and designs; and landscaping with adjoining uses, both existing and proposed. 2. Neighborhood convenience centers will be located at least one mile from a commercial area providing similar goods and services. This interval establishes an adequate trade area. 3. A desirable site size for a neighborhood convenience center is 2.5 acres. ' 4. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities will be (a) capable of adequately serving all intervening properties as well as the proposed development, and (b) ' designed to meet city or county standards. CIVIC CENTER At the north end of Main Street, near Highway 99 -W, the land use map shows a "civic center. " This is a preliminary proposal that would concentrate, in a highly ' accessible location, a number of public uses — governmental offices, a community library, the post office, and possibly a major terminal location for the planned metropolitan public transit system. Development of such a center can be 1 programmed over a period of time as community resources permit. I 1 31 1 Objectives 1. To improve intergovernmental cooperation and coordination thereby 1 providing more efficient and economical public services. 2. To provide more effective delivery of governmental and quasi - governmental I services at one central location in the community. 3. To protect the community's investment in the Fowler Junior High School I site. 4. To meet the space demands imposed by continuing community growth in the most economical way. Policies and Standards 1. The Civic Center will be permitted only as a "planned unit development." The planning commission will review the site plan to evaluate the compatibility of vehicular and pedestrian access, signs and lighting, building placement and design, and landscaping with adjoining uses, both existing and proposed. 2. Establish high design standards for signing and appearance, including the landscaping of setback areas and the designation of access points. 3. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities will be (a) capable of adequately serving all intervening properties as well as the proposed development, and (b) designed to meet city or county standards. COMMERCIAL - INDUSTRIAL The present business district along Main Street, together with related properties south and east, are classified as a "commercial- industrial" area. The purpose of this classification is to permit in this older part of the city a mixture of business and light or limited industrial uses that are compatible and that do not readily fit into a planned shopping center. There will be some overlap of uses in this category, partly owing to existing development patterns. The intention is that the area continue to serve its present purpose as a retail commercial center for a diverse grouping of specialty and service stores. It is expected to accommodate uses that might otherwise seek a highway location if the present development pattern along Highway 99 -W was continued. 32 1 I I Objective il I To concentrate in a single location businesses that provide specialized goods and ' ,. r „�.; services or require outdoor storage or display area. Typical establishments are ', .','''-'.-,------I''., I automobile, boat, and mobile home dealerships, farm and heavy equipment sales h `t and service outlets, construction material outlets, and garden stores. ; r . '' k .---- � ' Policies and Standards �`. �; y ' � ' ; ~ � . 1. Designate for this purpose areas near higher- intensity uses such as other : ;� ! � ,:�:' t� ,' t4e. , G7 ,91 ",�`...'�,...,.:, commercial or industrial districts. _'. I 2. Encourage the location of new business in this category in the area that � �"" �� adjoins Main Street. In addition, encourage certain existing establishments ,,„.: i . � � ; i I ; k >� _ presently located in other parts of T igard to relocate in the Main Street area. ° s. 3. Establish high design standards for signing and appearance, including the ,, 7 �� landscaping of setback areas and the designation of access points. w I 1 I + ` : GENERAL INDUSTRIAL' Y _�l� ° ` + I A band of "general industrial" land use follows generally along the railroad nort , ° �' s � and south throw h the planning area. Thi area has ` ' -.mac 9 p 9 good access to the ��� °;i.e. � �'� � � .: —� � � �` � � s�. .. metropolitan freeway system and especially to Interstate 5. Nearly all of the land Tigard Downtown area I in this classification already has an industrial character. Fanno Creek borders the area on the west and provides a protective buffer for residential and other non - industrial uses. I Objectives 1. To provide locations for a wide range of industrial uses that are compatible with one another. I 2. To protect land designated for industry from encroachment by uses which are not compatible. II 3. To encourage the location of industry that will provide employment and that will broaden the tax base of the community. I Policies and Standards 1. Use of. planned unit development procedures is encouraged in order to better I relate industrial development with adjoining uses. I 33 I { * • 2. The planning commission will review the site plan of each proposed „ N4 . " ''. development, as provided in the zoning ordinance, in order to evaluate the . •.' '• . _ ` tr{ .,: compatibility of vehicular access, signs, lighting, building placement and II '{ {; '� ?, . , desi ns, and landscaping with adjoining uses, both existing and propose d. / 9 p 9 1 9 g t :- � , i; 3. Development will coincide with the provision of public streets, water and sewerage facilities. These facilities shall be (a) capable of adequately serving r" *, `'f'' -`��' �> all intervening properties as well as the proposed development, and (b) ' ' ' designed to meet city or county standards. I 1 41101 4 i ti. 1 11 1'1 . !' wY` - , - .• I 1 }', . 'yam s . Existing general industrial 1 I I I I I I 1 I 34 Z M 0 F- _ -J LLU OC � F- O I ? DENNY RD Q - V� � U{��, EL--) , TRAFFIC CIRCULATION Q °f Q 1 GARDEN HOME RD EXISTING PROPOSED ANNTriliKTEP FREEWAYS & a no �\ EX PREE6WAY5 — — — — t=' o o o / ARTERIALS oaoo ° COLLECTORS ' - 0 rQ. I <la `Q TAYL.ORS FERRY von �— T o RT1-I MI LES I g 8 ,i,;\ W L CUET 4 1. FERRY RD OAK °BL N -_... I N. DAKOTA / � � �� PFAFFLE I I ml i WALNUT / I :44,,,,, .,,kE.,( , ...... . / \ % � S i ( / I DO Y� L E ( G4ARDE , t....\,. � DD ` I % i m I ' N IN LL ' n oD m Mt. Al L \ l r / R DD . I I so o : ,_.,, , ,__+: I ` 900 } \ �-/ DURHAM R❑ / / j i LJ V � -� *age_ BEN�- ' 1 , ^ 7; ei i 1 U � /� -�- ti I/ � "� ,_, FlscHea DD o- Z0 U 1 0D PT,T 3 t 0 � ] ELSNER _ I Bo ,„ I 36 i I I TRAFFIC CIRCULATION I This section describes the traffic circulation plan. The plan is shown on the map on the opposite page. Objectives are to (1) link Tigard with the metropolitan area, (2) provide internal access, (3) separate residential, commercial, and industrial traffic, and (4) in general to move traffic quickly and safely. ' Proposals made in the Portland- Vancouver Metropolitan Transportation Study (PVMTS) 1990 Plan and the Tigard Traffic Safety Study have been considered in formulating the traffic circulation system shown on the map. The PVMTS plan 1 depicts a circulation system to serve the metropolitan area, with new routes indicated as broadly defined corridors. The Traffic Safety Study illustrates how the present street system functions and proposes improvements with regard to safety and efficiency. Due to differences in time frame and degree of detail there are necessarily differences between these plans. The city will work to reconcile these differences as long -range transportation needs and solutions are identified in more specific terms. The plan classifies streets in terms of purpose and relative need. Streets are classified as freeways, expressways, arterials, collectors, and local streets. They are indicated in the plan as "existing," "proposed," and "anticipated." These classifications are described below. NEED Existing and proposed routes form the street system that can be expected in the future with reasonable certainty. "Existing" indicates an improved street that serves the purpose shown and may require up- grading to meet design criteria. "Proposed" indicates a street that does not presently exist although plans indicating an improvement or definite corridor have been proposed. "Anticipated" indicates a very broad and generalized corridor that may require a major street in the distant future. At present, however, too little is known about the need, location, and design standards of "anticipated" routes to directly relate them to the circulation system. Objectives 1. To plan and program future major streets based on a detailed evaluation of need, design standards, impact on adjoining property and environment. r 2. To minimize the potential negative impact that "proposed" and "anticipated" routes may have on existing and future development. I ' 37 I Policies and Standards 1. Future arterials, expressways, and freeways will be located and designed on the basis of detailed design studies. These design studies will not only show the cost of alternative corridors, but also the need for the route based on origin and destination studies, the design criteria to meet this need, and plans indicating the future development pattern on adjoining property in each corridor. 2. In keeping with the National Environmental Policy Act of 1969, the environmental impact of each new, major transportation route will be evaluated to assure that potential negative influences on adjoining areas are minimized. 3. On land adjoining "proposed" arterials, expressways, and freeways, the intensity of development permitted in the existing zoning ordinance will be maintained until a detailed impact and design study for the proposed route is completed. i FREEWAYS AND EXPRESSWAYS Purpose I To carry traffic at high speeds between cities and to effectively move large volumes of traffic within the metropolitan area. Policies and Standards 1. Freeways or expressways will be designed according to standards established by the Federal, State, and local agencies that are responsible for constructing and maintaining these routes. Full access control will be provided. Grade separation will be provided for all streets intersecting freeways and for most streets intersecting expressways. I 2. The planning commission will review the site plan for each new use that is proposed at a limited access point in order to prevent unnecessary I congestion. 3. The planning commission will cooperate in the location and design of new routes in order to minimize disruption of land use. 4. The plan shows the following freeways and expressways: , Aloha Expressway (1 -205 extension, an anticipated need) Interstate 5 Freeway Multnomah Boulevard Freeway (an anticipated need) State Route 217 (Beaverton- Tigard Expressway) 38 1 I I ARTERIAL STREETS COLLECTOR STREET ' IN) fit Purpose la ■- •-■ • onsii% 111111111111 II pi t. • PROP R1Y LINE To carry high volume traffic flow and to connect major traffic - generating areas 'gar. {c``''"` l ' 1 such as residential neighborhoods, commercial centers, industrial areas, and nearby communities. DRIVING LANES ® K = CROSSWAL %LFFT n,RN L,wo e 11 -----1 _ L I Policies and Standards —= - 0 0 0 0 0 ®, I D fSIDWA , _ r ti y 1. Arterial streets will give limited access to adjoining property and have grade PLANTING: t'n7RLP dip'', au zoN.E !'���t'��! ►`' , " ""`fie► ` e. `�!' I _ separation with railroad tracks in order to avoid unnecessary conflicts. ...... Standard Arterial Street I 2. Arterial streets in commercial and industrial areas will be designed to accommodate larger traffic volumes than in residential areas. .0 : . I 3. Parking along arterial streets will be limited in order to maintain their traffic ; ( handling capacity. • 24 LANES 1 a;; 24' LANES GO' PAVEMENT 1 4. The following standards are recommended for arterial streets: eo .2O RIGHT-OF-WAY STRJP W/ OPTIONAL Right -of -way width: 80 feet - 120 feet* sID A N 6 0N I Pavement width: 12 feet per lane INTERNAL 'TM°F Moving lanes: 2 -4 PEDEwNwAY Volume: 6,000- 20,000 vehicles per day I Driving speed: 25 -45 miles per hour *Existing arterials with less than 80 feet of right -of -way will require stringent I access controls. 5. The plan designates the following as arterial streets: I Durham Road between Highway 99 -W and 72nd Avenue. 1 Greenburg Road from the intersection of Oleson Road and Hall Boulevard to Highway 99 -W. I Hall Boulevard from Scholls Ferry Road to Durham Road. i Highway 99 -W between the Tualatin River and Interstate Highway 5. As recommended in the Traffic Safety Study, this route will be upgraded with syncronized signals and a median strip. A system of frontage roads is I proposed to improve traffic flow by controlling direct access. Lower Boones Ferry Road from the Tualatin River, onto 72nd Avenue, up I to Upper Boones Ferry Road. I 39 I • 791 -.' ■-..A. ■ - INC ■ IaEw. - ,• -up -:I 1.77 T. At ii,ii `viz gus zoNe full I ' � Oleson Road between Garden Home Road and Hall Boulevard. ® = o 0 t o 4-, DRIVING LAME cnosswAUC = Scholls Ferry Road between Bull Mountain Road and Denny Road. I I PARKING eir T • I sn a f k 41 Via.. Il IIIIIIIII�•Uu'.. t - . �-- Taylors Ferry Road from Oleson 7 Road to Capitol Highway. G... _ ;': U :y ';>:.is PROPERTY LINE I I' L t7:1 5 CO STREETS STREET Standard Collector Street Purpose I 4 E. ` '' ' fi To collect and distribute traffic between arterial and local streets or directly to 1 0 A �= � �_ � ,� traffic destinations. A secondary purpose is to provide access to abutting I — P 1 26' DRW LA ING f.IF51 P 9. � t T -04' PAVEMENT properties. tTT . TT GO' R16HT -0F -WAY Policies and Standards I 1. The following standards are recommended for collector streets: I Right -of -way width: 60 -foot minimum Pavement width: 44 -foot (two 13 -foot moving lanes and I two 9 -foot parking lanes. 26 feet of pavement at intersections and crosswalks. Moving lanes: 2 Volume: 1,000 -6,000 vehicles per day Driving speed: 20 -35 miles per hour i 2. The standards described above are for collector streets in built -up areas where on- street parking and direct access to property are permitted. In I special cases (such as large -scale subdivisions where access can be controlled, parking space can he provided in off - street parking bays, and walkways can be provided along rear lot lines) other standards may be appropriate. I A collector street without on- street parking and without curb -cuts to individual properties can be developed with 24 -26 feet of driving pavement. I Such a street serves one function — to move traffic. 3. The plan designates the following as collector streets: I Ash Avenue between Frewing Street and McDonald Street. Beef Bend Road from Scholls Ferry Road to Highway 99 -W. I Bonita Road from Hall Boulevard to Interstate Highway 5. 1 Bull Mountain Road between Beef Bend Road and Highway 99 -W. I 40 I Burnham Street from Main Street to Hall Boulevard. Center Street from Greenburg Road to Walnut Street. Commercial Street from Main Street to Hall Boulevard. 1 Elsner Road from Beef Bend Road to the Tualatin River. Fischer Road from 131st Avenue to Highway 99 -W. Frewing Street between Ash Street and Highway 99 -W. Gaarde Street from 121st Avenue to Highway 99 -W. 111/ Garden Home Road from 92nd Avenue to Hume Street. (The anticipated extension and upgrading of Multnomah Boulevard is expected to carry the major traffic flow in the vicinity of Garden Home Road in the future.) Haines Road from Interstate Highway 5 to Highway 99 -W at Pfaffle Street. Hampton Street between 72nd Avenue and 68th Avenue. Hunziker Street from Hall Boulevard to 72nd Avenue. Locust Street between Greenburg Road and Hall Boulevard. Main Street from the right -angle intersection with Highway 99 -W at Greenburg Road extended to Walnut Street. McDonald Street between Highway 99 -W and Hall Boulevard. I North Dakota Street from 121st Avenue to Tiedeman Avenue. Oak Street between Hall Boulevard and 71st Avenue. Pfaffle Street between Highway 99 -W and Hall Boulevard. Sattler Road from 100th Avenue to Hall Boulevard. Tiedeman Avenue from Greenburg Road to Walnut Street. Tigard Street between Highway 99 -W and Tiedeman Avenue. ' Walnut Street from 135th Avenue to Highway 99 -W. 68th Avenue between Hampton Street and Haines Road. 41 I I 71st Avenue between Highway 99 -W and Oak Street. 72nd Avenue from Upper Boones Ferry to Hampton Street. I 80th Avenue between Oak Street and Oleson Road. i 92nd Avenue from Garden Home Road to Scholls Ferry Road. 98th Avenue between Sattler Road and Durham Road. I 100th Avenue between McDonald Street and Sattler Road. I 121st Avenue between Scholls Ferry Road and Gaarde Street. 131st Avenue from Beef Bend Road to Fischer Road. I 135th Avenue from Scholls Ferry Road to Walnut Street. I 150th Avenue from Bull Mountain Road to Beef Bend Road. PROPERTY LINE I - - LOCAL STREETS II •r •w N• a• • w. �-- RIIVINO LANES ® o e Purpose I '4 .,u 1 46' FARKI W B84' 1 ® To provide access to properties abutting the street. f p . DRIVEWAY Policies and Standards l I ' ti A 1. The design of local streets should discourage their use by through traffic. I Minor streets should be relatively short and generally narrower than collector Standard Local Street streets. Loops, cul -de -sacs, and "T" intersections are favored to discourage I 4 1 -,' ,r unnecessary traffic. �r� C.! ^, r 1 _ 2. The following standards are recommended for local streets: ,[24' ORIVIN6 LANEI } I 32 -36pr NT ITL Right -of -way width: 50 feet - 60 feet (50 -foot minimum) 6o' -4:0' RIAHI' OF - WAY Pavement width: 32 feet - 36 feet (24 feet at intersections) Moving lanes: 2 Volume: Up to 1,000 vehicles per day Driving speed: 10 -20 miles per hour I Cul -de -sacs: 40 -foot radius minimum turn - around and 400 feet maximum length. I I 42 I I I 3. The standards described above are for local streets in built -up areas. In I large -scale subdivisions where pedestrianways can be provided along rear -lot lines and in low- density residential areas where curbs and gutters are not needed, other standards may be appropriate. 1 4. A local street without on- street parking can be developed with 24 -26 of driving pavement. I MASS TRANSIT ' ., , . I Purpose O . b An objective of the comprehensive plan is to establish alternative transportation 4.,- ' ''',..: ' ,..: - - : 4\ ' ' '.0,4+ •. - ,... ' I linkages between Tigard and the rest of the metropolitan area. ' '' 0 Policies and Standards '.1. - -: : 4- , .' ' ' •: "' ,... " I 1. The community will cooperate in metropolitan mass transit planning to insure that the mass transit plan and the comprehensive plan are compatible. '� I As mass transit plans are prepared at the metropolitan level, Tigard's comprehensive plan may need to be revised. :� I PEDESTRIANWAYS Purpose 14 ' *' ' ''' . .' ' — ' ''' s - ' ' - ('''' ' To provide safe pedestrian access to neighborhood schools, parks, homes, and Milill ' commercial areas. .- �" Policies and Standards ," 1. Establish separate rights -of -way for foot traffic in order to minimize conflicts between motor vehicles and pedestrians. Sidewalks will be provided along I streets as described in the street standards. Where pedestrian. routes can be effectively located other than along streets, different standards may be applied. I 2. Walkways will be developed along the greenway system, wherever possible. I BIKEWAYS Purpose I To provide safe bicycle access to neighborhood schools, parks, homes and commercial areas. I 43 1 Policies and Standards ' 1. Establish separate rights -of -way for bicycle traffic in order to minimize conflicts between motor vehicles and cyclists. 2. Bikeways will be developed along the greenway system, wherever possible. 3. Utilize both planned unit development techniques and local, state, and federal funds designated for bikeways to establish a continuous bikeway 111 system. 4. Limit the use of bikeways to non - motorized vehicles, with pedestrian movement as a secondary use. Horses will be prohibited and motorized vehicles will be prohibited except for maintenance and patrol purposes. BRIDLE PATHS Purpose I To provide safe equestrian path systems within Suburban Low - density areas. Policies and Standards 1. Establish separate rights -of -way for horseback riding in order to minimize ' conflicts between motor vehicles and horses. 2. Bridle paths may be developed within the Suburban Low - density areas of the 1 planning area. I I 1 44 1 2 I J 0 I 0 U (11) 1 - ---- - - - - - - - - - - - - -- } DE NNY RD. Q �O �� = U 1 i SCHOOLS & PARKS d - V� �„C IV - GARDEN F Mi A ��C GARDEN HOME RO l I ® SCHOOL SITS wHina tr+ _ 1 JH . rill PARK SITE cS � °� Hs PARX !! .,I SCHOOL ATTENCANCS AREA. . PROGRESS 0 • • 1113 ' COURSE • 1 I% • A x k °< < j Y� } O 1 I / / • \ O TAY-LORE r FE ^ RRY R. NORTH MILES f I I 1 )----- I f r f I PARK ) L - ,,, METZGER I / FER I 2i M , _ • PARK , \ I I L • OAK R y RD cis • • Nre. _ / • I I / / E • / ® - N �74cv rA — • • PFAFFLE I • - -,( 1 HS ) t li . III • e� �1 -- 0 ?'» ,_ r • BELLw000 C J J , � 1 p4tK n a.t rJUT - / TI I ti • ///4 0 % 4' 4 ; \ t p ' e r , q4141 .._ .0 • 7 .p, DO _ ISEAVERTON SCHOOL DIST. 48 • �.. / LIU p TIGARO SCHOOL DIST 2.38 _ — • ® - � � • ■ 7 / �� G • (-- ..MROE 1 Mc fx v / _�a � Z 1 DD ro /� . B„, L MTN. RD f ; I r . I OO NITA RD. DO � _.. / �� / • \ - -- / g t L N f • • I DO • / r� SATTLER • DO • m• ON ( � • - J DURHAM RD - --1 1 �� 3 NdRD -,�: } N BEEF gE • - � _. ��_ N W • ,0 0� 1- COI gl • � _ f Dg I w 2I I X l W • . ° j I � I fl➢ II I; OD ,f1 t k I DI] �T,N p DD w �° #' i ., 1111 I II II -, -- - - - - _- - I 46 i A ' SCHOOLS The map titled "Schools and Parks" indicates the location of existing schools and parks and general locations for future school and park sites. The planning area is served primarily by Tigard School District No. 23J, with the following schools in the planning area: Metzger, Durham, Phil Lewis, Charles Tigard, and Templeton Elementary Schools, Twality and Fowler Junior High Schools, and Tigard Senior High School. The planning area is also served by two other school systems. Beaverton School District No. 48 serves a portion of the planning area along the western and northern edges. St. Anthony's, a parochial school, is also located in Tigard. St. Anthony's has a 280 student capacity and draws students from throughout the ' planning area. Portland Community College also serves the Tigard area. The main campus is ' located one -half mile west of the Tigard area along S. W. 49th Avenue. This present campus facility, plus future facilities planned for Washington County, will adequately serve the community college requirements of Tigard. ' Policies and Standards An objective of the comprehensive plan is to develop a walking relationship between schools and their service areas. General guidelines for service areas are indicated below: (a) All schools: Provide safe, convenient access by walking. Service areas should not cross arterial streets or other safety hazards. Select sites along greenways. (b) Elementary school: One -half mile radius. Collector streets should not cross the service area. Locate sites within residential areas to promote neighborhood identity. ' (c) Junior high school: One mile radius. ' (d) Senior high school: One and one -half mile radius. Locate sites near collector streets to handle vehicular traffic. Site Standards 1. Joint School District No. 23J has adopted state standards for establishing new school sites. Specifically: (a) Elementary school: Five usable acres plus one usable acre for each 100 students. An optimum enrollment is 600 students on an 11 -acre site. ' 47 (b) Junior high school: Ten usable acres plus one usable acre for each 100 students. An optimum enrollment is 1,000 students on a 20 -acre site. (c) Senior high school: Ten usable acres plus one usable acre for each 100 students. An optimum enrollment is 1,500 students on a 30 -acre site. 2. It is in the public interest to: (a) Locate more than one school on a single campus, and I (b) Integrate parks with schools in order to reduce the overall site area requirements, reduce maintenance costs, and maximize use of facilities. Present Plans 1. Tigard School District No. 23J indicates the following plans: (a) The phasing out of Fowler Junior High School by 1973 -74. (b) A new junior high school on a site at Tiedeman and Walnut Streets by 1973 -74 to replace Fowler Junior High School. (c) A new elementary school on a site at 121st and Katherine Street by 111 1975 -1976. (d) A new high school on a site adjoining the new junior high on Walnut ' Street by 1976 -77. (e) Partial utilization of Phil Lewis Elementary School for special education 1 purposes. Future Needs ' 1. More schools than are presently planned will be needed as the area develops. School needs at ultimate development are projected as follows: 22 elementary, 6 junior high, and 4 senior high schools. These projections are based on the "holding capacity" of residential land as established in the comprehensive plan. 48 1 C am CC Q Li- . I VFn:N RD Q - �e��Jt"� `ULQ BLVp E GREENWAY SYSTEM / °tzy�d Pedestrianway and Bikeway Opportunities iAROBN HOME RP I 4 ('ROFRESS ? r ARAN ED a. • • I/ TORTH MILES - RAIL c. -- - • • • O TAYLOR ER. • • Ro . • •k ! • 4 • 0 • I Y • m • W LOGUGT • K I • I • DL`= P6RR R� \ ` • • • • ` N ov,KOra __ i ii!!Ii!PFAFFLE a l FTiJRe) � I • 6BrVVER Ea� .,, x I nr r i i M i I N4L�v NUT � ,� I I 4111P/ I N t l nl 77 ......'.* .,L R71ENTIAL' r � � � h II VACATION I P Do R �S POWER DO o z EAS EMENT SoARDE / ` x t!YJC 1 OD LL DO m .. i OD • 1 • • OD O OD � r -rLEk •• r fi • 00 . . • 1 I IE oul • > • . / 0a FUTURE SEWER E E MENT I e OM u INI ,c; IN I 1111 ' --1116:1 ---'--''.--- ----- .../Thillr.".1( k .... IP pit . -. . M I 50 1 ■ • 1 PARKS I A park and open space system is described on the map "Schools and Parks." Tigard has the opportunity now to develop a system of neighborhood and community parks and public open spaces that will help perpetuate Tigard's quality as a suburban residential community. GREENWAYS Objectives 1. To utilize the natural drainageways provided by the Tualatin River, Fanno Creek, and their tributaries as the basic element in a system of connecting open spaces. 2. To integrate other linear open spaces, such as abandoned railroad grades and major utility easements, into the "natural" greenway system, in order to ' supplement the "natural" system. 3. To establish a greenway system that will (a) tie together recreation areas, ' schools, and their service areas; (b) provide protective buffers between incompatible land uses; (c) reduce flood hazard by restricting development along natural drainageways; (d) provide opportunities for passive recreation ' activities; (e) afford alternative pedestrian and bicycle circulation routes separated from the street system and motorized vehicles; and (f) preserve the amenity of the area. Policies and Standards 1. Where possible, school sites and neighborhood and community parks and playgrounds will be located along the greenways. Woodward, Bellwood, and Cook parks already fit into this pattern. 2. Preserve natural drainageways by prohibiting development that would obstruct the flood plain, as provided in the zoning regulations. The flood plain of the Tualatin River and Fanno Creek has been delineated by the U. S. Army Corps of Engineers. 1 3. Encourage the conservation of natural tree cover and the provision of public access along smaller drainageways with undefined flood plains, as well as the ' larger streams and creeks. Techniques such as planned unit development, the granting of easements (visual, conservation, or access), and land donation to the city, county, or quasi - public organizations may be used for this purpose. I 51 1 4. Encourage developers on both sides of Fanno Creek to conserve all trees within 50 feet of the adjoining bank. This will create a physical buffer over I 100 feet wide (including the creek channel) to separate potentially conflicting land uses lying on opposite sides of the creek. Since the 100 -year flood plain ranges from 100 to 800 feet in width along the creek, the buffer will not upsurp land that is suitable for development. 5. As circumstances permit, encourage the acquisition of public access , easements in addition to construction and maintenance easements, where utility corridors fall within the greenway system. For example, the sewer easements required for the Fanno Creek, King City, and Tualatin River interceptor sewers and the power transmission easement across Bull Mountain provide opportunities for joint use of utility easements for pedestrian ways and linear parks. NEIGHBORHOOD PARKS Objectives 1. To provide small or medium -size neighborhood parks and playgrounds in proximity to residential areas. 2. To develop elementary schools and parks together in order to integrate complementary facilities, reduce maintenance costs, and achieve greater u ti I ization. ' 3. To provide additional open space adjacent to schools that will create a buffer between school activity areas and adjoining homes. ' Policies and Standards 1. In g eneral, neighborhood parks will average 10 acres. On sites adjoining elementary schools, open school playground areas will be included as part of this average site requirement. These sites will serve a residential population of 3,000 to 7,000. Smaller sites may be obtained where the development pattern or financial restraints prohibit this "optimum" size. 2. Initial emphasis will be on a program of land acquisition rather than site development in order to develop an inventory of suitable sites while land values are least expensive. 3. Each park will be individually designed and developed with playground facilities, picnic areas, and other amenities based on the recommendations of I neighborhood residents and the city park department. 52 Site acquisition will be coordinated with school officials in order to secure integrated sites. 5. Clusters or groupings of residential structures, using "planned unit development" techniques, will be permitted as compensation for providing additional usable open space for neighborhood parks. COMMUNITY PARKS Objectives To provide areas which are large enough to serve both outdoor and indoor recreation needs of several residential 'neighborhoods. 2. To develop park areas with junior and senior high schools in order to integrate complementary facilities, reduce maintenance costs, and achieve greater utilization. 3. To develop large open spaces along streams, such as Cook Park on the Tualatin River, that will take advantage of natural features and provide opportunities for boat launching, fishing, day camps, picnicking, and large group activities. Policies and Standards 1. In general, community parks will average 20 to 30 acres. On sites adjoining schools, school facilities available for public recreation will be included as part of this average site requirement. Park sites of this size will serve two to three residential neighborhoods. 2. Community parks adjoining schools will be developed with recreation facilities, such as indoor or outdoor swimming pools, tennis courts, and archery ranges, that will supplement the gym and playfield facilities normally provided at junior and senior high schools. 3. Initial emphasis will be on a program of land acquisition rather than site development in order to develop an inventory of suitable sites while land values are least expensive. 4. Site acquisition will be coordinated with school officials in order to secure integrated sites. 53 I j REGIONAL PARK i DENNY RD �I .r !• Objective �a e; f/ N 1. To establish a large park area that will provide for the active and passive %' recreational needs of the Tigard area, as well as Beaverton and other parts of I W southeastern Washington County. A regional park is larger in both scope and N ,� N scale than a community park. Typical recreation facilities may include swimming areas, a day camp, an athletic field with bleachers, picnic areas, I " ' equestrian trails, an arboretum, a cultural center, a museum and golf course. � u� '-o Policies and Standards 1 ,> % - , 1. Cooperate with the City of Beaverton, the Tualatin Hills Park and Recreation I � D, implementing regional park proposed „�,,� � ��� y in the istrict area and along Washington Highway 21County 7 in between Scholls the Ferry Road and Hall ' '. . N Boulevard. '''''L'..4H054' ire.iiS ;:, ' ; ,-ik .. �y� � \ p r $ ::;; W 1 .: 1 ' i ". [ k4t co , ‘`■., ✓ Proposed Regional Park I I I I I I 54 I X D Z W - - - - - - -- - ---- - - - - - - I ) 11 I' D ENNY RD. �i�MULNO i DEMOGRAPHIC AREAS 4.i �� °�° O 0� Q BLVD. E N Q�Q4 GARDEN HOME RD i r / � � TIOR71-1 MILES ,� �P� 1 o" .— ,, A r :: \ e <la ` Q 'P♦� FERR} „ I r I L c I c I z tocusr N E �� f / RY 9-'7. S OAK 1 OLDS FER -‘4111/r/(•• N. DAKOTA / / NPFAFFLE - - -� 1 ^ / \ � W js r ALNUT / I DD �' 1 DD g �' -°. 1 D ll D GAARD i Mc WNAID C, �` 1 jJ LA / / T , Z m � DD "� ._.. /// / BONITA RD. N DO m BULL MTN. RD. f ; i OD g SE») 1 [ID � SATTLER i II T OD I 1 an f ' O D '' DURHAM RD. ; DDW ees 3EN° i / / �' O d El? f ` 1 DDS h g / tY r DDS ` W 1 nn t \ \'+�'` 1 1 I f DI] � a RJ6p a ' n DD i 1 DU 56 1 I I POPULATION ESTIMATES The o ulation estimates for the Tigard planning area are based on the ultimate p p 9 p 9 I population holding capacity of the residential areas. The average density of development for each residential land use category is indicated in the plan. The method for arriving at the ultimate population figures is simply the arithmetic of I expanding the number of gross acres in each residential category to total dwelling units (average density of the category times total gross acres in the category) and multiplying dwelling units by the anticipated average number of persons per I household. For this purpose, the planning area is divided into four demographic areas. I Actual population of the Tigard planning area at "full" development is expected to be somewhat less than the estimates due to the desire of some individuals to own larger lots, topographic conditions, and existing development patterns. All ' estimates reflect assumptions with respect to decreases in average family size and smaller family size in multi - family dwellings. I I TIGARD PLANNING AREA - POPULATION HOLDING CAPACITY CALCULATIONS I AVERAGE AVERAGE NUMBER OF ESTIMATED DEMOGRAPHIC RESIDENTIAL GROSS ACRES DWELLING UNIT DENSITY PERSONS PER POPULATION AREA CATEGORY PER CATEGORY (Units per Gross Acre) DWELLING (Rounded to 100'sl Subwban - Low 170 2 3.0 1,000 Urban - Low 1,570 4 3 0 18,800 SE Urban - Medium 210 12 2.4 6,000 Residential - Comm. 70 13 2 2 2,000 I SUBTOTAL 2,020 27800 Suburban - Low 1,870 2 3.0 11,200 Urban - Low 1,200 4 3.0 14,400 SW Urban - Medium 60 12 2.4 1,700 I Residential - Comm. 10 13 2.2 300 SUBTOTAL 3,140 27,600 Urban - Low 1,610 4 3.0 19,300 I NW Urban - Medium 130 12 2.4 3,700 Residential -Comm. 70 13 2.2 2,000 SUBTOTAL 1,810 25,000 Urban - Low 1,450 4 3.0 17,400 NE Residential - Comm. 590 13 2.2 16,900 SUBTOTAL 2,040 34,300 TOTAL 9,010 114,700 57